Nz autocar july 2014

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Ranger 4WD XLT Double Cab shown in Aurora Blue, with accessory sports bar. International Pick-Up Award 2013 presented to Ford by Pieter Wieman, jury chairman, at the Fleet Transport EXPO 12 event, in Dublin, Ireland. November 2012.

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WHO WILL BE DRIVING THE FUTURE?

oogle isn’t a firm usually associated with the automotive world but this month it caused a stir with the release of a new prototype autonomous car, its odd-looking pod following on from its fleet of self-driving Toyotas. This next step however is designed to take humans out of the driving equation altogether. It’s enough to have us motoring writers trembling, the end of the industry as we know it? Not according to some experts who say true autonomous cars are still at least 15 years away.

Phew, plenty of time to enjoy a bit more helming then.

According to a report on the economics of robotic cars by US-based research and consulting firm, Lux Research, there would be benefits to self-driving cars. These automobiles would need to be ‘uncrashable’ and as human error is said to be a major factor in 90 per cent of the 1.3 million road deaths recorded each year on planet earth, this number would be reduced. The World Health Organisation also estimates a reduction in road crashes would prevent millions of injuries and save some $500 billion in associated medical bills as well.

Commuters would benefit from autonomous cars as time spent stuck in traffic could be dedicated to new tasks, while traffic that was ‘networked’ would flow better, and make better use of the available road space, merging efficiently, negotiating intersections seamlessly. This smooth flowing traffic would lead to improved fuel economy for the fleet, by as much as 10 per cent. This could be increased further by having cars ‘platoon’, following each other closely at speed to improve aero efficiencies on longer journeys.

But why are companies like Google involved in autonomous cars in the first place? Money of course. The Lux research estimates that in 15 years, the self-drive industry could be generating some $87 billion in revenue, with the software developers who design the programmes that process the data and actually drive the cars coining the most. There are still plenty of problems to overcome, like security of the networks; hacking your computer is one thing but your car is another and who is to blame when things go wrong? Then there’s the actual acceptance from consumers.

What about the folk who still enjoy driving?

Is it surprising to think that self-drive cars are only 15 years away?

Not really, especially when you consider the level of autonomy some cars already have. ESP is a form of autonomy after all, while active cruise control is becoming a more common feature too, and the likes of the Honda Accord NT can already drive you down the motorway by itself.

However, even by 2030, the estimates point to only eight per cent of cars being offered with an autonomous driving option. Which rather suggests that some of us enjoy the act of driving more than we like to admit.

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Peugeot RCZ R No, we’re not talking about awful precooked sausages here but the newest road-rocket from Peugeot. Developed by the motorsport division, the new R gives the stylish RCZ coupe a real sting.

Pukekohe ITM 500 Rob Scott usually spends his weekends trudging through forests and gravel but took some time out to sample the delights of circuit racing at the recent V8 supercar round at Pukekohe. It had been a while since he’d attended the V8s, and is pleased to report things have changed for the better.

46 THE LAWMAKER HSV Senator Signature The Senator is the executive choice in the HSV range, with an understated look and added luxuries to its muscle car persona.

86 BATHURST

– THE STREET CIRCUIT

Special Feature The little town of Bathurst is overshadowed by its world famous race track that spends most of its time as a quiet rural road. Louisson revisits the Aussie motorsport mecca.

50 FRENCH FAMILY FLAIR Citroën Grand C4 Picasso Citroën has ushered in a new era of chassis technology with a stylish people mover, the Grand C4 Picasso. It’s a well executed, economical family car that questions the value of the more popular seven-seater SUV.

92 BORN FOR THE USA Triumph Thunderbird LT and Commander The new Triumph Thunderbird LT and Commander models maybe made in Leicestershire, England, but they’re born to cruise US freeways in the hope of poaching Harley-Davidson sales. We find out what they’re like on Kiwi roads.

56 ON THE WARPATH Jeep Cherokee After more than a year’s absence, the Cherokee returns, totally new and with controversial styling features but what’s not debatable is its cracking on-road ability. We drive it in Flinders National Park.

98 MARVELLOUS MV Agusta F3 800 The F3 675 was MV Agusta’s attempt at a world-beating middleweight sports bike. It was brilliant but flawed.

Does the F3 800 right the wrongs?

74 FRANKENSTEIN’S CAR Alex Kelsey’s Mad Creation 2 Alex Kelsey is back in his new creation, a V6-powerd, mid-engine space frame racer all wrapped in the shell of a Peugeot 207. And like his first rally car, MC2 has been fashioned in his barn.

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MW’s new electrified future touched down in New Zealand last month, the ultimate electric machine yours for $83,500.

That will buy you the new i3 with a range extender, as the pure electric version won’t be offered here. But if you haven’t already put your money down, you’ll be waiting until next year for a car, as New Zealand’s first allocation of 10 i3s has already been snapped up by keen, wealthy early adopters. The first deliveries won’t

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happen until November, and currently there is only one i dealer, that being Team McMillan BMW in Auckland.

However, the eight other BMW dealers around the country can help regional customers purchase an i3, and the possibly the i8 next year.

The i3 is the culmination of Project i, a secret R&D team tasked with developing BMW’s electrification strategy, which began back in 2008. After real life trials with cars like the Mini E and BMW 1 Series EV, the i3 is BMW’s first i car.

BMW like to say it has the interior space

3

i of a 3 Series, the luxuriousness of a 5 Series while driving like a Mini. We can’t comment on the drive yet, but the space on offer from this compact city car is very well conceived.

Four fit with ease, and there’s decent boot space too. Styling is function led - it certainly isn’t the ultimate BMW to behold - but the interior fit out is definitely premium, a mix of technology, organic materials and luxury.

Performance is said to be on a par with a 118i, the eDrive unit developing 125kW/250Nm with a potential range of 150 EV kilometres from the 18.8kWh lithium-ion battery. Once that has run low,

the small two-cylinder 647cc ICE chimes into recharge the battery pack (i.e. it doesn’t drive the wheels in any way), giving another 150km of range before the fuel tank runs dry. Officially the i3 is rated at 0.6L/100km on average. Given the nine litre fuel tank, the i3 should be able to cover well over 1000km, but such are the anomalies of the laboratory test where these fuel use figures are concocted. To achieve this average long term, owners would need to recharge every night, which takes between four to six hours.

This shouldn’t be a problem, but pranging one might be. The body structure of the i3

is made of carbon fibre, strong but hard to repair after a crash. A repair centre is being set up in Auckland, but there could be the potential for a lengthy repair process in the event of an accident. While the i3 doesn’t yet have an official NCAP rating, it does have a comprehensive suite of safety gear, and is well stocked with sat nav, LED headlights, self parking, surround view camera and plenty more, while the price is on the road with all costs covered and comes with BMW’s three-year scheduled service plan and five-year warranty. The battery has an eight-year warranty.

MACCA ON THE MONEY

DETAILS of the second-gen BMW X6 have been released and it builds on what has proved to be a surprise success. Global sales now exceed a quarter of a million units.

Styling is similar though bolder front and rear, and there are hints of new X4 in the design.

X6 expands slightly, longer by 34mm, despite a slightly shorter wheelbase. The chassis is updated, with extra aluminium components, though kerb weight is little changed at around two tonnes. Handling is said to improve, with torque vectoring an option.

Luggage capacity grows minimally to 580L.

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new zealand autocar

cLaren’s only New Zealand dealership welcomed the arrival of the 650S model last month, the new and improved variant replacing the MP4-12C as the company’s ‘entry level’ car. It’s apparently quite a bit better than the 12C it replaces; more powerful, faster, and even better handling but also more expensive with the 650S Coupe starting at $449,000 where the 12C used to start at $379k. And this

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is before any options boxes are ticked.

And then there’s the Spider, at $489,500.

The 650S offers more power, with 478kW and 678Nm of torque thanks to a new head design while software updates improve the suspension, the active aeros and the gearbox. Carbon ceramic brakes are standard as are forged alloys and the performance is improved with 100km/h done in 3.0sec, 200 in 8.6sec. If you’re interested, sign up for delivery later next year as the first few are already taken.

McLaren Automotive has managed to post a profit for the first time, reporting a small £4.5m pre-tax profit for the year on the back of delivering 1359 12Cs and 36 P1s. The company has stated it has more than 1000 orders for the 650S. The company plans to open another 20 showrooms this year, bringing the total to 70 in 28 markets around the globe.

The new P13 model will materialise next year at the Geneva show, and the company has confirmed it will mint a small run of track-only P1s. But you’ll only be able to buy one if you

already have a ‘regular’ P1 in the garage. It will be the most powerful and rarest McLaren yet.

The P13 is said to be based on the 12C/650S but will be less expensive, more practical, and available in as many as three different configurations as McLaren look to lift annual sales to beyond 4000 a year. The company wants to be making 6000 cars a year by 2024, by which time all models will be hybrids according to the CEO Mike Flewitt. Also in McLaren’s future lies the P15, due in 2017, which will sit above the 650S.

THE new 2015 MX-5 could spawn another rear-drive Mazda sports car, according to Japanese rumours. Its new SkyActiv chassis evidently sheds around 100kg of weight, and according to the company will make the MX-5 ‘a remarkable production car’. However, costs of development need to be recouped and used in another vehicle will spread the financial load. In other Mazda news, a spokesperson hinted the new CX-3 may launch this year. A new CX-9 will debut in 2015, as will the Mazda2 replacement. There are suggestions a Mini Cooper competitor will be developed using the 2’s platform.

BACK in January when Chevrolet unveiled the 2015 Corvette Z06, company official said it will produce ‘at least’ 466kW and 861Nm. They weren’t wrong, as final figures for the all-new 6.2-litre supercharged LT4 V8 are 485kW (at 6400rpm) and 880Nm (at 3600rpm). That makes the Z06, launching later in the year, the most powerful

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VOLVO BEGINS REVEAL OF NEW XC WARHORSE t last, Volvo is releasing details of its all-new XC90, beginning from the inside out. About time we reckon; the original debuted in 2002. The exterior design will be revealed in August.

The XC90 transformed the large SUV segment upon its arrival and Volvo hopes its successor will do the same. The new interior is the most luxurious yet from the company, ‘integrating the latest technology with simple design using the finest materials’. For example, leather and wood are complemented by a gear lever knob made of crystal glass by Orrefors and ‘diamond-cut controls for the start/stop button and volume control’. The jewels add a certain je ne sais quoi, apparently.

A touch screen control console forms the heart of the in-car control system, and resembles a tablet, according to Volvo spokespeople. The system virtually eliminates buttons, and operators can

A

access a range of Internet-based products and services. It also utilises Volvo’s Sensus interface which promises to be not only intuitive and easy to use, but also will ‘keep eyes on the road and hands on the wheel’ according to Volvo’s senior vice president of design, Thomas Ingenlath.

Cloud-based apps will cover connected navigation, Internet radio, music streaming, parking, and identification of restaurants and other points of interest.

Apple’s CarPlay will also be offered so iPhone owners can mirror their phone on the XC’s touch screen display.

Volvo says drivers will be able to use the touch screen even when wearing gloves as the touch-sensitive surface features infrared technology which senses the touch input regardless. Expect head-up display and voice recognition to feature.

Production of the new Volvo XC90 will begin in Sweden early in 2015.

MINI GOES MAINSTREAM

inally a practical Mini.

While the company has had no trouble selling its funky little hatch, and many weird offshoots, BMW is getting serious about ramping up its production numbers with the release of the brand’s first five-door hatchback.

The more practical third-gen model has a 72mm longer wheelbase (2567mm) than the three-door, and this directly relates to a 72mm gain in rear leg and foot space. Headroom evidently increases too and there are three seats in the rear.

The five-door is just under four metres in length, making it 161mm longer than the

three-door, and it’s just 11mm taller overall.

It looks like a Mini too, the proportions carefully preserved although the rear doors don’t look huge, so access to the back seats could be a squeeze. The luggage space is up to 278L, 67 more than the wee hatch, and split folding the rear seat is said to liberate some 941L. Simply huge in Mini hatch terms.

The international engine line up is the same as the three-door with 1.5-litre triples and 2.0-litre fours, all turbocharged. The five-door models will be inevitably heavier, reflected in a slightly slower performance figures, with the 141kW/280Nm Cooper S auto clocking 100km/h in 6.8 seconds and the 100kW/220Nm Cooper auto ringing it up in 8.1sec. Standby for local info as BMW NZ was unable to confirm even when the car is expected here, though it will be at some point.

In less serious Mini news, the fun loving firm unveiled the Superleggera Vision concept at a highbrow car event in Europe recently.

It’s a pure concept that expresses ‘the most minimalist and emotional style of motoring.’

The handcrafted body is a mix of carbon fibre and steel, with a minimalist cabin and the concept is powered by an EV set-up

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13

VOLKSWAGEN AGAIN GOES WILD FOR WORTHERSEE

production GM vehicle ever. Apparently 620Nm spools up from idle, building to 847Nm by 2800 pm. Grounding the output is a six-speed manual gearbox or a new eight-speed paddle-shift auto. With all that power, a ZR1 is not even being considered.

FORD has developed a super-slim concept version of the Mondeo, stripping 300kg or 25 per cent of the overall standard kerb weight from the car. The concept Mondeo weighs much the same as a Fiesta.Naturally it is quicker and uses less fuel than a regular Mondeo, but it also totes more luggage. Ford says the lightweight concept uses carbon fibre

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new zealand autocar

he Wörthersee festival, a venue for wild concept and future VW Group product, this year saw the unveiling of two rather different machines. Skoda showed off its CitiJet concept, an open-top car based on its cool wee Citigo urban runabout. Designed

by Skoda’s head styling honcho, Jozef Kaba, the show-special itself was built primarily by 16 Skoda apprentices over a six-month period. The sporty wee cabriolet runs on 16-inch alloys, has a hand-rendered rear spoiler and a pair of exhaust pipes. Beneath the bonnet is Citigo’s regular 55kW 1.0-litre engine. Inside are a red-stitched and leather-lined steering wheel, partial leather upholstery, and a 300 watt sound system with music-reactive LED lighting.

Of more (theoretical) interest from a numbers viewpoint was Volkswagen’s GTI Roadster concept, a vehicle based on a virtual car from Gran Turismo 6 played on

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PS3. Dubbed the ‘most spectacular GTI ever’, the two-seater convertible looks particularly aggressive, though the chances of it seeing the light of day are slim to nil.

Powering the low-flying jet is a twin-turbo 3.0-litre V6, said to be good for 375kW of power and 559Nm of twist. VW reckons 500Nm of torque is on tap from 2000rpm. Using 4Motion all-wheel drive and a seven-speed DSG, the 1421kg concept hits 96km/h in a claimed 3.5 seconds and runs virtually to 320km/h.

Wheel assemblies consist of 20-inch alloys wearing low profile 235/35ZR20s up front and 275/30ZR20s on the rear while vented brake rotors at 380mm and 356mm in diameter handle stopping duties. The two occupants sit in sports buckets within a carbon fiber monocoque, and helming is via a four-spoke Alcantara-bound wheel installed on an exposed steering column.

Players of GT6 can ‘drive’ the car in a virtual world for free.

SO ALIVE, IT’S OBSESSED WITH POWER. Once you have power, it’s difficult to let go. Something you’ll find with the F-TYPE R. Supercharged and super agile, it will give you control of the road you never thought possible. And with up to 550BHP, capable of 0-100km/h in 4.2 seconds, there’s no doubting its power.

Just remember, with great power comes great responsibility.

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and magnesium, but also lightweight plastics and chemically-toughened glass, as found in cell phones. Many of these materials will find their way into future Fords to help curb weight and pass increasingly stringent emissions laws.

PORSCHE is thinking about using a turbocharged engine for the next 911 GT3 RS, following the conflagration issues the company had with its 349kW naturally aspirated 3.8-litre flat six. A high state of tune is said to be responsible for the fires and a turbocharged engine would meet power expectations without pushing the limits of reliability.

Moreover, turbocharged powerplants are increasingly commonplace in this sector.

IN more Porsche turbo news, further details are starting to emerge about Porsche’s new four-cylinder turbocharged direct-injection boxer engines. Evidently it will be available in three sizes; the entry-level engine will be a 1.6-litre unit with power output of 156kW. The 2.0-litre engine is apparently good for 213kW/399Nm, and the biggest four will be a 2.5-litre variant, pumping out 268kW and 470Nm. The four-cylinder powerplants will debut in Boxster and Cayman before being introduced to other models.

MG is said to be considering a ‘sports car’ with renderings undertaken in Chinese design studios. However, what type of sporty vehicle this could be is not yet clear. Because roadsters are already well represented, with a new

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new zealand autocar

Audi’s FIERY FIVE-POT owering up the Audi stand at the recent Wörthersee Meeting in Austria was the A3 clubsport quattro concept.

With the arrival of AMG into the compact premium market, the powerwars have escalated, and Audi maybe hinting here at what to expect from a new RS 3. This clubsport quattro concept is based on the S3 sedan but has the firm’s five-cylinder TFSI engine under the bonnet pushing out 386kW. The increase in power comes thanks to a larger turbocharger blowing 1.5bar boost and a modified intercooler, intake and exhaust system. With torque tapped at 600Nm from 2300rpm, the clubsport is said to register 100km/h from a standstill in 3.6sec.

All-wheel drive features, as does a sevenspeed twin-clutch gearbox and a launch control function. The S3’s hydraulically activated, multi-plate clutch AWD system has been beefed up to cope with the extra squirt.

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The clubsport sits 10mm lower than an S3, and its unique coilover suspension can be adjusted to suit the purpose. The 21-inch alloys are wrapped in 275/25R21 rubber while stopping shouldn’t be a problem with 370mm carbon ceramic rotors up front.

It even has an active airbrake, the spoiler flipping upward into the air stream under hard braking. At 250km/h, Audi says the air brake can reduce the clubsport’s stopping distance by 12m. Along with the tuned ESP, the clubsport benefits from torque vectoring with individual braking applied to the inside wheels to limit understeer.

Rounding out Audi’s showing of small cars with big horsepower was the TT quattro sport concept with its 2.0 TFSI producing 309kW with 450Nm of torque and the S1, it’s 2.0 TFSI producing 170kW and 370Nm enabling the little hatch to attain 100 in 5.8sec. That car will be here later this year.

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MX-5 coming, a sporty SUV based on the Icon crossover concept might well be the starting point. The company is said to be interested in producing a halo model as well, probably an SUV or crossover. But the most pressing models currently are a 6 replacement, and a Qashqai competitor, due for launch next year.

THE XL1 is VW’s incredibly fuel efficient but stupendously expensive hypermiler.

Costing €110,000, the first production unit was recently delivered to a German customer. XL1 utilises a plug-in hybrid powertrain consisting of a 35kW turbodiesel mated with a 20kW electric motor that’s fired by a 5.5 kWh lithiumion battery. Because of its lightweight carbon fibre reinforced plastic (CFRP) construction, the XL1 can average 0.9L/100km (313.8mpg) and travel up to 50km on battery power alone.

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he power wars are heating up again in the muscle car arena. With the 580bhp Camaro ZL1 and the 660bhp Mustang GT500 having been on sale for a while now, it was about time Dodge reacted and it has with the 2015 Challenger SRT trotting out a 600 horsepower (447kW) Hemi Hellcat option. The 6.2-litre supercharged V8 is Chrysler Group’s most powerful engine ever and the good news keeps coming when you hear the monster engine will be hooked up to a ‘TorqueFlite’ eight-speed auto. Finally the old five-speeder has been given the bullet. Dodge is yet to reveal the official power rating for the Hellcat option, only stating ‘600 plus horsepower’ at present. It’s unlikely to top the 640bhp (477kW) offered by the SRT Viper, though some 750Nm of torque sounds likely.

The new engine is a development of the regular 392 Hemi, de-stroked to 6.2-litres and features a forged-steel crankshaft, forged-alloy pistons and connecting rods and gets heat-treated aluminiumalloy cylinder heads. The screw-type

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supercharger gains water to air intercooling and the free flow exhaust features an active valve to let the sound flow. Buyers will be able to choose between the new auto or an upgraded Tremec six-speed manual.

A new Drive Modes feature lets pilots alter the throttle, transmission, steering, and the traction and suspension systems while new 20-inch forged aluminium wheels wear 275/40ZR20 Pirelli P Zero rubber. The Hellcat also gets new 390mm Brembo two-piece rotors with six-piston calipers. It will also come with two different keys, the car needing to be started with the right one to unlock the V8’s full power.

The SRT Challenger gets a fresh fascia for MY2015 with a new vertical-split grille, a larger, power-bulge for the bonnet with a cold-air intake and the Hellcat package also gets dual air extractors to ensure the V8 doesn’t boil over, along with a larger front splitter. It also gets extended side sills and big supercharged badge as well. The rear is updated too. Production of the new SRT Challenger begins in Q4 later this year.

Google’s search G for passengers

oogle wants to make the world a better place by taking humans out of the driving equation. Looking like a Koala’s head on wheels, this is Google’s new self drive pod and it aims to remove any human interaction with cars at all. To that end, the ‘car’ has no controls and passengers get in, set a destination and the car does the rest. The prototypes use the same array of lasers, radar, cameras and processors as the Prius self-drive cars that Google has been testing for several years now, but this time the tech is wrapped up in its own pod-like conveyance. Currently the fully electric pod is limited to just 40km/h, so things shouldn’t get too crazy out there during the real world testing phase. The pod is said to have been programmed to drive defensively – it won’t drive in another car’s blindspot, and will steer a path away from a car that it deems is being driven erratically by its humanoid controller. It will even wait 1.5sec before setting off at a green light.

Google wants to put 100 of these prototypes on the road in the coming months, although these will also be fitted with conventional controllers for the ‘test pilot’ to take over, should something awry happen. In case it does, the front end is a mix of plastic and foam so that if the Google bug does collect someone, the damage will be less severe. No word on range, or price, but expect regular updates from the blogosphere about this one.

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FPV says peace out T his is the end of the line for the FPV brand, the Aussie performance carmaker signing off with the GT F 351. Those hoping for something a little more special will be disappointed; the F is merely a boosted GT R-Spec. The extra power has come from an overboost function that pumps up the power curve to register 351kW at 6000rpm, while torque stays at 570Nm. Reports out of Australia are claiming the figure is higher, like as much as 400kW under the right conditions. The ECU software has been programmed to run in overboost mode above 4000rpm (though not in first gear) allowing the supercharger to pump up the power. However, if conditions are too hot, this is limited to shorter periods to preserve the engine. As the power is not always

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available, FPV has not been able to claim the full power figure, instead quoting 335kW, which the engine can always produce.

Just like the R-Spec, the F features a launch control function for manual cars, retuned dampers with stiffer springs, thicker sway bars and modifications to the rear suspension arms to allow the fitment of wider 275/35R19 tyres. There are no special wheels for the F though. The rear camber can be adjusted for those taking to the track and it gets the top Brembo brake package as well.

There are no sheet metal changes either, but it does receive gloss black highlights for the headlamp clusters, mirrors, door handles and rear diffuser. The stripe package is unique, said to hark back to the GT Falcons of the 70s. The interior features a few orange highlights and

the central display also gets a series of digital gauges, including a g-force meter.

FPV has said to have sold all 500 destined for the Aussie market, each selling for $77,900. A further 50 have been pre-sold to NZ buyers as well who paid $99,351 for the privilege. For those doing the conversion, Kiwi’s paid $15k more than their Aussie brothers. The final Pursuit Ute isn’t a goer for En Zud but Ford will make 120 of those for the Aussies.

The GT F is the last GT Falcon. A revised Falcon arrives later this year to carry the nameplate through to 2016 when it faces the gallows, but there will be no GT badge in the next line up; rather, the XR8 will return powered by the 5.0-litre supercharged V8.

A GT in all but name then.

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Rare Beef his strange creation is the latest from design house, Zagato. What started out as a Lamborghini Gallardo has been turned into a fish-looking creature for a wealthy Swiss butcher. The Lamborghini 5-95 was commissioned by one Albert Spiess, owner of a cured meats empire and serious Lamborghini collector who also happens to own several Zagatostyled cars including an Alfa Romeo S.Z. and an Aston Martin V8 Zagato.

The 5-95 was unveiled at the 2014 Concorso d’Eleganza Villa d’Este in Italy and forms part of Zagato’s 95th anniversary celebration. The Lamborghini 5-95 Zagato is based on the LP570-4, but wears new carbon fibre lines. Its new owner likes it; ‘I always appreciated the

T

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ability of Zagato to create timeless lines with a forceful visual impact. I believe that a sensual design inspired by nature, together with the best technology, strike a perfect balance and this is only possible in Italy. The 5-95 will be a fundamental piece of my collection,” says Spiess.

On the front end, there’s a floating spoiler while Zagato’s signature double bubble roof and truncated tail are incorporated too.

According to the designers, ‘the 5-95 Zagato’s volumes express a sense of energy through fluid and organic surfaces that recall an animal’s muscles as it is ready to leap forward.’

Zagato and Lamborghini have collaborated before on cars such as the 350 GT, the Diablo and a take on the LM002 Rambo Lambo, which happened to be Zagato’s first SUV project.

Little oiler that can

azda has released details of its newest Skyactiv powerplant, a 1.5-litre diesel destined for the new Mazda2. Mazda says its new 1.5 diesel has a torque output equal to a 2.5-litre petrol engine, while it’s said to feature an expanded lean burn phase which helps reduce fuel consumption. Mazda has made further progress on reducing internal friction and engineers worked on insulation technology to ensure optimum operating temperatures are reached quickly and maintained, particularly important in small diesel engines.

It features a relatively low compression ratio of 14.8:1, new solenoid injectors for more precise fuelling and eggshaped pistons help manage the burn process. Improvements to the exhaust gas recirculation process are said to help extend the engine’s lean burn phase.

The variable geometry turbo gets a water-cooled intercooler integrated into the intake manifold to improve its overall performance. The engine makes 77kW at

M

4000rpm and 250Nm from 1500rpm to 2500rpm, while meeting Euro6 emission standards without the need for a NOx aftertreatment system.

No word on the economy but it’s been suggested a Mazda2 with a six-speed auto would emit 90g/km, equivalent to 3.5L/100km on average.

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JIM

PEOPLE

he late Jim Morrison, front man for The Doors, liked to expose himself on stage, and kick back with a bevy of beauties and a head-warping cocktail of drugs after a performance. He might not be the ideal candidate for a role model, but Morrison penned a few lyrics which lucidly described the philosophies and morals by which we should live our lives. Now while some Doors’ songs focused on Morrison’s Oedipus complex (the desire to murder Daddy and marry Mummy), Morrison prescribed a simple formula for safe driving when he wrote Roadhouse Blues. In the opening lines of the song, Morrison barks ‘keep your eyes on the road, your hands upon the wheel’ with as much aggressive affirmation as Adolf Hitler delivering one of his Nuremburg Rally speeches.

The importance of this message wasn’t lost on Morrison, because he kept repeating it throughout the song. Yet many Kiwi drivers simply can not fathom these two simple rules.

Regularly, the New Zealand Herald sends a reporter and a photographer to scope out the Auckland motorway for an hour to identify drivers who appear to be dangerously distracted while driving. The newspaper found 49 candidates for a Darwin Award this year, up from the 29 they witnessed 18 months earlier. Earning the grand HMS Beagle prize was a bloke driving a van for an electrical company, who had his right hand holding a cigarette outside the driver’s window, while the left held a cellphone to his ear. There definitely were no hands on the wheel in this instance, and it was equally debatable whether this driver’s eyes were on the road.

If that wasn’t appalling enough, what happened next possibly sent Morrison’s body spinning in the Parisian cemetery where he is buried. For the reporter noted the name of the company that the driver worked for and contacted his boss for comment. Instead of condemning his employee’s actions as potentially dangerous, Peter McInally of Trilect Electrical Services, heartily condoned them.

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‘It’s pretty much the same (thing) I will do in my car every day. I will take a fine every time, rather than miss a call and turn away business.’

McInally defended the lack of hands-free Bluetooth communications in his company’s work vans by saying that there were no devices that didn’t echo when used in said work vehicles. The Herald reporter failed to ask him when he last looked for such equipment, or why the front of his company’s vans weren’t insulated from the load area out back to enable clearer hands-free communications. Nor did he ask why McInally didn’t use such a system in his car.

McInally’s attitude is enshrined by his comment that he’d rather ‘take a fine every time.’ He didn’t say that he’d rather ‘kill someone or himself every time’ yet there have been plenty of examples recently where hands-on cellphone use by a driver has resulted in a tragic outcome. A 26-year-old mother-of-two would still be alive if she’d given her driving more attention when travelling through Te Puna, near Tauranga. Instead, her car crossed the centre-line and was involved in a fatal head-on collision because she was using her cellphone at the time. The father of the two children also injured in the crash is now a vehement promoter of cellphone-free driving. ‘Just divorce your phone,’ urges Matt Rundell. ‘If there’s a call and it’s that important, pull over.’

The instigator of the ‘the text can wait’ campaign, Jade Beale, was also inspired by a fatal accident, where a women driver died after crashing head-on with a car driven by her sister. Police found that the dead woman was texting on her phone at the time. Beale, along with her sister and a mutual friend survived the crash.

‘At the moment, you have to be involved in something or see something to get the message,’ she says. ‘I hope that one day people will see it like drink-driving and see the seriousness of it.’

Meanwhile, I definitely won’t be giving Trilect Electrical Services a ring if I require the services of an electrician.

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FREE DRIVING mong other things, autonomous transport systems will soon mean that when radio and TV news broadcasters say ‘the car lost control..’ they’ll be right for the first time.

As far as Google is concerned, we asked for them. The burgeoning tech company’s trend gurus have predicted that soon, early adopters at least, will not care enough about motoring to bother with actually driving. Instead, they will be queuing around the block for their very own wheel-less, throttle-less and brake-less vehicle, just as they have every six months or so when their tech of the moment is upgraded or replaced with a new model. So Google has designed a car with no steering wheel, gear-lever or pedals, to go with its almost complete lack of luxury appointments. Yup, it’s one of them noofangled autonomous cars, where as long as you have a strong and reliable wireless connection and have paid your data bill, you can ask it to take you somewhere and that’s what it will do.

The techies at Google cannot have liked the Prius and Lexus RX cars to which they attached their cumbersome sensors, cameras and other equipment while testing driverless systems over the years, for the machine looks like a mid-fifties Isetta bubble-car, only without the performance. I’m suspicious about this, as in Silicone Valley, the car parks are full of fast, desirable, and sexy cars that only millionaires can afford, and owned by the very same people who want to foist these egg-like excrescences upon the rest of us. At least Steve Jobs actually used the very gear he cleverly created.

The Google car was built for the company by a manufacturer that thus far has not had the courage to admit that this soulless automotive blob is its work.

Don’t worry we’ll find out - people shouldn’t be allowed to get away with such stuff. There are but two seats, a screen showing where you are and where you’re going too, a start/stop button, somewhere for your bag and the inevitable pair of cup holders. It has a range of 160 kilometres according to Google and cleverly, by giving the electrically powered car a top speed of 40 km/h, any

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trip seems so much longer. Oh, and you’re unlikely to hit anything, the technology will make sure it doesn’t.

To be fair, it sounds ideal for people who don’t like driving, and the blind, and societies dominated by pedestrians and cyclists, though I’d wager, merely by behaving perfectly, the Google car will manage to score walkers and pedallers and others lacking similar tech and discipline as if it was born to it. Google envisages users calling ‘their’ car up via a smartphone app with which they would also input the destination. I just know that when I use one for the first time, I’ll manage to send it somewhere on its own, without me in it. I can’t help but think that if Google techies really want to encourage people to stop driving, they could be so much more effective by transporting passengers en masse. I’d make my autonomous transport much bigger, with seating for 40 or 50 people, with the task of driving taken away from users who can just read and sightsee.

They wouldn’t even have to buy the vehicle, they could pay for what they use, with their journeys cleverly coordinated to work in with other users of the vehicle, which could be allocated to various destinations and suburbs according to subscribers’ needs. Being a bit larger than the wee Google car, they would have to run on special roadways, electrified probably, and well away from pedestrians and cyclists. Google plans on building 100 or so of its prototypes for California testing during the northern hemisphere summer. Why don’t they couple them all together and join my plan? We could call them ‘trains.’ Who knows, if sufficient subscribers are found, there’ll be much more room out there for serious conventional motorists which, judging by their car park, could well be the ulterior motive that Google techies had in mind from the outset.

2011

2012

2013

ers w O Stu

LOO AHE K TO S AD AVE ackling hills on my bicycle has taught me a few things about how to extract the best fuel economy from my car. The first time I saw the gas pump register $120 after filling up gave me a jolt of motivation to get the most from each expensive tank of gas. A while ago, I bought a digital speedo for my bike, primarily to see how far each journey was taking me. But once out in the hills, watching how fast I was travelling up the big long ascents soon took my interest. I realised that to increase my speed by even one or two kays an hour while I was climbing required a lot of extra huffing and puffing on my part. Conversely, when descending, it was easy to add another ten kays an hour by putting in the same amount of effort. On longer rides, I began saving my energy for where I was going to reap the biggest reward.

This reminded me of the rises and falls of some race tracks and the need to analyse each corner to decide which ones need the most care and attention in order to get a better lap time. If you have a corner with a long uphill straight after it, like Hell Corner at Bathurst or the sweeper at Hampton Downs, then getting the maximum possible speed through it is vitally important for a good lap time. These are the corners that need to be analysed and concentrated on. Being just a few kays too slow at the exit of these bends will kill your lap times as you just can not make up the speed as easily on the uphill straight. Downhill corners followed by shorter straights, like the Fox Hole section of the ’ring or the Corkscrew at Laguna Seca are less critical. Your car will quickly reach its maximum speed along such small straights anyway, so a slower corner exit can be recovered more easily.

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How does all this relate to the real world as we trudge along on our daily commute or the drive to the beach?

With a bit of practice you can anticipate the hills ahead by increasing your speed gradually as you travel along the flat. That way your momentum might just help up the hill without needing any extra acceleration. Once at the crest of a hill, you can then squeeze the gas pedal a little more to rebuild the speed with a minimum amount of energy. If you can then lift off the gas completely on the descent you are literally on a free ride and your fuel economy will improve.

Think of how your cruise control works. Naturally the car can’t ‘see’ down the road like you can. It will wait until the hill starts and then blindly strive to maintain the set speed, even until you are past the peak and over the other side.

Some late model systems will even brake on the downhill part to bring you back to the target speed. It’s all quite wasteful, simply because the system can’t look ahead to anticipate what’s required. I’m yet to try one of those new sat-nav linked cruise systems however.

Obviously if you have a line of traffic behind you, big fluctuations in your speed will drive everybody nuts, so moderation is required. If you practice this enough you can also start to anticipate intersections ahead by lifting off early and coasting for a while before you need to brake to a stop. It really doesn’t take much to do but it does pay you back when it’s time to go back to the pump. The interesting thing is, you will notice that your average travelling speed is barely affected. Something for nothing is always a bargain.

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n important Kia rolled into town last month, that being the subtly revised Sportage. It’s important because it’s Kia’s best seller locally, in a market segment that is going ape. The Sportage sits in the so-called medium sector of the SUV market which, when dissected, accounts for 11 per cent of the overall market. The facelift model introduces some running engineering updates, discussed later, and Kia has also taken this opportunity to expand its Sportage line-up to eight variants. Kia says the medium SUV segment is split 50/50 between front-wheel and AWD options, with those 4x2 offerings gaining in popularity as buyers realise they like the shape and ride height of an SUV more than its actual capability. One other trend is an overwhelming preference for petrol in the segment with just 23 per cent of buyers opting for a diesel, though there’s a slight upward trend for 4x4 oilers amongst that small group. And so Kia has decided to introduce a new, top-spec 4x2 Ltd model to the range and an entry level 4x4 diesel to try to capture as much of the action in this market segment as it can. So far the Gen3 Sportage has racked up 2643 sales locally, with 312 sold this year. That sees it at fifth place in the segment on the sales leader board with another year to go on this model.

The main item on the new Sportage menu is the 2.0-litre direct injection petrol which replaces both the existing 2.0- and 2.4-litre fours in the range. The 2.0-litre diesel carries over, as does the six-speed auto.

The 2.0-litre petrol delivers the same 122kW as the old engine and only eight extra Newtons, made earlier in the rev range but Kia says it delivers a better response, which helps reduce acceleration times, while also reducing fuel use, down from 8.8 to 8.4L/100km for the 4x2.

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The Stats

MODEL Kia Sportage LTD Urban PRICE $44,490 ENGINE 1998cc, IL4/DI, 122kW@6200 rpm, 205Nm@4000rpm TRANSMISSION 6-speed auto, front-wheel drive VITALS 0-100km/h 10.4s, 8.4L/100km, 200g/km

A few engineering changes help quell NVH further like a new soundproof windscreen, and the addition of rubber bushes for the front subframe, which was previously bolted directly to the bodyshell. An intermediate shaft is added to the drivetrain, resulting in equal length front drive shafts.

Kia’s Flexsteer has been fitted to the Ltd models too, and these two changes make the biggest difference on the go, the Sportage tracking straighter under power and steering with more precision thanks to a better interaction with the wheel.

The styling differences are subtle with a new mesh grille, LED rear lamp clusters and a new range of alloy wheels. There’s a choice of 17- or 18-inch diameters, with 16s no longer offered.

Inside the revisions include higher-quality materials with more soft-touch surfaces on the dashboard and door sills. Ltd grade buyers get sat nav with traffic updates, an Infinity sound system and now also receive heated front and rear leather seats, a cooled glovebox, and six-way electric driver’s chair adjustment.

Prices rise between $100 and $250 on the new improved models, starting at $34,240 for a 4x2 EX and rising right up to $54,490 for a 4x4 diesel variant. Look for a test of the new 2WD petrol Ltd next month. – Kyle Cassidy

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LA Photos Stuart Price

THE ENZO’S SUCCESSOR IS FINALLY HERE, AND IT’S A 708KW V12-POWERED HYBRID. SO JUST HOW GOOD IS IT? STEVE SUTCLIFFE STRAPS IN TO SEE subscribe online at www.mags4gifts.co.nz/autocar

new zealand autocar

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Q

uite often in life, anticipation of an event can far outweigh the enjoyment experienced when said event occurs. You can look forward to some things so much, in other words, that when they happen, they can’t help but be an anti-climax. Yet in this instance, I’m fairly certain that finally driving LaFerrari is going to exceed my expectations. Because let’s face it: if the 950bhp (708kW) LaFerrari can’t do it for you as a car nut, it’s fair to say that nothing ever will.

Before we proceed any further though, some history, and a few facts, about LaFerrari. Designed in-house by Ferrari Design and engineered almost entirely by Maranello’s own fair hand, LaFerrari is, as its name suggests, the ultimate Ferrari. It has but four ancestors: the GTO, F40, F50 and Enzo, each of these being a limited-series car, just like LaFerrari, of which just 499 will be made during the next two years. At the centre of the car, behind its two fixed carbon fibre seats, sits a 6262cc normally aspirated V12 engine that generates 590kW at 9000rpm and 700Nm of torque at 6750rpm. On their own, these outputs would be sufficient to make LaFerrari more potent than the Scuderia’s last V12 F1 car, the 412T from 1995. But also behind and beneath the seats sits a 60kg lithium-ion battery pack that, via a 25.7kg electric motor, provides 120kW and 270Nm to give combined outputs of 708kW and 970Nm. But entirely unlike its rivals from Porsche (918 Spyder) and McLaren (P1), LaFerrari’s power unit has been designed to produce its maximum outputs all of the time. There is no e-mode as such. Instead, the combustion engine and the Hy-KERS system have been engineered to work as one, with energy being continuously harvested on the move (via the brakes, the ABS system, the traction control system and even the E-Diff) to deliver full beans whenever you want it. The prodigious energy produced by this power unit is then sent to the rears alone via a seven-speed dual-clutch gearbox, made for Ferrari by Getrag. This also has an electric motor attached to it, with a dedicated gearset that transmits drive directly to the

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final drive, thereby reducing the need for a typically vast clutch.

