The Ssangyong Korando S petrol has launched in Australia, introducing a new low-cost entry-level variant to the compact SUV range and ending the South Korean manufacturer�??s long-running diesel-only local strategy.
Priced from $23,990 driveaway, the petrol-powered Ssangyong Korando S undercuts the base model Korando diesel by $2300, making it one of the cheapest SUVs on the market.
While the bargain basement Chery J11 is untouchable at $17,990, the new Ssangyong Korando S petrol matches the price of the Great Wall X240 and undercuts the list prices of more established players like the Nissan Dualis and the Mitsubishi ASX by $1000 and $2000 respectively.
Under the bonnet of the Korando S petrol sits a 2.0-litre four-cylinder petrol engine producing 109kW and 191Nm. With a combined cycle fuel consumption rating of 6.2 litres per 100km for the six-speed manual, the petrol model is bettered by its diesel counterpart by just 0.1L/100km �?" although the petrol is also 20kW/169Nm adrift in terms of engine output. A six-speed automatic is available as a $2000 option.
Standard features include cruise control, Bluetooth phone connectivity, reversing sensors and a leather-wrapped steering wheel. Six airbags and electronic stability control are also standard, as is Ssangyong�??s five-year/100,000km warranty and five-year roadside assistance.
The Korando is Ssangyong�??s top-selling model in Australia and the introduction of the entry-level petrol variant is expected to see volume grow significantly. Ssangyong sold 750 Korandos across the country in 2012, up 20 per cent over the previous year.
Neville Crichton, the owner of Ssangyong�??s new Australian distributor, Ateco Automotive, said the positioning of the Korando petrol model was an expression of �??the huge commitment that both Ssangyong and Ateco are making to ensure the success of the brand in Australia�?�.
The Korando S petrol becomes Ssangyong Australia�??s first petrol model since the brand adopted its audacious diesel-only strategy in 2008. The company signalled its intentions to move away from the hard-line stance in 2011 when it changed its slogan from �??We live diesel�?? to �??A lot of car, a little price�??.
The brand is looking at other non-diesel options beyond the compact SUV range too, currently considering a 3.2-litre petrol engine for the next-generation Stavic, which is a chance to reach local showrooms before the end of the year.
The entry-level� Volkswagen Golf 77TSI� will be ditched when the all-new seventh-generation small car arrives here in late April.
�??We�??ve created a new entry model [and] added a lot of equipment,�?� confirmed Volkswagen Australia Group managing director Anke Koeckler. �??I can�??t say anything [more] at this stage.�?�
General manager of marketing, Jutta Friese, did however confirm that the 77TSI would not be retained in the range, saying that �??it wouldn�??t make sense�?�.
That strongly indicates that Volkswagen will choose the 1.2-litre turbocharged four-cylinder with 63kW and 160Nm as its entry-level powertrain, rather than the same-sized engine tuned to deliver 77kW and 175Nm �?" outputs that match the current 77TSI �?" that is also available overseas.
Doing so would create a larger performance �??jump�?? to the 103kW/250Nm 1.4-litre turbocharged petrol engine that will also be available in the Golf Mk7 line-up.
Confirmed by Friese, the launch of the Mk7 in this country will herald the re-introduction of a Golf with a torsion beam rear suspension in place of the multi-link suspension used in all models since 2005, but only for the entry-level car �?" all Golfs with less than 90kW get the simpler, cheaper rear suspension design.
Questioned whether the entry Golfs may take a step backwards in terms of dynamics, Friese replied that �??I am not an engineer, I cannot say�?�. There were no entry-level Volkswagen Golf models at the international launch late last year.
Volkswagen executives wouldn�??t be drawn into pricing speculation, however the marketing boss was surprised to learn that initial rumours were that Golf prices would rise on the switch to Mk7.
Firese also acknowledged that regular driveaway pricing during the Golf Mk6 run-out period improved sales volume substantially.
�??Other manufacturers offer a really good entry driveaway deal,�?� said Friese. �??We offer [driveaway pricing] across the range, with the exception of maybe the Golf R.�?�
But boss Koeckler said that the run-out deals seen with Golf Mk6 would not continue with the brand new Mk7.
�??There�??s no need to do it [driveaway pricing],�?� she said.
| Company name | Mazda Powertrain Manufacturing (Thailand) Co., Ltd. (MPMT) |
| Location | Chonburi Province, Thailand |
| Total investment | Approximately 26 billion yen |
| Investment ratio | 100% Mazda |
| Business outline | Production and sales of transmissions for Mazda vehicles |
| Number of employees | Approximately 500 |
The updated Audi RS5 has seen its price cut by $13,900 to $161,400 but it still carries enormous weight on its shoulders. It sits just one level below the mighty Audi R8 supercar and competes head to head with the iconic BMW M3 and Mercedes-Benz C63 AMG Coupes. But is it a match for its direct rivals?
