Toyota Yaris v Mazda2 comparison

Light cars are a strange category in Australia. While sales are on the nose, buyers still flock to this segment in the hunt for a first, or last car.

With both models recently benefitting from an update, we lined up two favourites to see which is most worthy of your hard-earned dollar. It’s the Mazda 2 Genki head-to-head against the Toyota Yaris ZR.

Cars in this segment boast excellent visibility from the front, rear and sides and nowadays are loaded with the same or similar features as their larger brand counterparts. That’s certainly the case with the Mazda 2 and Yaris models tested here now kitted out with Autonomous Emergency Braking (AEB).

While the Mazda 2 and Yaris ranges start at around $15,000 before on-road costs, we’ve gone for the upper-specification Mazda 2 and top-specification Yaris models, priced at $22,690 and $22,490 respectively before on-road costs.

We hit the road to find out which of these two Japanese hatches is most worthy of your dollars.

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Pricing and specifications

Both cars are within cooee of each other in terms of pricing, with just $200 separating them. Equally, they’re both quite well equipped to sit at this price point.

The Mazda 2 Genki comes with a stack of standard kit, including: 16-inch alloy wheels, six-speaker stereo with Bluetooth, auxiliary and USB inputs, CD player, central locking with keyless entry, cruise control, LED daytime running lights, fog lights, stop/start system, satellite navigation, LED headlights, keyless start, single-zone automatic climate control, heads-up display, DAB+ digital radio, automatic windscreen wipers and headlights and voice recognition.

There’s no lack of safety features either with AEB (low speed), stability control, traction control, six airbags, rear cross-traffic alert, rear AEB and rear parking sensors with rear-view camera all standard.

Toyota’s Yaris ZR is equally well equipped, fitted with: 15-inch alloy wheels, six-speaker stereo with Bluetooth, auxiliary and USB inputs, CD player, central locking with keyless entry, cruise control, LED headlights, satellite navigation, voice recognition, automatic headlights and single zone automatic climate control.

There’s also an impressive array of safety features, with AEB (low speed), stability control, traction control, seven airbags (including a driver’s knee airbag) and a rear-view camera. It misses out on parking sensors and rear AEB.

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Interior 

The biggest separation between these cars exists inside the cabins. The Mazda 2 feels like a small version of the Mazda 3 in the sense it shares several instruments, infotainment and switchgear. That helps it feel premium and a cut above the Yaris.

At the front of the cabin, a 7.0-inch MZD connect system features a touchscreen (when stationary) and a rotary dial with shortcut buttons to move between menus. It’s nicely presented but lacks modern phone connectivity features such as Apple CarPlay and Android Auto.

But, it makes up for it with a decent voice recognition system, a great sound system and DAB+ digital radio. A head-up display also presents speed and navigation information in an easy-to-read spot. It could be a little clearer, though.

The seats are very comfortable and the driving position is excellent. It offers great visibility out the front and rear, while a clear rear-view camera and rear parking sensors help get the Mazda 2 into tight parking spaces.

Rear seat leg room is compromised if you have a taller driver in the first row. This is to be expected given the size and class this vehicle sits in. But, with somebody like CarAdvice‘s Mandy Turner in the front seat, I had stacks of leg room. So, it’s horses for courses, really.

Cargo capacity is quite limited. Again – it’s to be expected for a car like this. Measuring in at 250 litres, it’s 36 litres short of the Yaris. But, the difference is barely noticeable. Both vehicles miss out on rear air vents, but with a car this size, it’s not too big of a deal.

Jumping into the Yaris ZR feels like a step back in time. The curvy dashboard and layout looks circa-Echo, while the 6.1-inch infotainment system is a massive step down from Mazda’s MZD Connect system.

Despite being a touchscreen, it misses out on things like DAB+ digital radio, Apple CarPlay, Android Auto and on top of all that, it can be tricky to use at times with illogical menus. Functionality is helped by a voice recognition system, but again, it’s nothing to write home about with limited functionality.

Like the Mazda, the seating position is good with great visibility out the front, rear and sides. There is a rear-view camera, but it’s not teamed with parking sensors, which breaks from the norm and could potentially catch some drivers out expecting beeps as they get closer to a wall.

Second row leg- and headroom is cramped. As mentioned above, it’s not exactly the end of the world given the segment this car competes in. Both cars are equipped with space saver spare tyres that sit beneath the boot floor.

On the road

Despite both vehicles featuring pint-sized engines, they perform adequately due to their light kerb weight. The Mazda measures in at just 1053kg and the Toyota 2kg more at 1055kg.

Under the bonnet of the Mazda is a 1.5-litre naturally aspirated petrol engine producing 81kW of power and 141Nm of torque. It sends torque through a six-speed automatic gearbox and consumes a miserly 4.9 litres of fuel per 100km on the combined cycle.

