Nz autocar july 2014

FERRARI'S HYBRID HYPERCAR ON THE LIMIT

ELECTRICDREAM

LAFERRARI 950BHP970NM 1340KG

BMW i3 + MCLAREN 650S + HSV SENATOR SIGNATURE + CITROËN GRAND C4 PICASSO +

JEEP CHEROKEE + SKODA CITIGO + ALEX KELSEY'S MAD CREATION 2 +

MASERATI AT BATHURST + INDIAN REVIVAL + MV AGUSTA F3 800

PEUGEOT RCZ R199KW OF FUN

july 2014 $9.90 FAIRFAX MEDIA

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.

ford.co.nz

DON’TSETTLE

FORD

FOR ANYTHING

LESS

WHO WILL BE DRIVING

THE FUTURE?

Kyle Cassidy

Google 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.

AUDIT 7802 TOTAL NET

CIRCULATION TO 31/01/2014

EDITORIAL DEPARTMENT

Editor Kyle Cassidy

Senior Editor Peter Louisson

Contributors Paul Owen

Rob Scott

Dave Moore

Shaun Summerfield

Stu Owers

Rob Maetzig

Proofer Trish Bexley

ADVERTISING SALES

Sales Manager Gavin Shaw

ART DEPARTMENT

Art Director/Production Manager Scott Copeland

Designer Mike McCullough

Staff Photographer Tom Gasnier

FAIRFAX MANAGEMENT

Northern Region Manager David Penny

Commercial Manager Duncan Brough

Editorial Director Kate Coughlan

OFFICE ADDRESS

Office: 317 New North Road,

Kingsland,

Auckland 1021,

New Zealand.

Postal: PO Box 6341,

Wellesley Street,

Auckland 1141,

New Zealand.

Telephone (09) 909 6800

Facsimile (09) 909 6802

Email [email protected]

PRINTING & DISTRIBUTION

Printer PMP Print

Distributors Netlink Distrbution

SUBSCRIPTIONS

Phone: 0800 692 782

Email: [email protected]

NEW ZEALAND ADVERTISING

Gavin Shaw +64 9 909 6800


AUSTRALIAN ADVERTISING

Chris Williams +61 (0) 2 9282 3228


NEW ZEALAND AUTOCAR MAGAZINE IS A

PUBLICATION OF FAIRFAX MAGAZINES,

A DIVISION OF FAIRFAX MEDIA LTD

ADVERTISING TERMS AND CONDITIONS

Advertising within this publication is subject to Fairfax

Magazines standard advertising terms and conditions.

A copy of which is available online at http://www.fairfaxnz.

co.nz/businesses/resources/termsandconditions_

fairfaxmags.pdf or by calling 09 634 1800.

COPYRIGHT

No part of New Zealand Autocar may be reproduced,

in part or in whole, without written permission of the

Publisher. The views expressed in this magazine are

not necessarily those of the Publisher.

ELECTRICDREAM

ELECTRICDREAMELECTRIC

DREAM

Sign up to our e-newsletter: www.autocar.co.nz/signupe Check us out on facebook:

www.facebook.com/nzautocar

4 new zealand autocar

The new RCZ R has been specifi cally developed by our racing division, Peugeot Sport. Beneath the beautiful exterior is

a hand-built engine that produces 199kW at 6000rpm (or 270bhp) and 330Nm of torque at 1900rpm. Experience a

test drive at these authorised RCZ and RCZ R dealers: Tauranga Peugeot 07 579 5080, Continental Cars Greenlane

09 526 6950, Hawkes Bay Peugeot 06 876 3142 and Armstrong Motor Group Lower Hutt 04 385 9508.

peugeot.co.nz

PEUGEOT RCZ R

★4

30

88

80 A COOL CHANGE 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.

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.

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.

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?

40 SEXY SIZZLER 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.

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.

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.

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.

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.

Regulars4 From the Editor 8 FYI24 Roadwatch26 Moore to the Point28 Owers-steer114 Pacenotes

68 Chrysler 300S 69 Alfa Romeo

Giulietta Progression70 Lexus GS 300h F Sport71 Hyundai i30 Limited72 Toyota 86 RC

Prices102 New Car Market112 New Bike Market

New Arrivals30 Kia Sportage96 Indian Motorcycle

Driven60 Skoda Citigo62 Mazda3 GSX 64 Subaru Outback Touring66 Hyundai Elantra Elite

p32COVER

STORY

contents

THE ENZO’S SUCCESSOR IS FINALLY HERE, AND IT’S A

708KW V12-POWERED HYBRID. SO JUST HOW GOOD IS IT?

THE ENZO’S SUCCESSOR IS FINALLY HERE, AND ITS

THE ENZO’S SUCCESSOR IS FINALLY HERE, AND ITS

STEVE SUTCLIFFE STRAPS IN TO SEE.

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

OH LA LA

2014

CAROF

THEYEAR

THE WORLD’S FAVOURITEPREMIUM VEHICLEJUST GOT BETTER.

THE INCREDIBLE VALUE BMW 3 SERIES SPORT EDITIONS.

For over 40 years there has been one car that all others are judged by. One that’s lauded

by critics and adored by owners. One that’s revered all around the world. Why? Because just

one drive is all it takes to be enthralled by the BMW 3 Series. With class leading effi ciency

and performance, thrilling BMW Twin Power Turbo engines, innovative ConnectedDrive

technologies and design that takes your breath away, there’s no wonder the BMW 3 Series

is recognised as the world’s favourite premium vehicle. And now in extremely limited quantities,

the rear-wheel drive 3 Series Sport Sedan and all-wheel drive Sport Wagon have been

signifi cantly upgraded at no additional cost.

BM

W0

11

8_

Sp

ort

_N

ZA

C

All new BMWs now come with an unbeatable 5 year warranty, for the ultimate peace of mind package. Visit your nearest authorised BMW Dealership today to experience these Ultimate Driving Machines, and fi nd out why BMW is the best selling premium vehicle in New Zealand and around the world.

^Please visit www.bmw.co.nz or an authorised BMW Dealership for full terms and conditions. *Offer based on Drive Away Price for a brand new unregistered BMW 320i. It includes GST, first full tank of fuel, 12-month registration, and all other costs required for final delivery of the vehicle.

5YEAR WARRANTY

PLUS

3 YEAR NO-COST SERVICING

5 YEAR ROADSIDE ASSIST

BMW 3 SERIES SPORT EDITIONS

www.bmw.co.nz

INTELLIGENT ALL-WHEEL DRIVE

• LEATHER/ELECTRIC SEATS

• 8 SPEED AUTOMATIC

TRANSMISSION

• ON-BOARD NAVIGATION

• FRONT AND REAR

PARKING SENSORS

• iDRIVE SYSTEM

CONTROLLER AND SCREEN

STANDARD SPECIFICATION INCLUDES:

RWD 3 SPORT SEDAN

$76,900*

or just $999^ per month

AWD 3 SPORT WAGON

$85,600*

or just $1,082^ per month

• M SPORT PACKAGE

• 19” LIGHT ALLOY WHEELS

• HEAD-UP DISPLAY

• ADAPTIVE BI-XENON

HEADLIGHTS

• HEATED FRONT SEATS

COMPLIMENTARY OPTIONS INCLUDE:

TOTAL VALUE ADDED PACKAGE OVER

$11,000

BMW’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

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


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.

3i3

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.

McLaren’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

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.

MACCA ON THE MONEY


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

At 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

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.

VOLVO BEGINS REVEAL

OF NEW XC WARHORSE

12 new zealand autocar12 new zealand autocar

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

MINI GOES MAINSTREAM

new zealand autocar 13subscribe online at www.mags4gifts.co.nz/autocar

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 The 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

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.

VOLKSWAGEN AGAIN GOES

WILD FOR WORTHERSEE


HOW ALIVE ARE YOU?

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.

JAGUAR.CO.NZ

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

Powering 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 seven-speed 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.

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.

Audi’s FIERY FIVE-POT


+

AP

RO

PO

S 2

9563

CRV 2WD from $34,900 +ORC.

Test drive any new CRV before 30 June 2014 and you could win a CRV SN.

Terms and conditions at www.honda.co.nz/winCRV

CRV Sport Active with accessories shown.

The 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 aluminium-alloy cylinder heads. The screw-type

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.

A car for HELLBOY

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 lithium-

ion 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.


19 – 20JULY 2014ASB SHOWGROUNDS

AUCKLAND

Ford Mustang’s 50th

Kiwi Young Guns Celebrity Kart Challenge

Auto Expo & Seminars

New Cars & Bikes

Action & Entertainment

Sign up for free e-newsletters and giveaways at www.speedshow.co.nz

INCORPORATING THE

Google 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.

Google’s search for passengers

This 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

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.

FPV says peace out


LOTUS AUCKLAND 425 Broadway, Newmarket, 1023 Tel 09 522 3299

LOTUSCARS.CO.NZ

INTRODUCING THE NEW LOTUS EXIGE S ROADSTER

A perfect balance between beauty and performance, this is the fastest Lotus convertible yet.

The fi nely tuned suspension delivers the responsive ride and handling that is so distinctly Lotus.

The heart thumping power of a 350HP 3.5L Supercharged V6 engine coupled with an open-air

experience makes for a truly memorable drive. Expertly engineered, the track inspired chassis

ensures any topless thrills do not compromise extreme performance. Packing a punch far

beyond its minimal weight, the Roadster offers effortless immersion in exhilaration anytime,

anyplace, any road.

RAISING THE ROOF ON PERFORMANCE

This 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 Zagato-styled 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

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.

Rare Beef


Mazda 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 egg-shaped 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

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.

Little oilertha

t can

Area Managers - South Island Locations• Wanting to cultivate great earning potential and a long term career?

• Do you have that competitive edge that says win at every opportunity?

• Looking to sell world-class leading brands?

• Working for peanuts and unappreciated in your current role?

If you answered yes to any of these questions, then you need to talk to us today!

Power Farming is recognised as a highly successful and well respected third generation privately owned New Zealand business. We operate a

network of branches stretching across Australasia that all relate to the importation and sale of Tractors and Agricultural machinery.

Started in Morrinsville in 1946, our business has continued to go from strength to strength and right now we are on fi re! With turnover close

to $400m, increasing market share, and a goal to be Number 1 in our market, there is no better time to join the winning team that is powering

ahead of the competition.

Our success is due to the leading brands we sell, the investment we commit to our people and business, and our relentless approach

to succeed.

With our business growing we are looking for exceptional sales professionals to join our team as Area Managers. In these roles you will focus

on achieving sales targets through pro-active account development, building strong relationships with larger farmers and contractors, and

developing powerful marketing approaches to capitalise on the opportunities the agricultural industry provides. Preference will be given to

candidates with experience in the farm machinery, automotive or construction industries.

As someone who is driven to succeed with a proven record in achieving sales your earning potential with us is uncapped. In addition to a

competitive remuneration package that includes a high base + commission + vehicle + tools of the trade, we can offer you unlimited career

potential opportunities in both sales and branch leadership across our 17 locations. There may even be the possibility to have a stake in your

own business while sharing in the success of a well-founded and respected business.

We have so much to offer – the only thing we can’t provide is your motivation, drive and ability to build sustainable relationships that will

ultimately be key to your achievements.

Come and join the winning team. Contact Karin Adams, Human Resources Manager, on 07 902 2228 for a confi dential discussion.

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.

‘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.

Paul O

wen

LISTEN TO PEOPLEJIM


A TRIUMPH FOR YOUR FIRST BIKE?GET DOWN TO YOUR NEAREST DEALER NOW!

SPECIAL INTRODUCTORY PRICE

$13,990

HANDS FREE

DRIVINGmong 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 noo-fangled 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

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.

Dave M

oore


2011 2012 2013

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.

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.

Stu Owers

LOOK AHEAD TO SAVE


CITROËN DS3FROM $36,990



DS LINE BY CITROËN.

SPORTY. ELEGANT. INDIVIDUAL… AND NOW EVEN MORE AFFORDABLE.With its striking design, advanced technology and luxurious fi nish, the bold new DS Line by Citroën is certain to turn heads. Is it the typically European attention to detail? Or the sporty exterior that demands to be looked at? Perhaps it’s both. Decide for yourself when you visit your CITROËN Dealer.

CRÉATIVE TECHNOLOGIE

www.citroen.co.nz

SEE WHAT MAKES THE

DS LINE DIFFERENT

CIT0135 A4

FREE 3 YEAR SCHEDULED SERVICE PLAN AND ON-ROAD COSTS, ONLY WHILE STOCKS LAST.

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.

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

GROWSsportagerange

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


Phone 0800 472 327 [email protected] www.RADARDIRECT.co.nz

RADARDIRECTWELLINGTON

RadarDirect at Road & Track1 Pretoria Street, Lower Hutt

ph: 04 566 4515

CHRISTCHURCHRadarDirect at Ingear

2/211 Ferry Road, Phillipstownph: 03 365 4414

AUCKLAND RadarDirect Limited

Apex Duo Industrial Park (opp. Sylvia Park)44 Aranui Rd, Mt Wellington

ph: 09 574 6710 TH

RE

E S

TO

RE

S

Esco

rtMult

i_A_

03-2

014

ESCORT Passport 9500ci The ultimate balance of long-range performance, intelligent signal processing, using Redline technology with the added benefit of the power of GPS.

Discreet Installation - sensors are mounted in the front grill of your vehicle. No messy cords and no unwanted attention.

PASSPORT’s twin-antennae gives the longest protection.

Mark Location feature - false signals are auto learned and eliminated.

ESCORT Passport 9500ix Patented GPS technology eliminates false alerts automatically.

AutoLearn: Artificial Intelligence Protection creates the most accurate detector ever.

Web Ready - The PASSPORT 9500ix can be easily updated using your computer and the internet.

Variable Speed Sensitivity.

SpeedAlert™ provides vehicle speed during each alert.

Simple and intuitive controls.

ESCORT Passport 8500ci Plus Discreet custom installed system.

Pre-loaded with the New Zealand database of speed and safety camera locations.

GPS technology allows you to lock out false alerts at the touch of a button.

Supercharged Radar Protection provides long-range detection of all known radar and laser guns.

DRIVE SMARTER drive safe

Escorts team of engineers have created the most sensitive radar/laser detector ever.

RedLine provides the longest range for every signal out there. Its twin-antennae design allows it to maximise performance by band, giving you the longest warning possible.

It’s also completely undetectable and wrapped in a magnesium case for durability.

The Baddest Detector on the Road

BUY DIRECT THREE SPECIALIST STORES

OH LA


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

LA

Photos Stuart Price


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

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 low-downforce 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.

Q


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.


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, old-school 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

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

HO

OLI

GA

N H

YBR

IDS

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.

P1

LaFerrari

918

VS

VS

LaFerrari sure to be a rare sight on road with just 499 made while its performance potential

begs a track outing to fully appreciate


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.

LaFerrari

Price €1.2 million

0-100 km/h Sub-3.0sec

C02 output 333g/kmEngine Capacity 6262ccFormat V12/mid/longitudinalMax power 708kW@9000rpmMax torque 970Nm@6750rpmWeight-to-power 1.9kg/kWCompression ratio 13.5:1Cylinder head 48v/dohc/vvtTransmission 7-speed twin-clutchDrivetrain rear-wheel driveSuspension Front Double wishbones/sway barSuspension Rear Double wishbones/sway barBrakes Front Carbon ceramic discs (398mm)Brakes rear Carbon ceramic discs (380mm)Stability systems ESP/TC/ABS/EBDTyre size f-265/30/ZR19 r-345/30ZR20Tyres Pirelli P Zero CorsaDimensions Wheelbase 2650mmLength/Width/Height 4702mm/ 1992mm/ 1116mmFuel capacity 86LLuggage capacity n.aWeight 1345 wet kg



Words Kyle Cassidy Photos Tom Gasnier

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.


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


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


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

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.

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 two-door, 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/hClaimed fuel use 6.3L/100kmC02 output 145g/kmAmbient cabin noise (dB@100km/h) 77.1Engine capacity 1598ccEngine format IL4/DI/T/transverseMax power 199kW@6000rpmMax torque 330Nm@1900-5500rpmSpecific output 124.5kW/LWeight-to-power 6.76kg/kWBore x stroke 77mm x 85.8mm Compression ratio 9.2:1Cylinder head dohc/16v/vvtGearbox 6-speed manualDrivetrain front-wheel driveFront suspension mac struts/swaybarRear suspension torsion beam/swaybarFront brakes ventilated discs (380mm) Rear brakes ventilated discsStability systems ESP/TC/ABS/EBD/EBATyre size 225/40R19Tyres Goodyear Eagle F1 Wheelbase 2612mmL/W/H 4294mm/1845mm/1352mmTrack 580mm/1595mmDrag coefficient n.aFuel capacity 55LLuggage capacity 321LWeight (full tank) 1347kgWeight distribution 65.7/34.3% front/rearCorner weights

243

232

424

448

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.


LUBRICANT COMPANY,SINOPEC CORP.

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

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

Performance in Motion

THE

MAKERTHETHELAWMAKERMAKER

THE SENATOR IS THE

EXECUTIVE CHOICE IN

THE HSV RANGE, WITH AN

UNDERSTATED LOOK AND

ADDED LUXURIES TO ITS

MUSCLE CAR PERSONA

Words Kyle Cassidy

Photos Tom Gasnier


HSV faces an uncertain future. What will its model line-up 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 right-hand 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

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 six-speed 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’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

HSVSenator

Louisson’s lowdown S

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

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,

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.

HSV 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

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.

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/hClaimed fuel use 12.9L/100kmC02 output 329g/kmAmbient cabin noise 73.8dB@100km/hEngine capacity 6,162ccEngine format V8/longitudinalMax power 340kW@6000rpmMax torque 570Nm@4600rpmSpecific output 55.2kW/LWeight-to-power 5.4kg/KWBore x stroke 103mm x 95mm Compression ratio 10.7:1Cylinder head ohv/16vGearbox 6-speed autoDrivetrain rear-wheel driveFront suspension Mac struts/swaybarRear suspension multilink/swaybarTurning circle 11.4m (2.7 turns)Front brakes ventilated discs Rear brakes ventilated discsStability systems ESP/TC/ABS/EBD/EBATyre size f-255/35R20, r-275/35R20Tyres ContiSportContact5pWheelbase 2915mmL/W/H 4947mm/1899mm/1467mmTrack 1616mm/1590mmFuel capacity 73LLuggage capacity 496LWeight (full tank) 1852kgWeight distribution 49.9/50.1% (front/rear)Corner weights

449

479

468

455

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



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 SUVLAIR

AMILYRENCH

Words Kyle Cassidy Photos Tom Gasnier

C4GRAND PICASSO

It’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

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.


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.

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

Citroën Grand C4 Picasso Intensive

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/hClaimed fuel use 4.6L/100kmC02 output 120g/kmAmbient cabin noise 73.4dB@100km/hEngine capacity 1997ccEngine format IL4/TDI/transverseMax power 110kW@4000rpmMax torque 370Nm@2000rpmSpecific output 55.1kW/LWeight-to-power 15.3kg/kWBore x stroke 85mm x 88mmCompression ratio 16.5:1Cylinder head dohc/16vGearbox 6-speed autoDrivetrain front-wheel driveFront suspension Mac strut/sway barRear suspension torsion beamTurning circle 11m (3.0 turns lock-to-lock)Front brakes ventilated discsRear brakes discsStability systems ABS/EBD/BA/TC/ESPTyre size 225/45R18Tyres Michelin Pilotsport3 Wheelbase 2840mmL/W/H 4597/1826/1634mmTrack 1573/1587mmDrag coefficient 0.33Fuel capacity 52LLuggage capacity 170/704/1843LWeight (full tank) 1684kgWeight distribution 60.4/39.6% (front/rear)Corner weights

349

352

374

381

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.

C4GRAN PICASSO

Intensive model that we tested does. The new model continues the tradition of centrally-mounted instruments and here you get a mammoth 12-inch LCD display, configurable to suit your mood, but why the system needs to do a complete and lengthy reboot every time you change the skin is quirky. Below it, set mid-dash, is a funky seven-inch touchscreen controller which is flanked by six menu buttons for the minor functions like air con and sat nav which serve to simplify the navigation through the system’s submenus. Still, it took me a day to find the button to kill the stop/start function, lurking as it was within one of the submenus. Automated self parking is present though it’s not nearly as useful as the 360 degree camera system, while the motorised tailgate (waste of money) and active cruise and lane departure systems are on the options list.

The C4 GP is a comfort-orientated practical conveyance. You sort of slide straight into the comfy driver’s

chair, which is an elevated posi but not one that you need to climb up into. The shifter is again mounted up on the dash, freeing up space and there’s an open and airy feel to the cabin with its big windscreen which extends up into the roof and thin double A-pillars giving you an almost completely unobstructed forward vision. It feels like you’re in the cockpit of a helicopter, especially with the test car’s optional panoramic roof. There’s a better sense of quality from this Citroën, with a certain premium feel to the surfaces. The ride quality is sound, of course, something Citroën always values, and it’s quiet on

the go too, the suspenders hushed, wind noise muted, and the tyre roar subdued, not bad considering its overtly sporty Michelin PilotSport3 rubber. We could imagine the $42,990 entry-level Seduction model’s 205/55R17 rubber would be even cushier and quieter on the move. The Michelins see the Intensive GP stick in the bends with no concerns that the front or rear ends will get unruly. Despite the torsion beam rear the Picasso rides out mid-corner bumps and ruts without ruffling any feathers, and it is generally level through bends, though it can’t hide its near 1700kg weight. The only thing hindering a truly silky drive experience is the lightweighted, dead steering, which makes it difficult to round off the bends smoothly. So it’s not as nimble as, say, the

Mazda6 wagon but for the genre it’s a sound dynamic package.

There are no worrying aspects of the powertrain as the 2.0-litre

diesel is generally lag free in operation, a little noisy

perhaps but it makes plenty of easy torque

in the low to midrange and the new, Aisin-

sourced six-speed auto makes good

use of it. The shifting protocols are programmed

to maximise comfort and economy, occasionally resisting

the urge to drop a cog but on the whole the powertrain is much

improved too, except for the hyperactive stop/start system that seems intent on turning the engine off at every opportunity.

A good offering from Citroën then, being well engineered and executed. The price seems ok and it’s supremely practical but it’s still an MPV and these aren’t well loved by Kiwi new car buyers, no matter how good they are. So how does it stack up against one of the best selling seven-seater SUVs? Read on.

Asleep on the job again, but then

the Relax Function needed testing. There’s oddment storage all over the place,

while the conversation mirror lets you keep an

eye on the ones in the rear

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


Some 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

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

SENSIBLE SEVEN-SEAT The

Solution


The StatsMODEL Holden Captiva 7 Active PRICE $49,990 (special edition pricing)ENGINE 2977cc, V6/DI, 190kW@6900rpm, 288Nm@5800rpmTRANSMISSION Six-speed auto, on-demand AWDVITALS 10.1L/100km, 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 all-round 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


ON THE 56 new zealand autocar

WWith 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.

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 variable-speed 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 road-oriented 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 BetterNow 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

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.

WARPATHWords P

eter L

ouisson Photos Jeep

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 four-cylinder 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


Jeep Cherokee Sport

Price $44,990On sale in New Zealand June 20140-100km/h n.a.Claimed fuel use 8.3L/100kmC02 output 193g/kmCapacity 2360ccFormat IL4/transverseMax power 137kW@6400rpmMax torque 232Nm@4600rpmSpecific output 58.1kW/LWeight-to-power 12.7kg/kWBore x stroke 88mm x 97mm Compression ratio 10.0:1Cylinder head sohc/16v/vvt Gearbox 9-speed automaticDrivetrain front-wheel driveFront suspension Mac strut/sway barRear suspension multilink/sway barFront brakes ventilated discs (330mm)Rear brakes solid discs (278mm)Stability systems ABS/EBD/BA/TC/ESPTyre size 225/60R17Tyres Continental PremiumContactWheelbase 2699mmL/W/H 4623mm/ 1859mm/ 1669mmTrack 1575mm/1572mmDrag coefficient 0.33Fuel capacity 60LLuggage capacity 700-1550LWeight 1729kg

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 BasicPrevious 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.


