GR to Rallye to WRC cause

A special edition of Toyota’s upcoming GR Yaris sounds tasty … as does our neighbour’s incentive programme for this new hottie. We might see one, but probably not the other.

AN even wilder version of Toyota’s super-heated GR Yaris is heading into production.

Set to be available in the first half of 2021, the GR Yaris Rallye – the white car seen here - further enforces the maker’s assertion that this three-door racer was not only born from Toyota’s success in the heat of motorsport but will have a credible ongoing homologation role with Toyota’s World Rally Championship programme.

The Rallye’s status with the emergent Gazoo fanbase will also be elevated through it being a limited-edition car.

 The difference between it and the ‘regular’ edition (represented by the black car) arriving in New Zealand soon isn’t defined by outright performance but by enhancements elsewhere.

Specifically, the Rallye will have circuit-tuned suspension, Torsen limited-slip diffs for both the front and rear axles, 18-inch forged alloy wheels from BBS, Michelin Pilot Sport 4S tyres and red brake calipers.

Naturally enough, those ingredients have been developed by Toyota Gazoo Racing in collaboration with Tommi Makinen Racing, the team that took the original Yaris WRC to a world title in 2018, 12 months after the car entered competition.

The Rallye’s additional content is undoubtedly more than window dressing.

Makinen’s outfit is now developing the new road car into their contender for the 2021 season and beyond – undoubtedly those extras will some way or another prove useful for the motorsport process.

The Rallye – which also restricts to just three paint colours; black, white and red – maintains the 1.6-litre three-cylinder turbo petrol engine in the same tune as the standard GR and also keeps the six-speed manual gearbox.

With 200kW and 370Nm the engine is the most powerful triple in production and gives both editions of the car an ability to sprint to 100kmh in just 5.2 seconds. The Rallye’s edge will undoubtedly come in the corners and under braking.

Talk of the Rallye has emerged with Toyota in Australia announcing a pricing plan for the GR Yaris that perhaps might leave New Zealand enthusiasts wondering how they might find a way to secure the model there and ship it back across the Tasman.

Toyota New Zealand’s announced sticker of $54,990 has been undercut by our neighbour – and massively so during a programme designed to elevate the Gazoo image across the Tasman.

Toyota Australia’s car, which seems to be kitted identically to that coming here, will only be $1200 less expensive than here at full recommended retail – but to ensure it gets off to a smart start, the first 1000 sold will only cost $NZ43,400 drive away. A huge $11,590 undercut.

The Rallye is not included in that programme and how much of a premium it will carry over the GR has yet to be announced.

Toyota Australia’s vice president of sales and marketing, Sean Hanley, says the launch price was to incentivise support for the Gazoo Racing brand, which is probably newer to our neighbour than it is here.

The NZ awareness programme began even before the first GR car, the Supra, landed last year as it was used in a sponsorship association with the international single seater Toyota Racing Series since the end of 2018.

As for a discount start here? It doesn’t sound likely, from the tenor of comment from TNZ chief executive Neeraj Lala.

His thought about what’s going on across the Tasman?

Says Lala: “Toyota New Zealand has not offered a Recommended Retail Price in New Zealand for the past 2.5 years to avoid this situation.

“This means our Toyota Driveway Price (TDP) provides our customers with an up-front and transparent transaction price which includes on-road costs and subsidised servicing.”   

BTW, he declined to comment on the potential of the Rallye coming here.

The GR Yaris is the first homologation special since the Celica GT-Four, the car that was used to find WRC rally success when Toyota was last involved in international rallying, becoming the first Japanese maker to win the WRC manufacturer’s title, in 1993. 

Toyota’s plan is for the GR Yaris to be an even hotter ticket for road use than the Celica and the hope is it will establish the same street status as such stage-to-road greats as Ford’s RS Escort Cosworth and Subaru’s Impreza WRX.

Hey, it’s the new Z!

Nissan has unveiled a concept offering an early look at what will be the first new version of its most famous two-seater sports car in more than a decade.

 SO how many can you see?

References to past Z-cars, that is.

Let’s just agree there are plenty. Which is the irony in Nissan’s claim for the Z-Proto. 

This concept pointing to “a new generation of the legendary Z car” seems unable to break away from the type’s past. Which probably pleases the fanbase greatly yet might also disappoint those expecting something a little more creative.

As much as this is a design study – sorry, a "development study vehicle" in Nissan-speak -  and despite its maker being reluctant to share very many technical details, Nissan has identified what we see here is a "near-production protoype," and confirmed it will outfit with a twin-turbo V6 engine – the first since the 300ZX - and manual transmission.

As is patently obviously, the styling is clearly reminiscent of many old Zs.

Basically, every old Z. And that’s a few, given the sporting sub-brand has a 50-year history. 

The front-end with teardrop headlights and long bowed bonnet is from the 240 and 260 Z era.

The side profile? Just like that of the original. Look at the rear end and tell me you don’t see the 300ZX? The bootlid appears to feature a Fairlady Z badge – a name used for the original in Japan and the US, but often seen here as well, thanks to the used import trade. The pod gauges on top of the dashboard (one for turbo boost pressure) and door handles? Clear links to the 370Z. 

Easy peasy so far. But perhaps the reason why it has teardrop-shaped LED headlights will sort the regular fan types from the hardcore. Answer? They reference a particular rarity, the Japan-only 240ZG of the 1970s.

The yellow paint used is also an ode to popular paint choice colours for both the original S30 and subsequent Z32 generations, according to Nissan.

It’s not all backward-looking. The rectangular front grille, 19in alloy wheels and carbonfibre side skirts aim to modernise the look, the brand expressed during today’s international, on line reveal.

Nonetheless, the make’s head of design, Alfonso Albaisa, has conceded that the process to determine this design very much involved “making countless studies and sketches as we researched each generation and what made them a success.”

 “Ultimately, we decided the Z Proto should travel between the decades, including the future.”

The cabin is finished in black Alcantara-like material, yellow stitching highlights and has a fully digital 12.3-inch display dash for the driver.

There’s still a vintage aesthetic in that, as with every Z car, the design is centred around the driver with dials and gauges facing from the centre towards the most important seating position in the car.

The car measure 4382mm long, 1850mm wide and 1310mm high, and rides on 19-inch black alloys wrapped in special 255/40 front and 285/35 rear rubber.

The engine seems likely to be the unit found in the Infiniti Q50 Red Sport, where it creates 300kW of power and 475Nm of torque. Enough to give rivals like the Toyota Supra a real run, right? Particularly since the sports car should be significantly lighter than Infiniti. 

When is it coming to our market? No date has been provided for the launch of the production car, though chances of it achieving showroom status within a year would seem as safe a bet as the proposal it’ll be called  ‘400Z’. 

 Nissan New Zealand has yet to offer any comment.

Pandemic, sales rush depletes new vehicle stocks

New car sales have been running hot … but at what ultimate cost? Brands are running short of stock and the industry says buyer demand is racing ahead of ability to supply.

New vehicle stocks held in New Zealand are diminishing fast … and replenishment has slowed.

NEW vehicle distributors are facing a new Covid-19 crisis – not enough vehicles to sell for at least the remainder of this year.

An unexpected rush in sales over the past few months has accelerated the issue of diminishing stock availability, a ripple effect from Covid-driven global assembly line shutdowns that occurred months ago.

It’s a double-whammy that is leaving showrooms running low on stock with no easy respite in sight.

The organisation that speaks for the new vehicle industry has declined to cite any brands or cite any specific models and is cautious when discussing the severity of the situation.

The Motor Industry Association does, however, acknowledge there are now insufficient vehicle numbers to meet present buyer demand.

Says chief executive David Crawford: “I wouldn’t describe the situation as catastrophic … but it is lumpy.”

Talk at retail and distributor level is certainly awkward; popular models are becoming harder to secure and orders taken now might not be fulfilled until next year, while impending new products are being delayed and allocations being reduced.