Around the city, the 1.5-litre engine offers plenty of pep, but it takes a while to wind on. Peak torque is reached at 4000rpm, while peak power arrives at 6000rpm. The gearbox is intelligent enough to hold gears when it’s clear more pace is required.

The engine is nice and quiet, even when revs increase closer to redline. The electrically-assisted steering is excellent and light enough when parking and communicative enough when speeds pick up.

Arguably the Mazda 2’s most positive trait is its ride. You wouldn’t expect a small car like this to handle the bump and grind of rough city streets as well as it does. This carries to its performance on highways where it’s smooth and carefree.

Mazda 2’s recent update adds G-Vectoring Control. It’s an electronic system that can reduce engine torque with the aim of increasing vertical load on tyres. It’s virtually imperceptible and is intended to increase control and reduce fuel consumption. Does it work? Well, it’s impossible to tell. It doesn’t affect the drive, though, which is the main thing.

Where the Mazda excels on the noise suppression and ride front, the Toyota works to the opposite. The engine is quite noisy and gets very thrashy. That’s partly due to the gearbox mated to the engine.

Under its bonnet is a 1.5-litre naturally aspirated petrol engine that produces 80kW of power and 141Nm of torque. Like the Mazda, peak power hits at 6000rpm, but peak torque doesn’t appear until 4400rpm, meaning you need to rev the Yaris even harder to achieve a feeling of acceleration.

This, in turn with its four-speed automatic gearbox means that it’s not always a pleasant driving experience given how noisy it becomes at the top end of the rev range.

Both vehicles feature similar suspension setups, but are tuned quite differently. The Yaris rides firmer and can feel harsh over speed humps and potholes. It’s fine on a smooth road, but the extra road noise from the tyres and occasional choppy ride can be unsettling.

Funnily enough – the Yaris has a very sporty steering wheel with a flat bottom. It’s the type of wheel you’d find on any number of sports cars, let alone a small city car. The ancient gearbox also means higher fuel consumption with the Yaris consuming 6.4L/100km, which is around 25 per cent more than the Mazda 2.

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Running costs

You won’t find any big surprises when it comes to warranty and servicing. Both cars feature three year warranties with the Mazda limiting warranty to 100,000km or three years (whichever comes first), while the Toyota offers unlimited kilometres over three years.

Over a three-year period, servicing ends up being quite similar if you don’t travel much. But, travel the national average and things change quite quickly. Normally when we calculate servicing pricing we use an average yearly travel of 20,000km over a three-year period.

The Mazda 2 requires servicing every 10,000km or 12 months (whichever comes first). That means over three years and 60,000km the Mazda requires six services. Over that period, it comes out to $1800. If you stick to just the servicing periods over three years (i.e. three services), it comes out to $886.

Yaris, on the other hand, needs servicing every 6 months or 10,000km with each service capped at $140. That makes it a $840 proposition over three years, or 60,000km.

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Conclusion

The Toyota Yaris was once a star performer in this segment and regarded as the default option for a light city car. While that may have been the case some time ago, it hasn’t kept with the times.

Mazda’s recent Mazda 2 update has added a stack of useful kit and driving technology that propels it into a new league of light car.

My wife and I own a previous generation Mazda 2 and the step forward from that model was huge. To think that you can get a car today that has all of these features for not much over $20,000 is pretty impressive.

The Mazda 2 excels over the Yaris is almost every area we tested, which is why it walks away with the win in this comparison.

MORE: Mazda 2 news, reviews, videos and comparisons
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2017 Skoda Kodiaq review

For all its merits, the Skoda brand has never risen above niche status in Australia. But that’s due for a change, and the new Skoda Kodiaq is the vehicle to make it happen.

The Czech Kodiaq taps into the booming seven-seat SUV segment that accounted for more than 100,000 sales in Australia last year, about 10 per cent of the entire new vehicle market.

Reflecting Australia’s growing importance to Skoda – it sells 5000 vehicles annually but will grow – the Kodiaq launches here only a few months after its European premiere, a brand first.

To put this into perspective, Skoda outsells Toyota in Europe, so Australia is generally not the brand’s focus.

Not only does the brand-spanking new Kodiaq tap into one of the market’s fastest-growing segments, but it adheres to Skoda’s core strengths of unpretentious practicality and kitschy, clever touches throughout.

As you can read in detail here, the all-wheel-drive (AWD) Kodiaq opens at $42,990 plus on-road costs or $46,290 drive-away, making it by far the most affordable European seven-seat SUV for those who care about such things.

But more importantly it sits alongside big-sellers such as the Hyundai Santa Fe 2.4 Active AWD ($41,850) while offering much more standard equipment and cabin space, and comparable servicing costs and warranty cover.

The Kodiaq also undercuts the entry Mazda CX-9 Sport AWD ($46,490), which is a noticeably larger vehicle but which Skoda claims to match or trump in front- and middle-row seat space and cargo room.

