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NEW CARS | FAST CARS | CLASSICS | BIKES

WE TEST 650BHP CAMARO GT3 RACER

PLUGGING IN VOLVO'S XC90 T8 - IS THIS THE FUTURE?

CLASSIC WILLYS JEEP!

WHICH IS BETTER? LEXUS GS F vs RS 7 HILUX vs NAVARA SPORTAGE vs RAV4

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Call 0800 Volkswagen or visit volkswagen.co.nz to book a test drive today. *Plus on road costs. Model shown includes optional extras.

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For a high performance headturner only 39 other people will own, look no further than the Golf R Wagon. It’s got power, practicality and can accelerate to 100kph in a blistering 5.1 seconds. But you’d better get in quick – this limited edition car is selling out faster than it drives. Test drive one today at your local Volkswagen dealer.

102

SIZZLING SS THE CAMARO NAMEPLATE RECENTLY TURNED THE BIG FIVE OH, AND THE LATEST GENERATION OF GM’S PONY CAR HAS STARTED TO ARRIVE ON OUR SHORES. WE TAKE THE TOP SPEC SS FOR A BURN. Chevrolet Camaro SS

34 THE ODD COUPLE

Regulars 4 6 25 27 29 122

Audi RS 7 Sportback vs Lexus GS F

From the Editor FYI On the Loose Roadwatch In the Field Pacenotes

Hereto we compare a couple of V8 luxo offerings with eight-speed autos and sports pretensions. But they otherwise couldn’t be more different.

New Arrivals 30 32 33

Mercedes-AMG C 63 S Coupe Mercedes-Benz C Class Coupe LDV G10

Driven 64 66 68 70 72 73

Jaguar XF Sd Audi S8 plus Holden Spark DS 5 Mercedes-Benz GLC 220d BMW 420i Gran Coupe

Prices 110 New Car Market 120 New Bike Market

42 AMPED-UP LUXURY Volvo XC90 T8 This SUV has two ‘engines’ to help cut its fuel consumption in half. Doesn’t sound possible until you realise the XC90 T8 is Volvo’s new plug-in hybrid. Is it the future of luxury travel?

46 MAZDA’S ROAD STAR Mazda MX-5 Limited The latest MX-5 convertible is smaller, lighter and now there are two; a more potent 2.0-litre Limited version joins the 1.5 GSX. We put the 2016 World Car of the Year winner through its paces.

52 GREAT WHITES Nissan Navara ST-X 4x4 vs Toyota Hilux SR5 4x4

ON THE CHARGE Ford Mustang S/C The Mustang GT’s 5.0-litre V8 is outputting 306kW from the factory. This particular steed is rated at 500kW, thanks to the addition of a Roush supercharger. We strap ourselves in.

88 THE NAME’S HAMMER Camaro GT3 Stu Owers straps himself in to one hell of a Chevrolet, a GT3-spec Camaro with a 7.9-litre V8 under its oversized hood.

94 THE WILLYS Willys MB The Jeep helped win the war for the Allies. It’s a truly iconic vehicle with an intriguing development story.

102 EAST CAPE VIA ELDORADO

Moto Guzzi California 1400 Eldorado

Modern utes are viewed by Kiwis as ideal vehicles for family, week day and weekend purposes, outselling everything else. We pitch Hilux and Navara together.

NZ Autocar exclusively uses Meguiar’s car care products when out on location

82 MUSTANG

58 TWO WILL DO

Not NZ’s version of the long way around, but certainly a lengthy weekend jaunt to Gizzy by Guzzi. How would the new Eldorado cruiser handle it?

106 ACTIVATE THE

CONE OF SILENCE

Kia Sportage 2.0 LTD 2WD vs Toyota RAV4 2.0 2WD Limited

Indian Chief Vintage

Front drivers are increasingly popular choices for SUV buyers, especially townies. Is the new Sportage better than the best seller in its competitive set?

That’s something the Chief said to Agent 86, and it’s something this Chief does when riding with its big quick-release screen in place. The Indian Chief Vintage is a tourer and cruiser double act.

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new zealand autocar | 3

EDITOR KYLE CASSIDY

CHANGING TIMES here has been a change of ownership at NZ Autocar magazine and once again we are an independent, New Zealand-owned publication. For the past nine years we’ve been under the corporate management of Fairfax Media as it reacts and evolves to an ever-changing media landscape. We’ve endured continued setbacks and cuts as we steered our way through tough times in the GFC that saw our competitors in the new car magazine market ‘crash and burn’. But with the help of our loyal subscribers and advertisers we survived, and we thank you for your continued support. Given the future outlook of a mega-merger between Fairfax Media and NZME (what could possibly go wrong?) I am glad we have been liberated. Former publisher and founder of NZ Autocar, Mark Petch, and our General Manager, Gavin Shaw, have joined forces to help the magazine along into the future with much the same team of writers, along with our talented art and photographic staff. Mark has only been back on board with the magazine since the beginning of May and already there’s been more investment in those three weeks than there has been in the past six years. Hopefully you will have noticed the much improved paper stock, and a cheeky extra section of editorial too. While our focus remains on the core business of the magazine – reviewing

new cars – we will expand the scope of our content to take in more aspects of motoring, including fast cars (like the 500kW Mustang tested this month and the Camaro GT3 racer), classic cars (check out the spread on a 1945 Willys MB starting on page 94), Kiwi motoring personalities (we’ve an interview with history-making rally maestro Hayden Paddon on page 98) and we’ll continue our tradition of testing motorbikes as well. We hope you enjoy the added variety. And we will at last be making a long overdue push into cyberspace with a new dedicated motoring website, www.autocar.co.nz, which launches June 1. Expect a focus on the New Zealand motoring scene with news from the industry and new model releases as they happen globally and locally. There will be the usual in-depth tests and video reviews too as we get into the swing of things, as well as our comprehensive price listings from the new car and bike markets which will make a handy online tool. We are furiously loading and testing the site to ensure a great experience for users when it goes live. So buckle up as we enter a new era at NZ Autocar. We hope you enjoy the ride.

4 | new zealand autocar

GENERAL MANAGER

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fyi BMW’s hybrid FOURSOME

225xe | 330e | X5 xDrive40e | 740e

6 | new zealand autocar

MW is adding four new plug-in hybrid vehicles to its i3 and i8 BMW iPerformance line-up. Moreover, its i3 has been updated with a higher density battery pack, increasing EV range from 170km to 300km. The smallest model will henceforth be available either as a pure EV or as a range-extender. The four plug-in hybrids comprise the 225xe Active Tourer, the 330e, the X5 xDrive40e and the 740e iPerformance luxury sedan. The 225xe AT is an “electriﬁed all wheeler”, according to BMW, the front wheels powered by the 100kW 1.5 threepot turbopetrol, while the rears are independently driven by a 65kW electric motor positioned under the load compartment ﬂoor. A lithiumion battery pack is stashed under the rear seat, so the load carrying capacity of the Active Tourer is largely preserved (down around 50l to 400L).

When the power units act in tandem, the system combines for total output of 165kW and 385Nm, offering a 0-100km/h performance of 6.7sec and combined fuel consumption ﬁgure of 2.1L/100km (CO2 of 49g/km). Standard kit includes LED headlights, 18-inch alloys, satellite navigation and BMW’s ConnectedDrive technology. The base AT 218i costs $50,800 while the 225xe goes for $68,500. Next up, the 3 Series hybrid dubbed 330e iPerformance. It’s a rear driver with a 2.0 135kW/290Nm turbopetrol mated to an eight-speed auto, and a 65kW/250Nm

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new zealand autocar | 7

fyi

left lane PORSCHE has developed a new 4.0 V8 biturbo engine for the nextgeneration Cayenne and Panamera, evidently based on the turbocharged V6 that powers the Audi S4. An output of 404kW and 770Nm is claimed. Along with idle stop it will have a cylinder deactivation system or “half-engine mode” that works at engine speeds between 950 and 3500rpm and is claimed to reduce fuel consumption by up to 30 percent. Evidently the engine is compatible with Audi's MLB platform and can mate to eightspeed auto or twin-clutch trannys. VOLKSWAGEN has produced a hot, lightened three-door Golf GTI Clubsport S which has broken the Civic Type R’s front-wheel-drive speed record at the Nürburgring. Setting a time of 7m 49s, the Clubsport S, which weighs just 1330kg (no rear seat!) has a few engine tweaks, raising output to 231kW and 380Nm. It supposedly clicks off 0-100 in 5.8sec. Offered as a strictly limited edition – only 300 will be available outside of Germany, likely all left hookers – the Clubsport S has a Green Hell dynamic setting to get the most out of its semislick Michelin Sport Cup 2 tyres.

8 | new zealand autocar

electric motor sandwiched in-between. With a lithium-ion battery sited beneath the boot, the 330e is capable of travelling 40km emissions free, and the battery pack can be recharged within two hours using a fast charger, and three hours using a home power socket. Boot capacity is scarcely impacted by the battery pack at 370L, while the 330e is said to retain its 50:50 weight balance, so BMW reckons the 3 Series dynamics are unaffected. Priced at $89,900, the 330e comes standard with LED headlights, self parking, 19-inch alloys, leather trim and nav professional. The SUVs don’t miss out on plug-in hybrid tech either, beginning with the X5 xDrive40e. This utilises a 180kW/350Nm 2.0 turbopetrol and an 83kW/250Nm electric motor, for a system total of 230kW and 450Nm. Claimed overall consumption is 3.4L/100km, while the CO2 ﬁgure is 78g/km. It streaks to 100 in 6.8sec, and will do 120km/h in EV mode. Its battery pack is housed beneath the luggage ﬂoor at the rear, leaving gear space of 500L, expanding to 1720L if required. Recharging the battery takes just under four hours at home, and less than three hours at public charging stations.

At just under $150k, pricing is similar to that of the xDrive40d. Finally, BMW also addresses eDrive technology at the top end of the luxury segment, offering its 740e at a price of $199,000 plus on-road costs. At its core is a 190kW/400Nm 2.0 turbopetrol and a liquid-cooled electric motor which is integrated into the vehicle’s eightspeed auto. Total system output is 240kW and 500Nm, enough for a sprint time of 5.6sec. An EV range of 40km helps with overall fuel economy which is rated at 2.1L/100km (CO2 of 49g/km). The 740e’s battery pack is located under the rear seat, but there’s still 420L of luggage space available. Home charging replenishes the battery in four hours, while public charging takes under three hours. Speciﬁcation mimics that of the 740d xDrive model, including a display key, gesture control, and contents of the Driving Assistance Package (cross traffic warning, active cruise, steering and lane control assistant, traffic jam assistant and head-up display, among others).

Power trip. 0-100km/H in 5.6 sec. 2.1l/100KM. The all-new Volvo XC90 T8 is pure, Swedish luxury. Weâ&#x20AC;&#x2122;ve combined exceptional craftsmanship and safety with a highly efficient T8 twin engine that delivers an incredible 300kW of power. Get behind the wheel and experience this remarkable 7 seater for yourself.

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fyi left lane THE Ford F-150 is only a couple of years new but is already getting a facelift for 2017. Or should that be a powerlift? Sporting the secondgeneration 3.5-litre EcoBoost V6 with new turbos and wastegates, and improved fuel injection, it adds 41Nm of twist, for a total of 450Nm. A lighter turbine wheel improves engine responsiveness. Arguably the most significant addition is not idle-stop but the adoption of a 10-speed automatic transmission, a first in the industry. It's said to be smart enough to ensure the right gear at the right time. BMW’S i8 is evidently being rejigged for 2017. The rumours suggest a combined output up from the current 266kW to around 313 kW. It gets added oomph from revisions to the 1.5-litre threepotter, along with electric motor upgrades. Moreover, its six-speed auto is fettled to shift more quickly. The facelifted i8 will run a higherdensity battery pack, extending EV range, and also total range beyond the existing 528km rating. Carbon fibre wheels will shed kg, add cost. And a roadster is coming. IN further BMW news, the company has unveiled its range-topping diesel engine, the inline six displacing 3.0 litres, packing four turbochargers and developing 294kW. Torque of 760Nm is available from 2000-3000rpm, and is governed so it doesn’t twist its eight-speed

10 | new zealand autocar

CAYMAN renamed, rewound or the fourth generation of its delectable mid-engined sports coupe, Porsche has added the 718 prefix, harking back to race winning sportsters of the 50s and 60s. Only the performance of the new Caymans is a far cry from that of the 718s of yore. Packing new flat-four turbo power, the Cayman S is rated to zip through the 100km/h marker in 4.2sec on the way to a top speed of 285km/h. The base 718 Cayman gets 221kW from its 2.0 turbo, accompanied by 380Nm on tap from 1950-4500rpm (up 90Nm). It too comfortably cracks the 5sec sprint barrier (0-100 in 4.7sec). The bigger 2.5 unit in the 718 Cayman S features variable turbine geometry, offering 257kW and 420Nm (+50Nm) from 1900-4500rpm. Respective combined fuel use figures for Caymans with PDK transmission are 6.9 and 7.3L/100km. Brakes have been uprated to match the improved performance, the Cayman now getting the package the previous Cayman S used to run. Cayman S sports 330mm brakes up front with thicker discs and four-piston calipers. There are 299mm items at the rear. Not only are the twins quicker and easier on fuel but the chassis has been

fettled for increased lateral g’s and better cornering stability. Springs and sway bars are ﬁrmer, shocks rejigged and lateral rigidity and wheel tracking improve. Slightly more direct steering should add to agility, and wider rear wheels to cornering forces. Further enhancing dynamics are the Sport Chrono package, now with four modes, Porsche Torque Vectoring, and Porsche Active Suspension Management, offering a ride height up to 20mm lower. A subtly different look emphasises width front and rear, air intakes are larger and new bixenon headlights incorporate LED daytime running lights. Taillights are different and the base and S models sport unique exhausts. In the cabin, it’s hard to miss the new 918-style sports steering wheel, while the upper dash is new, as is the Porsche Communication Management system. Incorporating nav and voice control, along with a 150wpc sound system, an optional module allows apps to be used via Apple CarPlay. The new Caymans arrive here before year end, with slightly increased prices ($123,900 for Cayman, $148,500 for 718 Cayman S), though for the ﬁrst time are less expensive than their Boxster sibs.

É§ É§

A @

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fyi left lane ZF auto into knots. It will debut in the 750d xDrive, running 0-100 in a quoted 4.5 seconds, and will also power the X5 M50d and X6 M60d. Evidently economy is 5 per cent down on the triple-turbo six it replaces. The latter’s large low-pressure turbo is replaced by two smaller units.

Bentayga

lands

AS part of its “Push to Pass” expansion plan, PSA’s forthcoming ute will use Hilux mechanicals, saving on development costs it might never have recouped. When it debuts and in which markets are not yet known. PSA plans to launch 26 new cars and eight light commercial vehicles in its ﬁve-year growth plan. The idea is to introduce one new vehicle per region, per brand (of the three) and per annum. Some will be alternatively-powered models, with seven plug-in hybrids and four EVs to launch by 2021. BMW is working on an X3 M model, spies having shot it on roads around Munich. Behind the camouﬂaged mask is a front bumper with enlarged air intakes, and sizeable alloys suggest a high-performance braking system. Other M cues include a four-tailpipe exhaust system, a rear spoiler, and beefy side skirts. While its engine is conjecture, likely as not it will get the X4 M40i’s 3.0-litre TwinPower Turbo six offering in excess of 265kW and 465Nm. Expect a sprint time of less than 4.7 seconds, to match or better those of Porsche Macan Turbo and Mercedes-AMG GLC 63.

t’s been a long time coming, but Bentley’s new super luxury SUV, the Bentayga has arrived in New Zealand. Bentley NZ took its ﬁrst deposits for the model two years ago, and the ﬁrst deliveries will take place midmonth. A show car has been on display in Auckland at New Zealand’s only Bentley dealership to lure more potential customers, as it’s a model that opens up new possibilities for the brand. The Bentayga starts at $398,000, and the model displayed was a special launch edition variant with a few more bits on board to take the price

I 12 | new zealand autocar

to $495,000. There’s an even pricier version at $540,000 too. So far 11 have been sold in New Zealand, and Bentley hopes to have sold 20 by year’s end. Along with the lofty price tag, the Bentayga comes with some substantial performance claims including a top speed of 301km/h and a 0-100km/h time of 4.1sec. It will have to go under its claimed time to unseat the quickest SUV we’ve yet tested, the Cayenne Turbo S, which clocked a 3.9sec pass. But the Bentley counters with its presence. While it’s not as big as you might expect, it’s clearly a Bentley with a familiar face up front and a big, bold hips which remind of the Conti GT. While 20-inch wheels are the standard, it’s hard to imagine anyone not ordering up on the 22s.

Inside there is acres of fine leather, the display model decked out with a ‘hunting jack’ design for the upholstery. A five seat layout is standard but it can be configured with four individual seats, while a further option is the ‘Event Seat’ a folding bench which extends from the boot, which might come in handy perhaps at the Polo? Bentley isn’t renowned for its driver assistance technology but the Bentayga will offer surround view cameras (including a ‘sump cam’ for off-roading), autonomous braking, active cruise and lane keeping, head-up display and night vision among others. The power comes from a re-developed twin-turbo W12 with 447kW and 900Nm of torque from 1350rpm. It has both port and direct injection to improve emissions,

displacement on demand, and stop/ start technology, though at 13.1L/100km, it’s hardly frugal. The engine design has been optimised for off-road use to ensure a constant oil supply. When optioned with the Off-Road pack, it adds various offroad drive modes, while all Bentaygas can be ﬁtted with a tow bar to haul up to 3500kg. It rides on air suspension offering variable ride height and roll control with four modes; Comfort, Sport, Individual and Bentley which is said to be a special setting with an optimal blend of comfort and sport, recommended by the Bentley engineers. The Bentayga debuts a new 48V system which allows for more precise control over active dynamic components including roll stabilisation. Expect a local road test in the coming months.

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new zealand autocar | 13

fyi left lane UNLIKE here, Germany is to offer incentives of up to €4000 for those purchasing a new electric vehicle. The German government and local car manufacturers are spending €1.2 billion to stimulate sales of clean cars. Those looking to a plug-in hybrid will also be recompensed to the tune of €3000. Some €300million of the total will be directed to the development of the charging infrastructure. Currently only about one per cent of car sales in Germany comprise EVs. Merkel wants one million zero polluters on the roads by 2020. MITSUBISHI has yet another scandal to deal with, this time falsifying fuel consumption ratings due to improper testing procedures. Over half a million vehicles are involved, most smaller cars supplied to Nissan since June 2013 and sold only in Japan. Nissan uncovered the issue and Mitsubishi later revealed internal falsiﬁcation of ﬁgures. Production and sales of the affected vehicles have been stopped and the companies are said to be considering compensation. Mitsubishi hinted that other models could be involved. It admitted using unorthodox fuel economy testing methods in Japan for the past 25 years. A committee of outsiders is investigating the issue. A German official has said that VW, Opel, Audi, Mercedes, and Porsche will have to recall 630,000 diesel-powered vehicles to rectify an emissions

14 | new zealand autocar

Kicks Starting issan, fast becoming the Japanese SUV and ute company, has just unveiled another, you guessed it, SUV, dubbed Kicks. It shares design cues with the Kicks Concept that debuted in 2014 at the Sao Paulo Motor Show, and will be built at two plants in Mexico and Rio, initially for a South American audience. Nissan reckons that the Kicks is a ‘global’ product, destined for 80 countries, but that also suggests it will not go into RHD production. To date, no conﬁrmation for UK, Australian or New Zealand markets has been forthcoming, though Nissan promises to update distributors before the end of the year on RHD (non)availability. It is a model that Nissan NZ reckons would be of interest to the local market. Kicks, with length of 4295mm and height of 1590mm, is essentially another of Nissan’s high-riding alternatives to a compact hatch. The city car features

Around View Monitor and Moving Object Detection, developed as part of Nissan’s autonomous car programme (Nissan Intelligent Mobility). Styling cues include Nissan’s V-motion grille, the boomerang-like headlamps and taillights, and a floating roof with a wrap-around style to the windscreen and side glass. Extensive aero testing is said to have enhanced both dynamic performance and cabin refinement. The interior promises not only best-in-class occupant and luggage space but also up-to-the-minute technology, including a centrally mounted seven-inch full colour display, the infotainment system offering smartphone connectivity. Four external cameras offer a 360-degree bird’s-eye view of the vehicle and can also warn the driver of any unseen hazards. Keno Kato, corporate vice president, Product Planning, reckons “Kicks will offer best-in-class design, convenience and technological innovation…and is a car to confidently take on the city.”

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fyi left lane management software glitch. When the VW emissions scandal broke last year, the government checked NOx emissions on a range of competitors. Only VAG cars were found to have software that manipulated emissions tests but trials showed other car manufacturers had used a legal loophole to reduce emissions under certain circumstances. The German government has decreed that management software will need to be modified “to ensure lower levels of pollution in future.” FUJI Heavy Industries Ltd has announced it will change its name to Subaru Corporation, effective after Q1, 2017, a century after it kicked things off making planes. Several different companies banded together in 1953 to form FHI, and the new enterprise soon diversified into car manufacture, launching with the Subaru 360 in 1958. A name change from FHI aims to strengthen the Subaru brand. The company expects to sell over one million vehicles for the first time this fiscal year ending March 2017. Subaru is Japanese for Pleiades (known here as Matariki), the star cluster represented on its badge. Z Energy is about to bring its $26m Wiri biodiesel manufacturing facility on line, the result being a lower carbon diesel. It will be available as a B5 blend from July for customers in Auckland, Waikato and the Bay of Plenty regions. Fuel burned by vehicles produces around 17 per cent of New Zealand’s greenhouse gases and

16 | new zealand autocar

Touareg teased, Amarok amped olkswagen’s T-Prime Concept GTE, displayed at the Beijing motor show, is said to hint at the company’s thirdgeneration Touareg. The production version of this concept will ride on Audi’s MLB platform, meaning it is likely to share bits with Audi’s Q7. Rather than its current rounded design the next Touareg will have an edgier appearance with taut surfaces. The concept is longer, wider and lower than the existing Touareg, and while it has seating for four the production vehicle will swallow up to seven occupants in three rows. Power is via a plug-in hybrid petrolelectric system utilising a longitudinally mounted 2.0-litre four-cylinder turbopetrol engine good for 185kW and 370Nm. That’s mated to a 100kW/350Nm electric motor mounted in front of its eight-

speed automatic gearbox. Total system power of 280kW and 700Nm exceeds that of the current Touareg hybrid, based on a supercharged V6. The concept supposedly scuttles to 100km/h in six seconds ﬂat, and delivers theoretical combined fuel efficiency of 2.7L/100km. The hybrid can run in 4WD EV mode for 50km, in Hybrid mode where both powerplants combine to optimise fuel use, or in GTE mode for optimum performance. A full recharge of its lithium-ion battery pack takes eight hours at home and around 2.5 hours using a fast charger. In other VW news, a new top-of-theline variant is being added to the Amarok range, dubbed Aventura. Under the hood is a 3.0 TDI V6, with maximum torque of 550Nm developed at 1500rpm. Peak power is 165kW and it uses the same eightspeed auto as the 2.0-litre model. Special

features include a sports bar, 20-inch alloys, bixenon headlamps and LED daytime running lights. Other features include the adoption of Servotronic steering and uprated brakes front and rear. The interior gets a new dashboard and uprated seats. Pricing will be released prior to the arrival of the range topper towards the end of the year, and evidently NZ gets a limited allocation so priority will go to existing Amarok customers. Finally, App Connect is now available in new 2016 variants of Polo, Golf, Tiguan and Passat. This integrates a smartphone to the infotainment system so apps can be managed either by touchscreen or hands-free via Siri and Google Voice. App Connect means drivers can access navigation or music using their smartphone, including access to Spotify and Pandora.

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left lane the B5 blend (five per cent biodiesel blended with ordinary diesel) is a step towards reducing NZ’s reliance on fossil fuels. Because the biodiesel meets the same specifications as ordinary pump diesel, it requires no vehicle modifications for use. BMW has updated its i3 range. A pure electric model is available for $74,300 (+ORCs) while the Range Extender goes for $85,300. Both new models feature a 33kWh lithium-ion battery pack (up from 22kWh), increasing range from 190km to 300km. Expect a ‘real world’ range of around 200km, and 450km on a single charge/tank with the RE model. The 125kW/250Nm electric motor hustles the i3 to open road speeds in 7.3sec (8.1 for the RE). DC charging capability is included as standard equipment on the new BMW i3, an 80 per cent recharge possible in around 40 minutes. NISSAN has acquired a controlling 34 per cent stake in Mitsubishi Motors. It paid ¥237 billion ($NZ3.2billion), Nissan pouncing on the stock while it was low in the wake of the Mitsubishi fuel economy scandal. It’s estimated the move could save up to $US4.5 billion on platform development over the coming years and bring increased economies of scale thanks to combined production and parts commonality. The two will work on joint projects, like the next Triton/Navara and will continue MMC’s work on hybrids and electrification.

18 | new zealand autocar

Audi Sport’s TTs

udi has released details of their headlining TT, the RS which is available both in roadster and coupe guises. As is the trend amongst fast cars nowadays, lots of functions migrate to the RS sport steering wheel, including stop/start and the Audi Drive Select programme buttons. But it’s the ﬁve-pot engine that has traditionally made the TT RS something special, the 2.5 mill now generating an extra 44kW for 294kW in total. Using lightweight construction techniques and reducing internal friction, the turbo engine offers peak torque of 480Nm on tap between 1700 and 5850rpm. It can hike too, the Coupe having a claimed zero to 100 time of 3.7sec (roadster, 3.9 seconds). Top speed is governed to 250 or 280km/h. Keeping the show tyre-side down is quattro drive, the power ﬂowing to all four wheels via a seven-speed twin-clutch gearbox. A multiplate clutch system on the rear moves the power north or south

as needed, while torque vectoring ensures added agility and safety. The driver can alter settings for the quattro drive, steering, S tronic transmission, engine characteristics and exhaust flaps, all on the steering wheel. Vented and perforated steel discs handle stopping duties up front and carbon ceramic discs are optional. RS sports suspension and adaptive dampers using magnetic ride technology will be available. Physically, there’s a new single-frame grille and enlarged air intakes, while down back a fixed rear wing and two large oval exhaust pipes mark out the top TTs. Matrix OLED technology is used in the rear lights. These emit a homogeneous, high-contrast light. LED headlights are standard while Matrix LED units are a cost option. Inside a large Audi virtual cockpit offers three different views. A highend infotainment system by Bang & Olufsen is fitted, along with inductive phone charging and smartphone apps displayed in the virtual cockpit. The TT RS goes on sale later this year.

fyi

ADDS A

BOOT

left lane IN other Nissan related news, the Mercedes-Benz ute, based on the Navara, has been seen testing again. It’s thought the truck will adopt the GLT nameplate. It’s expected to look similar in proﬁle to Navara but will have its own Mercedes-centric frontal styling, and be wider too. No word on powertrains yet, or whether Merc will offer a V6 TDI option to rival the new Amarok. TOYOTA has announced it will axe its FJ Cruiser. It was introduced in 2006 with the American market in mind, with RHD production beginning in 2010. It was introduced to New Zealand in 2011 where it’s been a niche seller with just 299 sold to date. If you want to get one of the last ones, Toyota is excepting ﬁrm dealer orders until production ceases in August. AUDI has mapped out its product future at its annual general meeting. Along with the new Q2, S4 and SQ7 due soon and later the Q7 e-tron , there will be a new A8 and A6 in 2017 with more auto drive features, though full autonomous drive is not expected until 2025. A full EV is due in 2018, with both sedan and SUV models touted and a range of 500km. A new plant in Mexico will add SUV production to meet global demand.

20 | new zealand autocar

ast month Mazda revealed the MX-5 RF with its folding hard top, and now Toyota has revealed this interesting looking concept which it calls the Shooting Brake. Styled by Toyota's Australian design house, it’s an 86 that’s grown a boot. A modern interpretation of the bread van, there’s a look of the Honda CR-Z in that rear C-pillar treatment while the boot is accessible via a conventional lift back. The drivable concept vehicle was built in Japan and is said to have undergone track testing to validate the model, though at this stage there are no plans for a production version. The extended rooﬂine gives the 86 more headroom for those in the rear, and

more boot space too, though no speciﬁcs on these dimensions have been given. In full sales mode, Toyota Australia marketing manager Brad Cramb was reported as saying; “The Toyota 86 lends itself perfectly to a concept that expands its appeal with added versatility. The Shooting Brake concept is a classy option for active couples or a second car for families who want something different. Equally suited to weekends away as well as the track, it's a car you could buy with your head and your heart.” This is the second 86-based concept to have surfaced since the coupe debuted. Toyota showed a convertible concept in 2013 which never went any further either.

fyi

AMG’s GT3 RACER f you think the AMG GT is pretty out there, then the new GT3 race version is like the GT on acid, and it’s one of the wildest passenger rides I’ve ever experienced, a treat after the launch of the C 63 S Coupe (page 30). Based on the AMG GT S, it’s wider, and has obvious functional body changes for enhanced cooling and aeros. A front splitter, ﬁxed rear wing and enormous diffuser all play their part in keeping the GT3 earthbound. Brakes are enormous carbon jobbies while suspension is by double wishbones, and there’s not a whole lot in the way of ground clearance. With two onboard, you could hear bits touching down on right handers. Carbon ﬁbre replaces just about everything you can think of, apart from the aluminium spaceframe, and there’s an integral steel roll cage. All up it weighs in around 1300kg and

22 | new zealand autocar

is powered by a 6.2-litre atmo V8 from its predecessor, the SLS GT3. That used to make around 375kW and 600Nm but this evidently is good for over 410kW. Its engine is a front-amidships layout, with a rear transaxle incorporating a sequential six-speed gearbox, shifts made by paddles. You really do appreciate what a cosy place even a sports-oriented offering like the C 63 S Coupé is after a ride in the AMG GT3; it sure is a violent office. How the drivers deal with twelve hours of this is beyond me. The noise is intense, with a mix of whistling from the aeros, whirring from mechanicals and the bellow of that high-revving V8. It makes the C 63 S seem a bit pedestrian, though on speed down the main straight there’s only about a 50km/h difference. Perhaps that’s expected as aero forces really start to kick in above 200km/h. Through the corners this hunkered down broadsword

is stunningly quick. It doesn’t seem to turn so much as pivot about us, and there’s not much roll or dive through turns or under braking, just a big sense of being locked to terra ﬁrma. In short straights where you might merely dab the brakes before the next corner in the C 63, this can accelerate hard and brake heavily and late before turn in. Real late; the stoppers are so strong that the GT3 runs right on past the C 63 braking markers, despite carrying plenty of extra speed. One of the points of this exercise is that a road-going version of the GT3 is coming later in the year. It’s not as if the AMG GT S falls short in too many ways but if the GT3 is anything like the track version, it will be monumental. Meantime, the track-only GT3 is now available to race teams for approximately $750k. For video of the GT3 in action, visit the Autocar Facebook page.

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LOOSE PETER LOUISSON

EVS the BEE’S KNEES? he new car market continues its hot streak, with some recent months registering the most sales since records began, but we’ve also had a run of hottest months on record. Are the two are related? We should not blame global warming entirely on the automobile but the transport sector is certainly responsible in part for rising CO2 levels and global temperatures, and interventions to reduce vehicle emissions should be encouraged. Is the government’s recent push to promote the uptake of electric cars a step in the right direction or a toothless green initiative? Exempting EVs from RUCs for a few years (an estimated saving of $600 per vehicle per annum) will hardly stoke EV sales, given the least expensive new EV costs in excess of $70k (ironically, it’s a BMW). Making them exempt from fringe beneﬁt tax would be much more helpful; overseas, many governments offer signiﬁcant tax incentives to increase uptake. Even so, sales of EVs thus far have been disappointing; the most cost-effective EV, the Leaf, has sold just 200,000 units globally since 2010. Even when Nissan reduced the price of the Leaf to $40k in New Zealand, people still weren’t buying them in big numbers. Not when they could get a relatively fresh Japanese import

Leaf for half that price. However, ﬂeets aren’t interested in second-hand vehicles. Moreover, with a used import Leaf you might well have to pony up for a new battery pack at some point in the future. Replacements are expensive though will fall eventually. Meantime, the Leaf has been withdrawn from the new car market locally because Nissan could no longer source it and sell it at the $40k price point. Even with bulk buying of electric vehicles, it’s unlikely that the price of any on the market can be lowered to the level that ﬂeet or private buyers will show much interest. Price aside, range anxiety remains the other EV sticking point, not so much for city dwellers but for those wanting a vehicle that can also handle rural jaunts. Battery technology is still in its infancy, and range for most EVs is limited typically to around 150km. Moreover, there’s little in the way of recharge infrastructure outside of the metro areas and our experience with a fast charge system showed that it takes more time than you might spend over a leisurely cup of coffee to achieve even a part recharge. Because of these issues, it’s unlikely EVs will become a disruptive force in the new car market any time soon. So the government’s target of doubling EV numbers every year until 2021 looks optimistic, at best. It intends spending

$5million promoting sales of EVs and related infrastructure over the next five years. Perhaps the nuttiest of the government’s initiatives is that EVs should be permitted to use bus lanes. The concept of these is to move masses of people efficiently and keep cars out of the central city. By allowing EVs into bus lanes, most likely carrying one person, they’ve immediately done the exact opposite. The primary advantage of EVs is zero tailpipe emissions; aside from their means of propulsion they’re essentially no different from regular cars. The government is therefore confusing an emissions issue with one of efficient mass transit. The fact bicycles are permitted in bus lanes does make sense; one bike, one person, no congestion, one less car on the road. The fact they’re also zero emissions is beside the point. Adding EVs also means an extra hazard for cyclists; EVs are stealthy quiet and may not be heard by cyclists. However, they are just as damaging to the rider (if hit) as any other vehicle. Perhaps the Government might like to have a crack at the emissions issue from another perspective, one that has a better chance of succeeding. Consider emissions testing as part of the warrant of fitness process. That way it would get the worst polluters off our roads and the oldest and least safe vehicles in one fell swoop. It might also help with congestion problems because building new roads doesn’t seem to be working. And if the government really wants to encourage EVs and get better use of bus lanes, why not promote the sale of electric bikes instead? They’re way more affordable, help to reduce congestion and have health benefits as well.

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new zealand autocar | 25

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WATCH PAUL OWEN

INNOVATION CAN GIVE CAR COMPANY BEAN COUNTERS NIGHTMARES ecently, I caught up with Denver Lawson, the Auckland-based engineer who has found a better way to clean up the emissions of two-stroke combustion engines than even Evinrude – maker of the world’s cleanest-burning ring-ding outboards – has achieved. We chatted for an hour or more in a noisy Auckland café about all the advantages of dual-strokers – their denser power production, lighter mass, and lower manufacturing costs, etc., but it was as we were parting that Denver made his most revealing comment. “Not all Kiwi engineers understand the motor industry as well as I do,” he said. Intrigued, I pressed him a little a further. “By that, do you mean that few know that the industry is resistant to innovation?” “Yes, motor companies are quite content to just keep on pumping out the same products with just a few detail changes to bring them up to date. They’re deﬁnitely not seeking any major breakthroughs.” My own take on this latter comment is that most auto companies would rather simply market their cars than radically improve them. It’s taken serious measures by politicians in Europe, Japan, and the US to get us the more rigid, crash-worthy automotive body structures of today’s cars. Meanwhile, a legislative gun had to be held against the collective head of the motor

industry to encourage the development of more fuel-efficient powertrains, lowered emissions, and lighter, more aerodynamic designs. If the captains of the global auto industry had been allowed to conduct their business free from political pressure, we’d still be driving vehicles that spew out toxins, fold like paper in crashes, and drink fuel with same enthusiasm that a Welsh poet has for whiskey after receiving a fat royalty cheque. So why are car companies resistant to innovation? It all has to do with the effects that spending on research and development has on the bottom line. Publicly-listed companies like carmakers work more in the interests of their shareholders than the general public. Take just one of the more innovative, BMW, which recently made an almost apologetic statement about its increased spending on research and development while reporting its ﬁnancial results for the ﬁrst quarter of 2016. BMW’s three car divisions managed collectively to achieve sales increases of 5.9 per cent during Q1 of 2016, yet earnings fell by 2.5 per cent, possibly an alarming level for some investors. The culprit? The investment of 974 million Euro in ‘future technologies’ during the quarter, a 5.2 per cent increase upon R&D spending compared with the same period last year. As a man whose journey to solve the abominable fuel use and emissions of two-

stroke engines began in 1999, Lawson knows that selling the innovation can be harder than achieving the engineering breakthrough that underpins it. During that 17-year journey, he has developed and patented the self-sealing piston ring, formed a long association with the JiaLing motor company in Chongqing, China, and made an almost-successful attempt at kickstarting his own motorcycle company, Mira. His latest company, Iffitech, is focused on patenting the new technologies that his team has developed. They effectively make two-stroke engines produce header pipe emissions that are as low as any four-stroke’s, yet still enable a normallyaspirated two-stroke to produce 19 per cent more power than a supercharged four-stroke of equivalent capacity. Those new technologies include toroidal combustion chambers shaped to reduce unburnt hydrocarbons which, when combined with his more precise direct fuel injection system and separate oil injection, produce the desired results in reduced fuel use. Lawson’s latest engine is a wide-angle 2.2-litre V6 two-stroke shaped to fit beneath the floor of a boat. It weighs just 87kg with all the ancillary systems included and can develop 220-250bhp (164-186kW). Whether we’ll ever see this inboard marine engine in production depends upon how a grant application to an overseas government fares. If successful, the grant will enable the engine to be built by JaiLing on a new TS16949-standard production line that enables full traceability throughout the supply line. Although Lawson declines to name the government he has applied to for the grant, there’s no prize for guessing that the nation has a red flag. And who can blame him given our own government’s removal of tax deductions to offset the research and development costs of companies located here. Seems the big motor companies aren’t the only ones who are resistant to innovation.

