LCV Sept/Oct 2018

MAZDA BUILDERS: NEW CX- 5 5- SEATER, ALL - NEW CX- 8 7- SEATER SUV

SUV • UTE • VAN • LIGHT-TRUCKS /NZlcvmag

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SUPERCHARGED

COLORADO GTS

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Ford Ranger HD Suzuki Vitara Turbo Brock & Lowndes’ Safari-winning V8 Colorado 2 SUV World Records Haval H9

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FIELDAYS MOTORING HIGHLIGHTS All the new releases & show specials

NEW NISSAN NAVARA TOW TESTING Have the 2018 updates improved its ability?

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*$124.78/week based on Vitara JLX 2WD manual $28,490+ORC, total amount payable $32,567.58. $147.98/week for Vitara Turbo 2WD auto (shown) $33,990+ORC, total amount payable $38,622.78, nil deposit, 3.9% p.a. interest rate and 5-year term. On payment of on-road costs to the Dealer, finance payments include a $699 service plan for 3 years/45,000km non-turbo or 30,000km turbo model (whichever occurs first), a $369 documentation fee and $10.35 PPSR fee. Offer available from 1 August - 30 September 2018. Excludes fleet purchases, demo vehicles and all other promotions. Normal lending and credit criteria apply. www.suzuki.co.nz

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Sept/Oct 2018

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BEHIND THE WHEEL Editor’s thoughts and opinions on this month’s motoring happenings.

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NEWS It’s a busy month. Though in the SUV, ute and LCV world, it’s always busy.

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FIELDAYS 2018 18 car manufacturers were there to put on a display, here’s our snapshot.

14 ALLSPACE INVADER Seven seats, stonking speed, Allspace is much more than just allright!

16 FAMILY GUY Mazda launches the 5+2 CX-8, and updates the successful CX-5 too.

20 V8 JUICED 430kW of supercharged V8 power in a Colorado ute – yes, it’s nuts!

28 LOOKING BACK Brock, Lowndes and history of V8 ute.

30 THE WEIGHTING GAME WEL Networks upgrades and improves its Ford Rangers to be fit for purpose.

32 BOOST SPIKE Suzuki’s Vitara turns 30, and to celebrate, we needed to drive the Turbo.

36 HAVAL A NICE DAY Haval’s new premium H9 SUV sevenseater: better than you’d think!

38 TAKING STOCK Age, experience and wisdom, Mike Stock tells it like it is, and was.

40 TOW TEST Nissan Navara twin-turbo tows 2000kg of Nissan Pulsar turbo.

46 MARKET WRAP: VANS The month in van sales – aka, measuring how much Hiace is leading.

48 MARKET WRAP: LIGHT-TRUCK The month in light-truck sales and stories.

50 MUM’S THE WORD The world of LCV from a female perspective.

51 SHOWROOM Listing all the SUVs, utes, vans and light-trucks on sale.

56 BEAUT UTES UTE-OPIA Send them in, we’ll show them off.

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LCV | 1

SUV • UTE • VAN • LIGHT-TRUCKS

www.lcv.co.nz MANAGEMENT Publisher

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Dean Evans dean@trucker.co.nz

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PRINTING Nicholson Print Solutions DISTRIBUTION Gordon & Gotch Publication: NZ Light Commercial Vehicle is published by Allied Publications Ltd. ISSN 2382-1221 Contributions: Editorial contributions are welcomed for consideration, but no responsibility is accepted for loss or damage of submitted materials (photographs, graphics, printed material etc…). If the return of material is required please include a stamped, self-addressed envelope. Please contact the editor by mail, fax, or email prior to submitting material. LCV reserves the right to edit submitted material.

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2 | LCV

Four-cylinders, economy, emissions and EV are in fashion, but as a VK Commodore, Jeep SRT8 and Porsche Cayenne prove, the V8 ain’t dead yet.

IN A WORLD WHERE ENGINE CAPACITIES are getting smaller and being green isn’t always envied, the silence of hybrids and electric vehicles is deafening, and changing the way we commute.

So it was great to get back to ‘tradition’, driving this issue’s cover story, the EC Colorado V8, a reminder that the more things change, the more we like the same old things. A V8 in a ute no longer exists in a traditional Commodore or Falcon, so it’s inspiring to see this conversion to a dual-cab ute offering something that a manufacturer may not be able to justify, but a smaller company can still prove that there are buyers out there who want more.

Growing up in the 1980s was prime time for evolving technology and the mainstream introduction of turbos, fuel injection and fourcylinders capable of beating V8s. A four-cylinder turbo qualified on pole position at the Bathurst 1000 in 1984, and from a cost perspective, a four-cylinder would be all my family could afford.

So it wasn’t until the late-1980s when I first drove a V8, a schoolmate’s VK Commodore with a 4.9-litre and five-speed V8. As any teenager with a lust for speed would do, I planted the throttle at the first chance, and a sweet, thunderous sound resonated through the suburbs. It felt quick, smooth and linear, output 196kW, and totally unlike the nothing-then-everything four-cylinder turbos of that era. But I’d finally driven a V8!

The next memorable blip on the radar was the Jeep Cherokee SRT8, a behemoth of a car, with a 6.4-litre Hemi V8. With 344kW, a 75 percent power increase on the Commodore, there was also a big lug in both weight and economy, close to 20l/100km in suburban use.

Fast forward a few years in car magazines, and we find ourselves in Alice Springs, with three V8 SUVs: a Mercedes-Benz ML55, BMW X5 and Porsche Cayenne twin-turbo, tasked with a simple yet risky business: find each car’s top speed for a story that would run in magazines around the world. The Benz set off first, and once out of Alice Spring’s city limits, we pass the ‘unrestricted speed’ sign and with a clear road ahead, nail the throttle: 200 passes with relative ease as the 5.4-litre V8 is singing through the gears, 220 and it’s starting to taper off, and as it passes 230km/h, we’re really pushing the aero brick wall and it just manages to squeeze out the

last 10km/h before topping out at 250km/h. Into the BMW, the engine’s noticeably more eager, and though its rate of acceleration is similar, it manages to squeeze out another 10km/h until bang on 260km/h. Then the Porsche rolls out, its twin turbos huffing and puffing and blowing the other two away, flying past 230-240 and 250, and then upping the ante another 10km/h, to peak at 270km/h. So in the NASCAR tradition, we line up for a final run in convoy: BMW leading, Merc trailing, and me in the Porsche in third. We each climb to around 230km/h in convoy, then the hammers go down: within a few seconds I’m already in the slipstream of the Mercedes, and the rush of air is noticeably quieter sitting in the draft. I pull out to overtake, and pull back in behind the BMW that’s a good half a kilometre ahead.

In what feels like just a few seconds, the Porsche is in the X5’s slipstream and reeling it in with a noticeable boost in speed as the speedo passes the 260 and then 270 marks, and starts getting peppered with grains of dirt being sucked up from the BMW in front. Just before the Cayenne closes in to a safe overtaking point, the digital speed flashes up 280km/h as it pulls out to overtake and gets squashed back into form by aerodynamics down to ‘just’ 270km/h.

After 15 minutes of this ‘research’, we need to stop, simply because we’re running out of fuel so quickly, the SUVs are all under half a tank of 95 octane already; so we turn around and return to Alice Springs, job done, no animals harmed – except dinosaurs, with our fuel use as high as 48l/100km.

It was a great lesson that turbos are fantastic, V8s are great, but combine the two and it’s a force that’s hard to beat. When the offer to see and drive the supercharged V8 Colorado was offered for this month’s feature, we scooped up the timing gear and set out to see what a 2018 ultimate performance ute is about, and when the numbers rolled off, we were hugely impressed not just by its performance, but that it’s such a complete all-rounder with a factory standard look, factory driveability, reliability and that all-important 2018 factor: economy. Relatively, at least…

Dean Evans – dean@trucker.co.nz

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LCV | 3

KODIAQ RUNS THE ’RING Seven-seat SUV sets a time of 9m: 29.84 around the Green Hell.

SKODA HAS SET THE LAP RECORD FOR A production SUV seven-seater around the famous Nurburgring Nordescheife, with its Kodiak RS. Yet to even make its world premiere, the still-then lightly camouflaged seven-seater was driven by Sabine Schmitz, of Top Gear fame, and also the only female to win the Nurburgring 24 Hour race.

The top-spec RS had no mods from the production version that will launch globally in October, including standard road tyres.

The 2.0-litre bi-turbo diesel makes 176kW, up from the standard 140kW, and also up on VW Allspace’s 162kW. From a standing start and powering through the 73 turns and 20.8km in the Eifel Mountains, the Skoda RS set a time of 9min:29.84seconds, putting it under the magical 10-minute barrier that Schmitz herself set in a Ford Transit van on BBC Top Gear, but also remembering that (1) that was a rolling start and (2) that the Ford’s time was a shorter ‘bridge-to-gantry’ which cuts out somewhere around 10-20 seconds. The Skoda, oddly, also carried a passenger, not the best thing for setting a record lap time.

See the wrap video overview at www.youtube. com/watch?v=3t-ESjQ5Uo4, keywords Skoda Kodiaq RS Nurburgring Record.

4 | LCV

FASTEST SUV IS AN ALFA! THE OUTRIGHT RECORD FOR AN SUV lap time around the Nurburgring is held by the Alfa Romeo Stelvio Quadrifoglio, at 7m:51.7sec. Set in September 2017, the Alfa runs a 2.9-litre twin-turbo V6 with 500hp, and the lap time beat the Porsche Cayenne Turbo S’s time of 7:59, also bettering the likes of BMW M4, Lamborghini Gallardo and Ford GT.

BENTLEY PEAKS AT PIKES Twin-turbo W12 Bentayga resets four-year-old SUV record.

ANOTHER ONE FROM THE ‘I DIDN’T EVEN know it was a record to beat’, Bentley’s Bentayga W12 SUV recently set a record up the 102nd running of the famous Pikes Peak international hillclimb event.

Driven by hybrid Kiwi and past winner, Rhys Millen, son of Rod, the production standard 6.0-litre twin-turbo 600hp Bentley set a time of 10m:49.902 seconds up the 20km climb, beating the 12m:35s time set by the Land Rover Range Rover Sport in 2014. The only modification to the SUV was a mandatory roll cage and to the front bumper for improved cooling up the climb.

The Bentayga was also fitted with ceramic brakes and an Akrapovic exhaust system, though these are both classified as Bentley factory options.

Millen said after the run: “When I reached the first double-apex right hand corner after the start and felt the grip from the tyres and the surface I knew we were on a good run.

From there I knew how hard I could push and how fast I could go.”

The outright record was also reset this year, with Romain Dumas driving Volkswagen’s all electric ID R Pikes Peak, shattering the record with a 7m:57s run.

Above: Rhys Millen (45) piloted the Bentley Bentayga to a new SUV record at Pikes Peak, in July. The US/Kiwi is a two-time event winner.

LCV | 5

EQUINOX ADDS DIESEL

KIWI CEO FOR FORD KAY HART HAS BEEN APPOINTED President and CEO for Ford Australia and New Zealand. Hart, 40, started at Ford New Zealand as a graduate in 1998, will be based in Melbourne, and responsible for Ford’s National Sales Company in Australia and New Zealand, including marketing, sales and service, dealer relations, customer satisfaction and sales performance. Hart succeeds Graeme Whickman, who resigned and leaves Ford after 20 years with the company.

NEW MD FOR HOLDEN NZ

HOLDEN HAS ADDED A DIESEL ENGINE TO THE MEDIUM-SIZE EQUINOX SUV. A 1.6-litre engine and six-speed auto combination produces 100kW/320Nm and between 5.6-5.9l/100km across the three-model range. Pricing starts at $46,990 for the 2WD LT, $55,900 for the AWD LTZ, and $59,990 for the range-topping LTZ-V, a $3k premium over the petrol LTZ-V. We were very impressed by the petrol Equinox tested in the May/June 2018 issue, and though Holden claims 8.2l/100km, we saw 8.9l/100. The diesels improve that significantly.

HOLDEN HAS ANNOUNCED THE APPOINTMENT of long-time Holden employee Marc Ebolo as Managing Director, Holden New Zealand. Marc has had a long and extensive career with General Motors since joining in 2001, working across sales, marketing and distribution, both locally in Australia and regionally for General Motors.

“I’m excited to showcase our range – the best we’ve ever had – and continue to grow sales, particularly in the key SUV, LCV and passenger segments,” Marc said.

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6 | LCV

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FIELDAYS 2018 Scanning the ute, SUV and van highlights of the 50th Fieldays event.

IT MAY HAVE BEEN THE 50TH ANNIVERSARY OF the country’s biggest agriculture event, but over four days in Hamilton’s Mystery Creek Event Centre, 17 ‘car’ manufacturers have turned the New Zealand National Agricultural Fieldays into one of the biggest motor shows in the Southern Hemipshere. With no more ‘conventional’

Australian or New Zealand motor shows, many automotive manufacturers focus their energies onto Fieldays, to take advantage of the 130,000 visitors looking for a Fieldays special.

With surprisingly solid weather in the Waikato for much of the duration of FIeldays, it was a little surprising to discover the half-centenary event

did not set record numbers, just falling short of the 2017 number by just two-percent – or less than 3000 people. Still, 130,866 people passed through the gates to see 1059 exhibitors, and many of the biggest and best being the automotive brands.

Se we took a stroll around the grounds to see who was there and what they had to show.

Hyundai As event partner, Hyundai used the show to unveil its new 2018 Santa Fe, along with a Kona EV, café, and a few show specials including Tucson, and Santa Fe ambulance. A Hoofing it with Hayden simulator allowed visitors to recreate a stage with the Kiwi rally star, while its VIP parking and shuttle to and from the three-level stand made owning (or at least driving) a Hyundai a bit more special.

LCV | 7

Airplex Positioned at the bottom of the main entrance ramp, Airplex featured a large range of accessories, such as its side steps and running boards, ProLift tailgate rams, canopies, nudge bars, RhinoRack range, gliding tray, bed rail caps, tri-fold hardcover, tonneau covers and bed extender.

Beaut Utes With a Mercedes-Benz X Class on display with its canopy, Beaut Utes had a sample of its range of ute accessories, including its service bodies, canopies, sports bars, tailgate assist rams, and a Hilux positioned behind a mock-up of its 3D configurator website.

Ford With its grey Ranger Raptor playing centre stage, there was a range of new models that also supplemented the Ford stand, including the new Endura ST SUV, plus new Transit Tourneo, with SYNC-3, and Transit Custom 300S SWB, offering the choice of business, or family transport, with the Tourneo’s modular rear seating system.

Fuso The venerable tippers greeted visitors to the Fuso stand, with the Canto 616 and 816 front and centre. Fuso is also running a competition until the end of November where a buyer of a Fuso HD 8x4 goes into the running to win a MercedesBenz X-Class ute.

Holden Two heroes were on the Holden stand, with the production version of the Colorado Xtreme unveiled, a production version of the 2016 show concept while the Acadia seven-seater also made its debut. Holden’s large corner stand also had real bitumen underfoot, along with a Pit Stop upstairs café, overlooking the entire stand, plus kids electric cars test track, and even a ‘mini’ four-hole mini-putt course.