The meticulous removal of weight is a key theme throughout LaFerrari’s engineering, and this is but one example.

As with the P1 and 918, LaFerrari features a carbon fibre tub on to which the engine and suspension are mounted. At each corner, there are double wishbones (carbon fibre at the front) and coil springs with electronically controlled dampers, plus enormous carbon-ceramic disc brakes made by Brembo, those at the front measuring 398mm, those at the rear 380mm.

Electronics play a huge role in the car’s engineering and in the delivery of its vast dynamic repertoire. Wings at the front and rear are actively deployed on the move to provide two radically different running configurations: high- and lowdownforce modes. Mostly, these exist to provide the maximum amount of grip and reduced drag required at any given moment – with a maximum of 360kg being produced at 200km/h when cornering, or a minimum of 90kg at 200km/h when travelling in a dead straight line. On the move, the car decides how much downforce it needs, not you. But the actively managed wings also play a key role in cooling the engine, batteries, gearbox and carbon-ceramic brakes.

The cabin is a deeply exotic place, as you’d expect, but it’s also smaller and more intimate than you might anticipate, despite there being 30mm more headroom than in an Enzo in order to accommodate drivers wearing a crash helmet. And that’s because the driving position itself is so low slung, with a fixed seat but movable pedals and steering wheel. Ferrari claims that the driving position is halfway between that of a normal sports car and a Formula 1 car, with the driver’s backside sitting at broadly the same height as his or her toes. There are three different instrument styles that can be dialled up within the TFT digital dashboard display, all with the tacho dominating to varying degrees. It feels quite a lot like you’re sitting inside a very well appointed Le Mans car but it is both comfortable and intimate at the same time – the perfect environment in which to ‘do’ driving.

IT FEELS QUITE A LOT LIKE YOU’RE SITTING INSIDE A VERY WELL APPOINTED LE MANS CAR BUT IT IS BOTH COMFORTABLE AND INTIMATE AT THE SAME TIME – THE PERFECT ENVIRONMENT IN WHICH TO ‘DO’ DRIVING. subscribe online at www.mags4gifts.co.nz/autocar

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No matter how snug you might feel sitting inside, peering out at the world through a screen that offers unusually excellent forward visibility, you’ll also feel a touch nervous before you twist the key and thumb the starter button for the very first time. I’m proof of that, the prospect even causing my hands to shake ever so slightly.

But that’s what a car like this can do to you. And ultimately, I guess, that’s what cars like this are all about. They are fantasy made real – devices so extreme that they enable very lucky people like me and, of course, those who can afford to actually buy them to live the dream in Technicolor.

Before that happens, though, I’m taken for a manic passenger ride by Ferrari’s amiable but quietly unhinged chief test driver, Raffa Simone. In many ways, LaFerrari is his car. It is his feedback right from the beginning and throughout the programme that has helped to make LaFerrari what it is, so it’s only fair that he gets to show me what it can do first. I’m a shockingly nervous passenger at the best of times, and Simone knows this only too well, so he takes it easy to begin with. Even so, many things become instantly obvious.

One: the damping appears to be quite phenomenally soothing, even though Simone already has the Manettino dial set to Race.

Two: the noise from the V12 is even more magnificent than I was expecting it to be. Three: the seats in this car are beautifully dialled in to the rhythm of its chassis and suspension. Four: the result of this is that you feel as though you glide across the ground, even when he runs one of the Pirelli P Zero Corsa tyres across an inside kerb momentarily. And five: holy smoke, does it feel brisk when – on

EVEN HALFWAY AROUND LAP ONE I’VE HAD ENOUGH, ESPECIALLY WHEN SIMONE NIPS AN EXIT CONE IN THE MIDDLE OF THE SUPER-FAST ESSES SECTION OF THE TRACK. I’VE COME HERE TO DRIVE, NOT TO BE TERRIFIED IN, LAFERRARI, FOR HEAVEN’S SAKE

the out lap, remember – he gives it just the smallest of squirts along the back straight towards the main hairpin bend. But that’s nothing compared to what happens when he hits the brakes for the hairpin itself. I just hang there momentarily, braced against the seatbelts, teeth clenched, jaw metaphorically on the floor. At that point Simone looks across at me and smiles and then tells me that it will be okay. ‘Trust me,’ he says. ‘Trust the car!’ What happens next is frankly ridiculous. And not entirely without drama. We do two laps balls to the wall, during which it becomes painfully obvious that LaFerrari is (a) cataclysmically fast in a straight line, (b) stops even better than it goes, (c) sounds, if anything, even better than it goes or stops and (d) generates rather a lot of grip.

But even halfway around lap one I’ve had enough, especially when Simone nips an exit cone in the middle of the super-fast Esses section of the track. I’ve come here to drive, not to be terrified in, LaFerrari, for heaven’s sake. So after some slowing-down laps and a fair bit of chat about the car itself from Simone – about how they spent two years making the performance ‘as easy to access as we could’ and about why they decided to keep the ride height of the car constant at all speeds and in all settings, unlike their arch rivals at McLaren – we climb out and it’s my turn.

I’m still vibrating inside from the passenger ride as I prod the starter button, squeeze the huge right-hand gearshift paddle to select first and rumble out on to the track in Race mode. The ride still feels spookily smooth, the steering surprisingly light but bursting with a delicious, oldschool kind of feel. The brake pedal also feels light underfoot but is again rippling with feel. And the throttle response the first time I go anywhere

Carbon this, carbon that. Dial in your desired slip angle with the Manettino and hang on. Only 499 are being made, and they are all sold thanks

HOOLIGAN HYBRIDS

P1 VS

LaFerrari VS

918

Three very different hypercars have been unleashed at broadly the same time, with spookily similar levels of potential to amaze and entertain their lucky owners. The rarest will be the P1, with just 375 being made, and then LaFerrari on 499, with Porsche hoping to find homes for 918 of its 918 Spyders. All the P1s and LaFerraris are already sold and Porsche’s order books are ‘continuing to fill’, we’re told. Having been one of the lucky few to drive all three, albeit on separate occasions and in different circumstances, here are some initial thoughts about how they compare. The Ferrari feels quickest in a straight line, followed closely by the P1, with the 918 being merely incredible back in third place. But the P1 feels torquier and therefore more explosive in the mid-range than the Ferrari. It has a sense of surging madness to its acceleration between 3000rpm and 5000rpm that the more linear Ferrari doesn’t quite replicate. The Porsche also feels more linear, less on-off, than the McLaren, and that’s basically the difference between the P1 having a smaller capacity but twin-turbo engine and the others being normally aspirated. Except that it isn’t as simple as that, because all three are, of course, aided in their propulsion by electric motors.

And in the 918’s case, there is four-wheel drive to improve the traction and help trim any unwanted mid-corner understeer as well. What separates them here, though, is the way that they harness and redeliver their electric power. In the 918 and P1, you quite quickly run out of e-puff if you drive hard for sustained periods, and the only real way to get it back is to slow down a bit until the batteries can regenerate. In LaFerrari, however, you harvest power all the time, and there is no e-mode as such. As a result, you have access to full power all of the time, which effectively means that you have another couple of hundred horsepower to play with — compared with the others — for much of the time. The Porsche feels heavier than the others and understeers a touch more when you push it hard, again the result of it being (a) four-wheel drive rather than rear drive and (b) weighing a good 200kg more than the P1 and 250kg more than LaFerrari.

The Ferrari also makes the best noise — by far. The P1 feels stiffer and generates less roll than LaFerrari, even in its most comfortable setting — but it also feels more refined, somehow, than the 918, which has the noisiest, most intrusive engine of the three. All three have dual-clutch gearboxes that work brilliantly, the P1’s being the smoothest during low-effort, low-speed shifts, the 918’s being the most violent during full-bore shifts.

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LaFerrari sure to be a rare sight on road with just 499 made while its performance potential begs a track outing to fully appreciate

near the loud pedal just seems outrageously explosive.

And that’s what you get when you integrate electric power with a thumping great V12. At low revs the electricity provides the torque, and provides it instantly, and from there on up – at about 3000rpm – the V12 takes over. Yet the transformation is so smooth that you are never actually aware of it taking place.

Instead, it feels like the car is powered by a 10-litre V12 that somehow has massive low-rev response. And to begin with, at least, it’s the immediacy of its throttle response that pretty much defines what LaFerrari feels like on the move. The torque appears to arrive from the moment you think about opening the accelerator, not when you physically press the pedal, and that requires some getting used to. But once you do there is a proper box of secrets to be unlocked. The sheer thrust that the thing can generate will scare most people to begin with, for example, because it really is monumentally rapid. And it just never lets up. The acceleration and the noise and the violence all just keep on coming at you stronger and louder with every extra revolution of the crankshaft until the limiter intrudes at an ear-splitting 9250rpm. In their own way, the gearchange, the brakes, the steering, the turn-in, the handling balance and the ride are all every bit as incredible as the engine – sorry, the power unit – and the acceleration that it can produce. You look at what this car has on paper and assume that it is going to be a deeply complicated car to drive, one that perhaps we mere mortals will never get to truly understand or get the best out of.

But that’s not the case at all in reality.

In many ways, LaFerrari feels as natural and easy to drive as a 458 Italia. Its responses may be massive, its grip vast and its performance envelope borderline insane, but it also feels surprisingly normal to drive. The electronics are there, but they operate very much in the background. A bit like the brilliant speech writer for the brilliant speech maker, they are a key element of LaFerrari, but they don’t define how it feels or how it drives. And as for the way that you can eventually learn to play with the car, assuming you are bold enough to rotate the Manettino switch all the way around to switch everything off, well, it’s just breathtaking. Never before have I driven a mid-engined car that feels so well balanced, so comfortable, when its rear tyres are lit and you’ve got half an armful of

corrective lock applied. In my head you shouldn’t be able to drive a car like this like that, but anyone who knows broadly what they are doing behind the wheel could do exactly the same thing in it eventually. And that’s purely because the car itself has been engineered to allow most people to be able to drive it hard, really hard, without scaring themselves. Thus, the grip that it develops may be huge, but you can feel it come and go to the nearest millimetre. Same goes for the steering, which is hyper-alert but not in the least bit neurotic in its response, as the earlier 458s tended to be. Even the performance, although savage, comes at you and can be accessed predictably.

On the road, where I also drive it briefly, LaFerrari feels, if anything, even faster still – to the point where you really do need to choose your moment before squeezing the throttle with anything approaching enthusiasm. But even so, the ride quality is still quite amazingly good, the steering

perfectly manageable, the visibility nowhere near as poor as I’d expected it to be, the car’s general driveability/usability not much less than that of a 458 Italia. Which is extraordinary, given how much deeper LaFerrari’s well runs in all other respects, including the ability to turn heads, which is something that it does more than any car I’ve ever driven. Big questions, then: is it better, worse or just different from the P1 and 918 Spyder, and is it a worthy successor to the mighty Enzo? It’s more than a worthy successor to the Enzo. Indeed, it makes the old-timer feel gruesomely under-achieving in most respects and is also a much easier, far sweeter car to drive in the process. Be in no doubt however: LaFerrari is a true masterpiece from Maranello.

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LaFerrari Price €1.2 million 0-100 km/h Sub-3.0sec C02 output 333g/km Engine Capacity 6262cc Format V12/mid/longitudinal Max power 708kW@9000rpm Max torque 970Nm@6750rpm Weight-to-power 1.9kg/kW Compression ratio 13.5:1 Cylinder head 48v/dohc/vvt Transmission 7-speed twin-clutch Drivetrain rear-wheel drive Suspension Front Double wishbones/sway bar Suspension Rear Double wishbones/sway bar Brakes Front Carbon ceramic discs (398mm) Brakes rear Carbon ceramic discs (380mm) Stability systems ESP/TC/ABS/EBD Tyre size f-265/30/ZR19 r-345/30ZR20 Tyres Pirelli P Zero Corsa Dimensions Wheelbase 2650mm Length/Width/Height 4702mm/ 1992mm/ 1116mm Fuel capacity 86L Luggage capacity n.a Weight 1345 wet kg

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NO, WE’RE NOT TALKING ABOUT AWFUL PRECOOKED SAUSAGES HERE BUT THE NEWEST ROAD-ROCKET FROM PEUGEOT. DEVELOPED BY THE MOTORSPORT DIVISION, THE NEW R GIVES THE STYLISH RCZ COUPE REAL STING. Words Kyle Cassidy

Photos Tom Gasnier

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ometimes a factory hot-up can be a tad underdone, especially if the marketing department has had more of a say than the engineers. The last 308 GTI for example. Peugeot’s RCZ R however is not in this camp. It’s been developed by the slightly unhinged folk at Peugeot Sport, those responsible for Peugeot’s rally successes in years past, and its Le Mans programme. Lately they’ve conquered the Pikes Peak hill climb and are currently working on a new Dakar assault weapon. Oh, and they’re also redeveloping the Pikes Peak car for a crack at the overall ’Ring record. Nuts they are and they’ve been tasked with putting some sting in Peugeot’s mainstream line-up. The first offering they have for us is the new RCZ R, a racier version of the cool curvy coupe.

The power has been given a right hike here and we’re not just talking about a nasty boost job. The RCZ’s 1.6-litre turbocharged engine swells in output from 147kW and 275Nm up to 199kW and 330Nm thanks to a thorough revision of much of the hardware. The engine block gets a special heat treatment to make it more robust, while the turbo is upsized and is plumbed in on a new exhaust manifold. Peugeot Sport opted for a new Borg Warner twin scroll unit for improved response and as much low end torque as it could muster. The internals feature Mahle Motorsport forged aluminium pistons and tougher rods and bearings, along with special surface treatments to manage the heat and friction in this hard working little mill. There are also twin oil cooling jets. On that note, the coolant systems have been uprated, and a bigger intercooler fitted too, while the Bosch engine management system has been revised to suit the new hardware. The peak power arrives fully at 6000rpm while the torque is constant from 1900rpm through to 5500, giving the wee engine a broad operating range. It’s far from peaky, with plenty of torque right from idle for town jaunts. A six-speed manual is the lone gearbox, the gearing being a tad lower, and the gear sets heat treated too. It will pull fifth comfortably at 50km/h, decent

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acceleration coming from just a minor extension of the right foot. It lugs an easy 2500rpm at 100km/h in top, so it can cruise easily too, but its real character comes on the scene as the needle nudges past 3500rpm, where you get a hint of where the extra power lies. This is a small DI engine worth revving. You can rocket along on the torquey mid-range, up-changing at 5000rpm, but there’s more urge lurking higher up. Take it past 6500rpm, closing in on the 6800rpm cut, and the 1.6 delivers the extra thrust to give the R its real meaning in life. To short shift is to miss the character of this mad little donk.

That shift action is fairly sound, occasionally snagging the second to third throw, but otherwise it doesn’t mind being rushed through the gate. The performance is quick enough without being too scary, but you have to work for it. We can think of easier, quicker cars to strop along (like Golf GTI Performance with its bigger, torquey engine working with a twin-clutch box) but this one brings more of a sense of achievement with it.

Peugeot Sport saw fit to bolt up a traction-maximising Torsen-type limited-slip front diff. With its mechanical locking ability, it can redistribute torque to the wheel with the best traction. Compared with the open diff of the regular RCZ, there’s no madly spinning wheels as you press the throttle down hard out corners, and no silly traction control intervention limiting the flow of Newton metres.

Given how the engine provides its maximum thrust from so low, the little gear unit gets a work out.

The RCZ R is said to scamper to 100km/h in under six seconds, probably under optimum conditions –tyre pressures, sticky surfaces

- still we managed a 6.12sec, which is PDQ for a front driver. As yet, we are still to crack the five-second mark with the leading wheels driving; it’s getting that power to stick that’s hard.

So while the Torsen diff doesn’t help straight-line traction, it does reduce torque steer. It’s not banished, but you just grip the wheel firmly and it tracks straight. We prefer this wriggle to ESP intervention while the steering, electrohydraulic you know, has a degree of road vibe filtering through. The weighting is about right and it’s quick enough too.

The R gets wider tracks by way of fatter rims and tyres, and a larger offset, along with retuned dampers, stiffer lower springs and reworked camber and toe settings. The swaybars are tauter too.

The R tucks into the bends, the minimal mass spread low and wide, with big Goodyear Eagle F1 rubber grounding everything nicely. We hardly saw the ESP light flicker, despite giving it nudge a few times.

Front end push does eventually come, but is well signalled. It’s a car that asks to be whipped along, and rewards when you do. The rear can get light, causing a few heart flutters, and we could imagine an heroic throttle lift just might kick it out. Best though to just hold on, the back end threatening to break loose before relaxing the steering a little so the front pulls everything right. Who says you need a rear driver to have serious fun?

The brakes are equally impressive with 380mm steel rotors up front mounted on an alloy hub. The pedal’s delicate enough to squeeze but also responds to a firm push, which is about the only way to truly upset the RCZ R, this big weight transfer being

CLOCKWISE FROM LEFT Big brakes arrest the power sufficiently.

Double bubble wrapped in carbon fibre here. Wing keeps the RCZ R grounded. Just one of many R badges about the place

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seal, but it’s generally alright on the ears for a low slung sportster on huge rubber.

The R’s design brief called for a car that you could thrash at the track but also use everyday so to that end you get sat nav, a JBL sound system, cruise control and a full safety kit with directional Xenons but no comfort access, tutt tutt. Design highlights include the bigger fixed spoiler, the carbon fibre roof bubbles (actual CF too), black roof arches, the 19-inch alloys and plenty of R logos. There are more Rs inside too along with new seats, dressed in high grade leather and Alcantara, manually adjustable to save some weight (the R is said to be 17kg lighter overall), but miss out on any added lumbar support. Comfy otherwise though. The shifter may be cold first thing in the morning, but the lever and pedals are well placed and you have a hill holder for clutch work, the pedal itself light but feelsome. There are the usual coupe pros; it’s low with big doors that make it a chore to get out in tight car parks, the boot is shallow and the rear seats are best thought as supplementary storage spots. The RCZ R is rated at 6.3L/100km on average, and while the average can double when pressed, it’s still a fairly economical racer, though the small gas tank limits your range.

something to manage. You’d think the ride would be the biggest issue here, but au contraire mon ami, this is a Peugeot and the RCZ R delivers a surprising amount of compliancy.

The new sports exhaust has been tuned for sound, with the intake action pumped into the cabin too. While we like the induction note, particularly as the revs rise, the exhaust can boom at 100 kays. Sneak up to French motorway speeds and the boom disappears, but so might your licence. Tyre roar can be an issue over freshly laid

Well, yes it is. At $77,490, it asks $18k more than the standard manual RCZ but as we’ve detailed above, Peugeot hasn’t just added some badges and a bit of boost; it’s a thoroughly revised package. It’ll be exclusive with just six on sale in New Zealand, but is it worth it? Not an easy call given there’s a degree of desire involved in any sportscar purchase. It’s certainly fun to drive, gains plenty of attention and is usable for a twodoor, though we could see why many interested parties might kick the tyres before buying a cheaper, more practical 2.0-litre hot hatch. That’s where the sensible money would go, but when it comes to these types of cars, sense doesn’t have much to do with it.

Peugeot RCZ R Price $77,490 0-100 km/h 6.12s 80-120 km/h 3.18s (90m) 100-0 km/h 33.18m Speedo error 96 at an indicated 100km/h Claimed fuel use 6.3L/100km C02 output 145g/km Ambient cabin noise (dB@100km/h) 77.1 Engine capacity 1598cc Engine format IL4/DI/T/transverse Max power 199kW@6000rpm Max torque 330Nm@1900-5500rpm Specific output 124.5kW/L Weight-to-power 6.76kg/kW Bore x stroke 77mm x 85.8mm Compression ratio 9.2:1 Cylinder head dohc/16v/vvt Gearbox 6-speed manual Drivetrain front-wheel drive Front suspension mac struts/swaybar Rear suspension torsion beam/swaybar Front brakes ventilated discs (380mm) Rear brakes ventilated discs Stability systems ESP/TC/ABS/EBD/EBA Tyre size 225/40R19 Tyres Goodyear Eagle F1 Wheelbase 2612mm L/W/H 4294mm/1845mm/1352mm Track 580mm/1595mm Drag coefficient n.a Fuel capacity 55L Luggage capacity 321L Weight (full tank) 1347kg Weight distribution 65.7/34.3% front/rear Corner weights 243

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Verdict Quick little coupe that is a fun drive. Still draws a crowd too.

Pricey but exclusive Rating

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

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Performance in Motion

For Industrial, Agricultural, Marine and Retail enquiries please contact Waitomo: Tel: 0800 922 123 www.wpl.co.nz For Automotive workshop and Repair centres please contact Motor Trade Supplier: Tel: 0800 399 993 www.mts.co.nz

LUBRICANT COMPANY, SINOPEC CORP.

No.6 West Road, Anning Zhuang, Haidian District, Beijing 100085, P.R. China http://english.sinolube.com

E H T W A L R E K A M e Cassidy Words Kyl r m Gasnie Photos To

IS THE N R O T A N E S THE TIVE CHOICE I AN EXECU V RANGE, WITH ND THE HS STATED LOOK AS UNDERLUXURIES TO ITA ADDED E CAR PERSON MUSCL

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SV faces an uncertain future.

What will its model lineup be post 2017 when the Holden Commodore slips into history? Challenging times indeed, and too much for long-time CEO, Phil Harding, who has declared his innings over, leaving the challenge to new blood, with former head of marketing, Tim Jackson, now charged with discovering HSV’s new path. He’s been reported as saying that everything in the GM portfolio is now on the menu as HSV looks to a new future. That includes righthand drive conversions of Camaro and Corvette too. While there’s plenty of scope within the GM empire, Jackson has said that as long as there’s an economic opportunity and a market for it, HSV will investigate it.

And it’s not like HSV has only ever made V8 rear-drivers. There’s been the Coupe 4, the

H

Avalanche, and a couple of four cylinder bangers too, so nothing is sacred and we look forward to what may be.

But V8s are what the HSV brand is all about and the latest Gen F cars are some of the best big sports sedans ever. HSV has created a giant slayer in the GTS, but those models further down the ladder are just as appealing, like the Senator Signature. It’s the slightly tamer looking, more spec replete offering in the range, and at $105,990, it sits above the R8, but below the Grange and GTS. There’s no premium charged for the auto with this model, usually a $1500 extra, (and yes, the odd buyer does opt for the sixspeed Tremec manual) while it comes with the SV-tune of the 6.2-litre LS3, meaning power is bumped to 340kW and muscle to 570Nm thanks to the freer flowing inlet plumbing, headers and less restrictive exhaust, complete with

HSV

HSV’s bi-modal mufflers. These purr quietly in the Senator’s Touring mode, where the car’s specifically-tuned Magnetic Ride dampers deliver a limo-like ride, working quietly over bumpy city streets. The steering map too is tuned for comfort, light weighted and shock free, making the Senator a proper executive offering, as do the myriad convenience features which all make it an easy car to live with.

As does the subdued styling. It’s the least overt HSV ever, even with all the chrome highlights, which we like, and the colour has a hint of heritage too, mimicking the old HSV Racing Green worn by Senators past, like when they had an earth-shattering 215kW of power. With 340kW under your right foot, this is quick enough, squeaking to

Senator

Whoops, a little bit too much enthusiasm on the exit here, but the ESP chimes in to nip the slide at just the right time.

The shiny chrome is laid on a mite heavy in the interior but the amount of gadgetry offered helps justify the steep price

Louisson’s lowdown enior Editor Louisson prefers more compact, lighter mobiles, but even he had to admit liking a spin in the big Senator.

Here’s his take.

We have here the Gen-F Senator Signature costing $105,990. There’s a surprising amount of technology on board, much of it safety oriented, but it’s how the Gen F performs and drives that interests me more.

This 6.2-litre V8 impresses with its free-breathing SV power option. This is an HSV that has everyday-rev torque (at last) from as low as 2000rpm. In the past HSVs have had trouble grounding their power, so found a 5.0sec 0-100 run a bridge too far. The GTS put paid to that, well and truly. Last year we coaxed a ClubSport R8 to a 4.88sec run and the slightly

S

heavier Senator Signature didn’t disappoint either, just cracking into the fours. It also makes haste overtaking, running into the high twos. Hulking AP Performance brakes make this as convincing in the 100-0 department, with consistent 33m emergency stops, which is decent for a vehicle weighing 1800kg. There’s more sensitivity than in previous HSV brake pedals too, along with some decent longevity.

Despite better low rev torque production, fuel use showed an average of 17.3L/100km, but drive it hard and you’ll see that spike into the 20s. That’s old school that is, though smaller turbo V8s are no less thirsty when tortured.

There are no paddle shifters fitted to the SS, so you drive this more like a V8 Supercar. The MS shift lever, oriented with a push away for a downshift, provides just the right feel. Or you can let the adaptive auto programming do it for you.

It’s near 50/50 weight balance and Magnetic Ride Control make this magic in corners, firming up in Sport/ Performance and riding on cushions in Touring mode. We like that ESP is dialled back in Perf mode for a few degrees of safe slip angle, and the Senator is so willing to unleash.

Steering, despite a slight amount of on-centre slop,

HSV

is a highlight; sensitivity is up there with the best.

The cabin is brimming with luxo goodies, and the powered sports seats are comfy too, but some aspects of design are a touch dated.

We can also see why some folk are opting for SUVs; a boot lid doesn’t offer great access to what is decent luggage space.

Moreover, there’s really only seating for four adults with that big transmission tunnel.

In the Gen-F Senator, HSV has produced a large luxury saloon with a transformer personality, a brawler one minute, a big softie the next.

Which is probably something any real senator might be proud to be.

Senator

HSV Senator Signature Price $105,990 0-100 km/h 4.92s 80-120 km/h 2.95s (83m) 100-0 km/h 33.35m Speedo error 99 at an indicated 100km/h Claimed fuel use 12.9L/100km C02 output 329g/km Ambient cabin noise 73.8dB@100km/h Engine capacity 6,162cc Engine format V8/longitudinal Max power 340kW@6000rpm Max torque 570Nm@4600rpm Specific output 55.2kW/L Weight-to-power 5.4kg/KW Bore x stroke 103mm x 95mm Compression ratio 10.7:1 Cylinder head ohv/16v Gearbox 6-speed auto Drivetrain rear-wheel drive Front suspension Mac struts/swaybar Rear suspension multilink/swaybar Turning circle 11.4m (2.7 turns) Front brakes ventilated discs Rear brakes ventilated discs Stability systems ESP/TC/ABS/EBD/EBA Tyre size f-255/35R20, r-275/35R20 Tyres ContiSportContact5p Wheelbase 2915mm L/W/H 4947mm/1899mm/1467mm Track 1616mm/1590mm Fuel capacity 73L Luggage capacity 496L Weight (full tank) 1852kg Weight distribution 49.9/50.1% (front/rear) Corner weights 449

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100km/h in under five seconds, but it seems underwhelming after experiencing the GTS. They say power corrupts though, and 430kW can warp your reality. But we could make do with this trifling amount of power, because the Senator is a car with character. There are plenty of soul-less $100k luxury options out there which major more on comfort and refinement but the Senator is more in the sports luxury company, with the cut and thrust needed to trouble Euro expresses costing $50k more.

It might not be as refined; the LSD binds up occasionally during low-speed manoeuvres, the auto lacks the panache of a dual-clutch box or the slickness of the ZF 8-speed, and the V8 is always hungry for gas but still, as an overall package, Senator soundly impresses. We’ve already mentioned the ride in Touring mode, but it’s also accommodating in Sport, firming to aid in the turns, as does the steering. For a big car, the Senator rounds up bends convincingly, the turn-in keen, grip assured and the feedback informative. And the V8 can be coerced into wagging the tail on the exit too. The steering could be a tad quicker, and it’d be nice if they added shift paddles to help work the auto but we can’t complain about those big brakes, or

the chassis balance. It’s just a satisfying car to drive, even when you’re just commuting.

It’s big on comfort, the interior is roomy and gadget laden. Some won’t like the plastic chrome highlights on the dash, too shiny, and if it’s a feely experience you crave, those $100k Euro execs have tighter tolerances and more touch-worthy plastics when it comes to interiors.

The Senator makes up around 10 per cent of local HSV sales which are steadily ticking along at around 20 a month with 105 sold YTD. As the large car market continues to decline, these more expensive models become truly niche players and so the Senator has few rivals. The 300 SRT8 is probably its most direct in concept, although the price and specification don’t align. We’d still have the Senator despite the near $20k difference. The 6.4-litre Hemi is something but the Senator is a better dynamic package, and is better stocked too. There’s also the likes of the BMW 335i, which isn’t as quick or as large but is more nimble on the turn and has a better degree of refinement.

But then you’d need to spend around $13k extra on options to bring it to a comparable spec level.

While the Senator is up there on price, it’s hard not to like this HSV, for it’s a car with genuine soul and character.

Verdict Well executed package that will appeal to more than just the HSV faithful. Loaded with plenty of performance appeal, it can pamper too Rating

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

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RENCH AMILY LAIR

CITROËN HAS USHERED IN A NEW ERA OF CHASSIS TECHNOLOGY WITH A STYLISH PEOPLE MOVER, THE GRAND C4 PICASSO. IT’S A WELL EXECUTED, ECONOMICAL FAMILY CAR THAT QUESTIONS THE VALUE OF THE MORE POPULAR SEVEN-SEATER SUV

Words Kyle Cassidy Photos Tom Gasnier

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GRAND PICASSO

t’s been a while since Citroën has had anything genuinely new to crow about.

The firm has spent the last few years sorting itself but it has turned a corner thanks to revised mainstream models and the launch of the DS range. Those stylised image-leaders have given Citroën’s profile a fillip while their price premium has added welcome Euros to the coffers. And on the back of such initiatives, Citroën is emerging from its escargot shell ready to launch a new range of products off

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its new platform, the first of which is the new Grand C4 Picasso. Using an MPV to launch your new platform isn’t usual practise, but this is a French company after all which likes to do things differently.

A new platform you say? Yes, the GP uses PSA’s new EMP2 (Efficient Modular Platform) underpinnings, which also supports the new Peugeot 308, and the upcoming Citroën Cactus. Just like VW’s MQB and Mazda’s Skyactiv platforms, it will form the basis of all new Citroën and Peugeot models from the

C-segment up. While the front section of the platform is standardised to accept transverse four-cylinder engines with Mac strut suspension, the rear section can be modified to either extend or reduce the overall length of a model, while it can accept either a multilink or a torsion beam rear suspension set-up. It has a low, flat floor pan and can be adapted for vehicles with extended ride height, although conventional AWD is not an option, PSA preferring electrified AWD solutions like the 508 and 3008 hybrids.

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GRAN PICASSO

Through the use of new manufacturing techniques and stronger steel, the platform is said to be 70kg lighter than the one it replaces. It’s been a while since we had a Picasso on test, the last being the ’08 model which weighed 1655kg, making the new one 30kg heavier. Hmmm, must be the bulging spec list of the new model weighing heavily on the scales. It doesn’t matter however because the new machine is a much better performer both against the clock and at the pump.

It’s over 1.5sec quicker to 100km/h, and speedier (and safer) on the overtake too, requiring 40m less road to perform a passing manoeuvre. Juice use is down despite the new generation 110kW/370Nm 2.0-litre turbodiesel offering up an extra 100Nm over the old engine, and consumption is pegged back to a claimed 4.6L/100km, staggering really for a seven-seat vehicle. It’s also cleaner burning, with an exhaust clean-up system that allows Citroën to meet the stringent Euro6 emissions rating. This doesn’t mean much in NZ however, given we have no incentive to drive cleaner burning cars, but in Europe, owners pay less tax.

The cleaner emissions are achieved by a urea additive injected into the exhaust system, with a 17L tank which requires refilling every 20,000km, so it will be an extra cost at service time.

Citroën Grand C4 Picasso Intensive Measuring 4597mm overall, the C4 GP packs a lot into its family car-sized dimensions. By comparison, a Mazda6 wagon is 4800mm long.

The EMP2 platform pushes the wheels out to the corners so the overhangs are short both front and rear which sees the GP squeeze three rows of seats into the interior, with a pair of occasional chairs popping up out of the boot floor when needed. The overall styling is fresh but not revolutionary. It has many of the same design themes as the old model – the oversize windscreen, double A-pillars, stylised double chevron logo stretching across the front and a large glasshouse. The front-end does look more advanced with its slim-line headlights. The Grand Picasso (the regular Picasso is slightly smaller with just five seats but not offered here) also manages to look more solid, more crash worthy, which is surely a good trait for a family wagon. However, safety is not always a priority according to a recent Canstar Blue survey result which suggested buyers are more taken by tech features than safety items. Whatever, the C4 has you covered both ways. It has the coveted five-star crash rating with all the necessary crash pillows, and stability aids. But it also has plenty of tech features too, at least the $49,990

Price $49,990 0-100 km/h 10.07s 80-120 km/h 7.59s (215m) 100-0 km/h 36.40m Speedo error 98 at an indicated 100km/h Claimed fuel use 4.6L/100km C02 output 120g/km Ambient cabin noise 73.4dB@100km/h Engine capacity 1997cc Engine format IL4/TDI/transverse Max power 110kW@4000rpm Max torque 370Nm@2000rpm Specific output 55.1kW/L Weight-to-power 15.3kg/kW Bore x stroke 85mm x 88mm Compression ratio 16.5:1 Cylinder head dohc/16v Gearbox 6-speed auto Drivetrain front-wheel drive Front suspension Mac strut/sway bar Rear suspension torsion beam Turning circle 11m (3.0 turns lock-to-lock) Front brakes ventilated discs Rear brakes discs Stability systems ABS/EBD/BA/TC/ESP Tyre size 225/45R18 Tyres Michelin Pilotsport3 Wheelbase 2840mm L/W/H 4597/1826/1634mm Track 1573/1587mm Drag coefficient 0.33 Fuel capacity 52L Luggage capacity 170/704/1843L Weight (full tank) 1684kg Weight distribution 60.4/39.6% (front/rear) Corner weights 349

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Verdict Those after an economical, pracitcal carry all with room for seven will like the Grand C4 Picasso. It fills its brief perfectly Rating

New Zealand Autocar road tests are powered by Z Diesel.

Seven seats can all be manipulated this way and that. Boot space is huge, and there’s even some left over when the third row is in use. Large central display and touchscreen help impart an innovative vibe for Citroën. The quality is improved while the design flair is still there in the details

the go too, the suspenders hushed, wind Intensive model that we tested does. The noise muted, and the tyre roar subdued, new model continues the tradition of not bad considering its overtly sporty centrally-mounted instruments and here Michelin PilotSport3 rubber. We could you get a mammoth 12-inch LCD display, imagine the $42,990 entry-level Seduction configurable to suit your mood, but why model’s 205/55R17 rubber would be the system needs to do a complete and even cushier and quieter on the move. lengthy reboot every time you change the The Michelins see the Intensive GP stick skin is quirky. Below it, set mid-dash, is a in the bends with no concerns that the funky seven-inch touchscreen controller front or rear ends will get unruly. Despite which is flanked by six menu buttons for the torsion beam rear the Picasso rides the minor functions like air con and sat out mid-corner bumps and ruts without nav which serve to simplify the navigation ruffling any feathers, and it is generally through the system’s submenus. Still, it level through bends, though it can’t hide took me a day to find the button to kill its near 1700kg weight. The only thing the stop/start function, lurking as it was hindering a truly silky drive experience is within one of the submenus. Automated the lightweighted, dead steering, which self parking is present though it’s not makes it difficult to round off the bends nearly as useful as the 360 degree camera smoothly. So it’s not as nimble as, say, the system, while the motorised tailgate Mazda6 wagon but for the genre it’s a (waste of money) and active cruise sound dynamic package. and lane departure systems are on There are no worrying aspects the options list. of the powertrain as the 2.0-litre The C4 GP is a comfortdiesel is generally lag free in orientated practical operation, a little noisy conveyance. You sort perhaps but it makes of slide straight into Asleep on the plenty of easy torque the comfy driver’s job again, but then the Relax Function needed in the low to testing. There’s oddment midrange and storage all over the place, the new, Aisinwhile the conversation mirror lets you keep an sourced six-speed eye on the ones auto makes good chair, which is an in the rear use of it. The shifting elevated posi but not protocols are programmed one that you need to to maximise comfort and climb up into. The shifter economy, occasionally resisting is again mounted up on the the urge to drop a cog but on dash, freeing up space and the whole the powertrain is much there’s an open and airy feel to the improved too, except for the hyperactive cabin with its big windscreen which stop/start system that seems intent on extends up into the roof and thin double turning the engine off at every opportunity.

A-pillars giving you an almost completely A good offering from Citroën then, unobstructed forward vision. It feels being well engineered and executed. like you’re in the cockpit of a helicopter, The price seems ok and it’s supremely especially with the test car’s optional practical but it’s still an MPV and these panoramic roof. There’s a better sense of aren’t well loved by Kiwi new car buyers, quality from this Citroën, with a certain no matter how good they are. So how does premium feel to the surfaces. The ride it stack up against one of the best selling quality is sound, of course, something seven-seater SUVs? Read on.

Citroën always values, and it’s quiet on

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The SENSIBLE SEVEN-SEAT Solution

ome friends recently asked for a tip on a good seven-seater. ‘That depends,’ I said, ‘you after an SUV or a people mover?’

‘Why would we want a *bleep* people mover?’ came the response.

Poor old MPVs, it’s an unloved carriage in some neighbourhoods, where SUVs rule, while in others, people movers are everywhere, with hordes of Estimas, Premacys, and Lafestas charging around. On the second-hand market MPVs are cheap and practical with space for everyone. Cheaper to fuel too, handy when’ve got mouths to feed.

So with that in mind, it’s a wonder why good MPVs just don’t sell on the new car market. Most manufacturers have offered a seven-seat MPV at some point here, but poor sales have seen them quietly slip off the price list. And so there are few MPV options left yet there are many SUVs with seven seats. At around the same $50k mark as the Citroën Grand C4 Picasso lands a variant of one of the best sellers on the market at the

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moment, the Holden Captiva. Pictured here in limited edition 7 Active guise, it’s priced at $49,990 with seven seats but which one is the most practical? Well, it depends on how you approach it we reckon. If you’re after an urban school bus, look no further than the Citroën. With a lower ride height and a flat floor (complete with underfloor hidey holes), at least the kids can get in the back easily, and they have three individual seats, no fighting over space, while all three pews have child seat mounting points.

The lucky littlies get folding tray tables as well. The second row of seats can all move individually, making room for more kids (or dexterous adults) in the third row, these popping-up out of the floor easily enough.

Access back there is superb too, the middle outside seat sliding and folding out of the way, though the kids tend to jump straight over anyway. Holden’s Captiva doesn’t have quite the same versatility to its seating arrangement, the second row being fixed in place, with just two spots for car seats and a heavier, 60/40 split folding mechanism. It

The Stats

MODEL Holden Captiva 7 Active PRICE $49,990 (special edition pricing) ENGINE 2977cc , V6/DI, 190kW@6900rp m, 288Nm@5800 rpm TRANSMISSION Six-speed auto, on-deman d AWD VITALS 10.1L/1 00km, 231g/km

also has two individual rear seats, both fold easily, but there’s not as much room back there for feet and heads. Five primary school kids would fit in both easily, but the Citroën just does it with greater ease, and there’ll be more space for when the kids grow too. The GP also has a better boot, lower and much wider thanks to the torsion beam rear end.