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new zealand autocar | 27

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FIELD SHAUN SUMMERFIELD

HAS AUDI BUILT A

NEW NSX?

ooking at the fun-free Honda line-up currently on sale in New Zealand, I found myself becoming a touch sentimental for the old, slightly strange Honda; the company that built engines which spun in the opposite direction to pretty much everything else on the planet. I miss the passion that created the delightful madness of high-revving VTEC fours. Some eclipsed the magic 100bhp/ litre mark without forced induction. Mostly, I miss the cars which managed to make both a little and a lot of sense. Take the City Turbo, with too much power and too little of anything else. The Turbo II was even more ridiculous. The left-ﬁeld ideas could also be prescient, like in 1998, when the H-RV seemed an answer to a question nobody had asked. And by the time they had, Honda had given up. It was so far ahead of the trend that the company ended up being years late to the mini-SUV party with its second-generation model. There was one car which, despite being the most out-of-character product to ever emerge from the company, earned near instant respect: the NSX. Not only was it Japan’s ﬁrst supercar, it was the supercar that changed the meaning of the word. The NSX was fast, but it was also easy. Before the NSX, supercars were allowed to behave like boofheads. Poor behaviour wasn’t just accepted... it was expected. Heavy steering, limited visibility, overheating in traffic, belligerent

shifting and general unreliability were badges of honour for owners. If you didn’t suffer, it wasn’t a thoroughbred. By the time the NSX faded away, supercars were also super cars; capable of handling traffic jams and also a right foot jammed to the ﬂoor. Honda took its time to produce a follow-up, but the American-designed and -built hybridpowered machine is a different prospect. The V6 is now pitched as sounding like a muscle car engine - with twinturbos - perfect for combining power and efficiency but nothing like the original’s screaming 8000rpm VTEC unit. It is also a markedly more aggressive looking car than the original rather than the more mundane looking Japanese car fettled by Ayrton Senna. I recall driving an NSX over a deserted ‘Three-Mile Hill’ near Dunedin 15 years ago. While it was quick and incredibly precise, the overwhelming memory is of just how much of a non-event it was to drive at regular speeds. The new car appears to be the antithesis of this. It is also still without a launch date or price for New Zealand. Until then however there is another option. Like the NSX, it is a second–gen car, but one which has stayed true to the original; the Audi R8. It’s all too easy to dismiss the R8 as a Lamborghini Huracan in more sensible clothes but that would be like describing the original NSX as a Civic in sports attire. For

starters the ‘plus’ model features a V10 producing all of the Lambo’s 449kW (the new NSX was initially planned with a V10 engine). This is no toned down version from a performance standpoint; 0-100km/h in 3.2 seconds qualiﬁes this R8 as a legitimate supercar. If the criteria for judging a supercar’s worthiness were based on visual impact, and on-the-limit performance, then the R8 can never be a match for its $60,000 more expensive Italian cousin, nor the McLaren 570S or Ferrari 488. Even with the sharpened design, it’s still more subtle than sexy. For me though, that is its strength; part of a package which works on an everyday level, no unnecessary drama, unless you want it. For all the clever electronic and carbon/ aluminium chassis, there is something marvellously old-school about the lack of turbos. Like a throwback to the NSX, revolutions create the magic; in this case you can spin it to 8250rpm. Ignore the way it sounds and moves and, from behind its wheel, the R8 can also be no more dramatic to pilot around city streets than a TT (it also shares that car’s market-leading Virtual Cockpit). This ability to be both ordinary and extraordinary is one heck of a party trick. Some may deem the R8 as lacking that supercar X-factor, but for me that is what makes it special. It’s what made the NSX a legend.

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new zealand autocar | 29

new arrival

WORDS PETER LOUISSON | PHOTOS MERCEDES-AMG

AMGs THREE WAYS

30 | new zealand autocar

e were at Sydney Motorsport Park recently for the launch of the penultimate C 63 model, the Mercedes-AMG C 63 S Coupé. The ﬁnal body style coming is the Cabriolet, the C 63 S arriving in time for the next Antipodean summer. Mechanically the C 63 Coupé is similar to the sedan, as the platform is much the same – wheelbases are identical at 2840mm – but tracks are wider by roughly 60mm, and slotted beneath the enlarged rear wheel arches are 20-inch 285 tyres for better traction. Like the C 63 sedan it gets dynamic AMG engine mounts (stiffer at higher revs, offering more stability into turns), a performance exhaust, and an electronic locking differential but it has asymmetric wheel sizes, with 19s up front. Being a Coupe, it does have seating for two in the rear, and there’s more room back there than its predecessor had but bigger adults still won’t be impressed. Head- and legroom are

THE STATS MODEL Mercedes-AMG C 63 S Coupe PRICE $172,900 ENGINE 3982cc V8, DI/T, 375kW@5500-6250rpm, 700Nm@1750-4500rpm TRANSMISSION 7-speed auto, rear-wheel drive VITALS 3.9sec 0-100km/h, 8.7L/100km, 202g/km, 1710kg

somewhat compromised, and entry and exit can be tricky, despite the front seats moving electrically. Further back there’s a powered boot lid that opens to reveal a hold somewhat smaller than the sedan’s (and the previous Coupé’s) but certainly usable enough for a weekend away (355L). Up front inside and everything is familiar with no dramatic differences from the C 63 S sedan. Spec is similar too with digital TV, head-up display, heated AMG performance seats and a powered sunroof. Push the start button and there’s the familiar rumble from the 4.0L biturbo engine that creates 375kW and 700Nm, nothing to be sniffed at, and more than slightly less expensive competitors like M4, RS 5 and RC F can muster. Despite being slightly heavier than the sedan, it’s a bit quicker accelerating thanks to a shorter diff ratio; the claimed 0-100 time is a tenth faster (3.9sec). Two versions were available for us to sample on a perfect Sydney

morning, a standard model ($172,900) and an Edition 1 variant costing $10,900 more. We kick off in the former, the only mechanical difference of note being the addition of carbon ceramic front stoppers in the Edition 1. Normally they’re a $9900 option but you get rather more besides in the grey and yellow car, which makes it quite appealing. Included are AMG alloys, an aerodynamics package, a matte grey paint scheme, AMG Performance steering wheel, yellow decals and yellow diamond stitching for the black nappa leather upholstery. Off on a sighting lap of the full circuit and with racer copilot Nathan alongside quietly slotting the Drive menu to Sport+ for us, we’re immediately into the awkward turn two that curls in on itself and is hard to get right. You seem to be in a turn-left holding pattern for an eternity before diving at the apex and stomping on the gas. Get it right and it sets you up for turn three nicely, heading off almost immediately in the

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opposite direction. The instructors are fairly keen to keep things seemly – we’re equally happy to avoid paying the $10k insurance excess too – so we’re patiently staying off the gas through the corners, ensuring we’re past the apex of each turn before rolling it back in. Get it wrong and the ESP, which is dialled back in Sport+ mode, will restrain you so it’s a matter of keeping just below that trigger point. The brakes in the standard C 63 S Coupe are strong, and at no time was fade an issue, even towards the end of three relatively vigorous laps. The Coupe, hunkered down and with extra rubber supposedly holds on a little better than the C 63 sedan, but the difference amounts to mere seconds for a lap of the Nürburgring. Still, the Coupe carved up Eastern Creek with ease, being simple to place and nicely balanced so keen to change direction, rounding up the hairpins tidily. It’s more than a little quick on the straight bits too. We were asked not to exceed 150km/h on the main straight but saw almost 210km/h at one point without even trying too hard. The second session, in the Edition 1 car, felt better and quicker, not because of the added stopping power but just because of track familiarity. On a ﬁne still day in a car like this the full GP circuit is a blast, its mix of elevation and minimally cambered turns making it a technical delight. Despite the C 63 S Coupé being a road car its myriad set-up options makes it relatively at ease in this environment, especially in its Sport+ setting. We left the slick-shifting sevenspeed auto to do its own thing, which it did better than me shifting manually earlier, with well judged autoblip downshifts under heavy braking into corners. The C 63 S Coupé is another class act in the growing family of C 63s, and for those needing rear seats on only rare occasions is a stylish alternative to the C 63 S sedan and estate.

new zealand autocar | 31

new arrival

WORDS KYLE CASSIDY | PHOTOS MERCEDES-BENZ

THE NOT-SO-MAD

C COUPES f you’re a sucker for elegant coupe styling, Mercedes-Benz has the model for you in its new C-Class two-door range. While the C 63 S majors on muscle (p28), the cooking models have a more graceful presence and are likely to appeal to brand loyalists both young and young at heart. There are three models available here, starting at $77,400 for the C 200. Its 2.0-litre turbopetrol outputs 135kW and 300Nm and comes with a seven-speed auto. It’s good for 0-100 in 7.3sec and is said to return 6.0L/100km. Next up is the $93,900 250d with a 150kW/500Nm 2.1-litre twin-turbodiesel. It’s more efficient at a claimed 4.1L/100km, and a step quicker to 100 at 6.7sec. Plus it gets the new nine-speed auto, along with larger 19-inch wheels. The $97,900 C 300 uses a more powerful version of the 200’s four cylinder (and is also coupled to the sevenspeeder). It’s rated at 180kW and 370Nm with vitals of 0-100 in six seconds and 6.6L/100km. A sports exhaust is standard, adding a slight rasp to the note but it’s not overdone either. An intermediate AMG model, the 43, will be introduced at some point. The models all carry a decent

32 | new zealand autocar

premium over their sedan equivalents - that’s the price of style - but they also have a higher level of specification. We drove the petrol models during a rainy outing in Melbourne recently. While the 200 gets along nicely on its torque, the 300 keeps the surge going, its extra power telling as speeds rise above 70km/h. So if you’re an about-town type, the 200 will likely suffice with maybe the wheels upgraded to the 19s. If you range further afield, the 300’s extra pace is welcome, and is well commanded by the chassis of the coupe. It gets a sportier set-up than the sedan with firmer damping and spring rates, and a more direct steering ratio too. There’s the option of air springs, but after driving the 300 on both air and standard springs, there wasn’t much of an advantage to be felt in either ride or handling to justify this $3k option. While the coupe indeed feels sportier in its dynamic character than the sedan, it’s not a serious threat to the 4 Series in a handling sense. It’s more competitive on the specification front, however, with a solid list of standard features such as LED headlights, nine air bags and many other safety features

THE STATS MODEL Mercedes-Benz C 300 Coupe PRICE $97,900 ENGINE 1991cc, IL4, DI/T, 180kW@5500rpm, 370Nm@1300-4000rpm TRANSMISSION 7-speed auto, rear-wheel drive VITALS 6.0 sec 0-100km/h, 6.6L/100km, 154g/km, 1565kg

along with AMG appearance kits and active parking. The dash is covered with Merc’s synthetic leather and the console features high-class ash wood trim. There are memory seats, a 360 degree surround view camera and a belt presenter for ease of buckling up. The 250d gains full (genuine) leather trim, the complete driver assistance package with active cruise and lane keeping, and a smart key while the 300 gets Burmester sound and an upgraded infotainment system. The new Coupe is larger in most dimensions than the car it replaces and compared with the current C-Class sedan, it has the same overall length, width and wheelbase, but is almost 40mm lower. This makes it look wider, as do those exaggerated rear hips. The seats are sited lower to improve headroom and give a sportier impression to the driving position. With the sloping rooﬂine, the headroom is somewhat limited in the rear, and there are only perches for two but the access is quite good, and the seats comfy. In the boot there’s a handy 400L capacity which can be extended via split folding the 40/20/40 rear seat. Expect a review of the C 300 Coupe next month.

new arrival

WORDS KYLE CASSIDY | PHOTOS LDV

LDV MOVING UP Y

ou’ll have seen them around, those LDV vans, and probably wondered what they are and where they’re from. Some might remember the Leylands, even travelled in the back of one for they were used as ambulances and paddy wagons back in the day... The new ones are related to those but now produced by Chinese mega-manufacturer, Shanghai Automotive Industrial Corporation (SAIC). It was the company that bought up the remnants of MG Rover, dismantling the old factory in Birmingham and reassembling it, brick-by-brick, in Shanghai. With it came to the rights to Leyland vans, and those V80 models that you’ve seen around, they were designed in Blighty before everything went bust and SAIC took over. SAIC is state owned and is the largest manufacturer in China, employing some 94,000 people. It’s the ninth largest carmaker in the world with its various joint ventures producing cars for its domestic market. In NZ, LDV (Leyland DAF Vehicles) is handled by Great Lake Motor Distributors, also the local importer for SsangYong. There are currently 17 LDV dealers throughout the country, the brand in its third year here, and there’s a further ﬁve service centres, including an outﬁt in Auckland that offers overnight and weekend servicing for those reliant on their vans. LDV also has a dedicated centre in Taupo where most

THE STATS MODEL LDV G10 people mover PRICE $39,990 ENGINE 1995cc, IL4, DI/T, 165kW, 330Nm TRANSMISSION 6-speed auto, rear-wheel drive VITALS 11.5L/100km, 2057kg

of its accessories can be fitted in a onestop shop arrangement, to save time and ensure quality. And ensuring a market competitive after-sales service, LDV NZ has over $7million in spare parts as well. Building on the success of the V80, a new G10 model has been launched recently. This was first presented as a people mover, though being such a small segment here in NZ, GLMD went back to SAIC saying ‘It’s great, but could you turn it into a van as well?’. And SAIC obliged. LDV NZ says the G10 cargo van is filling the void left by the old L300 Mitsi van. With a 5.2m cubed cargo area, it has a hardwood floor, 10 tiedown points, dual sliders, a 1093kg payload and it tows braked trailers weighing up to 1500kg. There’s a five-speed manual transmission mated to a 2.4 litre petrol making 200Nm and 105kW, sent to the rear wheels. It’s not the smoothest engine and gearbox combination ever but it does the job, as they say and, considering the price at just under $30k, you can’t complain. The 11.5L/100km consumption claim means it’s not the most frugal vehicle on the block but with its low initial price point cost of ownership should be favourable. A diesel is coming (and so too an LDV ute and seven-seat SUV, in 2017). The auto version ($34,480) gets a smooth shifting ZF six-speed ’box and works with a 2.0-litre DI turbopetrol making 165kW and 330Nm. It’s got a heap more go, and

while the four is a little coarse, it’s solid midrange makes up for it. That the van is based on a people mover makes for an easy ride, despite it being ﬁtted with a leaf sprung solid rear axle. The steering, with good old hydraulic assistance, has reasonable feel and accuracy too. Safety extends to the essentials with ESC, front air bags, and a reversing camera and sensors. There is no ANCAP crash rating as yet. And so to the G10 people mover. This is great value for money considering its start price of $39,990. The build is solid and while there’s a fair amount of hard plastic about the cabin, it is spacious. The seven-seater has a large cargo area behind the rear three-seater bench, with two comfy captains chairs in the middle row, and twin sliding doors making access easy. The nine-seater ($41,975) adds leather trim and a secondrow of captains chairs, while the bench is situated further back, meaning less load space, but it can be folded up and moved out of the way when not in use. The G10 uses the 2.0 litre turbo and so has plenty of motivation for the school run, and a good turning circle too. And with coil springs in the rear, the ride is more settled and the dynamics feel better sorted. There’s no untoward roll or wayward rear end to contend with. At the price it’s hard to fault, save for a lack of curtain air bags. ESC, a reversing camera and parking sensors are all present.

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new zealand autocar | 33

WORDS PETER LOUISSON | PHOTOS TOM GASNIER

feature

The Odd Couple 34 | new zealand autocar

HERETO WE COMPARE A COUPLE OF V8 LUXO OFFERINGS WITH EIGHT-SPEED AUTOS AND SPORTS PRETENSIONS. BUT THEY OTHERWISE COULDN’T BE MORE DIFFERENT

RS 7versus GS F visit autocar.co.nz to subscribe

new zealand autocar | 35

ccasionally we pick up a pair of cars on the same day that you think will make for a good comparison. The two vehicles set out before you are about the same size, and being both from the luxury sport segment would seem worthy of a face-off. And yet, they’re poles apart, aside from sharing V8 status, eight-speed autos, and bach-like sticker prices. For one has two turbos, one none. Where one is a four-door five-seater, the other is a five-door four-seater. One is rear drive and quite sporty, the other four-wheel drive and, despite the Performance tag, decidedly comfortable on the go. The bigger car is European and costs nearly $230k, the other Japanese and $175k. Finally, one is rapid, while ABOVE: Lexus on the the other is nearly supercar quick. level through the twisty Therefore, from the outset know that stuff whereas the softer we can’t really recommend one over riding Audi can get a bit the other as they will surely appeal more of a lean on (below). to different buyer types. Both have their moments, big time. By paying more you very definitely get more, which is not unexpected, and by paying less you get a compromise. The two vehicles we’re referring to are both new in one sense, not in another. They’re both an addition to a line-up that’s been around for some time. In the case of the Lexus GS F, take the 5.0L naturally aspirated engine and eight-speed auto from the RC F and insert it into a stiffened GS chassis, with the usual L-finesse styling cues and you essentially have a new F model. From Europe, Audi presents a titivated version of its RS 7 dubbed RS 7 Performance. Sporting a biturbo 4.0L V8 with fettling to the exhaust and other tweaks, it manages much the same power output as the R8, just under 450kW, and an overboosted 750Nm from 2500rpm. By contrast, the output of the atmo GS F is a mere 530Nm and that’s not to hand until 4800rpm.

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ABOVE: Both with four doors but the Audi offers the convenience of liftback entrance to the luggage bay

RS 7versus GS F

IT’S ARE-YOUKIDDINGME QUICK, AND IS RIGHT UP THERE WITH RACY THINGS LIKE THE M6

Power output of 351kW arrives at a high 7100rpm while the Audi’s chimes in 1000rpm earlier. However, the GS F looks slightly smaller physically and is indeed more compact. The Audi is larger, but lower riding with its coupestyle rooﬂine, despite sporting much larger 21-inch alloys to the GS F’s weedy-looking 19s. On appearances, the GS F looks rather like a GS with radical new front and rear ends grafted on. The air intakes are racy, as is the diffuser but basically this is an enhanced luxo sedan, with its attendant drawback, viz, a mean entrance to the 520L luggage space whereas the Audi with its liftback format and full split folding makes a more versatile high performance machine. On that, there is a vast gulf separating these two for straight line speed. You don’t append a “Performance” tag to something for no reason, and the hottest RS 7 is surprisingly rapid transit. The like-powered RS 6 posted a best 0-100 time of 3.65sec and that’s essentially what Audi claims for the RS 7 Performance (down from 3.9 for the base RS 7 to 3.7sec). It’s what you’d call

a particularly easy car to performance test. Push the Dynamic setting, set ESP to intermediate, load ‘er up on the brake with the engine at 4500rpm and let rip. With the turbos already spooled this explodes away from the start line, the very ﬁrst run posting a 3.73sec time. The next run produced an even better launch, stopping the clocks at 3.41sec, and ﬁnally it logged best of 3.3sec. Not bad for a 4.0L V8 pushing a vehicle weighing 2030kg, especially when you consider the 400kg lighter R8 managed a time just 0.2sec quicker. We cannot think of anything based on a luxury car that even runs this close in a straight line, except for the S8. The RS 7 P also came itchingly close to supercar territory for its overtaking time, a scant 2.08sec. It’s are-you-kidding-me quick, and is right up there with racy things like the M6, only it can tote four people in comfort. So was the Lexus a disappointment by comparison? To a degree, because it overshot its claim by as much as the Audi slayed it. Quoted to run 4.6sec, we only recorded one run under 5.0sec (4.95sec), and we tried all

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new zealand autocar | 37

ABOVE: If you’re a fan of sleek but muscular styling the RS 7 performance should be right up your alley

the known tricks. The Lexus lacks a launch control function so on the brake the engine is turning only 2500rpm when stopped. Given peak output is thousands of revs higher, the GS F launch is way too lazy, and a half second is wasted getting into some kind of zone where the V8 feels happy. However, it’s less than a second slower than the Audi on the overtake, and on road in the zone it feels the opposite of slovenly. There is an enormous difference driving this pair, in a motive sense. Out of the graunch and grind of city traffic, if the rev counter isn’t showing at least 3500rpm, there’s nothing much happening on either the speed or sonics front but the Lexus really does seem to come alive from there on, and it makes rather an appealing V8 bark doing so. Even more would be even better, but a whole lot more from the Audi exhaust would be a whole lot better as well. At least the RS 7 makes a bit of a sonic splash at start up, and some exciting exhaust explosions on the overrun, whereas the GS F sounds better accelerating. That said, the autoblips on the downchange in its Sports modes are pretty cool. Driven on its own, you’d rate the Lexus as rather quick when in its correct operating area, and the more revs the faster the thing hikes. Up against the RS 7, however, and pretty much everything seems sluggish; this has

so much power down low, its overboosted 750Nm on tap from 2500rpm. With that staccato-shifting eight-speed ZF as a companion, a headlong rush is just milliseconds away, any gear, any time. Conventional auto boxes have come a long way in recent times and the eightspeeder in the Lexus is also rapid fire, though not quite as buttery as the Audi on full-throttle shifts. But then nothing about the Lexus is what you’d describe as creamy or smooth, especially the ride. When you sign up for an F car, you know that Lexus is favouring handling over ride and it makes no bones about that. If you want waft, you look to the other GS models in the range. And that’s perhaps an even bigger difference for this pair than the performance aspect. The Audi uses adaptive dampers whereas the GS F has fixed suspension settings. Even in the very top dynamic setting, the Audi clearly displays more body roll and pitch than the Lexus, not that it’s necessarily apparent from behind the wheel, but it certainly is in the images. The downside for the GS F is a busier ride at slower speeds, though on lumpy tracks at open-road pace, the ride is more acceptable. But if you’re after luxo butt pampering, look elsewhere. And while the Lexus is ostensibly a fiveseater, no-one apart from a child would think the middle seat was in any way useable or luxurious. Audi just doesn’t even bother on that count, the middle seat

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ABOVE: Speedo ending at 320 and D-shaped wheel hint at the straightline perfomance potential here.

WHEN YOU SIGN UP FOR AN F CAR, YOU KNOW THAT LEXUS IS FAVOURING HANDLING OVER RIDE

RS 7versus GS F

ABOVE: All business for the GS F instruments, revs, speed and gear available with a brief downwards glance.

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new zealand autocar | 39

A HEADLONG RUSH IS JUST MILLISECONDS AWAY, ANY GEAR, ANY TIME

and a couple of its tyres were looking decidedly secondhand. Guess you get that with heavy-handed (lead-footed) motoring scribes. Both cars had done around 4000km and the lighter car had far few signs of tyre wear. Bottom line? Performance favours the Audi, dynamics the Lexus, but you’d have to say the pair does a reasonable job at both. These two differ little on the speciﬁcation front, the Audi adding, as mentioned, adaptive damping, and it also gets a sunroof being part of the rear centre console. and bigger alloys. Those on the Lexus We far prefer the cushioning sports look good, if a shade small, so long as you seats of the Audi to the Lexus which, ABOVE: Grand can employ someone else to clean them. like the underpinnings, are a touch too coupe styling for Both cars feature mouse-driven computer ﬁrm and sporty. It has squab ventilation RS 7. It will be loved like devices for secondary functions, the though, where the Audi doesn’t. by some, not so Lexus example being frustrating in use, Each of these has torque apportioning much by others. even when optimised. Not that MMI rear diffs, and in the top Sport+ mode, It grows on you but. is a whole lot better, but then none of these when you push the ESC button the Lexus is exactly great. Let’s not get us started. relaxes (but won’t turn off altogether) the Both have powered access to the point at which the system intervenes. luggage bay, a bit of a waste (especially That allows a bit of tail wagging under the added weight) on a sedan. Each comes power, but get too enthusiastic and the with comfort entry and push button fun soon ceases. It’s similar for the Audi, start, and masses of airbags (10 in the case of the Lexus). only with 4wd the fronts always get in on the business Bottom line? If you want something luxuriously so there’s never any real drift action going on. Perhaps oriented with novel coupe styling that’s bat-out-of-hell it would be different in the wet but then why would you? quick the RS 7 Performance shouldn’t disappoint. The Both cars have electromechanical power steering and GS F is more the conventional modern luxo sedan offering, they display some of the better steering characteristics only with added sports starch. It delivers a more traditional of the breed. With a more even weight split front to rear sports feeling, and requires more of its driver to give the Lexus turns keener than the Audi, as you’d expect, of its best. While not as quick as the Audi, rest assured, and being lighter and rear drive it isn’t so hard on its it does the job, and you don’t pay quite as much. rubber either. The RS 7 had spent some time on track

40 | new zealand autocar

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AUDI RS 7 PERFORMANCE SPORTBACK

LEXUS GS F Price $174,900 0-100 km/h 80-120 km/h 100-0 km/h Track f-1555mm, r-1560mm Drag coefficient 0.33 Fuel capacity 66L Luggage capacity 520L Weight (full tank) 1867kg Weight distribution 52.8/47.2 (front/rear) 448

493

433

494

Verdict A naturally aspirated V8 is now a bit of a rarity and while not blazingly fast, the GS F can run hard, and has dynamics to match. With ďŹ xed suspension ride is ďŹ rm, at least at town speeds. Rating

New Zealand Autocar road tests are powered by ZX. Premium fuel with the X factor.

Price $224,900.00 4.95 (claim 4.6) sec 2.88 (81.5m) 33.97

Speedo error 95 at an indicated 100km/h Claimed fuel use 11.3L/100km C02 output 262g/km Ambient cabin noise 70.2dB@100km/h Engine capacity 4969cc Engine format V8/ DI/longitudinal Max power 351kW@7100rpm Max torque 530Nm@4800-5600rpm Specific output 70.6kW/L Weight-to-power 5.32kg/kW Bore x stroke 94mm x 89.5mm Compression ratio 12.3:1 Cylinder head dohc/32v/vvt-i Gearbox 8-speed auto Drivetrain rear-wheel drive Front suspension double wishbone, sway bar Rear suspension multilink, sway bar Turning circle 11.2m (2.8 turns) Front brakes ventilated discs (380mm) Rear brakes ventilated discs (345mm) Stability systems ABS/EBD/BA/TC/ESP Tyre size f- 255/35ZR19 r-275/35ZR19 Tyres Michelin Pilot Super Sport Wheelbase 2850mm L/W/H 4915/1845/1440

0-100 km/h 80-120 km/h 100-0 km/h

3.30 (claim 3.7) sec 2.08 (57.8m) 33.16

Speedo error 98 at an indicated 100km/h Claimed fuel use 9.5L/100km C02 output 221g/km Ambient cabin noise 70.5dB@100km/h Engine capacity 3993cc Engine format V8/ DI/TT/longitudinal Max power 445kW@6100-6800rpm Max torque 750Nm@2500-5500rpm Specific output 111.4kW/L Weight-to-power 4.56kg/kW Bore x stroke 84.5mm x 89mm Compression ratio 9.3:1 Cylinder head dohc/32v/vvt Gearbox 8-speed auto Drivetrain all-wheel drive Front suspension wishbones, sway bar, air Rear suspension multilink, sway bar, air Turning circle 11.9m (2.8 turns) Front brakes ventilated discs (390mm) Rear brakes ventilated discs (356mm) Stability systems ABS/EBD/BA/TC/ESP Tyre size f/r-275/30ZR21 Tyres Continental ContiSportContact SP Wheelbase 2915mm L/W/H 5012/1911/1419

Track f-1634mm, r-1625mm Drag coefficient 0.3 Fuel capacity 75L Luggage capacity 535L Weight (full tank) 2030kg Weight distribution 56.6/43.4(front/rear) 447

557

436

590

Verdict Outrageous performance and a decent degree of on-road prowess, along with a cosseting ride thanks respectively to AWD and air suspension. Unusual and rather stylish coupe appearance. Not cheap but what is for this kind of performance? Rating

New Zealand Autocar road tests are powered by ZX. Premium fuel with the X factor.

RS 7versus GS F new zealand autocar | 41

WORDS KYLE CASSIDY | PHOTOS TOM GASNIER

feature

AMPED UP 42 | new zealand autocar

THIS SUV HAS TWO ‘ENGINES’ TO HELP CUT ITS FUEL CONSUMPTION IN HALF. DOESN’T SOUND POSSIBLE UNTIL YOU REALISE THE XC90 T8 IS VOLVO’S NEW PLUG-IN HYBRID. IS IT THE FUTURE OF LUXURY TRAVEL?

BELOW: T8 looks the same as the regular XC90, hence why Volvo felt the need for the signwriting. RIGHT: Electric motor on rear axle is sitting low and exposed underneath. ABOVE: Only real difference inside is the crystal shifter.

hile we can’t predict the future, we do know some things for certain. Like the Blues won’t win the super rugby competition and the Warriors won’t challenge for the NRL title this year. But we know we’ll be seeing more of this

type of vehicle on the roads in the years to come. Not just Volvos alone either (although the brand is experiencing another year of solid growth) but rather plug-in hybrids. They are inevitable as carmakers strive to meet future emissions levels set by various governments around the world. While no manufacturer

can yet say with certainty what they’ll be producing in 20 years, they mostly agree that plug-ins are the next step towards lowering tailpipe emissions towards zero. And like most new technology, it starts from the top end and works its way down. That’s also why most of this plug-in technology remains expensive

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with the possible exception of Outlander PHEV. In that regard, models like the new XC90 T8 aren’t purchased with lower running costs in mind, but rather it’s a conscious ‘carbon footprint’ decision or an early adopter thing. So with those points cleared up, let’s explore this XC90 T8.

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BELOW: Air sprung version leans into bends in hybrid mode, while it lowers for action when in Power mode.

T8? Volvo’s hybrid uses the twinengine concept, with a petrol engine up front and an electric motor on the rear axle. The engine is the twin-charged 2.0-litre four, with 238kW and 400Nm. It drives the front wheels through an eightspeed auto. Hybrid bits include an electric A/C compressor and a crankshaft-mounted integrated starter generator. This electric device weighs 18kg, lives in between the engine and gearbox and is responsible for charging the battery in hybrid generator mode as well as starting the engine. It can also boost the engine electrically with short bursts of an extra 150Nm. The motor on the rear is a 34kg, 65kW/240Nm unit and provides the pure EV drive. It also takes care of the regenerative braking process. The battery is a 9.2kWh lithium-ion pack which weighs 113kg. And then there are the other electrical bits like the charger module, the power electronics systems, inverters,

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converters and regulators that make an electrician a more qualiﬁed tradie to service your Volvo than a mechanic. The claims read 300kW and 640Nm, 0-100km/h in 5.6sec and 2.1L/100km. A recharge from the mains takes about 3.5 hours and, according to the little read out on the charger, juices about 8.2kW/h of power, or about $2.50, depending on your power supplier. Volvo can sell you a fast charger box for your home that costs $1400 and reduces this time by an hour. The T8 is available in both Inscription and R-Design guises, the latter on test, and at $134,900 and $136,900 respectively, all the tech bits command a $24,000 premium over the T6 version. And there’s no other special equipment over the other models, save for a sunroof and the fancy crystal shifter. But with the placement of the batteries under the console, the XC90 T8 remains a useable seven seater, with no loss of luggage or passenger space.

Drive modes

Town and around

Being a hybrid, it has more drive modes than a German super sedan. Default is hybrid, which uses a combination of the drive modules for best economy. There’s Pure, which is EV mode, AWD which ensures the two work always to give four-paw traction, and Power mode gives you maximum thrust for sporty driving. There are also modes to set the engine to charge the battery or you can hold the charge in the battery for use later in your journey. The gearlever is interesting/ slightly annoying in that you have to toggle it back twice to get into drive (park to neutral, then neutral to drive) and then forwards twice to select reverse. Park is activated via a button. And when in Drive, you can pull it again to activate a more forceful regenerative braking mode to help charge the battery. There’s no tacho but rather a power meter, the gauge telling you how to far to push the accelerator before you’ll trigger the petrol engine into play.

The EV mode isn’t bad considering the 65kW/240Nm motor has over 2000kg to move. It doesn’t leap of the line but accelerates with the general flow of traffic. We managed between 25 and 35km with our EV mileage, terrain and traffic flows affecting the outcomes. And while it will EV up to 100km/h (120km/h officially) this quickly eats the battery. It doesn’t much like hills, in fact it struggled to make it up my steepish drive way each morning, but it does deliver smooth, quiet progress. The Hybrid mode feels more like it; there’s good thrust off the mark as all the potential is put to use, and though there is a slight delay between hitting the gas and the power being delivered (seems the system takes a moment to sort the flow out), it does feel swift when you nudge it along. Depending on your use of the throttle, Hybrid mode will deliver the magic 2.1L/100km figure, but as the battery depletes completely you’ll likely

net around 7L/100km for longer city trips. This is about half of what the regular T6 drinks, for you get bursts of electric power as you recoup energy through braking.

Performance hybrid? The T8 is a 300kW SUV, but does it drive like one? Hmm, yes and no again. It’s faster to 100km/h than the T6, and we were only a tenth off the 5.6sec claim. When giving it some it’s best to select Power Mode – for sporty driving – which feels like the engine takes precedence (and the energy meter morphs into a proper tacho), with the motor used for boosting. But like most hybrids it never feels like you get the full shove of quoted torque. The T8 is 240kg heavier than the T6, and yes that’s felt when accelerating out of curves, but otherwise the weight is low enough in the chassis so as not to upset the balance

greatly. This air sprung version hunkers down nicely in the turns, the steering directs the action in satisfying fashion. Even the brakes work in a conventional fashion (not always the case with hybrid regenerative systems), save for those times when you really stand on them. As for fuel use, this climbed into the 11s after a determined push over our reference hill road, around 5L/100km better than the T6.

The usual extras The premium of the T8 covers only its electrical inventory. So when you add a few must-have options to the mix it takes the rig closer to $150k, like this test R-Design model. This has the Sport Pack which includes the not so eco-conscious 22-inch alloys, and there’s air suspension ($3990) which we reckon is a good option for the XC90. It improves its balance of smoothness and agility, and in Eco mode, will lower the ride height to

improve your ﬂow through the air. We’d choose it over the similarly priced premium B&W sound, while the extended leather upgrade ($2290) covering the dash and door tops in hide elevates the quality of the cabin. It would have been a bonus if the T8’s technology arsenal had included the Drive Support pack as standard with its 360-degree camera, adaptive cruise, active lane keeping and heads-up but instead buyers will have to fork over another $3990. Not that Volvo NZ has had trouble selling these T8s. While supply is limited to just two vehicles a month, it’s currently sold out until October. Now that the demonstrator is on the ground, more potential buyers could be signing up as it ticks the boxes for those interested in the concept, and willing to pay the hefty premium. If you’re not that way inclined, we think the regular D5 and T6 XC90s do the job just ﬁne.

VOLVO XC90 T8 R DESIGN Price $136,900 5.69s

0-100 km/h 80-120 km/h 100-0 km/h

2.36s (66m) 33.03m

Speedo error 96 at an indicated 100km/h Claimed fuel use 2.1L/100km C02 output 49g/km Ambient cabin noise 70.1dB@100km/h Engine capacity 1969cc Engine format IL4/T/SC/DI/transverse Max power 235kW@5700rpm Max torque 400Nm@2200-4500rpm Motor 65kW/240Nm Weight-to-power 7.86kg/kW Battery 400V - 9.2kW/h Gearbox 8-speed auto Drivetrain e-AWD Front suspension wishbones, air, sway bar Rear suspension multilink, air, sway bar Turning circle 11.8m (2.9 turns) Front brakes ventilated discs (345mm) Rear brakes ventilated discs (320mm) Stability systems ABS/ESP/TC/AEB Tyre size 275/35/R22 Tyres Pirelli Scorpion Verde Wheelbase 2984mm L/W/H 4950/1923/1776mm Track f-1676, r-1679mm Drag coefficient 0.33 Fuel capacity 50L Luggage capacity 451-1102-1951L Weight (full tank) 2360kg Weight distribution 51.8/48.2% (front/rear) 564

614

572

609

Verdict XC90 T8 delivers big luxury with minute consumption, provided you plug-in often and keep your trips short. Carries a hefty premium however. Rating

New Zealand Autocar road tests are powered by ZX. Premium fuel with the X factor.

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new zealand autocar | 45

WORDS PETER LOUISSON | PHOTOS TOM GASNIER

feature

MAZDA’S ROAD STAR

2.0 MX-5

46 | new zealand autocar

THE LATEST MX-5 CONVERTIBLE IS SMALLER, LIGHTER AND NOW THERE ARE TWO; A MORE POTENT 2.0-LITRE LIMITED VERSION JOINS THE 1.5 GSX. WE PUT THE 2016 WORLD CAR OF THE YEAR WINNER THROUGH ITS PACES

big call perhaps but I’m seriously questioning whether this isn’t the best value sports car ever made. I can count on the ﬁngers of one hand the things that piss me off about the MX-5 Ltd and they’re mainly trivial, apart from the road noise over really rubbish chipseal surfaces. You put good rubber on a small vehicle and you’re going to get road noise, especially when it weighs just a bit over a tonne, meaning there’s probably not that much sound

deadening. For those wondering, it’s actually 50kg heavier than the 1.5 version, or 1053kg with a full tank. What makes this, the fourth generation, so wonderful? Performance is top of the list; not everybody is in love with the Kodo styling but that’s a personal thing. The speed is easier to quantify. It’s the ﬁrst MX-5 to date that DOESN’T need a turbo, the complaint you hear most often about the previous generations (aside from the one that actually got a turbo, and was still a bit lame). It’s not that the previous versions are slow but they

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new zealand autocar | 47

are peaky, working best above 4500rpm. This new SkyActive 2.0 version runs circles around NC, despite the spec sheet saying peak torque (200Nm) arrives at 4600rpm. How come this new atmo engine works so well? Several reasons. Gram strategy sees a return to size and weight of original NA, so it’s 50kg lighter than its predecessor. Moreover, it actually develops actual torque at everyday engine speeds, unlike the 1.5 version which has 22kW and 50Nm less output. If you run the 2.0L from 35004500 out of town, you’ll be keeping ahead of most everything that isn’t on some kind of a mission, and you’re not even into its power band proper which kicks off from 5000rpm. That’s when the exhaust note hardens and revs and speed begin to accumulate with proper vigour. We drove the car mainly in that lower rev bracket, except ABOVE: There used for a few times when we felt to be a pair of clips for duty bound to check out fullthe soft top but now bore acceleration. Even then there’s just a lone central we couldn’t seem to get fuel latch, making the hood down transformation consumption to climb above a five-second job. about 8.5L/100km, let alone LEFT: Kodo design into double figures. Given treatment apparent in how quick it is in a straight the flared wheel arches. line, that’s pretty astounding

2.0 MX-5

48 | new zealand autocar

economy. How quick exactly? Mazda claims a sprint time of 7.1sec. No sweat to that, and this is the ﬁrst MX-5 to achieve a time in the sixes; we posted a best of 6.75sec thanks to its precise clutch bite point and fast shifting manual trans. Its ﬁgures exactly overlay those of the original RX-8, and also its rival, the Toyota 86. Only the performance is more forthcoming with the MX-5. Compared with more expensive, turbo-driven sports machinery, the MX-5 isn’t especially fast, at least not in a straight line. It’s only when you crack into some chassis-humbling twisties that you realise lap times are more about maintaining corner speed rather than devouring straights. And this is where the MX-5 has always excelled, only more so now. The latest version of the chassis, the fourth (hence the ND tag), gets more aluminium, (up from 1 to 10 per cent) and it is sited at the extremities of the MX-5, so the heavier materials are closer to its core, keeping mass nicely centralised. C of G is lower too, and you notice that when entering or exiting the vehicle, not a strong suit, but all part of the sports car make-up. Adding to dynamic prowess, there’s aluminium intensive suspension

(double wishbones, multilink) and a new electric steering set-up, not exactly something to get the heart racing normally but Mazda has a long history in making electric steering work; it really does here. Firing it up our reference hill, and the light weight evenly distributed between the axles is immediately apparent. So too is the incisive steering, the fronts uncorrupted by propulsive drive. The speed with which it turns into corners is mesmerising. There’s even a fair amount of pitter-patter that makes its way through to the wheel. It’s up there with some of the best electric systems available. Think of this as being almost unstickable up front, and if it does start to wander off line you can promptly get it back on track by adding more gas. Providing you’re in the right gear, and you will be most of the time, it smartly rounds up into oversteer which, on rare occasions, has the ESP system light ﬂickering. In slower corners or away from intersections there’s enough power to light up the rears, which you can’t do in the 1.5. On a couple of quite tight sections of road we often use, I cannot think of anything that was signiﬁcantly quicker, the diminutive size of the Mazda making it easier (than anything I can

TOP: Pretty eight-spoke wheels guide the car in glorious fashion. BELOW: No longer such a great need to go chasing the redline, though best performance still hangs out near there.

THE EXHAUST NOTE HARDENS AND REVS AND SPEED BEGIN TO ACCUMULATE WITH PROPER VIGOUR ABOVE: Some things never change in MX-5 and one of them is the sweet mechanical feel to the manual gearshifter. An auto is available but it’s not a patch on this.