One big provincial yard for a top make last week suggested the cars it held in its showroom could not be easily replaced. A metropolitan outlet for a popular premium brand also recently said ready availability of two core models has also been in jeopardy. The distributor for that make did not respond to questions about this.

New vehicle distributors normally carry up to 100 days’ stock for vehicles and large parts, but this has reduced by around 50 percent.

At the end of last month, the national inventory of new passenger vehicles was just over 11,000 units – the lowest in at least eight years and half the tally held in April – and it’s been worse for commercials, that stockpile have quartered to under 5000 vehicles.

Most distributors, at best, are carrying no more than about a month’s stock, according to the MIA, which has been collating information from factory-appointed new vehicle importers.

At retail level, this means an increasing count of outlets are keeping up their business by taking customer orders on understanding those buyers may have to wait until early next year before their purchases arrive.

Crawford suggests a combination of market forces and temporary vehicle supply constraints will continue for most of 2020.

While shipments keep arriving, there are now likely to be long wait times for some makes and models and customers who have pre-ordered will have priority over walk-ins.

“Supply of vehicles remains affected by reduced factory production in various geographic places due to Covid-19 restrictions.

“Distributors are also facing challenges predicting how much stock to order and hold.

“It has to be admitted the industry got caught by a strong June and July, once the Covid restrictions eased,” he says.

“The industry didn’t entirely anticipate the level of demand for new vehicles.

David Crawford, Motor Industry Association chief executive: “The industry didn’t entirely anticipate the level of demand for new vehicles.”

“We didn’t factor in that people who were unable to travel overseas on holiday, would decide to purchase a new vehicle instead – just like others would have decided to renovate a kitchen.”

Though already braced for a slowdown in sales when the year began, the new car market was nonetheless in good shape, having had a series of highly-profitable bumper years.

Coronavirus rendered all forecasts worthless. Assembly plants all around the world were forced to shut down – some for several weeks, some for up to two months - because of the pandemic.

Though most are back in business, many have yet to achieve full production. Even when assembly lines are back to full steam, delays from components suppliers are common.

The supply chain also hasn’t recovered. This is particularly the case with product coming out of Europe, which even under normal circumstances have to be ordered up to six months in advance.

However, it seems probable all makes and sourcing points have felt impact to some extent.

Also hurting New Zealand is the modest size of our market – there have already been instances were other countries more important to makers have been given higher priority.

All this means that as much as recent months of emergent retail frenzy was welcomed, it has also been a sting because it was unexpected.

While the MIA warned as early as in March it would be inevitable that the shock wave from Covid’s impact on global car making and the parts industry was inevitable, it didn’t predict that consumers would go into such a buying frenzy these last few months.

Data shared by the MIA for this story reveals how NZ’s relatively healthy vehicle stockpile before Covid has pretty much gone.

At the beginning of this year the national new passenger vehicle inventory stood at 16,049 vehicles.

new vehicle production has largely resumed .. but plants are rarely operating at full-scale pace and makers are sometimes steering product to bigger markets than New Zealand.

This rose to 20,327 vehicles in April, but the countrywide Level Four lockdown, then meant cars that landed but could not be retailed – hence, despite 5625 vehicles being cleared by Customs in April, only 707 vehicles were registered in that month.

Since then, the figures have been sliding as supply of vehicles built and in transit before the factory closures started to dwindle.

May’s inventory was 18,888, this reduced to 15,088 in June, to 12,593 in July and to 11,057 last month.

August’s count was the lowest in at least eight years but stock numbers are expected to reduce even further for at least the next two months.

Meanwhile, the import clearances are continuing at history low levels as they slowly recover to some normality – 2858 in May, 4619 in June, 4327 in July and 5405 in August – but they are not meeting the growing consumer demand. That’s at least 50 percent higher.

The commercial vehicle inventory that sat at around 12,000 vehicles in April and May had reduced to 4817 vehicles by the end of last month.

Since then, consumer demand has increased to the extent there were 3533 registrations in August – way ahead of the 962 vehicles that had cleared Customs. This means that for the remainder of the year there is virtually no fat in the commercial vehicle inventory.

Parts supply is also being severely affected by the pandemic. Prior to Covid-19, parts were transported to New Zealand by both air and sea, but air freight has now become too expensive due to reduced numbers of flights, and this has forced more use of sea freight which has much longer time frames, Crawford says.

The flow-on from the drop in new car availability is also being felt in the used car sector, with a commensurate drying up on late model pre-owned stock from fewer trade-ins occurring.

# Additional reporting by Richard Bosselman

New Tucson gets local provider excited

Striking new design, heaps of new tech, a hybrid to match the RAV4 and a seven-seater option.

 POTENTIAL that Hyundai’s best-selling model here might emulate its big brother and format in a seven-seat option is not being discounted by its seller.

 In offering comment about the 2021 Tucson unveiled for global scrutiny (via a livestreamed online presentation) by Hyundai head office in Seoul today, the make’s national distribution has indicated it is giving consideration to taking the car in a new long-wheelbase format – that avails a third seating row – in addition to continuing with a five-chair layout that continues into a fourth generation.

The potential for the longer version – which measures 4630mm in length (so up 150mm on the short wheelbase), 1865mm in width (plus 15mm) and 1665mm in height (up 5mm), riding on a 2755mm (plus 85mm) wheelbase – is not being discussed by Hyundai New Zealand, though it has reminded that Tucson already strikes a strong chord with Kiwis, the model having achieved 23,000 sales since the nameplate arrived in 2004. 

Brand boss Andy Sinclair says he expects “the new model to attract even more customers with its striking new design and safety, comfort and convenience technology.”

Any decision will surely have to be fast-tracked if both are intended to be available for local usage from local launch, as Hyundai New Zealand says it intends to have the new model line here in the first quarter of 2021.

In addition to relaying its thought about the seven-seater, the Auckland-domiciled distributor has also said it will also look at a new N Line trim level the maker has also revealed.

As for powertrains?  It’s also casting an eye over the mild hybrid and plug-in hybrid options that are also coming into production, these based around a 1.6-litre turbo-petrol engine and producing a combined 171kW/350Nm.

New generations of the familiar 1.6-litre turbo petrol, 2.0-litre naturally-aspirated petrol and 2.0-litre diesel turbo, now selling under a Smartstream designation, are also cited. The first might now receive a pump up from 130kW to 145kW, as per the Kona. Outputs for the latter are 122kW/205Nm (petrol) and 136kW/400Nm (diesel). 

What of the new 2.5-litre four-cylinder engine delivering 141kW and 246Nm? Sorry, no comment on that one.

The model will continue to avail in both front and all-wheel drive. The latter this time adds mud, sand and snow modes to the comfort, sport and eco-driving modes. The derivatives heading here seem set to have ride and handling tuning sorted by Hyundai Australia’s engineering team.

It’s heavily loaded on the safety front. Aids available include Highway Driving Assist (HDA), Forward Collision-Avoidance Assist (FCA) with pedestrian detection, Lane Keeping Assist (LKA), Lane Following Assist (LFA), Blind-Spot View Monitor, Blind-Spot Collision Warning (BCW), Blind-Spot Collision-Avoidance Assist (BCA) with Rear Cross-Traffic Collision-Avoidance Assist (RCCA), Advanced Smart Cruise Control (SCC) with Stop and Go, Safe Exit Warning (SEW), Surround View Monitor, Reverse Parking Collision-Avoidance Assist (RPCA), Remote Smart Parking Assist (RSPA), High Beam Assist (HBA) and Driver Attention Warning (DAW). 

Tucson’s new exterior styling is bound to raise plenty of comment. Hyundai says it expresses an evolving Sensuous Sportiness design identity and embodies what its designers call ‘parametric dynamics’ with “kinetic jewel surface details that emphasises Tucson’s distinctly different identity in a crowded segment.” Translation? There are a lot of sharp edges.