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

Ripper

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

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/hClaimed fuel use 4.7L/100kmC02 output 108g/kmAmbient cabin noise 74.8dB@100km/hEngine capacity 999ccEngine format IL3/transverseMax power 55kW@6200rpmMax torque 95Nm@3000-4300rpmSpecific output 55.1kW/LWeight-to-power 16.9kg/kWBore x stroke 74.5mm x 76.4mmCompression ratio 10.5:1Cylinder head dohc/12vGearbox 5-speed manualDrivetrain front-wheel driveFront suspension Mac strut/sway barRear suspension torsion beamTurning circle 9.8m (3.0 turns lock-to-lock)Front brakes ventilated discsRear brakes drums Stability systems ABS/EBD/BA/TC/ESPTyre size 165/70R14Tyres Falken Sincera Wheelbase 2420mmL/W/H 3563/1645/1478mmTrack 1428/1424mmDrag coefficient 0.33Fuel capacity 35LLuggage capacity 251-959LWeight (full tank) 912kgWeight distribution 59.9/40.1% (front/rear)Corner weights

178

188

275

272

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 $20kRating


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

subscribe online at www.mags4gifts.co.nz/autocar new zealand autocar 61

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

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

MID-SPEC MARVEL

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


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

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/hClaimed fuel use 5.7L/100kmC02 output 134g/kmAmbient cabin noise 73.8dB@100km/hEngine capacity 1998ccEngine format IL4/DI/transverseMax power 114kW@6000rpmMax torque 200Nm@4000rpmSpecific output 57kW/LWeight-to-power 11.4kg/kWBore x stroke 83.5mm x 91.2mm Compression ratio 13.0:1Cylinder head dohc/16v/vvtGearbox 6-speed autoDrivetrain front-wheel driveFront suspension mac struts/swaybarRear suspension multilink/swaybarTurning circle 10.6m (2.5 turns)Front brakes ventilated discsRear brakes discsStability systems ESP/TC/ABS/EBD/EBATyre size 205/60R16Tyres Toyo Nanoenergy R38Wheelbase 2700mmL/W/H 4580/1795/1450mmTrack 1555/1560mmDrag coefficient 0.26Fuel capacity 51LLuggage capacity 408LWeight (full tank) 1300kgWeight distribution 60.9/39.1% (front/rear)Corner weights

273

235

386

406

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


subscribe online at www.mags4gifts.co.nz/autocar new zealand autocar 63

Because the company is so States-centric 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

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 front-driver. 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

Sayonara

OUTBACK


to a weight saving strategy that sees this vehicle scale up at 1550kg. Any request for more go gets a reasonably brisk response, the engine spinning up to around 4000rpm where peak torque is produced and the Outback efficiently going about its business. There’s a sense of effortlessness here, it is all done without great clamour and the long travel suspension mops up all manner of road atrocities thrown its way making the Outback a genuine distance gobbler.

On top of which it has some of the best steering in its class, just as it always has. There’s no sense of corruption from the front wheels but there’s a decent dollop of road feel. The suspension, which features self-levelling rear wishbones – so handling is less affected by load – also conveys a good sense what’s happening down below. On gravel, even with ESP switched off you’re never on your own, because it doesn’t exactly cancel completely. And now there’s no conventional handbrake, getting out of shape is nigh on impossible. Which of course is at it should be (cue sigh).

Being at the end of its days, there are a few interior aspects you might label as quaint, like the tiny readout for the trip computer, mounted high up on the dash, and its push wand located inconveniently just to the left of the instruments. We couldn’t seem to reset average fuel use, which showed 10.6L/100km most of the time. But the instantaneous read out hinted that better is possible.

Another old school aspect is the tiny monitor for the reversing camera which makes it tricky to assess distance from objects, especially without sonar. There’s no lumbar adjust, though the driver’s seat height adjustor has the lightest lever operation I have ever experienced. The Eyesight active safety system may be lacking from this entry level model, but it does come with an immobiliser and security system, a tow rating of 1500kg, paddle shifters, cruise control, dual zone air, seven airbags, 17-inch alloys, a full spare wheel, rear privacy glass, front fog lamps, one-touch split folding, and best of all, multifunction roof rails which include integrated cross bars. You simply unclip them and they hinge across to the other side where they clip in place. Saves hundreds on aftermarket items. And that money saved can go towards optional accessories like the sill protection pack you

see fitted to this vehicle. Plus, Outback comes with the surety of a high 5-star ANCAP crash rating.

So if there was ever good reason to drive a car that doesn’t look a million bucks, the base Outback justifies it with a lovely easy-going engine and transmission – it’s about the only CVT we can tolerate – secure handling with a fine accompanying ride, and plenty of room both for

passengers and luggage (490-1690L). The fact this versatile 4WD vehicle now costs the same as front-drive competitors makes the package even more compelling. – Peter Louisson

It might be the end of the line for this Outback, but

right now it represents great value buying. It’s hard to

think of a better carry-all for active Kiwi families given it drives like a car but can go where most soft-roaders

fear to tread

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/hClaimed fuel use 8.4L/100kmC02 output 198g/kmAmbient cabin noise 72.0dB@100km/hEngine capacity 2457ccEngine format flat-4/longitudinalMax power 127kW@5600rpmMax torque 235Nm@4100rpmSpecific output 51.7kW/LWeight-to-power 12.2kg/kWBore x stroke 94mm x 90mm Compression ratio 10.0:1Cylinder head sohc/16v/vvtGearbox CVTDrivetrain all-wheel driveFront suspension Mac strut/sway barRear suspension double wishbone/ sway barTurning circle 11.0m (3.25 turns)Front brakes ventilated discsRear brakes discsStability systems ABS/EBD/BA/TC/ESPTyre size 225/60R17Tyres Yokohama GeolanderWheelbase 2745mmL/W/H 4790/1820/1615mmTrack 1535/1535mmDrag coefficient n.a.Fuel capacity 65LLuggage capacity 490-1690LWeight (full tank) 1550kgWeight distribution 57/43% (front/rear)Corner weights

333

329

433

442

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 driveRating



Hyundai 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.

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 well-proportioned 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

BETTER MANTRA

FOR ELANTRA


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

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

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/hClaimed fuel use 7.1L/100kmC02 output 170g/kmAmbient cabin noise 72.8dB@100km/hEngine capacity 1797ccEngine format IL4/transverseMax power 110kW@6500rpmMax torque 178Nm@4700rpmSpecific output 61.2kW/LWeight-to-power 11.8kg/kWBore x stroke 81mm x 87.1mm Compression ratio 10.3:1Cylinder head dohc/16v/vvtGearbox 6-speed autoDrivetrain front-wheel driveFront suspension mac struts/swaybarRear suspension torsion beamTurning circle 10.6m (3.0 turns)Front brakes ventilated discsRear brakes discsStability systems ESP/TC/ABS/EBD/EBATyre size 215/45R17Tyres Hankook Ventus PrimeZWheelbase 2700mmL/W/H 4550mm/ 1775mm/ 1430mmTrack 1563mm/ 1576mmDrag coefficient n.aFuel capacity 50LLuggage capacity 485LWeight (full tank) 1301kgWeight distribution 60.5/39.5% (front/rear)Corner weights

252

263

400

387

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


WELL-PROPORTIONEDSTYLING HASBEEN REFRESHEDWITH REVISEDFRONT AND REAR-ENDS AND ALLOYWHEEL DESIGNS


Chrysler’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

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

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

STARS IN


With 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

(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 turbo-generated 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 cube-shaped 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

The StatsMODEL Alfa Romeo

Giulietta Progression TCTPRICE $39,990

ENGINE 1368cc, IL4/T/transverse 125kW@5500rpm, 250Nm@2500rpm

TRANSMISSION 6-speed twin-clutch, front-wheel driveVITALS 0-100km/h 7.99sec,

5.2L/100km, 121g/km, 1383kg

ALFA POISED FOR

REINVENTION


Not 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

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

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

ANOTHER ELECTRIC

LEX


While 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.

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,

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

TOP DOLLAR FOR i30

The StatsMODEL Hyundai i30 LimitedPRICE $41,990ENGINE 1990cc, IL4/DI, 129kW@6500rpm, 209Nm@4700rpmTRANSMISSION 6-speed auto, front-wheel driveVITALS 0-100 8.8s, 7.2L/100km, 175g/km, 1343kg


SAME THRILLS

LESS FRILLS,

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.

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 grin-inducing 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

The StatsMODEL Toyota 86 RC

PRICE $33,986ENGINE 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


Misty

http://www.specialeditions.co.nz

mailto:[email protected]

http://www.rve.co.nz

http://www.safeseats.co.nz

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

Words Shaun Summerfield

Photos Geoff Ridder

Scott Johnson

Jason Byrne

Shaun Summerfield

CARFRANKENSTEIN’S


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.

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 six-speed 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

KELSEY M

C2


http://www.mags4gifts.co.nz/autocar

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

of the question. Two years of graft mean he can’t get too carried away…that and his parents and major backers, Richard and Brenda, are watching closely.

Although I can’t imagine either Alex, or his younger brother Hamish, being told to slow down a whole lot. Rallying is in the Kelsey blood, with Dad having rallied an RX-7 alongside Rod Millen in the 1980s. The old campaigners reunited to win the Trans-Siberian Rally in a Porsche Cayenne in 2007 with Millen behind the wheel.

This is a chance to shake out any bugs before the

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 stage. After a faultless shakedown in Maramarua, the dash shuts down, taking the window wiper’s power supply with it. The dodgy coil has created something akin to a ‘disturbance in the force’, upsetting the electronics and leaving the car with just five cylinders.

Kelsey limps the remaining ten kay to the stage finish, his rally over. Two

years in the making, and its out after a single stage.

Still, Kelsey perks up when he sees the

results, because

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

KELSEY M

C2

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


despite touring for the last third, he’s still set the seventh quickest time. His split-times reveal he was the quickest car on the road. Kelsey admits its small consolation, but it is a major vindication.

Two years earlier the MC2 was nothing more than an outrageous idea. Kelsey believed he could build a rally car from scratch for around the same cost as a production class car for the national championship. His first moulds were taken off a regular Peugeot 207, the body shell chosen for the sole reason that it looked right, while every other part of the MC2 was picked for a purpose…and to a price. Kelsey made his own suspension set up, but the wheel assemblies are a WRC who’s who. The brake system sports STI branding, as it was designed for the Subaru World Rally Team, but since they departed the championship, no one had any use for them…until Kelsey came along. They sit on bespoke hubs, designed to wear the

magnesium wheels unwanted by the Ford Rally Team. It’s smart buying; five sets of briefly used WRC wheels cost roughly the same as one brand new set.

Even the engine is second-hand. Kelsey sourced a barely used unit from France, and reckons the Nissan-based V6 will be good for a couple of seasons. It’s not just finger in the wind stuff either. He has ditched the ethanol used by the World Series Cars to increase engine life. The redline however has been kept at 8500rpm, producing a claimed 315kW. Kelsey grins when he gives us that figure, it feels every bit that powerful…and then some. Where the MC2’s naturally aspirated engine does come up short is lower down in the rev range. Kelsey estimates its 406Nm is 40 per cent down on the turbocharged

Subaru and Mitsi units. Considering he struggled to get the 1000kg

MC2 up to the category minimum 1230kg weight,

finding momentum isn’t an issue.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



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

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

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


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



It’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?).

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



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

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


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

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.

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.DO

ES Y

OU

R M

OTH

ER K

NO

W?

TUC

KER

TIM

E



That wild bump on Turn One?

That’s just the character of the track.

– AN UNPERTURBED JASON BRIGHT

It’s what I like to do when I win.

– SHANE VAN GISBERGEN ON HIS VICTORY DRIFT

THAT TURNED INTO AN EMBARRASSING SPIN

If they forgave Sonny Bill, why not the Giz?

– EREBUS MOTORSPORT OWNER BETTY KLIMENKO

WAS HAPPY TO SIGN AUTOGRAPHS BUT

IS REPORTEDLY STILL PURSUING VAN

GISBERGEN JNR THROUGH THE COURTS

Everyone bullshits that they don’t want

to lead the championship – but I wanna

lead from now on. – MARK ‘FROSTY’

WINTERBOTTOM OPENLY DESIRES THE TITLE

You can look but don’t touch.

– THE BNT SUPERTOURER PROMOTIONAL GIRLS

It’s hard not to look at the crowd.

– SCOTT MCLAUGHLIN’S EYES WEREN’T

ALWAYS ON THE TRACK

CANDID COMMENTS

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 Bottle-O’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

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

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

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



THE STREET CIRCUIT Photos Tom Gasnier


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

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



BATHURST

1:6 gradient, and it’s quite narrow in parts further down, making contact between cars more likely, and overtaking impossible.

By far the greatest change we noted, after the even more rigid speed restriction, was to the road surface. The entire length of the 6.218km track was upgraded with fresh hot mix at the end of last year, just in time for the 12-hour endurance race in February. This was duly won by Craig Lowndes in a Ferrari 458 ahead of two SLS AMG Mercedes, with hard-charging Shane Van Gisbergen placing fourth in a McLaren MP4-12C.

We arrived at Bathurst during a two-day introduction to the many delights of the Maserati Quattroporte S, the bi-turbo V6 a sweet accompaniment to the V8 GTS. Imagine my surprise, upon entering my room in the Rydges Hotel, to discover the balcony and deck connected directly to the racetrack, The Chase only a short stroll away. You don’t really see the Rydges Mt Panorama Bathurst Hotel on telly much during the race, but perhaps that’s because you don’t go looking for

it. The hotel entrance opens directly onto the race track, between The Chase and Murray’s Corner, so after a casual 60km/h lap, in which you get time to take in just about everything of interest, the final 100m of the circuit we didn’t complete and instead hooked a right into the hotel. What we should have done, in hindsight, was to drive the track in reverse, because you can.

A word of warning. If you plan to include a lap of Bathurst in a future road trip be aware it is heavily policed. There’s almost no way you won’t see a cop at some point on your flying lap. Interestingly enough, as the night wore on, we heard some rather more spirited activity on the mountain so we

guess there are some hours of the day when the circuit is not patrolled so intensively by Mr Plod.

The circuit has quite a history, much of which can be viewed in the museum behind Rydges Hotel, full of cars and motorcycles involved in great mountain battles. Wiki informs us that racing got underway in 1938 when Mt Panorama first hosted the Australian Grand Prix (also held there on three further occasions) and it also played host to the Australian Motorcycle Grand Prix between 1984 and 1987. Endurance racing began in 1963, with the Armstrong 500 won by Bob Jane and Harry Firth in a Cortina GT. It became a 1000km race in 1973, and for almost 30 years this round of the Australian Touring Car Championship was won by either a Ford or Holden, of varying descriptions, with Jaguar winning in

1985 and two Nissan victories in ’91 and ’92. The V8 Supercar series

kicked off in 2002 and added the International prefix in

2011 with the arrival of makes other than Ford and Holden (Nissan and Mercedes).

The track itself is located on the edge of Bathurst, NSW, and

while it looks like a proper race track, it’s actually a

street circuit as it’s a public road when not used for

motorsport. One of the driveways leads to a winery and most to small farms

and private residences. At the top of the track, on the outside, is a park and campground. On the inside is the Mount Panorama sign, formed from piles of small white stones, laid out in letter shapes on the hillside.

As mentioned, this is not your classic flat track, there being a 174m variance between its highest and lowest sections. The dangerous nature of the track means it is no longer possible to hold motorcycle or open wheeler racing there.

FAR LEFT: There it is, Rydges

Hotel in the distance. LEFT: Looking back up

Skyline, it’s steep alright.LEFT LOWER: The iconic view down Conrod Straight

where the race drivers can relax for a bit

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



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,

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.

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

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 wayBELOW: The view of Bathurst township

from Skyline


SUBSCRIBE ONLINE

for assistance with subscribing online phone 0800 692 782

for subscriptions, visit mags4gifts.co.nz/nzautocar

by direct debit for $22.15 every 3 months at getmags.co.nz

Terms and conditions Pricing is valid at the time of printing for all NZ delivered print editions. The prize is one of two JackAzz S80 Electric Hydraulic Jack and Wrench Kits when a 1 or 2 year subscription is purchased or subscription renewed between 20 June and 23 July, 2014. Prize is not transferable, not redeemable for cash and no exchanges will be made. Employees of Fairfax Magazines, associated sponsor(s) and their immediate families and agencies are not permitted to enter and cannot claim the prize. The information you provide will be used for the purpose of recording your subscription details and managing your subscription. You have the right to see and correct the information held. It remains the property of and may be used for promotional purposes by Fairfax Magazines. Direct debit subscriptions can be cancelled at any time. Direct debit subscriptions are continuous unless cancelled by subscriber in writing or by email. For full terms and conditions please visitwww.getmags.co.nz. Direct debit is only available on subscription with a New Zealand delivery.

SUBSCRIBE, RENEW, OR GIVE A SUBSCRIPTION TO NZ AUTOCAR ON OR BEFORE 23 JULY 2014 AND YOU COULD WIN ONE OF TWO JACKAZZ S80 ELECTRIC HYDRAULIC JACK AND WRENCH KITS

Welcome to the latest in electric hydraulic jacking systems for cars, boats and any form of trailer. Simply plug your JackAzz into any cigarette lighter plug and the two tonne rated jack will raise almost any car in seconds. The S80 JackAzz also comes with an electric wrench to quickly remove your wheel nuts. For further information:


Keep up with us on Facebook e www.autocar.co.nz/signup

Sign up to our enewsletter

www.autocar.co.nz

Our new website!

www.autocar.co.nz/thecarclub

Check out our blog

Subscribe and be in to WIN aJACKAZZ JACKING SYSTEM

$88.50

12 ISSUES

PRIZE VALUE OF$199RRP

0800 JACKAZZ OR JACKAZZ.CO.NZ

http://mags4gifts.co.nz/nzautocar

http://www.getmags.co.nz

http://www.facebook.com/nzautocar

http://www.autocar.co.nz/signup

http://www.autocar.co.nz

http://www.autocar.co.nz/thecarclub

http://www.jackazz.co.nz

http://www.getmags.co.nz

Born for the

Words Paul Owen

Photos Tom Gasnier

THE NEW TRIUMPH THUNDERBIRD LT

AND COMMANDER MODELS MAY BE 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


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 newly-released 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 once. When WWII finished, the British brand came out fighting despite the collapse of the British Empire and the burden of an indebted post-war domestic economy. By 1950, the US had overtaken Blighty as Triumph’s biggest market, and its success so threatened Harley-Davidson that the Milwaukee-based 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.

Plenty of chrome on show, these Triumphs are a Magpie favourite. LT has an American look to its styling while the screen offers some weather protection for the long cruise



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

‘Light Touring’ and it’s a bit of an oxymoron as the dressed-for-travel model is only as light as any 400kg motorcycle can be. Yet this is how the LT feels to ride – light n’ easy. Muscles relax immediately after the solitary task of lifting the hefty LT off its sidestand, the rider’s body feeling relieved by the knowledge that no further effort will be required until the next stop.

Underway, the thudding power strokes of the inline twin begin a shallow-tissue massage that has more potential to relieve stress than annoy. And it feels like most of the 151 Newtons that the LT develops at 3350rpm hang around throughout the rev range. Overtakes on the open road require just a simple twist of the right wrist, with no need for any input from the left side of the rider’s body. There’s grunt aplenty right through the rev range, and it blesses the Triumph with more thrust than a 1690cc Harley. Then at the point where Milwaukee’s finest is beginning to run out of puff up the top of the range, the 94bhp T-bird will kick up its heels and leave the 75bhp American bike for dust. Proper twin-overhead-

cam cylinder head architecture instead of obsolete pushrods will do that for a bike.

For many, how the Triumph engine looks and sounds will be more important than how it goes. And while parallel-twins do have the advantage of compacting engine mass to improve bike handling, it’s debatable whether they can achieve the same visual appeal as a V-twin. Although Triumph’s Bonneville engines of 1960s and 1970s are arguably some of the sweetest-looking motors of all time, there’s something bland and over-sanitised about the appearance of the Thunderbird’s big unit. Same goes for the sound the LT makes, which is muffled almost to the point of becoming offensive. At least the 270-degree crank of the T-bird allows it to syncopate the bangs it emits to the same endearing offbeat thumping as a V-twin.

Refinement is the real reason to fly down the road on a Thunderbird, and experience the quality through the glitch-free throttle response, the positive gear-shifts, and some of the best steering in the cruiser universe. In the LT’s case, you can add ride quality to the list as its more squishy sidewalls and 16-inch, 54-spoke wheels back up the work done by the supple suspension. With the 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

The more street ready of the two, the Commander attempts to out muscle the Harley Fat Boy. Bad boys need only apply


Triumph Thunderbird 1700 Commander

Price $26,590

0-100 km/h 4.08sec

80-120 km/h 2.73sec (77.7m)

Speedo error 95 at an indicated 100km/hEngine Capacity 1699ccFormat Liquid-cooled inline twinMax power (kW@rpm) 71kW@5400rpmMax torque (Nm@rpm) 151Nm@3350rpmCylinder head dohc,8vGearbox 6-speed sequential gearboxDrivetrain Belt final driveSuspension front 47mm unadjustable Showa forks with 120mm of travelSuspension rear Preload-adjustable Showa twin shocks with 109mm of travelBrakes front 2 x 310mm floating discs with Nissin four-piston calipersBrakes rear 310mm fixed disc with Brembo single-piston caliperStability systems ABSWheels and Tyres Metzeler Marathon radialsTyres front 140/75ZR17Tyres rear 200/50ZR17Wheelbase 1665mmSeat height 700mmRake/trail 30.1°/ 135mmFuel capacity 22LMeasured weight 370kgWeight bias f-170kg, r-200kgVerdict 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 BoyRating


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 jewel-like 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?



So 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

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

World’s Flashest

IndiansWords Peter Louisson

Photos Polaris


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 ELLOUS

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, pseudo-ADVs, 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

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 odd-ball 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?

F3800engine 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,

Words Peter Louisson Photos Tom Gasnier



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

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.

