Next-gen Navara by Nismo?

Resident artist Josh Byrnes imagines Nissan’s next one-tonner as a hybridised Ranger Raptor rival … would the Renault-Nissan-Mitsubishi alliance allow it to happen?

EXTRAORDINARY times require unprecedented measures.

Covid-19 has thrown the world into economic turmoil affecting just about every sector you could think of - the automotive industry included.

The downturn in new vehicle sales here and abroad has seen a tightening of the purse strings disrupting many new vehicle programmes, from delays to the complete axing of planned vehicle redesigns.

In Nissan’s case, the Corona curse appears to have poured more salt onto a pre-existing wound. The Japanese carmaker was struggling before the pandemic, and further rationing of their product portfolio was announced on May 4.

The Nissan-Renault-Mitsubishi ambition now is to leverage each member's strength (for instance, Nissan will take the lead in autonomous driving, while Renault will do so for connected-car technologies).

Also, each alliance member will be the reference for particular regions where it has particular status. So, Nissan will lead the China, North America and Japan regions. Renault will be the reference for Europe, Russia, South America and North Africa. Mitsubishi, meantime, will be the reference for the Asean and Oceania regions.

So, there’s that. Then there’s the bit that we’re a little nervous about. Cost-cutting is coming. Big cost-cutting. To achieve new targets, the companies say close to 50 percent of their models will be developed and produced under a so-called leader-follower arrangement by 2025.

The implication for the one-tonne ute sector could be massive. It seems to means the upcoming Navara replacement could well be based off Mitsubishi’s next Triton, to the point of becoming an exercise in badge-engineering.

That is, a common vehicle with lightly-altered front and rear ends. Everything else will mostly be the same as its Mitsubishi donor vehicle …even the often criticised Nissan-based Mercedes-Benz X-Class programme had more creative freedom.

However, what if Nissan had the complete free rein over the design and development - what could the Navara look like, and what else could we expect?

Our in-house illustrated study envisions the next Navara in Ranger Raptor-fighting ‘Nismo’ specification. So, cue all the necessary off-road bits; raised ground clearance? Check. Pumped wheel arch flares? That too. Giant wheels, likewise. And to top it all off …an in-your-face front-end that wouldn’t look out of place amongst a fleet of military vehicles.

Unlike Nissan’s recently-added Navara N-Trek Warrior variant, upgrades would go beyond just simple suspension tuning and visual add-ons. Here the frame would be strengthened, aided by off-road shock absorbers helping it to endure any punishment thrown its way.

While its Ranger Raptor rival is a tad underdone in the engine compartment; this study ditches diesel and puts aside any powertrain mediocrity by utilising a plug-in hybrid (PHEV) shared with Mitsubishi’s next-generation Outlander SUV. 

This setup employs a new 2.4-litre four-cylinder engine with 94 kW coupled to dual electric motors (one on each axle) producing 69 kW. In this application, the improved range comes from a larger 13.8-kilowatt-hour battery pack. In the Navara, this would be ideal for low-speed off-roading with prodigious amounts of low-down torque.

Diesel power will still feature for core volume-selling models and a myriad of variants in single, king and dual cab configurations will be available in both rear-drive and four-wheel-drive formats.

A full redesign of Nissan New Zealand’s most popular model is tipped to land sometime within the next 24 months as an MY2022 model.

Will it look anything like this rendering?

here’s one they do now … the Navara N-trek

New Yaris prices, spec revealed

Toyota New Zealand has begun the launch campaign for the new Yaris, on sale from August.

 PRICING of the new Yaris that bumps the Prius as Toyota’s most fuel-efficient car has been posted ahead of its availability. 

Toyota New Zealand will avail the 1.5-litre car in four hatchback variants from August 1. These span two levels of trim, GX and ZR, starting at $25,990 and topping at $33,490, with the versions in each grade that add hybrid support to the constantly variable transmission petrol drivetrain carrying a $2000 premium.

On top of this, there’s the option of a two-tone paintwork for the ZR that adds $500.

The hybrid models, which use a lithium ion battery and make 85kW of combined power (67kW purely out of the engine, peaking at 5500rpm) and 120Nm at 3800-4800rpm (against 88kW at 6600rpm and 1450Nm at 4800-5200rpm from the pure petrol Yaris), are set to attract star status for their frugality.

Toyota is asserting potential for 3.3 litres per 100km optimal, which when achieved presents a 0.6L/km improvement over the best from the like-sized Prius C, which has a nickel hydride battery pack, and 0.1L/100km better than a full-sized Prius hatch. It also presents a 1.6L/100km advantage over the best a pure petrol new-gen Yaris will achieve, the brand says. 

The new Yaris also stands out for having more safety features and driver assists than many offers in the small car category.

It is the first Yaris with the Toyota Safety Sense active safety systems and advanced driver assistance functions, that includes a range of driver information, early warnings and, when necessary, automatic braking and steering intervention.

All versions also debuts comfort technologies, including voice recognition and Apple Car Play/Android Auto running through a touch screen that also displays the view behind the car when it is being reversed and have adaptive cruise control. 

The additional technology is a big leap for Yaris, and though it lifts this fourth incarnation of the car into a higher price zone than that occupied by the outgoing line, which cost between $23,290 and $27,490 when it launched back in 2012, the value of the additional content should certainly be considered.

The versions that are now being advertised are ultimately set to be joined later in the year by the Yaris Cross (above) – basically the same car in an elevated format with slightly more rugged styling enhancements but identical drivetrains – and then the Yaris GR, the long-awaited bonkers 192kW/360Nm hot hatch inspired by Toyota’s rally exploits which despite strong styling resemblance is so altered to effectively become less a sister ship than a distant relative. 

The engine used by the Yaris and Yaris Cross takes the marque in a new direction, applying the Atkinson-cycle principles that have featured in previous fuel-eking Toyota petrol engines, but in a three-cylinder format. Toyota claims the 1.5 has a rated thermal efficiency of 40 percent, which it says is greater than comparable diesel engines. 

In addition to ensuring good fuel economy, it also promises low CO2 emissions – just 76 grams per kilometre from the hybrid against 114g/km from the pure petrol Yaris shows what a difference the battery assist delivers.

Toyota says this hybrid version has been developed directly from the 2.0 and 2.5-litre hybrid powertrain used in the Corolla, C-HR, RAV4 and Camry.

Underpinning the nameplate is the Toyota new Global Architecture (TNGA), which also enables the implementation of hybrid drivelines easily and represents a leap in technology and driveability, with Toyota promising a substantially more engaging drive, improved comfort and refinement.

The Yaris and Yaris Cross have the same 2560mm wheelbase, but the hatch is 240mm shorter overall, the crossover adding 60mm to the front overhang and 180mm to the rear, to ensure more interior space. The ground clearance is 60mm higher with the Cross and, with 1550mm height, the hatch is 90mm lower and 20mm narrower overall.

Even though the GR was developed alongside the standard model, and shares the same wheelbase and platform, it is effectively a distinct car. The GR body takes Yaris styling cues, yet is so different no panels apparently interchange.

The performance model's emphasis on weight-saving means it incorporates more exotic materials – the payoff is in it being 38kg lighter than the standard car. It’s also a lot faster. 

The GR's roofline is 95mm lower than the standard car, it has a substantially wider rear track and entirely new double wishbone rear suspension, features three doors - whereas a standard Yaris is a five-door – and the sole transmission feeding the engine – still three-cylinder, but a 1.6 - is a six-speed manual. The video below shows the effort Toyota puts into its GR.

The Yaris hatch model line and pricing: GX, $25,990; GX hybrid, $27,990; ZR, $29,990 ($30,490 with two tone paint); ZR hybrid $32,990 ($33,490 with two-tone).

German super-sedans pack performance, styling tweaks

Updated BMW M5 and Mercedes-AMG E63 maintain their parity in powerhaus pedigree.

FOUR Twenty, 441, 450, 460 – pick a number, right?

Always with awareness that where you land on the kiloWatt chart also dictates one of two badge preferences when selecting a German premium all-paw performance sedan that’s not an Audi.

The first and third counts put you with Mercedes AMG, and behind the wheel of an E63 AMG in standard and S formats. The remainder with a Five Series fettled by BMW’s M Division, primarily as the ‘starter’ edition, ultimately in Competition mode.

Yup, it’s mid-life upgrade time for two supercar-slaying sedans and, as always, where one goes, the other is quick to follow, with both laying down big numbers.

Which also relate to? Well, torque, which optimally hits 750Nm behind the blue and white roundel and 800Nm behind the star, top speeds - 300kmh optimally from the E63 S, another 5kmh more with the Competition (with the optional M Driver’s package fitted) – and, of course, those all-important 0-100kmh times: just 3.3 seconds for the M5 in hottest fettle, which makes it 0.1 faster to the legal highway limit from a standing start than the most potent E 63. There are economy figures too but … not of any particular interest, right?

So, which to chose? It might all come down to price, which is still a mystery for our market, though potentially the current stickers won’t be too far shy of the new prices, and availability … which means quarter three for the Munich monster, some time prior to Christmas for Affalterbach’s.

The other important thing to recognise is that, while both makes are talking of these incoming missiles as being ‘new’ models, they really mean ‘massaged.’ Quite subtly, for the most part.

Those twin turbo V8 engines – a 4.4‑litre from Beamer, a 4.0-litre out of the other crowd – gearboxes (eight‑speed auto with BMW, nine-speed AMG), and the fancy all-wheel-drive - that can be configured in a special rear-drive mode with the M5 - are all as before.

What’s incoming is the same range of minor cosmetic updates found on the recently revised 5 Series So the M5 now sports the updated kidney grille which extends a little further down into the bumper and has a one-piece chrome surround. The new front end gains larger air intakes at the sides while the main aperture is now hexagonal. The LED lights front and rear are new, as is the rear bumper.

Interior revisions also mirror those on the standard 5 Series, with buyers getting a new 12.3-inch digital instrument cluster and a larger infotainment screen. Electrically adjustable sports seats and sun protective glass come as standard, while a Harmon/Kardon stereo, head-up display and an Alcantara headlining can be specced as optional extras, as can a Technology Plus pack that adds front and rear seat heating, a heated steering wheel, soft close doors and a seat massage function. The M5’s Ultimate Pack builds on this specification with a carbon fibre engine cover and Bowers and Wilkins surround sound system. A lot of comforts for a performance car? That’s your modern M5 customer.

There is a new 20-inch wheel design while the brake calipers can be finished in black or red as an alternate to the usual blue. The Competition’s are gold, as before.

Chassis upgrades over the standard BMW 5 Series include uprated dampers, stiffer engine mounts and larger disc brakes, with fixed six-piston calipers up front and single piston calipers at the rear. Buyers can also opt for a range of M Performance extras, such as coilover suspension and carbon fibre aero components. The Competition model sits seven millimetres lower. 

There’s a broader range of standard driver assistance technology, too. Buyers get lane- keeping assist, lane-change assist, a 360-degree parking camera, and BMW’s Parking Assistant Plus, which can take control of the car’s steering when reversing into spaces. BMW also now offers a Drive Recorder function, which uses the car’s built-in cameras to record footage from around the vehicle.

So how does the AMG respond? Basically, by following the same plot. 

The revamped styling also includes a larger grille created in an effort to differentiate it more from the wider E-Class range and aerodynamic tweaks to optimise both grip and airflow to the engine.