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new zealand autocar | 49

MAZDA MX-5 LIMITED Price $46,995 0-100 km/h

6.75 (claim 7.3) sec

80-120 km/h

4.60 (125m) 33.81m

100-0 km/h

Speedo error 97 at an indicated 100km/h Claimed fuel use 6.9L/100km C02 output 162g/km Ambient 76.1dB@100km/h Engine capacity 1998cc Engine format IL4/ DI/longitudinal Max power 118kW@6000rpm Max torque 200Nm@4600rpm Specific output 59.1kW/L Weight-to-power 8.9kg/kW Bore x stroke 83.5mm x 91.2mm Compression ratio 13.0:1 Cylinder head dohc/16v/vvt Gearbox 6-speed manual Drivetrain rear-wheel drive Front suspension Mac strut/sway bar Rear suspension multilink/swaybar Turning circle 10.4 (2.7 turns) Front brakes ventilated disc (258mm) Rear brakes solid disc (255mm) Stability systems ABS/EBD/BA/TC/ESP Tyre size f/r-205/45R17 Tyres Bridgestone Potenza S001 Wheelbase 2310mm L/W/H 3915/1595/1230 Track f-1495mm, r-1505mm Drag coefficient 0.35 Fuel capacity 45L Luggage capacity 130L Weight (full tank) 1053kg Weight distribution 52.3/47.7% (front/rear) 258

272

245

279

Verdict New SkyActiv 2.0L engine is brilliant in Ltd MX-5; the car can be babied, driven briskly or anything in between. The ride is more compliant too, while handling is even more composed. Expected road roar is the sole downside of an otherwise stellar package. Rating

recall) to pick the very best lines through the turns. It may be a cliché but it’s laughout-loud fun, and deceptively quick. Because it’s so light the brakes do the business too. They’re stronger than the 1.5’s, with larger discs and added bite. Certainly a match for that overachieving atmo engine, and while the numbers aren’t sensational, the modest footprint may be to blame. Not everything is tickityboo about the Limited, the tyre noise from those sticky Potenzas averaging 76.3dB. We’d be remiss in saying the hood is entirely noise free too, a bit of rustle evident. Roof down, and it seems almost quieter. But exhaust noise is still hard to hear, and in town you appreciate that this 4-2-1 system is rather a sweet singer. The cabin is still cosy, especially if you’re over the six-foot mark, and there’s little in the way of storage space. Expect your head to brush the roof lining at times, and you’re peering out through the upper part of the screen. Two good reasons to pop the hood, a manual affair with a single latch. It takes a couple of seconds and can be done without moving from the driver’s seat. Mention of which, it needs more lumbar support, but a lumbar roll suffices. There’s no reach adjustability to the steering. Instruments are legible but where there’s a gear indicator there should be digital

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2.0 MX5

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speed readout. A gear indicator is appropriate for the auto, but wasted in a manual. Neither position for the detachable drinks holders is ideal, particuarly when sited behind your left elbow, unlike the safety belts which are easily accessible, unusual in a two-door. This is the only sportscar offered by Mazda at present but the carmaker has hinted at a new rotary-powered model launching in 2017. Not so very long ago the company was running into ﬁnancial difficulties, but CX-5 turned that all around, and now Mazda is in the rudest of health. Its success with this and award-winning offerings like Mazda3 allow it to produce astoundingly sorted niche products as seen here. Long may popular practical vehicles support the development of accessible sportsters like MX-5. This is arguably the best real world sports car and convertible you can buy, and we can understand why it nabbed not only the World Car of the Year gong but also the Japanese Car of the Year. It has long been the only four-wheeled vehicle I have ever aspired to own, and given the latest is the greatest of the four generations, there’s no change there. Costing $46,990, that includes three years of free servicing and a ﬁve-year warranty. I’m often asked what’s my favourite sports car and the song remains the same.

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WORDS PETER LOUISSON | PHOTOS TOM GASNIER

feature

Great Whites

52 | new zealand autocar

MODERN UTES ARE VIEWED BY KIWIS AS IDEAL VEHICLES FOR FAMILY, WEEK DAY AND WEEKEND PURPOSES, OUTSELLING EVERYTHING ELSE. WE PITCH HILUX AND NAVARA TOGETHER

s most of you will be aware, it’s not a Corolla or a Commodore that’s the best selling new vehicle in the Kiwi marketplace, but a ute of some description, outselling the former most popular sedans two to one. For a couple of years now the Ford Ranger has been the best selling new ‘car’, duking it out with the old Hilux and now the new eighth-gen model. They’re closely followed by the likes of Navara, Triton and Colorado and these three are about

as popular as the most bought car, the Corolla (many of which are rental sales). If you exclude this and look then at the CX-5 as being the most popular vehicle bought by private buyers, then the top ﬁve selling new vehicles are utes. And we thought SUVs were popular! There’s no single reason why ute sales have gone ape crazy in the past few years, though on ﬁrst principles you’d expect it’s because they’re every bit as practical as an SUV but can be purchased for much less (especially during Fieldays sales) and

with an aftermarket canopy you can relatively easily make loads more secure. Moreover, they’re better speciﬁed than ever, getting the sorts of goodies most expect in new cars costing much the same price, and nowadays they perform and ride much better than ever before. On top of all that, they’re seriously offroad ready in 4WD guise, with 4H and 4L settings, and most can tow at least three-tonne braked loads, and some (like this pair) as much as 3.5 tonnes. The look of most of the modern pick-ups is also appealing, the Ranger reminding

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new zealand autocar | 53

strongly of the F150; they just look tough, the sort of thing an All Black might drive. It’s their practicality, ruggedness and bang for buck that appeal strongly then. When we had the Navara we twice loaded it up with stuff, once with manuka off cuts, and on a second occasion with palate-sized packing bases made of heat-treated pine, perfect for kindling if you can be bothered denailing and sawing it to size. Which I could be, specially as it was dry and free. The trays can tote about a tonne and the load of manuka can’t have been far off that much. Yet the Navara hardly noticed it was there, except maybe over the odd bump. It would have been similar for the Toyota, I’m sure, but I took the Navara anyway. For reasons we’ll reveal later, unrelated to transmission differences.

Waddaya geddin? In recent months we’ve compared a few of the new trucks in the sector, the NP300 Narava accounting for the Triton and VW Amarok, while the facelifted Ranger roughed up the new Hilux in auto guise. How then does the winner of the three-way compare with the new Toyota in manual trim? That’s what we were wondering when an SR5 arrived on our doorstep for testing, with six-speed shift-it-yerself transmission. We couldn’t source a manual variant of the range topping ST-X Navara for a proper head-to-head but an auto was available so we jumped at that. List price for the pair doesn’t mean that’s what you’ll pay, but it’s a place to start the negotiations. In the case of the newest, the Hilux SR5, the manual version powered by the new 2.8 turbodiesel retails for $63,990. An auto Limited supposedly sets you back over $70k whereas the top Navara powered by the new 2.3 biturbodiesel costs $64,990. Score one for the Nissan then, not just because it’s less expensive (if both were in auto guise) but also because it’s better speciﬁed (leather trim, for example) and gains an extra gear. Items present in this but not the SR5 include a panoramic sunroof, dual zone vs single zone climate air con, heated seats, roof rails, and heated TOP: New Hilux evidently offers twenty per cent door mirrors. There’s also better articulation. Hilux an electric sliding rear power mode almost too window section so the dog much of a good thing on the back can better hear in town. Big screen for what the driver’s screaming nav and infotainment. at him. And a sliding tie BELOW: Hilux escaping down system in the tray to the great outdoors. Why people love utes. compared with four hooks for the Toyota. Navara rides on 18-inch rims, the Toyota on 17s. Both vehicles come with ﬁve-star ANCAP ratings and seven airbags each, smart keys and comfort entry, touch screens, cruise control, power driver’s seat (lumbar pump on the Nissan only) LED headlights and daytime running lights, hill start assist, sat nav, Bluetooth, and a rear view camera with parking sensors. What does the Toyota get alone? A four-way adjustable steering column; that in the Nissan is height-adjustable only.

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Big ‘n’ Bold These vehicles are bloody enormous. Shockingly so if you haven’t driven a ute lately. The Mrs demurred, reckoned she’d never ﬁnd a truck-sized park at the local supermarket. Wrong again, they do ﬁt, just (each is 1850mm wide). Both are well over 5m in length, have turning circles in the 12m range and they require a heap of twirling, with 3.5 turns lock to lock. Interior space is similar; there’s room for three adults in the back, with superior head clearance in the Hilux as it has no powered sunroof, and a touch more leg room. The Nissan’s wellside is bigger in the new D23, but the latest Hilux still has a slightly larger load tray, bigger for width and length, similar for height. Rear seats on both lift up if you’ve bulky stuff to cart and you want it locked away, out of the weather. There are also storage spaces beneath the rear seats of each vehicle for tools and whatnot. The Karen Walker styling award goes to the Navara, no question. One simply looks macho and the other displays what Toyota describes as a “keen look” with slimline projectors part of the integrated fascia. We reckon it’s a bit snout led. There’s something almost American in the styling of the Navara, and we like the view from the wheel too because the bonnet creases remind, I kid you not, of a 911. Its V-motion grille works too. At the rear, there’s a wee spoiler integrated into the tailgate that appears too perfectly shaped for balancing beer bottles to have happened by accident. The devil, as they say, is in the details.

ABOVE: Room for two to read comfortably but a cushion would help. RIGHT: Squabs fold vertically for those awkward loads, like plants and such. BELOW: Another reason people like utes, providing they have a 2WD setting.

More Power, More Pull So down to the nitty gritty of this pair, both of which we have featured already in past issues (Aug 15 and Mar 16). Let’s not therefore go into too much depth. And we didn’t really go too far offroad with them either, just a foray onto a sandy beach where the Navara proved slightly better on the doughnut test (easier at the wheel). New eighth-generation Hilux has added ground clearance, enhanced articulation and underbody protection and, in 4WD versions, rear diff lock for improved off-road performance. Its new 1GD 2.8 engine offers a 25 per cent lift in torque (for the auto, at any rate) and 10 per cent better fuel economy. There’s not a whole lot of difference in terms of output between the pair, the smaller 2.3 Navara benefitting from a pair of turbos, conjuring up 140kW, and 450Nm from 1500rpm. Hilux gets the new Prado engine, with the same torque tally as the Nissan, at least in auto guise (420Nm for the manual) but 10kW less. However, its 130kW chimes in earlier at 3000rpm, and 80 per cent of peak torque is delivered at 1200rpm. The Toyota weighs 80kg more but we thought it felt as sprightly as the Nissan, especially with its power mode button in play. But it’s for sure noisier in the cabin, the engine clamour more noticeable inside than the Navara’s. And it doesn’t rev as cleanly either, nor is rev range as extended, which is probably why the Nissan was almost a second quicker on both performance criteria we use. Not that you’d especially pick that from the driver’s seat. The Hilux is quite a goer in its latest guise. We got better figures from the manual than the automatic version which is roughly half a second slower again. That’s odd given the manual has less torque. Go figure.

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new zealand autocar | 55

OUR CHOICE

NISSAN NAVARA ST-X DOUBLE CAB 4WD Price $64,990 9.91s

0-100 km/h 80-120 km/h

7.50s (212m) 37.8m

100-0 km/h

Different on road The energetic performance of the Where these two are rather different engine only partway compensates. on road is in their ride and handling Come cornering time and the Nissan attributes. Toyota says it has worked again jumps ahead, probably for two reasons. hard to make this the most refined Hilux One, the new 2.3 engine is 60kg lighter than yet, but Nissan has done the same, the former 2.5 in the Navara so there’s not with a bit of left-field thinking, and has so much mass over the front axle, and opted to employ a five-link coil spring secondly the Navara tyres look set-up more set-up at the rear. It works, though the for road work whereas those on the Hilux unladen ride is still a wee bit jiggly appear readier for down and dirty action. – what ute isn’t? – and perhaps not quite Whatever, the Nissan displays less front end as easy-going as that of the Amarok push, less squealing in corners and is easier but it’s a far cry from the fidgety ride (and more comfy) as a result to thread down offered by Hilux. Even on parts of the a winding road. motorway it can seem What seals it is the unhappy and on typical feel at the helm B-highways the with some measure suspension seems of road sensitivity to pick up every in the Nissan indentation going, and and the Hilux the ride can become ABOVE: The Nissan rounds playing numb. tiring all too quickly. up the curves in tidier fashion than the Hilux and rides better as well. BELOW: Both will sprout rooster tails given the right conditions.

Speedo error 96 at an indicated 100km/h Claimed fuel use 7.0L/100km C02 output 186g/km Ambient cabin noise 71.0dB@100km/h Engine capacity 2298cc Engine format IL4/ T/DI/longitudinal Max power 140kW@3750rpm Max torque 450Nm@1500-2500rpm Specific output 60.9kW/L Weight-to-power 14.3kg/kW Bore x stroke 85mm x 101.3mm Compression ratio 15.4:1 Cylinder head dohc/16v Gearbox 7-speed auto Drivetrain part time four-wheel drive Front suspension double wishbone/sway bar Rear suspension ﬁve-link, coil spring Turning circle 12.4m (3.4 turns) Front brakes ventilated discs Rear brakes drums Stability systems ABS/TC/ESP Tyre size 255/60R18 Tyres Toyo Open Country Wheelbase 3150mm L/W/H 5255/1850/1840 Track f-1570mm, r-1570mm Fuel capacity 80L Tray capacity 930kg Weight (full tank) 1999kg Weight distribution 56.6/43.4 (front/rear) 449

570

419

561

Verdict ST-X is an impressive package, well speciﬁed, reﬁned for the genre, and with good performance and handling, and a quite reasonable ride. It outpoints Hilux in most regards, including price when comparing like for like. Rating

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56 | new zealand autocar

TOYOTA HILUX SR5 Price $63,990 10.69s

0-100 km/h 80-120 km/h 100-0 km/h

8.48s (241m) 39.15m

Speedo error 95 at an indicated 100km/h Claimed fuel use 7.6L/100km C02 output 201g/km Ambient cabin noise 70.4dB@100km/h Engine capacity 2755cc Engine format IL4/T/DI/longitudinal Max power 130kW@3400rpm Max torque 420Nm@1400-2600rpm Specific output 47.2kW/L Weight-to-power 16.4kg/kW Bore x stroke 92mm x 103.6mm Compression ratio 15.6:1 Cylinder head dohc/16v Gearbox 6-speed manual Drivetrain part-time four-wheel drive Front suspension double wishbone/sway bar Rear suspension solid axle, leaf springs Turning circle 12.6m (3.43turns) Front brakes ventilated discs (316mm) Rear brakes drums Stability systems ABS/TC/ESP Tyre size 265/65R17 Tyres Bridgestone Dueler A/T Wheelbase 3090mm L/W/H 5335/1855/1815 Track f-1535mm, r-1550mm Fuel capacity 80L Tray capacity 895kg Weight (full tank) 2135kg Weight distribution 57.5/42.5(front/rear) 448

609

439

589

Verdict New 8th-gen Hilux adds power, reﬁnement and offroad ability but they aren’t enough to get the upper hand over NP300 Navara. Unladen ride is tiresome. Will sell well regardless. Rating

Only one winner As for the cabins, there’s not so much in it. I’m not a fan of digital volume controls so don’t much like the Hilux infortainment unit. And the Navara instruments look classier. Seats are a bit better in the Nissan too, though in the back your knees are a touch more elevated than in the Toyota. This might seem like a fairly comprehensive win to the Nissan which looks, drives, and rides better, and has more speciﬁcation at a lesser cost. Moreover, its 20,000km 12-month service intervals compare with 15,000km schedules for Hilux. Things are closer than they may seem on the performance front but there’s no area where the Hilux trounces the Navara. Perhaps that’s why the Nissan ABOVE: Spraying the recently won the European photographer with 2016 International sand a minor highlight Pick-up of the Year award. of ute shoots. Not that any of this will BELOW: Car-like interior and spec level another have the remotest impact reason why utes own the on sales ﬁgures because top four spots in the new folk still buy the badge and vehicle sales charts. all that stands for rather than the product.

New Zealand Autocar road tests are powered by Z Diesel.

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new zealand autocar | 57

WORDS KYLE CASSIDY | PHOTOS TOM GASNIER

feature

TWO WILL DO

58 | new zealand autocar

FRONT DRIVERS ARE INCREASINGLY POPULAR CHOICES FOR SUV BUYERS, ESPECIALLY TOWNIES. IS THE NEW SPORTAGE BETTER THAN THE BEST SELLER IN ITS COMPETITIVE SET?

veryone wants to be in a growth industry, at least until the bubble pops. When talking SUVs, it’s hard to see the market’s infatuation wavering and within the crossover sector there’s a growing appetite for front drivers. While 2WD variants aren’t exactly new we are seeing more models being introduced to meet demand from buyers who want the whistles and trinkets but realise they have no need for AWD. And that’s where the new model

E SPORTAG

of the facelifted RAV4 fits, the Limited adding all the goodies but matched with a base model powertrain. The new Kia Sportage is experiencing a perfect honeymoon; its first three months on sale have seen it at or near the top of the passenger car sales figures. And the movers in the range are the 2WD models. In fact so popular are they we couldn’t get our hands on the variant we wanted for this test, that being the Limited, so had to make do with an EX, and a sign written example as well. Sorry about that. So which one of these company car /family SUVs is the better pick?

RAV4

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new zealand autocar | 59

Talking dollars Both brands offer three 2WD offerings in their ranges, each being a 2.0-litre petrol auto. The RAV4 uses a CVT which, in this facelifted model, has been tweaked to deliver improved consumption, now rated at 7.0L/100km overall. The Kia ’box is a proper six-speed auto but rated at 8.2L/100km. In Limited guise, the RAV4 is $47,990, $4000 more than the equivalent Sportage. The facelift adds a new front end to RAV4 (bumper, LED headlights and grille), extra noise suppression and, for the mid- and top-grade models, more safety with AEB, active lane keeping, BSM, radar cruise and auto highbeams now standard. This safety ﬁt-out is mirrored by the Limited grade of the Sportage though it misses out on adaptive cruise and active lane assist, but both have ﬁve stars from the ANCAP team. In Limited guise there are a few spec differences but both have a smart key, leather trim with powered heated seats, dual zone air, back up camera, sat nav with traffic updates, sensors both ends and powered tailgates. The RAV has LED lights and a sunroof, the Sportage larger 19-inch alloys and an electric park brake.

ON CITY STREETS, THE RAV4 IS SOFTER IN THE SPRING SO RIDES THAT BIT BETTER SPORTAGE

RAV4

2WD VS 2WD On the go These two are better at city cruising than rural running, especially the RAV4. It takes a leisurely 12.2sec to hit 100km/h and 8.5sec on the overtake so it’s not the quickest ticket to the beach. It will give tourists in all those rental RAV4s plenty of time to take in the scenery though. The test rig came ﬁtted with a towbar, but loaded up with cargo and a trailer, this RAV4 will be working hard, even at its 800kg braked limit (Sportage 1600kg). The CVT is neither

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awful nor great being smooth but slow on the take up, and is programmed for faux shifting as you near the upper limits of the rev range. There’s a lull in the power around 3000rpm but it perks up again past 4000rpm if you’re patient. The engine is smooth, and not too rowdy, but would prefer you didn’t keep asking more of it. The Sportage powertrain is more up for it, with an enthusiastic launch feel, and with a mite more power and

willingness to push on, it’s comfortably quicker (10.6s and 7.7s), feeling more urgent every time you prod the pedal. Particularly if you nudge the drive mode button to Sport, which is easily accessible in the Kia whereas it’s up under the dash in the RAV4, as if it doesn’t want you to really ﬁnd it. Both will average between 7 and 11L/100km depending what you’re doing but the Toyota is usually 0.5 - 1L/100km more frugal than the Kia.

Sportage is keener on a few bends, it’s dynamic character more appealing to us than the RAV4’s

On city streets, the RAV4 is softer in the spring so rides that bit better, and the steering is lighter too, though both are easy to manoeuvre about, and to see out of. As for dynamics, the RAV4 has more grip than power, so is fairly safe and staid. The steering points you around without much feel or conviction, ﬁltering all the stuff most people don’t want to bother themselves with. The ride is agreeable but there’s a bit of patter from the rear that we could live without. About the most fun you’ll have here is the occasional hand brake slide to impress the kids. The Sportage turns into the bends with more interest and

at least has some oomph to drive out of the bends while there’s a bit more happening at the wheel. The ride isn’t as compliant, but it leans less, and generally has more spunk to its dynamic character. It’s certainly punchier, the auto working to get things moving and will kick down promptly when given a boot. There are no big gaps in the delivery, the shifts smooth and we felt no need to reach for the manual lever. The tyres aren’t the last word in grip however (the Limited model does get wider rubber) and the brakes, much like those in the RAV4, soon tire of silly games.

Kia’s cabin’s styling and build quality now up with the front runners in the class. LEFT: RAV4 luggage net is novel.

Inside jobs While the Toyota presents with sound cabin quality, we thought the Kia radiated a better ambience, even in its mid-grade EX guise. The Kia has a more integrated look but both do a good job of mixing the hard and softer touch surfaces, although the hard door top for the rear passengers is a ﬁne example of shrewd penny pinching. They don’t call them cheap seats for nothing. The leather

used for both doesn’t feel all that premium but while the RAV4’s seats are cushier, the Sportage has a better range of driver seat adjustment. Each has the mandatory central screen and these are solely used for the infotainment bits and pieces. Proper hard buttons control other functions. The deﬁnition of the screen in the Kia needs improving, while the soft buttons on the Toyota’s smaller

screen are hard to hit on the move. The RAV4’s adaptive cruise isn’t the strictest when keeping speed in check, especially when descending hills, and it will click off as the vehicle in front comes to a stop, leaving you with the job of braking. The BSM of the Sportage is a little cautious, sounding off a warning when, really, there’s plenty of space to squeeze into the adjacent lane.

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new zealand autocar | 61

OUR CHOICE

KIA SPORTAGE 2.0 LTD 2WD

TOYOTA RAV4 2.0 2WD LIMITED

Price $43,990

Price $47,990 10.6s

0-100 km/h 80-120 km/h 100-0 km/h

7.69s (215m) 36.30m

Speedo error 95 at an indicated 100km/h Claimed fuel use 8.2L/100km C02 output 190g/km Ambient cabin noise 74.0dB@100km/h Engine capacity 1999cc Engine format IL4/transverse Max power 114kW@6200rpm Max torque 192Nm@40000rpm Specific output 57kW/L Weight-to-power 13.2kg/kW Bore x stroke 81mm x 97mm Compression ratio 10.3:1 Cylinder head dohc/16v/vvt Gearbox 6-speed auto Drivetrain front-wheel drive Front suspension Mac struts, sway bar Rear suspension multilink, sway bar Turning circle 10.6m (2.6 turns) Front brakes ventilated discs (305mm) Rear brakes discs (302mm) Stability systems ESP/TC/AEB Tyre size 245/55R19 Tyres Nexen Npriz Wheelbase 2670mm L/W/H 4480/1855/1645mm Fuel capacity 62L Luggage capacity 466/1455L Weight (full tank) 1510kg Weight distribution 57.6/42.4% (front/rear) ABOVE: RAV4 longer overall, its extra length tacked on the rear end to give it more boot space.

Sizing them up These two are dimensionally similar except in overall length, the RAV being 125mm longer, and most of that is added to the rear. It makes the Toyota look bigger than the Sportage, which gives the impression it offers far greater passenger space. But that’s not really the case as the Sportage is surprisingly roomy in the rear seat. While there are a few mm more legroom in the back of the RAV4, it’s not enough to worry about. The Toyota is a little wider across, but again, not by much. Both rear seats recline for added comfort, and wide doors ensure good entry. With more of a rear overhang dedicated to boot space, the RAV4’s load area is wider,

62 | new zealand autocar

longer and, with a space saver spare, the height is superior too. The full-size spare in the Kia does result in a high-set ﬂoor. Both rear seats fold in one motion by pulling the lever on the seat base, and present a fairly ﬂat load space, which again is longer in the RAV4. So if the size of the hold is a key consideration, the RAV4 is one of the best in this class.

12.22s

0-100 km/h 80-120 km/h 100-0 km/h

8.52s (240m) 39.10m

Speedo error 95 at an indicated 100km/h Claimed fuel use 7.0L/100km C02 output 162g/km Ambient cabin noise 73.2dB@100km/h Engine capacity 1987cc Engine format IL4/transverse Max power 107kW@6200rpm Max torque 187Nm@3600rpm Specific output 53.8kW/L Weight-to-power 14.8kg/kW Bore x stroke 80.5mm x 97.6mm Compression ratio 10.0:1 Cylinder head dohc/16v/vvt Gearbox CVT Drivetrain front-wheel drive Front suspension Mac struts, sway bar Rear suspension double wishbone, sway bar Turning circle 10.6m (2.7 turns) Front brakes ventilated discs (296mm) Rear brakes discs (281mm) Stability systems ESP/TC/AEB Tyre size 235/55R18 Tyres Bridgestone Ecopia Wheelbase 2660mm L/W/H 4605/1845/1705mm Fuel capacity 60L Luggage capacity 577L Weight (full tank) 1585kg Weight distribution 56/44% (front/rear)

307

437

347

455

332

433

355

432

Verdict A better drive and powertrain. Sportage has plenty of passenger space too, though not as much room for luggage as RAV4. Cheaper however, and just as well speciﬁed. Rating

New Zealand Autocar road tests are powered by ZX. Premium fuel with the X factor.

Verdict RAV4 is spacious and comfortable on the move but the 2.0 is lacking go and dynamics are staid. More expensive too. Rating

New Zealand Autocar road tests are powered by ZX. Premium fuel with the X factor.

The envelope please Our money would go with the Kia; it’s a better drive and we prefer its powertrain too. There’s enough space to suffice and that it’s as well stocked while being $4000 cheaper seals the win.

2WD VS 2WD

See your Toyota dealer

TOYOTA HILUX

GLADIATOR PACKAGE

GLADIATOR sport seats GLADIATOR leather accented interior GLADIATOR exclusive graphics pack GLADIATOR 20 inch wheel package.

OTHER RVE OPTIONS WWW.RVE.CO.NZ PHONE (09) 582 0000 OR VISIT OUR SHOWROOM AT 88 LEONARD ROAD, PENROSE AUCKLAND. VEHICLE SHOWN MAY INCLUDE ADDITIONAL ACCESSORIES

WORDS KYLE CASSIDY | PHOTOS TOM GASNIER

driven

WELL W OILED CAT

hile the buzz surrounding Jaguar at present is focused on its F Pace, models like the new XF become wallflowers again. A pity, because the sleek sedan is everything you should want in a luxury car; it’s refined, elegant, spacious, and a ripper of a drive. It’s a Jaguar in the finest traditions of the marque. The savvy will look to the XF and quietly know they are onto a good thing. This new Sd has big boots to fill for the previous model was twice our luxury car of the year. With a stiffer, lighter chassis and even more go from its 3.0 V6 diesel, it carries the mantle well. Actually, with its new rear and adaptive dampers, the XF literally slays roads. It requires just a few corners taken in spirited fashion to appreciate that you’re driving a well engineered and executed machine. Nothing steers like it in the segment, the front turning sweetly for a big car, the assistance spot on, the action honed. The new rear end, in conjunction

64 | new zealand autocar

with Jaguar’s stellar adaptive damping tech, delivers the stability for that front end to work so well and also the traction for the drive out of the bends. And with 700Nm on the rampage, the traction control has its work cut out, but manages its job well, calming the onslaught of twist admirably. Set to Dynamic, the adaptive dampers wrangle the roll and blot the bumps while direction changes require just a hint of steering input thanks to the handle on body lean. Though a big car, it’s one of those that seems to shrink on the go, the weight purge from the old car telling, as this XF Sd is around 60kg lighter than the last model we tested. The brakes do the business too, with the same sort of well considered weighting and effectiveness as the steering, all while handling the added duty of torque vectoring, which keeps the XF sharply on line. With all that squirt available and eight gears in the ZF auto, the only interaction needed with the gearbox is to occasionally click it into Sport mode via the rotary selector and it sorts the rest. This car eats up all manner

JAGUAR XF Sd Price $131,000 6.67s

0-100 km/h 80-120 km/h 100-0 km/h

3.81s (108m) 35.55m

Speedo error 94 at an indicated 100km/h Claimed fuel use 5.5L/100km C02 output 144g/km Ambient cabin noise 70.7dB@100km/h Engine capacity 2993cc Engine format V6/TDI/longitudinal Max power 221kW@4000rpm Max torque 700Nm@2000rpm Specific output 73.8kW/L Weight-to-power 8.37kg/kW Bore x stroke 84mm x 90mm Compression ratio 16.0:1 Cylinder head dohc/24v Gearbox 8-speed auto Drivetrain rear-wheel drive Front suspension double wishbone, sway bar Rear suspension multilink, sway bar Turning circle 11.6m (2.6 turns) Front brakes ventilated discs Rear brakes ventilated discs Stability systems ESP/TC/AEB Tyre size 255/35R20 Tyres Goodyear Eagle A3 Wheelbase 2960mm L/W/H 4954/1880/1457mm Track f-1605, r-1594mm Drag coefficient 0.28 Fuel capacity 66L Luggage capacity 540L Weight (full tank) 1851kg Weight distribution 52.5/47.5% (front/rear) 448

475

431

497

THIS NEW Sd HAS BIG BOOTS TO FILL FOR THE PREVIOUS MODEL WAS TWICE OUR LUXURY CAR OF THE YEAR of miles. Set to Normal, the suspension enters full soak mode, mopping up all sorts of nasties and the V6 lugs along below 1500rpm and it just pulls and pulls. There’s too much injector tick from the engine and not enough growl but the way the torque is churned out we forgive it. The combined average is said to be 5.5L/100km, but it’s more likely to be in the nines, still great for such a big, quick thing. We were off the claimed sprint pace; a slightly damp setting didn’t help. However, the 80-120km/h time showed a 0.6sec improvement over the old model, which is all that really matters.

And it looks good too, like an XE but with space. Those bigger dimensions help the proportions and it’s a better look in proﬁle than the XE. Inside though, the two models look remarkably similar. Save for the difference in air vents and dials, the centre stack and console are all but identical, including the hard plastic edge of console and around the steering column, which is hard to like in the XF. The feel of the leather is underwhelming too. While the seat is not the plushest, it’s well shaped with plenty of electrical adjustment and we like the intuitive ease of the touch screen system, even if some aspects are a little

Verdict XF is the pick in this class. Sd offers that sweet mix of diesel economy and big torque which is put to good effect by the superb chassis. Rating

New Zealand Autocar road tests are powered by Z Diesel.

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slow to react. The rear space missing in the XE is present in the XF – it’s a bigger car than the old model and there’s more legroom. Like the seats up front, the bench is a little ﬁrm but well shaped. Its boot opening is slightly mean (think of all that chassis rigidity though) but the hold sizable and there’s spilt folding too, with a 40/20/40 arrangement. The S models get a 360 degree camera, LED lights with auto high beams, head-up display and smart key but you’ll have to buy the active safety pack ($4100) to get adaptive cruise, active lane keeping, and blind spot monitoring with rear crosstraffic alert. The 20inch wheels are extra too, 19s being standard. Naturally, it’s priced in line with its main competition from the German big three. The XF S is what we’d be wanting in a luxury car but we’d prefer it with the supercharged V6. While it’s down on torque with a mere 450Nm, it has a growling 280kW of stonk, up from the diesel’s 221kW. And while everyone’s driving around in a me-too SUV from some German maker, this will remain properly exclusive, like a luxury offering ought to be.

new zealand autocar | 65

WORDS KYLE CASSIDY | PHOTOS TOM GASNIER

driven

Business EXPRESS

66 | new zealand autocar

hile the segment is tiny, the cars that occupy the luxury sedan niche are big and, catering to buyer wants, offer more of everything. That about sums up the new Audi S8 plus. The revitalised S8 upholds the ideals of the new Audi Sport brand by being a phenomenal performer. With 445kW and 750Nm of shove from the twin-turbo V8, this is a lightning quick limo. It’s claimed to hit 100 in 3.8sec but repeatedly reeled off 3.5sec runs. The ﬁrst four gears in its eight-speed auto are low and tightly spaced to keep things surging and it rattled off the 80-120 move in a scant 2.0sec. It’s a pleasure to have such a stupendous amount of power at your disposal in something so luxurious. The turn of pace genuinely shocks passengers, who instinctively clutch the grab handle above their head as you jet towards the horizon, setting the collision warning systems off as you rapidly approach the vehicle ahead. But with a set of gigantic carbon brakes as standard equipment, and 275 Dunlops all round, the S8 slows as well as it sprints. There’s not a hint of their power wavering either, remaining good and strong after a decent stint of torture on road.

AUDI S8 PLUS Price $254,900 3.48s

0-100 km/h 80-120 km/h 100-0 km/h

2.05s (56m) 31.76m

Speedo error 97 at an indicated 100km/h Claimed fuel use 10.0L/100km C02 output 231g/km Ambient cabin noise 72.3dB@100km/h Engine capacity 3993cc Engine format V8/DI/T/longitudinal Max power 445kW@6100rpm Max torque 750Nm@2500-5500rpm Specific output 111.4kW/L Weight-to-power 4.7kg/kW Bore x stroke 84.5mm x 89mm Compression ratio 9.3:1 Cylinder head dohc/32v/vvt Gearbox 8-speed auto Drivetrain all-wheel drive Front suspension wishbones, air, sway bar Rear suspension multilink, air, sway bar Turning circle 12.3m (2.5 turns) Front brakes carbon discs Rear brakes carbon discs Stability systems ESP/TC/AEB Tyre size 275/35R22 Tyres Dunlop SP Sport Maxx GT Wheelbase 2994mm L/W/H 5147/1949/1458mm Track f-1632, r-1623mm Drag coefficient 0.28Cd Fuel capacity 80L Luggage capacity 520L Weight (full tank) 2079kg Weight distribution 56.3/43.7% (front /rear) 428

612

480

559

Verdict S8 has stupefying performance and stratospheric luxury speciﬁcation levels. But it’s not the newest model in a class where the latest tends to be the must-have item. Rating

New Zealand Autocar road tests are powered by ZX. Premium fuel with the X factor.

The S8 plus is set for dynamic action with a variable AWD system, which also incorporates an active rear diff to split torque between the rear wheels. There’s adaptive air suspension and a variable ratio steering rack too. However, transforming a super-luxo barge into a supercar-frightening four-door has its challenges. All that effort spent creating a reﬁned A8 sees everything being well isolated, the occupants, including the driver, pampered in the utmost comfort rather than being dialled into the drive experience. And so the S8’s controls have a slightly aloof feel to them. While the assistance and instruction are sound from the steering, there’s nothing much ﬁltering back through, and the brake pedal is overassisted, lacking subtle tactility. The air springs don’t deliver that settled feeling of conventional springs in the bends either, but do make for smooth progress. Large as it is, you expect it to push wide in bends, but the sports diff does its job and the nose usually remains tucked into the curve while the AWD traction capitalises on the V8’s potential. Its auto is quick changing, and you only need to pull the paddles when it holds a gear for too long. There’s an array of drive modes to check out; Dynamic is best for cutting across country and Comfort suits every other occasion. There’s a manual transmission mode switch on the steering wheel but we’d prefer that it was the Drive Mode Select button, allowing easier access to the modes on the go. The dash and console are littered with buttons and knobs to help navigate your way through the myriad menus and functions of the car systems. In the Driver Assist area, for instance, there’s a speed warning, parking aid, night vision, head-up display,

braking guard, side assist, active lane assist, rest recommendation and a rain sensor, all of which can be turned off or altered in some manner. The display for the night vision appears between the two conventional dials on the dash so you have to drop your eyes down to view it, taking them off the road ahead, but we guess in low light areas it might be of use as it highlights pedestrians lurking in the shadows quite effectively. However, the active LED headlights do a swell job anyway. The S8 prowls around town in a stately manner, the seats every which way adjustable, the air soothing the ride, and though it’s big there’s plenty of assistance to help with docking. The cabin furnishings are all leather lined, double stitched, quilted or coated in carbon while nearly everything is powered. The gear lever is too clever by half however; selecting gears shouldn’t be so difficult. Its V8 has a cylinder deactivation mode, which can be detected by a barping change in the exhaust note, and while the active noise cancellation is said to mask this, it kind of doesn’t. Despite being ﬁtted with the sports exhaust, it’s all very quiet in the cabin which has acres of space, naturally. As for fuel use, it’s claimed to return 10L/100km but it easily doubled that while commuting. The S8’s performance and power are impressive but whether those are enough in a class where buyers are obsessed with the latest and greatest is another thing. It’s much older than the S-Class while the 7 Series is brand spankers. But then the AMG S 63 is kind of pricey at $330k, and there’s no performance version of the 7 as yet, which at least gives the big Audi a sporting chance.

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new zealand autocar | 67

WORDS PETER LOUISSON | PHOTOS TOM GASNIER

driven

SPARKED BUT IS THAT ENOUGH? t’s not often that cars are ghastly in the modern age; anything like that can be enough to take down a motor company. However, Holden did foist upon us a car with a ghastly engine back in 2011, ‘powering’ the Barina Spark. Ironically named, it’s 59kW 1200cc mill was simply awful, rowdy, gutless, thirsty, lacklustre. Holden must have been aware of this, the launch of that car taking place entirely within the confines of suburban Sydney. Okay, so it’s a city car but even in town most were shocked at how powerful and quiet the engine wasn’t. This was truly a low point in the Korean car industry. Pity because the interior was at least a bit interesting with its bikeinspired instruments (now gone). It’s one of the only cars that we rated at five stars out of ten and even then we were probably being generous.

68 | new zealand autocar

While the other half doesn’t quite agree with me on this – her assessment of the 185L of luggage space doesn’t bear repeating – the second-generation Spark is a vastly different kettle of carp. Whereas it had trouble getting out of its own way everywhere before, it can now at least tackle short trips out of the suburbs, though the engine remains a bit of a screamer and is still thirsty when pressed. With its new 1.4 VVT mill under the bonnet, and a continuously variable transmission – it was manualonly before, is effectively auto-only now – the Spark sans Barina badge posts performance times roughly two seconds better than before. So it should with 20 per cent extra power (73kW) and torque now up to 128Nm. There’s a bit of a hesitation off the mark, but this blitzes like-priced competition such as Picanto and Celerio, and the CVT

works fine in D or L mode, with no difference in performance. Worked hard, the trip computer reports averages of around 9L/100km in town, not great, and even the quoted overall figure of 5.5L/100km isn’t wonderful. At least dB figures have dropped significantly. Last time we tested the original its mean SPL at 100 was nearly 80dB. This time it’s much closer to 70dB. The highest levels were recorded when the engine was working hard. It wakes up around 3000rpm and is ready to rock about 4000rpm out of town, registering an even 2000rpm at 100km/h. With its CVT it is much better suited to city running than ever before. It’s no longer corner shy either, thanks to much better rubber on it than expected, at least on the upper tier LT model. Damping is firmer too, so it’s odd that ride quality improves; clearly the underpinnings are also

ABOVE: Swish centre console with uprated MyLink system. BELOW: Fancy red needles for the two main instruments.

