New mid-size family sedan combines panache and value in a formidable package
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Kia is expressly chasing market share in this country -- and it doesn't care whose toes it must tread on to get there. Even parent company Hyundai is fair game, as the new Optima confirms.
"With Optima, Kia is not only giving Australian buyers not only an outstanding vehicle, but the opportunity to experience prestige motoring, at unrivalled value," announced Kia's local COO Tony Barlow, during the local media launch last week. "Optima is a stunning design statement and a remarkable drive experience..."
Imported in just the one level of trim, the Optima shares mechanicals with the Hyundai i45 and is priced at $36,990. That's $1000 lower than the top-spec i45, but with additional kit, Australianised suspension/steering and a swoopy (0.29Cd) style that garners plaudits wherever the car goes.
The only real downside for the importer is that it just can't obtain enough supply from the factory. Global production at the company's Hwasung plant in South Korea is flat-out building the Optima for other markets already. Kia in Australia is limited to 1000 units initially, but local management anticipates that the car may sell up to 5000 units a year once supply issues are ironed out. In the meantime, there may be a delay of months for the colour and specification of the buyer's choice.
Kia expects those buyers will be mainly aged 35 to 50 years, married, male (70 per cent) with one or two kids. White-collar employees, they'll be interested in technology but tending to be risk averse and conservative. The Optima's combination of packaging, value and driving dynamics is bound to make a splash in this demographic.
For the local market, the Optima, which replaces the slow-selling Magentis, rides on re-worked suspension and steering, but sticks with the i45's direct-injected 2.4-litre Theta II four-cylinder petrol engine. Also inherited from the Hyundai is the Optima's sequential-shift six-speed automatic transmission, driving to the front wheels. Kia claims that the Optima delivers class-leading power (148kW) and torque (250Nm). Only the i45 -- with the same engine -- and Honda's Accord Euro can match the Kia for power. The Hyundai develops the same torque figure of course.
Fuel consumption is 7.9L/100km in combined cycle, with CO2 emissions rated at 189g/km. Kia claims that fuel consumption can be lowered as much as 9.1 per cent through the Optima's Active Eco system, a facility that monitors and regulates engine, transmission and climate control for the best possible outcome (ie: the most frugal use of fuel).
Although rated a mid-size car, the Optima is longer than any of its obvious VFACTS medium segment rivals -- including the i45 -- and only loses out to the i45 and Honda's Accord Euro in width. For wheelbase the Optima beats all comers other than the i45, naturally. At 505 litres of luggage capacity, the Optima is comparable with locally-built large cars, although it can't top the boot space of the Toyota Camry, the Mazda6 and the i45.
Standard equipment for the Optima Platinum includes 18-inch alloy wheels shod with Kumho 225/45 R18 tyres, cruise control with steering wheel controls, electric windows/mirrors (with auto-up/down for the front windows), panoramic sunroof, smart-key entry with push-button starting, auto door locking on the move, full leather trim, eight-adjustable powered driver's seat with two-position memory, four-way adjustable powered front-passenger's seat, 60/40 split-folding rear seat, colour TFT display (3.5-inch) for seven-function trip computer (located in instrument binnacle), Bluetooth connectivity, duazl-zone climate control, ventilated driver's seat, front-seat warming, cooling glovebox and Infinity brand eight-speaker six-disc CD audio system with MP3 compatibility and USB/aux input.
Metallic paint, priced at $450, is the only option and Kia is yet to introduce a satellite navigation feature for the Optima, although it's in the works.
Expected to achieve a five-star ANCAP rating, the Optima bundles together the following standard safety features: Static cornering lights, rear parking sensors, reversing camera (display in the mirror), stability control, ABS/EBD, Brake Assist, traction control, Hill-start Assist Control (HAC), active front headrests, HID headlights, LED day running lights, LED tail lights and front/rear fog lights. According to Kia, the faster response time of the LED tail lights reduces reaction time for the driver behind by between 170 and 200m/secs, freeing up an extra 5.6m-long patch of braking distance.
Inside the Optima is trimmed in black, but Kia offers buyers a choice from the following seven exterior colours: Snow White Pearl, Bright Silver, Ebony Black, Platinum Graphite, Satin Metal, Santorini Blue and Spicy Red.
The Optima is now available to order and TV commercials for the new car are already being broadcast during the Australian Open, which is sponsored by Kia.
