Smart drive appeal for updated Tiguan

A mid-life refresh for VW’s best-selling model here delivers significant revisions.

 TWO, four then phwoar …. so goes for the roll out of updated versions of the Tiguan, and that’s just the five-seater version.

 Actually, add seven into the mix as well. Later this year we’ll see a facelift of the seven-chair Allspace edition, replicating in the same mainstream trim levels availed to the standard cars.

 It’s a big effort, yes, but worth it, because this car is Volkswagen’s big earner these days, internationally – one built every 35 seconds, six million on the world’s roads – and especially here.

 One in three NZ-new vehicles registered at the moment is a medium-sized

sports utility and Tiguan is doing a great job keeping VW at the forefront of that trend. Since having shoved Golf aside several years ago to become VW’s most popular car in this country, it has also shrugged off Covid-related supply issues to hold top dog status by some margin.

This year the five-door, which achieves 70 percent of Tiguan volume, alone is expected to capture 1100 of the more than 3000 registrations the brand’s national distributor is aiming to snare. That’s a lift on last year, when Tiguan in all formats accounted for 800 out of a total passenger tally of 2877.

Here’s another factoid about Tiguan. It attracts the same level of astounding loyalty as the brand’s original stalwart, Beetle. Says product manager Jordan Haines: “Tiguan buyers stay in Tiguans.”

Going forward, those owners will enjoy a look and quality more closely related to VW’s next size up SUV, also its largest offer in this market. A clear impression from meeting the facelifted ‘Tig’ is that it has a bit more Touareg to its make-up.

A front that used to be quite snub-nosed has, thanks to an entirely new grille and lights, become smoother and classier and, in doing so, has much more in common for facial look with the biggest soft-roader. A complete do-over of the instrumentation has much the same effect, only this time the Tiguan gets ahead, as it has VW’s very latest displays, these shared with the just-arrived Mk 8 Golf. Going the swank new MIB3 twin screens across the dash gives it a real lift. Crisp screen graphics and quick reactivity are hallmarks of the infotainment side, while the driver’s instrumentation, also fully digital, also looks good and a useful level of information is accessed using touch-sensitive steering wheel buttons. It aces over the hatch by having more coherent heating and air conditioning controls. 

Along with the new tech, there’s a palpable lift in the quality. Surfaces that were previously in hard plastics appear now to be rendered in softer, more enticing  materials.

Doubtless the furnishings are just as hard-wearing as ever, given the car’s role is primarily to serve as a family bus. In this respect, it still delivers honestly. The revision has not impacted on body dimensions, but there was no need to: The five chair edition is still a roomy car, with decent accommodation in the second row seat, and a big boot as well.

 To the range itself. The new models arrive progressively; front-drive cars here now, all-wheel-drives in a couple of months, the Allspace versions in the third quarter then, in December, a variant that’s never been tried before but could turn out to be a distinct winner: The Tiguan R (below), an all-out performance flagship with the same kick-ass 230kW/400Nm 2.0-litre, DSG and AWD drivetrain as the latest hotshot Golf R; also timed for late-year introduction.

The cars on hand at present are the base front-drive Life model that costs $46,990 and a plusher, more heavily-equipped R-Line variant, costing $55,990. That’s the one sampled during the launch event.

Both are powered by the same 1.4T engine as Golf uses but each is mated with a six-speed dual-clutch transmission in place of the hatch’s eight-speed auto. Expect optimal economy of 7.6L/100km.

The incoming all-wheel-drives are 2.0 litre turbopetrols, both with seven-speed twin-clutch transmissions. The $59,990 Style AWD model has 132kW and 320Nm and the $68,990 R-Line version has 162kW and 350Nm; the latter has better claimed economy (8.3 litres per 100km versus 8.6) due it taking stop/start. 

The 2021 editions achieve plenty of smarts and conveniences: Even the base Tiguan gets three-zone AC and an electric tailgate. Wireless App-Connect, LED headlights (Matrix type on the R-Line, along with automatic high beam control), ambient lighting also span the range. Wheel sizes enlarge as prices rise; base cars ride on 17-inch wheels, the R-Line 2WD has 19s, the AWD has 20s.

All but the base variant have heated leather seats and can be ordered with a powered panoramic sunroof. Self parking and front and rear sonar is standard and only the entry misses out on a 360-degree camera facility. R-Line has a larger central touch screen than the less expensive variants.

The AWD editions now have hill descent control and driving profile selection (four drive modes); all-paw R-Line has electronically controlled dampers but not the front-drive edition. The cars all come with roof rails and trailer hitch preparation. The front drives can cope with a maximum braked load of 1800kg, rising to 2100kg for the AWDs.

The driving? Just a quick flit, but enough to suggest an R-Line front-drive with this entry engine probably shouldn’t be expected to overly justify the sporty nature of its badging. It’s certainly capable, and maintains confidence through corners, but you’re hauling 1400kg so unsurprisingly this has impact on the dynamics and outright verve; you'd struggle to describe it as an all-out driver's car. But, to be fair, that’s not really a remit for anything other than the outright R, which will deliver 0-100kmh in 4.9 seconds. For the lesser editions, the ultimate ideal is to be roomy, comfy and safe, and on all those points, the Tiguan hits its marks.

Meantime, VW NZ has another Tiguan in its sights; the version running a plug-in hybrid drivetrain. This eHybrid (above) is intriguing.

