Hilux to debut ‘DPF drama’ cure

It took years and huge effort here, but Toyota reckons it has finally smoked an emissions control issue dogging a core diesel engine.

Spencer Morris with the updated catalytic reduction system and particulate filter that will not only feature on the impending 2020 Hilux, Fortuner and Prado but will also become a retrofit for pre-face NZ-new examples of those models.

NO more white smoke, no longer a risk of a blackened reputation – that’s the expected outcome of a fix for an engine powering Toyota’s recreational and utility vehicle push.

 Toyota New Zealand is confident the refreshed version of the 2.8-litre four-cylinder turbo diesel progressively rolling out over the next few months – initially in the upgraded Hilux on sale imminently then its sports utility sibling, the Fortuner, and lastly the LandCruiser Prado - has reconciled an emissions technology failing that has affected examples of those models for some years. 

A remedy that has been on trial here since last year is good news for those customers who own pre-facelift examples of those cited vehicles, too, as the brand intends to retrofit these with the fix, as well.

Optimism voiced by the Palmerston North-headquartered brand’s technology expert and after-sales manager, Spencer Morris, that problems with the engine’s catalytic reduction system and the diesel particulate filter (DPF) intrinsic to its operation have finally been nailed has come along with frank discussion about how much time and effort – primarily here, ultimately in Japan - has gone into reconciling an issue that might have caused customer disquiet. 

the updqted hilux, now just weeks from going on sale, will be first to debut the big fix.

“It’s been a complex problem to solve,” Morris acknowledged.

“It has not been easy for us. We have had a number of Japanese visitors out to assess the issue and have had quite hard conversations about how to get on top of this.

“Every time we did something (remedial) the fail rate went down, but we never got a 100 percent cure until now, with a new DPF.”

Fitted between the engine and exhaust, DPFs collect soot and dangerous particles from diesel. 

Because DPFS, like any filter, only have a certain capacity the captured pollutants – some carcinogenic (meaning they can cause cancer) – have to be burned off, a process called regeneration.

All going well, the system will reduce particulate emissions by around 80 percent compared with your diesel-powered vehicle not having one, but the process requires the engine reaching a certain temperature and maintain it for the period of regeneration.

The system previously used by the 1GD-FTV 2.8-litre from 2015 until now has proven problematic in its original design, though curiously just within Australasia.

In saying that, while around 2000 New Zealand-new vehicles have returned issues, our market has come off lightly compared to how our neighbour appears to have fared.

The total count of vehicles showing issues here represents just 10 percent of total Hilux, Fortuner and Prado volume achieved over the past five years.

This suggests a much lower impact than is reported in Australia, where the issue has triggered a class action lawsuit, yet to be reconciled, on behalf of angry owners.

For its part, TNZ has determined to be highly proactive – not only will the updated models of the affected product have a new combined DPF and catalytic converter that provides resolution, but that part is also to be issued as a retrofit to all the vehicles it sold within the time frame where it has potential to become an issue. 

“Now we have a fix our intention to over time replace all of them. Our priority (to date) has been problem vehicles and we have pretty much worked through them.”

The redesigned DPF that Toyota Japan has created for the updated models coming soon has been trialled here since last year.

“We have fitted it to the very worst affected vehicles since last year that we couldn’t (previously) fix and it has provided a satisfactory fix … we’re very happy with the outcome and, more importantly, the customers were happy with the outcome.”

Morris reinforced that TNZ always took the issue seriously and was absolutely committed to finding a resolution as customer satisfaction was always the highest priority.

“We replaced some vehicles because we inconvenienced some customers so much. We had a number of attempts of fixing their vehicles and, in the end, we said ‘we have mucked you around too much.’ So the conversation went down the route of replacing.”

updated Prado is also due to take the refreshed technology.

What might have saved us could be the weather: Simply, the hotter the climate, the worse the problem seems to be. Also, it seemed less prevalent on automatics than the manual.

Says Morris: “From what I understand, this was not a global problem. It was very much our markets.

“Ambient temperature is an issue … we have certainly not seen it as a nationwide issue. The further north you go, the worse it seems to get.”

 However, it’s not the sole factor for failure. Another is a common challenge for all diesel powertrains with DPFs struggle to cope with: Long-term idling and vehicles being driven short distances and at low speeds also accelerated the build-up of particulate matter.

Either way, the Toyota problem at its worst was impossible to ignore; blockages and the tell-tales of foul-smelling emissions from the exhaust, poor fuel economy and greater wear and tear on the engine – culminating in copious output of white smoke from the exhaust.

Toyota’s first try to get on top of this was an update to the engine software, the introduction of a DPF custom mode, and a manual inspection of the DPF for built-up particulate matter.

When that didn’t deliver as hoped, the factory stepped up to adding, in 2018, a button on the dashboard for owners to be able to manually regenerate the system if it was not automatically doing so at the required moment.

This button remains as a fully factory-fitted item in the 2020 models, which also gain more specific software and hardware improvements that, the make says, further improve the way the DPF operate and how it regenerates. 

The button is a good back-up to the vehicle’s regenerative programming. “Automatic regeneration happens when the system determines it needs to be done, but it has to complete the cycle.

Some operators found that was an inconvenience, because the process requires a period of time to complete. The manual control therefore was better for them.

“If you’re operating in an environment where you don’t want it to regenerate during that time, you might prefer to action that process in a more convenient place. 

“But I don’t know if our issue was entirely about just the regeneration, because it’s not just a DPF – that’s all part of a catalytic reduction system and it also requires a diesel oxidation catalyst, a catalytic converter.

“The DPF and catalyst are one unit. Exhaust gas passes through the catalytic converter first and then the soot is captured in the DPF.

“There are a number of different system designs but what you’re basically trying to do is poke fuel into the exhaust and get that to do the burning.

“You can do it in a number of different ways. One that is not uncommon is to inject fuel on the exhaust cycle, so you’re not combusting it, but putting it down the exhaust pipe. 

“That’s problematic because it can also cause your oil to be diluted, and some brands have had that problem. We have had it in the past, on some used import vehicles.

“The Hilux uses a system that injects fuel directly into the manifold, using a fifth injector, and one of the problems we were having was seeing a certain amount of blockage in the oxidation catalyst. 

“That caused white smoke and is what Hilux became known for.”

How to fix this? That was a frustration.

“We had a number of counter-measures … we tried a number of remedies along the way, all of which we thought would work … but they worked for some cases, but not for others.

“Our fault rate diminished over time, but we didn’t have a complete fix, so we weren’t able to satisfy all customers. It was frustrating for them and for us.”

But, finally, a breakthrough. “We are pretty confident now we have solved the problem.” 

The end cost in dollars? Morris has no idea, but imagines it wouldn’t be paltry.

“It has been an expensive exercise but we’re all about ensuring people have a great customer experience. We regret that some people have not had a great experience in this case, but we have never given up.

“We have worked on solving the problem and stuck at it until it has been resolved.”

Meantime, as well as a resolution to this issue, the 2020 update powertrain also delivers a performance upgrade, with the engine now producing 150kW at 3400rpm and 500Nm at 1600-2800rpm when mated to the automatic transmission, whereas the manual transmission option develops a lesser 420Nm at 1400-3400rpm.

Coping with a zero tolerance roadscape

What does it mean now road police have scrapped any good will in respect to speed limits?

NO more leniency, so a lot more speed obsession?

Road police have scrapped their speed buffer on roads in favour of a no tolerance approach.

All motorists edging over the limit at any time of the year can now expect to be pulled over and possibly fined, national road policing manager Acting Superintendent Gini Welch has told a national media outlet.

It brings an end to a long-standing convention that law enforcement would let minor speeding breaches slide. 

“We don’t have a threshold,” Welch is reported as saying. “We don’t have anything other than the speed limit. That’s what we will enforce.” 

In theory, this raises the potential of punishment for straying just 1kmh over a posted limit. In probability?

Speed measuring tech used by enforcement agencies undoubtedly has capability of clocking just that difference, yet will police be that draconian for all motorists in all circumstances? It’s one thing to ping an individual vehicle but quite another to constrain an Auckland’s traffic stream in its entirety, right?

That’s not to say a driver shouldn’t try to stay on the right side of the law. We all need to be proactive about safe driving; anyone out there actively being stupid and presenting a danger to others deserves to be brought into line.

At same token, you’d have to imagine having to become to so zealous about keeping exactly to, or under, a posted limited isn’t good for anyone, either. It’s easy to imagine some drivers becoming focused on this to the point of distraction. How’s that a plus for road safety?

So, some good news about that. Even if you’ve been in the habit of driving j-u-u-u-s-t above the posted limited, chances are you’ve really still been in the safe zone. That’s because your vehicle has very probably always been intentionally fibbing about how fast it’s been going all.

Indeed: Here’s a statement that will generally be true - if your speedo is exactly indicating 100kmh your true speed is more likely to be somewhere closer to 96kmh. It might even be slower.

Sorry, you’re telling my car’s speedo is inaccurate?

Yup.

Speedometers are always calibrated to over-estimate a vehicle's true speed to help stop drivers from unintentionally speeding.

The actual allowance for margins of error varies between car makers and models and is not disclosed, but as a rule they have always set speed measuring devices to read faster than actual road speed.

Why are they doing this? 

It’s a safety net.

International regulations in respect to speedometers is reasonably uniform.

Industry standard is that a speedo must not indicate a speed less than the vehicle’s true speed or a speed greater than the vehicle’s true speed by an amount more than 10 percent plus 4kmh.

Accordingly, manufacturers target a suitably high overestimation - in the five to eight kays an hour range - and that allows them some wriggle room on intrinsic speedo accuracy and differences in tyre sizes and so on. I’ll have more about the latter in a minute.

Isn’t this a bit duplicitous?

Well, I suppose it’s something you could argue out in court – but why would you?

 Makers could argue they’re being proactive and argue this is a safety net that’s good for all. Hands up those drivers who might occasionally sneak over the legal speed limit without realising it? Yup, exactly.

And that’s the only reason they do it?

Well, okay, it also means you really cannot blame the manufacturer for committing a speeding offence - because the speedo didn’t make you do it. In fact the speedo is probably slowing you down.

And you’re saying this is a status quo?

Yup.

And it’s been shown to be true in testing. For instance, a couple of years ago a big media outlet in Australia undertook an exhaustive test, spanning five months and involving 60 popular models new at the time. 

It found 93 percent inaccuracy and showed most speedos measured over the posted limit by an average of 5kmh at 100kmh – well within the Australian Design Rule parameters which align with European regs in requiring a vehicle's true speed must not be higher than the speed indicated by the speedometer. 

The most inaccurate reading was from a large heavy duty off-roader no longer being sold in New Zealand (though it was then). It was out by 11kmh. Just as a matter of interest, luxury cars fared better in the testing than regular passenger cars – usually within 2kmh of the true speed – as did models built in Australia. The compulsion to achieve greater accuracy with the latter increased when some states, notably Victoria, cut out leniency some years ago. And Victoria, of course, has long been the one state that NZ authorities seem to see as the leader they must follow for road safety practice.

And you’re saying this is ALWAYS the case?

Well, almost always. One crucial factor it assumes is that vehicle has not been modified inappropriately in terms of wheel/tyre size.

It’s not uncommon for a manufacturer to issue a product with a wide range of wheel and tyre sizes; but even when they do this, care is being taken not to change the overall rolling radius and total wheel height of the wheel/tyre set. 

So, for instance, a base model on 16-inch rims and a flagship on, say, 19s will still have the same rolling radius, as the smaller wheel will carry a taller tyre whereas the larger will be fitted with lower-profile rubber. 

It’s when people move to nicer rims and different tyre choices beyond the maker’s spectrum where things get interesting. If you manage to reduce the total wheel height, then the speedo will show a faster speed than the vehicle is actually going. On the other side of the spectrum, when bigger tyres are fitted, the opposite effect on the speedometer occurs.This particularly happens with off-road models when they are fitted with either mega-sized dirt tyres or, alternately, with larger rims than the maker will provision as original equipment.

So, okay, we ‘ve taken all this on board and have decided we want to be absolutely certain we’re not exceeding the limit, even by a fraction. Is this possible? 

I know where you are heading with this: GPS.

Global positioning satellite tech is a fantastically useful to establish location and ground speed. That’s why these have become a fairly common and handy accessory and driver aid in recent years. 

That speedo accuracy check in Australia was undertaken using a satellite phone app. Sitting on 100kmh with the cruise control activated, testers monitored the true speed of the app over a period of about 60 seconds, comparing it with a vehicle’s indicated speed. The app reading was then compared to an industry-certified GPS performance meter, to ensure absolute accuracy.

The results were considered bombproof, but testers were very specific about something else: The trial zone. All tests were conducted on the same flat stretch of road.

That’s because GPS accuracy is potentially compromised uphill or downhill. The system itself is reasonably robust for the Z-coordinate, but the receiver you use might not be paying that much attention to elevation in practise.

So you’re not advocating GPS as an absolute?

Well, let’s just say it might shoot you in the foot. For sure, if you want to drive legally, but at the maximum permitted speed, you can suck a GPS unit to your windscreen and compare it reading to that of the speedo to derive a correction factor.

But be aware error might not be constant across all operating speeds in your car. Also, GPS systems that indicate a vehicle's speed have NO built-in safety margin.

Plus, consider the degree of focus it will require. Even for the most fanatical and focused driver, trying to consistently drive to the maximum speed limit even for the shortest distance is pretty much impossible.

 There’s argument that the risk of getting caught speeding increases if drivers travel to the speed indicated on the GPS system, and ignore the vehicle's indicated speed.

And by the way, when discussing GPS, we’re talking about external devices, not the integrated system that the car maker has primarily provided to provision sat nav duty. The latter generally do not display speed. Presumably because manufacturers don’t want to open the floodgate of complaints about speedo inaccuracy from indignant customers, when they see two mutually irreconcilable readings on the same instrument panel. 

So why not just put my absolute trust in cruise control?

That’s really only going to work on the open road and the degree of usefulness will come down to how smart your cruise control.

To explain: Cruise control oversees your car’s speed in exactly the same way you do. Via the throttle.  These days it’s a wholly electronic set-up run through a computer which attunes to when the car has reached the desired speed or when it’s falling away from that pace.

Now we’re into the era of adaptive (also called active) cruise control, which adds in either a radar or cameras to help your car use another car’s speed to regulate its own based on your own pre-set speed. 

Regardless, the big test of how smart your cruise control will come as you head down a hill.

Some systems are able to retard the vehicle in that scenario, either through self-braking the car or at least using the gearbox, if it’s an automatic, to induce some engine braking. But these are in the minority.

If your car has a cruise control that just relies on the throttle to control speed and not the brakes, you’ll need to be ready to induce some braking to prevent ‘running away’ down a hill.

As said, if you have an automatic with ‘grade logic control’ it might have better chance of maintaining the pre-set speed, as this allows the gearbox to sync with cruise control. The system will downshift the gearbox to provide more engine braking.

However, now we’re seeing some advanced cruise control systems that will apply the brakes to keep speed in check when travelling downhill. One or two even detect corners and slow down. An increasing count are now able to read speed signs and adjust the vehicle’s pace accordingly. 

And they’re not all really expensive, either. One of the very best systems in the market is Intelligent Speed Assist, which not only tells the car you don’t want it to exceed a sign-posted speed limit, but will self-slow it when, say, moving from a 50kmh zone to a 30kmh area. This fits to a budget car, the Ford Focus

Is there a chance that police speed radar readings can be wrong?

That’s a touchy subject with the rozzers but, yes, any web search on this subject will deliver a rich haul of international tales about occasions when speed measuring devices have had to be pulled and tickets rescinded because of faulty readings.

Police use mobile and fixed speed cameras, plus radar and laser speed detection devices, either hand held or mounted in a vehicle. All sorts of information about the latter can be found on the we – we even discovered an operator’s manual (dating from 2013). The accuracy and fallibilities of equipment used by New Zealand police seems to be open to question. It’s not something I’m going into here, but assuming it is still accurate, the following made some interesting points.

https://drivetribe.com/p/police-radar-Nh9xuJ51Qo-H3dqE6LNYtg?iid=JlRN-XQ0Q8m1myf4sE-5BQ 

Right, so all in all this could be a challenge for everyone – so why are they doing this?

Police are adamant. Their research overwhelmingly shows whatever causes a crash, the outcome depends on speed. Driving below the speed limit and to the conditions reduces death and trauma on our roads. They say most illegal speeding is in the one-10kmh band above the limit. Speeds in this band are associated with the most crashes.

Therefore, they argue, everyone travelling a few kilometres slower makes us all safer. With even a small decrease in average speed, we see a decrease in the number of fatal and injury crashes.

Now there are three?

Landcruiser Prado looks set to be a candidate for the newly-updated 2.8-litre four-cylinder turbodiesel announced for Hilux and Fortuner.

UPGRADES similar to those confirmed for the mid-life updated Hilux and its Fortuner sibling will spread into the Prado four-wheel-drive.

Toyota New Zealand has yet to respond to a call asking about latest revisions, however information shared in the venerable Landcruiser’s core market, Australia, spills the beans.

The big change is that it achieves the same upgraded 2.8-litre four-cylinder turbodiesel in identical tune to that already announced for the Hilux and Fortuner – for Prado, that means 20kW more power and 50Nm extra torque.

There are also improvements to the equipment level, in respect to safety as well as comfort – and, yes, no surprise that it’s another Toyota to finally achieve Apple CarPlay and Android Auto compatibility. 

Prado’s latest refresh follows a mostly cosmetic update meted two years ago and comes as it enters an 11th year of production – that’s almost twice the normal life span for a passenger car but is par for the course for large off-road machines. The larger Land Cruiser 100-Series, whose update has already been revealed overseas and has a good chance of showing here before year-end, has been around for even longer.

TNZ has not shared its thoughts about the future sales prospects for Fortuner, however it is probable some re-evaluation will be required as it has been among models that have been pitched heavily into the rental scene, mainly for winter use, particularly in Queenstown. Same goes for Prado.

Vehicle registration stats show 542 of the 816 Fortuners plated-up in 2019 were for rental. With Covid-19 having destroyed international tourism, the hire scene penetration has unsurprisingly completely eroded this year and, with 154 units registered to date, buyer interest in general is also well down,.

Prado, meantime, claimed 1056 registrations in 2019, of which 586 were rentals, and since January 1 this year has so far found 173 registrations, of which three are noted as heading into rental use. 

The engine update is as touted for Fortuner and Hilux. Maximum outputs are now cited at 150kW and 500Nm in all three models when married to the automatic transmission that is standard to the wagon variants.

The Prado being the heaviest model with this engine will likely be the slowest off the mark to 100kmh, and potentially might be the thirstiest, though in that respect there is still improvement.

Toyota suggests the combined fuel consumption has been reduced and combined CO2 emissions are also down, this coming from adoption of a variable flow control power steering device and modifications to turbo design and cooling system.

A new water-cooled, heavy-duty ball-bearing turbocharger with a newly developed variable nozzle vane mechanism features, while cooling and efficiency have both been stepped up thanks to “optimised pistons and piston rings, changes to the cylinder block and head, higher fuel-injection flow rate and the adoption of high-performance materials for the exhaust manifold”. 

As before, drive is sent permanently to all-four wheels via a six-speed automatic transmission with a low-range transfer case.

Maximum braked towing capacity also holds firm at 3000kg for Prado; with Fortuner this increases from 2800kg to 3100kg.

Both model lines gain changes within the cabin. With Prado, the touchscreen is upgraded to an 8-inch display and the instrument cluster and multi-information display have been revised with new information displays including front wheel turning angle.
 
The Fortuner range has two specification levels – the GXL, and the Limited. Both variants gain parking support alert, which includes two front and four rear parking sensors. 

With Prado rain sensing wipers have also been added across the range and features contained within the Toyota Safety Sense system upgraded.

The autonomous emergency braking system has been expanded to now detect cyclists in daylight and pedestrians at night (previously only in the day) while the lane departure warning system can now brake one side of the vehicle to help the driver remain in their desired lane.

Road-sign assist with speed sign recognition also joins the package with the new function able to reset the Prado’s cruise control setting.

Crumpy spirit ... and the pride of Aussie

Everything good arriving with the update of a Kiwi icon ute is due to Ocker influence. Apparently.

 "I'M sure if Hilux could talk, it would definitely have a strong Aussie accent." 

Yes, he really said that. ‘He’ being Toyota Australia's general manager of product planning and development.

Rod Ferguson claims a one-tonner whose Kiwiness is a core sales strength here is “more Australian than ever.”

The comment is based on the high degree of development work behind the model’s mid-life facelift having been undertaken across the Tasman.

Now just weeks from national introduction, the updated line – whose NZ pricing was announced today - is core to Toyota New Zealand putting any effort into renewing effort to regain ute market leadership.

It held that position with ease for more two decades until the pesky Ford Ranger turned up and nabbed the crown more than half a decade ago.

Hilux conceivably has a chance to get back on top, not this year but perhaps in 2021, which will be when Ford ends sale of the current Ranger and swaps to a new model that becomes a co-share with Volkswagen. Ford is leading that project, so the new Amarok will be a Ranger in engineering though probably not in look. 

Toyota NZ has worked hard to cement Hilux as a Kiwi icon; that effort beginning in earnest in the 1980s with advertising involving total Kiwi bloke, Barry Crump.

Back then, too, it used to host Japanese engineers keen to understand what New Zealanders wanted from their utes. Occasionally, pre-releasing testing was undertaken here.

However, what happened then – and hasn’t happened here for years – pales into insignificance in comparison with the rework job of the current Hilux that Japan headquarters has entrusted to Toyota Australia. 

Detail of that project has been revealed to an information pack that has circulated to media across the Tasman. 

Ferguson claims his design and engineering teams were entrusted with undertaking significant styling, development and evaluation work that finetunes the international specification.

In other short, that means the Hilux coming to us is all thanks to them.

Ferguson says Toyota Australia played a considerable role in styling the exterior of the Hilux range, as part of an international team, to the extent they had transformed the styling to align it more closely with the global Toyota ute and truck family.

Engineers from the brand’s Melbourne-based operation had focused on evaluating and helping to develop upgrades to power and torque, suspension and steering.

The combined effort from the Australian teams – who worked extensively with their Toyota counterparts in Japan and Thailand – has delivered the bolder looks while offering even stronger performance, enhanced ride comfort and a more precise steering feel.

"Being awarded this project was a real feather in the cap for our team - and a tribute to the level of design capability we have at Toyota Australia," Ferguson said.

"In addition, our vehicle evaluation team was instrumental in the global development of the 2.8-litre turbo-diesel engine and improvements to the way it rides and handles across a wide variety of conditions," he said.

"I'm sure if Hilux could talk, it would definitely have a strong Aussie accent."

Toyota Australia's product design manager Peter Elliott said the brief was to develop a simple and strong athletic pick-up truck, a vehicle that was tough and genuine.

"From the beginning, our sketches investigated bold and tough themes that centred on a larger, more vertical trapezoid grille enhanced by an upper bonnet moulding and lower bumper components that lock into the grille surround," Mr Elliott said.

"The headlamps have been moved outboard and they now connect with the distinctly chiselled bumper corners, linking the design. We progressed through clay models and CAD, evolving the idea to be cohesive with the rest of the vehicle, while maintaining maximum visual impact.

"The final design was milled as a full-size clay model and shipped to Japan, where it was well received as a bold step forward with a strong Toyota DNA."

Development and evaluation of the 2.8-litre engine - which now develops 150kW and up to 500Nm with a recalibrated six-speed electronic automatic transmission (and 420Nm with the six-speed manual) - suspension and steering in Australia was conducted in collaboration with teams from Japan and Thailand, as well as representatives from ‘other’ markets. Presumably that means someone from Toyota NZ got to ride along.