It’s massive, and well shaped, and there’s a tad more room for the picnic basket when all the seats are in use too.

Our wee ones loved the Citroën’s open and airy interior, and its full colour displays, while even they couldn’t warm to the Captiva’s dash layout, which looks to have been conceived in another century. And they were lucky, they didn’t have to drive it either. Captivas must sell on the back of sweet deals, because they aren’t great by any stretch. The peaky V6 lacks pull but likes a drink; it’s rated at 10.1L/100km but was averaging in the mid-teens around town. There’s a diesel option but it’s more

expensive. The Citroën by comparison has bulk pull, and used half the amount of fuel during urban running. The GP is also a better drive, feeling almost light by comparison, with quick and easy steering and great allround vision backed up by those safety and convenience features. The Captiva has slow, weighty steering, a stiff ride and a bigger, near 12 metre turning circle with more blind spots to manage.

So if it’s an urban conveyance you’re after, the Citroën is the best bet here.

But then it’s only 2WD and can’t tow much, which we suspect some might use as a get-out-of-buying-an-MPV card. Guess you have to ask, are you going to use the 4WD capability and do you have some kind of image problem with an MPV. Because, at least in the Citroën’s case, it is the more practical, more sensible seven-seat choice here, but then when has sense ever counted for anything? – Kyle Cassidy

Even the kids look glum to be seated in the Captiva (above) while they loved being in the Citroën. Dash design of the Holden hardly inspiring

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E H T N O 56

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With the seemingly unstoppable rise of the SUV sector, one wonders whether the humble sedan will survive long term. Kidding, but given SUVs are becoming more car-like to drive – new Cherokee shares a platform with Alfa Giulietta – and are generally more practical than a wagon, it is hard to see the SUV love affair ending any time soon.

Most firms now offer SUVs that essentially have no off-road ability but two established firms, Land Rover and Jeep, buck that trend, or at least they did. For the latter has just launched a completely new compact SUV, the Cherokee, that, gasp, has a front-wheel drive variant, ironically dubbed Sport and kicking off the range at $44,990.

Specification might not seem amazing, with manual air con and cloth trim, but it gets a reversing camera, and five-star safety rating, and like all other Cherokees it features a nine-speed automatic transmission. So for those wanting a CX-5/RAV 4/CR-V-sized and -priced Jeep, here it is.

W

As Before, a natural on dirt, naturally. . .

The three other new Cherokees in the range are 4WD, with varying degrees of off-road ability and one of these, the Trailhawk, has low range, rear diff lock, and added ground clearance (220mm) meaning it will blaze its way over the toughest tracks. The off-roading we undertook in some fairly testing South Australia conditions was dispensed with like a Sunday drive by the $65,990 Trailhawk. Dry conditions did help, but the Trailhawk in go-anywhere mode barely raised a sweat, inching its way up steep ascents, then feeding its way down using variablespeed Hill Descent Control. If the terrain changes, you merely dial up the appropriate setting (rock, snow, mud/sand) on the Selec-Terrain scroll wheel – all 4WD models feature this – and the Cherokee does it all for you, altering traction control, among other things, to suit the conditions. The new suspension system, despite being apparently roadoriented Mac strut and multilink rear, features decent travel (front/rear 170/198mm) and articulation, both essential for serious off-roading.

... But the on-road dynamics are vastly Better

Now if this all sounds vaguely similar to the performance of the Wrangler over the Rubicon, so be it. However, once you set foot back on tarmac, the Cherokee leaves the Wrangler for dead. For the newest Jeep really doesn’t care where it does its thing, grinding up mountains

H T A P R WA

KEE RETURNS, O ER H C E TH E, C N SE B A AN A YEAR’S LING FEATURES TY S L IA AFTER MORE THN S R VE O TR N O C WITH G ON-ROAD ABILITY. IN K TOTALLY NEW AT D C A R C S IT IS LE B A AT EB BUT WHAT’S NOFLDIN IONAL PARK. AT N S n Phot R E D IN os J IT isso E u o WE DRIV eep L ter Pe rds Wo

or blasting along tarmac or gravel B-roads. In reality most folk just want to know their SUV can behave like a mountain goat but won’t necessarily act on that knowledge. Perhaps a spot of towing and at this the Cherokee fares better than most soft roader competition, with braked towing capacities of 2200kg for the petrol 4WD versions and 2350kg for the fourcylinder 2.0-litre turbodiesel variant arriving early in 2015.

On the blacktop the Cherokee vies for most accomplished Jeep yet.

Its ride on both formed roads and wilderness tracks is quiet, plush.

And with a kerb weight around half a tonne less than the Grand’s, it doesn’t freak out when pushed into corners. The Active Drive 1 4x4 system features yaw correction, and under- and oversteer control.

Moreover, a Sport setting in the Selec-Terrain system backs off ESP and TC, and targets a front/rear torque split of 40/60. On top of which, the electromechanical steering system is more involving than most.

So what about the new look?

The new KL Cherokee is a vitally important new model for Jeep and the FCA group. With Wrangler and Grand Cherokee selling well, it’s thought that the addition of Cherokee (which will soon be selling in about 140 countries), will give the group a significant financial fillip. Recognising the key role to FCA that this mid-sized SUV will play, manager of Jeep Exterior Design, Greg Howell, explained how the development team decided early on to pursue a modern but potentially polarising look for the new vehicle.

The slimline headlights and curved seven-slat grille look futuristic (for longevity and aero reasons), but will not necessarily find favour with all people. Still no arguing with a Cd of 0.33, impressive for a high-riding vehicle. Most felt, myself included, that the Cherokee looks best in top Trailhawk guise, riding about an inch higher on dual-purpose rubber, with added dark protective plastics and skid plates to limit scrub and rock damage during off-road sorties. The unique front and rear treatments offer better approach (29.9 degrees) and departure angles (32.2 degrees).

Despite all that, it’s the Limited, at $61,900 that Jeep locally reckons will be the best seller. Don’t count out the base Sport though; many folk wanting a spacious five-seater and not needing 4WD might like this. FCA believes Cherokee will appeal equally to men and women (Trailhawk for the lads, Limited for the lasses) and expects to sell around 200 locally before year’s end. With a price spread of $21k, there’s likely to be a Cherokee model that’s right for a broad swathe of compact SUV buyers.

And what’s under the hood?

Undoubtedly the engineering drawcard is the default nine-speed auto. Should be enough cogs huh? Actually, we never saw it slot into

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ninth gear, and we guess that is reserved for EU motorway cruising at speed. Even in eighth it’s only pulling 1300rpm at 100km/h. Oddly, there are no paddle shifters on any model, but there is manual sequential shifting at the lever, and it’s oriented the preferred way (push to downshift). The top four ratios are overdrives, optimised for fuel efficiency. Small gaps between gears add to shift refinement and changes are often imperceptible.

Two engines are initially on offer, starting with the 2.4-litre Tigershark. Great name, and while it can’t quite match the chomp and chug imagery for performance, it is certainly adequate for propelling the only two-wheel drive (front-drive) model in the range, the $44,990 Sport. Power of 137kW is matched by torque of 232Nm, pushing 1729kg.

Actually, it’s not the only two-wheel drive variant; all the 4WD versions can fully disconnect rear wheel drive if the conditions suit fuel saving. Whatever, the four-potter is rated at 8.3L/100km overall (we saw 9.5 in legal-ish open road driving). The engine sports a MultiAir II top end which not only improves fuel use by 7.5 per cent but also requires no valve clearance servicing.

Powering all the other models is the 3.2-litre Pentastar engine, good for 200kW and 316Nm at 4400rpm. This is a small bore version of the 3.6-litre Pentastar V6. Both engines run on 91 unleaded and the combined fuel figure of 10L/100km for the V6 is one-fifth better than for the previous corresponding model.

This goes well, and is fun to pedal using the shift lever.

Interior is no longer Basic

Previous Jeep interiors were fairly basic affairs, but that’s no longer the case. The Cherokee cabin is stylish with attractive instruments (includes large digital speed readout) and a large, simple-to-use touch screen. Practical features include a storage hold under the front passenger squab, sliding rear seats, 700-1555L of luggage space and one-touch split folding.

Upwards of 70 safety items have contributed to a high five-star ANCAP rating, a first for Jeep. Some of these, such as Active Cruise, Lane Departure and the like are part of a Technology Pack option ($4000).

Atop the base Sport spec, the $54,990 Longitude adds 4WD, the V6 engine, dual zone climate air, powered driver seat and tailgate, and options such as comfort entry and a wireless charging pad ($1500). The $61,990 Limited builds on that with parking sensors, leather heated and powered seats, xenons, sat nav, 18-inch alloys and premium Alpine sound. Options include the Technology and Electronic Convenience packs (includes self parking, $4000/$1500), and a powered sunroof ($2500). The $65,990 Trailhawk gets all the offroad enhancements (skid plates, off-road suspension etc), leather trim and the same options as the Limited. Both can have premium leather, ventilated seats and a memory seat package for $2850.

New Cherokees are on sale now. Expect a full test soon.

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Jeep Cherokee Sport Price $44,990 On sale in New Zealand June 2014 0-100km/h n.a.

Claimed fuel use 8.3L/100km C02 output 193g/km Capacity 2360cc Format IL4/transverse Max power 137kW@6400rpm Max torque 232Nm@4600rpm Specific output 58.1kW/L Weight-to-power 12.7kg/kW Bore x stroke 88mm x 97mm Compression ratio 10.0:1 Cylinder head sohc/16v/vvt Gearbox 9-speed automatic Drivetrain front-wheel drive Front suspension Mac strut/sway bar Rear suspension multilink/sway bar Front brakes ventilated discs (330mm) Rear brakes solid discs (278mm) Stability systems ABS/EBD/BA/TC/ESP Tyre size 225/60R17 Tyres Continental PremiumContact Wheelbase 2699mm L/W/H 4623mm/ 1859mm/ 1669mm Track 1575mm/1572mm Drag coefficient 0.33 Fuel capacity 60L Luggage capacity 700-1550L Weight 1729kg

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r e p Rip t’s strange just how different the Aussie and Kiwi new car markets are. Take, for example, the VW Up! and Skoda Citigo situation. Over the ditch the Up! is all on while the Citigo is a no-go. Here, however, the Up! pricing was judged too close to Polo’s, so it isn’t a starter, and yet the Citigo is, a 55kW, one-litre triple powering the wee five-door, and costing $18,990. That’s the same price as the base Mitsi Mirage LS which comes in auto guise only, whereas the Citigo is a five-speed manual or auto, the latter costing an extra $1000. It is also the more economical (4.5L/100km overall). Not that we were complaining driving the manual variant for that’s the quicker

of the two by almost a second, if you’re counting, even if combined fuel use is 0.2L/100km worse. While an official 0-100km/h time of 13.2sec is hardly scintillating, what’s pretty natty about this bargain basement buy is its perky acceleration, thanks to a kerb weight figure of just 929kg (claimed; we found 912kg). The engine just seems to get on with the job at low(ish) revs, so there’s never really the temptation to cane the living snot out of it, at least in town.

That’s despite the fact that it makes only 95Nm but the thing is they’re all available at 3000rpm. And that means you find yourself upshifting right around that point. Out of town, it goes best from

4000 to 6000rpm. This I know because it has a rev counter. Initially I thought this was absent because I’m not used to seeing tachos the size of a fuel gauge.

We were surprised how well it handled out of town forays; it’s much better than budget city cars of the past with a rather sophisticated ride, and handling limited mainly by thin eco-oriented tyres. Cruising at 100 it is turning an easy 2800rpm. It’s not noisy either and fuel use on a constant throttle is sometimes into the threes. We do wonder how it goes when hooked to the auto however.

The gearshift mechanism is light and tasty but can be crunchy into reverse if you rush things. You won’t need that gear often because this has a turning circle of just 9.8m. While that may not seem especially amazing given this is just 3.5m long, it’s probably due to the fact that the wheelbase is a lengthy 2420mm, meaning very little in the way of front or rear overhangs. It also means taller folk can fit in the back seat when the front seat is about midway on its runners. There’s enough headroom easily, and knee and foot room, just, for short jaunts around town. And there’s also the regular amount of light car hatch space at 250L, which is

The finishing is minimal but the space is surprising.

Things are kept simple too, no multimedia player here, just a photo holder for those precious family pics

It’s basic motoring, but the build is top quality. It’s one for those that believe less is more.

Tiny tacho for a little engine that can, while the fuel gauge hardly moves

more than what Swift offers. It expands to 959L after split folding. There’s not much in the way of finishing back there, however and this ‘weight saving’ (a.k.a cost cutting) extends into the interior too with lots of painted metal on display.

So this five-door is pretty versatile, pretty nifty, pretty inexpensive and rather pretty to behold. Not that everyone will fall head over heels for the sunflower colour, an icky shade of yellow; it may be the most hated car colour but it is said to be the safest because it is the most visible to the most people. Other bright Citigo colours include tornado red, and spring green for the left wing voters, while shades of blue, silver, white, and black are also on offer.

Spec is superficially average, with height-only steering column adjustability and plastic wheel caps for the steel wheels instead of alloys, but for $1000-$1500 you can upgrade to the real thing. Amazingly and appropriately, given where it will hang out, this comes standard with City Safe Drive, an active system that automatically brakes for you if the car detects an imminent collision in town.

Citigo also gets the basics like air con, six airbags, stability control and the like,

along with electrically adjustable and heated external mirrors. There’s only the lone window lift on the driver’s side. If you want to lower the passenger front window, needs must you lean across to do so, while the rear windows are fixed, snapping open a tad for extra ventilation.

What else, I hear you wondering? Well, driver’s seat height adjust, power steering, six speakers, a leather-clad steering wheel, a basic trip computer, and central locking. There’s a surprising host of cost options, the most expensive of which is a panoramic opening sunroof at $1800.

Others include heated seats ($500), cruise ($300), rear park distance control ($650, must be a misprint), and the mind boggles over the ‘rough road package’ costing $400. If you’re truly mad you’d option in the ‘sport suspension’ at $350.

So other than the Mirage, what else is there for this sort of money?

A bit, as it happens, including the Fiat 500 Pop ($1000 more), the Suzuki Splash at $18,500, and the Kia Picanto ISG and Barina Spark for similar money. And then there are the new Chinese entrants, like MG3. Time for a city-car comparison perhaps? [You volunteering? –Ed] – Peter Louisson

Skoda Citigo Price $18,990 0-100 km/h 13.81s (claim 13.2s) 80-120 km/h 10.67s (302m) 100-0 km/h 35.24m Speedo error 94 at an indicated 100km/h Claimed fuel use 4.7L/100km C02 output 108g/km Ambient cabin noise 74.8dB@100km/h Engine capacity 999cc Engine format IL3/transverse Max power 55kW@6200rpm Max torque 95Nm@3000-4300rpm Specific output 55.1kW/L Weight-to-power 16.9kg/kW Bore x stroke 74.5mm x 76.4mm Compression ratio 10.5:1 Cylinder head dohc/12v Gearbox 5-speed manual Drivetrain front-wheel drive Front suspension Mac strut/sway bar Rear suspension torsion beam Turning circle 9.8m (3.0 turns lock-to-lock) Front brakes ventilated discs Rear brakes drums Stability systems ABS/EBD/BA/TC/ESP Tyre size 165/70R14 Tyres Falken Sincera Wheelbase 2420mm L/W/H 3563/1645/1478mm Track 1428/1424mm Drag coefficient 0.33 Fuel capacity 35L Luggage capacity 251-959L Weight (full tank) 912kg Weight distribution 59.9/40.1% (front/rear) Corner weights 178

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Verdict Smart wee compact five-door city hatch that’s cute, roomy, sassy and lightweight so economical and nippy.

Also available in auto for $1000 extra, and yet still under $20k Rating

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C E P S MID

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nother month, another new Mazda3 variant to test, this time the GSX grade.

The GSX is the midpoint of the local range offering the same mechanical package as the base GLX with more spec items added. At $35,595, its $3000 more than the GLX for which you get little niceties like dual zone auto air, a leather trimmed wheel, auto lights and wipers, rear parking sensors to complement the camera, sat nav and blind spot monitors too. Louisson always argues blindspot technology is superfluous. He reckons wing mirrors are blindspot monitors and that if people set them up correctly and bothered to use them we wouldn’t need BSM in the first place. He has a point but the technology can be viewed as a convenience feature; if the warning light on the mirror is illuminated, you don’t bother trying to switch lanes. It’s a welcome feature, particularly on a car costing $35k.

The GSX is powered by the new 2.0-litre Skyactiv powertrain which has been improved slightly over the previous offering (available here in the GSE and SP20 models) and it comes mated to the new six-speed auto with its improved torque convertor operation, slicker shifting

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protocols and a better spread of ratios. Back to the engine, and despite its high 13.0:1 compression ratio, it happily runs on 91 octane. Compared to the old non-Skyactiv 2.0-litre, there is a big improvement in fuel consumption with the figures falling from a ravenous 8.2L/100km to a thrifty 5.7 while gaining a mite more power and a useful 18 more Nm of torque made earlier in the rev range. While it lacks some of the bottom end pull of the larger 2.5-litre engine, the 2.0-litre feels spritely enough, and is not scared to rev. It is noisy though, but a good performer in its class. It scampers to 100km/h in just over nine seconds, but it’s the ease of urge from low to middling revs that impresses from this 2.0-litre. Previous Mazda3 owners should notice a reduction in fuel bills.

While we managed to massage the average up to nine point something after some rigorous testing, we could envisage an average in the low sevens being more the norm for city commuters. Mazda reckon its 3 is some 30 per cent cheaper to run than other 2.0-litre sedans in the class. And there’s Mazda’s scheduled servicing plan too.

In appearance, we reckon there’s too much air under the arches with the 16-inch wheels. The 3’s proportions and size require a bigger rim to really

16-inch wheels look a little underwhelming on the GSX but most will appreciate the ride quality that the rim and tyre package deliver. They don’t hamper the GSX’s fun-to-drive nature though

Mazda3 GSX Price $35,595 0-100 km/h 9.05s 80-120 km/h 6.13s (173m) 100-0 km/h 39.63m Speedo error 96 at an indicated 100km/h Claimed fuel use 5.7L/100km C02 output 134g/km Ambient cabin noise 73.8dB@100km/h Engine capacity 1998cc Engine format IL4/DI/transverse Max power 114kW@6000rpm Max torque 200Nm@4000rpm Specific output 57kW/L Weight-to-power 11.4kg/kW Bore x stroke 83.5mm x 91.2mm Compression ratio 13.0:1 Cylinder head dohc/16v/vvt Gearbox 6-speed auto Drivetrain front-wheel drive Front suspension mac struts/swaybar Rear suspension multilink/swaybar Turning circle 10.6m (2.5 turns) Front brakes ventilated discs Rear brakes discs Stability systems ESP/TC/ABS/EBD/EBA Tyre size 205/60R16 Tyres Toyo Nanoenergy R38 Wheelbase 2700mm L/W/H 4580/1795/1450mm Track 1555/1560mm Drag coefficient 0.26 Fuel capacity 51L Luggage capacity 408L Weight (full tank) 1300kg Weight distribution 60.9/39.1% (front/rear) Corner weights 273

386

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Verdict Should be the first sedan on your list at this price point. A great, all-round package Rating

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

set those lines off properly. The 16’s run a skinnier tyre with a higher profile, so you get a better, more hushed ride compared to the 18s of the SP25 models, but also more squirm in the corners, and less ultimate grip. This doesn’t adversely affect the 3’s drive dynamics though. The roll control is sorted, the front and rear working cohesively to keep the 3 online and fend off bumps and the steering weight increases slightly to help wind your way deftly through curves with just enough feel to have you linked into the experience. That the powertrain happily obliges too makes for an enjoyable drive.

The cockpit environment is sound with a general high standard to the build and the surfaces though we did note a bit of a wobble in the hand brake assembly, which was also present in the SP25 we had last month. It’s nothing major but when the rest of the interior is so well executed, you do tend to go looking for those imperfections. While we’re at it, the seats could do with some extra foam to add some comfort to the support. As to the accommodations, they are sound with just enough space in the rear and a useful cargo hold. With its multilink rear end, the Mazda rides and handles better than the Elantra and Corolla sedans, but these two have bigger boots with their torsion beam rear ends,

such are the packaging advantages of this much cheaper, less sophisticated suspension option.

We like the GSX’s price to specification ratio; it has many of the things we like, and none of the superfluous fluff. We’d like it even more if it had a full smart key function. There’s keyless starting via the push button but you still have to use the key fob to unlock the doors. Talk about a first world problem.

The 2.0-litre’s powertrain performance is sufficient for us to think Mazda could add a 2.0 Limited model to the mix as well, pitched at the same price as the SP25 for those people who do like all that ‘superfluous fluff’ but don’t want the bigger engine. While Mazda Australia offers 12 variants of the Mazda3 sedan, including the choice of a manual or auto across the range, (and they are getting the diesel 3 soon too) the New Zealand market is just too small to sustain a complicated model mix, particularly at a dealer operation level. We aren’t complaining too loudly as the GSX is a top pick in this sedan category representing solid value, backed up by sound dynamics. And with a near identical specification to the Mazda6 GSX, it must be hard for buyers to justify the need for the extra space when the premium is more than $14,000. – Kyle Cassidy

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Sayonara

OUTBACK ecause the company is so Statescentric in terms of sales, Subaru styling has tended to reflect that, so some of its products aren’t always perceived as items of great beauty. The former Legacy and Outback looked pretty decent, but the latest not so much with its goggle eyes. That’s a major pity because as a drive there’s little in this wagon sector that’s as good, and with the ‘SLT’ CVT, the old bogey of poor fuel economy is less of an issue. The Outback featured here is rated at 8.0L/100km, not bad for a vehicle of its size and considering its performance.

It’s the entry-level version we have on test this time around. With an all-new Outback

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heading our way at year’s end, Subaru NZ has realigned pricing of the existing model to keep buyers interested. It used to be that you couldn’t get into an Outback for under $50k, but this Touring model changes all that, being $4k cheaper than the 2.5i Sport. Costing $45,990 it can now foot it with other popular wagons such as the Mazda6, the base version of which is a 2.0-litre, tarmac-bound frontdriver. The Outback features a 127kW/235Nm 2.5-litre normally aspirated engine with permanent four-wheel drive. The only similar vehicle that undercuts this is Skoda’s Octavia 4x4 wagon, costing $43,600. Bet the Octavia wouldn’t go where this could, however, the Subaru’s ground clearance of 213mm and its

dual-purpose Geolander tyres giving it the off-road edge. Not that many will, but skiers doing battle with South Island mountain access roads like such specs and ability, as do other adventurous and out-doorsie-types.

As a drive, the Tourer is an absolute ripper.

It’s a willing campaigner, pulling almost with the authority of a turbo from below 2000rpm in town. On just a tickle of gas it surges forward, and the best part is that it doesn’t matter whether the roads are wet or dry. Forward motion is instantaneous, no lag or slip. Out on the open road, it is similarly easy going. While there’s not quite the pace of comparable turbo opponents perhaps, its performance is more than adequate, thanks

Subaru Outback Touring Price $45,990 ($47,990 as tested) 0-100 km/h 9.86s 80-120 km/h 6.99s (198m) 100-0 km/h 37.4m Speedo error 93 at an indicated 100km/h Claimed fuel use 8.4L/100km C02 output 198g/km Ambient cabin noise 72.0dB@100km/h Engine capacity 2457cc Engine format flat-4/longitudinal Max power 127kW@5600rpm Max torque 235Nm@4100rpm Specific output 51.7kW/L Weight-to-power 12.2kg/kW Bore x stroke 94mm x 90mm Compression ratio 10.0:1 Cylinder head sohc/16v/vvt Gearbox CVT Drivetrain all-wheel drive Front suspension Mac strut/sway bar Rear suspension double wishbone/ sway bar Turning circle 11.0m (3.25 turns) Front brakes ventilated discs Rear brakes discs Stability systems ABS/EBD/BA/TC/ESP Tyre size 225/60R17 Tyres Yokohama Geolander Wheelbase 2745mm L/W/H 4790/1820/1615mm Track 1535/1535mm Drag coefficient n.a.

Fuel capacity 65L Luggage capacity 490-1690L Weight (full tank) 1550kg Weight distribution 57/43% (front/rear) Corner weights 333

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Verdict Still got it, despite being near the end of days, just its quirky looks hold it back. Outback is now available in the mid-forties as a Touring model, making it competitive on price with front drivers. Simply great to drive Rating

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

Another old school aspect is the tiny to a weight saving strategy that sees this monitor for the reversing camera which vehicle scale up at 1550kg. Any request for makes it tricky to assess distance from more go gets a reasonably brisk response, objects, especially without sonar. There’s the engine spinning up to around 4000rpm no lumbar adjust, though the driver’s where peak torque is produced and the seat height adjustor has the lightest lever Outback efficiently going about its business. operation I have ever experienced. The There’s a sense of effortlessness here, it is all Eyesight active safety system may be lacking done without great clamour and the long from this entry level model, but it does come travel suspension mops up all manner of with an immobiliser and security system, a road atrocities thrown its way making the tow rating of 1500kg, paddle shifters, cruise Outback a genuine distance gobbler. control, dual zone air, seven airbags, 17-inch On top of which it has some of the best alloys, a full spare wheel, rear privacy glass, steering in its class, just as it always has. front fog lamps, one-touch split folding, There’s no sense of corruption from the front and best of all, multifunction roof rails wheels but there’s a decent dollop of road which include integrated cross bars. You feel. The suspension, which features selfsimply unclip them and they hinge across levelling rear wishbones – so handling is less to the other side where they clip in place. affected by load – also conveys a good sense Saves hundreds on aftermarket items. And what’s happening down below. On gravel, that money saved can go towards optional even with ESP switched off you’re never on accessories like the sill protection pack you your own, because it doesn’t exactly cancel see fitted to this vehicle. completely. And now there’s Plus, Outback comes with no conventional handbrake, the surety of a high 5-star getting out of shape is nigh ANCAP crash rating. on impossible. Which of It might be the end of the So if there was ever course is at it should be line for this Outback, but good reason to drive a car (cue sigh). right now it represents great that doesn’t look a million Being at the end of its value buying. It’s hard to think of a better carry-all for bucks, the base Outback days, there are a few interior active Kiwi families given it justifies it with a lovely aspects you might label as drives like a car but can go easy-going engine and quaint, like the tiny readout where most soft-roaders fear to tread transmission – it’s about the for the trip computer, only CVT we can tolerate mounted high up on the – secure handling with a dash, and its push wand fine accompanying ride, located inconveniently and plenty of room both for just to the left of the passengers and luggage (490-1690L). The fact instruments. We couldn’t seem to reset this versatile 4WD vehicle now costs the same as average fuel use, which showed 10.6L/100km front-drive competitors makes the package even most of the time. But the instantaneous read more compelling. – Peter Louisson out hinted that better is possible.

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BETTER MANTRA FOR ELANTRA yundai says it has the largest small car range on offer in New Zealand, which includes the Elantra. That’s a bit of a stretch though because at 4550mm long, with a 2700mm wheelbase, the Elantra is a genuine family car, at least in the old sense of the term. The Elantra, now in new and improved Series II guise, is Hyundai’s best seller on the world stage, though here it’s not such the sales star, ranking eighth on the ladder. NZ Hyundai buyers prefer SUVs, with Santa Fe and ix35 topping the charts while hatches are also favoured in the small category with i30, Accent and i20 all out selling the Elantra too. But we found the ‘small’ sedan still has its merits. Compared with the i30, there’s more room in the rear. Back seat riders do better than ok for leg room, although the sloping roof is one to watch on the way in. It’s reasonably wide too and with a flattish floor, three regular-sized adults fit nicely. Little ones in car seats do as well, though loading them strains the back.

The ride height of an SUV makes this an easier task for sure.

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The Elantra’s boot too is handy, with just under 500L of air space, and a generous opening for a sedan. A flat floor, complete with a full size spare underneath and split folding adds to the versatility. It’s a larger hold than that of the i30, at least with the seats in place, being longer and wider, if lacking the height, especially when split folding the rear seat. But unless you regularly lug wheelbarrows around, the sedan should suffice.

What’s new about the Elantra then? The wellproportioned styling has been refreshed with revised front and rear-ends and alloy wheel designs, and there are similar cosmetic updates to the interior with a refresh of the centre stack

WELL-PROPORTIONED STYLING HAS BEEN REFRESHED WITH REVISED FRONT AND REARENDS AND ALLOY WHEEL DESIGNS

Hyundai Elantra Elite Price $39,990 0-100 km/h 10.49s 80-120 km/h 7.10s (199m) 100-0 km/h 37.64m Speedo error 98 at an indicated 100km/h Claimed fuel use 7.1L/100km C02 output 170g/km Ambient cabin noise 72.8dB@100km/h Engine capacity 1797cc Engine format IL4/transverse Max power 110kW@6500rpm Max torque 178Nm@4700rpm Specific output 61.2kW/L Weight-to-power 11.8kg/kW Bore x stroke 81mm x 87.1mm Compression ratio 10.3:1 Cylinder head dohc/16v/vvt Gearbox 6-speed auto Drivetrain front-wheel drive Front suspension mac struts/swaybar Rear suspension torsion beam Turning circle 10.6m (3.0 turns) Front brakes ventilated discs Rear brakes discs Stability systems ESP/TC/ABS/EBD/EBA Tyre size 215/45R17 Tyres Hankook Ventus PrimeZ Wheelbase 2700mm L/W/H 4550mm/ 1775mm/ 1430mm Track 1563mm/ 1576mm Drag coefficient n.a Fuel capacity 50L Luggage capacity 485L Weight (full tank) 1301kg Weight distribution 60.5/39.5% (front/rear) Corner weights 252

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Verdict Updated steering and suspension make for a better Elantra experience. Well refined, with interesting styling, there’s surprising amount of room on offer but is it too pricey?

Rating

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

Only a few years ago, Hyundai styling was bland, like meat and three veg bland, but now the design themes carry over to every surface. Not sure about that colour

arrangement. The 1.8-litre engine and six-speed auto carryover, but there’s an update to the steering with the adoption of Hyundai’s Flexsteer electric assist system and the suspension has been re-worked by Hyundai engineers in Australia. These two updates make the Elantra a more pleasurable drive experience. The ride is improved, particularly at the rear, while the steering assistance now has more computing power, which translates to a more neutral character with more consistency to its weighting. Hyundai’s Flexsteer system offers three maps for the steering and we liked the Comfort mode in town making the action light for ease of commuting and parking. Sport adds heft but no extra feel, and so we liked the Normal setting, giving a touch more weight to allow more accurate inputs as speed rises. However, the steering just doesn’t have the same connectedness as the likes of the Mazda3 and Focus. The Elantra does turn in with some intent but there’s not a huge amount of stick up front, quickly curbing any enthusiasm. The reworked suspenders make a better fist of bumps though to make progress more comforting. The carryover 1.8 lacks the easy oomph of the small capacity turbos and direct injection donks in the class but it revs well when given the boot, and is genuinely refined; at idle you are barely aware it’s even ticking over. The auto too is a polished operator with a good hook-up off the line while it usually slots the right gear for the occasion. There is a manual sequential gate if the need takes you, though we doubt it will as you get the impression this has been engineered for consumers rather than car people, but it’s dependable, refined and well specified.

To that end, you can’t complain about how it is screwed together. There are a few hard plastics about the cabin still but the touch points are generally sound. The seats aren’t all that supportive but do warm you up on cold mornings thanks to standard seat heaters. Other goodies include a smart key, leather trim, a powered driver’s seat, plenty of connectivity options and a full safety kit with a reversing camera, even a fire extinguisher, first aid kit and hi-viz vest.

The Elantra looks interesting, maybe not in this particular hue, and it’s not a bad proposition, though it’s at the wrong end of the price spectrum. We miss the old Hyundai value quotient. It’s hard to argue for the Elantra Elite at $39,990, especially after driving the Mazda GSX at just over $35k. If bells and whistles are your thing, you should first check out the top Kia Cerato sedan with its 2.0-litre direct injection engine, and even more extras like cooled seats and sat nav for just $490 more. – Kyle Cassidy

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SIX

hrysler’s incorporation into the greater Fiat-Chrysler Automobiles (FCA) empire means good things since head honcho, Sergio Marchionne, has a grand plan for each of the brands. From the outset, Chrysler product was under the spotlight and build quality soon improved. The Grand Cherokee, for example, saw an almighty turnaround in interior ambience, and the same is true of the car you see here, the 300S with lots of soft plastics, and a much improved interior presence.

Most will be aware of the V8-powered 300C. It proved instantly popular to folk who’d been fed a diet of big Ford and Holden sedans over the years. Its brawnier stablemate, the SRT8, also did nice business locally, to the point where the regular 5.7 Hemi 300C is no longer offered here.

The diesel variant has been axed too.

While some still want a large car, most don’t need the V8 fuel bill. That’s where the 300S slots in, with the look of the Hemi-fired 300 but powered by the 210kW 3.6-litre Pentastar engine, which manages 340Nm of torque at 4650rpm. It is mated to an eight-speed auto and it gets shift paddles too, both of which are a definite advantage over the Australian competition. Overall, it goes rather well, without quite the stonk or sound of the SRT8 but there’s crisp acceleration when you hoof it, 0-100km/h achieved in the low sevens, and effortless highway cruising, with just 1250rpm showing on the tachometer. Chrysler rates overall fuel consumption at 9.7L/100km, just a touch behind Calais, its primary competitor. It’s about as quiet too, with dBs in the low 70s, despite all that high quality Eagle F1 rubber encasing those big black rims. The V6-powered 300 is no lightweight

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300

STARS IN

RANGE

at nearly 1900kg but with under 52 per cent of total weight over the front wheels it is better balanced than the V8 300 (55/45). And like all vehicles with near even weight balance, it’s less prone to understeer. This 300 doesn’t seem to rock and roll much either, despite the yielding nature of the suspension. Guess the self-levelling rear end contributes. The F1s deliver heaps of grip, and it handles quite neutrally, responding to a throttle lift to tighten the line, and there’s even reduced ESP intervention in Sport mode. Electrohydraulic steering ensures plenty of road surface information makes it back to your fingertips, even if the action is too slow and lightweight.

Predictably, the 300S is susceptible to brake fade. Not that you’re supposed to take it to the limit too much, if the flat and slippery seats are any indication. However, the four-way lumbar adjust sure helps make them lounger-like.

Comfy this certainly is.

Part of that substantial kerb weight figure can be attributed to the sedan’s size – the wheelbase is over 3m, the length over 5m – while some of the rest of it is likely specification related. At $62,990, it undercuts the $66k Calais V and while it lacks some of the Holden’s standard-fit active safety equipment (which is optional on the 300), you can still expect leather trim, heating and cooling for the central drinks holders, a Beats by Dre sound system, a comprehensive infotainment set-up including navigation, cruise control, backing camera, and comfort entry system.

And there’s still that old foot-operated parking brake. C-shaped LEDs and bi-xenons are a nice update. It won’t be for everyone but worth considering for those unwilling to pay the $13k premium for the SRT8. – Peter Louisson

The Stats

MODEL Chrysler 300S PRICE $62,990 ($69,640 as tested) ENGINE 3604cc, V6, longitudinal 210kW@6350rpm, 340Nm@4650rpm TRANSMISSION 8-speed auto, rear-wheel drive VITALS 0-100km/h 7.4sec, 9.7L/100km, 2270g/km, 1891kg

ALFA POISED FOR REINVENTION ith global Alfa Romeo sales slipping below 80,000 last year, action was needed. Step up Sergio Marchionne, the boss of Fiat Chrysler Automobiles. He recently outlined a five-year strategy for the brand, with a major investment in new rear- and 4WD chassis planned at a cost of $US7billion. Alfa is also set to return to the U.S. premium sports market, kicking things off with the 4C. With eight new models in the pipe, it is aiming to sell 400,000 units per annum come 2019, up from 74,000 in 2013.

In the wash-up, front-drive vehicles like Mito and the Giulietta will fall by the wayside. Which is a pity, given the TCT Giulietta helps broaden the model’s appeal. TCT stands for twin-clutch transmission and this one is a six-speeder with paddle shifters and MS gate for the shift lever.

Shift speed is decent, not benchmark, but smooth enough. Unlike some other dual-clutch offerings, this has little in the way of hesitation as it gets off the mark, despite being hooked up to Fiat’s 1.4-litre turbocharged MultiAir engine.

This smallish mill produces 125kW, and 250Nm at 2500rpm. MultiAir uses a patented VVT system, allowing lift, timing and cam profile to vary, while minimising pumping losses. The upshot is more power and engine responsiveness, and better fuel economy; this Giulietta is rated to sprint to 100km/h in 7.8sec (we achieved 7.99sec in damp conditions) and combined fuel use is a quoted 5.2L/100km. Engine stop/start technology contributes to efficiency. Compared with the Golf 1.4 TSI, for example, the Alfa is a bit quicker 80-120

W The Stats

MODEL Alfa Romeo Giulietta Progression TCT PRICE $39,990 ENGINE 1368cc, IL4/T/transverse 125kW@5500rpm, 250Nm@2500rpm TRANSMISSION 6-speed twin-clutch, front-wheel drive VITALS 0-100km/h 7.99sec, 5.2L/100km, 121g/km, 1383kg

(5.0 vs 5.7sec), despite being slightly heavier. It also costs a tad less at $39,990 versus $40,750 for the comparable Highline Golf.

The Alfa features Dynamic, Natural and All Weather engine maps, each having their place.

Round town, Natural focuses on minimising fuel use and works well enough, though is sometimes reluctant to kick down but a flick on the left shifter paddle sorts that. Dynamic isn’t too aggressive but is best reserved for roads of greater interest.

All Weather we used in the wet, and culls turbogenerated torque which stops the fronts from spinning up. Helping to keep things seemly on the cornering front is the ‘Q2 e- diff’ which uses the brakes to nip wheels independently so it scurries through uphill twisting roads without issue.

Steering is high geared and quick, the front end reactive to throttle lifts, and brakes are sensitive, strong. Ride is agreeably pliant, and cabin clamour muted. So it’s fun to thread through dry roads.

Practically, I found a comfy seating position easily enough, and the seats themselves support well, especially the driver’s with powered lumbar adjust. The interior is sporty-tasteful, though room in the cheap seats is only average. Out back, you push the Alfa badge to access the hatch, but there’s no grab handle to help actually open the boot (form over function here) and the hold is cubeshaped while big enough to fit 350L of gear. Split folding is a two-tiered affair. The compact Alfa earned a high five-star NCAP crash rating.

If you’re into things Italian, and are unlikely to go down the Golf/Focus road, Alfa offers a viable alternative in its tech-laden Giulietta TCT. Just be aware its shelf life is limited. – Peter Louisson

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ANOTHER ELECTRIC

LEX

ot many would be happy to play second fiddle, but we reckon Lexus would love to claim second spot in the luxury market, not the distant fourth it occupies behind the German big three.

Lexus has the range to compete against the Germans but just not the same appeal it seems. Lexus cars are beautifully made, its after sales service and warranty are second to none and the new models at least look interesting. And Lexus is big on hybrids, having added another petrol/electric variant to its GS range in the 300h. At $118,500 for the F-Sport, it slots in between the GS250 and 350 models, and is almost $30k cheaper than the equivalent 450h. Instead of the

N

The Stats

MODEL Lexus GS 300h F Sport PRICE $118,500 ENGINE 2500cc, IL4, 133kW@6000rpm, 221Nm@4200-5400rpm HYBRID SYSTEM 105kW/300Nm motor, 6.5amp/230V Ni-MH battery, 164kW total system output TRANSMISSION CVT, rear-wheel drive VITALS 0-100km/h 9.2s, 5.2L/100km, 121g/km, 1820 kg

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450’s 3.5-litre V6, the 300h has a 2.5-litre four, while its total hybrid system output is down 88kW at 164kW. So, not so much a performance hybrid, but a good option for a GS buyer wanting more torque than the anaemic GS250, while saving gas too.

