Practical, Accessible Perforance, with surprising handling ability – wrapped opinion-splitting styling.
 3.6/5

Pros:

• Premium Build Quality
• Comfort, Spacious
• Good all rouder

Cons:

• Option list quickly ramps up prices
• Perhaps not as dynamic as BMW counterparts
• A few engine choice and gearbox choices have faded away

             4.1

Initial Impressions

The C class has been a staple of mid sized luxury for as long as I can remember.

A direct rival to the 3-series, there has always been an indulgence associated with the three-pointed emblem that the c class embodied. They sit in a rather curious sector at the moment. Once upon a time, a Mercedes-Benz was reserved for the affluent whereas brand-diversity dictates that they are now somewhat more accessible. The CLA sitting below the C class however still gives it a status of endearment for the corporate crowd that wants to look and feel the part. With the 2019 model upping the pace again, we figured it was a great time to have a look at the run-out 2018 models.

The 2018 C class is no exception and builds and tweaks on the core competencies of the namesake. The exterior is adorned with LED lights front and back giving a sharp appearance crisp illumination. The body takes it styling cues from the S-Class giving it a large appearance parked up on the road. All of the elegant lines swoop towards the rear and it all comes together rather handsomely. With the right spec, this elegance can be directly substituted for aggression when you start dipping into the Pseudo AMG models. Much like the haloed M badge, it has however been diluted to somewhat of a spec level in many cases.

What’s the inside like?

Enclosed in the sleek German Auto-Body of this relatively base-spec C200 that sits in front of us today, is a well-rounded package. The manual-slide, electronic bolster and height controlled seats dominate the interior landscape. They are immediately comfortable falling into what feels like an optimum seating position.

Mercedes switched a while back – around the time of the C63’s debut – to a BMW-esque interface which resembles the i-drive. This was subject of mixed emotions when it replaced Mercedes’ older platform and I’m still of the opinion that they haven’t quite nailed it. The dial awkwardly tilts on its axis as if it doesn’t sit far enough from its pivot point. The dial clicks rather loudly rather akin to an old rotary telephone. That’s not to say it isn’t an effective interface, it just lacks a little finesse.

The interior is ever so slightly more cramped than it’s curvaceous exterior might suggest – I had two lets say – larger occupants in the kerb-side front and rear seat – and was surprised to see the person riding shotgun with his knees jammed up against the front dash.

Granted that’s not to say the vehicle won’t be more than apt for average sized

occupants; nor is it to suggest that it has any less payload than the equivalent 3-series, but it was unexpected. It’s testament to the scaled down S Class body. The interior does a fantastic job of feeling like a premium product. Leather and metal-finish controls adorn most angles of the interior. The interior is designed to cocoon the driver, with hard corners minimised by the curvaceous, elegant design of the interior finishes. A large piano black fascia sweeps down towards the centre console.

This example comes laden with the standard C class niceties. Satnav is available, assuming your car has its memory card installed. Mercedes’ dynamic mode selection allows steering and suspension to be setup for comfort, economy or sports and sports plus. But does it work?

What about kit and safety?

9 airbags, reversing camera, parking sensors, autonomous braking and not to mention auto headlights and wipers means that the C Class, hybrid excepted, achieves a 5 star ANCAP rating. There are also refinements such as fatigue monitoring.

What’s it like on the road?

The ride around town is cushioned and well damped giving smooth, enjoyable progress. The C class manages to be one of the quieter cruises out there, whilst the adjustable dynamics means that whilst it always feels more at home on the freeway rather than country roads it never feels completely out of water.

The C200 picks up surprisingly quickly. It retains the performance of the previous, larger, 2.0 litre unit whilst rewarding superior fuel economy (it is also less weighty that its angular predecessor).  Flick the adaptive air suspension to Sport + (if optioned) and the car’s handling will be tilted towards performance driving.  It’s a magical system, literally like riding on air; however the standard steel suspension is also very good. The standard comfort level leaves a little body roll introduced in excange for a ride that irons out bumps in the road.

The steering however is not as sharp as that of the 3 series. It is nicely weighted giving good manoeuvrability at low speeds and around town; however lacks precise feedback. You therefore loose a little confidence at faster speeds which reduces the level of engagement that you would otherwise feel.

How Economical is it?

Whilst the 2019 face lift might not be significant on the surface, it introduced more engine ranges and removed others.

There’s a versatile selection of engines available, petrol and diesel. At the time of writing, C200, C200d, C250 and C250d. And lets not forget the C250e which, as you’ve probably guessed – is a hybrid. Both 250s deliver 155kw which is dragged along by 350Nm of torque but with the hybrid delivering an extremely frugal 2.2L/100km if driven with the right intent. The Oil Burning 250d delivers 155kw with a truckload of torque – 500Nm in fact, while returning 4.6L/100km. The “entry level” 200 which I took for a jaunt delivers 135kW along with 300Nm of torque delivered by a 1.5 Turbo Charged motor. It still achieves 6.5L/100km whilst retaining a good level of drivability both around town and in the twistier stuff. There are of course the C43 and 64 models but they deserve their own attention rather than being diluted here.

To Summarise

With the 18 C Class, Mercedes appear to have been trying to extend the reach of the model, shaking off some of the dull, stern-ness of models of old for an attractive exterior and polished interior. And it’s been somewhat successful. In my mind it’s more attractive than the equivalent 3 series or A4 – even though it might not quite drive quite as rewardingly.

The C200 is simply great value, feeling like a much more accomplished, exclusive vehicle than its circa $60k price tag  when new might suggest.  The end result is a well built, well paced bit of executive engineering. As always the spec list is a sprawling list of desires which will not only impact residuals, but also effect your enjoyment of the car from up-rated audio to additional comfort tweaks.

Lined up next to a 3 series, it not only is a viable alternative but a preferred one.

This made the perfect opportunity to test out some cars that will eat up the windy, sweeping mountain roads – but on the weeks where I needed something to lug loads and soak up some rought workhorse treatment, try out a few ‘sensible’ mid-size family SUVs.

So at 4am I get dropped off at the Airport clutching a duffel bag loaded with detailing gear and enough microfibers to dry off the Titanic. Good job too, given the rain we’ve had in NSW over the last few weeks!

Pros:

• Low Cost
• Reasonable all rounder
• Spacious

Cons:

• Dated drive-train lacks refinement
• Cheaper interior
• A few engine choice and gearbox choices faded away

 

A Good Budget all-rounder, but starts to feel out-of-place outside of its comfort zone.

The first warrior was a base spec Mitsibushi ASX. $25,000 – $40,000

Initial Impressions

From a quick walk around you can see some rather old school styling cues, rugged looking wheel arches, a determined crease or belt-line descending towards the front and with a bold front end. It sort of breaks the mould in that taking minimal visual upgrades from its 8-year lifespan it retains a bit more of a rough and ready look that you don’t find in offerings by Toyota or Mazda.

What’s the inside like?

It sits larger than the Mazda too, at 1640mm high against the Mazda’s 1550mm. That means that there is more space inside – and you feel it when climbing on board. Fold the second row of seats and you’ll find a generous 1140 litres of stowage space. You get a deep storage container and two cup-holders up front, along with a little handy storage shelf by the Air Controls.

The ASX perhaps lets itself down a little in build quality, with the materials feeling a bit dated. Plastics give a hollow, tinny rap when yo tap on them. The Seats aren’t the most comfortable in the biz – after the 5 hour dash I developed a bit of a back ache – call me old, but it hasn’t happened in other cars on the same route – including a Boxster.. The seats have next to no lateral support – not that you’d expect bucket seats, but it does mean your legs tire from keeping yourself rigid on a country road.

Twin USB ports are found up front and another in the storage bin – all things that I’m a fan of though. The I.C.E. is handled by a 7-inch touch screen which is loaded with Apple car-play which handles business like it should. The 6 speakers aren’t bad, lacking a little feeling and bass but for a casual listen you can’t really complain. The Top Spec ASX is where you’d want to be sitting, loaded with heated leather, LED running lights, roof rails and push start – the one I was driving however wasn’t that. (although to be fair, it didn’t sit too far beneath the spec.)

A piano black fascia sits behind the large display which gives a bit of much needed garnish to an otherwise functional layout.

What about kit and safety?

The base spec ASX is a cheap entry point. It will be bare-bones, but functional with most of the trimmings mentioned above. For around $1500 you can add Auto Braking and from there you can add Mitsubishi’s Driver assist systems which include auto emergency braking, lane-departure, rear-cross traffic and blind spot alert as well as auto wipers and headlights which automatically engage high-beam and dip when trafffic is present. Very Safe indeed

From there you can add leather, power seats and large panoramic-esque sunroofs which add some nicer touches which make the car feel a little more complete.

The ASX comes with anti-lock brakes, stability control, rear reversing camera and sensors and seven airbags – two in front of driver and passenger, one in the outside of each seat to protect from side-impacts, a curtain airbag at head level and an airbag for the driver’s knees, giving it a 5 star rating from the early days.

What’s it like on the road?

Driving around town, it’s quite compliant, really. Bumps are smooth enough, it sways into corners without ever really making you feel at peril – but does have a reasonable amount of body-roll – but mostly I would summarise it as a car that is best suited to casual use. That’s not a bad thing, but as I tip into nice flowing mountain bends, and stop off for a little lunch down a rough off-road track, you get a feeling that you never really want to push too hard; and neither does the car.

It’s not the fastest nor the most dynamic car you can buy in the bracket but then it doesn’t particularly do anything badly either. I had an AWD version, which I feel had a smidge more stability than the Front-wheel drive version – just as well as disappointingly they became unavailable with a diesel turning all four wheels.

But it’s when you start to push the engine that you get a little disappointing. The wheel jostles as you accelerate and the majority of the power turns the front wheels. You can hear the engine working up-hill without ever really feeling it. Cruise control up a steep hill becomes a dance of applying more gas as it downshifts and struggles to keep your momentum. On the dirty stuff it performs as well as you can really expect a family four-by to really do, sufficient for some rough access tracks to whatever activities you have planned.

The ride is quite firm – which you might not expect from a tall car – but as you would know from reading, I generally like in a car. It makes it feel connected and solid on the road – although a few degrees of dead space steering play off-centre doesn’t do much to build on this.

On a nice open road, it is composed enough to ride over sudden bumps – but this becomes a bit crashy in an urban setting. Tyre noise will bother some, being a rather noisy place to sit.

How Economical is it?

The 2.0 petrol unit though is unfortunately less suited than the 2.2litre turbocharged unit that was phased out. The 2.0 allegedly returns around 7l/100km – although I don’t think I came close to that. Even though the route had a number of hills and some stop-start sections due to roadworks, I did find the 11l/100km a little disappointing. The 60 litre tank did however last the round-trip returning over 720kms with a little to spare.

To Summarise

I don’t love the ASX. But then – I don’t hate it either, and that seems to be where the car excels – at the ordinary. Now that might seem harsh, but it’s not intended so and I’ll explain why.