8 | LCV

Isuzu D-Max ute and MU-X SUV may be just the two models for Isuzu, but its efforts at Fieldays is large as a Fieldays vehicle partner, with the semi-permanent off-road track allowing visitors to drive and experience the vehicles in a true off-road sense. Special models littered the stand, and inside was a mock-up Isuzu for the kids, which provided a cute photo op.

Jeep Trailhawk and Wrangler were just two models of Jeep, with a tiny test track offering a quick sample of their offroading prowess, testing approach and departure angles and articulation.

Kia A woody showroom, Kia’s new Sorento and Picanto covered both ends of the SUV spectrum, with a few special models with paint and detailing, though every car featured a large pricetag and attributes sticker on each front door.

Land Rover Like a fully functioning showroom, Land Rover’s demountable was impressive as a permanent fixture. A new, blue Discovery was one of the stand’s highlights.

Lexus LX, RX and NX were the key models welcoming those to the Lexus stand, with the understated stand featuring the Hybrid Electric RX 450hL, NX 300 F Sport, and the luxurious LX 450d.

LCV | 9

Mercedes-Benz Winner of best stand at Fieldays 2018, Merc had not just the new X-Class, but a G-Class Professional in fire-fighting colours, new Sprinter, Vito and V-Class, new GLE Edition 20 SUV, celebrating 20 years of the Mercedes SUV, plus a Marco Polo Activity camper evaluation vehicle, plus free coffee and cookies.

Mitsubishi

The Huntaway II, based on Triton GLX-R 4WD double cab diesel auto, featured heavily on the Mitsubishi stand, not just as a special model with body bods, but as a one-off, too: a Triton R concept featured Huntaway II arches, dished 20-inch wheels with 305/25 tyres, and a super low ride. Pajero Sport and Eclipse Cross were also show-goers.

Nissan Nissan had a Navara painted in NZ themes throughout the show, while inside was its range of SUVs and utes, along with a PlayStation challenge to win a PS4, alongside its hero sports cars, 370Z and GT-R Nismo.

RAM Ram used FIeldays to launch its 1500. Apparently.

We didn’t get an invite so we’re only going by the sticker on the windscreen. It has a 5.7-litre Hemi, though its 259kW and 570Nm figures on an info board were crossed out with pen.

Skoda Feeling a little Nordic, icy mountain ranges surrounded the Skoda stand, with its Kodiaq and Karoq taking centre stage, in a number of guises, along with its range of cars.

SsangYong/LDV Flown in for the show, the new 2018 Musso appeared in top-spec, left-hand drive form (see p54), but gave a sneak preview of the Actyon replacement due later in the year. LDV’s T60 ute was shown in black-on-black, as was the impressive new SsangYong Rexton G4.

10 | LCV

Suzuki The popular Swift may have taken the attention, but Vitara, Grand Vitara and S-Cross were part of Suzuki’s range of products, spanning not just cars, but bikes.

Toyota Devoid of ‘show specials’ thanks to its new nohaggle Drive Happy Project, Toyota still put on a display, with Hilux specials, a Fortuner TRD and a wheel change challenge as part of the racing series, with giveaway cardboard helmets for the kids (or big kids).

UD

UD’s Condor light truck was nestled in amongst its new Quon full-size truck

Volkswagen California Ocean featured on the VW stand, but no surprise that Amarok took the headlines with a tongue-in-cheek mock-up of NZ’s most powerful ute, presented in matte black with a ‘hot rod’ bonnet scoop. Made from carboard. Cute.

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LCV | 11

Hitch Step

QUICK, SAFE AND EASY TO ASSEMBLE, the universal fit Hayman Reese Hitch Step offers improved access to a ute, or any vehicle with a tow bar, offering practical solutions, such as keeping shoes dry when launching/ retrieving a boat. As a semi-permanent fit, the Hitch Step mounts over a tow ball, and is made from a high grade aluminium body with machine-cut non-slip tread, making it corrosion-resistant and giving extra grip for those slippery situations. Installed with just four bolts, it fits virtually any tow bar, is trailer compatible, and weight rated up to 120kg.

Contact: Fully Equipped, 0800 111 000 www.fullyequipped.co.nz

Folding Side Step THE FOLDING SIDE-STEP FROM AIRPLEX combines all the features and advantages of a conventional side-step, such as the ability to climb into high vehicles with safety, but with the convenience of automatic retracting. As a door opens or closes, the side-step quickly and quietly folds out or in, maintaining high ground clearance and aero function and styling, while maintaining the practicality part, folding out even further than fixed steps.

Featuring a safety switch to prevent crushed feet, it’s available for Ranger,

Hilux, D-Max, Jeep Wrangler and Prado, from $1550 plus fitting (around $150).

Contact: Airplex 0800 247 753 www.airplex.co.nz

bed. DECKED is weatherproof, secure, ergonomic and made in the USA, with each drawer designed and tested to be watertight even under torrential downpour or high pressure hose, and capable of a 1000kg payload on top of the unit, without affecting drawer operation. Each draw can store up

to 100kg, using strong side brackets and c-channel rollers and wheels.

So think twice about a canopy or lid, as the unit sits above the wheel arches for maximum storage. Normally $3250+GST, Beaut Utes is running a special of $3000+ until the end of September.

Get Decked BEAUT UTES DECKED SYSTEMS revolutionises ute tub organisation with a storage system compatible with all the top-eight leading utes. Ergonomic boxes store and slide out tools, gear, and other items in heavy duty drawers at waist height, while maintaining full use of the ute or van

Contact: Beaut Utes www.beaututes.co.nz

12 | LCV

Hella Good

Beaut Utes X

HELLA HAS LAUNCHED ITS LED LIGHT Bar, a range of LED lights for SUVS, utes, or more. The Light Bar 470 is a Combi Work Lamp, offering three light options for short or long range, or combined, whereas the light uses different parts of its bar. Accessories include numberplate brackets for quick and easy installation, as well as coloured covers for protection from stone chips and impact while offering a distinctive look.

Contact: Hella stockists www.hella.co.nz

LOOKING AT A NEW MERCEDES-BENZ X-Class? Then there’s a good chance a canopy is on the shopping list. The SO56 canopy features double-skin fibreglass with full carpet lining, high-mount LED brake light, and one lift-up and one sliding window. Central locking features on both the ‘slam shut’ rear door and lift-up side window, plus there’s a stainless steel ‘Rotary Lock System’ that improves security and simplifies operation.

All hinges are stainless steel for longer life.

Colour-matched with curved, tempered and tinted glass, and a bright

LED interior light. Twin slide side windows are also lockable from the outside.

Contact: Beaut Utes www.beaututes.co.nz

Rhino-Racks

Rapid Dry Towel

MORE THAN JUST A CHAMOIS, THE NZdesigned Rapid Dry Towel is the ultimate car drying cloth. The large 150x75cm towel is made from channel weave microfiber, comes in its own carry bag and dispenses with the tedious chamois method of wipewring-repeat. The RDT won’t scratch, it’s incredibly absorbent and dries without streaks, machine washable and can dry a car from start-to-finish without stopping in a little as 90 seconds. Ideal for SUVs, utes, vans, trucks, jet-skis or boats; also available as The Finisher, a smaller 40x70cm version for detail work. Retails for $49.95 ($29.95 for The Finisher), available online or from stockists such as Mag & Turbo.

Contact: Rapid Dry Towels www.rapiddrytowels.com

RHINO-RACK’S PIONEER TRAY OFFERS A range of solutions for both work and play.

With kits available for a range of makes and models, there are six sizes of Pioneer tray, which include the tray, the mounting base and screw kit. Ranging from the 1400x1140mm up to 2000x1140mm, the trays are made from nylon and aluminium so they won’t corrode or fade, and feature minimal drag or aero noise. With multiple tiedown points, and hand grips for easy loading, the Pioneer is just one of a huge

range of Rhino-Rack extras, available from most good accessory stockists.

Contact: Rhino-Rack stockists www.rhinorack.co.nz

Ranger EV GRAB A FORD RANGER CABRIOLET! AT least for the kids. Ford has put its official stamp on these 12v kids ride-in electric cars. More than just plastic, these licenced Ranger Wildtraks feature opening doors, push-button start, USB/SD audio system, horn, folding tailgate and working

headlights. Retailing around $450, the Ranger also has remote control so parents can over-ride any potential carnage, with speeds up to 5km/h, along with reverse.

Contact: Most major toy stores

LCV | 13

ALLSPACE INVADER Volkswagen’s Tiguan breaks new ground with the seven-seat Allspace.

The biggest question seems to be, what is there to complain about?

Story & Photos: Dean Evans

It’s laughably fast: VW claims 0-100km/h in 6.8 seconds, and that’s exactly the time we achieved.

IT MAY BE A LITTLE CONFUSING, BUT VW’s Tiguan compact SUV now comes in a seven seater, while the larger VW Touareg moves just five. But the Tiguan also offers five seating; though it’s a different body to the Allspace. Still with us? Let’s just focus on the new seven-seat Tiguan Allspace for a moment, because as far as previous experience and expectations go, they have both been blown away.

Admittedly, we tested the top-spec R-Line petrol model, which at $73k is certainly pricey, but the choices are many: five engines and six variants are available in the Allspace range, starting with the FWD 110kW 1.4-litre turbo 2WD at $47,990, up to the AWD 176kW twin-turbo diesel R-Line at $76,990, a $4k premium for the diesel, which provides a 0.1 improvement in the 0-100km/h time and a 1.6l/100km economy gain.

We sampled one step down, the AWD 162kW R-Line petrol, replete with aggressive bumper and body, rear spoiler

14 | LCV

and 20-inch wheels. The package also adds Vienna leather, power memory driver’s seat, brushed stainless pedals, front scuff plates, steering wheel and seats featuring the R design, along with shift paddles.

Model sharing with the Skoda Kodiaq, our favourite drive of 2017, VW ups the game with more power and a few minor points of difference, such as the multi-size centre cupholders and the dashboard that allows the gauges and layout to be configured to each specific key. There’s lots to play with, and navigate within the dash and display, with smaller/larger main

dials configurable with, for example, the centre-screen showing the nav map or the active cruise control distance. There’s even a pop-up glass head-up display replicating important driving data.

While the front is certainly comfortable and fully equipped, the rear seats also get heating, along with USB/12v power, zoned climate control, plus fold-down tables and cup-holders, which make the kids (or big kids) feel very accommodated.

The third row is also well appointed, and though similarly sized to the Kodiaq, that’s a good thing, with short-trip comfort for adults, for both leg and head room, and some storage bins.

Open the automatic tailgate and the boot uses the same Skoda smart thinking, with handles and levers to lower the third and second row seats, shopping hooks and a removable magnetic torch. Plus a cover to stow the parcel shelf, a simple concept but not always accommodated.

With five driving modes, from eco to a customised driver-tailored combination, the 2.0-litre petrol engine offers laughably fast performance: VW claims 0-100km/h in

6.8 seconds, aided by 17psi of boost, and that’s exactly what we tested, which is not far off a Golf GTI; though it requires the use of launch control. With a conventional street start (foot from brake to accelerator), the time extends to 7.4 seconds, plus another 0.2 if it’s dormant in start-stop mode. Which brings us to the first minor complaint: the start-stop doesn’t reignite the engine when the brake is lifted, only when the throttle is touched, which adds a few tenths to a take-off.

The only other irritation is the big 9.2inch touchscreen: it looks fantastic when clean, and is great for all the functions including a big reversing screen with around view and parking guidelines, but it also leaves dirty finger marks. There’s wavemotion control of the screen, but as effective as it is, we ended up deactivating the feature after too many radio stations were accidently changed by simply moving the left hand from the wheel, despite the wheel adjusted to full reach.

Apart from those trivial issues, we just love the Allspace: from the big overhead storage bins, to the lined door bins, the super quick steering that’s just two turns lock-to-lock, the park assist system and impressively, those glorious 20-inch wheels, which impressively offer superb ride quality and prove it’s possible to have both looks, performance and comfort.

For all its attributes, the speed does come at a cost, however, and though VW claims 8.1l/100km, we struggled to get under 9-9.5l/100km, even when resetting the trip computer and cruising around 50-60km/h. It’s still decent economy for its size, and manages it without worrying about diesel/Road User Charges.

Clockwise from top-left: R-Line version of the Tiguan Allspace is not left wanting for much inside, with R-line wheel with paddles, brushed finish pedals, park-assist, auto park brake, multi USB ports, selectable 4WD, plenty of practical storage and a big touchscreen, though it does show finger marks.

Dash display is configurable for each user/key, and offers different displays such as small or large main dials, and nav or driving data such as active cruise distance or fuel use.

Third row is comfortable, even for adults, and when raised, still provides decent boot space, and all within 4.7m overall length.

Shopping hooks, second-row release handles and even a removable, magnetic torch are smarts shared with Skoda Kodiaq.

Boot offers good space and retracting parcel shelf is neatly stowed under floor.

Rear seats are well equipped, with pop-up trays and cup-holders, plus climate control and USB/12v ports.

The overriding opinion is that the Allspace is just a fantastic package, mixing looks, power, performance, comfort and decent economy. The R-Line’s price is high, but so is the equipment level. Put simply, VW Allspace is one of our favourite drives of 2018.

SPEC CHECK Volkswagen Tiguan Allspace R-Line Engine:

2.0-litre turbo four

Power:

162kW@4420-6250rpm

Torque:

340Nm@1500-4400rpm

Gearbox:

Seven-speed DSG

Economy:

8.1l/100km

Weight:

1720kg

0-60/100km/h:

2.8sec/6.8sec (tested)

0-400m:

15.0@145km/h

Price:

$72,990

Rating (/5) Verdict:

Quick, engaging and aggressive, at a price

LCV | 15

FAMILY GUY Mazda adds the seven-seat CX-8 to its already burgeoning SUV family, but is it enough to stand out?

THERE’S AN OLD SAYING FROM AUTHOR Harper Lee that suggests ‘you can choose your friends, but you can’t choose your family’, basically suggesting that like ‘em or not, that family will always be there.

But the Mazda SUV family seems to be filled with models that would all be chosen, combining a range with features and family lineage that’s proving both popular and successful. The CX-7, CX-9, CX-5 and CX-3 are models that show Mazda knows which way its SUV bread is buttered, combining looks, practicality, performance, technology in everything from the compact to the large SUV, from five to seven-seats. With Mazda leading the SUV retail market, and the CX-5 in the running to claim the 2018 sales race, Mazda has put together a one-two punch with an upgrade to the hugely-popular CX-5, plus the introduction of an all-new CX-8.

Targeted at those who ‘sometimes’ require a third row, the CX-8 is marketed as a ‘5+2’ seven seater, which may answer a question not specifically asked, but that’s often the secret to creating a new niche. The 5+2 nomenclature also provides a marketing

16 | LCV

point of difference to the CX-9 pure-sevenseater, that’s a little larger than it’s new, smaller sibling.

Naturally and numerically logically, the new CX-8 fits dimensionally between the CX-5/CX-7 and CX-9, but retains the interior dimensions of the larger CX-9. The threemodel range starts with the GSX in front- or all-wheel-drive, up to the AWD-only Limited.