The answer to that question is an absolute �??yes�??. Nonetheless, it�??s hard to imagine another segment where the three main choices are all so good. But in the case of the premium coupe sports segment, the RS5, M3 and C63 AMG all represent the near-apex of German engineering (maybe with Porsche the pinnacle�?�). So why pick the Audi over the rest?
For a start, it�??s the only car in its segment that is all-wheel drive, meaning it sends drive to every tyre as part of Audi�??s Quattro system. This changes the entire dynamics of the RS5 compared to the M and AMG, both of which direct drive only the rear wheels. Arguably, the average driver can go faster in the RS5 than they could in its two main rivals, given it tends to do a lot of the hard work for you. The flipside is the M and AMG demand more input for a similar result and hence provide greater driver engagement. The Audi simply digs in and does.
The Audi RS5 is powered by a 4.2-litre naturally aspirated V8, which produces 331kW of power and 430Nm of torque. Power is transmitted to the backs and fronts via a seven-speed dual-clutch transmission. Recent updates to the RS5 have seen its fuel efficiency improve by 0.3L/100km to 10.5 litres of 98RON per 100km; better than both the M3 at 11.2L/100km and C63 at 12.1L/100km.
The all-important 0-100km/h figure has also improved by one tenth to 4.5 seconds. This is still 0.1 slower than the standard C63 AMG, which makes a full 170Nm more from its 1.8L-larger engine, but faster than the soon to be replaced BMW M3; its 4.0-litre V8 reaches triple digits in 4.6 seconds.
From the outside the 2013 Audi RS5 is the ultimate portrayal of the A5 range, with a sharp and athletic stance now sporting wedge-shaped headlights that incorporate xenon lamps and gorgeous thin strips of LED daytime running lights �?" a fad that Audi is largely credited for starting and evolving. The grille has also been updated while the taillights and rear bumpers have been mildly reconfigured.
Our test car came coloured in Sepang Blue with pearl effects on the outside and black Nappa leather with contrasting stitching in rock grey for the inside. Optional 20�?� alloy wheels (5-arm rotor design) put the price up an additional $3,900 while dynamic steering ($2,400), sports exhaust system ($2,400) and aluminium style package ($1,400) brought the total price to $171,500 plus on roads.
The mostly black interior with chrome and carbon fibre highlights is very much a typical-Audi interior, with high quality materials and a pervasive sense of refinement all over. The recent updates have introduced a new flat-bottom steering wheel and minor updates to the infotainment system.
Beyond the cabin class, the Audi RS5 is an absolute joy to drive. Apart from the sensation of being in control of one of the fastest point-to-point cars around, the roar of the engine is a constant reminder of what lurks beneath the bonnet.
The seven-speed gearbox works harmoniously with the V8 in nearly all situations, including in traffic, but in dynamic mode with manual gear control using the paddles, the whole package is absolutely manic. The rapid-fire gearshifts, both up and down, are Formula One-like in their urgency, showcasing just how far everyday road cars have come. The high-tech V8 engine revs freely to more than 8250rpm, screaming an orchestra-worthy soundtrack as it extracts maximum power.
The Audi RS5 is by no means conservative in its power delivery and overall demeanour. But it�??s certainly more methodical in its approach to cornering than its key competitors. There�??s none of the brutish character that you get from a C63 AMG, which can at times be like a soccer hooligan after a home-team loss, or the �?"� admittedly brilliant �?"� balance and finesse that is prioritised over outright corner-exit speed in the M3.
It also rides very firmly, which can be a deterrent to driver enjoyment, particularly when the BMW rides superbly across all surfaces. � But what the RS5 lacks in comfort, it makes up in cornering ability. Pushed hard into a corner the RS5 grips on without much regard for the laws of physics. Mid corner you�??d expect that at any moment life will flash before your eyes with the end in sight, but instead, the RS5 continues on unfazed.
Through our usual testing roads of Brisbane�??s Mount Glorious and Nebo, the RS5 felt like a much faster version of a Mitsubishi Evolution, go-kart-like in its precision and agility.� There�??s a sense of invincibility that comes with driving this Audi, which is certainly not there with the rear happy C63, particularly, which always keeps you on edge.
During our week with the RS5 in Brisbane, we had tremendous amounts of rain that helped further justify why the Quattro system is ideal for a car with this much power. As with most rear-wheel drive muscle cars, trying to extract any ounce of performance in the wet is generally a time-wasting exercise, but the RS5�??s AWD system makes it look easy. Be it out of corner or off-the-line acceleration, the Audi�??s Quattro system minds not if it�??s dry or wet; it just gets the job done.
The steering feel is much improved compared with other Audis, but up against the brilliant systems in the C63 and M3, it�??s a sore point that highlights the lack of dynamic involvement compared with those rear drive rivals. The steering is quick and accurate, but also unremarkable and too heavy in dynamic mode.