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/hEngine Capacity 798ccFormat Liquid-cooled fuel-injected inline triple Max power 109kW @ 13,000rpmMax torque 88Nm @ 10,600rpmCylinder head Dohc, 12-valveGearbox 6-speed; electronically assisted shifterDrivetrain chain final driveSuspension front 43mm USD telescopic forks, fully adjustableSuspension rear Monoshock, fully adjustableBrakes front 320mm disc, Brembo 4-piston radial-mount monobloc calliperBrakes rear 220mm disc, 2-piston calliperStability systems Switchable ABS, TCWheels and Tyres Pirelli Diablo Rosso CorsaTyres front 120/70x17Tyres rear 180/55x17Wheelbase 1380mmSeat height 805mmRake/trail 24.9°/ 99mmFuel capacity 16.5LMeasured weight 198kgWeight bias f-102.5kg, r- 95.5kgVerdict 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


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

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


FOR THE ULTIMATE SHINE & PROTECTION

For more product or stockist information freephone 0800 227 422 or visit

Protecting your most prizedpossessions since 1901

http://www.smitsgroup.co.nz

Prices are RRP. Errors & Omissions Excepted. *tested by NZ Autocar ** no ABS no stability control

$ M

anual

$ A

uto

mat

ic

Pow

er (

kW)

Torq

ue

(Nm

)

Cyl

inder

s/ca

pac

ity

Air

bag

s

Wei

ght

(kg)

0-1

00

km

/h

Cla

imed

Fuel

Use

(L/1

00km

)

Issu

e te

sted

Model

NEWMARKET

alfa romeo.co.nz

MiTo Progression 32,990 35,990 99 230 4/1368 7 –– 8.2 5.6 ––

MiTo Distinctive –– 38,990 99 230 4/1368 7 –– 8.2 5.6 ––

MiTo QV 42,990 –– 125 250 4/1368 7 1256* 7.90* 6.0 10/10

Giulietta Progression 36,990 39,990 125 250 4/1368 6 1383* 7.99* 6.0 07/14

Giulietta Distinctive –– 43,990 125 250 4/1368 6 1284 7.8 6.0 ––

Giulietta JTD Distinctive –– 47,990 125 350 4/1956 6 1535 7.9 4.5 ––

Giulietta QV 54,990 –– 174 340 4/1368 6 1458* 7.13* 7.6 11/13

aston martin.co.nz

Vantage V8 197,000 205,000 313 470 8/4735 4 1630 4.9 13.9 ––

Vantage Roadster V8 212,000 220,000 313 470 8/4735 4 1710 4.9 13.9 ––

Vantage V8 S –– 217,000 321 490 8/4735 4 1628* 4.89* 12.9 07/11

Vantage V8 S Roadster –– 232,000 321 490 8/4735 4 1690 –– 12.9 07/11

Vantage V12 320,000 –– 380 570 12/5935 4 1687* 4.51* 16.3 12/09

DB9 –– 315,000 335 570 12/5935 4 1785* 5.08* –– 02/05

DB9 Volante –– 332,000 335 570 12/5935 4 1886 5.5 –– ––

Virage –– 335,000 365 570 12/5935 4 1804 4.42* 15.0 10/11

Virage Volante –– 353,000 365 570 12/5935 4 1890 4.6 –– ––

Rapide –– 329,000 350 600 12/5935 6 2032* 5.27* 14.9 01/11

Rapide Luxe –– 357,000 350 600 12/5935 6 1990 5.2 14.9 ––

Vanquish –– 430,000 421 620 12/5935 6 1780* 4.54* 14.4 03/13

audi.co.nz

A1 sportback 1.4 TFSI –– 40,800 90 200 4/1390 6 1211* 9.15* 5.3 07/12

A1 sportback 1.4 TFSI Sport –– 43,300 90 200 4/1390 6 1215 9.0 5.3 ––

A1 sportback 1.4 TFSI Sport Plus –– 48,900 136 250 4/1390 6 1215 7.0 5.9 ––

A3 sportback 1.4 TFSI –– 48,400 90 200 4/1395 6 1195 9.3 5.0 ––


A3 sportback 2.0 TDI Sport –– 55,900 110 320 4/1968 6 1423* 8.40* 4.5 07/13


A3 sedan 2.0 TDI Sport –– 62,000 110 320 4/1968 6 1340 8.2 4.5 ––

A3 sedan 1.8 TFSI –– 62,000 132 250 4/1798 6 1295 7.3 5.6 ––

A4 1.8 TFSI –– 69,900 125 320 4/1798 8 –– 8.3 5.8 ––

S3 sportback –– 79,990 221 380 4/1984 6 1475 4.9 6.9 ––

S3 sedan –– 86,000 221 380 4/1984 6 1450 4.9 6.9 ––

A4 2.0 TDI quattro –– 75,400 130 380 4/1968 8 –– 7.9 5.3 ––

A4 2.0 TFSI quattro –– 79,900 155 350 4/1984 8 –– 6.5 7.0 ––

A4 3.0 TDI quattro –– 104,500 180 500 6/2967 8 –– 5.9 5.7 ––

A4 1.8 TFSI avant –– 73,900 125 320 4/1798 8 –– 8.4 6.0 ––

A4 2.0 TDI quattro avant –– 79,400 130 380 4/1968 8 –– 8.0 5.5 ––

A4 2.0 TFSI quattro avant –– 83,900 155 350 4/1984 8 –– 6.6 7.1 ––

A4 3.0 TDI quattro avant –– 108,500 180 500 6/2967 8 –– 6.1 5.9 ––

S4 3.0 TFSI quattro –– 113,900 245 440 6/2995 8 –– 5.0 8.1 ––

S4 3.0 TFSI quattro avant –– 117,900 245 440 6/2995 8 –– 5.1 8.4 ––

A4 allroad 2.0 TDI quattro –– 83,900 130 380 4/1968 8 1737* 8.06* 6.0 04/13

RS 4 avant –– 156,000 331 430 8/4136 8 1795 4.46* 10.7 01/13

A5 Sportback 2.0 TFSI quattro –– 86,300 155 350 4/1984 6 1683* 7.30* 7.5 04/10

A5 Sportback 3.0 TDI quattro –– 109,500 176 500 6/2967 6 1804* 5.80* 6.6 10/12

A5 2.0 TFSI cabriolet –– 103,750 155 350 4/1984 6 1735 7.3 7.7 ––

S5 Sportback 3.0 TFSI quattro –– 118,900 245 440 6/2995 6 1755 5.4 9.4 ––

S5 3.0 TFSI quattro cabriolet –– 128,200 245 440 6/2995 6 1950* 5.02* 9.7 11/09

S5 3.0 TFSI quattro –– 124,900 245 440 6/2995 6 –– 4.9 8.1 ––

RS 5 4.2 FSI quattro –– 165,900 331 430 8/4163 6 1807* 4.56* 10.8 11/10

TT 2.0 TFSI –– 90,900 147 280 4/1984 6 1322* 6.86* 7.7 02/07

TTRS 2.5 TFSI quattro –– 149,700 250 450 5/2480 6 1492* 4.6 9.2 10/09

A6 3.0 TDI quattro –– 119,900 150 450 6/2967 8 1813* 6.78* 5.7 10/11

A6 allroad BiTDI quattro –– 147,900 230 650 6/2967 8 1910 5.6 6.7 ––

A6 3.0 BiTDI quattro –– 139,900 230 650 6/2967 8 1790 5.1 6.4 ––

S6 4.0 TFSI quattro –– 156,800 309 550 8/3993 8 –– 4.6 9.6 ––

A6 allroad 3.0 TDI quattro –– 128,800 150 450 6/2967 8 1877* 7.15* 6.1 11/12

A6 3.0 BiTDI quattro –– 144,900 230 650 6/2967 8 1855 5.1 6.4 ––

S6 4.0 TFSI quattro avant –– 161,800 309 550 8/3993 8 2004* 4.28* 9.7 01/13

RS 6 quattro avant –– 198,000 412 700 8/3993 8 2035* 3.65* 9.8 01/14

A7 Sportback 3.0 BiTDI quattro –– 151,700 230 650 6/2967 6 1850 5.3 6.4 ––

S7 Sportback 4.0 TFSI quattro –– 169,900 309 550 8/3993 6 1945 4.7 9.6 ––

RS 7 Sportback quattro –– 209,900 412 700 8/3993 8 1920 3.9 9.8 ––

Q3 1.4 TSI –– 59,900 110 250 4/1395 6 1405 8.9 6.2 ––

Q3 2.0 TDI quattro –– 72,500 130 380 4/1968 6 1621 7.44* 5.9 ––

RS Q3 2.5 TFSI quattro –– 104,900 228 420 5/2480 8 1704* 5.09* 8.8 05/14

Q5 2.0 TDI quattro –– 89,900 125 350 4/1968 6 1730 9.83* 6.7 08/09

Q5 3.0 TDI quattro –– 108,900 176 500 6/2967 6 2012* 7.43* 7.5 03/09

SQ 5 3.0 BiTDI quattro –– 125,500 230 650 6/2967 6 2016* 5.30* 6.8 07/13

Q7 3.0 TDI quattro –– 105,000 176 500 6/2967 8 2433* 8.61* 10.5 12/06

Q7 4.2 TDI quattro S line –– 143,900 240 760 8/4134 8 2450 6.77* 11.1 ––

A8 3.0 TDI quattro –– 184,700 184 550 6/2967 8 –– 6.1 6.4 ––

A8L 3.0 TDI quattro –– 194,700 184 550 6/2967 8 –– 6.2 6.6 ––

A8 4.2 TDI quattro –– 225,000 258 800 8/4134 8 2147* 5.79* 7.6 01/11

A8L 4.2 TDI quattro –– 235,000 258 800 8/4134 8 2045 5.6 7.8 ––

S8 4.0 TFSI quattro –– 224,000 382 650 8/3993 8 –– 4.2 10.2 ––

R8 V8 quattro –– 245,000 316 430 8/4163 6 1585 4.3 12.4 ––

R8 V10 Plus quattro –– 325,000 404 540 10/5204 6 1669* 3.63* 12.9 07/13

R8 V10 Spyder quattro –– 317,000 386 530 10/5204 6 1745 3.8 13.3 ––

peugeot.co.nz

INTERESTDEPOSIT 2nd YEAR 3rd YEAR0%1/3 1/3 1/3

The Peugeot 508 does nothing by halves.

*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 fi nance

lending criteria; see your Peugeot Dealer for full details. Offer ends 30 June 2014.

Yours from just $18,330* deposit.

http://www.peugeot.co.nz

http://www.alfaromeo.co.nz

http://www.astonmartin.co.nz

http://www.audi.co.nz

Distributors: To have your prices updated, email your current price list and information to [email protected] by the 10th of each month new zealand autocar 103subscribe online at www.mags4gifts.co.nz/autocar

$ M

anual

$ A

uto

mat

ic

Pow

er (

kW)

Torq

ue

(Nm

)

Cyl

inder

s/ca

pac

ity

Air

bag

s

Wei

ght

(kg)

0-1

00

km

/h

Cla

imed

Fuel

Use

(L/1

00km

)

Issu

e te

sted

Model

auckland.bentleymotors.com

Continental GT V8 –– 325,000 373 660 8/3993 6 2295 4.8 10.5 ––

Continental GT –– 365,000 423 700 12/5998 6 2320 4.6 16.5 ––

Continental GTC V8 –– 375,000 373 660 8/3993 6 –– 5.0 10.5 ––

Continental GTC –– 415,000 423 700 12/5998 6 2495 4.8 16.5 ––

Continental Flying Spur –– 350,000 412 650 12/5998 6 2440 5.2 16.6 ––

Continental Flying Spur Speed –– 395,000 449 750 12/5998 6 2440 4.8 16.6 ––

Mulsanne –– 555,000 376 1020 8/6750 8 2585 5.3 16.9 ––

bmw.co.nz

116i hatch –– 49,800 100 220 4/1598 6 1365 8.5 5.7 ––

118i hatch –– 56,600 125 250 4/1598 6 1370 7.4 5.9 ––

118d hatch –– 57,800 105 320 4/1995 6 1420 8.9 4.5 ––

125i –– 65,700 160 310 4/1995 6 1459* 6.36* 6.6 08/12

M135i –– 86,900 235 450 6/2979 6 1518* 4.85* 7.5 06/13

220i –– 71,700 135 270 4/1997 6 1457* 7.15* 6.0 06/14

320i –– 74,700 135 270 4/1997 6 1500 7.6 6.2 ––

320d –– 75,300 135 380 4/1995 6 1530* 7.62* 4.4 05/12

328i –– 88,900 180 350 4/1997 6 1557* 5.88* 6.3 11/13

330d –– 103,400 190 560 6/2993 6 1615 5.6 4.9 ––

335i –– 107,400 225 400 6/2979 6 1581* 5.41* 7.2 06/12

318d touring –– 78,200 105 320 4/1995 6 1575 9.2 4.7 ––

320i xDrive touring –– 84,200 135 270 4/1997 6 1650 7.7 6.6 ––

320d xDrive touring –– 84,800 135 380 4/1995 6 1660 7.7 5.1 ––

328i –– 94,400 180 350 4/1997 6 1633* 6.33* 6.5 04/13

330d xDrive touring –– 112,900 190 560 6/2993 6 1772* 5.43* 5.4 08/13

320i Gran Turismo xDrive –– 95,700 135 270 4/1997 6 1560 8.71* 6.2 05/14

428i coupe –– 98,400 180 350 4/1997 6 1470 5.8 6.4 ––

435i coupe –– 126,900 225 400 6/2979 6 1634* 5.25* 7.4 12/13

428i convertible –– 120,600 180 350 4/1997 6 1700 6.4 6.7 ––

435i M Sport convertible –– 149,200 225 400 6/2979 6 1750 5.5 7.7 ––

535i –– 132,000 225 400 6/2979 6 1700 6.1 8.4 ––

530d –– 132,600 190 540 6/2993 6 1790 6.0 5.3 ––

550i –– 169,500 300 600 8/4395 6 2005* 5.28* 10.4 08/10

M5 –– 210,900 423 680 8/4395 6 1978* 4.35* 9.9 01/14

650i coupe –– 219,000 300 600 8/4395 4 1966* 5.20* 10.5 11/11

M6 –– 267,600 412 680 8/4395 6 1919* 4.30* 9.9 03/13

650i convertible –– 233,000 300 600 8/4395 4 2079* 5.12* 10.7 05/11

M6 convertible –– 279,600 412 680 8/4395 6 1930 4.3 10.3 ––

650i Gran Coupe –– 227,000 330 650 8/4395 6 2019* 5.06* 8.6 11/12

M6 Gran Coupe –– 275,600 412 680 8/4395 6 1950 4.2 9.9 ––

730d –– 193,700 180 540 6/2993 6 1963* 6.65* 7.2 03/10

750i –– 235,700 300 600 8/4395 6 2112* 5.44* 11.4 04/09

750Li –– 245,700 327 600 8/4395 6 2055 5.3 11.4 ––

760Li –– 358,700 400 750 12/5972 6 2272* 4.93* 13.0 12/10

Z4 sDrive20i –– 87,750 135 270 4/1997 6 1395 6.9 6.8 ––

X1 sDrive18d –– 67,000 105 200 4/1995 6 1480 9.6 4.9 ––

X1 sDrive20i –– 70,400 135 270 4/1997 6 1485 7.4 6.9 ––

X1 sDrive20d –– 72,400 130 350 4/1995 6 1589* 7.60* 5.3 12/12

X1 xDrive20d –– 78,400 130 350 4/1995 6 1650 8.4 5.8 ––

X3 xDrive20d –– 91,350 135 380 4/1995 8 1847* 8.75* 5.6 04/11

X3 xDrive30d –– 111,950 190 560 6/2993 8 1875 6.2 6.0 ––

X5 xDrive30d –– 129,500 190 560 6/2993 6 2145 6.9 6.2 ––

X5 M50d –– 174,500 280 740 6/2993 8 2416* 5.32* 6.7 02/14

X6 xDrive30d –– 139,500 180 540 6/2993 6 2150 7.5 7.4 ––

X6 xDrive40d –– 152,500 225 600 6/2993 6 2283* 6.56* 7.5 01/11

X6 xDrive50i –– 176,500 300 600 8/4395 6 2310* 5.44* 12.5 05/09

X6 xDrive M50d –– 180,500 280 740 6/2993 6 2225 5.3 7.7 ––

X6 M –– 212,100 408 680 8/4395 6 2402* 4.81* 13.9 04/10

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

cheryauto.co.nz

J1 12,990 –– 62 122 4/1300 2 1040 –– 6.7 ––

J3 16,990 –– 87 147 4/1597 6 1350 –– 8.9 ––

J11 21,990 23,990 102 182 4/2000 2 1375 –– 8.9 ––

chrysler.co.nz

300S –– 62,990 210 340 6/3604 6 1828 7.40* 9.7 06/14

300C SRT8 Core –– 74,990 347 631 8/6424 6 1979 4.8 13.0 09/13

300C SRT8 –– 87,990 347 631 8/6424 6 1979 4.91* 13.0 09/12

Grand Voyager –– 69,990 120 360 4/2776 6 2124 –– 8.4 ––

Grand Voyager Ltd –– 84,990 120 360 4/2776 6 2240 –– 8.4 ––

citroën.co.nz

C3 Seduction 23,490 –– 60 118 3/1199 6 1050 12.3 4.6 ––

C3 Seduction VTi –– 25,990 88 160 4/1598 6 1164 10.9 6.6 ––

C3 Exclusive VTi –– 28,990 88 160 4/1598 6 1164 10.9 6.6 ––

C4 Seduction VTi 88kW –– 28,990 88 160 4/1598 6 1273 11.9 7.0 ––

C4 Exclusive VTi 88kW –– 31,490 88 160 4/1598 6 1273 11.9 7.0 ––

C4 Grand Picasso Seduction –– 42,990 110 370 4/1997 6 –– 9.7 4.5 ––

C4 Grand Picasso Intensive –– 49,990 110 370 4/1997 6 1684* 10.07* 4.5 07/14

C4 Aircross Seduction 4x2 –– 36,990 110 197 4/1997 7 1395 10.2 7.9 ––

C4 Aircross Exclusive 4x2 –– 38,990 110 197 4/1997 7 1414* 10.53* 7.9 06/13

C4 Aircross Exclusive 4x4 –– 43,990 110 197 4/1997 7 1460 10.9 8.1 ––

C5 Exclusive HDi 120kW –– 54,990 120 340 4/1997 9 1722* 9.42* 7.1 08/10

C5 Exclusive HDi Tourer 120kW –– 57,990 120 340 4/1997 7 –– 11.8 7.1 ––

DS3 D Style 88kW –– 36,990 88 160 4/1598 6 1171* 10.89* 7.0 01/11

DS3 D Sport 115kW 38,990 –– 115 240 4/1598 6 1165 7.3 6.7 ––

DS3 D Style Cabrio 88kW –– 40,990 88 160 4/1598 6 1220 10.9 6.7 ––

DS3 D Sport Cabrio 115kW –– 42,990 115 240 4/1598 6 1250 7.3 6.7 ––

DS4 DStyle 120kW –– 44,990 120 240 4/1598 6 –– 9.4 7.7 ––

DS4 DSport 147kW 48,990 –– 147 275 4/1598 6 –– 7.9 6.4 ––

DS5 D Sport –– 59,990 115 240 4/1598 8 1570* 9.83* 7.3 06/13

DS5 D Sport HDi –– 59,990 120 340 4/1997 8 1704 9.8 6.1 ––

dodge.co.nz

Journey SXT –– 41,990 206 342 6/3604 6 1750 8.3 10.4 ––

Journey R/T –– 51,990 206 342 6/3604 6 1775 8.3 10.4 ––

ferrari.co.nz

California –– 452,500 338 485 8/4297 4 1891* 4.59* 13.1 06/10

458 Italia –– 534,000 425 540 8/4499 4 1485 3.3 13.7 ––

458 Italia Spider –– 585,000 425 540 8/4499 4 1430 3.4 11.8 ––

FF –– 635,000 492 683 12/6262 4 1880 3.7 15.4 ––

F12berlinetta –– 693,100 545 690 12/6262 4 1525 3.1 15.1 ––

fiat.co.nz

500 Pop 19,990 21,990 51 102 4/1242 7 905 12.9 5.0 ––

500 Sport 24,990 26,990 74 131 4/1368 7 970 10.5 5.8 ––

500 Cabriolet Pop –– 24,990 51 102 4/1242 7 970 –– 5.0 ––

500 Cabriolet Sport –– 29,990 74 131 4/1368 7 1075* 11.25* 5.8 04/10

500 Cabriolet Lounge –– 32,990 63 145 2/875 7 970 –– 3.9 ––

Abarth 500 Eseesse 42,990 –– 118 230 4/1368 7 1110* 8.16* 6.5 05/11

Abarth 500 Cabriolet Eseesse –– 46,990 118 230 4/1368 7 –– 7.6 6.5 ––

Punto Pop 21,990 23,990 57 115 4/1368 6 1024 13.2 5.7 ––

Punto Easy –– 25,990 57 115 4/1368 6 1024 13.2 5.4 ––

Punto Lounge –– 27,990 57 115 4/1368 6 1024 13.2 5.4 ––

Panda Pop 21,990 –– 69 102 4/1242 6 1015 14.2 5.2 ––

Panda Easy 23,990 25,990 63 145 2/875 6 1050 11.2 4.2 ––

Panda Lounge –– 27,990 63 145 2/875 6 1050 11.2 4.2 ––

Panda Trekking 29,990 –– 55 190 4/1248 6 1110 13.2 4.2 ––

ford.co.nz

Fiesta Trend 23,990 25,490 82 140 4/1596 7 1076 –– 5.8 ––

Fiesta Sport 27,340 28,840 92 170 3/999 7 1150* 9.41* 4.2 02/14

Fiesta ST 34,990 –– 134 240 4/1560 7 1191* 7.07* 5.9 07/13

EcoSport Trend –– 29,990 82 142 4/1598 7 1289 –– 6.5 ––

EcoSport Titanium –– 32,990 82 142 4/1598 7 1298* 12.52* 6.5 06/14

Focus Ambiente –– 33,340 92 159 4/1596 6 1393 –– 6.4 ––

Focus Ambiente wagon –– 34,840 92 159 4/1596 6 1340 –– 6.4 ––

Focus Trend –– 36,340 125 202 4/1999 6 1420 –– 6.6 ––

Focus Trend Diesel –– 39,340 120 340 4/1997 6 1538 –– 5.4 ––

Focus Trend Diesel wagon –– 40,840 120 340 4/1997 6 1485 –– 5.3 ––

Focus Sport –– 42,340 125 202 4/1999 6 1420 –– 6.7 ––

Focus Titanium –– 47,340 125 202 4/1999 6 1420 –– 6.7 ––

Focus Titanium sedan –– 47,340 125 202 4/1999 6 1426 –– 6.7 ––

Focus ST 52,840 –– 184 360 4/1999 6 1461* 6.68* 7.2 12/12

Mondeo LX hatch –– 43,340 118 208 4/2261 7 1699 –– 9.3 ––

Mondeo LX wagon –– 44,840 118 208 4/2261 7 1788 –– 9.3 ––

Mondeo Diesel LX hatch –– 46,340 120 340 4/1997 7 1806 –– 5.6 ––

Mondeo Diesel LX wagon –– 47,840 120 340 4/1997 7 1806 –– 5.6 ––

Mondeo EcoBoost Zetec hatch –– 48,340 149 300 4/1999 7 –– –– 8.0 ––

Mondeo Diesel Zetec hatch –– 50,340 120 340 4/1997 7 1754 –– 5.6 ––

Mondeo EcoBoost Titanium hatch –– 53,340 149 300 4/1999 7 1655 7.85* 8.0 11/11

Mondeo Diesel Titanium hatch –– 55,340 120 340 4/1997 7 1673* 9.53* 5.6 05/11

Falcon XT EcoBoost –– 48,840 179 353 4/1999 6 1648* 6.98* 8.1 07/12

Falcon XT EcoLPI –– 50,840 198 409 6/3984 6 1718 –– 12.3 ––

Falcon XR6 –– 54,340 195 391 6/3984 6 1754* 6.98* 10.2 07/12

Falcon XR6 Turbo –– 59,340 270 533 6/3984 6 1780* 5.19* 11.7 09/08

G6E –– 59,340 195 391 6/3984 6 –– –– 10.1 ––

G6E Turbo –– 64,340 270 533 6/3984 6 1798* 5.29* 11.1 06/08

Falcon XR6 Ute –– 46,340 195 391 6/3984 2 1762* 7.37* 11.5 ––

Kuga Ambiente EcoBoost –– 39,990 134 240 4/1596 7 1682 –– 7.7 ––

Kuga Trend EcoBoost –– 43,990 134 240 4/1596 7 1682 –– 7.7 ––

Kuga Trend Diesel –– 45,990 120 340 4/1997 7 1707 –– 6.2 ––

Kuga Titanium EcoBoost –– 52,990 134 240 4/1596 7 1721* 10.50* 7.7 08/13

Kuga Titanium Diesel –– 54,990 120 340 4/1997 7 1750* 9.91* 6.2 07/13



http://auckland.bentleymotors.com

http://www.bmw.co.nz

http://www.cheryauto.co.nz

http://www.chrysler.co.nz

http://www.citroen.co.nz

http://www.dodge.co.nz

http://www.ferrari.co.nz

http://www.fiat.co.nz

http://www.ford.co.nz

Prices are RRP. Errors & Omissions Excepted. *tested by NZ Autocar ** no ABS no stability control104 new zealand autocar

$ M

anual

$ A

uto

mat

ic

Pow

er (

kW)

Torq

ue

(Nm

)

Cyl

inder

s/ca

pac

ity

Air

bag

s

Wei

ght

(kg)

0-1

00

km

/h

Cla

imed

Fuel

Use

(L/1

00km

)