The ultimate reason for it being is to ace economy and deliver some degree of electric only driving; it achieves both. Economy of 4.7L/100km is possible and the 13kWh battery provides an all-electric range of around 50km at speeds of up to 130kmh. 

However, it sounds like there’s a bit of a fun factor from the drivetrain, too. A combination of the 1.4-litre turbocharged petrol and 85kW electric motor means a total output of 180kW and 400Nm of torque, making it second only to the R in the Tiguan power stakes. All of the grunt goes through the front wheels alone and gets the eHybrid from 0-100kmh in 7.5 seconds.

 It looks the same as a regular mainstream Tiguan, and also delivers in the same trim specs. With the battery under the rear seat, the fuel tank is pushed back and boot space drops to 476 litres, which might seem a bit of a hit.

 Haines says talks are under way with the factory, but there’s no certainty about when it might become available. Sooner the better? “We would love to have a plug-in hybrid, especially as a corporate vehicle.”

ID release timing now into 2023

NZ has been given a green tick from VW Group for accepting need to clean up transport CO2, but there’s no queue-jumping for its tasty-looking electrics.

ID cars are being exported … but the ship won’t be stopping in NZ until early 2023 at best.

BURNED by its diesel emissions scandal in 2015, Europe's largest carmaker is investing around $50 billion in electric vehicles, staking its future on new technology and a dramatic shift away from fossil fuels.

Its ambition is far from half-hearted. Analysts recently conjected the undisputed king of the electric car, Tesla, might well be matched sale for sale by Volkswagen Group as early as next year with the Germans 300,000 units ahead by 2025.

Most will be cars from the VW parent brand, from the already impressive yet still-growing ID family. Also in the mix are Skodas, Audis and SEAT/Cupra cars sharing the parent’s bespoke MEB platform.

What will be New Zealand’s contribution to this historic global assault?

Shockingly, for electric car fans, over the next two years, the official input is very likely to come to … zero.

greg leet, general manager of VW passenger in NZ.

That’s the sobering reality, outlined by Greg Leet, general manager of Volkswagen passenger here.

Asked when the ID brand will officially represent in this country, he has confirmed earlier optimism of anything coming within the next 18 months has been all but scuppered. Introduction in early 2023 at best seems far more probable. 

“I still feel we are one buying cycle away from the ability to buy a fully electric Volkswagen.”

It’s hardly good news for the growing EV fanbase eager now to put their cash behind Europe’s most promising alternates to the Tesla, Hyundai and, primarily in used import ranks, Nissan electric cars that have so far been the mainstay models on the national scene.

VW Group’s inability to serve is not a distributor decision. Leet openly admits he would have at least the ID4 crossover here now if that were at all possible. 

If VW was able, it would be selling the ID4 now. It believes the model would quickly gain much the same popularity as the current local best-seller, the Tiguan.

“There’s an absolute desire to have the ID cars.” If the five-seater ID4 was here now, he believes, it would “very quickly achieve the same volume as its closest ICE (internal combustion engine) cousin.”

That’s the Tiguan, which is forecast to take more than 1000 sales this year. “We have very good aspirations for the ID range.”

But it’s not going to happen. VW’s production is still ramping up; ultimately, ID cars will likely come out of numerous plants, not all in Germany. But, for now, the output is constrained, allocations are strictly decided by the factory – with Europe getting first dibs.

Germany respects that NZ has great Green credential in respect to our electricity generation and that is has developed a solid EV recharging infrastructure.

It is as heartened as Leet has been by the Government’s recent announcement of intent to encourage EV ownership, wean us out of combustion engine products and dissuade support for high CO2 emitting vehicles.

 Though a coat-tailing Climate Change Commission advisory on what NZ needs to do to bring CO2 counts into line with international forecast has caused the car industry some consternation, Leet says the preliminary comment from Government about need to clean up transport emissions is a positive recognition. It finally puts NZ in the same conversation, with the same requirements, that are being tackled in Europe.

“We are all committed to reducing the CO2 footprint. That there’s an absolute appetite from our Government to say ‘we want to be part of this as well’ is treated very seriously by the factory. It is one of the main topics that they listen to.”

Yet that’s not enough for Germany to alter its view that NZ is of lower priority for its new-era products than other countries.

What other elements might change its mind? An actual incentive programme to support purchase of NZ-new EVs would always be handy. Also, a better attitude from Australia. Like it or not, our markets are bundled. Our neighbour has much greater volumes. But – and this is a huge frustration – they just don’t have anything like the same interest in promoting EVs. 

Beyond that, ID isn’t a line that can just be introduced without preparation.

ID production is sill ramping up, bu VW has aspiration to go big. Very big.

“There’s a lot of resource and work required to enable the ID range to different countries. While we are a part of that conversation with the factory, the opportunity for us to have it is still a little while away.

“We are part of the roadmap for the ID cars,” he insists. But the factory are very committed to Europe in respect to electrification.”

 In the meantime, then, with the e-Golf now out of production and local supply exhausted, VW NZ is out of the electric car business. It’s best hope of plugging in again in the interim is with PHEV versions of existing core fossil-fuelled cars, notably the Touareg – the incoming R runs mains-replenished battery assist – the Tiguan and the Golf. 

“Our commitment is to get hybrids and PHEVs to support our Government mandate to reduce CO2. 

