Latest Articles: 50 - Cars
Most Read Articles - Cars
Blog Calendar - Cars
Cars - motor cars
01 October 2022Auto Blogs
01 October 2022
Toyota has announced that the end is near for the FJ Cruiser in the Middle East, confirming that it will be discontinued in December 2022. But before that happens, Toyota will introduce a special Final Edition.
The FJ Cruiser has been sold in the Middle East since 2007 and has continued to survive even after being pulled from all other markets. Just 1,000 examples of the Final Edition model will be produced, each differentiated from the standard model through a host of special touches.
While we’ve yet to see photos of the 2023 FJ Cruiser Final Eddition, Toyota revealed that all 1,000 units will be finished in the same shade of beige and come complete with a blacked-out grille, bumpers, exterior wing mirrors, door handles, and spare tire cover. In addition, 17-inch aluminum wheels and side steps are included. Each example will also be equipped with a Final Edition badge.
“The FJ Cruiser rides into the sunset leaving lasting memories of one of the most iconic SUVs in Toyota’s rich history,” chief representative from Toyota’s Middle East and Central Asia Representative Office, Kei Fujita, said in a statement. “The vehicle’s winning combination of off-road capabilities, style, and performance make it equally at home during desert adventures or everyday activities and provides a comfortable and dependable experience for drivers and passengers, wherever their journeys may lead.”
The 2023 Toyota FJ Cruiser Final Edition will continue to be powered by a 4.0-liter naturally aspirated V6 engine that is good for 270 hp and 280 lb-ft (380 Nm) of torque.
Pricing details haven’t been announced, but the model will start to reach the hands of customers in the fourth quarter of 2022.
Note: 2022 Toyota FJ Cruiser for the Middle East pictured throughout this article
01 October 2022
All the facts and figures you need to watch and enjoy the greatest race in Australian motorsport.
The greatest rivalry in Australian motorsport – Ford-versus-Holden at Mount Panorama – is about to end.
The red-against-blue battle began in the 1960s and ends on 9 October with the 2022 running of the Bathurst 1000, as Holden and Ford line-up against each other for the final time.
Although Holden ended local manufacturing in 2017 – and left Australia altogether at the end of 2020 – a racing version of the imported ‘Commodore’ (a rebadged sedan from General Motors’ former European division) remained eligible for the V8 Supercars category until the end of this season.
V8 Supercars racing changes forever in 2023 when an all-new Ford Mustang and the Chevrolet Camaro – built to new regulations for V8-powered coupes called ‘Gen3’ – begin a new era of touring car racing.
Amid the upcoming changes, the basics at Bathurst in 2022 remain the same – two drivers racing flat-out over 1000 kilometres, stopping to re-stock the car’s fuel and tyres, as well as changing brakes for safety – before a final sprint to the chequered flag.
Only two types of cars are racing – the V8-powered Holden Commodore ‘ZB’ sedan (the model code for the imported model to wear the Commodore badge) and Ford Mustang coupe – unlike previous years, when a range of diverse car brands filled the grid.
This year’s starting line-up includes 28 cars as the regular 25-car field for V8 Supercars championship sprint races is boosted by three ‘Wildcard’ entries including Commodores for legendary drivers and multiple Bathurst winners Craig Lowndes and Greg Murphy.
The Ones to Watch:
Shane van Gisbergen/Garth Tander: The 2020 winners are short-odds favourites this year, as both are in cracking form and van Gisbergen has been near-unbeatable in sprint races on his way to back-to-back V8 Supercars titles. They are the only genuine A+ combination in the field and their Triple Eight team knows how to win at Mount Panorama.
Chaz Mostert/Fabian Coulthard: Mostert is the defending Bathurst champion and, despite an up-and-down sprint season this year, he and his team could easily hit Mount Panorama with the same speed as 2021. He has the vastly experienced Coulthard as his co-driver in his first year as a part-timer, so both have a point to prove.
Will Davison/Alex Davison: Will Davison is the form driver for Ford this year, showing the trademark style and mechanical sympathy he has turned into two victories at the Bathurst 1000. He is always relaxed with his older brother Alex as co-driver, and badly wants to give him a Bathurst win. This pair might not be the pick in a door-to-door battle at the finish, but if they hit the front and manage to gap the field, they could easily stay there.
Craig Lowndes/Declan Fraser: Realistically, the ageing seven-time race winner and his rookie apprentice should have no chance of victory, but no-one bets against Lowndes at Bathurst and the pair have a crack Commodore from the Triple Eight team for their Wildcard start. This could be Lowndes’ last race in the Bathurst 1000 so keep an eye on him.