It fronts up boldly, too: The grille is filled with LED lights which only reveal themselves when illuminated. The rear will also make an impressive; it has a connected LED light bar sitting across the beltline and joining two clawed LED taillights.

The interior also seems set to be a lot more plush and futuristic. Most ‘hard’ controls, such as dials and buttons, are gone. So too the gearstick.

The top treatment features a centre console stack flowing as one continuous design piece with flush buttons and a wide 10.25-inch digital touch display screen. It has wireless Apple CarPlay and Android Auto and an optional Bose sound system. The cabin ambience is set with a 64-colour mood lighting system with 10 levels of brightness.

Digital technology includes a key that uses a smartphone app to operate commands such as locking and unlocking the car, using Near Field Communication to detect authorised users from up to 27 metres away. In some markets the smart key can be tuned to control smart appliances at home (as you do) and  driven remotely without anyone in the driver’s seat – albeit very slowly and basically for parking purposes.

D-Max joins utedom's business class

The new D-Max is weeks from launch, but pricing is out now. We knew those extras would have to add to the bottom line, but … gosh.

TECHNOLOGY enhancements surely set to elevate Isuzu’s D-Max’s status in ute-dom have also delivered with a hefty price rise.

Announcement today of the model range and prices for an eight-strong line-up reaching the showroom next month suggests the new derivatives will cost between $8000 to $10,000 more than their equivalents in the previous range when full retails are considered, and much more if comparison is made against the old models’ runout pricing.

The cheapest incoming model, a rear-drive LX, starts at $49,990 while the flagship, called the X-Terrain, is entering the market for $75,490.

The increases were always in the wind; they’ve hit in every market where the rig sells and reflect how much change has come to the model, through its makers – not just Isuzu this time, but also Mazda – seeming to determine it’s time to create a more direct rival for the sector’s big guns, Ford Ranger and Toyota Hilux.

Yet the end cost of the effort necessitated to lift its game might nonetheless still come as a big shock to D-Max’s traditional customer base, which has been used to be spending much less.

It might also titillate Hilux and Ranger faithful, who will note that some D-Max models seem to be more expensive than comparable models in the Toyota and Ford lines.

The old D-Max at full retail was positioned between $39,890 and $61,990, but an aggressive clearance over the last few months has delivered those editions for substantially reduced stickers.

How the brand intends to argue the defence remains unknown. Isuzu Utes NZ general manager Sam Waller and public relations manager Kimberley Waters could not be reached for comment and the press information sent out today steered clear of directly addressing this issue.

The new line’s equipment provision was detailed by MotoringNZ on August 16 (https://www.motoringnz.com/news/2020/8/16/d-heading-for-a-plus?rq=d-max).

Our story then suggested 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.

That has been further reinforced by today’s release of information that confirms that every single model in the incoming range – including the three LX tradie versions that arrive in singe, space and double cab configurations, in manual and auto and two and four-wheel-drive formats –will deliver with an advanced safety package, including class-first advances of perimeter sensing technology and a centre airbag.

Other improvements to the entry derivatives include a seven inch touchscreen with wireless Apple CarPlay and Android Auto, automatic lights and wipers and adaptive cruise control for automatic models.

The next level is the LS-M, which avails in double cab 4WD with automatic or manual transmissions. It adds to the LX provision by implementing LED head lights with LED daytime running lights, a plusher trim. It rides on 17 inch alloys.

The LS line above this goes to a nine inch touchscreen with satellite navigation, Apple CarPlay and Android Auto, dual-zone climate air-conditioning, rear parking sensors. This edition runs on 18 inch alloys.

The top rung of the ladder is occupied by X-Terrain, which purely formats in an automatic double cab four-wheel-drive configuration.

In addition to the active safety technology of the other variants, it includes a powered driver seat, leather trim, a smart proximity key with remote engine start, front and rear parking sensors, wheel arch extensions and gun-metal exterior highlights (wheels, grille, mirror caps, door handles and roof rails) as well as a matte black roller tonneau cover and under-rail tray liner.

This D-Max is a co-production with Mazda, whose own BT-50 version is also coming to NZ this year, though release details have yet to be divulged.

S-Class Kiwi kit-out getting lots of thought

We ask Mercedes Benz to give insight into how much of a smarty pants its S-Class will be in local spec.

HOW clever will Mercedes’ smartest car turn out to be in New Zealand conditions?

The new S-Class, the most advanced car the world’s oldest vehicle maker has ever placed into series production, is not set to land for another eight months. Yet assuredly it’s already a question the brand’s distributor is already giving thought to.

The news could be good – while loath to lock into any particular commitments, Mercedes Benz New Zealand is expressing confidence about delivering a smart product in every sense.

That potentially means a huge wow factor. This technology trendsetter is engineered to achieve big feats and has been loaded with many more gadgets and a lot of extra computing power than has gone into any previous model. or any other Mercedes production car.

Still, no promises yet, for good reason. In as much as initial international media attention and brand spruiking of the past few weeks has left impression the sky is the limit here, the reality is that for all the drum-banging, there’s no certainty every whizzo feature will be an immediate or even certain a starter in our world.

First, and most importantly, Mercedes itself has to decide which functions are relevant in which markets. Distributors do not have open slather; even factory shops cannot simply tick every box. The maker has to analyse and decide. That’s a historic practice that potentially becomes all the more relevant now, with a car in which some features are so advanced that there’s no regulation in some places to guide their usage.

The good news for New Zealand is that there’s little red tape to impinge here. We have remarkably few regulations that might conceivably restrict advanced tech – in theory, if a fully autonomous car were to turn up tomorrow (and don’t get excited -  it won’t), there are no rules to keep it from operating.

However, there’s also a catch. To the Germans, New Zealand and Australia are considered one and the same. For expediency the product choices are common, whatever we take also has to suit our neighbour and since they are the bigger and more important market, their decisions become ours to live with. 

Unfortunately, their determinations are not just down to taste but also having to abide by Australian Design Rules. Drawn up to protect a domestic car-marking industry that patently no longer exists, ADR nonetheless still impinges heavily over there and so, by proxy, impacts over here too.

ADR is a hefty rulebook containing thousands of fish hooks, some of which can catch out a maker for what would outwardly seem the most bizarre reasons. Aussie has signed for the S-Class and it would seem highly unlikely the world’s smartest car won’t sail through ADR without hindrance.

And, yes, that ‘smart drive’ portrayal is apt: On computing power alone, the S-Class makes others look dumb. The MBUX (Mercedes-Benz User Interface) alone is 50 percent more powerful than the system found in present product because it will operate up to five screens in this car. 

The main one is a 12.8-inch portrait screen on the centre console, with haptic touch feedback and changeable OLED technology. It’s where you’ll access the majority of controls and functions, so 27 buttons have been removed as a result, and adds over-the-air update functionality to the S-Class for the first time.

Today’s story highlights some of the head-line features. MB NZ boss Lance Bennett was happy to share his thoughts about each one and the chances of local utilisation.

We started off by asking about the new Drive Pilot system. The big story is that it can drive itself more often thanks to adoption of  ‘level 3’ semi-autonomous driving - meaning ‘hands-off’ autonomous driving on motorways and in traffic where legally permitted. 

We already known Benz plans a staged introduction of the new system, which uses lidar among other sensors, and every suggestion is that export markets won’t get to use it until sometime after it is activated in Germany. And that’s not set to occur until at least mid-2021.

But are we in with a chance? Sorry nerds, Bennett isn’t going to commit, telling us only that: “ This feature will only be available in Germany once launched. At this stage, we cannot confirm which markets will be next.”

What about engine choices? Obviously there are still purely fossil-fuelled choices and we know the first derivative here will be one of those, being the six-cylinder petrol S450.

But we’re hearing about a petrol-electric plug-in hybrid drivetrain. The new S580e promises an electric range of just over 100kms on the WLTP test cycle – so, more than double the range of its predecessor – sounds good.