“While our ICE vehicles are very fuel efficient, we are working really hard to improve.”

Leet reminds he can only speak about the product his operation sells. But all VW Group brand franchises here are held by a common distributor, European Motor Distributors, so they’re close.

So do the local operations for Audi – which, of course, already has electric fare here, on other platforms – SEAT/Cupra and Skoda having any better luck with achieving their own MEB models, already either in production (Skoda Enyaq) or soon to be (Audi Q4 e-Tron, Cupra Born) ahead of VW NZ? Says Leet about that: “I think we will have them (the ID and sister MEB models) at very close timings.”

Of course, NZ is already home to grey import IDs. Barely-driven cars from the United Kingdom, plucked as dealer demonstrators. Some examples of the ID3 hatchback – which VW NZ does not plan to sell here - are here and it’s accepted ID4s will soon join them. How does Leet feel about that? There’s a degree of pragmatism.

Leet says VW NZ will do its best to be of assistance to buyers of grey import IDs, but the official support network hasn’t been developed and, in any event, the ID3 that has so far been showing up won’t be sold here anyway.

“We would dearly love to be the importer of those cars. But we just aren’t. I don’t blame a customer at all for … purchasing these cars. Our approach to it is that these are effectively new Volkswagens, so we want the opportunity to welcome those customers into the VW network as soon as we can.”

There’s been talk that the factory is so disgruntled by grey imports it has signalled they might lose manufacturer warranty protection. Is it that black and white? With ID, the maker has prescribed a particular view, Leet says. 

“The factory homologates cars for the market of destination. These are UK cars.”

That status might become important in event of, say, a recall. Conceivably, under any warranty that might still exist, a UK car would have to be tended to by an accredited UK dealer. Would any owner really want to ship their imported ID halfway back across the world for, say, a software update? Probably not. But what if VW signalled need to undertake a major revision, like a battery change, as Hyundai has now done with its big selling Kona and Ioniq?

Whoever imports has a duty to provide back up to best ability. What chance that will realistically happen? Not for Leet to say. He simply notes: “They are deemed the importer so you would assume they would also undertake some responsibility.”

As things stand, Leet says, those UK cars will be encumbered by sat nav and traffic sign recognition programmed for their place of original sale. ID models are designed to take software updates. Those will likely also be market specific.

Nonetheless, the VW NZ attitude is that it will do the best it can for all owners, regardless of how their cars are sourced. But with ID it is challenging; there’s not the readiness for it as there would be for, say, an ex-Japan Golf.

 “We do want to be in the position that we can look after, and repair, those cars as required. But that takes a bit of work – there is special tooling, there are specific software requirements for these cars” and they demand trained staff. “That takes a while to set up.” VW NZ has not gone down that path yet.  

“As far as the technology to set up for the software … we’re working on that, and are likely to achieve it.

“As far as being able to have panel parts, windscreens and other parts … we’re not quite there yet.”

Logically, too, even when ID has officially established, VW NZ will prioritise parts for the cars it sells new, rather than those it won’t. Something else for those ID3 buyers, in particular, to consider.

VW on the ball with soccer app

A new app for the latest Golf is set to score with fans of European football.

 WOULDN’T it be great to never again miss a goal scored by your beloved top-level soccer team – even when you’re driving?

It’s a question that Volkswagen has taken seriously.

A feature in the latest Golf that has just gone on sale in New Zealand, the Mark 8, is a free “we score” app that delivers live football updates into the car’s cabin.

Users in Europe and the United Kingdom can pre-set three clubs and one national team, and follow their favourites in all competitions.

 Along with live scores – which football fans will recognise from smartphone apps – standings and football news are also displayed in the app. All this information can also be read out using the “text-to- speech” function.

VW assures everything is displayed in such a way that they do not distract the driver from the road ahead.

The app covers the top two divisions and the main cup competition of the relevant country.

In Germany the 3. Liga is also available, while in the UK the Premier League and EFL Championship are included. The Europa League and Champions League are supported, in addition to the European Championships.

VW says the app is supported by the “Discover Pro” and “Discover Media” infotainment systems.

Alongside the “We Score” and “Amazon Alexa” services, customers can also use the In-Car Shop to subscribe to data plans which allow them to use streaming services or a Wi-Fi hotspot. The “We Connect Plus” extension is also easy to order in the In-Car Shop. Further products are in the pipeline.

Why football? At an international level, VW is a mobility partner of UEFA national team tournaments, including the European Championships. It is also supporting seven teams which have qualified for the tournament: Germany, France, Switzerland, Austria, Denmark, Finland, and Russia.

Electric Wrangler concept revealed

Jeep hits the electric trail with a design study that mixes battery-pure drive with a manual transmission.

 A FULLY electric Wrangler is among concepts Jeep has revealed ahead of an annual brand event in the United States where it traditionally serves up concepts of potential production fare.

The Magneto, if brought into the showroom, would conceivably place as the next-step alternate to a plug-in hybrid Wrangler, the 4xe, that the maker already avails to its customers as an introduction to electric-assisted driving.

That product is restricted to North America so though Jeep’s New Zealand distributor has previously expressed some broad interest in taking an alternate to the purely fossil fuel-reliant range it offers, it also accepts that cannot occur until the battery-assisted programme includes right hand drive.

The Jeep Magneto features a solitary electric motor that generates 210kW and 370Nm of torque, powered by a 70kWh battery. The battery capacity is split up into four separate units mounted around the vehicle’s body to keep weight balanced and help off-road performance.

