Subaru NZ will leave BRZ to TNZ

The new BRZ will be here … but not as a Subaru

 IF you like the look of Subaru’s second-generation BRZ coupe … then buying it brand-new as a Toyota is your only choice. 

In the wake of an unveiling in the United States that curtails conjecture about the engine the co-developed cars will share – it’s NOT a turbo – Subaru New Zealand has said it has no place for the new BRZ in its product planning.

Maybe you’re thinking that’s because the current edition only enjoyed a short life here in New Zealand; being bullied out after a year on sale by hard-arse Toyota New Zealand marketing techniques to promote its own doppelganger, presently known as the GT86, destined to be called GR86?

Not really.

Subaru NZ boss Wallis Dumper says the crux of the matter is that a rear-drive coupe doesn’t fit in with a national focus on being an all-wheel-drive specialist.

“It’s not all-wheel-drive so we won’t be letting it impact on our production allocation,” Dumper explained.

So, the next new Subaru here will be the 2021 Outback, already on sale in America, that will arrive with an engine BRZ/86 fans might have well imagined was coming to the sporty coupe: A turbocharged 2.4-petrol.

Assuming the Outback’s engine could even install in the new BRZ, and would be tuned as it will be for the SUV, then the BRZ would have delivered with 193kW power and 375Nm torque rather than the 170kW and 249Nm it apparently will get from its naturally-aspirated 2.4.

As is, the new engine is generating 11 percent more power and 15 percent more torque than the current generation car’s 2.0-litre. It also continues to run through six-speed transmissions, the auto now having a Sport function, and sending out the oomph through the rear wheels, with the vehicle stability control system offering five settings now to alter the degree of skid-tastic fun. 

Macpherson strut front suspension and double-wishbone rear suspension also carries over and even though the chassis is thought to be an improved version of the current cars, the two generations are only identical in width. The next-generation is 25mm longer, 13mm lower and 6mm longer in wheelbase.

The car is stiffer and has become more responsive through a 60 percent increase in front axle rigidity and an overall rigidity boost of 50 percent. The centre of gravity is lower than before and a “near perfect weight distribution” is claimed. The BRZ weighs 1315kg in manual form, aided by an aluminium roof, bumpers and bonnet.

 The look of the new model suggests Toyota has taken leadership with the styling; the overall look clearly builds on the current design story but is more in tune with current Toyota themes, including some of the boldness shown on the new GR Yaris.

And, yes, that’s the family the 86 is to enter. The Gazoo Racing performance clan created by Toyota is the right home for a car that will join that Yaris and, of course, the Supra. So, it’s going to be GR86.

 Gazoo’s influence seems to show on the BRZ featuring in brand-supplied photographs, with one website figuring the 18-inch rims are identical in design to those fitted to the GR Yaris.

LDV eDeliver 3: A $50,000 electric delivery van (if GST is ignored)

We drive LDV’s new battery-dedicated van, which offers huge potential.

CHINESE brand LDV is to launch a new purpose-built electric van in New Zealand with potential to transform the urban commercial delivery market.

The vehicle is the eDeliver 3, here in the first quarter of 2021. It’s a futuristic-looking van that will be offered in short- and long-wheelbase forms, with a choice of two battery packs, payloads of up to 1020kg … and the cheapest option will achieve the distributor’s sub-$50,000 target, but just $10. And only with goods and services tax excluded.

Add in the tax and the $49,990 ‘sticker’ ratchets up a further $7500. (The GST-excluded figure applies if a vehicle is bought for legitimate commercial use; a buyer can then often reclaim the GST).

One example is in New Zealand for evaluation by LDV importer Great Lake Motor Distributors. It’s a built to United Kingdom market specification, so is badged Maxus, the new name for LDV product in Europe, and has the larger of the two powertrains. That version costs $62,490 with the tax included.

“I can just see the eDeliver 3 zipping around Auckland,” beamed GLMD managing director Rick Cooper at the media event. “I see a very rosy future for this van.”

When MotoringNZ drove the van, pricing discussions with China’s SAIC Motor were still under way. However, Cooper seemed intent on dropping hints; he referred, for instance, to the $48,990 pricing of the recently-arrived MG ZS EV, also a SAIC product (but with another distributor).

GLMD has already dipped its toe in the commercial EV water with the larger EV80 van, which entered the market in 2018 with an $80,000 pricetag. It’s done okay; so far 51 have been sold.

But the eDeliver 3 has obvious potential to do much better. It will be first completely purpose-built electric van to enter the Kiwi new vehicle market. Designed from the ground up for electric power only, it uses a combination of alloy, high-strength steel and composite materials to keep weight down.

Experts say at least 140kg has been shaved off the weight via the use of these lightweight materials – and a classic illustration of that is the van’s bonnet, which is made of composite material and can be easily lifted unclipped and lifted off the vehicle to gain access to the electric motor.

When the eDeliver 3 does arrive, it will be available in short-wheelbase and long-wheelbase forms, and with a choice of 35kWh and the 52.5 kWh battery pack that is in the trial example. Range is up to 280km with the smaller pack and 400km with the larger.

The high power, low energy electric motor offers maximum power of 90 kilowatts, while peak torque is 255 Newton metres. This gives acceleration times to 100kmh of as low as 11 seconds.

A feature of the vehicle is that it provides DC and AC dual charging. In the DC mode the battery pack can be charged to 80 percent in just 45 minutes and on to 100 percent in 80 minutes. In the AC mode the charging time to 100 percent will be six to eight hours.

The short-wheelbase model will offer 4.8 cubic metres of load space, and up to 905kg payload depending on the size of the battery pack. The long-wheelbase version will have 6.3 cubic metres of cargo room, with up to 1029 payload if the fitted with the smaller battery pack.

That, said the GLMD people, will be a major selling point for the eDeliver 3 in a commercial delivery van environment in which cargo capacity is king.

Driving this new van is a fascinating experience – and that’s right from the beginning, when you discover that there’s no push-button start; instead the driver must turn an ignition key in the traditional way, and with the transmission in neutral.

From then it’s a matter of turning a rotary selector into D and heading off in an almost silent way. In typical electric vehicle style there’s instant torque, and there are two battery regeneration settings to help pick up charge when decelerating and braking – one is quite gentle and the other is more pronounced.

The eDeliver 3 immdiately impresses as an easy drive, with the frontal area separated from the load space in the interests of less noise and better crash safety, and the load area accessed by a sliding door on the left side and wide-opening rear doors.

The electric news doesn’t stop there.

GLMD also confirmed that when the eDeliver 3 does arrive in New Zealand, it is likely to be followed soon after by a second new electric van.

It will be the larger eDeliver 9, which will be based on the existing EV80 platform and boast a payload of up to 1400kg. Its battery pack is likely to be a larger 73 kWh version, which will give it a range of up to 270km. The van is expected during the second quarter of 2021. There has been no indication of pricing.

# This story was updated and altered on November 22, with the determined pricing included. Additional reporting by Richard Bosselman.

BT-50, D-Max okay for now as factory closes

Supply of the sister utes is considered strong enough to last the expected period when production of both is suspended, due to coronavirus.

MAZDA BT-50 is about to release here, following in tyre tracks of its Isuzu D-Max sister ship, which launched here in October.

 DISTRIBUTORS for the Isuzu D-Max and its Mazda BT-50 sister ship are confident they have enough stock here and en route to establish the utes in the market while the factory in Thailand making both is closed, potentially for at least three months.

However, the national sales operations for each brand have stopped short of commenting about the potential of supply of the technically-aligned models yet being affected at some juncture. 

All that is known for sure about the shutdown is that it has been caused by a third-party supplier being unable to get a vital component to Isuzu, which makes both vehicles, and that this will likely keep the plant closed until February, though that timeline is tentative.

Mazda New Zealand was today awaiting further information from head office in Japan.

At the moment, it has not been advised about whether the BT-50 is even directly impacted. It is on standby for any updates and says, for now, it’s business as usual.