This clearly isn’t some oddball destined for the garages of hipsters living in trendy Erskineville, Clifton Hill or Fortitude Valley like the Yeti was. This is a car for the ‘middle Australia’ who barely knows of Skoda’s very existence.

The edgy exterior design, full LED headlights as standard and 19-inch alloy wheels (with space-saver spare) will certainly make it stand out in shopping centre car parks or at kids’ footy games.

Dimensionally the Kodiaq is actually closer to a Mitsubishi Outlander or Nissan X-Trail seven-seat derivative than a CX-9 or Toyota Kluger, measuring 4.7 metres long nose-to-tail on a 2791mm wheelbase, with a modest 187mm of running ground clearance.

In this way it’s a ‘5+2’ seater, with a third row of seats well suited to smaller kids, or larger occupants for short trips, that fold flush into the floor when not in use.

The middle row is absolutely excellent, with leather/suede seats that slide on rails and recline, can be flipped down via levers in the cargo area for long-item loading, and offer amenities such as LED reading lights, rear air vents, pull-up sun-blinds and sufficient space for anyone up to two-metres tall.

There are also three conventional child-seat attachment points and ISOFIX-enabled anchors on the outboard seats.

With the second row of seats in use you get a very good 630 litres of cargo space, and there’s 270 litres behind the third row if they’re being occupied. There’s more than 2000 litres if the middle row is also folded.

Up front the cabin is very Volkswagen in its design, headlined by the slick glass 8.0-inch screen with proximity sensors (and proper volume knob) that swipes like a smartphone, and has sat-nav, rear-view camera and Apple CarPlay/Android Auto.

There are  also the typical tactile surfaces, excellent build quality and small touches like the felt-lined door pockets.

Other standard fare that belies the $43k entry price includes leather/Alcantara suede seats (with manual adjustment only), full LED cabin lighting, electric tailgate, proximity key and dual-zone climate control.

There are also typically ‘Skoda’ touches such as the umbrellas in the doors, drawers under the front seats, double glovebox, LED torch flush in the cargo area and the genius spring-loaded plastic door protectors that pop out when you open said doors, to protect them from bingles.

Standard safety equipment beyond the five-star ANCAP rating includes nine airbags covering all rows, Autonomous Emergency Braking and adaptive radar-guided cruise control. That’s significantly superior to more established rivals.

Where Skoda will get you is on optional extras, though it’s somewhat fitting given there’s only one spec level available. Said options come in packs.

There’s the $2500 Tech pack that adds: adjustable dampers to soften or harden the car’s ride depending on your mood, an uprated 10-speaker audio system, park assist, hands-free tailgate, programmable keys and an off-road driving assist system.

Then there’s the $4900 Luxury pack that adds: full leather seats with electric adjust and front/rear row heating, lane assist, blind-spot monitoring, three-zone climate control, a 360-degree camera and a partially autonomous traffic jam assist.

Then there’s the Kodiaq’s Launch pack that essentially amalgamates the two for $5900. Finally, metallic/pearl exterior paint costs $700, a panoramic glass roof is $1900 and the sleeker 19-inch ‘Triglav’ alloy wheels you see here are $1650 extra.

The only engine option in the Kodiaq – for now at least – is a 2.0-litre turbocharged petrol unit making 132kW (between 3900 and 6000rpm) and a decent 320Nm of torque between 1400 and 3940rpm.

This unit is matched to a seven-speed DSG auto transmission and a standard on-demand 4×4 system that can send about 80 per cent of torque to any of the four wheels if slip is detected. 

It’s a solid though not spectacular unit that offers acceptable pulling power from low down and decent refinement, acceleration from 0-100km/h in 8.2sec, and claimed combined-cycle fuel use of 7.6L/100km using 95 RON. We’ll put this to the test when we spend more time at the wheel.

Skoda claims a 2000kg braked-towing capacity, though keen tow-ers and country buyers alike will be happy to know that a potent 140TDI diesel Kodiaq with 140kW and 400Nm is due in Australia around September/October.

Those familiar with the Skoda Superb or Volkswagen Tiguan – both of which use the same basic ‘MQB’ toolkit-based architecture as the Kodiaq – will not be surprised by how this Skoda SUV drives.

The handling and body control through corners is excellent, ditto the well-weighted electric-assisted steering with various resistance levels. We were also impressed by the suppression of road noise on the launch.

Our test vehicle had the Launch pack, and so offset the low-profile rubber/19-inch wheel combination with adjustable dampers that offer a softer comfort mode and a very stiff sports mode.

We can’t make a call on how the base car rides on its fixed dampers yet, though even our test car was a little fidgety over sharp inputs.