Toyota Australia's vehicle evaluation manager Ray Munday said Australian road conditions cover more than 80 percent of the different environments around the world, and local customers are some of the toughest Hilux users.

Munday said higher engine output, particularly with a wider and flatter torque curve, had resulted in significantly improved acceleration, overtaking and towing.

Toyota engineers claim to have improved performance and fuel economy simultaneously by adopting a larger, heavy-duty turbocharger with a ball-bearing cartridge for exceptionally crisp and strong throttle response, and a new common-rail injection system with a higher maximum fuel pressure of 250 MPa.

Fuel economy is also said to benefit from a new combustion chamber that reduces cooling losses and more efficient exhaust gas recirculation (EGR) in the intake manifold. A water-cooled double-pipe pre-cooler results in optimum EGR gas temperature.

On SR and SR5, drivers can choose two modes: ECO which reduces throttle response in favour of fuel economy and reduces power consumption for heating and cooling; and POWER to provide sharper acceleration response for a more engaging drive on undulating and winding roads.

Munday said the six-speed automatic transmission had been recalibrated to allow earlier lockup for improved acceleration and cooling performance, especially while towing.

HE has also opened up about the suspension rework. The models introduce longer leaf springs to suppress road vibrations, wider spacing of the springs for stability while cornering under load, and revised attachment points to promote steering stability.

The 2020 facelift has resulted in retuning of spring rates, shock absorbers and suspension bushes as well as revised cabin mounts. These improvements are designed to deliver a more agile handling response and improving ride comfort, particularly when unladen on country roads and over speed humps.

"The ride comfort of the rear suspension has been noticeably improved when driving without a load. Importantly, the vehicle maintains the Hilux DNA of being able to carry heavy loads with excellent body control, both on sealed and dirt roads.

"We also confirmed that Hilux maintains its acknowledged off-road traction with the combination of high wheel articulation and traction control systems which have previously been tuned in the real-world customer conditions of Australia.

"In addition, we adopted a variable flow control power-steering pump to provide a more direct steering feel on narrow winding country roads and to reduce steering effort when parking."

Each part of the new package was tested in Australia to confirm that it met the performance targets in real-world customer conditions as well as on test benches and test tracks.

"Importantly, we were able to confirm the cooling performance was maintained in every test we could throw at it - including uphill highway towing with an ambient temperature well over 40 degrees.

"If a vehicle can survive the Australian customer and the Australian environment, it can survive anywhere," Munday said.

MotoringNZ has previously touched on the spread of driver assists incoming, but to remind it has the usual full range of electronic braking and traction-control technologies, emergency stop signal (hazard lights), reversing camera (pick-ups), seven airbags, and seatbelt reminders for all seats. On double-cab variants, the rear seats have two top tether anchors and two ISOFIX points.

Downhill Assist Control is standard on all 4x4 SR5 variants and 4x4 automatic SR double cabs (including cab-chassis). Toyota Safety Sense technologies in HiLux are: a pre-collision system that can also detect pedestrians (day and night) and cyclist (daytime); high-speed active cruise control, and lane-departure alert that offers steering assist (via the brakes) to prevent unintended wandering into another lane. Road-sign assist can now recognise speed advisory signs. New for SR5 double and extra-cab pick-ups are front and four rear sonars to support parking. When the system detects objects, it alerts the driver with a buzzer and a message in the multi information display.

By the way, Ranger fans who see this Aussie influence as something funny should stop smirking now. Their favourite truck underwent exactly the same process and will again, with Ford Melbourne having maintained its role as the Ford model’s primary development centre.

Toyota NZ proposes to launch with 18 Hilux variants, evenly split in rear and four-wheel-drive. The rear drive models start with a 2.7-litre Workmate single cab chassis with automatic at $28,990 and topping with a 2.8TD PreRunner SR5 Cruiser Double Cab automatic for $47,490. The four-wheel-drive range is totally wed to the 2.8-litre and starts with a single cab chassis at $44,990 and tops with a $58,990 SR5 Cruiser double cab auto.

High confidence with Expert

Another European van is about to arrive. Or, more accurately, return.

 

DETERMINATION to deliver a driving feel and cabin ambience that would be familiar and comfortable for its car customers while also tailoring to meet best expectations of the commercial sector has been prioritised with the new version of a French van making a second go of the local market.

Arek Zywot, commercial manager for Auto Distributors, the national franchise holder for Peugeot, says the formats for the Expert van chosen for this market are reflective of extensive work by his office and the brand’s distributor in Australia, where identical models will be adopted. 

Thus, a wider choice of body styles, engines, drivetrains and trim and specification levels for a model that builds with a single roof height in all formats has been refined.

This market will to just two wheelbases – 4950mm for what’s being called the $54,990 ‘medium’ here (and is known as the ‘standard’ in Europe), and 5300mm for the $4000-dearer ‘long’ (these respectively provisioning 2510mm and 2860mm load lengths) – with a common 2.0-litre turbodiesel creating 110kW and 370Nm married to an eight-speed automatic transmission. 

These adopt a safety pack that encompasses all increasingly commonplace features and assists, but disregards some advanced aides that operators in Europe and the United Kingdom enjoy.

The NZ market trim takes smart headlamps, driver and passenger front side airbags, adaptive cruise control, blind spot monitoring, automated emergency braking and a distance alert system, but has a more simplified rear parking assist than can be provisioned in Europe and comes without the head-up display, lane departure warning, speed limit recognition and full driver monitoring meted in its home market. 

Nonetheless, Zywot is confident his brand has created a stronger foil for the new Renault Trafic, Ford Transit and others than the previous Expert, which was dropped three years ago having struggled to imprint in this challenging sector.

“We looked at all the options … we didn’t strike for an entry level price point or model. We just went for what we believe this market wants, so we delivered the van with those specifications.

“We wanted to focus on as passenger car-like equipment level; with a focus on safety and comfort. We’re bringing an upper-level feel to the van world.

“If you drove one of our passenger cars and jumped into our van, and got the same feeling of comfort and safety, then we have achieved what we are aiming for.” 

That’s why the 110kW engine was chosen over other like-capacity formats, one making 89kW and the other 129kW. Auto Distributors’ research had identified that the 110kW unit was within a space most enjoyed by the market.

“When you look at ours against the Trafic or the VW Transporter, we are in the ballpark with the same or more kiloWatts and it delivers us the right torque to give us a good payload.”

About that. A particular plus point that the distributor will enforce is that it’s 1300kg payload is a best-in-class while it’s also being one of two choices in the market that can tow more than two tonnes braked.

These feats might seem all the impressive given that the Expert is an interesting blend in respect to its engineering, this generation having become a merging of the previous model’s rear portion with a front based on the EMP2 platform that Peugeot and Citroën use for their cars.

The vans also seem set to match the fully passenger fare in fuel consumption, which is claimed to be 6.3 litres per 100km in optimal condition, with CO2 emissions of 165 grams per 100km.

The model’s re-entry being an Australasian effort made it easier for to go for a blended spec than simply adopt the models that go into the vehicle’s right-hand drive market, the United Kingdom, where there two standard trim levels, S and Professional, plus Grip and Asphalt versions that are a bit more specialised.

Also influential was recognition that the smallest variant, called the Compact overseas, was potentially too size-compromised for this market. 

Accordingly, that 4600mm long option has been ignored for the Medium and Large, whose load volumes are 5.8 and 6.6 cubic metres respectively in orthodox form, though an optional Moduwork’ package delivers ability to transport longer items such as lengths of wood via a through-loading hatch located under the passenger seat.  This increases maximum load length capability by 1162mm. Both models have with an overall height of 1940mm and a useable internal load height of 1397mm. 

Twin sliding doors are standard and it has dual barn-style rear doors, capable of opening to 180-degrees. In Europe there’s a hands-free entry feature that lets you wave your foot underneath the rear bumper to open the side door.

Expert might yet range into carrying passengers as well as packages. The minibus configuration with three rows of seats and space for nine passengers has not been discounted, though immediate introduction doesn’t make sense with the tourism market have been destroyed by Coivid-19, Zywot suggests.

As is, consideration for occupant comfort compelled delivering the vehicle with a bulkhead behind the seats, creating a completely sealed cabin environment, which enables a more car-like experience, Zywot says, and improves the effect of the heating, ventilation and air conditioning functions. He believes the audio coming with Apple CarPlay and Android Auto functionality will also be popular.

A diversity of accessories will avail.  Items include a wooden floor, wall panel and wheel arch box inserts, as well as a rubber mat for added grip and protection in the cargo area. Another option includes a fold-down writing table in the central seat-back, as well as a storage squab under the central passenger seat.

The styling can be given a bit of a fizz up with an optional ‘Look Pack,’ which delivers body colour front and rear bumpers, side rubbing strips and exterior door handles.  Larger 17-inch alloy wheels are also included, as are LED daytime running lights.

The science of SPCCI explained

Raised compression and ultra-lean air:fuel ratios are at the core of an innovative combustion control process set to debut here soon. The new SkyActiv-X petrol engine will power flagship additions to the Mazda3 and CX-30 line-ups. 

A small displacement Roots-type supercharger assists with the high volume of air needed for ultra-lean combustion.

‘CROSSOVER’ has become a modern automotive buzzword.

Mazda has developed a crossover engine – one which runs on petrol but has combustion characteristics more closely aligned to diesel.

And to emphasise the achievement it’s applied the X-suffix to its SkyActiv nomenclature.

The new 2.0-litre SkyActiv-X delivers the throttle response and revving characteristics of a petrol engine with the high torque and low consumption attributes of a diesel.

It’s a practical application of the Homogeneous Charge Compression Ignition (HCCI) petrol engine principle in which a very lean air:fuel  mixture reacts spontaneously to heat and pressure during the compression stroke.

To-date HCCI has been considered impractical for production vehicles because they work in a narrow range of conditions. Variations in atmospheric pressure, temperature and fuel quality can result in destructive pre-ignition and detonation.

Mazda’s clever solution has been to add spark control to an engine that theoretically shouldn’t require a spark plug along with a world-first application of in-cylinder pressure sensors.

The SkyActiv-X engine achieves both spark ignition and compression ignition and can move between modes.

Mazda calls the technology SPark Controlled Compression Ignition (SPCCI). The new engine has a very high 16.3:1 static compression ratio and operates at extremely lean air:fuel mixtures.

The theoretical ideal for gasoline engines is to burn a 14.7:1 air:fuel ratio - known as stoichiometric - which defines that all fuel is burnt without excess air.

SkyActiv-X can operate at ratios more than twice as lean (higher than 30:1) – a scenario in which a spark plug would be unable to ignite the lean mixture.

SkyActiv engine production is now at full steam

In SkyActiv-X the spark plug is used to initiate and control combustion. As the piston is compressing the ultra-lean mixture the engine control systems are monitoring cylinder pressure and combustion is initiated with a small and precisely timed atomised fuel charge being injected close to the spark plug.

When ignited it creates an expanding fireball (Mazda calls this an air piston) that rapidly raises the pressure and temperature in the combustion chamber to the point where the much leaner mixture is ignited.

Mazda says size and timing of the fireball is being constantly altered. At cold start and under high revs/high load conditions the engine primarily works in spark ignition mode.

Across a range of normal driving conditions, it is estimated the engine operates in SPCCI mode about 90 per cent of time.

The extremely lean mixture burns cooler which in turn reduces temperature differences in the cylinder head, piston and cylinder walls. The cooler combustion also significantly reduces the formation of nitrogen oxides (NOx).

Along with less fuel the engine also requires more air for which the solution is a small displacement, belt-driven ‘‘Roots’’ type supercharger.

Mazda's MZ-D Connect centre display provides confirmation of when the SkyActiv-X engine is running in SPCCI mode.

In common with the familiar SkyActiv-G 2.0-litre direct injection petrol unit, the SkyActiv-X measures 1998cc displacement.  The engines share much of their block and bore/stroke architecture but a new cylinder head has been designed for SkyActiv-X.

Peak power is 132kW at 6000rpm (compared to the current 2.0-litre SkyActiv-G developing 114kW) along with 224Nm of torque at 3000rpm (up from 200Nm and arriving 1000rpm earlier than current SkyActiv-G engines).

When its powering a six-speed auto Mazda3 hatch on 18-inch alloy wheels the fuel consumption is rated at 5.8L/100km (WLTP test procedure) and Mazda estimates an overall consumption improvement in the region of 15 to 17 per cent along with corresponding CO2 emission improvements.

There’s also a Mild Hybrid contribution to the SkyActiv-X efficiency equation with a belt-driven 24-volt integrated starter/generator system. It assists with engine starting, initial movement away from stationary and bolsters the lower portion of the torque curve.

Hybrid output is rated at 4.8kW of power at 1000rpm with a 60.5Nm torque boost at just 200rpm.

To support the new engine characteristics the gear ratios have been altered. The SPCCI engine doesn’t conform to a normal pattern of increased fuel usage as engine revs increase so shorter gear ratios allow the engine to rev a little higher and provide improved response and a sportier character.

While Mazda has achieved a petrol engine breakthrough with its SkyActiv-X technology, the company says diesel engine vehicles will continue and there is a second generation SkyActiv-D diesel family expected to be announced in the near future.

the Mazda3 (above) and CX-30 are first candidates for this new engine technology.

Thanks but no thanks for the hybrid

OPINION: These vehicles are helping clean up New Zealand’s emissions act – but bureaucracy won’t recognise them. Why?

Toyota has led the way with hybrid systems … and has reaped reward as result.

PITY the poor petrol-electric hybrid. You know – the vehicle that is electrified but doesn’t need to be plugged-in to be charged. Yeah that’s the one – the vehicle that’s currently selling like the proverbial hot cakes in New Zealand.

So why pity the hybrid? Its because as a vehicle type, it’s stuck in a sort of environmental no-man’s land.

On one hand, the Government refuses to recognise them. Its Ministry of Transport says hybrids cannot be considered electric vehicles because their batteries cannot be charged from an external electric source. So hybrids are not included in Government statistics on the size of this country’s EV fleet.

But on the other hand, the motor industry does recognise them. The Motor Industry Association says the Government view is too narrow and ignores technologies which are achieving fuel consumption the equivalent or better than plug-in hybrids.

That includes hydrogen by the way, because vehicles carrying that new technology can’t be plugged-in either, despite the fact the so-called ‘green’ hydrogen is 100 per cent emissions-free.

But through all of this, the hybrid itself probably doesn’t care. That’s because it is selling in far greater numbers than EVs. Last month, for example, 1045 hybrids were registered new in New Zealand.

As an aside, within that statistic there’s another statistic that dramatically underlines the current popularity of hybrids. Of those 1045 registrations, 641 of them were Toyota RAV4 hybrids – which represented 80.5 per cent of all RAV4s registered last month.

RAV4 hybrid has become a strong seller in 2020.

The overall story of Toyota hybrids is impressive. In 2017 the brand sold 1337 of them, this increased to 5159 last year, and to July this year there have been 3627 sold. And the hybrid sales growth will surely continue next year following the recent launch of the new Yaris hybrid, and scheduled future launches of hybrid versions of the Highlander SUV and possibly even Hilux ute.

Not only that, but we’ve also now got Suzuki in the game with the new Swift hybrid, and Subaru with the e-Boxer models.    

Meanwhile, while hybrid sales are going great guns, EV sales aren’t. Last month a measly 90 EV and 69 PHEV vehicle were registered new, and 317 registered used. All this goes to show that despite the Government’s push to encourage kiwi motorists to buy EVs, the change isn’t happening anywhere near as quickly as anticipated.

Back in 2016 the Government introduced its Electric Vehicles Programme, which among other things exempted owners of EVs from paying Road User Charges until the end of 2021 or until EVs made up 2 per cent of the national vehicle fleet, whichever came first.

The aim was to have at least 64,000 EVs on our roads by the end of next year. It’s now obvious that’s not going to happen – as of July this year the national EV fleet size (both those purchased new and imported used from Japan) was 21,568 vehicles, which represented about 0.5 per cent of the total national light vehicle fleet which has just moved past 4 million.

Prius introduced New Zealand to petrol-electric drivetrains and thousands roam our roads. But consumer tastes have moved on.

It’s a pity, because it is a given that action must be taken to protect New Zealand’s climate by reducing greenhouse gas emissions. The light vehicles we drive are a vital part of this action, as transport accounts for nearly 20 per cent of all this country’s CO2 emissions – and light vehicles account for 70 per cent of that.

But the reality is that at this stage EVs are simply too expensive to buy, and range anxiety remains a big issue, particularly in regional New Zealand. And remember, while they are impressively inexpensive to run now, from December next year EVs will be hit with RUCs of $76 per 1000 km, which will add an average of close to $900 to their annual operating costs.

So what’s a motorist with an environmental conscience to do? The obvious economical answer is to buy hybrid until the market has finally reached the stage where full EVs are fully affordable, with better range on a single charge, and there is a comprehensive nation-wide charging network properly up and running.

That way, the motorists concerned can at least make some contribution to reducing the nation’s exhaust emissions. That’s because while hybrids still run on the dreaded fossil fuel (aka petrol), they are generally far more economical than standard petrol models – for example, whereas a 2.5-litre all-wheel drive petrol-engined RAV4 has average exhaust emissions of 156g/km, the hybrid version’s emissions are 112 g/km.

Adding to this scenario is the matter of what the Government – whichever one it is in the wake of the September election – is going to do next.

Subaru and Suzuki both joined the hybrid club this year. Will that effort pay off?

Last year the current Government proposed its Clean Car Initiative which contains some very good ideas. It envisages a Clean Car Standard (a fuel efficiency standard) and a Clean Car Discount (a feebate scheme that would apply a rebate or penalty depending on exhaust emissions), all to financially discourage motorists away from gas guzzlers and towards smaller, more fuel efficient cars – and in particular, EVs.

Trouble is, a few weeks ago Government coalition partner New Zealand First put a stop to that plan, and the Greens responded by promising they would make the feebate proposal an election issue. The re-emergence of Covid-19 has prevented this from happening yet, but it is most likely it will happen.

Meanwhile, we have the transport and environmental bureaucrats desperately hoping kiwi motorists will join the EV cause. Truth be told, many would love to – but a lack of financial incentive other than not having to pay RUCs for a further 16 months, presents as a major barrier to this happening.

Let’s hope then that the incoming Government is quick off the mark in introducing fresh incentive, preferably the proposed Clean Car Initiative. Meanwhile, there are tens of thousands of motorists throughout New Zealand who are doing their environmental bit by opting for vehicles with obvious clean credentials but which the bureaucrats won’t officially recognise: hybrids.

TNZ boasts market-beating emissions counts

The market leader and its luxury offshoot are cleaning up among car brands when it comes to CO2 emissions.

RAV4 hybrid has been a huge success for TNZ

COMBINED average fleet emissions from Toyota and Lexus product sold here are already below the national standing and should fall even more in coming months. 

This contention comes from the brands in a spruik relating how its hybrid models are achieving increasing popularity, in part driven by enhanced fleet interest.

Toyota and Lexus say their combined carbon dioxide emissions profile year to date stands at an average of 167.5 grams per kilometre. The industry average across all manufacturers is sitting at 175.9g/km year to date, the makes claim.

 Toyota New Zealand says introduction this month of the new Yaris in its hybrid state will further reduce Toyota’s fleet emissions profile. The car is claimed to deliver fuel efficiency of 3.3 litres per 100km and emissions of just 76g/km in optimal test conditions.

The Palmerston North-based market leader says it is selling, on average, 15 hybrid models a day.

It also states that it has gone from selling 1337 hybrids in 2017 to 5159 in 2019 and is on track to increase further in 2020, with 3627 petrol-electric cars sold by the end of July.

Neeraj Lala, chief executive officer for Toyota and Lexus here, says parent Toyota Motor Compnay in Japan is on a mission to reduce greenhouse gases.

Neeraj Lala is pleased with his brands’ increasing petrol-electric presence.

“It’s satisfying to report that the high number of hybrids sold is helping Toyota achieve two objectives – reducing our overall emissions as a brand and helping us support the New Zealand Government’s target to reduce gross carbon emissions by 30 percent by 2030.”

“CO2 reductions are a journey for Toyota and our customers,” he says. 

“This is why hybrids help us achieve reductions as we transition to alternatives when supply, infrastructure, and demand is ready.

“The customer transition has been more evident as the new generation of hybrid have the capability to outperform traditional petrol alternatives.” 

One particular hybrid hit has been the RAV4, with demand outstripping supply. Forty-nine percent of the 8313 examples sold since the model released in March 2019 have been with the hybrid drivetrain and interest has grown this year to the point where those types accounted for 81 percent of RAV sales in July. That translates to 2141 units.

TNZ cited an example of one customer, beverage supplier Frucor Suntory, being so convinced by hybrid technology it is transferring its entire Australasian fleet to the battery-electric RAVs.

The Griffin’s Food Company has also adopted a Toyota hybrid fleet for its vehicle eligible employees while Silver Fern Farms has a fleet of 39 Toyota RAV4 Hybrids. 

Lala says that while the extra technology required for a hybrid vehicle makes the car more expensive to build, but Toyota has intentionally kept the price differential between a petrol and hybrid versions of vehicles minimal.

“We deliberately keep the price difference down as we genuinely want people to access our fantastic hybrid options,” says Lala.

“We have seen through customer demand for hybrids that our pricing strategy has paid off.”

Yaris hybrid is expected to be influential for the remainder of the year.

Sky’s the limit for innovative powertrain

As NZ introduction nears, it’s timely to remind what a breakthrough this tech potentially represents.

Mazda is now hinting the SkyActiv-X tech won’t restrict to the 2.0-litre engine likely to provision to NZ drivers soon.

“IT is a combustion technology – and that combustion can work on any size of engine, so it doesn’t need to be a 2.0-litre; it can be in other things…”

As New Zealand ramps up to receive our first Mazda vehicles with the brand’s SkyActiv-X engine technology, this comment from the marque’s marketing director in Australia is a good reminder about the full potential of the world’s first production-ready petrol that uses compression ignition.

For now, two models off a common platform have adopted what Hiroshima formally calls it’s SPCCI – for spark plug controlled compression ignition – tech: The Mazda3 and the CX-30 crossover.

Those cars run together in every market where SkyActiv-X places; including in Australia, though there the introductions are staged. The road car first, from this month, and the CX-30 following in September.

Will that double act also provision in New Zealand? All odds favour that outcome, but the local distributor isn’t yet ready to make an announcement. Media have been notified of a conference dedicated to SkyActiv discussion will occur in four weeks’ time.

Anyway, when Mazda Australia staged its press introduction to the cars last week, marketing head Alistair Doak made a good point by reminding that simply because SPCCI – and the mild hybrid involvement it also delivers (more on this in a bit) dubbed Mazda M Hybrid - only packages for now in a 2.0-litre four cylinder form doesn’t mean it cannot reach into other displacements or cylinder counts in the future.

compact crossovers and SUVs are on a sales roll, so a SkyActiv-X provision in the well-received CX-30 is a logical enhancement.

Doak provided the comment that introduces this story as a response to being asked whether the new 2.0-litre four-cylinder could power a vehicle as large as the Mazda CX-9, as an example.

He went on to suggest hinted that Mazda might choose to upscale SkyActiv-X to an engine of larger displacement. But equally true, he suggested, there was no reason the maker couldn’t develop a smaller engine employing the same process.

Which means? Sorry, Doak – doubtless because he is a former motoring writer – was too canny to fall into letting out any secrets in respect to future rollouts.

However, he hinted that the option likely won’t remain the preserve of flagship models in the Mazda3 and CX-30 ranges for long.

Currently, he said, there were no plans to expand SkyActiv-X in other models, “but it’s certainly available to us in Mazda3 and CX-30. It’s available in Europe in those models, across all grades… or most grades…

“So there is that availability… should the desire from customers be there. But ultimately, it’s up to us, from a marketing and brand point of view to tell the story, and explain what SkyActiv is,” he explained. 

“If people like that story, and are curious, then hopefully they’ll come and test-drive, and hopefully they’ll buy.

“If the demand is there, then absolutely, we’ll meet that demand. But we haven’t started yet, so it’s very much a hypothetical at this point.”

SkyActiv-X is certainly a new chapter, in that it marks the start of Mazda’s corporate goal to reduce ‘well-to-wheel’ emissions by 50 percent from 2010 to 2030.

It has been in production since last August, and was first revealed to the world in 2018, so you might wonder why it has taken so long to get here.

reduced emissions are a strong plus point with SPCCI.

Coronavirus likely hasn’t been much help but even before that global calamity Mazda had determined to focus first on servicing western Europe, for simple reason that countries there encourage low CO2 engines. The Mazda3 hits that button, if not quite as effectively as a hybrid, with a claimed emission of 127 grams per kilometre. 

Sure enough, the make has seen a brisk take-up of the technology in those initial target markets, to the point where the acceptance rate has been much higher than it anticipated.

"Since we launched the engine, we are seeing a very encouraging feedback: 60 percent of the orders for the Mazda3 are currently for cars equipped with the Skyactiv-X engine, as well as 45 percent of orders for the Mazda CX-30 crossover," Mazda Europe CEO Yasuhiro Aoyama said last August. That rate has not decreased since then and the demand has stretched Mazda’s capabilities.

Still, it seems to have now found ability to service our part of the world. Our neighbour reckons it can achieve good supply of the Mazda3, which it takes in manual and automatic formats, and the CX-30, which it will achieve purely in auto. NZ might be even more selective and take just the auto.

SPCCI’s potential to deliver will be eagerly monitored. For one, everyone will be keen to establish the value aspect; a focus that becomes important because this is a premium priced engine, more expensive than the ‘regular’ four cylinders that provision in the two models in 2.0-litre and 2.5-litre formats.

In our neighbour’s case the SkyActiv-X models cost $NZ3300 more than the priciest 2.5s. It’s expected Mazda NZ will do as other markets have and package the powertrain into its plushest trim level, which in this market is called Takami. That’ll be a new fit out for the CX-30, where the current trim line tops with a Limited provision.

As said, SkyActiv-X uses compression ignition typical of a diesel, but with a petrol engine which the brand says helps blend the high-revving character of a petrol engine with the fuel efficiency and torque of an oiler. 

Capable of both spark ignition and compression ignition, the engine can utilise the two types of combustion while operating in tandem.

To further maximise fuel efficiency, the engine features an integrated, belt-driven starter generator and 24-volt lithium-ion battery which assists the engine and recoups lost energy during deceleration. 

The addition qualifies this to be considered the first hybrid offering in Mazda’s local line-up. Next year, of course, it seems set to deliver its first electric car, with the MX-30.

As explained in previous stories, the attraction of SkyActiv-X is that it presents an intriguing ‘cake and eat it’ proposal – decent pep and yet also potential to deliver very good parsimony.

European numbers show the new 2.0-litre four-cylinder engine will generate 132kW and 224Nm of torque, while fuel economy of 4.3 litres per 100km from the manual is getting close to Toyota Prius levels of efficiency. Be aware that this figure is the result of Mazda using the NEDC testing regime, a format that has now been largely shelved on grounds it’s results are difficult to achieve in everyday driving. Using the now preferred 'real world' (WLTP) fuel economy formula, the claimed consumption is 5.4L/100km.

Still, that thrift and the power outputs place it above the existing 114kW/200Nm 2.0-litre unit and, while the 2.5-litre engine has more punch, with 139kW/252Nm, it also achieves it by using more fuel, 6.6 litres per 100km in an automatic Mazda3 on the test cycle.

Get ready for GMSV … and Corvette

It’s all over for HSV … but, don’t worry, there’s a good reason.

 CONFIRMATION today that Holden Special Vehicles is going, GM Speciality Vehicles is taking over within a couple of months and from now on the push is with American Chevrolets, pick-ups and a certain two-seater sports car … to start with.

Nothing about the above will surprise: Talk about a re-emergence as GMSV traces back to comment aired during the General Motor’s announcement on February 17 about Holden heading for the grave.

The one twist in today’s announcement from the remnants of the soon-to-go Holden operation is that the guy who has developed GMSV for New Zealand and Australia won’t be holding the reins when this new enterprise springs into operation.

Peter Keley, a General Motors and Holden ‘lifer’ who in rising up through the ranks of the Lion Brand served a popular term from 2005 to 2008 as managing director of Holden New Zealand, has elected to leave the brand at the end of October.

The amiable and energetic Australian will work with Joanne Stogiannis, announced today as Director – GM Speciality Vehicles, to establish the GMSV dealer network in Australia and New Zealand in the lead-up to his departure.

She’s been Holden’s dealer development manager, with more than a decade of experience working with the lion brand.

GMSV establishes alongside GM’s existing business units in the region, Holden Aftersales and Isuzu New Zealand.  It is scheduled to commence operations in the fourth quarter of this year.

Full clarification on what this means for those dealers currently flying the HSV flag in is yet to be spelled out. Currently, HSV has 56 dealers in Australia and eight in New Zealand, all but two in the North Island. Does GMSV need that many outlets?

There’s also no word about what this means for any employees of HSV in New Zealand.

When this writer last spoke to Andrew Lamb, the specialist make’s New Zealand regional manager, it was on April 28.

 His comment was sought then on talk then that has also come to prove true now – that central to the future programme is a deal between GM and Walkinshaw Group, the powerhouse behind HSV, which dates back to 1988. 

As was speculated then is confirmed now. GMSV be a joint venture between Walkinshaw Group and GM and its task initially will be to continue exactly what HSV has been doing now; take North American-built, left-hand-drive GM product and convert it to right-hand drive in Melbourne.

Specifically, that’s just the Silverado. HSV ceased remanufacturing of the Camaro into right-hand drive in April. There’s no plan to restart this. 

Speculation about GMSV and what it meant for HSV rose at an interesting time for Kiwis as it was when dealers here were finally told that the Silverado 1500 pickup was coming here.

GMSV comment today is that this model will be core to ongoing operations, though the larger 2500 will also be expected to pull its weight.

However, it’s clear that if any one vehicle will pull punters in for tyre-kicking, it’s the world’s first factory right-hand-drive Corvette, whose availability in 2021 has been signalled. No more news than that, however.

And then? Well, there’s already conjecture GMSV will want to add in more metal to fill in some gaps. So, conceivably, the Chevrolet Tahoe and some Cadillac variants might also show.

Thar set to invade Jimny’s wicket

Jeepers, does this look familiar? Kiwis will get to evaluate the new Mahindra Thar, just revealed in home market India.

“IT’S not only a vehicle – it’s a beast.”

If that soundbite from the promotional video featured here today comes across as fighting talk … well, it’s intentional.

Rhetoric in tune with somewhat, erm, ‘familiar’ styling for the Mahindra Thar reminds this is a maker hellbent on being noticed. Potentially at any cost. Including, perhaps, in legal fees? Who can say. 

Kiwis won’t have to wait long before they get to judge this model’s ‘jeep-ness’ for themselves.

Mahindra’s New Zealand distributor has confirmed intent to add the Thar to their lineup, the push beginning – coronavirus lockdowns notwithstanding – with an example displaying at the Big Boys Toys show in Auckland in mid-November, a preamble to it releasing for sale … well, some time after that.

The exact launch timing is not the only matter to be sorted. Price and specifications for our market are still being worked through as well, a spokesman says.

However, the primary target has been identified and, for all its Wrangler-esqueness (not a word but, hey, it works), Mahindra assuredly isn’t hunting Jeeps.

Instead has sights on another off-road hero, one firmly stuck in the budget end of the mud-flinging sector – the $25,990 Suzuki Jimny. Whether that’s the measuring stick for the higher-end AX model or entry LX is unclear.

Exactly how closely will this second-generation shape up against the country’s favourite small SUV?

Go Thar and you’re getting a machine that’s also in dual-range part-time four-wheel-drive but is a bit bigger and around 540kg heavier, though it also offers a longer wheelbase, a roomier cabin (with four or six seat layouts depending on trim) and comes with a diesel engine, an option Suzuki doesn’t have. With the Mahindra, too, there’s a mechanical locking rear diff, front swaybar disconnect and larger fuel tank. It also provisions in soft top or hard top formats.

Some of these features represent as upgrades over the old one. Thar arranges with two engines in India, both four-cylinders and both new.

Thar sits on a ladder-frame chassis, has front-axle disconnect, differential on both ends via brakes, and a mechanical rear locking differential. The off-roading angles are a 41.8 degree approach, 36.8 degree departure and 27 degree breakover.

When equipped with 18-inch wheels and 225/65 tyres as an option to the entry 245/75 R16 set the ground clearance is 226mm and 650mm wading depth.

The Jimny has a 37 degree approach, 28 degree rampover and 49 degree departure angle, ground clearance of 210mm and wading depth of 300mm. Kerb masses are 1650kg versus 1090kg, Thar’s GVM has to be announced.

Thar’s revision brings a fresh grille, LED round headlamps and driving lights, new fog lamps and new taillights. Seat coverings are cloth or vinyl and it has a height-adjustable driver’s seat, 7.0-inch touchscreen infotainment system, driver’s display with LCD display, multi-function steering wheel with controls for voice, audio and cruise functions, and roof-mounted speakers.

Tyre direction monitoring, electronic stability, hill hold assist, and hill descent control are features. India-market models have only dual airbags and basic electronic safety aids, but it’s expected export vehicles will achieve more safety inclusions.

Thar LX (above) is a four seater while AX seats six.

D heading for A-plus?

The D-Max utility’s release in Australia points to exciting news for Kiwi buyers of this model – and its impending Mazda sister ship.

BOUGHT a Ford Ranger or Toyota Hilux in the past few years purely on strength of these being considered well-kitted for driver assists and safety equipment? 

If so, then perhaps the replacements for those models should be two rigs that until now have been overshadowed on those ingredients.

Impression that this model and the Mazda BT-50 that derives from it are set to deliver enough advanced safety and technology to reset market expectations has been cemented by how the D-Max has just presented in Australia.

While Isuzu and Mazda in New Zealand have yet to set release dates for the new-gen one-tonners in this market – beyond saying it’ll be before year-end -  and even though the BT-50 has also yet to touch down in Australia, the D-Max’s specification for Australia, its first export market, have been fully laid out.

That act - which includes the video here today, made because the Australian media were introduced by way of a virtual launch, because of coronavirus - lends accurate insight in what’s coming here, given that the NZ market representatives of both makes have never made any secret that we can expect basically identical provisions that are being delivered across the Tasman.

If so, then ute market leader, Ford, and consistent runner-up Toyota are going have to become used to now treating the Isuzu and Mazda products more seriously as direct equals than they might have done previously. 

Isuzu essentially shocked the Australian industry in announcing every single model in the 2021 D-max range – including the basic tradie versions – will come with an advanced safety package, including class-first advances of perimeter sensing technology and a centre airbag.

It’s highly likely everything that goes into the Isuzu will transfer to the Mazda, given those model lines are already so closely aligned in every other major mechanical and design aspect.

As is, all D-Max models announced for our neighbour – and that’s four variants, from base SX to a new flagship X-Terrain fitted with plenty of flash kit - come with the new Intelligent Driver Assistance System (IDAS) with a unique twin-camera system used by independent partner Hitachi. Enabling 3D effect, the cameras substitute the usual radar sensors which mount lower in the vehicle and can be easily fouled by mud, dirt and accessories.

Yes, it might well come at a cost. The new flagship D-Max X-Terrain Crew Cab is $A58,990 ($64,648 in our money), so some $A7000 ($7676) more than its current range-topping D-Max LS-T.

However, this provision also means that what has until now been a stalwart work ute has become an especially advanced offering.