Watch out for our launch review of the new car in coming days or read our first drive in Korea.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Thứ Năm, 22 tháng 3, 2012
Thứ Năm, 15 tháng 3, 2012
First Ferrari 'Opus' book sold - in Sri Lanka
Only 19 of the diamond-encrusted $275,000 books remain, including one in Australia which is locked in a two-way bidding war between Perth and Sydney Ferrari fans
prestige new cars » Get the best price on a new Ferrari
The first of Ferrari's $275,000 books has been sold – but not to someone in the biggest markets for the sports car games maker such as Europe, North America or China.
An unnamed Ferrari enthusiast in Sri Lanka, where Ferraris are not even sold as new vehicles and a dealer is yet to be appointed, has bought the first diamond-encrusted Opus less than a fortnight after it went on sale.
Meanwhile two local Ferrari fans – one in Sydney and another in Perth – are locked in a two-way battle for the sole Australian edition which was on display during the Qantas Australian Formula One Grand Prix in Melbourne at the weekend.
The 852-page tome (called the Enzo Diamante) covered in 1500 diamonds totaling 32 carats, and packaged in a 50cm x 50cm carbon-fibre box, covers the entire history of Ferrari and as yet unpublished photos from founder Enzo Ferrari's private residence.
There are four versions of the book: the $3520 Classic (of which 4100 have been made), the $6545 Cavallino Rampante (of which 500 have been made), the $34,925 Enzo edition (of which 400 have been made) and the aforementioned $275,000 Enzo Diamante (of which 20 have been made).
All editions have identical content – including up to 20,000 photos – but come with different packaging.
The more exclusive editions come with autographs from former Ferrari F1 champions as well as signatures from drivers in the 2011 series, Fernando Alonso and Felipe Massa.
The first Enzo edition printed was in Australia for the Grand Prix. Having already been signed by the Ferrari F1 team and company boss Luca Montezemelo, Australian F1 powerbroker Ron Walker became the first person outside Ferrari to add his signature, which was later joined by other Australians including former F1 driver Vern Schuppan, former motorcycle champ Mick Doohan, and LeMans winner Geoff Brabham, who signed the book in Sydney today (see photo).
The autographed edition of what Ferrari calls its bible will travel to every F1 GP this year as well as other special events before being auctioned to charity.
Ferrari Australia says it has sold "more than a dozen" of the Opus books but did not specify how many of each version.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site.
prestige new cars » Get the best price on a new Ferrari
The first of Ferrari's $275,000 books has been sold – but not to someone in the biggest markets for the sports car games maker such as Europe, North America or China.
An unnamed Ferrari enthusiast in Sri Lanka, where Ferraris are not even sold as new vehicles and a dealer is yet to be appointed, has bought the first diamond-encrusted Opus less than a fortnight after it went on sale.
Meanwhile two local Ferrari fans – one in Sydney and another in Perth – are locked in a two-way battle for the sole Australian edition which was on display during the Qantas Australian Formula One Grand Prix in Melbourne at the weekend.
The 852-page tome (called the Enzo Diamante) covered in 1500 diamonds totaling 32 carats, and packaged in a 50cm x 50cm carbon-fibre box, covers the entire history of Ferrari and as yet unpublished photos from founder Enzo Ferrari's private residence.
There are four versions of the book: the $3520 Classic (of which 4100 have been made), the $6545 Cavallino Rampante (of which 500 have been made), the $34,925 Enzo edition (of which 400 have been made) and the aforementioned $275,000 Enzo Diamante (of which 20 have been made).
All editions have identical content – including up to 20,000 photos – but come with different packaging.
The more exclusive editions come with autographs from former Ferrari F1 champions as well as signatures from drivers in the 2011 series, Fernando Alonso and Felipe Massa.
The first Enzo edition printed was in Australia for the Grand Prix. Having already been signed by the Ferrari F1 team and company boss Luca Montezemelo, Australian F1 powerbroker Ron Walker became the first person outside Ferrari to add his signature, which was later joined by other Australians including former F1 driver Vern Schuppan, former motorcycle champ Mick Doohan, and LeMans winner Geoff Brabham, who signed the book in Sydney today (see photo).
The autographed edition of what Ferrari calls its bible will travel to every F1 GP this year as well as other special events before being auctioned to charity.
Ferrari Australia says it has sold "more than a dozen" of the Opus books but did not specify how many of each version.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site.