The 300h is said to be good for 5.2L/100km on average and we clocked up just over 400km in the GS with around 250 on the open road and another 150 around the ‘burbs for a 7.4L average. You’d need to drive like a saint (or a taxi driver perhaps) to come close to matching the claim, but, for a car of this size to achieve 7.4 without trying is pretty impressive.

The 300h F-Sport we drove has four drive modes to tune various settings including the adaptive dampers. These are super compliant when set to Normal, it’s like driving a La-Z-Boy, while Sport Plus stiffens things up to negate roll, but even set so, the ride remains fairly pliant. The steering is artificially heavy in Sport; it’s direct but offers zero feedback. Also light on tactility are the brakes, the pedal feel iffy but they do seem to have good stopping power. It’s not an involving drive by any stretch, more a comfortable cruiser. Those after an ultimate frugal driving machine should look to a German diesel. But bear in mind you’ll have to pay extra to match the luxury spec of the

GS, for it wants for nothing while packing in plenty of active safety kit too.

It really does comforting luxury well.

The interior is superbly finished with lots of leather while hard plastics are banished from sight and the seats are super comfortable. It’s quiet too – with almost no road or engine noise, just a quiet whine in EV mode (the emotive ‘engine’ sound of the future?).

Acceleration in EV mode is painful, requiring a featherweight throttle application while the traffic backs up behind you. It’s better to accelerate using the engine then to ease off to let the system slip into EV mode. The transition between ICE and battery power is completely seamless, the system flicking between modes constantly to manage fuel consumption. Driven ‘normally’, the performance is acceptable, the extra torque over the 250 welcome.

The transmission works well, free of any undesirable slurring and whirring, generally aiding the refined drive experience.

While rear passenger quarters are ample, the boot space is a little mean as the battery pack eats into the space, the hold reducing from 520L in the GS350 to 451 here. Refined and super luxurious yes, but we doubt the 300h is likely to give the Germans any real worries. – Tom Gasnier

TOP DOLLAR FOR hile it is gratifying to drive the top i30 hatch, now with a rather perky direct injection 2.0-litre engine, and while it is also pleasing to find an impressive array of goodies, including comfort entry, sat nav, and dual zone climate air, a $42k compact Hyundai hatch is quite an ask. By comparison, you get change back when you opt for a VW Golf Highline instead.

And the Golf has the World, Japanese and European Car of the Year plaudits, not to forget our own COTY award too. It is also faster and more economical than the i30. The new Mazda3 SP25 is also in the same league; faster, cheaper and sassier.

Therefore, the top i30 will need to be stunning, not just great. To behold it is not quite as eye catching as the (also cheaper) Kia Cerato SX. The interior is impressive in a spec sense, and there’s also a touch screen, leather trim, powered lumbar support, and the like, and also comfort entry and pushbutton start, but like the exterior this is not OMG, must buy now.

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From a bigger perspective, it’s the new engine that has to do the business to justify the price, and it does do a pretty reasonable job. For a normally aspirated 2.0-litre the output is decent, with peak power of 129kW and maximum torque of 209Nm, but the latter arrives at a high 4700rpm, and that correlates with where performance is best, from about 4500-6000rpm. That said, it drives just fine at half those revs round town and even on the open road anything above about 3000rpm suffices. Only the noise levels aren’t quite commensurate with price; at the top end the engine sounds like it would rather be elsewhere, and cabin noise levels at open road speeds disappoint, with a mean figure of 77dB. Not enhancing overall comfort is a ride that verges on the fidgety at times.

Still, the handling, one of the i30’s best traits historically, is even more inspiring now with a much improved Flexsteer system, while cornering is predictable, largely neutral and the tyres reasonable, in the dry at least. It’s certainly a more interesting car to steer than its Elantra cousin. Practically,

i30

the boot and rear seat space are line-ball with other hatches in the class, neither generous nor otherwise.

Back a bit in time, direct fuel injection and a 2.0-litre engine would have made this special and compared with an even more expensive Corolla Levin ZR, with its 1.8-litre mill linked to a CVT, indeed it is.

But the real competition hasn’t been idle either. Golf with its turbocharged 1.4 hooked up to a seven-speed DSG outpaces the six-speed auto endowed i30 at every turn, as does the Mazda3 SP25, both with 250Nm to burn, and both developed at lower revs.

In each case the rate the fuel is supposedly consumed is significantly less than the i30’s quoted 7.2L/100km figure (5.0 for the VW, 6.0 for the Mazda).

And increasingly the traditional Korean competitive edge of a laden spec sheet has been matched by the competition. Yes, the top i30 is decent, but in a world of rather spectacular compact offerings around the $40k mark, decent doesn’t quite cut it any longer. – Peter Louisson

The Stats

MODEL Hyundai i30 Limited PRICE $41,990 ENGINE 1990cc, IL4/DI, 129kW@6500rpm, 209Nm@4700rpm TRANSMISSION 6-speed auto, front-wheel drive VITALS 0-100 8.8s, 7.2L/100km, 175g/km, 1343kg

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LESS FRILLS,

SAME S L L I R H T

here seems to be no limit as to what can be purchased online these days; clothes, books, anatomy enhancing devices - it’s all there if you know where to look. Add to that new cars. Toyota NZ is currently experimenting with this method and has two web-only models; a tech laden Prius and a stripped out, manual-only 86 that can be customised to suit both taste and wallet. Thankfully we got to drive the latter.

Savvy surfers can snag an 86 RC for $33,986; however the model we tested was a rolling showcase of the available goodies – which also explains why it looks like the result of a kid’s colouring-in competition.

The stock 86 RC undercuts the showroom model by $8600. To achieve this, Toyota stripped out items race car builders would likely bin. The interior cops most of the make-under; cruise control has been turfed, the cow stripped from the controls leaving lovely urethane surfaces in their place, and all the flashy silver trim has gone west.

Thankfully the awesome bucket seats remain, albeit without the fancy stitching. Other

items noticeable by their absence are the air conditioning (retrofitted to this car to appease fussy journos) and the sound system. There are advantages to the lack of stereo however; not only has National radio never sounded so good, but we also got to enjoy the 86’s augmented soundtrack in full. Our car was also fitted with the TRD exhaust package ($2550, ouch), which didn’t seem to add a whole lot of bark for the bucks. There are a heap of aftermarket options available that are kinder on the wallet. We’d also forgo the TRD gauges which cost a mad $1880!

The 86 RC comes only in white with black, unpainted bumpers, mirrors and door handles. Customers can have these painted for $599. Of the options available, this is one of the few we’d tick. White thanks. The exterior can be personalised further with some graphic packs, both a pricey and poor choice at $999. You get 16-inch alloys, but these can be traded on two 18-inch TRD designs. Fitted to the media car were ‘TF6s’ wrapped in sticky Bridgestone Potenza rubber ($2768) – not only did these look horny, but they added a bunch more grip, while having little impact on ride quality.

The Stats

MODEL Toyota 86 RC PRICE $33,986 ENGINE 1998cc, flat-4/DI, 147kW@7000rpm, 205Nm@6400rpm TRANSMISSION 6-speed manual, rear-wheel drive VITALS 7.6 sec 0-100km/h, 6.9L/100km, 160g/km, 1200-1233kg 72

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Swanky lightweight wheels will relieve you of $4768. Five handling options are available, but not fitted to our car are the TRD adjustable coilovers ($2999), stabiliser bars ($1199), body brace kit ($899), Torsen LSD ($3099) and monster Brembo brakes ($10,100!). Delivery of your car takes four to six weeks.

We like the RC a lot – it’s got all the good bits of a full-fat 86 - the darty steering, the slick shifting six-speed ’box, the grininducing handling and just enough power to keep things interesting. We didn’t really miss the ‘must have’ creature comforts, except perhaps for the stereo - even I can’t stand the sound of my own singing.

The prospect of custom orders like this becoming more common is exciting; perhaps the future will bring additional models and more scope for personalisation - heck, that turbo kit that the 86 is crying out for might even make the list! Taking the shine off of the RC are the used imports that are now hitting the market. Well specified, low kilometre examples are retailing for much the same money as the RC, albeit without the benefit of a factory warranty. – Tom Gasnier

Misty

FRANKENSTEIN’S

CAR Words Shaun Summerfield Photos Geoff Ridder Scott Johnson Jason Byrne Shaun Summerfield

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ALEX KELSEY IS BACK IN HIS NEW CREATION, A V6-POWERED, MID-ENGINE SPACE FRAME RACER ALL WRAPPED IN THE SHELL OF A PEUGEOT 207. AND LIKE HIS FIRST RALLY CAR, MC2 HAS BEEN FASHIONED IN HIS BARN

He’s grinning like a kid, which let’s be honest, at 21, he almost still is.

‘The guys at Sadev (who custom built the sixspeed sequential gearbox in France) said there’s no way we’d get wheel spin like that on tarmac, wait till I tell them.’ He’s got evidence too, with a pair of long black stripes on the Hampton Downs start line. We cruise around the circuit, and he stops to set-up for another launch.

This time I tighten the belts in the co-driver’s seat and get ready to capture the unleashing of the ‘Barnyard Beast’ on my iPhone, mainly to

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KELSEY MC2

here is a slight stutter from the engine as Alex Kelsey side-steps the clutch pedal. I’m half expecting the 3.5-litre V6 to stall, not that I have time to even process the thought, before the six starts howling and all four wheels start spinning. Kelsey is rapidly pulling gears via the carbon fibre shift paddle mounted on the steering column. There is less than a second between the changes, and it’s been barely seven seconds before the rev limiter calls time in top gear, just shy of 200km/h.

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KELSEY MC2 remind myself that I did get to experience the MC2 (Mad Creation) first hand. I’m the first non-family member to go for a ride in what, two years ago, was nothing more than a Coromandel teenager’s rather wild pipe dream.

Aside from the tarmac tyres, the car is set up for gravel, complete with huge amounts of suspension travel. On a circuit, it looks like a Citroën 2CV with the amount of outrageous pitch and roll it demonstrates. Aside from the full noise starts, Kelsey is taking a relatively cautious approach, for what is the car’s first shakedown. Rally-style drifts are out

MC2 makes its competitive debut at Rally Hawkes Bay. The test session doesn’t quite go to plan, an electronic gremlin is causing the dash display to work intermittently. It turns out that one of the engine’s six coils is faulty, causing the interference, but it will be a couple of weeks before Kelsey pinpoints the problem.

The $400 part eventually ruins the MC2’s maiden rally, just 17km into a rain soaked opening Cricklewood of the question. Two years of graft mean stage. After a faultless shakedown in he can’t get too carried away…that and Maramarua, the dash shuts down, his parents and major backers, Richard taking the window wiper’s power supply and Brenda, are watching closely. with it. The dodgy coil has created Although I can’t imagine either Alex, or something akin to a ‘disturbance in the his younger brother Hamish, being told to force’, upsetting the electronics and slow down a whole lot. Rallying is in the leaving the car with just five cylinders.

Kelsey blood, with Dad having rallied an Kelsey limps the remaining ten kay to RX-7 alongside Rod Millen in the 1980s. the stage finish, his rally over. Two The old campaigners reunited to win the years in the making, and its Trans-Siberian Rally in a Porsche out after a single stage.

Cayenne in 2007 with Millen Still, Kelsey perks up behind the wheel. when he sees the This is a chance to shake results, because out any bugs before the Not a bad effort for a car made completely from scratch in the family barn. OK, the barn is pretty well sorted and makes many workshops look rather average. But there’s no denying the ‘boy’ has plenty of talent both in the workshop and in the driver’s seat

HIS SPLIT-TIMES REVEAL HE WAS THE QUICKEST CAR ON THE ROAD. KELSEY ADMITS ITS SMALL CONSOLATION, BUT IT IS A MAJOR VINDICATION

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magnesium wheels unwanted by the Ford despite touring for the last third, he’s still Rally Team. It’s smart buying; five sets of set the seventh quickest time. His splitbriefly used WRC wheels cost roughly the times reveal he was the quickest car on the same as one brand new set. road. Kelsey admits its small consolation, Even the engine is second-hand. Kelsey but it is a major vindication. sourced a barely used unit from France, Two years earlier the MC2 was nothing and reckons the Nissan-based V6 will be more than an outrageous idea. Kelsey good for a couple of seasons. It’s not just believed he could build a rally car from finger in the wind stuff either. He has scratch for around the same cost as a ditched the ethanol used by the World production class car for the national Series Cars to increase engine life. The championship. His first moulds were redline however has been kept at 8500rpm, taken off a regular Peugeot 207, the body producing a claimed 315kW. Kelsey grins shell chosen for the sole reason that it when he gives us that figure, it feels every looked right, while every other part of the bit that powerful…and then some. Where MC2 was picked for a purpose…and to a the MC2’s naturally aspirated engine price. Kelsey made his own suspension does come up short is lower down in the set up, but the wheel assemblies are a rev range. Kelsey estimates its 406Nm is WRC who’s who. The brake system sports 40 per cent down on the turbocharged STI branding, as it was designed for the Subaru and Mitsi units. Considering Subaru World Rally Team, but since they he struggled to get the 1000kg departed the championship, no MC2 up to the category one had any use for them… minimum 1230kg weight, until Kelsey came along. finding momentum They sit on bespoke hubs, isn’t an issue. designed to wear the His time on track uncovered an electrical gremlin that ultimately stymied the car’s maiden competition outing just 17km into the event. Kelsey will be back however, keen to excite the fans, and himself, on Rally Wairarapa

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Homemade uprights and bespoke hubs marry with ex-SWRT brakes.

V6 engine used to run on ethanol and power a circuit racer. Not as torquey as the turbo’d competition, but sounds better

THAT QUEST FOR AN ‘UNREAL SOUND’ AS HE CALLS IT WAS THE FIRST BOX TO TICK. IT’S FAIR TO SAY HE’S NOT A FAN OF THIS YEAR’S FORMULA ONE CARS Kelsey initially wanted to fit a Synergy V8 to the Peugeot, but he says the twin superbike engine-based powerplant didn’t deliver enough grunt for a four-wheel-drive rally car. He’d heard it in action in a Midget at Western Springs and that quest for an ‘unreal sound’, as he calls it, was the first box to tick. It’s fair to say he’s not a fan of this year’s Formula One cars.

Admittedly it seemed a pretty ambitious project to build a rally car around the engine from an open-wheel racer. Then again, so did trying to make home-built shock absorbers from scratch for your Subaru rally car; but a win on debut in the New Zealand Rally Championship proved that in Kelsey’s

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case, convention can go to hell.

It was that Subaru (dubbed MC1) which drew us to the barn nearly two years ago.

The story of the youngest ever winner of a round of the national championship was a good one. That he’d found the front suspension from Francois Duval’s crashed WRC Focus in a wrecker’s yard and decided that he could build something similar himself, well that was a cracking yarn.

‘I just want to build a car that’s easy to work on, that looks good, goes fast, sound’s great and that spectators love to watch,’ was how Kelsey summed up his goals in 2012. However, following his dream means the MC2, despite being road legal, doesn’t really fit in the future plans of the New

Zealand Rally Championship. Being able to challenge for the national title simply wasn’t enough of a carrot; ‘Why would I want to go that slowly.’

Just when I’m ready to put this approach down to some kind of Generation Y impatience, I check out Kelsey’s Facebook page and realise there’s more than a little baby-boomer attitude at play too. There is a quote from the incomparable Walter Röhrl; ‘A car is just fast enough when you stand in front of it in the morning and are afraid to unlock it.’ Kelsey is slightly more succinct; ‘the MC2 has a mental nature.’

What the MC2 isn’t though is some ‘Number 8 wire’ effort. Sure, Kelsey has used the family oven to experiment with producing carbon fibre, and cannibalised a model aeroplane to build his front window demister but there is some serious expertise involved too. Two blokes singled out for their input are fabricator Dan Slater, and

composite ace, Bryan Hayton. This might be Alex’s project, but it’s no one-man-effort.

It’s a curious mix of impractical desire, and practical application. The end result strikes the perfect balance of technical and emotional delight. The cooling ducts in the bonnet are a prime example; the turbine style fans inside were inspired not by something seen on another race-car…but by the Batmobile. Then again, it is legally registered as the ‘Kelsey – Mad Creation’.

Through all the challenges, all the input from outside experts, Kelsey’s mission has never changed; ‘I wanted this car to be a car that people wanted to get out of bed in the morning to watch, which I think I’ve done.’

That’s something of an understatement.

Even before he’d made his fleeting Rally

Hawkes Bay appearance, Kelsey had been invited to make an appearance at the World Time Attack Challenge in Sydney, with event organisers so confident of the car’s crowd pleasing ability that they offered to fly it across the Tasman for the appearance at Eastern Creek.

Targa Taranaki is also in the pipeline, but Kelsey’s main focus right now is Rally Wairarapa. This will not merely be a chance to finish what he started in the Hawkes Bay, but with the event doubling as a NZRC round this is his chance to measure his Mad Creation against the country’s top rally drivers. Expecting him to be excited by the prospect, I ask what will it mean to take on the likes of Richard Mason and Ben Hunt in his Group-B inspired car? He stops me short; ‘I only want to have fun in this car, that’s all it’s about. After every run I sit there laughing out loud at just how much fun I’ve had.’

KELSEY MC2

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t’s been seven long years since I last bothered to catch the local round of the V8 Supercars.

Fans might well remember the absolute dominance of the HSV Dealer Team at that 2007 event, as Garth Tander and Rick Kelly’s VE Commodores ran rampant. The hill stand (atop the improbably-named ‘Mobil Mountain’) was awash for the entire race meeting with Holden flags, the only disappointment being Greg Murphy’s continued failure to shine.

I, however, have less fond recollections of the weekend. The normal good-natured banter between fans was largely absent, perhaps due to the lack of a hometown hero near the pointy end (for who really wants to root for a pack of foreign invaders?).

I

The boozed-up crowd seemed a little too feral for my liking, with just as many tattoos and black t-shirts amongst the Ford blues and Holden reds.

Indeed, my lasting memory was of one heavily-expectant lass, her swollen tee declaring ‘I couldn’t get pregnant until I met a Ford driver’. It would normally have raised a quiet chuckle, except she was surrounded by a sea of empty bourbon RTDs; I could only hope they weren’t all hers.

I skipped the Hamilton years, as I’d had my fill of bogan V8 fans plus the restricted view at most street circuits brasses me off. But I caught the 2013 return to Pukekohe on TV and was pleasantly surprised. There seemed to be a renewed vigour to the old girl - and not just with the addition

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of a chicane to the back straight. New teams, sponsors, manufacturers and the emergence of Kiwi tyro Scott McLaughlin suggested the Supercars had ushered in a refreshing new era.

Better get my ass back there in 2014, I thought.

Consequently, staff photographer Tom Gasnier and I ventured out to the Puke’ track with quite different briefs (he apparently favours boxers while I lean more towards thongs). While Tom concentrated on the cars, I spent most of my time soaking in the atmosphere and gauging the mood of the crowd.

Upon arrival, I noted the steady flow of foot traffic across the pedestrian bridge to the pits, so dutifully followed suit. I was expecting bristling security (perhaps not quite on a par with

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Formula 1) but it was casually low-key - you could stand at the back of each garage watching the crews at work before you realised the bloke standing next to you was the driver. I had a lovely chat with Fabian Coulthard’s Mum, Carol, and asked her if she ever got concerned watching her son in action.

‘The only time I’ve ever freaked out was the Bathurst crash,’ she answered. ‘I nearly had a heart attack – I didn’t know if he was going to get out.’

Two doors down (did you know they occupy the same garage order at EVERY round?) Shane Van Gisbergen’s dad, Robert, was also trying not to get underfoot as the team evaluated practice data. I noticed he was moving gingerly so enquired if it was from an old rally injury (from his prolific number of high-speed crashes).

‘No, mate,’ he assured me, ‘I flipped a Dingo digger at home,’ which I thought was a lovely gesture to trans-Tasman co-operation.

I stuck my head into the Wilson Security pit to wish Aussie touring car icon (and team principal) Dick Johnson a happy 69th birthday. Unfortunately they’d probably heard quite enough ‘69’ jokes that morning so I got bundled out of there pretty quickly.

I wandered back over to the main stand to watch the qualifying sessions and found them absolutely enthralling.

The Supercar hierarchy like to shake things up, so the format for the Puke’ weekend was four separate races, with individual qualifying sessions for each.

There seemed to be an awful amount of gamesmanship involved, as teams waited for the last few minutes to try to

DOES YOUR MOTHER KNOW?

The ease of access around the circuit meant the roving bands of promo girls were everywhere. The BNT SuperTourer quartet opted for black minis and high heels, while the ITM lasses took the Bob the Builder route with hard hats and denim.

Rocking the all-white look were both the Gull Force 10 and Jim Beam ladies, while Pepsi scored a coup by having their promo teams abduct patrons to a themed fun zone.

Emboldened by my media credentials, I asked one scantily clad honey, ‘Does your mother know you’re doing this?’ to which she replied, ‘Does your wife know you’re using that microphone as a lame excuse to chat up young women?’

Touché.

TUCKER TIME

WHILE TOM CONCENTRATED ON THE CARS, I SPENT MOST OF MY TIME SOAKING IN THE ATMOSPHERE

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The most innovative food outlet at the 2007 meeting was the trailer offering vinegar with your hot chips. New Zealand must’ve grown up somewhere in the interim as I wandered from one gourmet offering to another with a thin trail of drool running down onto my new ‘Keep Calm And Give It The Jandal’ t-shirt. I breakfasted on whitebait fritters and smoked eel, snacked on a chicken Caesar pita and lunched on wild venison. I managed to miss two whole support races loitering around the woodfired pizza oven, while cameraman Tom had to drag me away from the prawn kebabs before I went into garlic overload.

Biggest indicator of Kiwis’ maturing tastes? The longest queues were always those around the coffee mills, with nary a sign of the instant stuff anywhere.

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One race fan in need of a coffee. Or maybe the NZV8 race was on?

snare pole (as the track became stickier).

This can be fraught with risk – when Swede Robert Dahlgren crashed the second Volvo Polestar, it left only a tiny window for the field to improve their times. All eyes were glued to the track as Jamie Whincup tried to pip crowd favourite McLaughlin in those final moments; the place erupted when the Red Bull car faltered by 0.0562 seconds in the home sector.

I drifted slowly towards the terraces; not from a reluctance to surround myself with drunken yobs but rather an inability

to pass through the souvenir and food alleys without lightening my wallet. There was a bewildering variety of memorabilia, and you couldn’t help but notice most equippers were taking the cunning Warriors/ Manchester United route of issuing subtly new gear each year.

I asked Murray, an ardent Ford supporter, why he was covered in kit from opposing teams. ‘The BottleO’s because I’m a big Dave Reynolds fan (presumably the only one in New Zealand). I’m wearing the missus’ Pepsi Max sweatshirt because she supports

Frosty Winterbottom. And I bought the Volvo gear to wave the flag for young Scott on his home track.’

Is there anything you wouldn’t wear, I probed.

‘Anything red, mate,’ was the answer.

I planted myself amongst the hoi polloi for the main races, determined to root out any misbehaviour. But, I had to admit, the crowd was actually tamer than some of the rabid fans I’ve seen at a Mystics versus Magic netball stoush.

It wasn’t that the Pukekohe masses lacked passion, you should’ve seen them

MMENTS CANDID CO ? p on Turn One That wild bum character of the track.

That’s just the SON BRIGHT URBED JA – AN UNPERT

in. to do when I w It’s what I like ERGEN ON HIS VICTORY DRIFT

GISB IN – SHANE VAN RRASSING SP INTO AN EMBA ED RN TU THAT e Giz?

If they forgave

not th Sonny Bill, whyTTY KLIMENKO

NER BE ORSPORT OW – EREBUS MOT APHS BUT TO SIGN AU GR WAS HAPPY TO UING VAN LY STILL PURS IS REPORTED E COURTS H R THROUG TH GISBERGEN JN

don’t want hits that they t I wanna lls bu e on ry ve E bu ampionship – ‘FROSTY’ to lead the ch on.

MARK – E TITLE lead from now LY DESIRES TH M OPEN WINTERBOTTO

t don’t touch.

You can look bu OURER PROMOTIONAL GIRLS PERT – THE BNT SU d. look at the crow ’T EN It’s hard not to ER W ES AUGHLIN’S EY – SCOTT MCL E TRACK ALWAYS ON TH

Pitlane accessible to all, even the likes of Rob Scott. Plenty of Kiwi stars about the place too, both old and new

go bananas when Frosty cannoned through a series of ITM signs during qualifying, leaving yellow polystyrene everywhere. It’s just that they seemed to be drawing most of their excitement from the racing, rather than any artificial stimulants. Indeed, there was probably more ethanol consumed in the fuel stops than in all the booze outlets combined over the whole weekend.

In the end, the Kiwi audience got their money’s worth and there were plenty of smiling faces as the circuit slowly emptied on the Sunday afternoon. They’d

seen drama and daring, slick professional teams and the excitement of seeing some of their own triumphing over our Anzac cousins. True, the McLaughlin fans would have to wait until the Barbagallo round to see the golden boy atop the podium, but they’d got to enjoy the sight of the new star flourishing on his home soil.

And me? I hate to admit I enjoyed myself, too. The teams were all so accessible, the fans were knowledgeable, and none of the promo girls slapped me. Along with the crowd I’d winced as Lowndes slid wildly on the grass,

pondered on whether the Nissans would ever improve, and cheered when the Evil Empire (Red Bull Racing) pitted early – until we realised it was a planned move.

I ate well, drank sensibly, and was never far from any of the multitude of big screens streaming a live feed specifically targeting the trackside audience.

So - I’ve got to hand it to the Aussie V8 Supercar organisation – they have a slick product and I know I’ll be back in 2015. I just wish they could get some gravel involved somewhere and then it would be perfect…

I HATE TO ADMIT I ENJOYED MYSELF, TOO. THE TEAMS WERE ALL SO ACCESSIBLE, THE FANS WERE KNOWLEDGEABLE, AND NONE OF THE PROMO GIRLS SLAPPED ME

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THE STREET CIRCUIT Photos Tom Gasnier

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THE LITTLE TOWN OF BATHURST IS OVERSHADOWED BY ITS WORLD FAMOUS RACE TRACK THAT SPENDS MOST OF ITS TIME AS A QUIET RURAL ROAD. PETER LOUISSON REVISITS THE AUSSIE MOTORSPORT MECCA he motor race circuit is arguably much better known than the town of Bathurst itself. Other than having the Mount Panorama race track at its heart, it’s likely most Australians couldn’t tell you much more about Bathurst. Some might mention its history of gold production, as this was the site of the first gold rush in Australia. Bathurst is also Australia’s oldest inland town. But other than that…

Anyway, during a two-day Maserati launch we overnighted in Bathurst which gave us the opportunity to visit the motor race museum - more on that next month - and to take a spin around the iconic motor racing circuit.

It had been 15 years since I last drove the Mt Panorama track, and in that time the speed limit had fallen by 25 per cent to 60km/h. It seemed slow at 80km/h but at 60km/h and with the improvements in car technology and road surface it felt like you could get out and run quicker. That’s progress in the Lucky Country for you.

Anyhow, for a circuit that feels so familiar to so many - I’d have watched a few thousand race laps on TV, like most race enthusiasts - driving it makes it seem almost alien. That’s because the gradients are much steeper than they appear on television.

Across the top of the mountain and then heading down into (Brock’s) Skyline, it goes from flat to a

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BATHURST

FAR LEFT: A V8 Supercar line, but only a V6, and still on four wheels.

RIGHT: Bathurst the wrong way. Even the joggers follow the regular race direction.

THE CIRCUIT ALSO CONTAINS ONE OF THE MOST FEARSOME CORNERS IN THE MOTOR RACING WORLD, THE ENTRANCE TO THE CHASE. THE V8S ARE CLOCKING AROUND 300KM/H ON ENTERING THIS FAST RIGHT HANDER

guess there are some hours of the day when 1:6 gradient, and it’s quite narrow in parts the circuit is not patrolled so intensively by further down, making contact between cars Mr Plod. more likely, and overtaking impossible.

The circuit has quite a history, much of By far the greatest change we noted, after which can be viewed in the museum behind the even more rigid speed restriction, was Rydges Hotel, full of cars and motorcycles to the road surface. The entire length of the involved in great mountain battles. Wiki 6.218km track was upgraded with fresh hot informs us that racing got underway in mix at the end of last year, just in time for the 1938 when Mt Panorama first hosted the 12-hour endurance race in February. This Australian Grand Prix (also held there on was duly won by Craig Lowndes in a Ferrari three further occasions) and it also played 458 ahead of two SLS AMG Mercedes, with host to the Australian Motorcycle Grand hard-charging Shane Van Gisbergen placing Prix between 1984 and 1987. Endurance fourth in a McLaren MP4-12C. racing began in 1963, with the Armstrong We arrived at Bathurst during a two500 won by Bob Jane and Harry Firth in day introduction to the many delights of a Cortina GT. It became a 1000km race in the Maserati Quattroporte S, the bi-turbo 1973, and for almost 30 years this round of V6 a sweet accompaniment to the V8 GTS. the Australian Touring Car Championship Imagine my surprise, upon entering my room was won by either a Ford or Holden, of in the Rydges Hotel, to discover the balcony varying descriptions, with Jaguar winning in and deck connected directly to the racetrack, 1985 and two Nissan victories in ’91 The Chase only a short stroll away. You and ’92. The V8 Supercar series don’t really see the Rydges Mt kicked off in 2002 and added Panorama Bathurst Hotel on the International prefix in telly much during the race, 2011 with the arrival of but perhaps that’s because FAR LEFT: makes other than Ford you don’t go looking for There it is, Rydges and Holden (Nissan and Hotel in the distance.

LEFT: Looking back up Mercedes).

Skyline, it’s steep alright.

The track itself is LEFT LOWER: The iconic located on the edge view down Conrod Straight where the race drivers of Bathurst, NSW, and it. The hotel entrance can relax for a bit while it looks like a proper opens directly onto the race track, it’s actually a race track, between The street circuit as it’s a public Chase and Murray’s Corner, road when not used for so after a casual 60km/h lap, motorsport. One of the driveways in which you get time to take in leads to a winery and most to small farms just about everything of interest, the final and private residences. At the top of the track, 100m of the circuit we didn’t complete and on the outside, is a park and campground. instead hooked a right into the hotel. What On the inside is the Mount Panorama sign, we should have done, in hindsight, was to formed from piles of small white stones, laid drive the track in reverse, because you can. out in letter shapes on the hillside.

A word of warning. If you plan to include As mentioned, this is not your classic a lap of Bathurst in a future road trip be flat track, there being a 174m variance aware it is heavily policed. There’s almost no between its highest and lowest sections. way you won’t see a cop at some point on The dangerous nature of the track means it your flying lap. Interestingly enough, as the is no longer possible to hold motorcycle or night wore on, we heard some rather more open wheeler racing there. spirited activity on the mountain so we

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ABOVE: Hmm, looks like they spelt Torana wrong.

RIGHT: Across the top of the mountain, and there are walkers/joggers everywhere LEFT: Hey, you’re going the wrong way BELOW: The view of Bathurst township from Skyline

With its 1.95km downhill Conrod Straight, on which Kiwi Denny Hulme came to rest, the circuit also contains one of the most fearsome corners in the motor racing world, the entrance to The Chase. The V8s are clocking around 300km/h on entering this fast right hander, and it is evidently the quickest in the world of touring car racing. Crowds hang around on this corner to heckle the drivers; Kiwi Mike Eady was once racing there and reckoned the engine was making an odd noise each time he went through The Chase. Turns out it was the crowd booing as he lifted off for the corner. One European driver described the circuit as ‘The Blue Hell’, referencing the ‘Green Hell’ that is the ’Ring.

So who are the folklore heroes of Bathurst? The unofficial fastest time around the Mount Panorama circuit was clocked

by Jensen Button in a McLaren MP4-26 F1 car, at 1:48.88. This year, during the Bathurst 12-hour race, Kiwi Shane Van Gisbergen posted a 2:03.85 lap in another McLaren, an MP4–12C GT3.

What about the V8 Supercars? Everyone is expecting the lap record to be smashed in October this year, after the summer resurfacing. For a long time Greg Murphy’s ‘Lap of the Gods’ held sway at 2:06.86, following the laying down of a fresh layer of tarmac in 2003, but Craig Lowndes eventually pipped that seven years later with a 2:06.80.

Racing legends at Mount Panorama include the late Peter ‘Perfect’ Brock who won the endurance race nine times, and no-one has bettered that record. Jim Richards came close with seven wins,

THE ENGINE WAS MAKING AN ODD NOISE EACH TIME HE WENT THROUGH THE CHASE. TURNS OUT IT WAS THE CROWD BOOING AS HE LIFTED OFF FOR THE CORNER 90

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followed by Larry Perkins on six, Mark Skaife on five, and Allan Moffat, Greg Murphy and Craig Lowndes on four.

There have been some epic crashes on the circuit, some unfortunately ending in fatalities; six alone have died following incidents on Conrod Straight.

The most dramatic crashes seem to be associated with The Chase because of the speeds involved and multiple rolls aren’t uncommon. One worth mentioning is Paul Radisich’s horror crash in 2006 when he left the track at 200km/h and careened into a crash barrier at speed, suffering ankle and sternum fractures. Another traumatic crash on the mountain in 2008 resulted in double ankle fractures and ended his race career.

The Bathurst circuit was hell for this Kiwi.

The Great Race this year runs 9-14 October, 2014, and should be a cracker. Expect records to tumble.

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e h t r o f Born en Words Paul Owsnier Photos Tom Ga

RBIRD LT ADE E D N U H T H P M S MAY BE M L E D THE NEW TMRAIU O M R EY’RE E D H T N T U B M , O D C N A D L AN HIRE, ENGEEWAYS IN THE HOPE S R E T S E IC E L IN US FR E IS U ALES. WE DS R S C N O O T S ID V A BORN -D Y G HARLE ’RE LIKE ON KIWI ROA OF POACHIN T THEY A H W T U O D FIN 92

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he Beatles did it. The Rolling Stones are still doing it, despite Mick Jagger risking the need for a hip replacement every time he performs a pelvic thrust. Even that sad pack of teary-voiced Londoners, Coldplay, are doing it despite a newlyreleased album that’s as full of cheer as news from the ongoing civil war in Syria. What am I talking about? Making it big in America. It’s something that’s definitely on Triumph’s list judging by the Harley-esque characters of the two latest Thunderbird models you see on these pages, the lightly-dressed LT and the more streetwise Commander.

Actually, Triumph was big in America Plenty of chrome on once. When WWII finished, the British show, these Triumphs are a Magpie favourite. brand came out fighting despite the LT has an American collapse of the British Empire and look to its styling while the burden of an indebted post-war the screen offers some weather protection for domestic economy. By 1950, the US had the long cruise overtaken Blighty as Triumph’s biggest market, and its success so threatened Harley-Davidson that the Milwaukeebased motor company lobbied the US Tariff Commission to slap a 40 per cent duty on imported motorcycles. When that plea for market protection failed, Triumph went from strength to strength in America, with a cameo appearance of the first T110 Tiger as Marlon Brando’s bike in The Wild One giving sales a huge push.

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Ironically, another example of brand positioning with Hollywood marked the end of Triumph’s success in the US. When Jack Nicholson climatically displayed the brand on his T-shirt during a steamy motel sex scene in the 1970 movie, Five Easy Pieces, US sales of previously-popular Bonneville and Trophy twin-cylinder models were already starting to feel the pinching effects of Honda’s more-enticing CB750 four. The year 1968 therefore marked the peak of Triumph’s success in the US, when the British brand sold 28,700 bikes across the Atlantic.

Contrast the latter figure with the 13,000 Triumphs sold in the US during 2013, not to mention the 167,016 Harleys sold in the star-spangled nation over the same year, and you can see that there is a fair amount of catching up to do. Enter the new LT and Commander Thunderbird variants this year, two new models that are as culturally American as the practice of stashing a gun in every room of the house. Big-block tourers and heavyweight cruisers account for an 80 per cent slice of the US motorcycle market, and Triumph has managed to concoct one of each genre with just a modest investment in development funds by using the acclaimed Thunderbird 1700 parallel-twin as the platform for both.

Let’s start with the LT. The suffix attached to the Thunderbird nomenclature stands for

cam cylinder head architecture instead of ‘Light Touring’ and it’s a bit of an oxymoron obsolete pushrods will do that for a bike. as the dressed-for-travel model is only as For many, how the Triumph engine looks light as any 400kg motorcycle can be. Yet and sounds will be more important than how this is how the LT feels to ride – light n’ easy. it goes. And while parallel-twins do have the Muscles relax immediately after the solitary advantage of compacting engine mass to task of lifting the hefty LT off its sidestand, improve bike handling, it’s debatable whether the rider’s body feeling relieved by the they can achieve the same visual appeal as knowledge that no further effort will be a V-twin. Although Triumph’s Bonneville required until the next stop. engines of 1960s and 1970s are arguably some Underway, the thudding power strokes of the sweetest-looking motors of all time, of the inline twin begin a shallow-tissue there’s something bland and over-sanitised massage that has more potential to relieve about the appearance of the Thunderbird’s stress than annoy. And it feels like most of big unit. Same goes for the sound the LT the 151 Newtons that the LT develops at makes, which is muffled almost to the point 3350rpm hang around throughout the rev of becoming offensive. At least the 270-degree range. Overtakes on the open road require crank of the T-bird allows it to syncopate the just a simple twist of the right wrist, with bangs it emits to the same endearing offbeat no need for any input from the left side thumping as a V-twin. of the rider’s body. There’s grunt aplenty Refinement is the real reason to fly down right through the rev range, and it blesses the road on a Thunderbird, the Triumph with and experience the quality more thrust than a through the glitch-free 1690cc Harley. Then throttle response, the positive at the point where gear-shifts, and some of the Milwaukee’s finest is The more street ready of best steering in the cruiser beginning to run out of the two, the Commander universe. In the LT’s case, you puff up the top of the attempts to out muscle can add ride quality to the list range, the 94bhp T-bird the Harley Fat Boy. Bad boys need only apply as its more squishy sidewalls will kick up its heels and 16-inch, 54-spoke wheels and leave the 75bhp back up the work done by American bike for dust. the supple suspension. With Proper twin-overheadthe comfort levels completed by a plush saddle, a natural riding possie, and the decent protection offered by the windscreen, the LT represents an early-American art deco alternative to higher-tech tourers like the Honda Gold Wing and BMW K1600GT. But what say you want to add more of an edge to the riding experience?

That’s where the Commander comes in.

It’s lower profile tyres, cast alloy 17-inch

THERE’S GRUNT APLENTY RIGHT THROUGH THE REV RANGE, AND IT BLESSES THE TRIUMPH WITH MORE THRUST THAN A 1690CC HARLEY

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Triumph Thunderbird 1700 Commander

wheels, and 40kg-lighter mass add more urgency when turning into corners, and bike is more settled when heeled over. Sportier sounding mufflers also add extra sports appeal, and the Commander is a more engaging ride. It’s threatening to become the musclebike that is lying dormant within the Thunderbird’s frame (project, anyone?). With its gorgeous two-tone paint and more jewellike finish, the Commander costs $1500 more than the Storm, but I reckon it’s worth paying a bit more for the extra bling.

Both new T-birds have targeted certain Harley models with such accuracy that they can almost be mistaken for the Milwaukee machines they mimic at first glance.