Jeep’s 2021 concepts are, from left, the Red Bare, the Magneto, Jeepster Beach and Orange Peelz

This output should mean the Magneto can sprint from 0-100kmh in 6.8 seconds, according to Jeep’s claims. The brand hasn’t published a figure for the Magneto’s range, it’s conjected such a battery system should allow for around 338 kilometres between charges.

Unusually for an electric vehicle, the Magneto features a six-speed manual gearbox. Jeep says the system is being set up for the motor to collect regenerated power as the driver eases off the accelerator when the clutch is engaged.

The Jeep Magneto was one of four concepts revealed ahead of the traditional Easter Jeep Safari in Moab, Utah, which starts on March 27 and runs until April 4.

The other concepts – the Jeep Red Bare, Jeep Orange Peelz and Jeepster Beach - and are a mixture of modern and traditional.

The first is cast in the mould of an ultra-rugged edition, with V6 turbodiesel power. The Peelz is more about turning heads; this concept does away with the side and rear windows, and uses prototype JPP half doors and a removable one-piece glass sunroof. The Beach, meanwhile, is a homage to a 1968 car that was a classic in the US, the C101 Commando. It runs a modified 2.0-litre turbocharged four-cylinder petrol engine that produces 255kW and 500Nm of torque, about 25 percent more power than the production version of that engine.

Aston on track with road-legal special

The Vantage developed to mix with the Formula One pack is coming to the showroom.

TURNS out the two safety cars Aston Martin has developed to shepherd this year’s Formula One field can be enjoyed by the brand’s fanbase. 

A week after revealing its track specials, the British marque has unveiled the Vantage F1 Edition, which is basically the same car as that joining the grid for official duty, but without lightbars and so on.

New Zealand has been confirmed as a target market for the F1 Edition, with first examples wet to be available later this year. The car will likely raise big interest with local brand fans it is touted as being fastest and most focused of the whole Vantage breed.

As a celebration of Aston's return to F1 – yes, they were briefly in that mix six decades ago (see the video) - the Vantage F1 Edition has had direct input from Tobias Moers, who was recently appointed the company’s chief executive. In case you've forgotten, before that, he was the boss of Mercedes-AMG. If any bloke knows how to make a taut, thrilling, track-focused special or two, it has to be Moers, right? 

What’s the go here? Essentially, the formula is as you’d expect: More power, a new aerodynamics package and an uprated chassis. 

This edition adopts a retuned version of the ‘standard’ Vantage’s Mercedes AMG-sourced 4.0-litre twin-turbocharged V8, now developing 393kW and 685Nm – so, exact-matching the race-bound safety car, but up 18kW over the regular road car, and with its peak torque figure offered across a wider portion of the rev range, so as to improve tractability and in-gear response.

To cope with this upswing in muscle, the eight-speed automatic transmission now features an optimised torque-cut during upshifts that reduces the time taken to swap cogs. This also helps on downshifts, allowing for 'finer control when the driver is balancing the car at its limit of traction'. That's all about making the Aston better to steer on track. 

And faster? Seems so. Aston claims 0-100kmh sprint times of 3.6 and 3.7 seconds for the coupe and roadster respectively.

The type also achieves had serious chassis and aerodynamic upgrades enacted upon it by the engineering team of Aston Martin.

Moers asked his team to deliver a Vantage with faster lap times than any model yet seen, but with caveat that the on-road capabilities could not be compromised in the process.

The aero tweaks are more than meets the eye. Detailed underbody modifications are enabled to increase front structural stiffness for finer steering feel and response.

Moving to the suspension, the dampers' internals have been reworked to increase their effective force range, which means the vertical body control should be improved, so the car is less bothered by high-speed compressions or monstering its way over crests.

The rear spring rates have been jacked up, as has lateral stiffness at the back of the Aston. This sharpens turn-in and increases traction, meaning the trailing axle of the car shouldn't be dynamically 'left behind' by the more-eager front end.

To make the most of all this kinematic acuity, the alloy wheels have gone up a size, from 20s on the other Vantage models to a set of 21-inch rims here. These are wrapped in tyres developed specifically for the F1 Edition by Pirelli, and it's the first time any model of Vantage has had such sizeable rubber at all four corners.

The aero kit comprises a full-width front splitter, front dive planes, underbody turning vanes and a big rear wing. Aston hasn't changed the design of the rear diffuser on the F1 Edition, but claims significant positive front and rear downforce; optimally 200kg more than the regular Vantage can summon up at maximum speed.

Other distinguishing features of the F1 Edition include a vaned grille, 2x2-twill carbon-fibre exterior detailing, unique body graphics, quad exhausts and the Satin Black Diamond-Turned 21-inch wheels.

Aston will allow buyers access to a limited but distinctive array of body colours and interior finishing, obviously with a strong motorsport theme. That means the Aston Martin Racing Green colour is available, seen on both Aston's F1 contender for 2021 and also the Safety Car, but there's also Jet Black and Lunar White (Satin or Gloss finish), all of which have a Solid Matte Dark Grey racing graphic to contrast their main hue.

Inside, the Vantage F1 Edition features Obsidian Black leather teamed to Phantom Grey Alcantara, with contrast stripe colours of Lime Green, Obsidian Black, Wolf Grey or Spicy Red available. Choose any of these and the stitching is finished in the same shade, too.