All models are well stacked with so many features, even in the base model you’re left wondering what would be added: 19-inch wheels and LED lights being two top-spec

Story: Dean Evans

examples. All the expected 2018 mod-cons are there, automatic emergency braking, blind spot monitors, heated seats, power tailgate, four USB ports and Bose sound system.

The combination of technology offers the closest thing to autonomous driving that a popular, ‘normal’ SUV can provide: set the cruise to the speed limit and it sets the distance to the car in front, lane departure performs minor corrections to lane position and even gently guides it through curves at speed, and even in traffic, right down to standstill, the cruise control will automatically

Third row raised accommodates passengers up to 175cm, according to Mazda, though even 190cm will fit with reasonable comfort, especially in regard to leg/footroom, and even cup-holders each side. The boot is also spacious with the seats raised.

There isn’t much missing from the Mazda CX-8’s cabin, with tech, space, practicality and modern textures and finishes.

The new CX-8 is a 5+2 seater, providing a point of difference to the pure seven-seat, slightly larger, slightly more expensive CX-9. restart within a few seconds – or if the wait is longer, it restarts with the flick of the resume button. Even the iStop mode, which deactivates the engine to save fuel, is fast to respond and lights the ‘deactivate’ button, if the driver so chooses. No need, however, as even a tug on the steering wheel brings the engine back into life.

The Head-Up Display is also brilliantly convenient, not just for the displaying the basics of speed and cruise control distance, but showing the speed limit, actively reading speed signs so a driver is always aware of the limit any time.

That engine is a next-gen evolution of the SkyActiv 2.2-litre turbo diesel four-cylinder, shared in the new CX-5. Remarkable for its performance, economy and refinement, in the just under two-tonne CX-8, the engine offers 450Nm, and as good as 6.0l/100km in FWD models, with the big 74-litre fuel tank offering a theoretical range well over 1000km.

What the numbers don’t show is a supreme quietness of the engine, remarkably free of almost all diesel rattle.

Peak torque arrives at 2000rpm, but there’s a remarkable spread a power, which

barely tapers off to its high (for a diesel) 5000rpm redline. The ride quality is great, vision is excellent, especially around the thin A-pillars, and the seats are very comfortable.

The whole cabin is driver-centric, but feels wholly logical, laid-out neatly and highly legible; in fact, functional cabins don’t come much better.

While the external size looks small, the interior feels big, and that feeling runs all the way to the third row. Mazda suggests it’s comfortable for passengers up to 175cm, but even this 189cm test bunny climbed into the third row and found very accommodating leg and footroom, even with the second row in an ‘adult’ position.

Headroom is the limiting factor, hence the Mazda height suggestion, but it’s still reasonable for six-footers, though Aucklandto-Wellington could be a different story.

At 4900mm, the CX-8’s length is 200mm longer than a Santa Fe or Skoda Kodiaq/VW Allspace, and closer to the 5065mm CX-9, than the relatively stubby 4540mm CX-5; and being a few grand cheaper model-for-model, the two big Mazda siblings are almost twins, with subtle differences.

So rather than the ‘choosing family’ cliché, the CX-8 follows a different adage, proving you can never have too much of a good thing.

SPEC CHECK Mazda CX-8 Engine:

2.2-litre turbo diesel four

Power:

140kW@4500rpm

Torque:

450Nm@2000rpm

Gearbox:

Six-speed auto

Economy:

5.7-6.0l/100km (FWD/AWD)

Weight:

1840-1957kg (FWD/AWD)

0-100km/h:

9.2sec (est)

Price:

$53,495-$62,495

Rating (/5): Verdict:

Another gem in the Mazda SUV family tree.

LCV | 17

Story: Dean Evans

Mazda makes a good thing even better, with updates to its in-demand CX-5.

There’s a fantastic characterful sound from the engine, like a warbling Audi five-cylinder

Cross-traffic alert works well, especially when reversing from angle parking, and a vehicle is out of eye sight.

18 | LCV

NOT ONE TO REST ON ITS LAURELS, Mazda has updated its highly successful CX-5, in contention for being 2018’s bestselling, non-rental SUV. Against a tough market that includes 35 individual SUV nameplates, the CX-5 has a 15 percent market share, over Kia’s Sportage, Mitsubishi’s Outlander and RAV4, Tucson and X-Trail.

All its impressive attributes carry over into 2018, with a very similar spec sheet to the new CX-8, including the upgraded 2.2-litre diesel engine that gets revisions to the injection system and piston shape, and a two-cylinder cruise mode that’s totally imperceptible… aside from the fuel saving. With a Variable Geometry Turbo and resulting improvements in exhaust, cooling, pumping and friction, this all adds up to a claimed five-percent saving in fuel, which is now officially as low as 5.7l/100km for the diesel. Even the petrol engines aren’t far behind, at 6.9 and 7.4l/100km for the 2.0 and 2.5-litre engines respectively.

On the road, it’s remarkably similar to the CX-8, for obvious reason: but the 100-200kg lighter kerb weight helps fuel economy and performance. In a straight line it’s solidly quick, with 0-100km/h in high8s – not the fastest thing out there, but for its economy offerings, quick enough for an SUV like this. But there’s a fantastic sound from the engine, especially up around 40005000rpm, where it turns in to a warbling Audi five-cylinder, full of character. And in situations where the noise of a diesel would be intrusive enough to turn off, such as a McDonald’s drive-through, the engine is quiet, and conveniently deactivates via the iStop tech – reactivated by either releasing the brake, or tugging the wheel.

With a Head-Up Display on all models, including the base $39,995 GSX, the interior is one of the best on the market: comfortable, well-equipped, with everything from Bluetooth, Lane Assist and Active Cruise. The touch screen works very well, along with the central command dial that falls to hand and works intuitively, even featuring a programmable ‘Favourite’ button.

Above: CX-5 interior very similar to CX-8, or is it vice-versa. Either way, both are brilliant.

Below: Head-Up Display shows speed and, best of all, the speed limit, through speed sign recognition.

In fact about the only thing missing from 2018 expectations is Apple CarPlay/Android Auto, with Mazda suggesting we may see it introduced to its vehicles at the end of the year as an upgradeable accessory for existing systems.

Aside from that, the CX-5 is a perfect example of how to make a great SUV. It’s number one for good reason.

VERSATILE COMPOSITE PANEL SPEC CHECK Mazda CX-5 Limited Diesel Engine:

2.2-litre turbo diesel four

Power:

140kW@4500rpm

Torque:

450Nm@2000rpm

Gearbox:

Six-speed auto

Economy:

5.7l/100km

Weight:

1751kg

0-100km/h:

3.6/8.7sec (tested)

Price:

$39,995-$57,995

DRIVEN BY PERFORMANCE LIGHT WEIGHT

WATER RESISTANT

PRECISION CUT

THERMALLY INSULATING

STRONG

CUSTOMISABLE

The advanced composite panel developed to provide high strength and insulation without the weight.

+64 7 850 2410

Rating (/5): Verdict:

Updates make a winner even better

PRODUCED BY ACTION MANUFACTURING

www.omnipanel.co.nz enquiries@omnipanel.co.nz

LCV | 19

20 | LCV

Extreme Conversions creates a 430kW supercharged V8 monster truck that’s as close to factory built as it gets.

Story & Photos: Dean Evans PROD THE THROTTLE. GO ON, YOU WANT to. The red devil on the right shoulder is whispering evil instructions into your right ear. A few quick blips and the thunderous br-r-r-r-u-mmm of a big capacity V8 cracks off nearby concrete walls, inducing a sly, evil smile.Like visiting New York-New York Hotel Casino in Las Vegas, the sights and sounds are all deeply familiar, but the location is totally foreign.

This is a dirty big V8; in a Holden Colorado; and it’s supercharged! But unlike the Vegas hotel, what’s different about this beast is that it totally looks and feels like it belongs there in every way.

It’s an unholy union with a heavenly result, that turns a solid, popular and quick Holden Colorado into something that is embarrassingly supercar quick, laughably easy to drive, and as reliable as a standard version, because - to quote Ben Kenobi - it is… ‘from a certain point of view’.

We discovered two issues ago that the Colorado Z71 is the quickest of the fourcylinder ute group, when it dominated the drag racing component of our Ute-lympics test, being substantially faster than both Ranger and Hilux.

But the Colorado ‘GTS’ takes it up not just a step, but the whole ladder: it’s insanely fast with supercar sounds and the comfort of a high-riding double cab ute. This awesome creation is the work of Silverdale-based Extreme Conversions (EC), an hour north of Auckland, by business partners and mates Director Heath Moy and Sales & Marketing Manager Rick Grant.

LCV | 21

Like visiting New York-New York Hotel Casino in Las Vegas, the sights and sounds are all deeply familiar, but the location is totally foreign With a family tradition of Holdens and Commodores, this was a natural fit for Heath, and with Rick’s Chevy passion, and a shared love of LS engines and speed, the guys have spent recent times putting together this, the Extreme Conversions Colorado GTS #01.

It’s the first of its type in NZ, with a handful of similar conversions proven and successful in Australia.

This is no backyard build – run from their Silverdale mechanical workshop, the EC Colorado is basically a replication of what HSV would do to a Colorado if it could. Cost and production numbers probably don’t bode

22 | LCV

well for a manufacturer to change engines for a sports model, but for smaller companies like EC, it’s the ideal chance to showcase the ultimate 2018 ute. At a time when the HSV’s Maloo has taken its last breath, this Colorado ‘GTS’ has timed its run perfectly, ready and able to take over the mantle as the General’s fastest ute.

BUILD TIME The build starts with a ‘donor’ Colorado ute. “It doesn’t have to be the Z71,” explains Heath. “A customer can choose any spec level

he wants, any 4WD Colorado from 2012 on, though a 2WD conversion is in the works. “We can build a total sleeper, or something bold and brash – even V8 an HSV SportsCat! “We used the Z71 for our car to showcase it,” added Rick. The EC Colorado GTS is basically built to ‘factory’ specs. The 2.8-litre turbo diesel four-cylinder is removed, which the customer can sell or use for spares.

Impressively, there isn’t a huge weight difference between the heavy cast iron block turbocharged diesel engine, and the alloy block V8, resulting in minimal affect to overall weight, handling or balance. To compensate,

Wanting a thrill-ride for the entire family?

The LSA supercharged V8 conversion also fits the seven-seat Trailblazer SUV! and reduce front roll, Extreme fits heavier Dobi Sport front springs, which raise the front end 75mm, level out the rake, and minimise the effect of any added weight to the front end.

In its place is a brand new GM ‘crate motor’ LSA supercharged V8, and matching six-speed auto via a custom transfer case, basically replicating the drivetrain as seen in the HSV GTS. On custom engine and gearbox mounts, the V8 lowers into the large engine bay like it was made for it, thanks partly to a GM lowengine sump. There’s a factory wiring loom, customised to suit, two-piece heavy duty

driveshaft and fully engineered and complied safety loop.

The base exhaust is a two-into-one threeinch system, using LSA catalytic convertors and the same four oxygen sensors, and emits a meaty rumble; though the guys are also working on an optional bi-modal system, similar to the HSV system, that quietens it at the touch of a button. There’s no doubt it’s a V8 at idle, a rumble whose pitch is flattened a little by the supercharger.

Ancillaries are where just as much work is, but vitally, it’s kept as ‘GM’ as possible.

The ECU was moved from the right to the

left side of the bay; there’s a factory airbox with an upgraded lid, Bosch air-flow meter, and a four-inch feed pipe; though Heath, ever the perfectionist, is aiming to produce a moulded pipe to complete the factory look.

Custom upper radiator hoses, GM filters, GM clamps, hoses and fittings and even oils continue the factory theme, with a revised fuelling system required for the change from diesel to premium unleaded, including all the emissions equipment, and a neat little reminder sticker in the fuel flap that PULP is the juice.

A GREAT CRATE MOTOR! THE HSV GEN-F GTS IS A DONOR, KIND OF. NO engines pulled from a wreck here, however. Extreme Conversions sources a brand new LSA crate motor from Chevrolet that pleasingly, literally arrives in a wooden crate.

Aside from the GTS, the LSA V8 is standard in the Chevy Camaro ZL1 and Cadillac CTS-V.

LCV | 23

SPRINT

0-60km/h

0-100km/h

0-400m

Colorado GTS

2.5 s 5.2 secs 13.6@168 km/h HSV GTS

2.4 s 4.4 secs 12.3@190 km/h

STD Z71

4.1 secs 10.2 secs 17.1@127 km/h 1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

The standard Colorado Z71 is quick, but the Colorado ‘GTS’ takes it up not just a step, but the whole ladder

The men behind Extreme Conversions and the LSA Colorado, Heath Moy (front) and Rick Grant.

24 | LCV

18

HSV SportsCat OF COURSE HSV MAKES ITS OWN VERSION OF A souped-up Colorado, the SportsCat – though HSV went down a different path, with the SportsCat getting updated seats, full body and wheel makeover, but the same 147kW/500Nm as the ‘regular’ auto Colorado. The biggest tech features are AP brakes, optional Supashock dampers and a tricky rear sway bar that sharpens steering for sports driving, and de-couples for off-roading. From $60,790 up to $72,590 for the fully loaded Plus model.

New GM pulleys, tensioners and three GM belts are used, including the custom brackets needed to relocate the air-conditioning compressor. There’s a larger radiator for improved cooling, with twin electric fans in place of the mechanical fan, a transmission cooler, and a change to the charge cooling, the Colorado now using a more space-efficient water-to-air intercooler in lieu of the factory air-to-air intercooler.

All this cooling has clearly paid off: “Even stuck in traffic,” recalls Heath, “the gauge sits just above half, before the fan kicks in. In the diesel, it sat just under a quarter... so it’s just where it sits with the V8.”

The best part is that everything works. It sounds obvious and easy, but it’s far from it, with the Colorado GTS starting, running and performing exactly like a ‘standard’ car: no check engine lights, the hill descent control works perfectly, as does the tiptronic sequential gear shifter.

There is one caveat, however, as the diesel-scaled tachometer only spans to 5000rpm, but the petrol engine spins to 6600rpm; though it’s an auto, and retains the rev limiter, so that isn’t an issue.

Stopping power is improved a little with Bendix brake pads, though a Harrop conversion is available, and was fitted just after the photos. The LSA conversion kit is actually four pages long, and includes things like a new starter motor and alternator, listing every component from GM bolts to the LSA badges. There’s even a full 10,000km, six-month warranty, 40-litres of premium fuel and a full wash, vacuum and detail. It’s almost like buying a new car again.

A true drive-away package, this is the ultimate performance dual-cab ute, and one that is fully configurable and customisable. The show car, for example, uses Holden flares for a fatter but factory look, but there’s a range of options from shocks, springs, interior upgrades, brakes, wheels and tyres, such as the 20-inch BG Wheels and Cooper tyre package fitted to this car. Supercharger pulley changes can even reap more power, if 430kW just isn’t enough!