Unlike many rivals that come with front-wheel drive offerings at base level, the Kodiaq has a standard on-demand 4×4 system with hill-descent control. We easily negotiated a rutted downhill track, and it’s more than capable of mild travel off the beaten path, or snowy roads.

Aside from initial value for money, another misconception Skoda wants to smash is the one that says European cars are expensive to own and run.

The Kodiaq gets a five-year and unlimited kilometre warranty (second only to Kia) and three years or 45,000km of servicing coverage (that’s three visits at the recommended intervals) costing a total of $1399 across the term, which is cheaper than some Japanese brands.

In short, on first impression Skoda has comprehensively nailed the brief with the Kodiaq, an assured and upmarket family 5+2 (don’t call it a full seven-seater) crossover SUV that will make the neighbours double-take.

Skoda isn’t yet a household name, but it deserves more attention. And while motoring writers such as yours truly have a reputation for being disproportionately big fans of the brand already, the Kodiaq deserves its hype.

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2017 Holden Astra sedan pricing and specs: New Four-door cruises in to join hatch

Local pricing and specifications for the new 2017 Holden Astra sedan have been released this week, ahead of the new model’s arrival at the beginning of July.

Starting from $21,990 drive-away, the Astra sedan – known in other markets as the Chevrolet Cruze – is headlined by the standard fitment of Apple CarPlay and Android Auto, along with turbocharged petrol power.

Four trim levels are offered; LS, LS+, LT and LTZ, all powered by the same 110kW/245Nm 1.4-litre turbocharged four-cylinder petrol engine shared with entry versions of the Astra hatch – which rides on similar underpinnings.

A six-speed manual is standard on the entry-level LS variant, while a six-speed automatic is standard on all other versions, and optional on the base LS.

Standard equipment on the LS (from $20,490 plus on-road costs) includes 16-inch alloy wheels, six airbags, rear-view camera, rear parking sensors, automatic headlights, a 7.0-inch touchscreen infotainment system with Apple CarPlay and Android Auto, and cruise control.

Next in the range is the LS+ (from $22,740 plus ORCs), which comes standard with the six-speed automatic transmission, features the Holden Eye forward-facing camera system – including lane keep assist, forward distance indicator and forward collision warning – along with projector headlights, LED daytime-running lights, a leather steering wheel, and automatic high beam.

The LT kicks off at $25,790 plus on-roads, and adds extras like 17-inch alloy wheels, blind spot monitoring, keyless entry and push-button start, automatic parking assistant, rain-sensing wipers, a larger 8.0-inch touchscreen infotainment system with native satellite navigation, DAB+ digital radio, heated mirrors, illuminated vanity mirrors, rear lip spoiler and remote start.

Finally, the flagship LTZ ($29,790 plus ORCs) gets 18-inch alloy wheels, a powered sunroof, leather-appointed seat trim, single-zone climate control, heated front seats and chrome exterior highlights.

Seven exterior colours are available, including five prestige options which command a $550 premium.

The Astra sedan range also comes with a lifetime capped-price servicing program – which totals $916 for the first three years or 60,000km of ownership.

Compared to the Euro-sourced hatch range, which starts at $21,490 plus on-road costs for the R manual, the Astra sedan is between $1000 and $2000 cheaper than its hatch-backed equivalent depending on variant. All versions bar the flagship LTZ feature sharp drive-away offers too.

Stay tuned for our first local review, closer to the Astra sedan’s July 1 arrival.

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2017 Holden Astra sedan pricing (plus on-road costs, except where noted)

LS (manual/auto) – $20,490/$21,490 ($21,990/$23,990 drive-away)
LS+ (auto) – $22,740 ($24,990 drive-away)
LT (auto) – $25,790 ($27,990 drive-away)
LTZ (auto) – $29,790

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Lotus Elise Cup 250: Featherweight sports car gets track tune, Australian pricing revealed

The Lotus Elise Cup 250 has been revealed this week, adding yet another special model to the British sports car company’s line-up.

Sitting above the Elise Sport 220, the Cup 250 is pitched as the “fastest, most focused” four-cylinder Lotus sports car ever, and is very much a race car for the road.

Powering the Elise Cup 250 is the same 1.8-litre supercharged four-cylinder petrol engine, though power is bumped up to 181kW (up from 162kW), while torque remains unchanged at 250Nm.

Drive is sent to the rear wheels via a six-speed manual transmission.

Thanks to the boost, the new model can go from 0-60mph (0-96km/h) in just 3.9 seconds – down from 4.1 – though 0-100km/h takes slightly longer at 4.3 seconds. Lotus claims a top speed of 154mph (248km/h) for its latest track weapon.

Weighing just 917kg (kerb), the Elise Cup 250 is only 13kg heavier than the Elise Sport 220, and boasts a power-to-weight ratio of 283hp (211kW) per tonne.