Meantime, Isuzu Utes New Zealand has offered the following: “ Our understanding is there is a reduction in production due to the delay in component supply from Europe, and are therefore working with (the) factory to manage our future supply chain.” 

News of the situation comes as Mazda NZ is in the process of launching the BT-50 to dealers, with intent to publicly announce pricing and specifications when showing it to media on November 24.

A Mazda NZ spokesman expressed confidence today that even if there was to be an impact on New Zealand, it would not be felt immediately – or perhaps at all.

There is a big stockpile of vehicles in this country already because the model is of high priority “and we have forward ordered supply numbers accordingly.”

Isuzu Utes New Zealand, which released the D-Max in October, offered much the same thought.

“We have sufficient stock here in NZ with further arriving later this month, December and January,” said communications manager Kimberley Waters.

Isuzu Japan acknowledged the situation yesterday, saying had to ‘suspend’ assembly. Subsequent media reports say it stems back to a parts supplier in Europe being shut down due to Covid-19. Some outlets are suggesting the crucial item is an engine component from Germany.

The two utes were co-developed by Mazda and Isuzu and, though stylings and equipment levels appear to differ, they are identical in mechanical make-up; same 3.0-litre turbodiesel engine, same transmissions and a common platform.

Yet that doesn’t automatically mean Mazda is in the same pickle. Parts for the jointly-developed vehicles are sourced globally, so at this stage only the D-Max is absolutely known to be affected.

The D-Max line selected for New Zealand appears identical to that going to Australia, where Isuzu’s distributor has expectation of fall-out.

It has sent out statement regretting the vehicle’s production has been “temporarily put on hold” and explaining that this “unfortunate pause in vehicle production is related to one of our key component suppliers in Europe (producing unique components for our Australian-specification D-Max) has had to temporally close their manufacturing plant due to COVID-19.

“As a result we have had to suspend our D-MAX production in Thailand for up to three months, with a tentative recommencement of vehicle production of February 2021."

The models’ arrival and market impact in New Zealand is a big news story as the latest generation has been the first one-tonne utility to be accredited with a top-drawer five star safety score under a toughened test regime that independent scorer and national crash test agency, the Australasian New Car Assessment Programme, implemented in January. Other competitor utes with five star scores from ANCAP received these when the test was easier.

Battery-driven Transit confirmed for NZ residency

The electric Transit is confirmed for local sale. But what versions we will see and for how much is as yet unknown.

AVAILABILITY is confirmed, arrival date is two years away and, until price is narrowed down, fleet managers will be left pondering the total cost-effectiveness.

That in a snap is the situation in respect to the E-Transit, the wholly electric edition of Ford’s workhorse van, which the national distributor has confirmed for sale here, though not until some time in 2022.

Ford New Zealand’s confirmation of the model, on the same day of its global unveiling, reflects the distributor’s strong conviction that electric is the way forward for this class of vehicle, particularly when used for urban work.

The range? That’s interesting. American models are rated by the EPA for 202km of travel per charge (in low bodystyle variants), while European models are good for 350km of travel per charge according to the WLTP.

E-Transit’s drive modes are also tailored to its electric powertrain. A special Eco Mode aims to provide up to an 8-10 pe cent improvement in energy usage if it’s driven unladen with spirited acceleration or at highway speeds, according to Ford data. Eco Mode limits top speed, regulates acceleration and optimises climate control to help maximise the available driving range.

All models irrespective of market are powered by a 67kWh battery feeding a punchy 198kW/430Nm electric motor that drives the rear wheels.  

The big question mark is price. Ford NZ says that – along with the market’s specification – won’t be sorted for quite a while yet.  

Even so, the pricing structure already established for the Transit in its orthodox diesel format and plug-in hybrid format – plus market recognition that full-out electrics, due to their technology, unavoidably carry a premium - surely has to give an early warning about the lines’ probable placement.

As things stand, the wholly fossil fuel-reliant models span from $63,000 to almost $75k. The PHEV cargo van that is establishing now is a $89,990 ask. Conceivably, then, the cheapest fully electric model might be up around $100,000, so line-ball with the  Tourneo Titanium people mover that carries a $99,990 premium.

The PHEV and EV models will make for interesting comparison, on performance and per kilometre costing.

Ford is urging potential customers to consider that the E-Transit boasts maintenance costs that are 40 percent lower than its internal combustion cousins over an eight-year or 161,000km period. Which camp does the PHEV sit closer to? That’s not yet clear.

The plug-in uses a 92.9kW electric motor to power the front wheels, drawing on energy stored in its 13.6kWh lithium-ion battery pack.

This gives it around 50km of EV range before a 1.0-litre three-cylinder turbopetrol fires up as a generator to charge the battery pack, but when that happens the model has a range similar to that of the diesel, with around 500km overall. An average optimal fuel burn of 2.4L/100km on the combined cycle is claimed in the United Kingdom. 

The battery pack can be charged via the mains in 4.3 hours or by a Type-2 AC charger in 2.7 hours. The pack comes with an eight year/160,000km warranty.

The full electric’s range varies depending on version. The low-roofed editions have the best range, of 200km. It’s 189km for the medium-height roof version and 174km for the high-roof versions. That compare well with the E-Transit’s rivals including the Peugeot Partner Electric (170km), LDV EV80 (190km) and the Mercedes-Benz eVito (150km).

The E-Transit features AC and DC fast-charging. A full charge on DC using a 115kW fast charger will top the battery up from 15 percent to 80 percent in 34 minutes. The more common 50kW chargers will to that in 65 minutes. Stick it into a home power socket and it’s a 12-hour replenishment. 

In both the full EV and the PHEV, the battery is positioned under the floor. In the plug-in this reduces load capacity a little compared with the standard Transit, however. Suggestion from Ford is that this isn’t the case with the full electric.

The situation for the the maximum payload is not yet clear. The PHEV in its short roof, low wheelbase version has a 1723kg payload compared with the diesel version’s 1339kg.

Another appeal with the full electric is that it features Ford’s SYNC 4 that can connect to the internet to unlock software subscriptions that help fleets manage charging transactions, telematics services and more.

So who’s buying? It’s clearly less likely to be used on long haul than the traditional models, but that’s not the idea anyway. Ford says E-Transit ideal for urban environments, fixed drive routes and deliveries within geofenced zero-emission driving zones, without requiring fleet owners to pay for excess battery capacity they don’t need.

E-Transit is part of Ford’s more than $11.5 billion global investment in electrification through 2022. The all-new, all-electric Mustang Mach-E and the fully electric F‑150, which starts hitting North American dealers in mid-2022, are also part of this push.

Bamber and Hartley’s amazing hyper-racer – in your garage!

A car with a Kiwi motorsport connection is among a fleet of amazing design studies revealed by Porsche.

IMAGINE the sheer delicious madness of it – a road-legal version of the 330kmh-plus 919 Hybrid LMP1, the all-dominant force of recent international prototype sports car racing that Kiwis Brendon Hartley and Earl Bamber took to Le Mans victories and world endurance championship titles.

It could have happened.

The idea for a ‘919 Street’, the version of Porsche’s technology masterpiece you could have used every day is disclosed in a new book, ‘Porsche Unseen’, which reveals just that car as one of 15 radical concepts from 2005 to 2015 that never came to be.

A look in into the inner workings of a place normally completely off-limits to public scrutiny, the famous maker’s design studio – Style Porsche - in Weissach, Germany, also unwraps concept cars that were developed as a source of inspiration for the company’s designers.

As today’s images show, the ‘919 Street’ reached the same point as the other subjects of the book, a one-to-one clay scale model.

 The styling concept has the same dimensions and wheelbase as the racing car that debuted in 2014 then dominated the long-distance circuit racing scene for four years, claiming three consecutive world championships and three straight victories in the arduous Le Mans 24 Hours in France.

Conceivably it would have retained the racer’s radical V4 two-litre petrol engine and advanced hybrid drivetrains that took it to 330kmh in race trim but considerably faster still in the ultimate track lap record-beating ‘Evo’ trim, that Porsche created after the car retired from LMP1 at the end of 2017.