The conversion can be done to new or used Colorados, and Extreme Conversions does everything properly, using either factory or top quality components, from the GM engine, down to Wurth washers and bolts.

LCV | 25

Its 0-100km/h time is just 0.8 seconds off the HSV GTS! Did we just test New Zealand’s fastest double-cab ute?!

But one of the biggest achievements for the company is the compliance plate affixed to the engine bay, one of the hardest parts of the build according to Heath and Rick.

The full basic conversion takes around 4-6 weeks and the fit, finish and end result is typical of any showroom model. The Colorado GTS is designed to appeal to the premium ute buyer, one who doesn’t flinch at $100,000 for an optioned up V6 Amarok, an accessorised Ranger Wildtrak, or even the HSV SportsCat ‘+’ buyer who wants the performance befitting of the traditional HSV brand.

From $45,000+GST for the drive-in/driveout kit, on a manual LTZ (the cheapest dualcab), that equates to around $108,000 for a ‘brand new’ V8 Colorado LSA-powered ute.

And that is a mighty vehicle.

Even looking used, take a three-year old Colorado which are on TradeMe for around $30-$40k, and the result is a 2015 Colorado worth around $75-$85k.

Want a thrill-ride for the entire family? The conversion isn’t just for Colorado, either EC

is also able to convert the seven-seat SUV Trailblazer sibling. Kids playing up? Nail the throttle and they’ll quickly snap into line!

DRIVE TIME It’s what we all came here for, and the Colorado GTS does not disappoint! Starting the ute is a simple pleasure, the gauges sweeping their factory start-up routine, and the rattle of the Duramax diesel making way for the rumble of the big V8. The exhaust tips are a long way from the driver, but there’s a melodic throb of a V8 that encompasses the cabin, without being intrusive – unless the driver wants it to be.

Selecting drive and moving off should come with a slight warning, as the muscle memory of driving a diesel takes a moment to adapt to the eagerness and urgency of a supercharged V8. It isn’t difficult to be smooth at all, but small prods launch the Colorado from standstill with a mountain more speed: yes, the 500Nm @ 2000rpm from the four-cylinder is impressive,

Factory Holden flares pump up the looks, while keeping it in line with the ‘factory’ appearance.

26 | LCV

but when 740Nm is available, it’s like comparing a cheetah to a Chihuahua.

The steering is a touch heavier, maybe five-percent, but it’s forgotten after a few kilometres, and the growl of the V8 is music to the ears as it cruises around town. Floor the throttle, from almost any speed, and the nose lifts and the engine changes from passive and purring to a wild animal, roaring as revs thrash through the range, the six-speed sliding between gears. Interestingly, the V8 is the dominant sound, and like the GTS sedan, there isn’t a howl or whine of a supercharger pumping boost, just a classic, muscle car-like growling bark from a V8 that let’s everyone within 50 metres knows this definitely isn’t the standard 2.8-litre four-cylinder.

We power up a hill on 100km/h zoned B-road, and it gets the attention of a farmer or three as the thumping sound hits like a wave.

It’s impressive considering that its 430kW is only 10 percent down on a current Australian Supercar racer – and this is a road legal, fully complied double-cab ute with five seats!

Ignition on, the gauges run a full diagnostics check before returning to normal, just like the stock set-up, without fault codes or lights.

The simple fact is the Colorado drives like, well, a mix between a Colorado Z71 and an HSV GTS. There’s aren’t any surprises in driveability, it starts with a twist of the key, runs without fault, and sets the standard for what a 2018 ultimate performance ute has become.

We’ve saved the best for last: how fast is it? With our VBOX timing gear locked on to satellites, we dialled up the key targets for 0-60km/h, 0-100km/h and the standing quartermile. Having rolled off these numbers with the standard Z71 recently, we had a baseline to work with, plus the ability to compare it to the HSV GTS, which is naturally faster, being a sedan and 300kg (15 percent) lighter.

With traction control disabled, 4H mode enabled to minimise any wheelspin, and the throttle loaded to around 2000rpm against the brake, the Colorado GTS unleashes its fury: it lifts the nose, sinks the rear and roars past the limit of the tacho, audibly singing beyond, with a slick shift around… no, wait. We had to check the video, as the GTS just manages to tick over 100km/h in first gear, in just 5.2 seconds! A little shocked at the numbers, we tested it again, with the same 5.2 showing on the display. Not

only is that almost HALF the time the standard Z71 takes (10.2 secs), it’s just 0.8 seconds off the HSV GTS! Did we just test New Zealand’s fastest double-cab ute?!

Of course the action powers on through second and third gears, with the Colorado piling on the speed, both its size and aerodynamics fighting against the engine, but as it crosses the quarter-mile, the numbers are equally astonishing: 13.6 seconds at 168km/h is a time that HSV would have been happy with for its Clubsport just a decade ago.

Of course this kind of performance comes at a price, and with the GTS claiming 15.0l/100km, and the standard Z71 getting around 10l/100km, the heavier Colorado GTS was never claiming to be an economy car, with Heath informing us that around 16-20l/100km is quite normal. But if fuel cost is an issue, you’re probably not the target demographic.

If ultimate performance in a double-cab ute ‘is’ your target, then there is nothing like the Extreme Conversions Colorado GTS. It’s high octane V8 juice.

Contact: www.ec-nz.co.nz

SPEC CHECK Extreme Conversions Holden Colorado GTS Engine:

6.2-litre supercharged V8

Power:

430kW@6150rpm

Torque:

740Nm@3850rpm

Gearbox:

6L90E six-speed auto

Economy:

16.0l/100km (approx)

Weight:

2163kg (approx)

0-60/100km/h:

2.5sec/5.2sec (tested)

Price:

$45,990 (plus Colorado)

Rating (/5): Verdict:

The ultimate performance double-cab ute

The rattle of the Duramax diesel four-cylinder makes way for the rumble of a 6.2-litre V8

LCV | 27

LOOKING BACK

A V8 dual-cab ute isn’t a totally new idea, with the Australasian Safari reason enough to build a V8-powered racers for Peter Brock and Craig Lowndes.

OF COURSE THE IDEA OF A V8 COLORADO MAY BE A POPULAR one, but it’s nothing new. Back in 2010, a 5.7-litre Holden V8 was fitted to a Holden Colorado, for Craig Lowndes to run in the Australasian Safari Rally, an eight-day, almost 4000km event, with PWR Racing’s Kees Weel navigating.

The V8-powered Colorado of Lowndes and Well duly won the event, with the ute returning as a two-car operation in 2011 with a 6.0-litre V8, Lowndes with navigator PWR team manager John Panozzo, while Kees Weel navigated with son and Supercar driver (at the time) Paul Weel.

The return event didn’t go quite as well for Lowndes, rolling on day five of the seven-day event while in the lead, the crew rejoining the event and finishing in fourth place. The Weel/Weel ute retired after just two of the event’s 17 stages.

This car actually went on to claim victory in the event four times, from ten starts, with (ten-time winner) John Hederics claiming victory in 2012.

The first victory came back in 2004, when Holden first built a pair of V8-powered Rodeos for Peter Brock’s entry in the 2004 Safari, and a sister car for John Hederics. Running Gen III 5.7-litre V8s with a Holinger six-speed sequential gearbox, Brock was running strong until he clipped a tree which put him out of contention, while Hederics went on to win the event, backing it up with a ‘back-to-back’ victory in the next event in 2007, following the event’s two-year cancellation.

Built by Kelly Racing, the Rodeo was based on the production V6 version Brock raced in the 2003 Safari, with the body taken off the chassis, the firewall cut to fit the V8, along with an independent rear end and Supercar-strong transaxle.

Totally rebuilt again a decade later, the Brock Rodeo was last seen up for sale in 2013 by the Kelly team.

28 | LCV

Oposite page: 6.0-litre V8 was the latest iteration of Holden’s Colorado/Rodeo V8 program for the Australasian Safari Rally.

Opposite page main: With three wins from 10 attempts, the V8 Holden ute proved a solid combination, with Craig Lowndes winning the event in 2010, and crashing while leading in 2011.

Opposite page bottom: The original Brock Rodeo ute was rebuilt by V8 Supercar team Kelly Racing a few years back, and offered for sale, before the team switched to a Nissan team.

Right: Craig Lowndes was on track for a back-to-back victory in 2011, but crashed with a solid lead, rebuilding and rejoining the field and eventually finishing fourth.

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LCV | 29

Hamilton’s WEL Network liked the Ford Rangers on its fleet, but carrying so much equipment, needed a light weight but heavy duty solution, so developed a bolt-on suspension and weight-saving package with a number of local businesses.

THE WEIGHTING GAME WEL Networks moves to a lighter, safer faults fleet of Ford Ranger.

IT’S NORMALLY E XOTIC ITALIAN supercars that offer up lightweight or improved versions of their models, but now there are a couple of lightweight, heavy duty Ford Rangers roaming the streets.

A concern about overloading vehicles prompted energy and electricity provider WEL Networks to collaborate with local automotive and engineering businesses to modify the design of its fleet of utes.

Maintaining and monitoring WEL’s extensive lines network often requires attending remote rural locations, so it’s a balancing act between carrying too much gear – or not enough.

The move came about after the Hamilton-based electricity distribution

30 | LCV

company recognised its utes could be overloaded while travelling to worksites, and staff were having to complete numerous trips to get the right gear to the site. Overloading meant that faults staff could not even take a passenger, or would have to make a round trip to retrieve gear. “Crews would go out to remote sites near Raglan, for example, then have to come back to pick up a fuse carrier… it’s quite frustrating,” says General Manager WEL Services, Mat O’Neill.

“Stripping out essential work gear was not an option and that’s why the company had to come up with an innovative solution,” he says. “We’re

always looking to see how we can do things smarter across the business and that also applies to our vehicle fleet.”

So, in collaboration with its staff and four automotive and engineering businesses, WEL looked at solutions to increase the vehicles’ load-carrying capacity.

The result was two trial Ford Rangers, purchased from Hamilton’s Fairview Motors, that have been fitted out with suspension upgrade kits – using heavy duty Pedders and Lovells shocks, springs and bushes – combined with lighter custom-built canopies allowing for an increase in the GVM (Gross Vehicle Mass) for the vehicle from 3.2

tonne to 3.5 tonne.

The suspension upgrades were done

by SAS Autoparts and Automotive Solutions. The canopy fit-outs were designed and built by Auto Transform and Active Manufacturing.

The steel decks were replaced by alloy, with aluminium used to make brackets, shelving and drawers. Plastic bins carry gear like tools, personal protective equipment, fuses and cable.

The modifications allow for an additional 300kg in weight to be safely carried.

In making the modifications, staff safety was paramount, says WEL Networks Chief Executive Garth Dibley.

“When you do many miles on the road you have got to have a vehicle which is

Heavy duty suspension combines with lightweight components to increase the Ranger’s GVM from 3.2 to 3.5 tonne safe for people to use and operate. It is their office, so I want a safe office.”

He says the modification system is also recognised internationally: “We’ve adopted an Australian solution using a process authorised by the New Zealand Transport Agency, so we are able to set these utes up as 3.5 tonne GVM vehicles, and have new compliance plates issued before they’re registered.”

With the recent changes, the vehicles are now both safe and compliant, he says.

“Under the Health and Safety Act we are required as a principle to ensure that

the equipment that we provide our staff is suitable for the task they are required to undertake.”

“These are vehicles that you can now drive on the road and I have every confidence that when they are at maximum weight and capacity, the guys have got good access to their gear on the back, and we have some margin as to what we can and cannot carry.”

There are other advantages, he says: “We won’t chew out tyres the way we were, the vehicles will last longer, and are safer.”

It also means the utes can easily

Pedders and Lovells shocks and springs help increase the load carrying capacity - to the point where the loaded utes can now legally carry a passenger, something not always previously possible.

carry two staff, a requirement when attending high-risk weather related outages.

Mat says the changes were made in collaboration with the workers: “We discussed this with the faults staff, talked through the changes required, and the level of equipment required.

We’ll also use feedback from the field to select the preferred design for the remainder of the fleet.”

The different designs are currently being trialled and the preferred option will be used to modify an additional 12 utes over the next year.

LCV | 31

MARKET VIEW: SUV/UTE

BOOST SPIKE

Story: Dean Evans

First launched in 1988, Suzuki’s 2018 Vitara adds turbo and vacuums away problems. At 30, it’s matured but is still loads of fun.

HAPPY 30TH BIRTHDAY TO THE VITARA! Launched in 1988 with a 60kW 1.6-litre, performance was not its priority, despite this being a time when Turbo was the buzz word of 1980s: Mitsubishi Cordia, Starion, Nissan Exa, Saab 900, Volvo 850, Porsche 944, even Holden’s Commodore VL jumped on the bandwagon of strapping on a turbocharger. They all shouted performance attributes to the world via badges, stickers, seat stitching and a whistle, and reaped sales success. Appliances became adorned with turbo badges, from vacuum cleaners and microwaves to blenders. But then turbo became a dirty word when joyriders, and subsequently insurers, looked upon turbo as the root of all automotive evil, and the badges, marketing and turbocharger itself all but disappeared for decades.

But now, Turbo is back with Vitara. Not

32 | LCV

that it ever completely went away, but in the 20-teens, turbo has become popular again for a different reason: maintaining performance through smaller capacity engines, while offering lower emissions, both decibels and toxins.

It’s heartening to see the Turbo badge so proudly emblazoned, 1980s style, on the rear of Suzuki’s Vitara, as an ’80s ode, but an ’18 showcase of speed, economy and emissions.

Just quietly, Suzuki’s Vitara is also available sans turbo with a normally aspirated 1.6-litre four-cylinder, but that’s like purchasing a McDonald’s sundae without hot fudge; sure, it’s good, but cloud nine is just one step away. The 2WD 1.4-litre Vitara Turbo is our pick, offering the best power-to-weight ratio within a sevenmodel range that starts with a 1.6 manual,

and tops out at the 4WD 1.4-litre Turbo two-tone auto.

If 1.4 sounds small, no need for concern: the turbo ups the windchill factor so it ‘feels like’ a 1.8-2.0 turbo, and combined with a six-stage auto, and a generous 220Nm across 2500rpm – basically half its idleto-6000rpm rev-range – we’re reminded of its lithe 1160kg to discover how Suzuki manages so much from so little. And it’s not reliant upon mountains of boost pressure either, with just 12psi blowing in.

Consider for a second that Holden’s Trax Turbo has the same 103kW from a 1.4-litre four-cylinder, with 1-2psi less boost, but weighs 1398kg - or 20 percent heavier than the Vitara. Versus Trax’s 0-100km/h time of 9.8 seconds, Vitara Turbo has waved goodbye, a full 1.4 seconds faster at 8.4 seconds.

A Suzuki Vitara without a turbo is like a McDonald’s sundae without hot fudge; sure, it’s good, but cloud nine is just one step away.

Proving weight also helps at the pump, Vitara sips less, too, with 5.9l/100km versus Trax’s 6.9l/100km.

We’re not out to bash Trax, just to highlight how good the Vitara Turbo is, and though sports handling may not be a vital factor to consider, the Suzuki has fantastic road-holding and handling that simply inspires confidence.

