NZ LCV Magazine July/August 2019

July/August 2019 $7.50

VANS: IVECO DAILY, RENAULT MASTER, TOYOTA HIACE

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SUV • UTE • VAN • LIGHT-TRUCKS

9 421900 196159

ISSN 2382-1221

UTE-LYMPICS 2

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July/Aug 2019

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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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MIGHTY MOUSE Suzuki launches the new Jimny, and it’s so good, you can’t buy it… yet.

12 SPORT-AGELESS It sells a ton, so we see what the fuss is about with Kia’s new Sportage.

14 RAV4 EVERYONE Toyota’s all-conquering RAV4 gets a notreally-needed update, with hybrid.

18 COWBOYS & INDIANS Test driving Mahindra’s new SUV/ute pair, the XUV500 seven-seater, and Pik Up.

22 UTE-LYMPICS 2 Our ten-test Ute Shootout is back: this time Triton vs D-Max vs BT-50 go for gold.

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

40 MASTER OF ALL TRADES Renault’s big van, the Master, joins us for a test drive in three different sizes.

42 DAILY GRIND Iveco’s Daily throws down its attributes in the big van battle.

44 ENTERING HI GROUND Toyota’s Hiace gets a major update, its first for almost 15 years.

46 AUMARK OF SUCCESS Putting Foton’s Aumark Chinese light truck to the test.

50 MUM’S THE WORD SUVing from a family and female perspective, sans pandering or condescension.

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

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

LCV | 1

SUV • UTE • VAN • LIGHT-TRUCKS

www.lcv.co.nz MANAGEMENT Publisher

Trevor Woolston 027 492 5600 trevor@trucker.co.nz

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Dion Rout 027 491 1110 dion@trucker.co.nz

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Dean Evans dean@trucker.co.nz

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Mike Stock, Cory Martin, Robin Yates, Arna Evans, Olivia Beauchamp

ART DEPARTMENT Design & Production

Luca Bempensante Zarko Mihic

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Copyright: Articles in LCV are copyright and may not be reproduced in any form – in whole or part – without the permission of the publisher. Opinions expressed in the magazine are not necessarily the opinions of, or endorsed by, the publisher.

NZ Light Commercial Vehicles Magazine Readership 2018

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DRIVE TO SURVIVE A TRIP TO THE DENTIST DOESN’T SIT high on the all-time list of life desires, but when necessity finally overrides reluctance, time in the dental chair is often a big learning experience and reminder of the basics of dental hygiene that remain long after the final mouthful of blue rinse disappears down that small round bowl. If a dentist advises that your brushing is not being effective over a certain tooth, and that preventative maintenance might avoid a root canal or extraction, there’s a reasonable chance that a patient will listen to that advice, and implement changes – ultimately for their own good. And maybe a year or two later, the results will show, and continue.

Likewise, we visit doctors with problems, and are given advice to solve, fix or remedy issues.

We listen to professionals, tradies, electricians and plumbers when they strongly advise to do something, whether it’s not touching a certain wire, replacing a component or improving diet and exercise. It’s all, more or less, for our own good, and we generally abide by, or at least improve, taking advice from professionals.

But there’s one area where professional advice is either put as a low priority or completely ignored, and ironically it’s the one thing almost all of us do, that could also save our own lives.

Driving is a skill, but one that many just learn enough to be legally allowed to drive. Driver training is all about attitude, and having done almost a decade of teaching drivers, from basic level one defensive skills, to advanced track and race driving tuition, there are a few factors that might shock many drivers.

In my experience, out of a typical class of 20 drivers on a level one defensive driving course – the next step up from passing a driving test that earns a licence – just one person could be classed as ‘good’: that’s five percent. Of the rest, 15 are open-minded and understand and recognise they’re there to improve their skills and be a better, safer driver. A couple are always forced to be there, by their employer or family member, displaying an arrogance and indifference to improve, and one deserves their licence cut up on the spot.

Holden’s Street Smart programme is a fantastic initiative that’s helping young drivers learn

the basics of car control. Because for all the technology that’s being put into new vehicles, the user’s inability to properly understand and utilise that tech is often the weakest link.

Look at ABS – Anti-lock Braking Systems – for a moment. Does your car have it? How do you know? Easy, just switch your ignition to the ‘on’ position, and look for an ABS light, that should then extinguish to show it’s operational. It’s one of the best safety additions of the last 30 years, but also fraught with lack of understanding of how to use it – even TV1 recently offered Easter driving tips and INCORRECTLY advised to “pump the brakes”. I almost threw the remote at the TV. Courses like the Holden one, held each school holidays, equip young (and old) drivers with the skills to keep pace with ever-changing safety technology.

Naysayers have long suggested that teaching people how to skid and slide – in more advanced courses – is wrong, but this is often sprouted by those who’ve never even been to or done a course. It’s about life-saving skills that not only work on the day, they’re held for life, and permeate to others around them, such as parents, friends or their own children, and to areas away from driving.

Driver training is too often left to parents, who themselves were taught by their own parents, and spread bad habits and practices through generations; the inability for so many to correctly use indicators at roundabouts is a daily reminder.

So it’s up to us to be that person, to break the cycle, do a course and improve driving skills. No one has ever come away from a driving course saying they didn’t learn something. Vehicle safety is improving every year, but stupidity overcomes physics every time, and if we had better skilled drivers on our roads, there would be fewer crashes, deaths, and insurance claims, our roads would be a far nicer place to be on than they are now. Imagine everyone keeping left on motorways, not indicating right when driving straight through a roundabout, or moving over when choosing to do 20km/h less than the speed limit with a train of traffic behind. It’s a simple solution, but it needs people to change their attitude and improve themselves.

Dean Evans – dean@trucker.co.nz

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TOY59

STUNNING NEW FEATURES Not often you’d say that about a van.

7” touchscreen with Mobile Assistant, Voice Recognition, Sat Nav and more New design for improved safety

Toyota Safety Sense technology across the range

New diesel engine for superior power and fuel consumption

ZR fits more than ever with greater flexibility for cargo

Huge range of Toyota Genuine Accessories available

Stunning is not a word usually reserved for vans, but we reckon it’s the one to use for the all new Toyota Hiace.

14 years in the making, and redesigned top to bottom for better comfort, quietness and superior storage, this one’s a real beauty. Yes. We said beauty.

Toyota Hiace. About as exciting as a van can get. www.toyota.co.nz

TOY5959_NZ_LCV Hiace Print Fleet Execution_NZ-LightCommercial_V5.indd 1

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BLACK DUCK COVERS ALL Durable seat covers, with safety and comfort in mind.

SEAT DURABILITY IN A COMMERCIAL VEHICLE is not just important for ownership, but also resale. And Black Duck is New Zealand’s pioneering distributor of Australasia’s number one selling canvas, heavy duty, custom-tailored seat covers for commercial vehicles.

With over 1000 seat cover patterns to suit the agricultural, construction, contracting, mining, forestry and domestic use market,

Black Duck covers protect your vehicle seats and maintain or add value to your vehicle at sale time.

Pioneered and continually improved, Black Duck covers offer the perfect fit, workmanship and tailored perfection that lead to maximum durability.

Black Duck’s waterproof canvas material offers superior resilience and is perfect for resisting tears, rips, spills and general mess. Plus all Black Duck’s seat covers are independently tested, compliance checked and certified for vehicles with seat air bags to ensure safety isn’t compromised.

With more commercial vehicles being used by families, Black Duck has also introduced the Denim seat cover for its entire pattern range, a heavy duty fabric which incorporates a layer of high density foam for extra comfort – and like the canvas, also available in grey or black.

C-HR GETS ANGRY With 600hp and front-wheel drive, this is one Toyota C-HR that won’t be puttering around Countdown carparks.

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TOYOTA’S

CUTE,

MODERN

AND

surprisingly effective C-HR nears an update later this year, overseas, one tuning firm has had a little play with the current model. The Toyota C-HR R-Tuned, was modified and tuned to show off at the annual SEMA show in Las Vegas back in 2017, and carries a bit of firepower. From a modest 85kW/185Nm from its 1.2-litre turbo four-cylinder, the R-Tuned offers up 448kW (600hp) from a

4 | LCV

RAV4’s 2.4-litre turbocharged engine, and 23psi of boost through the front-wheel drivetrain! Stripped out and basically a racecar, there’s an LSD heading out to 18-inch wheels, and sticky R-spec tyres.

A lap time of 1m:25.2seconds around California’s 4km Willow Springs marks it as not only one of the fastest SUVs in the world, but on pace with a Lamborghini Aventadoor.

For any hard-working vehicle, Black Duck has it covered.

Contact: 0800 158 479, blackduck.co.nz

BEAUT UTES ALLOY FLAT DECK BEAUT UTES HAS ADDED A NEW ALUMINIUM flatdeck to its catalogue, with a range of features and improvements. Available for Ranger, Hilux, Colorado, BT-50, Navara, D-Max and Triton, the Carryboy Aluminum Flatdeck transforms a ute into a work machine without the weight of galvanised steel. Made from high quality 6063 extruded aluminium, which is strong, lightweight and very resistant to corrosion, the decks are available in single, extra or doublecab versions (90/80/70kg respectively), and

feature a mesh headboard which acts as a barrier to the cab window without affecting visibility, quick and easy 180-degree latches, lockable drop-sides, that are also box sectioned for company signage, plus side tie-down rails and a fit time of just four hours.

Contact: BeautUtes.co.nz

IVECO GETS THE BLUES IVECO NZ HAS ANNOUNCED ITS PARTNERSHIP AS MAJOR sponsor with the Blues Super Rugby team.

The partnership was confirmed with the inclusion of Iveco’s branding on the lower back of the team’s playing jerseys through to the 2021 season. Iveco will also be aligned with new and exciting social media and at-game activations to engage with the fans, customers and the wider community from 2020.

Iveco NZ handed over a Daily Blue Power van to the team at the launch in mid-May at Eden Park, confirming the symbiotic coloured partnership. Keep an eye out for Iveco’s branding at Blue’s games.

BE SURE TO LIKE US ON FACEBOOK for all the latest news, photos, videos and a bit of fun from the world of SUVs, utes, vans and light trucks. We have the largest following in the LCV/SUV/Ute market, and populate news as it happens. Find and Like us at facebook. com/nzlcvmag and be sure to interact (like, comment, share) at least once every 30 days so Facebook’s algorthms don’t drop us off your feed. LCV also publishes a fortnightly email newsletter, sign up at www.lcv.co.nz.

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LCV | 5

IS THE 2021 EV TARGET A REALITY? WITH OVER 13,500 ELECTRIC VEHICLES currently on the road in NZ, according to Flip the Fleet data, all eyes are on the government to see whether it will be maintaining National’s target of 64,000 EVs by 2021. However, EV registrations in the past six months are down on the preceding six months, so there is some urgency and impact that needs to come from the government in assisting this target, anticipation on potential incentives and initiatives aligned to help achieve the target.

In terms of charging options, an exemplary is Northland being well connected and electric car users have over 13 charging stations to get around the north. The PlugShare smartphone app is also a great way to not just locate charging stations, but seeing in live time if they’re being used.

On the vehicle supply side, access to new EVs in NZ is limited due to global demand, and it’s actually pre-owned EVs that currently make up the bulk of (electric) fleets. It’s highly likely that demand is going to outstrip supply for the next few years and this could severely hamper our ability to keep the pace of adoption that’s required to hit the 2021 target.

With all major OEMs either extending their

EV range or planning on entering the electric market, a whole new world of EVs will become available over the next few years. Add to this a range of exciting new start-ups coming out of China and we could be looking at a vibrant future marketplace with diverse offerings at all price points and for all end uses.

So where to with the next phase of EV uptake? Post the early adopter phase, there is still room for more innovation, and there is excitement on new developments and how the implementation of these can be mainstreamed. Raising the profile of EVs among the general public will also make the case for EV fleet adoption by corporates.

Conferenz will be hosting the 3rd EVworld NZ in Auckland on August 1-3. This will bring the key evangelists together, help understand the roles they need to play in driving the transition and arm them with the information and evidence they need.

The first two days will be devoted to an industry conference that will provide the very latest updates on government EV policy as well as global keynote sessions exploring approaches to incentivising uptake from all around the world. The conference shares

a vision of the future of mobility, widely expected to be electric, connected, shared and autonomous.

This is the opportunity to manufacturers and the motor trade with end users to explore practical ways to ensure we get the access to EV supply that New Zealand needs.

There are also the free-to-attend seminars and expo at EVworld NZ, at ASB Showgrounds, bringing an opportunity to join the debate and learn from global thought leaders in this space.

A public day will be themed for all ages on the Sat, 3 August. See www.evworld.nz for more information.

Davi 6 | LCV

*Term include For fur only at

2020 SUBARU UTE! SUBARU’S VIZIV CONCEPT IS LOOKING LIKE A reality, with the officially titled ‘Baja Pickup Truck’ likely for a 2020 release, maybe even earlier for the USA market. Offered as a four-door doublecab, and powered by either a turbo four-cylinder 2.4-litre petrol engine or a six-cylinder, good for between 190-224kW. A CVT transmission is most likely, as is a high tow rating.

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The interior will look modern and upscale with room for four (or five), plus optional leather seats and an expected five-star safety rating.

The center console is similar to the Outback’s console, along with the button layout keeping the familiarity of the Subaru family line, plus a range of colour and trim options.

And while sales are expected to start in the USA in

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MULTI AWARD WINNING DAILY!

late 2019, no word yet on whether there will be a right-hand drive version for other global markets.

Though with Subaru’s Forester SUV winning NZ’s Car of the Year for 2018, we’re sure Subaru NZ is keen to get its hands on a ute to add to the range, to replace the long-gone Brumby/Brat.

The last Baja Pickup was discontinued in 2006 due to slow sales.

Powerful 170hp / 430Nm engine 8-Speed full automatic transmission IVECONNECT Navigation & Multimedia System 4 x Airbags & Electronic Stability Program Automatic climate control Premium interior Driver’s heated & suspended seat 270°opening rear doors

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*Terms and Conditions apply. Offer only at IVECO Auckland or Christchurch dealerships. Includes on-road costs and excludes GST. 5 Year/200,000 km factory warranty includes a standard 3 year / 200,000 km Iveco New Vehicle Warranty plus a 2 year Iveco Extended Warranty. 5 Year/200,000 km. Excludes Government and Fleet Buyers.