Unchanged mechanically to the racing model, but simply with aerodynamic refinements beyond those allowed for LMP1, the Evo often beat Formula One lap times.

Whanganui-born Bamber and two team-mates achieved the 919 Hybrid’s debut Le Mans victory, in 2015, and his pal from childhood and the NZ motorsport scene Hartley, from Palmerston North, was in a crew that snared victory in the car on the French circuit in 2017 (he then achieved his second Le Mans, this year with Toyota).

Bamber and Hartley also teamed to take the 2017 World Endurance Championship in the car, a second such time for Hartley, who’d also been in the crew that claimed the 2015 world title.

The 919 Street wasn’t the only concept fuelled by Porsche’s rich racing spirit; there were two others created under the ‘Living Legends’ mantle.

The 917 Living Legend (above) was crafted by designers in 2013 as a modern interpretation of the legendary race car that had the same numerical designation.

 This one was created to mark the brand returning to LMP1 with the 919, but was kept under wraps until spring 2019, when the maker released the first photos as a way to celebrate the 917 race car’s 50th anniversary.

 The concept proper was presented to the public for the first time in the ‘Colours of Speed’ exhibition at the Porsche Museum last year.

There’s also the 906 Living Legend study (above) from 2005. As the name suggests, the Porsche 906 street-legal racing car from 1966 served as inspiration for the proportions and body design of this vision of a super sports car. The red contrasting front bonnet and the layout of the headlights are in the style of the famous car that won the 1966 Targa Floria, a daunting road race in Sicily since discontinued on safety grounds, in the hands of privateers Willy Mairesse and Gerhard Muller.

 Another featured concept that was never to be that also has racing links is a battery-propelled passenger van.

The maker identifies that the inspiration for the Vision Renndienst, a family-friendly “space shuttle” rendered in 2018, was a far more utilitarian Volkswagen van, used as a support vehicle by the Porsche factory racing team decades ago.

Envisaged to carry up to six people, Porsche’s concept has streamlined surfaces, minimalist headlights, a sporty front fascia and a long sloping roof. Designers also installed five-spoke alloy wheels and a traditional Porsche rear end with a full-width light bar.

BMW iX here in 2021

BMW has revealed the iX, an electric sports utility to rival models Audi and Mercedes Benz already have on the road, and says it’ll be here in 2021.

MEMO to Audi and Mercedes – don’t get too cosy; BMW will by this time next year have a car to rival your premium EV zone products in style and sophistication and outgun on range. 

That’s the message from Munich’s local distributor today with the global unveiling of the iX, the much-anticipated long-awaited all electric sports utility that BMW has developed as a technological flagship.

The production version of the Vision iNext concept that was revealed back in 2018 is still a year away from rolling down the assembly line in Dingolfing, Germany, from the second half of 2021… yet intention is to fast-track this five-seater straight to this part of the world.

BMW New Zealand says it will have the car on sale in the second half of 2021 and while intending buyers have yet to be given any idea about local market cost and specifications, they can be assured the car which has been revealed internationally today is accurately representative of what will ultimately hit our roads.  

So, in a nutshell, an utterly futuristic model that accounts for similar road space as the BMW X5 (but has similar interior room as the next size-up X7) with very high specification and plush appointments in two levels of bodywork, a standard look and a sport enhancement with more rakish styling elements.  

What’s promised is a big step forward over the brand’s sole all-electric offering of the moment, the i3 – as well it should be, given the landmark city car is in its seventh year. 

In respect to the core elements of sustainability, connectivity, automated driving and design, it also reaches a lot further than the iX3 – the electrified X3 coming on sale in early 2021.

BMW hasn't finalised the figures that surround the iX's electric powertrain, but we are told that the car will be powered by two electric motors (with no rare earth elements), producing 'more than' 370kW, which comprehensively beats the 300kW EQC and e-tron 50 and 55 (respectively 230kW and 300kW).  

Apparently the iX will do 0-100kmh in under five seconds, but of greater importance is the efficiency and range between charges. BMW expects the car will average 21kWh per 100km on the WLTP cycle, resulting in a range of more than 600km from its 100kWh battery pack.

 Recharging times are also impressive … when the right hardware is in place. The iX3 can be DC fast-charged at up to 200kW, allowing 10-80 percent charging in under 40 minutes, or 120km range for 10 minutes of charge.

That mightn’t be quite that sharp on NZ’s national subscription infrastructure, which still heavily bases on 50kWh replenishment points, though change is occurring, with 150kWh chargers starting to proliferate and 300kWh devices planned for introduction next year. On a 11kW wallbox, the 0-100 percent charge takes nearly 11 hours.

The iX diverts from the previously announced brand plan to base future BMW electric models around the same platforms as the existing petrol, diesel and plug-in hybrid models. 

The car premiers a new aluminium space frame that supports an inner carbon cage fabricated from CFRP – for composite plastic and carbon-fibre-reinforced-plastic – covered with a body made out of a combination of aluminium and CFRP. The latter is a material BMW has become accustomed to working with as it features intensively in the i3 and now discontinued i8 plug-in hybrid sports car.

BMW says the architecture is highly compatible with the chassis used by the 3 Series through to the 8 Series, as well as the X3 through to the X7. In an interview with German media, high-ups hint key elements of its engineering will be used by other new BMW i sub-brand models in the future.

The Vision iNext’s styling influence is obvious. The large blanked-off grille, heavily chamfered wheel arches, largely unadorned flanks, frameless doors, fixed B-pillars, prominent rear hunches and a tapered glasshouse are straight from the design study. 

For the first time in a modern-day BMW model, the iX will feature a fixed clamshell style bonnet. 

“Without a traditional engine or frunk (front trunk), there is no need for customers to open the bonnet,” BMW design boss, Domagoj Dukec explained.

Full LED main beams are standard, though buyers will also be able to specify BMW’s Laser lights as an option. At the rear, the iX’s narrow tail lamps receive LED functionality as standard.

A series of aerodynamic developments, including the blanked-off grille, minimal air ducting within the front bumper, flat underbody panelling, integrated door handles with an electronic opening mechanism and the tapered glasshouse, contribute to a claimed drag coefficient of 0.25.

Kona update enhances range, styling

Two years on from initial launch, the Kona is being updated.

WHAT’S more important for an electric car – decent range or decent looks? 

From the detail Hyundai has given out in respect to the updates that are coming to its battery-compelled Kona next year, the answer to that, is ‘both.’ 

The big changes to a model set to land before June are that it looks sharper – albeit somewhat more Tesla-esque - thanks to a big styling makeover and, even though the battery pack capacity is unchanged at 64kWh, it will go further on a charge.

The driving range is now being listed at up to 484km (WLTP). Not a big improvement on the current model, which is claimed to achieve 449kms, but with battery drive, every extra ‘kay’ helps. The electric motor puts out mated to a 150kW/395Nm electric motor,

 The restyling isn’t as drastic as it might appear. Those slim, high-set daytime lights and lower driving lights were already in place, although the latter have grown bigger. What’s different is that the dimpled cladding that wrapped the lower nose panel has now been restyled and reprofiled.

Also looking smarter are the recharging times. The maker claims a battery at just 10 percent charge can be replenished to 80 percent in just 47 minutes when connected to a 100kW charger, and 64 minutes when connected to a 50kW charger.

The Kona upgrades its safety suite, to include active rear cross-traffic alert, blind-spot alert and collision avoidance, and leading vehicle departure alert. 

The rear seats are now heated and occupants there are provisioned with a set of USB ports for charge any devices. It also gets a 10.25-inch digital cluster behind the steering wheel for the driver. This complements the 10.25-inch infotainment screen.

A point to note. Although some markets will achieve this car with a smaller battery, Hyundai New Zealand is sticking with just the 64kWh version.

Updated Eclipse Cross here soon

A bigger boot is among interesting changes.

THE updated Mitsubishi Eclipse Cross medium crossover becomes available at the end of the month, the local distributor has announced.

The vehicle achieves fresh looks, a revised chassis, new suspension – with a new rear shock to improve handling characteristics - and some specification alterations.