Although the powertrains’ outputs are unchanged, Mercedes-AMG says considerable tuning has been carried out to widen the E63’s performance window. Work has also been done to refine the dampers and chassis, while the dynamic engine mounts on the E63 S have been tweaked so they adapt more quickly to driving conditions.

 Further development has been carried out on the AMG Dynamic Select software, which adjusts systems such as the drive programmes, all-wheel drive systems and ESP stability control. The AMG Dynamics Plus package, which includes a Race drive mode and Drift function, is standard on the E63 S and is offered as an option for the base model for the first time.

The front bodywork of the machine has been honed for aerodynamic balance, with AMG engineers and aerodynamicists focused on reducing wind resistance and increasing high-speed stability. The wheel arches have been enlarged by 22mm to accommodate a wider track

At the rear, there are flatter brake lights, a reshaped apron, which has also been aerodynamically optimised and a new diffuser.

The standard E63 has new 19in alloy wheel options, while the S version that’s always been favoured for NZ gains new 20 inch aerodynamically optimised five-spoke alloy designs. 

There are new paint colour options previously offered on the Mercedes-AMG GT range only and the usual optional AMG Night Package adds extra styling tweaks, including a gloss black finish for the mirrors, window frame and exhaust pipes. 

Inside, the E63 feature similar tweaks to the rest of the facelifted E-Class range, including the latest version of the MBUX infotainment system and digital instrument display, both of which offer bespoke AMG display options. 

There is also a new twin-spoke AMG Performance steering wheel with haptic feedback controls and offered with Dinamica microfibre or leather, or combination finish. The wheel includes a ‘hands on’ sensor that will trigger warnings and, eventually, activate emergency brake assist if it detects the driver does not have their hands on the wheel for an extended period. Mated to the new wheel are larger aluminium paddle shifters that can operate the nine-speed transmission.

Double chevron brand plugs into EV drive

A fully electric Citroen will be here in 2021.

TOTALLY electric and a petrol powertrain for those who aren’t ready to plunge into a fully battery-propelled motoring future. 

That’s the proposed strategy Citroen’s New Zealand importer, Auto Distributors, hopes to realise with the new-generation C4, revealed internationally this week. 

The national potential for a model that has now fully released from a hatchback styling to embrace a crossover look previously limited to the offshoot C4 Cactus is for it to primarily deliver as Citroen’s breakthrough into the electric vehicle sphere, following a similar model from sister brand Peugeot, also with the same national distributor.

“One of the strengths of new C4 is choice of powertrain and we would like to provide options to Citroen customers, rather than limit them,” explains Auto Distributors’ commercial manager, Arek Zywot in explaining interest in the new e-C4.

“We do not know specific launch date as yet, although we are aiming to have it here by the end of quarter two (of) 2021.

“We are looking at two possible drivetrains: EV and petrol automatic.”

He’s comfortable with the styling direction cementing with a crossover aspect that, though more rakish and less ‘other worldly’ than the C4 Cactus look thanks to Citroen adopting a fastback roofline, nonetheless stays true to existing fundamentals.

“C4 is a continuation of a model that is replacing C4 Cactus and many of the design elements have transferred to the new model.”

C4 is, of course, based on the same underpinnings as the latest Peugeot 208 and 2008, also earmarked for NZ introduction and the drivetrains are identical. Just one petrol engine is expected, a 1.2-litre in three stages of tune: 74kW, 95kW and 114kW, operating through an eight-speed automatic gearbox and driving the front wheels. The e-C4 is expected to make use of a 50kWh lithium battery that will power an electric motor, developing around 100kW, on the front axle. The same powertrain in the e-2008 delivers a range of 320km, albeit when measured on the fabulously optimistic Worldwide Harmonised Light Vehicles Test Procedure.

All models will have the firm’s new progressive hydraulic suspension set-up, according to overseas’ reports. The car’s springs and shock absorbers work with hydraulic compression and rebound stops, which are designed to gradually slow body movement over bumps and potholes.

The progression to a crossover look is in response to hatch desirability having been undermined by the sports utility boom, Citroen acknowledges.

Citroen’s CEO Vincent Cobee says it’s all about finding the “proper balance between affordability, versatility and comfort, better access, and better visibility, as there’s probably also a need for more spice in the style.”

The electric and orthodox cars are identical in overall look and styling cues from the larger C5 Aircross are evident, but it also plucks from past Citroens. The shape of the third side window links to some of Citroen's earlier family cars, such as the GS, introduced in 1970.

The one detail to differentiate an e-C4 from the oil-reliant type is that the former has blue-lit badge surrounds.

The cabin is seen as a gentle redesign of what we can see in the current C4 Cactus, but with a new digital dashboard and instrument binnacle and a redesigned centre console.

Citroen says its has put a major focus on comfort when designing every part of the cabin, including the seats and the dashboard.

The electric-read CMP platform has become a vital attraction to Fiat Chrysler Automobiles, which is in the process of merging with Peugeot-Citroen parent PSA. It's one of two architectures that will underpin over two thirds of the merged group's combined annual production. It’s thought the Alfa Romeo Tonale crossover will be built on this underpinning.

Lexus IS: Niche is still necessary

The significantly refreshed compact sedan arrives later this year.

WITH only 63 registered in 2019 and just another 16 to date this year, the Lexus IS surely stands as a classic example of how interest in even sports sedans is waning.

 That diminished support has already been the death of its big brother; Lexus signalled earlier this year that production of the next-size-up GS for NZ ends in August. And that car achieved much the same penetration as the IS.

 Accordingly, it wouldn’t have been too much of a surprise, perhaps, had this week’s announcement of a big update for the IS been tagged with local market notice of a change of heart. Indeed, had NZ abdicated the IS it would be following the United Kingdom, which has determined not to continue with the car.

 Yet clearly there’s an optimism here that compels Lexus New Zealand to keep the white flag stowed.

In a statement timed to synch with the update’s global unveiling from the United States, it has sworn not only ongoing allegiance to the brand’s smallest rear-drive product but also continued enthusiasm.

Says Lexus New Zealand General Manager, Neeraj Lala: “With its Lexus driving signature, and performance enhancements, it is a true enthusiast’s car.”

So, what be expected of the latest edition when it arrives toward the end of the year? Basically, a lot of new, but also not a complete change.

What’s being described as the fourth-generation model is, in reality, a big makeover. A number of fresh technologies, improved dynamics and a complete overhaul of its dramatic styling place atop the same platform as the existing model and existing powertrains continue.

As is appropriate, the front end is still marked out by a large ‘spindle’ style grille, but the headlight units are more compact than before and feature a strong LED running signature slashing from corner to corner. 

The rear end is a complete revision: A new L-shaped tail light is joined by a full-width LED lighting bar, while Lexus talks of the car being more a ‘four-door coupe’ in profile than what we see now. Stronger rear shoulders are emphasised by the pronounced boot lid, too, while the whole car is 30mm longer. 

F-Sport versions receive a different mesh pattern on the front grille, and additional front air intake, exclusive 19-inch wheels, a bootlid spoiler and can be had in the Radiant Red paint colour used on the LC coupe.

These in particular sit lower and wider and look more ‘pumped’ than the current F-Sports. 

The interior is a mix of old and new. The central vents, gear selector, centre console and steering wheel appear to have been broadly carried over with minimal changes. The floating touchscreen infotainment system, 8.0 inches standard or 10.3 inches optionally, is new, replacing the sunken screen in the old car

Lexus says this IS is stiffer than the present offer thanks wider tracks, an increased number of front side-member weld points and a process of “optimising structures from the rear-quarter pillars to the sides of the roof, among other areas”. This, combined with a lower centre of gravity, boosts the model’s agility and lends a particular emphasis on steering response and feel.

Engineers have given the suspension a rework, too, with the new generation featuring new swing-valve shock absorbers to enhance the ride quality.

Powertrain options include the familiar 2.0-litre four-cylinder turbocharged petrol engine, 2.5-litre petrol-electric hybrid and 3.5-litre V6, all carried over from the current series with a few unique mapping tweaks to increase responsiveness.

The 2.0-litre turbo now features “enhanced adaptive control”, resulting in quicker and more decisive gear selection through the carryover eight-speed automatic transmission.

The hybrid has been treated to increased throttle response, while the V6 appears to be little changed. Lexus says full details will be confirmed closer to launch.

For reference, the current 2.0-litre produces 180kW/350Nm, the hybrid makes 164kW – Lexus does not quote a combined torque figure for the hybrid – while the V6 churns out 233kW/376Nm.

Full equipment levels have yet to be confirmed, although Lexus has made a point if referencing standard fitment of Apple CarPlay and Android Auto.

The Lexus’ Safety System Plus suite has also been upgraded.

Express RRPs fuel price intrigue

 Might the recommended retail prices for Mitsubishi’s returnee to the commercial van sector simply be conversation-starters?

 INTENT to uphold status as a value brand has influenced Mitsubishi here to mull a pricing strategy for the Express van that is potentially more aggressive than the stated stickers suggest.

This allowance comes from the brand in signalling the prospect of recommended retails announced for this version of the Renault Trafic will likely allow enough flexibility to present potential for a significant price advantage over the donor that doesn’t show in the cited RRP.

As reported last week, conjecture of Mitsubishi’s first offer in van-dom since it lost the ancient L300 in 2015 being a Trafic clone in all but name and badging doesn’t quite bear out.

The models head in different directions in terms of variant count and Renault also offers a lengthened wheelbase alternate to the standard 3098mm wheelbase format it and Mitsubishi offer.

Yet when wheelbase commonality is considered, the models are close enough in core attribute, have identical drivetrains - with identical outputs, economies and performances - and payloads, are sister ships in styling and sourcing, to the point of being built on a common line in France.

The two versions of Express coming on sale in September are a manual 103kW/340Nm 1.6-litre and a 125kW/380Nm 2.0-litre dual clutch automatic, both on a standard (so, 3098mm) wheelbase.

The respective recommended retail pricing for these, announced today by Mitsubishi Motors New Zealand, is $47,990 and $52,990.

However, in discussing those, the distributor has offered concession that the models seem set to be subject to ‘transaction pricing’ – a practice that allows for more favourable stickers when deemed appropriate. Thought that, it might, in this instance, allow for a reduction of up to $7000 has not been denied. 

MMNZ has historically had enthusiasm for special pricing programmes to invigorate consumer interest. The ‘transaction pricing’ model is an alternate to the more open practice of advertising special limited-time prices that attach to specific models. Most recently, for instance, the Pajero Sport sports utility has been selling for $10,000 less than the RRP in its highest specification.

When asked about reports that his brand has just advised dealers that the vans could be sold for as little as $40,000 in 1.6 form and $45,000 in the 2.0-litre guised, MMNZ marketing and communications manager, Reece Congdon, said he could not “comment on that at this point.”

When asked to give insight into what factors weigh into his brand’s pricing strategies, he said the Mitsubishi brand was known for having a focus “on delivering the best value possible for our customers.”

As to any disparity that might arise in respect to Trafic and Express stickers. 

He offered this: “We have no knowledge of how an independent importer (presumably, that’s Renault NZ) chooses to price their product in New Zealand.”

MMNZ makes no bones that it wants to act swiftly and decisively to imprint itself as a serious volume player in the commercial van sector, where it was previously a kingpin during the L300 period.

Says Congdon: “We are thrilled to be adding the Express to our line up and be able to provide a compelling new option for light commercial operators.

““This highly specced van is a different proposition and a worthy successor to our popular L300 model, which sold 38,806 units from 1980 to 2015. We strongly believe that operators looking for function and flexibility, at exceptional value, will welcome the opportunity to get the Express van working for their bottom line.”

“Backed by our 50-strong dealer network and factory-trained technicians, we expect interest to be high.”

If the full transaction opportunities do exist – and there’s no absolute deniability on that from MMNZ - then the entry Express would potentially achieve a $1990 positioning below its only direct equivalent in the Trafic lineup, a version on the 3098mm wheelbase and with the 1.6 turbodiesel and six-speed manual.

The brands’ 2.0-litre models cannot fairly be considered equals. Renault doesn’t provision that drivetrain in the standard wheelbase, whereas Mitsubishi does. Trafic 2.0-litres are a LWB (3498mm) wheelbase that Mitsubishi could yet offer, but presently chooses not to.

The cheapest LWB Trafic is the Trader, which has the manual and 1.6-litre powertrain. That costs $43,990.

Otherwise Renault foots a more fulsomely furnished 1.6 LWB for $50,990 and a pair of 2.0-litre ‘Auto’ variants, in the same specification level, at $53,990 and $55,990.

Other factors? The Trafic and Express don’t wholly replicate for features, and it appears MMNZ’s warranty equals Renault’s in being for a three-year term, the mileage allowance for Express is less fulsome.

Express has halogen headlights rather than the Renault’s LED units and its digital radio, Bluetooth phone (and the same fancy dash-mounted cell phone holder as Trafic) and audio streaming is through a less upmarket display than the Renault gets. Absent in Express is the Renault 7.0-inch touchscreen that allows Apple CarPlay and Android Auto operability and delivers sat nav functionality. 

The automatics in either guise add a rear-view camera with in-mirror display, rain sensing wipers, front fog lights, self-dimming interior mirror and auto headlights, but the Renault steering wheel is a bit fancier, being leather-wrapped.

With six airbags, roll over mitigation, stability and traction control, anti-lock braking system and electronic brakeforce distribution (EBD) Express and Trafic are ticking boxes positively, but they fall behind some category players in lacking automated emergency braking. Blind spot detection and driver fatigue monitoring are also absent.

Mustang: Black Shadow yes, Mach 1 ... maybe not

Good news and bad seems set to arrive in respect to Fords’ latest Mustang ‘special edition’ news.

Latest talk from Detroit has downplayed NZ opportunity for the MACH 1 (above), but we do get the GT in a Black Shadow edition (below)

PREPARE to meet the Black Shadow … but perhaps don’t get your hopes up about the Mach 1.

 That seems to be the situation in respect to two special edition Mustangs, both of which pay homage – albeit to differing degree - to range-topping Mustangs from the late 19670s’ to early 70s’ muscle car era, whose announcements have synched.

In the same period Ford New Zealand chose to divulge information about a cosmetic package for the GT, called the Black Shadow, the parent in Detroit has finally fully unveiled a far more macho rendition of the V8 coupe, the new-era Mach 1 set to go into production soon for sale in 2021.

Like the original, the new-gen Mach 1 bridges the gap between the a standard GT and the Shelby Mustang, so packs visual upgrades alongside chassis and performance revisions, all intended to enhance its track feel.

A new intake manifold, oil filter adapter and a reflashed engine management system enhance power and torque to 352kW and 569Nm. Like the standard car, the engine sends its power to the rear wheels via a six-speed manual gearbox, although a ten-speed automatic is offered as an optional extra.

Ford has also fitted a few extra mechanical upgrades that are designed to keep the car’s drivetrain cool on the track. There’s a pair of new heat exchangers – one for the engine oil and one for the gearbox oil – along with a cooling system for the differential.

As with the original Mach 1, Ford has worked on the Mustang’s handling, adding stiffer anti-roll bars, front springs and subframe bushes, as well as a set of tweaked adaptive dampers, a sharper steering rack and an improved brake servo. Buyers also get a new set of 19-inch alloy wheels, which are styled to look like the original Mach 1’s.

So exciting, right?

And now the bad news. In pulling the covers off the latter, Detroit has dampened hope about export potentials or even right-hand-drive development, having immediately indicated to media in the United Kingdom – a key RHD Mustang market - that it won’t be available there.

So, perhaps, the Ford NZ hope of seeing the Mach 1 is also ruined; though it says it will continue to hold out hope until being absolutely told otherwise by head office.

Meantime, the Auckland-centred operation is spruiking the Black Shadow, which is an interesting format on two counts.

First, the car is a reprisal of one of several specials first developed in celebration of Mustang’s 55th year of production, a milestone that was reached in 2019. Secondly, it is a variant Mustang’s home audience doesn’t experience.

Black Shadows are for export only and, from the information available, only New Zealand – which is taking 30 initially though more can be ordered if need-be - Australia and Brazil achieve this dress-up at the moment.

Based on the $82,990 5.0-litre V8 GT fastback, but with a $5000 premium (so, the same price as a GT convertible) the … erm …. ‘BS’ is all about kerbside attitude.

A Black Shadow is best identified by its boot mount spoiler and a set of unique alloy wheels, but the package also includes a lot of black accents, including on the roof, bonnet and side stripes, there’s a grille-mounted pony badge and some 5.0 wheel arch badges.

The body colour choices are limited to blue, a metallic grey, red and ‘Grabber Lime’, which is from Ford’s heritage palette – so-called because it’s inspired by a hue offered in North America on early 1970s’ Mustangs, including the Mach 1. Grabber Blue and Dark Highland Green, previously offered in NZ, are also from that collection.

The interior features various unique goodies and picks up the as standard the Recaro seat that is a cost-extra option for the standard GT.

Mazda BT-50 goes Kodo … and less kooky

Ready to fall in love with your ute? The new BT-50 is all about forming strong bonds, Mazda says.

NOT just begat with Isuzu but set to be built by it as well.

That’s one of the interesting factoids emerging from today’s international unveiling the new Mazda BT-50 one-tonne ute, which is set to go on sale in New Zealand before the end of the year. Potentially following very closely in the tyre tracks of its new twin, the Isuzu D-Max.

A media release discussing the model makes clear that this fresh and design, a total divorce from the Ford Ranger-derived current model that has been here for nine years, appears set to roll off the same assembly line in Thailand that has been producing the latest D-Max since late last year, albeit only for sale to Thai buyers.

The process appears identified by Mazda commenting that “the all-new BT-50 is supplied by Isuzu Motor Limited on an OEM basis.” OEM, of course, is shorthand for ‘original equipment manufacturer.’

That gives it a subtly different status to the current model, which came out a joint venture plant. However, Mazda’ determination to separate from Ford made that relationship impossible; all the moreso now that the Blue Oval has shacked up with a new partner, Volkswagen, and will have the lead role in producing the next Ranger and its Amarok equivalent.

Isuzu having lead development of the ladder-frame chassis and the drivetrain for both, with Mazda focusing on its specific requirements and design, with both being all but identical under their skins is reinforced by the images and technical detail released today.

The 3.0-litre turbodiesel engine makes the same 140kW and 450Nm in either application. Likewise, both brands’ offers have a 1065kg payload and are rated to haul 3.5 tonnes.

here’s the twin … the new Isuzu d-max.

Unsurprisingly the doublecab formats that are arriving first have the same 3125mm wheelbase, but Mazda’s body is slightly longer – at 5280mm versus 5265mm – though both are equal in width, at 1870mm, and height (1790mm).

The Mazda and Isuzu cabin shapes are shared yet the nose and tail stylings are patently different. While Mazda has again incorporated a visual identity that relates to its cars’ ‘Kodo’ design ethos, the impact of that appears set to far less controversial; mainly because the sharp nosed look that arguably blighted the second-gen model has been retired. Now BT-50 is back to where it began, conforming to class norms with a bluff frontage.

Mazda NZ managing director Dave Hodge is satisfied with the look, saying it obviously makes it immediately recognisable as part of the Mazda range of vehicles.

He also believes the new model will stand tall for its driving performance, functionality and safety. These factors will ensure the vehicle “will meet the needs of the wide range of situations where our New Zealand customers will be using the ute.”

Mazda says special care went into the vehicle’s design, ease of use and into creating peace of mind for the occupants. It also has enforced an aim to become a brand that can “create strong bonds with customers by focusing on the pure essence of cars — the joy of driving — and committing ourselves to preserve our beautiful earth, enrich people’s lives and make a bountiful society that lifts everybody’s spirits.”

New X-Trail revealed Stateside

Fresh styling, more kit … potentially only the current drivetrain carries over.

SWAP the badge, potentially tweak some of the tech and, of course, shift the steering wheel across the cabin.

 Then pick a date in 2021, probably in the first half of the year. 

That’s the recipe for the new X-Trail, which has just been revealed in its American market format, where it continues to be called the Rogue.

Taking a new styling direction that’s been described by one commentator as being a blocky version of the new-generation Juke that’s about to go on sale here, the new model also has a completely fresh interior. And, of course, there’s an abundance of smarts that aren’t on the current car.

 Is there anything that’s not new? Potentially, that’ll be the powertrain. Commentators suggest the 2.5-litre naturally-aspirated four-cylinder and continuously variable transmission that features in the current car is set to keep doing the busy in the new generation, but with outputs improved to 135kW and 245Nm, from 126kW and 226Nm presently, but with slightly better economy. As before, both front- and all-wheel-drive versions will be available.

Anything missing? Well, that could be the seven seat format; it seems the current editions that identify with an ‘L’ badge won’t be continued.

The new model is certainly out to make a bold impact, with its big and upright chrome "V" grille blending into upper daytime running lights, and below those are large LED headlights. Nissan has gone funky with roofs that come in contrasting colours to the bodywork’s. Speaking of: Nissan has increased use of high-strength steel but the doors, wheels arches and bonnet are rendered from aluminium, for a 45kg weight loss over the current car. 

The interior is considered one of the most impressive aspects of the new reveal. Today’s event highlighted the high-end finish, which delivers a new dash design, centre console and a nine inch infotainment screen, plus a full digital display cluster and a head-up display.

America’s flagship edition, called Platinum, has leather upholstery with fancy stitching, and some kind of stitched leatherette adorning most of the dashboard. There are even splashes of natural-finish wood. The US’s lower SV trim gets leatherette upholstery, and the base S trim gets cloth.

 At present you need buy a BMW to enjoy wireless Apple CarPlay and Android Auto with wireless charging. From next year, it’ll likely be in this Nissan as well, given that it’s now in the Rogue. 

The level of standard safety equipment seems very comprehensive, with automatic emergency braking with pedestrian detection, rear automatic emergency braking, blind-spot monitoring, lane-departure warning, rear cross-traffic warning and automatic high-beam headlights.

US coustomers achieve Nissan ProPilot autonomous driving assistance technology as an option. With this stop and go active cruise control and lane-keep assist can reference the navigation system to provide subtle driving inputs.

'Rangerok’ - making the best even better

The VW-Ford ute twinning programme will be a win-win for Kiwis.

Ranger, above, and Amarok coming off a common platform will be a win for both, their distributors suggest.

SLEEPING with the enemy will deliver exciting potentials and no obvious problems.

 That’s mutually-held thought from Ford and Volkswagen’s national distributors in response to additional information about the parent brands’ commercial vehicle marriage of convenience that has particular repercussion for the country’s favourite one-tonne traydeck.

Probable release next year of a new Ranger, followed from the start of 2022 by a new Amarok heavily based on the new Ford, is just the opening shot in the makers’ agreement. 

Volkswagen will also lend Ford its MEB electric vehicle and Caddy van architectures in exchange for a foot in the door with US automated drive pioneer Argo A1 (in which Ford has a stake) and the brands will share a one-ton commercial van platform in a deal that will deliver up to eight million vehicles.

The probability of all these undertakings creating impact on the Kiwi scene seems high.

However, in the here and now, focus is on the utes and, given their huge popularity here – not least for Ranger, the Kiwi choice for five years – it’s the new ‘Rangerok’ that is making headlines.

Ford New Zealand communications manager Tom Clancy and Volkswagen New Zealand Commercials boss Kevin Richards are optimistic about how this wll play out.

As much as brand pride demands that each proclaims their current offers to be the best in this hard-fought business, both have enough admiration for each other’s products to agree that a combined effort can only deliver an even better result.

“It’s definitely very promising,” says Clancy. “Whatever we can leverage from VW will be fantastic; they build nice vehicles.” 

He’s driven the current Amarok, which the present Ranger outsells by a factor of more than five-to-one, and likes it.

“It’s very good … it has lots of good points but perhaps delivers to a slightly different market.”

 He foresees the new association producing even more positive potentials than the now-ended relationship with Mazda that spawned the current BT-50 did, simply because the German maker is so much larger and more powerful. 

Richards has the same mindset about the brands being powerhouses. Also, there was no doubting current Ranger’s success was based on it being a well-considered and properly-developed product.

“If you have to partner with anyone in a JV (joint venture) then you partner with the market leader. And that’s what we have chosen to do.

“I legitimately think we have the best ute in the present market because it has been engineered and built 100 percent in Germany.”

Notwithstanding that, Ford clearly has costing advantage from making Ranger in Thailand.

Those plants might well continue to be the source point for next-gen Ranger, but not the new Amarok – latest detail about how the deal works pinpoints a Ford plant in South Africa as having the job of building new Amarok.

That bodes well, Richards says. German-built means good quality but at enough cost to “have given us a ute that is in the upper echelons of pricing.

“What the new deal does is give us a little bit more competitiveness in a segment which is ultra-competitive. It levels the playing field from that regard.

“Also, being from South Africa could mean that we will be right at the top of the queue for supply, as they are a right-hand drive market.”

Clancy says it was heartening the team in Melbourne that had driven the current T6 design were again running the new programme. 

“I cannot go into the likely specific vehicle benefits because we just don’t know about those yet, but the team over in Australia has obviously proven their capabilities, they’re really good at what they do.

“It’s pure speculation about what we will pull out of their vehicles of terms of engineering and design but, overall, it’s definitely very promising.”

Notwithstanding that VW has made clear that the terms of the alliance allow it to achieve “a medium pickup truck engineered and built by Ford”, this still allows the Germans to tune their own product to meet their own demands.

Richards says Wolfsburg headquarters have made clear that VW engineers are working alongside the Ford team and dedicating to tuning the Amarok so that it retains crucial VW DNA, as much in its driving feel and look. This will not be badge-engineering by any means, he says.

“This doesn’t feel as though it will be allowed to get to that level. There’s a way of making joint ventures work and the greater disparity you can have between the two products inevitably leads to the greater success.”

He is certain Ford and VW will have carefully analysed this in light of the poor experience Mercedes Benz had from trying to develop the X-Class from the current Nissan Navara. 

“I’m sure that, if nothing else, that exercise has given them a real set of key learnings and I’d be very surprised if we (VW) didn’t take something away from that.”

So he simply cannot see Amarok entering as “a VW badge on a Ford Ranger”.

“They need to have their own identity and from the feedback I’m getting from Germany, we can expect to see some significant VW design cues integrated. I imagine Ford will want to retain their own identity, and understandably so, and we will retain ours.

“One of the good things about Amarok that has influenced its desirability and maintained its customer base is that it is quite sophisticated in terms of how it drives. I feel that is something we will want to maintain. We might maintain that sophistication and allow Ford to take theirs into a more rough and rugged territory.”

What’s also heartening is expectation that another V6 will be in the mix, though this time it will be from Ford.

Suggestion is that current Amarok’s six-cylinder, which now puts 190kW in all current versions sold here, is to be dropped for a newly-developed Ford Power Stroke 3.0-litre V6 turbo diesel, recently bolted into Ford F150 pick-ups, where it produces 186kW and 596Nm. This will also replace the Ranger’s 3.2-litre five-cylinder. The models seem also set to continue with a four-cylinder turbodiesel.

Continuing in V6 will be great for Amarok, given the current edition now primarily sells in that format, Richards acknowledges. 

However, keeping a smaller engine in the mix as well is also important. He says it is interesting that Ranger is doing so well, now, with its 2.0-litre biturbo – basically, it’s a proof of VW being on the right track – if perhaps a little prematurely - when it released Amarok a decade ago in the same format.

“Since we brought the V6 in for Amarok in 2016 it has made up a huge proportion of our sales over the 2.-litre. Ford having gone the other way, from starting with the 3.2 and now offering the 2.0-litre is really interesting.

“I think we have established the V6 in the market as the product to have and I we would like to keep it.  My git feel is that we will get another V6 and it will continue to achieve the lion’s share of sales volume.”

Notwithstanding, indication from within the partner brands is that the new platform is designed to accommodate something new to both models - a high-performance plug-in hybrid (PHEV) drive – also excites Richards.

“I think a plug-in hybrid … gives a ‘best of both worlds.’ It would be something we would be exceptionally interested and I think we have a lot of customers who drive our product currently who would be interested, because it would suit their lifestyle.

“We have a strong Auckland customer base and the ability to drive all week on electric when you might have a 12km route that takes 90 minutes to accomplish … well, it’s perfect. You could save the conventional power for the weekend driving. That rings a lot of bells.”

That a PHEV would also likely introduce petrol power to Amarok holds no problems. It’s a recognised application and also might give the model a chance of competing in North America.

“I don’t think it would hinder the Kiwi appetite to try it (PHEV).”

Release timings? Nothing exact, but it’s thought Ford as programme lead gets dibs, akin to the Isuzu/Mazda arrangement which gives the D-Max a market introduction advantage of some months over the BT-50.

Clancy declined to add fuel to thought about this leaving Ford with an expected ETA of late-2021. “We have no information about launch timings.”

He says Ford NZ remains delighted by current Ranger’s massive imprint on the NZ scene and expects it to continue being a strong seller for the remainder of its production cycle.

Richards also confirms current Amarok’s availability will continue right up until the new one arrives.

Meantime, the EV sharing programme has fuelled conjecture that Ford could deliver 600,000 electric vehicles atop the MEB architecture, which is the basis of VW’s ID programme. 

Ford’s vehicle will be designed and engineered by Ford in Cologne, Germany, and is expected to become a smaller sister ship to its own all-electric Mustang Mach-E, which will be introduced in 2021.

Additionally, the companies will both work with Argo AI to form distinct, highly capable autonomous-vehicle businesses based on Argo AI’s self-driving technology, a pitch which will create the world’s largest geographic deployment potential of any autonomous driving technology to date.

Gladiator expected to lift Jeep sales

More than a ute … and more than a Wrangler with a tray on the back.

ANTICIPATION of the new Gladiator pulling Jeep out of a sales boghole has been expressed by the distributor. 

Ateco Group New Zealand says the $89,990 Overland and more rugged $92,990 Rubicon editions landing in August have raised plenty of excitement among Jeep supporters.

All the same, optimism for what is effectively a Wrangler with a tray and extra length only seems to go so far, all the same.

There’s no talk of it having ability to blow the doors off from marketing manager Sarah Williams. What percentage of overall Jeep sales it might achieve, might it become the best-selling member of the Wrangler family … sorry, not going there?

There is concession that her reluctance comes back to this being a model taking this brand into a previously unexplored territory.

“It’s quite hard to lock that in … yes, we’re expecting it to be very popular based on the high level of requests we’ve had for information.” 

As for its status within Wrangler-dom; could it be king? Maybe yes, perhaps no.

“I think it would be appealing to those who are looking at Wrangler and want to pack their mountain bikes in the back … but it might yet be that some buyers might want a Wrangler AND a Gladiator.” 

One firm factor affecting Ateco’s thinking is an insistence that just because it looks like a ute doesn’t mean it has to be considered one. 

Well, logically it struggles to fit the billing as America’s answer to the traditional one-tonners that have dominated new vehicle sales, on several counts.

For one, Gladiator’s deck is rated for lighter loads. And until a heavy duty towing set-up offered in America is signed off for export, it won’t get access to the 3.5 tonne club, with both models rated for just 2721kg braked. Another factor against is that it bucks the trend for diesel, delivering instead only with the long-lived 3.6-litre Pentastar V6 petrol.

Aside from all that, there’s the envisaged role. In Jeep’s eyes, this is much more of “a lifestyle pick up truck” than your Ranger, Hilux, Colorado and Triton. Mainly on grounds of it having the goods to prove itself tougher in the environment in which the brand sees itself as being an especially adept conquerer. The rough. 

The ‘truck’ parlance isn’t just American slang: Underpinning this model is a heavily re-engineered chassis including multi-link suspension geometry borrowed from the RAM 1500.

“Globally we agree it is a lifestyle vehicle … one that epitomises the brand pillars while allowing people to go out and do more things, I guess. 

That ability to reach and survive in truly wild spots is a Jeep 101 exploited by the Gladiator not only being brawnier in design but also look, with ability to be stripped down into an open-top, doorless four-wheel drive.

The machismo is particularly pushed in Rubicon format that achieves its premium over the Overland by being stacked with steroidal extras - a far more capable drivetrain and tyres, adding Rock-Trac (over the standard Command-Trac), full-time 4×4, Dana 44 axles, bigger all-terrain tyres, front and rear diff lock, a 77.2:1 crawl ratio and an electronic sway bar disconnect among other tweaks.

She bases that thought on what has happened with the Wrangler Unlimited, which also has a four-door cabin but puts a closed compartment behind the back seats, in the year since it came on sale.

“The Rubicon always goes pretty well (for us), being top of the line and having such a massive four-wheel-drive ability. Overland has a more refined approach … it’s a super-comfortable drive.”

In any event, the ‘not-a-ute’ proposal means thinking, as expressed by some commentators, that Jeep has purpose-priced to meet as the flagship Raptor version of the country’s best-selling traydecks, the Ford Ranger, is simply wrong. Indeed, no top-level trad utes were barometers in this exercise.

“There definitely has been some speculation about the Ranger Raptor being used, but that didn’t happen. We are definitely pushing this as one-of-a-kind.”

“It (the pricing exercise) was more based on what we were looking at across the range and where we saw opportunities; and we did look at what Gladiator would add over and above Wrangler.” (So why there’s just $5000 between the Gladiator and Unlimited in Rubicon format and $10k between the Overlands is not made clear).

Gladiator will be welcomed and not just because Jeep’s last new model rollout was the Wrangler, which came into showrooms in 2018. The brand seems to have lost traction in recent years, with declining sales.