HOLDEN SPARK LT Price $19,900 11.39s

0-100 km/h 80-120 km/h

8.76 (249m) 35.3m

100-0 km/h

made of sterner stuff. Even the electric steering is a bit interesting, though it loads up some under the gun. And brakes are quite tactile too, as is often the case with drum brakes at the rear. Holden has moved away from the motorcycle inspired instruments, and has gone heavy on MyLink apps. This is meant for millennials, after all, and while that might well be the case in Australia where there are no used imports, here in New Zealand it’s grey power who will primarily be behind the wheel. Seats continue to be lined with leatherette, hardly glamorous, and they are also a bit shapeless. Spark is tiny. It took up the least amount of garage space of any vehicle we’ve ever parked in the dungeon, being under 3.6m in length. Yet its turning circle is hardly flash, in double figures. Specification levels are becoming more sophisticated

ABOVE: Rather serious (accessory) alloys and tyres on a sub $20k vehicle. Holden obviously rates its dynamic input and indeed it’s much improved.

in teensy cars; this one gets comfort entry by touchpads, and pushbutton start, the leather-like interior as mentioned, cruise control on the left side of the steering wheel, remote volume on the right, 15-inch alloys, a touchscreen which shows the dust some (but features CarPlay and Android audio, along with voice recognition), and a reversing camera with rear sonar. It has the oldschool split folding system too with a squab lift involved, and the front seats need to be right forward for that too. The minuscule luggage space then expands to 985L. The boss reckoned the doors and tailgate were tinny and

she’s on the case but that goes with the city car/light car territory. There’s the usual expected lack of soft plastics which is another differentiation point from the rather more sophisticated superminis one class further up. And I guess we get to the nub at this point because at $19,900 the LT Spark is coming itchingly close to low-end small car territory. You can buy a Swift GL auto for that kind of money, or a manual Fabia with a wee turbo, both of which are more sophisticated drives. Unfortunately for the higher spec city cars, this is the way it has always been. Spend just a touch more and you get something a class up that feels like a proper car rather than a wee one. Those wanting a cheaper car will have to order the manual only $16,490 LS Spark. And we imagine most Kiwi millennials will prefer a bigger, more sophisticated fresh used import instead. visit autocar.co.nz to subscribe

Speedo error 95 at an indicated 100km/h Claimed fuel use 5.5L/100km C02 output 166g/km Ambient cabin noise 71.1dB@100km/h Engine capacity 1399cc Engine format IL4/ transverse Max power 73kW@6200rpm Max torque 128Nm@4400rpm Specific output 52.2kW/L Weight-to-power 13.8kg/kW Bore x stroke 74mm x 81.3mm Compression ratio 10.6:1 Cylinder head dohc/v/vvt Gearbox CVT Drivetrain front-wheel drive Front suspension Mac strut/sway abr Rear suspension torsion beam Turning circle 10.4 (2.6 turns) Front brakes ventilated discs Rear brakes drum Stability systems ABS/TC/ESP Tyre size 185/55R16 Tyres Continental ContiPremiumContact Wheelbase 2385mm L/W/H 3595/1595/1476 Track f-1410mm, r-1418mm Fuel capacity 32L Luggage capacity 185-985L Weight (full tank) 1010kg Weight distribution 64/36% (front/rear) 183

322

179

326

Verdict A marked improvement on its woeful predecessor, it now drives in competitive fashion and is quicker than the opposition but at just under $20k there are superminis for similar money we’d rather drive. Rating

New Zealand Autocar road tests are powered by ZX. Premium fuel with the X factor.

new zealand autocar | 69

WORDS KYLE CASSIDY | PHOTOS TOM GASNIER

driven

DS 5 Price $64,990 0-100 km/h

8.81 (claim 9.9)s

80-120 km/h

6.37s (180m) 34.21m

100-0 km/h

Speedo error 96 at an indicated 100km/h Claimed fuel use 4.4L/100km C02 output 114g/km Ambient cabin noise 72.3dB@100km/h Engine capacity 1997cc Engine format IL4/TDI/transverse Max power 133kW@3750rpm Max torque 400Nm@2000rpm Specific output 66.6kW/L Weight-to-power 12.6kg/KW Bore x stroke 85mm x 88mm Compression ratio 16.7:1 Cylinder head dohc/16v Gearbox 6-speed auto Drivetrain front-wheel drive Front suspension Mac strut, sway bar Rear suspension torsion beam Turning circle 11.2m (2.8 turns) Front brakes ventilated discs Rear brakes discs Stability systems ABS/ESP/TC Tyre size 225/40R18 Tyres Michelin Pilot Sport Wheelbase 2727mm L/W/H 4530mm/1871mm/1539mm Track f-1575, r-1599mm Drag coefficient 0.28Cd Fuel capacity 60L Luggage capacity 468L Weight (full tank) 1680kg Weight distribution 63.2/36.8% (front/rear) 337

514

280

548

Verdict A different take on the premium compact. It’s out there in a styling sense, but manages to mix in everyday practicalities. Character does carry a decent premium however. Rating

New Zealand Autocar road tests are powered by Z Diesel.

70 | new zealand autocar

Style Council DS

recently underwent a relaunch in this country, its range rationalised to just one highly speciﬁed variant for each model line, with the headlining act being the DS 5. There’s a push to establish DS, a high-end Citroën sub-brand started in 2009, as a stand-alone brand. That is, it’s not a Citroën DS, but rather a DS in its own right. That’s why you’ll notice this made-over DS 5 has lost its double chevron front end, now sporting its own ‘DS Wings’ grille. All other references to the paternal brand have been eradicated. Enter a Citroën showroom in the metro centres and you’ll ﬁnd an area

dedicated to DS. Dubbed the DS Salon, the territory is marked out by a ‘tactile’ DS wall, there’s softer lighting and you’ll ﬁnd a white leather sofa to lounge on while pondering which model to buy. And on display will be a DS 5 for inspiration. It’s all about setting the tone of the brand, whose pillars, if you’re wondering, are avant-garde design (fairly self explanatory), experimental technology (LED lights, extended connectivity and hybrid powertrains, which are offered in Europe), reﬁnement and attention to details (certainly plenty of that evident in the interior), and dynamic hypercomfort (which we are still not too sure about). The NZ strategy is to have each model powered

by the best performing engine in its range and for the DS 5 that’s a 2.0-litre turbodiesel. It’s PSA’s high output 2.0-litre, meaning 133kW and 400Nm. It’s Euro6 compliant, so there’s an exhaust gas treatment system to service, but as DS models all come with three years/60,000km of scheduled servicing gratis, it won’t be a worry for the ﬁrst owner at least. The engine drives through a sixspeed auto to good effect. There’s a moment of turbo lag if you’re in a hurry, but otherwise it gets along quite nicely. The DS 5 is not a big car but still manages to weigh 1680kg, so all that torque is a blessing, and it suits its cruiser nature; the DS 5 prefers

DS 5 a relaxed approach to cornering. The Michelin Sport rubber helps keep it tidy, up to a point, usually until a bump upsets the rear end and this has a ﬂow-on effect up front. The steering has a smidge of feeling but also a strong self-centring character and can rattle over the bumps. While the general ride characteristics are better than we remember them, (apparently the DS 5 had a suspension tweak in 2015 to sort its ride issue) it’s not cushy like the old C5 was with its hydraulic suspension. And this is because the DS 5 is based on the PF2 platform, which also underpins the likes of the Peugeot 3008 and the C4. So while it wears a 5, it bears no relation to the old C5 with its independent, adaptive suspension, and rather has a torsion beam

rear end, which is the source of its jiggle out the back. The DS 5 is a city slicker anyway, one to be seen on high streets rather than rounding up rural roads. It’s hard to put the DS 5 in a box; it’s a hatchback in base terms, but certainly not your average ﬁve-door to behold. Along with the new grille there’s the ‘magnetic gaze’ of the Xenon and LED headlamps, which also incorporate scrolling indicators. Viewed from any angle, it’s just different with its chromed spears along the bonnet edge, its double A-pillars, and the treatment of the rising character line to the rearmost window. You’ll either love it or you won’t. Inside the design goes ‘next level’. The analogue clock gets them every time, as does the

‘watch strap’ seat design, and clad in Nappa leather, they are sumptuous to the touch. While they’re comfortable, and set high for ease of entry, ﬁnding a decent driving position is a task. Form is the primary consideration in the cabin and so while the buttons are suitably dramatic looking and tactile, they are sprayed everywhere, even on the roof thanks to an aerospace design inspiration. What we do like is the uniqueness of the switchgear; there aren’t bits from any PSA parts bin. It’s well built too, and there are few hard plastics, aiding its premium aspirations. Connectivity is sorted if you’re into Apple products, with CarPlay present, and there’s sat nav too. Some of the design

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cues impede outward vision though; the rear screen is split by the spoiler, and those big A pillars mean it’s worth taking a second look at intersections. But it does come with a reversing camera and a blind spot monitoring system, along with a smart key and auto high beams, though lacks for auto emergency braking. There’s even a touch of practicality to it all with adequate space in the rear, tight headroom excepted, and the boot has a low flat floor, one positive aspect of a torsion beam rear. At the price, it’s very much an alternative choice, and the appreciation of the styling and its uniqueness will influence your decision. For the DS 5 is anything but boring, and certainly a statement.

new zealand autocar | 71

WORDS PETER LOUISSON | PHOTOS TOM GASNIER

driven

GREAT LOAD CARRIER I t’s odd the spec that gets left out of cars most would consider moderately expensive. These days even sub$20k city cars like Spark come with ﬂash gizmos such as a smart key with entry by pushbutton pads on the door handle, but not this base model GLC 220d that costs $70k more. It felt distinctly odd having to use the fob to lock and unlock the base model of what has become the second-biggest selling line-up for Mercedes-Benz, after the C-Class. Still, there’s plenty of other clobber that makes the 220d rather a pleasant thing, like artiﬁcial leather furnishings (just like the real thing), powered front seats, the easy-touse infotainment system via the Comand controller, pushbutton start and stop (including idle stop), easy-clean 19-inch alloys, sat nav and LED lights. There’s also cruise control and speed limiter, a powered tailgate, an automatic parking brake, paddle shifters on the wheel (for control of the 9-speed auto), easy-as split folding (spring loaded, button-activated), dual zone air and the list goes on. Lest we forget, there’s also the Dynamic Select system which offers various engine and transmission settings, though no change to dynamics. We used Comfort in the main, as it suits the 2.1-litre turbodiesel well. There are also various option packs, two present on our jet black GLC; a vision package consisting of a panoramic sunroof and head-up display (annoyingly positioned midscreen) for just under $4k, and a seat comfort package with heating, additional adjustability, an electric

72 | new zealand autocar

steering column wand, and memory seat functions, all for a bit under $3k. Of the individual options, the airbody control suspension with adaptive damping ($2490) might appeal to some. At the world launch of the GLC we liked the turbodiesel the best, but that was the 2.5-litre version. It conjures 150kW/500Nm and costs $96,900. With the two packages fitted to the 220d, the cost was much the same ($95,180), making the better specified, quicker 250s rather tempting, especially the petrol which is claiming 60 per cent of sales. As you’d expect the junior diesel actually does a pretty reasonable job. It’s easy to drive in or out of town, just select comfort for urban use (think lazy-easy engine response) and sport for out of town use (holds the gears for a bit longer). Rated at less than a second slower to the legal limit than the 250 – it bettered its 8.3sec claim – the 220d’s overall fuel use is almost identical (5.6 vs 5.7L/100km). It drives well, pulling handily from 3000-4000rpm, and has a sensible ride and handling balance, favouring neither in particular. There’s enough room for five adults and their gear, and it’s super quiet on the go too. What extra do you get with the 250s? A genuine leather interior, (few will tell the difference), comfort entry, 20-inch alloys, and privacy glass from the B pillar back. There’s also an enhanced safety package that includes blind spot and lane keeping assist, and adaptive cruise control. Bottom line is we’d probably save the extra for one of the 250s, probably the more popular petrol, much of which you’d likely recoup when it comes to resale time.

THE STATS MODEL Mercedes-Benz GLC 220d PRICE $89,900 ENGINE 2143cc IL4, TDI, 125kW@3000-4200rpm, 400Nm@1400-2800rpm TRANSMISSION 9-speed auto, four-wheel drive VITALS 0-100km/h 8.25sec, 5.6L/1 00km, 129g/km, 1978kg

WORDS PETER LOUISSON | PHOTOS TOM GASNIER

BABY GRAND nything new from the big German luxury car triumvirate is not a novelty for long, because as soon as one ﬁrm releases it, the other two hurriedly design copies. CLS Class spawned a heap of coupe-like copy cat designs, of various sizes. BMW’s Gran Coupe originated as a 6 Series four-door and the concept has now spread to the 3 Series. Only it’s known as the 4 Series Gran Coupe. So it looks like a 3 Series but the roof is more raked and elongated, and it has a liftback arrangement for the ﬁfth door, overcoming the mean boot entrance that’s the bugbear of most sedans. We sampled the new entry-level model with the 2.0 turbopetrol, the 420i. It costs $77k, is good for 135kW, 270Nm of torque from 1350rpm and apparently hits the highway limit in 7.7sec. Our’s didn’t quite manage that because of conditions but came close with a 7.9sec best run. It has a form of launch control that results in a soft getaway, given the engine never initially climbs above 2500rpm. Never mind, for this has more than sufficient speed to be a menace on our roads. Moreover, it has the usual quartet of driving programmes from which to choose, though ‘Comfort’ suffices most of the time. When you need a bit of extra poke for overtaking knocking the shift lever to the S position adds transmission zing for quick-ish passing. The things you need to know about this, however, are of a more practical nature. All models get a powered liftback arrangement, and a lengthy if slightly

A THE STATS MODEL BMW 420i Gran Coupe PRICE $77,000 ENGINE 1998cc IL4, DI/T, 135kW@5000rpm, 270Nm@1350-4600rpm TRANSMISSION 8-speed auto, rear-wheel drive VITALS 0-100km/h 7.9sec, 5.8L/100km, 134g/km, 1602kg

driven

narrow load space. That said, a golf bag will fit across the rear of the hatch space so long as you direct the heads into the cut-out on the right side. We found it easier just to stash them on the back seat which also split folds almost flat for added versatility. So fitting bulky goods that would never possibly be installed into the sedan is feasible with the Gran Coupe. The Gran presumably relates to size rather than ownership potential. No need to mention handling really; it’s the usual inspirational 3 Series stuff, previously standing alone but now matched by Jaguar’s XE. It’s a trifle noisier on chip seal than you might expect (73.5dB) but what price Potenza grip and stopping power? The constant rate suspension offers a suitably absorbent ride to match the sorted dynamics. Being the base model there are some things you miss out on, like comfort entry and powered lumbar adjust. However, you get nav, dual zone, leather trim, iDrive, electric sports seats, self-parking, bixenons with self-dipping, and a too-small but rather clear reversing camera image, backed up by front and rear sonar. Active safety runs to lane change warning, blind spot monitoring, and auto city braking. A five-year warranty and three years of free servicing sweeten the package. If you’re agin sedans and SUVs but want the smart appearance and practicality of a five-door coupe and just cannot forego rear drive balanced dynamics, the stylish 420i will likely hit the spot. Unless, of course, you also check out the ($50k more expensive) 440i and then maybe it won’t quite.

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new zealand autocar | 73

WORDS KYLE CASSIDY | PHOTOS TOM GASNIER

feature

SIZZLING

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THE CAMARO NAMEPLATE RECENTLY TURNED THE BIG FIVE OH, AND THE LATEST GENERATION OF GMâ&#x20AC;&#x2122;S PONY CAR HAS STARTED TO ARRIVE ON OUR SHORES. WE TAKE THE TOP-SPEC SS FOR A BURN

hile the world goes Mustang mad, it seems GM has missed a trick by not offering its new Chevrolet Camaro for global consumption because after sampling the new Gen Six version here in NZ, we found it to be a top sports coupe, yet still with its all-American muscle car soul. GM wanted to lift the dynamic bar with its new Camaro so blessed it with its premium platform, the Alpha, which underpins the likes of the new Caddy ATS and is said to rival the the 3 Series and Jag XE for dynamics. Tailored to Camaro needs,

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new zealand autocar | 75

ABOVE: Not so many retro cues in the cabin this time around. The glasshouse is still small however, limiting your outward view. D-shaped steering adds some clearance for easier entry.

LEFT: Various drive modes include a track setting for the SS model. Mode toggle switch (below) can be easy to knock when shifting gears however. BELOW LEFT: Shift paddles used to activate the rev match function.

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it’s stretched up front for that long hood look and it’s also wider. It makes for a slightly smaller, lighter car than the previous Zeta-based model. Rigidity is said to have increased by 28 per cent while the body-inwhite weight is down by 60kg. The suspension is now mostly alloy with Mac struts featuring a lower, double ball joint arrangement and a multilink set-up at the rear. This top spec 2SS Coupe with the six-speed manual weighed in at 1650kg on the scales. Coincidently that’s 60kg lighter than the 2010 SS we tested. Engine options for the new range include a 2.0-litre, 205kW/400Nm turbo four, a 250kW/385Nm 3.6 V6 but the only one on your wish should be the V8, all 339kW and 617Nm of it. The small block in question is the LT1 from the C7 Corvette, complete with variable valve timing and direct injection. The alloy eight has a special cylinder head design and with smaller combustion chambers than the LS3 and direct injection, this allows for a higher compression ratio of 11.5:1 resulting in bigger bangs and more torque and power. With easier access to the more abundant torque, the Camaro SS feels more urgent than the Mustang GT, and it sounds more the real deal too. Tall gearing hampers the V8’s ability to really rev fast, and although torque doesn’t peak until 4400rpm, there’s genuine thrust from 3000rpm, and it keeps pumping away right to its 6600rpm limit. It has plenty of ‘touring torque’, the LT1 delivering the lazy pull of an old fashioned V8, rolling on satisfyingly from 90km/h in fifth, whereas sixth is well overdriven (0.50:1). If you prefer autos, the Camaro SS is available with GM’s Hydra-Matic 8L90, the eight-speeder a handy unit after our experiences with it in the C7 Corvette, particularly when controlled via the shift paddles. It makes for a faster Camaro too, GM quoting 0-60mph in four seconds flat for the auto and 4.3sec for the manual which is a Tremec TR6060 six-speeder. This features ‘Active Rev Match’ technology, activated via what would otherwise be the shift paddles in an auto Camaro. This seems odd at first, but it saves GM finding a place for another button and it’s easy to flick it on and off. We at first preferred to blip the throttle ourselves, that’s what manuals are all about, but the system

LEFT: Good deďŹ nition for the big infotainment screen. Useful as it relays the image for the much needed reversing camera. RIGHT: The right transmission for this type of machine.

THE SMALL BLOCK IN QUESTION IS THE LT1 FROM THE C7 CORVETTE, COMPLETE WITH VARIABLE VALVE TIMING AND DIRECT INJECTION

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new zealand autocar | 77

does a fine job, making for smoother progress, even on the commute, as the pedal placement isn’t ideal for heel and toe action. And the sound of the throttle blips, particularly when slipping it from fifth into third at 100, you’ll never tire of that. Though it’s a muscle car, big biceps and calves aren’t a prerequisite, the clutch being light, if a little too springy on the return, but with a reasonable bite point. The shifter, cantered over towards you, slots each gear soundly, and doesn’t baulk when rushed. It’s fitted with a skip shifter for economy, the lever slotting from first through to fourth on light throttle applications. Apparently it can be defeated; we would, as it can be annoying. There’s also a hill holder to make commuting easier. In typical muscle car fashion, there’s more go than grip from a standstill, but you wouldn’t want it any other way. We failed to work out the launch control – no help from the hand book there either – but even a soft launch has the tyres laying lines. So trying to temper the torque on our usual coarse chip surface, we had to make do with a 4.7sec run after a quick dump of autumnal rain called a halt early to proceedings but its 2.5sec 80120km/h time puts it in fairly rapid company. For reference, the Mustang GT auto was a pussycat in comparison and returned 5.2s and 3.1s, while the R8 LSA ripped 4.59s and 2.7. The brakes, by Brembo, do the business with a 31m stoppie. There’s a new Drive Mode selector, with four settings; Snow, Tour, Sport and Track to alter the steering, throttle, exhaust noise via the dual

WE TOGGLED BETWEEN SPORT AND TRACK OVER OUR TEST LOOP, THE LATTER DELIVERING THE PROMISE OF IMPROVED DYNAMICS

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LEFT: Camaro hunkered down and keener on cornering action than previous model. It’s a dynamic set-up with plenty of grip and the LT1 (above) provides the grunt in abundance too.

mode system, and damping when optioned with the Magnetic Ride dampers. These are a must, delivering genuine compliancy on the commute in the Tour setting. The latest version of these shockers constantly adjusts and so the Track setting is usable on road as they change to suit the rigours of the path travelled. We toggled between Sport and Track over our test loop, the latter delivering the promise of improved dynamics for the big Camaro. It now dives into bends, it’s primed and ready, there’s no longer the need to wait while it leans over before the suspension settles into its work. There’s no wrestling with the front end as the turn in is energetic and exact, the weight well stabilised and therefore not overworking those front tyres. Traction control is best disarmed and then you’re able to better rotate the car on the power, making it feel genuinely nimble. If you want more leverage, step the stability control back as well and you’ll get a playful degree or three of slip from the rear. The back end will suffer the odd bump on the exit in Track mode but generally speaking it’s rock solid stable to help give the front end real teeth. You can fire it in fairly hot and have faith it will stick, which is good, as the one thing lacking from the rack is that progressive build-up in the steering as you approach the limit. The brake pedal too could benefit from a more intimate feel, but it sure kills speed when stomped on. This Camaro can now justifiably pick a fight with the top Euro sports coupes, and is a sportier

handler than the Mustang with more grip and power too. There’s some tyre roar to contend with, and you can expect it to guzzle gas but hey, it’s a muscle car. And one with all the endearing traits. It’s stroppy when you gas it hard off the line, fierce down the straights while making one hell of a racket. And with the suspension in its softer setting it will squat classically under power, the front end rising to salute the horizon as the V8 does its thing and you sink back into the seat. You’ll never ever tire of the sound. It makes a good roar from about 3000rpm, and yet it’s not as loud in the cabin as the Holden Commodore SS. It has the same sound pipe running from the intake to the firewall, but there’s a subtly different note transferred. The bi-modal exhaust can sound a tad flat at cruising speeds, especially in sixth gear, and is suitably hushed in the Touring mode. The valve pops open at 2500rpm in Sport and Track settings, but whereas you wouldn’t think about changing the cans on the Holden, you might be tempted to fiddle with the Camaro’s breathing tubes. We are sure there are plenty of options in the Chevrolet performance catalogue. Though it’s all new, it looks quite a bit like the old Camaro. GM has said it designed the car to ensure it appealed to the Camaro faithful, a case of if it ain’t broke… It wears a more sculpted hood, an elegant power bulge amongst the breed, while the front end is more menacing and it still has its impossibly small glasshouse and big hips. The cabin is more modern, ditching

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CHEVROLET CAMARO SS Price $99,000 4.73s

0-100 km/h 80-120 km/h

2.36s (66m) 31.31m

100-0 km/h

Speedo error 99 at an indicated 100km/h Claimed fuel use 11.5L/100km Ambient 76.9dB@100km/h Engine capacity 6162cc Engine format V8/DI/longitudinal Max power 339kW@6000rpm Max torque 617Nm@4400rpm Specific output 55kW/L Weight-to-power 5.0kg/KW Bore x stroke 103.2mm x 92mm Compression ratio 11.5:1 Cylinder head ohv/16v/vvt Gearbox 6-speed manual Drivetrain rear-wheel drive Front suspension Mac strut, sway bar Rear suspension multilink, sway bar Turning circle 11.7m (2.3 turns) Front brakes ventilated discs (345mm) Rear brakes ventilated discs (338mm) Stability systems ABS/ESP/TC Tyre size 255/35/R20 Tyres Goodyear Eagle F1 A3 Wheelbase 2811mm L/W/H 4784/1897/1348mm Track f-1601, r-1598mm Fuel capacity 72L Luggage capacity 255L Weight (full tank) 1696kg Weight distribution 53.6/46.4% (front/rear) 409

425

378

483

Verdict That the Camaro SS is faster than the Mustang, with sportier dynamics, will have the General’s fans chuffed. Rating

New Zealand Autocar road tests are powered by ZX. Premium fuel with the X factor.

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those retro cues from the old model, and looks to be constructed with a better quality. It’s still heavy on hard plastics but they at least appear decent, and there’s just enough soft padding about. There are not too many buttons, the air con temp adjusted via the ring surrounding the air vents. Most other aspects are controlled by the infotainment display. The seats are American; big, wide and comfortable with just a hint of support. The cabin too is wide but light on space; headroom is tight with the optional sunroof and the rear seats are for little leaguers, the access being particularly tight. Its doors are big, so be careful in tight car parks, while the D-shaped steering wheel gives you a bit more knee clearance to help clamber in. The boot, other than the tight opening, is a reasonable size for a coupe and is extended by folding the rear seat down, which helps liberate more exhaust noise. There’s no auto emergency braking but eight air bags are ﬁtted. The infotainment screen’s most important job is to relay the reversing camera image as the Camaro has

poor rearward vision and, without front sensors, parking involves lots of guess work. The blind spot monitoring, head-up display and rear cross traffic alert systems of the 2SS model make it all easier to live with as a left hooker. On that point, this car, from Bunce Motors on Auckland’s North Shore, will remain unconverted and sold under the LHD permit scheme. While Bunce is a specialist in conversions, with the Mustang GT at $75k, the Camaro would be far too expensive to swap over. But even so, it’s on the market for $99k, so there’s a decent premium asked. It matches the spec of the GT, and adds a smart key, but the best feature is that it’s available; you can buy it now, whereas the wait for the GT will take you out to Christmas. And they’ve sold over 1000 Mustangs, whereas the Camaro will be a rarity. That it powers on hard, and sounds and looks fantastic while going gangbusters will have all the boxes ticked for the atypical buyer. But that it’s moved up the rankings in handling makes it one for driving enthusiasts now too.

Keep your gears in check all year round with NZ Autocar. NZ Autocar is New Zealand's leading automotive magazine. Delivering news and authoritative reviews from the car world each month, it includes commentary from NZ's leading automotive writers and covers the full scope of motoring including new cars, fast cars, classics and motorcycles.

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WORDS KYLE CASSIDY | PHOTOS TOM GASNIER

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Mustang g on the Charge 82 | new zealand autocar

500

THE MUSTANG GT’S 5.0-LITRE V8 IS OUTPUTTING 306KW FROM THE FACTORY. THIS PARTICULAR STEED IS RATED AT 500KW, THANKS TO THE ADDITION OF A ROUSH SUPERCHARGER. WE STRAP OURSELVES IN

KW hey say the Ford Mustang is the most tuned car in the world. It helps that many of the old nags are in dire need of a good seeing to. And that Stateside you can pick up old mules for ‘chump change’ as they call it. There is a huge aftermarket industry looking after Mustang in its all of its generations, from complete restorations of the classics to pro-touring options sporting air suspension and the latest crate engines. There’s even a market

for tuned Fox-body models, and even the horrid little Mustang II. If you can think it, there’s a tune-up option for every Mustang imaginable, particularly if you have drag racing in mind. Enhancing the new Mustang is proving popular in New Zealand, with plenty of buyers opting to dip into the range of Ford Performance upgrades available through their local dealer at the time of purchase. This sees their Mustang delivered ready to go with a few more ponies and a lot more noise than the

standard offering. For the GT model there are three upgrades available; Stage One adds a few more kilowatts and decibels thanks to an air box and muffler change. Stage Two bolts on a freer-ﬂowing exhaust while an engine tune takes power to a quoted 360kW at the ﬂywheel and would be the most logical upgrade as it costs a modest $9k with the muffler kit. And all with the factory warranty intact too. For those looking to step things up a notch or three, there’s the Stage Three kit, adding a blower to take the

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new zealand autocar | 83

Air suspension does a surprisingly good job on the go as well, keeping roll in check.

kilowatt count to a claimed 500 while liberating $25k from the owner. This includes a supercharger kit, cat-back exhaust, new air box and engine tune, and you best go for the sport muffler kit while you’re at it. What’s another $2200 anyhow? We recently tested this package as ﬁtted to CTB Performance’s show car, a GT auto, which has been treated to a full Roush kit. First, the sound. The exhaust mods free the noise every V8 fan wants to hear, particularly at start-up and idle with a satisfying, even rumble. There’s no lumpiness here with the quad-cam conﬁguration. There are a few speed zones where it will begin to drone but a quick downshift usually sorts that if it annoys. At 100km/h there’s not so much of a problem. As the engine hones in on 6000rpm, the note is raspy, loud and bellowing, though lacking the usual supercharger whine. You just don’t hear the blower at all but you

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do feel its presence. The supercharger ﬁlls the bottom end of the rev happy V8 with some much needed torque. It’s not a sledgehammer, but rather the surge builds gradually. The in-gear pull is impressive as the speedo needle moves swiftly around its dial while the tacho needle hardly moves in the taller gears. And this helps even out fuel consumption from ridiculously ravenous when pumping away hard, to the usual mid- to high-teens average of the stock standard GT. This car is a daily driver and was showing a long term average of 19L/100km. The power delivery is what you’d term interesting. It likes the throttle to be all the way open and then it spews out the grunt but on part openings, it can get cranky. This car had been ﬁtted with a set of headers, not usually part of the Stage Three kit, and Sam from CTB Performance, the company which carries out the Ford Performance work, said this has exacerbated a slight hesitation with the

ABOVE: Roush front end lets in more air. BELOW: Compressor lives under the boot ﬂoor. BOTTOM: Air tank is in the boot too.

Roush blower. He says he’s been meaning to tune it out on the dyno, but he’s been busy modifying other Mustangs. Every time we go out to CTB Performance, you can’t move for all the GTs in for hot ups, so we’ll forgive him on this occasion. Given it likes to be driven ﬂat out, it’s a bit of a handful on road as the opportunities to go hard are limited. But when you can, it delivers the rush that is missing from the stock GT experience. While there is more torque lower down, the engine still likes revs and the real power isn’t unlocked until at least 4000rpm. Once accessed, you’re really hauling. As we have noted with other supercharger conversions, the auto has its work cut out trying to keep up with the enhanced torque curve, while cog swaps at higher engine

500

speeds are harsh. But with so much more shove, the ’box doesn’t have so many shifts to execute. In the stock GT, we were always looking to hook second gear to enable better drive out of the slower bends, but with this set-up it’s just not advisable. With the added grip of the wider 295 rear Pirellis that encase the new wheels, third gear hauls you out nicely, though a degree of throttle caution is still advisable. No prizes for guessing – it was a prickly beast to performance test, even with that extra tread. Stalling it up on the brake is a pointless exercise unless you intend to vaporise the tyres. Those ﬁrst few metres are the most vital, and so gently tipping the throttle in gets the Mustang moving before you squeeze the gas down gingerly. And it’s still struggling for traction

IT’S STILL STRUGGLING FOR TRACTION AS IT SQUIRMS ITS WAY TO A 4.3SEC 0-100, WITH 80-120KM/H TAKING 2.2SEC

as it squirms its way to a 4.3sec 0-100, with 80-120km/h taking 2.2sec. The gearing isn’t quite optimal for the latter, as it feels quicker than the number suggests, even if it is still struggling to ground the power. We reckon it’d have no problem breaking into the threes launching on warm tyres from a sticky staging area. You may have noticed another feature of the CTB show car in the opening pic, its ride height. This GT is riding on air, the system replacing the regular dampers and springs with air bags. With some changes to a few of the linkages and sway bars, it allows for fully adjustable ride height ranging from slightly raised to sitting on the ground. There’s an air tank in the boot, positioned up behind the rear seats so as not to impact hugely on boot

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new zealand autocar | 85

Blower by Roush, brakes by Brembo. These are up to the task of stopping the extra speed.

space (though the load through hole is useless, but we get the look is more important than the practicality) and a small compressor under the boot ﬂoor. This is a little noisy in operation but it only works hard when you start playing around with the height, to be fair. So you get the low rider look when parked up, and then you can set your desired height for the drive. The system needs to be fool proof before it’s ready for general consumption however. As it rolls, if you have the wheels turned and lower it, the body will sink down and crush the guards, so this needs to be isolated. The price for the kit is likely to come in around the $10k mark, and CTB Performance is working on adapting the Camaro kit for use on the Commodore. And what’s the actual ride like? It’s ﬁrmer than the stock GT set-up, for sure. While they aren’t adaptive air dampers, they remain surprisingly complaint

IT DELIVERS THE RUSH THAT IS MISSING FROM THE STOCK GT EXPERIENCE

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500

as speeds rise. This helps improve the handling of the Mustang as it rids the suspension of its tendency to lean over before it heads into bends, and the steering still has its progressive feel as it nears the limit. The Stage Three Roush kit adds $40k to the price of the GT as it includes the full Roush aero pack with its high air ﬂow front end, splitter, lower driving lights, bonnet vents and scoop and other add-ons like the faux vents on the rear and the panels on the quarter windows, which look good but rob it of vision. The standard kit does not include the air ride but rather lowered springs and the Bathurst 20-inch wheels and Pirelli P Zeros. As we said, there are plenty of options when it comes to souping up your Mustang and the full Stage Three kit is at the crazy end of the scale. It’s a tad stroppy for the road but would be great fun at the strip, and on the skid pan. Like a proper muscle car then.

.co.nz

Something wicked this way comes. Landing

1.6.16

PHOTOS TOM GASNIER

racing

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The Name’s

HAMMER STU OWERS STRAPS HIMSELF IN TO ONE HELL OF A CHEVROLET, A GT3SPEC CAMARO WITH A 7.9-LITRE V8 UNDER ITS OVERSIZED HOOD

sensed the crew rolling their eyes behind me as John McIntyre helped strap me into the Camaro GT3 enduro racer he shares with Inky Tulloch. It was practice day on the eve of the most important endurance race of the season and the team must have been wondering what I was doing, belted in and about to “give it a go”. And I was beginning to wonder the same thing. I was already sweating as I tried to remember all the instructions they

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new zealand autocar | 89

had given me; how to negotiate all the switches, how to work the clutch and the gears and even the complicated process of getting this monster moving out of the pit bay. And then there were warnings about what might happen if I was too eager on the gas. I hadn’t been so apprehensive behind the wheel of a race car for a long time. Photographer Gasnier leaned in and asked for a “thumbs-up” shot. I complied instinctively but a nervous fingernail chewing gesture would have been more appropriate if it weren’t for the gloves and the full-face helmet. With a sinking stomach, the door was finally closed and everyone stood back. There was genuine relief after I coaxed the car into rolling down pit-lane without stalling it. The Camaro grumbled and clanked past the Hampton Downs garages, spitting thunderously from its side-exit exhausts as I anxiously gripped the tiny steering wheel and tried to keep it from bunny hopping, as I’d been told it likes to do. After carefully exiting pit lane, I softly squeezed on the gas and eased it up to speed, selecting third before I dared give it full throttle. Tulloch told me earlier that it could spin its rears in fourth gear, and if it slid ABOVE: A nervous just a little bit sideways that thumbs up from Stu it would be difficult to catch. after receiving myriad So I braced myself, gassed warnings about the it and waited for all hell beast’s behaviour. to break loose. But it was mildly disappointing. The accelerator is designed to give only a small throttle opening until you get past about 30 per cent travel. It’s like a wet weather set-up that some race-cars can be configured with to stop them responding too harshly in slippery conditions. But after pushing through past the half throttle mark, the car suddenly wriggled and launched ahead with a massive shove. By that stage, turn two was rapidly looming and I needed to brake urgently. I pushed the big pedal hard, but nothing much happened. Quickly realising how fast I was going, fear motivated me to push harder until finally the nose dipped slightly and the speed was clawed back. Phew! Clearly the hard compound endurance pads needed plenty of pedal aggression to get them working properly. After rounding each corner I waited until the steering wheel was almost straight again before rolling on the power slowly and progressively and each time there was that wriggle and explosive launch down the next straight. Even Johnny Mac refers to the car as a sledgehammer. With any car this fast, it seems like you spend a lot of the time just slowing it down and restraining it for the

90 | new zealand autocar

THERE’S PLENTY OF INHERENT DANGER DRIVING A CAR WITH SO MUCH POTENTIAL VELOCITY

rounding each corner I would aim it down corners. Fortunately, the Camaro has ABS the straight, brace myself, pull the trigger giving plenty of warning as to the braking and wait for the bullet-like acceleration. threshold. The acceleration is so forceful, There’s plenty of inherent danger driving so rapid that you hardly have time to release a car with so much potential velocity but the paddle shift lever after each gear change despite the rawness, before the shift light its grip and neutrality is blinking and it’s time are impressive. Tulloch to pull it again. And before likes to set the car you know it, you’re in sixth. up with a trace of entry The tyres are the widest TOP: Likes laying understeer, a wise move permitted in the GT3 rubber does the in a beast that would category so the Camaro has Camaro. GT3 spec easily power oversteer plenty of mechanical grip Chev gets a little aero at will. Corner entry and now that it’s wearing the help from the wing understeer creates updated aero kit, it has more and rear diffuser. a sort of early warning downforce to improve its system for a driver speed in the bends. Not that to let them know that my conservative approach the tyre limits are in the turns was going being reached without to test those handling limits; any oversteer dramatics. Besides that, the I’d promised I would give it back in one Camaro has a severely limited steering lock piece. It would take many more laps to begin due to the massive 12.5inch wide wheels to understand this ferocious machine. It was completely ﬁlling the arches. Both Tulloch like driving a high-powered riﬂe - after

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new zealand autocar | 91

McINTYRE HAD WARNED THAT TAIL OUT OVERSTEER SITUATIONS WERE HARD/ IMPOSSIBLE TO CATCH

and McIntyre had warned that tail out oversteer situations were hard/impossible to catch as a result. I discovered the steering limitations in a much less dramatic way however. McIntyre had warned me that it was difficult to manoeuvre through the super tight pit entry at Hampton Downs, which I thought nothing of; I’d driven through that tight entry thousands of times. So, after managing to keep the beast off all the Hampton Down walls and doing a self-satisfied cool down lap, I was mortified to find myself stuck in the pit entry, where I switched the engine off as instructed to do if I got stuck, and watched as the crew came to rescue me. A thermal imaging camera would have shown my ears glowing a toasty pink

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inside my helmet. The engineer, Jason Leifting said, “You were going really well up to that point”. Damn and darn it. We spent the rest of the test day as observers, watching the interactions between Leifting and the two drivers. Fuel use was measured and calculated, different tyre scenarios were trialled, and all the various data were analysed. There were plenty of chances for us to watch and hear this magniﬁcent beast out on the track. It doesn’t have the most melodic V8 sound ever. The ultra short exhausts exit out each side of the car, just behind the front wheels and what you hear is a disconnected, deep pulsing sound. It creates a bass heavy but ﬂat roar which is distinctive but on the industrial compressor end

of the noise spectrum, especially when compared to the high-pitched wails from something like a Ferrari V8. In fact, the engine sounds just as it performs; violent and brutal, animalistic. This is one difficult car to get the best from. I came away deeply impressed by the skill and commitment shown by Inky and Johnny. Compared with the Ferrari 458, Audi R8 and Porsche 911 race-cars we’ve driven, the Camaro is a proper handful to manage. Because of the massive tyre-spinning torque, it takes a delicate touch to keep it on the leash. And it’s not just a case of relying on the superior acceleration to get a fast lap time either. Even the forward visibility is restricted with the bonnet

GT3? The GT3 class is an FIA speciﬁcation category that is now used internationally. For a number of years we had a Porsche series in NZ for 911 GT3s, which caused confusion here. These were in fact Porsche Cup Cars, whereas the 911s in the GT3 racing are the higher spec, faster GT3Rs. There is now a long list of GT3 cars that have revitalised tin

top racing worldwide. Just look at the recent Bathurst 12-hour race for example. Each vehicle manufacturer has to conform to a speciﬁed balance of performance ratio (BOP) set out by the FIA to equal out the differences between aero efficiency and horsepower. The Camaro is at one end of this scale with the most horsepower so it is only allowed

bulge obscuring your vision. Clearly Johnny and Inky have plenty of talent as they managed to tame the power and balance the handling well enough to win the race they were practising for, and the endurance championship too. You could never describe it as an easy win considering both the ﬁght with the car and the formidable opposition. With several more GT3 cars due in the country, it’s exciting to think we might be entering a new golden era reminiscent of the mid-1970s when Inky won the Castrol GTX production championship in a Camaro Z28. Or, better still, a series that could rival the Group A era. Hopefully we can get back to the future as soon as possible.

a modest aero package. There’s also a ban on AWD so cars like the Audi R8, Lamborghini Huracan, Bentley Continental and Nissan GT-R are converted to rear-wheel drive. The GT3 racers are only just starting to appear in New Zealand but already we have two Camaros, a Ferrari 458, a pair of Audi R8s and a 911 GT3R that race in our North and South Island endurance series.