One intriguing alteration affects boot space; a redesign has added 140mm length to the rear, meaning it now has a 405-litre boot. While the body is longer than before, the wheelbase remains the same (at 2670mm) with the additional space eked out of a reconfigured cabin.

The model’s exterior lines and details have also altered, to attune to the brand’s latest design language. 

A new alternating-pattern mesh grille design is featured up front, flanked by slender new LED daytime lamps that replace the larger headlights of the outgoing model – leaving the lower lighting assembly to act as driving lights. 

The car also gets a redesigned hatch and rear window for improved visibility, integrating with updated tail-lights.

The interior revision includes a new touchscreen that is compatible with Apple CarPlay and Android Auto and achieves additional driver assist technologies. Once again, there are two specification levels, XLS and VRX. 

Forward Collision Mitigation remains standard across the range, however blind spot warning, rear cross traffic alert and lane change assist – fundamental elements in most cars now – are introduced to the XLS. 

A 1.5-litre four-cylinder turbo petrol engine remains standard, with unchanged 110kW and 250Nm outputs, paired with a continuously variable automatic transmission.

However, Mitsubishi Motors New Zealand has confirmed it will deliver a plug-in hybrid next year.

This comprises a 2.4-litre non-turbo petrol four-cylinder mated to electric motors mounted on each axle; so, a similar – if not the same – drivetrain as that featuring in the next size up Outlander PHEV, which is also about to undergo change.

With no major structural changes involved in the facelift, the new Eclipse Cross retains its five-star ANCAP rating, achieved before the test was toughened up at the start of this year.

MG ZS EV our first sub-$50k electric car

The cheapest new electric car in the market just got cheaper

INTENT to establish the MG ZS EV as the country’s cheapest new electric car has seen the distributor move yet again on the pricing, clipping $7000 off the tag it had only recently set.

A repricing to $48,990, announced today, means the model becomes the first sub-$50,000 brand-new fully electric car and also means it retails for $1000 less than the ‘special introductory price’ that was offered to the first 50 orders, when that book was opened a year ago.

Once that count was fulfilled, MG revised the price to $50,100 for the next 100 pre-orders. Then, when the car ultimately landed, it debuted with an official sticker price of $55,990.

MG has not yet clarified if any remuneration cheques are in the mail.

The new pricing allows even more space between this model and others that could be conceived as rivals, though those cars - the Nissan Leaf, Hyundai Ioniq EV and Volkswagen’s e-Golf - were still more expensive when the MG held its previous price. The e-Golf is really out of the hunt anyway, as supply of that model exhausts at the end of the month. 

The MG’s price drop could well raise its allure with the Government, which has recently signalled interest in accepting the models as a potential fleet car.

The electric MG comes with an eight-year/160,000km battery warranty plus a five year/unlimited kilometre vehicle warranty and five year roadside assist package.

“The first cars are arriving in dealers now and our business plan is designed to make EVs more affordable and available to everyone,” said MG Motor Australia and New Zealand chief executive Peter Ciao. 

“We are making a commitment that each electric vehicle sold by MG locally will offer value that encourages mainstream adoption. MG wants to make zero-emission motoring add up for the first time for customers locally.

“An attainable electric vehicle is the first step in creating demand in market which will lead to better infrastructure, something that MG Motor is a proud champion of.”

The ZS EV’s 44.5kWh battery pack is larger than that in the Leaf and Ioniq, but claimed combined range of 262 kilometres is less than for the Hyundai. MG says the car will achieve 370km at urban pace. The electric motor creates 105kW of power and 353Nm of torque.

Eighty percent charge is expected to come in 40 minutes when the MG is plugged into a 50kW CCS charger.

MG also recently put up interesting argument about the relevance of the products mixed heritage; being a ‘British’ brand now in ownership of China’s largest producer of electric cars, Shanghai Automotive.

Auckland-based country manager Antony MacLean conjects any reputational stigma is unwarranted and that a vehicle's country of origin is no longer relevant. 

Cars these days are international products, he says. As example, MG’s safety systems are from a German company, Bosch. He also reminded that as much as Apple is perceived as an American brand, it was common knowledge iPhones were only made in China.

GMSV rolls into action, starting with a familiar big pick-up

The Chevrolet Silverado has a new custodian – will it also get a new price?

THE big American pickup that saw out Holden Special Vehicles has returned to this market in identical form but with a new distributor, this time directly aligned with General Motors.

Confirmation that the Chevrolet Silverado 1500 - which landed in limited count from April - will lead the push by General Motors Specialty Vehicles, with the Silverado 2500 and Corvette C8 sports car to follow next year, has been expected.

 The new operation says it cannot yet release the 1500’s price yet. Does this raise speculation that the model under GMSV might not cost as much as it did under HSV, which laid down a base sticker of $123,990?

That’s yet to be clarified by the new operation – which has effectively picked up the HSV dealers network in NZ.

The changeover was long expected but could not be officially announced, let alone swung into action, until HSV ceased to be. That happened at the end of October.

 The Silverado we get now is as before, including how it is made. The vehicle is  remanufactured to right-hand-drive by Walkinshaw Automotive Group in Australia, at the same plant that does the same job on RAM trucks. 

The New Zealand operation involves Kiwis who were well known at Holden New Zealand. The general manager is Matthew Taylor, who joined Holden NZ in 2017 and was product marketing manager then national sales manager. Prior to that, he was with Bayford Group and had positions with BMW and Volkswagen in Australia.

GMSV’s NZ communications are in the hands of Ed Finn, who held the corporate communications role at Holden NZ.

Also, Marc Ebolo, the last boss of Holden NZ, is now the new managing director of General Motors in Australia and New Zealand. That position sees the Melbourne native leading Holden Aftersales operations in both countries, as well GMSV regionally.

GMSV see good potential for the Silverado, stating believe that North American full-size trucks are redefining the ute market here and in Australia.

The 2021 Chevrolet Silverado comes with a 6.2 litre EcoTec3 V8 petrol engine married to a 10-speed auto transmission. The drivetrain has auto stop/start technology and a fuel management system. 

Towing capacity is 4.5 tonnes. It has a tow/haul mode, trailer sway control, hill start assist and auto grade and cruise grade braking.

Said Taylor: “Kiwis are renowned adventurers and love getting off the beaten track into the great outdoors, and the new Silverado 1500 will be the perfect vehicle to help enhance this experience.

“In addition to its all-wheel drive go-anywhere capability, it's also the ideal vehicle for people who want the ability to tow 4.5-tonnes as well as enjoy a wide range of creature-comforts.”

No ID, no access - so VW going PHEV for a while

Wolfsburg’s preference to push EVs into Europe and China means another fully electric replacement for the now-departing e-Golf mightn’t be seen for ages.

VW NZ prefers to kick off its ID electric car push with the ID.4, above, and has no plans for the ID.3 below. It’s a semantic, as no ID cars seem set to available here until late 2022 anyway.

 E-GOLF supply will be exhausted by the end of the month and Volkswagen NZ will not have anything from the ID range until perhaps late 2022, so it’s increasing faith in another direction.

There’ll be intent to push plug-in hybrid fare; mainly in the mainstream – Mk 8 Golf here from the start of 2021 includes a PHEV and so does the Tiguan – but also with a performance flagship, the Touareg R.

When VW Group is now ratcheting up its electric vehicle roll-out and others in the family are playing their cards - Audi with an increasing e-tron penetration, Porsche with Taycan, Skoda NZ the Enyaq and SEAT the El-Born – it potentially galls that the parent’s own brand cannot present anything from the ID line locally for a while. A long while.

The ID.3 hatch is already well settled into European sale and is now starting right-hand drive production, including for the United Kingdom (the sourcing point for at least one grey import example), however that car has already been dismissed for NZ. VW NZ prefers the ID.4, a crossover.

No matter. Opportunity to secure any ID models for at least the next 20 months seems pretty much non-existent. 

VW is prioritising production of its own fully electric cars for its home markets, so as to meet tough European Union emissions standards. In addition, it is putting a lot of focus into launching eight ID models into China by 2023. On top of this, the coronavirus pandemic is also having an effect, likely at multiple levels.