- Date – Sunday 9 October 2022
- Start time – 11.15am
- Race Distance – 161 laps
- Track Distance – 6.213km
- Pit stops – seven compulsory (can vary for tactics)
- Race lap record – 2 minutes 04.7602 (Chaz Mostert, Ford Mustang, 2019)
- Qualifying record – 2 minutes 03.5592 (Cam Waters, Ford Mustang, 2020)
- Fastest lap – 2 minutes 03.4815 (Scott McLaughlin, Ford Mustang, practice 2019)
- Longest race time – 7 hours 58 minutes 53.2052 seconds (2014)
- Shortest race time – 6 hours 1 minute 44.8637 seconds (2021)
- Tyre allocation – 60 Dunlop hard compound
- Fuel – 800 litres
- Crew – 15 total for 2 cars/9 designated pit crew
Car Number Drivers Team Car 2 Nick Percat/Warren Luff Walkinshaw-Andretti-United Holden Commodore 3 Tim Slade/Tim Blanchard Cool Drive Ford Mustang 4 Jack Smith/Jaxon Evans Brad Jones Racing Holden Commodore 5 James Courtney/Zane Goddard Tickford Racing Ford Mustang 6 Cam Waters/James Moffat Tickford Racing Ford Mustang 8 Andre Heimgartner/Dale Wood Brad Jones Racing Holden Commodore 9 Will Brown/Jack Perkins Erebus Racing Holden Commodore 10 Lee Holdsworth/Matt Payne Grove Racing Ford Mustang 11 Anton De Pasquale/Tony D’Alberto Dick Johnson Racing Ford Mustang 14 Bryce Fullwood/Dean Fiore Brad Jones Racing Holden Commodore 17 Will Davison/Alex Davison Dick Johnson Racing Ford Mustang 18 Mark Winterbottom/Michael Caruso Team 18 Holden Commodore 20 Scott Pye/Tyler Everingham Team 18 Holden Commodore 22 Chris Pither/Cameron Hill PremiAir Racing Holden Commodore 25 Chaz Mostert/Fabian Coulthard Walkinshaw-Andretti-United Holden Commodore 26 David Reynolds/Matt Campbell Grove Racing Ford Mustang 31 James Golding/Dylan O’Keefe PremiAir Racing Holden Commodore 34 Jack Le Brocq/Aaron Seton Matt Stone Racing Holden Commodore 35 Todd Hazelwood/Jayden Ojeda Matt Stone Racing Holden Commodore 51 Richie Stanaway/Greg Murphy (Wildcard) Erebus Racing Holden Commodore 55 Thomas Randle/Zak Best Tickford Racing Ford Mustang 56 Jake Kostecki/Kurt Kostecki Tickford Racing Ford Mustang 88 Broc Feeney/Jamie Whincup Triple Eight Race Engineering Holden Commodore 96 Macauley Jones/Jordan Boys Brad Jones Racing Holden Commodore 97 Shane van Gisbergen/Garth Tander Triple Eight Race Engineering Holden Commodore 99 Brodie Kostecki/David Russell Erebus Racing Holden Commodore 118 Matt Chahda/Jaylyn Robotham (Wildcard) Matt Chadha Motorsport Ford Mustang 888 Craig Lowndes/Declan Fraser (Wildcard) Triple Eight Race Engineering Holden Commodore
01 October 2022
01 October 2022
01 October 2022Classic car collectors know their passion for iconic vehicles can require substantial investments. Car restoration can also become more of a chore than anticipated. However, if you love owning and investing in classic cars, then exploring the restoration process may also be a welcomed challenge. Whether you’re interested in a particular make and model or […]
01 October 2022
One-third of road fatalities in Britain – and more than 15 per cent of road deaths in Australia – are linked to vehicle occupants not wearing a seatbelt, as authorities remain frustrated by the number of people who still need a reminder.
Not buckling a seatbelt was a factor in 30 per cent of UK road fatalities in 2021, according to official government figures.
For people aged 19 to 27, the figure was 40 per cent.
The numbers were far worse for people driving at night, where failing to use a seatbelt was a factor in 47 per cent of deaths.
There is also a gender split to the statistics, as the Department for Transport said 34 per cent of men killed in car crashes weren’t wearing a seatbelt, compared with 20 per cent of women.
The latest figures from the Department, as reported by Autocar magazine, cover 2021 and show 1558 people were killed in crashes in Britain – up seven per cent from 2020 when 1460 people died despite Covid-related restrictions on travel.
The total number of road casualties of all types in the UK was 128,209 in 2021.
“This is a dreadful jump in road deaths where wearing a seatbelt may well have been the difference between surviving or dying in a road crash,” said Jack Cousens, the head of roads policy at the AA (formerly the Automobile Association).
“Release from pandemic lockdowns may have fuelled some of the surge, but the rate of death while not wearing a seatbelt was surging even before Covid.
“There may need to be a road safety campaign to raise the danger once again. Clearly the message is being forgotten.”
Though not as high as the UK lack of seatbelt use, Australia also has a disturbingly high number of road deaths related to occupants not wearing a seatbelt.
The most recent national data shows about 15 per cent of vehicle occupants killed on Australian roads annually are not wearing a seatbelt.
While seatbelt-related deaths are more prevalent with truck drivers – who can more easily avoid detection due to their high driving position – Australian authorities and first-responders remain concerned about the number of fatalities involving young children, teens, and novice drivers who were not wearing a seatbelt.