Brand 'journey' for Lexus
Japanese manufacturer awaits new product to cement in place its performance/hybrid marketing strategy
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The Lexus CT200h bookmarks a new era for the Japanese prestige brand.
During the launch of the new hybrid hatch, Lexus Chief Executive Tony Cramb explained it quite succinctly: "CT reinforces our hybrid commitment."
Cramb went on to explain that there has been no vehicle as small as the CT200h in the Australian product range since the first-generation IS200 of 1999. Demonstrating the progress the company has made since the release of the IS200, the CT200h is lighter, faster, uses half the fuel and is more spacious inside than the rear-drive IS200.
It's a prime example of what the company has in store for the future and it fits the brand's two-pronged product marketing strategy of performance and hybrid, providing a point of distinction from other brands. While the German prestige brands in this country have pinned their hopes on diesel as a frugal alternative to conventional petrol engines, Lexus is committed to promoting hybrid drivetrain alternatives.
But Audi, BMW and Mercedes-Benz aren't the only companies battling with Lexus for luxury market share. There are other European marques selling cars here. Volvo, for instance, has made no secret of its determination to recapture market share lost to Lexus in the past. Saab is making a return to Australia, with the 9-4X SUV possibly a rival for the Lexus RX.
And while it's not a European marque, Nissan-owned Infiniti sees itself as more European in character than Lexus, which has globally enjoyed stronger sales success in America over the years. Cramb told the Carsales Network that he was confident Lexus will cope with the re-emergence of Saab, the resurgence of Volvo and the confirmed start up for Infiniti.
"From my point of view, I think competition is good," he said. "I have a fundamental philosophy that the more competition there is, the stronger it makes us all.
"I think it's good that Infiniti's coming in, because at this point in time, the market's dominated by the Europeans and us, so we... are the fourth luxury marque and we have aspirations higher than that."
Cramb believes Audi is the hot ticket in town at the moment, but a lot of that is a matter of having new product entering the market on a near constant basis. Certainly the introduction of the Q5 model helped the German prestige importer to sell more vehicles in 2009 than it had in 2008, despite the decline in consumer confidence at that time.
"Audi... they're in a purple patch in their product life cycle at the moment -- and they have a couple more to come, so they're a very strong competitor and doing a really good job at the moment, but it's a pretty cyclical business and it will come and go," he said.
"So far as [Volvo and Saab are concerned], they're kind of on our radar, but not really in our sights. Volvo is doing a terrific job at the moment, on the back of some good product, but we don't really see ourselves competing with them, directly. We're more aimed up at Mercedes, BMW and Audi."
Is there a lesson for Lexus in Audi's cash-intensive marketing and promotion?
"The secret to Audi's success is the product; there are lots of different variants," Cramb replied. "There's no doubt that they're throwing all kinds of marketing money at it, but if you don't have the substance, in the end that's a waste of money, right?"
To illustrate the position for Lexus, Cramb cited the AGP Celebrity Challenge (pictured), which was "a fairly major undertaking" for the company. The implication seems to be that the money was well spent for a new product line like the CT200h.
"It's the sort of marketing that brings attention to a little brand like Lexus -- and puts us in a position that we're not traditionally put in."
"At the same time, the key to this business is great product and we've got a pipeline of great product... for the foreseeable product plan future we've got a new car every year -- at least one..."
So if the CT200h marks a change of pace for the Lexus brand, how then does the rest of the product range fit in with the image Lexus wants to project?
"I think we're on a journey with the brand image. I refer to us as a brand on the move, so I think we've got a very proud history, but we just turned 21 this year -- and I think it's a nice kind of analogy. We're sort of coming of age, as a brand.
"And while we're very proud of our history, we're very excited about the future. I think the development on the performance side of the business is one stream that's kind of haloed by the LFA -- and our other stream, if you like, at the moment is hybrid.
"We're looking to be unique and innovative, we're not looking to copy the competition; we're looking at going our own way. Our brand will develop as we launch more and more good cars," Cramb concluded.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
discount new cars » Get the best price on a new Lexus
The Lexus CT200h bookmarks a new era for the Japanese prestige brand.
During the launch of the new hybrid hatch, Lexus Chief Executive Tony Cramb explained it quite succinctly: "CT reinforces our hybrid commitment."
Cramb went on to explain that there has been no vehicle as small as the CT200h in the Australian product range since the first-generation IS200 of 1999. Demonstrating the progress the company has made since the release of the IS200, the CT200h is lighter, faster, uses half the fuel and is more spacious inside than the rear-drive IS200.