There are cars that are significantly lets say classier – that cost significantly more. And there are smaller cars in the same price range that don’t offer space, all-wheel drive and the driving position and setting that comes with it. As you up-spec the ASX though you loose the benefit of it being cheap and it encroaches on the pricing territory of more-rounded buys

But if you simply want a larger daily car for daily duties with the benefits of an AWD in terms of space, rougher than usual roads and elevated position its well worth consideration, especially at the lower price bracket.

The 5th Generation Type-R; the FK8 has been obliterating Nurburgring lap times left right and centre. With a $50k Price-tag though, it’s out of reach for people not looking for a brand new vehicle. So what better time to look to the last of the Naturally Aspirated rev-nuts to bare the coveted red H. We pop down to our pals at Auto Exotica, to take one for a test.

  The fourth Gen FN2 as it was known in Europe, came only as a three-door hatchback. The rear suspension came in a simplistic torsion beam setup, and a drivetrain which was largely similar to that of the outgoing model at the time. That is, 148kw (201 bhp). The screaming 4-pot i-vtec motor wails to an 8,300 redline and the uninitiated often jump to comments akin to ‘no torque’, ‘sluggish’ etc. But the truth is, there is a certain je ne sais quois that comes with the territory that takes some adjustment to your approach to appreciate. there’s a certain learning curve involved here.

Whilst that might sound cliche, it’s shrouded by truth. It often seems that only those familiar with the ‘Type-R’ moniker, truly understand the somewhat cult appeal. You see, the reality is, the ‘CTR’ is one of those cars where you have to wring it’s next to truly enjoy it.

On the outside, it’s modern, spaceship-esque looks divide many. Some see the split rear window which to me harks of the CRX’s which I lusted over after as a kid without a licence. One of the original pocket rockets. Nostalgic, yes – but greatly rear-view inhibiting.  Others see a car that looks like it wouldn’t be out of place on a set of Star Trek. Personally? I think it’s aged well. It doesn’t have the wild arches, false vents and monster wings of the latest offering – but I definitely feel that three-door setup suits the hot hatch model much better than a five. The outside does a great job of making the car look like it’s redlining without moving, without being too OTT. Inside, the sporting, futuristic intent is clear.

The dash wraps around the driver, displaying all of the vitals and offering all of the controls with the smallest of eye movements or figure tweaks needed to interact with them. A lower display houses fuel economy, revs and other warning lamps whilst an upper display shows your speed. The gear lever is positioned so that your hand finds it as soon as you neutrally drop it from the wheel – and whilst we’re talking about it, it is very slick. Each year clunks into place with rifle-bolt precision. The Recaros up front may prove too tight a fit for the larger enthusiasts out there, but for most they hold you in all the right places. For me, they fit like a glove. Some complain that the driving position is a tad high but that is one of those oh so personal features of a car that not all will ever agree on. The steering wheel is small and sporty, and perforated aluminium trims the pedals. A ’type R’ placard above the gear lever and red Honda badge which adorns the wheel are nice touches. Another surprise is the cooled glovebox which is piped in to the air-conditioning – a benefit of the GT pack which includes electric folding mirrors, fog lights, cruise control (a must in my humble opinion if you want to avoid the trap of speeding tickets that toeing the vtec line may well bring) and dual-zone climate control with individual controls on the passenger’s door card.

The push-start button, whilst a nice touch is a bit of a novelty in that not only do you have to insert the key to start the car, but you also have to turn the key to turn ff the engine. We have to remember that the FN2 predates more modern keyless entry systems by as much as a decade though. Such gimmicks do add to the sense of occasion though and if you know anything about me, it’s probably that I like a little drama to accompany a drive.

Spurring to life, the peppy 2.0 motor is quite muted if we’re honest, but a somewhat satisfying blip doesn’t extinguish all excitement. Navigating out of the carpark I notice the typical ease of piloting a light hatchback around tight conditions. The ride is firm, which again is often another point of contention, but given the sporty intent of the machine, I feel is well-suited and the handling benefits that it naturally brings to the table are well worth a few jolted bones. It all depends on your background; personally, I don’t find the ride to bring too much discomfort. Onto the main road, a squeeze on the accelerator and we climb through the revs, two thousand, three thousand, five tho… oh my! The much-memed vtec moment and a noticeable rush of urgency. You ride a wave of revs for the next 3,500 on the range with increased intensity and growing aural pleasure. A slight quiver of torque steer hustles you before you slot into the next gear on the close-ratio six speed. Paired with the limited slippy diff it forms a playful partnership as you tilt in to the upcoming corner where you can really start to appreciate the feedback of the electronic steering. The car is about more than straight line drag times and tyre smoking although if you’re enthusiastic you will hear a chirp from the front wheels, but truth is they are not quick to come un-glued from the road.

The CTR isn’t for everyone, you can’t of course please them all. Around town it lacks low down torque. It’s torsion beam rear suspension is less sophisticated than the Type R of old (many will say this has a huge handling impact; the truth is that it more effects the balance between a smoother ride and handling – plenty of capable machines come sporting torsion bars). FWD, hatchback, compact; these are all generally things that I don’t aim for when shopping. But if you are looking for a fun car that’s a blend of practical and fun then it makes a strong case for itself. The boot swallows 415 litres, trebling if you drop the rear seats. Much like the king of practicality, the Jazz, there is an additional shelf under the rear bench. If Safety is your thing, it packs 6 airbags, ESC with traction control and of course ABS all courtesy of its four-star ANCAP rating. The environmentally conscious will be pleased to hear that it affords 7.6 l / 100km if driven to achieve so. And for those who have petrol flowing through the veins, you will enjoy the rewards of keeping it in the vtec rev-range as you bound from corner to corner, smiling all the while.