Moers is excited about the car, commenting: “Performance is at the heart of every Aston Martin, but when it wears an F1 badge it has to be a truly exceptional car.

“Vantage was already the most focused sports car in our range but in the development of our Official Safety Car of Formula 1, it had to be a true athlete: more powerful; more agile; more immediate and more exciting to drive. And - of course - quicker and more capable in a race-track environment.

"I set the engineering team a tough target, as I was insistent that gains in performance came via genuine improvements in the car's dynamics, and not by fitting track-optimised tyres. The results speak for themselves.”

Santa Fe and Sorento: Same yet different

The latest editions of the Hyundai and Kia large SUVs are still twins, but far from identical – particularly on the inside.

the Hyundai Santa Fe (above) and Kia Sorento are classic examples of badge engineering.

 I CAN just imagine the discussions that took place between two design teams during development of the latest Hyundai Santa Fe and Kia Sorento medium-sized sport utilities.

Hyundai: “We’re typically regarded as the more luxurious marque, so we want our interior to reflect that.”

Kia: “We’re typically regarded as the sportier and more youthful brand, so our interior should reflect that.”

To all intents and purposes the Santa Fe and Sorento are the same vehicle. They’re built on the same platform, share the same powertrains, and their base exterior designs are the same. And although they are built at different South Korean assembly plants – the Hyundai at Ulsan and the Kia at Hwaseong  - they were no doubt also developed within sight of each other at the sprawling Hyundai Kia Automotive Group research and development centre at NamYang, in South Korea.

But the two vehicles are different, particularly when viewed from the inside. In there, it is the Sorento that indeed exudes the more youthful look, while it is the Santa Fe that is indeed the more grown-up and luxurious.

It’s called badge engineering – but it’s not as we used to know it.

The term had its origins in the days – as far back as 1917, in fact - when, in an effort to spread vehicle development costs, manufacturers would simply replace a car’s badging to create a new model that would be sold by a different brand. Such as swapping the badges of a Mazda 323 hatch and calling it a Ford Laser, for instance. Or in more recent times, changing the badges of an Opel Senator or Insignia and calling it a Holden Commodore.

The Sorento is larger, its wheelbase and body is longer, which translates to superior interior load space.

These days, in many instances the badge engineering has progressed far beyond simply swapping logos. Exterior styling between closely related vehicles can be considerably different, interiors can be unique, and ride and handling characteristics can be engineered to suit the particular needs of each particular vehicle.

Outstanding modern-day examples of all of this are the Santa Fe and the Sorento. And the best way to illustrate it all is to study their respective centre consoles – those areas that house all the control bearing surfaces ranging from infotainment to climate controls to gearshifts.

At the top level – the Santa Fe Limited and the Sorento Premium – the vehicles are powered by the same 2.2-litre turbocharged diesel mated to an eight-speed dual-clutch automatic operated via a shift-by-wire selector.

But the vehicles require different techniques to do the gear selecting. In the case of the Santa Fe the selector is a push-button thing with Reverse, Neutral and Drive in a top-to-bottom line, with Park (the electronic park brake) to one side. The Sorento’s selector is a rotary device with R, N and D in a left-to-right sequence with the P button in the centre.

The differences continue through the respective centre consoles. In the Kia, the audio and air conditioning controls are located between two air vents in the dash area immediately below a tablet-style infotainment screen, while in the Hyundai the controls are laid out in an orderly fashion slightly north of the gear selector.

There are numerous other differences in the centre console designs, and they all point towards the same design conclusion – that the Santa Fe should be seen as the more premium SUV, the Sorento as the more informal choice.

So which is best? Well, firstly I have to say that both interiors are very good, outstanding examples of how things can be the same but different. Study both interior designs closely and it is obvious that almost all the controls are essentially in shared locations, but their design and application are unique.

Hyundai’s interior is different to the Kia’s, not least when it comes to the gear selector design. This is the Santa Fe …. Rob didn’t like it.

…. here’s the Kia. And, again, a gear selector that failed to impress.

But as for the electronic gear selectors? Frankly, I don’t like either.  I much prefer the sense of motoring involvement that comes via the use of a gearstick. Isn’t that ironic? It doesn’t seem that long ago that we were all moaning about the demise of manual gearshifts. Now I find myself moaning about the demise of auto gearshifters.

Mind you, there’s no denying the intelligence of the electronic transmissions. Our home has a short sloping driveway that requires us to reverse out of. When I had the Santa Fe for road test I initially found I was unable to select reverse gear and move off, because the Hyundai refused to disengage the electric park brake. It took a little while for me to realise this would not happen until we had clicked the driver’s seat belt in place.

Of course the same intelligence is aboard the Sorento, because they share the same transmission. In fact with both vehicles you are not allowed to move off in Drive either unless you have the driver’s seatbelt clicked in place.

Other differences between the two? While it is obvious the base design is the same, there are major differences in nose and tail design. The Sorento is larger, its wheelbase (2815mm versus 2765mm) and body is longer, which translates to superior interior load space. I believe that, to the uninitiated, the Santa Fe and Sorento have to be regarded as entirely different SUVs.

They’re both contributing solidly to their brands’ sales efforts, too.