The $27,990 LT takes on the $31,995 Softail Deluxe, while the $26,590 Commander will attempt to wrestle sales from the $30,650 Fat Boy. So which would you rather take?

The money or the shield?

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Price $26,590 0-100 km/h 4.08sec 80-120 km/h 2.73sec (77.7m) Speedo error 95 at an indicated 100km/h Engine Capacity 1699cc Format Liquid-cooled inline twin Max power (kW@rpm) 71kW@5400rpm Max torque (Nm@rpm) 151Nm@3350rpm Cylinder head dohc,8v Gearbox 6-speed sequential gearbox Drivetrain Belt final drive Suspension front 47mm unadjustable Showa forks with 120mm of travel Suspension rear Preload-adjustable Showa twin shocks with 109mm of travel Brakes front 2 x 310mm floating discs with Nissin four-piston calipers Brakes rear 310mm fixed disc with Brembo single-piston caliper Stability systems ABS Wheels and Tyres Metzeler Marathon radials Tyres front 140/75ZR17 Tyres rear 200/50ZR17 Wheelbase 1665mm Seat height 700mm Rake/trail 30.1°/ 135mm Fuel capacity 22L Measured weight 370kg Weight bias f-170kg, r-200kg Verdict Adds edge to the easy-riding Thunderbird 1700 platform via a more aggressive wheel and tyre package.

Higher level of finish comes along for the ride and attempts to out-Harley the Fat Boy Rating

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

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World’sest Flash

s n a i d In isson eter Lou Words P olaris P Photos

o you’re a well-heeled US manufacturer of snowmobiles and off-road dual trackers, and you’re wanting to expand in the US market.

What to do, what to do? How about taking on one of the giants of the cruiser motorcycle market, Harley Davidson, and what better way of doing that than by producing an entirely new range of V-twin machines, with similar but different styling to Harley. And that manufacturer called its new motorcycle range Victory, and so it came to pass.

And then a new CEO stepped up to the plate, and wondered how to take this successful company to the next level? He and his team came upon the brilliant concept of producing another range of V-twin powered motorcycles to take on, er, Harley Davidson again.

On the face of it, this sounds bizarre, wacky. But that’s before you’ve heard the name of the new brand. Cleverly, Polaris managed to secure the Indian brand name and for not a great deal, given two well documented restarts and seizures previously.

That part done, within 26 months the engineering team had designed and built a trio of new bikes, sharing a brand spanking new 111cubic inch/1811cc V-twin engine, coincidentally the same displacement as the most expensive Harleys. And also, as you might expect, they made the new range of bikes complementary to rather than competitive with the existing Victory offerings. The latter are designed more as performance-oriented cruisers, while Indians are the luxury long-distance offerings, though

S

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the two actually do crossover at the top end of each range on pricing and purpose.

So on the face of it, not quite as mad as the endeavour might first appear. Polaris already had expertise in designing a line of motorcycles from scratch, so doing the same thing again, albeit with a different take, should have been a relative doddle. And the fact it only took a bit over two years suggests as much.

In some ways, the job was made much easier by buying the Indian trademark; it meant the designers could go back over all the previous variants, and come up with something modern retro and with which to evoke all that heritage.

Another huge plus was the success of the Roger Donaldson movie, The World’s Fastest Indian; for the local launch, Polaris invited Burt Munro’s son, John, to speak and he brought along a horde of stories and memorabilia to the evening launch. Amidst the myriad historic Indians on show, the new bikes seemed to fit in effortlessly, albeit with more chrome and tassles, and added bulk.

But clearly they’re 21st century versions of the originals, which date back as far as 1901.

The following day, the local motorcycle media got the opportunity to check out members of the Indian and Victory ranges.

Naturally, the morning dawned wet and miserable, but it turned out okay, the roads damp for the most part but not treacherous.

Speaking in generalities because we intend to get a few of these on test at a later point in time, the Victory bikes are lighter and quicker, stop a little better, and they rev

a bit higher, but they are also a tad coarser because of hard mounting – you feel more of the road and engine vibes through the bars – and you need to time shifts with engine revs more precisely. The Indians feature extensive rubber mounting so are largely vibe-free and shift beautifully, being less particular about matching engine revs to road speed.

We rode all three Indians, all powered by the Thunder Stroke 111 49-degree V-twin engine, air-cooled, fuel injected and hooked up to a six-speed gearbox, the final cog overdriven, producing a loafing 2300rpm at 100km/h.

The long stroke engine pumps out a hulking 161Nm of torque. One of the bikes had slip-on mufflers and sounded fantastic, thundering true to its name. The frame is aluminium, and geometry differs slightly between the Chief (29 degrees of rake, 155mm of trail) and the top-ranked Chieftan (25 degrees, 150mm) on account of the latter having an electrically adjusted bar-mounted fairing.

The $28,995 Classic kicks off the range with heritage styling. All three models feature ABS brakes, cruise control, by-wire throttle, leather seat and lots of chrome. The Vintage costs $3k more at $31,995 and has a removable screen, quick-release saddle bags, crash bars and extra chrome. Both of these ride much the same; they turn nicely despite being slightly raked out, and have a magic carpet ride quality, along with almost zero vibration. They dispense with distance easily, especially the Vintage with its removable screen. But of them all the top-shelf $34,995 Chieftan was the most impressive.

Its screen is electrically adjustable, so in foul

weather you can jack it up to peer through, and when it clears, ease it down to peer over. There’s little wind noise off of it. The more upright forks make this turn without any apparent effort, and it drops into corners almost intuitively, with just a hint of bar pressure. It is almost uncanny given its weight. If you plan on distance work, pick this particular Indian.

Of the Victories, we rode only the bobbers, and liked the least expensive the most on the day. That’s the newbie, the Gunner. This bare-bones bike aimed at the younger set

may not have the macho look of the Hammer or Jackpot with their 250mm rear tyres, but its more neutral handling is a plus, as is its $20,995 pricing. Powering the range is the air and oil cooled 106 cubic inch (1731cc) Freedom V-twin, counterbalanced, with a six-speed trans. At the top of the range is the $38k Vision, with reverse gear, heated seats, powered shield, cruise control and linked ABS. Both of these line-ups are now available from CycleSpot in Auckland, with further dealers likely in the near future.

ABOVE: Just 10min into our first ride and we’re cruisin’ on the motorway, the comfort and noise already standout features.

ABOVE RIGHT: It’s hard to credit something as big as the Chieftan can be so corner friendly. RIGHT: The look of Thunder...Stroke.

BELOW: The range of new Indians.

BELOW RIGHT: A famous face, but so is the other guy, being Burt Munro’s son, John

ONE OF THE BIKES HAD SLIP-ON MUFFLERS AND SOUNDED FANTASTIC, THUNDERING TRUE TO ITS NAME

AR

hat seemed like an odd-ball size a few years ago is now much more mainstream.

We’re talking the diverse middleweight class, filling the gap between the traditional 600cc Supersport and litre Superbike sectors. In terms of displacement, you’re looking at anything from 636 to 850cc, from singles to four cylinders, sports machines to adventure bikes, supernakeds, pseudoADVs, muscle bikes. You name it. The sports bikes are arguably the most exciting of the breed, certainly if speed is your thing, and comfort be damned.

At the top echelon of the sector on performance and price is the bike you see here, the MV Agusta F3 800, and it genuinely surprised by being not

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ELLOUS

especially uncomfortable (unheard of for an MV sportsbike). Moreover, it seemed relatively unruffled tooling around at low to middling revs (also unheard of for a highly tuned MV). Perhaps someone in the complaints department of this rapidly expanding Italian company has been listening to customer feedback about oddball fuelling, rock hard suspension and the like. The same people may have also heard the wailing over the horror turning circle, but chose to ignore it.

Never mind, because the latest F3, the 800, retains the wonderful features of the F3 675, like its inspired handling and steering, and moves the entire game on by adding a solid helping of midrange grunt and more than a hint of velvet to the by-wire fuelling process. Meaning you don’t have to ride the

bike at nine-point-nine tenths everywhere to understand what all the fuss is about.

And that genuinely means an MV that you can ride at 110 (we’re talking km/h here) without it feeling like it wants to spit you off and wail away towards the horizon by itself.

If ever a bike deserved a most improved award compared with its manic 675 progenitor, this is it. The particular bright red bike we rode, unfortunately, was green on the inside but even so it would pull with genuine enthusiasm from 5000rpm in top gear, something the 675 would only have done if it sniffed a nearby gas station, and even then only after a downshift or three.

This potters about town in fourth at 50km/h too, without snatching or complaint.

The reason for its newfound inner strength is relatively clear; this 800cc

THE F3 675 WAS MV AGUSTA’S ATTEMPT AT A WORLD-BEATING MIDDLEWEIGHT SPORTS BIKE. IT WAS BRILLIANT BUT FLAWED. DOES THE F3 800 RIGHT THE WRONGS? Words Peter Louisson Photos Tom Gasnier

F3800 engine retains the bore dimensions of the screaming 675 and gains the extra 125cc solely by a lengthening of the stroke from 45.9 to 54.3mm. That takes displacement to 798cc and power from 94 to 109kW (126 to 148hp), produced at 13,000rpm, while torque rises from 71 to 88Nm at 10,600rpm.

Ok, so the engine doesn’t quite rev like the weenie but 13,500rpm is sufficient. And because this engine actually has proper midrange as opposed to a gag reflex in the smaller engine, you can ride it on Kiwi roads with a genuine degree of sanity. S’true, and is a revelation in an MV sportster.

After sloping around the ’burbs for a bit in a semi-tuck, not great at slow speeds, it was with some relief that we surge onto the motorway and suddenly at 100kays this thing no longer feels especially like

the proverbial crotch rocket, the riding position more relaxed and sensible than I’d imagined. MVs really aren’t about slow speed stuff exactly, a point reinforced by the difficulty of performing U-turns. With so little lock about-face manoeuvres need to be undertaken cautiously. Fortunately at garage speeds the F3 800 is easy to manhandle, with a lowish seat height and weighing just under 200kg ready to romp.

So anyway, there we are on the motorway, a little incredulous that this is so at ease at 100km/h, showing exactly 5000rpm and just into its zone of great mechanical interest. Tickle the throttle at 110 – an actual 103 – and the F3 shoots forward, even in sixth. Once again, I find myself thinking that 800s make more sense for Kiwi conditions than litre bikes. You can

never quite underestimate how critical it is to have an engine that’s working in its preferred performance zone at the open road speed limit. Drop it back a couple of cogs and with just over 7000rpm showing a gasping noise emerges from deep inside the intake tract and the F3 shoots forward like Bolt out of the blocks, the intensity of the acceleration mesmerising as it rockets past 10,000rpm and onwards to peak power at 13,000. This is a bike clearly made for young people with eagle eyes because about all I could decipher on the tacho was few, moderate and phew revs where the shift lights suggest you hook another gear.

There’s great haste here, despite a tall first gear which makes getting off the mark a bit tricky; it is line-ball with Kawasaki’s outlandishly quick ZX-6R 636,

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This MV carves perfect arcs through the most challenging corners, while the engine is a willing player too

MV Agusta F3 800 EAS/ABS Price $26,990 0-100 km/h 3.39sec 80-120 km/h 1.68sec (47.2m) Speedo error 93 at an indicated 100km/h Engine Capacity 798cc Format Liquid-cooled fuel-injected inline triple Max power 109kW @ 13,000rpm Max torque 88Nm @ 10,600rpm Cylinder head Dohc, 12-valve Gearbox 6-speed; electronically assisted shifter Drivetrain chain final drive Suspension front 43mm USD telescopic forks, fully adjustable Suspension rear Monoshock, fully adjustable Brakes front 320mm disc, Brembo 4-piston radial-mount monobloc calliper Brakes rear 220mm disc, 2-piston calliper Stability systems Switchable ABS, TC Wheels and Tyres Pirelli Diablo Rosso Corsa Tyres front 120/70x17 Tyres rear 180/55x17 Wheelbase 1380mm Seat height 805mm Rake/trail 24.9°/ 99mm Fuel capacity 16.5L Measured weight 198kg Weight bias f-102.5kg, r- 95.5kg Verdict The F3 800 comprehensively fixes the bugs that blighted the F3 675; it fuels smoothly, and pulls hard from moderate revs so doesn’t need to be killed everywhere.

Handling is unreal. Not cheap but a sublime road and track middleweight.

Rating

and only a jot slower than most litre fours.

A 3.39sec 0-100 is far from hanging about.

What makes this so much more endearing than the F3 675 is its smooth fuelling; in N for Normal mode it’s syrupy. It’s no quicker in Sport mode, and ditto for stoppies, the same distances, give or take for Normal and Race ABS settings.

With the same chassis as the F3 675, handling is equally inspired. We backed off all the compression and rebound settings both ends and that made the suspension a bit more pliant, though still firm. Through rough-house corners this feels welded to a line, and it changes direction in stupid-easy fashion. Evidently that’s because of the counterrotating crankshaft, a MotoGP development. Only MV doesn’t participate in MotoGP, and hasn’t for a long time, so that’s kind of confusing. Whatever, it works; this steers like a thoroughbred. Actually, it often seems to mock you. If it could speak, it would ask ‘is that all you’ve got, coniglio?’ I imagine this is a sensation on track.

It stops the same way too, better even than the 675 with updated Brembo monoblocs, some of the most expensive stoppers in moto-dom but also some of the best. They’re utterly convincing

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

WITH THE SAME CHASSIS AS THE F3 675, HANDLING IS EQUALLY INSPIRED 100

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without being snatchy, and come with ABS for an extra $1000 ($26,990). Just do it.

Also, MV fits the most impressively smooth quickshifter I’ve ever encountered. These are so fun, not just in race simulation mode but also in everyday riding. You merely upshift without the clutch; that’s done electronically.

Downshifts are managed conventionally and it’s a beautiful fluid ‘box.

Speaking of beautiful, MV is the company that humbly rates its products as Motorcycle Art. While the bike is stunning to behold, we get the feeling the stylists haven’t had to do much front end design work lately; the same old diamond-shaped headlight has been in use for the company’s sports bikes since I first rode an F4 in another century. Time for a change, perhaps? The exhausts are art, no question, and so is the bike’s silhouette.

Build is not perfectly executed, given the price.

To my mind, this is the most complete sports bike MV has ever done. There’s little that rankles and much to admire, especially the otherworldly handling. We cannot wait to ride the two new MV middleweight additions, Rivale and Dragster, both 800s. Like we said, this is a class on the move.

Protecting your most prized possessions since 1901

FOR THE ULTIMATE SHINE & PROTECTION For more product or stockist information freephone 0800 227 422 or visit

–– –– 1256* 1383* 1284 1535 1458*

8.2 8.2 7.90* 7.99* 7.8 7.9 7.13*

Issue tested

7 7 7 6 6 6 6

Claimed Fuel Use (L/100km)

4/1368 4/1368 4/1368 4/1368 4/1368 4/1956 4/1368

0-100 km/h

Cylinders/ capacity

230 230 250 250 250 350 340

Weight (kg)

Torque (Nm)

99 99 125 125 125 125 174

Airbags

Power (kW)

Model

$ Automatic

MARKET

$ Manual

NEW

alfa romeo.co.nz MiTo Progression MiTo Distinctive MiTo QV Giulietta Progression Giulietta Distinctive Giulietta JTD Distinctive Giulietta QV

32,990 –– 42,990 36,990 –– –– 54,990

35,990 38,990 –– 39,990 43,990 47,990 ––

5.6 –– 5.6 –– 6.0 10/10 6.0 07/14 6.0 –– 4.5 –– 7.6 11/13

Vantage V8 Vantage Roadster V8 Vantage V8 S Vantage V8 S Roadster Vantage V12 DB9 DB9 Volante Virage Virage Volante Rapide Rapide Luxe Vanquish

197,000 212,000 –– –– 320,000 –– –– –– –– –– –– ––

205,000 220,000 217,000 232,000 –– 315,000 332,000 335,000 353,000 329,000 357,000 430,000

313 313 321 321 380 335 335 365 365 350 350 421

470 470 490 490 570 570 570 570 570 600 600 620

8/4735 8/4735 8/4735 8/4735 12/5935 12/5935 12/5935 12/5935 12/5935 12/5935 12/5935 12/5935

4 4 4 4 4 4 4 4 4 6 6 6

1630 1710 1628* 1690 1687* 1785* 1886 1804 1890 2032* 1990 1780*

4.9 4.9 4.89* –– 4.51* 5.08* 5.5 4.42* 4.6 5.27* 5.2 4.54*

13.9 13.9 12.9 12.9 16.3 –– –– 15.0 –– 14.9 14.9 14.4

–– –– 07/11 07/11 12/09 02/05 –– 10/11 –– 01/11 –– 03/13

–– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– ––

40,800 43,300 48,900 48,400 51,900 55,900 55,900 62,000 62,000 69,900 79,990 86,000 75,400 79,900 104,500 73,900 79,400 83,900 108,500 113,900 117,900 83,900 156,000 86,300 109,500 103,750 118,900 128,200 124,900 165,900 90,900 149,700 119,900 147,900 139,900 156,800 128,800 144,900 161,800 198,000 151,700 169,900 209,900 59,900 72,500 104,900 89,900 108,900 125,500 105,000 143,900 184,700 194,700 225,000 235,000 224,000 245,000 325,000 317,000

90 90 136 90 90 110 132 110 132 125 221 221 130 155 180 125 130 155 180 245 245 130 331 155 176 155 245 245 245 331 147 250 150 230 230 309 150 230 309 412 230 309 412 110 130 228 125 176 230 176 240 184 184 258 258 382 316 404 386

200 4/1390 200 4/1390 250 4/1390 200 4/1395 200 4/1395 320 4/1968 250 4/1798 320 4/1968 250 4/1798 320 4/1798 380 4/1984 380 4/1984 380 4/1968 350 4/1984 500 6/2967 320 4/1798 380 4/1968 350 4/1984 500 6/2967 440 6/2995 440 6/2995 380 4/1968 430 8/4136 350 4/1984 500 6/2967 350 4/1984 440 6/2995 440 6/2995 440 6/2995 430 8/4163 280 4/1984 450 5/2480 450 6/2967 650 6/2967 650 6/2967 550 8/3993 450 6/2967 650 6/2967 550 8/3993 700 8/3993 650 6/2967 550 8/3993 700 8/3993 250 4/1395 380 4/1968 420 5/2480 350 4/1968 500 6/2967 650 6/2967 500 6/2967 760 8/4134 550 6/2967 550 6/2967 800 8/4134 800 8/4134 650 8/3993 430 8/4163 540 10/5204 530 10/5204

6 6 6 6 6 6 6 6 6 8 6 6 8 8 8 8 8 8 8 8 8 8 8 6 6 6 6 6 6 6 6 6 8 8 8 8 8 8 8 8 6 6 8 6 6 8 6 6 6 8 8 8 8 8 8 8 6 6 6

1211* 1215 1215 1195 1195 1423* 1250 1340 1295 –– 1475 1450 –– –– –– –– –– –– –– –– –– 1737* 1795 1683* 1804* 1735 1755 1950* –– 1807* 1322* 1492* 1813* 1910 1790 –– 1877* 1855 2004* 2035* 1850 1945 1920 1405 1621 1704* 1730 2012* 2016* 2433* 2450 –– –– 2147* 2045 –– 1585 1669* 1745

9.15* 9.0 7.0 9.3 9.3 8.40* 7.3 8.2 7.3 8.3 4.9 4.9 7.9 6.5 5.9 8.4 8.0 6.6 6.1 5.0 5.1 8.06* 4.46* 7.30* 5.80* 7.3 5.4 5.02* 4.9 4.56* 6.86* 4.6 6.78* 5.6 5.1 4.6 7.15* 5.1 4.28* 3.65* 5.3 4.7 3.9 8.9 7.44* 5.09* 9.83* 7.43* 5.30* 8.61* 6.77* 6.1 6.2 5.79* 5.6 4.2 4.3 3.63* 3.8

5.3 5.3 5.9 5.0 5.0 4.5 5.6 4.5 5.6 5.8 6.9 6.9 5.3 7.0 5.7 6.0 5.5 7.1 5.9 8.1 8.4 6.0 10.7 7.5 6.6 7.7 9.4 9.7 8.1 10.8 7.7 9.2 5.7 6.7 6.4 9.6 6.1 6.4 9.7 9.8 6.4 9.6 9.8 6.2 5.9 8.8 6.7 7.5 6.8 10.5 11.1 6.4 6.6 7.6 7.8 10.2 12.4 12.9 13.3

07/12 –– –– –– –– 07/13 –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– 04/13 01/13 04/10 10/12 –– –– 11/09 –– 11/10 02/07 10/09 10/11 –– –– –– 11/12 –– 01/13 01/14 –– –– –– –– –– 05/14 08/09 03/09 07/13 12/06 –– –– –– 01/11 –– –– –– 07/13 ––

aston martin.co.nz

The Peugeot 508

does nothing by halves.

1/3 1/3 1/3 0% DEPOSIT

2nd YEAR

3rd YEAR

INTEREST

Yours from just $18,330* deposit. *Vehicle shown is the Peugeot 508 GT Sedan. The cost of $18,330 is based on the RRP of $54,990 for the Peugeot Allure Sedan. Finance offer based on 1/3 deposit, 1/3 in 12 months and 1/3 in 24 months. An interest rate of 0% applies. On Road Costs of $1,350 and a $250 booking fee are additional. Offer subject to normal finance lending criteria; see your Peugeot Dealer for full details. Offer ends 30 June 2014.

peugeot .co.nz

audi.co.nz A1 sportback 1.4 TFSI A1 sportback 1.4 TFSI Sport A1 sportback 1.4 TFSI Sport Plus A3 sportback 1.4 TFSI A3 sportback 1.4 TFSI Sport A3 sportback 2.0 TDI Sport A3 sportback 1.8 TFSI Sport A3 sedan 2.0 TDI Sport A3 sedan 1.8 TFSI A4 1.8 TFSI S3 sportback S3 sedan A4 2.0 TDI quattro A4 2.0 TFSI quattro A4 3.0 TDI quattro A4 1.8 TFSI avant A4 2.0 TDI quattro avant A4 2.0 TFSI quattro avant A4 3.0 TDI quattro avant S4 3.0 TFSI quattro S4 3.0 TFSI quattro avant A4 allroad 2.0 TDI quattro RS 4 avant A5 Sportback 2.0 TFSI quattro A5 Sportback 3.0 TDI quattro A5 2.0 TFSI cabriolet S5 Sportback 3.0 TFSI quattro S5 3.0 TFSI quattro cabriolet S5 3.0 TFSI quattro RS 5 4.2 FSI quattro TT 2.0 TFSI TTRS 2.5 TFSI quattro A6 3.0 TDI quattro A6 allroad BiTDI quattro A6 3.0 BiTDI quattro S6 4.0 TFSI quattro A6 allroad 3.0 TDI quattro A6 3.0 BiTDI quattro S6 4.0 TFSI quattro avant RS 6 quattro avant A7 Sportback 3.0 BiTDI quattro S7 Sportback 4.0 TFSI quattro RS 7 Sportback quattro Q3 1.4 TSI Q3 2.0 TDI quattro RS Q3 2.5 TFSI quattro Q5 2.0 TDI quattro Q5 3.0 TDI quattro SQ 5 3.0 BiTDI quattro Q7 3.0 TDI quattro Q7 4.2 TDI quattro S line A8 3.0 TDI quattro A8L 3.0 TDI quattro A8 4.2 TDI quattro A8L 4.2 TDI quattro S8 4.0 TFSI quattro R8 V8 quattro R8 V10 Plus quattro R8 V10 Spyder quattro

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

** no ABS

no stability control

Issue tested

Claimed Fuel Use (L/100km)

0-100 km/h

Weight (kg)

Airbags

Cylinders/ capacity

Torque (Nm)

Power (kW)

$ Automatic

$ Manual

Model

bentleymotors.com

auckland.

Continental GT V8 Continental GT Continental GTC V8 Continental GTC Continental Flying Spur Continental Flying Spur Speed Mulsanne

–– –– –– –– –– –– ––

325,000 365,000 375,000 415,000 350,000 395,000 555,000

373 660 423 700 373 660 423 700 412 650 449 750 376 1020

8/3993 12/5998 8/3993 12/5998 12/5998 12/5998 8/6750

6 6 6 6 6 6 8

2295 2320 –– 2495 2440 2440 2585

4.8 4.6 5.0 4.8 5.2 4.8 5.3

10.5 16.5 10.5 16.5 16.6 16.6 16.9

–– –– –– –– –– –– ––

–– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– ––

49,800 56,600 57,800 65,700 86,900 71,700 74,700 75,300 88,900 103,400 107,400 78,200 84,200 84,800 94,400 112,900 95,700 98,400 126,900 120,600 149,200 132,000 132,600 169,500 210,900 219,000 267,600 233,000 279,600 227,000 275,600 193,700 235,700 245,700 358,700 87,750 67,000 70,400 72,400 78,400 91,350 111,950 129,500 174,500 139,500 152,500 176,500 180,500 212,100

100 125 105 160 235 135 135 135 180 190 225 105 135 135 180 190 135 180 225 180 225 225 190 300 423 300 412 300 412 330 412 180 300 327 400 135 105 135 130 130 135 190 190 280 180 225 300 280 408

220 4/1598 250 4/1598 320 4/1995 310 4/1995 450 6/2979 270 4/1997 270 4/1997 380 4/1995 350 4/1997 560 6/2993 400 6/2979 320 4/1995 270 4/1997 380 4/1995 350 4/1997 560 6/2993 270 4/1997 350 4/1997 400 6/2979 350 4/1997 400 6/2979 400 6/2979 540 6/2993 600 8/4395 680 8/4395 600 8/4395 680 8/4395 600 8/4395 680 8/4395 650 8/4395 680 8/4395 540 6/2993 600 8/4395 600 8/4395 750 12/5972 270 4/1997 200 4/1995 270 4/1997 350 4/1995 350 4/1995 380 4/1995 560 6/2993 560 6/2993 740 6/2993 540 6/2993 600 6/2993 600 8/4395 740 6/2993 680 8/4395

6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 4 6 4 6 6 6 6 6 6 6 6 6 6 6 6 8 8 6 8 6 6 6 6 6

1365 1370 1420 1459* 1518* 1457* 1500 1530* 1557* 1615 1581* 1575 1650 1660 1633* 1772* 1560 1470 1634* 1700 1750 1700 1790 2005* 1978* 1966* 1919* 2079* 1930 2019* 1950 1963* 2112* 2055 2272* 1395 1480 1485 1589* 1650 1847* 1875 2145 2416* 2150 2283* 2310* 2225 2402*

8.5 7.4 8.9 6.36* 4.85* 7.15* 7.6 7.62* 5.88* 5.6 5.41* 9.2 7.7 7.7 6.33* 5.43* 8.71* 5.8 5.25* 6.4 5.5 6.1 6.0 5.28* 4.35* 5.20* 4.30* 5.12* 4.3 5.06* 4.2 6.65* 5.44* 5.3 4.93* 6.9 9.6 7.4 7.60* 8.4 8.75* 6.2 6.9 5.32* 7.5 6.56* 5.44* 5.3 4.81*

5.7 5.9 4.5 6.6 7.5 6.0 6.2 4.4 6.3 4.9 7.2 4.7 6.6 5.1 6.5 5.4 6.2 6.4 7.4 6.7 7.7 8.4 5.3 10.4 9.9 10.5 9.9 10.7 10.3 8.6 9.9 7.2 11.4 11.4 13.0 6.8 4.9 6.9 5.3 5.8 5.6 6.0 6.2 6.7 7.4 7.5 12.5 7.7 13.9

–– –– –– 08/12 06/13 06/14 –– 05/12 11/13 –– 06/12 –– –– –– 04/13 08/13 05/14 –– 12/13 –– –– –– –– 08/10 01/14 11/11 03/13 05/11 –– 11/12 –– 03/10 04/09 –– 12/10 –– –– –– 12/12 –– 04/11 –– –– 02/14 –– 01/11 05/09 –– 04/10

bmw.co.nz 116i hatch 118i hatch 118d hatch 125i M135i 220i 320i 320d 328i 330d 335i 318d touring 320i xDrive touring 320d xDrive touring 328i 330d xDrive touring 320i Gran Turismo xDrive 428i coupe 435i coupe 428i convertible 435i M Sport convertible 535i 530d 550i M5 650i coupe M6 650i convertible M6 convertible 650i Gran Coupe M6 Gran Coupe 730d 750i 750Li 760Li Z4 sDrive20i X1 sDrive18d X1 sDrive20i X1 sDrive20d X1 xDrive20d X3 xDrive20d X3 xDrive30d X5 xDrive30d X5 M50d X6 xDrive30d X6 xDrive40d X6 xDrive50i X6 xDrive M50d X6 M

NB: BMW includes all On Road Costs in its Drive-Away pricing. For more details refer to bmw.co.nz

cheryauto.co.nz J1 J3 J11

12,990 –– 16,990 –– 21,990 23,990

62 87 102

122 147 182

4/1300 4/1597 4/2000

2 6 2

1040 1350 1375

–– –– ––

6.7 8.9 8.9

–– –– ––

62,990 74,990 87,990 69,990 84,990

210 347 347 120 120

340 631 631 360 360

6/3604 8/6424 8/6424 4/2776 4/2776

6 6 6 6 6

1828 1979 1979 2124 2240

7.40* 9.7 06/14 4.8 13.0 09/13 4.91* 13.0 09/12 –– 8.4 –– –– 8.4 ––

23,490 –– –– 25,990 –– 28,990

60 88 88

118 160 160

3/1199 4/1598 4/1598

6 6 6

1050 1164 1164

12.3 10.9 10.9

chrysler.co.nz 300S 300C SRT8 Core 300C SRT8 Grand Voyager Grand Voyager Ltd

–– –– –– –– ––

citroën.co.nz C3 Seduction C3 Seduction VTi C3 Exclusive VTi

4.6 6.6 6.6

–– –– ––

C4 Seduction VTi 88kW C4 Exclusive VTi 88kW C4 Grand Picasso Seduction C4 Grand Picasso Intensive C4 Aircross Seduction 4x2 C4 Aircross Exclusive 4x2 C4 Aircross Exclusive 4x4 C5 Exclusive HDi 120kW C5 Exclusive HDi Tourer 120kW DS3 D Style 88kW DS3 D Sport 115kW DS3 D Style Cabrio 88kW DS3 D Sport Cabrio 115kW DS4 DStyle 120kW DS4 DSport 147kW DS5 D Sport DS5 D Sport HDi

–– –– –– –– –– –– –– –– –– –– 38,990 –– –– –– 48,990 –– ––

28,990 31,490 42,990 49,990 36,990 38,990 43,990 54,990 57,990 36,990 –– 40,990 42,990 44,990 –– 59,990 59,990

88 88 110 110 110 110 110 120 120 88 115 88 115 120 147 115 120

160 160 370 370 197 197 197 340 340 160 240 160 240 240 275 240 340

4/1598 4/1598 4/1997 4/1997 4/1997 4/1997 4/1997 4/1997 4/1997 4/1598 4/1598 4/1598 4/1598 4/1598 4/1598 4/1598 4/1997

6 6 6 6 7 7 7 9 7 6 6 6 6 6 6 8 8

1273 11.9 7.0 –– 1273 11.9 7.0 –– –– 9.7 4.5 –– 1684* 10.07* 4.5 07/14 1395 10.2 7.9 –– 1414* 10.53* 7.9 06/13 1460 10.9 8.1 –– 1722* 9.42* 7.1 08/10 –– 11.8 7.1 –– 1171* 10.89* 7.0 01/11 1165 7.3 6.7 –– 1220 10.9 6.7 –– 1250 7.3 6.7 –– –– 9.4 7.7 –– –– 7.9 6.4 –– 1570* 9.83* 7.3 06/13 1704 9.8 6.1 ––

–– ––

41,990 51,990

206 206

342 342

6/3604 6/3604

6 6

1750 1775

8.3 8.3

–– –– –– –– ––

452,500 534,000 585,000 635,000 693,100

338 425 425 492 545

485 8/4297 540 8/4499 540 8/4499 683 12/6262 690 12/6262

4 4 4 4 4

1891* 1485 1430 1880 1525

4.59* 3.3 3.4 3.7 3.1

19,990 24,990 –– –– –– 42,990 –– 21,990 –– –– 21,990 23,990 –– 29,990

21,990 26,990 24,990 29,990 32,990 –– 46,990 23,990 25,990 27,990 –– 25,990 27,990 ––

51 74 51 74 63 118 118 57 57 57 69 63 63 55

102 131 102 131 145 230 230 115 115 115 102 145 145 190

4/1242 4/1368 4/1242 4/1368 2/875 4/1368 4/1368 4/1368 4/1368 4/1368 4/1242 2/875 2/875 4/1248

7 7 7 7 7 7 7 6 6 6 6 6 6 6

905 12.9 5.0 –– 970 10.5 5.8 –– 970 –– 5.0 –– 1075* 11.25* 5.8 04/10 970 –– 3.9 –– 1110* 8.16* 6.5 05/11 –– 7.6 6.5 –– 1024 13.2 5.7 –– 1024 13.2 5.4 –– 1024 13.2 5.4 –– 1015 14.2 5.2 –– 1050 11.2 4.2 –– 1050 11.2 4.2 –– 1110 13.2 4.2 ––

23,990 27,340 34,990 –– –– –– –– –– –– –– –– –– –– 52,840 –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– ––

25,490 28,840 –– 29,990 32,990 33,340 34,840 36,340 39,340 40,840 42,340 47,340 47,340 –– 43,340 44,840 46,340 47,840 48,340 50,340 53,340 55,340 48,840 50,840 54,340 59,340 59,340 64,340 46,340 39,990 43,990 45,990 52,990 54,990

82 92 134 82 82 92 92 125 120 120 125 125 125 184 118 118 120 120 149 120 149 120 179 198 195 270 195 270 195 134 134 120 134 120

140 170 240 142 142 159 159 202 340 340 202 202 202 360 208 208 340 340 300 340 300 340 353 409 391 533 391 533 391 240 240 340 240 340

4/1596 3/999 4/1560 4/1598 4/1598 4/1596 4/1596 4/1999 4/1997 4/1997 4/1999 4/1999 4/1999 4/1999 4/2261 4/2261 4/1997 4/1997 4/1999 4/1997 4/1999 4/1997 4/1999 6/3984 6/3984 6/3984 6/3984 6/3984 6/3984 4/1596 4/1596 4/1997 4/1596 4/1997

7 7 7 7 7 6 6 6 6 6 6 6 6 6 7 7 7 7 7 7 7 7 6 6 6 6 6 6 2 7 7 7 7 7

1076 –– 5.8 –– 1150* 9.41* 4.2 02/14 1191* 7.07* 5.9 07/13 1289 –– 6.5 –– 1298* 12.52* 6.5 06/14 1393 –– 6.4 –– 1340 –– 6.4 –– 1420 –– 6.6 –– 1538 –– 5.4 –– 1485 –– 5.3 –– 1420 –– 6.7 –– 1420 –– 6.7 –– 1426 –– 6.7 –– 1461* 6.68* 7.2 12/12 1699 –– 9.3 –– 1788 –– 9.3 –– 1806 –– 5.6 –– 1806 –– 5.6 –– –– –– 8.0 –– 1754 –– 5.6 –– 1655 7.85* 8.0 11/11 1673* 9.53* 5.6 05/11 1648* 6.98* 8.1 07/12 1718 –– 12.3 –– 1754* 6.98* 10.2 07/12 1780* 5.19* 11.7 09/08 –– –– 10.1 –– 1798* 5.29* 11.1 06/08 1762* 7.37* 11.5 –– 1682 –– 7.7 –– 1682 –– 7.7 –– 1707 –– 6.2 –– 1721* 10.50* 7.7 08/13 1750* 9.91* 6.2 07/13

dodge.co.nz Journey SXT Journey R/T

10.4 10.4

–– ––

ferrari.co.nz California 458 Italia 458 Italia Spider FF F12berlinetta

13.1 06/10 13.7 –– 11.8 –– 15.4 –– 15.1 ––

fiat.co.nz 500 Pop 500 Sport 500 Cabriolet Pop 500 Cabriolet Sport 500 Cabriolet Lounge Abarth 500 Eseesse Abarth 500 Cabriolet Eseesse Punto Pop Punto Easy Punto Lounge Panda Pop Panda Easy Panda Lounge Panda Trekking

ford.co.nz Fiesta Trend Fiesta Sport Fiesta ST EcoSport Trend EcoSport Titanium Focus Ambiente Focus Ambiente wagon Focus Trend Focus Trend Diesel Focus Trend Diesel wagon Focus Sport Focus Titanium Focus Titanium sedan Focus ST Mondeo LX hatch Mondeo LX wagon Mondeo Diesel LX hatch Mondeo Diesel LX wagon Mondeo EcoBoost Zetec hatch Mondeo Diesel Zetec hatch Mondeo EcoBoost Titanium hatch Mondeo Diesel Titanium hatch Falcon XT EcoBoost Falcon XT EcoLPI Falcon XR6 Falcon XR6 Turbo G6E G6E Turbo Falcon XR6 Ute Kuga Ambiente EcoBoost Kuga Trend EcoBoost Kuga Trend Diesel Kuga Titanium EcoBoost Kuga Titanium Diesel

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

subscribe online at www.mags4gifts.co.nz/autocar

new zealand autocar

103

6/3984 6/2710 6/3984 6/2710 6/2710 6/3984 6/2710 5/3199 5/3199 5/3199 5/3199 5/3199 5/3199 5/3199 5/3199 5/3199

7 7 7 7 7 7 7 7 7 7 7 7 7 7 7 7

2002 –– 10.6 –– 2142 –– 8.2 –– 2011 –– 10.6 –– 2072 –– 8.2 –– 2144 –– 8.8 –– 2011 –– 10.6 –– 2160* 10.17* 9.0 07/11 1921 –– 8.4 –– 2001 –– 8.9 –– 1944 –– 8.9 –– 2052 –– 8.9 –– 2044 –– 8.9 –– 2112 –– 8.9 –– 1929 –– 8.9 –– 2139* 10.89* 8.9 –– 2233 –– 9.4 ––

–– –– –– –– –– ––

72,340 78,340 88,340 97,340 97,340 65,340

315 310 335 335 335 315

545 565 570 570 570 545

6/3984 6/3984 8/4998 8/4998 8/4998 8/4998

6 6 6 6 6 4

1835* 1812* –– 1855* –– ––

5.38* 4.99* –– 5.17* –– ––

200 200 320 320 200 310

4/2378 4/2378 –– –– 4/2378 4/1996

2 2 2 2 2 2

1660 1780 –– –– 1805 1890

–– –– –– –– –– ––

104

new zealand autocar

16,990 18,490 22,990 –– –– 26,490 –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– 36,990 –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– ––

–– –– 24,990 26,990 24,990 27,990 32,990 35,490 30,990 32,990 35,990 33,490 39,490 30,990 35,990 36,490 39,490 32,490 34,990 37,490 42,900 45,900 45,400 48,400 38,490 43,490 41,490 46,490 40,490 49,490 54,490 44,490 51,490 56,490 49,990 55,490 61,490 68,990 74,490 58,490 66,490 72,490 52,490 57,990 71,490 76,990 68,990 74,990 48,990

59 59 85 85 85 103 103 103 104 103 120 104 132 104 120 132 132 104 104 120 123 123 117 117 123 135 123 135 123 190 190 135 135 135 185 210 260 260 260 210 210 260 185 210 260 260 210 260 210

107 107 155 155 155 200 175 175 175 200 360 175 230 175 360 230 230 176 176 360 225 225 350 350 230 400 230 400 230 288 288 400 400 400 290 350 517 517 517 350 350 517 290 350 517 517 350 517 350

13.6 03/11 12.3 10/08 14.0 –– 13.7 01/11 13.7 –– 14.0 ––

10.7 10.7 8.3 8.3 10.3 9.2

–– –– –– –– –– ––

4/1206 4/1206 4/1598 4/1598 4/1598 4/1364 4/1796 4/1796 4/1796 4/1364 4/1991 4/1796 4/1598 4/1716 4/1991 4/1598 4/1598 4/1716 4/1716 4/1991 4/2384 4/2384 4/1956 4/1956 4/2384 4/2231 4/2384 4/2231 4/2384 6/2997 6/2997 4/2231 4/2231 4/2231 6/2997 6/3564 8/5967 8/5967 8/5967 6/3564 6/3564 8/5967 6/2997 6/3564 8/5967 8/5967 6/3564 8/5967 6/3564

6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6

–– –– 5.6 –– 985* 13.27* 5.6 01/11 –– –– 6.7 –– –– –– 6.4 –– –– –– 6.7 –– 1276 9.54* 6.5 01/14 1356 –– 7.0 –– 1392* 10.57* 7.6 12/13 1492 –– 7.4 –– 1426 –– 6.8 –– –– –– 6.7 –– 1409 –– 7.4 –– 1493 –– 7.9 –– –– –– 7.0 –– –– –– 6.7 –– 1502* 8.88* 7.9 07/13 –– –– 7.9 –– –– –– –– –– 1482* 12.48* 7.5 02/13 –– –– –– –– 1583 –– 8.0 –– 1621* 9.43* 8.0 09/13 1672* 9.17* 6.4 10/13 1684 –– 6.5 –– 1681 –– 9.1 –– 1886 –– 8.5 –– 1681 –– 9.1 –– 1886 –– 8.5 –– 1750 –– 9.1 –– 1885 –– 11.3 –– 1902* 9.47* 11.3 07/11 1851 –– 8.1 –– 1944* 9.98* 8.3 09/11 1948 –– 8.3 –– 1622 –– 8.3 –– 1685 –– 9.0 –– 1744 –– 11.5 –– 1754 –– 11.5 –– 1780 –– 11.8 –– 1702 –– 9.0 –– 1724* 6.96* 9.0 09/13 1778 –– 11.7 –– 1717 –– 8.6 –– 1776 –– 9.3 –– 1849 –– 11.7 –– 1851 –– 11.8 –– 1808 –– 9.3 –– 1866 –– 11.7 –– 1681 –– 9.0 ––

Claimed Fuel Use (L/100km)

260 260 270 260 180 260 111 147 147 147 147 147 147 147 147 147 147 147 147 147

530 530 530 517 320 530 370 440 440 500 440 500 440 440 440 500 440 500 500 500

8/5967 8/5967 8/5967 8/5967 6/ 3564 8/5967 n.a.