Good news. Bennett concurs.  “Yes we will be looking to bring the PHEV S-Class variant to New Zealand, we cannot confirm timing at this stage.”

As for other engine choices?  “We cannot confirm which models will launch following the initial confirmed S 450 variant, but will be considering all AMG S-Class variants for NZ.”

(BTW, a full blown electric S-Class isn’t coming. But an equivalent will be, being the EQ-S, the top dog of the standalone EQ electric vehicle family).

There are plenty of other smarts announced for the flagship sedan that, in its seventh generation, takes inspirations from upmarket home interior design and luxury yachts.

The instrument panel is a step up from the already class-leading display now common to all Benz cars, in that it delivers a 3-D effect that manifests itself when the driver looks at the dashboard. Say what? No, seriously: 3-D and without the need for special glasses. And yes, it can be deactivated if that seems a bit too weird.

So, can we get it? Says Bennett: “(It) will be available to our market and we will confirm if standard closer to our local launch.”

In respect to visual projection, there’s more. A giant alternate version of the standard head-up display can now project augmented reality content onto the road ahead of you. Animated arrows that show you exactly where to turn and real-time information about the distance from cars ahead, overlaid directly on the real-world objects—among other nifty animations. 

The extravagant version of the now digital headlights also gets in on that idea. It has powerful LEDs that are capable of projecting warning symbols and lane markings onto the road ahead. And these will be high res, highly detailed motifs. The lights can display 2.6 million pixals. According to Benz research and development boss Markus Schafer: “You could play a movie in your garage with resolution.”

Again, stupefying. And for us? “(It)  will be available to our market and we will confirm if standard closer to our local launch.” So that’s not an outright no, then.

The same response goes for the following:

Interior Assist, which can recognise physical movements and enable selected vehicle functions - such as the passenger seat light illuminating if you reach over to pick something up from the seat. The dash display, climate and stereo preferences are also customised. To access your profile a driver "logs in" using facial recognition, voice recognition, a fingerprint sensor or a PIN.

The ‘energising’ system that puffs out nice aromas from an in-built perfumer has new scents - “Bamboo Mood” and “Cotton Mood” have been highlighted. The active comfort features are upgraded. It’s also now capable of adjusting the lighting, seating and air conditioning and is compatible with some smartwatches and phones. The system will measure your stress levels and adjust settings accordingly. Also, if the S-Class senses you're drowsy, it'll run an environment programme to wake you up, using lighting and those scents.

The ‘4-D’ Burmester audio system that uses 30 speakers and eight resonators – aka bass vibrators - to produce the sound experience. Mercedes puts two of the latter in the back of each seat, and they reproduce the “sound resonance” for even more “tangible” listening. The intensity of the resonators can be individually adjusted for each seat, in case your passengers aren’t feeling up to experiencing sound in the fourth dimension. 

The new parking camera. Instead of the usual bird's-eye view, the S-Class’s shows a chase-cam view, as if the car were being followed by its own personal drone. Swipe the screen and you can fly your view around the car, with quick, smooth animation.

Also, in respect to parking, it gets remote parking functionality, meaning the car can park itself or be summoned from a short distance via a smartphone.

Getting into parking spots will be even easier thanks to a new four-wheel steering system. At AMG level, the system is tuned for performance, with a 4.5-degree maximum steering angle on the rear axle, whereas less performance-oriented editions - called Executive Line cars - have a 10-degree steering system that reduces the turning circle to that of Benz’s smallest family car, the A-Class.

For us? “Will be available to our …” Etc, etc. You know the rest.

Same goes for E-Active Body Control suspension, which is surely going to be popular. It operates just like the system does on the GLE and GLS sports utilities, individually regulating the damping and spring forces at each wheel.

It includes adaptive dampers that work in tandem with processors and sensors located around the car. The system can monitor the road surface 1000 times a second and continually adapt the Airmatic air suspension.

This is primarily, but not totally, to ensure a plush ride. Mercedes says the level of adjustability certainly allows the car to be regally comfortable on poor surfaces, but stiff enough to hustle you so choose; as on the SUVs it can even lean the car into corners to help minimise body roll.

There’s a safety benefit, too: As an ingredient of the Pre-Safe safety suite, it will automatically raise the suspension by up to 80mm if the car is about to get T-boned, the idea being to put the side sill (which is stronger than the doors) in the path of the incoming car. There’s also a new central airbag that deploys to reduce the risk of a clash of heads in an accident. 

Finally, with the market shifting so rapidly to SUVs, it almost seems like an anachronism that the S-Class, rather than the GLS-Class is still Mercedes' flagship. So, what’s the volume expectation for the sedan?

Says Bennett: “For now, we see them as two very different customers, historically, more than half of the current customers see no alternative to the S-Class.

“This means, an S-Class customer does not even consider buying a different model which is very different when compared to the rest of our range.”

As for when the GLS might begin to adopt the same features as the kingpin car?

 Sorry, nothing to report on that one.

More electrics and fast, pressure group says

Temptation to buy into used fossil fuelled stock rather than electric vehicles will threaten environmental ambitions, an EV support agency says.

mark gilbert, of Drive Electric.

 AN electric car advocacy organisation that has had the Government’s ear has be driven to offer thought on policies relevant to this subject announced by two major political parties.

Mark Gilbert, who chairs Drive Electric, a not-for-profit established purely to promote the uptake of EVs in New Zealand, was speaking today in direct response to policy statements released by Labour and National this week.

Drive Electric has indicated it can see positives from each party’s policies. However, it also seems to think both are aiming too low.

National said today it would set a target of getting 80,000 EVs on the road by 2023. That target represents a fourfold increase on the number of EVs currently in the national fleet.

Gilbert however, says Drive Electric believes national intent to achieve legislated climate ambitions demands the national EV carpark to exceed more than 250,000 vehicles by 2025.

According, he says, what the country really needs “is an ambitious bipartisan roadmap to decarbonise the light fleet in line with the Zero Carbon Act, detailed in a New Zealand Motor Industry Plan.

“In New Zealand the light fleet constitutes more than 90 percent of the travel on New Zealand roads, and remains a growing component of our nation’s emissions. We can’t leave a transition to chance.”

The former managing director of BMW New Zealand says this country is an eager taker of automotive technology. But it could easily head in the ‘wrong’ direction.

“The future of light vehicles worldwide is carbon-free. Unless we have a consistent policy roadmap that deliberately moves New Zealand towards EVs, we will lock in the importation of second-hand fossil fuel powered cars from markets like Japan and the UK as they decarbonise. 

“We congratulate the National party for their policy announcement today, including specifying a target of 80,000 EVs on the roads by 2023. Hitting these numbers would mean progress. The proposal on FBT (fringe benefit tax), in particular, is a real step forward.

“NZTA data for 2019 shows that almost 60 percent of new passenger cars were bought by companies. Incentivising the corporate fleet to transition, through initiatives like this and access to bus lanes and high occupancy lanes, is a vital way to introduce EVs into the country.”

Drive Electric would like the next Government to go a step further and work with the industry to detail how New Zealand will then get to 250,000 EVs by 2025, and then move to decarbonise the entire fleet.

“We welcome Labour’s recommitment to the Clean Car Standard. However, this is just one element of a roadmap towards a light vehicle fleet that does not emit carbon.”

Gilbert says a standard needs to be supported by additional measures to enable businesses and consumers to move into emissions-free vehicles.

“Perversely, without actively encouraging consumers to switch to EVs through tax or other incentives, a clean car standard makes it more likely New Zealanders will buy cheap, second hand petrol cars exported from Japan or the UK, instead of EVs.”

This, he suggests, will lock in the number of petrol cars on New Zealand roads for longer, making it more difficult to meet our climate change ambitions.

“For New Zealanders, it’s fair that New Zealanders understand the future must be electric, so they can take this into consideration when they buy their next car.

“The abundance of renewable energy in New Zealand means the owner of an EV in New Zealand can charge their vehicle at home for as low as 30 cents a litre.”