It's a prime example of what the company has in store for the future and it fits the brand's two-pronged product marketing strategy of performance and hybrid, providing a point of distinction from other brands. While the German prestige brands in this country have pinned their hopes on diesel as a frugal alternative to conventional petrol engines, Lexus is committed to promoting hybrid drivetrain alternatives.
But Audi, BMW and Mercedes-Benz aren't the only companies battling with Lexus for luxury market share. There are other European marques selling cars here. Volvo, for instance, has made no secret of its determination to recapture market share lost to Lexus in the past. Saab is making a return to Australia, with the 9-4X SUV possibly a rival for the Lexus RX.
And while it's not a European marque, Nissan-owned Infiniti sees itself as more European in character than Lexus, which has globally enjoyed stronger sales success in America over the years. Cramb told the Carsales Network that he was confident Lexus will cope with the re-emergence of Saab, the resurgence of Volvo and the confirmed start up for Infiniti.
"From my point of view, I think competition is good," he said. "I have a fundamental philosophy that the more competition there is, the stronger it makes us all.
"I think it's good that Infiniti's coming in, because at this point in time, the market's dominated by the Europeans and us, so we... are the fourth luxury marque and we have aspirations higher than that."
Cramb believes Audi is the hot ticket in town at the moment, but a lot of that is a matter of having new product entering the market on a near constant basis. Certainly the introduction of the Q5 model helped the German prestige importer to sell more vehicles in 2009 than it had in 2008, despite the decline in consumer confidence at that time.
"Audi... they're in a purple patch in their product life cycle at the moment -- and they have a couple more to come, so they're a very strong competitor and doing a really good job at the moment, but it's a pretty cyclical business and it will come and go," he said.
"So far as [Volvo and Saab are concerned], they're kind of on our radar, but not really in our sights. Volvo is doing a terrific job at the moment, on the back of some good product, but we don't really see ourselves competing with them, directly. We're more aimed up at Mercedes, BMW and Audi."
Is there a lesson for Lexus in Audi's cash-intensive marketing and promotion?
"The secret to Audi's success is the product; there are lots of different variants," Cramb replied. "There's no doubt that they're throwing all kinds of marketing money at it, but if you don't have the substance, in the end that's a waste of money, right?"
To illustrate the position for Lexus, Cramb cited the AGP Celebrity Challenge (pictured), which was "a fairly major undertaking" for the company. The implication seems to be that the money was well spent for a new product line like the CT200h.
"It's the sort of marketing that brings attention to a little brand like Lexus -- and puts us in a position that we're not traditionally put in."
"At the same time, the key to this business is great product and we've got a pipeline of great product... for the foreseeable product plan future we've got a new car every year -- at least one..."
So if the CT200h marks a change of pace for the Lexus brand, how then does the rest of the product range fit in with the image Lexus wants to project?
"I think we're on a journey with the brand image. I refer to us as a brand on the move, so I think we've got a very proud history, but we just turned 21 this year -- and I think it's a nice kind of analogy. We're sort of coming of age, as a brand.
"And while we're very proud of our history, we're very excited about the future. I think the development on the performance side of the business is one stream that's kind of haloed by the LFA -- and our other stream, if you like, at the moment is hybrid.
"We're looking to be unique and innovative, we're not looking to copy the competition; we're looking at going our own way. Our brand will develop as we launch more and more good cars," Cramb concluded.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
GT-R has no weight issues: Mizuno
Engineers for the GT-R didn't focus on reducing weight for the new model because company experts say it's good as is
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It's no secret weight is the enemy of performance, but the creator of the R35 GT-R says his supercar can carry the load.
In attendance at this week's launch of the MY11 GT-R, Nissan's Chief Vehicle Engineer Kazutoshi Mizuno wearily fielded the obvious question about weight with a reminder that the "GT-R is a multi-performance supercar."
That includes good performance in all conditions, for all drivers, at all times: "Anyone, anytime, anywhere" is the company's current slogan for the GT-R.
Nissan's customers for the GT-R include those living in snowy, sandy conditions.
"Tyre contact, pressures and the conditions are the most important factors for control," he said. "An F1 can't perform in the snow; it's too light.
"Other car designers develop a car as a unit. I develop the car's essentials. I decide the tyre size. The most effective contact pressure decides the amount of kilograms we should include; for the best tyre grip. From these situations I calculate and decide car weight.