Headlining additions to the racier version include an array of aerodynamic enhancements – such as a new rear wing, front splitter, side skirts and a rear diffuser – which help to deliver 125kg of downforce when travelling at 140mph (225km/h).

The Elise Cup 250’s featherweight mass has been achieved through the adoption of lightweight materials like carbon-fibre, titanium and aluminium.

Filling the arches are ultra-lightweight forged alloy wheels, wrapped in Yokohama Advan A048 LTS tyres – measuring 225/45 ZR17 at the rear and 195/50 ZR16 at the front.

Inside, the Elise 250 Cup picks up carbon-fibre race seats trimmed with Alcantara, along with exposed carbon-fibre and Alcantara trim elements throughout the simplistic interior.

Buyers wanting a little more from their road-going race car can choose from a lengthy options list, which includes a leather trim pack, tartan trim pack, floor mats, coloured interior trims, contrasting exterior paints, air-conditioning, bluetooth, sound insulation, a carbon-fibre aero pack – the latter adding carbon versions of the front splitter, rear wing and side skirts – and a lightweight titanium exhaust system.

These options can cost anywhere between 100 and 4000 pounds ($173-$6935), on top of the standard car’s UK list price of 47,400 pounds ($82,182).

Australia

Lotus Australia has confirmed with CarAdvice that the Elise Cup 250 is available to order in Australia, with two already sold in Sydney and another in stock in Brisbane.

Pricing for our market starts at $107,990 before on-road costs – though already includes GST and luxury car tax (LCT).

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2013-2017 Mitsubishi Outlander PHEV recalled for engine fix

The pre-facelift Mitsubishi Outlander PHEV has been recalled this week, with 1654 units potentially affected by an engine fault which could shut off the petrol motor inadvertently.

Mitsubishi reports that improper engine software, electric vehicle (EV) software and spark plug specification are the cause of the issue, which could turn off the plug-in hybrid system’s petrol engine unexpectedly during use, limiting the vehicle to electric power only.

If the condition occurs, the battery could go flat – as no charge is coming from the engine – which could leave drivers stranded and at risk of having an accident.

The recalled Outlander PHEV SUVs were sold from 19 September 2013 through 2 March 2017, though the vehicles in question are officially dubbed as MY14 and MY14.5.

Affected models are within the VIN range JMFXDGG2WEZ000101 ~ JMFXDGG2WEZ002023.

Owners of the recalled units will be contacted by Mitsubishi Australia, and are encouraged to visit their local dealer to have their Outlander PHEV inspected and repaired with revised software and spark plugs.

For more information, contact 1300 1312 11 or follow this link.

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Subaru BRZ ‘STI’ teased on Instagram ahead of June 8 reveal

Toyota will teach kids to drive at Tokyo Toy Show

httpv://www.youtube.com/watch?v=NyiZm4iMN4M

The Toyota Camatte concept is set to become a reality, with the Japanese automotive giant to open a kid’s driving school at this year’s International Tokyo Toy Show.

Called the Camatte School, kids and parents will be able to experience obtaining a driver’s licence – by learning how to operate the steering wheel, accelerator and brakes, and drive a car around a course.

There will also be a range of magnets that can be attached to the Camatte Petta vehicle (top), allowing children to decorate the car to their liking.

For younger kids, a separate program has been established using a driving simulator. They will also be able to sit in a Camatte 57 to familiarise themselves with the vehicle.

This marks the first year Toyota will be establishing an exhibit at the Tokyo Toy Show where children can actually experience a car. Previously, the company has only displayed Camatte concepts.

The 2017 International Tokyo Toy Show will be held at Tokyo Big Sight from June 1-4.

Click the photos tab for more images of the Toyota Camatte Petta

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Toyota TJ Cruiser name patented in US, may be used for production FT-4X

The Toyota TJ Cruiser nameplate has been trademarked in the US, hinting at a new model for the company’s already expansive SUV and crossover range.

The filing for use on “automobiles and structural parts thereof” with the US Patent and Trademark Office was discovered by AutoGuide.

It’s likely the TJ Cruiser badge is being considered for a possible production version of the FT-4X concept, which made its debut at the 2017 New York motor show.

As Ian Cartabiano, the Toyota FT-4X chief designer, told CarAdvice, the concept car is 75 per cent production ready, with the company waiting to see what public reaction is like.

Mechanically, the FT-4X is based on the version of the Toyota New Generation Architecture that the C-HR uses. Although it has a practical interior and rugged looks, the FT-4X is designed to appeal to a “casual core” crowd interested in a weekend of camping, rather those who want to tackle the Rubicon trail.

If Toyota does decide to use the TJ Cruiser name, it would draw on the equity of the FJ Cruiser name, without sullying that car’s reputation with a less capable off-roader.

As usual, this trademark application could turn out to be nothing. Toyota may decide not to proceed with a production version of the FT-4X or choose a different name entirely.