4/2776 4/2776 4/2776 4/2776 4/2776 4/2776 4/2776 4/2776 4/2776 4/2776 4/2776 4/2776 4/2776

6 6 6 6 6 6 8 6 6 6 6 6 6 6 6 6 6 6 6 6

1733 1749 1729* 1753 –– 1851 1719* –– –– –– –– –– –– –– –– –– –– 2155* –– ––

–– –– 5.33* –– –– –– 9.82* –– –– –– –– –– –– –– –– –– –– 9.98* –– ––

11.5 –– 11.5 –– 11.8 10/13 11.8 –– 12.1 –– 11.7 –– n.a 12/12 7.6 –– 7.6 –– 8.8 –– 7.9 –– 8.9 –– 7.9 –– 7.9 –– 7.9 –– 9.0 –– 8.1 –– 9.1 04/14 9.2 –– 9.2 ––

ClubSport ClubSport R8 Maloo Maloo R8 ClubSport R8 tourer Senator Signature Grange GTS

83,890 92,890 79,890 87,890 93,890 105,990 –– 122,990

85,390 94,390 81,390 89,390 95,390 105,990 110,990 125,290

317 325 317 325 325 325 340 430

550 550 550 550 550 550 570 760

8/6162 8/6162 8/6162 8/6162 8/6162 8/6162 8/6162 8/6162

6 6 6 6 6 6 6 6

1755 1771* 1753 1787 1834 1852* 1838 1902*

–– 4.88* –– –– –– 4.92* –– 4.13*

12.6 –– 12.6 09/13 12.6 –– 12.6 –– 12.6 –– 12.6 07/14 12.9 –– 15.7 12/13

Jazz 1.3S Jazz Sport Jazz Hybrid City S City L Civic 1.8S Civic 2.0N Euro Civic S Euro Civic L Insight SN CRV S 2wd CRV SN 2wd CRV N CRV Sport N CRV Sport NT CRZ LN Accord Euro SN Accord Euro LN Accord Euro Tourer LN Accord S Accord LN Accord NT Accord V6NT Odyssey SN

22,900 –– –– –– –– –– –– 29,900 –– –– 34,900 –– –– –– –– 42,000 43,700 –– –– –– –– –– –– ––

24,900 27,900 31,500 29,500 32,875 33,900 39,990 34,900 38,900 36,900 37,900 39,900 46,600 51,700 57,500 42,000 47,200 51,000 53,200 45,900 49,900 55,000 60,000 47,000

73 88 72 88 88 104 114 104 104 72 114 110 140 140 140 100 148 148 148 129 129 129 206 132

128 145 167 145 145 174 190 174 174 167 190 191 222 222 222 190 234 234 234 225 225 225 339 218

4/1339 4/1497 4/1339 4/1497 4/1497 4/1798 4/1998 4/1798 4/1798 4/1339 4/1998 4/1998 4/2354 4/2354 4/2354 4/1497 4/2354 4/2354 4/2354 4/2356 4/2356 4/2356 6/3471 4/2354

6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6

1060* 10.6* 5.8 06/11 1115 –– 6.7 –– 1172* 11.30* 4.5 05/13 1140 –– 6.6 –– 1140 –– 6.6 –– 1245 –– 6.7 –– 1290 –– 7.5 –– 1267* 9.07* 6.4 08/12 1342 10.82* 6.6 10/12 1178 12.6 4.3 –– 1477* 10.28* 7.7 10/12 1460 –– 6.9 –– 1540 –– 8.6 –– 1621 –– 8.7 –– 1621 –– 8.7 –– 1154* 9.21* 5.0 02/12 1555 –– 8.5 –– 1595 –– 8.5 –– 1640 –– 8.5 –– 1530 –– 7.9 –– 1567 –– 8.1 –– 1565* 9.44* 8.1 08/13 1669* 6.54* 9.2 11/13 1645 –– 8.9 ––

25,990 26,990 31,990 35,990 35,990 39,990 39,990 43,990 43,990 37,990 41,990 35,990 39,990 43,990 44,990 49,990 42,990 45,490 49,990 52,990 46,990 51,990 44,990 48,990 49,990

73 73 91 91 110 94 110 94 129 88 94 110 110 110 103 150 119 148 148 148 100 100 130 100 130

136 136 156 156 178 260 178 260 209 156 260 176 176 176 167 265 194 250 250 250 320 320 213 320 213

4/1396 4/1396 4/1591 4/1591 4/1797 4/1582 4/1797 4/1582 4/1990 4/1591 4/1582 4/1797 4/1797 4/1797 4/1591 4/1591 4/1998 4/2359 4/2359 4/2359 4/1685 4/1685 4/1999 4/1685 4/1999

6 6 6 6 7 7 7 7 7 7 7 6 6 6 6 6 6 6 6 6 9 9 9 9 9

1061 1125* 1140 1140 1225 1366* 1240 1310 1343* 1350 1452* 1220 1220 1297* 1265 1355* 1516 1545 1513* 1545 1507 1609* 1441 1514 1595

Issue tested

54,990 59,490 –– 62,990 74,990 79,990 85,000 –– –– 47,990 –– 51,990 –– –– –– 59,900 –– 61,990 62,990 66,990

SS ute SSV ute SSV Redline ute SSV Redline ute Caprice V6 LPG Caprice V8 Volt Colorado crew cab 4x2 LX Colorado crew cab 4x2 LT Colorado crew cab 4x2 LT Colorado crew cab 4x2 LTZ Colorado crew cab 4x2 LTZ Colorado space cab 4x4 LTZ Colorado crew cab 4x4 LX Colorado crew cab 4x4 LT Colorado crew cab 4x4 LT Colorado crew cab 4x4 LTZ Colorado crew cab 4x4 LTZ Colorado 7 4x4 LT Colorado 7 4x4 LTZ

Cylinders/ capacity

0-100 km/h

391 440 391 440 440 391 440 470 470 470 470 470 470 470 470 470

holden.co.nz Barina Spark CD Barina Spark CDX Barina CD hatch Barina CDX hatch Barina CD sedan Barina RS hatch Trax LS Trax LTZ Cruze 1.8 Equipe Cruze 1.4 Turbo Equipe Cruze 2.0d Equipe Cruze 1.8 CDX Cruze 1.6 Turbo SRI-V Cruze 1.8 Equipe hatch Cruze 2.0d Equipe hatch Cruze 1.6 Turbo SRI hatch Cruze 1.6 Turbo SRI-V hatch Cruze sportwagon CD Cruze sportwagon CDX Cruze sportwagon CD CRDi Malibu CD Malibu CDX Malibu CD CRDi Malibu CDX CRDi Captiva 5 LT 4x2 Captiva 5 LT 4x4 CRDi Captiva 5 LTZ 4x2 Captiva 5 LTZ 4x4 CRDi Captiva 7 LS 4x2 Captiva 7 LT 4x4 Captiva 7 LTZ 4x4 Captiva 7 LS 4x2 CRDi Captiva 7 LT 4x2 CRDi Captiva 7 LTZ 4x2 CRDi Commodore Evoke Commodore SV6 Commodore SS Commodore SSV Commodore SSV Redline Calais V6 Calais V V6 Calais V V8 Commodore Evoke Sportwagon Commodore SV6 Sportwagon Commodore SSV Sportwagon Commodore SSV Sportwagon Redline Calais V Sportwagon V6 Calais V Sportwagon V8 SV6 ute

Weight (kg)

195 140 195 140 140 195 140 147 147 147 147 147 147 147 147 147

100 100 105 105 100 105

Airbags

49,990 59,990 54,990 59,990 64,990 59,990 69,990 –– 47,340 45,040 48,540 –– 57,440 56,440 61,040 66,640

24,990 –– 27,990 –– 26,990 –– 29,990 –– 28,990 –– 31,990 34,990

Torque (Nm)

–– –– –– –– –– –– –– 40,640 –– 43,040 46,540 53,140 –– 54,440 59,040 64,640

greatwallauto.co.nz V240 d/cab 4x2 V240 d/cab 4x4 V200 double cab 4x2 V200 double cab 4x4 X240 X200

–– –– 62,990 –– –– –– –– 44,490 45,990 –– 49,990 –– 58,490 54,490 57,990 –– 59,990 –– –– ––

Model

fpv.co.nz GS F6 GT GT-P GT-E GS ute

Power (kW)

Territory TX RWD Territory TX AWD Diesel Territory TS RWD Territory TS RWD Diesel Territory TS AWD Diesel Territory Titanium RWD Territory Titanium AWD Diesel Ranger super cab 4x2 XL Ranger super cab 4x2 XLT Ranger double cab 4x2 XL Ranger double cab 4x2 XLT Ranger super cab 4x4 XL Ranger super cab 4x4 XLT Ranger double cab 4x4 XL Ranger double cab 4x4 XLT Ranger double cab 4x4 Wildtrak

$ Automatic

MARKET

$ Manual

NEW

hsv.com.au

honda.co.nz

hyundai.co.nz i20 GL i20 1.4 Accent hatch 1.6 Accent hatch 1.6 Elite i30 1.8 i30 1.6 CRDi i30 1.8 Elite i30 1.6 CRDi Elite i30 2.0 Elite i30 wagon 1.6 i30 wagon CRDi Elantra Elantra Elite Elantra Elite Ltd Veloster Elite Veloster Turbo i45 2.0 i45 2.4 i45 2.4 Elite i45 2.4 Elite Ltd i40 1.7 CRDi i40 1.7 CRDi Elite i40 wagon i40 wagon1.7 CRDi i40 wagon 2.0 Elite

24,990 25,990 –– –– 31,990 –– –– –– –– 36,490 40,490 –– –– –– –– 49,990 –– –– –– –– –– –– –– –– ––

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

** no ABS

–– 12.47* –– –– –– 10.30* –– –– 8.42* –– 11.32* –– –– 9.73* –– 7.65* –– –– 9.05* –– –– 10.45* –– –– ––

6.0 6.0 6.4 6.4 6.5 4.5 6.9 5.6 7.5 6.7 4.5 7.1 7.1 7.1 6.4 6.8 7.6 7.9 7.9 7.9 5.6 6.0 7.5 5.6 7.7

–– 07/11 –– –– –– 09/11 –– –– 07/14 –– 05/13 –– –– 09/11 –– –– –– –– 07/10 –– –– 05/13 –– –– ––

no stability control

Power (kW)

Torque (Nm)

Cylinders/ capacity

Airbags

Weight (kg)

0-100 km/h

53,990 59,990 39,990 43,990 44,990 48,990 50,990 54,990 57,990 59,990 63,990 65,990 67,990 67,990 73,990 79,990

100 100 129 129 130 130 135 135 141 141 145 145 141 199 145 145

320 320 197 197 227 227 392 392 242 242 436 436 242 318 436 436

4/1685 4/1685 4/1998 4/1998 4/2359 4/2359 4/1995 4/1995 4/2359 4/2359 4/2199 4/2199 4/2359 6/3342 4/2199 4/2199

9 9 6 6 6 6 6 6 7 7 7 7 7 7 7 7

1659 1659 1417 1417 1516 1585 1636 1643* 1727 1727 1831 1831 1727 1715 1951* 1831

–– –– –– –– –– –– –– 8.85* –– –– –– –– –– –– 9.09* ––

XF 2.0 i4 SE XF 2.0 i4 Luxury XF 2.2D Luxury XF 3.0D S Luxury XF Sportbrake 2.2D Luxury XF Sportbrake 3.0D S Luxury XFR XFR-S F-Type coupe F-Type S coupe F-Type R coupe F-Type convertible F-Type S convertible F-Type V8 S convertible XK coupe XK convertible XK R coupe XK R convertible XKR-S coupe XKR-S convertible XJ 3.0D Premium Luxury XJR

–– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– ––

75,000 90,000 90,000 115,000 95,000 120,000 160,000 185,000 125,000 140,000 185,000 140,000 155,000 180,000 175,000 190,000 195,000 210,000 260,000 275,000 155,000 220,000

177 177 140 202 147 202 375 405 250 280 404 250 280 364 283 283 375 375 405 405 202 405

340 340 450 600 450 600 625 680 450 460 680 450 460 625 515 515 625 625 680 680 600 680

4/1999 4/1999 4/2179 6/2720 4/2179 6/2993 8/5000 8/5000 6/2995 6/2995 8/5000 6/2995 6/2995 8/5000 8/5000 8/5000 8/5000 8/5000 8/5000 8/5000 6/2720 8/5000

Issue tested

$ Automatic

–– –– –– –– –– –– –– –– –– –– –– –– –– –– –– ––

Claimed Fuel Use (L/100km)

$ Manual

i40 wagon1.7 CRDi Elite i40 wagon1.7 CRDi Elite Ltd ix35 2.0 4x2 ix35 2.0 4x2 Elite ix35 2.4 ix35 2.4 Elite ix35 2.0R CRDi ix35 2.0R CRDi Elite Santa Fe Santa Fe 7 seater Santa Fe CRDi Santa Fe CRDi 7 seater Santa Fe Elite 7 seater Santa Fe V6 4x2 7 seater Santa Fe CRDi Elite 7 seater Santa Fe CRDi Elite Limited 7 seater

Model

6.0 –– 6.0 –– 8.5 –– 8.5 –– 9.0 –– 9.0 –– 7.5 –– 7.5 09/10 9.0 –– 9.0 –– 7.3 –– 7.3 –– 9.0 –– 9.0 –– 7.3 05/13 7.3 ––

jaguar.com/nz 6 6 6 6 6 6 6 6 4 4 4 4 4 4 4 4 4 4 4 4 6 6

1660 1780* 1829* 1905* 1824 1880 1975* 1987 1577 1594 1650 1710* 1614 1794* 1660 1696 1850* 1800 1753 1850 1895* 1995

7.90 7.21* 8.42* 6.63* 8.8 6.6 4.61* 4.6 5.3 4.9 4.2 5.42* 4.9 4.04* 5.5 5.6 4.70* 4.8 4.4 4.8 7.15* 4.6

6.2 6.2 5.4 6.3 5.2 6.1 11.3 11.6 8.8 9.1 11.1 9.0 9.1 11.1 11.2 11.2 12.3 12.3 12.3 12.3 7.0 11.6

–– 03/13 05/12 04/12 –– –– 06/13 –– –– –– –– 05/14 –– 09/13 –– –– 11/09 –– –– –– 11/10 ––

jeep.co.nz Patriot Sport 4x2 Patriot Ltd 2.4 Compass Sport 4x2 Compass North 4x2 Compass Ltd Wrangler Sport 2dr Wrangler Sport 2dr CRD Wrangler Rubicon 2dr Wrangler Overland 2dr Wrangler Unlimited Sport Wrangler Unlimited Sport CRD Wrangler Unlimited Rubicon Wrangler Unlimited Overland Grand Cherokee Laredo 4x2 Grand Cherokee Laredo Grand Cherokee Laredo CRD Grand Cherokee Ltd V6 Grand Cherokee Ltd CRD Grand Cherokee Ltd V8 Grand Cherokee Overland Grand Cherokee Overland CRD Grand Cherokee Overland V8 Grand Cherokee SRT8

30,990 –– –– –– –– 46,990 –– 55,990 –– –– –– 60,990 –– –– –– –– –– –– –– –– –– –– ––

33,990 41,990 33,990 33,990 41,990 48,990 53,990 57,990 59,990 53,990 58,990 62,990 64,990 64,990 68,990 73,990 80,990 85,990 83,990 93,990 98,990 96,990 109,990

115 125 115 115 125 209 147 209 209 209 209 209 209 210 210 184 210 184 259 210 184 259 344

190 220 190 190 220 347 460 347 347 347 347 347 347 347 347 570 347 570 520 347 570 520 624

4/1998 4/2360 4/1998 4/1998 4/2360 6/3605 4/2777 6/3605 6/3605 6/3605 4/2777 6/3605 6/3605 6/3604 6/3604 6/2987 6/3604 6/2987 8/5654 6/3604 6/2987 8/5654 8/6424

4 4 4 4 4 4 4 4 4 4 4 4 4 9 9 9 9 9 9 9 9 9 9

1490 1525 1437 1437 1570 –– –– –– –– 2045* –– –– –– 1996 2084 2267 2169 2334* 2302 2169 2327 2329 2289

Picanto LX ISG Picanto LX Picanto EX Rio LX ISG Rio LX diesel ISG Rio LX Rio EX Soul EX Soul SX Soul SX 2.0 Cerato hatch LX Cerato hatch EX Cerato hatch SX satnav Cerato sedan LX Cerato sedan EX Cerato sedan SX satnav Cerato sedan SX 2.0 sedan satnav

18,590 –– –– 22,990 24,990 –– –– –– –– –– –– –– –– –– –– –– ––

–– 18,990 20,990 –– –– 23,490 25,790 29,990 33,490 35,490 29,990 33,490 37,490 29,990 33,490 37,490 40,490

64 64 64 80 66 80 80 95 95 115 110 110 110 110 110 110 129

123 123 123 137 220 137 137 157 157 195 178 178 178 178 178 178 209

4/1250 4/1250 4/1250 4/1396 4/1396 4/1396 4/1396 4/1591 4/1591 4/1999 4/1797 4/1797 4/1797 4/1797 4/1797 4/1797 4/1999

7 7 7 6 6 6 6 6 6 6 6 6 6 6 6 6 6

967* 870 870 1119* 1219* 1093 1179* 1245 1245 1267 1293 1293 1319* 1243 1243 1304 1342*

–– –– –– –– –– –– –– –– –– 9.25* –– –– –– 8.3 8.3 8.2 8.3 7.92* 7.3 8.3 8.2 7.3 5.0

6.1 –– 9.1 –– 8.2 –– 8.2 –– 8.7 –– 11.3 –– 8.6 –– 11.3 –– 11.3 –– 11.2 03/12 –– –– –– –– –– –– 10.1 –– 10.4 –– 7.5 –– 10.4 –– 7.5 10/13 14.1 –– 10.4 –– 7.5 –– 13.0 –– –– ––

kia.co.nz 10.71* –– –– 11.13* 11.64* –– 14.07* 12.5 12.5 10.2 –– –– 11.12* –– –– –– 9.30*

4.3 5.3 5.6 5.3 3.6 6.4 6.4 8.2 8.2 8.4 7.1 7.1 7.1 7.1 7.1 7.1 7.4

10/11 –– –– 06/12 08/12 –– 11/11 –– –– –– –– –– 12/13 –– –– –– 07/13

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

he Meguiar’s Car Crazy Charity Cruise is back for 2014 and the team has increased its VIP car park so more enthusiasts and their cars can join in with the crew to raise funds for Starship Children’s Health.

The cruise kicks off at 9.30am Sunday 20 July 2014 at Smits Group/Meguiar’s headquarters, 59 Greenmount Drive, East Tamaki. This year entrants will receive a bigger and better gift pack along with the cruise route and the official cruise sticker.

Cruisers will then be taken along the scenic route to The Speedshow (Auckland ASB Showgrounds, Greenlane), where they can perform a VIP lap of the live action arena, before parking up in the VIP car park for show goers to admire their cars.

Registration to the Meguiar’s Car Crazy Charity Cruise is still only $45 per car. The Meguiar’s VIP entry pack, valued at over $120, includes entry to The Speedshow for everyone in your car and also a selection of Meguiar’s product and a further discount voucher. The Speedshow team has also come to the party, and your entire entry fee will be donated to Starship Children’s Health.

The Meguiar’s Car Crazy Charity Cruise is limited to wellpresented vehicles only, including customs, classics, hot rods, imports and street machines. All participants will be in the running for the People’s Choice Award, worth $700 in cash and prizes. Get your registration in to guarantee your spot in the cruise. While there are more spots this year, space is still limited.

The Smits Group/Meguiar’s want to raise even more money for Starship Children’s Health this year and so in addition to the 100 per cent donation of the entry fee, Smits Group/Meguiar’s will also donate 50 cents for every legitimate vote in the MCCCC People’s Choice Award. Voting forms will be provided to all show goers via the event guide, plus spare copies are available at the gate and at the Meguiar’s stand.

To join the Charity Cruise, get your car ‘show and shine’ ready, and register at www.meguiars.co.nz – there is a link on the homepage to the entry form.

T

subscribe online at www.mags4gifts.co.nz/autocar

new zealand autocar

105

2013 Chevrolet Camaro SS/RS 1LE

$74,995

6200cc, 210 Kms, manual 6 speed

2014 Chevrolet Silverado 1500 Z71

4/1591 4/1591 4/2359 4/2359 4/2359 4/2359 4/1999 6/3470 6/3470 4/2199 4/2199 4/1999 4/1999 4/1999 4/1999 4/1999 4/1995 4/1995 4/1995 4/2359 4/2359 4/2199 4/2199 4/2199 4/2199 4/2199 4/2199

Issue tested

265 265 250 250 250 250 213 343 343 429 429 205 205 205 205 205 392 392 392 227 227 436 436 445 445 445 445

Claimed Fuel Use (L/100km)

150 150 148 148 148 148 122 202 202 143 143 122 122 122 122 122 135 135 135 130 130 145 145 145 145 145 145

0-100 km/h

42,490 –– 43,990 45,990 50,490 52,490 37,990 45,990 51,990 49,990 55,990 34,240 38,240 44,490 42,490 48,490 44,290 48,490 54,490 46,690 49,690 50,890 53,890 58,890 60,690 63,690 66,390

Weight (kg)

GT International Logistics Ltd. 21 Aintree Ave, Airport Oaks, Mangere, Auckland.

Contact Phil Gibbs or Jason Coleman on (09) 255 5555 or email phil@gtlogistics.co.nz

–– 42,990 –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– ––

Airbags

international automotive shipping services

Cylinders/ capacity

Proven & professional

Torque (Nm)

www.gtlogistics.co.nz

Cerato Koup SX pro_cee’d GT Optima LX Optima EX Optima Ltd Optima Ltd Satnav Carens Carnival V6 Carnival V6 Ltd Carnival R EX Carnival R Ltd Sportage Urban 2.0 LX 4x2 Sportage Urban 2.0 EX 4x2 Sportage Urban 2.0 Ltd 4x2 Sportage 2.0 EX Sportage 2.0 Ltd satnav Sportage R LX CRDi Sportage R EX CRDi Sportage R Ltd CRDi satnav Sorento LX 2wd Sorento LX Sorento R LX CRDi 4x2 Sorento R LX CRDi Sorento R EX CRDi Sorento R LTD CRDi Urban Sorento R LTD CRDi Sorento R Premium CRDi

Power (kW)

Model

$ Automatic

MARKET

$ Manual

NEW

6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6

1373* 1373* 1478 1478 1556 1578* 1541* 1996 1996 –– –– 1580 1580 1580 1580 1580 1712 1712 1712 1693 1693 1817 1817 1817 1817 1817 1941*

7.70* 8.0 04/14 7.68* 7.4 05/13 –– 7.9 –– –– 7.9 –– –– 7.9 –– 9.72* 7.9 05/14 9.62* 7.9 09/13 –– 10.9 –– –– 10.9 –– –– 8.1 –– –– 8.1 –– –– 8.4 –– –– 8.4 –– –– 8.4 –– –– 8.6 –– –– 8.6 –– –– 7.2 –– –– 7.2 –– –– 7.2 –– –– 8.6 –– –– 8.8 –– –– 7.1 –– –– 7.3 –– –– 7.3 –– –– 7.1 –– –– 7.3 –– 9.04* 7.3 01/13

540 540 540 540 690

10/5204 10/5204 10/5204 10/5204 12/6498

4 4 4 4 7

1500 1550 1340 1340 1575

3.7 4.0 3.4 3.4 3.30*

lamborghini.co.nz LP560-4 Coupe LP560-4 Spyder LP570-4 Superleggera LP570-4 Spyder Performante Aventador LP 700-4

425,000 475,000 495,000 545,000 ––

447,000 497,000 517,000 567,000 675,000

419 419 419 419 515

14.7 –– 15.0 –– 14.4 –– 14.4 –– 17.2 05/12

Defender 90 SW Defender 110 pick up Defender 110 SW Defender 130 pick up** Freelander 2 TD4 Freelander 2 Si4 Discovery 4 TDV6 SE Discovery 4 SDV6 HSE Range Rover Evoque TD4 Pure Range Rover Evoque TD4 Dynamic Range Rover Evoque SD4 Pure Range Rover Evoque SD4 Dynamic Range Rover Evoque Si4 Pure Range Rover Evoque Si4 Dynamic Range Rover Sport TDV6 SE Range Rover Sport SDV6 HSE Range Rover Sport Supercharged HSE Range Rover Sport S/C Autobiography Range Rover TDV6 HSE Range Rover SDV8 Vogue Range Rover Vogue SE Supercharged

63,000 66,500 66,000 66,500 –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– ––

–– –– –– –– 60,000 60,000 90,000 108,000 73,000 89,000 78,000 94,000 78,000 94,000 125,000 140,000 170,000 185,000 160,000 180,000 210,000

90 90 90 90 110 177 140 180 110 110 140 140 177 177 190 215 375 375 190 250 375

360 360 360 360 420 340 440 600 400 400 420 420 340 340 600 600 625 625 600 700 625

4/2401 4/2401 4/2401 4/2401 4/2179 4/1999 6/2720 6/2993 4/2179 4/2179 4/2179 4/2179 4/1999 4/1999 6/2993 6/2993 8/5000 8/5000 6/2993 8/4367 8/5000

–– –– –– –– 7 7 8 8 6 6 6 6 6 6 8 8 8 8 8 8 8

1886* 16.78* –– 02/08 1884 –– –– –– 2041 –– –– –– 2120 –– –– –– 1770 11.2 7.0 –– –– 8.8 9.6 –– –– 12.7 10.2 –– 2610* 9.25* 9.3 02/10 1715 9.6 6.5 –– 1715 9.6 6.5 –– 1715 8.5 6.5 –– 1873 8.55 6.5 01/12 1670 7.6 8.7 –– 1670 7.6 8.7 –– 2115 7.6 7.3 –– 2115 7.2 7.5 –– 2463* 4.90* 13.8 03/14 2310 5.3 13.8 –– 2421* 8.28* 7.5 –– 2597* 7.24* 8.7 04/13 2330 5.4 13.8 ––

–– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– ––

49,995 59,995 69,995 73,995 84,995 87,395 80,995 91,995 92,195 94,995 105,995 108,395 80,995 94,995 94,995 108,995 105,000 110,500 118,500 118,400 126,400 137,000 145,000 156,000

73 73 73 153 153 153 133 133 133 233 233 233 118 118 204 204 154 133 133 233 233 252 252 252

142 142 142 252 252 252 221 221 221 378 378 378 213 213 346 346 253 221 221 378 378 352 352 352

4/1798 4/1798 4/1798 6/2500 6/2500 6/2500 4/2494 4/2494 4/2494 6/3500 6/3500 6/3500 4/2494 4/2494 6/3456 6/3456 6/2500 6/2500 6/2500 6/3456 6/3456 6/3456 6/3456 6/3456

7 7 7 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10

1465 10.3 4.1 –– 1465 10.3 4.1 –– 1465* 11.90* 4.1 06/11 1555 8.1 9.2 –– 1627* 8.02* 9.2 11/13 1555 8.1 9.2 –– 1635 8.5 4.9 –– 1635 8.5 4.9 –– 1635 8.5 4.9 –– 1638* 6.59* 9.7 10/13 1640 5.9 9.7 –– 1640 5.9 9.7 –– 1630 8.5 5.5 –– 1665 8.5 5.5 –– 1630 7.4 9.5 –– 1665 7.4 9.5 –– 1675 8.75* 9.3 09/12 1735 –– 5.2 –– 1820 –– 5.2 –– 1650 6.3 9.7 –– 1740 6.3 9.7 –– 1881 6.07* 6.3 08/12 1910 6.1 6.3 –– 1910 6.1 6.3 ––

land rover.co.nz

lexus.co.nz

$122,000

4WD, LTZ, 5300cc, automatic, petrol

WWW.BUNCE.CO.NZ

139 Wairau Road, Glenfield, Auckland sÂŹ0HONE ÂŹ ÂŹ ÂŹ ÂŹsÂŹ%MAIL ÂŹBUNCE XTRA CO NZ

CT200h CT200h F Sport CT200h Ltd IS250 IS250 F Sport IS250 Ltd IS300h IS300h F Sport IS300h Ltd IS350 IS350 F Sport IS350 Ltd ES300h ES300h Ltd ES350 ES350 Ltd GS250 GS300h GS300h F Sport GS350 GS350 F Sport GS450h GS450h F Sport GS450h F Sport Ltd

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

** no ABS

no stability control

DU MATT E O BL CT AC OB K C ER OU ! YORESER PE

RX350 RX350 F Sport RX350 Ltd RX450h SE RX450h F Sport RX450h Ltd LX570 LS460 LS460 F Sport

–– –– –– –– –– –– –– –– ––

101,400 108,400 117,400 125,400 127,400 135,400 196,900 199,500 209,500

204 204 204 220 220 220 270 285 285

346 346 346 n.a n.a n.a 530 493 493

6/3456 6/3456 6/3456 6/3456 6/3456 6/3456 8/5663 8/4608 8/4608

8 8 8 8 8 8 14 12 12

1975 1975 2085 2110 2110 2205 2740 2080 2085*

8.0 8.0 8.0 7.8 7.8 7.8 7.98* 6.54* 6.61*

10.8 –– 10.8 –– 10.8 –– 6.4 –– 6.4 –– 6.4 –– 14.5 07/12 11.1 –– 11.1 05/13

86,990 –– 100 96,990 –– 162 131,990 –– 258 129,990 145,990 206 153,990 165,990 258

160 250 400 350 400

4/1598 4/1798 6/3456 6/3456 6/3456

2 2 2 2 2

876 924 1176 1383 1437

6.5 4.6 4.0 5.0 4.6

6.3 7.5 10.1 9.3 9.9

6 6 6 4 6 6 6 6 6

1945* 1880 1930* 1770 1980 1980 1973 1760 1900

5.2 4.8 4.9 4.5 5.2 5.0 4.9 5.1 4.7

14.3 04/08 15.5 –– 14.3 02/09 14.4 –– 14.5 –– 14.5 –– 14.5 –– 10.5 –– 11.8 ––

NERO NEMISIS!

UR V E SN OW !

lotuscars.co.nz Elise Elise S Exige S Evora 2+2 Evora S 2+2

–– –– –– –– ––

maserati.co.nz GranTurismo GranTurismo S auto GranTurismo S MC supershift GranTurismo MC Stradale GranCabrio GranCabrio Sport GranCabrio MC Quattroporte S Quattroporte GTS

–– –– –– –– –– –– –– –– ––

197,500 218,200 227,200 345,000 239,400 243,900 274,000 194,900 258,900

298 338 338 338 331 338 338 301 390

460 520 520 520 510 520 520 550 710

8/4244 8/4691 8/4691 8/4691 8/4691 8/4691 8/4691 6/2979 8/3799

Mazda2 Classic Mazda2 Sport Mazda3 sedan GLX Mazda3 sedan GSX Mazda3 sedan SP25 Mazda3 sedan SP25 Ltd Mazda3 hatch GLX Mazda3 hatch GSX Mazda3 hatch SP25 Mazda3 hatch SP25 Ltd Mazda6 GLX diesel Mazda6 GSX Mazda6 GSX diesel Mazda6 Limited Mazda6 Limited diesel Mazda6 wagon GLX Mazda6 wagon GLX diesel Mazda6 wagon GSX Mazda6 wagon GSX diesel Mazda6 wagon Limited diesel MX-5 MX-5 coupe RX-8 Spirit R CX-5 GLX CX-5 GSX CX-5 GSX 4x4 CX-5 GSX 4x4 diesel CX-5 Ltd 4x4 CX-5 Ltd 4x4 diesel CX-9 4x2 CX-9 4x4 BT-50 Freestyle cab 4x2 GLX BT-50 Double cab 4x2 GLX BT-50 Double cab 4x2 GSX BT-50 Freestyle cab 4x4 GLX BT-50 Double cab 4x4 GLX BT-50 Double cab 4x4 GSX BT-50 Double cab 4x4 Ltd

23,245 25,155 –– –– –– –– –– –– 38,395 –– –– –– –– –– –– –– –– –– –– –– 51,100 55,190 56,695 –– –– –– –– –– –– –– –– 40,295 42,695 46,195 51,795 52,995 57,595 ––

24,645 26,555 32,795 35,595 39,895 47,495 32,795 35,595 39,895 47,495 49,095 49,795 51,995 58,595 60,795 45,495 49,095 49,795 51,995 60,795 –– 57,240 –– 39,695 41,495 44,945 47,095 54,445 56,495 58,490 65,490 –– 44,195 48,195 –– –– 59,595 62,395

76 76 114 114 138 138 114 114 138 138 129 138 129 138 129 114 129 138 129 129 118 118 170 114 114 138 129 138 129 204 204 147 147 147 147 147 147 147

137 137 200 200 250 250 200 200 250 250 420 250 420 250 420 210 420 250 420 420 188 188 211 200 200 250 420 250 420 367 367 470 470 470 470 470 470 470

4/1498 4/1498 4/1998 4/1998 4/2488 4/2488 4/1998 4/1998 4/2488 4/2488 4/2191 4/2488 4/2488 4/2488 4/2191 4/1998 4/2191 4/2488 4/2191 4/2191 4/1998 4/1998 2/1308 4/1997 4/1997 4/2488 4/2184 4/2488 4/2184 6/3726 6/3726 5/3199 5/3199 5/3199 5/3199 5/3199 5/3199 5/3199

6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 4 4 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6

1045* 1036* 1291 1300* 1309 1356* 1296 1296 1308* 1315 1516 1445* 1530 1461 1530 1446 1535 1484 1550 1550 1129 1164* 1397* 1475 1460* 1572 1637 1593 1662* 1956* 2054* –– –– –– –– –– –– 2172*

11.53* 9.57* 9.4 10.18* 7.8 7.65* 9.3 9.3 7.1 7.9 –– 7.62* –– –– –– –– –– 7.90* –– –– –– 7.31* 6.95* –– 10.10* –– –– 9.23* 8.15* 8.16* 8.22* –– –– –– –– –– –– 10.31*

6.4 6.4 5.7 5.7 6.0 6.0 5.8 5.8 6.5 6.1 5.4 6.6 5.4 6.6 5.4 6.0 5.4 6.6 5.4 5.4 8.5 8.5 12.9 6.4 6.4 7.4 5.7 7.4 5.7 11.0 11.3 8.4 8.4 8.4 8.4 8.4 8.4 8.9

11/10 11/07 –– 07/14 –– 06/14 –– –– 04/14 –– –– 09/13 –– –– –– –– –– 06/13 –– –– –– 01/13 05/12 –– 06/12 –– –– 06/13 06/12 12/13 01/13 –– –– –– –– –– –– 01/12

4/1595 4/1595 4/1796 4/1991 4/1991 4/1595 4/1595 4/1796 4/1595 4/1991 4/1991

9 9 9 9 9 9 9 9 9 9 9

1370 1370 1478* 1465* 1607* 1395 1497* 1475 1430 1540 1650*

9.1 8.3 8.71* 6.80* 4.48* 10.2 8.90* 9.3 8.5 6.6 4.62*

5.8 6.1 4.6 6.6 6.9 6.1 6.1 4.7 5.7 6.6 7.0

–– –– 07/13 08/13 11/13 –– 08/12 –– –– –– ––

mazda.co.nz

mercedes-benz.co.nz A 180 A 200 A 200 CDI A 250 Sport A 45 AMG B 180 B 200 B 200 CDI CLA 200 CLA 250 Sport 4MATIC CLA 45 AMG 4MATIC

–– –– –– –– –– –– –– –– –– –– ––

46,900 54,900 54,900 64,900 94,900 49,900 56,900 56,900 65,900 79,900 107,900

90 115 100 155 265 90 115 100 115 155 265

200 250 300 350 450 200 250 300 250 350 450

Pocher 1:8 SCALE MODEL KITS

1:8 Lamborghini Aventador in Orange or White

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

Kits feature high quality painted diecast body parts. Also metal sub-frames & suspension components & all panels including doors open.

AVAILABLE NOW!

See www.toymod.com for a dealer near you.

–– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– ––

64,990 76,990 99,900 69,900 72,500 84,900 87,500 99,900 109,900 181,407 72,900 75,500 87,900 90,500 69,900 86,900 89,500 112,900 168,900 114,000 114,000 131,000 138,900 131,000 215,000 116,900 116,900 132,900 132,900 152,900 186,900 258,900 123,900 123,900 143,900 176,900 135,900 155,900 188,900 162,000 162,000 197,000 277,000 210,000 265,000 365,000 385,000 285,000 395,000 385,000 88,500 130,900 460,000 124,900 99,900 112,900 122,900 122,900 150,900 197,900 124,900 154,900 189,900 235,900 179,900 249,900

115 155 265 135 100 150 150 185 195 336 135 100 150 150 115 150 150 225 336 155 150 185 150 245 430 150 150 150 150 200 285 386 150 150 200 285 150 200 285 225 195 300 386 225 285 386 380 320 380 400 135 225 420 165 150 150 190 225 300 380 195 190 320 410 155 373

300 4/2143 350 4/1991 450 4/1991 270 4/1796 330 4/2143 310 4/1796 500 4/2143 340 6/3498 620 6/2987 600 8/6208 270 4/1796 330 4/2143 310 4/1796 500 4/2143 250 4/1796 310 4/1796 500 4/2143 370 6/3498 600 8/6208 350 4/1991 500 4/2143 620 6/2987 500 4/2143 480 6/2996 800 8/5461 310 4/1796 500 4/2143 500 4/2143 310 4/1796 350 6/3498 530 8/5461 630 8/6208 500 4/2143 310 4/1796 350 6/3498 530 8/5461 310 4/1796 350 6/3498 530 8/5461 370 6/3498 620 6/2987 600 8/4663 700 8/5461 370 6/3498 530 8/5461 630 8/6208 830 12/5513 530 8/4663 830 12/5513 630 8/5461 270 4/1796 370 6/3498 650 8/6208 510 6/2987 500 4/2143 500 4/2143 620 6/2987 370 6/3498 600 8/4663 700 8/5461 620 6/2987 620 6/2987 700 8/4663 760 8/5461 540 6/2987 700 8/5439

SIGN UP NOW 108

new zealand autocar

1505 1505 1585 1470 1542 1480 1675* 1565 1682 1812* 1565 1645 1575 1675 1520 1550 1655 1615 1730 1680 1841* 1885 1845 1914* 1992* 1735 1845 1845 1735 1735 1925 1945 1695 1575 1695 1776* 1695 1765 1888* 1735 1815 1907* 1870 1955 2082* 2070 2180 1995 2185 2085 1785 1540 1695 2220 2256* 2175 2175 2130 –– 2420* 2395 2601* 2445 2580 2500 2580

9.9 7.1 4.8 8.2 9.1 7.4 7.31* –– –– 4.23* 8.1 9.5 7.4 –– 8.9 7.2 7.1 6.0 4.5 7.4 7.69* 6.6 7.5 5.84* 4.26* 8.4 7.2 7.2 8.4 6.8 5.4 4.6 7.7 7.4 6.3 4.95* 7.8 6.9 5.57* 6.1 6.2 4.71* 4.4 6.9 6.60* 4.6 4.6 5.4 4.6 4.6 7.0 5.6 3.8 8.7 8.64* 9.0 7.4 7.6 –– 4.80* 7.7 8.19* 5.4 5.28* 9.1 5.5

4.6 7.0 7.5 7.2 5.4 7.2 5.1 8.3 6.1 12.0 7.7 5.5 7.5 5.3 7.3 7.0 5.1 8.3 12.0 6.4 4.9 6.1 4.3 7.6 10.0 8.0 9.7 9.7 7.3 9.4 11.1 12.8 5.3 7.5 9.5 11.0 7.9 9.8 11.0 7.0 6.1 9.0 9.9 7.5 11.9 14.9 14.3 12.1 14.3 15.9 6.9 8.3 13.2 9.5 6.4 6.4 7.3 8.9 12.3 11.8 8.5 7.7 11.5 12.3 11.2 15.9

–– –– –– –– –– –– 08/11 –– –– 05/14 –– –– –– –– –– –– –– –– –– –– 11/13 –– –– 05/14 10/13 –– –– –– –– –– –– –– –– –– –– 10/09 –– –– 06/10 –– –– 03/12 –– –– 06/06 –– –– –– –– –– –– –– –– –– 08/12 –– –– –– –– 09/12 –– 08/13 07/13 07/13 –– ––

Claimed Fuel Use (L/100km)

6 6 6 6 6 6 6

1213* 1475 1480 1485 1485 1490 1495

Ray Cooper Cooper S Cooper JCW Cooper S Coupe Cooper S Roadster Cooper JCW Coupe Cooper JCW Roadster Cooper Clubman Cooper Clubman D Cooper Clubman D Cooper Clubman S Cooper convertible Cooper S convertible Cooper S Paceman Cooper Countryman Cooper Countryman D Cooper Countryman D Cooper Countryman D ALL4 Cooper Countryman D ALL4 Cooper Countryman S Cooper Countryman S ALL4

29,200 36,200 44,200 54,800 51,200 55,800 62,200 67,200 41,200 45,600 –– 49,200 46,200 54,200 53,500 43,700 46,800 –– 49,800 –– 51,500 54,500

31,200 39,200 47,700 –– 54,200 58,800 –– –– 44,200 –– 48,600 52,200 49,200 57,200 –– 46,700 –– 49,800 –– 52,800 54,500 57,500

72 100 141 155 135 135 155 155 88 82 82 128 88 128 135 90 82 82 82 82 135 135

153 230 280 280 240 240 280 280 160 270 270 240 160 240 260 160 270 270 270 270 240 240

4/1598 3/1499 4/1998 4/1598 4/1598 4/1598 4/1598 4/1598 4/1598 4/1560 4/1995 4/1598 4/1598 4/1598 4/1598 4/1598 4/1560 4/1995 4/1560 4/1995 4/1598 4/1598

6 6 6 6 6 6 6 6 6 6 6 6 4 4 6 6 6 6 6 6 6 6

–– 10.5 5.4 –– 1173* 8.07* 4.5 05/14 1260* 6.50* 5.4 05/14 1178* 6.91* 6.9 01/09 1165 6.9 6.3 –– 1185 7.0 6.4 –– 1213* 6.96* 7.1 04/12 1185 6.5 –– –– 1258* 11.37* 6.8 05/08 1250 10.4 4.1 –– –– –– –– –– 1205 7.6 7.0 –– 1175 9.8 7.9 –– 1275* 7.41* 8.8 03/09 1380* 7.28* 6.1 08/13 1365 10.5 6.5 –– 1385 10.9 4.4 –– –– –– –– –– 1450 11.6 4.9 –– –– –– –– –– 1405 7.6 6.6 –– 1496* 8.40* 7.3 04/11

iMiEV Mirage LS Mirage GLS Lancer ES Lancer SEi Lancer VR-X Lancer ES hatch Lancer SEi hatch Lancer VRX hatch ASX LS 4x2 ASX Sport 4x2 ASX Sport 4x4 ASX Sport diesel 4x4 Outlander LS 2.0 4x2 Outlander LS Outlander XLS Outlander VRX Outlander XLS 2.2D Outlander VRX 2.2D Outlander PHEV XLS Outlander PHEV VRX Challenger GLS Challenger EXC

–– –– –– –– –– –– –– –– –– –– –– –– 47,990 –– –– –– –– –– –– –– –– –– ––

59,990 18,990 21,990 30,690 36,990 40,890 30,690 36,990 40,890 36,690 40,590 43,590 –– 39,990 43,990 47,490 54,490 49,990 56,990 59,990 66,990 58,990 63,990

47 58 58 115 115 127 115 115 127 112 112 112 112 112 126 126 126 112 112 88 88 133 133

Issue tested

4/1498 4/1796 4/1796 4/1796 4/1796 4/1796 4/1796

0-100 km/h

137 215 215 215 215 215 215

Weight (kg)

80 118 118 118 118 118 118

Airbags

–– –– –– –– –– –– ––

Cylinders/ capacity

19,990 29,990 31,990 34,990 29,990 31,990 34,990

Model

7 7 7 9 9 9 9 9 9 9 9 9 9 9 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 9 9 9 9 9 11 11 11 11 9 9 9 9 8 8 8 6 6 4 8 9 9 9 9 9 9 8 8 8 8 4 4

Torque (Nm)

Power (kW)

GLA 200 CDI GLA 250 4MATIC GLA 45 AMG 4MATIC C 200 CGI C 200 CDI C 250 CGI Elegance/Avantgarde C 250 CDI Elegance/Avantgarde C 300 Elegance/Avantgarde C 350 CDI Elegance/Avantgarde C 63 AMG Edition 507 C 200 CGI estate C 200 CDI estate C 250 CGI Elegance/Avantgarde estate C 250 CDI Elegance/Avantgarde estate C 180 CGI coupe C 250 CGI coupe C 250 CDI coupe C 350 CGI coupe C 63 AMG coupe E 250 E 250 CDI E 350 BlueTEC E 300 BlueTEC Hybrid E 400 E 63 AMG E 250 CGI Executive estate E 250 CDI Executive estate E 250 CDI Elegance/Avantgarde est E 250 CGI Elegance/Avantgarde est E 350 CGI Elegance/Avantgarde est E 500 Elegance/Avantgarde estate E 63 AMG estate E 250 CDI coupe E 250 CGI coupe E 350 coupe E 500 coupe E 250 CGI cabriolet E 350 cabriolet E 500 cabriolet CLS 350 CGI CLS 350 CDI CLS 500 CGI CLS 63 AMG S 350 CGI S 500 S 63 AMG S 600 LWB CL 500 CGI CL 600 CL 63 AMG SLK 200 roadster SLK 350 roadster SLS AMG Gullwing R 350 CDI SWB ML 250 BlueTEC ML 250 BlueTEC Exclusive ML 350 BlueTEC ML 350 BlueEFFICIENCY ML 500 ML 63 AMG R 350 CDI GL 350 BlueTEC GL 500 GL 63 AMG G 350 BlueTEC G 55 AMG

$ Automatic

MARKET

$ Manual

NEW

mgmotors.co.nz MG3 Style MG6 S Magnette MG6 SE Magnette MG6 TSE Magnette MG6 S GT MG6 SE GT MG6 TSE GT

11.23 8.4 8.4 8.4 8.4 8.4 8.4

5.8 06/14 7.9 –– 7.9 –– 7.9 –– 7.9 –– 7.9 –– 7.9 ––

mini.co.nz

mitsubishi.co.nz 180 102 102 201 201 230 201 201 230 200 200 200 305 193 224 224 224 366 366 189 189 356 356

n.a.

3/1198 3/1198 4/1997 4/1997 4/2360 4/1997 4/1997 4/2360 4/1998 4/1998 4/1998 4/1798 4/1998 4/2360 4/2360 4/2360 4/2268 4/2268 4/1998 4/1998 6/2477 6/2477

6 6 6 3 7 7 3 7 7 7 7 7 7 7 7 7 7 7 7 7 7 6 6

1113* 890 901* 1295 1295 1415 1355 1355 1445 1371* 1385 1450 1563* 1420 1490 1555 1565* 1635 1659* 1810 1842* 2090 2115*

14.36* –– 12.52* –– –– –– –– –– –– 10.22* –– –– 10.16* –– –– –– 9.69* –– 9.39* –– 10.18* –– 12.34*

n.a.

4.6 4.9 7.2 7.3 8.5 7.3 7.3 8.9 7.9 7.9 8.1 5.7 6.6 7.5 7.5 7.5 5.8 5.8 1.9 1.9 9.8 9.8

01/11 –– 04/13 –– –– –– –– –– –– 03/11 –– –– 10/10 –– –– –– 04/13 –– 03/13 –– 06/14 –– 05/10

AND GET T NZ AUTOC HE LATEST FREE IN YOAR CONTENT UR INBOX www.autoc ! ar.co.nz/s

ignup Featuring n ews, compet itions and a sneak peak of what’s in sid of NZ Auto car, all deliv e the next issue ered straigh t to your inb ox www.faceboo k.com/nzau tocar

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

** no ABS

no stability control

Cylinders/ capacity

Airbags

448 448 319 319 407 407 407

4/3200 4/3200 4/2477 4/2477 4/2477 4/2477 4/2477

6 6 2 6 2 6 6

2260 –– 2310 –– 1755 –– 1750 –– 1760 –– 1885 –– 2021* 10.94*

9.2 –– 9.2 –– 8.2 –– 8.2 –– 8.1 –– 8.1 –– 8.3 02/10

CAR CONDITION IS THE DRIVER’S RESPONSIBILITY

Micra 1.2 ST-L Micra 1.2 Ti Pulsar ST hatch Pulsar ST sedan Pulsar Ti sedan Pulsar ST-S hatch Pulsar SSS hatch Juke ST Juke Ti Juke Ti-S Qashqai ST Qashqai Ti Qashqai ST wagon Altima ST Altima Ti LEAF 370Z 370Z Roadster GT-R X-Trail ST 4x2 7 seat X-Trail ST 4x4 5 seat X-Trail ST-L 4x4 5 seat X-Trail Ti 4x4 5 seat Murano Pathfinder ST 4x2 Pathfinder ST Pathfinder Ti Patrol V8 Navara DX double cab 4x2 Navara DX double cab 4x4 Navara RX double cab 4x2 Navara ST double cab 4x2 Navara ST-X double cab 4x2 Navara RX King Cab 4x4 Navara RX double cab 4x4 Navara ST double cab 4x4 Navara ST-X double cab 4x4 450 Navara ST-X double cab 4x4 550

–– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– 59,990 –– –– –– –– –– –– –– –– –– –– –– 34,650 44,700 39,990 43,190 46,290 48,490 49,690 52,790 57,790 ––

22,800 24,300 29,990 29,990 33,490 34,990 39,990 32,190 34,290 41,990 37,990 40,990 40,990 43,990 53,290 69,700 63,495 83,600 191,000 39,990 42,490 47,290 53,290 66,390 54,990 59,990 65,990 115,000 –– –– 41,990 45,190 48,290 50,490 51,690 54,790 59,790 67,990

56 56 96 96 96 140 140 85 85 140 104 104 104 127 127 90 245 245 390 125 125 125 125 191 190 190 190 298 98 98 106 126 120 126 106 126 140 170

100 100 174 174 174 240 240 153 153 240 196 196 196 230 230 280 363 363 612 226 226 226 226 336 325 325 325 560 304 304 356 403 403 403 356 403 450 550

3/1198 3/1198 4/1798 4/1798 4/1798 4/1618 4/1618 4/1598 4/1598 4/1618 4/1997 4/1997 4/1997 4/2488 4/2488 n.a.

6/3696 6/3696 6/3799 4/2488 4/2488 4/2488 4/2488 6/3498 6/3498 6/3498 6/3498 8/5552 4/2488 4/2488 4/2488 4/2488 4/2488 4/2488 4/2488 4/2488 4/2488 6/2991

6 6 6 6 6 6 6 6 6 6 6 6 6

960 960 1218* 1230 1265* 1320 1319* 1172 1225* 1430* 1455 1467* 1523* 1435 1495* –– 1542* 1609* –– 1516 1526 1543 1574 1908* 1920 1985 2029* 2706 1665 1765 1887 –– 2035 2035 –– 1974 2115* 2234*

6.5 6.5 6.7 6.7 6.7 7.8 7.8 6.3 6.3 7.4 7.6 7.6 8.0 7.5 7.5 n.a.

10.4 10.9 12.0 8.1 8.3 8.3 8.3 10.9 9.9 10.2 10.2 14.5 8.0 9.2 8.3 –– 8.4 9.8 –– 9.8 8.5 9.3

Drivers need to take greater responsibility for the roadworthiness of their vehicles now more than ever, Motor Trade Association (MTA) says.

208 1.2 Active 208 1.6 Active 208 1.6 Allure 208 1.6 Allure 3 door 208 GTi 3 door 2008 Active 2008 Allure 308 Access 308 Active 308 Active HDi 308 Allure 308 Allure HDi 308 Active SW HDi 308 CC 3008 Active 1.6 3008 Sport 1.6 3008 Sport 2.0 HDI 3008 2.0 HDi Hybrid 4008 Active 4x2 4008 Allure 4x2 4008 Feline 4x4 RCZ RCZ RCZ R 508 1.6 Active 508 2.0 HDi Allure 508 2.0 HDi Allure SW 508 2.2 HDi GT 508 2.2 HDi GT SW 508 RXH 2.0 HDi Hybrid

23,990 –– –– –– 38,990 –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– 59,990 –– 77,490 –– –– –– –– –– ––

–– 25,990 28,990 29,990 –– 31,990 33,990 29,990 33,990 36,990 35,990 37,990 39,990 45,990 36,990 39,990 42,990 59,990 37,990 39,990 45,990 –– 59,990 –– 46,990 54,990 57,990 65,990 68,990 74,990

60 88 88 88 147 88 88 88 115 120 115 120 120 115 115 115 120 147 110 110 110 146 115 199 88 120 120 150 150 147

118 160 160 160 275 160 160 160 240 340 240 340 340 240 240 240 340 500 197 197 197 275 240 330 160 340 340 450 450 500

4/1199 4/1598 4/1598 4/1598 4/1214 4/1598 4/1598 4/1598 4/1598 4/1997 4/1598 4/1997 4/1997 4/1598 4/1598 4/1598 4/1997 4/1997 4/1998 4/1998 4/1998 4/1598 4/1598 4/1598 4/1598 4/1997 4/1997 4/2179 4/2179 4/1997

6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 7 7 7 4 4 4 6 6 6 6 6 6

975 1080 1080 1158* 1214* 1080 1237* 1387 1443 1503 1443* 1503 1678 1591* 1539 1520* 1560* –– 1370 1431* 1435 1360* 1360* 1347* 1479* 1595 1615 1693* –– 1851*

–– –– –– 10.78* 6.49* 11.9 11.32* –– –– –– –– –– –– 10.08* –– 9.69* 10.21* 9.32* 10.2 10.16* 10.9 7.56* 8.50* 6.12* 9.26* 11.3 11.6 8.36* –– 9.47*

4.5 6.7 6.7 6.7 5.9 6.5 6.5 7.2 6.7 6.1 6.7 6.1 6.7 7.7 7.8 6.6 6.7 4.1 7.9 7.9 8.1 6.9 7.3 6.3 6.3 4.9 5.7 5.7 5.9 4.1

120,300 126,300 195 141,400 147,300 232 130,000 136,000 202

280 360 290

6/2706 6/3436 6/2706

6 6 6

1310 1407* 1385

5.8 4.62* 5.6

8.2 –– 8.0 09/12 7.7 ––

Issue tested

Torque (Nm)

Claimed Fuel Use (L/100km)

Power (kW) 150 150 102 102 133 133 133

0-100 km/h

$ Automatic 77,090 87,590 –– 47,120 –– 53,990 59,490

Pajero LWB GLS DIDC Pajero LWB Exceed DIDC Triton double cab 4x2 GL Triton double cab 4x2 GLX Triton double cab 4x4 GL Triton double cab 4x4 GLX-R Triton double cab 4x4 GLS

Weight (kg)

$ Manual –– –– 40,990 45,120 48,490 51,990 57,490

Model

nissan.co.nz

6 6 6 6 6 6 6 6 6 6 6 6 6 6 2 2 2 2 6 2 2 2 6 6

–– –– 10.56* –– 10.56* –– 7.43* 11.5* 10.82* 7.95* –– 10.99* 10.86* –– 9.10* –– 5.29* 6.02* 3.0 –– –– –– –– 8.42* –– –– 8.31* 7.20* –– –– –– –– –– –– –– –– 10.47* 9.14*

–– –– 08/13 –– 05/13 –– 10/13 –– 04/12 03/14 –– 08/10 10/10 –– 03/14 –– 08/09 03/10 –– –– –– –– 05/14 –– –– –– 01/14 03/13 –– –– –– –– –– –– –– –– 08/10 05/12

peugeot.co.nz –– –– –– 11/12 08/13 –– 12/13 –– –– –– –– –– –– 02/11 –– 09/10 12/10 06/13 –– 10/12 –– 01/14 08/10 07/14 08/12 –– –– 07/11 –– 10/13

A number of road crashes in recent months have involved vehicles deemed not roadworthy, or lacking a current Warrant of Fitness (WoF). In some cases, these crashed vehicles have not been checked for basic safety equipment in years.

From this month, about 1.2 million cars that were previously subjected to a six-monthly WoF inspection now fall under an annual inspection schedule. With this, the onus falls squarely on drivers to regularly check that their vehicles are safe to be on the road.

‘The NZ Transport Agency’s TWIRL* campaign is a solid start, but, really, this is about personal responsibility, on the part of the vehicle owners. Checking your vehicle needs to become a regular part of your routine; driving safely is about more than just making the right choices behind the wheel,’ MTA spokesperson Hamish Stuart says.

While some of the vehicles involved in recent crashes have not had a current WoF, many owners and drivers still make the mistake of assuming that a current WoF automatically means their vehicle is safe and roadworthy.

‘It’s important to remember that a WoF is an inspection at a point in time and, from July, for around 1.2 million cars on the roads, this now happens only once a year. Some of these vehicles are already 14 years old, and have clocked up several hundreds of thousands of kilometres’ travel; they’re not new cars. Risks will increase if owners aren’t vigilant.

It’s not only older, higher mileage vehicles that pose a risk.

Irrespective of the age of a vehicle, the modern automobile needs regular maintenance and checking. Even on relatively new models, parts wear out; brakes and tyres need particular attention,’ Stuart says.

Developing a routine to ensure your vehicle is safe is straightforward, and there are plenty of places to guide you; NZTA’s TWIRL check is a good place to start. If you are unsure about what to do, or have any concerns about any safety aspects of your vehicle, take it to an expert. *TWIRL – NZTA’s check for Tyres, Windscreen Wipers and Mirrors, Indicators, Rust and Lights.

- Brought to you by the M.T.A.

porsche.co.nz Boxster Boxster S Cayman

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

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new zealand autocar

109

6 6 6 6 6 6 6 8 8 8 8 8 8 8 8 8 8 8 8 8

1405* 1455 1525 1491* 1540 1645 1638* 2030 2100 2140 2400* 2160 2170 1770 1900 1820 1810 1947* 1925 1970

4.51* 4.8 5.0 4.08* 4.7 3.7 2.96* 7.8 7.8 5.9 6.70* 5.7 4.7 6.3 6.8 6.1 5.1 4.43* 4.4 4.1

8.0 9.0 9.2 9.5 9.7 11.6 11.4 9.9 7.4 10.5 8.2 10.7 11.5 8.4 6.3 8.7 8.7 8.9 10.9 10.2

05/13 –– –– 05/12 –– –– 03/14 –– –– –– 10/10 –– –– –– –– –– –– 10/13 –– ––

renault.co.nz Megane Megane luxury pack Megane CC Megane RS265 Cup Megane RS265 Trophy Koleos 2.5 4x2 Koleos 2.5 4x4 Koleos 2.0 4x4 Fluence

31,990 –– –– 53,990 59,990 –– –– –– ––

34,990 39,990 54,990 –– –– 37,990 43,990 49,990 34,990

102 102 103 197 197 126 126 110 103

195 195 195 360 360 226 226 320 195

4/1997 4/1997 4/1997 4/1998 4/1998 4/2488 4/2488 4/1995 4/1997

6 6 6 6 6 6 6 6 6

1357 –– 8.2 –– 1361* 9.97* 8.2 06/11 1620* 11.35* 8.1 07/11 1374 6.0 8.2 –– 1401* 6.35* 8.2 10/12 1553 –– 9.3 –– 1613 –– 9.5 –– 1713 –– 7.1 –– 1377* 9.45* 7.8 07/11

6 6 6 6 6 4 6

2462* 2420 2360 2648* 2670 2630 2580

Octavia wagon TDI 110 Octavia wagon TSI 132 Octavia wagon TDI 110 Elegance Octavia wagon TSI 132 4x4 Octavia wagon RS TSI Octavia wagon RS TDI Superb TSI 118 Superb TDI 103 Superb TDI 125 Superb V6 4x4 Superb wagon TSI 118 Superb wagon TDI 103 Superb wagon TDI 125 Superb wagon TDI 125 4x4 Superb wagon TDI 125 4x4 Elegance Superb wagon V6 4x4

110 132 110 132 147 125 118 103 125 191 118 103 125 125 125 191

320 250 320 250 280 350 250 320 350 350 250 320 350 350 350 350

4/1968 4/1798 4/1968 4/1798 4/1984 4/1968 4/1798 4/1968 4/1968 6/3597 4/1798 4/1968 4/1968 4/1968 4/1968 6/3597

11.1 7.5 8.7 7.5 6.8 7.47* 8.4 10.1 8.6 6.4 8.5 10.2 8.70* 8.8 8.8 6.5

4.5 –– 6.1 –– 4.5 –– 6.7 –– 6.2 –– 4.6 01/14 7.0 –– 5.2 –– 5.3 –– 9.3 –– 7.1 –– 5.2 –– 5.4 02/14 5.7 –– 5.7 –– 9.3 ––

29,990 –– 31,990 –– –– 36,990 –– $39,990 –– –– 32,990 36,990 39,990 45,990

–– 32,990 34,990 42,990 44,990 41,990 49,990 $42,990 49,990 59,990 $34,990 38,990 41,990 47,990

109 109 129 129 129 104 121 121 121 137 114 114 114 114

191 191 360 360 360 310 340 340 340 402 360 360 360 360

4/1998 4/1998 4/1998 4/1998 4/1998 4/1998 5/2696 5/2696 5/2696 5/2696 4/1998 4/1998 4/1998 4/1998

6 6 6 6 6 4 4 4 4 4 2 2 2 2

1512 1512 1615* 1747 1777* 1996 2030 –– 2101 2099 1982 1895 1982 1982

–– –– 9.72* –– 9.91* –– –– –– –– –– –– –– –– ––

7.5 –– 7.5 –– 7.3 04/11 7.5 –– 7.5 09/11 8.8 –– 9.0 –– –– –– 9.8 –– 9.1 –– 7.6 –– 7.5 –– 7.6 –– 7.6 ––

Forester 2.0 Forester 2.5i Forester 2.5i Sport Forester 2.5i Premium Forester 2.0 XT Forester 2.0D XV 2.0i XV 2.0i-L XV 2.0i-S Impreza 2.0i-X BRZ WRX WRX Premium WRX STI sedan WRX STI hatch Legacy sedan 2.5i sport Legacy sedan 2.5i premium Legacy sedan 2.5 GT B Spec Premium Legacy sedan 2.5i X Legacy sedan 3.6i X Legacy wagon 2.5i sport Legacy wagon 2.5i premium Legacy wagon 2.5 GT B Spec Premium Outback 2.5i Sport Outback 2.5i Premium Outback 3.6R Outback 3.6R Premium

39,990 –– –– –– –– 49,990 38,990 –– –– –– 48,990 48,990 53,990 69,990 69,990 –– –– –– –– –– –– –– –– –– –– –– ––

–– 44,990 47,990 54,990 59,990 –– 40,990 44,990 48,990 31,990 49,990 49,990 54,990 69,990 69,990 44,990 49,990 59,990 54,990 57,990 44,990 49,990 59,990 49,990 54,990 59,990 64,990

110 126 126 126 177 108 110 110 110 110 147 197 197 221 221 127 127 195 127 191 127 127 195 127 127 191 191

198 235 235 235 350 350 196 196 196 196 205 350 350 407 407 235 235 350 235 350 235 235 350 235 235 350 350

4/1995 4/2498 4/2498 4/2498 4/1998 4/1998 4/1995 4/1995 4/1995 4/1995 4/1998 4/1998 4/1998 4/2457 4/2457 4/2457 4/2457 4/2457 4/2457 6/3630 4/2457 4/2457 4/2457 4/2457 4/2457 6/3630 6/3630

subaru.co.nz

–– –– –– –– –– –– ––

POA POA POA POA POA POA POA

420 420 465 338 338 338 338

780 780 800 720 720 720 720

12/6591 12/6591 12/6592 12/6749 12/6749 12/6749 12/6749

18,990 –– –– –– –– –– –– –– –– –– –– 47,000 47,700 –– ––

19,990 23,900 35,500 29,900 35,900 48,000 34,900 36,500 38,100 39,900 41,500 49,000 49,700 36,900 38,500

55 77 132 90 90 103 103 77 110 132 110 162 135 103 77

95 153 240 200 200 320 250 250 320 250 320 350 380 250 250

3/999 4/1598 4/1390 4/1390 4/1390 4/1968 4/1395 4/1598 4/1968 4/1798 4/1968 4/1984 4/1968 4/1395 4/1598

5.10* 5.0 4.6 5.9 6.1 5.8 5.8

13.6 06/12 13.7 –– 14.0 –– 14.8 03/13 14.9 –– 14.8 –– 14.8 ––

skoda.co.nz Citigo Fabia hatch 1.6 Fabia hatch RS Rapid TSI 90 Yeti TSI 90 Yeti TDI 4x4 Octavia liftback TSI 103 Octavia liftback TDI 77 Octavia liftback TDI 110 Octavia liftback TSI 132 Octavia liftback TDI 110 Elegance Octavia liftback RS TSI Octavia liftback RS TDI Octavia wagon TSI 103 Octavia wagon TDI 77

–– –– –– –– –– 1463* –– –– –– –– –– –– 1604* –– –– 1661

ssangyong.co.nz Korando Sports Korando Sports Ltd Korando Sports TDI Korando Sports 4x4 TDI Korando Sports 4x4 SPR TDI Kyron Sports Kyron Sports Rexton Teammate Rexton W Rexton W Actyon Workmate Actyon Sports 4x2 Actyon Sports 4x4 Actyon Sports SPR 4x4

auckland.com rolls-royce motorcarsGhost Ghost EWB Wraith Phantom Series II Phantom EWB Phantom Drophead Coupe Phantom Coupe

7 7 7 7 7 7 9 9 9 9 9 9 9 9 9 9

Issue tested

40,100 41,900 43,500 43,600 51,500 52,200 43,900 45,900 53,900 59,900 46,900 48,900 56,900 52,900 59,900 62,900

Claimed Fuel Use (L/100km)

–– –– –– –– 49,500 50,200 –– –– –– –– –– –– –– –– –– ––

0-100 km/h

6/3436 6/3436 6/3436 6/3800 6/3800 6/3800 6/3800 6/3598 6/2967 8/4806 6/2995 8/4808 8/4806 6/3605 6/2967 6/3605 6/2997 6/2997 8/4808 8/4806

Weight (kg)

370 390 390 440 440 650 700 400 500 500 580 515 700 400 550 400 520 520 520 700

Airbags

239 257 257 294 294 368 390 220 176 294 279 309 368 228 184 228 309 309 324 382

Cylinders/ capacity

163,500 234,000 252,000 262,000 280,000 350,000 385,000 139,500 140,500 183,500 197,500 199,500 270,000 192,400 192,400 202,400 260,000 270,000 285,000 350,000

Torque (Nm)

157,500 226,000 244,000 254,000 272,000 342,000 –– –– –– –– –– –– –– –– –– –– –– –– –– ––

Power (kW)

Cayman S 911 Carrera 911 Carrera cabriolet 911 Carrera S 911 Carrera S cabriolet 911 Turbo 911 Turbo S Cayenne Cayenne diesel Cayenne S Cayenne S Hybrid Cayenne GTS Cayenne Turbo Panamera Panamera diesel Panamera 4 Panamera S Panamera 4S Panamera GTS Panamera Turbo

Model

$ Automatic

MARKET

$ Manual

NEW

5 6 6 6 7 7 7 7 7 7 7 7 7 7 7

920* 13.81* 4.7 07/14 1029 11.5 7.5 –– 1260* 7.16* 6.2 02/11 1230* 9.08* 5.4 01/14 –– –– 6.8 –– –– –– 6.5 –– 1260* 8.12* 5.3 02/14 –– 10.9 3.9 –– –– 8.6 4.5 –– –– 7.4 6.1 –– –– 8.6 4.5 –– 1419* 6.83* 6.2 06/14 –– 8.1 4.6 –– –– 9.8 6.3 –– –– 12.1 4.0 ––

7 7 7 7 7 7 7 7 7 7 7 7 7 6 6 7 7 7 7 7 7 7 7 7 7 7 7

1498 –– 7.2 –– 1528 –– 8.1 –– 1534* 9.44* 8.1 04/13 1582* 10.16* 8.1 06/13 1647 7.40* 8.5 02/13 1550 –– 5.9 1430* 11.70* 7.3 05/12 1395 –– 7.0 –– 1405 –– 7.0 –– 1305 –– 6.8 –– 1264* 7.79* 7.1 02/13 1424 5.88* 9.2 04/14 1482 –– 8.0 –– 1526* 5.29* 10.5 10/10 1520* 6.31* 10.5 10/10 1432 –– 7.9 –– 1490 –– 7.9 –– 1535 –– 9.7 –– 1449 –– 7.9 –– 1549 –– 10.3 –– 1474 –– 8.0 –– 1491 –– 8.0 –– 1614* 6.28* 9.7 01/14 1505 –– 8.0 –– 1524 –– 8.0 –– 1569 –– 10.3 –– 1600 –– 10.3 ––

EBC

BRAKES.co.nz SERVICES OFFERED BY HI TECH BRAKE & CLUTCH SERVICES: CABLE Repair and manufacture. (Handbrake, accelerator, clutch) s DRUM & DISC Machining (off vehicle) s BRAKE PIPE Manufacture and reshaping s BRAKE BOOSTER Overhauling and testing s CYLINDER & CALIPER Overhauling. (Race & street)

PREMIUM STREET SPORT PAD

110

new zealand autocar

SUPER STREET PAD

HIGH PERF ROAD/ FULL RACE PAD

NDX FULL RACE/ ENDURANCE RACE PAD

9 Akepiro Street, Mt Eden, Auckland Ph: 09 623 1781 s email: sales@ebcbrakes.co.nz

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

** no ABS

no stability control

Cylinders/ capacity

Airbags

Weight (kg)

0-100 km/h

4/1998 4/1998

7 7

1666* 1573

9.92* ––

6.0 10/13 6.3 ––

Alto GLX Splash GLX Splash LTD Swift GL Swift GLX Swift Ltd Swift RS Swift Sport 3-door Swift Sport 5-door S-Cross 4x2 GLX S-Cross 4x2 LTD S-Cross 4x4 GLX S-Cross 4x4 LTD SX4 2.0 sedan Kizashi GLX Kizashi GLX Sport Kizashi LTD Kizashi LTD Sport Kizashi Sport AWD Jimny JX** Jimny Sierra Grand Vitara 3dr 2.4 Grand Vitara 5dr 2.4 JLX Grand Vitara 5dr 2.4 Ltd Grand Vitara 5dr 4x2 Grand Vitara 5dr 1.9 Diesel

14,990 17,990 –– 19,990 22,500 23,500 –– 25,990 27,500 27,990 –– 30,990 –– –– 35,990 –– 41,990 –– –– 19,990 22,990 31,690 37,500 –– –– 43,990

16,990 18,990 19,990 21,990 23,990 24,990 26,500 –– 28,990 29,990 32,990 32,990 35,990 26,990 37,990 39,990 43,990 44,990 48,500 –– 24,500 33,190 38,990 39,990 29,990 ––

50 69 69 70 70 70 70 100 100 86 86 86 86 112 131 131 131 131 131 63 63 122 122 122 122 95

90 118 118 130 130 130 130 160 160 156 156 156 156 190 230 230 230 230 230 110 110 225 225 225 225 300

3/996 4/1242 4/1242 4/1372 4/1372 4/1372 4/1372 4/1586 4/1586 4/1586 4/1586 4/1586 4/1586 4/1995 4/2393 4/2393 4/2393 4/2393 4/2393 4/1328 4/1328 4/2393 4/2393 4/2393 4/2393 4/1870

6 6 6 7 7 7 7 7 7 7 7 7 7 6 7 7 7 7 7 2 2 6 6 6 6 6

905* 1054* 1040 1005 1025 1032* 1045 1055* 1069* 1095 1167* 1170 1220 1285 1445 1530 1532* 1530 1601* 1060 1081* 1515* 1620 1663* 1610 1689

16.90* 12.31* –– –– –– 12.11* –– 8.61* 8.61* –– 10.20* –– –– –– 7.8 8.8 9.46* 8.8 10.21* 11.7 12.58* 9.81* –– 12.09* –– ––

4.5 5.1 5.7 5.5 5.5 5.5 6.2 6.4 6.5 5.8 5.8 5.8 6.2 7.6 7.9 7.9 7.9 7.9 8.4 7.1 7.1 8.8 8.9 9.9 9.5 6.8

Yaris 1.3 3dr hatch Yaris 1.3 5dr hatch Yaris 1.5 5dr hatch Yaris 1.5 sedan Prius c Prius c s-Tech Corolla 1.8 GX hatch Corolla 1.8 GLX hatch Corolla 1.8 Levin SX Corolla 1.8 Levin ZR Corolla 1.8 GX sedan Corolla 1.8 GLX sedan Corolla 1.5 GX wagon 86 RC 86 GT86 86 TRD GT86 TRD Prius Prius v Prius v s-Tech Avensis tourer Camry GL Camry Atara S Camry Atara SX Camry Hybrid Camry Hybrid i-tech Aurion AT-X Aurion Sportivo SX6 Aurion Touring Previa RAV4 2.0 4x2 GX RAV4 2.0 4x2 GXL RAV4 2.5 4x4 GX RAV4 2.5 4x4 GXL RAV4 2.5 4x4 LTD RAV4 2.2d 4x4 GX RAV4 2.2d 4x4 GXL RAV4 2.2d 4x4 LTD Highlander 4x2 7 seat Highlander 4x4 7 seat GX Highlander 4x4 7 seat GXL Highlander 4x4 7 seat Ltd Highlander 4x4 7 seat Ltd ZR FJ Cruiser Land Cruiser Prado 3.0 TDi RV Land Cruiser Prado 3.0 TDi VX Land Cruiser Prado 4.0 V6 VX Land Cruiser Prado 3.0 TDi VX Ltd Land Cruiser 200 VX Land Cruiser 200 VX Ltd Hilux extra cab 4x2 3.0 TDi Hilux double cab 4x2 3.0 TDi Hilux double cab 4x2 SR5 V6

–– 24,080 –– –– –– –– 33,490 –– –– –– –– –– 30,780 33,986 42,586 47,486 63,786 68,786 –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– 42,090 43,990 ––

23,580 25,580 27,780 30,830 32,280 35,280 34,990 37,490 38,990 43,690 36,180 39,280 32,780 –– 43,586 48,486 64,786 69,986 50,280 51,490 56,990 47,990 44,990 48,890 51,490 50,990 56,890 49,690 51,790 52,090 65,380 39,990 44,490 47,290 51,490 60,790 49,290 53,490 62,790 61,990 59,990 65,990 76,490 80,990 71,280 84,195 94,780 94,780 109,780 125,790 147,900 –– –– 52,490

63 63 80 80 73 73 103 103 103 103 100 100 80 147 147 147 147 147 73 100 100 112 131 135 135 118 118 200 200 200 125 107 107 132 132 132 110 110 110 201 201 201 201 201 200 127 127 202 127 195 195 126 126 175

121 121 141 141 111 111 173 173 173 173 175 175 138 205 205 205 205 205 142 142 142 196 231 235 235 213 213 336 336 336 224 187 187 233 233 233 340 340 340 337 337 337 337 337 380 410 410 381 410 650 650 343 343 376

4/1299 4/1299 4/1497 4/1497 4/1497 4/1497 4/1798 4/1798 4/1798 4/1798 4/1798 4/1798 4/1496 4/1998 4/1998 4/1998 4/1998 4/1998 4/1798 4/1798 4/1798 4/1987 4/2494 4/2494 4/2494 4/2494 4/2494 6/3456 6/3456 6/3456 4/2362 4/1987 4/1987 4/2494 4/2494 4/2494 4/2231 4/2231 4/2231 6/3456 6/3456 6/3456 6/3456 6/3456 6/3956 4/2982 4/2982 6/3956 4/2982 8/4461 8/4461 4/2982 4/2982 4/3956

Issue tested

Torque (Nm)

Claimed Fuel Use (L/100km)

Power (kW)