"Always [motoring] journalists say: "Lighter is better, lighter is better..." I don't necessarily think so. The most effective tyre contact is essential, and it's these essentials that decide things like weight."
He argues that if the GT-R had been trimmed to match or better its apparent rival, the Porsche 911 Turbo, the car's performance "wouldn't be better, but worse."
"Maybe on a dry road or track but not on the snow, and its 0-100km/h acceleration time wouldn't be as good."
Asking Aussie journalists to reconcile with markets that are affected by snow might be a big ask, but accommodating our roads isn't the highest priority on Nissan's agenda: Rather, its wealthy, influential local buyers -- for example a revered doctor living in Hokkaido -- and expanding interests in the Middle East with its sandy roads are of more interest.
Nissan claims the GT-R's sprint time is now three seconds, and a lap of the Nurburgring can be done in 7min24sec.
Mizuno says downforce also makes a fast car, and is arguably more important than controlling weight. And downforce in part relies on tyre grip load: weight...
The Nissan engineer says the GT-R can carry more corner speed, at 10km difference to the Porsche Turbo. "It's a way to make a message."
According to Mizuno the GT-R weighs 1730kg; over the Porsche by "about 100kg".
"But actual clocked lap time is very different," he was quick to add.
Mizuno says the Porsche isn't even on the GT-R's radar in terms of development benchmarks.
"Already that [argument] is finished," he said. "All our standard models can already get 7:24 or under... There's no comparison."
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
discount new cars » Get the best price on a new Nissan
It's no secret weight is the enemy of performance, but the creator of the R35 GT-R says his supercar can carry the load.
In attendance at this week's launch of the MY11 GT-R, Nissan's Chief Vehicle Engineer Kazutoshi Mizuno wearily fielded the obvious question about weight with a reminder that the "GT-R is a multi-performance supercar."
That includes good performance in all conditions, for all drivers, at all times: "Anyone, anytime, anywhere" is the company's current slogan for the GT-R.
Nissan's customers for the GT-R include those living in snowy, sandy conditions.
"Tyre contact, pressures and the conditions are the most important factors for control," he said. "An F1 can't perform in the snow; it's too light.
"Other car designers develop a car as a unit. I develop the car's essentials. I decide the tyre size. The most effective contact pressure decides the amount of kilograms we should include; for the best tyre grip. From these situations I calculate and decide car weight.
"Always [motoring] journalists say: "Lighter is better, lighter is better..." I don't necessarily think so. The most effective tyre contact is essential, and it's these essentials that decide things like weight."
He argues that if the GT-R had been trimmed to match or better its apparent rival, the Porsche 911 Turbo, the car's performance "wouldn't be better, but worse."
"Maybe on a dry road or track but not on the snow, and its 0-100km/h acceleration time wouldn't be as good."
Asking Aussie journalists to reconcile with markets that are affected by snow might be a big ask, but accommodating our roads isn't the highest priority on Nissan's agenda: Rather, its wealthy, influential local buyers -- for example a revered doctor living in Hokkaido -- and expanding interests in the Middle East with its sandy roads are of more interest.
Nissan claims the GT-R's sprint time is now three seconds, and a lap of the Nurburgring can be done in 7min24sec.
Mizuno says downforce also makes a fast car, and is arguably more important than controlling weight. And downforce in part relies on tyre grip load: weight...
The Nissan engineer says the GT-R can carry more corner speed, at 10km difference to the Porsche Turbo. "It's a way to make a message."
According to Mizuno the GT-R weighs 1730kg; over the Porsche by "about 100kg".
"But actual clocked lap time is very different," he was quick to add.
Mizuno says the Porsche isn't even on the GT-R's radar in terms of development benchmarks.
"Already that [argument] is finished," he said. "All our standard models can already get 7:24 or under... There's no comparison."
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Thứ Ba, 13 tháng 3, 2012
New Ranger in deep water
Ford's new global-spec wading test demonstrates Ranger can go deeper than its competitors
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Ford Australia has proved its locally-developed Ranger has what it takes to tackle high water scenarios.
Testing Ranger 4x4 and 4x2 Hi-Rider models – even when fully loaded – Ford demonstrated its new commercial champion can wade through a class-leading 80cm of water. Engineers tested the Ranger over a range of water depths, and at various speeds, simulating both offroad fording, such as through creeks or rivers, and extended wet weather driving through longer puddles on sealed surfaces.