“Volkswagen Group is trying to provision as much of the European markets’ demand as they can,” says VW New Zealand boss Greg Leet, in explaining why  “late 2022” is now the best bet for his own roll-out. 

“There are CO2 targets that need to be achieved and that has been the factory’s first and foremost mission.”

 Leet acknowledges that, with a Labour Government, potential for shift and progress on emissions standards here is also likely. That’s not unwelcome to his brand.

 “We are really supportive of emissions standards and what they might look like in NZ. No doubt the new Government will be working through that and putting measures in place to encourage that. We’re talking with the factory about what that might look like. 

“But we currently are not going to be looking to achieve launching that ID model until the back end of 2022.”

Why ID.4 over ID.3? “ID.4 is the model that is subject to discussion with us at the moment … we see it as the greatest opportunity. It’s an SUV orientated car for a start.”

 Frustrating this is stretching out? Sure. But it’s life and, so, VW NZ has shifted immediate focus to a PHEV.

“We are in discussion … there are couple of options, a few different options. None by any means are guaranteed yet, but we are in discussion.”

Golf GTE is being considered.

The generation eight Golf, which launches in February in two mainstream petrol formats, followed by a GTI a month later and a Golf R in the last quarter of 2021, is also engineered as a PHEV, the GTE, whose sporty orientation does hold appeal.

Then again, the brand might prefer to leverage battery-assisted, mains-replenished drive potentials with a sports utility, as this product type is now to dominant choice with Kiwi new car buyers anyway.

The medium-sized Tiguan could be that car. The NZ line is selling more strongly than the Golf and this penetration is set to improve all the more when a new flagship, the performance-oriented Tiguan R (pure petrol, rather tha PHEV, like its Touareg big brother), comes in late 2021. 

In July, VW Germany announced intent to add a Tiguan PHEV, as part of a facelift process. 

While the Golf 8 PHEV is being offered in two versions with 150kW and 180kW system power, the Tiguan eHybrid will only be offered with the more powerful 180 kW PHEV.

 The variant has a 1.4-litre petrol engine producing 115kW and the electric motor making 85kW. The 13 kWh battery will provide a range of 50 kilometres, as measured by the WLTP standard.

The plug-in hybrid is only available with front-wheel drive, but not in the four-wheel-drive version. The PHEV is also only to be offered in the standard Tiguan, but not in the slightly longer all-wheel-drive version.

Leet would not be drawn on talking about his preferences, but said PHEV technology provides a good opportunity for the brand here.

Just securing Golf 8 is very much a relief; the original, pre-Covid timeline would have had that car snugly established by now. 

“It’s no secret that, as with manufacturers, Covid has thrown a spanner in the works,” Leet says.

He says the parent has done a magnificent job, not just re-establishing production rates since emerging from a lock-down in March but also having to basically start afresh with prioritising the order of individual market provision.

Some places that were doing well before Covid had not recovered; others – NZ included – had come back very strongly and were going gang-busters.

“We’ve been a little bit hamstrung with product being available having to feed in really big markets,” Leet says.

local e-Golf supply will be exhausted by the end of the month. The car went out of production in March.

“While it’s easy to think that a country needing maybe just a few hundred cars (and that’s NZ) won’t make a big difference in the overall picture, what I’ve learned in the last few months is that single cars have become as important to the manufacturer, in regard to where they place, as the 100s or 1000s have in the past.” 

Leet says the resurgent private buyer interest in new cars is great for VW NZ; while the passenger car market in total ins down 23 percent, that’s simply a reflection of the rental car market, which VW barely feeds, having stopped.  

“We’re still flying. Our market shares have increased and where we have had product, we are selling more of it.” The demand for all the SUV models has been extremely high; in October it registered more than 80 Touaregs, an unprecedented monthly return. It now expects stock levels to be tight until new the arrivals land early 2021. “We are simply running out of stock.”

There’s been no need for a runout of Golf 7.5; supply will be exhausted before Golf 8 comes, initially in Life and R-Line formats. Full spec and price have yet to be released. Byt these will both run the 110kW engine. The GTi is taking the 180kW 2.0-litre engine and provision here with the seven-speed DSG and electronic differential lock that for now restricts to the TCR, based on the outgoing car. In respect to GTI, don’t hold out hope for the new hotshot Clubsport recently revealed in Europe, as TCR replacement. It’s not available to NZ.

“It’s not a trainsmash for us is not having that car.”

Hope for internationals in TRS

Decision time for the summer international motor racing series is close. Simply running the NZGP is an option.

TOYOTA New Zealand is continuing to work on the viability of running the 2021 Toyota Racing Series in a national environment in which Covid-19 border restrictions will still be in place, but agrees time for big decisions is passing fast.

``We are working through what the border controls will potentially look like for international drivers,’’ said Toyota New Zealand CEO Neeraj Lala yesterday.

``We’ve had a lot of interest from international drivers wanting to come to New Zealand to race. Border control is the obvious challenge we have to work through. It’s a big hurdle.

``There have been some positive signs we’ve seen with rugby, netball and cricket and we’re hoping we can follow a similar path to those. We are working closely with government officials to see what that position might be.

``We absolutely haven’t given up. We tried making the decision before the end of October but we’ll give ourselves every opportunity and delay it as long as we can.

``I don’t believe we can go past November.’’

Lala isn’t ruling out changes to the calendar or a more compact schedule.

``We are looking at what at series under Covid would look like, whether it be a North Island series only.

``But there are other things to consider. To meet our qualification for Super License points there are criteria around the number of tracks you have to race at. That’s a key requirement.

``We are considering a condensed time frame. We are exploring all options and we certainly don’t want to give up on it.’’

In spite of travel restrictions there are signs the Toyota Racing Series has become an even more attractive option for emerging young racing drivers from around the world.

``We have had overwhelming interest this year, more than any other year, for internationals to come to New Zealand and race,’’ Lala said.

Andrew Davis, Toyota’s general manager of marketing and motorsport provided more details on the TRS plans.

``There are lots of options on the table. We have submitted a set of expressions of interest to MBIE [Ministry of Business, Innovation and Employment] and Immigration and we have their support along with Sport New Zealand around being able to review that,’’ Davis said.

``We are encouraging them to review our application as quickly as they can, particularly as other sports are beginning to happen. We need to see how that goes. We haven’t given up.’’

Davis revealed one alternative plan if a full series isn’t viable might be to hold a one-off New Zealand Grand Prix meeting.

``We’ve had positive feedback around running some type of New Zealand Grand Prix. Even if we don’t run a full championship, we are looking at options we can have around a Grand Prix, potentially offering something for the champions that have been racing overseas.’’

He said the Grand Prix idea was one of several alternate plans.

``We’ve got three or four options on the table. We did have the 31st of October as our date to update stakeholders. We’ve pushed that out by a week just to see what happens with Immigration.

``We should have something out early next week and keep people updated as time goes on.

``The cars will be ready to go. We have the people in place and it will all be ready for a full season.’’

At this stage the 2021 Toyota Racing Series is scheduled to start on the January 22-24 weekend. Venues for the originally announced calendar – over five consecutive weekends – hadn’t been confirmed.

The Speedworks NZ Championship calendar currently lists race meetings at Hampton Downs on January 22-24, Taupo’s Bruce McLaren Motorsport Park Feb 5-7, Manfeild Circuit Chris Amon Feb 12-14 and the NZ Grand Prix at the circuit to be confirmed on Feb 19-21.

Navara refresh a styling, spec spruce-up

It’s more than just a fresh face – the updated Navara has been revealed.

ADDITIONAL safety tech – but still not as much as others in the category - the promise of improved refinement, a restyling and the introduction of a new flagship model. 

These are among highlights of a facelift for the Nissan Navara, introduced five years into the model’s life cycle and set to hit New Zealand early next year.

What doesn’t change? The engine’s outputs, the towing capacity and the suspension tune.  