350 350

$ Automatic

110 110

Outback 2.0D Outback 2.0D Premium

$ Manual

54,990 54,990 –– 59,990

Model

Hilux extra cab 4x4 3.0 TDi Hilux double cab 4x4 3.0 TDi Hilux double cab 4x4 SR5 3.0 TDi Hilux double cab 4x4 SR5 V6

suzuki.co.nz 12/09 11/11 –– –– –– 04/11 –– 07/13 05/12 –– 03/14 –– –– –– –– –– 09/10 –– 08/11 –– –– 03/09 –– 02/13 –– ––

toyota.co.nz 9 9 9 6 7 7 7 7 7 7 7 7 6 7 7 7 7 7 8 7 7 7 7 7 7 7 7 9 9 9 4 7 7 7 7 7 7 7 7 7 7 7 7 7 6 7 7 7 7 6 6 2 2 2

1035 –– 6.3 –– 1025 –– 5.7 –– 1045* 10.72* 6.3 11/11 –– –– 6.7 –– 1118* 11.18* 3.9 06/12 1140 –– 3.9 –– 1250 –– 7.1 –– 1272* 9.04 6.6 02/13 1275 –– 6.6 –– 1293* 9.94* 6.6 01/13 –– –– 6.6 –– –– –– 6.6 –– 1135 –– 5.6 –– 1200 7.6 6.9 –– 1213* 7.09* 7.8 10/12 1257 7.6 7.8 –– 1275 7.6 7.8 –– 1275 7.6 7.8 –– 1370 –– 3.9 –– 1495 11.3 4.1 –– 1495 11.3 4.1 –– 1560 –– 7.1 –– 1460 –– 7.8 –– 1470 –– 7.8 –– 1485 –– 7.8 –– 1596* 7.90* 5.2 07/12 1575 –– 5.2 –– –– –– 9.3 –– 1529* 6.73* 9.3 07/12 –– –– 9.3 –– 1723* 10.54* 9.5 09/06 1500 11.1 7.4 –– 1510 11.1 7.4 –– 1590 9.4 8.5 –– 1600 9.4 8.5 –– 1610* 9.16* 8.5 06/13 1630 10.0 6.5 –– 1640 10.0 6.5 –– 1640 10.0 6.5 –– 1950 8.3 10.2 –– 2005 8.7 10.6 –– 2020 8.7 10.6 –– 2060 8.7 10.6 –– 2065 8.7 10.6 –– 1994* 8.26* 11.4 06/11 2240 –– 8.5 –– 2315 –– 8.5 –– 2285 –– 11.5 –– 2365 –– 8.5 –– 2675 –– 10.3 –– 2675 –– 10.3 –– 1685 –– 8.1 –– 1670 –– 8.1 –– 1665 –– 11.8 ––

56,390 –– 54,290 58,090 62,790 65,290 –– 65,290

126 126 126 175

343 343 343 376

4/2982 4/2982 4/2982 4/3956

6 6 6 6

1775 1805 1815 1850

–– –– –– ––

8.3 8.3 8.3 13.0

–– –– –– ––

132 160 160 175 250 200 250 250 320 350 350 380 200 250 250 200 280 240 280 350 240 280 280 320 320 250 320 350 250 320 350 350 350 350 400 550 800 340 400 400 400 420

4/1390 4/1198 4/1198 4/1198 4/1390 4/1390 4/1598 4/1395 4/1968 4/1984 4/1984 4/1984 4/1395 4/1395 4/1598 4/1390 4/1984 4/1390 4/1984 4/1984 4/1390 4/1984 4/1984 4/1968 4/1968 4/1798 4/1968 4/1968 4/1798 4/1968 4/1968 4/1968 4/1968 6/3597 6/2967 6/2967 8/4134 4/1968 4/1968 4/1968 4/1968 4/1968

6 6 6 6 6 7 7 7 7 7 7 7 7 7 7 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 7 7 7 2 6 2 6 6

1104 1104 1129 1101 1234* 1256* 1313 1337* 1410* 1387* 1438* 1515* 1350 1368 1410 1449* 1555 1363* –– 1389* 1536* 1630* 1659 1718* 1675 1451* 1560 1591 1551 1601 1592* 1750* 1579* 1704 –– 2104 2316* 1998 2037 2112 2113* 2170*

11.9 12.3* 10.54* 9.9 6.83* 9.12* 10.7 7.84* 8.27* 6.39* 6.38* 4.93* 9.7 8.9 11.2 10.66* 7.3 8.16* 7.1 6.05* 9.27* 9.14* 7.9 11.23* 10.2 8.42* 9.8 8.6 8.7 10.0 7.78* 9.33* 8.6 5.6 –– 7.8 6.10* 13.5 10.8 11.1 12.30* 10.93*

5.9 5.8 5.3 5.5 5.9 5.2 3.9 5.0 4.4 6.4 6.4 6.9 5.1 5.0 4.0 6.3 7.7 6.2 7.5 8.0 7.1 8.6 8.6 7.5 6.3 7.1 5.2 5.2 7.1 5.2 5.2 5.8 5.5 9.3 7.4 7.4 9.1 7.3 7.6 7.8 7.8 8.3

–– 12/09 02/13 –– 03/11 08/13 –– 07/13 04/13 08/13 05/14 04/14 –– 04/14 –– 06/12 –– 03/13 –– 05/10 11/13 06/12 –– 12/11 –– 04/11 –– –– –– –– 06/14 07/12 –– –– –– –– 02/11 –– –– –– 04/11 11/12

volkswagen.co.nz Polo Comfortline Polo TSI Highline Polo TSI R-Line CrossPolo TSI Polo GTI Golf 90kW TSI Golf 77kW TDI Golf 103kW TSI Golf 110kW TDI Golf GTI Golf GTI Performance Golf R Golf wagon 90kW TSI Golf wagon 103kW TSI Golf wagon 77kW TDI Golf Cabriolet TSI Golf Cabriolet GTI Beetle Scirocco TSI 155kW Scirocco R Tiguan 110kw TSI Tiguan 132kW TSI Tiguan 132kW TSI R-Line Tiguan 103kW TDI Tiguan 103kW TDI R-Line Passat 118kW TSI Passat 103kW TDI BlueMotion Passat 125kW TDI BlueMotion Passat 118kW TSI R-Line wagon Passat 103kW TDI R-Line wagon Passat 130kW TDI R-Line wagon Passat Alltrack 125kW TDI BM 4M wagon CC 125kW TDI BlueMotion CC V6 4Motion Touareg TDI V6 150kW Touareg TDI V6 180kW Touareg TDI V8 Amarok 4x2 TDI double cab Amarok 4x2 BiTDI Highline d/cab Amarok 4Motion BiTDI d/cab Amarok 4Motion BiTDI Highline d/cab Amarok 4Motion BiTDI Highline d/cab

22,990 –– –– –– –– 32,500 –– –– –– 58,500 –– 68,500 –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– 43,990 49,990 56,990 61,990 ––

25,990 29,990 33,990 36,250 38,750 34,890 37,690 40,750 43,990 60,990 65,500 70,990 36,990 41,990 39,690 45,750 60,750 46,500 59,000 70,250 39,990 50,990 54,990 54,990 58,990 47,750 49,750 58,250 49,990 51,990 54,990 59,990 62,250 74,000 89,750 108,000 139,500 –– –– –– –– 64,990

63 66 66 77 132 90 77 103 110 162 169 221 90 103 77 90 155 118 155 195 110 132 132 103 103 118 103 125 118 103 130 125 125 220 150 180 250 90 120 120 120 132

V40 D2 V40 D4 V40 D4 Luxury V40 T4 V40 T4 Luxury V40 T5 R-Design V40 Cross Country D4 Luxury V40 Cross Country T5 AWD Luxury S60 T4 S60 T4 Luxury S60 D4 S60 D4 Luxury S60 T5 Luxury S60 T5 R-Design S60 T6 AWD R-Design V60 D4 V60 D4 Luxury V60 T5 V60 T5 Luxury V60 T5 R-Design V60 T6 AWD R-Design XC60 D4 XC60 D4 Luxury XC60 D5 AWD XC60 D5 AWD Luxury XC60 D5 AWD R-Design XC60 T5 XC60 T5 Luxury XC60 T6 AWD Luxury XC60 T6 AWD R-Design XC70 D5 AWD XC70 D5 AWD Luxury XC70 T6 AWD Luxury XC90 D5 AWD Executive XC90 D5 AWD R-Design XC90 3.2 AWD Executive XC90 3.2 AWD R-Design

–– 49,990 –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– –– ––

47,990 54,990 60,990 52,990 58,990 64,990 62,990 66,990 59,990 65,990 67,990 73,990 70,990 72,990 84,990 69,990 75,990 66,990 72,990 74,990 86,990 72,990 78,990 78,990 84,990 87,990 69,990 75,990 86,990 89,990 76,990 82,990 84,990 84,990 84,990 84,990 84,990

84 130 130 132 132 187 133 187 132 132 133 133 180 180 242 133 133 180 180 180 242 133 133 158 158 158 180 180 224 242 158 158 224 147 179 147 179

volvocars.com/nz

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

270 400 400 300 300 360 400 360 240 240 400 400 350 350 480 400 400 350 350 350 480 400 400 440 440 440 350 350 440 480 440 440 440 420 320 420 320

4/1560 5/1984 5/1984 5/1984 5/1984 5/2497 4/1969 5/2497 4/1596 4/1596 4/1969 4/1969 4/1969 4/1969 6/2953 4/1969 4/1969 4/1969 4/1969 4/1969 6/2953 4/1969 4/1969 5/2400 5/2400 5/2400 4/1969 4/1969 6/2953 6/2953 5/2400 5/2400 6/2953 5/2400 6/3192 5/2400 6/3192

subscribe online at www.mags4gifts.co.nz/autocar

7 7 7 7 7 7 7 7 8 8 8 8 8 8 8 8 8 8 8 8 8 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6 6

1365 1508 1508 1526* 1462 1468 1561 1588 1491 1491 1563 1563 1557 1557 1732* 1596 1596 1600 1600 1600 1781* 1734 1734 1796 1796 1796 1721 1721 1814 1814 1890 1890 1870 2114 2106 2114 2106

12.1 7.9 7.9 8.10* 8.1 5.7 8.3 6.4 9.0 9.0 7.4 7.4 6.3 6.3 5.63* 7.6 7.6 6.4 6.4 6.4 5.55* 8.5 8.5 8.3 8.3 8.3 7.2 7.2 6.9 6.6 8.3 8.3 6.9 10.3 9.5 10.3 9.5

4.0 –– 5.2 –– 5.2 –– 7.5 05/13 7.5 –– 7.9 –– 5.2 –– 8.3 –– 6.8 –– 6.8 –– 4.2 –– 4.2 –– 6.0 –– 6.0 –– 9.9 04/14 4.3 –– 4.3 –– 6.2 –– 6.2 –– 6.2 –– 10.2 05/12 4.7 –– 4.7 –– 6.4 –– 6.4 –– 6.4 –– 6.7 –– 6.7 –– 10.7 –– 10.7 –– 6.4 –– 6.4 –– 10.6 –– 8.2 –– 11.4 –– 8.2 –– 11.4 ––

new zealand autocar

111

750cc/V2 750cc/V2 750cc/V2 1197cc/V2 1197cc/V2 1000cc/V4 1000cc/V4 999cc/V4 999cc/V4 999cc/V4 1197cc/V2 1197cc/V2

189kg 194kg 186kg 212kg 212kg 183kg 185kg 181kg 186kg 181kg 214kg 228kg

800mm 800mm 870mm 870mm 870mm 835mm 835mm 845mm 845mm 845mm 840mm 840mm

$15,293 $18,481 $17,844 $22,308 $20,395 $28,302 $27,907 $39,909 $28,302 $33,481 $34,807 $30,853 $33,659 $38,455 $42,249 $44,628 $47,179 $29,990

652cc/1 798cc/I2 798cc/I2 798cc/I2 798cc/I2 1170cc/B2 1170cc/B2 1170cc/B2 1170cc/B2 1170cc/B2 1170cc/B2 1293cc/I4 1293cc/I4 1293cc/I4 1293cc/I4 1646cc/l6 1646cc/l6 999cc/L4

192kg 199kg 179kg 185kg 182kg 198kg 223kg 229kg 225kg 229kg 223kg 243kg 254kg 288kg 288kg 319kg 348kg 210kg

780mm 800mm 820mm 880mm 820mm 800mm 800mm 820mm 850mm 850mm 910mm 820mm 820mm 820mm 820mm 810mm 750mm 820mm

$7,990 $7,990 $9,990 $2,995 $3,995

650cc/I2 650cc/I2 650cc/I2 150cc/1 150cc/1

206kg 206kg 220kg 129kg 116kg

795mm 795mm 795mm 800mm 760mm

317kg 317kg 317kg 425kg 425kg 425kg 425kg 425kg

737mm 737mm 737mm 750mm 750mm 750mm 750mm 750mm

bmwmotorrad.co.nz

BELL RS-1 A STAR few weeks ago we attended the local relaunch of Bell helmets, which are now being imported and distributed by Crown Kiwi Enterprises Ltd. While the star of the road range is the, er, Star Carbon, it is essentially based on the Bell RS-1 you see here, but with a carbon composite outer shell. We chose to check out and use the $549-90 RS-1 because the Bell experts reckon it is the sweet spot in the range, and it is also their quietest offering. It utilises a lightweight Kevlar/fibreglass composite shell, and features Velocity Flow Ventilation – it breathes well – along with Bell’s own ClickRelease visor system. Simply lift the visor to the fully open position and click the releases.

Off pops the clear visor and on snaps the smart Transitions alternative. This isn’t an inexpensive option but it darkens in bright sun, clears up under cloud cover. Brilliantly functional, and worth every cent of its $199 asking price, for it’s a set-and-forget visor system, unlike the internal visor devices that you must lift and lower depending on the light.

The other RS-1 aspects we rate highly are noise suppression and comfort. The inbuilt padded wind collar reduces external noise, and the helmet’s shape minimises buffeting and lift. The Contour Cut Cheekpads give a snug fit, so snug it makes fitting glasses a bit of a mission. However, this becomes easier as the helmet wears in. A sensible aspect is the Magnefusion strap holder; rather than locking into place, which is a fumble with gloves on, the end of the chin strap magnetically locks onto the buckle to prevent it flapping around.

Both Paul and I are now using RS-1 helmets and, as he mentioned, it is now his ‘go-to’ helmet. Because of all its clever features, it’s mine too. -Peter Louisson 112

new zealand autocar

G650 GS F800 R F650 GS F800 GS F800 ST R1200 R R1200 R SE R1200 RT SE R1200 GS R1200 GS Triple R1200 GS Adventure K1300 R SE K1300 S K1300 GT K1300 GT SE K1600 GT K1600 GTL S1000 RR Sport

cfmoto 650NK 650NK LAMS 650TR Leader 150 V Night 150

Seat Height (mm)

$13,995 $14,995 $16,990 $18,995 $19,995 $23,990 $26,990 $33,995 $26,990 $35,990 $24,990 $27,990

Claimed Weight(kg)

Shiver 750 Shiver 750 ABS Dorsoduro 750 ABS Dorsoduro 1200 Dorsoduro 1200 ABS Tuono V4 APRC Tuono V4 APRC ABS RSV4 Factory APRC RSV4 R APRC ABS RSV4 Factory APRC ABS Caponord ABS Caponord ABS Travel Pack

Capacity (cc)/ No. of Cyls

aprilia.net.nz

Price

Seat Height (mm)

Claimed Weight(kg)

Model

Capacity (cc)/ No. of Cyls

MARKET

Price

NEW

FLTRX Road Glide Custom ABS FLHX Street Glide ABS FLHTCU Ultra Classic Electra FLSTSE2 CVO Softail Convert FLHXSE2 CVO Street Glide FLHTCUSE6 CVO Ultra Classic

$36,595 $37,595 $40,495 $44,700 $48,995 $53,095

1690cc/V2 1690cc/V2 1690cc/V2 1802cc/V2 1802cc/V2 1802cc/V2

370kg 373kg 413kg 354kg 389kg 421kg

688mm 688mm 740mm 665mm 696mm 757mm

NC700S CB500F ABS CBR250R CRF250L XR125 GL1800 Goldwing Goldwing F6B ST1300 ABS VFR1200X VFR1200F VFR800F Intercepter VFR800X Crossrunner NC700X CB500X ABS VT750C Shadow Cruiser VT750S VFR1200X Crosstourer CBR1000RR E-ABS CBR1000RR CBR600RR E-ABS CBR600RR CBR500R CB500F ABS

$11,995 $10,995 $7,495 $8,999 $3,999 $44,995 $34,995 $26,495 $17,995 $26,995 $17,995 $19,495 $12,495 $11,495 $14,495 $12,495 $27,995 $24,995 $23,495 $21,995 $19,995 $10,495 $10,995

Model

hondamotorbikes.co.nz 800mm 790mm 748mm 875mm 825mm 740mm 725mm 789mm 850mm 805mm 805mm 816mm 830mm 810mm 675mm 750mm 850mm 820mm 820mm 820mm 820mm 790mm 790mm

90kg 95kg 99kg 103kg 113kg 109kg n/a 120kg 147kg

990mm 968mm 980mm 975mm 963mm 963mm 820mm 920mm 910mm

husqvarna triumphnz.co.nz/husky $9,990 $10,300 $9,490 $10,490 $11,990 $11,990 $17,200 $12,800 $13,990

125cc/1 249cc/1 125cc/1 293cc/1 449cc/1 449cc/1 449cc/1 501cc/1 600cc/1

GT250P EFI LAMS GT250RC EFI LAMS GT650PL EFI LAMS GT650RCL EFI LAMS GV250N AQUILA EFI LAMS GV650PL EFI LAMS ST7L EFI LAMS ST7 Deluxe EFI LAMS X4 EFI LAMS

$5,995 $6,995 $8,995 $9,995 $5,995 $10,995 $10,995 $14,995 $5995

249cc/V2 249cc/V2 647cc/V2 647cc/V2 249cc/V2 647cc/V2 675cc/V2 675cc/V2 249cc/1

153kg 159kg 196kg 205kg 167kg 220kg 225kg 236kg 135kg

790mm 790mm 790mm 790mm 700mm 705mm 675mm 675mm 780mm

370kg 379kg 385kg

660mm 736mm 660mm

hyosung.co.nz

$30,990 $33,490 $34,690 $37,490 $42,090 $44,590 $46,690 $49,190

998cc/V2 998cc/V2 998cc/V2 998cc/V2 998cc/V2 998cc/V2 998cc/V2 998cc/V2

Monster 659 ABS LAMS Monster 696 ABS Monster 796 ABS Monster 1200 ABS Monster 1200 S ABS Streetfighter 848 Multistrada 1200 ABS Multistrada 1200 S Touring Multistrada 1200 S GT Multistrada 1200 S Pikes Peak Hyperstrada Hypermotard Hypermotard SP Diavel Diavel Stripes Diavel Strada Diavel Carbon 899 Panigale ABS 1199 Panigale ABS 1199 Panigale S ABS 1199 Panigale S Corse Edition 1199 Panigale R ABS

$15,990 $17,490 $19,990 $22,990 $29,990 $23,990 $28,490 $35,490 $36,490 $39,990 $22,490 $20,990 $25,990 $29,990 $33,990 $33,990 $36,990 $24,990 $33,990 $42,990 $49,990 $53,990

659cc/L2 696cc/L2 803cc/L2 1198cc/L2 1198cc/L2 849cc/L2 1198cc/L2 1198cc/L2 1198cc/L2 1198cc/L2 821cc/L2 821cc/L2 821cc/L2 1198cc/V2 1198cc/V2 1198cc/V2 1198cc/V2 849cc/L2 1198cc/L2 1198cc/L2 1198cc/L2 1198cc/L2

163kg 161kg 169kg 209kg 209kg 199kg 224kg 234kg 245kg 222kg 204kg 198kg 194kg 239kg 239kg 239kg 239kg 194kg 188kg 188kg 190kg 189kg

770mm 770mm 800mm 810mm 810mm 840mm 850mm 850mm 850mm 850mm 850mm 850mm 890mm 770mm 770mm 770mm 770mm 830mm 825mm 825mm 825mm 825mm

883cc/V2 883cc/V2 1202cc/V2 1202cc/V2 1690cc/V2 1690cc/V2 1690cc/V2 1690cc/V2 1690cc/V2 1250cc/V2 1250cc/V2 1584cc/V2 1690cc/V2 1690cc/V2 1690cc/V2 1690cc/V2 1690cc/V2

255kg 260kg 260kg 260kg 320kg 308kg 303kg 320kg 326kg 305kg 304kg 309kg 310kg 329kg 332kg 329kg 368kg

681mm 735mm 710mm 710mm 690mm 673mm 678mm 686mm 663mm 678mm 678mm 720mm 663mm 690mm 669mm 658mm 711mm

ducati.com.au

harley-davidson.com.au $14,495 $14,495 $17,150 $18,495 $24,250 $24,250 $26,750 $27,595 $28,595 $28,995 $29,595 $29,495 $29,995 $30,650 $30,595 $31,995 $34,250

198kg 192kg 161kg 144kg 125kg 405kg 385kg 289kg 275kg 214kg 244kg 240kg 214kg 195kg 224kg 232kg 275kg 211kg 200kg 194kg 184kg 194kg 192kg

CR125 TC250 WR125 WR300 TE450 TXC450 SM450RR SM510R SM630

can-am nz.brp.com/spyder Spyder RS SM5 Spyder RS SE5 Spyder RSS SE5 Spyder RT SM5 Spyder RT Techno SM5 Spyder RT Techno SE5 Spyder RT S SM5 Spyder RT S SE5

XL883L Super Low XL883N Iron 883 XL1200C 1200 Custom XR1200X Forty Eight FXDB Street Bob ABS FXDC Super Glide Custom ABS FXDWG Wide Glide ABS FXDF Fat Bob ABS FLD Switchback ABS VRSCF V-Rod Muscle ABS VRSCDX Night Rod Special ABS FXST Softail Standard ABS FXS Blackline ABS FLSTF Fat Boy ABS FLSTB Fat Boy Lo ABS FLSTN Softail Deluxe FLHR Road King ABS

670cc/I2 471cc/l2 249cc/1 249cc/1 124cc/1 1832cc/B6 1832cc/B6 1261cc/V4 1237cc/V4 782cc/V4 782cc/V4 782cc/V4 670cc/I2 471cc/l2 745cc/V2 745cc/V2 1237cc/V4 999cc/l4 999cc/l4 599cc/I4 599cc/I4 471cc/l2 471cc/l2

Indianmotorcycles.co.nz Chief Classic Chief Vintage Chieftain

$28,995 $31,995 $34,995

1811cc/V2 1811cc/V2 1811cc/V2

Vulcan 900 Custom Concours 14 ABS ZX-14R ABS Ohlins Special Edition ZX-14R Passion Red or Blue ZX-10R ABS Lime Green ZX1000 SX ABS with panniers ZX-6R ZX-6R ABS Z1000 ABS Special Edition Z1000 ABS Z800 W800 2013 Versys 650 ABS Versys ER-6n ABS LAMS ER-6n Ninja 650R ABS LAMS Ninja 650R ABS Ninja 650R Ninja 400R Ninja 300 ABS SE LAMS Ninja 300 LAMS KLR650

$13,995 $25,995 $23,995 $21,495 $21,995 $21,995 $15,995 $16,995 $17,995 $16,995 $14,995 $13,995 $13,995 $12,995 $12,995 $11,995 $13,995 $12,595 $12,995 $10,995 $9,395 $7,995 $9,995

903cc/V2 1352cc/l4 1441cc/l4 1441cc/l4 998cc/I4 1043cc/l4 599cc/I4 599cc/I4 1043cc/l4 1043cc/l4 806cc/I4 773cc/V2 649cc/l2 649cc/l2 649cc/I2 649cc/I2 649cc/I2 649cc/I2 649cc/I2 399cc/I2 296cc/l2 296cc/l2 651cc/1

253kg 304kg 265kg 265kg 201kg 231kg 191kg 194kg 221kg 221kg 229kg 217kg 209kg 206kg 211kg 211kg 211kg 211kg 209kg 203kg 152kg 152kg 175kg

680mm 815mm 800mm 800mm 813mm 820mm 815mm 830mm 815mm 815mm 834mm 790mm 845mm 840mm 805mm 805mm 805mm 805mm 805mm 790mm 785mm 785mm 890mm

$7,999 $9,499 $15,999 $13,999 $16,499 $24,999 $26,999 $27,999 $28,499

200cc/1 373cc/1 449cc/1 690cc/1 690cc/1 1195cc/V2 1195cc/V2 1195cc/V2 1301cc/V2

130kg 139kg 110kg 150kg 149kg 212kg 212kg 217kg 189kg

800mm 800mm 927mm 835mm 865mm 860mm 860mm 890mm 835mm

kawasaki.co.nz

ktm.co.nz 200 Duke 390 Duke 450 SMR 690 Duke 690 Duke R 1190 Adventure Base 1190 Adventure 1190 Adventure R 1290 Superduke R ABS

Prices are RRP. Errors & Omissions Excepted.

Seat Height (mm)

Claimed Weight(kg)

Capacity (cc)/ No. of Cyls

Price

Model

triumphmotorcycles.co.nz

moto guzzi.net.nz V7 Classic 750 V7 Cafe Classic V7 Racer V7 Stone V7 Special 1200 Sport SE 1200 Sport SE ABS Griso 1200 8V Griso 1200 SE Breva 1200 4V Norge 1200 GT 8V ABS Norge 1200 GTL California 1400 ABS Nevada 750 California 1400 ABS Custom Stelvio 1200 Stelvio 1200 NTX ABS

$13,990 $13,990 $16,990 $14,990 $15,990 $22,990 $23,990 $20,990 $24,000 $18,990 $25,990 $18,990 $28,990 $14,990 $26,990 $19,990 $26,990

744cc/V2 744cc/V2 744cc/V2 744cc/V2 744cc/V2 1151cc/V2 1151cc/V2 1151cc/V2 1151cc/V2 1151cc/V2 1151cc/V2 1151cc/V2 1380cc/V2 744cc/V2 1380cc/V2 1151cc/V2 1151cc/V2

198kg 198kg 198kg 179kg 179kg 240kg 240kg 222kg 222kg 236kg 246kg 246kg 337kg 179kg 318kg 257kg 272kg

805mm 805mm 805mm 805mm 805mm 800mm 800mm 800mm 800mm 800mm 800mm 800mm 740mm 767mm 740mm 820mm 820mm

Brutale 675 Brutale 800 Brutale 800 EAS Brutale 800 EAS ABS Brutale 800 Dragster EAS ABS Brutale 1090 R Brutale 1090 RR Brutale 1090 RR ABS F3 675 EAS F3 800 EAS F3 800 EAS ABS F4 1000R F4 1000R ABS Rivale 800

$17,990 $22,490 $23,490 $24,490 $25,990 $25,990 $26,990 $27,990 $22,490 $25,990 $26,990 $34,990 $42,990 $25,990

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

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

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

Bullet Euro Classic Deluxe Bullet C5 EFI

$8,550 $11,995

mv agusta.co.nz

royal enfield.co.nz 500cc/1 500cc/1

168kg 182kg

760mm 800mm

suzuki.co.nz/motorcycles GN125H LAMS DR200SEL2 Street Legal LAMS GW250L3 Inazuma LAMS GW250ZL4 LAMS VL250L2 Intruder LAMS DR-Z250K9 LAMS DR-Z400EK9 Street Legal LAMS DR-Z400SML4 Supermotard LAMS GSX-R600L3 AN650L4 Burgman 650 LAMS DL650AL4 V-Strom ABS DL650AL4 V-Strom ABS LAMS DR650SEL4 LAMS GSX650FUL2 LAMS SFV650L3 Gladius SFV650UL4 Gladius LAMS GSR750L4 GSX-R750L4 DL1000AL4 V-Strom ABS GSX-R1000L3 GSX1250FAL4 Faired Tourer GSX1300RAL3 Hayabusa ABS S40 Boulevard C50 Boulevard C90BT Boulevard Black Out C90T Boulevard M50 Boulevard M109R Boulevard M109RZ Boulevard M109RBZ Boulevard

$2,699 $5,995 $5,495 $6,495 $6,999 $8,495 $9,495 $9,995 $18,495 $17,295 $14,500 $14,500 $8,999 $11,995 $11,995 $11,995 $14,495 $18,995 $19,995 $21,990 $15,995 $21,990 $7,995 $14,995 $21,990 $16,900 $12,495 $21,990 $22,500 $22,495

124cc/1 199cc/1 248cc/I2 248cc/I2 248cc/V2 249cc/1 398cc/1 398cc/1 599cc/l4 638cc/l2 645cc/V2 645cc/V2 644cc/1 656cc/l4 645cc/V2 645cc/V2 749cc/l4 749cc/l4 1037cc/V2 999cc/l4 1255cc/I4 1340cc/I4 652cc/1 805cc/V2 1462cc/V2 1462cc/V2 805cc/V2 1783cc/V2 1783cc/V2 1783cc/V2

107kg 126kg 182kg 183kg 145kg 131kg 138kg 146kg 187kg 275kg 214kg 214kg 166kg 241kg 202kg 202kg 210kg 190kg 228kg 203kg 257kg 260kg 173kg 277kg 363kg 363kg 269kg 347kg 347kg 347kg

735mm 810mm 780mm 780mm 685mm 890mm 935mm 890mm 810mm 755mm 835mm 835mm 885mm 790mm 785mm 785mm 815mm 810mm 850mm 810mm 805mm 805mm 700mm 700mm 720mm 720mm 700mm 705mm 705mm 705mm

Tiger 800 ABS Tiger 800 XC ABS Tiger 800 XC ABS SE Tiger 1050 Tiger 1050 ABS SE Tiger Explorer 1200 ABS Tiger Explorer Spoke ABS Tiger Explorer Spoke ABS XC Tiger Sport ABS Tiger Sport ABS Launch Bonneville A3 Bonneville SE Bonneville T100 A3 Black Bonneville T100 A3 Bonneville T100 SE A3 Scrambler Thruxton A3 Bonneville America A3 Bonneville America LT A3 Rocket III Roadster ABS A2 Speedmaster A3 Thunderbird ABS A1 Thunderbird Storm ABS A1 Thunderbird Commander ABS Thunderbird LT Tourer ABS A1 Thunderbird LT Tourer ABS A1 Street Triple B1 Street Triple ABS B1 Street Triple R B1 Street Triple R B1 Launch Street Triple R ABS B1 Speed Triple 1050 A1 Speed Triple 1050 A1 ABS Speed Triple R ABS A1 Speed Triple SE Daytona 675 B1 Daytona 675 B1 Launch Daytona 675 ABS B1 Daytona 675 R ABS B1 Daytona 675 R ABS B1 Launch Trophy ABS SE Trophy ABS SE Launch

$18,990 $21,295 $21,990 $19,990 $20,990 $27,190 $27,990 $29,590 $21,990 $23,490 $14,490 $13,990 $15,490 $15,490 $15,990 $15,490 $15,590 $14,490 $15,990 $27,290 $14,490 $23,990 $24,990 $26,590 $27,990 $29,490 $14,990 $16,190 $16,990 $17,990 $17,990 $21,190 $20,990 $22,990 $23,490 $16,990 $17,990 $18,990 $22,490 $23,990 $32,990 $36,990

799cc/l3 799cc/l3 799cc/l3 1050cc/I3 1050cc/I3 1215cc/I3 1215cc/I3 1215cc/I3 1050cc/I3 1050cc/I3 865cc/I2 865cc/I2 865cc/I2 865cc/I2 865cc/I2 865cc/I2 865cc/I2 865cc/I2 865cc/I2 2294cc/I3 865cc/I2 1597cc/l2 1699cc/l2 1699cc/l2 1699cc/l2 1699cc/l2 675cc/l3 675cc/l3 675cc/l3 675cc/l3 675cc/l3 1050cc/l3 1050cc/l3 1050cc/l3 1050cc/l3 675cc/I3 675cc/I3 675cc/I3 675cc/I3 675cc/I3 1215cc/I3 1215cc/I3

214kg 214kg 214kg 198kg 198kg 259kg 259kg 267kg 235kg 235kg 200kg 205kg 205kg 224kg 224kg 229kg 205kg 226kg 226kg 367kg 229kg 339kg 339kg 339kg 380kg 380kg 183kg 183kg 182kg 182kg 182kg 217kg 217kg 212kg 212kg 184kg 184kg 184kg 184kg 184kg 301kg 301kg

843mm 843mm 843mm 830mm 830mm 837mm 837mm 837mm 830mm 830mm 740mm 775mm 775mm 774mm 774mm 826mm 790mm 720mm 720mm 750mm 720mm 700mm 700mm 700mm 700mm 700mm 800mm 800mm 820mm 820mm 820mm 830mm 830mm 825mm 825mm 820mm 820mm 820mm 820mm 820mm 800mm 800mm

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

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

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

victorymotorcycles.co.nz Vegas 8 Ball Vegas Vegas Low Hammer Hammer S Jackpot Kingpin Kingpin Tour Vision Street Vision Tour

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

yamaha-motor.co.nz YZF-R125 YZF-R15 Scorpio XJ6-N XJ6-S FZ6R FZ6R SP FZ8-N FZ8-S FJR1300A MT-01 VMAX XV250 Virago XVS650 V-Star Custom XVS650A V-Star Classic XVS1100A YZF-R6 YZF-R1 XT660R XT250 TTR230 WR250R road AG100 AG200

$9,199 $4,999 $4,289 $13,599 $13,999 $13,999 $14,299 $16,349 $17,879 $29,849 $23,699 $35,749 $7,149 $12,879 $13,899 $17,679 $18,799 $24,529 $13,279 $7,659 $7,249 $12,349 $4,099 $6,329

125cc/1 150cc/1 223cc/1 600cc/l4 600cc/l4 600cc/l4 600cc/l4 779cc/l4 779cc/l4 1298cc/I4 1670cc/V2 1679cc/V4 249cc/V2 649cc/V2 649cc/V2 1063cc/V2 600cc/I4 998cc/I4 595cc/1 196cc/1 223cc/1 250cc/1 97cc/1 196cc/1

138kg 131kg 126kg 211kg 211kg 213kg 213kg 211kg 215kg 237kg 240kg 318kg 137kg 229kg 229kg 272kg 162kg 206kg 156kg 118kg 107kg 125kg 99kg 112kg

818mm 790mm 770mm 785mm 785mm 785mm 785mm 815mm 815mm 805mm 825mm 775mm 685mm 711mm 711mm 710mm 820mm 835mm 855mm 790mm 870mm 929mm 800mm 820mm

15 Eden Street, Newmarket, Phone 09 522 0289 Open: Mon-Fri 7am-4pm, Sat 8am-4pm www.carbon-garage.com

2000 MV AGUSTA F4S 750

As new travelled just 16km, displayed only, never registered, a Tamborini masterpiece, suit serious collector $20,000 2001 HONDA CBR600 F4I ROSSI

Genuine Valentino Rossi signed article with papers from Honda authenticating, travelled 51,000km, nice example $8,000 1987 HONDA VFR750R RC30

Homologation model #662 of 1000, travelled just 11,000km, original condition, very rare now and super collectible $35,000 2003 HONDA SOLO

Retro 50cc project “N” model, matt silver finish, travelled just 6,000km, rare in NZ and a real head turner $3,500

GT650PL 52hp $8,995 +orc

GT650RL 52hp $9,995 +orc

GV650PL 52hp $10,995 +orc

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ST7L 63hp $10,995 +orc subscribe online at www.mags4gifts.co.nz/autocar

HSG 0045 AC/MW

lams.co.nz Learner Approved Motorcycle Scheme P: 0800 HYOSUNG new zealand autocar

113

ott c bS Ro

F THE MIDDLE O

’m not big on heights. But the view of the Great Australian Bight from the cliffs bordering the Southern Nullarbor is something special.

Or at least so they tell me. I was getting nowhere near the edge as I had no intention of plummeting to my death in this forsaken country. Each time I ventured near the precipice, I’d cop a salty blast from the surf far below; turn around to face the highway, and your eyes were sand-blasted by red dust howling out of the Interior.

I was in Aussie to take part in their annual ‘Beaut Ute’ shootout. We’d been wined, dined and undermined (‘We’ve put some sheepskin gloves in the goodie bags so the Kiwi journos don’t feel homesick’) then bussed in a luxury coach to Nundroo, which is apparently aboriginal for ‘the middle of nowhere’. A dozen gleaming utilities were parked facing the hinterland, a local desert guide standing next to each one.

The briefing was short and sweet.

‘Ladies and Gentlemen, before you lies the start of the Dog Fence. It’s roughly 2222km long, before it joins up with the New South Wales then Queensland border fences. It finishes somewhere on the Darling Downs – but I can’t confirm that, as no red-blooded Australian bloke would be seen dead in a town called Darling.’

There were some chuckles from the Australian motoring press but the Italian writer next to me looked mystified.

‘Dogs? They have problems with poodles?’

He was quickly corrected. ‘Nah, mate – dingoes. They worry the livestock.’

And presumably the Aussie equivalent of the Plunket Society, I mused.

We mounted up in our assigned vehicles, and followed each other (at regular intervals to avoid eating dust) north along the inspection road. My first drive for the day was a marque I’d never even heard of – a Foton Tunland – but it seemed to handle the bumpy track ok so I decided to amuse myself with my navigator.

He was a local lad, down from Coober Pedy, who knew

I

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enough about the fence and its history to provide me with ample punchlines – most of which went straight over his head.

‘This section was originally built in 1885 out of wire mesh, but they updated it in 2013 with a multi-strand electric fence…’ ‘…to prevent Robbie Deans returning to the Wallabies?’

‘Nah, mate (which I quickly discovered is a standard response, akin to the kiwi ‘yeah/nah’). They found the pups were getting through the holes in the mesh so they needed something that would zap the little buggers.’

‘I thought I could smell a barbeque.’

‘Nah, mate – lunch is still hours away yet.’

We passed by clusters of photovoltaic cells, apparently powering the live wires and the occasional cathode fluorescent tube hanging from the top. I was about to ask who maintained all this assorted hardware when my navigator pointed at a cloud of dust coming in fast from the west. A battered old Rodeo leapt over a crest, drifted sideways down the slope, and pulled up within millimetres of a rusted tear in the mesh. The driver sauntered out of his cab, and began rummaging in the tray for his tools.

It was some of the most effortless off-road driving I’d ever seen – I had to stop.

‘Gidday,’ I said.

‘Gidday,’ said Marcos Ambrose, as my jaw dropped. His eyes narrowed when he suddenly realised he’d been rumbled.

‘What on earth are you doing out here?’ I demanded.

‘Things got a bit testy in NASCAR,’ he admitted. ‘I was already on a warning for hassling Max Papis, so they sent me here to cool off after thumping Casey Mears.’

Wait until Greg Murphy hears this, I thought to myself, I’m sure he’s still itching for a return bout.

‘Your secret’s safe with me,’ I assured him, ‘but what if another journo wanders out here by sheer chance?’

‘They tell me that hasn’t happened for decades,’ he answered. ‘You just have to ask the blokes looking after the next two sections – Keith Murdoch’s covering the first one, and Lord Lucan’s got the one after him.’

www.mvagusta.co.nz

Beyond exclusive.

RIVALE 800 Advanced technology and an engine like no other: 3 cylinders, 12 valves, 125 hp - MV EAS Electronically assisted shift MVICS (Motor & Vehicle Integrated Control System) integrated ignition and fuel injection system intervention - Also available with ABS and RLM (Rear wheel Lift-up Mitigation). The Rivale is truly unrivaled.

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1.6 Litre Turbo •150 kW of Power •265 Nm of Torque •6 Speed Manual Transmission

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T G D E E _C O C R THE P3,990 + OR $4 UNCOMPROMISED

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