As at the end of February Kia was running second beyond Toyota in passenger vehicle and SUV sales with a 13 percent share, while Hyundai was in sixth place with seven percent. But of these two medium-sized SUVs, it was the Santa Fe that was the dominant performer, sitting in 10th place with 338 sales.

That was a sound result for an SUV that sells for as much as $89,990 as a Limited – which is $13,000 more than the Sorento Premium. Could that be because customers prefer the more premium look of the Santa Fe to the extent they are prepared to pay the extra dollars? Or, does the Hyundai look more premium both inside and out than the Kia Equivalent?

After looking at the photographs accompanying this article, you be the judge.

Next-gen Peugeot 308 for NZ in early 2022

Advanced cabin tech, a stronger look and the option of hybrid power.

THE first to wear Peugeot’s new logo – and pretty much everything behind that fresh ‘coat of arms’ moniker is fresh, as well. 

So it goes for the next-generation 308 hatchback, revealed internationally today and set to land in early 2022, a timing that might well synch neatly with the distributor opening a smart new flagship dealership. 

The latest car won‘t seem like a wholly new start, in that it carries over much of the silhouette of the outgoing model - the same chunky, snub-nose and retaining a deep c-pillar; however the detailing is very different.

Still, the aerodynamic efficiency has improved, cutting drag to 0.28Cd, body stiffness has been boosted by using aircraft-style adhesive in key areas and the chassis, though a variation of the current car’s EMP2 platform, has been significantly upgraded. The wheelbase is 55mm longer, which should free up more rear seat space, and total length has gone up by 110mm. The car also sits 20mm lower to the road.  

The 308 launches with three versions of the familiar 1.2-litre PureTech three-cylinder turbo petrol engine, in 82kW and 97kW forms, with an eight-speed automatic gearbox, but will also deliver in electrified versions too - a pair of plug-in hybrids, using the 1.6-litre turbo PureTech four-cylinder petrol engine, combined with an 81kW electric motor and a 12.4kWh battery.

The powerhouse version of that line makes 168kW, with CO2 emissions of 26 grams per kilometre, and an electric range of 59km. Peugeot also does a 132kW version, with CO2 emissions of 25g/km and an electric range of 60km.

There’s talk a high-performance 308 Peugeot Sport Engineered will come along in due course, powered by a 220kW, all-wheel-drive version of the PHEV system.

PHEV versions have an optional 7.4kW charging system which will allow them to be fully charged in one hour and 50 minutes (or just under four hours with the standard 3.7kW charging system).

In Europe Peugeot will offer PHEV buyers membership of the Peugeot Easy-Charge system which will include access to 220,000 public charging points. The PHEV 308s' batteries will be warrantied for eight years or 160,000km.

 A new Drive Assist 2.0 pack includes adaptive cruise control with Stop and Go function – just with the auto, but it’s very likely that will be the sole transmission choice here - and a lane keeping aid. There's also a new function, which suggests the best moments to change lanes to overtake slower moving traffic. A system that adjusts the cruise control speed if a corner is coming up also debuts.

High-set instruments and a small, low-set wheel … yup, that i-Cockpit seems set to stay. Upmarket editions have a fully-digital '3D' ten-inch screen for the instrument panel, while the central touchscreen is also 10 inches across. This now comes with two separate control areas, aside from the main screen, one showing a panel of "fully configurable virtual i-toggles" - a series of touchscreen buttons of which you can decide the layout and functions.  

Wireless phone connectivity for Apple CarPlay and screen mirroring is standard. A 10-speaker Focal sound system, eight-colour ambient LED lighting, and a selection of USB ports also feature. There's over-the-air software updates and also a 'Hello, Peugeot' digital voice assistant.

Front seat occupants achieve 10-way power-adjustable massaging chairs, trimmed in Alcantara and leather with contrast stitching. There's also a new air filtration system, which prevents airborne pollutants from entering the cabin.

The auto’s gear selector is a toggle-type and there’s a button for selecting Electric, Hybrid, Eco, Normal and Sport modes, depending upon which engine you've chosen.

Four hundred and 12 litres of boot space is availed with the rear seats up, an eight litre reduction on the current car, expanding to 1323 litres with the second row folded. An additional 34 litres of storage space can be utilised through small compartments spread around the cabin

Styling-wise, the 308 gets the deep, concave grille, slim headlights, and 'fang' LED daytime running lights from the recently-facelifted 3008 and 5008 crossovers. At the back, it has slim-fit brake lights with a connecting light bar running across the boot lid. The new badge, set into the centre of the grille, is designed so that the radar unit for the active cruise control can now sit behind it.

The new model’s entry could coincide with the opening of a three-storey Peugeot Citroen supersite the Armstrong motor group will build in Greenlane, Auckland. It will also be one of the first premises in the world to feature the new Peugeot brand identity.

Armstrong’s managing director Rick Armstrong, whose Autodistributors’ NZ holds national distribution rights to PSA brands, says the building is a sign of the group’s commitment to the Peugeot and Citroen marques and is an indicator of what it believes is the huge future growth opportunity for the two brands.

Pagani’s screaming 625kW Huayra R unleashed

Looks like someone didn’t get the memo about the future being all-electric.

EXTREME? The word is almost an understatement.  

The 2021 Huayra R just unveiled by Pagani is the Italian supercar specialist is certainly down to be considered its most outrageous car to date.