The new water bath at Ford's You Yangs testing facility in Victoria has angled sides to carefully replicate the effect of a bow wave that forms at the front of a vehicle as it pushes through a body of water and can be filled at height intervals of 50mm.
"When we go through the water bath, we're looking out for every possible functional failure in the vehicle," explained Tom Dohrmann, the development engineer in charge of Ranger's water management.
"The most critical one would be if water was sucked through the air intake into the engine, resulting in hydro-lock, which can bend the piston's connecting rods and potentially destroy the entire engine. We have to protect against such failures so that our customers can go deeper without causing catastrophic damage to their engines."
To help it 'go deep', Ford engineers concentrated on finding strategic positions for key components, such as the engine's air intake, alternator, transmission, fuel tank and differential breather hoses. Even smaller ancillary items like Ranger's acoustic parking sensors were carefully positioned and waterproofed.
"We're very proud of how deep the Ranger can go," said Dohrmann.
"When faced with a water crossing, you'll be able to drive it into the water deeper than the competition can, through the water, out of the water and onto safe ground."
discount new cars » Get the best price on a new Ford
Ford Australia has proved its locally-developed Ranger has what it takes to tackle high water scenarios.
Testing Ranger 4x4 and 4x2 Hi-Rider models – even when fully loaded – Ford demonstrated its new commercial champion can wade through a class-leading 80cm of water. Engineers tested the Ranger over a range of water depths, and at various speeds, simulating both offroad fording, such as through creeks or rivers, and extended wet weather driving through longer puddles on sealed surfaces.
The new water bath at Ford's You Yangs testing facility in Victoria has angled sides to carefully replicate the effect of a bow wave that forms at the front of a vehicle as it pushes through a body of water and can be filled at height intervals of 50mm.
"When we go through the water bath, we're looking out for every possible functional failure in the vehicle," explained Tom Dohrmann, the development engineer in charge of Ranger's water management.
"The most critical one would be if water was sucked through the air intake into the engine, resulting in hydro-lock, which can bend the piston's connecting rods and potentially destroy the entire engine. We have to protect against such failures so that our customers can go deeper without causing catastrophic damage to their engines."
To help it 'go deep', Ford engineers concentrated on finding strategic positions for key components, such as the engine's air intake, alternator, transmission, fuel tank and differential breather hoses. Even smaller ancillary items like Ranger's acoustic parking sensors were carefully positioned and waterproofed.
"We're very proud of how deep the Ranger can go," said Dohrmann.
"When faced with a water crossing, you'll be able to drive it into the water deeper than the competition can, through the water, out of the water and onto safe ground."
Great Wall rendered for 2011
X240 and V240 models receive a facelift, extra equipment
discount new cars » Get the best price on a new Great Wall
Great Wall has upgraded its X240 SUV and V240 Utility models for 2011, revised styling and added equipment bringing even greater value to the model range, which still enjoys the same low price.
The X240 four-wheel drive SUV receives a more streamlined front fascia including new sheet metal and a new grille. Inside, Bluetooth connectivity, steering wheel-mounted remote audio controls, touch screen audio system with DVD player, reversing camera, headlamp delay and rain sensing wipers are all added to the spec sheet, and all as standard fit.
Unchanged is X240's driveaway price of $23,990.
Dual cab V240 utility models also gain a new fascia with new front panels, bonnet and grille. Inside, the workhorse adds convenient steering wheel-mounted remote audio controls.
On road, the 4x2 V240 dual cab is priced from the reduced price of $22,990 while 4x4 models start at $25,990.
"Great Wall has had a very promising start in Australia, selling its 10,000th car games here last month some 18 months after launch," said Ric Hull, the managing director of Ateco Automotive, the importer and distributor of Great Wall in Australia.
"These upgrades and the extra value they add, along with the price decrease on the utility, will help us sell another 10,000 great wall vehicles in 2011."
All Great Wall vehicles are covered by a comprehensive three-year/100,000km warranty with 24/7 roadside assist.
Footnote: It's the policy of Ateco Automotive, the distributor of Great Wall in Australia, to withhold vehicles for evaluation by the press.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
discount new cars » Get the best price on a new Great Wall
Great Wall has upgraded its X240 SUV and V240 Utility models for 2011, revised styling and added equipment bringing even greater value to the model range, which still enjoys the same low price.