Issu

e te

sted

Model

NEWMARKET

SS ute –– 54,990 260 530 8/5967 6 1733 –– 11.5 ––

SSV ute –– 59,490 260 530 8/5967 6 1749 –– 11.5 ––

SSV Redline ute 62,990 –– 270 530 8/5967 6 1729* 5.33* 11.8 10/13

SSV Redline ute –– 62,990 260 517 8/5967 6 1753 –– 11.8 ––

Caprice V6 LPG –– 74,990 180 320 6/ 3564 6 –– –– 12.1 ––

Caprice V8 –– 79,990 260 530 8/5967 6 1851 –– 11.7 ––

Volt –– 85,000 111 370 n.a. 8 1719* 9.82* n.a 12/12

Colorado crew cab 4x2 LX 44,490 –– 147 440 4/2776 6 –– –– 7.6 ––

Colorado crew cab 4x2 LT 45,990 –– 147 440 4/2776 6 –– –– 7.6 ––

Colorado crew cab 4x2 LT –– 47,990 147 500 4/2776 6 –– –– 8.8 ––

Colorado crew cab 4x2 LTZ 49,990 –– 147 440 4/2776 6 –– –– 7.9 ––

Colorado crew cab 4x2 LTZ –– 51,990 147 500 4/2776 6 –– –– 8.9 ––

Colorado space cab 4x4 LTZ 58,490 –– 147 440 4/2776 6 –– –– 7.9 ––

Colorado crew cab 4x4 LX 54,490 –– 147 440 4/2776 6 –– –– 7.9 ––

Colorado crew cab 4x4 LT 57,990 –– 147 440 4/2776 6 –– –– 7.9 ––

Colorado crew cab 4x4 LT –– 59,900 147 500 4/2776 6 –– –– 9.0 ––

Colorado crew cab 4x4 LTZ 59,990 –– 147 440 4/2776 6 –– –– 8.1 ––

Colorado crew cab 4x4 LTZ –– 61,990 147 500 4/2776 6 2155* 9.98* 9.1 04/14

Colorado 7 4x4 LT –– 62,990 147 500 4/2776 6 –– –– 9.2 ––

Colorado 7 4x4 LTZ –– 66,990 147 500 4/2776 6 –– –– 9.2 ––

hsv.com.au

ClubSport 83,890 85,390 317 550 8/6162 6 1755 –– 12.6 ––

ClubSport R8 92,890 94,390 325 550 8/6162 6 1771* 4.88* 12.6 09/13

Maloo 79,890 81,390 317 550 8/6162 6 1753 –– 12.6 ––

Maloo R8 87,890 89,390 325 550 8/6162 6 1787 –– 12.6 ––

ClubSport R8 tourer 93,890 95,390 325 550 8/6162 6 1834 –– 12.6 ––

Senator Signature 105,990 105,990 325 550 8/6162 6 1852* 4.92* 12.6 07/14

Grange –– 110,990 340 570 8/6162 6 1838 –– 12.9 ––

GTS 122,990 125,290 430 760 8/6162 6 1902* 4.13* 15.7 12/13

honda.co.nz

Jazz 1.3S 22,900 24,900 73 128 4/1339 6 1060* 10.6* 5.8 06/11

Jazz Sport –– 27,900 88 145 4/1497 6 1115 –– 6.7 ––

Jazz Hybrid –– 31,500 72 167 4/1339 6 1172* 11.30* 4.5 05/13

City S –– 29,500 88 145 4/1497 6 1140 –– 6.6 ––

City L –– 32,875 88 145 4/1497 6 1140 –– 6.6 ––

Civic 1.8S –– 33,900 104 174 4/1798 6 1245 –– 6.7 ––

Civic 2.0N –– 39,990 114 190 4/1998 6 1290 –– 7.5 ––

Euro Civic S 29,900 34,900 104 174 4/1798 6 1267* 9.07* 6.4 08/12

Euro Civic L –– 38,900 104 174 4/1798 6 1342 10.82* 6.6 10/12

Insight SN –– 36,900 72 167 4/1339 6 1178 12.6 4.3 ––

CRV S 2wd 34,900 37,900 114 190 4/1998 6 1477* 10.28* 7.7 10/12

CRV SN 2wd –– 39,900 110 191 4/1998 6 1460 –– 6.9 ––

CRV N –– 46,600 140 222 4/2354 6 1540 –– 8.6 ––

CRV Sport N –– 51,700 140 222 4/2354 6 1621 –– 8.7 ––

CRV Sport NT –– 57,500 140 222 4/2354 6 1621 –– 8.7 ––

CRZ LN 42,000 42,000 100 190 4/1497 6 1154* 9.21* 5.0 02/12

Accord Euro SN 43,700 47,200 148 234 4/2354 6 1555 –– 8.5 ––

Accord Euro LN –– 51,000 148 234 4/2354 6 1595 –– 8.5 ––

Accord Euro Tourer LN –– 53,200 148 234 4/2354 6 1640 –– 8.5 ––

Accord S –– 45,900 129 225 4/2356 6 1530 –– 7.9 ––

Accord LN –– 49,900 129 225 4/2356 6 1567 –– 8.1 ––

Accord NT –– 55,000 129 225 4/2356 6 1565* 9.44* 8.1 08/13

Accord V6NT –– 60,000 206 339 6/3471 6 1669* 6.54* 9.2 11/13

Odyssey SN –– 47,000 132 218 4/2354 6 1645 –– 8.9 ––

hyundai.co.nz

i20 GL 24,990 25,990 73 136 4/1396 6 1061 –– 6.0 ––

i20 1.4 25,990 26,990 73 136 4/1396 6 1125* 12.47* 6.0 07/11

Accent hatch 1.6 –– 31,990 91 156 4/1591 6 1140 –– 6.4 ––

Accent hatch 1.6 Elite –– 35,990 91 156 4/1591 6 1140 –– 6.4 ––

i30 1.8 31,990 35,990 110 178 4/1797 7 1225 –– 6.5 ––

i30 1.6 CRDi –– 39,990 94 260 4/1582 7 1366* 10.30* 4.5 09/11

i30 1.8 Elite –– 39,990 110 178 4/1797 7 1240 –– 6.9 ––

i30 1.6 CRDi Elite –– 43,990 94 260 4/1582 7 1310 –– 5.6 ––

i30 2.0 Elite –– 43,990 129 209 4/1990 7 1343* 8.42* 7.5 07/14

i30 wagon 1.6 36,490 37,990 88 156 4/1591 7 1350 –– 6.7 ––

i30 wagon CRDi 40,490 41,990 94 260 4/1582 7 1452* 11.32* 4.5 05/13

Elantra –– 35,990 110 176 4/1797 6 1220 –– 7.1 ––

Elantra Elite –– 39,990 110 176 4/1797 6 1220 –– 7.1 ––

Elantra Elite Ltd –– 43,990 110 176 4/1797 6 1297* 9.73* 7.1 09/11

Veloster Elite –– 44,990 103 167 4/1591 6 1265 –– 6.4 ––

Veloster Turbo 49,990 49,990 150 265 4/1591 6 1355* 7.65* 6.8 ––

i45 2.0 –– 42,990 119 194 4/1998 6 1516 –– 7.6 ––

i45 2.4 –– 45,490 148 250 4/2359 6 1545 –– 7.9 ––

i45 2.4 Elite –– 49,990 148 250 4/2359 6 1513* 9.05* 7.9 07/10

i45 2.4 Elite Ltd –– 52,990 148 250 4/2359 6 1545 –– 7.9 ––

i40 1.7 CRDi –– 46,990 100 320 4/1685 9 1507 –– 5.6 ––

i40 1.7 CRDi Elite –– 51,990 100 320 4/1685 9 1609* 10.45* 6.0 05/13

i40 wagon –– 44,990 130 213 4/1999 9 1441 –– 7.5 ––

i40 wagon1.7 CRDi –– 48,990 100 320 4/1685 9 1514 –– 5.6 ––

i40 wagon 2.0 Elite –– 49,990 130 213 4/1999 9 1595 –– 7.7 ––

Territory TX RWD –– 49,990 195 391 6/3984 7 2002 –– 10.6 ––

Territory TX AWD Diesel –– 59,990 140 440 6/2710 7 2142 –– 8.2 ––

Territory TS RWD –– 54,990 195 391 6/3984 7 2011 –– 10.6 ––

Territory TS RWD Diesel –– 59,990 140 440 6/2710 7 2072 –– 8.2 ––

Territory TS AWD Diesel –– 64,990 140 440 6/2710 7 2144 –– 8.8 ––

Territory Titanium RWD –– 59,990 195 391 6/3984 7 2011 –– 10.6 ––

Territory Titanium AWD Diesel –– 69,990 140 440 6/2710 7 2160* 10.17* 9.0 07/11

Ranger super cab 4x2 XL 40,640 –– 147 470 5/3199 7 1921 –– 8.4 ––

Ranger super cab 4x2 XLT –– 47,340 147 470 5/3199 7 2001 –– 8.9 ––

Ranger double cab 4x2 XL 43,040 45,040 147 470 5/3199 7 1944 –– 8.9 ––

Ranger double cab 4x2 XLT 46,540 48,540 147 470 5/3199 7 2052 –– 8.9 ––

Ranger super cab 4x4 XL 53,140 –– 147 470 5/3199 7 2044 –– 8.9 ––

Ranger super cab 4x4 XLT –– 57,440 147 470 5/3199 7 2112 –– 8.9 ––

Ranger double cab 4x4 XL 54,440 56,440 147 470 5/3199 7 1929 –– 8.9 ––

Ranger double cab 4x4 XLT 59,040 61,040 147 470 5/3199 7 2139* 10.89* 8.9 ––

Ranger double cab 4x4 Wildtrak 64,640 66,640 147 470 5/3199 7 2233 –– 9.4 ––

fpv.co.nz

GS –– 72,340 315 545 6/3984 6 1835* 5.38* 13.6 03/11

F6 –– 78,340 310 565 6/3984 6 1812* 4.99* 12.3 10/08

GT –– 88,340 335 570 8/4998 6 –– –– 14.0 ––

GT-P –– 97,340 335 570 8/4998 6 1855* 5.17* 13.7 01/11

GT-E –– 97,340 335 570 8/4998 6 –– –– 13.7 ––

GS ute –– 65,340 315 545 8/4998 4 –– –– 14.0 ––

greatwallauto.co.nz

V240 d/cab 4x2 24,990 –– 100 200 4/2378 2 1660 –– 10.7 ––

V240 d/cab 4x4 27,990 –– 100 200 4/2378 2 1780 –– 10.7 ––

V200 double cab 4x2 26,990 –– 105 320 –– 2 –– –– 8.3 ––

V200 double cab 4x4 29,990 –– 105 320 –– 2 –– –– 8.3 ––

X240 28,990 –– 100 200 4/2378 2 1805 –– 10.3 ––

X200 31,990 34,990 105 310 4/1996 2 1890 –– 9.2 ––

holden.co.nz

Barina Spark CD 16,990 –– 59 107 4/1206 6 –– –– 5.6 ––

Barina Spark CDX 18,490 –– 59 107 4/1206 6 985* 13.27* 5.6 01/11

Barina CD hatch 22,990 24,990 85 155 4/1598 6 –– –– 6.7 ––

Barina CDX hatch –– 26,990 85 155 4/1598 6 –– –– 6.4 ––

Barina CD sedan –– 24,990 85 155 4/1598 6 –– –– 6.7 ––

Barina RS hatch 26,490 27,990 103 200 4/1364 6 1276 9.54* 6.5 01/14

Trax LS –– 32,990 103 175 4/1796 6 1356 –– 7.0 ––

Trax LTZ –– 35,490 103 175 4/1796 6 1392* 10.57* 7.6 12/13

Cruze 1.8 Equipe –– 30,990 104 175 4/1796 6 1492 –– 7.4 ––

Cruze 1.4 Turbo Equipe –– 32,990 103 200 4/1364 6 1426 –– 6.8 ––

Cruze 2.0d Equipe –– 35,990 120 360 4/1991 6 –– –– 6.7 ––

Cruze 1.8 CDX –– 33,490 104 175 4/1796 6 1409 –– 7.4 ––

Cruze 1.6 Turbo SRI-V –– 39,490 132 230 4/1598 6 1493 –– 7.9 ––

Cruze 1.8 Equipe hatch –– 30,990 104 175 4/1716 6 –– –– 7.0 ––

Cruze 2.0d Equipe hatch –– 35,990 120 360 4/1991 6 –– –– 6.7 ––

Cruze 1.6 Turbo SRI hatch –– 36,490 132 230 4/1598 6 1502* 8.88* 7.9 07/13

Cruze 1.6 Turbo SRI-V hatch –– 39,490 132 230 4/1598 6 –– –– 7.9 ––

Cruze sportwagon CD –– 32,490 104 176 4/1716 6 –– –– –– ––

Cruze sportwagon CDX –– 34,990 104 176 4/1716 6 1482* 12.48* 7.5 02/13

Cruze sportwagon CD CRDi –– 37,490 120 360 4/1991 6 –– –– –– ––

Malibu CD –– 42,900 123 225 4/2384 6 1583 –– 8.0 ––

Malibu CDX –– 45,900 123 225 4/2384 6 1621* 9.43* 8.0 09/13

Malibu CD CRDi –– 45,400 117 350 4/1956 6 1672* 9.17* 6.4 10/13

Malibu CDX CRDi –– 48,400 117 350 4/1956 6 1684 –– 6.5 ––

Captiva 5 LT 4x2 36,990 38,490 123 230 4/2384 6 1681 –– 9.1 ––

Captiva 5 LT 4x4 CRDi –– 43,490 135 400 4/2231 6 1886 –– 8.5 ––

Captiva 5 LTZ 4x2 –– 41,490 123 230 4/2384 6 1681 –– 9.1 ––

Captiva 5 LTZ 4x4 CRDi –– 46,490 135 400 4/2231 6 1886 –– 8.5 ––

Captiva 7 LS 4x2 –– 40,490 123 230 4/2384 6 1750 –– 9.1 ––

Captiva 7 LT 4x4 –– 49,490 190 288 6/2997 6 1885 –– 11.3 ––

Captiva 7 LTZ 4x4 –– 54,490 190 288 6/2997 6 1902* 9.47* 11.3 07/11

Captiva 7 LS 4x2 CRDi –– 44,490 135 400 4/2231 6 1851 –– 8.1 ––

Captiva 7 LT 4x2 CRDi –– 51,490 135 400 4/2231 6 1944* 9.98* 8.3 09/11

Captiva 7 LTZ 4x2 CRDi –– 56,490 135 400 4/2231 6 1948 –– 8.3 ––

Commodore Evoke –– 49,990 185 290 6/2997 6 1622 –– 8.3 ––

Commodore SV6 –– 55,490 210 350 6/3564 6 1685 –– 9.0 ––

Commodore SS –– 61,490 260 517 8/5967 6 1744 –– 11.5 ––

Commodore SSV –– 68,990 260 517 8/5967 6 1754 –– 11.5 ––

Commodore SSV Redline –– 74,490 260 517 8/5967 6 1780 –– 11.8 ––

Calais V6 –– 58,490 210 350 6/3564 6 1702 –– 9.0 ––

Calais V V6 –– 66,490 210 350 6/3564 6 1724* 6.96* 9.0 09/13

Calais V V8 –– 72,490 260 517 8/5967 6 1778 –– 11.7 ––

Commodore Evoke Sportwagon –– 52,490 185 290 6/2997 6 1717 –– 8.6 ––

Commodore SV6 Sportwagon –– 57,990 210 350 6/3564 6 1776 –– 9.3 ––

Commodore SSV Sportwagon –– 71,490 260 517 8/5967 6 1849 –– 11.7 ––

Commodore SSV Sportwagon Redline –– 76,990 260 517 8/5967 6 1851 –– 11.8 ––

Calais V Sportwagon V6 –– 68,990 210 350 6/3564 6 1808 –– 9.3 ––

Calais V Sportwagon V8 –– 74,990 260 517 8/5967 6 1866 –– 11.7 ––

SV6 ute –– 48,990 210 350 6/3564 6 1681 –– 9.0 ––

http://www.fpv.co.nz

http://www.greatwallauto.co.nz

http://www.holden.co.nz

http://www.hsv.com.au

http://www.honda.co.nz

http://www.hyundai.co.nz

$ M

anual

$ A

uto

mat

ic

Pow

er (

kW)

Torq

ue

(Nm

)

Cyl

inder

s/ca

pac

ity

Air

bag

s

Wei

ght

(kg)

0-1

00

km

/h

Cla

imed

Fuel

Use

(L/1

00km

)

Issu

e te

sted

Model

i40 wagon1.7 CRDi Elite –– 53,990 100 320 4/1685 9 1659 –– 6.0 ––

i40 wagon1.7 CRDi Elite Ltd –– 59,990 100 320 4/1685 9 1659 –– 6.0 ––

ix35 2.0 4x2 –– 39,990 129 197 4/1998 6 1417 –– 8.5 ––

ix35 2.0 4x2 Elite –– 43,990 129 197 4/1998 6 1417 –– 8.5 ––

ix35 2.4 –– 44,990 130 227 4/2359 6 1516 –– 9.0 ––

ix35 2.4 Elite –– 48,990 130 227 4/2359 6 1585 –– 9.0 ––

ix35 2.0R CRDi –– 50,990 135 392 4/1995 6 1636 –– 7.5 ––

ix35 2.0R CRDi Elite –– 54,990 135 392 4/1995 6 1643* 8.85* 7.5 09/10

Santa Fe –– 57,990 141 242 4/2359 7 1727 –– 9.0 ––

Santa Fe 7 seater –– 59,990 141 242 4/2359 7 1727 –– 9.0 ––

Santa Fe CRDi –– 63,990 145 436 4/2199 7 1831 –– 7.3 ––

Santa Fe CRDi 7 seater –– 65,990 145 436 4/2199 7 1831 –– 7.3 ––

Santa Fe Elite 7 seater –– 67,990 141 242 4/2359 7 1727 –– 9.0 ––

Santa Fe V6 4x2 7 seater –– 67,990 199 318 6/3342 7 1715 –– 9.0 ––

Santa Fe CRDi Elite 7 seater –– 73,990 145 436 4/2199 7 1951* 9.09* 7.3 05/13

Santa Fe CRDi Elite Limited 7 seater –– 79,990 145 436 4/2199 7 1831 –– 7.3 ––

jaguar.com/nz

XF 2.0 i4 SE –– 75,000 177 340 4/1999 6 1660 7.90 6.2 ––

XF 2.0 i4 Luxury –– 90,000 177 340 4/1999 6 1780* 7.21* 6.2 03/13

XF 2.2D Luxury –– 90,000 140 450 4/2179 6 1829* 8.42* 5.4 05/12

XF 3.0D S Luxury –– 115,000 202 600 6/2720 6 1905* 6.63* 6.3 04/12

XF Sportbrake 2.2D Luxury –– 95,000 147 450 4/2179 6 1824 8.8 5.2 ––

XF Sportbrake 3.0D S Luxury –– 120,000 202 600 6/2993 6 1880 6.6 6.1 ––

XFR –– 160,000 375 625 8/5000 6 1975* 4.61* 11.3 06/13

XFR-S –– 185,000 405 680 8/5000 6 1987 4.6 11.6 ––

F-Type coupe –– 125,000 250 450 6/2995 4 1577 5.3 8.8 ––

F-Type S coupe –– 140,000 280 460 6/2995 4 1594 4.9 9.1 ––

F-Type R coupe –– 185,000 404 680 8/5000 4 1650 4.2 11.1 ––

F-Type convertible –– 140,000 250 450 6/2995 4 1710* 5.42* 9.0 05/14

F-Type S convertible –– 155,000 280 460 6/2995 4 1614 4.9 9.1 ––

F-Type V8 S convertible –– 180,000 364 625 8/5000 4 1794* 4.04* 11.1 09/13

XK coupe –– 175,000 283 515 8/5000 4 1660 5.5 11.2 ––

XK convertible –– 190,000 283 515 8/5000 4 1696 5.6 11.2 ––

XK R coupe –– 195,000 375 625 8/5000 4 1850* 4.70* 12.3 11/09

XK R convertible –– 210,000 375 625 8/5000 4 1800 4.8 12.3 ––

XKR-S coupe –– 260,000 405 680 8/5000 4 1753 4.4 12.3 ––

XKR-S convertible –– 275,000 405 680 8/5000 4 1850 4.8 12.3 ––

XJ 3.0D Premium Luxury –– 155,000 202 600 6/2720 6 1895* 7.15* 7.0 11/10

XJR –– 220,000 405 680 8/5000 6 1995 4.6 11.6 ––

jeep.co.nz

Patriot Sport 4x2 30,990 33,990 115 190 4/1998 4 1490 –– 6.1 ––

Patriot Ltd 2.4 –– 41,990 125 220 4/2360 4 1525 –– 9.1 ––

Compass Sport 4x2 –– 33,990 115 190 4/1998 4 1437 –– 8.2 ––

Compass North 4x2 –– 33,990 115 190 4/1998 4 1437 –– 8.2 ––

Compass Ltd –– 41,990 125 220 4/2360 4 1570 –– 8.7 ––

Wrangler Sport 2dr 46,990 48,990 209 347 6/3605 4 –– –– 11.3 ––

Wrangler Sport 2dr CRD –– 53,990 147 460 4/2777 4 –– –– 8.6 ––

Wrangler Rubicon 2dr 55,990 57,990 209 347 6/3605 4 –– –– 11.3 ––

Wrangler Overland 2dr –– 59,990 209 347 6/3605 4 –– –– 11.3 ––

Wrangler Unlimited Sport –– 53,990 209 347 6/3605 4 2045* 9.25* 11.2 03/12

Wrangler Unlimited Sport CRD –– 58,990 209 347 4/2777 4 –– –– –– ––

Wrangler Unlimited Rubicon 60,990 62,990 209 347 6/3605 4 –– –– –– ––

Wrangler Unlimited Overland –– 64,990 209 347 6/3605 4 –– –– –– ––

Grand Cherokee Laredo 4x2 –– 64,990 210 347 6/3604 9 1996 8.3 10.1 ––

Grand Cherokee Laredo –– 68,990 210 347 6/3604 9 2084 8.3 10.4 ––

Grand Cherokee Laredo CRD –– 73,990 184 570 6/2987 9 2267 8.2 7.5 ––

Grand Cherokee Ltd V6 –– 80,990 210 347 6/3604 9 2169 8.3 10.4 ––

Grand Cherokee Ltd CRD –– 85,990 184 570 6/2987 9 2334* 7.92* 7.5 10/13

Grand Cherokee Ltd V8 –– 83,990 259 520 8/5654 9 2302 7.3 14.1 ––

Grand Cherokee Overland –– 93,990 210 347 6/3604 9 2169 8.3 10.4 ––

Grand Cherokee Overland CRD –– 98,990 184 570 6/2987 9 2327 8.2 7.5 ––

Grand Cherokee Overland V8 –– 96,990 259 520 8/5654 9 2329 7.3 13.0 ––

Grand Cherokee SRT8 –– 109,990 344 624 8/6424 9 2289 5.0 –– ––

kia.co.nz

Picanto LX ISG 18,590 –– 64 123 4/1250 7 967* 10.71* 4.3 10/11

Picanto LX –– 18,990 64 123 4/1250 7 870 –– 5.3 ––

Picanto EX –– 20,990 64 123 4/1250 7 870 –– 5.6 ––

Rio LX ISG 22,990 –– 80 137 4/1396 6 1119* 11.13* 5.3 06/12

Rio LX diesel ISG 24,990 –– 66 220 4/1396 6 1219* 11.64* 3.6 08/12

Rio LX –– 23,490 80 137 4/1396 6 1093 –– 6.4 ––

Rio EX –– 25,790 80 137 4/1396 6 1179* 14.07* 6.4 11/11

Soul EX –– 29,990 95 157 4/1591 6 1245 12.5 8.2 ––

Soul SX –– 33,490 95 157 4/1591 6 1245 12.5 8.2 ––

Soul SX 2.0 –– 35,490 115 195 4/1999 6 1267 10.2 8.4 ––

Cerato hatch LX –– 29,990 110 178 4/1797 6 1293 –– 7.1 ––

Cerato hatch EX –– 33,490 110 178 4/1797 6 1293 –– 7.1 ––

Cerato hatch SX satnav –– 37,490 110 178 4/1797 6 1319* 11.12* 7.1 12/13

Cerato sedan LX –– 29,990 110 178 4/1797 6 1243 –– 7.1 ––

Cerato sedan EX –– 33,490 110 178 4/1797 6 1243 –– 7.1 ––

Cerato sedan SX satnav –– 37,490 110 178 4/1797 6 1304 –– 7.1 ––

Cerato sedan SX 2.0 sedan satnav –– 40,490 129 209 4/1999 6 1342* 9.30* 7.4 07/13