The biggest obvious visual evision is to the front. The fresh face is a shared identity – the next-size-up Nissan Titan in North America has much the same look. Aside from the XL-sized grille, Navara takes bi-LED headlights with C-shaped daylight running lights.

All this means it adopts new sheetmetal forward of the windscreen, bonnet included. The rear outer skins, tailgate, wheel arch flares and tail-lights are come in for re-sculpting.

The images Nissan has provided are of the new flagship, called Pro-4X. This is a new global name for the top dog model; it’s assumed it will bump the Navara N-Trek, yet there’s also though the N-Trek fitout – mainly developed in Australia – can carry into the new line, so expect it to re-emerge as a localised special edition, some time after the factory models have settled in. Navara Pro-4X Warrior is being bandied already. 

There is no extra power or torque from the twin turbo 2.3-litre four-cylinder diesel. Is 140kW and 450Nm enough? The familiar engine remains wed to a familiar transmission, a seven-speed auto.

Towing capacity remains capped at 3500kg but Nissan has indicated improved payload, with up to 1.1-tonnes of carrying capacity in the Pro-4X and up to 1.2 tonnes on workhorse models.

The sides of the ute tub are 20mm higher, though this is more for styling than to create extra usable space and the tailgate hinge is spring-loaded. 

The suspension has not been updated because Nissan is happy with the third iteration of the suspension tune, according to overseas reports.

The interior gets a minor makeover and a more compact steering wheel, with extra buttons which work in conjunction with a larger digital display between analogue dials in the instrument cluster. The steering wheel still only has tilt adjustment rather than height and reach adjustment. A new laminated windscreen, thicker side glass, and extra sound-deadening behind the dash promise a quieter driving experience.

Safety systems? It moves to autonomous emergency braking, forward crash alert, lane departure warning, rear cross-traffic alert, and blind zone warning for the first time. So, a step up … but still a step behind the likes of the Toyota Hilux, Ford Ranger, Isuzu D-Max and Mazda BT-50. Nissan is yet to outline if  this advanced safety tech will be on all variants.

As before, top-end Navara models come with push button start, dual zone air-conditioning, rear air vents, heated front seats, power folding sides mirrors, Apple CarPlay, Android Auto and embedded navigation. The infotainment is the same system that came with an update 18 months ago.

Local details, including prices, are expected to be released closer to launch.

Rear-drive Competition models start M3/4 roll-out

BMW has announced pricing and confirmed specification.

BMW M-car fans looking to buy into the latest from the Munich make’s performance collection now know how much to set aside.

BMW New Zealand’s pricing for the M3 and M4, announced today ahead of availability from January, places the first at $168,900 and the other at $172,900, excluding on-road costs. 

As previously reported, the brand has determined to deliver these model Competition trim, initially in rear-wheel-drive though an all-wheel drive xDrive variants are also coming. However, those cars won’t be seen until the end of 2021.

The engine is a twin-turbo 3.0-litre ‘S58’ inline six producing 375kW of power and 650Nm of torque, paired to an eight-speed automatic. BMW claims 0-100kmh in 3.9 seconds and 200kmh in 12.5 seconds. Top speed is limited to 250kmh, unless the BMW M Driver Package is added. That lifts the top speed to 290kmh.

Unsurprisingly, the specs between the coupe and sedan are by and large mirrored. Both deliver staggered 19-inch/20-inch wheel combination with optional semi-slicks, BMW Laserlight headlight technology, carbon-fibre reinforced roof panels, Merino leather interior trim with optional carbon-fibre M bucket seats, and Apple CarPlay and Android Auto.

Optional equipment includes red or black brake callipers, M’s carbon exterior package, remote engine start, BMW Drive Recorder, and forged wheels.

These 3-Series-based M models are highly distinctive, being the pathfinders for a giant vertical twin-kidney grille; a new styling feature than has proven divisive yet will likely be adopted by other BMW models.

Supra finally evens power score with Z4

The Supra has extra oomph. There’s a good reason why the new output will seem strangely familiar.

WHAT two-seater sports car sold in New Zealand is built by Magna Steyr in Graz, Austria, and runs an in-line six-cylinder petrol engine generating 285kW?

The answer used to be just one car: BMW’s Z4, in M40i trim.

But now it’s two, the other being the Toyota Supra. 

The Japanese product has updated – a year after both it and the Z4 introduced – to the same performance tune that the BMW has had from day one.

Confused? Only if you’ve forgotten – and for marketing purposes, it’s not for these respective brands to remind – that these models are twins, in sense they share common platforms, drivetrains and a lot of hidden stuff.

It’s not fair to say just the bodywork stylings are different, because the BMW does offer a plusher experience and more tech (like, it has a higher grade iDrive, for instance) to justify it costing $35,000 more than the Toyota.

But even so, the other major difference has been in the state of tune of the common engine under their bonnets.

While the turbocharged 3.0-litre created the same 500Nm torque in either installation, the BMW had 35 extra kiloWatts.

This showed on timepieces – with 0-100kmh achieved 0.2 seconds ahead of Supra – and was also felt on the road; the Z4 had more edge.

Back at launch, BMW intimated the reason it had a feistier engine was thanks to involvement from M Division, it’s in-house sports department. Yet even then, there was talk that, in time, Toyota would get the same service.

And so it’s come to being. Having started with 250kW, Supra now has 285kW. Same as the Z4. So now it also clocks 0-100kmh in 4.1 seconds. It aslso, according to Toyota, feels friskier and more alert. Sensations this writer picked up on when driving the BM W and Toyota back-to-back months ago.

How’s the gee-up achieved? Early adopters hoping for their cars to enjoy the extra gee-gees will doubtless be saddened, if not annoyed, it’s not the matter of rechipping an engine management computer.

Toyota cites tweaks to the twin-scroll turbocharger, a new exhaust manifold that now sits separate from the cylinder head, a new piston design that reduce compression ratio, and a raft of other mechanical changes.

Beyond the engine changes, the 2021 Supra also gains new under-bonnet aluminium braces which connect the strut towers to the radiator support for improved rigidity. It’s still paired with an eight-speed automatic.

One nice thing: It’s not just the sprint time that’s reduced. So has GR Supra pricing, albeit by $1000. It now starts from $98,990.

Unless, of course, you manage to secure one a limited edition model, identified by being  painted in Horizon Blue, and paired with 19-inch matte black wheels. That’s trim still commands the old price.

Just two are being brought in. There’s one here already and it has clocked some kays, being the personal drive car of Toyota New Zealand boss Neeraj Lala.

Ace’s rally push goes electric

Hayden Paddon is first on the road with an electric rally car.

images Geoff Ridder

IN a variation on the theme of ``build it and they will come’’, rally ace Hayden Paddon faces a ``build it and they work out where you can take it’’ scenario with the fully electric Hyundai Kona rally car he unveiled today.

Paddon’s goal of competing in rallies with an electric car of comparable performance to modern day combustion engine gravel racers is not just a technology challenge. His pioneering programme means working with the sport’s local governing body to position the car in competition.

For the short term that means demonstration runs starting with a few quick blasts around the rallysprint course at the high-profile Battle of Jack’s Ridge event on Sunday November 14.

It will be a very public debut for a car that has only just completed two days of filming work.

By the end of November MotorSport New Zealand hopes to have published its first regulations for electric vehicles. Paddon’s hoping his car helps provide a framework for those rules.

``At the moment it’s going to be demonstrations,’’ said Paddon.

``Going forward we know we have to work with MotorSport New Zealand – one on the safety and two on the performance parameters to actually make it fit in.

``We have started that discussion but the key thing is nobody knows and we need the car running to see what it’s capable of. That gives us a benchmark to work from.

``I’d like to think within two years we can have it accepted within motorsport events including full-length rallies. In the short term we know people want it and it’s good for the sport.’’

There are few question marks over the performance potential of the car created by a small team of seven at Paddon Rallysport Group headquarters at Highlands Park.

In its current guise the car has electric motors and two-speed transmissions front and rear. Each motor has peak power of 200kW and about 360Nm of torque. Paddon says the car is geared to reach 240km/h and can accelerate from 0-100km/h in a little over 3secs.