For me, this is a return to the excitement of the Group A days. The varying GT3 cars have their strengths and weaknesses which makes the long distance battles so intriguing. It also has the manufacturers involved again because the race cars are similar to those in the showroom. The future of GT3 racing is looking very bright indeed.

MIN 91KM/H MAX

MAX MIN

196KM/H

174KM/H

MAX 168KM/H

67KM/H

MAX 211KM/H MIN

114KM/H

MIN 59KM/H

MIN

116KM/H

MAX 251KM/H

CAMARO GT3 MANUFACTURER Reiter Engineering, Germany ENGINE 7883cc V8, 460kW/1000Nm TRANSMISSION Hollinger 6-speed sequential with pneumatic shifter paddles SUSPENSION Double wishbones BRAKES FRONT Brembo 405mm discs BRAKES REAR 355mm Teves racing ABS system WHEELS 19inch X 12.5inch OZ racing TYRES 320mm x 19inch WEIGHT 1290kg PRICE $400,000 (Approx.)

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new zealand autocar | 93

WORDS KYLE CASSIDY | PHOTOS TOM GASNIER

classic

THE WILLYS

94 | new zealand autocar

THE JEEP HELPED WIN THE WAR FOR THE ALLIES. IT’S A TRULY ICONIC VEHICLE WITH AN INTRIGUING DEVELOPMENT STORY hile there were many aspects to the Allied victory in WWII, machinery played a major role in the eventual triumph. It was the most mechanised war ever and yet the US Army didn’t even have the plans for what would become the Jeep until half way through 1940. The Army had struggled to find a suitable replacement for the horse since the end of WWI. They needed a dependable vehicle for recon and comms duty that could tackle all sorts of battlefield conditions. By 1940, Germany had demonstrated the effectiveness of a highly mobilised mechanised army, taking France in less than six weeks with the French quick to raise the white flag and get back to making cheese. Even though the US was still waiting on the sidelines of the war, the Army needed its new machine pronto and in June 1940, the initial specifications were drawn

up for a new recon vehicle. These called for a 4x4 vehicle with a 1905mm wheelbase, to be no taller than 910mm with its windscreen folded, an engine with 115Nm, a payload of 300kg, yet weigh no more than 590kg. Submissions were called upon from 135 companies demanding bids to be returned 11 days later, a prototype vehicle within 49 days and a further 70 test vehicles in 75 days. Just two companies responded due to the time restrictions and cost penalties for delays. They were WillysOverland and American Bantam Car Company. Bantam was a basketcase, employing just 15 people with its production facility idle. Its bid was a last roll of the dice. It contracted Karl Probst, an engineer who they couldn’t afford to pay. The reports say he was inspired by Churchill’s ‘Fight them on the beaches’ speech and so agreed to take on the project on a conditional fee. The story goes he spent ﬁve

GRILLED THAT FAMOUS JEEP SLOTTED GRILLE IS ACTUALLY A FORD DESIGN. THE FIRST 25,000 WILLYS FEATURED A GRILLE OF WELDED FLAT IRON SLATS. MEANWHILE THE FORD GPW WAS PRODUCED WITH A STAMPED, NINE SLOT GRILLE THAT WAS LIGHTER AND CHEAPER TO MAKE AND THIS WAS ADOPTED ON THE WILLYS FROM APRIL 1942. WILLYS LATER ADOPTED A SEVEN-SLOT DESIGN WHICH IT TRADEMARKED AND STILL FEATURES ON JEEPS TODAY.

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new zealand autocar | 95

days drafting the initial design which was then accepted by the Army and this gave Bantam the contract and the task to build the prototype. While most of its components were outsourced, it was all cobbled together and was delivered to the Army for testing in September. It seemed all over for Willys but the Army was said to be concerned by Bantam’s ability to massproduce the vehicle. The Army showed the Bantam design to Willys and when its prototype, the Quad, turned up six weeks later for another round of testing, it looked much the same, but was ﬁtted with Willys’ own engine. The company

had spent two years honing this previously unreliable unit, which was known for shaking itself to bits. But the resulting ‘Go Devil’ became a model of dependability and during dyno testing was said to have run for 100hours at 4000rpm. The Army also invited Ford to join the party, wanting to tap into its massive production capacity and, after sharing the plans, the Ford Pygmy that turned up for testing was also another copy of the Bantam design. The companies each had to turn out another thousand or so examples for the next gruelling round of testing. Check the clips out on You

Tube to see these vehicles being jumped, with artillery in tow, drowned and generally tortured to see what would break. It was said that the original Bantam design was extremely tough, only breaking after being jumped off a four foot high wall. The Willys emerged as the front runner due to its brawny engine, but its design was too heavy, and although the target weight was raised (and the wheelbase lengthened), Jeep had to redesign many of its components to shave 112kg in order to meet the mark.

During the ﬁnal round of testing, some aspects of the Bantam and Ford prototypes were incorporated onto the winning Willys design and the company was awarded the contract for a further 16,000 vehicles, designated the Willys MB, each costing $738.74. Ford was awarded a contract to build the Jeep under license, which was known as the GPW. Bantam was the big loser in it all and made just 2675 units in the end, but it was awarded smaller contracts

MEASURING THE WILLYS DIMENSIONS 3.36m long, 1.57m wide, 1.77m high, 1113kg ENGINE 2199cc, IL4, side valve, 45kW@4000rpm, 147Nm@2000rpm 6.5:1, required octane rating - 68 RANGE 56L tank, 480km range, 105km/h top speed TRANSMISSION Three-speed manual, dual-range transfer case SUSPENSION Live axles and leaf springs

96 | new zealand autocar

THE NAME JEEP? THERE DOESN’T SEEM TO BE A DEFINITE ANSWER AS TO THE ORIGINS OF THE JEEP NAME. THERE’S THE GENERAL PURPOSE THEORY, RUNNING THE G AND THE P TOGETHER TO FORM JEEP. AND THERE WAS THE POPEYE CHARACTER, EUGENE THE JEEP, A MYTHICAL CREATURE ABLE TO SOLVE ALL SORTS OF PROBLEMS, JUST LIKE THE LITTLE WILLYS. JEEP WAS ALREADY A TERM IN USE BY ARMY MECHANICS, USED TO DESCRIBE NEW VEHICLES FOR TESTING. AFTER A WILLYS PROTOTYPE WAS USED TO DRIVE UP THE STEPS OF THE CAPITOL IN WASHINGTON DC IN A PR STUNT, A REPORTER ASKED WHAT THE VEHICLE WAS CALLED AND THE DRIVER CALLED IT A JEEP, AND SO THE HEADLINE READ ‘JEEP CREEPS UP CAPITOL STEPS’.

during the war, including building trailers for the vehicle it ultimately had designed. The Jeep was used as a scout car, a radio communications centre, and could be mounted with .50 caliber machine gun. It was used to tow artillery, it could be ﬁtted with four stretchers to carry wounded, was rigged with rail wheels for use on railways and used for commando raids by the newly formed SAS in North Africa. Some 647,000 Jeeps were made, about 363,000 of those by Willys. At the end of the war, surplus Jeeps were sold for around $US400. And as the years march on, surviving Jeeps become ever more sought after.

This example turned up in the Japanese auctions as part of a deceased estate. That it could not be registered for road use there, and with a lack of bidders being the last auction of the year before Christmas, meant this pristine survivor was turned in. After some post auction dealing by the new owner, the Willys MB was purchased and six weeks later was in New Zealand. It belonged to an ex-US serviceman who purchased it after the war. He married a Japanese woman, and the Jeep was shipped to Japan, where it remained and was maintained meticulously. It was hardly used however,

ABOVE: The Go Devil engine was a key to the Willys’ success, being both dependable and strong.

as this Willys, manufactured in 1945, has covered just 351 miles. Unfortunately, his widow couldn’t be contacted after the auction, so that’s all that is known about this original example. Prices for Willys range around the $NZ20$30k mark here while some can fetch as much as $US50k in the US. This example has its original radio set too, complete with its big whip aerial. Spartan would be a generous description of the Jeep’s ﬁtout. Jeep can be translated to Just Enough Essential Parts, which includes man

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handles to help extract the Jeep from the mud, pioneer tools strapped to the side, and a jerry can on the rear. The seats have a dash of padding, but prolonged travelling in the rough-riding Jeep was thought to be the cause of some 80,000 cases of pilonidal cysts on GI’s tailbones, a condition that became known as Jeep disease. The driver was lucky enough to be sat on the gas tank. Guess that’s a good safety feature as you don’t want to have an accident when you’re sitting on a tank of ﬂammable liquids. And before you feel compelled to contact us, the owner is not interested in selling the radio unit.

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PHOTOS GEOFF RIDDER/SS

rally

THE HISTORY

98 | new zealand autocar

HAYDEN PADDON IS THE ONLY KIWI EVER TO WIN A ROUND OF THE WRC. SHAUN SUMMERFIELD TALKED WITH THE HISTORY MAKER AT THE RECENT WHANGAREI RALLY

ayden Paddon does a lot in forty-eight point seven seconds. The infamous NRL bunker takes more time to reach a usually poor decision, but in that time period Paddon has made over fifty crucial decisions all while negotiating the twelvecorners and 1.25km of muddy track carved into the Pohe Island reserve in Whangarei. Later that night he will go even faster, when it becomes the Super Special Stage Opener for Rally Whangarei. For now its only Shakedown, and he is flying solo. More specifically he is playing taxi driver for me, a stand-in for regular co-driver John Kennard, who has allowed NZ Autocar the chance to ride shotgun with New Zealand’s first winner of a round of the World Rally Championship.

Though stupidly fast, it wasn’t even Paddon’s quickest run (he’d chop another half second off ‘our’ time), but it was still faster than any other competitor would go that day. Keep in mind that this was only Paddon’s second competitive outing in the AP4 (Asia Pacific) Hyundai i20 built by local rally driver, Andrew Hawkeswood. In his first outing, he broke every gravel stage record in Rally Otago on his way to winning by over nine minutes – also a record. Kennard had given me the notes, and I had considered trying to read them, but fear of making a wrong call and sending Paddon into a hay bale put me off…I also didn’t want to get car sick. The truth is that it would’ve taken me longer to translate one line of Kennard’s code than it would for Paddon to finish the stage.

MAKER

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new zealand autocar | 99

While it may not require the Rosetta stone, the combination of numbers, algebra and even music notation is a cacophonic jumble. Nevertheless, this is how Paddon sees the road ahead. The 57-year old’s words create a picture of what is around the corner. The trust is absolute; the consequences can be beautiful or brutal. Lately it’s been all beautiful, the result according to Paddon of nothing more than time behind the wheel; “There’s no substitute for seat time, so to be regularly testing I’ve developed ten-fold as a driver, which is the difference you’re seeing when I came back to New Zealand.” Hard at work, even at The hype and attention rest. Paddon probably not updating his which followed Paddon’s win Facebook page. in Argentina had dominated his build up to Whangarei, but I wanted to know what happened following his defining drive over El Condor to leave World Champion Sebastian Ogier behind. His first WRC win, historic for him and New Zealand, took some time to sink in. “We had a 40 km road section back to service, and that was a nice time to sit there in peace, John and I reflected on what we just did, and tried to grasp the idea. Once we got back to Service Park it was a chance to celebrate with the team and try and thank everyone.” Of course this wasn’t the Hyundai Team’s first WRC win, but unlike the victory in Germany in 2014, attrition wasn’t such a key factor. Team boss,

LEFT: Summerﬁeld with Paddon. Hayden was very polite and didn’t mention anything about an untoward weight balance when Shaun was in the car.

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Michel Nandan, has even credited Paddon’s performance especially over the last stage that proved the i20 and HWRT are now ready to take on Volkswagen. Paddon agrees. “The engine is much stronger, we’re nearly on equal footage with VW, but we want more from the chassis – especially the rear of the car and getting it to behave the way we want it to.’ Some 18 months ago, during his first abbreviated season in the WRC, I asked Paddon following his sixth placing in rally Australia if he felt like a real WRC driver – part of the gang – one of the big boys. At that stage he told me, “It’s starting to feel like it did in the New Zealand Championship where you knew everyone and you got on and joked around…like you belonged and that feeling is starting to develop in the WRC.” Back then he was very much the junior, one of five drivers fighting for a permanent spot in the team. While he still steps up and down the totem pole as a ‘manufacturers’ point scorer, this year the is no disputing that he has arrived. Paddon happily talks of great relationships with teammate Dani Sordo and rival JariMatti Latvala who he describes as a good mate. However, our conversation quickly drifts towards the other VW driver: Sebastian Ogier. The pair’s confrontation on the Saturday night in Cordoba quickly became the talk of rally circles.

The Frenchman has complained publicly about the start order which sees the championship leader start first on the opening two days of a rally; essentially they are handicapped by being forced to sweep a clean line for rivals. Paddon suggested he stop complaining, and the two ended up toe-to-toe in the service area. “He was definitely rattled on the Saturday night – knowing he could be rattled, it was just down to finding the right way to do it. I saw a different side to him that I didn’t like, it gave me a little fire in the belly to want to try and stay in front of him.” But this was more than a simple pissing contest, Paddon had decided it was time to put a stake in the ground; “It’s the same as any sport, there’s always mind games, and Sebastian has always been the king of it all in the past and people don’t seem to be able to stand up to him, whereas myself - and no disrespect to him as a driver – I’m prepared to stand up for what I believe in and question him if things need to be questioned.” A gearbox malfunction almost saw the very public standoff backfire on Paddon during the opening two stages on the final day. He had started with a 30-second lead, but going into the final stage the gap was down to 2.6 seconds. What followed was the stage of his life, pulling clear of Ogier - and this time it was Paddon who was first on the road. His performance

on the tight and punishing Power Stage securing the Rally, and lifting him to second in the World Championship. Even the Frenchman conceded that the Kiwi deserved the win, saying he was, “simply better.” The pair even shook hands and made up. “We had a talk away from the crowd, and put our differences aside and talked about what were trying to do for the sport. It gave me a chance to explain where I was coming from, and listen to where he is coming from. I think we understand each other a little bit better now.” A mutual respect, but not BFFs? “Sure, I’ll keep trying to wind him up whenever I can. And Volkswagen will come out swinging now, especially Seb.” The victorious homecoming didn’t quite go to plan however, mechanical issues with the NZ-spec i20 forced Paddon out of the ﬁrst day of Rally Whangarei. No consideration was given to packing up however, he rejoined on Sunday ‘just for fun.’ In the process he broke records on every single stage…and on the stages he repeated – he broke them again. “Well you’ve got to set targets don’t you.” His number one target - one he ﬁrst shared with me at the end of 2014 – is to be a title contender in 2017, and nothing has changed. “It’s still the plan – eight months of prep time to get ready for it.”And good luck we say.

THIS WAS MORE THAN A SIMPLE PISSING CONTEST, PADDON HAD DECIDED IT WAS TIME TO PUT A STAKE IN THE GROUND

CHINA TARMAC (NEW EVENT) “THEY’RE FAST STAGES, WHICH WILL SUIT ME” WALES GRAVEL (5TH 2015) “IT’S ALL DOWN TO THE WEATHER” AUSTRALIA GRAVEL (5TH 2015) “IT’D BE RUDE NOT TO WIN THAT ONE, WE HAVE THE CAR NOW TO DO IT”

FINLAND GRAVEL (8TH 2014) “IT’S MY BEST CHANCE FOR A SECOND WIN. AND THE ONE I DREAM OF WINNING” GERMANY TARMAC (8TH 2013) “I HAVE WORK TO DO TO GET ON THE PODIUM ON TARMAC”

PORTUGAL GRAVEL (8TH 2015) “I WANT TO CHALLENGE FOR THE PODIUM…BUT THERE’S A LOT OF FAST DRIVERS WITH BETTER ROAD ORDER” SARDINIA GRAVEL (2ND 2015) “WE WANT TO WIN A RALLY AGAIN THIS YEAR; I’D LIKE TO AT LEAST BE ON THE PODIUM THERE AGAIN.”

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new zealand autocar | 101

WORDS PETER LOUISSON | PHOTOS TOM GASNIER / PL

bikes

EAST CAPE VIA ELDORADO

102 | new zealand autocar

NOT NZ’S VERSION OF THE LONG WAY AROUND, BUT CERTAINLY A LENGTHY WEEKEND JAUNT TO GIZZY BY GUZZI. HOW WOULD THE NEW ELDORADO CRUISER HANDLE IT?

ecently, a biker friend, Tim, invited me to join his gang of five (bikes, six people) for a foray around the East Cape. Keen as, I told him, adding I’d just need to sort a bike. Turns out, a Moto Guzzi Eldorado was booked for the proposed weekend, a slinky Italian cruiser powered by Europe’s biggest V-twin, displacing 1380cc. A quick call to the distributor who generously gives me the thumbs up for an extended test and we’re officially a gang member. Taking Friday off, making the trip less stressful, we set off on Thursday evening, and a few chilly hours later we’re in the B of P, popping the top of the first Moa and catching up with gang member three, Tim’s brother, Nick, who’d be joining us on his faithful if filthy Suzuki DL1000. The evening trip was made easier by the piercing projector beam of the Guzzi. During the ensuing days most commented on the Guzzi’s bright DRLs. It’s nice to be seen when you’re on a black bike. So what exactly is this Johnny Cash cruiser of the motorcycle world? The Eldorado (loose meaning: ultimate prize) is one of several machines based on California 1400 mechanicals. It’s more a day cruiser, with none of the things that make long haul trips any easier. Would it handle the rigours of a three-day slog? On paper it just might because the Eldorado is a curious mix of high tech and heritage. Visually it rates an A, with an extended wheelbase (1685mm), valanced fenders, raked out forks, bullhorn ‘bars and spoked wheels. There’s a heap of chrome (headers, pipes, instrument surround, grab bar) while the gloss black paint finish and whitewall tyres contrast nicely. Of the six bikes on tour, only one was visible to the general public and it drew heaps of interest. This thing is striking from all angles. Yet beneath the glitz there’s a surprising amount of modern technology. Like TC, three engine maps, and radial Brembos up front with ABS back-up. They sure are appreciated

ABOVE: Lone instrument highly legible, with analogue revs, digital speed. RIGHT: Novel light shape. BELOW: Knees go here, against chrome appliques on tank. BOTTOM: On the road, above pretty Anaura Bay.

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new zealand autocar | 103

in an emergency stop. The four-pot calipers bite onto 320mm discs and despite the Eldorado weighing 320kg wet it produced the second best 100-0 ﬁgure yet. They’re reassuringly resolute and beat out anything else we’ve sampled in the cruiser category. Guzzis are unique with their across-theframe V twin layout. The 20-litre fuel tank sits within the vee of the engine, so the heads on either side look as though they emerge from the sculpted tank. It’s truly something to behold the Eldorado, and is a look you’d never tire of. Friday dawns hot and clear, and within a few kays, we’re onto the twisting Wairoa-PoriPori Rd linking Bethlehem to SH29, a brilliant way to kick off proceedings, followed by a quick jaunt down Pyes Pa Rd, and then on down highway 30 to Whakatane. By now it’s hot, still and riding conditions are perfect, the big Guzzi a delight. Think of this as the motorcycle version of The Relaxomatic Project (guess you’ll have to google that-Ed).

From start-up that big 1400 air/oil-cooled twin sounds easygoing, the exhaust note exotic. Wish it was louder; darn those noise regs. The nature of the engine suits the bike well, pumping out 120Nm at 2750rpm so on the open road you hook the next gear at about 4000rpm and it’s all so unstressed. Gearing in top is tall, 100 requiring 3300rpm, so fuel use is decent, around 6L/100km on tour. That’s about $25 for a reﬁll, where the others were shelling out $20. However, the Guzzi was the heaviest and had the biggest engine, so not bad considering. While the engine will rev to 7000, it feels done by about 5500rpm but it’s a torque monster. For overtaking merely add throttle, or one downshift if it’s a semitrailer rig. Mention of which, we happened upon an overturned cattle truck in the Waioeka Gorge. One of the young steers was injured and angry, charging anything that got in its way, like a Bandit 1250. The rider saw it coming, turned the bike head on and didn’t even go down. Nice riding Franz. Pity about the fairing. The Eldorado was great through the Gorge, excelling at unfussed cruising. At 100km/h there’s simply no vibration whatsoever, and mirrors are like a glassy lake, giving a true reﬂection of what’s behind. That’s because the engine is slung in a rubber hammock system. Various rockers and rubber dampeners see to that. At idle the engine rocks around like any big vee-twin but as soon as you add throttle all the vibes eerily vanish. Enhancing ride comfort further is a neutral riding position, the bars and

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ABOVE: The Boy caravan made famous in New Zealand. RIGHT: Needs must, dossing down outside the room where the chainsaws were operating. BELOW: What those famous letters stand for on the Cape. We thought better of it.

footboards no stretch. Just wish the old heel-activated upshifter wasn’t there; it makes weighting the left board difficult, and it never gets used anyway. The seat is wonderful, supportive like an open bowl, only well lined; after three days in the saddle we were ache-free. Into a headwind, you simply slide back a little and lean forward. Everyone was curious as to whether the Eldorado would hack the pace the gang set on their touring-oriented machines. Only in real tight going, like hillier bits on the East Cape, did the Guzzi have to be worked some to keep up. It touches down with grace as it has sacrificial plastic sliders that line the underneath of the footboards. With its stellar Brembo picks you can trail brake in, and fire out under full steam to compensate for slower midcorner speeds. With 16-inch wheels both ends, it falls into corners in easy, natural fashion, and with its extensive wheelbase it holds a line beautifully, even if you encounter bumps midcorner; there’s no wallowing. Damping is firm and seldom unfair, except on short sharp bumps which can sometimes jar the back. On the whole though, the ride is most accommodating, a great mix of control and comfort. Day two and it’s cool and wet in the shadows so a little care is needed during our morning ride out of the dramatic Tiniroto region towards Gisborne. This is twisted hill country but soon

MOTO GUZZI CALIFORNIA 1400 ELDORADO Price $28,990 0-100 km/h 80-120 km/h 100-0 km/h

4.88s 2.90s (82m) 36.65m

Speedo error 96 at an indicated 100km/h Engine Capacity 1380cc Format Air/oil cooled, V-Twin mounted transversely Max power 71kW (95hp)@6500rpm Max torque 120Nm@2750rpm Cylinder head sohc/8v Gearbox 6-speed Drivetrain shaft drive Suspension front 46mm enclosed telescopic forks, unadjustable Suspension rear twin shocks, preload adjustable Brakes front four-piston calipers, 320mm discs Brakes rear twin-piston caliper, 282mm disc Stability systems ABS, TC Tyre size f-130/90ZR16, r-180/65R16 Tyres Dunlop American Grip Wheelbase 1695mm Seat height 740mm Rake/trail 37°/144mm Fuel capacity 20.5L Measured weight 330kg Weight bias f-151kg r-179kg (front/rear) Verdict A sharp looking Euro cruiser, it’s lighter than rivals so is quick and has a well considered ride/ handling mix that works on our roads. The brakes rein in the vibe-free performance. With shaft drive it’s easy care. Lots of accessories too. What’s not to like? Rating

opens up as we head down through town and begin our journey towards Te Araroa. It’s another perfect riding day, and the open flowing corners soon become a maze of twists and turns, but the Guzzi puts up a good chase with its quick-in, quick-out approach. East Cape has plenty of interesting stopover points, like Tolaga Bay with its historic wharf, myriad small churches and also cultural icons, like the “Boy” caravan en route. Our stopover point for the evening was picturesque Waihau Bay where we watched the Blues somehow stumble their way past the Sharks. The final day is grey, the sky dull and bruised, but we have a lovely ride over flowing roads along the scenic coastline to Opotiki where the anticipated rain finally arrives. It’s wet the entire way back home, fortunately on roads that are mainly easy. A car hitting a transformer on SH2 has us backtracking and heading over the Kaimais where it’s also treacherous, so we select the Turismo engine map which makes proceedings easier. Most of the trip we’d used the Veloce map which gives the sharpest throttle response and the most power, all delivered in crisp and cruisy fashion. And that about sums up the $28,990 Eldorado. It goes, stops, shifts and corners better than similar competition I’ve encountered, and to my eyes is amongst the most glamorous of cruisers available today. Plus, it will tour, as we discovered.

New Zealand Autocar road tests are powered by ZX. Premium fuel with the X factor.

THE ENGINE ROCKS AROUND LIKE ANY BIG VEE-TWIN BUT AS SOON AS YOU ADD THROTTLE ALL THE VIBES EERILY VANISH

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new zealand autocar | 105

WORDS PETER LOUISSON | PHOTOS TOM GASNIER

bikes

ACTIVATE THE CONE OF SILENCE THAT’S SOMETHING THE CHIEF SAID TO AGENT 86, AND IT’S SOMETHING THIS CHIEF DOES WHEN RIDING WITH ITS BIG QUICK-RELEASE SCREEN IN PLACE. THE INDIAN CHIEF VINTAGE IS A TOURER AND CRUISER DOUBLE ACT

106 | new zealand autocar

eldom is how often we ride a motorcycle that almost completely eliminates wind rush, to the point where a visor can be chucked away and no thought given to inserting ear plugs. Mind you the sucking noises from the big air-cooled Thunder Stroke engine that powers the Indian Chief Vintage can get a mite noisy above about 110km/h, but if you’re just cruisin’, no worries. This is the second bike we’ve had in the past fortnight that’s black with whitewall tyres and a V-twin engine, but there the similarities to the Guzzi Eldorado begin and end. One’s made in Europe and can tackle the occasional mountain pass, the other in heartland USA where curves in the road are just straights that are shorter. And their air-cooled motors are rather different too, one lugging from stupidly low revs and signing off early, the other from 2000rpm but spinning higher at the top end. They both produce peak torque at roughly 2700rpm, the 1400 Guzzi good for 120Nm, the 1811cc Thunder Stroke (sounds like a terminal medical condition) stumping up with 139Nm. Both sound a little polite exfactory. More roar is possible with the stage one pipes from Indian, and is accompanied by an ECU reﬂash, though power and torque are essentially unaltered. There’s a more discernible change to wallet volume. Arguably the main point of difference between these two cruisers is their weight. The Indian Chief scales up at close to 400kg, whereas the Eldorado is nearer to 300 kaygees. In most situations you can muscle the Eldorado around without the engine going. By contrast, you usually need to ﬁre up the Indian to change its position. That also makes it a more difficult bike to acclimate to, though there’s one other primary difference in that regard; the removable fairing. It has both its up and its downsides, but there’s more of the former. Within a few kilometres of setting out, it’s clear this big bubble of a fairing is a genuine windbreaker.

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new zealand autocar | 107

BEST TO THROTTLE BLIP AND THEN SHIFT TO KEEP THINGS SMOOTH. IT’S OH-SO SATISFYING WHEN IT’S DONE RIGHT

It’s essentially a large circle of Perspex that simply jams the wind out of the way. In terms of aeros we’d guess it doesn’t do a whole lot for Cd or fuel use. But if the weather conditions are stable, you can quickly unclip the screen and leave it in the garage. The bike then for sure turns easier, more naturally; it reminds of the Chief Classic upon which it’s based. On the other hand, with the screen in place, you can immediately rip off your visor and rip out your earplugs, as neither is needed; it’s rather liberating. You can peer around the outside of the screen in corners but your helmet is completely out of the windblast otherwise, hence the lack of wind noise. We wish we were riding this on the ﬁnal day of our round-the-Cape by Guzzi jaunt (see p110). So in essence the Indian Chief Vintage is more the cruisy cruiser. It absorbs pretty much any type of road indent ahead and we didn’t once suffer any wincing over short, brutal crash-and-bang bumps. However, the front end isn’t as pinned as the Guzzi’s, and nor is stability as rock solid. There’s not much between them for cornering clearance though the Indian may have a couple more degrees of lean available. Push any further and it grinds the underside of the footboards, whereas the

108 | new zealand autocar

Guzzi’s underpinnings are plastic and designed to be replaced after being worn through. The engines are way different too. If anything the Chief goes better at lower revs than higher. It pulls with grace from just above idle, so you can shortshift as early as 1600rpm for nice crisp gear changes. If you hold the revs higher in the gears, you must pause momentarily after closing the throttle before upshifting. Much the same is true when downshifting; best to throttle blip and then shift to keep things smooth. It’s oh-so satisfying when it’s done right. And the box feels bulletproof. You don’t even need to look to know when neutral is selected; you can feel it at the lever. Back to weight though, and despite the fewer cubes (111 vs 84 cubic inches, or 1811 vs 1380cc), the lighter Guzzi is comfortably quicker, its 2.9sec overtaking time comfortably eclipsing the Chief’s 4.25sec effort. And that’s how it feels on road too, more urgent, and better for long distance touring, apart from the lack of a weather-eliminating screen. No heat from the engine either, whereas the big Thunder Stroke mill warms your leathers in winter but might prove a hot stuff proposition in summer. There are a few design aspects to the Indian that are clearly there to counter its archrival

INDIAN CHIEF VINTAGE control, anyhow. Mention of which, the from the US. So the sidestand looks almost Vintage Chief also gets cruise on the right interchangeable, and like on myriad Harleys the switch block, but it’s much easier to use rev counter is incorporated in the trip computer than the discreet but inconvenient system so is not always that easy to spot at a glance, not on the Italian bike. that you really need to. It’s not Simply hit the ‘on’ button nearly so easy to fathom as the and then thumb the analogue unit of the Guzzi, and rocker switch alongside nor is the speedo, analogue to set the speed. on the Indian, digital on the ABOVE: Genuine leather for the seat cover and All the Chiefs get Eldorado. It’s easy enough baggage, and extra tassles keyless start, ABS braking to discern up to about 110 are part of the package. and cruise control, but from there the intervals BELOW: The screen valanced mudguards shrink so when the tacho liberates the rider; no ear and tank-mounted shows 3000rpm exactly plugs or visor necessary. instrumentation, while it’s hard to tell whether the the Vintage model adds bike is doing 130 or 140km/h. riding lights, detachable Perhaps this is deliberate screen, engine crash bars, to keep the rider cruising leather upholstery for at legal speeds. On that, the dual seat (versus vinyl covered single seat), 100 uses up just 2250rpm in sixth, one and detachable soft leather saddle bags. The of the highest geared bikes we’ve ridden former costs $30,795 and the latter $34,795. and at that rate fuel use is around the If you’re after a solid, stately, well 5.0L/100km mark. An average of 6.6L/100km built cruiser with retro looks that’s set was much the same as the Guzzi’s. up for comfort and can handle long distances We found the bullhorn handlebars set as easily as day rides, look no further. Just a touch too high on the Vintage, but that’s easily be aware that it’s amongst the biggest enough changed. And with that you’ve got one of cruiser machines out there, and takes a bit of the plushest riding positions in the cruiser of acclimatising. But the ability to morph world. The footboards are long and unhindered it from touring bagger to a laid back cruiser by the heel upshift mechanism of the Guzzi, within minutes is certainly appealing. which we found was left unused, like cruise

Price $34,795 5.59s

0-100 km/h 80-120 km/h

4.25s (120.7m)

100-0 km/h

37.20m

Speedo error 98 at an indicated 100km/h Engine Capacity 1811cc Format Air/oil-cooled, fuel-injected V-twin Max power n.a. Max torque 139Nm@2600rpm Cylinder head ohv Gearbox Gearbox Drivetrain Drivetrain Suspension front telescopic fork, unadjustable Suspension rear monoshock, preload adjustable Brakes front twin-piston calipers, 300mm discs Brakes rear twin-piston caliper, 300mm disc Stability systems ABS Tyre size f-130/90ZR16, r-180/65ZR16 Tyres Dunlop American Elite 3 Wheelbase 1730mm Seat height 660mm Rake/trail 29°/155mm Fuel capacity 20.8L Measured weight 392kg Weight bias 184/208kg (front/rear) Verdict The bagger based on the Chief adds the utility of a big screen to keep the weather and wind noise at bay, and saddle bags. Makes this a versatile cruiser and tourer. Built to lug, built to last. Well ﬁnished and appointed. It’s big though so handle with care. Rating

New Zealand Autocar road tests are powered by ZX. Premium fuel with the X factor.

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new zealand autocar | 109

was nipping at Ford’s heels with 674 passenger cars sold. Toyota also led the commercial vehicle market with 768 units retailed, followed by Ford (580 units) and Nissan third with 327 units. Hilux outsold Ranger in April, just, with 535 moved to Ford’s 507, and Navara was best of the rest on 327 units. Ranger remains head of the pack for YTD sales, with 18 per cent market share compared with Hilux on 14 per cent (2410 vs 1880 units). It wasn’t a car but a crossover that was the best selling passenger vehicle, the new Kia Sportage claiming four per cent market share with 290 units moved, followed by CX-5 and RAV4. However, the three top selling vehicles overall for April were once again utes (Hilux, Ranger, Navara). Among the various sectors, the combined SUV categories dominate on a 36 per cent, followed by utes on 22 per cent.

VEHICLE MODEL SALES FOR APRIL MARQUE AND MODEL

WEIGHT (KG)

0-100 KM/H

CLAIMED FUEL USE (L/100KM)

ISSUE TESTED

125

250

4/1368

1441*

8.38*

6.0

02/15

54,990

177

340

4/1750

1458*

6.10*

7.0

01/15

––

136,490

179

350

4/1750

1135

4.5

6.8

––

SALES

POWER (KW)

AIRBAGS

42,990

––

$ AUTOMATIC

CYLINDERS/ CAPACITY

New vehicle sales still VIGOROUS ew vehicle registrations show no sign of slowing, with April ﬁgures the strongest since 1982. A combination of factors is said to be responsible with strong economic activity in the main centres, especially Auckland and Christchurch, ongoing net immigration and competitive pricing. A total of 9939 new vehicles were registered in April, seven per cent up on the same period last year. Utes continue to be popular, with 3150 new commercial vehicle registrations, the best April tally on record. Toyota led the overall market but the gap back to secondplace Ford was under 250 units. In third spot was Holden. The gap between the top pair was even closer for passenger cars (Toyota on 748 units, 11 per cent) and Ford on 696 cars, (10 per cent of the market). Mazda

39,990

Giulietta QV

MODEL

$ MANUAL

MARKET

TORQUE (NM)

NEW

alfa romeo.co.nz Giulietta Distinctive

aston martin.co.nz Vantage V8

195,000 226,000

313

470

8/4735

1630

4.9

13.9

Vantage Roadster V8

235,500

247,500

313

470

8/4735

1710

4.9

13.9

––

Vantage N430

233,500

245,500

321

490

8/4735

1598*

4.81*

10.4

05/15

Vantage N430 Roadster

255,100

267,250

321

490

8/4735

1690

4.8

10.4

––

358,100

421

620

12/5935

1655

3.9

14.7

––

Vantage V12 S

––

Vantage V12 S Roadster

––

358,100

421

620

12/5935

1655

3.9

14.7

––

DB9 GT Coupe

––

339,000

402

620

12/5935

1785

4.5

14.0

––

DB9 Volante

––

368,000

402

620

12/5935

1785

4.5

14.0

––

DB11 Coupe Launch Edition

––

390,000

447

700

12/5204

1769

3.9

––

Rapide S

––

360,850

411

630

12/5935

1990

4.8

12.9

––

Vanquish Coupe

––

469,500

424

630

12/5935

1739

3.8

12.8

––

Vanquish Volante

––

497,500

424

630

12/5935

1800

4.0

12.8

––

Vanquish Carbon Coupe

––

485,900

424

630

12/5935

1739

3.8

12.8

––

Vanquish Carbon Volante

––

513,600

424

630

12/5935

1800

4.0

12.8

––

A1 Sportback 1.4 TFSI Sport

––

44,750

200

4/1390

1140

8.9

5.0

––

A1 Sportback 1.8 TFSI Sport

––

51,500

141

250

4/1798

1155

6.8

5.6

––

audi.co.nz S1 Sportback quattro

63,900

––

170

370

4/1984

1340

5.9

7.1

––

A3 Sportback 1.4 TFSI

––

49,500

200

4/1395

1195

9.3

5.0

––

A3 Sportback 1.4 TFSI Sport

––

52,900

200

4/1395

1195

9.3

5.0

––

A3 Sportback 2.0 TDI Sport

––

56,900

110

320

4/1968

1423*

8.40*

4.5

07/13

A3 Sportback 1.8 TFSI Sport

––

56,900

132

250

4/1798

1250

7.3

5.6

––

A3 Sportback e-tron

––

75,000

150

350

4/1395

1611*

7.46*

1.6

07/15

S3 Sportback

––

81,900

221

380

4/1984

1475

4.9

6.9

––

RS 3

––

99,900

270

465

5/2480

1595*

4.11*

8.3

11/15 ––

A3 Sedan 2.0 TDI Sport

––

62,900

110

320

4/1968

1340

8.2

4.5

A3 Sedan 1.8 TFSI

––

62,900

132

250

4/1798

1295

7.3

5.6

––

S3 Sedan

––

87,900

221

380

4/1984

1450

4.9

6.9

––

A3 Cabriolet 1.8 TFSI Sport

––

70,900

132

250

4/1798

1540

7.8

5.8

––

S3 Cabriolet 2.0 TFSI Sport

––

95,900

221

380

4/1984

1620

5.4

7.1

––

Q3 TFSI

––

65,500

110

250

4/1395

1405

8.9

5.9

––

Q3 TFSI Sport

––

73,400

110

250

4/1395

1405

8.9

5.9

––

Q3 TDI quattro

––

85,400

135

380

4/1968

1621

7.9

5.3

––

RS Q3 TFSI quattro

––

104,900

228

420

5/2480

1704*

5.09*

8.8

05/14

TT Coupe

––

93,000

169

370

4/1984

1314*

6.49*

6.3

04/15 09/15

TTS Coupe

––

124,100

228

380

4/1984

1448*

4.62*

6.8

TT Roadster

––

98,000

169

370

4/1984

1350

5.9

6.3

––

TTS Roadster

––

129,100

228

380

4/1984

1470

4.6

6.8

––

Toyota Hilux

535

A4 TFSI 140kW Design Sedan

––

71,900

140

320

4/1984

1527*

7.47*

5.1

05/16

A4 TDI 140kW quattro Sport Sedan

––

83,900

140

400

4/1968

1575

7.2

4.5

––

Ford Ranger

507

A4 TFSI 185 kW quattro Sport Sedan

––

89,900

185

370

4/1984

1510

5.8

6.2

––

A4 TDI 200kW quattro Sport Sedan

––

106,400

200

600

6/2967

1575

5.3

5.2

––

Nissan Navara

327

S4 3.0 TFSI quattro Sedan

––

114,900

245

440

6/2995

––

5.0

8.1

––

A4 TFSI 140kW Design Avant

––

75,400

140

320

4/1984

1460

7.5

5.3

––

Kia Sportage

290

A4 TDI 140kW quattro Sport Avant

––

87,400

140

400

4/1968

1530

7.4

4.6

––

Holden Colorado

229

VEHICLE MODEL SALES YTD MARQUE AND MODEL

SALES

A4 TFSI 185 kW quattro Sport Avant

––

93,400

185

370

4/1984

1540

6.0

6.3

––

A4 TDI 200kW quattro Sport Avant

––

109,900

200

600

6/2967

1615

5.4

––

S4 3.0 TFSI quattro Avant

––

118,900

245

440

6/2995

––

5.1

8.4

––

RS 4 quattro Avant

––

158,500

331

430

8/4136

1795

4.46*

10.7

01/13

A4 allroad 2.0 TDI quattro

––

83,900

130

380

4/1968

1737*

8.06*

6.0

04/13

A5 Sportback 2.0 TFSI quattro

––

88,500

155

350

4/1984

1683*

7.30*

7.5

04/10

A5 Sportback 3.0 TDI quattro

––

109,500

176

500

6/2967

1804*

5.80*

6.6

10/12

S5 Sportback 3.0 TFSI quattro

––

119,900

245

440

6/2995

1755

5.4

9.4

––

S5 3.0 TFSI quattro

––

125,900

245

440

6/2995

––

4.9

8.1

––

RS 5 4.2 FSI quattro

––

168,900

331

430

8/4163

1807*

4.56*

10.8

11/10

A5 Cabriolet 2.0 TFSI

––

103,750

155

350

4/1984

1735

7.3

7.7

––

S5 Cabriolet 3.0 TFSI quattro

––

129,500

245

440

6/2995

1950*

5.02*

9.7

11/09

Q5 2.0 TDI quattro

––

91,900

125

350

4/1968

1730

9.83*

6.7

08/09

Q5 3.0 TDI quattro

––

111,500

176

500

6/2967

2012*

7.43*

7.5

03/09

SQ5 3.0 BiTDI quattro

––

129,100

240

650

6/2967

2016*

5.30*

6.6

07/13

SQ5 Plus 3.0 BiTDI quattro

––

129,100

250

700

6/2967

2016

5.1

6.6

––

1446

A6 3.0 TDI quattro Sedan

––

121,400

150

500

6/2967

1813

6.6

5.1

––

A6 3.0 BiTDI quattro Sedan

––

144,900

235

650

6/2967

1790

5.0

6.1

––

Mitsubishi Triton

1109

S6 4.0 TFSI quattro Sedan

––

160,900

309

550

8/3993

––

4.6

9.6

––

A6 3.0 BiTDI quattro Avant

––

149,900

235

650

6/2967

1855

6.6

5.1

––

Nissan Navara

1013

S6 4.0 TFSI quattro Avant

––

165,900

309

550

8/3993

2004*

4.28*

9.7

01/13

RS 6 quattro Avant

––

198,000

412

700

8/3993

2035*

3.65*

9.8

01/14

Ford Ranger

2410

Toyota Hilux

1880

Toyota Corolla

110 | new zealand autocar

Prices are RRP. Errors & Omissions Excepted. *tested by NZ Autocar

$ MANUAL

$ AUTOMATIC

POWER (KW)