The compact SUV isn’t short of equipment inside, either. With the range starting at $27,090 all the way up to $38,790, the 2WD Turbo sits in the sweet spot at $34k, combining a stylish, modern dash with comfortable leather/ suede seats and alloy pedals. It’s quite a high seating position for its size, but easy to get comfortable thanks to the tilt and reach steering adjustment.

Keyless entry and starting is great, as is the ability to lock/unlock the car when standing outside the boot via the simple

Red rings are the theme of the interior, with them circling the main gauges and the vents.

LCV | 33

More red touches in the headlights, regardless of the body colour.

button: it’s these things that combine to make the Vitara very enjoyable.

Shift paddles also make manual selection a little easier, and though it offers manual over-ride while in Drive, it won’t let you go crazy, for example selecting sixth gear at 10km/h.

The only concerns inside – and they’re minor ones – is the trip computer economy readout in km/l, rather than l/100km, which had the online calculator buzzing a few times, and the lack of a high centre console or armrest.

But one of our favourite features of the Vitara Turbo is one not even mentioned in the ads, website or brochure: at idle, it’s supremely quiet! The ‘Boosterjet’ engine has a ‘smooth idle’ mode where after a second of being stationary, it switches to an ultra-smooth idle – it doesn’t cut out completely, like a stop-

start system, but it is eerily smooth and quiet while stopped. And Suzuki doesn’t even promote it!

It’s things like that – combined with the equipment, handling, practicality and good looks that make the Vitara Turbo stand out as one of our drives of the year. It may be 30 years-old, but Vitara’s still got it!

Dual-floor boot offers good space, and 60/40 rear seats offer plenty of room for a compact SUV.

SUZUKI VITARA: BORN IN 1988 SPEC CHECK Suzuki Vitara Turbo 2WD Engine

1.4-litre turbo four

Power

103kW@5500rpm

Torque

220Nm@1500-4000rpm

Gearbox

Six-stage auto

Economy

5.9l/100km

Weight

1160kg

0-60/100km/h:

3.6sec/8.4sec (tested)

Price

$33,990

Rating (/5) Verdict

34 | LCV

Fast, light, equipped & excellent

You’ve come a long way baby, since Vitara was launched in 1988 with a 1.6-litre four-cylinder and just 60kW.

WHEN I WAS ASKED TO REVIEW THE Vitara Turbo, I thought great: because I own a 2015 Swift. Then I was told it was also because I was born in 1988, the same birth year of Vitara: 30 for 30!

With no kids or luggage to worry about, the Vitara appeals to me in many ways, and partly because it’s not a Swift – they’re way

too popular to be different. The Vitara’s high seats are perfect for me, though I did find myself reaching for the AC dial when wanting to adjust the volume, training myself to use the steering wheel buttons rather than the fiddly touchscreen to dial up the music.

Apple Car Play works great, and having somewhere in the dash/console area to put

my phone and purse is also appreciated.

The big (seven-inch) touch screen works really well, especially the reverse camera, and the whole driving experience feels light and agile – I certainly don’t need a bigger car than this, but nor would I want a smaller one. And I loved the red rings around the dash vents: simple but on style.

And then there’s the engine, which brought out the devil in me a few times. It’s certainly quick enough, and is great for zooming around town. I was surprised to discover it’s only a 1.4-litre, not because it’s the same size as in my Swift, but uses almost the same amount of fuel – and is substantially faster!

Can you turbo my Swift?!

Would I buy the Vitara Turbo? Absolutely, I loved every minute of it, and it has the looks and practicality that really appeals to me. Can I keep it a bit longer? This pair of 30 year-olds need to bond a bit more.

Though miserly, the fuel gauge reads in km/l, which baffles me too much to bother. FYI, 16.6km/l = 6.0l/100km.

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LCV | 35

Story & photos: Dean Evans

HAVAL: A NICE DAY Haval’s H9 seven-seater SUV proves to be a very pleasant surprise.

H AVAL’ S C ATC H PR A S E FOR ITS range of SUVs is ‘have it all’, and it’s very apt: firstly, it covers the pronunciation of the brand, ‘have-al’, and second, it succinctly describes the equipment levels of the seven-seat Haval H9 SUV. There are internal and external styling cues from other brands, Mercedes bonnet vents and headlights come to mind, as do a few Toyota Prado elements, on which it’s clearly inspired by and targeted at. In fact there are many areas where it looks or feels like another car, but for a young Chinese company on the scene since 2014, the Haval H9 makes a strong case.

It’s very well equipped, equivalent to cars almost twice its price: heated steering wheel, power heated seats – also with cooling – and Interior is packed with features. Comfy electric seats feature heating, cooling and massaging! Note passenger seat switches on the driver’s side.

36 | LCV

even a seat massage function. There’s lane assist, blind spot warnings, and plenty of tech like Bluetooth, tri-zone climate control and an Infinity sound system in the Ultra model we tested, though absent are radar cruise control, smartphone mirroring and emergency braking. Happily, it offsets this with a large touchscreen, panoramic sunroof and switchable mood lighting for the overhead console and door trims. The supplementary passenger seat adjustment switches on the driver’s side is pure genius!

It’s big, at 4.86m long, slotting between the 4.76m Prado and the 4.9m CX-8; and 1.9m tall, so it can be an intimidating beast.

It does feel a bit boaty behind the wheel though, if pushing a little too hard, the soft and compliant suspension soaking up all the bump and lumps.

Performance? What engine would you expect? Considering Prado sports a 2.8-litre turbo diesel, and CX-8 gets a 2.2-litre diesel, it’s initially a little surprising to discover a 2.0-litre petrol turbo engine. On paper, the power and torque numbers are reasonable – 180kW/350Nm – but then throw in the weight of 2230kg thanks partly to the ladderon-frame chassis, and it should be slower than a rainy week in Gore.

Impressively it isn’t (with apologies to any Gore readers, assuming they can read…).

The engine runs a strong 18psi boost and crucially, the engine’s ideally matched with an eight-speed ZF auto gearbox that squeezes the juice from every last kilowatt.

Zero-to-100km/h arrives in a decent 9.7 seconds, faster than any of the top utes, though the numbers are a little deceiving as

Interior lighting is customisable, good for distracting badge snobs.

The eight-speed gearbox squeezes the juice from every last kilowatt; zero-to-100km/h arrives in 9.7 seconds response can be doughy at times. Loaded up to build boost against the brake, the H9 moves nicely, but on a street start – foot from brake to accelerator – it loses a chunk of speed, with 0-60/0-100 times of 4.6/10.6 seconds. What that means in real-world driving is that sometimes the handy shift paddles are required to manually choose the right gear.

While the 2.0 turbo does a good job on the whole, it’s sometimes short of breath and a little thirsty; Haval claims 10.9l/100km, though we saw 13s of largely urban work,

also noting the need for 95 octane.

Second row seats are fore-aft adjustable and accommodated nicely, with a large centre fold-down armrest with cup-holders and storage, though the third row’s access is mainly by the driver’s/road side. Small kids, who are the most suitable candidates for the rear, may find access easier through the rear door, which opens horizontally and pivots from the right side, offering safe kerbside access.

The third row 50/50 split seat also raises/ stows electrically, though boot space can be

a bit tight with seven aboard.

With a tow rating of 2500kg, it manages a lot for a little. Pricing for a comparable Prado is around $70, so the Haval is priced right, starting from $43,990 for the H9 base LUX, or another $4k for the Ultra.

It’s not the best SUV around, nor does it claim to be. Even considering long-term ownership and depreciation, it’s a package worth short-listing given the low entry cost and high equipment levels.

Being better than expected is always a pleasant surprise.

Clockwise from top left: Third row access is via the driver’s side tilting second row, so kids might be better suited to climbing in via the horizontal tailgate door. Rear seats feature climate control. Panoramic sunroof in the Ultra model. Boot space becomes limited with the third row up, though the seats are easily lowered (or raised) electrically.

Haval H9 Ultra Engine:

2.0-litre turbo petrol four

Power:

180kW@5500rpm

Torque:

350Nm@1800-4500rpm

Gearbox:

Eight-speed auto

Economy:

10.9l/100km

Weight:

2230kg

0-60/100km/h:

4.0/9.7sec (tested)

Price:

$47,990

Rating (/4): Verdict:

Well-equipped, sharp-priced, surprisingly good

LCV | 37

came a lot safer ado, like all utes, be Right: Holden Color of ESC in 2015. n tio uc introd with the mandatory , has saved many a life atever the acronym n Inset : ESC, ESP, wh ting the ‘hero’ butto n, and those deactiva y ilit ab its since its introductio for t jus t s, no serious repercussion ivated, act often don’t realise the de s wa it t tha t the ECU’s to record al. to prevent a crash, bu e claim ever goes leg k good if an insuranc loo t : which may no on cti un iquely infamous T-j Below: Ellerslie’s un le. litt r tte ma ms to some drivers it see Stop, Give Way, with

Over the years, ESC has helped turn the humble ute from a farmhand into a safe work and family hack, says Mike Stock.

JUST OUTSIDE THE SHOPPING CENTRE IN the south-central Auckland suburb of Ellerslie, lays a very weird and confusing intersection.

Confusing because it’s a T-junction with a startling difference, where vehicles approaching from the (perpendicular) north have the right of way; traffic from the east gives way; and from the west, there’s a Stop sign… if going straight. If turning left (north), they’re free to do so.

It’s not hard to imagine the mayhem this induces, and I’ve avoided countless collisions there, but there’s another factor at play: from either direction, northbound traffic turns into a slowish, second gear corner that sweeps uphill while accelerating. And it’s where certain vehicles can provide a demonstration of perhaps the most significant technological advance fitted to modern vehicles: Electronic Stability Control.

Most modern utes and rear-wheel drive vans take the corner in their stride, the rear-end held securely by the ESC, even on a wet road.

But then along came the Holden Colorado, a workhorse ute with a stonking 500Nm. Recently, the road was dry, and as I exited the left-hander and gave the throttle a firm prod, the Holden gave a little lurch, the rear tyres ‘chirped’ and the tail stepped out momentarily, before electronics intervened and brought it all back in line.

It was a reminder of the way utes used to be, before ESC became compulsory in July 2015 for light commercial vehicles.

ESC has been an important factor in making utes viable family vehicles. It has dealt with one

38 38 || LCV LCV

of the ute’s shortcomings, a sometimes light and lively rear end. ESC is also important for drivers whose experience has been exclusively in more benign front-wheel drive cars. But its presence is a key factor in making utes more user-friendly for a greater number of drivers, especially when the tray is empty. Contrast this with traditional ute operators – tradespeople, contractors and farmers – generally carry a good load, or run at low speeds off-road with four-wheel drive engaged.

Utes weren’t previously offered to the media to test much, until their popularity increased with urban dwellers.

Car companies rarely held stand-alone launches for new utes, or tacked a couple of trucks on to the roster of a new car launch.

But the chance to drive a ute could sometimes bring out their inner Mad Mike in motoring hacks, who delighted in getting the rear tyres ‘chirping’ and the tails out on tarmac.

But then they’d usually come unstuck when they tried the same thing on gravel roads where the ute’s snap oversteer sometimes developed instantly into handfuls of oversteer, mild panic and a surprised glance between occupants.

The appealing part about ute launches was how they took you to paths less-travelled, private roads through back country sheep stations, and closed forest tracks.

Memorably in the mid/late 1980s, Mazda showcased its ute on former Rally of New Zealand special stages through the Pureora Forest in the King Country. Few journos were confident enough on the tight forest trails

to hit high speeds, but it was an effective demonstration of a ute’s ability in moderately hostile country.

I believe the more supple suspension tune of many current utes contributes strongly to their appeal as urban transport as well as to their roadholding. The distance the urban-friendly ute has come is highlighted by my experience with a Ford Courier I used to cover a rally based at Ohakune.

That old Courier ride was bone-shaking, incomparable to the utes of today. It would still cut it as a pure workhorse but couldn’t hold a candle to a new Ranger, for example, as dualpurpose business and family transport.

The nearest to that compromise was a late-’90s/ early-’00s Holden which was largely a re-badged Isuzu. It was the first double-cab I drove and the extra weight between the two sets of axles made for a more comfortable ride, less bounce and greater on-road stability. It handled well and for many years was the ute I’d recommend.

The ute has come a long way in the time I’ve been a motoring writer and continues to evolve. As it redefines its role as an urban daily driver that can go adventuring at the weekend, I believe the addition of ESC is the most important factor in that evolution.

It has made an inherently oversteering vehicle into one which can be handled confidently on sealed surfaces by drivers with a modicum of ability. And that’s a positive safety move, and an example of a government making the right move.

Mike Stock

JUST LAUNCHED Alfa Romeo Stelvio HSV SportsCat+ Hyundai Santa Fe

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LCV | 39

BEST BARS. BY FAR. FOCUS ON TOWING –

NISSAN NAVARA ST-X

TOW NAILED

Story & photos: Dean Evans

Nissan improved the towing abilities of the 2018 Navara by upgrading its rear suspension. So we hitched up a classic Nissan and 2000kg of car, trailer and gear to put it to the LCV towing test.

NISSAN AND TURBOCHARGING HAVE a solid history. From the Bluebird taking pole at the Bathurst 1000, to the Skyline GT-R’s dominance of Touring Car racing in the early 1990s, not to mention the 180SXs, Silvias, Skylines and boosted Pulsars from as far back as the early 1980s, the 2018 Nissan Navara holds a unique distinction (with the Merc X-Class, of course) of being twinturbocharged.

Some may look at its relatively modest

2.3-litre four-cylinder turbodiesel and think you can’t beat cubes, but we’re happy to report the same news from the 1980s, that you most certainly can. The turbocharged engine in the new Navara is a very solid and capable animal. But we’ll get to that in a moment.

Nissan updated the rear end of its 2018 Navara to better cope with big payloads and towing, a previous weakness. Dual-rate rear springs offer light-load ride quality and

higher payload capacity, plus recalibrated (ie: firmer) shocks now provide a much better base to throw a few tonne onto.

Included with our silver Navara ST-X was the factory tow kit, with a Best Barsmanufactured kit rated to 35000kg.

And rather than any old bit of ballast, we dusted off a special Nissan to take a day trip, a showroom stock 1991 Pulsar GTI-R museum piece, Nissan’s 4WD turbocharged pocket rocket that had Far left: No, it’s not a monitor, it’s looking through the electric sliding rear window, a unique feature of the Navara (yes, OK, X-Class, too).

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a short and rather mediocre run in the 1992/1993 World Rally Championships, at least claiming the 1992 Group N world championship. Plus it was a good chance show it some sunshine.

At least after a visit to our friends at Kennards Hire, Hamilton, who have looked after us with all kinds of towing gear. This time it would be Kennards’ braked, dual-axle vehicle transport trailer. Manufactured by Compass Trailers, the trailer tilts for easy loading, and features integrated ramps, while Kennards threw in the straps and a plug-in brake controller.

With the trailer weighing 680kg, add the 1230kg of the Pulsar, plus a few straps, bags and bits, the Navara would be laden with a total just over 2000kg, enough to give it a decent challenge.