For further information see full terms and conditions at www.iveco.co.nz or contact your participating Iveco dealer. Offer available until 30 June 2019 only at IVECO Auckland and Christchurch dealerships.

INCLUDES ON-ROAD COSTS. EXCLUDES GST.

MIGHTY MOUSE

Story: Dean Evans

Good things do come in small packages, as Suzuki launches its latest Jimny mini off-roader. Except you can’t buy one, yet.

WITH OVER 2.85 MILLION SOLD SINCE its 1970 launch and sold in almost 200 countries, the Suzuki Jimny is somewhat of a cult car. And as it closes in on its 50th year, in just its fourth generation, a new model has sparked a frenzy of sales, and the latest Jimny is the great little off-roading package that you can’t buy – at least not yet.

Global demand for the new Suzuki Jimny has meant the factory is now running at capacity, working triple eight-hour shifts per day, to help ease the 12-month wait in its home Japan market alone.

Globally, we’re only slightly better, and a NZ customer wanting the new Jimny will have to wait until November.

With a 20-year gap since the launch of the

previous model, beating the 18-year gap before the preceding model, Jimny’s sales are as strong and resilient as they have ever been.

It may look diminutive, but it’s big where it counts, with impressive and agile off-road abilities. Dimensionally, it’s 45mm wider and 50mm taller than the outgoing model, with a 40mm wider track, and larger inside; but shorter overall with smaller front and rear overhangs.

Suzuki’s never forgotten Jimny’s roots, and continues this model with high and lowratio 4WD, selected by a traditional second gear level rather than a button, plus a true ladder-frame chassis. Ride comfort is also improved with eight body mounts.

The 4H mode can be chosen at speeds up to 100km/h, while the 4L mode, selected when stationary, offers maximum traction.

On that subject, ground clearance increases 20mm to 210mm, while approach/departure angles of 37/49 degrees, plus a ramp-over of 28 degrees all equate to off-roading abilities. There’s also hill-hold and hill descent controls.

Underneath are rigid axles front and rear, with three-link suspensions and coil springs, a bigger front sway bar, front steering damper and new EPS, all ending at 195/80R tyres.

On slippery ground, a new electronic LSD system automatically brakes the slipping wheels to move torque to the opposite side.

On the road, it’s effectively a front-driver,

So popular is the new Suzuki Jimny, there’s a 12-month waiting list in Japan, and more stock isn’t due into NZ until November.

8 | LCV

helping its thrifty fuel consumption figures.

A modernised retro look to the body is courtesy of upright A-pillars which offer great visibility, along with dipped side window lines, and a new/old retro feel inside.

Like a ¾ scale Range Rover or Jeep that’s smaller in person than it looks in photos, the Suzuki Jimny will only be available locally in one top-spec, the AllGrip Pro ‘Sierra’ model.

That includes standard LEDs and DRLs, front fog lights and a suite of safety gear

such as lane departure, weaving alert and an auto emergency braking system that can detect pedestrians or objects and minimise or avoid a collision.

Inside the cabin is well-spec’d, and rather fitting of 2019, with climate control, metallic highlights, CarPlay/Auto, cruise control, nav, power windows and mirrors; though the steering is only adjustable for tilt, not reach.

The touchscreen is also infra-red, which means it’ll work while wearing gloves.

Above: The cabin carries over the traditional look and feel, with modern touches, such as CarPlay/Auto, navigation and auto emergency braking.

Infra-red touchscreen even works while wearing gloves.

Below: Plenty of space, especially when treated like a two-person adventure vehicle, with rear seats that fold flat, full-size spare and 12v socket in the rear.

LCV | 9

The cabin is also a great mix of old and new, with traditional styling, an upright look but with modern practicality of cupholders and cubbies, USBs, six airbags and even a passenger grab-handle.

Flat-folding rear seats maximise cargo space, or offer bed space, while a luggage box and toolbox add practicality, along with the full-size spare mounted on the swinging tailgate. Note also the use of roof drip rails, harking back to the cars of decades past, to keep rain water away from opening doors.

The engine is perky without being overpowering, a 1.5-litre four-cylinder with 75kW, 130Nm and quite happy on 91 octane.

A shorter final drive in the auto (4.3 vs 4.0 FDR) helps offset the auto’s four-speeds versus the manual’s five speeds. It’s fast enough.

Though our launch drive programme kept the Jimny off sealed roads, maybe to conceal its focus away from the urban crawl, our offroading adventure revealed an astounding ability. And while mostly grassy hills and farmland, if it’s the Rubicon Trail to tackle, then we’re guessing a Jimny might not be for you, as capable as it would be, its light weight skipping over obstacles.

Its narrow tyres and great articulation handled everything we threw at it, never once bottoming out, scraping the nose or tail, and feeling like it

barely left a footprint.

Starting at $25,990 for the manual, auto adds $1510, and the two-tone roof adds another $500. That’s a slight increase over the outgoing model, but with this new Jimny packed with a few more features, it’s clearly not hurting sales.

When Suzuki NZ had stock earlier this year, Jimny was the second-biggest seller behind Swift, and ahead of its SUV siblings, Vitara, S-Cross and Ignis.

If all you want for Christmas is a Suzuki Jimny, get in quick, it’s looking more like a mandatory 2020 model with each passing week.

The touchscreen is also infra-red, which means it’ll work while wearing gloves.

10 | LCV

With a ladder frame, all-wheel drive, low-range gearbox and electronic LSD, there’s a lot of rugged off-roading credentials packed into the tiny body.

SPEC CHECK Suzuki Jimny Engine:

1.5-litre petrol four

Power:

75kW/130Nm

Gearbox:

Five-speed man/four-stage auto, low-range

Economy:

6.4/6.9l/100km (m/a)

Weight:

1095-1110kg (m/a)

Turning circle:

10.8m

Price:

$25,990-$28,000

Rating (/5) Verdict:

It’s back, and even better

ARB is Australasia’s largest 4x4 Equipment Manufacturer. People rely on us because we’ve earned our stripes – ARB has been in business for more than 30 years, and our products have been tested and proven in the toughest conditions on earth.

To cater for the diverse needs of 4WDers everywhere we offer a massive range of equipment that will improve your vehicles capabilities in any environment. Business or Pleasure, on road or off, if you want more from your 4WD we will make it happen – ARB is your one stop 4x4 Accessory Shop.

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The full range of ARB 4x4 Accessories is available throughout New Zealand from the ARB Network.

LCV28240

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For Advice, Supply, Fitment and Backup contact your nearest Agent Ph 0800 ARB 4WD ( 272 493) or go to www.arb4x4.co.nz

LCV | 11

Story: Dean Evans

It sits right near the top of the NZ sales charts, so we drive the 2WD GT Line to see why Sportage is such a success.

KIA’S SPORTAGE IS EVERYTHING AN SUV buyer wants. At least that’s the impression we have to form, given the roaring sales success story of the Sportage. It was NZ’s third-most popular SUV in 2018, and with RAV4 taking a temporary dip during a model change, in 2019 it’s claimed its spot as not just the highest-selling SUV in New Zealand, but the second best-selling vehicle in the country to the end of April, a scant 80 units behind Corolla.

It’s certainly striking in appearance, even in base spec LX, currently at $29,990.

With a nine-model range topping out at $54,990 for the AWD diesel GT Line, we drove the top of the 2WD tree, the 2.0-litre GT Line petrol. While lacking the

power (135kW) or torque (400Nm) of the higher-spec Sportages, the 2WD GT offers 114kW/192Nm, and fuel use of 8.2l/100km. The lighter base/mid-spec models offer slightly better fuel economy (7.9l/100km), but if frugality is the bottom line, then the 6.4l/100km offered by the AWD diesel is the most miserly at 6.4l/100km. There are also Normal, Eco and Sport modes at the press of a button, but their effect seems negligible.

At $45,990 for this GT Line 2WD we tested, its performance is reasonable, though at high-tens for the 0-100km/h sprint, the 2.0-litre petrol does a reasonable job, though it can be a little dozy around town – and if desired, there’s more

performance on offer for the AWD petrol or diesel models.

But for the urban sprawl and crawl, the 2WD GT Line offers a lot. There’s everything expected in a 2019 SUV, including auto emergency braking and forward collision warning, and a lane-keep assistant that’s so good, it’s almost like autonomous steering, keeping the Kia centred in the lane rather than waiting for it to wander over it.

Smart Cruise Control is reserved for the AWD models, though the regular cruise control-equipped 2WD models do get rear cross-traffic alerts and blind spot warnings.

The interior is very much black-on-black, but it’s clean, functional and intuitive, with keyless entry and starting, dual-zone

The 2.0-litre four-cylinder in the Sportage GT Line is a little on the tardy side, but there’s a 2.4 petrol or 2.0-litre diesel to satisfy any speed, torque or economy craving.

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1 3 1: Lots of black, but still a very functional, comfortable and practical cabin loaded with tech, depending on the model and variant.

2: Wireless charging is a nice little extra, as are heated/cooled seats in GT models.

3: Storage pockets make it practical and easy. Descent control features even on 2WD models. Automatic park brake is climate control, Apple CarPlay/Auto, Bluetooth, and a seven-inch touchscreen (eight-inch on GT models), with reversing camera, and parking sensors.

The GT Line adds extras such as panoramic sunroof (AWD only), LED headlights, vented/ heated seats and a wireless phone charger, plus a smart tailgate that opens when the key is in range for three seconds – which can be both a blessing and a curse, especially when washing it, or unloading boot stuffs. It also has adjustable-height presets.

The GT also offers paddle shifters, alloy pedals and a choice of colours, and while the 19-inch wheels are on the firm side of ride quality, it’s all quite clear to see just

handy, though Drive Mode offers minimal impact.

4: Rear seat is spacious, fitted with two ISOFIX mounts for child seats, and offers 12v/USB sockets plus vents.

5: Boot is spacious, and offers sliding cover to keep stuff away from snooping eyes. Or cheap $70 The Warehouse booster seats. how the Sportage is so popular.

Rear seats get both vents and 12v/USB sockets, and plenty of comfort and support from the seats, while the boot features a sliding cover and is large enough to swallow bikes, seats, and plenty more.

With a five-year/100,000km warranty, that’s the kind of after-sales support that has boosted the popularity of Korean cars over recent years, plus roadside assist for five years.

It looks great, drives well and is priced right: after a week behind the wheel, the biggest surprise about Kia Sportage’s sales success is that its success should really come as no surprise.

4

5

SPEC CHECK Kia Sportage GT Line 2WD Engine:

2.0 petrol four

Power/torque:

114kW/192kW

Gearbox:

Six-speed auto

Economy:

8.2l/100km

Weight:

1571kg

0-60/100km/h:

4.7/10.8sec

0-400m:

17.5@128km/h

Price:

$45,990

Rating (/5) Verdict:

Looks great, well equipped, plenty of choice

LCV | 13

RAV 4 EVERYON

New Zealand’s number-one selling SUV gets a boost with a sharp new look, hybrid power and a shift towards the private buyer.

Story: Dean Evans THE TOYOTA RAV4 IS BACK. NOT THAT IT ever went away, but the new generation 2019 model is the latest upgrade to the popular, versatile and efficient high-riding five-seater.

As NZ’s number one-selling SUV for 2018, the RAV4 concept first appeared at the 1989 Tokyo Motor Show, went on sale in NZ in 1994, and over those 25 years, has proven itself as both a pioneer and icon of the SUV. Toyota likened the introduction of bungy jumping to NZ in 1989 to the RAV4, combining both safety and adrenaline, and underlining the safety aspect of the 2019, with

all three RAV4 grades benefitting from the same full safety package.

Toyota’s Safety Sense includes a host of standard gear on the GX base model-up, such as lane departure, lane tracing assist, road sign assist, pre-collision warning and even radar cruise control, which remains active down to stationary, while it’s the features, opposed to safety, that improve through the GXL and Limited models.

Lower, wider and taller, the new RAV4 loses the diesel engine option, but does get the 2.5-litre hybrid AWD as part of its eight-

model range, with the ability to mix and match between trim levels, engines and FWD/ AWD. The entry-level $34,990 GX runs a 2.0-litre petrol engine good for 127kW, while the majority of the range is fitted with the larger 152kW 2.5-litre four-cylinder. Hybrid adds another 11kW to the bottom line, but impressively not the bottom dollar, with the Hybrid intelligently positioned $1k cheaper than the Adventure model, thanks to the Hybrid losing a few non-essentials such as the panoramic sunroof and using smaller 18inch wheels. All three models happily sip 91

With eight models, three hybrids, front- or allwheel drive plus a choice of 2.0 or 2.5-litre engines, there’s a RAV4 for just about any buyer.

14 | LCV

ONE

octane, use a start-stop system, and move through either a Direct-Shift CVT gearbox, which performs remarkably well, or an eightspeed auto in the AWD models GXL and Adventure variants. The halo model is the Adventure, identified by its black grille and flares, and 19-inch wheels.

Polygons are the design motif, and from the grille to the fan vents, there’s a theme running throughout, but inside the cabin, there’s a perfect mix of modern styling, function, comfort and tech. All the controls sit where they should be and frequent touch points like the AC fan and heater controls are pronounced.

Forward vision, especially when turning, is improved by moving the mirrors from the nowtraditional location in the corner of the window, to the door itself, bringing it both closer to the driver, and clearing up the view and somewhat returning to the way they were in the 1970s.

There’s loads of space for personal gear, rubber lined trays and pockets and up to five USB ports.

Halo Adventure RAV4 tops the range, and offers a colourful cabin, though all in the eight-model range are well equipped with Toyota’s safety package.

LCV | 15

Above: Active guidelines and 360 degree camera make RAV4 easy to use, whatever the terrain, from the wilderness, to the school carpark.

Below: Rear seats are roomy and comfy, with two rear USB ports in most models, vents, cup-holders and high comfort also standard.

16 | LCV

A 4.2 or 7-inch (depending on spec) colour touchscreen works with Bluetooth and wireless charging, though it’s still lacking CarPlay/Auto, the only notable absentee.

Toyota has explained it will likely introduce the tech towards the end of 2019, which can also be retro-fitted to existing models.

Rear seats are equally comfortable with 40mm more side room, and more foot space than previous, and this six-footer was quite comfortable in the rear behind his own driver’s seat position. Plus boot space is equally large, at 542 litres, in either the FWD, AWD or Hybrid models.

All-wheel drive models offer torque vectoring between all four wheels, and on the Hybrid E-Four, a motor on the rear diff offers up to 50/50 torque split front to rear.

We took favour to the Hybrid as the pick of the range at $47,990, given it’s $1000 cheaper than the Adventure, and offers the fuel saving benefits – it’s surprisingly fast, but nor are the non-hybrid models slow, offering an optimum balance of performance and economy. On that latter subject, the hybrid offers fuel use as low as 4.8l/100km, though the 6.7l/100km for the 2.5 petrol is hardly thirsty. The hybrid also benefits from the same fuel tank size and it also offers the same 1500kg tow rating as the petrol versions.

Also keep in mind those price are Toyota’s drive-away prices, with the Drive Happy Project recently turning one year old in April and the company happy with the way it deals with the traditional ‘bothers’.

The other focus is on the private market, and with Toyota pulling back allocations from rentals, Toyota expects the range to split 60/40

petrol to hybrid, and two-thirds of RAV4 sales to be for private buyers.

Over recent years, Toyota has prided itself on delivering efficient products, and the new RAV4 not just continues that theme, it highlights it. Our drive time across hundreds of kilometres showed to us that the RAV4 is simply a complete, very well sorted small/medium SUV. Its petrol engines prove powerful, torquey and efficient, it does everything well, and never is there a time when the RAV is out of its depth.

It’s well-equipped, both inside and with tech and safety, and economical to top it off.

Priced between $35k-$49k, there’s a RAV4 to suit all needs and new car budgets, and with the addition of the hybrid without the high price, there are even more reasons for the RAV4 to return to the top of the sales tree.

SPEC CHECK Toyota RAV4

WORK YOUR WAY TO THE WEEKEND

Engine:

2.0/2.5/2.5 Hybrid petrol four

Power:

127-152kW (petrol), 163kW (hybrid)

Torque:

203-221Nm

Gearbox:

CVT/eight-speed auto

Economy:

4.8-6.8l/100km

Price:

$34,990-$48,990 (drive-away)

Rating:

Recreational and commercial roof rack Verdict: systems to fit all vehicles and a huge range of accessories including:

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LCV29357

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LCV | 17

COWBOYS & INDIANS

Story: Mike Stock

Mahindra offers mild updates to its SUV and ute models, making already solid products that little more appealing.

MAHINDRA’S HIGHLY INDIVIDUAL PIK UP ute epitomises the dictionary definition of the word rugged, when applied to machinery.

It looks like it’s designed to meet the toughest conditions the world can throw at it – in a word, robust.

Mahindra has just re-launched the Pik Up in New Zealand – it now has ESC among a raft of refinements – along with a revised version of the XUV 500 seven-seat SUV. At first glance, little seems changed about the Pik Up’s looks; it retains the unique high-roofed cabin that gives it a head-on presence that’s as quirky as it is imposing.

And don’t expect any major styling changes any time soon, says Mahindra spokesman, Russell Burling, who indicates that the Pik Up’s styling is a cornerstone of

the brand’s image as a builder of rugged, highly-capable off-road vehicles.

Look closer, though, and you’ll see that the truck has had a styling makeover for 2019. Gone are the round headlights, replaced by oblong multi-lens set-up, complete with eyebrow-like LED DRLs. It’s much more integrated and blends smoothly with the redesigned and much more stylish grille. There’s now a deep front apron below the grille, and the Pik Up now offers a more contemporary and integrated design.

In the cabin, there’s new all-black trim, and a stylish all-black dashboard. The black-rimmed steering wheel houses cruisecontrol and sound system switches.

On the range-topping C10, the centre console’s touch-screen displays the reversing camera and the Bluetooth-

compatible infotainment system that includes satellite navigation.

A 103kW/320Nm 2.2-litre four-cylinder turbodiesel developed jointly by Mahindra and Austrian engine specialist, AVL, powers the Pik Up. For 2019, the turbocharger has been improved: peak torque arrives at 1500rpm and remains until 2800, giving the Pik Up impressive rough-terrain performance, plus a 2.5-tonne towing capacity.

A new six-speed manual gearbox – there’s no automatic option – replaces the old five-speeder, and the new unit shifts precisely; the clutch is user-friendly and takes up smoothly.

The old Pik Up’s party trick was descending steep loose-surfaced hills without using foot brakes. Slot it into the ultra-low first gear, point the truck over the

The tall and boxy Pik Up may look odd, but there are no plans to change the functional and purposeful styling.

18 | LCV

lip of the hill and it would ‘walk’ down the gradient without gathering pace – very impressive.

The new one is also fitted with hill descent control and has a hill-hold function to make uphill starts easier. It can be shifted into high four-wheel drive on the move, and the transmission also includes low-ratio 4WD for tough off-road going.

An Eaton locking rear differential gives the truck exceptional traction when running off-road in two-wheel drive. Put through its paces on the challenging terrain of Offroad NZ near Rotorua, the Pik Up was in its element: the 4x4 system catapulted it up an ultra-steep loose-surfaced hill with impressive ease, and the Eaton diff made short work of an uneven, heavily-graveled section.

The Pik Up is targeted at users who value durability and off-road ability, and on the evidence of its performance at the Offroad centre, we’d say the truck is definitely fit-for-purpose.

On the open road, it performs well, the six-speeder getting the best from the

MHawk engine. Handling is secure and the Pik Up simply goes where it’s pointed.

The square-rigger cab means a fair bit of wind noise, but generally noise levels are reasonable.

Mahindra has re-tuned the wishbone front/live axle rear suspension, and the ride – though lively on bumpy sections – is better than tolerable. Certainly, it feels a big improvement over the old model’s.

Safety kit includes ABS (for the disc front/drum rear), dual front airbags, five lap/ sash seatbelts, and twin ISOFIX child seat anchors in the rear cabin.

Farmers and rural contractors have been the target audience for the Pik Up – Mahindra says it’s been popular with South Island high-country farmers – and that’s where it’s aiming the new one.

It’s also being pitched at tradies, and Mahindra says it has accessories to appeal to ‘urban cowboys’, though we reckon that’d be a tough market for such an unconventional-looking ute.

Prices start at $25,990 for the S6 single cab/ chassis; S6 double cab/chassis is $29,990,

and the S10 double cab wellside retails for $33,990. The Mahindra Pik Up is no Ford Ranger Raptor, but nor is it designed to be.

It fills its niche in both price and performance and offers a drive that some suggest is better than its unique looks.

SPEC CHECK Mahindra Pik Up Engine:

2.2 turbo diesel four

Power/torque:

103kW/320kW

Gearbox:

Six-speed manual

Economy:

8.6-8.8l/100km

Weight:

2055-2115kg

Price:

$25,990-$33,990

Rating: Verdict:

Farm fit, works way better than it looks

LCV | 19

XUV : THE AFFORDABLE SEVEN-SEAT SUV

IN CONTRAST TO THE PIK UP, THE XUV 500 seven-seat SUV wagon has conventional looks. Aside from the pronounced wheel arches, its lines are clean and mainstream, and the new egg crate-style grille gives the front end a commanding presence.

Power is provided by a turbocharged 2.2-litre petrol motor developing 103kW/320Nm, coincidentally the exact same specs as the diesel in the Pik Up, which allows the seven-seater to tow 2.5 tonnes.

Roof rails are standard, and there’s a six-speaker sound system. New for 2019 are a tailgate spoiler and a two-tone lower front skidplate.

Equipment includes projector headlights and LED daylight-running lights; a seven-inch touch-screen infotainment system with built-in satnav; electric sunroof, and automatic on/off headlights and windscreen wipers.

There are alloy wheels, a tyre-pressure monitoring system, reversing camera, automatic air-conditioning, cruise-control, hill-hold and hill descent, four-wheel disc brakes and six airbags.

The top model has an electronic sunroof, black Leather trim, CarPlay/Auto, and

push-button start/stop.

On the road, the XUV 500 is a competent performer, with good levels of refinement, strong performance, and secure handling, though in tightish corners we encountered some understeer. On brief acquaintance, we found the XUV 500 offers good value-for-money.

The front-wheel drive W6 model costs

$29,990, making it the cheapest way into a brand new seven-seat SUV in New Zealand, and offering impressive value for equipment, while the FWD W10 model is $35,990. The AWD version of the W10 is $39,990, anecdotally making it less than half the price of the top-spec Hyundai Santa Fe seven-seat. And the Mahindra is way better than half as good.

20 | LCV

MOB2078_

MOB20

XUV500 is now an all petrol model, and the least expensive way into a seven-seat SUV, starting at just under $30k.

SPEC CHECK Mahindra XUV500 Engine:

2.2 petrol turbo four

Power/torque:

103kW/320kW

Gearbox:

Six-speed auto

Economy:

7.2-7.4l/100km

Weight:

1840kg

Price:

$29,990-$39,990

Rating: Verdict:

Solid, affordable seven-seater

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22 | LCV

Story & Photos: Dean Evans

It’s back, and with three of the hottest contenders in the NZ ute market, we find out which is fittest for purpose, in our second-annual three-ute shootout, the LCV magazine Ute-lympics.

LAST YEAR, LCV MAGAZINE HELD ITS INAUGURAL Ute-lympics, a thorough ten-round test designed to find the top ute amongst the top-three sellers in NZ. Ford’s Ranger Wildtrak was the winner of that event, and 12 months on, we’re back for Ute-lympics 2.

With the same tests, the same rewards, and with the next batch of athletes (ute-letes?), including two proven advocates and a popular new facelift. While last year’s trio was the top-three selling in NZ, 2019’s contenders are effectively the ‘next’ best three. At least they were, with the Mitsubishi Triton’s moving into third position and displacing Colorado in late 2018, and maintaining third in 2019.

Isuzu’s tough, rugged D-Max finished fifth in 2018 sales, a workhorse is as a workhorse does, deserving a shot at the Utelympics title due to its persistent popularity and success.

And rounding out our three is Mazda’s BT-50, which finished just behind the Isuzu in seventh. Loosely based on the Ford Ranger, that’s a planned attack from our part, given the Ranger won our 2018 Ute-lympics. Can the Mazda carry the torch for its cousin in 2019? Can the bold new Triton prove its mettle in this proven company? Or does the D-Max do it all consistently just a little better? Time to find out, as we officially open Ute-lympics 2: let the games, challenges and 10 rounds of tests begin.

In 2018, LCV mag held the first Ute-lympics, with the three-best-selling utes of the year, Ford’s Ranger Wildtrak, Toyota’s Hilux SR5 and Holden’s Colorado Z71. The Ranger’s features and cabin comfort contributed to its win, closely followed by the wellequipped and fast Colorado, with the reliable and rugged Hilux in third. For back issues, www.lcv.co.nz.

LCV | 23

A year on, we’re back with three more athletes (ute-letes?) to see who will take the title over ten different tests.

Round 1 – Price As the primary consideration for almost any buying decision, price carries a lot of weight. But it’s not that simple. We consider entry price as well as top-spec pricing, along with the range and price span.

The Mazda BT-50 offers 11 models, from a 2WD single cab, through a Freestyle/ extended cab, to a double-cab, which offers six variations, in either 2WD or 4WD, and three trim grades from GLX, GSX and

Limited. The cheapest BT-50 is the 2WD GLX at $35,295. Our Titanium Flash Mica 4WD Limited is priced at $59,795 plus onroads – though the 2WD GLX is $41,895+, covering $17,900 for the double-cab range.

Every 4WD double cab is above $50k, and to get under that magic number, it’s the top-spec 2WD Limited, at $49,795. Just over that mark, at $51,895 is the entry GLX 4WD. Mazda is also running an offer until June 30 for $6k worth of accessories on double-cabs.

With single, space and double cabs, the 12-model Isuzu D-Max range starts at $34,774+GST and on-roads for the 2WD LX auto cab chassis. The double cab range starts at $34,774+ for the low-ride 2WD manual, topping out at $54,339+ for the LS-T automatic 4WD, which is the model we tested; meaning a range span of $19,565.

To get under the $50k barrier, it needs to be

the mid-spec LS manual, at $49,991.

So to the Mitsubishi Triton, with 14 models in its range. The headline is the $49,990 plus on-roads price for the topspec 4WD VRX, noting that Triton’s prices are described as a “special offer”. The entry Triton is a 2WD GLX single cab auto, at $31,990, representing an $18,000 span.

In Sunflare Orange, our test VRX certainly stood out visually, and with a range that starts – and finishes – lower than its rivals, it’s Mitsubishi’s Triton that takes the gold for the round. The Isuzu scrapes in a little under the Mazda both in base model and top specs, while the Mazda still represents good value, but when talking purely price, it’s a close third in this company.

DOLLAR FOR DOLLAR

Mazda is the only one with a conventional ‘key’ to start the engine.

D-Max and Triton are both keyless entry and starting.

24 | LCV

MODEL

PRICE RANGE

SPAN

TRITON

$31,990-$49,990

$18,000

D-MAX

$34,774-$54,339

$19,565

BT-50

$35,295-$59,795

$17,900

Price

Round 2 – Specification Prices may vary, but it’s equipment that often dictates that, so for round two we need to analyse what each ute offers in bang for bucks. Sticking just with the double-cabs on test, we have the top-spec of each model: Triton VRX ($49,990), D-Max LS-T ($51,730) and BT-50 Limited ($59,795), so there’s a fair comparison for these respective range-toppers. And though there’s a $10k price span between them, the biggest bucks doesn’t always buy the most gear.

The Triton is well equipped with heated, power leather seats, dual-zone climate control and LED headlights. A seven-inch touchscreen offers CarPlay/Auto, keyless entry/start, cruise control and auto LED headlights and wipers. Four USBs, six speakers and even an HDMI port are all offered, while the back seat scores two of those USB ports and a sizeable phone/ storage bin, a centre fold-down arm-rest/ cup-holders, and a rear air circulator, which makes rear passengers very happy.

The steering wheel is coated with buttons, and everything is at hand, including trip computer, cruise and even shift paddles.

Moving up a few thousand to the Isuzu D-Max, there’s an eight-inch touchscreen, though it misses out on CarPlay/Auto, but there is single-zone climate control. It doesn’t get heated seats like the Triton, but does get leather, and trip computer, keyless entry/starting, and single USB port up front. In the back there’s a unique 60/40 split folding seat, flip-down dual cup-holder on the floor and single USB port. There are eight-speakers for the audio system, including two roof-mounted ‘Sky Sound’ speaks which improve surround and rear audio. Oddly, almost inexplicably, the LS-T still carries the (midrange) LS badge on the doors, meaning

the easiest way to pick it as the top-spec is by the roof rails and 18-inch wheels, but only fellow D-Max drivers will know that.

The LS-T is crying out for an LS-T badge!

The Mazda carries the highest price here, suggesting a high spec level. There’s dual-zone climate control, Bluetooth, power leather seats and cruise control, an eight-inch touchscreen with a multi info display that offers lots, along with a sixspeaker audio system with CarPlay/Auto and satnav, and an HDMI input. Though it has remote central locking, it still requires a key to start, and rear passengers have only a 12v socket and flip-down armrest/ cupholders. The Mazda is also unique offering the only truly ‘correct’ sequential shift orientation, forward to downshift (with inertia). The gauges are neat, though the central red-on-black display between them is looking a little dated, with trip computer resets via a good old fashioned button near the tacho. Steering wheel controls are limited to audio and cruise controls, with the trip meter functions via the same button. A 3.5mm and USB socket sit up high on the dash. The Mazda’s cabin is also full of black plastic, so while it’s comfortable and accommodating, it’s a bit monotone inside.

Mechanically, all use six-speed automatic gearboxes, with the capacity king being the BT-50’s generation-old Ranger engine, a 3.2-litre five-cylinder; with a 3.0-litre in the D-Max and a 2.4-litre in the Triton. So they’re all close on spec, though their respective performance will be decided in another test.

For specs, it’s a close battle, but for its tech, features, colour screens and boxes ticked, and to a lesser extent, relation to price, the Triton just scrapes ahead of D-Max and the BT-50.

We’re spoilt for choice, not just for utes, but models, with ranges spanning 11, 12 and 14 variants for the Mazda BT-50, Isuzu D-Max and Mitsubishi Triton.

Isuzu D-Max LS-T cabin ticks most boxes, with stereo and cruise controls on the wheel, keyless entry/start, leather electric seats, touchscreen and navigation.

Mitsubishi Triton VRX interior is loaded, with dual-zone climate, lots of controls on the wheel including selection of camera, and even shift paddles.

Lots of black in Mazda BT-50 Limited interior, but it’s still modern and well equipped, though starting to show its age with basic centre display.

Specification LCV | 25

Round 3 – Practicality A city car is no good if its turning circle is huge, and a ute is worthless if its tray is tiny, and its owner satisfaction is diminished if there’s nowhere to put a work phone, or basics like cabin ergonomics, rear passenger accommodation or gauge legibility, so it’s these aspects that contribute to a vehicle’s simple practicality.

Starting from the outside, overall length and turning circle are two potential issues with site access and garage access, and at 5365mm, the Mazda is the longest truck here, but the second smallest turning circle, at 12.4m. A little larger, but shorter is the

little due to the slippery nature of the plastics.

All three offer similar levels of storage: while the Isuzu’s storage in front of the shifter is shallow, it offers two gloveboxes, dash-top storage and cupholders in the centre, as well as two more pop-outs in front of each side AC vent. Triton covers the essentials with enough storage and pockets for all the dayto-day personals. And only the Mazda offers an AC-cooled centre console for chocolates or drinks.

Across the rear, they’re all remarkably comfortable in a similar way. The Triton’s roof vents offer a big advantage, while the Isuzu

offers the most on paper, ahead of Triton and Mazda – but we’ll cover fuel use in a separate test.

D-Max’s 30/23 degree approach/ departure angles are slightly under Triton’s 31/23 degree equivalents, with BT-50’s 28/26 degrees, so not a lot to separate them there.

With no real bad points, all three offer remarkably similar practicality, and beyond splitting hairs, this is one of the rounds where it’s simply too close to call. It’s a tough subjective/objective decision, but Triton just gets the nod; BT-50 and D-Max are equally impressive, so neither deserves a third place here.

Though there’s a $10,000 price span between these three respective range-toppers, the buggest bucks doesn’t always buy the most gear.

Isuzu, at 5295mm and 12.6m. And the Triton’s 5295cm is just 10cm longer than the Mazda (and 70mm shorter than D-Max), but offers the tightest turning circle, a classleading 11.8m.

The Isuzu has the highest driving position of the three and tall drivers will feel too high, at least in comparison though it doesn’t feel as bad in isolation. The storage war is won by the Mazda, just, with large pockets dotted around the cabin, though it loses a

feels a bit sparse. Shoulder room is plentiful front and rear, with the Isuzu’s 1860mm, Mazda’s 1850mm, Triton’s 1815mm overall widths reflected in their cabin comfort, though even the Triton feels large enough for big blokes.

D-Max and Triton are both 1795mm tall, with BT-50 at 1821mm, if roof height is an issue for low underground sites.

With fuel tank sizes all within five litres, it gets down to l/100km, and here the D-Max

5 Practicality

Below: Mazda has a car-like dual-zone climate control system, along with a handy rubberlined pocket on top of the dash for a phone, handily with a USB and 3.5mm socket.

26 | LCV

AP21327

Above: Isuzu’s pull-out can holders either side can free up the centre console cupholders, while the secondary top glove is also handy for odds and ends, with 12v socket.

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Round 4 – Safety We like to think safety ranks number one, but while price and features probably rank higher, safety is a good measure of owner reassurance and comfort: after all, a five-star crash rating is better than a one, even if it’s never put to the test.

All three utes get five star ANCAP ratings, so we have to delve deeper to split the differences both from an equipment view, and ANCAP safety scores (marked out of 37).

The D-Max offers Hill Start and Descent Control, ABS, EBD and Emergency Brake Assist, which increases brake pressure when it senses an emergency stop. There’s also trailer-sway control, and six airbags. Its ANCAP score is marginally lower than the others here, with 33.58, so ranks third.

The Mazda offers four front airbags, two fewer than the Isuzu, but a suite of safety acronyms: Hill Descent Control (HDC); Hill Launch Assist (HLA), ABS, EBD and EBA (Emergency Brake Assist), in conjunction with ESS (Emergency Stop Signals), which flashes the hazards. There’s also Trailer Sway Control (TSC), and RSC (Roll Stability Control), LAC (Load Adaptive Control) when a load raises the centre of gravity. With very similar offerings to the Isuzu, its ANCAP score of 35.72 puts it into second.

Which leaves Triton to claim another victory.

Its ANCAP score of 36.22 may be highest, but its whiplash protection and pedestrian protection also put it just ahead in crash testing. Its features match the others, such as ESC, ABS and EBD, hill-start and hill descent; there are front side, curtain and knee airbags, plus Smart Brake and Brake Assist. Plus there’s also FCM (Forward Collision Mitigation), Lane Departure Warning and Lane Change Assist, Rear Cross-Traffic Alert, Blind Spot Warning. Auto High Beam and an adjustable speed limiter seal its spot at the top of this safety table.

ANCAP testing provides a lot of structure and assessment for the safety angle, and the crash testing of all three models results in a star rating (out of five) and a numeric score. Pre-facelift Triton shown and at time of publishing, still current.

Safety

All three utes offer the maximum five-star crash safety ratings, so we have to delve in a bit deeper to split the diffences, such as airbags and ANCAP scores.

28 | LCV

Round 5 – The Drive All the specs safety and equipment could be right on the money, but it also needs to be nice to drive. An overly harsh ride, large tuning circle or poor ergonomics could mean a minor daily disaster. So we loaded up each ute with four occupants, to get a front and rear seat opinion during our individual 20km drive loop with each car over the same road. Then it was a 150km driver-only stint in convoy, swapping cars every 50km, evaluating engine performance, ride, steering and handling, general comfort and subjective driver opinion.

Into the Isuzu first, and LS-T’s highmounted leather electric driver’s seat offers a good view, and could be good or bad, depending on personal height and preference. In fact every seat is comfortable and spacious. The 3.0-litre feels quite effortless, particularly around its 1500-2000rpm range, and that’s before its peak torque range between 2000-2200rpm. But it’s also the noisiest, with the loudest diesel rattle and highest cabin decibel reading at 100km/h: measured over the same strip of motorway, we recorded 86dB. Steering is a little heavy at low speeds, but overall ride and handling is impressive.

Cars often feel impressive in isolation, hence the importance of these comparisons, and into the Mazda, a few factors are obvious. The BT-50’s steering is very heavy, especially at low speeds. Higher front tyres pressures would help, but ride would suffer. And

ride quality is one of the Mazda’s virtues, with a real supple ride, absorbing lots of little bumps and lumps that were more obvious in the D-Max, making it a very comfortable daily driver. Oddly, it’s not as sorted over speedhumps, but it is substantially quieter, measuring a relatively hushed 82dB at 100km/h. The seats are similarly comfortable, and the sequential shifter is correctly oriented.

Dual-zone climate control and similar pulling power to the Isuzu make it a very similar package, and despite the heavy steering, it just manages to edge ahead of the D-Max in our subjective opinions.

Though it’s very close.

Which, again, leaves the Triton. The cabin is the tightest, but it’s only really noticeable when compared. It’s the only one with telescopic steering adjustment, heated seats, Apple CarPlay/Auto and rear seat entry/egress grab-handles. Its

steering is well weighted, and the engine just feels the most eager of the trio: it may be slower against the stopwatch, but the Triton’s 2.4-litre spins freely and easily, almost more petrol-like than diesel.

Where it isn’t as nice as the others is ride quality: in isolation, it’s great, and never does it prove bad, but in comparison to the others, it feels firm, stiff and jittery. And in this comparo, that’s all it needs. So for its supple ride quality, comfort, quiet cabin and torquey engine, the Mazda just scrapes in with the round win, over the Triton, with the D-Max a very close third. The reality is, all three are all very good, and others may have different rankings, but in our tests, on these roads, on this day, that’s what we judged.

The Triton is fully loaded with gear, offers fantastic value, is quick and comfortable. On its own it was impressive, but how does it stack up against these two?

The Drive

LCV | 29

in the rear end and prone to wheelspin, but a trial between 2WD and 4H modes eliminated slip without hurting times.

And probably the most remarkable fact was how close these three utes were. Its ability to jump off the line gave the Isuzu D-Max an advantage to 60km/h (faster than even Colorado!); Triton closed the gap to 100km/h, but the D-Max was in its stride and it held a car-length gap all the way to the quarter-mile marker, where both the Isuzu and Mitsubishi were traveling at identical speeds.

The Mazda not surprisingly mimicks the Ranger and though the Mazda is lighter and faster, it’s still the slowest here. It matched the Triton to 60km/h, but faded to 100km/h and beyond, slower on both time and speed – but it can take comfort that it’s faster than the Ford Ranger, Mercedes-Benz X-Class and Toyota Hilux.

Double-cab utes are not performance cars, but the daily grind as a workhorse still requires a minimum level of performance, whether it’s power, torque, pulling the boat or carting the kids – and who ever complained about too much speed? So we lined them up for a series of challenges befitting of any ute-lympian. Last year the Holden Colorado set the pace, so we’ve put that into the table purely for comparison. But the basic challenge of 0-60km/h tests its ability to not just accelerate fast, but its response time, which often directly relates to ease of driveability.

All our performance tests are done with the brake and accelerator loaded up a little to minimise lash, throttle lag and response time, and measured with a Racelogic VBOX, the global standard for time testing.

Only the Mazda proved a little light

SPRINT

0-60km/h

0-100km/h

402m

Towing 0-60km/h

4.0sec 10.4sec 17.1@126km/h 5.7sec

All three trays offer similar cargo space, with slightly different payloads (which is a minefield of info and variables itself ), but Triton’s wheelarches are least intrusive, partly thanks to the shortest wheelbase of 3000mm, versus Isuzu’s 3095mm, and Mazda’s 3220mm.

4.3sec 10.5sec 17.2@126km/h 6sec 4.3sec 10.9sec 17.4@122km/h 6.2sec 4.1sec 10.2sec 17.1@127km/h 5.4sec 1

30 | LCV

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

Acceleration

Round 7 – Towing All three 4WD double-cabs offer a tow rating of 750kg/3500kg un/braked across their 2WD/4WD ranges, so on paper it’s an easy three-way tie, but it’s the way each manages the load that offers subtle differences, along with how the three different capacity four-cylinder engines perform and consume.

So the test was to collect three identical moving trailers from our friends at Kennards Hire, Hamilton, supplier of just about anything work-related, from pressure washers to trailers and even a Ford Ranger ute. Kennards supplied us with three trailers, each just under one-tonne. Not a huge challenge, but typical, and most importantly, identical for all three utes. Keen eyes will notice the gold Triton wasn’t fitted with a tow bar, so we returned with a grey tow-bar-equipped Triton a few days later to run the identical roads and tests.

It’s here where the D-Max excelled just that little more, and its 3.0-litre engine was not only quick, it was frugal. Its 0-60km/h doesn’t mean it’s a drag racer, but it does offer insight into lugging and passing ability and a time of 5.7 seconds proved fastest, and a 42 percent time increase over its unladen 0-60.

Its reverse camera offers a central hitch guide which is handy when reversing to the trailer, and after our 50km road loop, on which

all three utes drove in convoy, it used the least fuel, at 13.3l/100km. With the largest payload, at 1085kg, this LS-T is a tough customer to top.

Second place was a little tighter to call.

The Triton proved next quickest to 60km/h, at 6.0 seconds (and just 36 percent slower while towing), and turned in fuel figures of 13.7l/100km. Its reverse camera offers not just a bird’s eye 360 degree view, but the camera can be selected as full screen via a button on the steering wheel. Its ride quality settled and it rode better with a load on, but it was still a little choppy at times. And its 2WD models downgrade the tow limit to 3000kg. VRX 4WD’s payload is also the smallest here at 930kg – though that’s still 5kg more than a top-spec Hilux.

But based purely on towing, the decision falls in a split decision to the Mazda BT-50.

The Mazda’s big 3.2-litre just does it all so effortlessly, and the warbly five-cylinder just

grunts along with ease. The reverse camera is very large on this Alpine unit, though other models we’ve tested had a smaller camera display in the interior mirror, and there are both coloured guide lines and a black central marker for the hitch.

BT-50 is fractionally slower to 60km/h, at 6.2 seconds (a 44 percent increase), and it also had the highest thirst, at 14.9l/100km. But it offers the most torque here, at 470Nm, which does help if easy, effortless grunt is the game. It also offers a 1082kg payload in this Limited model, basically identical to the D-Max. And all that’s probably the point: the Mazda is very impressive at towing and hauling, and while it’s a little less zippy and a little more thirsty than the Triton, its overall performance is enough to push it fractionally ahead.

Thanks to: Kennard’s Hire, Hamilton www.kennardshire.co.nz

The ride quality and quietness of the Mazda BT50’s cabin really stands out, as does the initial suppleness of its ride quality.

Above: Mazda’s Alpine unit offers a larger display than the smaller screen normally found in the BT-50’s mirror. Mitsubishi’s 360 degree view offers arguably the best display, not just for the around-view and

the hitch guide, but also the ability to full screen selected cameras. The Isuzu’s is most conventional, with a big screen and guide lines – nothing wrong with that at all!

Towing LCV | 31

Round 8 – Economy Power and torque are great, but fuel use is always a concern as prices continue to creep.

With all three utes offering a tank size within five-litres of each other, it got more down to actual fuel use than theoretical tank range.

So before we departed from our start base camp, all the trip meters were reset; all three utes travelled the exact same route, over the same distance, with drivers swapping to minimise differences in driving style. With a near-500km test loop, over a combination of motorway, suburban and B-roads, there’s also a driving style that is maybe a little less considered towards ultimate fuel economy.

And while manufacturer claims are nice, we wanted to see not just our fuel use on test, but the difference between our real-world driving, and the claim.

With the lowest claim of 7.9-litres, the

FUEL USE (l/100km)

Fuel use varied between all three utes, as expected with a 2.4-litre four-cylinder, 3.0-litre four-cylinder and 3.2-litre five-cylinder, but there were some surprises, particularly with the towing component.

3.0-litre engine in the Isuzu D-Max offered impressive economy, and at 9.8-litres on our test, it used 24 percent more fuel than the claim – again remembering it’s more about comparison between these utes than against the claim. Triton used just nine-percent more fuel than its claim, and at 2.4-litres, its small capacity proved itself as the fuel-use champion on our test – just. There’s also consideration for the towing result, and while the D-Max used less, we’ve focussed the majority of the

Claim

On Test

Towing

Tank/Range

D-Max

7.9

9.8

13.3

76l/962km

BT-50

10.0

11.9

13.7

80l/800km

Triton

8.6

9.4

14.9

75l/872km

judging on the unladen figures here.

With the largest engine here, it’s no real surprise the Mazda used the most fuel. With a factory claim of 10.0l/100km, it was an uphill battle to even compete with the two others, and with its 19 percent increase over the claim, combined with its surprisingly efficient towing figures, it’s a close third in this test for the BT-50.

Economy

Isuzu D-Max, Mitsubushi Triton, Mazda BT-50.

All three are strong-selling double-cabs in New Zealand, subtle in their differences.

32 | LCV

Round 9 – She Said TALKING ABOUT COLOURS IS SUCH A ‘chick thing’, but it’s hard to ignore when the Triton greets you in its golden hue. But looking deeper, it was easy to fall in favour with the Mitsubishi. It’s the most ‘car-like’ of the three, loaded with more mod-cons, and it’s easiest to simply get in and drive – made partly easier by the keyless entry and the start button on the right side, so I’m not peering around steering wheels looking for the semi-hidden start button.

Couple it with the ventilation system that the kids loved while in the rear seat, plus the dual USB ports in the back, and the smooth way it drives, and it’s one of the easiest decisions to make. The ride quality is a bit bouncy for my liking, but I’ll live with that for everything else the Triton offers, and it gets my choice.

The Mazda comes second by default.

To me, it’s a reasonably good looking ute.

The interior’s a bit bland and basic, but it’s fine, and seems to do everything well. No major complaints, though the price does seem a bit high when compared.

I didn’t gel with the Isuzu, and it’s largely down to it feeling most like a big, noisy truck. For me that overrides it as a part-time family vehicle. I like its looks, but it all feels a bit too plasticky inside, especially the rear seat. I can see why it’s popular, but I’m asked to vote on my opinion as a female driver, part-time

ute driver, and the Isuzu’s a little too masculine for me.

- Arna Evans

She Said

The D-Max is not only quick, it’s frugal, offering the fastest times and the least fuel used during our test drive and towing challenge.

UTE

End of Apr 2018

End of Apr 2019

FORD RANGER

3102

3143 (+1%)

TOYOTA HILUX

2699

2237 (-17%)

MITSUBISHI TRITON

1322

2005 (+52%)

HOLDEN COLORADO

1466

1521 (+4%)

NISSAN NAVARA

1240

1262 (+2%)

MAZDA BT-50

633

797 (26%)

ISUZU D-MAX

803

685 (-15%)

Renderings done by Drive Australia have shown both the 2020 Isuzu D-Max and BT-50 to be more contemporary.

WITH NUMBERS MOVING ALL THE TIME, the plan for Ute-lympics 2 was to elect the next best-selling three utes, from the topthree selling we ran in Ute-lympics 1. So it’s remarkable to see how the sales have moved in just the last 12 months. Leader of the growth pack is the Triton, with a massive 50 percent sale spike since this time last year, taking it from fourth to third.

Next best improver was Mazda’s BT-50, a 26 percent improvement, which also moved it up one spot from the same time a year ago.

Isuzu’s D-Max was only one of two in the top seven to record fewer sales this year than last, losing 15 percent year-on-year, just behind the Mazda.

With the Mazda and Isuzu planning a joint venture, each model is due for a major update within the next 12 months.

With Mazda divorcing from the joint Ford venture, the remnant of when Ford was a major shareholder of Mazda, the BT-50 has suffered as a result, with the Ranger selling five times the volume, a remarkable fact, given they’re effectively the same vehicle. We can expect to see a revised D-Max launch later this year, followed by the updated BT-50.

LCV | 33

Round 10 - Ownership After-sales support, servicing and warranty are all issues that become important once you leave the showroom floor.

The Isuzu offers a threeyear/100,000km warranty, plus 24/7 roadside assistance for the term. Or it did until March, when it upped the kilometres to an industry first ‘unlimited’ kilometre/three-year warranty. At 33,333km per year, that’s on the higher side even for a work ute, so it’s admirable, if a little narrow in its appeal.

Mazda’s ‘free’ Commercial Care programme includes a threeyear/100,000km warranty, plus three years of roadside assistance. It also includes three years of fixed price servicing at $200 each, including GST, every six months/10,000km. And that is a tough act to beat.

Or is it? And not by the sub-$50k Mitsubishi Triton? Nope, Mitsubishi has that covered, too, with its Diamond Advantage warranty, which includes a five-year/130,000km warranty, plus a 10-year/160,000km powertrain warranty.

There is no roadside support, but with a new vehicle, there’s a certain hope and desire that it’s never used anyway.

Right top row: Isuzu’s rear seat feels more basic, and armrest is clean, with the cup-holders on the floor in a flipdown drawer, and a single USB port.

Right middle row: Triton’s rear seat offers comfy seats, a flip-down centre armrest with cup-holders and a handy pocket in the console for phones, right alongside two USB ports.

Right bottom row: Mazda’s rear seat offers flip-down armrest with cupholders, and a 12v socket.

Ownership 34 | LCV

We’ve said at last year’s Utelympics, but there are no losers in this comparo. It’s an all-stars event and each ute firmly deserves its place in the top ute sales chart.

Counterpoint WHEN IT FIRST ARRIVED, MITSUBISHI’S Triton was the odd one out in a segment dominated by boxy, angular pick-ups. Its styling swooped and curved, and there was a curious line at the rear of the cabin that gave the cockpit exterior a Cinderella’s

coach flavour. The styling was too radical for many buyers, and Triton sales never achieved the heights they might have.

Once Mazda introduced its new BT-50 with equally polarising/swoopy styling, the two Japanese trucks battled for sixth place.

Things improved for the Triton in 2015 with the new models’ toned-down styling and a new potent and smooth 2.4-litre turbodiesel. Canny marketing, aggressive pricing, extra kit at no cost, and sharp advertising boosted sales. And then along came the fully-restyled model which went on sale in numbers this January.

Attractive run-out deals on the outgoing model, the new Triton’s more angular, muscular styling, sweetheart introductory

prices and effective TV advertising catapulted the Mitsubishi up to third place.

It steers and handles well, the engine is gutsy, and the new six-speed automatic transmission shifts gears almost imperceptibly. There’s very little to dislike – perhaps the diesel rattle from the engine at low revs, or the jolt as the truck comes down off a speed hump, or the somewhat fussy ride over very bumpy roads. Contrast that with a sublime chassis that gives this 4x4 a handling balance and feeling of lightness evocative of a rear-wheel drive vehicle.

The Triton is now very much 21st century, rugged enough for the rough but refined enough for the school run, and the clear winner of our shootout.

To an extent, its win isn’t surprising.

The D-Max and the BT-50 are at the end of their model cycles, both due for replacement next year by new utes based on a platform developed jointly by Isuzu and Mazda.

I voted the D-Max the narrow runner-up.

There’s not much between them, but for me the Isuzu edges out the Mazda on two counts. Its ride quality remains muscular but soaks up rough road surfaces and sudden jolts very effectively. And strong yet creamy torque helps the Isuzu to be the fastest of our trio.

Some of us thought the Mazda’s steering a bit heavy but I found it more

than acceptable. The BT-50 also has wellshaped and comfortable seats and, riding as front-seat passenger, there was plenty of lateral support. The Mazda was also the quietest of the trio, and had the typicallystylish interior and dashboard design for which the brand is noted.

It’s probably a little friendlier to drive than the Isuzu which requires more effort to get the most from the vehicle. You have to almost monster it to some extent – it won’t do the driving for you – but once you take a firm hand the drive is rewarding.

Mike Stock

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LCV | 35

Conclusion

FINAL MEDAL COUNT MITSUBISHI TRITON ISUZU D-MAX MAZDA BT-50

GOLD 6 3 1

steering and thirst are aspects that hurt its overall score. It’s a consistently good package, evidenced by it earning the most second-places, but just one round win.

The Isuzu D-Max took a very solid second-place, with three wins. It’s easy to see why it sells well, and though a little

SILVER 3 3 5

BRONZE 1 4 4

TOTAL 25pts 19pts 17pts

Gold = 3pts, Silver= 2pts, Bronze =1pt

Mitsubishi Triton VRX

noisy, is rugged, fastest of the group, tows best, hauls the most load, rides and handles exceptionally well, it’s the most ‘masculine’ drive of the group, another element which could be both good or bad. Its interior feels a little more basic than the other two, but, like the Mazda, we would appreciate that others would have ranked the D-Max higher in tests and personal opinion. One request: Isuzu, please add a simple T to the LS badge for the top-spec LS-T model.

So the gold medal, atop the podium, is Mitsubishi’s Triton VRX. Remembering this is a facelift, not an all-new model, that’s an impressive feat, and for the equipment, engine, power, economy, comfort and technology all underlined by its sharp price, it’s simply too good a package to ignore.

Any of these three utes are winners, but in Ute-lympics 2, it’s the Mitsubishi Triton VRX that takes the overall win. Let the flags fly and the national anthem begin.

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

Isuzu D-Max LS-T

Mazda BT-50 Limited

Engine

2.4-litre turbo diesel four

Engine:

3.2-litre turbo diesel five-cyl

Engine:

3.0-litre turbo diesel four

Power

135kW/437Nm

Power/torque:

147kW/470Nm

Power/torque:

130kW/430Nm

Gearbox

Six-speed auto

Gearbox:

Six-speed auto

Gearbox:

Six-speed auto

Economy

8.6l/100km

Economy:

10.0l/100km

Economy:

7.9l/100km

Weight

1995kg

Weight:

2118kg

Weight:

1960kg

0-60/100km/h

4.4sec/10.5sec

0-60/100km/h:

4.3sec/10.9sec

0-60/100km/h:

4.0sec/10.4sec

0-400m

17.2@126km/h

0-400m:

17.4@122km/h

0-400m:

17.1@126km/h

Price

$49,990

Price:

$53,995

Price:

$51,730

Rating (/5)

Rating (/5) Verdict

36 | LCV

Great value, best on test despite minor flaws

Verdict

M

Rating (/5) Solid and effective, if a little plain & pricey

Verdict

Masculine, rugged and impressively good

LCV29533

We said this last year, but there are no losers in the Ute-lympics. It’s an all-stars style event and individually, all three are very good vehicles befitting of their places in the top 10 NZ ute sales chart. It takes an overly critical eye to separate them, and we’ve focussed on what’s better in comparison, so the consumer can make an informed choice to suit their needs.

But like the real Olympics, after the final medal count is tallied, we have a clear podium for 2019.

In third place is Mazda’s BT-50 Limited, a minor surprise given it’s based on last year’s winner. It’s surprising because the BT-50 is a classic case of it being a very, very good ute. Its big engine, comfortable, quiet cabin, combined with suspension that offers both day-to-day comfort, and depth of firmness for doing jobs it was designed for, but the Mazda’s high price, heavy

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a rugged, 1940s, established veloped in the early t just no of es The Willys Jeep, de lik the in lly continues today ua irit sp t tha y ilit 4x4 ab

r, but Toyota Land

the current Wrangle Suzuki’s Jimny.

Cruiser, Mahindra

Pik Up, even

The Willys Jeep paved the way for the modern SUV and ute, poses Mike Stock.

IT WAS ANZAC DAY THAT SET ME thinking about the grandfather of the modern four-wheel drive, the Willys Jeep, and its influence on modern motoring.

I was reflecting on the Second World War service of my late father and uncles in North Africa, Italy and the Pacific Islands, when the Jeep popped unbid into my head.

It got me thinking about the contribution that this vehicle, born as a tool of war, would have when peace arrived, laying the foundations for the 4x4 utes and SUVs that now dominate the vehicle market.

Four-wheel drive was essential for military vehicles to be able to cope with the rough and muddy terrain that soldiers would encounter as they went to battle.

It was the United States that developed the vehicle that became the Jeep (the name comes from General Purpose).

Towards the end of 1940 – just over a year before America entered the war – the US Army needed a go-anywhere, light truck.

Ford, the Bantam company, and then Willys Overland submitted proposals.

Ultimately, Willys prevailed. Its prototype, the Quad, used Willys’ 45kW Go Devil engine whose 142Nm eclipsed rivals’ torque outputs decisively.

After winning the production contract, Willys developed the Quad into the MA, then the MB and post-war the CJ series.

The bloodline lives on in today’s Jeep

38 | LCV

Wrangler (the 2019 Wrangler hits the NZ market in June).

Willys and Ford built a staggering 667,925 Jeeps during World War 2, and after war ended, Willys saw a market for a civilian Jeep. It modified the vehicle, improved its standard equipment, and marketed it as The Universal.