TORQUE (NM)

CYLINDERS/ CAPACITY

AIRBAGS

WEIGHT (KG)

0-100 KM/H

CLAIMED FUEL USE (L/100KM)

ISSUE TESTED

RS 6 Performance quattro Avant

––

214,900

445

750

8/3993

2035

3.7

9.8

––

X6 xDrive M50d

––

184,800

280

740

6/2993

2328*

5.28*

7.7

A6 allroad 3.0 TDI quattro

––

129,900

160

500

6/2967

1877

7.3

5.6

––

X6 M

––

210,900

423

750

8/4395

2340

4.2

11.1

––

A6 allroad BiTDI quattro

––

153,400

235

650

6/2967

1910

5.5

6.5

––

i3 Range Extender

––

82,400

125

250

2/650

1401*

7.92*

0.6

02/15

A7 Sportback 3.0 BiTDI quattro

––

157,900

230

650

6/2967

1850

5.3

6.4

––

276,000

266

––

3/1499

1485

4.4

2.1

01/15

S7 Sportback 4.0 TFSI quattro

––

174,100

309

550

8/3993

1945

4.7

9.6

––

RS 7 Sportback quattro

––

209,900

412

700

8/3993

1930

3.9

9.5

––

RS 7 Performance Sportback quattro

––

224,900

445

750

8/3993

2030*

3.30*

9.5

06/16

Q7 V6 TDI 160kW quattro

––

111,900

160

500

6/2967

2060

7.3

6.0

––

Q7 V6 TDI 200kW quattro

––

129,900

200

600

6/2967

2230*

6.62*

6.2

11/15

MODEL

cheryauto.co.nz

A8 3.0 TDI quattro

––

184,700

184

550

6/2967

––

6.1

6.4

––

A8L 3.0 TDI quattro

––

194,700

184

550

6/2967

––

6.2

6.6

––

J11

01/11

A8 4.2 TDI quattro

––

225,000

258

800

8/4134

2147*

5.79*

7.6

A8L 4.2 TDI quattro

––

235,000

258

800

8/4134

2045

5.6

7.8

––

S8 quattro

––

224,000

382

650

8/3993

1990

4.2

10.0

––

S8 Plus quattro

––

254,900

445

750

8/3993

2079*

3.48*

10.0

06/16

R8 V10 Plus

––

350,000

440

560

10/5204

1672*

3.08*

12.3

05/16

14,990

16,990

160

4/1598

1350

––

8.3

––

17,990

19,990

160

4/1598

1375

––

8.6

––

98,990

350

637

C3 Seduction VTi

––

26,990

160

4/1598

1164

10.9

6.6

––

C3 Exclusive VTi

––

29,490

160

4/1598

1164

10.9

6.6

–– 07/15

chrysler.co.nz 300 SRT

bentleymotors.com

––

325,000

373

660

8/3993

2295

4.7

10.6

8/6424

2011*

5.18*

13.0

12/15

citroën.co.nz

auckland. Continental GT V8

02/15

––

Continental GTC V8

––

360,000

373

660

8/3993

2495

4.8

10.9

––

Continental GT V8S

––

365,000

388

680

8/3993

2295

4.5

10.7

––

Continental GTC V8S

––

395,000

388

680

8/3993

2470

4.56*

11.1

11/14

Continental GT W12

––

365,000

423

700

12/5998

2320

4.5

14.5

––

Continental GTC W12

––

395,000

423

700

12/5998

2495

4.7

14.9

––

Continental GT Speed

––

395,000

467

823

12/5998

2320

4.2

14.5

––

Continental GTC Speed

––

450,000

467

823

12/5998

2495

4.4

14.9

––

Flying Spur V8

––

335,000

373

660

8/3993

2417

5.2

10.9

––

Flying Spur Speed W12

––

365,000

460

800

12/5998

2475

4.6

14.7

––

Mulsanne

––

550,000

376

1020

8/6750

2585

5.3

16.9

––

36,990

230

4/1199

1347*

10.88*

5.1

35,990

––

205

3/1199

1020

9.3

4.7

––

C4 Cactus HDi

––

37,990

230

4/1560

1189*

14.02*

3.6

03/15

C4 Picasso Seduction

––

29,990

120

240

4/1598

1447*

9.40*

5.6

03/15

C4 Grand Picasso Seduction

––

34,990

110

370

4/1997

––

9.7

4.5

––

C4 Aircross Exclusive 2WD

––

37,990

110

197

4/1997

1414*

10.53*

7.9

06/13

C4 Aircross Exclusive 4WD

––

41,990

110

197

4/1997

1460

10.9

8.1

––

DS 3

––

42,990

205

4/1198

1171

9.9

4.7

––

DS 4 Crossback

––

54,990

133

400

4/1997

––

8.6

4.1

––

DS 5

––

61,990

133

400

4/1997

1680*

8.81*

4.4

06/16

C4 Cactus

bmw.co.nz 118i Hatch

––

47,200

125

250

4/1598

1370

7.4

5.9

––

125i Hatch

––

58,600

160

310

4/1995

1459*

6.36*

6.3

07/15

M135i Hatch

––

80,500

235

450

6/2979

1488*

4.68*

7.5

07/15

220i Coupe

––

68,500

135

270

4/1997

1457*

7.15*

6.0

06/14

M235i Coupe

––

89,900

240

450

6/2979

1540*

4.87*

7.6

08/14

M2 Coupe

––

114,900

272

465

6/2979

1565*

4.54*

7.9

05/16

220i Convertible

––

71,500

135

270

4/1997

1602*

7.90*

6.4

06/15 01/15

218i Active Tourer

––

50,500

100

220

3/1499

1455*

9.04*

5.1

218d Active Tourer

––

60,900

110

330

4/1995

1485

8.9

4.4

––

320i Sedan

––

72,000

135

270

4/1998

1562*

7.4*

5.8

01/16

320d Sedan

––

72,000

140

400

4/1995

1585

7.3

4.4

––

dodge.co.nz Journey SXT 2.4

––

39,990

125

220

4/2360

1928

––

9.6

––

Journey SXT 3.6

––

48,990

206

342

6/3604

1942

8.3

10.4

––

Journey R/T 2.4

––

44,990

125

220

4/2360

1928

––

9.6

––

Journey R/T 3.6

––

55,990

206

342

6/3604

1942

8.3

10.4

––

ferrari.co.nz California T

––

374,888

412

755

8/3855

1833*

3.75*

10.5

03/15

488 GTB

––

449,888

492

760

8/3902

1630*

3.62*

11.4

05/16

488 Spider

––

506,888

492

760

8/3902

1525

3.0

11.4

––

F12berlinetta

––

693,100

545

690

12/6262

1525

3.1

15.1

––

500 Pop

19,990

21,990

102

4/1242

905

12.9

5.0

––

500 Sport

24,990

26,990

131

4/1368

970

10.5

5.8

––

500 Cabriolet Sport

––

29,990

131

4/1368

1075*

11.25*

5.8

04/10

Punto Pop

––

17,490

115

4/1368

1024

13.2

5.7

––

Punto Easy

––

19,990

115

4/1368

1024

13.2

5.4

––

Punto Lounge

––

22,990

115

4/1368

1024

13.2

5.4

––

5.3

––

Panda Easy

––

14,990

145

2/875

1050

11.2

4.2

––

10.4

08/10

Panda Lounge

––

16,990

145

2/875

1050

11.2

4.2

––

330i Sedan

––

88,000

185

350

4/1998

1589*

5.90*

5.8

12/15

M3 Sedan

––

159,500

317

550

6/2979

1635*

4.50*

8.3

01/15

320i Touring

––

75,000

135

270

4/1998

1585

7.5

5.9

––

320d xDrive Touring

––

81,000

135

380

4/1995

1680

7.4

4.9

––

330d xDrive Touring

––

109,000

190

560

6/2993

1685

5.4

5.5

––

430i Coupe

––

97,400

185

350

4/1997

1470

5.8

––

435i Coupe

––

126,300

225

400

6/2979

1634*

5.25*

7.4

12/13

M4 Coupe

––

169,500

317

550

6/2979

1635*

4.50*

8.3

10/14

430i Convertible

––

120,100

185

350

4/1998

1785

6.4

6.6

––

440i Convertible

––

148,600

240

450

6/2998

1845

5.4

7.2

––

M4 Convertible

––

187,500

317

550

6/2979

1840

4.6

8.7

––

420i Gran Coupe

––

77,000

135

270

4/1998

1602*

7.90*

5.8

06/16

440i Gran Coupe

––

127,300

240

450

6/2998

1690

5.1

6.8

––

535i Sedan

––

132,000

225

400

6/2979

1700

6.1

8.4

530d Sedan

––

132,000

190

540

6/2993

1790

6.0

550i Sedan

––

169,500

300

600

8/4395

2005*

5.28*

M5 Sedan

––

210,800

423

680

8/4395

1978*

4.35*

9.9

01/14

M6 Coupe

––

268,500

412

680

8/4395

1919*

4.30*

9.9

03/13 11/12

650i Gran Coupe

––

228,200

330

650

8/4395

2019*

5.06*

8.6

750i

––

239,500

330

650

8/4395

1850

4.7

8.1

––

740d xDrive

––

199,000

235

680

6/2993

2010*

5.09*

5.3

04/16

fiat.co.nz

ford.co.nz

X1 sDrive18d

––

65,500

110

330

4/1995

1505

9.7

4.3

––

Fiesta Trend

23,990

25,490

140

4/1596

1076

––

5.8

––

X1 sDrive20i

––

72,000

141

280

4/1998

1615

7.4

5.9

––

Fiesta Sport

27,340

28,840

170

3/999

1150*

9.41*

4.2

02/14

Fiesta ST

07/13

34,990

––

134

240

4/1560

1191*

7.07*

5.9

EcoSport Trend

––

29,990

142

4/1598

1289

––

6.5

––

EcoSport Titanium

––

32,990

142

4/1598

1298*

12.52*

6.5

06/14

35,340

132

240

4/1498

1464

––

6.7

––

38,340

125

202

4/1999

1461

––

6.7

––

46,840

125

202

4/1999

1461

––

6.9

––

33,840

159

4/1596

1334

––

6.3

––

40,840

120

340

4/1997

1471

––

4.4

––

X1 xDrive20d

––

76,500

140

400

4/1995

1643*

7.85*

4.9

12/15

X1 xDrive25i

––

83,500

170

350

4/1998

1615

6.5

6.6

––

X3 xDrive20d

––

92,500

135

380

4/1995

1847*

8.75*

5.6

04/11

X3 xDrive35d

––

125,000

230

630

6/2993

1935

5.16*

6.0

11/15

Focus Trend EcoBoost

––

X4 xDrive20d

––

97,600

140

400

4/1995

1820

8.0

5.2

––

Focus Sport EcoBoost

––

X4 xDrive35d

––

128,000

230

630

6/2993

1890

5.5

6.0

09/14

Focus Titanium EcoBoost

––

X5 xDrive25d

––

110,300

160

450

4/1995

2115

8.2

5.8

––

Focus Ambiente Wagon

––

X5 xDrive30d

––

128,300

190

560

6/2993

2145

6.9

6.2

––

Focus Trend Diesel Wagon

––

X5 xDrive40d

––

147,300

230

630

6/2993

2185

5.9

6.3

––

Focus ST

52,840

––

184

360

4/1999

1437

––

6.7

––

X5 M50d

––

173,300

280

740

6/2993

2416*

5.32*

6.7

02/14

Focus RS

69,880

––

257

440

4/2261

1575

4.7

8.1

––

X5 M

––

198,000

423

750

8/4395

2434*

4.53*

11.1

06/16

X6 xDrive30d

––

141,800

180

540

6/2993

2150

7.5

7.4

––

Mondeo Ambiente Hatch

––

44,590

149

345

4/1999

1552

––

8.2

––

Mondeo Trend Hatch

––

49,290

177

345

4/1997

1552

––

8.2

––

Distributors: To have your prices updated, email your current price list and information to tom@autocar.co.nz by the 10th of each month

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new zealand autocar | 111

CLAIMED FUEL USE (L/100KM)

400

4/1997

1689

––

5.1

––

177

345

4/1997

1673*

7.70*

8.5

07/15

Mondeo Ambiente Wagon

––

46,090

149

345

4/1997

1573

––

8.5

––

Mondeo Ambiente diesel Wagon

––

47,590

132

400

4/1997

1708

––

5.3

––

Mondeo Titanium Wagon

––

55,190

177

345

4/1997

1573

––

8.5

––

Falcon XR6

––

54,340

195

391

6/3984

1748

––

9.5

––

Falcon XR6 Sprint

––

66,340

325

576

6/3984

––

Falcon XR8

69,990

335

570

8/4951

1833*

5.12*

13.6

03/15

Falcon XR8 Sprint

74,990

345

575

8/4951

––

Falcon G6E

––

54,340

195

391

6/3984

1755

––

9.5

––

Falcon G6E Turbo

––

59,340

270

533

6/3984

1804

––

11.7

––

Falcon XR6 Ute

––

46,340

195

391

6/3984

1762

––

10.5

––

Mustang Fastback Ecoboost

––

59,880

233

432

4/2261

1645*

6.21*

9.3

03/16

Mustang Convertible Ecoboost

ISSUE TESTED

132

53,690

0-100 KM/H

CYLINDERS/ CAPACITY

50,790

––

WEIGHT (KG)

TORQUE (NM)

––

Mondeo Titanium Hatch

AIRBAGS

POWER (KW)

Mondeo Trend diesel Hatch

MODEL

$ MANUAL

MARKET

$ AUTOMATIC

NEW

––

64,880

233

432

4/2261

1678

5.6

9.4

––

77,880

303

525

8/4951

1739*

5.21*

13.1

03/16

Mustang Convertible GT

––

82,880

303

525

8/4951

1765

4.5

12.7

––

Kuga Ambiente EcoBoost 2WD

––

38,140

134

240

4/1596

1597*

9.83*

7.0

10/15

Mustang Fastback GT

Kuga Ambiente EcoBoost 4WD

––

41,140

134

240

4/1596

1686

––

7.4

––

Kuga Trend EcoBoost 4WD

––

45,290

178

345

4/1999

1777

––

8.8

––

Kuga Trend Diesel 4WD

––

46,790

134

400

4/1997

1777

––

5.4

––

Kuga Titanium EcoBoost 4WD

––

53,690

178

345

4/1999

1716

––

8.8

––

Kuga Titanium Diesel 4WD

––

55,190

132

400

4/1997

1750

––

5.4

––

Territory TX AWD Diesel

––

59,990

140

440

6/2710

2142

––

8.2

––

Territory TS AWD Diesel

––

64,990

140

440

6/2710

2144

––

8.8

––

Territory Titanium RWD

––

59,990

195

391

6/3984

2011

––

10.6

––

Territory Titanium AWD Diesel

––

69,990

140

440

6/2710

2160*

10.17*

9.0

07/11

Ranger Super Cab 2WD XL

42,140

––

147

470

5/3199

1921

––

8.4

––

Ranger Super Cab 2WD XLT

––

49,840

147

470

5/3199

2001

––

8.9

––

Ranger Double Cab 2WD XL

44,540

46,540

147

470

5/3199

1944

––

8.9

––

Ranger Double Cab 2WD XLT

49,040

51,040

147

470

5/3199

2052

––

8.9

––

Ranger Super Cab 4WD XL

54,140

––

147

470

5/3199

2044

––

8.9

––

Ranger Super Cab 4WD XLT

––

58,940

147

470

5/3199

2112

––

8.9

––

Ranger Double Cab 4WD XL

55,440

57,440

147

470

5/3199

1929

––

8.9

––

Ranger Double Cab 4WD XLT

61,040

63,040

147

470

5/3199

2187*

10.32*

8.9

03/16

Ranger Double Cab 4WD Wildtrak

12/15

67,640

69,640

147

470

5/3199

2264*

10.38*

9.4

Everest Trend

––

75,990

140

470

5/3199

2300

––

8.5

––

Everest Titanium

––

87,990

140

470

5/3199

2495*

11.68*

8.5

02/16

Tunland Double Cab 2.8 2WD

29,990

––

120

360

4/2776

1860

––

8.3

––

Tunland Double Cab 2.8 4WD

34,990

––

120

360

4/2776

1950

––

8.3

––

Spark LS Hatch

16,490

17,990

128

4/1399

––

5.5

––

Spark LT Hatch

––

19,990

128

4/1399

––

5.5

––

Barina CD Hatch

22,490

23,990

155

4/1598

––

6.7

––

Barina CD Sedan

––

23,990

155

4/1598

––

6.7

––

foton.co.nz holden.co.nz Barina CDX Hatch

––

25,990

155

4/1598

––

6.4

––

26,490

27,990

103

200

4/1364

1276

9.54*

6.5

01/14

Trax LS

––

32,990

103

175

4/1796

1356

––

7.0

––

Trax LTZ

––

35,490

103

175

4/1796

1392*

10.57*

7.6

12/13

6.9

––

7.4

––

Barina Turbo RS Hatch

Trax Turbo LTZ Cruze 1.8 Equipe Sedan Cruze 1.8 CDX Sedan

NATIONWIDE SALES AND SERVICE www.FULLYEQUIPPED.co.nz

112 | new zealand autocar

36,990

103

200

4/1364

30,990

104

175

4/1796

1492

––

33,990

104

175

4/1796

1409

––

7.4

––

38,490

39,990

132

230

4/1598

1493

––

7.9

––

Cruze 1.8 Equipe Hatch

29,490

30,990

104

175

4/1716

––

7.0

––

Cruze 1.6 Turbo SRI-V Hatch

38,490

39,990

132

230

4/1598

––

7.9

––

Cruze 1.6 Turbo SRI-V Sedan

Crown canopies & Tuf Dek liners are designed and manufactured in New Zealand then exported to the world

–– 29,490

Cruze Sportwagon CD

––

32,490

104

176

4/1716

––

Cruze Sportwagon CDX

––

35,490

104

176

4/1716

1482*

12.48*

7.5

02/13

Astra GTC Turbo Hatch

38,490

39,990

147

280

4/1598

––

6.9

––

Astra GTC Turbo Sport Hatch

41,490

42,990

147

280

4/1598

––

6.9

––

Astra VXR Turbo Hatch

49,990

––

206

400

4/1998

1548*

6.32*

8.0

07/15

Cascada Convertible

––

45,990

125

260

4/1598

1750*

10.03*

7.5

07/15

Malibu CD

––

42,990

123

225

4/2384

1583

––

8.0

––

Malibu CD CRDi

––

45,490

117

350

4/1956

1672*

9.17*

6.4

10/13

Malibu CDX

––

45,990

123

225

4/2384

1621*

9.43*

8.0

09/13

Malibu CDX CRDi

––

48,490

117

350

4/1956

1684

––

6.5

––

Commodore Evoke

––

49,990

185

290

6/2997

1622

––

8.3

––

Commodore SV6

––

55,990

210

350

6/3564

1685

––

9.0

––

Commodore SS

62,990

304

570

8/6162

1744

––

12.9

––

Commodore SSV

70,490

304

570

8/6162

1754

––

12.9

––

Commodore SSV Redline

12/15

75,990

304

570

8/6162

1803*

4.93*

12.9

Calais V6

––

58,990

210

350

6/3564

1702

––

9.0

––

Calais V V6

––

66,490

210

350

6/3564

1724*

6.96*

9.0

09/13

Calais V V8

––

73,990

304

570

8/6162

1778

––

12.9

––

Insignia VXR

––

69,990

239

435

6/2792

1862*

7.26*

11.3

08/15

Caprice V8

––

81,490

304

570

8/6162

1851

––

12.9

––

Prices are RRP. Errors & Omissions Excepted. *tested by NZ Autocar

0-100 KM/H

CLAIMED FUEL USE (L/100KM)

ISSUE TESTED

290

6/2997

1717

––

8.6

––

i30 2.0 Elite

––

43,990

129

209

4/1990

1343*

8.42*

7.7

210

350

6/3564

1776

––

9.3

––

i30 Wagon 1.6

––

37,990

156

4/1591

1350

––

6.9

––

Commodore SSV Sportwagon

––

72,990

304

570

8/6162

1849

––

12.9

––

i30 Wagon 1.6 CRDi

––

41,990

260

4/1582

1452*

11.32*

4.9

05/13 ––

AIRBAGS

WEIGHT (KG)

TORQUE (NM)

185

58,490

CYLINDERS/ CAPACITY

POWER (KW)

52,490

––

$ AUTOMATIC

––

Commodore SV6 Sportwagon

$ MANUAL

Commodore Evoke Sportwagon

MODEL

07/14

Commodore SSV Sportwagon Redline

––

78,490

304

570

8/6162

1851

––

12.9

––

Elantra 2.0

––

35,990

112

192

4/1999

1275

––

7.2

Calais V Sportwagon V6

––

68,990

210

350

6/3564

1808

––

9.3

––

Elantra 2.0 Elite

––

39,990

112

192

4/1999

1355

––

7.2

––

Captiva LS

––

38,490

123

230

4/2384

––

9.6

––

Veloster 1.6 Elite

––

44,990

103

167

4/1591

1265

––

6.4

–– 02/16

Captiva LS 7 seats

––

40,990

123

230

4/2384

––

9.6

––

Veloster 1.6 Turbo

49,990

51,490

150

265

4/1591

1364*

7.15*

6.8

Captiva LS 7 seats CRDi

––

44,990

135

400

4/2231

––

8.5

––

Sonata 2.4

––

45,990

138

241

4/2359

1500

––

8.3

––

Captiva LT 7 seats

––

49,990

190

288

4/2997

––

10.7

––

Sonata 2.4 Elite

––

49,990

138

241

4/2359

1568*

8.87*

8.3

03/15

Captiva LT 7 seats CRDi

––

51,990

135

400

4/2231

––

8.5

––

Sonata 2.0 Turbo Elite Ltd

––

55,990

180

350

4/1998

1560

9.0*

9.2

04/15

Captiva LTZ 7 seats

––

54,990

190

288

4/2997

––

10.7

––

i40 Sedan 2.0

––

42,990

130

213

4/1999

1441

––

7.5

––

Captiva LTZ 7 seats CRDi

––

56,990

135

400

4/2231

––

8.5

––

i40 Sedan 1.7 CRDi

––

46,990

100

320

4/1685

1507

––

5.1

––

Colorado Crew Cab LS 2WD

44,490

––

147

440

4/2776

––

7.6

––

i40 Sedan 1.7 CRDi Elite

––

51,990

100

320

4/1685

1609

––

5.1

––

Colorado Crew Cab LT 2WD

45,990

––

147

440

4/2776

––

7.6

––

i40 Wagon

––

44,990

130

213

4/1999

1441

––

7.5

––

Colorado Crew Cab LT 2WD

––

47,990

147

500

4/2776

––

8.8

––

i40 Wagon 1.7 CRDi

––

48,990

100

320

4/1685

1514

––

5.1

––

Colorado Crew Cab LTZ 2WD

49,990

––

147

440

4/2776

––

7.9

––

i40 Wagon 2.0 Elite

––

49,990

130

213

4/1999

1595

––

7.5

––

Colorado Crew Cab LTZ 2WD

––

51,990

147

500

4/2776

––

8.9

––

i40 Wagon 1.7 CRDi Elite

––

53,990

104

320

4/1685

1685

––

5.1

––

Colorado Crew Cab LS 4WD

54,490

––

147

440

4/2776

––

7.9

––

i40 Wagon 1.7 CRDi Elite Ltd

––

59,990

100

320

4/1685

1659

––

5.1

––

Colorado Crew Cab LT 4WD

55,990

––

147

440

4/2776

––

7.9

––

Genesis 3.8 V6

––

99,990

232

397

6/3778

2022*

6.86*

11.2

03/15

Colorado Crew Cab LT 4WD

––

57,900

147

500

4/2776

––

9.0

––

Tucson 2.0 2WD

39,990

42,990

121

203

4/1999

1584

––

7.8

––

Colorado Crew Cab LTZ 4WD

59,990

––

147

440

4/2776

––

8.1

––

Tucson 2.0 2WD Elite

––

47,990

121

203

4/1999

1516*

10.43*

7.9

12/15 ––

Colorado Crew Cab LTZ 4WD

––

61,990

147

500

4/2776

2155*

9.98*

9.1

04/14

Tucson 1.6 Turbo

––

47,990

130

265

4/1591

1690

––

7.7

Colorado Crew Cab Z71 4WD

63,990

65,990

147

440

4/2776

––

8.4

––

Tucson 2.0R CRDi

––

51,990

136

400

4/1995

1744

––

6.4

––

66,990

147

500

4/2776

––

9.2

––

Tucson 1.6 Turbo Elite

––

52,990

130

265

4/1591

1686*

8.73*

7.7

02/16

SV6 Ute

49,490

210

350

6/3564

1681

––

9.0

––

Tucson 2.0R CRDi Elite

––

56,990

136

400

4/1995

1744

––

6.8

––

SS Ute

56,490

304

570

8/6162

1733

––

12.9

––

Tucson 1.6 Turbo Elite Ltd

––

59,990

130

265

4/1591

1690

––

7.7

––

SSV Ute

60,990

304

570

8/6162

1749

––

12.9

––

Tucson 2.0R CRDi Elite Ltd

––

63,990

136

400

4/1995

1744

––

6.8

––

SSV Redline Ute

64,990

304

570

8/6162

1753

––

12.9

––

Santa Fe 2.4 4WD

––

58,990

138

241

4/2359

1727

––

9.4

––

Santa Fe 2.4 4WD 7 seat

––

60,990

138

241

4/2359

1727

––

9.4

––

Santa Fe 2.2R CRDi 4WD

––

64,990

147

440

4/2199

1831

––

7.7

––

Santa Fe 2.2R CRDi 4WD 7 seat

––

66,990

147

440

4/2199

1831

––

7.7

––

Santa Fe 2.4 Elite 4WD 7 seat

––

69,490

138

241

4/2359

1727

––

9.4

––

Santa Fe 3.3 V6 2WD 7 seat

––

69,490

199

318

6/3342

1715

––

9.6

––

Colorado 7 LTZ 4WD

hsv.com.au ClubSport R8 LSA

99,990

102,490

400

671

8/6162

1899*

4.59*

15.0

12/15

Santa Fe 2.2R CRDi Elite 4WD 7 seat

––

75,490

147

440

4/2199

1951

––

7.7

––

Maloo R8 LSA

95,989

98,490

400

671

8/6162

––

15.3

––

Santa Fe 2.2R CRDi Elite Ltd 4WD 7s

––

82,990

147

440

4/2199

1831

––

7.7

––

ClubSport R8 LSA Tourer Senator Signature Grange GTS

––

103,990

325

550

8/6162

1834

––

15.0

––

112,990

400

671

8/6162

––

15.3

––

109,990

340

570

8/6162

1838

––

12.9

––

117,490

119,990

430

760

8/6162

1902*

4.13*

15.7

12/13

isuzuutes.co.nz LS Double Cab 2WD

honda.co.nz

44,790

48,890

130

380

4/2999

1835

––

8.2

LS-T Double Cab 2WD

––

52,890

130

380

4/2999

1943

––

8.1

––

LS Space Cab 4WD

––

55,990

130

380

4/2999

1936

––

8.1

––

LX Double Cab 4WD

49,990

51,990

130

380

4/2999

1915

––

8.2

––

LS Double Cab 4WD

54,990

56,990

130

380

4/2999

1935

––

8.2

––

LS-T Double Cab 4WD

––

60,990

130

380

4/2999

1943

––

8.1

––

MU-X 4WD

––

65,990

130

380

4/2999

2075

––

8.3

––

Jazz S

––

23,700

119

4/1317

1039

––

5.1

––

Jazz RS

25,500

26,900

155

4/1496

1085*

8.99*

5.3

09/14

Jazz RS Sport

27,000

28,400

155

4/1496

1050

––

5.3

––

Jazz RS Mugen

29,500

30,900

155

4/1496

1050

––

5.3

––

Jazz RS Sport Ltd

30,500

31,900

155

4/1496

1050

––

5.3

––

32,900

105

172

4/1798

1274

––

6.6

––

HR-V X

––

34,200

105

172

4/1798

1274

––

6.6

––

HR-V L

––

35,900

105

172

4/1798

1274

––

6.6

––

HR-V Sport

––

39,000

105

172

4/1798

1314

––

6.9

––

XE 20t Pure

––

74,900

147

280

4/1999

1530

7.7

7.5

––

HR-V Sport X

––

41,200

105

172

4/1798

1314

––

6.9

––

XE 20d Pure

––

76,900

132

430

4/1999

1565

7.8

4.2

––

HR-V Sport +

––

43,900

105

172

4/1798

1316*

10.51*

6.9

11/15

XE 20t Prestige

––

78,900

147

280

4/1999

1530

7.7

7.5

––

Civic S

––

33,900

104

174

4/1798

1245

––

6.7

––

XE 20d Prestige

––

80,900

132

430

4/1999

1565

7.8

4.2

––

Civic S Sport

––

36,400

104

174

4/1798

1245

––

6.7

––

XE 20t R-Sport

––

79,900

147

280

4/1999

1579*

7.30*

7.5

10/15

Civic LN

––

39,990

114

190

4/1998

1290

––

7.5

––

XE 20d R-Sport

––

81,900

132

430

4/1999

1565

7.8

4.2

––

Civic LN Sport

––

42,490

114

190

4/1998

1290

––

7.5

––

XE 3.0 V6 SC S

––

106,000

250

450

6/2998

1728*

5.72*

8.1

––

HR-V S

jaguar.com/nz

Euro Civic S

––

34,900

104

174

4/1798

1274

––

6.4

––

XF 2.0 i4 SE

––

75,000

177

340

4/1999

1660

7.90

6.2

––

Accord V6NT

––

60,000

206

339

6/3471

1669*

6.54*

9.2

11/13

XF 2.0 i4 Luxury

––

90,000

177

340

4/1999

1780*

7.21*

6.2

03/13

Accord V6NT Sport

––

63,500

206

339

6/3471

1667

––

9.2

––

XF 2.2D Luxury

––

90,000

140

450

4/2179

1829*

8.42*

5.4

05/12

CRV S 2WD

––

38,900

114

190

4/1998

1460

––

7.7

––

XF 3.0D S Luxury

––

115,000

202

600

6/2720

1851*

6.67*

6.3

06/16

CRV L 2WD

––

42,900

114

190

4/1998

1460

––

7.7

––

XF Sportbrake 2.2D Luxury

––

95,000

147

450

4/2179

1824

8.8

5.2

––

CRV Sport 4WD

––

46,700

140

222

4/2354

1629

––

8.7

04/15

XF Sportbrake 3.0D S Luxury

––

120,000

202

600

6/2993

1880

6.6

6.1

––

XFR

––

160,000

375

625

8/5000

1975*

4.61*

11.3

06/13

XFR-S

––

185,000

405

680

8/5000

1977*

4.50*

11.6

10/14

––

F-Type Coupe

––

125,000

250

450

6/2995

1577

5.3

8.8

––

7.6

––

F-Type S Coupe

––

140,000

280

460

6/2995

1724*

4.78*

9.1

10/14

7.8

02/15

F-Type R Coupe

––

185,000

404

680

8/5000

1790*

4.38*

11.1

09/14

F-Type R AWD Coupe

––

198,000

404

680

8/5000

1854*

3.78*

11.3

09/15

F-Type Convertible

––

140,000

250

450

6/2995

1710*

5.42*

9.0

05/14

F-Type S Convertible

––

155,000

280

460

6/2995

1614

4.9

9.1

––

F-Type R Convertible

––

200,000

404

680

8/5000

1794

4.2

10.7

––

CRV Sport + 4WD

––

50,690

140

222

4/2354

1629

––

8.7

––

CRV Sport NT 4WD

––

49,900

140

222

4/2354

1629

––

8.7

04/15

CRV Sport NT+ 4WD

––

53,890

140

222

4/2354

1629

––

8.7

Odyssey S

––

45,900

129

225

4/2356

1768

––

Odyssey L

––

52,500

129

225

4/2356

1854*

11.52*

hyundai.co.nz i20 1.4 GL i20 1.4 GLS Accent Hatch 1.6 Accent Hatch 1.6 Elite i30 1.8 i30 1.6 CRDi

F-Type R AWD Convertible

––

213,000

404

680

8/5000

1854

4.1

11.3

––

1061

––

5.9

––

XK Coupe

––

175,000

283

515

8/5000

1660

5.5

11.2

––

1125

––

5.9

––

XK Convertible

––

190,000

283

515

8/5000

1696

5.6

11.2

––

1140

––

6.1

––

XK R Coupe

––

195,000

375

625

8/5000

1850*

4.70*

12.3

11/09 ––

––

25,990

136

4/1396

––

26,990

136

4/1396

28,990

31,990

156

4/1591

––

35,990

156

4/1591

1140

––

6.6

––

XK R Convertible

––

210,000

375

625

8/5000

1800

4.8

12.3

31,990

35,990

110

178

4/1797

1225

––

7.0

––

XKR-S Coupe

––

260,000

405

680

8/5000

1753

4.4

12.3

––

39,990

260

4/1582

1366

––

4.9

––

XKR-S Convertible

––

275,000

405

680

8/5000

1850

4.8

12.3

––

i30 1.8 Elite

––

39,990

110

178

4/1797

1240

––

7.3

––

XJ 3.0D Premium Luxury

––

155,000

202

600

6/2720

1895*

7.15*

7.0

11/10

i30 1.6 CRDi Elite

––

43,990

260

4/1582

1310

––

4.9

––

XJR

––

220,000

405

680

8/5000

1945*

4.27*

11.6

10/14

Distributors: To have your prices updated, email your current price list and information to tom@autocar.co.nz by the 10th of each month

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new zealand autocar | 113

CLAIMED FUEL USE (L/100KM)

190

4/1998

1490

––

6.1

––

Defender 90 SW

63,000

––

360

4/2401

––

1886*

16.78*

––

02/08

Patriot Ltd 2.4

––

42,990

125

220

4/2360

1525

––

9.1

––

Defender 110 Pick up

66,500

––

360

4/2401

––

1884

––

Compass Sport 2WD

––

39,990

115

190

4/1998

1437

––

8.2

––

Defender 110 SW

66,000

––

360

4/2401

––

2041

––

Compass Ltd

––

44,990

125

220

4/2360

1570

––

8.7

––

Defender 130 Pick up

70,500

––

360

4/2401

––

2120

––

Renegade

––

49,990

129

230

4/2360

1550

––

7.5

––

Discovery Sport TD4 SE

––

78,500

110

400

4/2179

1859

10.3

6.2

––

Cherokee Sport 2WD

––

49,990

130

229

4/2360

1678

10.53*

8.3

02/15

Discovery Sport SD4 SE

––

82,000

140

420

4/2179

1859

8.9

6.3

––

Cherokee Longitude 4WD

––

59,990

200

316

6/3239

1795

––

10.0

––

Discovery Sport Si4 SE

––

82,000

177

340

4/1999

2008*

8.01*

8.3

08/15

Cherokee Limited 4WD

––

67,990

200

316

6/3239

1888*

7.87*

10.0

09/14

Discovery Sport TD4 HSE

––

86,000

110

400

4/2179

1859

10.3

6.2

––

Cherokee Trailhawk 4WD

––

69,990

200

316

6/3239

1936

––

10.0

––

Discovery Sport SD4 HSE

––

89,500

140

420

4/2179

1998*

8.80*

6.3

12/15

Wrangler Sport 2dr

––

54,990

209

347

6/3605

––

11.3

––

Discovery Sport Si4 HSE

––

89,500

177

340

4/1999

2008

8.0

8.3

––

Wrangler Overland 2dr

––

64,990

209

347

6/3605

––

11.3

––

Discovery 4 TDV6 SE

––

90,000

140

440

6/2720

––

12.7

10.2

––

Wrangler Unlimited Sport

––

59,990

209

347

6/3605

2045*

9.25*

11.2

03/12

Discovery 4 SDV6 HSE

––

110,000

183

600

6/2993

2610*

9.25*

9.3

02/10

Wrangler Unlimited Sport CRD

––

64,990

209

347

4/2777

––

Range Rover Evoque TD4 SE

––

80,000

110

400

4/2179

1715

9.6

6.0

––

Wrangler Unlimited Overland

––

69,990

209

347

6/3605

––

Range Rover Evoque SD4 SE

––

85,000

140

420

4/2179

1715

8.5

6.0

––

Grand Cherokee Laredo 2WD

––

69,990

210

347

6/3604

1996

8.3

10.1

––

Range Rover Evoque Si4 SE

––

78,000

177

340

4/1999

1670

7.6

7.8

––

Grand Cherokee Laredo

––

74,990

210

347

6/3604

2084

8.3

10.4

––

Range Rover Evoque TD4 HSE

––

94,000

110

400

4/2179

1715

9.6

6.0

––

Grand Cherokee Laredo CRD

––

81,990

184

570

6/2987

2267

8.2

7.5

––

Range Rover Evoque SD4 HSE

––

99,000

140

420

4/2179

1715

8.5

6.0

––

Grand Cherokee Ltd V6

––

84,990

210

347

6/3604

2169

8.3

10.4

––

Range Rover Evoque Si4 HSE

––

101,000

177

340

4/1999

1670

7.6

7.8

––

Grand Cherokee Ltd CRD

––

91,990

184

570

6/2987

2334*

7.92*

7.5

10/13

Range Rover Sport TDV6 SE

––

125,000

190

600

6/2993

2115

7.6

7.3

––

ISSUE TESTED

115

0-100 KM/H

36,990

jeep.co.nz

WEIGHT (KG)