The 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 well-presented 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.



http://www.meguiars.co.nz

http://www.jaguar.com/nz

http://www.jeep.co.nz

http://www.kia.co.nz

$ M

anual

$ A

uto

mat

ic

Pow

er (

kW)

Torq

ue

(Nm

)

Cyl

inder

s/ca

pac

ity

Air

bag

s

Wei

ght

(kg)

0-1

00

km

/h

Cla

imed

Fuel

Use

(L/1

00km

)

Issu

e te

sted

Model

NEWMARKET


Cerato Koup SX –– 42,490 150 265 4/1591 6 1373* 7.70* 8.0 04/14

pro_cee’d GT 42,990 –– 150 265 4/1591 6 1373* 7.68* 7.4 05/13

Optima LX –– 43,990 148 250 4/2359 6 1478 –– 7.9 ––

Optima EX –– 45,990 148 250 4/2359 6 1478 –– 7.9 ––

Optima Ltd –– 50,490 148 250 4/2359 6 1556 –– 7.9 ––

Optima Ltd Satnav –– 52,490 148 250 4/2359 6 1578* 9.72* 7.9 05/14

Carens –– 37,990 122 213 4/1999 6 1541* 9.62* 7.9 09/13

Carnival V6 –– 45,990 202 343 6/3470 6 1996 –– 10.9 ––

Carnival V6 Ltd –– 51,990 202 343 6/3470 6 1996 –– 10.9 ––

Carnival R EX –– 49,990 143 429 4/2199 6 –– –– 8.1 ––

Carnival R Ltd –– 55,990 143 429 4/2199 6 –– –– 8.1 ––

Sportage Urban 2.0 LX 4x2 –– 34,240 122 205 4/1999 6 1580 –– 8.4 ––

Sportage Urban 2.0 EX 4x2 –– 38,240 122 205 4/1999 6 1580 –– 8.4 ––

Sportage Urban 2.0 Ltd 4x2 –– 44,490 122 205 4/1999 6 1580 –– 8.4 ––

Sportage 2.0 EX –– 42,490 122 205 4/1999 6 1580 –– 8.6 ––

Sportage 2.0 Ltd satnav –– 48,490 122 205 4/1999 6 1580 –– 8.6 ––

Sportage R LX CRDi –– 44,290 135 392 4/1995 6 1712 –– 7.2 ––

Sportage R EX CRDi –– 48,490 135 392 4/1995 6 1712 –– 7.2 ––

Sportage R Ltd CRDi satnav –– 54,490 135 392 4/1995 6 1712 –– 7.2 ––

Sorento LX 2wd –– 46,690 130 227 4/2359 6 1693 –– 8.6 ––

Sorento LX –– 49,690 130 227 4/2359 6 1693 –– 8.8 ––

Sorento R LX CRDi 4x2 –– 50,890 145 436 4/2199 6 1817 –– 7.1 ––

Sorento R LX CRDi –– 53,890 145 436 4/2199 6 1817 –– 7.3 ––

Sorento R EX CRDi –– 58,890 145 445 4/2199 6 1817 –– 7.3 ––

Sorento R LTD CRDi Urban –– 60,690 145 445 4/2199 6 1817 –– 7.1 ––

Sorento R LTD CRDi –– 63,690 145 445 4/2199 6 1817 –– 7.3 ––

Sorento R Premium CRDi –– 66,390 145 445 4/2199 6 1941* 9.04* 7.3 01/13

lamborghini.co.nz

LP560-4 Coupe 425,000 447,000 419 540 10/5204 4 1500 3.7 14.7 ––

LP560-4 Spyder 475,000 497,000 419 540 10/5204 4 1550 4.0 15.0 ––

LP570-4 Superleggera 495,000 517,000 419 540 10/5204 4 1340 3.4 14.4 ––

LP570-4 Spyder Performante 545,000 567,000 419 540 10/5204 4 1340 3.4 14.4 ––

Aventador LP 700-4 –– 675,000 515 690 12/6498 7 1575 3.30* 17.2 05/12

land rover.co.nz

Defender 90 SW 63,000 –– 90 360 4/2401 –– 1886* 16.78* –– 02/08

Defender 110 pick up 66,500 –– 90 360 4/2401 –– 1884 –– –– ––

Defender 110 SW 66,000 –– 90 360 4/2401 –– 2041 –– –– ––

Defender 130 pick up** 66,500 –– 90 360 4/2401 –– 2120 –– –– ––

Freelander 2 TD4 –– 60,000 110 420 4/2179 7 1770 11.2 7.0 ––

Freelander 2 Si4 –– 60,000 177 340 4/1999 7 –– 8.8 9.6 ––

Discovery 4 TDV6 SE –– 90,000 140 440 6/2720 8 –– 12.7 10.2 ––

Discovery 4 SDV6 HSE –– 108,000 180 600 6/2993 8 2610* 9.25* 9.3 02/10

Range Rover Evoque TD4 Pure –– 73,000 110 400 4/2179 6 1715 9.6 6.5 ––

Range Rover Evoque TD4 Dynamic –– 89,000 110 400 4/2179 6 1715 9.6 6.5 ––

Range Rover Evoque SD4 Pure –– 78,000 140 420 4/2179 6 1715 8.5 6.5 ––

Range Rover Evoque SD4 Dynamic –– 94,000 140 420 4/2179 6 1873 8.55 6.5 01/12

Range Rover Evoque Si4 Pure –– 78,000 177 340 4/1999 6 1670 7.6 8.7 ––

Range Rover Evoque Si4 Dynamic –– 94,000 177 340 4/1999 6 1670 7.6 8.7 ––

Range Rover Sport TDV6 SE –– 125,000 190 600 6/2993 8 2115 7.6 7.3 ––

Range Rover Sport SDV6 HSE –– 140,000 215 600 6/2993 8 2115 7.2 7.5 ––

Range Rover Sport Supercharged HSE –– 170,000 375 625 8/5000 8 2463* 4.90* 13.8 03/14

Range Rover Sport S/C Autobiography –– 185,000 375 625 8/5000 8 2310 5.3 13.8 ––

Range Rover TDV6 HSE –– 160,000 190 600 6/2993 8 2421* 8.28* 7.5 ––

Range Rover SDV8 Vogue –– 180,000 250 700 8/4367 8 2597* 7.24* 8.7 04/13

Range Rover Vogue SE Supercharged –– 210,000 375 625 8/5000 8 2330 5.4 13.8 ––

lexus.co.nz

CT200h –– 49,995 73 142 4/1798 7 1465 10.3 4.1 ––

CT200h F Sport –– 59,995 73 142 4/1798 7 1465 10.3 4.1 ––

CT200h Ltd –– 69,995 73 142 4/1798 7 1465* 11.90* 4.1 06/11

IS250 –– 73,995 153 252 6/2500 10 1555 8.1 9.2 ––

IS250 F Sport –– 84,995 153 252 6/2500 10 1627* 8.02* 9.2 11/13

IS250 Ltd –– 87,395 153 252 6/2500 10 1555 8.1 9.2 ––

IS300h –– 80,995 133 221 4/2494 10 1635 8.5 4.9 ––

IS300h F Sport –– 91,995 133 221 4/2494 10 1635 8.5 4.9 ––

IS300h Ltd –– 92,195 133 221 4/2494 10 1635 8.5 4.9 ––

IS350 –– 94,995 233 378 6/3500 10 1638* 6.59* 9.7 10/13

IS350 F Sport –– 105,995 233 378 6/3500 10 1640 5.9 9.7 ––

IS350 Ltd –– 108,395 233 378 6/3500 10 1640 5.9 9.7 ––

ES300h –– 80,995 118 213 4/2494 10 1630 8.5 5.5 ––

ES300h Ltd –– 94,995 118 213 4/2494 10 1665 8.5 5.5 ––

ES350 –– 94,995 204 346 6/3456 10 1630 7.4 9.5 ––

ES350 Ltd –– 108,995 204 346 6/3456 10 1665 7.4 9.5 ––

GS250 –– 105,000 154 253 6/2500 10 1675 8.75* 9.3 09/12

GS300h –– 110,500 133 221 6/2500 10 1735 –– 5.2 ––

GS300h F Sport –– 118,500 133 221 6/2500 10 1820 –– 5.2 ––

GS350 –– 118,400 233 378 6/3456 10 1650 6.3 9.7 ––

GS350 F Sport –– 126,400 233 378 6/3456 10 1740 6.3 9.7 ––

GS450h –– 137,000 252 352 6/3456 10 1881 6.07* 6.3 08/12

GS450h F Sport –– 145,000 252 352 6/3456 10 1910 6.1 6.3 ––

GS450h F Sport Ltd –– 156,000 252 352 6/3456 10 1910 6.1 6.3 ––

139 Wairau Road, Glenfield, Auckland

2013 Chevrolet Camaro SS/RS 1LE $74,995 6200cc, 210 Kms, manual 6 speed

WWW.BUNCE.CO.NZ

2014 Chevrolet Silverado 1500 Z71 $122,000

4WD, LTZ, 5300cc, automatic, petrol

Proven & professional

international automotive shipping services

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

Contact Phil Gibbs or Jason Coleman on (09) 255 5555 or email [email protected]

www.gtlogistics.co.nz

http://WWW.BUNCE.CO.NZ


http://www.gtlogistics.co.nz

http://www.lamborghini.co.nz

http://www.lexus.co.nz

http://www.landrover.co.nz


RX350 –– 101,400 204 346 6/3456 8 1975 8.0 10.8 ––

RX350 F Sport –– 108,400 204 346 6/3456 8 1975 8.0 10.8 ––

RX350 Ltd –– 117,400 204 346 6/3456 8 2085 8.0 10.8 ––

RX450h SE –– 125,400 220 n.a 6/3456 8 2110 7.8 6.4 ––

RX450h F Sport –– 127,400 220 n.a 6/3456 8 2110 7.8 6.4 ––

RX450h Ltd –– 135,400 220 n.a 6/3456 8 2205 7.8 6.4 ––

LX570 –– 196,900 270 530 8/5663 14 2740 7.98* 14.5 07/12

LS460 –– 199,500 285 493 8/4608 12 2080 6.54* 11.1 ––

LS460 F Sport –– 209,500 285 493 8/4608 12 2085* 6.61* 11.1 05/13

lotuscars.co.nz

Elise 86,990 –– 100 160 4/1598 2 876 6.5 6.3 ––

Elise S 96,990 –– 162 250 4/1798 2 924 4.6 7.5 ––

Exige S 131,990 –– 258 400 6/3456 2 1176 4.0 10.1 ––

Evora 2+2 129,990 145,990 206 350 6/3456 2 1383 5.0 9.3 ––

Evora S 2+2 153,990 165,990 258 400 6/3456 2 1437 4.6 9.9 ––

maserati.co.nz

GranTurismo –– 197,500 298 460 8/4244 6 1945* 5.2 14.3 04/08

GranTurismo S auto –– 218,200 338 520 8/4691 6 1880 4.8 15.5 ––

GranTurismo S MC supershift –– 227,200 338 520 8/4691 6 1930* 4.9 14.3 02/09

GranTurismo MC Stradale –– 345,000 338 520 8/4691 4 1770 4.5 14.4 ––

GranCabrio –– 239,400 331 510 8/4691 6 1980 5.2 14.5 ––

GranCabrio Sport –– 243,900 338 520 8/4691 6 1980 5.0 14.5 ––

GranCabrio MC –– 274,000 338 520 8/4691 6 1973 4.9 14.5 ––

Quattroporte S –– 194,900 301 550 6/2979 6 1760 5.1 10.5 ––

Quattroporte GTS –– 258,900 390 710 8/3799 6 1900 4.7 11.8 ––

mazda.co.nz

Mazda2 Classic 23,245 24,645 76 137 4/1498 6 1045* 11.53* 6.4 11/10

Mazda2 Sport 25,155 26,555 76 137 4/1498 6 1036* 9.57* 6.4 11/07

Mazda3 sedan GLX –– 32,795 114 200 4/1998 6 1291 9.4 5.7 ––

Mazda3 sedan GSX –– 35,595 114 200 4/1998 6 1300* 10.18* 5.7 07/14

Mazda3 sedan SP25 –– 39,895 138 250 4/2488 6 1309 7.8 6.0 ––

Mazda3 sedan SP25 Ltd –– 47,495 138 250 4/2488 6 1356* 7.65* 6.0 06/14

Mazda3 hatch GLX –– 32,795 114 200 4/1998 6 1296 9.3 5.8 ––

Mazda3 hatch GSX –– 35,595 114 200 4/1998 6 1296 9.3 5.8 ––

Mazda3 hatch SP25 38,395 39,895 138 250 4/2488 6 1308* 7.1 6.5 04/14

Mazda3 hatch SP25 Ltd –– 47,495 138 250 4/2488 6 1315 7.9 6.1 ––

Mazda6 GLX diesel –– 49,095 129 420 4/2191 6 1516 –– 5.4 ––

Mazda6 GSX –– 49,795 138 250 4/2488 6 1445* 7.62* 6.6 09/13

Mazda6 GSX diesel –– 51,995 129 420 4/2488 6 1530 –– 5.4 ––

Mazda6 Limited –– 58,595 138 250 4/2488 6 1461 –– 6.6 ––

Mazda6 Limited diesel –– 60,795 129 420 4/2191 6 1530 –– 5.4 ––

Mazda6 wagon GLX –– 45,495 114 210 4/1998 6 1446 –– 6.0 ––

Mazda6 wagon GLX diesel –– 49,095 129 420 4/2191 6 1535 –– 5.4 ––

Mazda6 wagon GSX –– 49,795 138 250 4/2488 6 1484 7.90* 6.6 06/13

Mazda6 wagon GSX diesel –– 51,995 129 420 4/2191 6 1550 –– 5.4 ––

Mazda6 wagon Limited diesel –– 60,795 129 420 4/2191 6 1550 –– 5.4 ––

MX-5 51,100 –– 118 188 4/1998 4 1129 –– 8.5 ––

MX-5 coupe 55,190 57,240 118 188 4/1998 4 1164* 7.31* 8.5 01/13

RX-8 Spirit R 56,695 –– 170 211 2/1308 6 1397* 6.95* 12.9 05/12

CX-5 GLX –– 39,695 114 200 4/1997 6 1475 –– 6.4 ––

CX-5 GSX –– 41,495 114 200 4/1997 6 1460* 10.10* 6.4 06/12

CX-5 GSX 4x4 –– 44,945 138 250 4/2488 6 1572 –– 7.4 ––

CX-5 GSX 4x4 diesel –– 47,095 129 420 4/2184 6 1637 –– 5.7 ––

CX-5 Ltd 4x4 –– 54,445 138 250 4/2488 6 1593 9.23* 7.4 06/13

CX-5 Ltd 4x4 diesel –– 56,495 129 420 4/2184 6 1662* 8.15* 5.7 06/12

CX-9 4x2 –– 58,490 204 367 6/3726 6 1956* 8.16* 11.0 12/13

CX-9 4x4 –– 65,490 204 367 6/3726 6 2054* 8.22* 11.3 01/13

BT-50 Freestyle cab 4x2 GLX 40,295 –– 147 470 5/3199 6 –– –– 8.4 ––

BT-50 Double cab 4x2 GLX 42,695 44,195 147 470 5/3199 6 –– –– 8.4 ––

BT-50 Double cab 4x2 GSX 46,195 48,195 147 470 5/3199 6 –– –– 8.4 ––

BT-50 Freestyle cab 4x4 GLX 51,795 –– 147 470 5/3199 6 –– –– 8.4 ––

BT-50 Double cab 4x4 GLX 52,995 –– 147 470 5/3199 6 –– –– 8.4 ––

BT-50 Double cab 4x4 GSX 57,595 59,595 147 470 5/3199 6 –– –– 8.4 ––

BT-50 Double cab 4x4 Ltd –– 62,395 147 470 5/3199 6 2172* 10.31* 8.9 01/12

mercedes-benz.co.nz

A 180 –– 46,900 90 200 4/1595 9 1370 9.1 5.8 ––

A 200 –– 54,900 115 250 4/1595 9 1370 8.3 6.1 ––

A 200 CDI –– 54,900 100 300 4/1796 9 1478* 8.71* 4.6 07/13

A 250 Sport –– 64,900 155 350 4/1991 9 1465* 6.80* 6.6 08/13

A 45 AMG –– 94,900 265 450 4/1991 9 1607* 4.48* 6.9 11/13

B 180 –– 49,900 90 200 4/1595 9 1395 10.2 6.1 ––

B 200 –– 56,900 115 250 4/1595 9 1497* 8.90* 6.1 08/12

B 200 CDI –– 56,900 100 300 4/1796 9 1475 9.3 4.7 ––

CLA 200 –– 65,900 115 250 4/1595 9 1430 8.5 5.7 ––

CLA 250 Sport 4MATIC –– 79,900 155 350 4/1991 9 1540 6.6 6.6 ––

CLA 45 AMG 4MATIC –– 107,900 265 450 4/1991 9 1650* 4.62* 7.0 ––

AVAILABLE NOW!See www.toymod.com for a dealer near you.

NERO NEMISIS!

Pocher1:8 SCALE MODEL KITS

1:8 Lamborghini Aventador in Orange or WhiteKits feature high quality painted diecast body parts. Also

metal sub-frames & suspension components& all panels including doors open.

MATT BLACK COUPE

DUE OCTOBER! RESERVE YOURS NOW!

Distributors: To have your prices updated, email your current price list and information to [email protected] by the 10th of each month

http://www.toymod.com


http://www.lotuscars.co.nz

http://www.maserati.co.nz

http://www.mazda.co.nz

http://www.mercedes-benz.co.nz

Prices are RRP. Errors & Omissions Excepted. *tested by NZ Autocar ** no ABS no stability control108 new zealand autocar

$ M

anual

$ A

uto

mat

ic

Pow

er (

kW)

Torq

ue

(Nm

)

Cyl

inder

s/ca

pac

ity

Air

bag

s

Wei

ght

(kg)

0-1

00

km

/h

Cla

imed

Fuel

Use

(L/1

00km

)

Issu

e te

sted

Model

NEWMARKET


SIGN UP NOW

AND GET THE LATEST NZ AUTOCAR CONTENT FREE IN YOUR INBOX!Featuring news, competitions and a sneak peak of what’s inside the next issue of NZ Autocar, all delivered straight to your inbox