One veteran highway patrol officer, who recently attended a multiple fatality involving a car-load of unbelted occupants, told Drive: “No-one deserves to turn up to a scene like that. It’s heart-breaking. Please, people, wear a f—ing seatbelt and we all get to go home happy.”
01 October 2022
Lego-style roads built with pre-fabricated plastic panels have been rolled out in Holland with some big promises.
Plastic roads promising more strength, easier repairs, better drainage and improved access for service cabling have been created by a Danish construction company.
The panels for the PlasticRoad system are created from waste plastics, including drink bottles, in a project started in 2015 by the VolkerWessels construction company.
It has been installing PlasticRoad panels since 2018 for use as minor roads, cycle paths, railway access and car parks, however for now the technology is only used in light-duty applications rather than major roadways.
“VolkerWessels’ subsidiary KWS is hard at work creating the next generation of roads: PlasticRoad,” the Dutch company said on its website.
“Not only is its modular design lightweight, quicker to install and more durable, PlasticRoad also provides a solution to a global environmental problem: the growing mountain of plastic waste.
“The modular design of PlasticRoad drastically cuts maintenance time and its lifespan is three times longer than that of conventional roads, massively reducing diversions due to roadworks.
“In addition the prefabricated road parts are ready to use as soon as they are installed: plug-and-play. Building roads as you would with Lego.”
The pre-formed plastic panels are created with large internal cavities, for improved drainage and service cabling, but also with internal ribbing to provide the strength needed to support people and vehicles.
Apart from the plastic recycling, VolkerWessels also claims an 85 per cent reduction in emissions for the installation of PlasticRoad, compared with conventional bitumen or concrete roads.
Drive has contacted VolkerWessels for more information on PlasticRoad, and its potential introduction in Australia, but we are yet to receive a reply.
The post Plastic roads from recycled bottles rolled out in Europe appeared first on Drive.
01 October 2022
Toyota Motor North America and Kenworth Truck Company are proud to announce they have proven the capabilities of their jointly designed heavy-duty, Class 8 fuel cell electric vehicles (FCEVs) as a potential zero-emissions replacement of diesel-powered trucks with the completion of their operations in the Zero- and Near-Zero Emissions Freight Facilities (ZANZEFF) “Shore to Store” […]
The post Kenworth, Toyota Prove Fuel Cell Electric Truck Capabilities appeared first on Autos Community.
01 October 2022
There’s a horsepower war raging and Mercedes-AMG has just reached for the nuke button, delivering an all-new 2024 C63 S with so much muscle it makes its BMW M3 rival look like its competing in an entirely different market.
With the help of hybrid assistance the latest C63 S produces 671 hp (680 PS), which is a staggering 167 hp (170 PS) more than what the M3 Competition makes. It’s the same story with torque: 752 lb-ft (1,020 Nm) plays 479 lb-ft (650 Nm). It’s hard to see how the M3 has a hope of catching up until BMW launches an all-new car in several years’ time.
But does it need to catch up? There are a couple of other figures that stand out on the C63’s spec sheet beside the power output. One is the number of driven wheels, which is now four for the first time; another is the colossal 4,489 lbs (2,036 kg) curb weight. And yet another is the number of cylinders: four. The old C63 S could lord it over the M3 by reminding us even though they made the same power, the AMG had a 4.0-litre turbocharged V8 and the BMW only had a 3.0-liter turbo six. But now the C63 S has downgraded right down to a 2.0-liter turbo four.
Obviously we’re in no position to make a call on the success of that move until we’ve driven one (and seen how many Merc sells), but we’ve be lying if we said the idea of a $100k super sedan with an inline four gets us as excited as the thought of one with a six or V8, no matter how much more power it makes or how easier it is to live with.
There’s just something deliciously naughty about a firing up an engine that’s way bigger than it needs to be, hearing the way it sounds at startup, at idle and under load and how that sound changes as you ask more of it. Cars with big ICE motors have a swagger that small ones don’t, and while we’ve driven enough hot hatches to know you can make plenty of noise and power with a four-cylinder engine, they’re rarely as interesting to listen to or as characterful as an engine with more pistons.
But on the flip side it’s going to be difficult to say no to 168 extra ponies, and although there’s only 0.1-second between the C63 S’s published 3.4-second zero to 62 mph (100 km/h) time and the 3.5 seconds BMW claims for the M3 Competition xDrive, and the C63 weighs much more, we suspect the Benz will romp away in the slew of YouTube drag race videos heading our way next spring.
But we want to know whether that matters to you. Is absolute power and performance the most important consideration when choosing a car like an AMG C63 S? Or would you rather take a horsepower hit and have the M3’s additional cylinders, much like Lamborghini buyers happily choose the Huracan and its naturally aspirated V10 over turbocharged Ferrari and McLaren rivals that make it look puny? Leave a comment and let us know whether it matters to you that the AMG has “only” a four-cylinder ICE engine.
01 October 2022