The full capabilities of the safety system include Autonomous Emergency Braking (AEB), AEB with turn assist, forward collision warning, post-collision warning, mis-acceleration mitigation and adaptive cruise control (but only on automatics), lane departure warning and prevention, lane keep assist (also not for manual), traffic sign recognition, speed limited, blind-spot monitoring, auto high beams, rear cross-traffic alert and driver attention assist.

This big step up in safety tech is supported by the ute having also gone new in its design: A new look, fresh – though still, of course, old-school ladder frame - chassis and an all-new engine and improved drivetrain are also likely to be appreciated. 

Three D-Max cabin types are offered to our neighbour - Single Cab, Space Cab and Crew Cab – and aside from X-Terrain there are SX, LS-M and LS-U variants. 

D-Max’s renowned robustness is still a core ingredient, Isuzu assure; it says the development programme included more than four million kilometres of “vigorous” testing to ensure it has improved in every area of ride and handling and performance yet retained that acknowledged toughness.

Though it maintains the 3.0-litre capacity associated with the current D-Max, the ‘4JJ3-TCX’ turbo diesel engine is new. It produces 140kW at 3600rpm 450Nm of torque at 1600-2600rpm, an increase of 10kW and 30Nm over the old motor.

Isuzu speaks to a quieter, more refined performance with noticeable real-world driveability improvements. Just as importantly, in the legislative world, it now complies with Euro 5 emissions regs. Be prepared for a slight change of pace in respect to fuel burn. In some variants it sits at 7.7 litres per 100km

But others are up to 8.1L.

Transmission choices are a six-speed manual or auto, the latter being a new Aisin Rev-Tronic unit with sports mode and manual shifting.

A body that has grown wider (with a 30mm longer wheelbase) provides more cabin space, yet the shape is more aerodynamically efficient. The interior fitout has been covered previously, but one turnup is that the multimedia system (seven-inch screen at base, nine-inch for the luxury provision) is capable of wireless Apple CarPlay connectivity – a first for a ute in this market. Android users need a USB cable to use the Auto service. 

The larger touchscreen has built-in sat nav and interior appointments have also been given the upmarket treatment with new finishes and soft-touch surfaces.

The flagship has electrically operated leather-accented seats, piano black trim, remote engine start, dark grey alloy wheels, aero sports bar, roller tonneau cover and tub liner.

Ride and handling have improved, with new independent double-wishbone front and the same three-leaf spring setup in the rear but with 30mm of axle travel and tuned to light or heavy load work depending on the grade of model.

It also delivers upgrade to off-road ability, with all 4×4 models now offering an electromechanical rear differential lock, improved ‘Terrain Command’ that can shift from low to high range within one second on the move at up to 100kmh.

The D-Max has an 800mm wading depth. Aussie’s LS-U and X-Terrain also have a higher 240mm ground clearance with 30.5 degrees approach, 24.2 degrees departure and 22.8 degrees ramp-over. All four-by-two and four-by-four also offer hill start assist and hill descent control as standard.

For touring and working, the payload goes up to 1320kg in the SX cab chassis, and towing capacity is 3500kg braked with a 350kg tow ball limit. GCM is 5950kg and GVM goes up to 3100kg.

Oh yeah, we need to talk about the accessories – no ute being complete without a few add-ons, right?

The Aus market is taking more than 50 accessories -  bullbars, tow bars, electronic brake systems, roof racks, cargo organisers, alloy trays and tonneau covers, as well as toolboxes and oddments. 

Take note that the Isuzu factory nudge or alloy/steel bullbars will work with the IDAS system.

Towers will be able to select a tow pack with tow ball kit rated to 350kg and meeting expectations of the 3500kg braked towing capacity, and a Redarc electric braking system. There’s also a weight-distribution hitch on the list.

And what will all that tech do for the crash test rating? Conceivably, it should go well. Isuzu itself is said to be highly confident D-Max will score a maximum five-star ANCAP safety rating. However, that’s yet to be proven. crash testing has been delayed due to the coronavirus pandemic.

S4 Avant and M3 Touring add spice to school run

High-performance wagons are rare now, but two German brands are keeping the faith.

SO you think performance wagons are being pummelled into extinction by high-powered sports utilities?

Audi and BMW beg to differ. Two brands that admittedly, have produced plenty of big hoofed huge horsepower SUVs and crossovers in the past decade are nonetheless still showing commitment to the purer format of a proper high-practicality family performance car by announcing new additions. 

One is here now – that that’s the S4 Avant, the silver medal earner on the Audi A4 wagon performance podium behind the full-out RS4 (which has also just been updated) – and the other will be along in a couple of years.

That second offer sounds exciting because it’s a car BMW has always been theoretically able to make for years, but never has: A M3 Touring.

Munich announced this week that this derivative, set to sit along the M3 sedan  and M4 coupe, will soon begin testing and development at its plant near Garching, Munich, and on the Nurburgring Nordschleife, before launch in 2022.

There are no details yet, save the obvious connection use of the S58 turbocharged straight-six petrol M engine, which produces 352kW and 600Nm in the sister models.

BMW New Zealand, which choses to speak to NZ media via a publics relation company in Auckland (that generally has to relay everything through BMW Australia, home to the overall regional office, for approval) has not directly communicated thought about it coming on sale here.

However, the odds of it doing so seem very high, as, BMW Australia has given the nod, telling one outlet there: “We plan to introduce the M3 Touring and will advise arrival timing closer to the launch date.”

Just the shadowy image has been released, though spy photographer assert having seen what they believe to be heavily disguised mules in testing.

Meantime, Audi NZ has begun delivery of the S4 Avant, which costs $122,500 plus on roads.

This model runs a 260kW/500Nm 3.0-litre V6 TSFI engine via an eight-speed Tiptronic automatic gearbox and is, of course, all-wheel-drive. Audi claims 0-100kmh in 4.8 seconds and a top speed of 250kmh. Sports suspension is standard here.

Matrix LED technology with fully automatic high beam and a Bang & Olufsen premium sound system are among gloat-worthy standard features for NZ.  Driver assist systems include adaptive cruise assist, active lane assist and park assist and there are Tour, City and Park packages.

Owners can use a myAudi app on their smartphone to connect with the car, with a key option allowing remote lock and unlock and engine start. It also allows up to 14 myAudi users to store their preferred settings in individual profiles.

The wagon format brings luggage capacity of 495 litres, expanding to 1495 with the rear seats folded down. The tailgate and luggage compartment cover are electrically operated, of course.

Lexus NZ to join pure battery power play

The first EV from Lexus is coming to NZ. But does a core question remain unanswered?

CONFIRMATION the UX 300e, the first EV production vehicle from Lexus, will come to New Zealand leaves uncertainty about whether parent Toyota also has a battery car heading this way as well.

Toyota New Zealand, of which Lexus New Zealand is an operational aspect, is declining to offer elaboration.

This comes after Neeraj Lala, chief executive of both, confirmed the 300e will be sold here. He would not say when that will happen and no other details have been forthcoming.

Lexus has cited China as a primary market for the model, hence why they chose to stage the international reveal at last year’s Guangzhou motor show. And while it also cited Europe and Japan as other recipient markets, it has never been clear about what other countries might be in line. Until now, of course.

With Lexus in the EV-sphere, where does that leave Toyota? It and Lexus have said they plan to release three EVs by the end of 2021. Also, in past discussions with media, but specifically during a media conference on August 3, Lala said the main brand will have its first EV on sale in NZ in 2021. The broader gameplan involving, as well as the single EV, a PHEV and more mild hybrids, was outlined on August 6 (https://www.motoringnz.com/news/2020/8/6/extra-electric-involved-product-for-tnz).  

So is that the Lexus – bearing in mind that TNZ is always adamant, in the face of the obvious ownership situation and occasional engineering and technology cross-pollinations, that Lexus and Toyota are separate entities – or is it another car?

That question has been put directly to Lala today. However, the response, via TNZ’s communications channel, is no comment.

And so to the UX 300e. Built on Toyota’s GA-C platform, it runs a front-mounted motor that produces 269kW and 300Nm of torque. Energy comes from a 54.3kWh underfloor lithium ion battery offering a claimed range of around 315km on the official WLTP testing regime. It's capable of 0-100kmh in 7.5 seconds and has a top speed of 160kmh.

The model is capable of DC replenishment and rapid-charging from zero to 80 percent takes 52 minutes. It features a number of driving modes so that the performance of the motor can be better managed, along with paddles to alter the strength of the regenerative braking.

Lexus says the drivetrain has been developed with a focus on on-road performance and the goal of offering a quiet and refined driving experience. Extra bracing has been added over the regular UX hybrid and the dampers reworked to maintain optimum weight distribution.

The first market to announce intent to sell the right-hand-drive has been the United Kingdom.

It says it will take a single model, with two options: Premium Plus and Takumi. Standard equipment runs to LED headlights, heated seats, parking sensors, a reversing camera, 17-in alloys and smartphone integration.

Premium Plus, adds leather upholstery, a heated steering wheel and heated rear seats, keyless entry and a wireless smartphone charger.

The Takumi option comprises an upgraded sound system, a 10.3-inch infotainment screen, surround view camera, 18-inch alloys and a sunroof.

Special features include Active Sound Control  that “transmits natural, ambient sounds to communicate the driving conditions”. Smartphone integration will allow owners to check battery charge and remaining range remotely, be notified when charging is complete and pre-condition the car using the climate controls.

The 300e has not diverted from the general US styling, but of course has specific badging and has picked up aerodynamic wheels.

Stinger update reveal leaves question mark

A mid-life facelift gives the Stinger a racier look. But does it step up to an engine that delivers extra performance punch?

SUBLTE exterior styling tweaks, specification improvements but will there be an engine change?

Kia is still sparing its Stinger audience core detail about what changes, if any, have occurred under the bonnet in divulging a mid-live revision of the rear-drive sports fastback after three years on the road.

Information and images have been sent out from Seoul today, but there’s no word yet about specific local market plans for the car, whose availability to international markets is expected to begin from year-end.

Changes to the front end are limited to revised headlights, with completely redesigned internals and LED signatures and the rear’s LED signature now lights up across the width of the boot lid. Plus the indicators comprise a collection of 10 individual LED units each, arranged in a grid pattern to mimic the appearance of a chequered flag used in motorsport to signal the end of a race.

A slightly updated bumper design can also be seen at the rear, along with larger exhaust tips that will hopefully result in a more resonant exhaust note.

As for talk of it moving to Hyundai group's new and more powerful 279kW and 530Nm 3.5-litre twin turbo V6 in place of the current 272kW and 510Nm 3.3-litre turbo six?

Kia’s response to that conjecture is to feed the speculation machine all the more.

It simply says it will “reveal more details … including its new powertrain lineup and technologies” at a time closer to when it hits the road in South Korea. In respect that, it offers only that this will be a third quarter introduction. 

The brand says changes to the extertior appearance are to amplify its gran turismo character and add a new touch of drama. The intent is also to give buyers more options for customisation.

Two new 18-inch and 19-inch aluminium alloy wheels are also introduced with intricate, geometric designs which enhance the sporty, grand tourer nature of the car.

Inside? While the basic cabin architecture remains unchanged, there are visual and material upgrades to create a more luxurious ambience. 

The lower section of the steering wheel features a new metallic finish, matching the chrome bezel that now surrounds the 7.0-inch fully-digital instrument cluster. The latter is designed to provide crystal clear information to drivers via its high-definition display. The rear-view mirror is now frameless.

Depending on specification, the dashboard and doors are finished with new contrast stitching while the centre console is available with aluminium or carbon fibre-style trim. 

Sitting atop the dash is Kia’s upgraded 10.25-inch touchscreen infotainment and navigation system, accented by a new glossy black finish along the front of the dash. The cabin also features a new mood lighting system, allowing drivers to select one of 64 colours to subtly alter the character of the cabin.