When it comes to just regular driving, the RS5 can be put into auto mode, which eases the aggression of the transmission and lightens the steering. Comfort mode goes to an economy-focused extreme, slinking into tall gears at every opportunity and making the steering far too light.
If you must justify the purchase to the other half, you can argue that the RS5 has a decent sized cabin that can actually accommodate four adults for short trips. There�??s heaps of room in the boot and the front seats are comfortable and supportive around corners.
The rear seats are also useful and not just a gimmick. They can actually be used if needed �?" though they�??re perhaps best kept for short adults or children when undertaking long journeys.
The few things that did present some challenges with the RS5 were lack of a reversing camera, even as an option. The low front nose, which can be hard to accommodate in car parks and tight spaces and the multimedia system which, like most current model Audis, is unnecessarily complicated to perform simple task �?" an area where BMW�??s iDrive shines. On a more personal front, the large exhaust tips seemed like a step down from the quad-exhaust pipes on the S5.
When it comes to purchase time, the choice between an Audi RS5, Mercedes-Benz C63 AMG Coupe and BMW M3 Coupe is incredibly difficult, but here are some facts to consider. Firstly, the RS5 is currently the newest, with the M3 soon to be replaced and the C63 AMG coupe around halfway through its life.
The RS5 suits a certain driving style that values precision and pinpoint accuracy over engagement and then there�??s the fact that there are far more Ms and AMGs floating around than RS5s.
All three are equally incredible cars and if money was no object, you should buy them all. But what Audi should be credited for is creating a first iteration car that has managed to match its iconic Germans rivals in nearly every respect.
The Bentley Mulsanne will benefit from a number of new luxury features when the enhanced flagship sedan debuts at the Geneva motor show in March.
The Mulsanne�??s new Comfort Specification package adds headrests with manually adjustable wings (similar to those on an aeroplane), new footrests, loose cushions trimmed with the same tanned leather as the seats and filled with fine duck down, and a new rear-door armrest storage compartment designed for mobiles, Bluetooth headphones and other personal items.
Further enhancing luxury is the availability of rear compartment privacy curtains, which integrate into the rear doors and rear windscreen surround and can be extended or stowed at the touch of a button.
For more tech-savvy passengers, Bentley is offering a new Entertainment Specification package, which brings rear picnic tables with integrated iPads and wireless keyboards, as well as two eight-inch LCD screens linked to the Mulsanne�??s �??Naim for Bentley�?? audio system in the back of the front headrests.
Connectivity is also enhanced, with Bentley introducing an upgraded Wi-Fi router with a high-speed Universal Mobile Telecommunications System phone module and SIM card reader, providing a rolling hotspot for internet access for up to eight devices simultaneously.
The Bentley Mulsanne�??s colour palette has been expanded with three new exterior tones �?" Dark Cashmere, Portofino and Damson �?" and three additional leather colours �?" Brunel, Saffron and Damson �?" while a matching handmade six-piece Schedoni luggage set can now also be ordered for added personalisation.
The Bentley Mulsanne is priced from $662,857 in Australia.
BMW and Toyota have revealed more details of the partnership that will see the two global automotive giants collaborate on a pair of new sports cars and technology for a range of next-generation hydrogen fuel cell-powered vehicles.
Having signed a memorandum of understanding in July, BMW Group and Toyota Motor Corporation (TMC) have now signed binding agreements aimed at a long-term collaboration between the two companies.
The first task for the Euro-Japanese partnership is the development of a feasibility study defining a joint platform concept for a mid-size sports car, which is scheduled to be completed before the end of this year.
Toyota�??s version will sit above the 86 coupe in its line-up, potentially resurrecting the Supra badge, although there is less clarity about the positioning of BMW�??s version. The companies have revealed little about the sports cars other than that they will �??combine each other�??s technology at a high level to maximise customer satisfaction�?�.
BMW and Toyota�??s efforts on hydrogen technology will extend to the development and construction of a fuel cell stack and system, as well as a hydrogen tank, electric motor and battery, with the duo targeting completion by 2020.
The partnership will also focus on the development of lightweight components such as reinforced composites for use in vehicles bodies, as well as a research program into the development of lithium-air batteries, which will have energy density greatly exceeding that of current lithium-ion batteries.
BMW Group chairman Norbert Reithofer described the collaboration as an �??important building block in keeping both companies on a successful course in the future�?�.
�??TMC and the BMW Group share the same strategic vision of future sustainable mobility,�?� Reithofer said.
�??In light of the technological changes ahead, the entire automotive industry faces tremendous challenges, which we also regard as an opportunity.�?�
TMC president Akio Toyoda said the two companies were committed to working hard together to produce even better cars in the future.
�??It is just over a year since we signed our collaborative MoU, and with each day as our relationship strengthens, we feel acutely that we are making steadfast progress,�?� Toyoda said.
�??Now, we are entering the phase that promises the fruit.�?�
