MazdaPhilippines recently updated the Mazda 2, fitting the subcompact model with the Japanese carmaker's G-Vectoring Control system for "more precise steering, better control and less fatigue." In conjunction with the refinements made to the model's suspension and steering systems, "driving fun and peace of mind are further heightened, reinforcing the fact

SUBTLE ADJUSTMENT. HUGE IMPACT. SKYACTIV-VEHICLE DYNAMICS At Mazda, we’re in constant pursuit of making driving better. That’s why we developed a new technology, SKYACTIV-VEHICLE DYNAMICS with G-Vectoring Control, to help achieve a smoother, less fatiguing drive. When cornering, on initial turn-in and throughout, the system works seamlessly by adjusting power delivery and shifting vehicle weight. The effect is subtle, but how you feel after a great drive isn’t. Elevating your confidence and state of being through a heightened driving experience. That's what Mazda is all about. HUMAN-CENTRIC ENGINEERING ENGINEEREDWITH YOU IN MIND To instill the joy of driving into every Mazda, we engineer with a human-centric development philosophy. It’s how we created SKYACTIV-VEHICLE DYNAMICS with G-Vectoring Control. Instead of focusing on the mechanics of vehicle dynamics, we started our development with people. Running countless studies on their characteristics and behaviors to design a vehicle that works harmoniously with the driver. The result? A car that feels like an extension of your body, with more precise steering, better control and less fatigue. DESIGNED FOR YOUR DRIVER’S INSTINCTS Mazda’s newest technology, SKYACTIV-VEHICLE DYNAMICS with G-Vectoring Control, helps you steer more precisely by optimizing load control. Just like an athlete refines his form to hit the ball further with less force, our technology strives for the same efficiency. Instead of strengthening the vehicle’s muscles, we improved how it delivers force so it can unleash its full potential. It works smarter, not harder, to make you feel connected and in control. START OF A TURN As the driver begins to turn, SKYACTIV-VEHICLE DYNAMICS with G-Vectoring Control improves cornering response by reducing engine torque and shifting the load to the front wheels. MIDDLE OF A TURN At this point, the technology detects the driver’s steering operation. It then calculates optimal engine torque and quickly sends that information to the engine. END OF A TURN Toward the end of a turn, the technology assists the driver in maintaining steering position by recovering engine torque and shifting the load to the rear wheels. This process helps improve overall cornering stability. JINBA ITTAI ANCIENT TRADITION. MODERN TECHNOLOGY. When our engineers created SKYACTIV-VEHICLE DYNAMICS with G-Vectoring Control, they followed the ancient Japanese philosophy of Jinba Ittai or “horse and rider as one.” Similarly, the goal of this technology is to create perfect harmony between car and driver. So when you steer, there’s no need for constant overcorrections. The car, like a horse, understands your intentions. This results in a more dynamic, responsive and—most of all—more enjoyable drive. THE SMALLEST DETAILS MAKE THE BIGGEST IMPACT ON DRIVING At Mazda, we never stop when it comes to making our vehicles the best-driving cars in every class. In fact, our engineers are so obsessed with reaching this goal that they spent eight years developing the most subtle technology to improve performance. SKYACTIV-VEHICLE DYNAMICS with G-Vectoring Control is that technology. It enhances a vehicle’s dynamics on an extremely minute level, giving you a feeling of control, confidence and exhilaration. MAZDA’S SKYACTIV TECHNOLOGY At Mazda, we believe you should never have to sacrifice performance for fuel efficiency. That’s why we engineered every aspect of our vehicles, from body construction to engine technology, to enhance both. We call it SKYACTIV TECHNOLOGY and it’s just one more way we make driving better.

Let’s face it The current automotive climate breeds lazy drivers see automatic cruise control, lane-keeping assist, and the decreasing availability of manual transmissions. So it seems incumbent upon us to celebrate genuine advancements that improve a driver’s ability to actually control a car with one’s own appendages, whether going fast on a racetrack or taking the family to the beach. There’s an interesting new one over at Mazda, where the driving forecast is brand from Hiroshima ranks remarkably high on the overall fun-to-drive scale, especially considering its size and resources. The Mazda 3 and the MX-5 Miata reside on the current 10Best Cars list and the Mazda 6 is a previous winner. The company’s SUVs drive like cars, and its interiors deliver visual punch a weight-class above their prices. In short, Mazda cares about making cars that people actually find enjoyable to drive themselves, which is why we flew to Mazda Raceway Laguna Seca, outside of Monterey, California, to go around the track at a mere 30 mph. Mazda wouldn’t even tell us what G-Vectoring Control GVC, the technology it planned to showcase, actually was before letting us sample it in the 2017-spec Mazda day started with laps of an impromptu oval in the parking lot at a blistering 20 mph. An engineer would switch the GVC on and off from the passenger seat. At first, GVC just feels as if it makes the steering a little heftier. But after a few of these cruise-controlled laps while hugging a line of pylons, we realized that turn-in is smoother and rarely did we have to correct our driving we were still in the dark about what GVC actually does. Given the name, you might expect it to be some kind of torque vectoring, or steering the car by controlling differential torque delivery between the inside and outside wheels in a corner, which is analogous to how tanks turn. But that’s not what GVC is doing. Mazda finally explained that the important part of GVC is the G, or as you see it frequently, g. By closely monitoring the speed of the driver’s steering-wheel inputs, GVC tells the engine to ever-so-slightly reduce torque. This produces an imperceptible deceleration, only g in the most extreme cases. By way of comparison, lifting off the throttle in a typical car results in about g of deceleration. The tiny change generates a small shift in load to the front axle, which tightens everything in the front suspension and steering system, removing compliance in bushings and dampers and resulting in improved steering response. It is remarkable how such a tiny influence can contribute such a dramatic change. Engineers hesitate to quote a lb-ft figure, but they did confirm that GVC reduces engine torque by a single-digit percentage, usually by retarding the timing. At a steady 20 or 30 mph, the 6’s might be putting out 20 lb-ft, so even 9 percent would be less than 2 lb-ft whole project was eight years in the making and it developed out of an extensive study of how humans move and how, when controlling cars, drivers make similar movements and react to g forces. After proving the concept with an EV—used because electric motors allow ultra-fine control of incremental torque delivery—Mazda had to wait for its range of Skyactiv engines to reach the mainstream before developing the technology for production cars. Mazda’s newest engines have granular and rapidly responsive control over torque output. Creating the slight deceleration is one thing, but getting it to happen in a small amount of time— seconds—so that the driver and passengers wouldn’t notice, is the real key to making GVC appear seamless to GVC mimics techniques, like “breathing” the throttle or left-foot braking into a corner, that race and rally drivers use to generate more front-wheel grip and get their competition cars to turn, only it’s extremely subtle, never felt or obvious. While going fast is always a hoot, GVC is more of a comfort- and confidence-builder than anything else. It will not improve skidpad grip or shave seconds off of any driver’s fastest lap explaining what GVC does, Mazda had us lap Mazda Raceway at 30 mph, hugging the inside edge of one corner to stay on the same line while an engineer in the passenger seat switched the GVC system on and off, as we’d been doing before on the parking lot oval. From the driver’s seat, there are fewer corrections needed, particularly when making quick changes in direction, when a driver might otherwise crank in too much steering angle. With GVC at work, you’re less likely to overshoot your steering input because there’s less delay caused by the previously mentioned compliance that’s designed into the front suspension and steering. That compliance is there to improve ride quality and reduce noise racers often replace the bushings and mounts with stiffer elements to improve responsiveness, trading away comfort in the process. From the passenger seat of a Mazda 6 with GVC, we clearly could see other drivers making fewer small steering corrections. This limits head toss and torso movements significantly for all occupants. Fewer corrections also reduce driver fatigue, again, improving also simulated a narrow-lane construction zone using tall cones and Jersey barriers on Mazda Raceway’s front straight. Many drivers never notice it, but going dead straight requires that they make a lot of little steering corrections. With GVC turned on, these corrections become less extreme and fewer in number, again reducing driver really difficult part for Mazda is conveying this information to the car-buying public. The finer points of how GVC works will be lost on most customers, which is not really a problem in itself. All they need to understand is that GVC improves an already class-leading steering system, making for a better-driving car. GVC comes standard on both the 2017 Mazda 3 and 6, and we expect to see it proliferate across the rest of the Mazda lineup within a few years. The Mazda MX-5 Miata is one model that may never get GVC because its suspension has less compliance and a lot of anti-lift baked into its geometry. But we have no doubt that Mazda will find other ways to make that car even more fun to drive in the coming Colwell is Car and Driver's executive editor, who covers new cars and technology with a keen eye for automotive nonsense and with what he considers to be great car sense, which is a humblebrag. On his first day at C/D in 2004, he was given the keys to a Porsche 911 by someone who didn't even know if he had a driver's license. He also is one of the drivers who set fast laps at C/D's annual Lightning Lap track test.

In modern vehicle design, electronic control systems are central to, well, everything. Certain luxury car models are now equipped with upwards of 70 ECUs that are responsible for safety systems, stability control, and even moon roof operation. However, not all systems are designed for basic functionality. Mazda's engineering group has been working on variations of "GVC" G-Vectoring Control for the past driving the latest Mazda CX-5 and Mazda 3 with "GVC" it was hard to identify what the system was doing. After studying "GVC" and understanding how it worked, I was able to get the vehicle in snow to further test it. I immediately summarized the operation of "GVC" as a "torque reduction system." The ECU of the vehicle is looking at reducing the torque output of the motor to help transfer a small amount of weight onto the front wheels during cornering which reduces the G-load on the passengers and also helps keep the vehicle on it's intended path. To most people the ECU torque adjustment is transparent however, driver steering effort changes. "GVC" is so intuitive that it helps reduce micro corrections or changes to the steering angle in the middle of the turn which is the primary reason for smoother 3 with GVC, SavageGeese Steering Effort Reduced, Steering Effort, Mazda The concept of "GVC" was to improve driver confidence through the study of human behavior. Mazda aimed to improve the sense of control in hopes to solidify the attachment the owner has with the vehicle. The final design focuses on engine control and changing output characteristics. Those changes also required subtle updates to the suspension to maximize the overall performance. "GVC" is cannot be turned off and is baked into the engine programming.Intended Path of Vehicle, Weight Transfer, Mazda “GVC maximizes tire performance by focusing on the vertical load on the tires. The moment the driver startsto turn the steering wheel, GVC controls engine drive torque to generate a deceleration G-force, therebyshifting load to the front wheels. This increases front-wheel tire grip, enhancing the vehicle’s turn-inresponsiveness. Thereafter, when the driver maintains a constant steering angle, GVC immediately recovers engine drivetorque, which transfers load to the rear wheels, enhancing vehicle series of load transfers extracts much more grip from the front and rear tires, improving vehicleresponsiveness and stability according to the driver's intentions.”Mazda ENG

Dibagian pengemudi, hadir teknologi G-Vectoring Control Plus (GVC Plus) New Mazda 2 Sedan dibekali mesin Skyactiv- G 1.5 dengan performa yang dapat mencapai tenaga maksimal 82kW (111PS)/6,000rpm dan torsi maksimal 144Nm/4,000rpm. Untuk fitur keselamatan, New Mazda 2 Sedan dibekali fitur ABS, Electronic Brake-Force Distribution (EBD), Brake An ingenious new Mazda technology called G-Vectoring Control emulates race-car driver weight-transfer techniques to make road-going cars driven by mere mortals handle better and make passengers feel more comfortable. Every time the driver turns the steering wheel, GVC shifts a tiny amount of weight to the outside front tire, which improves grip and steering response. The result is less sawing at the steering wheel to find the right path through a turn, or less effort to keep the car pointed straight on the highway. G-Vectoring Control is not just another over-hyped modest performance tweak. Mazda appears to have developed a significant electronic driver enhancer. The driver and passengers will subconsciously believe the car handles better it actually does and the driver is a better driver possibly. It is a significant step forward for Mazda in making mid-price cars and crossovers carve corners like high-end German sport sedans and maintain arrow-straight stability on long, straight highways. Mazda G-Vectoring Control debuts on 2017 Mazda 6 and Mazda 3, with the rest of the line to follow over the next couple years. How it works instantaneous change to ignition timing When a car slows or brakes, the weight shifts forward. That's physics. The weight transfer puts weight on the front wheels, so they grip better and turn in a little more. Race drivers are taught to brake just a little heading into a turn to initiate the weight transfer. Mazda GVC automates the process. As soon as the driver turns the wheel, Mazda's SkyActiv engine management system - which includes the GVC algorithms as part of what Mazda calls SkyActiv Vehicle Dynamics - retards the ignition timing ever so slightly, engine torque power falls slightly, the car slows ever so slightly, and a small amount of weight transfers to the outside front wheel such as the right front wheel if the steering wheel is turned to the left, as in the illustration above. All this takes place in less than 50 milliseconds one-twentieth of a second from steering wheel input to torque reduction, so it's effectively instantaneous. A Formula 1 race driver couldn't do all that in 50 ms. The change in speed is so slight, to Mazda says, that "deceleration is not consciously detectable by the driver." The amount of weight transfer is at most 10 pounds, but it's enough. Mazda found that using the brakes to slow the outer front wheel took too long and was imprecise too much or too little braking, as did slowing the engine in other ways, such as reducing fuel