Interior trims also alter. For Kia’s global markets, new choices include Nappa leather upholstery finished in Saturn Black, Red or Beige, alongside existing leather and synthetic leather options. A new Saturn Black option finishes the seats in black suede with contrasting red stitching in a ‘chain’ pattern designed to mimic the links in a watch strap.

Exterior packages have also been announced. For high-performance variants in many markets worldwide, a new ‘Dark Package’ brings with it a gloss black diffuser surround and black wide-bore muffler tips. The Stinger emblem on the tailgate is also finished in black.

Sadly, only North America achieves a ‘Black Package’ that includes new 19-inch matte black lightweight wheels, a new rear wing for the boot lid, and blacked out mirror caps and side fender trim.

The bigger question aboiut Stinger is this: Will it last beyond this current generation?

There’s no doubt that, for all the halo effect it’s had on the Kia brand image, the car itself has done nothing much to support ‘build it and they will’ come thought in respect to their being a healthy market for reasonably priced rear-drive six-cylinder sports sedans. Frankly, that hasn’t happened: In many markets, where volumes have likely failed to hit prediction. NZ likely stands as the only place where it has achieved about expectation.

Kia’s concern about this has been long-standing. It obviously feels it has to stay the course with the current car and why not? The big investments have been made. The cost of building it are relatively minor by comparison to those that went into its creation.

However, don’t imagine they’ll simply laugh it off. At last year’s Frankfurt auto show, Gregory Guillaume, VP and head designer for Kia in Germany and one of the designers, acknowledged that global sales have not met expectations at the automaker, and that the North American market has proven to be particularly disappointing.

“We did want to be successful at least in America, the market where we thought there is a chance that it works.”

Ioniq brand delights Hyundai NZ

The Ioniq car has become an EV brand – but Hyundai-badged electrics are also set to keep coming out.

THE answer is yes – it’s just the arrival timing that remains uncertain.

That’s Hyundai New Zealand’s response to the parent brand’s determination to turn a model name into a full-blown electric vehicle sub-brand, while continuing to produce EVs with Hyundai badges as well. 

The Auckland-based operation is hugely enthusiastic about the potentials that Ioniq will bring and is excited by Hyundai Motor’s intent to release three new models, each identified by a numerical designation.

It further affirms it is fully on board with the South Korean giant’s intent to fast-track its strategy of becoming a global giant of EV-dom, in part because Kiwi enthusiasm for battery-driven products is strong and continues to climb, and has expressed its desire to offer every Ioniq model that is made available in right-hand drive.

However, at the moment it knows too little detail to say when and how it will involve.

So even though the make has vowed to deliver the first of this new breed, the Ioniq 5 - a crossover SUV inspired by the 45 concept car (below) from the 2019 Frankfurt motor show – within 12 months, the local operation says it cannot yet offer specific comment about whether this means that car will avail locally in 2021, simply because it’ll be in production by then. 

Company public relations manager Kimberley Waters says there’s optimism more information will come out soon.

“At the moment, though, we just cannot offer any specific comment about when product might be available to us. We just don’t know that yet.

“However, yes, we have made a commitment to electric so are keen to see these products. The potential they offer is obvious.

“With Hyundai Motors commitment to developing a dedicated EV range with the customer experience in mind, it in turn will enable us to provide our customers with more EV choice that suits their Kiwi lifestyle.”

In making the branding announcement that could not have come as a surprise to anyone, Hyundai Motor released images here that lend suggestion to what its immediate fleet of three vehicles could look like.

The suggestion is that these will be in showrooms by 2025, or perhaps even a year earlier.

The model identification strategy is simple, if rather BMW-esque. All Ioniqs will be identified by numerical badges - even numbers for sedans, wagons and sports cars, and odd numbers for SUVs. Ioniq, by the way, is a fusion between “ion” and “unique”.

The cars will place on an all-new electric-vehicle underpinning, called the Electric Global Modular Platform. This brings up to 800 volt fast charging, long-range driving, spacious packaging ability, and new-age connected technologies, Hyundai Motor says.

The international roll-out time frame suggested by head office is for the ‘5’ to be followed in 2022 by the Ioniq 6, which is styled with lines and inspiration of the Prophecy concept electric sports sedan, above. The Ioniq 7 SUV is expected to go into production in 2024.

Exactly how Ioniq will present is another issue for Hyundai NZ to address.

The tenor of head office comment suggests expectation that this branding exercise is expected to stand apart from the Hyundai push, just as the Genesis luxury brand was intended to.

Whether that means a dedicated space in a shared showroom – as per the failed Genesis experiment - or something more extreme remains to be seen. Conceivably, given the size of the national Hyundai dealer chain, the modest volumes our market entertains and the cost involved in creating separate retail operations, it would be logical for head office to cut NZ some slack, and allow sales from regular outlets.

One thing is for sure, you won’t be challenged picking what’s coming with the two Hyundai electrics that already sell here.

What will happen to those? Somewhat ironically, the Ioniq as it currently offers in NZ – that is, as a compact hatchback in hybrid, plug-in and full-electric guises – is not going to transfer to this platform. 

Moreover, talk is that it and the Kona EV will also not form part of the Ioniq-sphere, according to overseas’ reports, but remain – assuming they still have a long-term role - as a Hyundai. So is it possible there could be as many – if not more – Hyundai electric models as Ioniqs?

The rollout is in line with Hyundai Motor Group's ‘Strategy 2025’, which sets a target of achieving one million battery-electric vehicle sales and at least 10 percent of the global EV market by 2025.

The latter would see HMG become one of the top three global EV manufacturers, with around 560,000 produced each year by mid-decade.   

The term itself is a with the current Ioniq being the result of Project Ioniq – a long-term research and development project focused on eco-friendly mobility.

To help commemorate the launch of the new brand, HMC took to the London Eye with dozens of illuminated lights to turn the landmark into a giant letter Q at the tourist attraction’s official reopening to the public after being closed as a result of the coronavirus pandemic.

Stonic sizing up for NZ?

A mid-life refresh has seen Kia make its cheerful sub-Seltos crossover available to more markets.

WITH the Seltos setting the compact crossover sector alight, will Kia here try its luck with an even smaller offer? 

The question arises with the brand have determined to allow its Stonic baby into this part of the world.

Kia in Australia, which often works in conjunction with the brand’s New Zealand operation to secure specific models, has already confirmed it’s having a punt with the model.

Release across the Tasman is timed for late year, with detail about price and specification has yet to be revealed.

Designed to take on the Mazda CX-3, Nissan Juke, and Hyundai Venue and based on a platform shared by the Rio small hatch, Stonic has been in production out of South Korea since 2017, but to date has been restricted its home market, China, plus western Europe, the United Kingdom and Ireland.

However, the release of a mid-life update has also determined Kia to allow it to roam into new territories and, though the local distributor’s comments’ provider says it is unable to offer thought, conceivably New Zealand could be on the touring agenda.

Certainly, the car could be seen as a valuable asset to provide as permanent fill-in within the sub-$30,000 zone, which Kia knows is a sweet spot to pull first-time crossover buyers. That’s exactly where the Seltos was aimed on launch last November, with a limited-time introduction that allowed the entry LX to be offered for $26,990 – so, $4000 below the full list price is now carries. This strategy delivered a great start for the car – with 1000 sales within three months – and created a waiting list that took months to clear.

The Stonic’s update would surely be tasty to Kiwis as it brings an extensive rework in looks, technology and safety equipment for the street-sharp five seater. 

Safety credentials include autonomous emergency braking (AEB) with pedestrian and cyclist detection, adaptive cruise control, lane keep assist, rear cross-traffic alert, blind-spot monitoring, and automatic high beams and wipers.

An 8.0-inch infotainment system hosts Apple CarPlay and Android Auto.

The facelift introduces a new 1.0-litre turbo petrol mild hybrid, augmented by a 48volt integrated belt-driven starter generator and a small lithium-ion battery. The output varies, with the seven-speed DCT auto producing 88kW and 200Nm, and the manual developing 74kW and 168Nm. By comparision the Seltos runs a four-cylinder 2.0-litre petrol making 110kW and 180Nm in marriage to an eight-stage transmission.

The latter transmission is Kia’s bespoke iMT ‘box which uses ‘drive-by-wire’ to electronically manage the clutch operation.

Stonic’s primary role in the UK and Europe has been to conquer customers who remain stubbornly loyal to European volume brands.

Kia identified the subcompact SUV/crossover segment as a niche market that had become Europe's fastest-growing sector, accounting for seven percent of the total SUV and crossover market and also displaying the lowest brand loyalty, with customers open to change and with no tradition or history.

Design has been the main purchasing driver in the sector, Kia says, and effort has been made to make this model stand out. Hence, for instance, why it has the highest customisation options of any Kia with 20 two-tone body colour combinations in nine body colours and five roof colours. 

Although Kia calls the Stonic an SUV, it lacks four-wheel-drive. And hasn’t suffered for it. Uptake of four-wheel-drive models was less than 10 percent in the subcompact market three years ago and it has since fallen further.

And if you’re wondering about the etymology of the name? According to Kia it’s a name is a portmanteau of ‘speedy’ and ‘tonic.’ The first apparently refers to the car’s small size and agility. Meanwhile, the tonic is referenced here is the first or primary note in a diatonic musical scale, not the stuff that works with gin.

Summerfield takes Catlins

Rangiora driver holds off strong early challenge.

Matt Summerfield on his way to victory in the Mitsubishi Mirage AP4

all images:Geoff Ridder

NEW Zealand rallying restarted today with Rangiora’s Matt Summerfield claiming victory in the 20th annual Catlins Coast Rally.

The six-stage event in coastal South Otago featured 81 crews and very quickly became a duel between top-seed and four-time winner Andrew Graves (Gore) and second seeded Summerfield.

Graves won the opening stage in his Mitsubishi Lancer Evo3 before Summerfield recorded a string of four fastest times to propel his Mitsubishi Mirage AP4 into a 52 seconds lead.

A more conservative run through the final stage allowed the final margin to settle at 38.8s in Summerfield’s favour.

The event was only the second gravel rally staged in New Zealand during 2020 due to recent Covid-19 restrictions. The season-opening Westland Rally had been completed in mid-March. 

Hayden Paddon’s objective of running on pace notes ahead of the field as a test session for his Hyundai i20 AP4 proved short-lived and the former WRC star only completed two stages before retiring. His stage times weren’t published. 

While Summerfield and Graves raced clear by more than three minutes a late reshuffle of the leader board saw Kaikoura’s Regan Ross (Ford Fiesta R5) climb to third place ahead of Balclutha’s Dean Bond (Mitsubishi Lancer Evo6.5) as Josh Marston (Christchurch) slipped from third to fifth in his Holden Barina AP4.

Another strong drive on the Catlins roads by Christchurch driver Deane Buist was rewarded with sixth overall and he led home the two-wheel-drive competitors in his Mk2 Volkswagen Golf GTI. 

Reigning New Zealand rally champion Ben Hunt (Auckland) had a low-key outing in a Subaru Impreza H6 lease car and finished 11th. 

The next rally on the New Zealand calendar is the Maramarua Clubmans event on Sunday, September 6.

Balclutha's Dean Bond finished fourth in his Mitsubishi Lancer Evo6.5

Deane Bust led home the two-wheel-drive field in his VW Golf GTI

Top-seeded Hayden and Andrew Graves finished second after leading the early stages

Late-entry Regan Ross climbed to third place in his Ford Fiesta R5

1600cc class winner Richie Chadwick drive to 14th overall in his Toyota Levin

Stephen Gill won the Classic category in his Nissan-powered Ford Escort

josh marston races through the Catlins countryside

Tim Smith on a spectacular run to 16th place in his Toyota Starlet

Aucklander Kingsley Jones left his Skoda Fabia R5 at home and drove a Classic Mk2 Ford Escort

Diesel only for Sorento’s start

Kindred Koreans the Kia Sorento and Hyundai Santa Fe remain in a race to reach New Zealand. Which will be first with a breakthrough hybrid drivetrain?

Europe has first dibs on these Kia Sorento hybrids heading down the production line.