Priced on the used market between 10 and 16k, the FN2 Civic Type R might divide opinions for seeming less hardcore than its predecessor and successor; whilst others love it’s blend of top end performance and everyday practicalities, but it is certainly a performance bargain once you learn to master it.

The Dodge Demon seems to be one car that has motor enthusiasts completely divided. Any of us that have access to the Internet and a love for cars have probably seen the debates, the memes, and the sarcasm. We have people on one side who pass off the Demons track times as a marketing ploy, comparing it to their own vehicles. On the other we have people who are awe-struck by the performance of this vehicle. However, the specifics and the science behind this beautiful machine speak volumes in and of themselves.

The Dodge Demon is the first stock, street legal drag car. The price tag and the sleek exterior gives the Demon the luxurious look and feel that high end vehicle collectors jump at. The first thing that most would notice is the wide body, the demon is 3.5 inches wider than a standard challenger, and with a back end like that, its bound to catch the eye of many. Beyond that, the wheels are a sight in themselves, an impressive 8 by 11-inch wheel with Nitto NT05R tires measuring an astounding 315/40R18. These drag radials are Demon branded and designed specifically to work with the car. The Demon is also equipped with a trans brake, which has never been done in a factory street car before now. Dodge claims that the Demon has a 9.6 second quarter mile time, and can get from 0-30kmp/h in one second flat. This can be attributed to the 6.2-liter HEMI Demon V8 engine, 770 pound-feet of torque, 840 horsepower and 1.8G (which sits pretty at the highest level of G-force for a production car). Somehow, even with all of this power behind it, this beast is still street legal.

Another thing that continues on with the luxurious feel of the vehicle is the option of purchasing the crate. The crate includes an array of tools and parts. Dodge has gone all out with this additional feature, providing consumers with high quality tools from Snap-On. These include, a hydraulic floor jack with carrying bag, a cordless impact wrench with charger, a torque wrench, a tire-pressure gauge, a fender cover, a tool bag and a foam case that fits into the trunk and securely holds the front runners. The parts that are included in the crate are intended so that owners are able to interchange their standard daily parts with their performace parts to secure the best possible track times, these include: a performance powertrain control module with high-octane engine calibration, replacement switch module with high-octane button, conical performance air filter, passenger mirror block-off plate and front-runner drag wheels. This one small box is truly a game changer in both quality and performance enhancing.

In a day and age where motor companies are striving to release cars that are; fuel economic, safe and with enough power to get from a to b efficiently- the Demon is Dodge’s all out attempt to release the fastest production drag car to date. This isn’t a car that is being marketed to families, or to people who are comfortable with driving a Swift. This car is marketed for those of us who have a craving for pure power and speed. Sure, it’s absolutely stunning to look at, but the power behind it is what is being called into question.

Many are claiming that their modified supras and skylines could outrun the Demon. However, there are flaws in that argument. Firstly, the Demon isn’t a modified vehicle; it is pulling 9.6 seconds to the quarter mile fresh off the production line. If the diff and transmission were upgraded in the demon, and worked on the intake, heads and cam it could probably pull low 8-/high 7-second quarter mile times, but that’s neither here nor there. Plus, these cars are likely pulling 13-second quarter mile times; maybe knock off a second or two in perfect conditions. Secondly, the tens of thousands that are being poured into these cars that could potentially be a couple of years younger than the driver and more than likely no longer street legal as a result, almost nullifies the argument completely. You’d be hard off to find a heavily modified supra or skyline that not only fits the criteria of an entirely street legal vehicle (whether that be too low, too loud, illegal tires and the like), but can also drive straight from the suburbs to the track and perform as well as the Demon, exactly as it is.

Now, there’s no doubt that these modified cars have the power behind them. Pair that with an experienced driver and great conditions, and the track times will be awesome. However, the vehicles themselves are worlds apart and that’s just the fact of it. Its like comparing apples to oranges; sure they’re both sweet, they’re both good for you, they both satisfy your hunger, but they’re entirely different things. The Demon is a luxury vehicle, and every part of it is curated to perfection, from stock, to perform at the speed that it does. There’s no arguing that car fanatics around the globe are proud of their builds, and they have every right to be, they have every right to strive for success and improve their performance with every new additional feature, but that’s exactly what Dodge has done as a brand. They strived to create the fastest production street legal drag car, and they succeeded.

So instead of one car tearing our community in two, embrace it, and embrace your builds because while the Dodge Demon is sitting at the top right now, there will always be faster cars in the future, there will always be new engines, and revolutionary engineering. And who knows, it could be any one of us that discovers it.

Adam gives us his feedback, mid-swing on his big loop on an Australia-wide journey, one family and a Ford Ranger in an open letter to the purveyors of the Blue Oval themselves.

We’re all extremely excited about the upcoming Ranger Raptor, which will hopefully come packing the 331kw 3.5 twin-turbo Ecoboost motor from its bigger brother, but for now with all the ‘pick-ups’ and ‘ultimate’s’ thrown into the ad-blurbs, has Ford really landed a winner with the current offerings, or are there several blue elephants in the room?

Dear Graeme,

Firstly, thank you for building the Ford Ranger. I know it wasn’t your personal handiwork as the Ranger is made in Thailand and Australia is just one of the 25-30 countries that get to enjoy it. All the same as the head honcho for Ford Australia, I thought I’d let you know that I have thoroughly enjoyed owning and driving my Ranger for the past 12 months. It’s the current model (PX2) Dual Cab XLT Auto with Tech Pack, in case you were wondering.