We notice just how long the whole package is: with the ute and trailer, we’re well over 12 metres!

The first thing we notice is just how long the whole package is: with the ute at 5.2m, and the trailer’s 4.5m bed part of a 7m package, we’re over 12 metres! So it’s an angled, careful departure from Kennards’ driveway, for our 200km Hamilton-Raglan test loop.

The Navara immediately impresses, its 2.3-litre sequential twin-turbo punching well above its capacity, and resisting the tendency to be bogged down thanks to the small and large turbos working together to offer power and torque across

Above and right: Factory Nissan tow kit is made by Auckland’s Best Bars. Kennard’s Hire trailer fits both tow ball sizes.

BEST BARS. BY FAR. FOCUS ON TOWING –

NISSAN NAVARA ST-X the rev range.

We put it to the clock, and roll off a 0-60km/h time of 8.0 seconds, versus the unladen 4.3 seconds. That’s similar – but better – than the 2.2-litre turbo SsangYong Rexton we tow tested two issues ago, and comparable to the leading trio of Ranger/Colorado/Hilux.

So how does Nissan manage the same performance with a 2.3-litre? Boost! We measured a mighty 22psi of turbo boost being forced into the engine, and it’s all the better for it. The result is that torque is always underfoot, and the engine just feels larger, somewhere around 2.6-litres, while turning in similar acceleration numbers not far off the super quick Colorado.

And as we find some hills, the good news flows on.

The seven-speed auto is ideally matched: it holds the revs just a little longer than the norm, and when it’s

So how does Nissan manage the same performance as the big utes from just a 2.3-litre? Boost, and lots of it! lugging two-tonne, this becomes a real advantage, resisting the all-too-common tendency of some utes to upshift early and drop out of the torque band. The Navara keeps it right in the muscle, helping build driver confidence so they don’t have to work as hard at keeping momentum flowing, allowing the throttle to be modulated around one-quarter, or a half, instead of buried into the carpet. As the road levels off, the gearbox does exactly what it needs to do exactly when it needs to do it, upshifting in unison with the thought of ‘upshift right now’.

Of course with 450Nm, torque isn’t a problem, but thanks to the transmission gearing and tuning, it feels like more, particularly when pulling from the many Top: Through the bends towards Raglan, the long trailer liked to cut the lines, but the Navara’s big mirrors helped placement.

Left: At Raglan wharf, the trailer parking was very handy for the Nissan and Nissan combination.

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hairpin corners. Around 80-90km/h, and sitting in fourth gear at 2500-3000rpm, it’s right in the punch zone, and the Nissan just eats up the road.

Of course there’s no such thing as a free lunch, and the price is paid at the pump, with the Navara consuming around 17.5l/100km during our 200km test loop.

Not the worst reading we’ve had, but around two-litres per 100 more than the leading trio.

So if regular long towing trips are part of the plan, consider the fuel budget.

Above: Fuel use naturally rose while towing, and just over 17l/100 was our 200km round trip average, though this is through very testing terrain, up long hills and slow hairpins.

And those suspension upgrades? It definitely tows better, with less sag in the bum and no bottoming out, though the trade-off in firmer ride-quality when unladen can take some getting used-to.

It’s hard without being harsh.

Of course the extra Navara niceties are bonuses, like the electric sliding rear window that offers a little cabin airflow, stows long objects like fishing rods and provides a petting portal for Rover when he’s in the rear.

The big mirrors and bird’s eye Around View Monitor also work well: not just for reversing when guiding up the ball to the hitch, but for tight manoeuvres, particularly when trying to maximise turning space with long loads like this.

Just one unrelated complaint about the Navara: its horn pad, which runs down to the bottom rim, and is easily, accidently hit when doing fast U-turns or three-pointers.

Not good for introverts.

It may not have the capacity of the Ranger, or the pulling torque of the V6 Amarok, but the Navara isn’t far off, and impressed way more than it depressed.

It proved at least as competent, and even better in some ways, with no real ills to mention. Throw in the appeal of its frugality, at least when unladen, and the Navara is one more memorable addition to the 35-year-old turbocharged Nissan family.

Thanks to: Kennards Hire Hamilton, www.kennardshire.co.nz

Above: The tilting transport trailer from Kennards Hire made loading and unloading of this piece of Nissan history rather easy. As did the ability to simply drive it on and off via the fold-down ramps.

TOW TALLY 2018 Nissan Navara ST-X Engine

2.3-litre twin-turbo diesel four

Power/torque

140kW/450Nm

Gearbox

Seven-speed auto

Tow limits

750kg/3500kg (unbraked/braked)

0-60km/h

4.2 secs (unladen), 8.0 secs (towing)

Economy

7.2l/100km (unladen), 17.5l/100km (towing)

Price

$61,990

Tow Rating (/4) Verdict

Improved abilities and highly capable

Words: Mike Stock

CROSS TRAINERS

Toyota’s RAV4 reclaims the top SUV spot, which is great for the company, given this new model is due in 2019.

SUVs are racking up the market-leading sales, but it’s the Crossovers that are really boosting the rocket.

C

ROSSOVERS DOMINATED THE BUOYANT SUV segment of the NZ new vehicle market in the first half of the year, filling nine of the places on the top 10 ladder. And at the top of the tree is the current version of one of the world’s firstever crossovers, Toyota selling 2064 RAV4s to the end of June, lifting the model from third at the end of April.

It displaced Mazda’s sweet-handling CX-5 which fell to second place with a six-month sales figure of 1900, though it’s sure to fight back with the new model (P18). Third went to the Kia Sportage with 1628 sales which dropped from second place in April.

The top three were all mid-sized wagons, but fourth spot was held

1

Top 10 SUVs to end of June

Toyota RAV4 2064 ( 2)

2

Mazda CX-5 1900 ( 1)

3

Kia Sportage 1628 ( 1)

4

Toyota Highlander 1383 (–)

5

Mitsubishi Outlander 1177 (–)

6

Holden Captiva 1149 ( 1)

7

Nissan Qashqai 1016 ( 1)

8

Hyundai Kona 966 ( 1)

9

Toyota Land Cruiser 901 ( 1) Hyundai Tucson 899 (–) 44 | LCV

10

by a bigger Crossover, the American designed and developed Toyota Highlander which has struck a decisive chord with Kiwi buyers.

While Mitsubishi’s similarly-sized Outlander retained fifth place, Holden’s popular and resilient Captiva range may be on run-out as it gives way to the North American-sourced Equinox, but it moved up a spot from seventh to sixth over the past two months.

Nissan’s facelifted British-built Qashqai entered the top 10 in April, and was the top-selling small SUV with 1016 sales to the end of June, but dropped to seventh place.

That placing is under threat, though, from Hyundai’s stylish Kona, which moved up a spot. Like Mazda’s CX-5, the Kona has a definite car look, and is arguably the best-looking – if not most stand-out – crossover SUV on the market.

Toyota’s big and traditional frame-on-body Land Cruiser was in ninth place and the top-selling large SUV. It was also the only noncrossover in the top 10, and the majority of sales were of the very popular Prado model.

Hyundai’s mid-sized Tucson is a new entry into the top ten, joining Toyota as the only multi-model manufacturer in the group, and displacing Mitsubishi’s resilient ASX, and Honda’s CR-V. Mitsubishi has kept refreshing it, and recent TV advertising has pushed revised and very attractive pricing, and has given the wagon a chic and sophisticated downtown look. The bright-blue-ASX-inthe-shop-window advert seems to be doing the trick, and the little SUV’s six month total stood at 892.

Hyundai Kona moves up a spot, its quirky styling everything the Juke wants to be.

UTE-ING STARS

SsangYong’s Actyon Sports ute has had a long and popular life, and it’s highly likely it’ll be its last appearance in the top ten, on run-out and replaced by the Musso.

The French saying, ‘the more things change, the more they’re the same’, perfectly describes the New Zealand ute market.

T

WO MONTHS HAVE PASSED SINCE WE LAST analysed pick-up truck sales, but there’s been no change in the top 10.

The top five utes are also New Zealand’s top-five ‘vehicles’ overall, underlining buyers’ continuing infatuation with pick-up trucks, and departing interest in conventional ‘cars’.

There’s no surprise about the model topping the chart: Ford’s Ranger has been there since 2014 when it ended the Toyota Hilux’s 32-year reign as top dog. And the Ford’s popularity shows no sign of diminishing:

1

Top 10 Utes to end of June

Ford Ranger 5164 (–)

2

Toyota Hilux

3

3921 (–) Holden Colorado 2435 (–)

4

Mitsubishi Triton

5

2264 (–) Nissan Navara 2068 (–)

6

Isuzu D-Max

7

1295 (–) Mazda BT-50 1032 (–)

8

in June, sales of 1047 established a couple of records: it was just the third month more than 1000 Rangers were sold in a month (first in June 2017) and the first time it happened back-to-back, with May (1017).

And it doesn’t look like being toppled. Arch-rival Hilux is a distant second with 3921 registrations, more than 1240 behind the Ranger.

Hilux monthly sales range around 600, influenced heavily by the company’s fixed no-haggle pricing.

At the end of April, Hilux had been only 401 sales behind, but in May and June, Ford’s record months resulted in Toyota responding by suggesting ‘it’s no longer chasing volume by offering big discounts’.

Holden’s accomplished Colorado was third at the end of June, having lost a little ground to the Hilux. It was under a minor threat – as it has been sporadically – from the Mitsubishi Triton, then Nissan’s Navara was fifth; the only ute where 2WD variants outsold 4WDs. Sixth-placed Isuzu D-Max found 1295 buyers, followed by Mazda BT50, spurred by its macho portrayal in its Big-Trev Fieldays advertising campaign.

Volkswagen’s Amarok took eighth, while at the other end of the price spectrum was LDV’s T60 in ninth.

SsangYong’s Actyon was tenth with 292 regos, and is reportedly out of Actyons after a successful run-out campaign before the arrival of the replacement Musso ute.

But the Musso is now unlikely to be seen here in numbers until 2019 because the factory is busy filling a backlog of orders for LHD models – reputed to be more than 10,000 – for the Korean market; so tenth position could be up for grabs.

LDV’s T60 is proving remarkably popular, offering a step-up from the bare-bones entry level utes, but a step-down the price ladder from the conventional ones.

Volkswagen Amarok

9

520 (–) LDV T60 487 (–)

10

SsangYong Actyon 292 (–) LCV | 45

THE HI GROUND

Words: Mike Stock

Now 51 years old, there’s no sign of Hiace replacement on the horizon… as if it seems to matter.

V

AN DRIVERS WILL BREATHE a sigh of relief when Toyota finally develops a Hiace van with 21st century levels of comfort and driving ease. Hiaces have been around virtually unchanged since its launch in 1967, when, like many Kiwis, I used them to move my chattels from flat-to-flat.

There’s nothing wrong with the van’s performance or carrying capacity, but its ride is lumpy and bouncy and speed humps are a pain. Its cab-over-engine layout means a climb into the cabin and a drop to get out – both a pain for delivery drivers; and relatively high noise levels.

Despite rumours that Toyota would replace the current design with a van

developed jointly with France’s PSA Group, there’s no sign of any new design emerging soon; and Toyota NZ, in its time-honoured tradition, refuses to discuss future product.

Speculative international stories suggest no major changes for 2019, so Hiace drivers will still have to settle for a 1970s-based workplace.

Not that they – or their fleet owners – seem overly worried judging by sales of the current model; the Toyota name and the Hiace’s reputation for ability (never in doubt), reliability and resale sees sales still rock solid and showing no hint of diminishing.

In the first six months of 2018, Toyota sold 927 Hiace vans, 400 more (and almost double!) than second-placed Ford Transit,

even with Transit’s sales improving with the recent introduction of automatic gearbox options.

Above: Born in 1967, Toyota’s Hiace shares a birth year with Vin Diesel, Will Ferrell, Julia Roberts and Matt LeBlanc, for those who were asking. Or weren’t.

Ph: 09 813 3002 Fax: 09 813 3004 Email: sales@stylecanopies.co.nz Website: www.stylecanopies.co.nz

BONNET SCOOP

LCV28524

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FENDER FLARE Smooth or Textured Matt black

LIGHTBARS

BONNET GUARD

SNORKEL

SIDE STEPS

Hyundai’s iLoad was in third place on 373 sales, displacing the LDV duo – which led the iLoad after April – the mid-sized G10 and the V80 which is sold in three different cargo capacity van versions and a cab/ chassis.

The G10 was in fourth place with 223 sales, a total hampered slightly by a shortage of automatic gearbox diesel versions.

Talking LDV, the first all-electric LDV EV80 vans arrived in New Zealand at the end of July, the shipment of 10 all pre-sold with a second batch in August also pre-sold.

Right: LDV’s EV80 has arrived, sparking a new era of electric van. All 10 units that arrived in July were pre-sold, as were the following batch in August.

1

6 Brand

Sales

Brand

Sales

Toyota Hiace

927 (–)

VW Transporter T6

208 (–)

2

7 Brand

Sales

Brand

Sales

Ford Transit

527 (–)

Volkswagen Crafter

146 (–)

Brand

Sales

Brand

Sales

Hyundai iLoad

373 ( 2)

Mercedes-Benz Sprinter

95 (–)

3

8

4

9 Brand

Sales

Brand

Sales

LDV G10

223 (–)

Volkswagen Caddy

78 (–)

5

10 Brand

Sales

Brand

Sales

LDV V80

216 ( 2)

Iveco Daily

55 (–)

Recreational and commercial roof rack systems to fit all vehicles and a huge range of accessories including: Kayak Carriers Boat Loaders Fishing Rod Holders

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LCV | 47

Story: Mike Stock

CANTER STILL IN CONTROL Fuso still the one to beat in the light-truck market, thanks to its factory built tipper body.

F

USO HAD A FIRM HOLD ON THE NEW ZEALAND light-duty truck market at the end of June.

The Japanese brand had sold 188 of its small Canter models, a little more than half of them being factory-built tip trucks, and was just over 50 sales more (or 40 percent) than its nearest rival.

The advantage of factory-developed tippers is that customers can buy one as a turn-key, ready-to-start-work vehicle which can be put into operation within hours of purchase.

Getting a locally-built tip tray fitted to a rolling chassis can take several weeks, providing buyers can find a body builder with spare production capacity. Virtually all light-duty truck models on the NZ market offer a factory tipper option.

The first half 2018 result reversed the positons in the same period of last year, when the Canter was in second place behind fellow Japanese brand Isuzu’s N-series.

Registrations to the end of June 2017 had the Isuzu well ahead with 256 registrations to the Canter’s 108.

By year’s end, though, the Canter was New Zealand’s best-selling light-duty truck, holding off a strong late year challenge from the Isuzu.

In 2017, Fuso sold 565 Canters to Isuzu’s 516 N-series.

At the end of June this year, Isuzu had sold 136 N-series, a total that

48 | LCV

Kathy Schluter, Fuso NZ’s new general manager of sales.

1 Brand

Sales

Fuso Canter

191 (–)

2

Canter’s 616 and 816 tippers on display at Fieldays 2018. Its competition to win a Mercedes-Benz X-Class no doubt enticing sales until the end of November..

was more than double the number of 300 series trucks third-placed Hino sold. Hino 300 sales sat at 59 for the six months.