This spiritual successor to the 2009 Zonda R is a track-only monster, running a 6.0-litre naturally-aspirated V12 engine designed in collaboration with a Mercedes-backed German race team, HWA, developing 625kW (at 8250rpm) and 750Nm (from 5500-8300rpm).

Though questions about whether it would ever be accepted for competition hang over it, it is nonetheless fully outfitted for racing. So, a roll cage, automatic fire extinguishing system, a pair of race bucket seats with six-point harnesses, a detachable racing steering wheel, race-inspired centre stack with buttons to control lights, brake balance, engine maps and more, a fully-digital motorsport instrument display and AP Racing adjustable race pedals.

If push came to shove, it could almost run as a single class; only 30 examples of a machine intended to represent “the full expression of Pagani Automobili’s technological development" are being built – so that’s a nice number of a decent field. Each is priced at $NZ4.3 million. Before taxes.

Those buying-in will have access to an 'Arte in Pista' (art on the track, in Italian) programme, comprising a range of on-track driving events from individual track days to group events with other Huayra R owners in North America, Europe, Asia and the Middle East.

Imagine the sound of these cars weighing as a pack. That V12 is certainly pretty special. Weighing just 198kg, it’ll rev up to 9000rpm and features a 200-bar direct-injection system to improve thermal efficiency and aid performance. The lightweight alloy exhaust has equal-length exhaust manifold runners designed to allow it to “roar like a F1 car of the past.”

Drive is sent to the rear wheels through a six-speed sequential transmission, featuring a motorsport-derived clutch and a 'dog ring' design, the latter seeing the synchromeshes between gears typically found in road-going transmissions deleted to reduce shift times.

Under the skin, the Huayra R's monocoque chassis employs a range of composite materials designed to reduce weight and improve safety on track, including Carbo-Titanium HP62-G2 and chrome-molybdenum alloy steel.

Pagani claims a dry weight of 1050kg, along with 51 per cent and 16 per cent in flexural and torsional rigidity at the rear of the car versus a road-going Huayra.

Suspension is covered by forged aluminium alloy double wishbones front and rear, paired with reworked geometry, helical springs and electronically-controlled adaptive dampers.

It runs 19-inch forged aluminium alloy wheels designed by APP Tech, wrapped in 275mm front and 325mm rear Pirelli P Zero racing slick tyres, and achieves Brembo CCM-R carbon-ceramic brakes, clamped by six-piston calipers. The hardcore aerodynamics package is designed to produce 1000kg of downforce at 320kmh.

Covers pulled from Staria

Get a load of this …. Hyundai’s spaceship-styled Staria is fully revealed.

NO word yet from Hyundai in New Zealand, but with other markets – including Australia – indicating they’re starters, the star signs are surely looking good for this dramatic looking next-generation people-mover making a local debut. 

The Staria is touted as a replacement for the iMax, the passenger version of the iLoad van, and in that people-provisioning format it will be built in seven-seater and nine-seater variants, with a luxury Premium edition billed in the latter format.

After sharing teaser images last week, Hyundai has now properly revealed the model and offered unexpurgated viewing of its mono-cell body.

The Premium version seen here is wearing a '3.5' badge. Does this mean its powertrain could be borrowed from the recently-released Santa Fe, offering 200kW and 332Nm via an eight-speed torque-converter automatic?

A turbo diesel is likely to be offered in entry-level Staria models, and could use a version of the Santa Fe's 148kW/440Nm 2.2-litre four-cylinder, or potentially the 137kW/416Nm 2.0-litre four-cylinder borrowed from the new-generation Tucson, also incoming to NZ soon.

Hyundai dealers in Australia have been told all-wheel-drive versions may be available. That’s of relevance here; our markets often share common models.

It’s thought the Staria, and the next-gen iLoad, will ditch the current generations’ rear-wheel drive layout for a front-drive monocoque platform.

The passenger version will incorporate independent coil rear suspension whereas the commercial editions are on a solid leaf-sprung rear axle.

Hyundai says the interior has been inspired by the lounge of a cruise ship, hence the enormous dark-tinted panoramic windows.

Staria will be offered in multiple seating configurations, with bench seat options in lower-spec variants taking up to 11 occupants. That latter provision comes with a model with four rows of seats that will apparently only sell in South Korea.

The top-spec variants will have individual arm rest for front and middle row passengers. Captain seats, with 180 degree swivelling function in the second row, will also have ottoman and recline function.

Infotainment will come from a centrally-mounted 10.25-inch screen, and the driver will be greeted with a digital instrument cluster and a button-type shift lever.

Tributes pour in for Sabine Schmitz

Queen of the Ring remembered by Top Gear friends and many more.

REVHEADS, racers and a multitude of motoring and motorsport media outlets around the world have been saluting Sabine Schmitz, who has died at the age of 51. 

The Nurburgring’s most famous female driver — widely known as “Queen of the Ring” — who also rose to fame as a television personality lost her battle with cancer after more than three years with the disease.

Schmitz was synonymous with the Nurburgring Nordschleife, the 22.5 kilometre circuit in Germany that is renowned as the toughest in the world. She was born and raised in villages adjacent to the track and experienced her first lap at the age of three (her dad drove).

She rose to become the only female winner of the 24 Hours of Nurburgring – first in 1996, then again the following year, both times in a BMW M3 –  and estimated she had driven around the track more than 20,000 times.

She really rose to international attention with the general public after appearing on the Top Gear television programme.