My car, sorry my ute, or to use Ford jargon, “Pick Up” – tut tut this isn’t America you know! – is probably more important to me than to most other owners. This is not just because I have hankered after a ute for almost as long as I can remember being able to breath. It is much more than that. Our family owns a ute, much to the disgust of my Brighton born wife who unequivocally associates “ute” with “bogan”, because it is a “do it all vehicle”. A harsh association perhaps but your car makers probably have many decades of deeply ingrained middle-class prejudice to contend with there. Take our purchase as a small moral victory in the battle for hearts and minds!

Getting back on track to the reason why the Ranger is vital to me and my family at the moment. We are doing a 12 month “Big Lap” towing a caravan around this great sun burned land. We have recently hit the 8-month mark of our travels so I’m in a reflective state of mind. I thought that as we are giving the Ranger close to the ultimate long-term road test, you folks at Ford might be interested in a bit of feedback.

As I said at the start I like this car, a lot and I dread having to sell it and buy something inferior. But nothing is perfect and there are always things that can be improved for the next Ranger. Otherwise we wouldn’t have the PX2 series, as a tweak on the PX, right? And I hear the next Ranger is due out here in a few years time, so hopefully there’s time to test and implement some refinements. By the way PZ – yes Pee Zee in American English – has a decent ring to it! But I digress again, back to the feedback.

Before my suggestions for improving the Ranger perhaps I should tell you why I bought it over the competition. Trust me I did my research – I love that kind of stuff –

and I had some clear criteria for the car. It HAD to tick seven boxes, without compromise:

1. Have 5 ANCAP stars
2. Be auto transmission
3. Tow 3,500kg
4. Be diesel
5. Have a Dual cab
6. Get good industry reviews
7. Look half decent

Granted it is not an overly technical wish list – I am no mechanic – but as you would know there are plenty of utes on the market that can tick all those boxes. I test drove the Colorado LTZ and the HiLux SR5 and both would have done the job. The thing that got the Ranger ahead of the pack for me was the safety features in the Tech Pack and the infotainment – yes I can’t believe that it is now a word either!

My issues might not be what everyone considers important but when you are covering tens of thousands of km’s, mostly towing, little gripes become major bug bears! So, in the order that they came into my head here is my “Dad’s Eye View” of our beloved Dickie the Ranger.

TYRES

Ranger’s, and interestingly Land Cruisers, seem to come with the Dunlop Grand Trek AT22’s. I know that tyres are a personal choice thing for customers but in simple terms why fit a ‘pick-up truck’ – your words not mine remember! – with passenger construction tyres instead of Light Truck tyres? I know the AT22’s are nominally an ‘All Terrain’ tread pattern but without being Light Truck construction it seems a bit like putting LeBron James in Dunlop Volleys. I mean you could do it, but it wouldn’t look good or work very well! FYI the retail price difference between the AT22’s and a mid-range Light Truck All Terrain tyre is minimal. I did notice that the vehicles you use in the marketing pictures weren’t fitted with the Dunlop AT22’s…

DASHBOARD

Put simply the sun glare off the dashboard plastic reflects up onto the underside of the windscreen which is immediately annoying. I bought a tailor-made dash carpet to cover it up.

SPORTS BAR

What sport is it for exactly? I can’t see its purpose except for having a brake light and two small down lights for the tub.

POWER

The numbers are solid but take off could definitely be more exciting with some more horses under the bonnet. 2018 can not come quick enough for that Ranger Raptor to make it to Australia, but please put a bigger lump in the engine bay!

REAR SUSPENSION

As with the other utes that I test drove (HiLux & Colorado) the rear end is disappointing. Are leaf springs and drum brakes really still the best option? After consulting some suspension experts it seems that all Utes, bar the Amarok, have an underperforming backside. Disappointing. I had an extra leaf fitted for towing and truth be told it could with some decent sized front springs and shocks too.

WINDOWS

Auto up/down all round would be handy instead of just the drivers window.

FUEL GAUGE

It works perfectly fine – I have tested it down to 25km left on the range! – but how about doing something different to everyone else like showing the markers in 1/8 increments instead of 1/4? Or even better showing the actual amount of diesel left in litres?

FUEL ECONOMY

No gripes with the performance numbers but the fuel economy display would often show distance remaining as 1,999km! That would be nice to achieve but I fear it must be an electronic gremlin, that appears often after disconnecting the battery.

WARNING CHIMES

Some are useful, some are not. Take the door open warning chime. I know the door is open, I am sitting in the car looking at the door that I just opened! A Mustang driver and I exchanged rueful smiles across the car park the other day whilst listening to the same infuriating bing bing bing! Perhaps these type of idiot alarms are designed for other markets? But onto more serious warnings. The spanner symbol tells you of a Powertrain Fault. Not good news generally and the solution to your issue? For this I quote from page 64 of the Owner’s Manual, “Contact an Authorised Dealer as soon as possible”. Upon the first instance of this happening, the friendly Ford dealer Service Manager on the phone says it could be one of thousands of error codes and you need to come in ASAP to hook up to a diagnostic machine. Not always easily done when you are thousands of k’s away in the middle of NFW and then the car goes into limp mode (nothing more 2,000 RPM) with 2.8 tonne of van on the back…means doing 40km/h on 110km/h roads with 70 metre road trains around.