Foton held fourth with 20 sales of Aumark, just five ahead of the fifth-placed Hyundai Mighty. Despite now offering a thoroughly modern-looking, well-specced and easy-to-drive truck, Hyundai NZ has yet to crack the NZ market in big numbers.

Maybe the legacy of the awkwardly-styled and lack-lustre HD series still hangs over the Korean brand in the eyes of NZ truck buyers?

Brand

Sales

Isuzu N-series

136 (–)

3 Brand

Sales

Hino 300

59 (–)

4 Brand

Sales

Foton Aumark

20 (–)

Brand

Sales

Hyundai Mighty

15 (–)

5

FUSO PARTS

TAILOR MADE UTE CANOPIES

WARRANTY EXTENDS

F

USO NZ HAS INTRODUCED A 24-MONTH, UNLIMITED kilometre warranty on its Genuine Parts range fitted by an authorised dealer.

Fuso NZ’s national parts manager, Allan McFarland, says the warranty adds “significant value for buyers of Fuso’s Genuine Parts.

As far as I’m aware, we’re the only company in New Zealand offering a parts warranty this comprehensive for medium and heavy-duty commercial vehicles.”

Fuso NZ guarantees retail buyers that genuine Fuso parts sold or installed by an authorised Fuso dealer will be free – under normal maintenance – from defects in material and workmanship.

It follows a 45 percent improvement in filling orders from its Auckland warehouse since the first quarter of last year, which now carries over 10,000 line items and has helped improve off-the-shelf parts order fill rate to 96 percent.

Fuso NZ also has a new General Manager of Sales, with Kathy Schluter taking up the position.

YOUR AMBITION DRIVES US

ACTIONMANUFACTURING.CO.NZ 37 Kaimiro street, Hamilton sales@actionmanufacturing.co.nz 07 850 2410

LCV | 49

ding family: first a resented our expan SUV segments rep , then moving up our Kia Soul diesel compact SUV with two. Now with a reg for girl number to a larger VW Toua -seaters. at ’re looking seven boy on the way, we

Two’s a party, but three is just too crowded for conventional SUVs and hamsters, says Arna Evans.

I WASN’T ALWAYS LIKE THIS. IN MY 20S I used to drive a performance all-wheel drive Mitsubishi, but as life evolves, so does your vehicle, partly through necessity rather than choice. I know what I like, but importantly I know what I don’t like; and I don’t like people movers, so when choosing a car for me and the family, it isn’t always about biggest being best.

We have two decreasingly young girls, six and three, so we’ve had to adapt our family vehicles accordingly over the years.

Living in the southern suburbs of Sydney for girl number one, a change in jobs during pregnancy meant my company Commodore needed to be replaced: and like many families with a mortgage, we had a typically realistic checklist: car loan budget was $30k, it had to be economical, compact but not too small. It had to have a reverse camera, cruise control and, for our personalities, a little unique as well. And the fact that both hubby and I are each above 188cm, a higher-riding car would be a bonus.

We settled on a top-spec Kia Soul 1.6 turbo diesel. We painted the 18-inch alloys and badges black, tinted the windows and added a surprisingly effective $9 Bluetooth adaptor, bringing the tech up to ‘2015-ish’ spec - though we drew the line at hamster stickers. The hugely popular USA campaign had hip-hop hamsters promoting the Soul, with a 60-second ad at the Superbowl.

But the ad only aired for one week in NZ

50 | LCV

in late 2015. It even had 20 million views on YouTube, before Kia had to remove following the expiration of the LMFAO music licence, but the mildly amusing campaigns are all still viewable online. Go on!

We liked the Soul so much, we emigrated it with us to NZ a few years ago, along with six-week-old daughter number two. While the rear seat space was fine for a booster seat and capsule, the compact boot was maxed out with a pram and bag of nappies filling the boot like a Japanese train in peak hour. While we still love our Soul, it needed a bigger brother.

So we found a top-spec 2005 VW Touareg V6 petrol, that was once $60,000, but thanks to seven years of depreciation, had incredibly dropped to $16k. Cue black wheels, badges, tint and a reverse camera.

The extra size of the big five-seater was certainly appreciated, especially around Christmas break when we filled the boot for a family of four’s beach & bach holiday.

Its weakest link was its economy: and though we knew what we were in for, there’s nothing like that weekly sting, particularly with the big fuel price increases over recent years: just two years ago, we remember a special deal of 49.9c per litre of 91 octane. Now at $2.30, the appeal of the Touareg dulled, particularly with two factors: the urban economy of 14l/100km, and the tank size of 120 litres, meaning a dry-to-full refuel cost as much as $250!

But what really popped the VW’s party

balloon was our plans for the third and final bid for a boy.

The good news is that we struck lucky with the gender, which we previewed, but quickly realised that three child seats and even a big five-seat SUV do not gel well, particularly with our pair of neat but wide Recaro booster seats. Even squeezing a normal passenger in between those two Recaros is almost impossible, so trying to fit a baby capsule and two booster seats is like squeezing three Sumos into a Smart Fortwo.

So, alas, we had to sell the Touareg, and as the birth day approaches (due around the time you’re reading this), we’re now looking at seven-seat SUVs: not new, as we still have that mortgage to feed, but around $40k, and shorter than 4.7 metres to fit our garage. We want sub 9.0l/100 urban economy and I’d like to personalise it a little, as we did the others. We’ve arrived at a podium shortlist, in order of age: a 2017 Skoda Kodiaq 1.4 petrol (rare, as they’re still so new), a 2015 Hyundai Sante Fe 2.2 diesel (a bit common, but common), or a 2010-ish Audi Q7 3.0 diesel (older and higher km, but better brand cache).

Which one would you choose and why?

Drop us a line to lcv@trucker.co.nz, and if you own any one, tell us what’s good or bad about it. We’ll update the results next issue, with both the organic and automotive additional family members.

Arna Evans

kW

Nm

Stelvio

Model

alfaromeo.co.nz

Website

$82,990-$99,990

Price Range

A

Trans

D/P

Fuel

4/2000-2200

Cyl/CC

148/206

470/400

4.8-7.0

L/100km

Q2 Q3 Q5 Q7

audi.co.nz

$54,900-$63,400 $62,400-$73,900 $92,900-$109,900 $113,900-$141,100

A A A A

P P P P

4/1395-4/1984 4/1395-4/1984 4/1750-V6/1500 V6/2967

110-140 110-132 140-210 160-200

250-320 250-320 400-620 500-600

5.5-6.4 5.9-6.7 5.1-7.1 5.8-5.9

Bentayga

bentleymotors.com

$398,000+

A

P/D

W12/6000

320-447

900

8-13.1

X1 X2 X3 X4

bmw.co.nz

$59,900+ $60,900-$70,900 $59,900-$69,200 $96,700-$130,400

A A A A

4/1995-4/1998

220-450 220-280 220-280 500

4.1-6.6

4/1968-4/2967 4/1995-V6/2993

110-170 100-141 100-141 140-230

X5/M

$111,950-$206,700

A

V8/4395

170-330

500-740

3.4-9.6

X6/M

$144,500-$236,100

A

P P P P P/D/ Hybrid P

V6/2979-V8/4395

190-330

400-740

6-9.7

Issue

5.6-5.9 5.2-6

C4 Aircross

citroen.co.nz

$31,990-$35,990

A

P

4/1998-4/1998

110

197

8.1

Journey

dodge.co.nz

$44,990-$59,990

A

P

V6/3604

206

342

10.4

EcoSport Escape Everest Endura ST

ford.co.nz

$29,990-$32,990 $37,990-$54,990 $75,990 $73,990

A A A A

P P/D D D

4/1498-4/1498 4/1498-4/1999 5/3198 4/2000

82 132-178 143 154

140 240-400 470 450

6.5 5.4-8.6 8.5 5.9

H2 H6 H9

haval.co.nz

$25,990-$27,990 $30,990-$34,990 $43,990+

A A/M A/M

P P P

4/1500 4/1998 4/1998

110 145 180

210 315 350

8.2 9.8 10.9

Sept/Oct 18

Captiva Equinox Trailblazer Trax

holden.co.nz

$40,990-$56,990 $43,990-$59,990 $62,990 $32,990-$36,990

A A A A

P/D P P/D P

4/2231-V6/2997 4/1998 4/2776 4/1364-4/1364

123-190 100-188 147 103

230-400 320-353 500 200

8.5-10.7 5.7-8.4 8.6 6.7

Aug/Sept 17 May/June 18 Dec/Jan 18 Oct/Nov 17

CR-V HR-V

honda.co.nz

$37,900-$47,900 $29,990-$42,600

A A

P/D P

4/1496 4/1800-4/1800

140 96-105

8240 155-172

7.3-7.4 5.3-6.9

Kona Santa Fe Tucson

hyundai.co.nz

$31,990-$41,990 $60,990-$73,990 $39,990-$63,990

A A A/M

P/D P/D P/D

4/1591-4/1999 4/2199-V6/3342 4/1591-4/1999

110-130 138-199 121-136

180-265 241-440 203-400

6.7-7.2 7.7-9.4 6.4-7.9

MU-X

isuzu.co.nz

$65,990

A

D

4/2999

130

380

8.3

E-Pace F-Pace

jaguar.co.nz

$50,744+ $95,000-$130,000

A/M A

P/D P/D

4/1998-4/1999 4/1999-V6/2995

150-300 132-280

380-500 365-700

4.7-8.0 5.3-8.9

Niro Niro PHEV Sorento Soul Sportage

kia.co.nz

$34,990-$55,990 $49,990 $55,990-$73,990 $32,490+ $35,990-$54,990

A A A A

P/D P/Hybrid P P/D P

4/2231-V6/2997 4/1600 4/1998 4/2776 4/1364-4/1364

123-190 104 100-188 147 103

230-400 147 320-353 500 200

8.5-10.7 1.3 5.7-8.4 8.6 6.7

Urus

lamborghini.co.nz

$350,000+

A

P

V8/3996

478

850

9.7

Discovery

landrover.co.nz

$115,900-$139,900

A

P/D

V6/1999-V6/2995

132-250

430-600

7.5-10.9

LX NX RX

lexus.co.nz

$160,100-$179,990 $82,400-$96,000 $95,990-$126,400

A A A

D P/Hybrid P/Hybrid

V8/4461 4/1998-4/2494 V6/3456

200-270 114-175 193-221

530-650 210-350 335-370

8.5-20.2 5.6-9.5 5.9-6.9

XUV500

mahindra.co.nz

$29,990-$36,990

A

D

4/2179

103-129

330

7.4-8.1

Levante

maserati.com/maserati/nz/en

$136,990+

A

P/D

V6/2979

202-316

500-600

CX-3 CX-5 CX-8 CX-9

mazda.co.nz

$31,395-$40,195 $39,995-$57,495 $53,495-$62,495 $54,995-$64,995

A A A A

P P/D D P

4/1998-4/1998 4/1998-4/2488 4/2200 4/2488

109 114-140 140 170

192 200-420 450 420

6.1-6.7 6.0-7.5 5.7-6.0 8.4-8.8

G-Class GLA G-Class Professional

mercedes-benz.co.nz

$186,500-$253,900 $60,900-$67,900 $129,900+

A A A

D P/D D

V6/2987-V8/5461 4/1595-4/2143 V6/2987

180-420 90-130 135

600-760 250-350 400

9.9-13.8 4.5-5.7

Countryman

mini.co.nz

$45,750-$71,990

A

P/Hybrid

3/1499-4/2000

100-170

220-385

2.3-7.4

ASX Eclipse Cross Outlander Pajero Sport

mmnz.co.nz

$36,690-$45,990 $41,690-$45,590 $39,990-$56,995 $61,990-$66,990

A A A A

P/D P P/D D

4/1998-4/2268 4/1499-4/1499 4/1998-4/2360 4/2442

112 112 112-126 135

200-366 254 193-366 437

6.0-7.6 7.3 6.2-7.2 8

June/July 17

May/June 18

Feb/Mar 17

Sept/Oct 18 Sept/Oct 18

LCV | 51

Model

Website

Juke Pathfinder Patrol Qashqai X-Trail

nissan.co.nz

2008 3008 5008

Price Range

Trans

Fuel

Cyl/CC

kW

Nm

L/100km

Issue

$39,990 $55,490-$69,990 $107,500-$127,500 $35,590-$43,995 $39,990-$53,490

A A A/M A A

P P P P/D P

4/1618 V6/3498 V8/5552 4/1598-4/1997 4/2488

140 202 298 96-106 126

240 340 560 200-320 226

7.4 9.9-10.1 14.5 4.9-6.9 8.1-8.3

peugeot-newzealand.co.nz

$32,990-$34,990 $39,990-$54,990 $47,990-$57,990

A A A

P P/D P/D

3/1200-3/1200 4/1598-4/1997 4/1598-4/1997

81 88-133 121-133

205 240-400 240-400

4.8 4.4-7.0 4.8-7.0

Cayenne Cayenne S Macan

porsche.com/australia/_newzealand_/

$147,800+ $187,800+ $113,600-$184,300

A A A

P/Hybrid P/Hybrid P

V6/2996 V6/2894 4/1984-V6/2997

250 324 185-250

450 550

9.2 9.4 7.4-9.7

Evoque Sport Velar

landrover.co.nz

$81,000-$118,000 $128,000-$233,000 $134,900-$157,850

A/M A

P/D P/D P/D

4/1998-4/1999 4/1999-V8/4999 4/1999-V6/2993

110-213 177-405 180-300

380-430 450-700 430-700

4.2-7.6 6.2-12.8 5.4-6.4

Captur Koleos

renault.co.nz

$35,990 $44,990-$59,990

A A

P P/D

4/1197 4/1995-4/2488

88 126-130

190 226-380

5.4 6.1-8.3

Arona Ateca

seat.co.nz

$29,900+ $38,900-$52,900

A A

P P/D

3/999 4/1395-4/1968

85 110-140

200 250-400

5.3-7.0

Karoq Kodiaq

skoda.co.nz

$38,990-$48-490 $42,990-$58,290

A A

P/D P/D

1498-1968 4/1395-4/1984

110 110-140

250-340 251-400

N/A 5.7-7.4

July/Aug 18 Dec/Jan 18

Korando Rexton G4 Tivoli

ssangyong.co.nz

$32,990-$43,990 $59,990-$67,990 $25,990-$34,990

A A A/M

P/D D P

4/1998 4/2157 4/1597

109-129 133 94

197-360 420 160

7.5-8.0 8.3 6.6-7.2

May/June 18

Forester Outback XV

subaru.co.nz

$39,990-$54,990 $44,990-$59,990 $34,990-$39,990

A A A

P P P

H4/1998-H4/2498 H4/2498-H6/3630 4/1995

126-177 129-191 115

235-350 235-350 196

8.1-8.5 7.3-9.9 7

Nov/Dec 18

Grand Vitara Ignis Jimny S-Cross

suzuki.co.nz

$31,990-$38,990 $18,990-$22, 500 $19,990-$24,500 $29,990-$33, 990

A/M A/M A/M A

P P P P

4/2393 4/1242 4/1328 4/1373-4/1586

122 66 110 88-103

225 120 110 156-220

8.8-9.9 4.7-4.9 7.1-7.4 5.9-6.3

Model X

tesla.com/en_NZ/

$151,000-$210,700

A

Electric

N/A

193-375

249-649

0

C-HR Fortuner Highlander L Cruiser Prado L Cruiser 200 RAV4

toyota.co.nz

$37,990-$39,990 $65,990-$70,790 $64,890-$81,490 $70,890-$91,790 $120,190-$134,190 $37,990-$61,690

A A A A A A

P D P D D P/D

I4/1200 4/2755 V6/3456 4/2800 V8/4500 4/1987-4/2494

85 130 218 130 200-270 107-132

185 420 350-440 450 650 187-340

6.4-6.5 8.6 9.5 8 9.5 6.6-8.5

Tiguan Touareg

volkswagen.co.nz

$41,990-$66,990 $89,990-$135,990

A A

P/D D

4/1395-4/1984 V6/2967-V8/4134

110-162 150-250

250-350 450-800

5.7-7.8 7.4-9.1

XC40 XC60

volvo.co.nz

$75,900-$86,900

A

P/D

4/1969-5/2400

A

P/D/Hybrid

4/1969

162-225 P235/E65235

350-440 P400/ E240-480

5.7-7.7

$99,900-$138,900

XC90

July/Aug 18

July/Aug 18

Oct/Nov 17

2.1-8.6

NISSAN JUKE PASSES 1M

52 | LCV

LCV28494

Juke to some, a joke to others, at least in some styling eyes, Nissan’s Juke has passed one million built (that’s one every 105 seconds), over eight years. The chameleon of the compact crossover world, there are more than 23,000 personalisation combinations of the Juke, including the Juke Nismo, but the milestone marker was in Vivid Blue, a recent addition. Black is the most popular colour. Like Jason Vorhees, because it helps hide its face. Probably.