The X240 four-wheel drive SUV receives a more streamlined front fascia including new sheet metal and a new grille. Inside, Bluetooth connectivity, steering wheel-mounted remote audio controls, touch screen audio system with DVD player, reversing camera, headlamp delay and rain sensing wipers are all added to the spec sheet, and all as standard fit.
Unchanged is X240's driveaway price of $23,990.
Dual cab V240 utility models also gain a new fascia with new front panels, bonnet and grille. Inside, the workhorse adds convenient steering wheel-mounted remote audio controls.
On road, the 4x2 V240 dual cab is priced from the reduced price of $22,990 while 4x4 models start at $25,990.
"Great Wall has had a very promising start in Australia, selling its 10,000th car games here last month some 18 months after launch," said Ric Hull, the managing director of Ateco Automotive, the importer and distributor of Great Wall in Australia.
"These upgrades and the extra value they add, along with the price decrease on the utility, will help us sell another 10,000 great wall vehicles in 2011."
All Great Wall vehicles are covered by a comprehensive three-year/100,000km warranty with 24/7 roadside assist.
Footnote: It's the policy of Ateco Automotive, the distributor of Great Wall in Australia, to withhold vehicles for evaluation by the press.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Inside Targa - Mr Mustang
We talk to one of Targa Tasmania's most seasoned racers, Len Cattlin about his regular involvement in the popular event
Targa legend Len Cattlin is renowned for his rapid mega-dollar Mustangs but unfortunately after speaking to the Carsales Network mid-way through Leg Four of Targa 2011, his orange Boss 302's engine bent a valve. Game over... But for Cattlin, Targa is not just about going fast in his Mustang...
Q: Why Targa, and not another form of motorsport?
A: Both (wife) Gayle and myself get a lot of personal enjoyment out of it and we do it together. Targa is one of the few things you have to be committed to one another to do. Two days ago we had a couple of mistakes with the notes and with the driver and you learn to compensate and be more forgiving with one another. Over time, it's made us stronger as a couple. We been together for 37 years and enjoy each other's company but Targa just highlights it.
Q: So Targa is the ultimate form of marriage counselling?
A: It is because if she does it wrong, by God we're in trouble and if I do it wrong we're also in trouble. You rely on each other and that's what we like about it and we meet couples of a similar ilk; we've made great associations over the last 12 years.
Q: But your Mustang would be a weapon on the track, why do road rallies?
A: I did circuit racing years ago. You buy performance in circuit racing, the more money you tip in the more up the front you are and it didn't interest me in the end. The people aren't the same. Targa people just welcome you into their hearts.
Q: Targa is much more dangerous than circuit racing, though; you don't find 30-metre gum trees in the exits of corners on the track... And you would be doing well over 200km/h on long straights?
A: Yeah we are, and you think of that and that's why people say I should put a paid navigator in for one Targa but that's not what I'm doing it for; I do it to do it with Gayle. And yes, we could be quicker and I take fewer risks because of Gayle, but I'm doing it because I've got a partner, not because I'm trying to be number one.
Q: This orange Mustang is your third for Targa?
A: Yeah, we built the yellow Mustang for 1999 then we had the green car and now the orange car, which is in a much higher state of tune than the other two. The yellow car was very similar to the orange car, the green car had very limited modifications and the orange car is fully modified.
Q: It's almost a V8 Supercar under the body?
A: The components are very similar, if not the same as a V8 Supercar's, which I find is cheaper over time and the components last longer.
Q: You've got a trick brake setup and over 600 horsepower (447kW)?
A: Yeah, it's got a lot of power. The front calipers run four different individual pads, so you can adjust the brakes but that doesn't mean to say that I'm good enough to use them (laughs).
Q : It's great to have the power and the car obviously handles well with adjustable V8 Supercar-style suspension, but is it the ideal car for Targa or are you just a Mustang head?
A: I work in cars all day and the last thing I want is to be in a car I don't like. If a Porsche that I don't like is going to be quicker, I won't be in it. I like Mustangs.
Q: What's your best result on Targa?
A: I dunno... I think third (in Classic). I don't know, I become a bit blasé about it; I only look at number one. We've won in Queensland and Targa Newfoundland and we've had a few seconds but here it doesn't matter.
Q: Targa is a pretty serious rally if you want it to be?