FUEL TANK

80 litres seems to be pretty standard for utes but for touring / towing bigger is better! 100 litres would be a start but 120 would be better and avoid the hassle of having to carry jerry cans.
TUB

The 12V tub outlet is good to have in the tub but it would be much more useful if it was always live. I was told it was, trust me it isn’t. For me being able to run some low draw LED strip lights over the tailgate is very handy when camping.

CENTRAL LOCKING

Why isn’t the tailgate included just like the four passenger doors? I have a canopy on my Ranger and locking the canopy and tailgate – seven locks – with a key is so very 1980’s!

TRANSMISSION

Third gear seems a bit long, even lumpy, when that throttle is mashed. And I know it says it in the handbook but if it is important to tow in Sports mode – ambitious naming, perhaps S for Semi Auto? – perhaps a sticker on the gear stick surrounds?

AUXILLARY BATTERY

Please stick with me here. I’m not asking for a 2nd battery but given that almost all of the 4WD competition – utes or not – have room for these in their engine bays, can Ford find some room too? Please! Otherwise it has to go in the tub, like mine, which takes up valuable storage space when packed to the rafters. An intermediate solution would be to have one of the storage bins under the passenger seats large enough to accommodate a deep cycle battery, cradle and charge regulator.

TYRE PRESSURE MONITOR

This one is a major irritant. The so called smart valves that house a monitor located on the inside of the wheel rim cost $75 each. I know this because I bought one for my 2nd spare wheel/tyre. The valve cost is steep but it’s not my issue here. The issue is that the tyre pressure monitor doesn’t actually tell you what the tyre pressure of the tyre is. Yes really. The functionality only allows the monitor to warn you when pressure is “low”. This is very poor given that many owners will use theirs as a 4WD and/or tow therefore need to deflate/inflate their tyres often. On top of this the tryre pressure monitor system can only tell you that tyre pressure is low, and not even which tyre! To put it in context, caravan TPMS can be purchased after market, as valve caps, for around the same money as four Ford smart valves and provide a nearest PSI reading for all four tyres via Wi-Fi. Must do better here to stand out from the crowd.

SPARE WHEEL

Why is it a steel rim instead of an alloy like the four driving wheels? I’ve been told that it’s only the XLT’s where the spare wheel is not the same as the driving wheels. For what it is worth, $800+ for a genuine Ford XLT wheel is outrageous, as are most genuine prices.

So that’s my completely incomplete list of the small things that could be better about this car after living with it for a year. As mu my road tunes composer of choice, Mr Paul Kelly says, “From Little Things Big Things Grow.” In this case probably into a Ranger Raptor, which I am free to test drive any time, especially in some sand, mud or water. Happy motoring.

Yours in Ford,

Adam Barnes
Full time travelling Dad

Part time sports fan

Casual car critic

Then if you were lucky, the rumble of a 2.8 litre twin turbo flat 6 would come screaming from the horizon. But then Maybe not. After all, just 377 Porsche 959’s were made. Featuring the debut of Porsche’s PSK system and a revolution for Porsche in general, the 959 could shift torque from the front to rear wheels and was the marque’s first all wheel drive vehicle. Cemented in the Supercar hall of fame, the 444bhp Porsche 959 slingshot from 0-100 in a staggering 3.6 secoday, the most technologically advanced Supercar around. With a top speed of 319km/h it was the fastest production car, bar none and it bears the classical Porsche styling hallmarks that are still reflected in today’s design.

Gosford Classic Car Museum in NSW are auctioning a simply astonishing collection. To grasp just how much of an accomplishment Porsche unleashed; the 2014 Porsche 911R (an example of which is also being exhibited) completes the sprint just 0.3 seconds quicker than the 959. Let that sink in. At a time when a mobile phone was the size of a small child, the perfectionists at Stuttgart had produced a vehicle that is marginally outed by a vehicle that has undergone almost 30 years of refinement.

Maybe you feel that all that 4 wheel drive sensibility wasn’t very  ’80’s’. Well – that’s not a problem. For the more ostentatious, There is also a 1988 Lamborghini Countach up for grabs. There is no arguing that The Countach pushed the boundaries of the term “Supercar”. It was ground zero for angular, sleek Supercar designs that would follow that did 200km/h standing still whilst presented and idolise on young boy’s bedroom walls everywhere. This particular example is a 25th Anniversary edition, celebrating the 25th anniversary of Automobili Lamborghini SpA. This means, it was the most refined of the Lambos which were more synonymous with all out madness rather than subtle responses. It is estimated that just 67 were produced in right-hand drive. It’s screaming 5 litre  V12 sent it from 0-100km/h in a mere 4.7 seconds, which, although would have been left behind by the German offering, was an entirely different sensation and thrilling showcase of performance.

Jumping forwards a few short years and another offering at the auction will be a stunning Jaguar XJ-15. It was conceived as a Le Mans style Race Car for the road. Designed by Peter Stevens (if that name doesn’t ring a bell think: McLarren F1), the XJ-15 was the first fully Carbon Fibre and Kevlar car ever made in a fashion that is only just starting to become widely applied today. A 6 litre V12 motor pumps out 450bhp which hurtles the vehicle to a top speed of 307 km/h and 53 units produced over three years makes this rarity one of our favourites.

This is just but a snippet of the astonishing collection that will be available; and whilst you can never be sure what will happen at auction, one thing goes without saying. With this amount of Auto Exotica on display, you will need deep pockets and nerves of steel.

A room filled to the brim with every Petrol Head’s dreams!

More from the collection is shown below, do you know what they are?