––

MODEL

AIRBAGS

POWER (KW)

Patriot Sport 2WD

MARKET

CYLINDERS/ CAPACITY

$ AUTOMATIC

TORQUE (NM)

$ MANUAL

NEW

land rover.co.nz

Grand Cherokee Ltd V8

––

89,990

259

520

8/5654

2302

7.3

14.1

––

Range Rover Sport S/C V6 HSE

––

133,000

250

450

6/2995

2147

7.2

10.8

––

Grand Cherokee Overland CRD

––

106,990

184

570

6/2987

2327

8.2

7.5

––

Range Rover Sport SDV6 HSE

––

143,000

215

600

6/2993

2115

7.2

7.5

––

Grand Cherokee SRT8

––

124,990

344

624

8/6424

2443*

5.06*

14.0

08/14

Range Rover Sport SDV6 Dynamic

––

155,000

215

600

6/2993

2115

7.2

7.5

––

Range Rover Sport V6 S/C HST

––

155,000

280

450

6/2995

2335*

6.24*

12.4

02/16 ––

kia.co.nz Picanto LX ISG Hatch

18,590

––

123

4/1250

967*

10.71*

4.3

10/11

Range Rover Sport SDV8 HSE

––

155,000

250

700

8/4367

2360

6.9

8.7

Range Rover Sport SDV8 HSE Dynamic

––

160,000

250

700

8/4367

2360

6.9

8.7

––

Range Rover Sport Supercharged HSE

––

170,000

375

625

8/5000

2463*

4.90*

13.8

03/14

Range Rover Sport S/C Autobiography

––

185,000

375

625

8/5000

2310

5.3

13.8

––

Range Rover Sport SVR

––

228,000

405

680

8/5000

2451*

4.79*

12.8

06/15

Picanto LX Hatch

––

18,990

123

4/1250

870

––

5.3

––

Range Rover TDV6 Vogue

––

172,000

190

600

6/2993

2160

7.9

7.5

––

Picanto EX Hatch

––

20,990

123

4/1250

870

––

5.6

––

Range Rover SDV8 Vogue

––

185,000

250

700

8/4367

2597*

7.24*

8.7

04/13

Rio LX ISG Hatch

22,490

––

137

4/1396

1119*

11.13*

5.3

06/12

Range Rover SDV8 Vogue SE

––

210,000

250

700

8/4367

2360

6.9

8.7

––

Rio LX Diesel ISG Hatch

24,990

––

220

4/1396

1219*

11.64*

3.6

08/12

Range Rover SDV8 Autobiography

––

225,000

250

700

8/4367

2360

6.9

8.7

––

Rio LX Hatch

––

23,490

137

4/1396

1093

––

6.4

––

Range Rover Supercharged Vogue SE

––

215,000

375

625

8/5000

2330

5.4

13.8

––

Rio EX Hatch

––

25,790

137

4/1396

1179*

14.07*

6.4

11/11

Range Rover Supercharged Autobio

––

230,000

375

625

8/5000

2330

5.4

13.8

––

Soul Urban Hatch

––

32,490

157

4/1591

1245

12.5

8.2

––

Soul SX Hatch

––

33,490

157

4/1591

1245

12.5

8.2

––

Soul SX 2.0 Hatch

––

35,490

115

195

4/1999

1267

10.2

8.4

––

Cerato Hatch LX

––

30,490

110

178

4/1797

1293

––

7.4

––

Cerato Hatch EX

––

34,690

110

178

4/1797

1293

––

7.4

––

lexus.co.nz CT200h Hybrid Hatchback

Cerato Hatch SX

––

37,490

110

178

4/1797

1319*

11.12*

7.4

12/13

––

49,990

142

4/1798

1465

10.3

4.1

––

Cerato Hatch SX 2.0

––

40,490

129

209

4/1999

1339

––

7.5

––

CT200h Hybrid Hatchback F Sport

––

60,490

142

4/1798

1465

11.24*

4.1

09/14

Cerato Sedan LX

––

30,490

110

178

4/1797

1243

––

7.1

––

IS200t 2.0 Turbo Sedan

––

73,900

180

350

4/1998

1680

7.0

7.5

––

Cerato Sedan EX

––

34,690

110

178

4/1797

1243

––

7.1

––

IS200t 2.0 Turbo Sedan F Sport

––

83,900

180

350

4/1998

1688*

6.92*

7.5

12/15 ––

Cerato Sedan SX

––

37,490

110

178

4/1797

1314*

9.75*

7.1

09/14

IS200t 2.0 Turbo Sedan Ltd

––

86,400

180

350

4/1998

1680

7.0

7.5

Cerato Sedan SX 2.0

––

40,490

129

209

4/1999

1342*

9.30*

7.4

07/13

IS300h 2.5 Hybrid Sedan

––

76,900

133

221

4/2494

1635

8.5

4.9

––

Optima EX

––

45,790

138

241

4/2359

1478

––

8.3

––

IS300h 2.5 Hybrid Sedan Ltd

––

87,900

133

221

4/2494

1635

8.5

4.9

––

Optima Ltd

––

48,990

138

241

4/2359

1592*

9.34*

8.3

04/16

IS350 3.5 V6 Sedan F Sport

––

106,900

233

378

6/3500

1640

5.9

9.7

––

Sportage 2.0 LX 2WD

––

35,990

114

192

4/1999

1499

––

7.9

––

ES300h 2.5 Hybrid Sedan

––

74,990

118

213

4/2494

1630

8.5

5.5

––

Sportage 2.0 EX 2WD

––

39,990

114

192

4/1999

1510*

10.60*

7.9

06/16

ES300h 2.5 Hybrid Sedan Ltd

––

86,990

118

213

4/2494

1665

8.5

5.5

––

Sportage 2.0 Ltd 2WD

––

43,990

114

192

4/1999

1499

––

7.9

––

ES350 3.5 V6 Sedan

––

88,990

204

346

6/3456

1630

7.4

9.5

––

Sportage 2.4 EX 4WD

––

41,990

135

237

4/2359

1590

––

8.5

––

ES350 3.5 V6 Sedan Ltd

––

100,990

204

346

6/3456

1665

7.4

9.5

––

GS300h 2.5 Hybrid Sedan

––

114,900

133

221

6/2500

1735

––

5.2

––

GS350 3.5 V6 Sedan

––

124,900

233

378

6/3456

1650

6.3

9.7

––

6/3456

1740

6.3

9.7

––

6/3456

1881

6.07*

6.3

08/12

Sportage 2.4 Ltd 4WD

––

45,990

135

237

4/2359

1590

––

8.5

––

Sportage 2.4 GT Line 4WD

––

51,990

135

237

4/2359

1684*

10.51*

8.5

04/16

Sportage 2.0 EX CRDi 4WD

––

44,990

136

400

4/1995

1716

––

6.4

––

GS350 3.5 V6 Sedan F Sport

––

131,900

233

378

Sportage 2.0 GT Line CRDi 4WD

––

54,990

135

392

4/1995

1716

––

6.8

––

GS450h 3.5 V6 Hybrid Sedan

––

140,900

252

352

Sorento LX 4WD

––

49,990

126

225

4/2359

1693

––

9.9

––

GS450h V6 Hybrid Sedan F Sport

––

148,900

252

352

6/3456

1910

6.1

6.3

––

Sorento LX Urban V6 2WD

––

49,990

199

318

6/3342

1858

––

9.9

––

GS F 5.0 V8 Sedan

––

174,900

351

530

8/4969

1867*

4.95*

11.3

06/16

Sorento LX CRDi 4WD

––

55,990

147

441

4/2199

1817

––

7.8

––

LS460 4.6 V8 Sedan

––

193,000

285

493

8/4608

2080

6.54*

11.1

––

Sorento EX CRDi 4WD

––

61,990

147

441

4/2199

1817

––

7.8

––

LS600hL 5.0 V8 Sedan

––

262,000

290

520

8/4969

2340

5.7

8.6

––

Sorento Ltd Urban V6 2WD

––

60,990

199

318

6/3342

1858*

8.08*

9.9

08/15

RC200t 2.0 Turbo Coupe F-Sport

––

102,900

180

350

4/1998

1725

7.5

7.3

––

Sorento LTD CRDi 4WD

––

67,990

147

441

4/2199

1817

––

7.8

––

RC350 3.5 V6 Coupe F Sport

––

126,000

233

378

6/3456

1740

6.3

9.4

––

Sorento Premium CRDi 4WD

––

70,990

147

441

4/2199

1941

––

7.8

––

RC350 3.5 V6 Coupe Ltd

––

128,500

233

378

6/3456

1740

6.3

9.4

––

Carnival EX CRDi

––

49,990

147

440

4/2199

2150

––

7.7

––

RC-F 5.0 V8 Coupe

––

165,500

351

530

8/4969

1860

4.5

10.9

––

Carnival Ltd V6

––

56,990

206

336

6/3342

2100

––

11.6

––

RC-F 5.0 V8 Carbon Coupe

––

168,500

351

530

8/4969

1834*

4.85*

10.9

07/15

Carnival Ltd CRDi

––

58,990

147

440

4/2199

2150

––

7.7

––

NX300h 2.5 Hybrid SUV 2WD

––

81,900

145

210

4/2494

1835

9.3

5.6

––

Carnival Premium V6

––

63,990

206

336

6/3342

2100

––

11.6

––

NX300h 2.5 Hybrid SUV F-Sport 4WD

––

95,990

145

210

4/2494

1895

9.3

5.7

––

Carnival Premium CRDi

––

65,990

147

440

4/2199

2138*

10.58*

7.7

11/15

NX300h 2.5 Hybrid SUV Ltd 4WD

––

95,900

145

210

4/2494

1893*

9.00*

5.7

01/15

NX200t 2.0 Turbo SUV 2WD

––

79,900

175

350

4/1998

1740*

7.46*

7.7

05/15

NX200t 2.0 Turbo SUV 4WD

––

84,900

175

350

4/1998

1860

7.1

7.9

––

NX200t 2.0 Turbo SUV F Sport 4WD

––

94,900

175

350

4/1998

1860

7.1

7.9

––

NX200t 2.0 Turbo SUV Ltd 4WD

––

94,900

175

350

4/1998

1860

7.1

7.9

––

RX350 3.5 V6 SUV 4WD

––

95,900

221

380

6/3456

2060

7.9

9.6

––

RX350 3.5 V6 SUV F Sport 4WD

––

107,900

221

380

6/3456

2060*

7.70*

9.6

03/16

RX350 3.5 V6 SUV Ltd 4WD

––

107,900

221

380

6/3456

2060

7.9

9.6

––

RX450h 3.5 V6 Hybrid SUV 4WD

––

114,990

220

n.a

6/3456

2110

7.8

6.4

––

lamborghini.co.nz Huracan LP 580-2 Coupe

––

390,000

427

540

10/5204

1389

3.4

11.9

––

Huracan LP 610-4 Coupe

––

440,000

449

560

10/5204

1636*

3.37*

12.5

04/15

Huracan LP 610-4 Spyder

––

475,000

449

560

10/5204

1542

3.4

12.3

––

Aventador LP 700-4

––

675,000

515

690

12/6498

1575

3.30*

16.0

05/12

Aventador LP 700-4 Roadster

––

725,000

515

690

12/6498

1625

3.0

16.0

––

Aventador LP 750-4 Superveloce Coupe

––

845,000

552

690

12/6498

1525

2.8

16.0

––

Aventador LP 750-4 Superveloce Roadster

––

895,000

552

690

12/6498

1575

2.9

16.0

––

114 | new zealand autocar

RX450h 3.5 V6 Hybrid SUV F Sport 4WD

––

125,990

220

n.a

6/3456

2110

7.8

6.4

––

RX450h 3.5 V6 Hybrid SUV Ltd 4WD

––

125,990

220

n.a

6/3456

2190*

8.51*

6.4

02/16

LX450D 4.5 TD Wagon 4WD

––

159,900

200

650

8/4461

2740

9.60*

9.5

03/16

LX570 5.7 V8 Wagon 4WD

––

179,900

270

530

8/5663

2740

7.7

14.4

––

Prices are RRP. Errors & Omissions Excepted. *tested by NZ Autocar

TORQUE (NM)

CYLINDERS/ CAPACITY

AIRBAGS

0-100 KM/H

CLAIMED FUEL USE (L/100KM)

100

160

4/1598

876

6.5

6.3

––

162

250

4/1798

924

4.6

7.5

–– ––

ISSUE TESTED

POWER (KW)

––

96,990

WEIGHT (KG)

$ AUTOMATIC

86,990

Elise S

$ MANUAL

Elise

MODEL

AR RIV ING

SO ON

lotuscars.co.nz Exige S

131,990

––

258

400

6/3456

1176

4.0

10.1

Evora 2+2

129,990

145,990

206

350

6/3456

1383

5.0

9.3

––

Evora S 2+2

153,990

165,990

258

400

6/3456

1437

4.6

9.9

––

540C

––

330,000

397

540

8/3799

1350

3.5

11.1

––

570S

––

375,000

419

600

8/3799

1486*

3.25*

10.7

04/16

570 GT

––

410,000

419

600

8/3799

1495

3.4

10.7

––

650S

––

449,400

478

678

8/3799

1428

3.0

11.7

––

650S Spider

––

489,500

478

678

8/3799

1468

3.0

11.7

––

675 LT Spider

––

POA

496

700

8/3799

1368

2.9

11.7

––

mclaren.com

auckland.

maserati.co.nz Ghibli

––

148,990

243

500

6/2979

1810

5.6

9.6

––

Ghibli D

––

149,990

202

600

6/2987

1835

6.3

5.9

––

Ghibli S

––

169,990

301

550

6/2979

1810

5.0

10.4

––

GranTurismo Sport auto

––

244,500

338

520

8/4691

1880

4.8

15.5

––

GranTurismo Sport MC supershift

––

254,800

338

520

8/4691

1930*

4.9

14.3

02/09

GranTurismo MC Stradale

––

345,000

338

520

8/4691

1770

4.5

14.4

––

GranCabrio Sport

––

282,900

338

520

8/4691

1980

5.0

14.5

––

GranCabrio MC

––

307,200

338

520

8/4691

1973

4.9

14.5

––

Quattroporte D

––

196,500

202

600

6/2987

1885

6.4

6.2

––

Quattroporte

––

197,900

243

500

6/2979

1760

5.6

9.1

––

Quattroporte S

––

216,900

301

550

6/2979

1760

5.1

10.5

––

Quattroporte GTS

––

294,500

390

710

8/3799

1900

4.7

11.8

––

mazda.co.nz 2 GLX

21,745

23,495

141

4/1496

1035

––

5.2

––

2 GSX

24,495

26,245

141

4/1496

1043*

10.10*

4.9

04/15 03/15

2 Ltd

––

28,845

141

4/1496

1074*

11.0*

4.9

3 GLX Sedan

––

32,795

114

200

4/1998

1291

9.4

5.7

––

3 GSX Sedan

––

35,595

114

200

4/1998

1300*

10.18*

5.7

07/14

3 SP25 Sedan

––

39,895

138

250

4/2488

1309

7.8

6.0

––

3 SP25 Ltd Sedan

––

47,495

138

250

4/2488

1356*

7.65*

6.0

06/14 ––

3 GLX Hatch

––

32,795

114

200

4/1998

1296

9.3

5.8

3 GSX Hatch

––

35,595

114

200

4/1998

1307*

8.94*

5.8

––

3 SP25 Hatch

38,395

39,895

138

250

4/2488

1308*

7.1

6.5

04/14

3 SP25 Ltd Hatch 3 SP22 Ltd Hatch diesel

––

47,495

138

250

4/2488

1315

7.9

6.1

––

49,195

50,695

129

420

4/2191

1442*

7.83*

5.0

12/14

6 GSX

––

46,745

138

250

4/2488

1455

––

6.6

––

6 Ltd

––

55,995

138

250

4/2488

1461

––

6.6

––

6 Ltd diesel

––

58,245

129

420

4/2191

1530

––

5.4

––

6 GLX Wagon

––

43,795

114

210

4/1998

1446

––

6.0

––

6 GSX Wagon

––

46,745

138

250

4/2488

1484

––

6.6

––

6 GSX Wagon diesel

––

48,995

129

420

4/2191

1550

––

5.4

––

6 Ltd Wagon diesel

––

58,245

129

420

4/2191

1550

––

5.4

––

MX-5 1.5 GSX

40,995

––

150

4/1496

1007*

7.98*

6.1

10/15

MX-5 2.0 Limited

06/16

46,995

48,495

118

200

41998

1053*

6.73*

6.9

CX-3 GLX 2WD

––

31,195

109

192

4/1998

1259

––

6.1

––

CX-3 GSX 2WD

––

34,695

109

192

4/1998

1251*

8.91*

6.1

06/15

CX-3 GSX 4WD

––

36,695

109

192

4/1998

1335

––

6.7

––

CX-3 GLX 4WD diesel

––

38,695

270

4/1499

1371

––

5.1

––

CX-3 Limited 2WD

––

38,595

109

192

4/1998

1259

––

6.1

––

CX-3 Limited 4WD diesel

––

42,595

270

4/1499

1371*

12.0*

5.1

05/15

CX-5 GLX

––

39,745

114

200

4/1998

1491

––

6.4

––

CX-5 GSX

––

41,795

114

200

4/1997

1491

––

6.4

––

CX-5 GSX 4WD

––

45,295

138

250

4/2488

1572

––

7.4

––

CX-5 GSX 4WD diesel

––

47,195

129

420

4/2184

1637

––

5.7

––

CX-5 Ltd 4WD

––

54,895

138

250

4/2488

1593

––

7.4

––

CX-5 Ltd 4WD diesel

––

56,795

129

420

4/2184

1686

––

5.7

––

BT-50 Double cab 2WD GLX

41,695

43,695

147

470

5/3199

––

8.4

––

BT-50 Double cab 2WD GSX

45,295

47,295

147

470

5/3199

––

8.4

––

BT-50 Double cab 4WD GLX

51,695

53,695

147

470

5/3199

––

8.4

––

BT-50 Double cab 4WD GSX

55,295

57,295

147

470

5/3199

2172*

10.31*

8.4

05/16

Distributors: To have your prices updated, email your current price list and information to tom@autocar.co.nz by the 10th of each month

FOR RANGE INFORMATION & TO FIND YOUR NEAREST DEALER VISIT

www.toymod.com

0-100 km/h

Claimed Fuel Use (L/100km)

Issue tested

500

4/1991

1765

7.8

6.5

––

300

600

6/2996

2315

5.3

7.7

www.gtlogistics.co.nz

––

E 250 Coupe

––

114,000

155

350

4/1991

1635

7.1

6.0

––

E 250 CDI Coupe

––

114,000

150

500

4/2143

1885

7.3

4.7

––

E 400 Coupe

––

137,900

245

480

6/2996

1784*

5.38*

8.0

05/15 ––

Proven & professional international automotive shipping services GT International Logistics Ltd. 29 Andrew Baxter Drive, Airport Oaks, Mangere, Auckland, NZ Contact Phil Gibbs or Jason Coleman on (09) 255 5555 or email phil@gtlogistics.co.nz

mercedes-benz.co.nz

Weight (kg)

150

137,900

Airbags

118,900

––

Cylinders/ capacity

––

E 400 Cabriolet

Torque (Nm)

E 250 Cabriolet

Model

Power (kW)

$ Automatic

MARKET

$ Manual

NEW

E 250 CDI Estate

––

121,000

150

500

4/2143

1885

7.8

5.1

E 400 Estate

––

137,900

245

480

6/2996

1885

5.4

8.0

––

E 250

––

114,000

155

350

4/1991

1680

7.4

6.4

––

E 250 CDI

––

114,000

150

500

4/2143

1841*

7.69*

4.9

11/13

E 350 BlueTEC

––

131,000

185

620

6/2987

1885

6.6

6.1

––

E 300 BlueTEC Hybrid

––

138,900

150

500

4/2143

1845

7.5

4.3

––

E 400

––

131,000

245

480

6/2996

1914*

5.84*

7.6

05/14

E 400 Exclusive

––

150,900

245

480

6/2996

1785

5.3

7.6

––

E 63 AMG

––

215,000

430

800

8/5461

1992*

4.26*

10.0

10/13

G 350 BlueTEC

––

175,000

155

540

6/2987

2570

9.1

11.2

––

G 63 AMG

––

252,000

400

760

8/5461

2550

5.4

13.8

––

GLA 200 CDI

––

64,990

100

300

4/2143

1599*

10.02*

4.6

08/14

GLA 250 4MATIC

––

74,400

155

350

4/1991

1576*

7.4*

7.0

10/14

GLA 45 AMG 4MATIC

––

99,900

265

450

4/1991

1657*

4.68*

7.6

12/14

GLC 220d

––

89,900

125

400

4/2143

1978*

8.25*

5.6

06/16

GLC 250

––

94,900

155

350

4/1991

1860*

7.30*

7.2

03/16

GLC 250d

––

96,900

150

500

4/2143

1845

7.6

5.7

––

GL 350 BlueTEC

––

153,900

190

620

6/2987

2601*

8.19*

7.7

08/13

GL 500

––

188,900

320

700

8/4663

2445

5.4

11.5

07/13

GL 63 AMG

––

235,900

410

760

8/5461

2580

5.28*

12.3

07/13

GLE 250d

––

104,900

150

500

4/2143

2150

8.6

6.0

––

GLE 350d

––

124,900

190

620

6/2987

2175

7.1

6.6

––

GLE 400

––

131,900

245

480

6/2996

––

6.1

9.3

––

GLE 500

––

154,900

300

600

8/4663

2235

5.3

11.0

––

GLE AMG 63 S

––

205,900

430

760

8/5461

2444*

4.33*

11.8

02/16

GLE 350d Coupe

––

139,900

190

620

6/2987

2250

7.0

7.2

––

GLE 450 AMG Coupe

––

153,500

270

520

6/2996

2291*

5.87*

9.4

01/16

GLE 63 S AMG Coupe

––

210,000

430

760

8/5461

2398*

4.59*

11.9

11/15

S 350 BlueTEC

––

197,500

190

620

6/2987

1955

6.8

6.0

––

S 400 L

––

206,500

245

480

6/2996

1942

5.3

7.9

–– 12/14

S 500

––

240,000

335

700

8/4663

2128*

5.06*

9.2

S 500 L

––

255,000

335

700

8/4663

2015

4.8

9.2

––

S 63 AMG

––

330,000

430

900

8/5461

2172*

4.41*

10.2

02/14

S 63 AMG L

––

340,000

430

900

8/5461

2170

4.5

10.2

––

S 600 L

––

354,500

390

830

12/5980

2185

4.6

11.3

––

S 500 Coupe

––

260,000

335

700

8/4663

––

S 63 AMG Coupe

––

350,000

430

900

8/5461

2070

4.2

10.2

––

S 65 AMG Coupe

––

445,000

463

1000

12/5980

––

12.0

––

SL 500

––

267,500

320

700

8/4663

1785

4.6

9.4

––

A 180

––

48,600

200

4/1595

1395

8.6

5.8

––

SL 63 AMG

––

350,000

430

900

8/5461

1785

4.3

10.1

––

A 200

––

55,900

115

250

4/1595

1395

7.8

6.1

––

SL 65 AMG

––

430,000

463

1000

12/5980

1950

4.0

11.7

––

A 200 d

––

55,900

100

300

4/1796

1485

8.8

4.0

––

SLK 200 Roadster

––

89,000

150

310

4/1796

1470

7.0

6.5

––

A 250 Sport 4Matic

––

67,900

155

350

4/1991

1544*

6.29*

6.7

02/16

SLK 250 Roadster

––

99,500

225

370

4/1796

1500

6.6

6.7

––

A 45 AMG

––

97,600

280

475

4/1991

1555

4.2

6.9

––

SLK 350 Roadster

––

132,900

225

370

6/3498

1540

5.6

8.0

––

B 180

––

53,200

200

4/1595

1425

9.1

5.5

––

SLK 55 AMG

––

171,000

310

540

8/5461

1610

4.6

8.5

––

B 200

––

63,500

115

250

4/1595

1467*

8.88*

5.5

06/15

V 250 d Avantgarde

––

104,560

140

440

4/2143

2145

9.1

6.3

02/16

B 200 CDI

––

63,500

100

300

4/2143

1505

9.8

4.2

––

AMG GT S

––

275,000

375

650

8/3982

1682*

3.86*

9.4

11/15

B 250 4MATIC

––

71,900

155

350

4/1991

1505

7.15*

6.8

06/15

MG3 Style

19,990

––

137

4/1498

1213*

11.23

5.8

MG6 S Magnette

29,990

––

118

215

4/1796

1475

8.4

7.9

––

MG6 SE Magnette

31,990

––

118

215

4/1796

1480

8.4

7.9

–– ––

C 180 Avantgarde Coupe

––

69,900

115

250

4/1596

1505

8.5

6.3

––

C 250 Avantgarde Coupe

––

87,900

150

310

4/1796

1550

7.2

6.9

––

C 200 Estate

––

74,900

135

300

4/1991

1587*

7.71*

6.2

02/15

C 200 BlueTEC Estate

––

76,400

100

300

4/1991

––

C 250 Estate

––

89,900

155

350

4/1991

1663*

7.50*

6.2

04/15

C 250 BlueTEC Estate

––

91,400

150

500

4/2143

––

4.8

––

C 200

––

71,990

135

300

4/1991

1520*

7.3

6.0

––

C 200 BlueTEC

––

73,400

100

300

4/1598

––

6.6

––

C 250

––

86,900

155

350

4/1991

1607*

6.58*

6.0

11/14

C 250 BlueTEC

––

88,400

150

500

4/2143

1715

6.6

4.5

––

C 300 BlueTEC hybrid

––

94,900

150

500

4/2143

1715

6.4

––

C 63 AMG S

––

164,900

375

700

8/3982

1801*

4.31*

8.6

11/15

C 63 AMG S Estate

––

167,900

375

700

8/3982

1725

4.1

8.7

––

CLA 200

––

65,900

115

250

4/1595

1430

8.5

5.7

––

mgmotors.co.nz 06/14

MG6 TSE Magnette

34,990

––

118

215

4/1796

1485

8.4

7.9

MG6 S GT

29,990

––

118

215

4/1796

1485

8.4

7.9

––

MG6 SE GT

31,990

––

118

215

4/1796

1490

8.4

7.9

––

MG6 TSE GT

34,990

––

118

215

4/1796

1495

8.4

7.9

––

mini.co.nz

CLA 250 Sport 4MATIC

––

80,400

155

350

4/1991

1635*

6.91*

6.9

10/15

CLA 45 AMG 4MATIC

––

108,400

265

450

4/1991

1650*

4.62*

7.0

06/14

Clubman Cooper

39,900

42,900

100

220

3/1499

1258

11.37

6.8

CLA 200 Shooting Brake

––

67,400

115

250

4/1595

1430

8.5

5.7

––

Clubman Cooper S

––

49,900

141

280

4/1998

1205

7.6

7.0

––

CLA 250 Sport 4MATIC Shooting Brake

––

81,900

155

350

4/1991

1565

6.6

––

Cooper 5-door

35,900

38,900

100

220

3/1499

1232*

8.26*

4.2

11/14

CLA 45 AMG 4MATIC Shooting Brake

––

109,900

265

450

4/1991

1678*

4.65*

7.0

08/15

Cooper S 5-door

43,900

47,400

141

280

4/1998

––

6.0

6.7

––

CLS 250 CDI Coupe

––

124,000

150

500

4/2143

1785

7.5

5.4

––

Cooper

34,900

37,900

100

230

3/1499

1173*

8.07*

4.5

05/14

CLS 400 Coupe

––

144,000

245

480

6/2996

2330

––

7.8

––

Cooper S

42,900

46,400

141

280

4/1998

1260*

6.50*

5.4

05/14

CLS 500 CGI Coupe

––

174,000

300

600

8/4663

1890

4.8

8.6

––

Cooper JCW

53,500

––

170

320

4/1998

1288*

6.21*

5.7

07/15

CLS 63 AMG S Coupe

––

230,000

430

800

8/5461

1870

4.1

10.0

––

Countryman Cooper

43,200

46,200

160

4/1598

1365

10.5

6.5

––

CLS 250 CDI Shooting Brake

––

134,000

150

500

4/2143

1865

7.8

5.6

––

Countryman Cooper S

51,200

54,700

135

240

4/1598

1405

7.6

6.6

––

CLS 500 Shooting Brake

––

184,000

300

600

8/4663

1958*

4.98*

8.9

04/15

Countryman Cooper S ALL4

54,200

57,700

135

240

4/1598

1496*

8.40*

7.3

04/11

116 | new zealand autocar

Prices are RRP. Errors & Omissions Excepted. *tested by NZ Autocar

Claimed Fuel Use (L/100km)

102

3/1193

895

––

4.9

––

Lancer LS Sedan

––

30,690

115

201

4/1997

1295

––

7.2

––

Issue tested

0-100 km/h

19,990

Weight (kg)

Power (kW)

––

Airbags

$ Automatic

Mirage XLS

Cylinders/ capacity

$ Manual

Torque (Nm)

Model

mitsubishi.co.nz Lancer GSR Sedan

––

32,990

115

201

4/1997

1295

––

7.2

––

Lancer SEi Sedan

––

36,990

115

201

4/1997

1295

––

7.3

––

Lancer LS Hatch

––

30,690

115

201

4/1997

1355

––

7.3

––

Lancer GSR Hatch

––

32,990

115

201

4/1997

1355

––

7.3

––

Lancer SEi Hatch

––

36,990

115

201

4/1997

1355

––

7.3

––

ASX XLS 2WD

––

36,690

112

200

4/1998

1371

––

7.4

––

ASX VRX 2WD

––

40,590

112

200

4/1998

1385

––

7.4

––

ASX XLS 2.2D 4WD

––

41,990

112

366

4/1798

1563

––

6.0

––

ASX VRX 2.2D 4WD

––

45,990

112

366

4/1798

1563

––

6.0

––

Outlander 2.0 LS 2WD

––

39,990

112

193

4/1998

1420

––

6.7

––

Outlander 2.4 LS 4WD

––

43,990

126

224

4/2360

1490

––

7.2

––

Outlander 2.4 XLS 4WD

––

47,490

126

224

4/2360

1555

––

7.2

––

Outlander 2.4 VRX 4WD

––

54,490

126

224

4/2360

1565

9.70*

7.2

09/15

Outlander 2.2D XLS 4WD

––

49,990

112

366

4/2268

1635

––

6.2

––

Outlander 2.2D VRX 4WD

––

56,990

112

366

4/2268

1659

––

6.2

––

Outlander PHEV XLS

––

59,990

189

4/1998

1810

––

1.8

––

Outlander PHEV VRX

––

66,990

189

4/1998

1842*

10.18*

1.8

06/14

Pajero LWB GLS DIDC

––

77,090

150

448

4/3200

2260

––

9.2

––

Pajero LWB Exceed DIDC

––

87,590

150

448

4/3200

2310

––

9.2

––

Pajero Sport XLS

––

58,990

135

437

4/2442

2045

––

8.0

–– 04/16

––

63,990

135

437

4/2442

2076*

10.92*

8.0

Triton Double Cab 2WD GLXR

Pajero Sport VRX

45,120

47,120

135

437

4/2442

1815

––

7.1

––

Triton Double Cab 4WD GLX

51,990

53,990

135

437

4/2442

1930

––

7.2

––

Triton Double Cab 4WD GLS

57,490

59,490

135

437

4/2442

2060*

10.21*

7.2

08/15

Micra Hatch

––

19,750

100

3/1198

960

––

6.5

––

Pulsar ST Sedan

––

29,990

174

4/1798

1230

––

6.7

––

Pulsar ST Hatch

––

29,990

174

4/1798

1218*

10.56*

6.7

08/13

Pulsar SSS Hatch

––

39,990

140

240

4/1618

1319*

7.43*

7.8

10/13

Juke 1.6

––

31,990

153

4/1598

1225*

10.82*

6.3

04/12

Juke 1.6 Turbo

––

39,990

140

240

4/1618

1430*

7.95*

7.4

03/14

Qashqai ST

––

35,990

106

200

4/1997

1408

––

6.9

––

Qashqai ST-L

––

39,990

106

200

4/1997

1432

––

6.9

––

Qashqai TS diesel

––

42,990

320

4/1598

1555*

11.35*

4.9

10/14

Qashqai Ti

––

43,990

106

200

4/1997

1482*

10.08*

6.9

10/14

Altima ST Sedan

––

43,990

127

230

4/2488

1435

––

7.5

––

Altima Ti Sedan

––

53,290

127

230

4/2488

1495*

9.10*

7.5

03/14

nissan.co.nz

370Z Coupe

59,995

63,495

245

363

6/3696

1542*

5.29*

10.4

08/09

GT-R Coupe

––

191,000

390

612

6/3799

––

3.0

12.0

––

X-Trail ST 2WD 7 seat

––

39,990

125

226

4/2488

1516

––

8.1

––

X-Trail ST 4WD 5 seat

––

42,490

125

226

4/2488

1526

––

8.3

––

X-Trail ST-L 4WD 5 seat

––

47,290

125

226

4/2488

1543

––

8.3

––

X-Trail Ti 4WD 5 seat

––

53,290

125

226

4/2488

1574

––

8.3

05/14

Pathfinder ST 2WD

––

54,990

190

325

6/3498

1920

––

9.9

––

Pathfinder ST 4WD

––

59,990

190

325

6/3498

1985

––

10.2

––

Pathfinder Ti 4WD

––

65,990

190

325

6/3498

2029*

8.31*

10.2

01/14

Pathfinder Hybrid

––

69,990

188

330

4/2488

2112*

8.72*

8.5

11/14

Patrol V8 4WD

––

115,000

298

560

8/5552

2706

7.20*

14.5

03/13

Navara 2.5 DX Double Cab 2WD

31,990

––

122

238

4/2488

1596

––

9.9

––

Navara 2.3 RX Double Cab 2WD

39,990

––

120

403

4/2298

1738

––

6.4

––

Navara 2.3 ST Double Cab 2WD

45,990

47,990

140

450

2/2298

1777

––

6.3

––

Navara 2.3 ST-X Double Cab 2WD

52,990

54,990

140

450

2/2298

1832

––

6.3

––

Navara 2.3 RX Double Cab 4WD

49,990

––

120

403

4/2298

1816

––

6.8

––

Navara 2.3 ST Double Cab 4WD

55,490

57,490

140

450

4/2498

1862

––

6.5

––

Navara 2.3 ST-X Double Cab 4WD

62,990

64,990

140

450

4/2498

1999*

9.91*

6.5

08/15

peugeot.co.nz 208 Active Puretech

––

27,990

205

3/1199

975

––

4.5

––

208 Allure Puretech

––

30,990

205

3/1199

1176*

10.37*

4.5

11/15

2008 Active

––

32,990

160

4/1598

1080

11.9

6.5

––

2008 Allure

––

34,990

160

4/1598

1237*

11.32*

6.5

12/13

308 Access 1.2

32,990

34,990

230

3/1199

1222*

9.6

4.6

––

308 Active 1.2

––

36,990

230

3/1199

1276*

9.00*

5.2

12/14

308 Allure 1.6

––

40,990

110

240

4/1598

1313*

8.34*

6.5

05/15

308 Allure HDI

––

44,990

110

370

4/1997

1466*

8.20*

4.1

01/15

308 Active 1.2 wagon

––

38,990

230

3/1199

1342*

9.91*

5.2

03/15

308 Allure 1.6 wagon

––

42,990

110

240

4/1598

1315

8.8

6.5

––

308 GT

––

49,990

133

400

4/1997

1450*

8.02*

4.0

05/16

308 GTi

04/16

58,990

––

200

330

4/1598

1317*

6.35*

6.0

3008 Active 1.6

––

39,990

115

240

4/1590

1539

––

7.6

––

3008 Allure 1.6

––

44,990

115

240

4/1590

1539

––

7.6

09/14

3008 Allure HDI

––

47,990

120

340

4/1997

1560

––

6.7

––

New models for adventurous types olkswagen has added the California Ocean to its local line-up, a new take on the original Kombi. The California camper, now in its sixth generation, can sleep four adults thanks to its transforming interior with the rear two-seater bench seat folding to create a double bed, and there’s a second level of accommodation under the canvas pop-top roof. It comes complete with a ‘slim-line’ kitchen featuring a cooling box, gas cook tops, sink and a 30L water tank. There are integrated blinds, the front seats swivel around 180 degrees, there’s a removable camping table within the sliding door, two folding chairs in the tailgate and a retractable awning over the powered sliding door. It’s powered by a twin-turbo, 132kW/400Nm 2.0-litre diesel mated to a seven-speed twinclutch auto. VW’s on-demand all-wheel drive system is standard as well. Volkswagen General Manager Tom Ruddenklau said, “What began with the Volkswagen Kombi as a rolling

Distributors: To have your prices updated, email your current price list and information to tom@autocar.co.nz by the 10th of each month

visit autocar.co.nz to subscribe

symbol for independence and freedom has become a true home on four wheels in the California. It provides a luxury way of touring New Zealand at its best – on the road with all the creature comforts.” The California Ocean has an RRP of $130,000. Meanwhile over at Holden, it has conﬁrmed the Colorado7 nameplate will be retired, and the updated model, due toward the end of the year, will be called Trailblazer. The new-look model was revealed in Brazil recently and along with a new name, the seven-seater SUV will be better equipped and feature a revised suspension tune for a more comfortable ride. Holden says; “The move to adopt the Trailblazer name emphasises the vehicle’s new direction into a more luxurious and premium space.” Along with the revised front end styling, it will feature a new dash design with an eight-inch colour touchscreen complete with CarPlay and Android Auto.

new zealand autocar | 117

0-100 KM/H

61,990

147

500

4/1997

1660

––

4.2

––

Rapid Spaceback TSI 92 Style

––

30,490

200

4/1395

1265

8.9

5.2

––

66,990

147

500

4/1997

1660

––

4.2

––

Octavia Liftback TSI 110 Ambition

––

36,490

110

250

4/1395

1265

8.2

4.8

–– ––

ISSUE TESTED

WEIGHT (KG)

CLAIMED FUEL USE (L/100KM)

TORQUE (NM)

––

3008 2.0 HDi Allure Hybrid

MODEL

AIRBAGS

POWER (KW)