www.autocar.co.nz/signup


mgmotors.co.nz

MG3 Style 19,990 –– 80 137 4/1498 6 1213* 11.23 5.8 06/14

MG6 S Magnette 29,990 –– 118 215 4/1796 6 1475 8.4 7.9 ––

MG6 SE Magnette 31,990 –– 118 215 4/1796 6 1480 8.4 7.9 ––

MG6 TSE Magnette 34,990 –– 118 215 4/1796 6 1485 8.4 7.9 ––

MG6 S GT 29,990 –– 118 215 4/1796 6 1485 8.4 7.9 ––

MG6 SE GT 31,990 –– 118 215 4/1796 6 1490 8.4 7.9 ––

MG6 TSE GT 34,990 –– 118 215 4/1796 6 1495 8.4 7.9 ––

mini.co.nz

Ray 29,200 31,200 72 153 4/1598 6 –– 10.5 5.4 ––

Cooper 36,200 39,200 100 230 3/1499 6 1173* 8.07* 4.5 05/14

Cooper S 44,200 47,700 141 280 4/1998 6 1260* 6.50* 5.4 05/14

Cooper JCW 54,800 –– 155 280 4/1598 6 1178* 6.91* 6.9 01/09

Cooper S Coupe 51,200 54,200 135 240 4/1598 6 1165 6.9 6.3 ––

Cooper S Roadster 55,800 58,800 135 240 4/1598 6 1185 7.0 6.4 ––

Cooper JCW Coupe 62,200 –– 155 280 4/1598 6 1213* 6.96* 7.1 04/12

Cooper JCW Roadster 67,200 –– 155 280 4/1598 6 1185 6.5 –– ––

Cooper Clubman 41,200 44,200 88 160 4/1598 6 1258* 11.37* 6.8 05/08

Cooper Clubman D 45,600 –– 82 270 4/1560 6 1250 10.4 4.1 ––

Cooper Clubman D –– 48,600 82 270 4/1995 6 –– –– –– ––

Cooper Clubman S 49,200 52,200 128 240 4/1598 6 1205 7.6 7.0 ––

Cooper convertible 46,200 49,200 88 160 4/1598 4 1175 9.8 7.9 ––

Cooper S convertible 54,200 57,200 128 240 4/1598 4 1275* 7.41* 8.8 03/09

Cooper S Paceman 53,500 –– 135 260 4/1598 6 1380* 7.28* 6.1 08/13

Cooper Countryman 43,700 46,700 90 160 4/1598 6 1365 10.5 6.5 ––

Cooper Countryman D 46,800 –– 82 270 4/1560 6 1385 10.9 4.4 ––

Cooper Countryman D –– 49,800 82 270 4/1995 6 –– –– –– ––

Cooper Countryman D ALL4 49,800 –– 82 270 4/1560 6 1450 11.6 4.9 ––

Cooper Countryman D ALL4 –– 52,800 82 270 4/1995 6 –– –– –– ––

Cooper Countryman S 51,500 54,500 135 240 4/1598 6 1405 7.6 6.6 ––

Cooper Countryman S ALL4 54,500 57,500 135 240 4/1598 6 1496* 8.40* 7.3 04/11

mitsubishi.co.nz

iMiEV –– 59,990 47 180 n.a. 6 1113* 14.36* n.a. 01/11

Mirage LS –– 18,990 58 102 3/1198 6 890 –– 4.6 ––

Mirage GLS –– 21,990 58 102 3/1198 6 901* 12.52* 4.9 04/13

Lancer ES –– 30,690 115 201 4/1997 3 1295 –– 7.2 ––

Lancer SEi –– 36,990 115 201 4/1997 7 1295 –– 7.3 ––

Lancer VR-X –– 40,890 127 230 4/2360 7 1415 –– 8.5 ––

Lancer ES hatch –– 30,690 115 201 4/1997 3 1355 –– 7.3 ––

Lancer SEi hatch –– 36,990 115 201 4/1997 7 1355 –– 7.3 ––

Lancer VRX hatch –– 40,890 127 230 4/2360 7 1445 –– 8.9 ––

ASX LS 4x2 –– 36,690 112 200 4/1998 7 1371* 10.22* 7.9 03/11

ASX Sport 4x2 –– 40,590 112 200 4/1998 7 1385 –– 7.9 ––

ASX Sport 4x4 –– 43,590 112 200 4/1998 7 1450 –– 8.1 ––

ASX Sport diesel 4x4 47,990 –– 112 305 4/1798 7 1563* 10.16* 5.7 10/10

Outlander LS 2.0 4x2 –– 39,990 112 193 4/1998 7 1420 –– 6.6 ––

Outlander LS –– 43,990 126 224 4/2360 7 1490 –– 7.5 ––

Outlander XLS –– 47,490 126 224 4/2360 7 1555 –– 7.5 ––

Outlander VRX –– 54,490 126 224 4/2360 7 1565* 9.69* 7.5 04/13

Outlander XLS 2.2D –– 49,990 112 366 4/2268 7 1635 –– 5.8 ––

Outlander VRX 2.2D –– 56,990 112 366 4/2268 7 1659* 9.39* 5.8 03/13

Outlander PHEV XLS –– 59,990 88 189 4/1998 7 1810 –– 1.9 ––

Outlander PHEV VRX –– 66,990 88 189 4/1998 7 1842* 10.18* 1.9 06/14

Challenger GLS –– 58,990 133 356 6/2477 6 2090 –– 9.8 ––

Challenger EXC –– 63,990 133 356 6/2477 6 2115* 12.34* 9.8 05/10

GLA 200 CDI –– 64,990 115 300 4/2143 7 1505 9.9 4.6 ––

GLA 250 4MATIC –– 76,990 155 350 4/1991 7 1505 7.1 7.0 ––

GLA 45 AMG 4MATIC –– 99,900 265 450 4/1991 7 1585 4.8 7.5 ––

C 200 CGI –– 69,900 135 270 4/1796 9 1470 8.2 7.2 ––

C 200 CDI –– 72,500 100 330 4/2143 9 1542 9.1 5.4 ––

C 250 CGI Elegance/Avantgarde –– 84,900 150 310 4/1796 9 1480 7.4 7.2 ––

C 250 CDI Elegance/Avantgarde –– 87,500 150 500 4/2143 9 1675* 7.31* 5.1 08/11

C 300 Elegance/Avantgarde –– 99,900 185 340 6/3498 9 1565 –– 8.3 ––

C 350 CDI Elegance/Avantgarde –– 109,900 195 620 6/2987 9 1682 –– 6.1 ––

C 63 AMG Edition 507 –– 181,407 336 600 8/6208 9 1812* 4.23* 12.0 05/14

C 200 CGI estate –– 72,900 135 270 4/1796 9 1565 8.1 7.7 ––

C 200 CDI estate –– 75,500 100 330 4/2143 9 1645 9.5 5.5 ––

C 250 CGI Elegance/Avantgarde estate –– 87,900 150 310 4/1796 9 1575 7.4 7.5 ––

C 250 CDI Elegance/Avantgarde estate –– 90,500 150 500 4/2143 9 1675 –– 5.3 ––

C 180 CGI coupe –– 69,900 115 250 4/1796 11 1520 8.9 7.3 ––

C 250 CGI coupe –– 86,900 150 310 4/1796 11 1550 7.2 7.0 ––

C 250 CDI coupe –– 89,500 150 500 4/2143 11 1655 7.1 5.1 ––

C 350 CGI coupe –– 112,900 225 370 6/3498 11 1615 6.0 8.3 ––

C 63 AMG coupe –– 168,900 336 600 8/6208 11 1730 4.5 12.0 ––

E 250 –– 114,000 155 350 4/1991 11 1680 7.4 6.4 ––

E 250 CDI –– 114,000 150 500 4/2143 11 1841* 7.69* 4.9 11/13

E 350 BlueTEC –– 131,000 185 620 6/2987 11 1885 6.6 6.1 ––

E 300 BlueTEC Hybrid –– 138,900 150 500 4/2143 11 1845 7.5 4.3 ––

E 400 –– 131,000 245 480 6/2996 11 1914* 5.84* 7.6 05/14

E 63 AMG –– 215,000 430 800 8/5461 11 1992* 4.26* 10.0 10/13

E 250 CGI Executive estate –– 116,900 150 310 4/1796 11 1735 8.4 8.0 ––

E 250 CDI Executive estate –– 116,900 150 500 4/2143 11 1845 7.2 9.7 ––

E 250 CDI Elegance/Avantgarde est –– 132,900 150 500 4/2143 11 1845 7.2 9.7 ––

E 250 CGI Elegance/Avantgarde est –– 132,900 150 310 4/1796 11 1735 8.4 7.3 ––

E 350 CGI Elegance/Avantgarde est –– 152,900 200 350 6/3498 11 1735 6.8 9.4 ––

E 500 Elegance/Avantgarde estate –– 186,900 285 530 8/5461 11 1925 5.4 11.1 ––

E 63 AMG estate –– 258,900 386 630 8/6208 11 1945 4.6 12.8 ––

E 250 CDI coupe –– 123,900 150 500 4/2143 11 1695 7.7 5.3 ––

E 250 CGI coupe –– 123,900 150 310 4/1796 11 1575 7.4 7.5 ––

E 350 coupe –– 143,900 200 350 6/3498 9 1695 6.3 9.5 ––

E 500 coupe –– 176,900 285 530 8/5461 9 1776* 4.95* 11.0 10/09

E 250 CGI cabriolet –– 135,900 150 310 4/1796 9 1695 7.8 7.9 ––

E 350 cabriolet –– 155,900 200 350 6/3498 9 1765 6.9 9.8 ––

E 500 cabriolet –– 188,900 285 530 8/5461 9 1888* 5.57* 11.0 06/10

CLS 350 CGI –– 162,000 225 370 6/3498 11 1735 6.1 7.0 ––

CLS 350 CDI –– 162,000 195 620 6/2987 11 1815 6.2 6.1 ––

CLS 500 CGI –– 197,000 300 600 8/4663 11 1907* 4.71* 9.0 03/12

CLS 63 AMG –– 277,000 386 700 8/5461 11 1870 4.4 9.9 ––

S 350 CGI –– 210,000 225 370 6/3498 9 1955 6.9 7.5 ––

S 500 –– 265,000 285 530 8/5461 9 2082* 6.60* 11.9 06/06

S 63 AMG –– 365,000 386 630 8/6208 9 2070 4.6 14.9 ––

S 600 LWB –– 385,000 380 830 12/5513 9 2180 4.6 14.3 ––

CL 500 CGI –– 285,000 320 530 8/4663 8 1995 5.4 12.1 ––

CL 600 –– 395,000 380 830 12/5513 8 2185 4.6 14.3 ––

CL 63 AMG –– 385,000 400 630 8/5461 8 2085 4.6 15.9 ––

SLK 200 roadster –– 88,500 135 270 4/1796 6 1785 7.0 6.9 ––

SLK 350 roadster –– 130,900 225 370 6/3498 6 1540 5.6 8.3 ––

SLS AMG Gullwing –– 460,000 420 650 8/6208 4 1695 3.8 13.2 ––

R 350 CDI SWB –– 124,900 165 510 6/2987 8 2220 8.7 9.5 ––

ML 250 BlueTEC –– 99,900 150 500 4/2143 9 2256* 8.64* 6.4 08/12

ML 250 BlueTEC Exclusive –– 112,900 150 500 4/2143 9 2175 9.0 6.4 ––

ML 350 BlueTEC –– 122,900 190 620 6/2987 9 2175 7.4 7.3 ––

ML 350 BlueEFFICIENCY –– 122,900 225 370 6/3498 9 2130 7.6 8.9 ––

ML 500 –– 150,900 300 600 8/4663 9 –– –– 12.3 ––

ML 63 AMG –– 197,900 380 700 8/5461 9 2420* 4.80* 11.8 09/12

R 350 CDI –– 124,900 195 620 6/2987 8 2395 7.7 8.5 ––

GL 350 BlueTEC –– 154,900 190 620 6/2987 8 2601* 8.19* 7.7 08/13

GL 500 –– 189,900 320 700 8/4663 8 2445 5.4 11.5 07/13

GL 63 AMG –– 235,900 410 760 8/5461 8 2580 5.28* 12.3 07/13

G 350 BlueTEC –– 179,900 155 540 6/2987 4 2500 9.1 11.2 ––

G 55 AMG –– 249,900 373 700 8/5439 4 2580 5.5 15.9 ––


















http://www.mgmotors.co.nz

http://www.mini.co.nz

http://www.mitsubishi.co.nz

$ M

anual

$ A

uto

mat

ic

Pow

er (

kW)

Torq

ue

(Nm

)

Cyl

inder

s/ca

pac

ity

Air

bag

s

Wei

ght

(kg)

0-1

00

km

/h

Cla

imed

Fuel

Use

(L/1

00km

)

Issu

e te

sted

Model


Pajero LWB GLS DIDC –– 77,090 150 448 4/3200 6 2260 –– 9.2 ––

Pajero LWB Exceed DIDC –– 87,590 150 448 4/3200 6 2310 –– 9.2 ––

Triton double cab 4x2 GL 40,990 –– 102 319 4/2477 2 1755 –– 8.2 ––

Triton double cab 4x2 GLX 45,120 47,120 102 319 4/2477 6 1750 –– 8.2 ––

Triton double cab 4x4 GL 48,490 –– 133 407 4/2477 2 1760 –– 8.1 ––

Triton double cab 4x4 GLX-R 51,990 53,990 133 407 4/2477 6 1885 –– 8.1 ––

Triton double cab 4x4 GLS 57,490 59,490 133 407 4/2477 6 2021* 10.94* 8.3 02/10

nissan.co.nz

Micra 1.2 ST-L –– 22,800 56 100 3/1198 6 960 –– 6.5 ––

Micra 1.2 Ti –– 24,300 56 100 3/1198 6 960 –– 6.5 ––

Pulsar ST hatch –– 29,990 96 174 4/1798 6 1218* 10.56* 6.7 08/13

Pulsar ST sedan –– 29,990 96 174 4/1798 6 1230 –– 6.7 ––

Pulsar Ti sedan –– 33,490 96 174 4/1798 6 1265* 10.56* 6.7 05/13

Pulsar ST-S hatch –– 34,990 140 240 4/1618 6 1320 –– 7.8 ––

Pulsar SSS hatch –– 39,990 140 240 4/1618 6 1319* 7.43* 7.8 10/13

Juke ST –– 32,190 85 153 4/1598 6 1172 11.5* 6.3 ––

Juke Ti –– 34,290 85 153 4/1598 6 1225* 10.82* 6.3 04/12

Juke Ti-S –– 41,990 140 240 4/1618 6 1430* 7.95* 7.4 03/14

Qashqai ST –– 37,990 104 196 4/1997 6 1455 –– 7.6 ––

Qashqai Ti –– 40,990 104 196 4/1997 6 1467* 10.99* 7.6 08/10

Qashqai ST wagon –– 40,990 104 196 4/1997 6 1523* 10.86* 8.0 10/10

Altima ST –– 43,990 127 230 4/2488 1435 –– 7.5 ––

Altima Ti –– 53,290 127 230 4/2488 6 1495* 9.10* 7.5 03/14

LEAF –– 69,700 90 280 n.a. 6 –– –– n.a. ––

370Z 59,990 63,495 245 363 6/3696 6 1542* 5.29* 10.4 08/09

370Z Roadster –– 83,600 245 363 6/3696 6 1609* 6.02* 10.9 03/10

GT-R –– 191,000 390 612 6/3799 6 –– 3.0 12.0 ––

X-Trail ST 4x2 7 seat –– 39,990 125 226 4/2488 6 1516 –– 8.1 ––

X-Trail ST 4x4 5 seat –– 42,490 125 226 4/2488 6 1526 –– 8.3 ––

X-Trail ST-L 4x4 5 seat –– 47,290 125 226 4/2488 6 1543 –– 8.3 ––

X-Trail Ti 4x4 5 seat –– 53,290 125 226 4/2488 6 1574 –– 8.3 05/14

Murano –– 66,390 191 336 6/3498 6 1908* 8.42* 10.9 ––

Pathfinder ST 4x2 –– 54,990 190 325 6/3498 6 1920 –– 9.9 ––

Pathfinder ST –– 59,990 190 325 6/3498 6 1985 –– 10.2 ––

Pathfinder Ti –– 65,990 190 325 6/3498 6 2029* 8.31* 10.2 01/14

Patrol V8 –– 115,000 298 560 8/5552 6 2706 7.20* 14.5 03/13

Navara DX double cab 4x2 34,650 –– 98 304 4/2488 2 1665 –– 8.0 ––

Navara DX double cab 4x4 44,700 –– 98 304 4/2488 2 1765 –– 9.2 ––

Navara RX double cab 4x2 39,990 41,990 106 356 4/2488 2 1887 –– 8.3 ––

Navara ST double cab 4x2 43,190 45,190 126 403 4/2488 2 –– –– –– ––

Navara ST-X double cab 4x2 46,290 48,290 120 403 4/2488 6 2035 –– 8.4 ––

Navara RX King Cab 4x4 48,490 50,490 126 403 4/2488 2 2035 –– 9.8 ––

Navara RX double cab 4x4 49,690 51,690 106 356 4/2488 2 –– –– –– ––

Navara ST double cab 4x4 52,790 54,790 126 403 4/2488 2 1974 –– 9.8 ––

Navara ST-X double cab 4x4 450 57,790 59,790 140 450 4/2488 6 2115* 10.47* 8.5 08/10

Navara ST-X double cab 4x4 550 –– 67,990 170 550 6/2991 6 2234* 9.14* 9.3 05/12

peugeot.co.nz

208 1.2 Active 23,990 –– 60 118 4/1199 6 975 –– 4.5 ––

208 1.6 Active –– 25,990 88 160 4/1598 6 1080 –– 6.7 ––

208 1.6 Allure –– 28,990 88 160 4/1598 6 1080 –– 6.7 ––

208 1.6 Allure 3 door –– 29,990 88 160 4/1598 6 1158* 10.78* 6.7 11/12

208 GTi 3 door 38,990 –– 147 275 4/1214 6 1214* 6.49* 5.9 08/13

2008 Active –– 31,990 88 160 4/1598 6 1080 11.9 6.5 ––

2008 Allure –– 33,990 88 160 4/1598 6 1237* 11.32* 6.5 12/13

308 Access –– 29,990 88 160 4/1598 6 1387 –– 7.2 ––

308 Active –– 33,990 115 240 4/1598 6 1443 –– 6.7 ––

308 Active HDi –– 36,990 120 340 4/1997 6 1503 –– 6.1 ––

308 Allure –– 35,990 115 240 4/1598 6 1443* –– 6.7 ––

308 Allure HDi –– 37,990 120 340 4/1997 6 1503 –– 6.1 ––

308 Active SW HDi –– 39,990 120 340 4/1997 6 1678 –– 6.7 ––

308 CC –– 45,990 115 240 4/1598 6 1591* 10.08* 7.7 02/11

3008 Active 1.6 –– 36,990 115 240 4/1598 6 1539 –– 7.8 ––

3008 Sport 1.6 –– 39,990 115 240 4/1598 6 1520* 9.69* 6.6 09/10

3008 Sport 2.0 HDI –– 42,990 120 340 4/1997 6 1560* 10.21* 6.7 12/10

3008 2.0 HDi Hybrid –– 59,990 147 500 4/1997 6 –– 9.32* 4.1 06/13

4008 Active 4x2 –– 37,990 110 197 4/1998 7 1370 10.2 7.9 ––

4008 Allure 4x2 –– 39,990 110 197 4/1998 7 1431* 10.16* 7.9 10/12

4008 Feline 4x4 –– 45,990 110 197 4/1998 7 1435 10.9 8.1 ––

RCZ 59,990 –– 146 275 4/1598 4 1360* 7.56* 6.9 01/14

RCZ –– 59,990 115 240 4/1598 4 1360* 8.50* 7.3 08/10

RCZ R 77,490 –– 199 330 4/1598 4 1347* 6.12* 6.3 07/14

508 1.6 Active –– 46,990 88 160 4/1598 6 1479* 9.26* 6.3 08/12

508 2.0 HDi Allure –– 54,990 120 340 4/1997 6 1595 11.3 4.9 ––

508 2.0 HDi Allure SW –– 57,990 120 340 4/1997 6 1615 11.6 5.7 ––

508 2.2 HDi GT –– 65,990 150 450 4/2179 6 1693* 8.36* 5.7 07/11

508 2.2 HDi GT SW –– 68,990 150 450 4/2179 6 –– –– 5.9 ––

508 RXH 2.0 HDi Hybrid –– 74,990 147 500 4/1997 6 1851* 9.47* 4.1 10/13

porsche.co.nz

Boxster 120,300 126,300 195 280 6/2706 6 1310 5.8 8.2 ––

Boxster S 141,400 147,300 232 360 6/3436 6 1407* 4.62* 8.0 09/12

Cayman 130,000 136,000 202 290 6/2706 6 1385 5.6 7.7 ––

Drivers need to take greater responsibility for the

roadworthiness of their vehicles now more than ever, Motor

Trade Association (MTA) says.

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.

CAR CONDITION IS THE DRIVER’S RESPONSIBILITY

Distributors: To have your prices updated, email your current price list and information to [email protected] by the 10th of each month



http://www.nissan.co.nz

http://www.peugeot.co.nz

http://www.porsche.co.nz


$ M

anual

$ A

uto

mat

ic

Pow

er (

kW)

Torq

ue

(Nm

)

Cyl

inder

s/ca

pac

ity

Air

bag

s

Wei

ght

(kg)

0-1

00

km

/h

Cla

imed

Fuel

Use

(L/1

00km

)

Issu

e te

sted

Model

NEWMARKET $

Man

ual

$ A

uto

mat

ic

Pow

er (

kW)

Torq

ue

(Nm

)

Cyl

inder

s/ca

pac

ity

Air

bag

s

Wei

ght

(kg)

0-1

00

km

/h

Cla

imed

Fuel

Use

(L/1

00km

)

Issu

e te

sted

Model

NEWMARKET


Octavia wagon TDI 110 –– 40,100 110 320 4/1968 7 –– 11.1 4.5 ––

Octavia wagon TSI 132 –– 41,900 132 250 4/1798 7 –– 7.5 6.1 ––

Octavia wagon TDI 110 Elegance –– 43,500 110 320 4/1968 7 –– 8.7 4.5 ––

Octavia wagon TSI 132 4x4 –– 43,600 132 250 4/1798 7 –– 7.5 6.7 ––

Octavia wagon RS TSI 49,500 51,500 147 280 4/1984 7 –– 6.8 6.2 ––

Octavia wagon RS TDI 50,200 52,200 125 350 4/1968 7 1463* 7.47* 4.6 01/14

Superb TSI 118 –– 43,900 118 250 4/1798 9 –– 8.4 7.0 ––

Superb TDI 103 –– 45,900 103 320 4/1968 9 –– 10.1 5.2 ––

Superb TDI 125 –– 53,900 125 350 4/1968 9 –– 8.6 5.3 ––

Superb V6 4x4 –– 59,900 191 350 6/3597 9 –– 6.4 9.3 ––

Superb wagon TSI 118 –– 46,900 118 250 4/1798 9 –– 8.5 7.1 ––

Superb wagon TDI 103 –– 48,900 103 320 4/1968 9 –– 10.2 5.2 ––

Superb wagon TDI 125 –– 56,900 125 350 4/1968 9 1604* 8.70* 5.4 02/14

Superb wagon TDI 125 4x4 –– 52,900 125 350 4/1968 9 –– 8.8 5.7 ––

Superb wagon TDI 125 4x4 Elegance –– 59,900 125 350 4/1968 9 –– 8.8 5.7 ––

Superb wagon V6 4x4 –– 62,900 191 350 6/3597 9 1661 6.5 9.3 ––

ssangyong.co.nz

Korando Sports 29,990 –– 109 191 4/1998 6 1512 –– 7.5 ––

Korando Sports Ltd –– 32,990 109 191 4/1998 6 1512 –– 7.5 ––

Korando Sports TDI 31,990 34,990 129 360 4/1998 6 1615* 9.72* 7.3 04/11

Korando Sports 4x4 TDI –– 42,990 129 360 4/1998 6 1747 –– 7.5 ––

Korando Sports 4x4 SPR TDI –– 44,990 129 360 4/1998 6 1777* 9.91* 7.5 09/11

Kyron Sports 36,990 41,990 104 310 4/1998 4 1996 –– 8.8 ––

Kyron Sports –– 49,990 121 340 5/2696 4 2030 –– 9.0 ––

Rexton Teammate $39,990 $42,990 121 340 5/2696 4 –– –– –– ––

Rexton W –– 49,990 121 340 5/2696 4 2101 –– 9.8 ––

Rexton W –– 59,990 137 402 5/2696 4 2099 –– 9.1 ––

Actyon Workmate 32,990 $34,990 114 360 4/1998 2 1982 –– 7.6 ––

Actyon Sports 4x2 36,990 38,990 114 360 4/1998 2 1895 –– 7.5 ––

Actyon Sports 4x4 39,990 41,990 114 360 4/1998 2 1982 –– 7.6 ––

Actyon Sports SPR 4x4 45,990 47,990 114 360 4/1998 2 1982 –– 7.6 ––

subaru.co.nz

Forester 2.0 39,990 –– 110 198 4/1995 7 1498 –– 7.2 ––

Forester 2.5i –– 44,990 126 235 4/2498 7 1528 –– 8.1 ––

Forester 2.5i Sport –– 47,990 126 235 4/2498 7 1534* 9.44* 8.1 04/13

Forester 2.5i Premium –– 54,990 126 235 4/2498 7 1582* 10.16* 8.1 06/13

Forester 2.0 XT –– 59,990 177 350 4/1998 7 1647 7.40* 8.5 02/13

Forester 2.0D 49,990 –– 108 350 4/1998 7 1550 –– 5.9

XV 2.0i 38,990 40,990 110 196 4/1995 7 1430* 11.70* 7.3 05/12

XV 2.0i-L –– 44,990 110 196 4/1995 7 1395 –– 7.0 ––

XV 2.0i-S –– 48,990 110 196 4/1995 7 1405 –– 7.0 ––

Impreza 2.0i-X –– 31,990 110 196 4/1995 7 1305 –– 6.8 ––

BRZ 48,990 49,990 147 205 4/1998 7 1264* 7.79* 7.1 02/13

WRX 48,990 49,990 197 350 4/1998 7 1424 5.88* 9.2 04/14

WRX Premium 53,990 54,990 197 350 4/1998 7 1482 –– 8.0 ––

WRX STI sedan 69,990 69,990 221 407 4/2457 6 1526* 5.29* 10.5 10/10

WRX STI hatch 69,990 69,990 221 407 4/2457 6 1520* 6.31* 10.5 10/10

Legacy sedan 2.5i sport –– 44,990 127 235 4/2457 7 1432 –– 7.9 ––

Legacy sedan 2.5i premium –– 49,990 127 235 4/2457 7 1490 –– 7.9 ––

Legacy sedan 2.5 GT B Spec Premium –– 59,990 195 350 4/2457 7 1535 –– 9.7 ––

Legacy sedan 2.5i X –– 54,990 127 235 4/2457 7 1449 –– 7.9 ––

Legacy sedan 3.6i X –– 57,990 191 350 6/3630 7 1549 –– 10.3 ––

Legacy wagon 2.5i sport –– 44,990 127 235 4/2457 7 1474 –– 8.0 ––

Legacy wagon 2.5i premium –– 49,990 127 235 4/2457 7 1491 –– 8.0 ––

Legacy wagon 2.5 GT B Spec Premium –– 59,990 195 350 4/2457 7 1614* 6.28* 9.7 01/14

Outback 2.5i Sport –– 49,990 127 235 4/2457 7 1505 –– 8.0 ––

Outback 2.5i Premium –– 54,990 127 235 4/2457 7 1524 –– 8.0 ––

Outback 3.6R –– 59,990 191 350 6/3630 7 1569 –– 10.3 ––

Outback 3.6R Premium –– 64,990 191 350 6/3630 7 1600 –– 10.3 ––

PREMIUM STREET SPORT PAD

SUPER STREET PAD

HIGH PERF ROAD/FULL RACE PAD

NDX FULL RACE/ ENDURANCE RACE PAD

SERVICES OFFERED BY HI TECH BRAKE & CLUTCH SERVICES: CABLE Repair and manufacture. (Handbrake, accelerator, clutch) DRUM & DISC Machining (off vehicle) BRAKE PIPE

Manufacture and reshaping BRAKE BOOSTER Overhauling and testing CYLINDER & CALIPER Overhauling. (Race & street)