flow. [video width="640" height="360" mp4=" How it feels behind the wheel Mazda set up a series of demonstrations in Monterey, CA, at the Mazda Laguna Seca Raceway using a set of instrumented Mazda 6 sedans outfitted with an on/off button for GVC, and a laptop-equipped backseat technician that videotaped and recorded steering wheel input for back-to-back laps with GVC on, then off. The A-B testing included a emergency lane change slalom, an oval, a water-soaked high speed turn, and a narrow lane set off by cones on one side and the famous racetrack's unforgiving concrete wall protecting pit road. The video above shows a 30-second oval driven at the same moderate speed with G-Vectoring Control on and off. Notice the more frequent micro-corrections of the wheel with GVC off. With GVC disabled, the driver is likely to turn in too much or too little, over-correct, correct for the over-correction, and so forth. Those more frequent sawing motions at the wheel are on the right video. The line chart shows the greater smoothness with GVC enabled blue line, especially the first half of the lap. Where the blue line diverges in the middle, I swung wide to set up for the second turn, a no-no; drivers were supposed to hug the inside of the course all the way around, each lap. On the oval the most notable difference was how little steering input corrections I had to make going around the turns. On the long narrow lane on the track's main straight, the difference was how stable and centered the car seemed, almost as if the lane was a couple feet wider. On the highway, that should translate to a car that seems to go where you want it to straight ahead with fewer corrections. [metaslider id=230844] Back story equilibrioception and minimum jerk theory Mazda has been working on GVC for eight years, much of it in conjunction with Hitachi, according to Mazda vehicle development engineer Dave Coleman. That included deep-dive research into how drivers and passengers react to the forces of motion. One topic of study was equilibrioception, or how people maintain and lose their sense of balance. People walking or running like to keep their heads straight upright the brain corrects for normal head bobbing, and doing that serves as the body's internal G-sensor. See the YouTube video Chicken Head Tracking below for proof that other parts of the animal kingdom want to keep their heads straight up, too. The minimum jerk theory was also studied and, no, it has nothing to do with who's likely to win Election 2016. Basically, human motion includes jerky motion that we try to smooth out as much as possible. Driver and passenger are upset by jerky motion, which Mazda says is not velocity going a steady 60 mph even though the roadside looking out may be a blur, nor is it the delta change in velocity, which is described as acceleration. Rather, "jerk" is the change in acceleration, and it shows itself in repeated sharp little steering wheel adjustments, or pressing softer then harder on the brakes, or pressing more then less on the throttle. With a turbocharged car, when you tromp the throttle, the car moves off and the jerk moment comes a fraction of a second later when the turbo boost finally takes effect. Jerk motion is unsettling. Turning into a corner involves at least a small jerk, and each time the driver corrects again, there's another jerk. With GVC, there are fewer mid-turn corrections. G-Vectoring Control vs. torque vectoring Mazda says G-Vectoring is not the same as torque vectoring. Torque vectoring is a mechanical or brake-induced action to over-drive the outer powered wheel going around a corner, effectively powering the car through the turn. Mechanical torque vectoring can add 100 pounds or more or weight to the car not to the driven outer wheel. Brake-controlled torque vectoring brakes the inside wheel, effectively overpowering the outer wheel in comparison. According to Mazda chart above, G-Vectoring Control has the advantage of working in more situations than torque vectoring, most of all in everyday conditions where it makes the car seem more stable and on-course. Why G-Vectoring Control matters Mazda is an engineering-driven company that sees itself the equal of Toyota or Honda, albeit with one-fifth the sales. To close the sales gap with them and at the same time try to be thought of as a mid-priced BMW competitor, Mazda does intriguing things with software to make its cars drive better and react more quickly than even the most skilled driver can. Thus, G-Vectoring Control. Before GVC happened, Mazda tuned its i-Activ all-wheel-drive system for what it believes is best-in-class winter driving, employing several dozen sensors to capture and respond to wheel-slip before even the driver notices it, again in a few milliseconds. In a series of tests in mountainous Colorado at the Mazda Ice Academy photo inset, the Mazda CX-5 conquered hills and slippery slaloms better than competing SUVs. Admittedly, on courses Mazda designed. Based on a day of driving several Mazda cars at Laguna Seca, Mazda makes a strong case that GVC is a feature you'll want to have. It's one more part of Mazda's pursuit of Jinba Ittai, a Japanese phrase that roughly translates to "horse and rider as one," "oneness between car and driver," or the car as an extension of the driver's desires. When can