FACTORY determination to give Europe priority means headline-making high-tech hybrid petrol drivetrains will not include on the launch menu for Kia’s Sorento here.

This has been made clear in additional information provisioned in the wake of a recent media update about the car from the New Zealand distributor.

The extra comment confirms the model’s local release is running late, as result of the factory having retuned production to favour larger more important, left-hand-drive markets, but also reiterates the model will be here before year-end, though in respect to actual timing the only comment is “fourth quarter.”

Nonetheless, Kia NZ opened the order book on August 3 and has advised potential customers to lodge their interest on a dedicated web channel. 

The Auckland-sited make has not discounted getting the hybrid powertrains, according to the information received, but when is not clear. 

“The hybrid only just went into production recently in Korea and Europe has first dibs of initial supplies.”

The petrol-electric units format in mild and plug-in recharged formats and marry to a 1.6-litre petrol engine, and Hyundai New Zealand is also chasing them for Sorento’s sister ship, the Santa Fe, which is also arriving here soon in an altered 2021 guise.

the updated Sorento (above) and Sante Fe (below) move to a new platform and adopt fresh technologies.

The hybrids give the brands opportunity to retire the long-serving 2.4-litre four-cylinder engine but the cars still configure with a 3.5-litre V6 engine, though the latter has not featured in the NZ spec for some time.

The conjoined brands international view is that the hybrid units have potential to ultimately become the key choice for the seven-seater sports utilities, on strength of their performance and efficiency.

In June Hyundai New Zealand’s boss, Andy Sinclair, expressed particular enthusiasm for the powertrains, seeing them as a key factor in elevating Santa Fe’s status, particularly as a foil for the Toyota Highlander, which will become a hybrid model when it arrives in a new generation next year.

“We’d definitely take hybrid. I think it is very important to give our customers a choice,” Sinclair said at the time.

 The Sorento and Santa Fe still continue with the 2.2-litre turbodiesel that’s been the core choice for the past three generations of both lines. It has a new fuel injection system and improved internal components, which help to reduce the engine’s friction and improve fuel economy. Power is 148kW and torque stands at 440Nm.

It mates to a new eight-speed dual-clutch automatic gearbox, called Smartstream. A video about how this operates is attached today. 

The information relating to Kia’s strategy also says it has been affected by supply constraints from the ongoing effects of Covid19 that are being shaken out. 

“So shortages of some models are inevitable, but Kia is working hard to smooth these out.

“The run-out of current Sorento is going well and should be pretty well exhausted as the new model arrives, so timing shouldn’t be too much of an issue there. Always a bit of a balancing act, regardless of the market conditions.”

The new Sorento marketing programme that started on Monday is to build awareness of the new model ahead of its arrival and elicit forward orders, much like Kia did very successfully with the Seltos last year, the information states. 

the hybrid drivetrain, seen here in a Sorento, is a big pitch by the conjoined Korean makes.

The 1.6-litre is the smallest-capacity engine yet for the Santa Fe and Sorento yet is hardly a weakling, being turbocharged. Though efficiency data has yet to be released, its maker – Hyundai, of course - has indicated a huge improvement in respect to economy and emissions. 

The unit has been designed expressly to work in a hybrid setting and initially comes in a ‘mild’ format, outputting 169kW. The plug-in rechargeable format has even more oomph. It swaps out the 1.49kWh lithium ion battery for a 13.9kWh unit that can be replenished off household mains or a fast charger.

The PHEV model’s electric motor makes 97kW in isolation, but the drivetrain’s combined maximum output is 194kW and 350Nm of torque.

Both hybrid powertrains are hitched to a newly developed six-speed automatic transmission.

They feature a new low-pressure exhaust gas recirculation system and continuously variable valve timing, which Hyundai claims improves fuel efficiency by five percent and decreases emissions by 12 percent in its own right.

The hybrids also have the same four-wheel-drive system as the diesel, but are also being built in front-drive format.

The models’ all-wheel drive now takes a terrain mode selector, which offers specific setups for snow, gravel and mud. The drivetrain also comes with three driving modes – Eco, Comfort and Sport – which can deactivate drive to the rear axle to improve fuel efficiency or distribute the engine’s torque across the  axles for extra stability, sending either 35 percent or 50 percent of the engine’s power to the rear wheels.

kia sorento (above) and Hyundai Santa Fe (below). Which do you prefer?

The new models are easily picked in the streetscape, with much updated styling for each. What is not so obvious is that they have switched to a completely different platform to that underpinning the outgoing cars, this being a platform developed for a Hyundai Sonata sedan sold in the United States and China. The footprint has grown slightly, but more importantly the change unlocks additional interior room.

The national distributors have yet to provision specification details however some inkling about what’s coming, at least for Sorento, can likely be gleaned from detail shared out of Australia, where the car is launching in a couple of weeks.

The line there spans four derivatives. Standard fare includes a “segment-first” front centre side airbag, between driver and passenger. A 10.25 inch touchscreen with Apple CarPlay, Android Auto and Multi Connection Bluetooth also configures. Australia’s flagship, called GT-Line, represents with a 12.3 inch digital instrument cluster, Blind Spot View Monitor, a shift-by-wire dial instead of a gear lever and remote smart parking assist.

Extra electric-involved product for TNZ

A plug-in version of the RAV4 and a fully electric car have been cited to join more mild hybrids heading into Toyota’s local showroom.

is one of these concepts shown last year destined to become toyota’s first electric car sold in new zealand?

FIVE more mild hybrids, a plug-in replenished battery-assisted model and a fully electric car are on Toyota’s national agenda, though sign-off for several – including the EV – has yet to be fully sorted. 

What’s being sought and when it might arrive, all going to plan, has been shared by Toyota New Zealand.

Aside from the Yaris Hybrid covered extensively this week, the roll-out starts with another hybrid CH-R, but in a sportier-looking format that leverages the GR (Gazoo Racing) pitch that TNZ continues to develop. It’ll be here before the end of the year.

Following, apparently in the first half of 2021, are two vital volume products. The heavily revised Camry and a new Highlander, are also primarily – if not wholly – running battery-fed petrol drivetrains next year. So, if you still prefer a petrol V6, act fast. That choice will not transfer to the new lines.

Also tied down for New Zealand introduction, but with time yet to be fully sorted, is a hybrid Hilux. Toyota New Zealand’s chief executive, Neeraj Lala, says he hopes to see it in the latter part of next year, but accepts release could yet spill into 2022.

So that’s five: What else is in the thought stream? Two potential big-hitters that draw off mains power.

There’s the RAV4 PHEV/Prime, which replenishes its plug-in petrol-electric drivetrain off the grid. After debuting in North America last year, it’s now being built in right-hand-drive in Japan, but only for sale there at this time.

the rav4 prime was introduced to North America last year but has now entered right hand drive production, but just for Japan. TNZ has pitched for it. The car’s drivetrain (below) delivers around 90kms’ pure electric operation. It’s also designed to give a performance edge.

In this variant the front motor and inverter achieve more powerful output than the RAV4 hybrid system, the maximum system output cited at 225kW, which Toyota says, facilitates a 0-100kmh time of six seconds and “sporty, powerful driving”. 

The make also claims a wholly electric driving range of 95 kilometres. That’s well above the cited range for Japan’s only logical competitor already sold here, the Mitsubishi Outlander PHEV. The EV range, and the car’s claimed total range of 1300km, is a calculation based on Japan domestic market processes.

Lala is keen to see it and says introduction as a domestic Japan model is a good thing.

“We’ve asked Toyota Motor Corporation if that car can be made available to New Zealand. We have not had confirmation yet but it is a car we would definitely like to have in our market. 

For 2021? He hopes so. One alternate option for TNZ is to introduce it as a brand-backed used import, via the Signature Class channel, but Lala’s preference would be to represent it as a brand-new product.

But that can take time. “Introducing a new car isn’t easy … there has to be a lot of testing and compliance to ensure it meets our conditions. But generally, if something has been available as Japanese domestic it has been pretty much a safe choice for NZ compliance so we’re hoping there won’t be too many hoops to jump through.”

And then the ultimate step …  a fully electric product. Which is what exactly; a completely new model or something based off an existing product?

No help here, from Lala. He’s sworn to absolute secrecy. “I cannot tell you anything about it.”

Highlander hybrid has already been confirmed for 2021 launch.So has Camry (below)

That doesn’t mean nothing is known. Toyota’s determination to branch away from being the global kingpin in hybrid drivetrains and start plugging into the zero emissions EV-sphere was announced 14 months ago, when it announced intention to create pure electrics not only for itself but also for other Japanese marques in which it has tech agreements.

Toyota then unveiled a new platform with enough flexibility to entertain what could be a very wide span of different kinds of vehicle – from small city cars to large sports utilities – using a "next step" solid state battery it also racing to get into production.

The starter project is an all-electric platform for midsize and large vehicles jointly developed with Subaru. Those brands are also working together to produce an electric crossover far more advanced than the mild hybrid Forester and XV recently launched here.

That vehicle, which will be sold separately under each brand, will debut in the early 2020s and, though the US is cited as a main target market, other countries where Subaru performs well (and that’s NZ) are expected to stand a chance.

Toyota is also working with Suzuki and Daihatsu to jointly develop a compact EV.

It revealed last year that its new platform would initially underpin six variations in all - a large SUV, a medium SUV, a medium crossover, a medium minivan, a medium sedan and the compact. Styling concepts of these proposals were presented at a forum on June 7.

TNZ’s intention to take an EV is an acknowledgement, after years of denial, that nothing less than a fully electric car with actual external recharging functionality has become a must-have in this market.

Even though it has long delivered battery-involved cars across the Toyota and Lexus line-ups that have a degree of regenerative capability, presently only one product in the showroom – Prius Prime PHEV – even counts as an EV.

That’s why Government departments and companies looking to include EVs in their fleets have had to bypass the Camry, Corolla, RAV4 and Prius mild (non mains-replenished) hybrids.

plug-in capability is a requirement to achieve electric vehicle status.

Toyota Motor Corporation has said its EV deployment plans will not slow down its hybrid imprint; hence why TNZ – which has 17 already, just two less than Lexus – is able and keen add more.

Yet Japan headquarters has also acknowledged a "sudden surge" of international EV popularisation – and the repercussion of increasingly stringent emissions requirements in China and Europe - has meant it has to reconsider its thinking, which until now has been that electrics are an unnecessary step between its petrol-electric hybrids and the hydrogen fuel cell vehicles it still sees as being the ultimate cars of the future.

Accordingly, it cites that of the 5.5 million battery-assisted vehicles it aims to build by 2025, almost one million might well be pure EVs.

TMC had intended to showcase unveil a solid-state battery for electrified vehicles ahead of the 2020 Summer Olympics in Tokyo, which were to have begun this week but instead have been delayed until 2021, assuming the world is by then on top of the coronavirus crisis that has caused so much disruption since March.

Solid state technology promises lighter, more powerful and safer batteries and could well be a breakthrough in popularising EVs.

Toyota is still forging ahead with a plan to start making EVs in China, purely for sale in that country. The first was expected to be a variant of the CH-R.

The new dedicated EV platform it has developed with partners is dubbed e-TNGA, a play on the company's new-generation Toyota New Global Architecture modular platform used by Corolla, Camry, RAV4 and the latest Yaris, also about to come on sale here, including in a mild hybrid form.

Toyota’s decision to also give Hilux a hybrid drivetrain was announced some months ago. Lala ‘s enthusiasm for this product is very high; he sees a big potential. Some others in the sector are looking to going all-electric – just this week the New Zealand importer for the LDV brand reckoned it will have a purely battery-compelled edition of the current T60 ute here next year. Production is set to kick off in the second quarter, with NZ market arrivals stated to start in the third quarter. Detail about the potential range, outputs and price ate still under wraps. LDV already has an electric van in the market with another on the way.

It’s far from clear whether a Hilux hybrid will be petrol-electric or diesel-electric. The latter would be a first for Toyota, which favours petrol-electric hybrid technology over diesel in its passenger car line-up.