9 Akepiro Street, Mt Eden, AucklandPh: 09 623 1781 email: [email protected]

EBCBRAKES.co.nz

Cayman S 157,500 163,500 239 370 6/3436 6 1405* 4.51* 8.0 05/13

911 Carrera 226,000 234,000 257 390 6/3436 6 1455 4.8 9.0 ––

911 Carrera cabriolet 244,000 252,000 257 390 6/3436 6 1525 5.0 9.2 ––

911 Carrera S 254,000 262,000 294 440 6/3800 6 1491* 4.08* 9.5 05/12

911 Carrera S cabriolet 272,000 280,000 294 440 6/3800 6 1540 4.7 9.7 ––

911 Turbo 342,000 350,000 368 650 6/3800 6 1645 3.7 11.6 ––

911 Turbo S –– 385,000 390 700 6/3800 6 1638* 2.96* 11.4 03/14

Cayenne –– 139,500 220 400 6/3598 8 2030 7.8 9.9 ––

Cayenne diesel –– 140,500 176 500 6/2967 8 2100 7.8 7.4 ––

Cayenne S –– 183,500 294 500 8/4806 8 2140 5.9 10.5 ––

Cayenne S Hybrid –– 197,500 279 580 6/2995 8 2400* 6.70* 8.2 10/10

Cayenne GTS –– 199,500 309 515 8/4808 8 2160 5.7 10.7 ––

Cayenne Turbo –– 270,000 368 700 8/4806 8 2170 4.7 11.5 ––

Panamera –– 192,400 228 400 6/3605 8 1770 6.3 8.4 ––

Panamera diesel –– 192,400 184 550 6/2967 8 1900 6.8 6.3 ––

Panamera 4 –– 202,400 228 400 6/3605 8 1820 6.1 8.7 ––

Panamera S –– 260,000 309 520 6/2997 8 1810 5.1 8.7 ––

Panamera 4S –– 270,000 309 520 6/2997 8 1947* 4.43* 8.9 10/13

Panamera GTS –– 285,000 324 520 8/4808 8 1925 4.4 10.9 ––

Panamera Turbo –– 350,000 382 700 8/4806 8 1970 4.1 10.2 ––

renault.co.nz

Megane 31,990 34,990 102 195 4/1997 6 1357 –– 8.2 ––

Megane luxury pack –– 39,990 102 195 4/1997 6 1361* 9.97* 8.2 06/11

Megane CC –– 54,990 103 195 4/1997 6 1620* 11.35* 8.1 07/11

Megane RS265 Cup 53,990 –– 197 360 4/1998 6 1374 6.0 8.2 ––

Megane RS265 Trophy 59,990 –– 197 360 4/1998 6 1401* 6.35* 8.2 10/12

Koleos 2.5 4x2 –– 37,990 126 226 4/2488 6 1553 –– 9.3 ––

Koleos 2.5 4x4 –– 43,990 126 226 4/2488 6 1613 –– 9.5 ––

Koleos 2.0 4x4 –– 49,990 110 320 4/1995 6 1713 –– 7.1 ––

Fluence –– 34,990 103 195 4/1997 6 1377* 9.45* 7.8 07/11

rolls-roycemotorcars-auckland.com

Ghost –– POA 420 780 12/6591 6 2462* 5.10* 13.6 06/12

Ghost EWB –– POA 420 780 12/6591 6 2420 5.0 13.7 ––

Wraith –– POA 465 800 12/6592 6 2360 4.6 14.0 ––

Phantom Series II –– POA 338 720 12/6749 6 2648* 5.9 14.8 03/13

Phantom EWB –– POA 338 720 12/6749 6 2670 6.1 14.9 ––

Phantom Drophead Coupe –– POA 338 720 12/6749 4 2630 5.8 14.8 ––

Phantom Coupe –– POA 338 720 12/6749 6 2580 5.8 14.8 ––

skoda.co.nz

Citigo 18,990 19,990 55 95 3/999 5 920* 13.81* 4.7 07/14

Fabia hatch 1.6 –– 23,900 77 153 4/1598 6 1029 11.5 7.5 ––

Fabia hatch RS –– 35,500 132 240 4/1390 6 1260* 7.16* 6.2 02/11

Rapid TSI 90 –– 29,900 90 200 4/1390 6 1230* 9.08* 5.4 01/14

Yeti TSI 90 –– 35,900 90 200 4/1390 7 –– –– 6.8 ––

Yeti TDI 4x4 –– 48,000 103 320 4/1968 7 –– –– 6.5 ––

Octavia liftback TSI 103 –– 34,900 103 250 4/1395 7 1260* 8.12* 5.3 02/14

Octavia liftback TDI 77 –– 36,500 77 250 4/1598 7 –– 10.9 3.9 ––

Octavia liftback TDI 110 –– 38,100 110 320 4/1968 7 –– 8.6 4.5 ––

Octavia liftback TSI 132 –– 39,900 132 250 4/1798 7 –– 7.4 6.1 ––

Octavia liftback TDI 110 Elegance –– 41,500 110 320 4/1968 7 –– 8.6 4.5 ––

Octavia liftback RS TSI 47,000 49,000 162 350 4/1984 7 1419* 6.83* 6.2 06/14

Octavia liftback RS TDI 47,700 49,700 135 380 4/1968 7 –– 8.1 4.6 ––

Octavia wagon TSI 103 –– 36,900 103 250 4/1395 7 –– 9.8 6.3 ––

Octavia wagon TDI 77 –– 38,500 77 250 4/1598 7 –– 12.1 4.0 ––


http://www.renault.co.nz

http://www.rolls-roycemotorcars-auckland.com

http://www.skoda.co.nz

http://www.ssangyong.co.nz

http://www.subaru.co.nz

http://http:/www.ebcbrakes.co.nz


$ M

anual

$ A

uto

mat

ic

Pow

er (

kW)

Torq

ue

(Nm

)

Cyl

inder

s/ca

pac

ity

Air

bag

s

Wei

ght

(kg)

0-1

00

km

/h

Cla

imed

Fuel

Use

(L/1

00km

)

Issu

e te

sted

Model

Outback 2.0D 54,990 54,990 110 350 4/1998 7 1666* 9.92* 6.0 10/13

Outback 2.0D Premium –– 59,990 110 350 4/1998 7 1573 –– 6.3 ––

suzuki.co.nz

Alto GLX 14,990 16,990 50 90 3/996 6 905* 16.90* 4.5 12/09

Splash GLX 17,990 18,990 69 118 4/1242 6 1054* 12.31* 5.1 11/11

Splash LTD –– 19,990 69 118 4/1242 6 1040 –– 5.7 ––

Swift GL 19,990 21,990 70 130 4/1372 7 1005 –– 5.5 ––

Swift GLX 22,500 23,990 70 130 4/1372 7 1025 –– 5.5 ––

Swift Ltd 23,500 24,990 70 130 4/1372 7 1032* 12.11* 5.5 04/11

Swift RS –– 26,500 70 130 4/1372 7 1045 –– 6.2 ––

Swift Sport 3-door 25,990 –– 100 160 4/1586 7 1055* 8.61* 6.4 07/13

Swift Sport 5-door 27,500 28,990 100 160 4/1586 7 1069* 8.61* 6.5 05/12

S-Cross 4x2 GLX 27,990 29,990 86 156 4/1586 7 1095 –– 5.8 ––

S-Cross 4x2 LTD –– 32,990 86 156 4/1586 7 1167* 10.20* 5.8 03/14

S-Cross 4x4 GLX 30,990 32,990 86 156 4/1586 7 1170 –– 5.8 ––

S-Cross 4x4 LTD –– 35,990 86 156 4/1586 7 1220 –– 6.2 ––

SX4 2.0 sedan –– 26,990 112 190 4/1995 6 1285 –– 7.6 ––

Kizashi GLX 35,990 37,990 131 230 4/2393 7 1445 7.8 7.9 ––

Kizashi GLX Sport –– 39,990 131 230 4/2393 7 1530 8.8 7.9 ––

Kizashi LTD 41,990 43,990 131 230 4/2393 7 1532* 9.46* 7.9 09/10

Kizashi LTD Sport –– 44,990 131 230 4/2393 7 1530 8.8 7.9 ––

Kizashi Sport AWD –– 48,500 131 230 4/2393 7 1601* 10.21* 8.4 08/11

Jimny JX** 19,990 –– 63 110 4/1328 2 1060 11.7 7.1 ––

Jimny Sierra 22,990 24,500 63 110 4/1328 2 1081* 12.58* 7.1 ––

Grand Vitara 3dr 2.4 31,690 33,190 122 225 4/2393 6 1515* 9.81* 8.8 03/09

Grand Vitara 5dr 2.4 JLX 37,500 38,990 122 225 4/2393 6 1620 –– 8.9 ––

Grand Vitara 5dr 2.4 Ltd –– 39,990 122 225 4/2393 6 1663* 12.09* 9.9 02/13

Grand Vitara 5dr 4x2 –– 29,990 122 225 4/2393 6 1610 –– 9.5 ––

Grand Vitara 5dr 1.9 Diesel 43,990 –– 95 300 4/1870 6 1689 –– 6.8 ––

toyota.co.nz

Yaris 1.3 3dr hatch –– 23,580 63 121 4/1299 9 1035 –– 6.3 ––

Yaris 1.3 5dr hatch 24,080 25,580 63 121 4/1299 9 1025 –– 5.7 ––

Yaris 1.5 5dr hatch –– 27,780 80 141 4/1497 9 1045* 10.72* 6.3 11/11

Yaris 1.5 sedan –– 30,830 80 141 4/1497 6 –– –– 6.7 ––

Prius c –– 32,280 73 111 4/1497 7 1118* 11.18* 3.9 06/12

Prius c s-Tech –– 35,280 73 111 4/1497 7 1140 –– 3.9 ––

Corolla 1.8 GX hatch 33,490 34,990 103 173 4/1798 7 1250 –– 7.1 ––

Corolla 1.8 GLX hatch –– 37,490 103 173 4/1798 7 1272* 9.04 6.6 02/13

Corolla 1.8 Levin SX –– 38,990 103 173 4/1798 7 1275 –– 6.6 ––

Corolla 1.8 Levin ZR –– 43,690 103 173 4/1798 7 1293* 9.94* 6.6 01/13

Corolla 1.8 GX sedan –– 36,180 100 175 4/1798 7 –– –– 6.6 ––

Corolla 1.8 GLX sedan –– 39,280 100 175 4/1798 7 –– –– 6.6 ––

Corolla 1.5 GX wagon 30,780 32,780 80 138 4/1496 6 1135 –– 5.6 ––

86 RC 33,986 –– 147 205 4/1998 7 1200 7.6 6.9 ––

86 42,586 43,586 147 205 4/1998 7 1213* 7.09* 7.8 10/12

GT86 47,486 48,486 147 205 4/1998 7 1257 7.6 7.8 ––

86 TRD 63,786 64,786 147 205 4/1998 7 1275 7.6 7.8 ––

GT86 TRD 68,786 69,986 147 205 4/1998 7 1275 7.6 7.8 ––

Prius –– 50,280 73 142 4/1798 8 1370 –– 3.9 ––

Prius v –– 51,490 100 142 4/1798 7 1495 11.3 4.1 ––

Prius v s-Tech –– 56,990 100 142 4/1798 7 1495 11.3 4.1 ––

Avensis tourer –– 47,990 112 196 4/1987 7 1560 –– 7.1 ––

Camry GL –– 44,990 131 231 4/2494 7 1460 –– 7.8 ––

Camry Atara S –– 48,890 135 235 4/2494 7 1470 –– 7.8 ––

Camry Atara SX –– 51,490 135 235 4/2494 7 1485 –– 7.8 ––

Camry Hybrid –– 50,990 118 213 4/2494 7 1596* 7.90* 5.2 07/12

Camry Hybrid i-tech –– 56,890 118 213 4/2494 7 1575 –– 5.2 ––

Aurion AT-X –– 49,690 200 336 6/3456 9 –– –– 9.3 ––

Aurion Sportivo SX6 –– 51,790 200 336 6/3456 9 1529* 6.73* 9.3 07/12

Aurion Touring –– 52,090 200 336 6/3456 9 –– –– 9.3 ––

Previa –– 65,380 125 224 4/2362 4 1723* 10.54* 9.5 09/06

RAV4 2.0 4x2 GX –– 39,990 107 187 4/1987 7 1500 11.1 7.4 ––

RAV4 2.0 4x2 GXL –– 44,490 107 187 4/1987 7 1510 11.1 7.4 ––

RAV4 2.5 4x4 GX –– 47,290 132 233 4/2494 7 1590 9.4 8.5 ––

RAV4 2.5 4x4 GXL –– 51,490 132 233 4/2494 7 1600 9.4 8.5 ––

RAV4 2.5 4x4 LTD –– 60,790 132 233 4/2494 7 1610* 9.16* 8.5 06/13

RAV4 2.2d 4x4 GX –– 49,290 110 340 4/2231 7 1630 10.0 6.5 ––

RAV4 2.2d 4x4 GXL –– 53,490 110 340 4/2231 7 1640 10.0 6.5 ––

RAV4 2.2d 4x4 LTD –– 62,790 110 340 4/2231 7 1640 10.0 6.5 ––

Highlander 4x2 7 seat –– 61,990 201 337 6/3456 7 1950 8.3 10.2 ––

Highlander 4x4 7 seat GX –– 59,990 201 337 6/3456 7 2005 8.7 10.6 ––

Highlander 4x4 7 seat GXL –– 65,990 201 337 6/3456 7 2020 8.7 10.6 ––

Highlander 4x4 7 seat Ltd –– 76,490 201 337 6/3456 7 2060 8.7 10.6 ––

Highlander 4x4 7 seat Ltd ZR –– 80,990 201 337 6/3456 7 2065 8.7 10.6 ––

FJ Cruiser –– 71,280 200 380 6/3956 6 1994* 8.26* 11.4 06/11

Land Cruiser Prado 3.0 TDi RV –– 84,195 127 410 4/2982 7 2240 –– 8.5 ––

Land Cruiser Prado 3.0 TDi VX –– 94,780 127 410 4/2982 7 2315 –– 8.5 ––

Land Cruiser Prado 4.0 V6 VX –– 94,780 202 381 6/3956 7 2285 –– 11.5 ––

Land Cruiser Prado 3.0 TDi VX Ltd –– 109,780 127 410 4/2982 7 2365 –– 8.5 ––

Land Cruiser 200 VX –– 125,790 195 650 8/4461 6 2675 –– 10.3 ––

Land Cruiser 200 VX Ltd –– 147,900 195 650 8/4461 6 2675 –– 10.3 ––

Hilux extra cab 4x2 3.0 TDi 42,090 –– 126 343 4/2982 2 1685 –– 8.1 ––

Hilux double cab 4x2 3.0 TDi 43,990 –– 126 343 4/2982 2 1670 –– 8.1 ––

Hilux double cab 4x2 SR5 V6 –– 52,490 175 376 4/3956 2 1665 –– 11.8 ––

Hilux extra cab 4x4 3.0 TDi 56,390 –– 126 343 4/2982 6 1775 –– 8.3 ––

Hilux double cab 4x4 3.0 TDi 54,290 58,090 126 343 4/2982 6 1805 –– 8.3 ––

Hilux double cab 4x4 SR5 3.0 TDi 62,790 65,290 126 343 4/2982 6 1815 –– 8.3 ––

Hilux double cab 4x4 SR5 V6 –– 65,290 175 376 4/3956 6 1850 –– 13.0 ––

volkswagen.co.nz

Polo Comfortline 22,990 25,990 63 132 4/1390 6 1104 11.9 5.9 ––

Polo TSI Highline –– 29,990 66 160 4/1198 6 1104 12.3* 5.8 12/09

Polo TSI R-Line –– 33,990 66 160 4/1198 6 1129 10.54* 5.3 02/13

CrossPolo TSI –– 36,250 77 175 4/1198 6 1101 9.9 5.5 ––

Polo GTI –– 38,750 132 250 4/1390 6 1234* 6.83* 5.9 03/11

Golf 90kW TSI 32,500 34,890 90 200 4/1390 7 1256* 9.12* 5.2 08/13

Golf 77kW TDI –– 37,690 77 250 4/1598 7 1313 10.7 3.9 ––

Golf 103kW TSI –– 40,750 103 250 4/1395 7 1337* 7.84* 5.0 07/13

Golf 110kW TDI –– 43,990 110 320 4/1968 7 1410* 8.27* 4.4 04/13

Golf GTI 58,500 60,990 162 350 4/1984 7 1387* 6.39* 6.4 08/13

Golf GTI Performance –– 65,500 169 350 4/1984 7 1438* 6.38* 6.4 05/14

Golf R 68,500 70,990 221 380 4/1984 7 1515* 4.93* 6.9 04/14

Golf wagon 90kW TSI –– 36,990 90 200 4/1395 7 1350 9.7 5.1 ––

Golf wagon 103kW TSI –– 41,990 103 250 4/1395 7 1368 8.9 5.0 04/14

Golf wagon 77kW TDI –– 39,690 77 250 4/1598 7 1410 11.2 4.0 ––

Golf Cabriolet TSI –– 45,750 90 200 4/1390 6 1449* 10.66* 6.3 06/12

Golf Cabriolet GTI –– 60,750 155 280 4/1984 6 1555 7.3 7.7 ––

Beetle –– 46,500 118 240 4/1390 6 1363* 8.16* 6.2 03/13

Scirocco TSI 155kW –– 59,000 155 280 4/1984 6 –– 7.1 7.5 ––

Scirocco R –– 70,250 195 350 4/1984 6 1389* 6.05* 8.0 05/10

Tiguan 110kw TSI –– 39,990 110 240 4/1390 6 1536* 9.27* 7.1 11/13

Tiguan 132kW TSI –– 50,990 132 280 4/1984 6 1630* 9.14* 8.6 06/12

Tiguan 132kW TSI R-Line –– 54,990 132 280 4/1984 6 1659 7.9 8.6 ––

Tiguan 103kW TDI –– 54,990 103 320 4/1968 6 1718* 11.23* 7.5 12/11

Tiguan 103kW TDI R-Line –– 58,990 103 320 4/1968 6 1675 10.2 6.3 ––

Passat 118kW TSI –– 47,750 118 250 4/1798 6 1451* 8.42* 7.1 04/11

Passat 103kW TDI BlueMotion –– 49,750 103 320 4/1968 6 1560 9.8 5.2 ––

Passat 125kW TDI BlueMotion –– 58,250 125 350 4/1968 6 1591 8.6 5.2 ––

Passat 118kW TSI R-Line wagon –– 49,990 118 250 4/1798 6 1551 8.7 7.1 ––

Passat 103kW TDI R-Line wagon –– 51,990 103 320 4/1968 6 1601 10.0 5.2 ––

Passat 130kW TDI R-Line wagon –– 54,990 130 350 4/1968 6 1592* 7.78* 5.2 06/14

Passat Alltrack 125kW TDI BM 4M wagon –– 59,990 125 350 4/1968 6 1750* 9.33* 5.8 07/12

CC 125kW TDI BlueMotion –– 62,250 125 350 4/1968 6 1579* 8.6 5.5 ––

CC V6 4Motion –– 74,000 220 350 6/3597 6 1704 5.6 9.3 ––

Touareg TDI V6 150kW –– 89,750 150 400 6/2967 7 –– –– 7.4 ––

Touareg TDI V6 180kW –– 108,000 180 550 6/2967 7 2104 7.8 7.4 ––

Touareg TDI V8 –– 139,500 250 800 8/4134 7 2316* 6.10* 9.1 02/11

Amarok 4x2 TDI double cab 43,990 –– 90 340 4/1968 2 1998 13.5 7.3 ––

Amarok 4x2 BiTDI Highline d/cab 49,990 –– 120 400 4/1968 6 2037 10.8 7.6 ––

Amarok 4Motion BiTDI d/cab 56,990 –– 120 400 4/1968 2 2112 11.1 7.8 ––

Amarok 4Motion BiTDI Highline d/cab 61,990 –– 120 400 4/1968 6 2113* 12.30* 7.8 04/11

Amarok 4Motion BiTDI Highline d/cab –– 64,990 132 420 4/1968 6 2170* 10.93* 8.3 11/12

volvocars.com/nz

V40 D2 –– 47,990 84 270 4/1560 7 1365 12.1 4.0 ––

V40 D4 49,990 54,990 130 400 5/1984 7 1508 7.9 5.2 ––

V40 D4 Luxury –– 60,990 130 400 5/1984 7 1508 7.9 5.2 ––

V40 T4 –– 52,990 132 300 5/1984 7 1526* 8.10* 7.5 05/13

V40 T4 Luxury –– 58,990 132 300 5/1984 7 1462 8.1 7.5 ––

V40 T5 R-Design –– 64,990 187 360 5/2497 7 1468 5.7 7.9 ––

V40 Cross Country D4 Luxury –– 62,990 133 400 4/1969 7 1561 8.3 5.2 ––

V40 Cross Country T5 AWD Luxury –– 66,990 187 360 5/2497 7 1588 6.4 8.3 ––

S60 T4 –– 59,990 132 240 4/1596 8 1491 9.0 6.8 ––

S60 T4 Luxury –– 65,990 132 240 4/1596 8 1491 9.0 6.8 ––

S60 D4 –– 67,990 133 400 4/1969 8 1563 7.4 4.2 ––

S60 D4 Luxury –– 73,990 133 400 4/1969 8 1563 7.4 4.2 ––

S60 T5 Luxury –– 70,990 180 350 4/1969 8 1557 6.3 6.0 ––

S60 T5 R-Design –– 72,990 180 350 4/1969 8 1557 6.3 6.0 ––

S60 T6 AWD R-Design –– 84,990 242 480 6/2953 8 1732* 5.63* 9.9 04/14

V60 D4 –– 69,990 133 400 4/1969 8 1596 7.6 4.3 ––

V60 D4 Luxury –– 75,990 133 400 4/1969 8 1596 7.6 4.3 ––

V60 T5 –– 66,990 180 350 4/1969 8 1600 6.4 6.2 ––

V60 T5 Luxury –– 72,990 180 350 4/1969 8 1600 6.4 6.2 ––

V60 T5 R-Design –– 74,990 180 350 4/1969 8 1600 6.4 6.2 ––

V60 T6 AWD R-Design –– 86,990 242 480 6/2953 8 1781* 5.55* 10.2 05/12

XC60 D4 –– 72,990 133 400 4/1969 6 1734 8.5 4.7 ––

XC60 D4 Luxury –– 78,990 133 400 4/1969 6 1734 8.5 4.7 ––

XC60 D5 AWD –– 78,990 158 440 5/2400 6 1796 8.3 6.4 ––

XC60 D5 AWD Luxury –– 84,990 158 440 5/2400 6 1796 8.3 6.4 ––

XC60 D5 AWD R-Design –– 87,990 158 440 5/2400 6 1796 8.3 6.4 ––

XC60 T5 –– 69,990 180 350 4/1969 6 1721 7.2 6.7 ––

XC60 T5 Luxury –– 75,990 180 350 4/1969 6 1721 7.2 6.7 ––

XC60 T6 AWD Luxury –– 86,990 224 440 6/2953 6 1814 6.9 10.7 ––

XC60 T6 AWD R-Design –– 89,990 242 480 6/2953 6 1814 6.6 10.7 ––

XC70 D5 AWD –– 76,990 158 440 5/2400 6 1890 8.3 6.4 ––

XC70 D5 AWD Luxury –– 82,990 158 440 5/2400 6 1890 8.3 6.4 ––

XC70 T6 AWD Luxury –– 84,990 224 440 6/2953 6 1870 6.9 10.6 ––

XC90 D5 AWD Executive –– 84,990 147 420 5/2400 6 2114 10.3 8.2 ––

XC90 D5 AWD R-Design –– 84,990 179 320 6/3192 6 2106 9.5 11.4 ––

XC90 3.2 AWD Executive –– 84,990 147 420 5/2400 6 2114 10.3 8.2 ––

XC90 3.2 AWD R-Design –– 84,990 179 320 6/3192 6 2106 9.5 11.4 ––



http://www.suzuki.co.nz

http://www.toyota.co.nz

http://www.volkswagen.co.nz

http://www.volvocars.com/nz

NEWMARKET S

eat

Hei

ght

(mm

)

Cla

imed

W

eigh

t(kg

)

Cap

acit

y (c

c)/

No.

of

Cyl

s

Pri

ce

Model Sea

tH

eigh

t(m

m)

Cla

imed

W

eigh

t(kg

)

Cap

acit

y (c

c)/

No.