Drive Electric recently announced five key policy platforms it suggests are required to decarbonise the fleet. That document can be found at: https://driveelectric.org.nz/wp-content/uploads/2020/08/DE-policy-discussion.pdf

Defender’s fours hit for six?

They knew the plug-in hybrid petrol drivetrain was coming - the shock news for Land Rover’s distributor in respect to the Defender is hearing the four-cylinder diesels that launched here less than two months are set to be retired soon.

 MORE information about the plug-in hybrid powertrain for the Land Rover Defender has come out, along with shock news – for the local distributor - that the four-cylinder diesels driving the model at present seem for the chop. 

In expressing thought about both, Jaguar Land Rover New Zealand’s top man says while the P400e (above), which blends 44km of pure-electric range with punchy 300kW petrol-fired performance, looks tasty, so much will come to price.

As for the apparent determination to axe the diesels that were front and centre at the national media event for Defender, staged just seven weeks ago? 

Well, that’s come as a shock to general manager Steve Kenchington and he’s been eager to get more information from JLR in the United Kingdom, which appeared to indicate this change in an overnight global release.

If that decision is valid, it’s not clear how much longer this market will be served by the D200 and D240 units that contain in all the launch derivatives.

What is known is that a six-cylinder diesel engine will be introduced in March of 2021. The national franchise already knew that this powerplant would arrive in top line D300 format. It’s the news, broken last night, of less powerful D200 and D250 variants of this unit that has come out of left field. Supposedly, these usurp the D200 four and D240.

Kenchington says there was no indication, when the car hit the market in July, that the four-cylinder option was set to disappear. As of today, he’s still not sure it will. Certainly, the reports have come as a complete surprise.

“It’s a real bombshell. I’m scratching my head on it to be honest. We actually haven’t had any formal notification that the four-cylinders are off the table for us.”

He thinks it all comes back to JLR’s focus on economies of scale and achieving less complexity. 

Defender has been selling brilliantly since release – demand is actually ahead of expectation and the likelihood is at least 350 units being ordered by next March, the end of the local arm’s financial year and just nine months away, when 300 were forecast for the entire calendar year.

He doesn’t think knowledge now that an under-bonnet change is going to diminish enthusiasm for the current engines. 

“If anything, it could be quite the contrary.”

Meantime, the idea of taking a PHEV alongside the current sole petrol choice, a 298kW three-litre six-cylinder (P400) that has 48-volt mild hybrid electrification.

As expected, the drivetrain is from the Range Rover Sport PHEV – so a 2.0-litre turbocharged petrol engine mated to an electric motor and a lithium-ion battery. The combined output of the two systems is 296kW and 650Nm, enough to help the Defender crack the 0-100kmh sprint in 5.6 seconds. It can also tow a trailer up to 3000kg in weight.

It can cover up to 44km on pure-electric power alone and, as electric drive is sent to all four wheels, there’s opportunity for zero-emission off-road driving.

The optimal fuel burn average - under the WLTP testing regime - is just 3.3L/100km, which is the same level as claimed for Toyota’s most efficient car, the Yaris Hybrid, while emitting just 74g/km of CO2. Topping up the battery using a 50kW fast charger, meanwhile, takes just 30 minutes for an 80 percent charge, or two hours using a 7.4kW wallbox home charger.

The diesel drive unwraps in an interesting manner. That the entry six-cylinder will continue with D200 badging might confuse, but has a logic, as it creates identical power as is generated by the current 2.0-litre, 147kW – even though torque lifts, from 430Nm to 500Nm. 

Retiring the D240 designation for D250 is logical, too, as it has 184kW, a 7kW lift, and a than the D240 delivers. Torque climbs to 570Nm.

The top state of tune from the six-cylinder in its flagship D300 tune, meantime, is 221kW and 650Nm. 

The big plus for the six-cylinder is enhanced efficiency, but more in terms of emissions - thanks to 48-volt mild hybrid tech, the D200 and D250 emit 250 g/km.

The story is different in respect to economy. Whereas the four-cylinders’ achieve optimals of 7.6 litres per 100km and 7.7L/100km, the D200 and D250 both average 8.7L/100km. The sixes are sharper in the sprint, though, with ability to hit 100kmh in 10.2 seconds (D200), 8.3s (D250), and 6.7s for the D300.

The new diesels also introduce Intelligent All-Wheel Drive to the Land Rover family: this allows up to 100 percent of engine torque to be diverted to either the front or rear axle if required.

Those engines avail in the current 110 and the incoming shorter 90 body styles, whereas the P400e is available only in the 110 wheelbase, with five or six-seat layouts. The PHEVs also come standard with air suspension and 20-inch alloy wheels.

In some markets, Land Rover has also introduced a new X-Dynamic trim that features a satin black finish for the front and rear bash plates, grille bars, recovery loops and alloy wheels. They also take illuminated tread plates and seats finished in hard-wearing Robustek fabric.

Land Rover has also released more detail on its commercial Defenders, named Hard Top, which maintain only the front seats and convert the remaining cabin space as a fully flat load floor and have a load area partition.

Goodbye Legacy – a past great’s run is ending

A Subaru staple since 1989 departs from the showroom in a matter of months and there’s no talk of a direct replacement.

ONCE the brand’s breadwinner, long an icon but latterly able to pick up just a few crumbs … the car that once drove Subaru’s fortunes in the showroom and in sport has been axed.

Subaru New Zealand has announced it is losing the Legacy, it’s longest-lived nameplate, with last orders effectively being taken from now on, though supply will not exhaust until early next year.

The medium-sized model, which has represented as a sedan since day one but also sold as a wagon until several years ago when pulled in favour of the Levorg, has put in more than 30 years service.

At its height, it was Subaru NZ’s top seller and even managed to be the country’s most popular sedan in respect to sales volume – though that claim relied on recognition of its high popularity as a used import.

However, those glory days were long ago – as the swing toward sports utilities and crossovers intensified, the Legacy has slowly but steadily fallen back into a supporting role, and by the end was barely earning its keep.

Ironically, the car within the Subaru family that has most eroded Legacy’s stature is one that started out as as derivative – that, of course, is the Outback, still easily recognised as being effectively a Legacy wagon on stilts as it shares a common platform, the same engines and styling direction 

While Subaru here has acknowledged that last year was lean – with just 64 registrations coming Legacy’s way  – it has failed to mention in a release confirming the car’s demise that this year is shaping to way worse.

According to registrations data accrued by Government, just two examples have found homes since January 1.

The Levorg wagon, spun off the Impreza family but with WRX genes as well, that was supposed to fill the Legacy wagon’s shoe has done little better; today Subaru basically sells entirely on its SUV strength: Forester is strongest, then Outback then XV.

It is possible Subaru NZ did not make this call about the timing of the car’s demise directly; it’s probable, in fact, that our neighbour having made the same call last week effectively killed the car in our market.

However, it was going to disappear by 2022 anyway, as Subaru Japan intended to end production of the current generation car next year. It has not indicated if a replacement model is likely.

Australia has had better sales with its model, called the Liberty (because Legacy is the name of its returned serves’ association) but still decided it was too marginal to continue with.

In supplied comment, Subaru NZ boss Wallis Dumper has indicated a model line Kiwis have known since 1989 is set for a fond farewell.

He reminded that the car landed with a big job to undertake - replacing the old but much-loved Leone.

New Zealanders were quick to embrace the Legacy however, and its popularity soared, especially as a used import in the 1990s, Dumper said.

That created an intriguing situation: “Whilst the Toyota Corolla was top of the new car sales overall, Legacy was New Zealand’s number one selling used vehicle thanks to the massive imports ratio.”

For the Auckland-based distributor, that used import swing was not a threat but an opportunity.

“We knew people loved the brand and the car,” Dumper said.

“Legacy developed a bulletproof reputation, so it was a natural progression to guide customers from a used Legacy to a new Subaru, as time went on.”