you buy GVC? Mazda says G-Vectoring Control will first be available on the 2017 midsize Mazda 6 sedan and the compact Mazda 3. Mazda will outfit the entire line within "a couple years." It's not possible to retrofit current Mazdas. While it's a software enhancement to the Mazda SkyActiv engine control module, there are also subtle tweaks to the suspension and steering. GVC will eventually be on all Mazdas, standard, and unlike the test cars, they'll be always on no off button. An interesting possibility is what happens if other automakers want GVC to use on their cars. So far, Mazda hasn't said if it would license GVC or a variant. There have been times in the past when one company had a technology everyone else wanted, such as Mitsubishi's counter-rotating balancer shafts that reduced the vibration inherent in four-cylinder engines. [embed width="640" height="360"] Tagged In Torque Vectoring Mazda Car Software Mazda6 Car Technology More from Cars MengenalLebih Dekat 5 Fitur Terbaru Mazda CX-30 2020. G-Vectoring Control Plus (GVC Plus)Kenyamanan berkendara menjadi prioritas pertama semua produk Mazda. Bent Aulia | May 27, 2020. Mazda 2 2022 Siap Tantang Toyota Yaris dan

Since G-Vectoring Control GVC was introduced in the 2017 Mazda 6, it has since been included as standard for all its vehicles. While it is mostly known as “the” Mazda technology that aids in the driving experience of the brand’s cars, there is little understanding on what it does, and why it is a highlight for Mazda. In this article, we will break down the points of GVC – from its benefits to misconceptions. How did G-Vectoring Control come about? The word Jinba-Ittai’ is a saying that is at the heart of every Mazda. First seen in the brochure for the first-generation Mazda MX-5, Jinba-Ittai’ basically translates to “the feeling of connectedness between a rider and his horse”. When put in context of the brand – it basically translates to harmony between a car and its driver. Marrying the Jinba-Ittai’ concept plus the focus on being innovative and striving to be better, GVC was introduced to improve chassis performance by controlling the engine output; but developed based on Mazda’s human-centred development philosophy. What is G-Vectoring Control? To put it simply, G-Vectoring Control is an electronic system that ties the power steering and engine control computer together. When the steering wheel is turned, GVC reduces engine power slightly. The resulting effect pitches the front of the vehicle forward, putting more load on the tyres and allowing the car respond directly. All this translates to a more stable vehicle for both driver and passengers. What are the benefits of GVC? There are several, but the most important is that GVC is highly versatile and can be deployed in any Skyactiv Mazda’s latest technologies that encompass the brand’s engine, chassis, transmission and car body model, irrespective of drive system or vehicle type. Additionally, since GVC is a software control system, there isn’t any increase in weight. However, the main points are Increase in driver confidence due to reduction in steering corrections with GVC. Passengers feel more comfortable because GVC smoothens the G force transitions that suppresses the swaying of head and body. The enhanced handling and stability on various road surfaces including rain and snow gives a greater sense of security to the driver. Less slip equals more traction and driving confidence. Why is vehicle control important? “If you want to get a driver’s license, you can go to a driving school and get basic driving lessons. But those lessons do not educate you on the importance of vehicle control and ways to improve control. For instance, driving instructors do not teach you on controlling a vehicle for better or more efficient driving. GVC ensures the vehicle controls its dynamics on an extremely minute level, not capable by drivers themselves, so that driving efficiency is significantly improved,” said Daisuke Umetsu, vehicle development division, Mazda. Does this mean that GVC is a standalone technology to improve vehicle dynamics? No, it isn’t. Because GVC ties both steering input and engine to optimise load control, the technology could not have been achieved without the brand’s Skyactiv engine. Both of Mazda’s Skyactiv-D diesel and Skyactiv-G petrol engines are capable of extremely fast and precise control, which realises optimum torque control requested by the driver’s steering input. In simple terms, this means that the engineering that has gone into the suspension, body, seats and steering all come together with the system, which is needed to carry the load and reach the road surface. The all-new Mazda 3 now comes with G-Vectoring Control Plus. What does the update do? “On top of shifting the weight to improve grip and make the car behave more naturally, G-Vectoring Control Plus also works when you’re coming out of a corner. We apply a tiny amount of brake to the outside front tyre to help straighten the car as you exit a corner,” explains Dave Coleman, vehicle development engineer at Mazda R&D. Watch this video to have a better understanding about G-Vectoring Control Want to know more about the Mazda 6? Click here for our impressions of the latest Mazda 6 sedan. Sell your car to Carsome and upgrade your ride to a Mazda!