of

Cyl

s

Pri

ce

Model

aprilia.net.nz

Shiver 750 $13,995 750cc/V2 189kg 800mm

Shiver 750 ABS $14,995 750cc/V2 194kg 800mm

Dorsoduro 750 ABS $16,990 750cc/V2 186kg 870mm

Dorsoduro 1200 $18,995 1197cc/V2 212kg 870mm

Dorsoduro 1200 ABS $19,995 1197cc/V2 212kg 870mm

Tuono V4 APRC $23,990 1000cc/V4 183kg 835mm

Tuono V4 APRC ABS $26,990 1000cc/V4 185kg 835mm

RSV4 Factory APRC $33,995 999cc/V4 181kg 845mm

RSV4 R APRC ABS $26,990 999cc/V4 186kg 845mm

RSV4 Factory APRC ABS $35,990 999cc/V4 181kg 845mm

Caponord ABS $24,990 1197cc/V2 214kg 840mm

Caponord ABS Travel Pack $27,990 1197cc/V2 228kg 840mm

bmwmotorrad.co.nz

G650 GS $15,293 652cc/1 192kg 780mm

F800 R $18,481 798cc/I2 199kg 800mm

F650 GS $17,844 798cc/I2 179kg 820mm

F800 GS $22,308 798cc/I2 185kg 880mm

F800 ST $20,395 798cc/I2 182kg 820mm

R1200 R $28,302 1170cc/B2 198kg 800mm

R1200 R SE $27,907 1170cc/B2 223kg 800mm

R1200 RT SE $39,909 1170cc/B2 229kg 820mm

R1200 GS $28,302 1170cc/B2 225kg 850mm

R1200 GS Triple $33,481 1170cc/B2 229kg 850mm

R1200 GS Adventure $34,807 1170cc/B2 223kg 910mm

K1300 R SE $30,853 1293cc/I4 243kg 820mm

K1300 S $33,659 1293cc/I4 254kg 820mm

K1300 GT $38,455 1293cc/I4 288kg 820mm

K1300 GT SE $42,249 1293cc/I4 288kg 820mm

K1600 GT $44,628 1646cc/l6 319kg 810mm

K1600 GTL $47,179 1646cc/l6 348kg 750mm

S1000 RR Sport $29,990 999cc/L4 210kg 820mm

cfmoto650NK $7,990 650cc/I2 206kg 795mm

650NK LAMS $7,990 650cc/I2 206kg 795mm

650TR $9,990 650cc/I2 220kg 795mm

Leader 150 $2,995 150cc/1 129kg 800mm

V Night 150 $3,995 150cc/1 116kg 760mm

can-am nz.brp.com/spyder

Spyder RS SM5 $30,990 998cc/V2 317kg 737mm

Spyder RS SE5 $33,490 998cc/V2 317kg 737mm

Spyder RSS SE5 $34,690 998cc/V2 317kg 737mm

Spyder RT SM5 $37,490 998cc/V2 425kg 750mm

Spyder RT Techno SM5 $42,090 998cc/V2 425kg 750mm

Spyder RT Techno SE5 $44,590 998cc/V2 425kg 750mm

Spyder RT S SM5 $46,690 998cc/V2 425kg 750mm

Spyder RT S SE5 $49,190 998cc/V2 425kg 750mm

ducati.com.au

Monster 659 ABS LAMS $15,990 659cc/L2 163kg 770mm

Monster 696 ABS $17,490 696cc/L2 161kg 770mm



Monster 1200 S ABS $29,990 1198cc/L2 209kg 810mm

Streetfighter 848 $23,990 849cc/L2 199kg 840mm

Multistrada 1200 ABS $28,490 1198cc/L2 224kg 850mm

Multistrada 1200 S Touring $35,490 1198cc/L2 234kg 850mm

Multistrada 1200 S GT $36,490 1198cc/L2 245kg 850mm

Multistrada 1200 S Pikes Peak $39,990 1198cc/L2 222kg 850mm

Hyperstrada $22,490 821cc/L2 204kg 850mm

Hypermotard $20,990 821cc/L2 198kg 850mm

Hypermotard SP $25,990 821cc/L2 194kg 890mm

Diavel $29,990 1198cc/V2 239kg 770mm

Diavel Stripes $33,990 1198cc/V2 239kg 770mm

Diavel Strada $33,990 1198cc/V2 239kg 770mm

Diavel Carbon $36,990 1198cc/V2 239kg 770mm

899 Panigale ABS $24,990 849cc/L2 194kg 830mm

1199 Panigale ABS $33,990 1198cc/L2 188kg 825mm

1199 Panigale S ABS $42,990 1198cc/L2 188kg 825mm

1199 Panigale S Corse Edition $49,990 1198cc/L2 190kg 825mm

1199 Panigale R ABS $53,990 1198cc/L2 189kg 825mm

harley-davidson.com.au

XL883L Super Low $14,495 883cc/V2 255kg 681mm

XL883N Iron 883 $14,495 883cc/V2 260kg 735mm

XL1200C 1200 Custom $17,150 1202cc/V2 260kg 710mm

XR1200X Forty Eight $18,495 1202cc/V2 260kg 710mm

FXDB Street Bob ABS $24,250 1690cc/V2 320kg 690mm

FXDC Super Glide Custom ABS $24,250 1690cc/V2 308kg 673mm

FXDWG Wide Glide ABS $26,750 1690cc/V2 303kg 678mm

FXDF Fat Bob ABS $27,595 1690cc/V2 320kg 686mm

FLD Switchback ABS $28,595 1690cc/V2 326kg 663mm

VRSCF V-Rod Muscle ABS $28,995 1250cc/V2 305kg 678mm

VRSCDX Night Rod Special ABS $29,595 1250cc/V2 304kg 678mm

FXST Softail Standard ABS $29,495 1584cc/V2 309kg 720mm

FXS Blackline ABS $29,995 1690cc/V2 310kg 663mm

FLSTF Fat Boy ABS $30,650 1690cc/V2 329kg 690mm

FLSTB Fat Boy Lo ABS $30,595 1690cc/V2 332kg 669mm

FLSTN Softail Deluxe $31,995 1690cc/V2 329kg 658mm

FLHR Road King ABS $34,250 1690cc/V2 368kg 711mm

FLTRX Road Glide Custom ABS $36,595 1690cc/V2 370kg 688mm

FLHX Street Glide ABS $37,595 1690cc/V2 373kg 688mm

FLHTCU Ultra Classic Electra $40,495 1690cc/V2 413kg 740mm

FLSTSE2 CVO Softail Convert $44,700 1802cc/V2 354kg 665mm

FLHXSE2 CVO Street Glide $48,995 1802cc/V2 389kg 696mm

FLHTCUSE6 CVO Ultra Classic $53,095 1802cc/V2 421kg 757mm

hondamotorbikes.co.nz

NC700S $11,995 670cc/I2 198kg 800mm

CB500F ABS $10,995 471cc/l2 192kg 790mm

CBR250R $7,495 249cc/1 161kg 748mm

CRF250L $8,999 249cc/1 144kg 875mm

XR125 $3,999 124cc/1 125kg 825mm

GL1800 Goldwing $44,995 1832cc/B6 405kg 740mm

Goldwing F6B $34,995 1832cc/B6 385kg 725mm

ST1300 ABS $26,495 1261cc/V4 289kg 789mm

VFR1200X $17,995 1237cc/V4 275kg 850mm

VFR1200F $26,995 782cc/V4 214kg 805mm

VFR800F Intercepter $17,995 782cc/V4 244kg 805mm

VFR800X Crossrunner $19,495 782cc/V4 240kg 816mm

NC700X $12,495 670cc/I2 214kg 830mm

CB500X ABS $11,495 471cc/l2 195kg 810mm

VT750C Shadow Cruiser $14,495 745cc/V2 224kg 675mm

VT750S $12,495 745cc/V2 232kg 750mm

VFR1200X Crosstourer $27,995 1237cc/V4 275kg 850mm

CBR1000RR E-ABS $24,995 999cc/l4 211kg 820mm

CBR1000RR $23,495 999cc/l4 200kg 820mm

CBR600RR E-ABS $21,995 599cc/I4 194kg 820mm

CBR600RR $19,995 599cc/I4 184kg 820mm

CBR500R $10,495 471cc/l2 194kg 790mm

CB500F ABS $10,995 471cc/l2 192kg 790mm

husqvarna triumphnz.co.nz/husky

CR125 $9,990 125cc/1 90kg 990mm

TC250 $10,300 249cc/1 95kg 968mm

WR125 $9,490 125cc/1 99kg 980mm

WR300 $10,490 293cc/1 103kg 975mm

TE450 $11,990 449cc/1 113kg 963mm

TXC450 $11,990 449cc/1 109kg 963mm

SM450RR $17,200 449cc/1 n/a 820mm

SM510R $12,800 501cc/1 120kg 920mm

SM630 $13,990 600cc/1 147kg 910mm

hyosung.co.nz

GT250P EFI LAMS $5,995 249cc/V2 153kg 790mm

GT250RC EFI LAMS $6,995 249cc/V2 159kg 790mm

GT650PL EFI LAMS $8,995 647cc/V2 196kg 790mm

GT650RCL EFI LAMS $9,995 647cc/V2 205kg 790mm

GV250N AQUILA EFI LAMS $5,995 249cc/V2 167kg 700mm

GV650PL EFI LAMS $10,995 647cc/V2 220kg 705mm

ST7L EFI LAMS $10,995 675cc/V2 225kg 675mm

ST7 Deluxe EFI LAMS $14,995 675cc/V2 236kg 675mm

X4 EFI LAMS $5995 249cc/1 135kg 780mm

Indianmotorcycles.co.nz

Chief Classic $28,995 1811cc/V2 370kg 660mm

Chief Vintage $31,995 1811cc/V2 379kg 736mm

Chieftain $34,995 1811cc/V2 385kg 660mm

kawasaki.co.nz

Vulcan 900 Custom $13,995 903cc/V2 253kg 680mm

Concours 14 ABS $25,995 1352cc/l4 304kg 815mm

ZX-14R ABS Ohlins Special Edition $23,995 1441cc/l4 265kg 800mm

ZX-14R Passion Red or Blue $21,495 1441cc/l4 265kg 800mm

ZX-10R ABS Lime Green $21,995 998cc/I4 201kg 813mm

ZX1000 SX ABS with panniers $21,995 1043cc/l4 231kg 820mm

ZX-6R $15,995 599cc/I4 191kg 815mm

ZX-6R ABS $16,995 599cc/I4 194kg 830mm

Z1000 ABS Special Edition $17,995 1043cc/l4 221kg 815mm

Z1000 ABS $16,995 1043cc/l4 221kg 815mm

Z800 $14,995 806cc/I4 229kg 834mm

W800 2013 $13,995 773cc/V2 217kg 790mm

Versys 650 ABS $13,995 649cc/l2 209kg 845mm

Versys $12,995 649cc/l2 206kg 840mm

ER-6n ABS LAMS $12,995 649cc/I2 211kg 805mm

ER-6n $11,995 649cc/I2 211kg 805mm

Ninja 650R ABS LAMS $13,995 649cc/I2 211kg 805mm

Ninja 650R ABS $12,595 649cc/I2 211kg 805mm

Ninja 650R $12,995 649cc/I2 209kg 805mm

Ninja 400R $10,995 399cc/I2 203kg 790mm

Ninja 300 ABS SE LAMS $9,395 296cc/l2 152kg 785mm

Ninja 300 LAMS $7,995 296cc/l2 152kg 785mm

KLR650 $9,995 651cc/1 175kg 890mm

ktm.co.nz

200 Duke $7,999 200cc/1 130kg 800mm

390 Duke $9,499 373cc/1 139kg 800mm

450 SMR $15,999 449cc/1 110kg 927mm

690 Duke $13,999 690cc/1 150kg 835mm

690 Duke R $16,499 690cc/1 149kg 865mm

1190 Adventure Base $24,999 1195cc/V2 212kg 860mm

1190 Adventure $26,999 1195cc/V2 212kg 860mm

1190 Adventure R $27,999 1195cc/V2 217kg 890mm

1290 Superduke R ABS $28,499 1301cc/V2 189kg 835mm

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

A STAR

BELLRS-1

112 new zealand autocar112 new zealand autocar Prices are RRP. Errors & Omissions Excepted.

http://nz.brp.com/spyder

http://triumphnz.co.nz/husky

http://www.aprilia.net.nz

http://www.bmwmotorrad.co.nz

http://www.hyosung.co.nz

http://www.ducati.com.au

http://www.indianmotorcycles.co.nz

http://www.kawasaki.co.nz

http://www.harley-davidson.com.au

http://www.ktm.co.nz

Sea

tH

eigh

t(m

m)

Cla

imed

W

eigh

t(kg

)

Cap

acit

y (c

c)/

No.

of

Cyl

s

Pri

ce

Model

HSG

004

5 AC

/MW

Learner Approved Motorcycle Schemelams.co.nz

GT650PL 52hp $8,995 +orc GT650RL 52hp $9,995 +orc GV650PL 52hp $10,995 +orc ST7L 63hp $10,995 +orc P: 0800 HYOSUNG

moto guzzi.net.nz

V7 Classic 750 $13,990 744cc/V2 198kg 805mm

V7 Cafe Classic $13,990 744cc/V2 198kg 805mm

V7 Racer $16,990 744cc/V2 198kg 805mm

V7 Stone $14,990 744cc/V2 179kg 805mm

V7 Special $15,990 744cc/V2 179kg 805mm

1200 Sport SE $22,990 1151cc/V2 240kg 800mm

1200 Sport SE ABS $23,990 1151cc/V2 240kg 800mm

Griso 1200 8V $20,990 1151cc/V2 222kg 800mm

Griso 1200 SE $24,000 1151cc/V2 222kg 800mm

Breva 1200 4V $18,990 1151cc/V2 236kg 800mm

Norge 1200 GT 8V ABS $25,990 1151cc/V2 246kg 800mm

Norge 1200 GTL $18,990 1151cc/V2 246kg 800mm

California 1400 ABS $28,990 1380cc/V2 337kg 740mm

Nevada 750 $14,990 744cc/V2 179kg 767mm

California 1400 ABS Custom $26,990 1380cc/V2 318kg 740mm

Stelvio 1200 $19,990 1151cc/V2 257kg 820mm

Stelvio 1200 NTX ABS $26,990 1151cc/V2 272kg 820mm

mv agusta.co.nz

Brutale 675 $17,990 675cc/I3 167kg 810mm

Brutale 800 $22,490 798cc/I3 167kg 810mm

Brutale 800 EAS $23,490 798cc/I3 167kg 810mm

Brutale 800 EAS ABS $24,490 798cc/I3 167kg 810mm

Brutale 800 Dragster EAS ABS $25,990 798cc/I3 167kg 811mm

Brutale 1090 R $25,990 1078cc/I4 183kg 830mm

Brutale 1090 RR $26,990 1078cc/I4 183kg 830mm

Brutale 1090 RR ABS $27,990 1078cc/I4 183kg 830mm

F3 675 EAS $22,490 675cc/I3 173kg 805mm

F3 800 EAS $25,990 798cc/I3 173kg 805mm

F3 800 EAS ABS $26,990 798cc/I3 173kg 805mm

F4 1000R $34,990 998cc/l4 185kg 830mm

F4 1000R ABS $42,990 998cc/l4 185kg 830mm

Rivale 800 $25,990 798cc/I3 178kg 881mm

royal enfield.co.nz

Bullet Euro Classic Deluxe $8,550 500cc/1 168kg 760mm

Bullet C5 EFI $11,995 500cc/1 182kg 800mm

suzuki.co.nz/motorcycles

GN125H LAMS $2,699 124cc/1 107kg 735mm

DR200SEL2 Street Legal LAMS $5,995 199cc/1 126kg 810mm

GW250L3 Inazuma LAMS $5,495 248cc/I2 182kg 780mm

GW250ZL4 LAMS $6,495 248cc/I2 183kg 780mm

VL250L2 Intruder LAMS $6,999 248cc/V2 145kg 685mm

DR-Z250K9 LAMS $8,495 249cc/1 131kg 890mm

DR-Z400EK9 Street Legal LAMS $9,495 398cc/1 138kg 935mm

DR-Z400SML4 Supermotard LAMS $9,995 398cc/1 146kg 890mm

GSX-R600L3 $18,495 599cc/l4 187kg 810mm

AN650L4 Burgman 650 LAMS $17,295 638cc/l2 275kg 755mm

DL650AL4 V-Strom ABS $14,500 645cc/V2 214kg 835mm

DL650AL4 V-Strom ABS LAMS $14,500 645cc/V2 214kg 835mm

DR650SEL4 LAMS $8,999 644cc/1 166kg 885mm

GSX650FUL2 LAMS $11,995 656cc/l4 241kg 790mm

SFV650L3 Gladius $11,995 645cc/V2 202kg 785mm

SFV650UL4 Gladius LAMS $11,995 645cc/V2 202kg 785mm

GSR750L4 $14,495 749cc/l4 210kg 815mm

GSX-R750L4 $18,995 749cc/l4 190kg 810mm

DL1000AL4 V-Strom ABS $19,995 1037cc/V2 228kg 850mm

GSX-R1000L3 $21,990 999cc/l4 203kg 810mm

GSX1250FAL4 Faired Tourer $15,995 1255cc/I4 257kg 805mm

GSX1300RAL3 Hayabusa ABS $21,990 1340cc/I4 260kg 805mm

S40 Boulevard $7,995 652cc/1 173kg 700mm

C50 Boulevard $14,995 805cc/V2 277kg 700mm

C90BT Boulevard Black Out $21,990 1462cc/V2 363kg 720mm

C90T Boulevard $16,900 1462cc/V2 363kg 720mm

M50 Boulevard $12,495 805cc/V2 269kg 700mm

M109R Boulevard $21,990 1783cc/V2 347kg 705mm

M109RZ Boulevard $22,500 1783cc/V2 347kg 705mm

M109RBZ Boulevard $22,495 1783cc/V2 347kg 705mm

Homologation model #662 of 1000, travelled just 11,000km, original condition, very rare now and super collectible $35,000

Retro 50cc project “N” model, matt silver finish, travelled just 6,000km, rare in NZ and a real head turner $3,500

As new travelled just 16km, displayed only, never registered, a Tamborini masterpiece, suit serious collector $20,000

Genuine Valentino Rossi signed article with papers from Honda authenticating, travelled 51,000km, nice example $8,000

15 Eden Street, Newmarket, Phone 09 522 0289Open: Mon-Fri 7am-4pm, Sat 8am-4pm

www.carbon-garage.com

2000 MV AGUSTA F4S 750

2001 HONDA CBR600 F4I ROSSI

1987 HONDA VFR750R RC30

2003 HONDA SOLO

triumphmotorcycles.co.nz

Tiger 800 ABS $18,990 799cc/l3 214kg 843mm

Tiger 800 XC ABS $21,295 799cc/l3 214kg 843mm

Tiger 800 XC ABS SE $21,990 799cc/l3 214kg 843mm

Tiger 1050 $19,990 1050cc/I3 198kg 830mm

Tiger 1050 ABS SE $20,990 1050cc/I3 198kg 830mm

Tiger Explorer 1200 ABS $27,190 1215cc/I3 259kg 837mm

Tiger Explorer Spoke ABS $27,990 1215cc/I3 259kg 837mm

Tiger Explorer Spoke ABS XC $29,590 1215cc/I3 267kg 837mm

Tiger Sport ABS $21,990 1050cc/I3 235kg 830mm

Tiger Sport ABS Launch $23,490 1050cc/I3 235kg 830mm

Bonneville A3 $14,490 865cc/I2 200kg 740mm

Bonneville SE $13,990 865cc/I2 205kg 775mm

Bonneville T100 A3 Black $15,490 865cc/I2 205kg 775mm

Bonneville T100 A3 $15,490 865cc/I2 224kg 774mm

Bonneville T100 SE A3 $15,990 865cc/I2 224kg 774mm

Scrambler $15,490 865cc/I2 229kg 826mm

Thruxton A3 $15,590 865cc/I2 205kg 790mm

Bonneville America A3 $14,490 865cc/I2 226kg 720mm

Bonneville America LT A3 $15,990 865cc/I2 226kg 720mm

Rocket III Roadster ABS A2 $27,290 2294cc/I3 367kg 750mm

Speedmaster A3 $14,490 865cc/I2 229kg 720mm

Thunderbird ABS A1 $23,990 1597cc/l2 339kg 700mm

Thunderbird Storm ABS A1 $24,990 1699cc/l2 339kg 700mm

Thunderbird Commander ABS $26,590 1699cc/l2 339kg 700mm

Thunderbird LT Tourer ABS A1 $27,990 1699cc/l2 380kg 700mm

Thunderbird LT Tourer ABS A1 $29,490 1699cc/l2 380kg 700mm

Street Triple B1 $14,990 675cc/l3 183kg 800mm

Street Triple ABS B1 $16,190 675cc/l3 183kg 800mm

Street Triple R B1 $16,990 675cc/l3 182kg 820mm

Street Triple R B1 Launch $17,990 675cc/l3 182kg 820mm

Street Triple R ABS B1 $17,990 675cc/l3 182kg 820mm

Speed Triple 1050 A1 $21,190 1050cc/l3 217kg 830mm

Speed Triple 1050 A1 ABS $20,990 1050cc/l3 217kg 830mm

Speed Triple R ABS A1 $22,990 1050cc/l3 212kg 825mm

Speed Triple SE $23,490 1050cc/l3 212kg 825mm

Daytona 675 B1 $16,990 675cc/I3 184kg 820mm

Daytona 675 B1 Launch $17,990 675cc/I3 184kg 820mm

Daytona 675 ABS B1 $18,990 675cc/I3 184kg 820mm

Daytona 675 R ABS B1 $22,490 675cc/I3 184kg 820mm

Daytona 675 R ABS B1 Launch $23,990 675cc/I3 184kg 820mm

Trophy ABS SE $32,990 1215cc/I3 301kg 800mm

Trophy ABS SE Launch $36,990 1215cc/I3 301kg 800mm

victorymotorcycles.co.nz

Vegas 8 Ball $22,595 1634cc/V2 296kg 673mm

Vegas $26,995 1634cc/V2 298kg 673mm

Vegas Low $24,495 1634cc/V2 295kg 640mm

Hammer $28,995 1634cc/V2 308kg 673mm

Hammer S $30,995 1634cc/V2 305kg 673mm

Jackpot $26,995 1634cc/V2 298kg 673mm

Kingpin $27,495 1634cc/V2 307kg 673mm

Kingpin Tour $27,495 1634cc/V2 336kg 673mm

Vision Street $32,995 1732cc/V2 365kg 673mm

Vision Tour $35,995 1732cc/V2 365kg 673mm

yamaha-motor.co.nz

YZF-R125 $9,199 125cc/1 138kg 818mm

YZF-R15 $4,999 150cc/1 131kg 790mm

Scorpio $4,289 223cc/1 126kg 770mm

XJ6-N $13,599 600cc/l4 211kg 785mm

XJ6-S $13,999 600cc/l4 211kg 785mm

FZ6R $13,999 600cc/l4 213kg 785mm

FZ6R SP $14,299 600cc/l4 213kg 785mm

FZ8-N $16,349 779cc/l4 211kg 815mm

FZ8-S $17,879 779cc/l4 215kg 815mm

FJR1300A $29,849 1298cc/I4 237kg 805mm

MT-01 $23,699 1670cc/V2 240kg 825mm

VMAX $35,749 1679cc/V4 318kg 775mm

XV250 Virago $7,149 249cc/V2 137kg 685mm

XVS650 V-Star Custom $12,879 649cc/V2 229kg 711mm

XVS650A V-Star Classic $13,899 649cc/V2 229kg 711mm

XVS1100A $17,679 1063cc/V2 272kg 710mm

YZF-R6 $18,799 600cc/I4 162kg 820mm

YZF-R1 $24,529 998cc/I4 206kg 835mm

XT660R $13,279 595cc/1 156kg 855mm

XT250 $7,659 196cc/1 118kg 790mm

TTR230 $7,249 223cc/1 107kg 870mm

WR250R road $12,349 250cc/1 125kg 929mm

AG100 $4,099 97cc/1 99kg 800mm

AG200 $6,329 196cc/1 112kg 820mm

new zealand autocar 113Distributors: To have your prices updated, email your current price list and information to [email protected] by the 10th of each month subscribe online at www.mags4gifts.co.nz/autocar

http://suzuki.co.nz/motorcycles

http://www.carbon-garage.com



http://www.motoguzzi.net.nz

http://www.triumphmotorcycles.co.nz

http://www.mvagusta.co.nz

http://www.royalenfield.co.nz

http://www.victorymotorcycles.co.nz

http://www.yamaha-motor.co.nz

http://www.lams.co.nz

I’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

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.’

Rob Scott

THE MIDDLE OF


www.mvagusta.co.nz

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.

Beyond exclusive.

Motorcycle Art

http://www.mvagusta.co.nz

Visit ProCeedGT.co.nz

WORK4965

1.6 Litre Turbo•150 kW of Power•265 Nm of Torque•6 Speed Manual Transmission

THE PRO_CEED GT

$43,990 + ORC

VERB. GIVE STRENGTH

OR ENERGY TO

UNCOMPROMISED 'Designer' Comfort

UNIQUE Instrument Panel

SPORTS Steering Wheel

http://www.proceedgt.co.nz

Documents

Nz autocar july 2014