Legacy’s fame ignited with Scottish driving legend Colin McRae at the wheel when he scored the Subaru team’s first-ever World Rally Championship round win here at the Rally of New Zealand in 1993.

“Whilst most Kiwis probably associate Subaru’s historic WRX model as being synonymous with winning rally championships, the reality is that Colin’s success in the Legacy then inspired Subaru to enter the WRX and become world champions three-times over in 1995, 2001, and 2003,” Mr Dumper says.

New Zealanders also did their bit to elevate the model’s ststus through rallying success.

“Legacy also starred on a national level in the New Zealand Rally Championship, with legends like the late Possum Bourne and multiple championship winner Joe McAndrew scoring their victories in this Subaru model,” Mr Dumper adds.

Legacy wasn’t just a success on gravel, and it has racked up a long list of awards, though it evaded the top prize – the national car of the year award, as determined by the New Zealand Motoring Writers’ Guild annually since 1989. Subaru finally got its name on that board with the latest Forester.

However, the various magazine prized it did achieve were enough to distinguished Legacy from the medium market pack, Sumper says.

Nonetheless, even though the car stood out because of its all-wheel-drive, it could not stave off the SUV trend. That 64 sold new here last year, compared to Outback’s sales of 1322 in the same period, said so much.

Over the generations, around 4000 New Zealand-new Legacys have been sold to Kiwi drivers.

Mr Dumper says: “No one can take away the credibility Legacy built for itself. Stable and sure-footed on the worst back country roads that New Zealand could throw at it and safe and reassuring on the wettest, slipperiest city intersection - Legacy has created its own legacy.”

“Subaru’s ‘Confidence in Motion’ catch phrase arose primarily from everyday Legacy drivers’ feedback to Japan’s engineers when they visited New Zealand in the early 2000s to learn why the brand was so readily accepted in Aotearoa.”

Dumper is hoping customers who still prefer a sedan will consider the current Impreza or even the WRX – though that car is but a short-term option, as it is also for the chop next year.

Meantime, a new Outback is also coming in 2021.

Sandero next ‘Romanian Renault’ for NZ?

The cut-price specialist that has just put Renault in the budget zone has just announced another baby.

The Sandero is a smaller sister ship to the Duster that has just introduced here as a Renault. What chance of also seeing it here?

MIGHT another model just announced by Renault’s budget brand could conceivably be in line for New Zealand introduction, also with a change of identity?

If chosen for adoption in our market, the new Dacia Sandero would – like a larger sister ship just trying out our terrain now – surely come here with French identification.

This potential arises with today’s announcement in Europe of the new generation Sandero, similarly styled but based on a smaller underpinning than the Duster that has just gone on sale here and historically an even cheaper car.

The Duster and Sandero are the biggest volume models built by Dacia, which began life as a Romania’s sole car brand and still makes all its cars in that country, though it has long been subsumed into the Renault empire, in the same manner that Skoda was pulled into Volkswagen.

Since essentially taking French citizenship, Dacia has specialised as a make that pitches Renault design and engineering to a more budget-minded audience than the owner can easily aim itself at.

That advantage has been used to unique degree by Renault New Zealand, which is among a handful of distributors allowed to do something that cannot happen in Europe – namely, to sell the Dacia cars as Renaults. 

Dacia also provisions the logan, a compact sedan (the silver car here). It’d likely be a hard sell in our crossover-fixated market.

Might that risk ruffling feathers with purists – or Dacia fans (assuming these existed in NZ, as the make has never been seen here under its own identity)? It doesn’t seem so.

A special launch price announced two weeks ago of $27,990 has immediately sparked interest in the 1.6-litre front-drive car, Renault New Zealand general manager Sam Waller says.

The launch strategy puts the model directly in competition with another like-sized and similarly-configured Korean model that also immediately found favour from releasing here under the same kind of special price launch strategy: Kia’s Seltos. 

 Duster compares well with the Kia, which still has a waiting list. The four-cylinder petrol engine makes 84kW of power and 156Nm of torque, delivers economy of 6.6 litres per 100km. The car has a modest towing capacity, just 1400kg, but loads up on good spec, with features including a 360-degree camera, blind-spot monitoring, and a 7-inch touchscreen with Apple CarPlay and Android Auto.

Duster’s availability and positioning in the sub-$30k zone has emboldened the distributor to appoint six additional dealers and push to raise the profile of a brand that, for years, has been barely noticed here and has survived mainly through support for its specialist RS performance products, plus a small fanbase for the Koleos sports utllity.

The Duster seems destined to establish a good following in the sub-$30k sector.

Conceivably, the Sandero would also strike a sweet spot. Dacia has so far only released images of the new-all model, these arriving overnight. It has said the car will go on sale early next year, starting in Europe, and promises to announced technical details in the immediate future.

Dacia says it will promising improved levels of equipment, while retaining trademark standards of simplicity and reliability.

This is the third generation of Sandero and the styling represents as an evolution of the outgoing model’s, with the same simple lines and high roofline. Roof rails, black plastic body cladding and a slightly raised ride-height are part of the persona, but restricted to a particular variant, the Stepway.

Observers say the proportions appear more stretched, with raises conjecture that it has gone onto the CMF-B underpinnings as the latest Clio and Nissan Juke.

Engines are likely to be a bunch of entry units design for Clio; petrol options could well include a 53kW naturally aspirated 1.0-litre three-cylinder petrol up to a 95kW turbocharged 1.3-litre four-cylinder petrol unit.

International speculation is that an upgraded platform would also mean the model is in line for a decent technology boost, though Clio's infotainment system and digital instrument cluster might be too expensive for the Sandero's notoriously low price-point.

Dacia has also started to dish out information about a compact sedan, the Logan. The silver car seen in one of today’s images. That car seems unlikely to find a home in NZ, as it would enter a sector that is fast eroding to negligible status.

Electric 3008, new 5008 coming

Peugeot’s cementing its status in the SUV sector.

the 5008 is releasing as a larger option to the 3008, which has been Peugeot’s most popular model here and is also arriving early next year in updated form, including with a PHEV drivetrain.

GOING bigger in the strongest part of the new car market is the gameplan in 2021 for Peugeot in this market – in addition to adding an electric edge to its most popular model it’s also entering the large sports utility sector.

Announcement of the seven-seater 5008 medium-large soft roader joining the local lineup, conceivably as a Skoda Kodiaq rival, follows confirmation that an update to the mid-sized and similarly styled 3008 five-seat crossover will span into another new area – electric driving.

The plug-in hybrid version of the 3008 – whose full name is a mouthful, being ‘AWD Hybrid4 300 e-Eat8’ - will stand as the first battery-compelled Peugeot sold here.

The electric-assisted 3008 will likely introduce around the same time – so, early 2021 – as the 5008, whose two orthodox turbocharged four-cylinder engine options, a 1.6-litre petrol and a 2.0-litre diesel, might conceivably feature in other 3008 models.

No exact specifications or pricing has been announced for the cars. That won’t happen until closer to launch, says the brand rights’ holder, Auckland-based Auto Distributors New Zealand. 

Chief executive Chris Brown has expressed high confidence for both model lines, which despite being in different sectors as result of size difference are nonetheless closely related, being off a common platform and sharing the same drivetrains.

He views the 5008 as being “the perfect solution for families who desire unparalleled levels of comfort, style and refinement” while the 3008 should offer enough revised technology to maintain “as the most popular model in our line-up.”

The PHEV model augments the current edition’s 1.6 petrol with an electric motor and battery to produce a total output of 224kW and 520Nm. The electric drive configures to the rear wheels, so as to create a four-wheel-drive effect for a car that formats in front-drive in other editions. 

The driving range on electric-only power is almost 60km, according to testing on the independent WLTP cycle.

The 3008 also presents with a 2.0-litre diesel and a 1.6-litre petrol whose respective outputs of 133kW and 400Nm and 121kW/240Nm are as developed in current editions and also appear to be cited for the 5008 models, also with an eight-speed automatic. 