If you have Instagram, you’ve probably seen Absolut’s new Elyx campaign, so you probably already know what I’m going to be writing about. If not, read on!

On September 9th, people all over New York City began spotting what would later become known as Absolut’s Copper Cab. This however, was not just your average NYC cab. The car was bought out to not only advertise for the luxury vodka brands new campaign, but to transport A-list celebrities through the city for New York fashion week. However, this isn’t the platform to talk about fashion or celebrities, we’re here to talk about the vehicle.

This infamous cab is in fact a 1949 Cadillac Fleetwood 75, a classic car that has been customized into this beautifully unique, reflective copper piece of pure muscle. The inside of the car leaves no detail unseen, with the classic Absolut pineapple pattern in copper overlaid on a beautiful teal background on the interior ceiling, a copper disco ball hanging from the roof, a polaroid camera for photos with a vintage feel (which, lets be honest is extremely fitting given the vehicle we’re talking about), and splashes of copper all throughout the int erior in the form of home décor items and trinkets. From the outside we see a beautiful true copper, with a pineapple hood ornament replacing the classic Cadillac one, the typical taxi roof signage has the word “Elyx” spelled out across it and in true New York taxi fashion; white checkered detailing across both sides. The chauffeur even wears a copper sequined blazer when transporting clients all over the city. Absolut has not only pitched a beautiful custom vehicle, but they’ve created an experience.

Advertising using vehicles isn’t a new concept, we’ve seen companies with vinyl stickers and signs on side panels and back windows for decades. This though, this is new and it puts everyone else to shame. When I saw the car itself it immediately made me think of 1950’s New York City, it reminded me of the type of town car that Marilyn Monroe, or James Dean would ride in to and from events. Copper in itself, while something that is considered a “new vintage” theme these days, is coming back in style because of how popular it was back then. So, while the car seems heavily modified and some may look at it as a waste of such a classic vehicle, they’ve modified it in a way that has kept true to its roots.

Absolut has created a hashtag on Instagram #CopperMakesItBetter and its truly a sight to see, people all over New York City have posted pictures and videos of this glorious beast. Without this, many of us would’ve never seen the vehicle and I definitely wouldn’t have been able to write about it. The fact that all of us have been able to experience such a unique car is a blessing. However, upon trying to reach out to Absolut to answer a few of my questions regarding who modified the vehicle, because lets face it, its probably crossed all of our minds upon seeing it, I was met with a pretty cryptic reply. I had asked if they could please let me know who modified the car, with the intention of asking them a few questions directly about what specifically was done to the vehicle and if they could give me some more in depth insight, as I couldn’t find anything about them anywhere. They replied to me quite quickly which was much appreciated, but they said; “The car has been modified with our agency and their fabricator in New York so very much custom made and internal”. So while my question was sort of answered, I somehow don’t think we’re going to get a straight answer or specifics from the company, which a shame, I’m sure whoever modified this Cadillac would have liked their work recognized.

So, while after this campaign is over this beautiful car will very likely be sold off to some well to do collector and we’ll never see it again, I don’t know if I can speak for everyone, but its been a pleasure to be able to see it in all its glory and in such a unique way. I’ll tell you what, I wont be mad if I see more advertising like this in the future and I hope that you have all enjoyed it as much as I have. An amazing twist on an all American Classic Car.

(All images used sourced from the Absolut Elyx campaign profile on instagram: @absolutelyx and the Copper Cab Chauffeurs instagram @tilthebreakofhawn)

X51 kitted, Gemballa Modified Porsche 911 (996) – Should I have bought a GT3?

By Ant

It’s been about 18 months now since I fulfilled a lifelong ambition of Porsche Ownership. The dream evolved from the Bad Boys ’94 Turbo to a slick 996 – as it was around the time I managed to Con the authorities into giving me a licence, it’s the ambition that stuck with me.

But looks are in the eye of the beholder. Personally, I fell in love with the removed-from-tradition looks of the 996 and to me, perhaps controversially, it is still one of the best looking road cars to come out of Stuttgart – in it’s own way. Often seen by many as the unloved cousin, Porsche’s first foray into the world of water-cooled engines although successful, wasn’t without its dramas. Intermediate shafts letting go, bore scoring; issues to do with oil supply running short in heavy track work to name the most severe.

Then there’s the fact that many don’t like the fact that the 996 shares headlights with the budget range Boxster of the time. Not that the Boxster wasn’t a good car in its own right (especially the S variant); and they have come a long, long way in recent years, but back in 2000 they were very much the ‘poor man’s Porsche’. This dampened many’s view of the 996 front lights. But then, you have to remember, the same lights also found themselves in to the 911 GT1. And I severely doubt anyone can argue with that!

Originally out to take home a 500bhp M6, a quick drive in the lesser powered Porsche (approximately 365bhp) grabbed me in a way that I always hoped it would. This example started life as a Carrera 2. Again, a matter of preference.

Many would jump to state the ‘obvious’ choice of a Naturally Aspirated 911 as being the Carrera 4 or GT3

. But budget becomes a consideration when looking at the climbing values of the GT3 (currently sitting at $150k+); and the all wheel drive Carrera 4 just doesn’t tickle the rear-wheel-drive preference that I inexplicably have. Something about the balance and twitching that you get at the limit in a rear powered vehicle that an AWD vehicle just scrubs out. It should be a good thing, but it’s a case of preference.

What many overlook is that the Carrera came with a little option known as the X51 or Carrera Power Pack.

The X51 was developed in tangent with the GT3, just in case the GT3 didn’t make reliability or racing requirements needed to suit racing Homologation purposes. The GT3, of course, was a success rendering this backup plan a seldom purchased $17,000 option.