It’s possible to lift that performace adding another motor both front and rear to double the output to 800kW. Paddon says his initial goal is to tune the car so its comparable to the AP4-spec 4WD Turbo rally cars currently competing in New Zealand.

The EV is a little heavier at 1400kg but the weight is positioned low in the chassis of the Kona.

The battery electric powertrain has been developed from technology supplied by Austrian company STARD. It features advanced safety and control systems.

``It’s very similar to a Formula-E battery. It’s not like an OEM battery and it has a fire system built into it.

``If there was a problem, we have so much control technology in the car to shut things down before anything goes wrong. In the worst-case scenario, it’s got the emergency flood connectors. You flood the battery to stop the car from going on fire.

``The safety in the car is quite is quite phenomenal. It’s not like taking an OEM EV car, putting a roll cage in it and making it a club car. That’s a lot higher risk.

``That’s where it’s difficult for Motorsport NZ going forward, because it’s almost like two sets of regulations between an OEM car and a be-spoke motorsport design EV car.’’

Ahead of development work in the coming months, Paddon believes the tuning the software will outweigh the challenges of mechanical fine-tuning and durability.

``It’s all software. Mechanically the car is way simpler. There are less working parts and it’s strong and simple,’’ he said.

``Mechanically it’s pretty sound. We’ve done two filming days now with a brand-new car and had zero mechanical problems. If you had a combustion car, imagine the amount of teething problems you would have had?

``But we can have bugs in the software. We have to go through all the programming and tuning and that’s a whole different kettle of fish.’’

In order to have the range to complete a full rally, Paddon’s team has created a quick-change battery solution.

``We want to do battery changes. We are not interested in charging on an event,’’ Paddon said at today’s launch.

``We have designed the car for quick battery changes – five minutes we can change a battery.’’

He’s not saying how big the battery is but confirmed it has a smaller storage capacity than the 64kWh battery in the standard Kona electric road car.

The team is working in scale at the moment with enough battery power for short runs at full performance. From there it can calculate the size of battery needed before locking into that expensive choice.

The big rally battery will have to be over 100kWh,’’ said Paddon.

``But right now we have to calculate what we need. The big problem is the batteries are six-figures and if you get the wrong size battery now, you’ve got a battery that’s no good to you.

``With this prototype battery we can simulate very condition – hot, cold, uphill, downhill, twisty, fast - and from all that we can calculate exactly what we need.’’

Other key areas of the development programme will be tuning the torque vectoring and regenerative braking systems and an important aspect of rally safety ensuring the car makes enough noise to warn spectators of its approach.

Paddon talked of airflow systems similar to air raid sirens that would generate different levels of noise as the car moves at different speeds.

``It makes a bit of noise but it’s not at the level we want yet,’’ said Paddon.

``We are still working on a sound generator. We were hoping to have it done by now but there have been some hold ups. It’s high up on our priority list to get that right.

``It will be a different sound. It won’t sound like a combustion car but it will be relevant and be from the inputs of the driver. It’s got to sound real and sound exciting.’’

Tuatara take two

It’s not that easy to achieve the production car speed record.

TWO misconceptions about the Tuatara.

First, in respect to the scaly reptile. Don’t call it a lizard. That’s wrong. Our national treasure, found only in our land, is in fact the last survivor of an order of reptiles that thrived in the age of the dinosaurs.

Second point, in respect to the SSC Tuatara, the made-in-America 1305kW hypercar. You likely know all about it, on strength that of claims made just over a week ago about how this machine raised the production car land speed record by racing down a desolate highway in the Nevada desert, with an average speed of 508.7kmh in both directions, fast enough to blow past previous marks held by Bugatti and Koenigsegg.  

Too good to be true? Within days, the legitimacy of that achievement was being cast into doubt.  

Based on the known distance between set points along Nevada’s Highway 160 – and the amount of time it took for the car to reach them – on-line observers including a high-profile YouTuber, Schmee 150, estimated the Tuatara’s peak speed was no higher than 450kmh. 

What's more, when maxing out the revs at 8800rpm the sixth gear ratio of 0.784 should theoretically achieve a top speed no higher than 470kmh.

Analysis of the tachometer shows the car fell slightly short of the redline, which would be consistent with the 450kmh approximation.

What’s also not helped SSC is that the road was also used in 2017 by Koenignegg, when it ran the Agera RS to what was then a 447.19kmh max. That effort was an intensely filmed as this one, so people have been comparing the footage. In comparing how long it took the Tuatara to get from landmarks on the road, they say it was actually traveling slower than the claimed speed throughout the clip.

If that wasn’t enough,  Dewetron, the data analysis firm whose tracking and timing gear was used in this and other brand’s efforts, has now come out and contradicted SSC’s inference they were on sight on the day or were involved in preparation. Dewetron says it was not. Nor has it validated any of the Tuatara’s data.

Anyway, the end result of all this hoo-haa is the video here, from SSC founder Jarod Shelby. There’s contention that some of the confusion results from SSC’s media partner for the October 10 event somehow released two different cockpit videos from the day—at least one of which was "not an accurate representation of what happened."

 He has also decided the car will repeat its run, in the very near future,this time with all the proper checks and balances.

“No matter what we do in the coming days to try to salvage this particular record, it’s always gonna have a stain on it … we have to rerun the record, we have to do this again,” Shelby says. “And do it in a way that it’s undeniable and irrefutable.”

Next time, the Tuatara will have multiple GPS units from different manufacturers in the car. They will have the GPS companies’ staff onsite. Additionally, Shelby invited some of the YouTubers who called the record into question with video analyses in the beginning.

There’s still no announcement on who will be doing the driving in this second run. Oliver Webb drove the Tuatara in the first run, but he has yet to come forward as the driver for the second run.

Skiddy times for Golf R fans

New looks, 235kW turbo engine and …. drift mode.

VOLKSWAGEN has released its inner Hoonigan with the 2021 Golf R, finally revealed today.

In addition to ticking the required boxes in respect to being the most powerful and quickest Golf – no surprises there, obviously – it also unloads a function that VW previously steered clear of offering on its four-wheel-drive street racer.

As with the Mk 8 GTi, the R has a ‘Vehicle Dynamics Manager’ system which controls the ‘XDS’ electronically-controlled front locking differential, ‘DCC’ adaptive dampers, all-wheel-drive system and other electronics systems in tandem to sharpen driving dynamics.

As an option – in Europe at least – there’s an ‘R Performance’ package, which increases the top speed from 250kmh to to 270kmh, and adds 19-inch wheels and a larger rear spoiler, with the latter intended to increased downforce. 

The package also introduces two new drive modes: Special, which softens the adaptive dampers, and Drift mode, which shuffles greater percentages of the engine’s torque to the rear axle to break traction and enable controlled drifts.

Why ‘Special?’ It’s a set-up to cater for the undulating surface of the Nurburgring Nordschleife. Using it enables to shave 17 seconds off its predecessor’s lap time around the demanding circuit. Obviously not an easy reach for Kiwi owners, but still.

Under the bonnet is the same 2.0-litre ‘EA888’ turbocharged four-cylinder petrol engine that powered its predecessor, now producing 235kW of power and 420Nm of torque (from 2100-5350rpm).

Drive is routed to all four wheels via a choice of six-speed manual or seven-speed dual-clutch automatic transmissions, though the former will be limited (at launch, at least) to North American markets.

The Golf R benefits from the same new-generation, Haldex-type all-wheel-drive system as the related Arteon R and Tiguan R.

The R Performance Torque Vectoring that allows up to 100 percent of the engine’s torque to be distributed between the front and rear axles, or between each individual rear wheel, in milliseconds.

Volkswagen claims a 0-100kmh sprint time of 4.7 seconds.

Under the skin, the new Golf R sits 20mm lower to the ground than standard Golf models, thanks to retuned suspension with 10 per cent stiffer springs, revised control arms and wheel mounts, increased negative front camber, and unique anti-roll bars.

Hiding behind the alloys is a set of larger performance brakes, measuring 360mm up front and clamped by two-piston aluminium callipers.