It’s also possible the filing could be a deliberate red herring.

MORE: FT-4X news
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NEVS 9-3, 9-3X concepts unveiled: Electric Saab revival to enter production 2018

The NEVS 9-3 and NEVS 9-3X concepts have been revealed ahead of their debut later this month.

Externally, the NEVS 9-3 models are distinguished from their Saab 9-3 forebears via a new bonnet, grille, slim LED headlights, front and rear bumpers, and tail-light designs.

The company hasn’t provided many details about the revived 9-3’s drivetrain, except to say the car will have a driving range of around 300 kilometres.

Importantly for a country that suffers from some of the world’s worst air pollution, the NEVS 9-3 will be available with an Always Clean Air Cabin filter, which reduce hazardous particulate matter concentration from 500 to 50 micrograms per cubic metre in under a minute.

Other available features include a Wi-Fi hot spot, over-the-air software updates, and a smartphone app, which can act as a key, and allows for remote battery management and vehicle control.

It seems the revived 9-3 range will be targeted at Chinese corporations, as the car will also feature a fleet management portal, which will allow managers to track and remotely diagnose vehicles.

The new NEVS 9-3 will also be used for a new car sharing and ride-hailing program in the city of Tianjin, China, where the company has one of its factories.

NEVS claims it already has orders for 150,000 9-3 vehicles from a variety of different Chinese companies. The new electric 9-3 range will be made in China, with a full launch scheduled for 2018.

The NEVS 9-3 and 9-3X concepts will make their public debut this month at CES Asia in Shanghai.

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Uber fires head of self-driving car development in midst of legal battle with Google

Uber has fired the Anthony Levandowski, the engineer who formerly headed up the company’s self-driving car development team.

Overnight, Uber confirmed to The New York Times that it had fired its star engineer.

Levandowski is at the centre of a court case launched earlier this year by Waymo, Google’s autonomous vehicle arm, against Uber.

The search giant and its self-driving car subsidiary has accused Levandowski of stealing 9.7 gigabytes of data and around 14,000 files from the company before leaving to start Otto, a company focussed on self-driving vehicle technology.

Otto was subsequently bought by Uber in a deal worth around $700 million ($940 million), albeit mainly consisting of stock.

Although Uber has denied the allegations, it has launched an internal investigation into the matter.

Above: Anthony Levandowski (right) via Transport Topics on Flickr.

The Times published an email from Angela Padilla, Uber’s associate general counsel, to the company’s employees: “Over the last few months Uber has provided significant evidence to the court to demonstrate that our self-driving technology has been built independently.

“Over that same period, Uber has urged Anthony to fully cooperate in helping the court get to the facts and ultimately helping to prove our case.

“We take our obligations under the court order very seriously, and so we have chosen to terminate his employment at Uber.”

The newspaper understands Levandowski was fired after he missed an internal deadline to hand over information to Uber’s internal investigation.

The last few months have been torrid for the popular ride-hailing app with significant staff turn over at its self-driving car project, run ins with regulators, a very public withdrawal from public road testing in San Francisco, and accusations of sexual harassment.

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Growth in upper-level models key to BMW success

The unstoppable letters and numbers catalogue of BMW models sees no sign of slowing, as the brand looks to more higher-end models to help stimulate further growth.

Speaking at the unveiling of the 2018 BMW 8 Series concept in Italy, the coupe itself part of the premium strategy, BMW AG Management Board Member Ian Robertson noted that the push toward an ever more premium top-end “is about giving a special treatment to the customer”.

“There is lots of opportunity for BMW at the upper end.”

The expansion of markets in Asia and the Middle East, along with continued growth in Europe and North America, has indicated a high demand for the best the brand can offer.

Personalisation is important too, as Robertson noted that some 20 per cent of all 7 Series sales included elements from the BMW Individual catalogue.

And despite the early success of the G11 7 Series, the big saloon cannot do all the heavy lifting by itself.

The presentation of the new 8 Series coupe is just the start, with the large X7 SUV also scheduled to break cover in 2018. It doesn’t stop there, with Robertson teasing the brand is “working on other options too.”

Above: last year’s BMW Vision Next 100 concept

According to Robertson, the next few years will see the most aggressive and most comprehensive change in product offering the brand has seen, in its now 101-year history.

BMW has already committed to a new EV for 2020 as part of the NEXT strategy, but what else might we expect?

There’s a convertible version of the i8 super sports car in the works, and we’re likely to see a cabriolet variant of the new 8 Series, plus BMW’s M Division showed a camouflaged M8 concept at the 2017 Nurburgring 24hr race.

Even without the Rolls Royce brand, there is room above the 7 Series, as shown by the 2014 Vision Future Luxury show car – and do we dare suggest an X8 coupe derivative of the large X7?

Whatever the case, BMW’s direction for 2020 and beyond looks set to be a premium one.