If you are lucky to find a 911 optioned with the X51, you will be treated to more than a few simple bolt on mods and sticker packs. The kit consists of revised extractors which optimise the flow of exhaust gasses. High lift valves also feature, buried in revised ported and polished headers. Up-revved swirl pistons, similar to those found on the later 997 models are installed deep in the engine’s block, and the package is cooled by an additional radiator installed up front, which is also found in the 40^th anniversary model. IMS and bore scoring issues have tarred the 996’s reputation when it comes to reliability; and the x51 addresses these matters somewhat by means of an additional oil pump and oil extraction plumbing to cylinders 4-6 to promote additional lubrication. Additional oil baffles are installed in the sump with metal apertures and valving to stabilise the oil payload and prevent ‘leaning out’ encountered during hard track work. A remap raises the rev limit by 200 and shifts the peak power higher up the rev range.

If the extra refinements weren’t enough,

I was fortunate to find that this example was breathed on by the mad men at Gemballa.

Adjustable coilovers, Gemballa exhaust system and further tuning wrings the extra few bhp out of the motor, while the bodykit and lightweight Speedline alloys not only give the 996 a fresh lease on life, but keep it cruising at a rapid pace.

That’s all a lot of words, what does it mean? Well. The end result is a Carrera which fights as hard as a GT3 on paper and in the ring, and dances away from some newer 997 911’s. 3 passes at the 0-100 sprint show a best speed of just under 4.4 seconds which is impressive given it is .5 seconds under the much touted turbo. Lightweight seats bring the weight down from to an estimated 1,190kg. That’s almost as light as any serious hot hatch of the 2000’s or today with GT3 matching power.

The tweaked suspension whilst posing a risk where local speed humps are concerned, significantly dials down the 911’s inherent understeer followed by snap oversteer characteristic on the limit whilst maintaining the already sublime balance of the car. The suspension is more than a little on the stiff side so riders with back complaints might not enjoy the ride, but the trade-off is a great amount of increased composure at every turn. The 275mm rear tyres are tough to upset even in the wet, and the car grips around corners nice and flat.

The first drive was our favoured route which you may recognise from some test runs. It’s a great combination of twisties, straights and long sweeping bends and she did not disappoint. There is a splatter of backfire at low revs owed to the K&N filter (to be replaced with something a bit more fitting) but on roll, holding the revs at around the 3-4k mark is optimum for ensuring accessible grunt whilst maintaining revs to play with. Tussled from end to end the front wheels communicate exactly what is going on. Where the wheels are pointing, how much grip they have, how many bits of road kill you are skipping over, how many cats-eyes you’re kissing. There’s no lean to speak of and as I tip in to some of the more severe apexes with confidence, you begin to feel the slight hint of sideways drift. Shift up just shy of the limiter, the slick gear change slots into the next gear and you’re hurtling out the other end. Brakes are sharp. Very sharp, and the drilled surface area helps keep them cool and fade to a minimum, but will eat through the pads nice and quickly long-term.

The roar from the Gemballa pipes is simply glorious. Bellowing up until the revised peak power spot which projects you towards the revised redline.

It all feels a very much analogue way of doing business.You know exactly what surface you’re skating across at any given time and nothing seems to take you by surprise. Squeeze the trigger at around 2-3,000 rpm and you’re hurtled along. The car feels much more alive than a bog standard 996.

As you make progress one of the bug bears of the 911 of this era will have you pull over and take the keys out to lock the centre cubby space – the centre console’s release button is exactly where your elbow falls which will mean you constantly click the cover open. The 996 has deep door pockets that said so the loss of this centre tray isn’t a huge deal. The Dash feels thoroughly functional. Some complain that the 911’s driving position isn’t comfortable but ergonomics always split opinion and again at least for my measurements it fits perfectly – give co-writer Ben the driver’s seat and he awkwardly intermingles in the cockpit like a sock chucked on to a clothes basket.

Back seats have been removed which is just as well – the 911 was anchored as an everyday sports car, but in reality you wouldn’t want to slot an adult into the back seats on a regular basis – it would just be cruel. Having them however means that visibility is very good in the cabin. The Front Trunk, or Frunk is surprisingly spacious, easily catering for a weekend away or two or a shopping spree. OK You wouldn’t want to go as far as go on an expedition but you’ll be surprised how practical the car can be. Gloveboxes were optional which this car does not have and the plain but accessible dash layout has an older but functional feel to it.

All in all my venture into Porsche has been unplanned but un-regrettable. It may not be as flamboyant as a Ferrari, or as Punchy as the M6. But what it brings in spades is driver involvement, an arguably captivating exterior and a certain sweetness in the engine characteristics that is un-quantifiable. I had specifically avoided fulfilling my 911 goals until a suitable GT3 or Turbo turned up; and arguably the same budget could have more or less landed a turbo with some kms under its belt, presenting high power with low effort; but there’s something about the N/A Wail of that flat 6 through some throaty pipes that will have you chasing the redline at every opportunity. Whereas the experience wasn’t the same as a run-of-the-mill Carrera 2, if anything it highlights the potential of what even a basic 911 could become. Long term it may well become the next Upshift Build if the hallowed supra is ever completed (get a move on, Ben!) but that’s a story for another day. The quest of power may see a turbo conversion of some sort in the future, but a stroked race build with that N/A Scream is what the heart wants, but sometimes it isn’t just about Power, it’s about that connection, that feel, all that stuff that we’re all familiar with that lives outside the limitations of statistics and practicalities.