The refreshed 3008 is identified by a big update to the grille and LED lights and also delivers interior upgrades. 

The cabin takes a 12.3-inch digital drive display and also a larger 10-inch infotainment display system to refresh the i-Cockpit cabin theme. Expect new trim options and material finishes, too. 

The 5008 will intrigue as being very much a big brother in size and specification … and styling. From the back of the back of the driver’s door forwards it and the 3008 are effectively the same car. 

The model designation has never been represented previously, though it has been around for some years and used to apply to a large people mover.

Peugeot retired that car when MPVs fell out of fashion but re-issued the badge on identifying – as many others have – how large SUVs were being adopted in the same role.

New Tucson, updated Kona revealed

Two models that deliver decent sales for Hyundai here will arrive next year with big changes.

MEDIA effort to unofficially unveil the next generation Tucso, releasing in 2021, appears to have compelled Hyundai to release some images that give an idea of what we’re in for.

Two photographs that give away some aspect of the exterior – and reveal the lighting array it delivers – and an illustration that gives an idea of how the cabin will look, though without fine detailing, were sent out today.

They seem to be in response to media speculation that has elevated to some well-known sites running their own renderings, that have relied using recent spy photos of prototypes – and taking the stylised Vision T concept that the brand put on show last year – as pointers to how the production model will eventually appear in its street-ready stage.

The official images enforce what Hyundai has made clear: That the next Tucson is a fresh start from the 2015-born current car that will debut an edgy new style, based on the brand’s latest design theme, which it calls ‘Parametric Dynamics.’ This direction also ties to another new catchphrase starting to weave into marketing materials - 'Sensuous Sportiness'.

Overseas’ commentators have reacted strongly to the idea of a Tucson with the new signatures of sharp creases and folds slicing through the body, plus large boxy guards and arches. The grille design, dubbed ‘parametric-jewel pattern', and those LED-lit front lamps are a big statement; so too the forked taillamp design and the (also LED-lit) light band across the tailgate.

Lots more has yet to be announced, of course. The drivetrain selection is still under wraps, but is expected to debut a plug-in hybrid working, as per the concept’s, as one of the options. An international media event - all online, of course, thanks to Covid - could well unwrap more information.

However, Hyundai NZ has already said it expects to see the car in early 2021. 

“Tucson is Hyundai New Zealand’s top selling model, so needless to say we’re excited about the arrival of the all-new model,” says general manager Andy Sinclair.

This is the second tranche of Hyundai SUV news this week, following the release of detail about the redesign coming for the smaller Kona, with the most obvious change being a fresh nose, though behind this will be found revised engines. The updated models also take upgraded technology. They are set to arrive in the first quarter of 2021.

News of a sporty N line trim leve, presented here by the orange car, will also likely enthuse, though nothing yet about the full-out N performance edition that has been spied undergoing testing, notably at Germany’s Nurburgring where Hyundai’s performance division has a base.

Hyundai NZ says full details of its model line up and specification will not be announced until closer to launch, however Sinclair is in optimistic mood.

“Kona has proved to be a popular model … since we launched it in 2017. We’re excited by the enhancements … and are confident its popularity will continue to grow along with the addition of the N Line.“ 

So, what’s coming? In standard trim - represented by the blue car - the facelifted Kona gets a new wider front grille with a larger lower air intake, slimmer headlights and LED daytime running lights, plus a restyled front bumper with contrasting silver bodywork trim.

The rear features minor changes limited to a redesigned bumper and tweaked lights. New 17- and 18-inch alloy wheel designs also feature.

The N Line trim adds a sportier looking front bumper with wider front fins and a deeper front spoiler with black contrasting trim. It also gets three small air intakes on the nose, colour-matched bodywork cladding, 18-inch alloy wheels, a rear spoiler, and a restyled rear bumper with a diffuser and twin-exhaust pipes.

The interior has undergone minor changes, with the addition of ambient interior lighting, a restyled centre console that houses the electronic handbrake switch, and aluminium trim on the air vents and speaker grilles. Heated rear seats are on the international options list, and rear passengers get a USB charging port.

The N Line model gets aluminum pedals and red contrasting trim on the seats, gearstick, steering wheel and air vents.

A new 10.25-inch digital instrument cluster arrives, probably just for the high-end editions. The standard infotainment touchscreen is now eight-inches in size, and features wireless Apple CarPlay and Android Auto. A largest touchscreen features live parking assistance, and is capable of supporting multiple Bluetooth connections via a split-screen function.

Updated safety technology includes the addition of Leading Vehicle Departure Alert, which alerts the driver if the vehicle in front begins to move without the driver responding. A new Lane Following Assist function has also been added, which automatically keeps the car in the centre of the lane while driving. The car’s smart cruise control has been updated to full stop and go functionality, and the blind spot assistance now features collision avoidance.

No details have been shared about the drivetrains.

August return ok, but market sliding away

No prizes for guessing the top sellers in August.

TOYOTA’S RAV4 cleaned out the opposition in new passenger vehicle sales during August, selling at more than double the rate of anything else.

And the Ford Ranger ute almost achieved the same in the commercial market, taking a massive 27 per cent market share.

But overall, new vehicle registrations in August were once again adversely affected by the Covid-19 restrictions, especially the alert level 3 in Auckland, reports the Motor Industry Association.

August registrations came in at 15.8 percent below August last year, with 10,610 new vehicles registered, which was down 1997 units on the same month in 2019.

“Year to date the market is down 23.6 percent in a year that remains heavily affected by the Covid-19 pandemic,” said MIA chief executive David Crawford.

The shining lights among the depressed level of sales were the Ranger and RAV4.

Ranger achieved 964 registrations, way ahead of the Toyota Hilux whose 524 registrations were no doubt affected by the fact the current model was in runout prior to launch of a new model this month.

The massive success of Ranger allowed Ford to retain the market lead in the commercial sector with a 30 per cent share, followed by Toyota on 19 per cent and Mitsubishi on 11 per cent.

The RAV4, with its hybrid models at the forefront, achieved 638 registrations to dominate the passenger and SUV segment – in second place was the Kia Sportage with 313 sales, followed by its smaller brother the Seltos with 243 registrations.

No surprises then that Toyota was market leader for passenger and SUV registrations with a 19 per cent share, followed by Kia on 10 per cent and Suzuki on 8 per cent.

Overall the top segments for August were once again dominated by SUVs. Top spot went to medium SUVs with a 22 per cent share, followed by 4x4 utes with 18 per cent, and then compact SUVs also with 18 per cent.

Top 15 most popular vehicles in August

Ford Ranger                  964 sales
Toyota RAV4                638
Toyota Hilux                 524
Mitsubishi Triton          376
Kia Sportage                 313
Kia Seltos                     243
Suzuki Swift                 220
Toyota C-HR                 200
Mazda BT-50                199
Mazda CX-5                  197
Toyota Corolla              194
Holden Colorado          193
Hyundai Tucson            188
Toyota Yaris                 183
Mitsubishi Outlander   159  

Into the hot zone

The GR Yaris has been priced to compete with some serious performance hatches.

TALK about landing in a whole heap of trouble … but potentially in good way. 

Toyota New Zealand making public that its first hotshot hatch in ages, the Yaris GR, will start out as a $54,990 buy cements earlier signal from the Palmerston North-based marque that it plans to be a massive disrupter in this sector.

Effectively, the price puts the mighty midge bang in the middle of the action; it’ll square up against some tasty, established and well-credentialed rivals with similar performance, if not exactly alike for technical presentation, dimension or even door count. 

Today’s story lists cars surely set to be considered competitors for the Gazoo Racing-prepped giant-killer. But first, a quick rundown on Toyota’s pint-sized pugilist.

GR Yaris.