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2017 Kia Picanto S review

Australia’s micro car segment really is microscopic. And it’s rapidly shrinking. Soon, nanoscopic may be the most apt word to describe the segment. Recently, the Nissan Micra and Mitsubishi Mirage sedan became the latest victims of the category, both disappearing from local showrooms.

But, hoping to inspire a pocket-rocket revival, the 2017 Kia Picanto is here to try and re-focus our attention on this long-lost corner of the new car market.

With a new-generation comes high expectations. The 2017 Kia Picanto brings a slightly revised exterior design, new technology, more features and updated cabin, but the drivetrain remains unchanged.

Available in a single specification called the Picanto S, it has a 1.25-litre four cylinder petrol engine teamed with either a four-speed automatic transmission or a five-speed manual. Our test car is the automatic variant priced at $15,690 driveway while the manual is $1500 cheaper.

It’s a little bit cute, as you would expect a tiny car would be. Although, Curt Dupriez did describe it as ‘angry looking’ in his review of the two-strong range when it launched in Australia.

Looking at it, you could almost convince yourself the Picanto – along with a select few other new or newly refreshed cartoonish pint-sized runabouts – is the evolution the micro car segment has been waiting for, offering hope still, for its survival.

The new-generation Picanto joins a short list of competitors including the Fiat 500, Abarth 595, Holden Spark, Mitsubishi Mirage and Suzuki Celerio.

The sales figures paint a pretty drab picture. In April this year just 489 micro cars were sold in Australia, down 29.9 per cent on the same period last year. The Mirage leads the way with 179, followed by the Picanto at 160 then the Spark on 69.

Year-to-date, 2423 micro cars have been sold, down 6.6 per cent, with the Picanto holding top spot, followed by the Mirage, and then the Spark. The entire segment represents such a small percentage of the market that it literally is microscopic in comparison.

So, just how pocket-sized is the baby Kia?

Well, it’s 3595mm long, 1595mm wide and 1485mm tall. It weighs in at a practically-float-away figure of 995kg and has a turning circle of just 4.7m – say hello to having a chance at whipping around to snag a park in a narrow lane on the opposite side of the road to the direction in which you are travelling when you spot the prized space.

Be warned though, the front bumper is quite low and paying close attention to the amount of clearance under the nose is advised. According to the specs, ground clearance is 141mm and the front constantly felt like it was coming within a whisker of sharply angled driveways and speed bumps.

With 14-inch steel wheels, this thing doesn’t roll on anything fancy. But that’s not the ugliest wheel cover design ever… and given the fact that a greater surface area of the wheel is within kerb striking proximity than something with more rubber and bigger wheels, as well as being a cost-effective feature, they are also probably a smart idea.

The new-generation Picanto has a different front end, featuring a satin silver ‘Schreyer’ grille surround but it isn’t an entirely new shape all around. Not to mention the fact the drivetrain hasn’t changed, but more on that shortly.

Other notable exterior features include electric and heated wing mirrors, but the windscreen wipers aren’t able to detect rain. That’s still a good old-fashioned do-it-yourself feature. Still, it’s not hard. Just look for those tell-tale drops on the windscreen. However it does score dusk sensing auto headlights and rear fog lights.

One of the major concerns for micro car buyers is safety, and cars in this segment have come a long way in recent years.

The Picanto’s list of active safety features includes anti-lock braking system (ABS), electronic stability control (ESC) vehicle stability management (VSM), hill-start assist control (HAC), seat belt reminders on all positions, rear-view camera with guidelines and rear parking sensors. Passive safety includes front and passenger airbags, front side airbags and curtain airbags.

For such a cheap car, it’s nice to have remote central locking and keyless entry, as well as a six-way adjustable driver’s seat.

The key to the Picanto’s appeal though is its infotainment system, delivered by way of a 7.0-inch touchscreen with Apple CarPlay and Android Auto and Bluetooth connectivity.

The display is clear, works fast and is easy to use. Apple CarPlay is excellent, bringing a familiar interface to the party. The steering wheel has controls for volume, phone and cruise control and fuel economy is simple to keep track of with an easy-to-find display in the instrument cluster.

The dials for the air conditioning feel a little plasticky and cheap, as are some of the cabin finishes but you  really shouldn’t expect luxury finishes on a budget-friendly city car.

That said, there are a few metallic and satin silver finishes scattered about the largely dark cabin giving it a dash of flair. The fabric on the seats feels quite thick and they are quite comfortable with a nice shape offering supportive side bolstering.

It’s a great car for those who are fans of living in a minimalist environment. There’s not a lot of storage, but it’s so small I couldn’t imagine how more could have been provided.

There’s a little storage nook under the air conditioning controls, another space at the bottom of the centre-stack and two cupholders. The glove-box is small but uniform in size – no strange angles that make it hard to squeeze rectangular or square object in, provided they are small enough.