The Jeep had an important influence on Toyota’s four-wheel drive programme.

Early in the Pacific War, Japanese troops who over-ran the Philippines discovered an American Jeep and sent it home.

Toyota was ordered to build a similar, but different-looking, vehicle which became the AK. Later, Toyota developed the AK10 prototype by reverse-engineering a Jeep.

The 4x4 line that continues to this day began with Toyota’s all-new BJ Jeep introduced in 1953. It was a much bigger and more powerful vehicle than the Jeep.

In 1954, Toyota renamed it the Land Cruiser following objections from Willys about use of the Jeep name.

In the late 1940s, the Jeep also had an influence on the iconic British Land Rover being developed for Britain’s armed forces.

The prototype reportedly used a Jeep chassis and axles.

Like the Jeep, the early military Land Rovers were bare bones vehicles, with fold-forward windscreen, and ‘seats’ that comprised an upholstered square mounted

directly on the bodywork and minimal back support.

Post-war, India’s fledgling Mahindra company launched its automotive arm with a licence-built Willys Jeep. Mahindra Jeeps were introduced here abortively in the 1980s but didn’t sell.

Their design lives on in the Thar which can only be used off-road in New Zealand.

A road-legal Thar may come here after 2020 when Mahindra will re-design the vehicle to meet Euro 6 emissions and safety regulations.

That’s just a snapshot of the Americandesigned workhorse that sowed the seeds for the 21st century 4x4 revolution.

Most modern 4x4 SUVs are sophisticated vehicles with no apparent connection to Willys’ Jeep.

But the spirit of the concept lives on in 4x4 utes, especially workhorse-oriented vehicles like Mahindra’s Pik Up which probably most accurately reflects the original go-anywhere nature of the US original.

It’s there, too, in SUVs like Suzuki’s Jimny, the Land Cruiser, Nissan Patrol, the now out-of-production Land Rover Defender and the Jeep Wrangler.

When it developed the Jeep, Willys could have had no idea of the influence its warrior would have on the world’s motor industry.

- Mike Stock

JUST LAUNCHED BMW X2 M35i Ford Endura Kia Sportage 8-speed Mahindra XUV500 Mahindra Pik-Up Lexus UX

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Our experienced team work with you to custom fit your fleet and give your business that point of difference.

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FIT FOR PURPOSE AND BUILT TO LAST

www.jel.co.nz

0800 274427 info@jel.co.nz

LCV | 39

Story & photos: Dean Evans

MASTER OF ALL TRADES

With a choice of up to three wheelbases and four body lengths, front- or rear-wheel drive, plus big payloads and cargo space, Renault’s Master range offers it all.

IF THERE ISN’T A RENAULT MASTER VAN to suit your work needs, then maybe a van isn’t for you. Available in three main length variants, and with a 2.3 litre turbo diesel, front-wheel drive and manual or automated manual transmissions, the Master vans cater to and offer quite a lot.

Let’s just dive straight into what it’s like to drive, because the relatively big 2.3-litre turbo diesel four cylinder engine is strong and full of torque and though it’s front-drive, it’s never obvious with zero torque steer and a tight turning circle. Its figures depend on which gearbox it’s mated to, however, with the six-speed manual offering 120kW and 360Nm, but the optional Automated Manual Transmission lopping 10kW and 10Nm off those peaks. Fuel economy also changes, too, with 6.9l/100km for the manual increasing to 8.0 for the AMT, and 8.3l/100km in the AMT-only LWB version.

With a 100-litre tank, that’s a working range over 1000km.

It was the AMT gearbox we sampled, and while not a full automatic, it does offer selfshifting, with a little engine braking to assist slowing. Plus there’s the option of manual sequential selection if desired. Though it’s probably the Master’s weakest point,

40 | LCV

sometimes not sure which gear it should be in, and not always smooth with an interruption to acceleration – remembering it is an automated ‘manual’ gearbox.

The cabin is roomy and comfortable, and the driver’s seat offers plenty of adjustment for height, fore and aft, plus an armrest and lumbar. It seats three across, but the centre backrest also folds down to reveal a handy table with a swivelling laptop bench.

Overhead is plenty of storage, plus there are cup-holders, bins, cubbies and storage everywhere, plus two handy USBs up front, and Bluetooth audio. Cruise control

is standard, as is Renault’s remote audio control behind the steering wheel, which is consistent across the Renault family and easy to learn and use. There’s also a reversing camera that appears in the mirror.

With the front axle forward of the cabin, ride is very comfortable, and it drives smaller than its size suggests. Vision is great all around and with the dual-angle exterior mirrors, it’s easy to get comfortable, though its 2310mm-2470mm height does need consideration for many underground/ multi-level carparks.

The trade-off, of course, is the large

Story & photos: Dean Evans

MASTER OF ALL TRADES

With a choice of up to three wheelbases and four body lengths, front- or rear-wheel drive, plus big payloads and cargo space, Renault’s Master range offers it all.

IF THERE ISN’T A RENAULT MASTER VAN to suit your work needs, then maybe a van isn’t for you. Available in three main length variants, and with a 2.3 litre turbo diesel, front-wheel drive and manual or automated manual transmissions, the Master vans cater to and offer quite a lot.

Let’s just dive straight into what it’s like to drive, because the relatively big 2.3-litre turbo diesel four cylinder engine is strong and full of torque and though it’s front-drive, it’s never obvious with zero torque steer and a tight turning circle. Its figures depend on which gearbox it’s mated to, however, with the six-speed manual offering 120kW and 360Nm, but the optional Automated Manual Transmission lopping 10kW and 10Nm off those peaks. Fuel economy also changes, too, with 6.9l/100km for the manual increasing to 8.0 for the AMT, and 8.3l/100km in the AMT-only LWB version.

With a 100-litre tank, that’s a working range over 1000km.

It was the AMT gearbox we sampled, and while not a full automatic, it does offer selfshifting, with a little engine braking to assist slowing. Plus there’s the option of manual sequential selection if desired. Though it’s probably the Master’s weakest point,

40 | LCV

sometimes not sure which gear it should be in, and not always smooth with an interruption to acceleration – remembering it is an automated ‘manual’ gearbox.

The cabin is roomy and comfortable, and the driver’s seat offers plenty of adjustment for height, fore and aft, plus an armrest and lumbar. It seats three across, but the centre backrest also folds down to reveal a handy table with a swivelling laptop bench.

Overhead is plenty of storage, plus there are cup-holders, bins, cubbies and storage everywhere, plus two handy USBs up front, and Bluetooth audio. Cruise control

is standard, as is Renault’s remote audio control behind the steering wheel, which is consistent across the Renault family and easy to learn and use. There’s also a reversing camera that appears in the mirror.

With the front axle forward of the cabin, ride is very comfortable, and it drives smaller than its size suggests. Vision is great all around and with the dual-angle exterior mirrors, it’s easy to get comfortable, though its 2310mm-2470mm height does need consideration for many underground/ multi-level carparks.

The trade-off, of course, is the large

Plenty of pockets for so many things in the Master interior.

The Master comes in three standard wheelbases, and an optional XL version, each offering large cargo areas and big payloads.

SPEC CHECK Renault Master

Centre seat folds down to reveal work bench and spinning laptop table.

8m3

cargo area, and ranging from for the SWB, to 10m3 for the mid, and 13.8m3 for the LWB; cargo bay lengths go from 2583mm up to 3733mm, with the same 1765mm width. Cargo bay heights range from 1700-1894mm, with a load height around the 560mm thanks to the frontwheel drive layout, plus doors that open a full 270 degrees. Payloads range from 1540kg up to 1694kg and braked towing of 2.5 tonne. Overall lengths range from

Offered in three wheelbases and four body lengths, Master offers space for six pallets, and more.

5048, about the same as a double-cab ute, to 6198mm for the LWB version. All three models have a GVM of 3500kg.

The rear bulkhead is standard across all models and can be unbolted if required, and for those who need it, there’s also a rear-drive XL version available to order, which offers 17m3, a 4383mm cargo bay length and a 2129kg payload with a 4500kg GVM. With prices starting at $54k for the

Engine

2.3-litre turbo diesel four

Power/torque

110kW/350Nm

Gearbox

Six-speed AMT

Economy

6.9-9.3l/100km

Fuel tank

100 litres

Turning circle

12-15.7m

0-60/100km/h

6.5/15.5sec

Price

$53,990-$67,990

Rating (/5) Verdict

A Master for all jobs

SWB, up to $68k for the XL version, with a class-leading three-year/350,000km warranty, there’s plenty of choice and options to make a Master for almost any job site or situation.

LCV | 41

DAILY ROUTINE

Story & photos: Dean Evans

It’s award-winning around the world, and it was time we spent a day with Iveco’s Daily.

CABIN COMFORT AND DRIVEABILITY ARE great things to have in a van. And while load area is arguably more important, it’s driver comfort and safety that’ll keep an employee, or an owner operator, happy.

Ivevo’s Daily has scooped up a few awards over recent years, including 2015 International Van of the Year. Four years on, the Daily is not just as good, but a little better with class-leading payload, volume

capacity and a smooth and eager engine with a wide spread of power and torque, coupled to an eight-speed automatic transmission.

Climbing aboard the comfortable, armrest-equipped seats, it’s easy to see why it’s so popular. Grab-handles either side make for an easy entry, and dropping down into an adjustable, suspended seat previews the comfortable ride ahead.

Driver’s seat offers adjustable suspension and armrest. Gauges are clean and easy to read and use, though increments are in odd numbers. Climate control and touchscreen are welcomed, but not as much as the eight-speed auto which works like a well-oiled team with the 3.0-litre turbo diesel engine.

42 | LCV

While there is a manual available, it’s hard to ignore the automatic gearbox when it’s this good. An eight-speed ZF ‘Hi-Matic’, the trans features a self-adaptive shift, plus the choice of Power or Eco modes, which alters shift points or holds gears longer.

It’s the icing on the cake of an engine, the 3.0-litre single turbo that we tested, and offers power, torque, response, flexibility and driveability at almost any speed, anytime, and combines it with pleasurably modest engine noise, instant shifts and reasonable fuel economy.

Recently updated, the cabin offers climate control plus bins, pockets and both open and lidded storage, from the dual storage on top of either side, to the lined tray holder for access cards, and both popout and moulded cupholders. There’s also a fold-down table in lieu of the centre seat.

A seven-inch touchscreen with Bluetooth and reverse camera, plus audio and phone controls on the steering wheel ticks off all those boxes, and with storage under the passenger seat, as does the clean design of the gauges, with Euro-style odd numbered (30-50-70) markings. A redon-black info display screen looks a little dated, but with 12 pages, there’s always info at hand.

And real-life info is also accessible through large quarter windows and dualangle mirrors, though for my height, at 6.2/189cm, the mirrors could neither adjust high or wide enough to be perfect.

Another anomaly is the steering: in

HIGH ACED

Story & photos: Dean Evans

Toyota launches its first all-new Hiace in 14 years, to reinforce its status as NZ’s number one van.

THE ALL-NEW HIACE HAS LANDED. That’s not a particularly common phrase, because in Hiace’s 51-year history, it’s been said just five times before. Significantly, this new sixth gen model is a huge evolution, part catching up, part moving ahead.

It finally purges the old cab-over-engine design which dates back to not just the previous model’s launch in 2005, but the original Hiace in 1967. With a new semi-bonnet design, the benefits are substantially improved crash safety, a reduction in noise, and a lower seating position. And that’s just scratching the surface.

Toyota trots out the “it genuinely drives like a car” – instead, we’d say it drives more like an SUV. The cabin is remarkably lower than the previous and conventional van design, thanks to the engine now up front, and the cockpit and driving position is simply the best in class. Tilt and reachadjustable steering combines with a heightadjustable driver’s seat, with flat bench bolsters, to position the driver very much like an SUV, with easy ingress/egress. It feels like you’re sitting in the new Hiace, not on it, like previous.

Though all the new models offer just two seats up front, there is a big storage tray

44 | LCV

positioned between them, with a removable partition. There’s also a single USB and 12v socket, plus a touchscreen with navigation and colour screens and plenty of info available.

Toyota’s Safety Sense suite of gear is fitted standard across the Hiace range, which includes pre-collision AEB, lane departure, road/speed sign recognition, rear cross-traffic alert, front and rear sensors, cruise control and more.

The Hiace is built to accommodate and configure, from a private customer, to courier or commuter, and with short- and long-wheelbase versions, there’s also ZR, ZX, glass, panel van and Minibus.

Of note, the Minibus offers just 10 seats, whereas the previous model offered 12, due to weight ratings exceeding NZTA/3.5t specs. This partly explains why the older ZL 12-seater (and ZL Glass Van) will still be sold alongside the new model. Frustratingly

Payload and sizes vary depending on size of Daily, but load floor has been lowered 55mm and, an important issue given it’s rear-wheel drive. Doors open out to 270 degrees with option.

With a 3.0-litre turbo diesel through an eight-speed auto, it’s a smooth and powerful drivetrain that’ll lug just about any load. use, it’s great, offering a direct feel and precision, but it’s only telescopic adjustable, and not tilt – and in the highest/ closest position (my personal preference) it partly obscures the gauges, so I ended up pushing it to the lowest setting.

With two key model variants, the 35S and 50C models offer GVM ratings between 3.495 and 5.2 tonne, on a car licence of course, with up to 7.0 tonne GVM and load capacity from 7.3 up to 19.6m³ in a new range-topping variant.

Payloads range up to 4.7 tonne, while volume varies.

Loading is via the large, single kerbside door, which comes in a choice of three heights, and can take up to three 1.2m pallets. The rear barn doors detent at 90

and 180 degrees, and optionally swing out to a full 270 degrees, while the loading deck has been lowered 55mm over the previous model for easier rear access.

Three internal heights – 1545, 1900 and 2100mm – offer versatility, as does the choice of eight different rear axle ratios, with optional diff lock on some models.

On the road, the Iveco Daily is simply a pleasure. It rides well, and dashes to 60km/h in 4.6 seconds, unladen, while the tight 10.5m turning circle makes city deliveries a dream, as does the engine that’s happy to sit on standby with plenty of urge from 1200rpm.

With safety aspects, Iveco equips the Daily with four-wheel discs with ABS and EBD, plus a hill-hold function, which

naturally works best with the manual gearbox.

Optional Lane Departure Warning System, low level fog lamps with cornering function and stability control with trailer sway mitigation combine with driver, passenger and curtain airbags to cover off the safety aspect. There’s also Adaptive Load Control, Roll Movement Intervention and Rollover Mitigation, for overenthusiastic drivers.