TWO MONTHS TOO LONG?

LCV magazine is bi-monthly, but news never stops, especially in the ute and SUV sector.

So for the latest, up-to-date news and events in the motoring world of utes, SUVs, vans and light trucks, plus videos, funny photos and special subscription offers, LIKE us at www.facebook.com/lcvmag.

Prefer the digital magazine, find LCV at www.issuu.com/lcvnz

WEBSITE

LCV28494

NEWSLETTER

Subscribe to LCV’s email newsletter at www.lcv.co.nz

Model

Website

Price Range

Trans

Fuel

Cyl/CC

kW

Nm

L/100km

Issue

Ranger

ford.co.nz

$42,640-$69,640

Auto/Manual

Diesel

5/3198

147

470

8.1-8.9

May/June 18

Tunland

foton.co.nz

$29,990-$ 36,990

Manual

Diesel

4/2776

130

365

8.7

Apr/May 17

Steed

greatwall.co.nz

$26,990-$31,990

Manual

Petrol/Diesel

4/1998 - 4/2378

100 - 110

205 - 310

8.1

Colorado

holden.co.nz

$39,990-$66,990

Auto/Manual

Diesel

4/2766

147

440 - 500

7.9-8.6

May/June 18

D-MAX

isuzu.co.nz

$39,890-$61,990

Auto/Manual

Diesel

4/2999

130

430

7.7-7.8

Aug/Sept 17

T60

ldv.co.nz

$33,338-$40,238

Auto/Manual

Diesel

4/2766

110

360

8.6-9.6

Feb/Mar 18

SportsCat

hsv.com.au

$73,990-$82,990

A/M

Diesel

4/2800

147

440-500

8.7

Genio

mahindra.co.nz

$22, 989-$30,990

Manual

Diesel

4/2179

89

280

8.6-9.6

BT-50

mazda.co.nz

$35,295-$59,795

Auto/Manual

Diesel

5/3198

147

470

8.9-10.0

Sept/Oct 18

X-Class

mercedes-benz.co.nz

$56,500-$69,000

Auto/Manual

Diesel

4/2998

120-140

450

6.6-7.0

July/Aug 18

Triton

mitubishi.co.nz

$36,790-$62,990

Auto/Manual

Diesel

4/2422

135

437

7.2-7.6

Navara

nissan.co.nz

$37,990-$63,990

Auto/Manual

Diesel

4/2298

120-140

450

6.1-7.0

Laramie

ramtrucks.co.nz

$149,990-$169,990

Auto

Diesel

I-6/6690

276

1084

Actyon

ssangyong.co.nz

$33,338-$36,788

Auto/Manual

Diesel

4/1198

114-131

360-400

7.4-7.9

Hilux

toyota.co.nz

$36,390-$54,990

Auto/Manual

Diesel

4/2775

123-130

34 -450

7.3-9.0

May/June 18

Amarok

vokswagen.co.nz

$52,990-$82,990

Auto/Manual

Diesel

4/1968

132-165

420-550

8.0-9.0

Dec/Jan 18

July/Aug 18

MUSSO PRICED SsangYong has announced pricing for its new Musso ute – with a catch. With high demand in Korea’s domestic market, NZ will get the top-spec model initially, priced at $49,990 for its September arrival, at least filling the Fieldays pre-orders.

SsangYong knows that the full range, with the 134kW/420Nm 2.2 turbo diesel, needs to start somewhere in the $30s region, and those models are expected to arrive near the end of 2018.

54 | LCV

Model

Website

Price Range

Trans

Fuel

Cyl/CC

kW

Nm

L/100km

Issue

7.1

May/June 18

Ducato

fiat.co.nz

$54,990-$67,990

Auto/Manual

Diesel

I4/2999

130

400

Transit Cargo Transit Custom

ford.co.nz

$61,640-$72,340 $51,990-$60,990

Auto/Manual Auto/Manual

Diesel Diesel

i4/1995-4/2198 i4/1995

114-125 125

385-405 405

iLoad/iMax

hyundai.co.nz

$42,990-$59,990

Auto/Manual

Diesel

i/2497

100-125

343-441

Daily

iveco.co.nz

$65,366-$112,918

Manual

Diesel

4/2300-4/3000

93-125

320-430

G10 V80

ldv.co.nz ldv.co.nz

$25,990-$53,900 $32,190-$53,900

Auto/Manual Auto/Manual

Diesel Petrol/Diesel

i4/1890-i4/2499

100-165

200-330

Sprinter Vito

mercedez-benz.co.nz

$33,338-$40,238 $51,120-$73,850

Auto/Manual Auto/Manual

Diesel Diesel

4/2766 i/1598-i4=2987

110 100-140

360 270-440

Partner

peugeot-newzealand.co.nz

$26,990

Manual

Diesel

i4/1560

66

215

8.6 - 9.6

Hiace

toyota.co.nz

$45,780-$65,880

Auto/Manual

Petrol/Diesel

i4/2694-i4/2987

100-118

3243-300

8.6 - 9.6

Kangoo Master Trafic

renault.co.nz

$31,990-$35,990 $59,990-$74,990 $52,990

Auto/Manual Auto/Manual Auto

Diesel Diesel Diesel

i4/1197-i4/1461 i4/2299 i4/1598

81-84 120-140 103-129

190-240 360-400 340

Caddy Crafter Multivan Transporter California

volkswagen.co.nz

$29,990-$61,490 $57,490 = $92,190 $73,490-$94,990 $39,990-69,490 $137,000

Auto/Manual Auto/Manual Auto/Manual Auto/Manual Auto

Petrol Diesel Diesel Diesel Petrol

i4/1197-i4/1395 i4/1968 i4/1968 i4/1968 4/1968

62-92 90-130 132 75-150 150

160-220 340-410 400 250-450 450

Model

Website

kW

Nm

Manual

Diesel

12/2780-17/3760

110-115

360-500

fuso.co.nz

Auto/Manual Manual

Diesel Diesel

4/2998 6/7545

110-129 184-207

370-430 761-802

300

hino.co.nz

Manual

Diesel

110-121

420-550

Trucks MK Trucks PK

udtrucks.co.nz

Auto/Manual Manual

Diesel Diesel

4/7013 4/7013

180-206 180-206

716-883 716-883

Mighty

hyundai.co.nz

Manual

Diesel

4/3933

102-125

289-608

N Series F Series

isuzu.co.nz

Aumark

foton.co.nz

Canter Fighter

Price Range $29,995 +

Trans

Fuel

Cyl/CC

110-139 151-257

Aug/Sept 17 June/July 17

Apr/May 17

June/July 17 Dec/Jan 18 Aug/Sept 17

L/100km

Issue

8-13.1

Dec/Jan 18

Feb/Mar 18

May/June 18

BUY ISUZU, WIN Z71 Buying an Isuzu light truck anytime soon? Want to win one of three Holden Colorado Z71 utes (non-V8!), each valued at $67,000? Buy a new Isuzu N Series, F Series or Giga truck before the end of August and you’ll go into the draw to win a Z71, with one Colorado Z71 4x4 awarded for each of the Isuzu models. The entry is based on the purchase of the Isuzu vehicle, with registration of the truck allowed until the end of the year.

LCV | 55

Brought to you by Beaut Utes, quality accessories for all popular utes.

Owner: Vaydem Raston Vehicle: 1998 Ford Falcon Opinion: I absolutely love the look of the XH, which is the last of the unibodied utes. If I did upgrade, it would only be because she’d be pulled off the road for a full rebuild.

Owner: Jess Varghese/Food Trailer Online Vehicle: 2018 Mercedes-Benz X-Class Opinion: I certainly like the muscular look, it’s smooth to drive and I use it to deliver our new built food trailers to customers. I haven’t done off-road driving, so certainly can’t comment on that, but the leg-space on the passenger side is a bit tight.

Owner: James De Castro Vehicle: 2017 Ford Ranger Wildtrak Opinion: Off road, on road, over that hill, down that lagoon.

How else are we supposed to explore NZ?! There’s the power, handling… if I had to pick a negative, only thing I’d add would be side mirror car sensors.

Owner: Dave Bergemann Vehicle: Isuzu D-Max Opinion: It’s the perfect archery vehicle for us. Great access into some of the hard-to-reach courses, plenty of room for gear in the back and comfortable for those traveling; great on fuel too!

Owner: Dean Purves/Mills Tui Vehicle: 2018 Holden Colorado LTZ Opinion: I am a Holden man, and Robertson Isuzu steered us into the Colorado. I knew they’d made a lot of changes. It has bags of torque, feels more than the Ranger, the dash layout is good with Apple CarPlay, as is the gearbox; it handles well, and it’s maybe a bit quieter than the Ranger. I don’t like the shape of the steering wheel, and the cupholders and lack of storage is a slight annoyance but overall pretty happy!

Owner: Rodney Hickey Vehicle: 2017 Nissan Navara Opinion: The Navara’s a great ute, drives awesome and lots of grunt to pull around my Nissan Pulsar GTI-R to track days. No complaints from me!

Owner: Chris Lowe Vehicle: 2017 Toyota Hilux SR5 Opinion: Gets used for everything: accommodation, recreation, office, transportation, storage, and a catalyst for adventure. Even has a compartment to keep the beer cold! Can’t ask for much more really.

Owner: Aj Jarden Vehicle: 2009 Toyota Hilux Opinion: A wicked ute. I love the fact it does where I point it, it’s never really short on power, and to be honest, no real dislikes!

56 56 || LCV LCV

WINNER

Show us your ute, plus a few likes & dislikes about it, and you could win a $100 voucher from Beaut Utes. Post to facebook.com/NZLCVmag.

Canopies

Your One Stop Van and Ute Fit Out Specialists • Quality service and workmanship • Impartial expertise / solutions focused • Customer-driven fit out solutions at an affordable price • Attentive and innovative with over 60 years in the industry

• Auckland and Wellington locations • We match any Motor Company warranty

Fitting out fleets for over 60 years.

Trade and Reseller enquiries welcome.

www.haleman.co.nz

AUCKLAND Brett Stiven

AUCKLAND Michelle Stretton

WELLINGTON Geri Kraal

General Manager - Automotive

Business Development Manager

Business Development Manager

P: +64 9 573 1820 M: 027 274 9998 E: Brett.Stiven@haleman.co.nz

P: +64 9 573 5999 P: +64 4 568 7035 M: 021 357 232 M: 021 994 794 E: Michelle.Stretton@haleman.co.nz E: Geraldine.Kraal@haleman.co.nz

LCV28601

• Available Nationwide through our Agent network

RIGHT AT HOME IN YOUR FLEET.

5

YEAR F 130,0A0CTORY 0

WARRA

KMS

WITH 2 NTY ROADS 4 R IDE AH SSIST

Shown with optional Alloy Tray

T60 Cab/Chassis Manual only

$26,990 Optional Alloy Tray $3,000 +GST

T60 Double Cab Features include • 2.8 Variable Geometry Turbo Diesel • 6 speed Auto or Manual • Seats 5 • 4WD • 10inch Touch Screen Entertainment System • Side Steps • Reverse Camera • Hill Descent Control • Roof Rails • Lane Departure Warning • Traction Control • Air Con • Tyre Pressure Monitoring System • 5 year/130,000km (whichever occurs first) Factory Warranty with Roadside Assist • NOW WITH 5 STAR ANCAP RATING. T60 Luxury Model shown, specs may vary from image shown. Shown with optional extras available at extra cost.

T60 4x4 Manual From

$28,990

NEW ZEALAND’S HARDEST WORKING VANS.

3

YEAR F 100,0A0CTORY 0

WARRA

KMS

WITH 2 NTY ROADS 4 R IDE AH SSIST *Warrant y applies to G1 0 & V80.

G10 CARGO • 2.4L Petrol Manual or 2.0L Petrol Turbo Auto • 1.9L Diesel Auto or 1.9L Diesel 6 Speed Manual • 5.2m3 load capacity • Dual Side Sliding Doors • Reverse Camera • Media Centre Touch Screen

2.4 Petrol Manual from

$25,990

V80 BIG • 2.5L Diesel 6 Spd A/MT or 2.5L Diesel 6 Spd Man • 6.4m3 load capacity • Dual Side Sliding Doors • Parking Sensors • Cruise Control • 3 Seater • Fog Lamps • MP3 with Audio Aux

V80 BIGGER • 2.5L Diesel 6 Spd A/MT or 2.5L Diesel 6 Spd Man • 10.4m3 load capacity • Dual Side Sliding Doors • Parking Sensors • Long Wheel Base Medium Roof • Cruise Control • 3 Seater • MP3 with Audio Aux

Diesel Manual From

$32,190

LDV Fleet Direct

Warren Willmot National Van Geek Mob: 021 949 218 email: warren@ldv.co.nz

Google “The Van Geek”

Diesel Manual From

$36,490

V80 BIGGEST • 2.5L Diesel 6 Spd A/MT or 2.5L Diesel 6 Spd Man • 11.6m3 load capacity • Dual Side Sliding Doors • Parking Sensors • Long Wheel Base High Roof • Cruise Control • 3 Seater • MP3 with Audio Aux

Diesel Manual From

$39,990

WORKING HARDER EVERY DAY

ldv.co.nz