^{Dynamicsand its G-Vectoring Control Plus (GVC Plus) were the next step in the evolution of this groundbreaking technology. Firmly rooted in human sensibilities, we have AM / FM Tuner with Auxiliary Audio Input Jack & 2 USB Ports Audio Speakers Mazda Full-Colour Active Driving Display (Heads-Up Display) Leather Steering Wheel (Tilt} If you’re not technically inclined, or at least a keenly mystified observer of engineered wizardry, turn away now. This could get a little boring for you. But, even if not knowingly, you'll soon be glad this new system exists. G-Vectoring Control, or GVC as Mazda calls it, is an all-new electronic system that works with Mazda’s SkyActiv engine range to promise better driving feel behind the wheel, more linear steering response, added safety and reduced fatigue. And while we didn’t easily feel the system working away under the Mazda6’s skin at launch this week, we reckon any system that adds to safety is a good a quick breakdown on how GVC you’ll read in our other news piece, one Mazda engineer spent an incredible eight years developing GVC to ensure it is ready for launch on road cars that you could be driving as soon as the refreshed release of the new Mazda 3 in the months has spent plenty of time watching human behaviour, not only behind the wheel but also in doing something as simple as walking, running or even sitting in a vehicle as a passenger. The end result is a clever software system that reads steering inputs and ever-so-subtly reduces engine torque to the driven wheels. The result of that torque reduction, like a race car driver lifting off’ on the track, is a shift of the vehicle’s weight forward. This adds more bite’ to the driven tyres and therefore more grip and confidence at any result, according to Mazda, is more assured handling and balance. That, and more certainty to the way the vehicle reacts to the road conditions, which dictate what the driver is doing with the steering technology is a direct result of Mazda so intensely observing human behaviour and how the body reacts to motion. Every action within the human structure is linked, so that as a vehicle tips into a corner for example, the body will do all kinds of balancing acts to try to keep the occupant's head and therefore eyeline humans walk or run, turn a corner, lean forward or back, the natural and subconscious reaction is make those movements as smoothly as possible, essentially because it feels more comfortable to do so. Mazda calls it minimum jerk theory’ and the effort to translate that human movement into driving control led the company to develop more balanced you can make a vehicle, the more enjoyable - even if only subconsciously - the experience will be for the occupants. This in turn reduces fatigue, given there’s less effort and muscle action required, whether you're driving or a passenger in the is key, and the GVC system can work at speeds - less than 50 milliseconds - that beat even the most skilled driver. Imagine, for example, you pick the wrong line into a corner. You’d have to adjust the amount of lock to suit the line you should have taken. This takes time, and the slower you correction, the messier your corner progression. GVC aims to remove that occurrence we saw on test, GVC works even when cruise control is activated - any time there is throttle input, as a matter of fact. The system isn’t affected by ESC or traction control, either, and works independently of told us at the test event that the plan is to filter this tech down through the whole Mazda range, whether the vehicle is front-, rear- or all-wheel the system would make sense across the entire Mazda range, we’ll see it filter through as each model is refreshed or updated. First cab of the rank will be the Mazda 3 - due to hit Australia later this year. Trent Nikolic has been road testing and writing about cars for almost 20 years. He’s been at CarAdvice/Drive since 2014 and has been a motoring editor at the NRMA, Overlander 4WD Magazine, Hot4s and Auto Salon more about Trent Nikolic .

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