Thoroughly impressive and competent, we hadn’t driven the Daily for some time, but we’re so glad we did. Its engine and gearbox is creamy smooth and powerful, and with the adjustable suspended seat, and options of sizes, it’s easy to see why it’s been so awarded.

SPEC CHECK Iveco Daily

Passenger underseat storage comes in handy, as does the middle-seat flip down workstation.

Dual-angle mirrors are good but didn’t quite push out wide or high enough for this 6.2/189cm driver.

Engine

2.3/3.0-litre single/twin-turbo diesel four

Power/torque

93-150kW/320-470Nm

Gearbox

Eight-speed auto

Economy

7.9-8.6l/100km

Fuel tank

70 litres

Turning circle

10.5m

0-60/100km/h

4.7sec (unladen)

Rating (/5) Verdict

Excellent choice for daily duties

LCV | 43

ZX interior is very SUV-like, and moves away from traditional van cabins, with tilt/reach steering, and a height-adjustable seat.

Only two seats are offered on the new Hiace in the front row, though there is a handy storage bin located between them.

Cargo sizes, distances and volumes vary between models, but between sides, the new model is wider. This half panel van also accommodates the second row of seats.

Toyota says the new Hiace is about three key improvements to safety, comfort and reducing noise… but with Hilux’s 2.8-litre turbo diesel four-cylinder engine, performance boosts, too. for Kiwis, the new 12 seater ‘is’ certified for Australia. However, there is now rear seat heating (as well as cooling) in the rear of the new Minibus 10-seater.

An all new-but-not engine appears under Hiace’s long nose, taken from the Hilux, so the same 2.8-litre turbo diesel fourcylinder, with the same 130kW/450Nm. It certainly toughens up the performance, and improves torque, a vital feature when carrying cargo, humans or otherwise.

Cargo areas have generally expanded, but depending on the model, there is a mix of more and less space between walls and wheelarches, and a slightly lower loading area. Payloads are also up, between 55-130kg, towing limit increases from 1400-1500kg, and GVM rises from 3150 to 3500kg.

On the road, the longer wheelbase and better cabin position improves ride quality

substantially, and compared to the likes of conventional high-cabin vans, the new Hiace is almost like driving a RAV4. It’s quieter, and the steering is particularly smooth, perfectly weighted and reactive, with a reasonable 11.8m turning circle – an 1.2m increase over previous.

Pricing is generally a $2000 increase across the range, which accounts for a lot: safety, comfort and the new engine, keeping in mind that Toyota’s prices are drive-away: between $44,990-$50,990 for the three new ZR/ZX Panel/Glass Van versions. Prices also include a tank of fuel, one year rego, 1000km RUC, WOF and floor mats.

The Hiace is actually NZ’s third bestselling vehicle, behind Hilux and Corolla (Suzuki Swift and RAV4 round out the five), so this new model has a heritage to live up to, and it’s a worthy improvement in almost

every aspect.

With 79,000 Hiaces on the road, Toyota says there are five of them on the road for every one Transit van, which reinforces the importance of the humble van for Toyota.

Just last year alone, the ‘old’ Hiace outsold Transit almost 2.5 to one.

In a quarter where both NZ’s number one selling van (Hiace) and number one SUV (RAV4) are launched, it’s a huge time for Toyota. The last ominous words come from Toyota’s Neeraj Lala about the new Hiace: “Hopefully the start of another decade of dominance.”

SPEC CHECK Toyota Hiace ZR/ZX Cargo Van Engine

2.8-litre turbo diesel four

Power/torque

130kW/420/450Nm

Gearbox

Six-speed man/auto

Economy

7.5-8.2l/100km

Fuel tank

70 litres

Kerb weight:

2270-2330kg

GVM:

3300-3500kg

Payload:

1030-1170kg

Tow rating:

1900kg/1500kg

Turning circle

11.8m

Price:

$44,990-$50,990 (drive-away)

Rating (/5) Verdict

An evolution in van design

LCV | 45

AUMARKED FOR

success Storys: Dean Evans

Foton may not spring to mind when thinking light trucks, but the company is looking to change that in NZ with the affordable – and now better NZ-classified – Aumark.

A VALUE BRAND, RATHER THAN A CHEAP brand, is what Foton NZ’s Truck Product & Sales Manager Bevan Dale underlines. We’re at Foton’s Auckland truck dealer, Prestige International, to look at the new three-model range of Foton Aumark, following its latest update… to paperwork.

With a range already established with worldwide brands such as Cummins and ZF, the most recent improvements to the Foton light truck range relate specifically to paperwork and official classification to suit the New Zealand regulations.

“What we’ve tried to do is build a product that’s right for NZ,” says Dale.

RUC brackets… because people don’t want to pay for RUC and not use the whole weight bracket. So we worked with them to come up with the GVMs and we’ve now got three models of Aumark to suit those ranges. We’ve got the Aumark BJ 1051 entry product, with a GVM of 5650kg; then we jump to Aumark BJ1079 with a 3.8 Cummins engine and six-speed ZF gearbox, which can be had at 5995kg or 6500kg GVM. Then the big one is the BJ1099, with an 8995kg GVM, which is right at the top of the 6-9 tonne RUC weight bracket.” So the trucks themselves haven’t actually changed, it’s simply an updated and refined NZTA

were sorted, but the Foton factory really want to see NZ succeed, because they want to be seen as more than just a Chinese truck maker, but a truck-maker that can go anywhere in the world and succeed.”

Today, we’re at Prestige International, the Auckland Foton truck dealer and one of six nationally, including Whangarei, Hamilton, Hawkes Bay, Palmerston North and Christchurch.

“We understand a lot of clients want a network,” says Bevan, “So even though they could buy it in Hamilton, it could be working in Christchurch, so having that network allows us to compete with the likes of Hino

No other light commercial has a Cummins engine in it, and the Beijing Cummins plant is one of the world’s best “Some of the old [Foton] trucks were designed around Australia and we were just getting their product dumped into NZ. “With the ADR (Australian Design Rule) way, their car licence is 4495kg, whereas ours is 5995kg. So they were previously bringing in the smaller truck rated at 4495kg, which just wouldn’t work, when our car licence goes up to six-tonne.

“Before we brought in the trucks,” details Bevan, “we sat down with Foton and looked at NZ driver’s licence requirements and

46 | LCV

classification.

“The trucks have always been capable of that,” adds Bevan, “the axles could always stand it, but no-one locally had bothered to sit down and basically get the certification right for NZ. Once we went back to Foton with the axle weight ratings, and told them what we wanted to achieve and why, they went straight back to the R&D engineers, and they said ‘fine’!” And it was all relatively easy, at least from a mechanical side.

“We wouldn’t order until all the issues

or Fuso. Trucks do break down, but having that network support to get it back on the road is important.”

According to Prestige International’s Alfred James, it’s the associated brands and value that helps sell Foton. “One of the things we really enjoy is the simplicity of the product and the ease of working with them as a dealer. A lot of our clients are repeat customers who have said the job is much easier than two years ago – it’s a breath of fresh air.

Aumark’s steering is tilt adjustable and though the wheel is devoid of ancillary controls for audio or cruise control, the blanks show that they will eventually become available.

The centre seat flips down to reveal a work station and cup holders big enough for a medium Pump bottle.

Pioneer double-DIN Bluetooth audio is an $1100 option that also includes a reversing camera. Temperature controls are oddly configured in the ‘opposite’ direction to convention.

Guages are clear and offer fuel levels for diesel and AdBlue.

The trucks have always been capable, but no one locally had bothered to sit down and basically get the certification right for NZ. “We’ve just come on board with sales in September,” he adds, “and to date, we’re up to truck seven; this month [April] will be our best month ever with five-to-six. It’s Foton NZ’s support that’s got us here. We’re targeting an industry, we’re looking at both new and used, to capture from both pools; customers look at AutoTrader and TradeMe and they’re seeing that brand new Foton trucks are only 20 percent more expensive than a used truck. We’ve done this on purpose to steer people from used trucks into new trucks, because of the network support, value price and the top-notch brands like Cummins.”

“As part of the dealer training,” adds Bevan, “we draw a snowman, so at the bottom is the used truck market and the head is the smaller new truck market; the body crossover point is where we see Foton fitting in: we’re a lot cheaper than a Fuso or

Isuzu, but we sit at the top end of the used truck market. You’re getting Euro 5 Cummins engines, ZF gearboxes and Wabco brakes, all well recognised brands.”

Adds Alfred: “A free tray offer has recently helped generate a lot of positive feedback and sales, and drawing people through the door. About one-third of our sales are tippers; a quarter are curtainsiders; 20 percent are box bodies and 20 percent flat decks.” Customers can even custom order from the factory to suit their needs, with a lead time around 90 days.

So the question begs, why buy a Chinese Foton over the conventional brands?

Bevan responds: “My view is that when you’re in the trucking world, you get paid a certain amount for a load; so if the capital expenditure is $20,000 less than one of the other brands, suddenly there’s $20k

that goes back into the business. You’re still getting all the known componentry, reliable brands, Cummins/ZF support, but the amount of capital invested is less.”

“It’s probably personal taste, as well,” adds Alfred. “I’ve always been a big fan of Cummins, and no other light commercial has a Cummins in it. And the Cummins plant in Beijing is one of the most technologically advanced in the world.”

DRIVE TIME Outside for us is waiting the biggest of the three Aumarks, the BJ1099, with an 8995kg GVM. It’s fitted with a Chinesebuilt box body and tail-lift. It sits at a sharp $59,995+GST, and independently assessed by a local builder, Alfred says the quality of the body is as good as anything built here, with excellent fit and finish, and two interior LEDs and double-height fixing rails.

LCV | 47

1

2

4

5

3

1: Optional custom-made moulded floor-mats are a nice touch, and made in two pieces for easy cleaning.

2 & 3: Hayden found the seats comfortable and a good driving position, with plenty of forward vision thanks to a low dash, and effective dual angle mirrors.

4: Reverse camera optional.

5: In this well-built box body are LEDs and dual stacking rails.

SPEC CHECK Foton Aumark BJ1099 Engine

Cummins 3.8-litre turbo diesel

Power

115kW/500Nm

Gearbox

ZF six-speed manual

Tank size

120l

GVM

8995kg

Price

$59,995

Verdict

Solid value truck, performs well

48 | LCV

Three optional extras have been added locally, including an $1100 double-DIN Bluetooth audio system with reversing camera, wind deflector, and $199 floor mats.

Showing attention to detail, even those mats have been custom made in two pieces, to keep mud and gunk within their moulded shapes, and allow for easy cleaning of one side.

Around the truck, there’s a standard alloy tank for diesel, plus AdBlue, and air tanks.

Even Foton admits the interior is ‘nothing flash’, but it has all the basics: handles on both sides make ingress easy, and the seats are comfortable; there’s tilt steering adjustment, and door pockets. The centre seat folds down to reveal a table and two cup holders. Storage is somewhat limited – no overhead storage for example – and the

plastics are on the hard side. And an oddity is hot/cold fan dial flipped the opposite way to normal.

Cruise control is optional, central locking and power windows are also standard and the forward vision and dual-angle mirrors are all very good, thanks in part to the low dash.

On the move, Truck & Driver’s Hayden Woolston is behind the wheel, and first impressions are good, with a light clutch action, though he’s quite busy on the steering, which has a vague and woolly centre feel, requiring a lot of minor inputs, with not a lot of feedback.

On the plus side, there’s a decent amount of cabin room, and both driver and passenger comfort is good. Ride quality is rather impressive, especially when considering the price point, and though we’re running empty

today, so there won’t be any huge challenges for the 500Nm 3.8-litre engine (2.8 in entry model), the ZF six-speed gearbox (five-speed in entry model) slots through its ratios nicely, and it’s a wholly comfortable, accommodating and competent drive.

Noise levels are on the high side, but some heavy traffic and a few red lights reveal the even louder sound of the roaring thermo fan. But on the whole, the Aumark drives rather well.

With dealer support and a three year/160,000km warranty, there’s also solid backing of the product. As Foton suggests, if all the extras are desired, then the Aumark probably isn’t for you. It’s not perfect, nor does it claim to be, and noisy fan, hard plastics and storage issues aside, our time with this Foton is quite positive.

Cruise control is optional, central locking and power windows are also standard and the forward vision and dual-angle mirrors are all very good, thanks in part to the low dash.

LCV | 49

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It’s not all about vanity mirrors and cupholders for the female car buyer, says Arna Evans.

IT’S SOMEWHAT OF A CLICHÉ WHEN IT comes to women appraising and buying cars. Though we typically represent half the factor of a buying decision of the family car, the old adage is that the female buyer is only concerned with the importance of lit make-up mirrors, cup and coffee holders and somewhere to put a handbag. But in an age of #Metoo and female empowerment, at least perceptions are changing, even if the truth still falls behind reality.

I like the practicality of a lit vanity mirror and cup-holders as much as any woman, man or child, but with the standardisation of so many so-called ‘features’ of years past – keyless entry, power mirrors, auto lights and wipers for example – the focus has shifted for the female buyer, just as much as it has for the male.

Price and safety are two of the highest considerations of most buyers, but in my 20s, I was looking at a higher driving position and a non-intimidating size to drive, manoeuver and park; and a bit of power, too. Of course when the family grows, so does the need for added size, and with ours growing to five, other seemingly trivial aspects were highlighted as valued features. These aren’t deal-breakers by any means, but there are a few basics of practicality that make driving, commuting and transporting just so much easier. And

50 | LCV

as a mum juggling three kids and a full-time managerial job, anything that makes life easier is warmly appreciated like a hot tea on a cold morning, while the kids are still sleeping.

It doesn’t take much to assess or isolate, yet so many carmakers still miss the mark when it comes to day-to-day basics in SUVs. There are a number of recent features that I’m really liking and appreciating when they come through the LCV test garage. Biggest of the moment is a feature of a couple of seven-seaters, where a booster seat can be mounted on ISOFIX mounting points, allowing the seat to push and tilt forward without having to remove the child seat. The rigmarole of mounting kids seats is tedious enough, and while the ISOFIX points are great, this simple addition is loved: but just two models offer it that I’m aware of, Mazda CX-9 and Holden Acadia.

And why do so few seven-seaters offer ISOFIX mounting points in the third row?