3008 HDi Sport Hybrid

MARKET

CYLINDERS/ CAPACITY

$ AUTOMATIC

––

$ MANUAL

NEW 4008 Active 2WD

––

33,990

110

197

4/1998

1370

10.2

7.9

––

Octavia Liftback TDI 110 Ambition

––

39,490

110

340

4/1968

1265

8.5

4.4

4008 Allure 2WD

––

37,990

110

197

4/1998

1431*

10.16*

7.9

10/12

Octavia Liftback TSI 132 Style

––

40,990

132

250

4/1798

1335

7.4

5.7

––

4008 Feline 4WD

––

41,990

110

197

4/1998

1435

10.9

8.1

––

Octavia Liftback TDI 110 Style

––

42,990

110

320

4/1968

1350

8.6

4.5

–– 06/14

RCZ

61,990

––

146

275

4/1598

1360*

7.56*

6.9

01/14

Octavia Liftback RS TSI

47,490

49,990

162

350

4/1984

1419*

6.83*

6.2

RCZ

––

61,990

115

240

4/1598

1360*

8.50*

7.3

08/10

Octavia Liftback RS TDI

––

50,590

135

380

4/1968

––

8.1

4.6

––

79,490

––

199

330

4/1598

1347*

6.12*

6.3

07/14

Octavia Wagon TSI 103

––

37,490

103

250

4/1395

1287

9.8

5.4

––

508 2.0 HDi Allure

––

56,990

120

340

4/1997

1595

11.3

4.9

––

Octavia Wagon TSI 110 Ambition

––

38,490

110

250

4/1395

1287

––

4.8

––

508 2.0 HDi Allure SW

––

59,990

120

340

4/1997

1615

11.6

5.7

––

Octavia Wagon TDI 110 Ambition

––

41,490

110

320

4/1968

1367

11.1

4.5

––

508 2.2 HDi GT

––

67,990

150

450

4/2179

1693*

8.36*

5.7

07/11

Octavia Wagon TSI 132 Style

––

42,990

132

250

4/1798

1347

7.5

5.7

––

508 2.2 HDi GT SW

––

70,990

150

450

4/2179

––

5.9

––

Octavia Wagon TDI 110 Style

––

44,990

110

320

4/1968

1367

8.7

4.5

––

508 RXH 2.0 HDi Hybrid

––

76,990

147

500

4/1997

1851*

9.47*

4.1

10/13

––

RCZ R

porsche.co.nz 718 Boxster

125,600

130,900

220

380

4/1988

1335

5.1

7.4

––

718 Boxster S

150,200

155,200

257

420

6/3436

1355

4.6

8.1

––

Cayman

120,000

125,300

202

290

6/2706

1385

5.6

8.4

––

Cayman S

145,600

150,900

239

370

6/3436

1405*

4.51*

8.0

05/13

Cayman GTS

168,200

174,800

250

380

6/3436

1418*

4.32*

9.0

04/15

Cayman GT4

196,800

––

283

420

6/3800

1415

4.4

10.3

––

911 Carrera

207,900

210,390

272

450

6/2981

1430

4.6

8.3

––

911 Carrera Cabriolet

220,900 226,900

272

450

6/2981

1500

4.8

8.5

––

911 Carrera S

235,300

241,300

309

500

6/2981

1440

4.3

8.7

––

911 Carrera S Cabriolet

248,300 254,300

309

500

6/2981

1510

4.5

8.8

––

911 Carrera 4

221,000

272

450

6/2981

1562*

4.20*

8.7

05/16

227,000

911 Carrera 4 Cabriolet

234,200 240,200

272

450

6/2981

1550

4.7

8.9

––

911 Carrera 4S

248,500 254,500

309

500

6/2981

1490

4.2

8.9

––

911 Carrera 4S Cabriolet

261,100

267,100

309

500

6/2981

1560

4.4

9.0

––

911 Targa 4

234,500 240,500

272

450

6/2981

1570

4.7

8.9

––

911 Targa 4S

261,600

267,600

309

500

6/2981

1630

4.4

9.0

––

911 Turbo

––

354,000

397

660

6/3800

1595

3.0

9.1

––

911 Turbo S

––

418,000

427

700

6/3800

1600

2.9

9.1

––

911 Turbo Cabriolet

––

367,000

397

660

6/3800

1665

3.1

9.3

––

911 Turbo Cabriolet S

––

431,000

427

700

6/3800

1670

3.0

9.3

––

Macan S

––

128,800

250

460

6/2997

1865

5.4

8.7

–– 09/14

Macan S diesel

––

125,700

190

580

6/2967

2052*

5.98*

6.1

Macan GTS

––

147,700

265

500

6/2997

1895

5.2

9.2

––

Macan Turbo

––

165,200

294

550

6/3604

2026*

4.72*

9.1

08/14

Cayenne

––

136,800

220

400

6/3598

2040

7.7

9.2

––

Cayenne diesel

––

139,000

193

580

6/2967

2110

7.3

6.8

––

Cayenne S

––

172,200

309

550

6/6304

2085

5.5

9.8

––

Cayenne S diesel

––

176,200

283

850

8/4134

2379*

5.15*

8.0

02/15

Cayenne S E-Hybrid

––

175,300

306

590

6/2295

2350

6.18*

3.4

06/15

Cayenne GTS

––

187,700

324

600

6/3604

2298*

4.91*

10.0

04/15

Cayenne Turbo

––

254,100

382

750

8/4806

2185

4.5

11.5

––

Cayenne Turbo S

––

303,800

419

800

8/4806

2347*

3.89*

11.5

12/15

Panamera

––

195,900

228

400

6/3605

1770

6.3

8.4

––

Panamera diesel

––

203,800

184

550

6/2967

1900

6.8

6.3

––

Panamera 4

––

206,000

228

400

6/3605

1820

6.1

8.7

––

Panamera S

––

262,100

309

520

6/2997

1810

5.1

8.7

––

Panamera S E-Hybrid

––

264,300

245

440

6/2995

2095

5.5

3.1

––

Panamera 4S

––

272,100

309

520

6/2997

1947*

4.43*

8.9

10/13

Panamera GTS

––

287,100

324

520

8/4808

1925

4.4

10.9

––

Panamera Turbo

––

351,400

382

700

8/4806

1970

4.1

10.2

––

Panamera Turbo S

––

400,300

419

750

8/4806

1995

3.8

10.2

––

Octavia Wagon TSI 132 4X4 Style

––

45,490

132

250

4/1798

1450

7.5

5.7

Octavia Wagon Scout TSI 132 4X4

––

49,490

132

280

4/1798

1450

––

6.9

––

Octavia Wagon Scout TDI 135

––

50,490

135

380

4/1968

1527*

7.25*

5.1

04/15

Octavia Wagon RS TSI

50,490

53,490

162

350

4/1984

––

6.8

6.2

––

Octavia Wagon RS TDI

––

52,990

135

380

4/1968

1463*

7.47*

4.6

01/14

Yeti City TSI 92

––

34,990

200

4/1395

––

10.1

5.8

––

Yeti City TSI 92 Monte Carlo

––

36,990

200

4/1395

––

10.1

5.8

––

Superb Sedan TSI 132

––

45,900

132

250

4/1798

1485

8.1

5.7

––

Superb Sedan TDI 110

––

48,900

110

340

4/1968

1500

8.9

4.4

––

Superb Sedan TDI 140 4X4

––

55,900

140

400

1968

1555

7.6

4.9

––

Superb Sedan TSI 206 4X4

––

60,900

206

350

4/1984

1615

5.8

7.1

––

Superb Wagon TSI 132

––

48,900

132

240

4/1798

1497*

8.52*

5.8

05/16

Superb Wagon TDI 110

––

51,900

110

340

4/1968

1520

9.0

4.5

––

Superb Wagon TDI 140 4X4

––

58,900

140

400

4/1968

1575

7.7

5.1

––

Superb Wagon TSI 206 4X4

––

63,900

206

350

4/1984

1635

5.8

7.2

––

ssangyong.co.nz Tivoli Sports 2WD

25,990

27,990

160

4/1597

1270

––

6.6

––

Tivoli Limited 2WD

––

31,990

160

4/1597

1300

––

7.2

––

Korando Sports 2WD

––

31,990

110

197

4/1998

1537

––

7.5

––

Korando Sports 2WD Ltd

––

34,490

109

191

4/1998

1625

––

7.9

––

Korando SPR AWD

––

38,990

109

191

4/1998

1680

––

8.5

––

Korando SPR AWD TDI

––

Rexton 360 Sport 2WD

129

360

4/1998

1692

––

7.5

––

114

360

5/1998

1925

––

7.5

––

Rexton 360 Sport 4WD

41,990

––

114

360

5/1998

1960

––

7.4

––

Rexton 360 SPR 4WD

––

44,990

114

360

5/1998

1985

––

7.8

––

Rexton W 2.7 Sport 402

––

47,990

137

402

5/2696

1995

––

9.2

––

Rexton W 2.7 SPR

––

47,990

137

402

5/2696

1995

––

9.2

––

Stavic Sports 2WD

––

39,990

114

360

4/1998

1992

––

7.8

––

Stavic SPR 4WD

––

44,990

114

360

4/1998

2104

––

8.1

––

Actyon Workmate 2WD

27,025

––

110

214

4/2295

1835

––

11.4

––

Actyon Workmate 2WD TDI

31,498

33,982

114

360

4/1998

1982

––

7.3

––

Actyon Workmate 4WD TDI

33,982

36,989

114

360

4/1998

2022

––

7.4

––

Actyon Sports 4X4 TDI

39,990

41,990

114

360

4/1998

2022

––

7.4

––

subaru.co.nz Forester 2.5i

––

39,990

126

235

4/2498

1528

––

8.1

––

Forester 2.5i Sport

––

44,990

126

235

4/2498

1534*

9.44*

8.1

04/13

Forester 2.5i Premium

––

49,990

126

235

4/2498

1582*

10.16*

8.1

06/13

Forester 2.0 XT

––

54,990

177

350

4/1998

1647

7.40*

8.5

02/13

Forester 2.0D

––

46,990

108

350

4/1998

1550

––

5.9

Impreza 2.0i-X

––

29,990

110

196

4/1995

1305

––

6.8

––

37,990

110

196

4/1995

1430*

11.70*

7.3

05/12

XV 2.0i-L

––

40,990

110

196

4/1995

1395

––

7.0

––

XV 2.0i-S

––

44,990

110

196

4/1995

1405

––

7.0

––

48,990

49,990

197

350

4/1998

1424

5.88*

9.2

04/14 10/15

XV 2.0i

renault.co.nz

41,990 36,990

WRX

Clio Authentic

24,990

––

135

3/898

1019

12.2

4.5

––

Clio Expression

––

26,990

190

4/1197

1104

9.4

5.2

––

WRX Premium

53,990

54,990

197

350

4/1998

1575*

6.19*

8.0

Clio Expression Plus

––

26,990

190

4/1197

1104

9.4

5.2

––

WRX STI

59,990

––

221

407

4/2457

1525

4.9

10.4

––

Clio RS Sport

––

42,990

147

240

4/1618

1218

6.7

6.3

––

WRX STI Premium

64,990

––

221

407

4/2457

1547*

5.25*

10.5

08/14

Legacy sedan 2.5i sport

––

39,990

129

235

4/2498

1520*

9.70*

7.3

10/15

Legacy sedan 3.6R-S

––

49,990

191

350

6/3630

1647*

7.12*

9.9

07/15

Outback 2.5i Sport

––

44,990

129

235

4/2457

1557

––

7.3

––

Outback 2.5i Sport Premium

––

49,990

129

235

4/2457

1604*

9.99*

8.0

04/15

––

Outback 3.6RS Premium

––

59,990

191

350

6/3630

1713*

7.35*

9.9

12/15

––

Outback 2.0D

––

47,990

110

350

4/1998

1695*

9.92*

6.3

05/15

––

Outback 2.0D Premium

––

54,990

110

350

4/1998

1590

––

6.3

––

4.7

––

Celerio

15,990

17,500

3/998

833*

13.37*

4.7

05/15

9.82*

4.7

06/15

Swift GL

18,990

19,990

130

4/1372

1005

––

5.5

––

1148

10.38*

4.8

05/16

Swift GLX

22,500

23,990

130

4/1372

1025

––

5.5

––

1225

11.3

4.6

––

Swift RSX

1265

8.9

5.2

––

Swift Sport 5-door

Clio RS Cup

––

45,990

147

240

4/1618

1277*

6.63*

6.3

08/14

Clio RS Trophy

––

49,990

147

240

4/1618

1218

6.7

6.3

––

Megane RS 265

55,990

––

197

360

4/1998

1401*

6.35*

8.2

10/12

Megane RS 275

74,990

––

201

360

4/1998

1376

6.00

7.5

––

39,990

126

226

4/2488

1613

––

9.3

Koleos 2.5 Privilege 4WD

––

44,990

126

226

4/2488

1613

––

9.6

Koleos 2.0 Bose 4WD

––

46,990

110

320

4/1995

1713

––

7.0

Fabia Hatch TSI 66

19,990

––

160

4/1197

1072*

10.69*

Fabia Hatch TSI 81

––

24,990

175

4/1197

1148*

Fabia Wagon TSI 81

––

26,990

175

4/1197

Rapid Spaceback TSI 66 Ambition

––

28,490

160

4/1197

Rapid Spaceback TSI 90 Ambition

––

29,700

200

4/1395

Koleos Bose 2WD

suzuki.co.nz

skoda.co.nz

118 | new zealand autocar

––

24,990

130

4/1372

1055

––

6.2

––

27,500

28,990

100

160

4/1586

1069*

8.61*

6.5

05/12

Prices are RRP. Errors & Omissions Excepted. *tested by NZ Autocar

CLAIMED FUEL USE (L/100KM)

TORQUE (NM)

1095

––

5.8

––

4/1586

1167*

10.20*

5.8

03/14

S-Cross AWD GLX

––

32,990

156

4/1586

1170

––

5.8

––

S-Cross AWD LTD

––

35,990

156

4/1586

1190

––

6.2

––

ISSUE TESTED

4/1586

156

0-100 KM/H

156

WEIGHT (KG)

32,990

AIRBAGS

29,990

CYLINDERS/ CAPACITY

$ AUTOMATIC

–– ––

POWER (KW)

$ MANUAL

S-Cross GLX 2WD S-Cross LTD 2WD

MODEL

volkswagen.co.nz

Vitara JLX 2WD

27,990

29,990

156

4/1586

1095

––

5.8

––

Polo Comfortline

23,490

26,490

160

4/1197

1104

11.9

4.7

––

Vitara LTD 2WD

––

32,990

156

4/1586

1146*

10.61*

5.8

11/15

Polo TSI Highline

––

28,490

160

4/1197

1171*

12.01*

4.7

12/14

Vitara JLX 4WD

––

32,990

156

4/1586

1160

––

6.3

––

CrossPolo TSI

––

30,490

175

4/1197

1213

10.46*

4.9

01/15

Vitara LTD 4WD

––

35,990

156

4/1586

1185

––

6.3

––

Polo GTI

––

35,990

141

250

4/1798

1245*

6.56*

5.6

10/15

Jimny JX

19,990

––

110

4/1328

1060

11.7

7.1

––

Golf TSI Comfortline

33,490

35,990

200

4/1390

1256*

9.12*

5.2

08/13

Jimny Sierra

22,990

24,500

110

4/1328

1081*

12.58*

7.1

––

Golf TSI Highline

––

39,990

110

250

4/1395

1337*

7.84*

5.0

07/13

Grand Vitara 3dr 4WD JLX

31,690

33,190

122

225

4/2393

1515*

9.81*

8.8

03/09

Golf TSI R Line

––

42,490

103

250

4/1395

1288

8.4

5.0

––

Grand Vitara 5dr 2WD JLX

––

29,990

122

225

4/2393

1605

––

9.5

––

Golf TDI Highline

––

42,490

110

320

4/1968

1410*

8.27*

4.4

04/13

Grand Vitara 5dr 4WD JLX

37,500

38,990

122

225

4/2393

1605

––

8.9

––

Golf GTI

54,490

56,990

162

350

4/1984

1387*

6.39*

6.4

08/13

Grand Vitara 5dr 4WD Ltd

––

39,990

122

225

4/2393

1663*

12.09*

9.9

02/13

Golf R

69,490

71,990

221

380

4/1984

1515*

4.93*

6.9

04/14

toyota.co.nz

Golf Wagon TSI Comfortline

––

37,490

200

4/1395

1350

9.7

5.1

––

Golf Wagon TSI Highline

––

42,490

103

250

4/1395

1368

8.9

5.0

04/14

Golf Wagon TDI Comfortline

––

39,990

250

4/1598

1410

11.2

4.0

––

Golf R Wagon Wolfsburg

––

79,900

221

380

4/1984

1556*

5.05*

7.0

05/16

Yaris 1.3 GX Hatch

21,190

23,190

121

4/1299

990

––

5.7

––

Beetle

––

46,500

118

240

4/1390

1363*

8.16*

6.2

03/13

Yaris 1.5 SX Hatch

––

25,190

141

4/1496

1035

––

6.3

––

Tiguan TSI 2WD

––

39,990

110

240

4/1390

1536*

9.27*

7.1

11/13

Yaris 1.5 ZR Hatch

––

27,190

141

4/1496

1055

11.26*

6.3

12/14

Tiguan TSI 2WD R-Line

––

43,990

110

240

4/1390

1510

9.3

7.1

––

Prius c Hatch

––

31,830

111

4/1497

1118*

11.18*

3.9

06/12

Tiguan TSI 4Motion

––

48,990

132

280

4/1984

1659

7.9

8.6

––

Prius c s-Tech Hatch

––

34,830

111

4/1497

1137*

11.18*

3.9

06/15

Tiguan TSI 4Motion R-Line

––

52,990

132

280

4/1984

1659

7.9

8.6

––

Corolla 1.8 GX Hatch

31,990

33,590

103

173

4/1798

1250

––

6.7

––

Passat TSI Comfortline Sedan

––

46,390

132

250

4/1798

1480

7.9

5.8

––

Corolla 1.8 GLX Hatch

––

35,490

103

173

4/1798

1275

––

6.1

––

Passat TSI Comfortline Wagon

––

47,630

132

250

4/1798

1505

8.1

5.8

––

Corolla 1.8 Levin SX Hatch

––

37,990

103

173

4/1798

1275

––

6.1

––

Passat TSI Highline Sedan

––

49,990

132

250

4/1798

1483*

7.97*

5.8

08/15

Corolla 1.8 Levin ZR Hatch Corolla 1.8 GX Sedan

––

41,990

103

173

4/1798

1275

––

6.1

––

Passat TSI Highline Wagon

––

51,240

132

250

4/1798

1505

8.1

5.8

––

33,490

34,990

103

173

4/1798

1285

––

6.6

––

Passat TSI R-Line Sedan

––

54,990

132

250

4/1798

1514*

7.97*

5.8

09/15

Corolla 1.8 GLX Sedan

––

37,490

103

173

4/1798

1285

––

6.6

––

Passat TSI R-Line Wagon

––

56,240

132

250

4/1798

1526*

8.10*

5.8

12/15

Corolla 1.8 ZR Sedan

––

43,690

103

173

4/1798

1285

––

6.6

––

Passat TSI R-Line Sedan

––

68,740

206

350

4/1984

1505

5.5

5.8

––

Corolla 1.5 GX Wagon

28,990

30,990

138

4/1496

1135

––

5.6

––

Passat TSI R-Line Wagon

––

69,990

206

350

4/1984

1550

5.7

5.8

––

86 Sports Coupe

42,586

43,586

147

205

4/1998

1213*

7.09*

7.8

10/12

Passat TDI Highline Sedan

––

53,490

140

400

4/1968

1549

7.7

4.6

––

GT86 Sports Coupe

47,486

48,486

147

205

4/1998

1257

7.6

7.8

––

47,490

142

4/1798

1375

––

3.4

––

Prius GX Touring

––

49,990

142

4/1798

1375

––

3.4

––

Prius ZR

––

54,990

142

4/1798

1400

––

3.4

––

Prius v Wagon

––

48,990

100

142

4/1798

1495

11.3

4.1

––

Avensis Tourer

––

47,790

112

196

4/1987

1560

––

7.1

––

Camry GL Sedan

––

45,790

133

231

4/2494

1460

9.3

7.8

––

Camry Atara Sedan

––

46,790

135

235

4/2494

1460

9.3

7.8

––

Camry Atara S Sedan

––

48,890

135

235

4/2494

1470

9.3

7.8

––

Camry Atara SX Sedan

––

51,490

135

235

4/2494

1496*

8.56*

7.8

08/15

Camry Hybrid GL Sedan

––

50,790

118

213

4/2494

1575

––

5.2

––

Camry Hybrid Atara S Sedan

––

51,690

118

213

4/2494

1575

––

5.2

––

Camry Hybrid Atara SL Sedan

––

58,290

118

213

4/2494

1575

––

5.2

––

Aurion AT-X Sedan

––

50,990

200

336

6/3456

––

9.3

––

Aurion Sportivo SX6 Sedan

––

52,490

200

336

6/3456

1529*

6.73*

9.3

07/12

Aurion Touring Sedan

––

54,990

200

336

6/3456

––

9.3

––

Prius GX

Passat TDI Highline Wagon

––

54,740

140

400

4/1968

1581

7.9

4.6

Passat TDI R-Line Sedan

––

58,490

140

400

4/1968

1549

7.7

4.6

––

Passat TDI R-Line Wagon

––

59,740

140

400

4/1968

1581

7.9

4.6

––

Passat BiTDI R-Line Sedan

––

67,740

176

500

4/1968

1746*

5.95*

5.3

10/15

Passat BiTDI R-Line Wagon

––

68,990

176

500

4/1968

1735

6.3

5.4

––

Passat Alltrack TDI wagon

––

57,990

140

400

4/1968

1750*

8.57*

5.2

05/16

CC TDI

––

62,250

125

350

4/1968

1579*

8.6

5.5

––

CC TDI 4Motion

––

64,750

125

350

4/1968

1683

8.3

5.7

––

CC V6 4Motion

––

74,000

220

350

6/3597

1704

5.6

9.3

––

Touareg TDI V6

––

89,900

150

400

6/2967

2271

9.0

7.4

02/15

Touareg TDI V6 S

––

104,900

180

550

6/2967

2280

7.8

7.4

––

Touareg TDI V8

––

135,900

250

800

8/4134

2412

5.8

9.1

––

Amarok 2WD TDI double cab

43,990

––

340

4/1968

1998

13.5

7.3

––

Amarok 2WD BiTDI Highline d/cab

49,990

––

120

400

4/1968

2037

10.8

7.6

––

Amarok 4Motion BiTDI d/cab

56,990

––

120

400

4/1968

2112

11.1

7.8

––

Previa MPV Wagon

––

60,480

125

224

4/2362

1723*

10.54*

9.5

09/06

Amarok 4Motion BiTDI Highline d/cab

61,990

––

120

400

4/1968

2113*

12.30*

7.8

04/11

RAV4 2.0 FWD GX SUV

––

37,490

107

187

4/1987

1500

––

7.0

––

Amarok 4Motion BiTDI Highline d/cab

––

64,990

132

420

4/1968

2170*

10.93*

8.3

11/12

RAV4 2.0 FWD GXL SUV

––

43,990

107

187

4/1987

1510

––

7.4

––

RAV4 2.0 FWD LTD SUV

––

47,990

107

187

4/1987

1585*

12.22*

7.4

06/16

RAV4 2.5 AWD GX SUV

––

44,990

132

233

4/2494

1590

––

8.5

––

RAV4 2.5 AWD GXL SUV

––

49,990

132

233

4/2494

1600

––

8.5

––

RAV4 2.5 AWD LTD SUV

––

58,990

132

233

4/2494

1630

––

8.5

––

volvocars.co.nz

RAV4 2.2d AWD GX SUV

––

46,990

110

340

4/2231

1630

––

6.6

––

V40 T4

––

52,990

140

300

4/1969

1462

6.9

5.5

––

RAV4 2.2d AWD GXL SUV

––

51,990

110

340

4/2231

1635

––

6.6

––

V40 T4 Luxury

––

58,990

140

300

4/1969

1462

6.9

5.5

––

RAV4 2.2d AWD LTD SUV

––

60,990

110

340

4/2231

1660

––

6.7

––

V40 T5 R-Design

––

64,990

180

350

4/1969

1447

6.3

5.9

––

Highlander 2WD 7 seat

––

63,490

201

337

6/3456

1950

8.3

10.2

––

V40 Cross Country T5 AWD Luxury

––

66,990

180

350

4/1969

1595*

6.35*

6.4

06/15

Highlander 4WD 7 seat GX SUV

––

61,490

201

337

6/3456

2005

8.7

10.6

––

S60 T5 Luxury

––

70,990

180

350

4/1969

1557

6.4

6.0

––

Highlander 4WD 7 seat GXL SUV

––

67,490

201

337

6/3456

2020

8.7

10.6

––

S60 T5 R-Design

––

72,990

180

350

4/1969

1557

6.4

6.0

––

Highlander 4WD 7 seat Ltd SUV

––

77,990

201

337

6/3456

2060

8.7

10.6

––

S60 T6 AWD R-Design

––

82,990

228

430

4/1969

1557

5.8

6.9

––

Highlander 4WD 7 seat Ltd ZR SUV

––

82,490

201

337

6/3456

2070*

8.02*

10.6

11/14

V60 T5 Luxury

––

72,990

180

350

4/1969

1600

6.4

––

FJ Cruiser SUV

––

66,930

200

380

6/3956

1994*

8.26*

11.4

06/11

V60 T5 R-Design

––

74,990

180

350

4/1969

1666*

6.69*

6.4

11/14

V60 T6 AWD R-Design

––

84,990

228

430

4/1969

1699

5.9

7.0

––

V60 Cross Country D4 AWD Luxury

––

75,990

140

420

5/2400

1763

8.9

5.7

––

V60 Cross Country T5 AWD Luxury

––

72,990

187

360

5/2497

1750*

7.37*

8.5

11/15

XC60 D4 Luxury

––

78,990

140

400

4/1969

1819*

8.34*

4.7

05/15

XC60 D5 AWD Luxury

––

84,990

162

440

5/2400

1796

8.2

6.4

––

XC60 D5 AWD R-Design

––

87,990

162

440

5/2400

1796

8.2

6.4

––

Land Cruiser Prado 2.8 TDi GX SUV

––

78,490

127

410

4/2982

2240

––

8.5

––

Land Cruiser Prado 2.8 TDi VX SUV

––

88,490

127

410

4/2982

2240

––

8.5

––

Land Cruiser Prado 4.0 V6 VX SUV

––

89,490

202

381

6/3956

2297*

8.67*

11.5

12/15

Land Cruiser Prado 2.8 TDi VX Ltd SUV

––

99,990

127

410

4/2982

2397*

13.09*

8.5

11/15

Land Cruiser 200 VX SUV

––

121,990

200

650

8/4461

2740

9.05*

9.5

02/16

Land Cruiser 200 VX Ltd SUV

––

143,990

200

650

8/4461

2740

––

9.5

––

Hilux Extra Cab 2.8 2WD S

38,990

––

123

343

4/2755

1770

––

7.3

––

Hilux Double Cab 2.8 2WD S

39,990

––

123

343

4/2755

1885

––

8.0

––

Hilux Double Cab 4.0 2WD S

––

41,990

175

376

6/3956

1825

––

11.5

––

Hilux Double Cab 2.8 2WD SR

44,990

46,990

130

420

4/2755

1960

––

7.3

––

Hilux Double Cab 2.8 2WD SR5

49,990

51,990

130

420

4/2755

1955

––

7.3

––

XC60 T5

––

69,990

180

350

4/1969

1721

7.2

6.7

––

XC60 T6 AWD Luxury

––

75,990

225

400

4/1969

1803

6.9

7.7

––

XC60 T6 AWD R-Design

––

86,990

228

430

4/1969

1803

6.8

7.7

––

XC70 D5 AWD Luxury

––

82,990

162

440

5/2400

1890

8.2

6.4

–– 09/15

––

54,990

130

450

4/2755

1965

––

8.1

––

XC90 D5 AWD Momentum

––

97,900

165

470

4/1969

2113*

8.35*

5.8

Hilux Extra Cab 2.8 4WD SR

55,990

––

130

420

4/2755

1925

––

8.1

––

XC90 D5 AWD Inscription

––

104,900

165

470

4/1969

2009

7.8

5.8

––

Hilux Double Cab 2.8 4WD SR

57,490

59,990

130

420

4/2755

2110

11.2*

7.6

03/16

XC90 D5 AWD R-Design

––

106,900

165

470

4/1969

2009

7.8

5.8

––

Hilux Double Cab 2.8 4WD SR5

63,990

66,490

130

420

4/2755

2120*

11.54*

7.6

03/16

XC90 T6 AWD Inscription

––

110,900

235

400

4/1969

2116*

6.77*

8.0

11/15

Hilux Double Cab 4.0 4WD SR5

––

66,490

175

376

6/3956

2025

––

12.0

––

XC90 T6 AWD R-Design

––

112,900

235

400

4/1969

2118*

6.88*

8.0

03/16

Hilux Double Cab 2.8 4WD SR5 Ltd

67,990

70,490

130

420

4/2755

2105

––

7.6

––

XC90 T8 AWD Inscription

––

134,900

300

640

4/1969

2296

5.6

2.1

––

Hilux Double Cab 4.0 4WD SR5 Ltd

––

70,490

175

376

6/3956

2030

––

12.0

––

XC90 T8 AWD R-Design

––

136,900

300

640

4/1969

2296

5.6

2.1

––

Hilux Double Cab 2.8 2WD SR5 Ltd

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new zealand autocar | 119

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ducati.com.au Scrambler Sixty2 Scrambler Icon Scrambler Full Throttle Scrambler Flat Track Pro Monster 659 ABS LAMS Monster 821 Dark Stealth Monster 821 Red/White Monster 1200 ABS Monster 1200 S ABS StreetďŹ ghter 848 Multistrada 1200 ABS Multistrada 1200 S Touring Multistrada 1200 Enduro Red Multistrada 1200 S Pikes Peak Hyperstrada Hypermotard Hypermotard SP Diavel Dark X Diavel XDiavel S Diavel Carbon 959 Panigale ABS red 1299 Panigale ABS 1299 Panigale S ABS Panigale R ABS

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120 | new zealand autocar

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246kg 337kg 318kg 329kg 320kg 272kg

800mm 740mm 740mm 740mm 740mm 820mm

$18,490 $19,990 $22,990 $25,990 $26,490 $22,990 $24,990 $29,990 $19,990 $25,990 $22,990 $22,990 $25,990 $26,990 $38,990 $23,990 $26,990

675cc/I3 798cc/I3 798cc/I3 798cc/I3 798cc/I3 1078cc/I4 1078cc/I4 1078cc/I4 675cc/I3 798cc/I3 798cc/I3 798cc/I3 798cc/I3 998cc/l4 998cc/l4 798cc/I3 798cc/I3

167kg 167kg 167kg 167kg 167kg 183kg 183kg 183kg 173kg 173kg 173kg 173kg 173kg 185kg 185kg 178kg 178kg

810mm 810mm 810mm 811mm 811mm 830mm 830mm 830mm 805mm 805mm 805mm 805mm 805mm 830mm 830mm 881mm 881mm

mv agusta.co.nz Brutale 675 Brutale 800 Brutale 800 RR Brutale 800 Dragster EAS ABS Brutale 800 Dragster RR Brutale 1090 Brutale 1090 RR Brutale Corsa F3 675 F3 800 EAS F3 RC 675 F3 800 F3 RC 800 F4 F4 RR Turismo Veloce 800 Turismo Veloce Lusso

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$9,990 $10,300 $9,490 $10,490 $11,990 $11,990 $17,200 $12,800 $13,990 $16,999 $16,999

V7 Classic 750 V7 Cafe Classic V7 II Racer ABS V7 Stone V7 II Special 1200 Sport SE 1200 Sport SE ABS Griso 1200 SE

CLAIMED WEIGHT(KG)

MODEL

husqvarna-motorcycles.com/nz CR125 TC250 WR125 WR300 TE450 TXC450 SM450RR SM510R SM630 FE701 FS701

200 Duke 390 Duke 390 RC 690 Duke 690 Duke R 1190 Adventure Base 1190 Adventure 1190 Adventure R 1290 Superduke R ABS

CAPACITY (CC)/ NO. OF CYLS

PRICE

SEAT HEIGHT (MM)

CLAIMED WEIGHT(KG)

MODEL

PRICE

MARKET

CAPACITY (CC)/ NO. OF CYLS

NEW

744cc/V2 744cc/V2 744cc/V2 744cc/V2 744cc/V2 1151cc/V2 1151cc/V2 1151cc/V2

198kg 198kg 198kg 179kg 179kg 240kg 240kg 222kg

805mm 805mm 805mm 805mm 805mm 800mm 800mm 800mm

Bullet 500 Classic 500 Classic 500 Chrome Continental GT 535

$8,490 $8,790 $8,990 $9,790

499cc/1 499cc/1 499cc/1 535cc/1

193kg 190kg 187kg 184kg

800mm 800mm 800mm 800mm

GN125H LAMS DR200SL5 Street Legal LAMS GW250L3 Inazuma LAMS GW250ZL4 LAMS DR-Z250L5 DR-Z400EL5 Street Legal LAMS DR-Z400SML5 Super Motard LAMS GSX-R600L5 AN650L4 Burgman 650 LAMS DL650AL5 V-Strom ABS DL650UEL5 V-Strom ABS LAMS DR650SEL5 LAMS GSX650FUL2 LAMS SFV650UL4 Gladius LAMS GSR750L5 GSX-R750L5 DL1000AL5 V-Strom GSX-R1000L5 GSX-R1000AL5 ABS GSX-S1000AL6 GSX-S1000FAL6 GSX1250FAL5 Faired Tourer GSX1300RAL4 Hayabusa ABS S40 Boulevard M50 Boulevard M109R Boulevard M109RBZ Boulevard

$2,699 $5,995 $5,495 $6,495 $6,995 $9,495 $9,995 $15,995 $15,995 $13,995 $13,995 $8,999 $10,999 $9,995 $11,995 $17,995 $18,995 $20,995 $21,995 $16,995 $17,995 $15,995 $19,999 $7,995 $11,995 $19,995 $21,990

124cc/1 199cc/1 248cc/I2 248cc/I2 249cc/1 398cc/1 398cc/1 599cc/l4 638cc/l2 645cc/V2 645cc/V2 644cc/1 656cc/l4 645cc/V2 749cc/l4 749cc/l4 1037cc/V2 999cc/l4 999cc/I4 999cc/I4 999cc/I4 1255cc/I4 1340cc/I4 652cc/1 805cc/V2 1783cc/V2 1783cc/V2

107kg 126kg 182kg 183kg 131kg 138kg 146kg 187kg 275kg 214kg 214kg 166kg 241kg 202kg 210kg 190kg 228kg 203kg 205kg 209kg 214kg 257kg 260kg 173kg 269kg 347kg 347kg

735mm 845mm 780mm 780mm 890mm 935mm 890mm 810mm 755mm 835mm 835mm 885mm 790mm 785mm 815mm 810mm 850mm 810mm 810mm 815mm 815mm 805mm 805mm 700mm 700mm 705mm 705mm

Tiger 800 XR Tiger 800 XC Tiger 800 XCX Tiger 1050 Tiger 1050 ABS SE Tiger Explorer 1200 ABS Tiger Explorer Spoke ABS Tiger Explorer Spoke ABS XC Bonneville Street Twin Bonneville T100 A3 Black Bonneville T100 A3 Bonneville T120 Scrambler Thruxton 1200 Thruxton 1200 R Bonneville America Bonneville America LT Rocket III Roadster Thunderbird Storm ABS A1 Thunderbird Commander ABS Thunderbird LT Tourer Street Triple 660 ABS LAMS Street Triple ABS Street Triple R ABS Street Triple R B1 Launch Speed Triple 94 Speed Triple R 94 Daytona 675 Daytona 675 R

$20,490 $22,490 $24,490 $19,990 $20,990 $22,990 $23,990 $25,490 $15,990 $17,990 $17,990 $20,990 $15,990 $22,490 $25,490 $14,490 $16,990 $27,990 $26,990 $26,590 $27,990 $14,990 $16,990 $18,990 $17,990 $22,990 $24,990 $16,990 $19,990

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214kg 214kg 214kg 198kg 198kg 259kg 259kg 267kg 205kg 205kg 224kg 224kg 229kg 215kg 215kg 226kg 226kg 367kg 339kg 339kg 380kg 186kg 183kg 182kg 182kg 217kg 212kg 184kg 184kg

843mm 843mm 843mm 830mm 830mm 837mm 837mm 837mm 750mm 775mm 774mm 774mm 826mm 805mm 810mm 720mm 720mm 750mm 700mm 700mm 700mm 800mm 800mm 820mm 820mm 825mm 825mm 820mm 820mm

$22,595 $26,995 $24,495 $28,995 $30,995 $26,995 $27,495 $27,495 $32,995 $35,995

1634cc/V2 1634cc/V2 1634cc/V2 1634cc/V2 1634cc/V2 1634cc/V2 1634cc/V2 1634cc/V2 1732cc/V2 1732cc/V2

296kg 298kg 295kg 308kg 305kg 298kg 307kg 336kg 365kg 365kg

673mm 673mm 640mm 673mm 673mm 673mm 673mm 673mm 673mm 673mm

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Prices are RRP. Errors & Omissions Excepted.

NOTES ROB SCOTT

THE IN-CAR LOW-DOWN ayden Paddon’s win at YPF Rally Argentina has generated unprecedented levels of public interest in rallying. Indeed, the media throngs at this year’s Asia-Pacific round at Whangarei far outnumbered those who’d feted Ken Block’s presence there only 12 months earlier. I was watching the queues of autograph hounds and selfie-takers when a regional TV crew appeared at our own garage. I was glad of the interruption as I’d been toying with flicking a little mud onto Shaun Summerfield’s pristine white shirt, despite the ructions it was likely to cause back at the office. “We were hoping to catch a word with John Kennard,” the reporter explained, “but the two Hyundai lads appear to have their hands full at the moment. Do you mind sharing a word on camera – someone just described you as the Jenny Craig version of John?” I explained I was more of a Jenny Shipley version but told them I was more than happy to expand on the art of codriving. I described the job of a navigator and deciphered a page of pace notes hieroglyphics for their amusement. “Can we see you in your office?” they politely enquired. I led them over to Dylan Turner’s L J Hooker Evo9 and showed

122 | new zealand autocar

them the small gap in the rollcage where I clamber through. “I prefer to think of it more as a cocoon than an office. As you can see, the wings of the seat hug around my head and torso, with the harness and HANS device protecting me from any unplanned deceleration.” To demonstrate, I slung myself into the Lancer with all the grace of an elephant on a trapeze. Plunging into my seat, I let out an involuntary wince, and removed the tyre pressure gauge that had momentarily tickled my prostate. The reporter looked concerned. “Did you just fall in there?” “It was more of a gravity-assisted descent.” To distract them, I started pointing out some of the electronic tricks of my trade. I explained the rudiments of the distance tripmeter and how it correlated with the junctions marked in the route book. “Root book?” sniggered the reporter. “No, mate – route book. I think we’ll all be a lot happier if you left the puerile humour to me.” I then tapped the RallySafe unit next to the odometer. “This little baby has transformed the way we run rallies. Not only will it time each car on the special stages, but it also warns the Headquarters if we come to any grief. It tracks each car then alerts the operator if we have incurred

a high-G impact. We can also use it as a warning device between cars; if we catch someone, we can now request they move over to let us pass.” “Very impressive,” enthused the reporter. “But what are the homemade modifications on the side?” “Those allow us to use the screen like a smartphone. For instance, if I swipe left, it provides a live in-car feed straight into Instagram. Swipe right for Snapchat and up for Tinder.” “And down?” “Down gets you Flounder,” then felt I had to explain further when I saw their mystified looks. “For the fuller-figured woman.” The cameraman trained his lens on a device next to the handbrake. “That looks like a WRC-level intercom.” “Well spotted,” I said, struggling to move in a seat designed for me 10 kilos ago. “The teams used to feed split times to the crews mid-stage but that’s been banned now. We use it to talk to our mechanics during touring and keep up to date with our rivals. We can also listen to Dylan’s motivational tapes via Bluetooth.” “That’s astounding,” opined the reporter, as I handed him up my helmet to demonstrate. “These units have a special noisereduction algorithm that blocks out the engine noise, and if I do this…” and pushed a button. “Hell Pizza. Can I help you?” came through the earpieces. “Technology is wonderful,” acknowledged the reporter. “Is there anything it can’t do in a rally car?” “Regrettably, technology has not reduced the size of my hips. You couldn’t give me a hand out, could you?”

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