Last year Jeep achieved just 885 registrations and this year’s performance hasn’t lifted, with 290 vehicles sold – 70 fewer than in the same period of 2019.

Brand activity has been carried by the Grand Cherokee, an impressive feat given it is the oldest model Jeep has. The current edition is the fourth generation, which was released in 2011, and has received modest updates through its lifespan in an effort to keep it looking relevant against more modern fare. 

Gladiator has every potential to “add registrations that we wouldn’t have had before.”

Jeep will have more product news this year, and conceivably the next headline-maker is the facelifted Compass (above) as updates to that model just been announced for Australia, which historically by and large makes the same product choices as NZ. However, Williams says she cannot confirm or deny, though she is firm that Compass has a future here. (So, will we see the new evocatively-named Night Eagle special edition and S-Limited models, in Limited and Trailhawk variants, still maintaining the current car’s styling and 2.4-litre petrol?)

The V6 in both Gladiator models produces 209kW of power and 347Nm of torque through a ZF eight-speed automatic transmission.

Equipment available includes leather seats, 8.4-inch infotainment system with Apple CarPlay and Android Auto, the latest USB-C charging and connectivity ports, keyless entry and push to start ignition, forward-facing camera and reversing camera, removable doors and roof, folding windshield, wireless and waterproof Bluetooth speaker, plenty of rail and storage options in the tray, alloy wheels, heated seats and steering wheel, dual-zone climate control, electric adjustment on the front pews and a big safety kit including AEB, blind-spot monitoring, rear cross-path detection, front and side airbags, electronic roll mitigation, adaptive cruise control and speed limiter.

The Rubicon uses Tru-Lok front & rear locking differentials, front sway-bar disconnect, Fox aluminum-bodied 2-inch diameter shocks front and rear, forward-facing TrailCam for off-roading, selectable tyre-fill alert and 17-inch alloys with 32-inch 255/75 R17 BFGoodrich tyres.

Options on both include a heavy duty electrical group for $1000, a cargo management setup with ‘trai lrail’ system for $2000, a roll-up tonneau and spray-in bedliner (both $1000) and a wireless Bluetooth speaker for $1000. Rubicon-specific extras include leather-trimmed bucket seats for $2500, with heating adding $500, a steel front bumper for $1500 and 17x7.5 Polished Black Aluminium Wheels for $1000.

Dare to go 'Pro'?

Want a road car capable of being a track-driving ‘pro’? AMG has just the product.

IN track-racing, two cars makes a team, right?

 So it kinda makes sense that New Zealand has been allocated just a pair of examples of the closest thing you can get to an AMG GT3 racing car – the Mercedes-AMG GT R Pro.

While our allocation is quite potentially the smallest for any recipient country – Australia, for instance, gets 15 – just being on the list is something of an achievement, as AMG is only building 750 examples of this road-legal, but utterly track-prepped weapon.

Price? Well, of course, it’s expensive. At $420,000, the GTR PRO carries a $85k premium over the GT R Performance, which might seem a touch steep as the 4.0-litre twin-turbo V8 has been carried over from the standard GT R, so it still produces 430kW and 700Nm of torque.

But it takes a whole heap of special stuff not seen on the regular model, starting with $25k worth of carbon fibre bits hanging off the body. Plus a whole heap of race-level underskin enhancements.

As you’d expect from a car that has been designed to provision the ‘ultimate’ track experience… well, ultimately, only until the far more honed, properly bespoke AMG Project One comes along. That thing will be far more exotic and far more expensive than any current performance AMG.

And speaking of that, as much as the GT R Pro has ‘unbeatability’ about its look, it’s not actually the fastest or most powerful GT in the current NZ stockpile. That’s still the four-door, which makes another 40kW and has a faster overall top speed. It’s also all-wheel-drive, to better cope with all that animal.

Still, so much about the Pro suggests it would in no way be a disappointment. AMG’s proposition that it can still be driven to and from the circuit (unlike the AMG GT4), and takes lessons the company has acquired racing the coupe in the GT3 and GT4 categories around the world seems to resonate fairly.

As today’s mandatory Nurburgring Nordschleife video explains, the difference between a GT R Performance and the Pro comes down to improvements to the handling. Plus soe weight reduction.

There’s a new AMG coil-over suspension system that allows the driver to tailor the set-up, with adjustments to the spring pre-load as well as the compression and rebound of the dampers, based on their preference and the track they’re on.

There’s also adjustable front and rear torsion bars, with the former made from lightweight carbon fibre. The same material is used extensively across the car, with everything from a rear-end underbody panel to the front splitter, diffuser and even the seats made from carbon fibre in a bid to cut kilos.

Mercedes has upgraded the brakes, with carbon ceramics fitted as standard, behind 20-inch forged alloy wheels; finished in titanium grey exclusively for the GT R Pro.

The aerodynamic package reshapes, with a pair of aero flics added for great stability, vented front wheel arches, rear wheel arch extensions while keeping the GT R’s fixed rear wing. If you want to go further, it’s possible, but only with an after-market tuner. The video here shows the car after it has been with one such specialist.

More power, more aero still makes it more … well, as the film shows, ‘enthralling’ seems the right word.

But even as it comes from AMG, the GT R Pro is no wuss. They claim it can lap the 20km Nordschleife in seven minutes and four seconds, which is 6s quicker than the AMG GT R.

It’s enough of a race car to take a Track Package that delivers a partial steel roll cage and a pair of four-point racing harnesses (as well as regular lap sash belts), but not so much as to lose its luxuries. The racing-style seats – as well as the rest of the cabin – are trimmed in a combination of Nappa leather and Dinamica upholstery.

The daily drive seatbelts are finished in designo silver and there’s a retractable cargo area cover to keep your valuables out of sight. Mercedes will also throw in an AMG car cover.

The GT R Pro stands out for one other reason – it’s the final product overseen by the legendary Tobias Moers, who for some daft reason (and surely it can be nothing less than a pay offer by Lawrence Stroll?) has departed as chief of Mercedes’ AMG division to become CEO of beleaguered maker Aston Martin.

Moers has bumped Andy Palmer, with immediate effect. The Briton launched some great new cars but the past year has been one of terrible losses, a steady and catastrophic share price fall, and a descent into near-bankruptcy.

What can the German do to turn things around? Aston is a tough gig. But Moers has talent.

Aside from a successful record in building up AMG as Mercedes’ in-house tuner, he developed the stand-alone Mercedes AMG SLS supercar and was in charge of AMG by the time the GT launched. He’s also overseen the AMG One.

So is this the German brand protecting its investment in Aston and building for a take-over? Well, apparently not. Daimler, Mercedes’ parent, is adamant that Moers has left their employ.

Still, the links between the brands are close, now. As you surely know, Aston uses AMG V8 engines in the Vantage and DB11 V8, and Mercedes electronics in all its cars. The AMG nameplate is also on the powertrains of the Racing Point Formula One outfit that will from next year become Aston Martin Formula One. 

Daimler has a five percent stake in Aston Martin and the team principal of Mercedes Formula One, Toto Wolff, recently personally invested more than $100 million into Aston Martin.

 Meantime, if you’re up to Pro standard, the cars will be available exclusively from the country’s two AMG Performance Centres, in Auckland and Christchurch.

First look: BT-50 noses into view

A more conformist nose treatment suggests we’re in for a sharper-looking BT-50.

this all mazda wants to show us of the new bt-50 … for now.

‘SOMETHING huge is on the horizon … 

So goes the wording accompanying a official image out of Mazda of the next-generation BT-50, a shadowy teaser released ahead of the all-new ute’s global reveal at 1pm NZST next Wednesday.

What can we make of the side profile shot? Quite a lot, really. The 2020 model is, of course, now spun from the upcoming Isuzu D-MAX, which has already been fully revealed. On the strength of this single image, it’s clear the next BT-50 not only divorces completely – and thankfully so – from the duck-billed styling of the outgoing vehicle, but it also separates quite distinctly from the new donor.

So when can we see it? Good question that. Actually, it should be ‘them’.

If not for Covid-19, the D-Max would have been first off the rank, the makers’ deal giving Isuzu a sales head start of several months.

The local distributor’s plan was to have a new D-Max at the national Feildays in Hamilton that should have opened next week. All off now, of course.

The giant rural extravaganza has become a digital event for next month and, in any event, the impact of coronavirus on global carmaking has also delayed the utes, which source from Thailand. So, now there’s talk of the D-Max coming in September and then BT-50 … some time after. But before Christmas. 

The teaser image seems to indicates the new BT-50 will emerge first in volume-selling dual-cab four-wheel-drive ute form, with single-cab and extra-cab versions likely to follow.

Fair to assume the ‘something big’ promotional line doesn’t just reference the newcomer’s size, which in doublecab format comes to a length of 5265mm, 1870mm wide and 1790mm height.

The new Isuzu D-Max, which is reportedly delayed, is the basis for the new BT-50. The old one, below, was twinned with the Ford Ranger … under the skin, at least.

Mazda NZ would clearly benefit from achieving a step up in volume as well. It’s been feeling pretty much nothing but pain from the outgoing model, which launched in 2011. Such a cruel blow, given it was a sister ship – under the skin at least – to the Ford Ranger which has been a huge success, the country’s best-selling ute. Not so the BT-50.

The partnership with Isuzu means a new start under the bonnet, with Mazda expected to pick up the D-Max’s 3.0-litre turbodiesel that, in generating 140kW and 450Nm, generates seven kiloWatts less power and 20Nm less torque than the Ford-supplied 3.2-litre five-cylinder turbodiesel in the current model.

Six-speed manual and automatics will be on offer. The four-wheel-drive system will include a two-speed transfer case and a rear locking diff. It also formats in rear-drive.

The Isuzu and Mazda are expected to share include a 3500kg braked towing capacity and 800mm water fording ability. D-Max’s approximate 1890kg kerb weight and a maximum 1024kg payload would also conceivably carry over.

Autonomous emergency braking is set to feature among driver-assist systems and it achieves an infotainment system with 9.0-inch colour touch-screen and Apple CarPlay and Android Auto connectivity. How much effort Mazda has put into revising the D-Max fascia, pictured, will become clear next week.

The high level trim will deliver leather seat trim, dual-zone climate control, keyless entry/start and a digital speedo.

a big touchscreen is a feature of the new D-Max fascia. Ditto for the mazda?

High-speed spin cycle

Coupes, sedans, station wagons and sports cars … even a pick-up truck and a bus, plus multiple concepts and a fair few race cars. The power of smooth and high-revving Mazda rotaries has spread far.

NO consideration of the 100-year history of Mazda would be complete without celebrating this Hiroshima brand’s convention-defying development and success with the rotary engine.

From the launch of the 1967 Mazda Cosmo to the end of RX-8 production in 2012, Mazda produced just shy of two million rotary production cars.

Yet, arguably it was the rotary engine’s success in competition that made it and the Mazda brand famous and helped to sell those production models.

From Mazda’s very first efforts in international motorsport with the Cosmo in 1968, the rotary engine’s lightweight, small size, power and fast revving nature have made it perfect for competition. In the early 1970s the Mazda RX-3 was raced in championships around the globe, while the first-generation RX-7 took this to a new level winning championships on four continents.

the Cosmo was Mazda’s first production rotary car, produced in 1967 and based on this 1963 concept revealed at the 1963 Tokyo motor show. Seven years on, Mazda wheeled out the somewhat more adventurous RX500, seen below at its unveiling and now a museum piece, taken to the Mazda’dedicated 2014 Goodwood Festival of Speed.

Most famously, in 1991 the Mazda 787B of Johnny Herbert, Volker Weidler and Bertrand Gachot won the Le Mans 24 Hours – making Mazda the first Japanese brand to do so. 

However, it wasn’t just four decades of production cars and motorsport success that made the rotary famous.

Mazda’s hallmark engine also appeared in a host of concept cars, so in Mazda’s centenary year we take a look at some of the most radical and advanced rotary powered and inspired concept cars, starting with the prototype rotary sports car driven to the 1963 Tokyo Motor Show by the father of Mazda’s rotary engine, Kenichi Yamamoto. 

Strictly a test prototype rather than a pure concept car, it led to the production of 60 Cosmo test mules in 1965, followed by the first production Cosmo sports cars in 1967. Subtly different from later production Cosmos, the 1963 802 prototypes were the first chapter Mazda’s rotary success story.

Similarly, the Bertone-designed Mazda RX-87 concept of 1967 was almost identical to the beautiful 1969 R130 Luce Coupe production car it previewed and likewise the 1967 RX-85 concept became the 1968 Mazda R100 coupe. 

1967 brought the RX-87 design study

Revealed at the 1970 Tokyo Motor Show, the next rotary concept car was unlike anything seen before, a pure futuristic design it was a showcase for safety technology and looked like a car from a different planet to the Cosmo, Luce and R100 rotary production cars on sale at the time.

The Mazda RX-500 was a wedge shaped mid-engined, rear wheel drive sports car with forward opening butterfly swing doors. Promoted as a road safety test bed, it had multicoloured rear strip lights at the rear that indicated whether the car was speeding up, cruising or slowing down by changing colour. 

The 10A 184kW rotary engine was accessed by gullwing opening engine covers. Painted orange with no headlights for its show debut it was later repainted silver, today the RX-500 concept still draws attention at the Hiroshima City Transport Museum. It also starred on the Cartier Style De Luxe lawn at the 2014 Goodwood Festival of Speed.

Even more radical than the RX-500, the 1983 Mazda Le Mans Prototype was penned by maverick designer Luigi Colani, who was famous for his radical ‘biodynamic’ forms.

the Colani car never went beyond conceptual stage, but was fast. very fast.

While it never went beyond conceptual stage, the 1983 Le Mans Prototype was an extreme wing car that was conceived to be powered by an over 600kW four-rotor engine and could have been capable of 380kmh if it had become a reality. 

The one-off theme continued with the 1985 Mazda MX-03, which unlike the Colani Le Mans Prototype, was a fully working concept. Powered by a triple rotor 232kW engine, this low-slung coupe was pure futuristic exuberance, with a cabin that featured an aircraft style yoke rather than a wheel, plus digital displays and a head-up display, its technology tally also including four-wheel steering and all-wheel drive, while the long low body delivered an aerodynamic Cd figure of just 0.25. 

Completely different from the MX-03, the MX-04 concept was a front-engine rear-wheel drive sports car chassis that had removable fibreglass panels, but not just one, but two different sets, allowing the car to switch from a glass dome roofed coupe to a beach buggy style open sided roadster. Powered by a rotary engine this barmy shape-shifting sports car was shown at the 1987 Tokyo Motor Show and while it was never a serious contender for production, by then Mazda was already developing the MX-5, and just two-years later, the most famous non-rotary Mazda sports car arrived. 

No prizes for guessing what the RX-01 concept was a pointer to.

By the 1990s, Mazda’s rotary engine had scored its biggest achievement with victory in the Le Mans 24 Hours, but revealed at the 1995 Tokyo Motor Show, the Mazda RX-01 previewed the next-generation of rotary road cars. A fully drivable concept It featured what would go on to be the Renesis engine that powered the last production rotary to date – the RX-8. With a 2+2 seat layout, some of the RX-01’s styling cues also hinted to the RX-8, which was revealed in 2003. 

Highlighting the flexibility of Mazda’s rotary engine technology, between 2005 and 2007 Mazda produced duel-fuel hydrogen/petrol powered rotary prototype testbed Mazda RX-8s and Mazda5s, which were leased to companies in Japan and Norway.

Highlighting the suitability of rotary engines for use with hydrogen, the RX-8 RE Hydrogen was the fifth Mazda rotary to be powered by hydrogen after earlier HR-X, HR-X2, MX-5 and 626 rotary powered concepts and prototypes. Further highlighting Mazda’s environmental development, the 2007 Mazda5 RE Hydrogen was a plug-in hybrid, while the 2013 Mazda2 EV prototype featured a tiny 330cc 22kW single-rotor range-extender engine. Today, Mazda is committed to the development of a rotary range-extender version of the forthcoming Mazda MX-30. 

Mazda recognised the potentials of the rotary engine with hydrogen, so built a wide variety of development cars, based on current production fare, plus some adventurous concepts, such as 1991’s HR-X concept.

However, other 21st century rotary concepts focused very much on the performance elements of the rotary engine: revealed at the 2008 Detroit Motor Show, the stunning Mazda Furai was built on the chassis of a Courage C65 LMP2 race car and its 331kW triple-rotor engine was powered by ethanol fuel. A fully working race car-based concept, it was developed by Mazda North America and was tested at several US and European tracks. Named Furai meaning ‘sound of wind’, this racy concept was the fifth and last of the ‘Nagare’ line of concept cars from Mazda. 

The fourth car in this lineage also featured a rotary: unveiled in 2007, the Mazda Taiki concept was a dramatically aerodynamically optimised coupe with a tapered teardrop shaped body that scooped inside the covered rear wheels. Inspired by flowing robes its sleek body had a drag coefficient of just 0.25 and it was arguably the most radical looking of the ‘Nagare’ concept cars. With butterfly doors and a darkened glasshouse it was a pure concept fantasy but was conceived to be powered by the same Renesis engine as the RX-8. 

The Furai (above) and Taiki (below) concepts were the last and most alluring of the Nagare line if concepts.

Mazda’s Le Mans heritage with the rotary engine came to the fore again in 2014 with the reveal of the Mazda LM55 Vision Gran Turismo virtual concept car. A digitally rendered concept for the Gran Turismo computer game, this low-slung Le Mans style prototype was named after the race number worn by the winning 787B at Le Mans in 1991. Bringing the performance and sound of the rotary engine to a whole new generation virtually in the gaming world, the LM55 Vision came to life as a full-size show car at the 2015 Goodwood Festival of Speed where it proudly sat atop Mazda’s Kodo design inspired central feature sculpture alongside the Mazda 787B.

However, it was later in 2015 at the Tokyo Motor Show that Mazda revealed what is arguably the most beautiful concept car conceived for a rotary engine: the RX-Vision.

Mazda’s vision of the perfect front-engine, rear-wheel drive sports car and the ultimate expression of Kodo design, the RX-Vision’s stunning proportions and delicate surfacing saw it named the ‘Most Beautiful Concept Car of the Year’ at the 31st Festival Automobile International, while it also made an appearance at the exclusive Concorso d’Eleganza Villa d’Esta in 2016. Under the long bonnet of the RX-Vision, Mazda’s designers envisaged that this sports car would be powered by a next-generation of rotary engine called Skyactiv-R. 

anyone can drive the RX-Vision GT3 … providing they have a gaming console.

Taking this imagination, a step further and bringing the RX-Vision to life in the virtual world, Mazda’s designers created the RX-Vision GT3. Just as the LM55 came to life in the virtual world in 2014, the RX-Vision GT3 was added to Gran Turismo Sport on May 22. With its wider front and rear track width and expanded wheel arches, the lower and more purposeful GT3 version features the wings and rear diffuser you’d expect of a virtual racer. And rotary fans in the digital world get to enjoy the next-generation four-rotor 420kW Skyactiv-R engine. 

Today, 57 years after the first Cosmo prototype previewed Mazda’s debut rotary sports car, the rotary engine lives on in the hearts and minds of Mazda’s engineers as the technology is explored for its part in Mazda’s multi-solution approach to ever more efficient cars, including range-extender applications. Additionally, concept cars like the RX-Vision influence the look and styling of Mazda’s current range, while the RX-Vision GT3 brings the rotary to life in the virtual world. 

Taycan: Faster than a 911, cheaper too

Pricing and spec of the first pure-electric Porsche you can buy has been released.

WHAT catch to a Porsche everyone will swoon over that outperforms the classic 911 and costs $20,000 less?

None at all assuming you’re also committed to the way of the future and are happy to drive a car relying purely on electricity.

Porsche has today released New Zealand market pricing and specifications for the Taycan, the brand’s first pure-electric car, ahead of fuller availability, expected to occur from the fourth quarter, though a small fleet of demonstrators are now touring Porsche centres (their word for ‘dealership).

The Taycan 4S, pricing from $203,900, the Taycan Turbo starting at $289,900 and the Taycan Turbo S kicking off from $366,900 means the entry edition represents handily below the cheapest 911, a $223,200 wallet hit, and will outgun it by 0.2 seconds in the 0-100kmh sprint, which the 4S achieves in a claimed 4 seconds flat. 

The Taycan 4S is powered by a 79.2kWh Performance Battery producing an output of 320kW/640Nm, and offering up-to 390kW on overboost. It provides a claimed 365 kilometres of range and is capable of a top speed of 250kmh. 

The 93.4kWh Performance Plus battery can also be optioned on the 4S (pricing yet to be announced), offering an additional 40kW and 10Nm in normal driving conditions, but stretching to a maximum of 420kW on overboost. Claimed driving range is 414km.

The middle-of-the-range Porsche Taycan Turbo achieves a 0-100 time of just 3.2 seconds from 460kW, and up-to 500kW on overboost, A range of 420km when the battery is fully charged is claimed, also a top speed of 260kmh.

The flagship Taycan Turbo S can generate up to 560 kW of overboost power in combination with Launch Control. Zero to 100 falls to 2.8s and has a range of 405 km when the battery is fully charged.

The Taycan is the first electric vehicle to utilise an 800 volt system, with every other electric vehicle having a 400 volt system. Not only does this allow the driver greater access to the performance available from the battery, but Porsche claims this will also help to improve recharging times.

All NZ-delivered Taycans come with a Mode 3 charging cable for use at AC public charging stations, while a 150kW on-board DC charger is standard for 400 volt charging stations.

New Zealand models gain a range of standard equipment in addition to worldwide standard specifications. 

Surround view, comfort access, lane change assist, lane keeping assist, adaptive cruise control, front seat ventilation, steering wheel heating, rear side airbags, electrically folding exterior mirrors, digital radio and privacy glazing are standard.

Additional equipment for the Taycan 4S includes 20-inch ‘Sport Aero’ wheels, metallic paint, front seat heating, 14-way electric comfort seats, Auto-dimming mirrors as well as the BOSE Surround Sound system.

Taycan Turbo and Taycan Turbo S gain driving dynamic and comfort features like Porsche Dynamic Chassis Control (PDCC) Sport, four-zone Advanced Climate Control and ambient lighting.

Express delivery from France

Mitsubishi’s new van is en route from Europe … because it’s a Renault Trafic. But not in every sense.

Mitsubishi Express will arrive in a standard wheelbase format, whereas donor Renault Trafic (below) also avails in a long wheelbase format.

CONJECTURE the Mitsubishi Express van soon on sale here is a Renault Trafic clone in all but name and badging doesn’t bear out.

 The first van Mitsubishi has had since the 1980s’ era L300 was retired seven years ago runs identical engines to those in the French original, and also sources from the same factory in France.

 However, the lines head in different directions in terms of variant count and Renault also offers a lengthened wheelbase alternate to the standard format it and Mitsubishi offer.

 This all unfolds from dissection of information sent out yesterday by the Japanese marque’s distributor.

 The story is incomplete because Mitsubishi Motors New Zealand has yet to release the most crucial single element about the two models it intends to put into showrooms in July: Their price.

 Those stickers won’t be announced for at least another fortnight, the brand’s marketing and communications manager says.

 Reece Congdon says the vehicles have yet to arrive and there’s reluctance to absolutely sign off on the RRPs under consideration until they do.

 “I think it will be before the end of the month … it could be a matter of two weeks or so. There have been some hold-ups due to Covid-19 and we’re just awaiting their arrival.”

 Express will launch in a 3098mm wheelbase form, the first with a 1.6 turbodiesel with a manual transmission and the other with a 2.0-litre turbodiesel and wet dual clutch transmission, also a six-speed.

 Engine outputs are rated as per Renault’s application, so 103kW and 340Nm from the 1.6 and 125kW and 380Nm out of the bigger capacity engine. Optimal economies of 6.2 and 7.3 litres per 100km are suggested and emissions run between 164 and 191 grams per kilometre. The 1.6 is Euro 5 and the 2.0-litre meets Euro 6 d standard.

 Trafic offers in this standard wheelbase form - designated ‘SWB’ – with those drivetrains. But it also has ‘LWB’ editions, with a 3498mm wheelbase, also with those powertrains.

 Mitsubishi has developed an Express in the longer wheelbase format, and it has gone on sale in Australia, with the 2.0-litre drivetrain (that only came to Trafic in NZ in March). But this model has not been chosen for New Zealand. 

Why? “That was an opportunity decision,” explains Congdon. “The volume of van sales in NZ are SWB models so we decided to launch with a SWB range for the time being. Obviously we will review that over time and assess if there is any market demand for a LWB Express.”

Express went on sale across the water last week; there it costs $1070 less than the equivalent Trafic. Even though there are spec and sales offer differences that likely account for this, that placement perhaps gives some idea of what MMNZ will aim to achieve.

The Trafic line-up here starts with 1.6-litres in $41,990 SWB and $43,990 LWB Trader trim. There is also a more fulsomely furnished 1.6 LWB for $50,990.  Above this are 2.0-litre ‘Auto’ variants in the same specification level costs $53,990 and $55,990 

When wheelbase commonality is considered, the models are sister ships in styling, engineering and drivetrains – not to mention performances, economy and load-carrying abilities, the payloads being 1150kg (1.6) and 1116kg.

Yet they don’t wholly replicate for driver features. Express has digital radio, Bluetooth phone (and the same fancy dash-mounted cell phone holder as Trafic) and audio streaming, but absent is Trafic’s 7.0-inch touchscreen, needed run Apple CarPlay and Android Auto and its latest sat nav application.

The automatics in either guise add a rear-view camera with in-mirror display, rain sensing wipers, front fog lights, self-dimming interior mirror and auto headlights, but the Renault steering wheel is a bit fancier, being leather-wrapped.

The safety story is aligned and any embarrassment MMNZ felt back in the day about selling the L300 with poor occupant protection features – the issue that ultimately forced it out of the market – can be put to bed now.

With six airbags, roll over mitigation, stability and traction control, anti-lock braking system and electronic brakeforce distribution (EBD) Express and Trafic are ticking boxes postively.

Yet they could be better. Growing insistence from safety organisations for vans to follow passenger models in taking autonomous emergency braking has yet to influence Renault, so Mitsubishi misses out as well in opportunity to join a club that locally started with Volkswagen Transporter and now includes the Ford Transit and Toyota HiAce. Blind spot detection and driver fatigue monitoring are also absent.

More differences? Aside from having a different grille and bonnet design, the Express has halogen headlights instead of the newer LED units Renault introduced with a 2020 update.

The Express’ standard features include a three-seat interior and driver’s seat with armrest, height and lumbar adjustment, fabric seat trim, rubber flooring and urethane steering wheel, left and right sliding doors, 180-degree rear barn doors, cruise control with speed limiter, manual air conditioning control, power mirrors, remote central locking and keyless entry.

The models have unpainted bumpers, 16-inch steel wheels rear park sensors and a rear step bumper. A step-through interior (from cabin to cargo bay) is also set as the standard layout.

Standard driver deliveries across both Express and Trafic include cruise control with speed limiter, stop and start (with manual off switch), and hill start assist. Also standard are reversing sensor and a ‘dead angle’ (wide view) vision with a mirror in the passenger sun visor.

Space and load capacities - a generous 5.2 cubic metres and up to 1150kg payload – are mirrored.

In Australia the models have different warranty structures (advantage Mitsubishi over there) and servicing conditions (advantage Renault). Whether that will also be the case here has yet to be explained. 

MMNZ is certainly keen to see a replacement for L300, which sold 38,806 units from 1980 to 2015, and is also noting that the Express stands as the first product it has offered that comes from another Alliance member brand.

Congdon says the Express’s appeal will be “function and flexibility.”

“Dual sliding doors and a number of accessories ensure easy configuration of the Express van for different business requirements. We believe these practical features – along with a strong value proposition – will attract transport operators and delivery drivers back to Mitsubishi.”

And why not keep the L300 badge?Good question, Congdon says. " It was agreed the van would share the same name across both markets in Oceania. Obviously the Express badge has a long history in Australia so we settled on that.”

Richer outfitted Fortuner coming

Engine upgrades, improved towing capacity and more equipment for Toyota’s ‘other’ medium SUV.

THE diesel ‘alternate’ to the petrol-wed Highlander is about to be upgraded for New Zealander followers 

Revisions to the Fortuner, available here since 2015, largely follow those just announced for the HiLux.

The changes are obvious when spotted – though sighting a Fortuner has tended to be a challenge. With 54 registered in its year of launch, in 2015, 534 in 2106 – its full year – when 87 were rentals, 440 (25 rental) in 2017, 465 (one rental) in 2018 and 816 (of which 542 were rental) last year, plus 20 this year to date, it’s been a quiet achiever for Toyota New Zealand.

No matter. The Palmerston North-based distributor is sticking by its competitor to the Mitsubishi Pajero Sport, Ford Everest and soon-to-go Holden Trailblazer and Isuzu MU-X.

Moreover, it is likely renew marketing focus on Fortuner because the model is just about to enter the market in an updated form that delivers a more sophisticated look, improved performance and better tech.

The detail will sound familiar, because unsurprisingly it’s pretty much the same stuff that will come to the 2021 HiLux, revealed last week.

TNZ could have, in fact, chosen to discuss Fortuner concurrently with the HiLux presentation, but chose to keep them separate to keep the information flow tidier. So Fortuner’s story was held over to this week.

So, what’s in store? The current two model grades, GXL and Limited, seem set to continue to be offered and the mid-life update will mirror most of the changes made to the HiLux, including its upgraded 2.8-litre four-cylinder turbo-diesel.

Pricing and full spec are unlikely to come with this week’s announcement; in all probability, TNZ will follow normal process and hold these details until much closer to launch, which will surely tie to when HiLux appears.

On that matter, TNZ suggests “late year.” Surely we won’t be far behind Australia, which is taking both ute and wagon in August? Presently Fortuner GXL is a $55,490 ask and Limited sites $3000 above that.

Anyway, the images and some detail is already out, thanks to our neighbour.

Access to their press material suggests that as well as the sophisticated new exterior design, characterised by its sleek multi-LED headlight clusters, equipment levels have increased with the fitment of Apple CarPlay and Android Auto (wired, not wireless) as part of a significant improvement to the infotainment system, which also takes a new touch screen, enlarged to eight inches (so, up one inch).

This is as much as Toyota wants to say about the interior, but suggestion is that it will get a fancier cabin fit-out than the updated HiLux ute.

The engine upgrade is significant. Matched as standard to an automatic transmission, the tweaked engine pumps out significantly more power and torque – up from 130kW/450Nm to 150kW/500Nm – thanks to “new and uprated components”.

Fuel consumption has also been reduced courtesy of improved cooling, says Toyota, which claims a 17 percent efficiency increase in the urban/city cycle, which will see combined consumption reduce from the current 8.6L/100km.

The boost in power also sees the Toyota Fortuner’s towing capacity increase from 2800kg to 3100kg, and is likely to be accompanied by a fix for the diesel particulate filter problem .

The sales pitch? Well, it used to be that TNZ marketed Fortuner as a a "medium rugged" SUV, pitching it as a less expensive alternative to the Land Cruiser Prado (also "medium rugged") or a more hard-core wagon than the passenger-car-based Highlander crossover, which it described as "medium soft". There’s no logical reason to divest from that strategy, not least given that Highlander from next year will drop its V6 in favour of a smaller capacity four-cylinder petrol with hybrid assist.

Prius no hit but still a stayer

Latest sales returns remind Kiwi love for hybrids is cemented .. except when it comes to the car that introduced the world to this tech. The Prius’s battery charge is all but depleted.

No question about the rav4 hybrid … Toyota’s most popular model in may, when the market was down overall, is still subject to a waiting list.

IS time just about up for the Toyota Prius?

Actually, it’s a not a new question. This poser has been relevant since at least 2015.

That’s really the first year when it became obvious that the hatchback that 25 years ago introduced motorists to the bright new world of electrified motoring was not doing at all well, at least in New Zealand-new form.

Which might seem crazy because, of course, as much as Prius appreciation has been falling away, our hybrid penetration has been ramping up, and quite considerably. And when it comes to favourite battery-assisted products, they’re all from the same brand: Toyota.

So, really, as much as the Prius has been on losing streak, the fact is that Toyota New Zealand has been winning. Really, then, the original hybrid car from Japan’s No.1 looks to be a victim of its own success. It has simply spawned development  of so many other Toyota hybrids at its own expense..

New Zealand new vehicle registration figures for May show that just two Prius and 10 of the smaller Prius Cs were sold during the month, way down on sales achieved by other Toyota hybrids – 413 RAV4s, 127 Corollas, 85 C-HRs, and 20 Camrys.

And year-to-date hybrid registration figures make just as depressing reading for the model. They show just 96 Prius and Prius C have been sold so far in 2020. Compare that to 1239 RAV4s, 431 Corollas, 246 C-HRs and 152 Camrys. Not only that, but various ‘H’ versions offered by Toyota’s luxury cousin Lexus have achieve a combined total of 187 registrations so far this year.

current prius has struggled since launch in 2016 and its predecessor was a falling star, too.

How does that compare to back in 2015 and prior? Well, it was a slightly different structure then, when Prius was a bigger family, including the V people carrier then. By chance, MotoringNZ owner Richard Bosselman happened to have written  ‘a what chance for Prius?’ story back in 2016, in which the data was presented.