We fit one of our expensive ISOFIX Recaro booster seats in the third row, but have to use a lap-sash to secure it, which seems counter-safety.

Also, prominent fixing points is also a basic but often seemingly ignored aspect.

In the rear seat of an SUV, there is a good chance children and their car seats will

be mounted there, and sometimes those ISOFIX mounting points are buried deep in the seat.

And the seat belt clasp, too. I get it, no adult wants a bar or buckle digging into their kidneys, but when kids reach the age of independence, they want to buckle it themselves. Too many times we’ve encountered seat belt buckles buried deep in the seat, or below flush, a short belt which flops around, and even occasionally the buckle mounted on an angle that’s simply unusable with a car seat. Sitting the belt buckle flush or a little proud of the seat makes a huge difference and allows the juniors to feel self-accomplished and capable, much less keeping a parent’s blood farther from boiling point.

In the boot, I always appreciate little things as much as big spaces. Trays, hidden storage or hooks for shopping bags are quite handy, because these cars are used for the weekly grocery run. The OCD side of me despises neatly packing $300 of groceries into the boot – heavy stuff at the bottom, lighter stuff at the top and fragiles carefully positioned – only to hear them crashing and bashing like a tumble dryer full of cutlery at the first roundabout.

Arna Evans

Model

Website

Price Range

Trans

Fuel

Cyl/CC

kW

Nm

L/100km

Stelvio

alfaromeo.co.nz

$82,990-$99,990

A

D/P

4/2000-2200

148/206

470/400

4.8-7.0

Q2 Q3 Q5 Q7 Q8

audi.co.nz

$54,900-$63,400 $62,400-$73,900 $92,900-$109,900 $113,900-$141,100 $149,900

A A A A A

P P P P D

4/1395-4/1984 4/1395-4/1984 4/1750-V6/1500 V6/2967 6/2967

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

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

5.5-6.4 5.9-6.7 5.1-7.1 5.8-5.9 6.8

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

EcoSport Escape Everest Endura

ford.co.nz

$26,990-$29,990 $38,480 $79,990 $53,490-$69,990

A A A A

P P/D D D

3/1000T 4/1498-4/1999 4/2000TTD 4/2000TD

92kw 132-178 157 140

170 240-400 500 400

6.7 5.4-8.6 7.1 6.7

June/July 17 Nov/Dec 18

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 Acadia

holden.co.nz

$40,990-$56,990 $43,990-$59,990 $62,990 $32,990-$36,990 $49,990-$71,990

A A A A A

P/D P P/D P P

4/2231-V6/2997 4/1998 4/2776 4/1364-4/1364 6/3600

123-190 100-188 147 103 231

230-400 320-353 500 200 367

8.5-10.7 5.7-8.4 8.6 6.7 9.3

Aug/Sept 17 May/June 18 Dec/Jan 18 Oct/Nov 17 Jan/Feb 19

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 Picanto

kia.co.nz

$34,990-$55,990 $49,990 $55,990-$73,990 $32,490+ $35,990-$54,990 $18,490-$21,490

A A A A A/M

P/D P/Hybrid P P/D P P

4/2231-V6/2997 4/1600 4/1998 4/2776 4/1364-4/1364 4/1248

123-190 104 100-188 147 103 62

230-400 147 320-353 500 200 122

8.5-10.7 1.3 5.7-8.4 8.6 6.7 5.8

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

$39,990

A

P

4/1995

165

350

10.2-10.9

D90 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

Jan/Feb 19

May/June 18 May/June 18

Feb/Mar 17

Mar/April 19 Sept/Oct 18 Sept/Oct 18 May/June 19

Jan/Feb 19

LCV | 51

ADD PROTECTION & STYLE WITH THESE AFTERMARKET ACCESSORIES 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-$261,200 $187,800+ $113,600-$184,300

A A A

P/D P/Hybrid P

V6/2900-V8/4000 V6/2894 4/1984-V6/2997

250-404 324 185-250

340-770 550

11.5 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 Vitara

suzuki.co.nz

$31,990-$38,990 $18,990-$22, 500 $19,990-$24,500 $29,990-$33, 990 $29,990-$37,990

A/M A/M A/M A A

P P P P P

4/2393 4/1242 4/1328 4/1373-4/1586 I4/1400

122 66 110 88-103 103

225 120 110 156-220 220 5.9

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 Drive away prices

$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 T-Roc R-Line

volkswagen.co.nz

$41,990-$66,990 $89,990-$135,990 $51,990

A A A

P/D D P

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

110-162 150-250 140

250-350 450-800 320

5.7-7.8 7.4-9.1 6.8

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 May/June 19

Oct/Nov 17

2.1-8.6

MORRINSVILLE MITSUBISHI LEADS THE WAY Rural New Zealand is helping to lead the way for Mitsubishi Motors’ global rebrand, with Piako Mitsubishi, Morrinsville becoming the first dealership in Australasia to sport the striking new global Visual Identity (VI) launched last year. Distinguished by a sculptural black diagonal enfolding the building’s front left corner and large black portal marking the entrance, Piako’s Dealer Principal, Darren Russell, is extremely proud to helm the first rebranded Australiasian dealership: “We wanted to build a brand-new, modern showroom that would take our business to the next level, and which we and the town could be proud of,” said Darren, who officially unveiled the dealership in mid-May. 52 | LCV

F

O

w

S 53 C

INTAKE SNORKELS FENDER FLARES WEATHER SHIELDS BONNET GUARDS LIFT KITS HEAD & TAIL LIGHT COVERS TYRES - MUD & ALL TERRAIN FLOORLINERS & CARGOLINERS HITCH STEP

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FORD RANGER | HOLDEN COLORADO | ISUZU D-MAX | MAZDA BT-50 | MITSUBISHI TRITON | NISSAN NAVARA | TOYOTA HILUX + MANY MORE!

ORDER YOURS ONLINE AT

www.staparts.co.nz Segedin Truck & Auto Parts Ltd (STA Parts) 53 Andrew Baxter Drive, Airport Oaks, Auckland Call Us: (09) 256 1120 | Email: parts@staparts.co.nz

kW

Nm

L/100km

Issue

Ranger

Model

ford.co.nz

Website

$37,990-$84,990

Price Range

Auto

Trans

Diesel

Fuel

2.2D, 3.2D 2.0 TTD

Cyl/CC

118-157

385-500

7.4-8.9

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

Nov/Dec 18

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 Chevy Silverado

hsv.com.au

$73,990-$82,990 $134,990

A/M Auto

Diesel Diesel

4/2800 8/6600

147 332

440-500 1234

8.7 N/A

Dec/Jan 19

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

Nov/Dec 18

X-Class

mercedes-benz.co.nz

$56,500-$69,000

Auto/Manual

Diesel

4/2998

120-140

450

6.6-7.0

May/June 19

Triton

mitubishi.co.nz

$31,990-$49,990

Auto/Manual

Diesel

4/2422

135

437

8.6

May/June 19

Navara

nissan.co.nz

$37,990-$63,990

Auto/Manual

Diesel

4/2298

120-140

450

6.1-7.0

July/Aug 18

Laramie Ram 2500

ramtrucks.co.nz

$149,990-$169,990 $163,000

Auto Auto

Diesel Diesel

I-6/6690 6/6690

276 276

1084 1084

N/A

Rhino

ssangyong.co.nz

$25,990-$43,490

A/M

D/P

4/2.2/2.0

133-166

350-420

8.6-10.7

May/June 19

Hilux

toyota.co.nz *Drive away price

$36,390-$54,990

Auto/Manual

Diesel

4/2775

123-130

340-450

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

Nov/Dec 18

TOYOTA CONTINUES FOR CUP 2021 The countdown has already well and truly begun for NZ’s America’s Cup defence in 2021, and at the recent Hiace launch, Toyota used the Auckland viaduct home of Emirates Team New Zealand as the base for the van’s launch. As partner for 27 years, Toyota has reaped the rewards with the recent success in 2017, continuing its involvement with the 36th running of the event including the supply of vehicles, such as the branded Hiace (pic). With six teams vying to challenge Team NZ, team COO Kevin Shoebridge spoke of quiet confidence in the new boat, with speeds that would have beaten its 2017 winning yacht.

54 | LCV

Model

Website

Price Range

Fuel

Cyl/CC

kW

Nm

L/100km

Issue

7.1-7.6

May/June 18

fiat.co.nz

$54,990-$67,990

Auto/Manual

Diesel

I4/2999

130

400

Transit Cargo Transit Custom

ford.co.nz

$60,540-$73,990 $54,990-$61,990

Auto/Manual Auto

Diesel Diesel

i4/1995-4/2198 i4/1995

100-125 125

355-405 405

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 *Drive away price

$44,990-$50,990*

Auto/Manual

Diesel

i4/2800

130

420-450

7.5 - 9.2

July/Aug 19

Kangoo Master Trafic

renault.co.nz

$31,990-$35,990 $59,990-$74,990 $41,990-$52,990

Auto/Manual Auto/Manual Auto/Manual

Diesel Diesel Diesel

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

81-84 120-140 85-129

190-240 360-400 300-340

6.6

May/June 19

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 +

FAST 15 UTES (RANKED BY 0-100) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

Trans

Ducato

VW Amarok V6 580Nm Mercedes-Benz X350d SsangYong Rhino Petrol Holden Colorado Z71 Nissan Navara ST-X Isuzu D-Max Ford Ranger Raptor Mitsubishi Triton 4.4 SsangYong Rhino Diesel LDV T60 HSV SportsCat Mazda BT-50 Mercedes-Benz X250d Ford Ranger Wildtrak Toyota Hilux

Trans

Fuel

Cyl/CC

Nov/Dec 18

Aug/Sept 17 June/July 17

Apr/May 17

Dec/Jan 18 Aug/Sept 17

L/100km

Dec/Jan 18

Feb/Mar 18

110-139 151-257

0-60km/h 3.2 3.0 3.9 4.1 4.2 4.0 4.2 4.4 4.0 4.2 4.2 4.3 4.6 4.7 4.6

0-100km/h

7.3 7.4 9.1 10.2 10.2 10.4 10.4 10.5 10.7 10.7 10.7 10.9 11.3 11.5 12.1

Issue

8-13.1

May/June 18

0-400m

15.3@142km/h 15.3@142km/h 16.5@131km/h 17.1@127km/h 17.1@126km/h 17.1@126km/h 17.3@124km/h 17.2@126km/h 17.3@124km/h 17.4@125km/h 17.4@125km/h 17.4@122km/h 17.5@121km/h 17.7@122km/h 18.0@121km/h

LCV | 55

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

Owner: Auckland Zoo Vehicle: 2019 Mazda BT-50 Opinion: Mazda has provided sponsorship funds and a BT-50 ute to help Auckland Zoo deliver and expand its Outreach Conservation Education programmes for students (Years 5-13). “Mazda has long supported the Zoo, supplying us with vehicles to help drive our staff and the wild work we do for threatened species all around Aotearoa,” says Auckland Zoo director, Kevin Buley. “We’re delighted that Mazda Foundation is now joining us to help nurture and grow our future conservationists.”

Owner: Toyota UK Vehicle: 2017 Toyota Hilux Bruiser Opinion: A perfect example of life imitating art – or in this case, toys – Toyota UK built this ‘fullsize replica’ Hilux Bruiser, as an homage to the original Tamiya Toyota Bruiser 1/10th scale ute built in the 1980s. Based on the Hilux Extra Cab, to replicate the original, Arctic Trucks built the full-size Hilux in the Tamiya’s famous ‘Hog Heaven’ livery, on/off switch in the bed, and even a radio control ‘aerial’.

56 56 || LCV LCV

WINNER

Owner: Gary’s Motorsport Tyres Vehicle: 2017 Holden Colorado Opinion: We run two big trucks, but for smaller events, or for additional tyres, we also run our Colorado and trailer. We haul anywhere between a few sets to several hundred sets of race tyres around the country for Hankook. The torque of the Colorado is great for moving all the gear around, which can get close to its 3.5t limit, but it’s still more economical than taking the trucks up to the long-haul events like Townsville or Adelaide.

Owner: Balloons over Waikato Vehicle: 2019 Holden Colorado Opinion: Ebbett Holden in Hamilton supplied a fleet of Holden vehicles for the annual Balloons Over Waikato hot-air balloon festival held in March.

And few are more helpful and practical than the Colorados, supplied to a number of festival participants, who use the utes and other vehicles to pack, store and move their balloons and equipment around Hamilton. The Colorado utes are often seen chasing the balloons as they fly with the wind, and the trays are perfect to load up equipment and keep the event moving smoothly.

Show us your ute, plus 50 words of likes & dislikes about it, and you could win a $100 voucher from Beaut Utes. Post to facebook.com/NZLCVmag.

Land it.

Nail a great offer on the X-Class X 250 d POWER with automatic transmission, from $59,990 including GST plus on roads*.

Visit your authorised Mercedes-Benz Vans retailer to test drive.

Or visit us at FieldaysÂŽ between June 12-15 at our site in the Commercial Vehicle Zone on C street. mercedes-benz.co.nz/x-class Special recommended price for standard specification new X 250 d POWER with automatic transmission, including GST, plus on road costs, purchased and delivered from participating authorised Mercedes-Benz Vans dealers between May 1 2019 and June 30 2019. Offer not available in conjunction with any other offer, or for fleet customers. While stocks last. Vehicle depicted shows optional style pack (roof rails, tinted windows, side steps and wheels), hard tonneau cover, styling bars and metallic paint not included in this offer. *

FREE ACCESSORIES

GIVEAWAY! BUY ANY NEW LDV* IN JUNE AND ADD $3,000 WORTH OF ACCESSORIES FREE!

3 ON

RY FACTO YEAR0,000KMSY

! !!

K IC U Q IN T E G LY AVAILABLE ON THE FIRST

10 ANT WAWRITRH 24HSRSIST 0.

SIDE A ROADty applies to G10 & V8

5

200 VEHICLES SOLD!!!

YEAR 13 FACTO W 0,000 RY

ARRA KMS NT

Y ITH ROAW DSIDE24HR ASSIS T

*Warran

LDV G10 From

$25,990

LDV V80 From

$32,190

T60 Double Cab T60 Single Cab From

$29,990

From

$26,990

D90 7 Seater From

$39,990

(+ORC)

Find your nearest LDV dealer

0800 LDV VANS ldv.co.nz

WORKING HARDER EVERY DAY *Offer ends 30th June 2019. Applies to any NEW LDV G10, V80, T60, D90 models. Conditions apply.