There isn’t a centre-console bin but there is a water bottle holder and surprisingly decent sized pockets in each door – I’ve seen smaller door pockets in bigger cars. The mirrors behind the visors are surprisingly big as well, though lacking in illumination.

The cabin is fairly basic but it is functional. It’s not packed full of bells and whistles, like digital speedometer, head-up display, climate control or extra safety like autonomous emergency braking, blind-spot monitoring and lane departure warning. However, it has the basics well and truly covered.

The front is spacious for the driver and passenger, and even in the second row there is a considerably generous amount of space. Headroom is good, as is elbow room. With the driver’s seat in my position, I have an inch or so of knee room. While two adults would be relatively comfortable, three across the back row would be a little awkward.

Not that you’d really want to spend too much time back there. There are no cupholders – save for the one between the driver and front passenger where a centre-console bin would usually live. There isn’t a centre armrest, no air vents and no storage in the doors.

That leaves rear passengers to fight over a single map pocket behind the front passenger, and that single accessible-at-a-stretch cupholder. There are ISOFIX points on both outboard seats so small families with young children could make the Picanto work for them if they had a tight budget or preference for a small, funky car. The rear doors are small but have quite a wide aperture making it easier than expected to climb in.

The boot space may be small at 255 litres, but the space is quite tall, uniform and upright. The back of the car is quite flat and the boot floor is deep, hiding a temporary wheel so tiny it inspired a bit of a giggle on sight.

During my time with the Picanto I had a bit of shopping to do. With winter on the way I picked up four very large bags filled with doonas, throw rugs and at least eight throw pillows. Two fit in the back and the other two on the back seat. A few large bags of groceries were also piled in and I was impressed with the amount of stuff that fitted in the little runabout.

On the road, it feels more mature than expected. It’s planted and drives like a bigger car, batting above its average in this regard.

That 1.25-litre four cylinder produces 62kW at 6000rpm and 122Nm at 4000rpm and it’s teamed with a four-speed automatic transmission. But, like when you need a run-up to jump over something – the Picanto needs a little momentum to really get going.

Once you’re on the move though, it feels zippy and weaves effortlessly through traffic, provided it’s kept on the move. From a standstill on a hill, it is very slow to get going but there is always the option of dropping the gear shift down to first, second or third gear.

The little engine can be a little noisy, particularly as it is getting ready to tip up into the next gear but it doesn’t search frantically for the right gear or jump around frenetically, but then there aren’t many to choose from.

It can crash over sharp bumps and you’ll hear those too, but it has benefitted from Kia’s local suspension tune and handles smaller undulations with more grace. The steering is light, and with that tiny turning circle it is an absolute breeze to park.

Kia offers a seven-year/unlimited kilometre warranty with seven years capped-price servicing and road-side assist. Claimed combined fuel consumption is 5.8-litres per 100 kilometres and urban is 7.9-litres per 100 kilometres. Over the 300km covered during our time with the little car which was mostly urban, I saw 7.9L/100km which is bang on the claimed figure for city driving.

Although it isn’t markedly different to the old Picanto to drive, the additional features and revamped infotainment system, combined with a great drive-away price and exceptional ownership package make this an attractive option for those looking for a compact city car.

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Audi Q2, Q5, Mini Countryman, Skoda Kodiaq score five-star ANCAP rating

A slew of new European SUVs have been awarded five-star safety ratings by independent crash-testing authority ANCAP this week – including the Audi Q2 and Q5, Mini Countryman and Skoda Kodiaq.

Both the Audi Q2 and Q5 received praise for their autonomous emergency braking (AEB) systems, which operate at speeds of up to 85km/h and feature pedestrian detection technology.

In terms of points, the Q2 achieved 35.55 out of 38 for adult occupant protection (93 per cent) while the larger Q5 scored slightly higher at 35.67 out of 38 (93 per cent).

The Q2’s rating applies to all variants, as does the Q5’s – also extending to the performance-oriented SQ5 – though their scores are carried over from sister organisation Euro NCAP.

Meanwhile, the recently-launched Mini Countryman improved on its predecessor’s four-star rating, thanks to improvements to the vehicle’s structure along with standard safety systems like AEB with pedestrian protection and speed sign recognition. Again, the Countryman’s rating and 34.35/38 (90 per cent) adult protection score is based on Euro NCAP crash tests.

Finally, the Skoda Kodiaq scored 35.25 out of 38 (92 per cent), earning it a full five-star rating, thanks to its inclusion of AEB, multi-collision braking and speed limiter as standard equipment. The seven-seat Skoda’s five-star rating is also based on Euro NCAP testing.

“Consumers should be buoyed by these ratings which show brands are keeping pace with increasing safety standards,” said James Goodwin, CEO of ANCAP.

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