THE second model is Toyota’s GR stable could well also be the smallest in that performance car sub-genre, but promises to be a heck of a firecracker nonetheless – and, despite being set to be in short supply to start with, ultimately surely has potential to make a bigger bang than the first model to bring Gazoo’s talent into NZ showrooms, the Supra.

Powered by a new 1.6-litre three-cylinder turbocharged engine developing 200kW of power and 360Nm of torque, for 0-100kmh in 5.5 seconds, it’s the only new Yaris variant with a three-door body design, a manual transmission (six-speed) and GR specific aero adornments, suspension, drivetrain and braking hardware. 

Two ideals drive this 1280kg car. It’s another Toyota out to reset public perception about the brand; Japan HQ, under its new leadership, has realised reliability’ only works so well as a sales tool. It now needs to re-install the fun element as well. This promises to have an extra-large personality. Yes, being a Yaris makes it smaller than every other hot hatch in this sphere, but assuredly it should go so big in other ways to offset thinking about tighter size being a drawback.

One big draw is that it comes with a motorsport background. The car obviously presents opportunity establish a link with Toyota’s rising dominance of the World Rally Championship with the Yaris. In this respect, the GR is more than just about street image and reflected glories from the current WRC weapon. It is actually the basis of the present type’s replacement, being an official homologation model for the one that’ll start competing from next year.

Indeed, as rally-keen colleague and MotoringNZ contributor Colin Smith has noted, the GT road car will arrive with all the attributes required for owners looking to compete successfully in local rally competitions. Anyway, this explains the lowered roofline, widened track, trick suspension, very clever all-wheel-drive, huge brakes and advanced aerodynamics.

Keen to buy in? You might already be too late for the initial consignment. Yaris GR is basically hand-built in Japan, ‘takumi’ (basically, artisan assemblers) working on on a special line in the Motomachi factory, and is in high demand in every country it will be offered to. New Zealand was originally promised just five examples for 2020, but after receiving orders for four times that many, has been able to wangle a larger consignment. Assuredly, though, it’ll be fewer cars than it can sell and that situation is unlikely to clear up until next year.

So, anyway, what else is in the running at or around this money?

Ford Focus ST

LAST week’s test reminded that New Zealand’s association with fast Focuses/Focii has been a wild ride through history. It also reminded that everything became all the more exciting when Ford doubled the mix; keeping a front-drive firework – with ST badging - but also offering a more honed higher-tier RS that, by adding in the ingredients of four-wheel-drive, tricky differentials and even more explosive power really shook things up. 

In pure ingredient, the latter would be more a foil for the GR, but that’s semantics now, because only the ST has made into production this time. It lacks the skills and sheer wallop to stand as an RS replacement, but still comes across as a great plaything. That 206kW and 420Nm 2.3-litre has heaps of character and the new automated manual will broaden its appeal.

Still, as much as last week’s test cited it as the best ST yet, overall conclusion was the car could be better: The slightly cheap ambience for the money is a pity and while the transmission’s operability is fine, presentation is not brilliant, with the sports modes being more complex than they need to be.

Hyundai i30 N

You know how Hyundai cooked up the N: Created an i30 hatch as a VW Golf GTi competitor, poaching Albert Biermann, then head of BMW’s M Division,  and his crew to ensure the job was done right.

It was all so worthwhile. Hyundai’s hottie is a fantastic car that’s also the only one here to be exact-priced against the GR.

You’re probably also aware there’s now also an Nth degree N in the $4000-dearer Fastback; every bit as ferociously fast and feral, yet more finessed and, of course, more functional in delivering as a five-door hatch whereas the still available original is a three-door.

Both are awesome. With 202kW and 353Nm, Hyundai’s 2.0-litre isn’t the most fiery offer in this sector, but it has brilliant flexibility and it is fun.

 Yet there are drawbacks are clearly containing consumer excitement, unfortunately. It’s stuck in the same niche that might yet bog down the Yaris in being manual only but also suffers perhaps for a lack of visual excitement. Hyundai also runs in the WRC, of course, and yet as much as this car could leverage off the brilliant results from the i20 WRC – plus, of course, the Hayden Paddon association – fact is, it doesn’t. Indeed, Hyundai NZ really doesn’t do much to remind that it has this marvellous model in its ranks.

Honda Civic Type R

 Again, slightly more expensive that the Toyota, with the standard model sitting just $10 under $60k and this year’s Mugen-enhanced (if only in bodykit) version another $5000 above that, the Civic probably still rates as as contender simply because it’s also a Japanese berserker whose extreme character isn’t just expressed by its grunt but also the packaging. The whole look is an outrageous origami that really polarises.

Honda isn’t kidding in calling it a car kitted to meet the thrill of driving. But wow, there are no half measures here. The car has a ton of go, no argument, and the 228kW/400Nm 2.0-litre’s effervescence is enthralling, but among everything here today, it’s the one that asks most of its driver in order to entertain. You’ve really got to stir that manual six-speed to make it work. Get into the zone and it is stunning … but it’s almost too race car for its own good: The ride is very rigid and even the seat design is unremitting.

Renault Megane RS

A shift from three to five-doors and three pedals to two might have stunned some fans, but overall it’s been a sensible shock. A more family-friendly shape, a more convenient transmission with the six-speed EDC, even if this dual-clutch tranny isn’t quite as good as the Volkswagen direct-shift gearbox whose consumer favouritism compelled Renault to follow suit. When the EDC car came on test, there was still a manual on offer, for $3k less than the $62,990 sticker attached to the press model.

The sheer Frenchness of the recipe will cause some to hold back and, as much as the new body shape offers greater convenience, it just doesn’t look as chic as the previous edition. What it has in common with the Yaris is a rarity factor. Few are sold, so if you see one, it commands attention. 

Subaru WRX Saigo

Just announced today, it’s the final version of the current WRX (Saigo is Japanese for ‘last’).

Subariu NZ is trying to rev up enthusiasm  by calling it “an exceptionally limited, limited-edition collector’s car” however, really, that’s sounds a bit tenuous, regardless just 18 are heading this way.

Why? Well, for one, ‘last’ doesn’t mean last of the kind … it’s more accurate to call it the final special edition. Subaru NZ has acknowledged the ‘regular’ WRX is actually going to be available here until well into next year.

Also, it’s really just a dress-up; no additional performance is promised, which is a bit of a shame. Everything additional is for show rather than go and of these the best bits – 18 inch STI wheels and red Brembo brakes – are restricted to the manual version, otherwise the additions of value amount to a Harmon Kardon stereo and Recaro seats. Nice to have, and the body trim enhancements are nicely done, but as a collector’s item, it’s not exactly at 22B level, right?

On top of this, the current generation WRX arguably hasn’t been one the true greats anyway; though in fairness no modern WRX has really felt as resolved as those produced in the era of WRC involvement. The car has become better for road driving since it hung up its helmet, no argument, and the all-wheel-drive ingredient is a cool vibe, it’s also lacked a certain edginess, particularly when the Lineartronic CVT is optioned over the six-speed manual. It nowadays struggles on stonk (197kW and 350Nm) plus it’s starting to date in look. Still, at $55,990 in this new trim it’s in the zone.

Volkswagen Golf GTI

Also in its final year of production, with a replacement already on the road in Europe and destined for introduction here in 2021, the GTI nonetheless rates consideration simply because it has been the car that has set the standard in this scene for so long.

VW NZ is keeping the type on the boil with an exciting final blow-out TCR edition (above) that primarily attracts through having extra 44kW additional power over standard plus 235/35 rubber on 19 inch rims and an enhanced trim level, but realistically at $65,990 it’s less likely to be considered a GR competitor than the standard GTI, which starts at $56,990 and, though ‘only’ making 169kW, has the same 350Nm torque as the race-inspired special and, based on all past experience, will be just as much fun on a challenging road.

Sure, we’re talking front-drive, of course, but the chassis is sweet and that six-speed DSG is the box all others tend to be measured against. Though it’s not really playing the same game as the GR, fact is that established cred alone makes a GTI hard to turn down.

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.