Lighter brakes shave 1.2kg of unsprung mass off the car’s kerb weight, complemented by a further 3kg loss thanks to a lighter aluminium subframe.

Other available performance features include variable sports steering, an optional, 7kg-lighter Akrapovic exhaust system, and five additional drive modes: Comfort, Eco, Sport, Individual and Race.

NZ-confirmed SM17 set to be a $150k ask

The price is likely going to be higher here than across the Tasman – but who’ll care about that?

 KIWIS intending to enjoy a special edition Ford Mustang honouring a homegrown Supercars hero will be spending more to enjoy the car than the Australian audience it’s been initially aimed at.

While pricing has yet to be set on either side of the Tasman, Ford New Zealand – which helped broker the deal to secure the impressively muscled SM17 created by Melbourne-based Herrod Performance – has indicated a Mustang GT-based fireball honouring three-times Supercars champion Scott McLaughlin will likely sit around $150,000.

 That’s about $30k above the sticker it’s reportedly expected to carry in Australia, prior to on-roads applying, and would buy two examples of the V8 GT coupe from which it derives.

That New Zealand has become a destination for the Herrod SM17 might seem a given. Though his family shifted to the Gold Coast when he was nine, McLaughlin was born in Hamilton and like all NZ entrants in Supercars, he achieves an ardent following here.

Yet that alone didn’t guarantee access to a Mustang that delivers a supercharged V8 making a Supercars-busting 578kW and 810Nm, plus a host of suspension, aerodynamic and visual improvements.

The background as to how the SM17 gained residency was explained by Ford NZ managing director Simon Rutherford.

His operation is right behind the car’s availability but it cannot represent the model directly. Which is why the distribution rights are with Team Hutchinson Ford, centred in Christchurch. Orders can be placed at any Ford dealership, but thereafter the process goes through Team Hutchinson.

Even so, Ford NZ – whose most expensive Mustang of the moment is the $97,990 Mach 1 coming next year - has been closely involved in sorting this out and is an enthusiastic backer.

Rutherford says it’s all about getting the celebration car to an audience revved up by the “McLaughlin factor”; the driver has a high profile and strong popularity in NZ, he said.

“We think it’s important to do that because Scott McLaughlin has a fanbase here for obvious reasons,” he said in explaining the sales arrangement. 

 “It would be a shame not to support customers who want that option.”

Even though it took Herrod to realise the dream, the concept could also be called Kiwi inspired in that it was McLaughlin’s dad, Wayne, who came up with the idea for a celebration Mustang.

“Scott’s dad was always telling Ford they should do a limited-edition car. Once he had wrapped up his third Supercars title it seemed like the right time to accelerate the program,” says Ryan Story, the managing director and principal of DJR Team Penske, the outfit for which McLaughlin knocked off three consecutive championships. 

The first of those was in a Falcon then the two following were with the Mustang. Story also has also been a key collaborator on SM17 with Herrod’s owner, Rob Herrod.

The car’s price tag is unlikely to deter enthusiasts wanting something truly special. Aside from the driver association, the car should be a beast.

It is not only far more powerful than the standard GT (339kW, 556Nm) or Mach 1(345kW but same torque as the GT) but also has more oomph than the No.17 Mustang GT McLaughlin has raced, but now retired from the pursue a new dream of being a top driver in America’s Indycar.

The key performance-lifting feature is a Whipple supercharger but it also has the largest intercooler available, plus bigger Bosch fuel-injectors and numerous other updates to handle the big lift in horsepower. 

There’s a performance transmission cooler on the 10-speed automatic transmission that’s optional to the six-speed manual. The auto also has a unique transmission calibration for crisper shifts.

The suspension features adjustable sway bars and an alternate tune in the magnetic ride, the 20-inch wheels are bespoke and the tyres are higher performance items than the standard V8 Mustang gets. It also has a more distinctive exhaust.

Herrod has already built one SM17 but production won’t start until January of 2021. The first New Zealand car is expected to land two months after that. It’s a limited-run product, so how many will cross the Tasman is anyone’s guess.

Paddon’s electric rally car push times with EVs in motorsport review

Battery-compelled vehicles are moving into motor racing and the sport’s national governing body is now working out how to accommodate them.

haydon paddon’s groundbreaking electric rally car, pictured during construction, will be fully revealed tomorrow. It is based on the Hyundai Kona electric car, pictured below.

THE public unveiling of Hayden Paddon’s highly-anticipated Hyundai Kona electric rally car tomorrow is being accompanied by a review of MotorSport NZ regulations to encourage electric vehicles in competition.

Motorsport’s national body says it is supportive of including EVs in competition and 18 months ago it established a Working Group to produce guidelines for their inclusion. The regulations are now at a final draft stage.

 ``The draft guidelines were to be released a couple of months ago but the United Kingdom recently published their regulations and guidelines so we are reviewing some of the differences,’’ said Terry Carkeek, Motorsport NZ technical manager.

``We hope to have something published by the end of November.’’

EVs can already be accommodated in some events but Carkeek says car clubs wishing to invite any battery-compelled cars to an event should contact Motorsport NZ in the first instance.

``We will then provide them with requirements based on the event and the type of vehicle being used. To date, I think we have had three requests all of which we have been able to provide guidelines for,’’ Carkeek said.

``We currently don’t see any need to limit what competition EVs may run in. There is likely to be a requirement for the venue owner to approve the use of EVs to compete on their property and we would also require the approval of the local fire and emergency agency.’’

He said EVs could compete in a separate category but there is also potential to create an equivalency formula to allow competition against conventional powertrains.

``We currently believe that standard, largely unmodified series production EVs, will be relatively easy to include in a number of motorsport disciplines,’’ said Carkeek.

``We also believe that professionally designed and constructed EVs, like Hayden’s Hyundai, should also be relatively easy to include in some events.

``For EVs that have had the high voltage system modified, we will be looking to establish a certification process for those modifications. We have had initial discussions with LVVTA with a view to using their existing standards to accept those vehicles.’’

TOM SHORT has been a pioneer of electric drive within the sport of drag racing, fronting with modified classic cars including this LH Torana.

Kiwi drag racing has been an early EV adopter with a Tesla Model S and Nissan Leaf appearing at recent Meremere Dragway street car events. 

And Taupo engineer Tom Short has built four electric drag racing cars and received a mixed reception in the straight-line sport.

Short has modified classic cars – a Datsun 1200 Coupe, an LH Torana, HT Holden Ute and most recently a 1970 LC Torana GT-R – by installing battery packs and an electric motor.

He achieved early success winning the NZ Drag Racing Association (NZDRA) Super Street national points title in the 2014-15 season with the Datsun. Other than the fact they are near-silent there is little about the performance - or appearance - of Short’s cars that identifies the pioneering role they have played in Kiwi motorsport.

Short said EVs were banned after this title win, re-admitted and then banned again by the NZDRA. At present his car is welcome at events run under International Hot Rod Association (IHRA) rules.

``They [NZDRA] said the ban was for Health and Safety reasons. Some people don’t like change,’’ said Short. 

Another area of New Zealand EV competition has been in moto trials.

A small number of Electric Motion electric trials bikes were introduced several years ago. They’ve been used in competition but are now mainly used by riders for training. 

At present the big area of EV interest is in mini trials and trail riding with the Oset brand of electric off-road bikes becoming a popular choice for 3-12-year-old riders. 

Editor’s note: The end result of a project announced two years ago, Paddon’s car is based on the Hyundai Kona, a compact fully-electric crossover that has been in the market for three years. The rally edition is a world-first for the type and delivers with four-wheel-drive, raised suspension and all the other addenda required for rallying.

It has been developed by the driver and a handful of employees, all hand-picked Kiwi engineers, working from a lock-up at Highlands Motorsport Park at Cromwell. Hyundai New Zealand, the University of Canterbury, Yes Power have supported. STARD, an Austrian racing team that specialises in electric rallycross cars, supplied the battery, inverter and motors. 

 The car is being unveiled tomorrow night in Auckland at Hyundai NZ’s headquarters.