A: It is, the speeds you get up to... On some stages I'd look down and we'd be going 240km/h and the car is <fast>. You think “Gee whiz! Think about this!” and you pull back a bit but some boys don't; they're on it. But we're going alright.
Q: How long do you think you'll continue doing Targa?
A: I'm going to try and build another car next year, probably a little Torana, and get my girls Kelly and Christie, involved. The girls want to have a crack at it and they're old enough.
Q : And you'll stop and just crew for them?
A : I wouldn't mind it... I think I've done enough with this car in this field. You can't win Classic unless you bring a Porsche and that's not me, so I'll build a car for the girls.
Q : And what will become of the big orange Boss 302?
A : We'll make the car a bit more versatile so we can do more meetings and do the Bathurst sprints at the end of the year.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Targa legend Len Cattlin is renowned for his rapid mega-dollar Mustangs but unfortunately after speaking to the Carsales Network mid-way through Leg Four of Targa 2011, his orange Boss 302's engine bent a valve. Game over... But for Cattlin, Targa is not just about going fast in his Mustang...
Q: Why Targa, and not another form of motorsport?
A: Both (wife) Gayle and myself get a lot of personal enjoyment out of it and we do it together. Targa is one of the few things you have to be committed to one another to do. Two days ago we had a couple of mistakes with the notes and with the driver and you learn to compensate and be more forgiving with one another. Over time, it's made us stronger as a couple. We been together for 37 years and enjoy each other's company but Targa just highlights it.
Q: So Targa is the ultimate form of marriage counselling?
A: It is because if she does it wrong, by God we're in trouble and if I do it wrong we're also in trouble. You rely on each other and that's what we like about it and we meet couples of a similar ilk; we've made great associations over the last 12 years.
Q: But your Mustang would be a weapon on the track, why do road rallies?
A: I did circuit racing years ago. You buy performance in circuit racing, the more money you tip in the more up the front you are and it didn't interest me in the end. The people aren't the same. Targa people just welcome you into their hearts.
Q: Targa is much more dangerous than circuit racing, though; you don't find 30-metre gum trees in the exits of corners on the track... And you would be doing well over 200km/h on long straights?
A: Yeah we are, and you think of that and that's why people say I should put a paid navigator in for one Targa but that's not what I'm doing it for; I do it to do it with Gayle. And yes, we could be quicker and I take fewer risks because of Gayle, but I'm doing it because I've got a partner, not because I'm trying to be number one.
Q: This orange Mustang is your third for Targa?
A: Yeah, we built the yellow Mustang for 1999 then we had the green car and now the orange car, which is in a much higher state of tune than the other two. The yellow car was very similar to the orange car, the green car had very limited modifications and the orange car is fully modified.
Q: It's almost a V8 Supercar under the body?
A: The components are very similar, if not the same as a V8 Supercar's, which I find is cheaper over time and the components last longer.
Q: You've got a trick brake setup and over 600 horsepower (447kW)?
A: Yeah, it's got a lot of power. The front calipers run four different individual pads, so you can adjust the brakes but that doesn't mean to say that I'm good enough to use them (laughs).
Q : It's great to have the power and the car obviously handles well with adjustable V8 Supercar-style suspension, but is it the ideal car for Targa or are you just a Mustang head?
A: I work in cars all day and the last thing I want is to be in a car I don't like. If a Porsche that I don't like is going to be quicker, I won't be in it. I like Mustangs.
Q: What's your best result on Targa?
A: I dunno... I think third (in Classic). I don't know, I become a bit blasé about it; I only look at number one. We've won in Queensland and Targa Newfoundland and we've had a few seconds but here it doesn't matter.
Q: Targa is a pretty serious rally if you want it to be?
A: It is, the speeds you get up to... On some stages I'd look down and we'd be going 240km/h and the car is <fast>. You think “Gee whiz! Think about this!” and you pull back a bit but some boys don't; they're on it. But we're going alright.
Q: How long do you think you'll continue doing Targa?
A: I'm going to try and build another car next year, probably a little Torana, and get my girls Kelly and Christie, involved. The girls want to have a crack at it and they're old enough.
Q : And you'll stop and just crew for them?
A : I wouldn't mind it... I think I've done enough with this car in this field. You can't win Classic unless you bring a Porsche and that's not me, so I'll build a car for the girls.
Q : And what will become of the big orange Boss 302?
A : We'll make the car a bit more versatile so we can do more meetings and do the Bathurst sprints at the end of the year.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
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