According to the NZTA information cache from that period, in 2015 the C achieved 367 sales – whereas Prius hatch took just 30 (and the V 11). The preceding year was stronger for the hatch, with 121 units (against 287 C and 3 V), 549 in 2013 (no count for C, 55 for V) and 473 in 2012, a period when only the hatch was available. The was all collated because Toyota at that time was about to launch not only the fourth generation (aka ‘4G’) hatch we have now but also a car that seemed to do all Prius could, but in more acceptable form: Corolla hybrid. And, yet, five years on, the Corolla and Prius co-exist still. Who’d have picked that scenario?

Given all latest statistics continue to add up to a sad time for the iconic Prius, which earlier in its career was so new-age that it was the green vehicle of choice for everyone from Hollywood movie stars to politicians., the question obviously still seems reasonable. But TNZ is steadfastly true.

The hatch’s story began back in the early 1990s when Toyota Motor Corporation decided to attempt to develop a car that would have up to twice the fuel economy of its big-selling Corolla. The project culminated in the the brand’s first petrol-electric hybrid, a prototype Prius unveiled at the 1995 Tokyo Motor Show – the name, appropriately, a Latin word for “first” or “to go before”.

The model sure was a first.  With its Hybrid Synergy Drive system and battery pack that combined forces with a conventional petrol engine to achieve vastly improved fuel economy, it opened the way for electrified motoring well before fully electric motoring could begin to become economically possible.

The first-generation Prius, a four-door sedan, was launched in Japan in 1997. Toyota New Zealand introduced the second-generation model, a slightly geeky-looking five-door hatch, in 2003. Since then close to 6000 of them have been sold new here, their owners appreciating the superior fuel economy and reduced exhaust emissions that come from combining the self-charging electric motor and petrol engine.

arrival of Corolla in hybrid format could have been the end of Prius … but it wasn’t.

But now it seems the Prius’ job is done, leaving it up to more conventional-looking Toyota models to further the career of the hybrid passenger vehicle.

Those models – RAV4, Corolla, C-HR and Camry – are doing very well, too. Last month the hybrids accounted for 77.4 percent of all RAV4 sales, 68.6 percent of Corolla, 70.2 percent of C-HR and a remarkable 90.2 percent of all Camry sales.

The overall Toyota performance led the way in a stellar month for hybrids,  which saw them jump from around 4.3 percent of all new vehicle registrations in the opening four months of the year, to 13.3 percent in May. Compare that with the penetration achieved by electric vehicles – the models that mains-replenish – which was 0.94 percent for plug-in hybrids and 1.07 percent for full electrics.

While other hybrid product such as the Kia Niro and Hyundai Ioniq, have contributed to all of this, by far the biggest contribution has been from the Toyotas. 

But obviously the Prius, the model that started it all for hybrids, hasn’t figured much at all in this success. So what does this mean for the future of the car? Will it be retired?

Internationally, one opinion among the international media is that the Prius name is too iconic to be completely retired, so it may be saved by TMC for use on a future battery electric vehicle.

TNZ chief operating officer Neeraj Lala says he hasn’t heard any official word relating to the future of Prius.  That doesn’t worry him; he’s happy to see the model continue to remain on sale in New Zealand for those who want it – and he reminds that it is very popular as a taxi.

“More to the point is that Prius is the Toyota model that introduced hybrid motoring to New Zealand, and in that regard it has been a success,” he says.

“Look where Toyota is now. We have hybrid versions of almost all our passenger vehicles, and we will soon be adding to that – hybrid versions of the new Yaris and Yaris Cross, the Highlander larger SUV, and in around 18 months we’ll also get a hybrid version of the Hilux ute.”

CH-R in hybrid form would seem to provision a better kind of Prius … that it is also tracking strongly suggests the market recognises this.

Loan scheme gives new life to ghosts

Recipients of Highlanders loaned by Toyota as a small business assistance won’t need to run them in. That’s been well and truly taken care of.

 LOANING cars to struggling businesses potentially helps the country’s biggest brand ease a headache Covid-19 might hardly improve.

Toyota New Zealand’s intent to provision 100 Highlander sports utility vehicles to small businesses nationwide for a year’s free usage comes with a caveat it has been happy to discuss. To a point.

Though current models, small print with the Small Business Driver package clearly relates the 3.5-litre V6 seven-seaters in mid-level GXL trim are not as might be imagined: Brand-new examples of this $58,490 car.

What’s on offer is stock first registered in 2018 and likely to have 30,000km to 45,000km on the clock, apparently accrued from toting tourists. 

Plucked from the in-house Signature Class used vehicle processing programme, the Highlanders are from what is perceived within the broader industry to be a massive count of vehicles laid up in what could be called TNZ’s ‘ghost fleet’.

Which is? A raft of mainly ex-rentals the market leader has acquired through buy-back agreements far less common now and then parked up for months … perhaps years.

This the result of TNZ having been unable to push them through used car channels en mass, for fear of causing a glut that might collapse used car prices. 

Instead, they sit inactive in what has been derisively called, by rival brands, a ‘rental swamp’. Holding yards and warehouses. Some there for so long that – according to talk - registrations have retired, batteries depleted and tyres squared.

Industry lore relates enough vehicles are in a limbo to likely be costing the brand many thousands of dollars annually in upkeep and storage fees. Can that be true? 

TNZ has been asked on numerous occasions, including during compilation of today’s story, to offer clarification. Every request has been met the same way. With silence.

As much as chief executive officer Neeraj Lala was happy to share his enthusiasm about the loan scheme – which is, beyond doubt, a very generous opportunity – he declined to deal with a host of follow-up questions relating to the cars’ provenance and the state and size of the stockpile. 

The finer details of what’s on offer currently were passed on by a potential applicant who, while a little surprised by the cars’ suggested histories, was not particularly perturbed.

“A free car is a very generous offer, no argument. As it turns out, I don’t qualify because another of the stipulations is that you have to be a recipient of the Government’s wage subsidy, but it’s a good concept.”

An industry involver spoken to subsequently also thought the idea was interesting.

“It’s a rental swamp and the swamp needs draining ... this is what has to be done.

“They’re probably not making anything on it. But it at least gets some vehicles back on the roads and free of storage fees that, while quite cheap on a per day per car basis, soon adds up to a chunk of change when you’re talking big counts for long term.” 

‘Buy-back’ was said to be a core ingredient of when Toyota basically sought to corner the national fleet business, which some years accounts for up to 80 percent of new car sales. 

Since 2018 TNZ has sought to swing its focus back to private buyers with its Drive Happy programme that aims for fair pricing and says it has detuned the intensity and scale of its fleet push.

Even so, it still agrees to discount to large-scale purchasers and, as a glance around any airport carpark (at least pre-Covid) would confirm that, while other brands have come back into hirer circles, there are still a lot of Corollas, Highlanders and RAV4s behind those rental placards.

And 2018 appears to have been the last big year, with industry statistics showing 1660 Highlanders having gone into rental, whereas just 179 followed last year. The majority were GXL variants. 

Now, of course, there’s coronavirus, which has certainly dented the car trade and is doing those brands supplying rental providers no favours.

Distributors have been pressured to take back stock – often in as-new condition - now standing idle and waive delivery of incoming product.

That’s a big ask: June has historically been a big month for rental car fleet replenishment to cope with the tide of winter tourists. TNZ indicated recently it is challenged by this; it doesn’t want to upset core corporate clients, but neither can it afford to assume responsibility for pre-agreed consignments.

With the Highlanders, it’s not quite a matter of first in, first served: Only small businesses with fewer than 20 employees are eligible and applicants are vetted by a selection panel.

The scheme has been created in conjunction with MediaWorks, and includes a share of $1 million of advertising with the media company for successful applicants. 

Those interested in applying have until 11.59pm on June 9 to apply. 

Perhaps, at the end of the exercise, users might receive tasty opportunity to purchase the vehicles outright.

Of course, they have to weigh up the deal against the fuel costs. The V6’s taste for petrol is a core reason why the next-generation Highlander, coming next year, will only be offered as a four-cylinder hybrid.

Revised Focus now down to three choices

Second time a charm – that’s Ford NZ’s hope for the Focus, having radically revised and slimmed the line up.

New ST-Line X replaces the ST-Line … and costs $6000 more.

TWO trim levels, an engine and a body shape have been axed while two remaining mainstream models have been enhanced yet also rendered more expensive.

That’s the sum total of a sweeping change just announced for the Ford Focus as it represents in New Zealand, the brand acknowledging that it has revised a line-up launched just two years ago – and literally lifted a year ago, when adding the Active – to better attune to what has so far been disturbingly indifferent customer taste.

“These are the cars that are most popular with customers – we’re taking out the complexity,” is how Ford communications spokesman Tom Clancy describes the rationale driving the new lineup, which hits in August.

From now on, there will be just three Focus models, all hatchbacks with eight-speed automatic transmissions, one in the elevated Active format that arrived last October and delivers a crossover look but in a lightweight manner – so, front rather than four-wheel-drive.

The new Active, at $37,990, will cost $1000 more than its predecessor. The ST-Line, which had been the same price as Active was, is now outfitted more richly, to an ‘X’ specification. But the price has gone up accordingly, by a whopping $6000.

Above them is the new ST performance model that is a $59,990 proposition. Introduced just weeks ago, it has remarkably also been improved by the latest round of revisions.

So what’s gone? That’ll be the Trend and Titanium hatches, which ran with the 134kW and 240Nm three-cylinder 1.5 petrol that continues on in Active and ST Line X, and the Trend wagon, which ran with a 110kW/370Nm 2.0-turbodiesel.

Focus Active, which joined the local family last year, now becomes the entry choice.

Ford NZ aspiration to wean off reliance on the Ranger utility – by far and away its biggest monthly seller for the past three years - has been pinned on its passenger, crossover and sports utility models but that strategy has yet to realise positively.

The Focus has at times hardly figured in sales results – ironically a particularly poor period was the end of last year, when it won a newspaper group’s competition.

Clancy says there is high confidence, nonetheless, that the car will deliver better performance now that it is presented in what Ford NZ describes as “three clearly defined choices.”

Local managing director Simon Rutherford, has expressed particular confidence in the ST-Line X, saying it even better represents the Focus’s driver-oriented feel than its predecessor. 

The update delivers a technology spruce-up, with introduction of FordPass Connect, an embedded modem which Ford says brings even greater accessibility, convenience and capability, so long as an owner’s cellphone is compatible. Features include ability to remotely lock and unlock the vehicle plus ability to check fuel level, tyre pressures, oil life and check recent service history, owners’ manual. It also enables contact with a ‘Ford Guide’, who can assist – by phone or email – with any queries about connected services and hooks into services including access to roadside assistance.

The Focus ST-Line X and the Focus ST will be upgraded to the 12.3-inch fully-configurable digital instrument cluster allowing the driver to personalise and prioritise display of information including driver assistance technology and sat-nav notifications.   

All models have Ford’s SYNC 3 system, which includes Apple CarPlay/Android Auto smartphone compatibility, with wireless smartphone charging.

The mainstream editions take LED headlights and have different Daytime Running Lights to present a distinct identity.

What is being called the ‘2020.75’ range also adopts revised rear suspension, the benefits coming in sharper handling and more comfortable, quieter ride.

And the ST doesn’t miss out. The 2020.75 model picks up a 10-speaker B&O audio system and 12.3-inch full TFT/LCD colour instrument cluster screen.

Just-arrived Focus ST also achieves a specification enhancement.