Her debut was in a 2004 episode as the hired hand who instructed Jeremy Clarkson as he drove a Jaguar S-Type R around the circuit. Ih the aftermath, quipped she could beat his time driving a Ford Transit van. The next year, she went on to accept the challenge – falling short by a mere nine seconds, despite her Ford Transit boasting a fraction of the power of Clarkson’s supercharged V8 Jaguar. Those segments were highlight pieces of the programme’s Clark-May-Hammond era.

A statement from the legendary German racetrack said: “The Nurburgring has lost its most famous female racing driver. 

“Sabine Schmitz passed away far too early after a long illness. We will miss her and her cheerful nature. Rest in peace Sabine!” 

Jeremy Clarkson said: “Terrible news about Sabine Schmitz. Such a sunny person and so full of beans.”

Co-host Richard Hammond said: “Very sad to hear of the passing of Sabine Schmitz, a proper driving legend who’ll be sadly missed by many. The Ring has lost its Queen. RIP.” 

The Top Gear website also placed a tribute, saying.

“Sabine was a beloved member of the Top Gear family and presenting team since 2016, having first appeared on the show in 2004, and everyone who had the pleasure of working with her on the team is in shock at this news. Sabine radiated positivity, always wore her cheeky smile no matter how hard things got and was a force of nature for female drivers in the motoring world.”

Top Gear said that while Schmitz starred on TV in recent years, it was her abilities around the Green Hell – the world’s most notorious race circuit – where she first established her name.

“She adored the ‘Ring and knew it on an almost innate level, having driven tens of thousands of laps and competed in countless races there. She won the Nürburgring 24 Hours twice, her 1996 victory being the first for a female driver.

“Like everyone else who knew her, we will truly miss her – Sabine really was one of a kind. Our thoughts are with her partner Klaus, who was always by her side and who we welcomed to Dunsfold many times, and her family in Germany.”

Current Top Gear host Chris Harris, who is a renowned racing driver in his own right, recalled Schmitz as a “wonderful, powerful, hilarious person.”

Formula 1 said Schmitz was "a force of nature" who inspired "a new generation of motorsport enthusiasts".

The Hegarty website said Schmitz was born in Adenau and grew up in Nurburg, where her family ran a modest hotel. There she would mix with the great and the good from motor racing, and by the age of 13 had made up her mind to become a racing driver.

She would need to wait to be 18, when she could hold a driving license, to drive around the Nürburgring circuit, but by the time she reached 17 the urge was too great to resist and she ‘borrowed’ her mother’s BMW and, without her permission, drove it to the circuit for her first experience from behind the wheel.

As she recounts: “The guy on the track… he said, ‘Oh Sabine, you are already 18? You’ve got your driving license?’ I said, ‘Oh, yes! Bye bye.’ Vroom! And then I would go on the track.”

In years gone by, Schmitz drove for BMW’s Ring Taxi service, which offered paying passengers a high-speed lap in one of a fleet of BMW M5s. Nearly all passengers would hope to secure a place in Schmitz’s car, leading her to establish her own Ring Taxi service.

After withdrawing from a race last July, Schmitz shared news of her health with fans.

“Dear friends of professional motor sport.

“Many of you have probably wondered why I was on the list of participants on our Porsche in the NSL and then didn’t drive after all.

“I would like to provide enlightenment here, I think I owe it to my/our fans! Since the end of 2017, I have been fighting an extremely persistent cancer that has not been eliminated with the resources so far.

“It got a little better – but now it’s come back with full force.

“Now I have to draw all the strength and nerve to master the next powerful therapies … hoping something (good) will happen.

“So I say goodbye ‘probably’ for the first time this season. In addition, I would like to thank everyone for their help and support in my everyday life, and encouragement in writing!”

Perfect ‘i’ timing

More about the iX, a good look at the i4 and the lowdown on iDrive … it’s a busy week for BMW.

bmw head office’s unveiling of the production i4 has synched with the announcement of the iX (below) model lineup for our market.

 ANOTHER electric moment from BMW, with delivery of local distributor information about incoming versions of the iX electric crossover synching with the parent in Germany revealing its next wholly battery car, the i4 four-door coupe.

Germany’s images of the i4 show a production-ready car, unveiled a year after the namesake original design study was shown.

The big difference? The one signed-off for NZ driveways will have four doors, not two, and so sit and badge as an alternate to the combustion engine-wed 4-Series Gran Coupe, with which it shares a platform and significant styling detail. 

A lot of technical detail remains withheld, but BMW says the model will deliver up to 590km of range from a single charge on the WLTP cycle and will offer a maximum of 390kW.

Earlier reports suggest this will only be available in short bursts from the performance-focused, range-topping variant, expected to be named the i4 M50. An entry-level eDrive35 and a mid-spec eDrive40 are also rumoured.

The maker says that power will allow the flagship car to hit 100kmh from a standstill in ‘around’ four seconds, likely with the help of all-wheel drive. That sprint time, and the range, are equivalent to figures claimed for Tesla’s Model 3 Long Range.

Game on? Well, presumably yes, though BMW seems dead set on teaching the American make a thing or two about dynamics. Though detail about the chassis tuning is being held back, it is on record as saying that 'simply going fast in a straight line is not enough'.

Pieter Nota, member of the board of management of BMW AG responsible for Customer, Brands and Sales, has also since commented: "With its sporty looks, best in class driving dynamics and zero local emissions, the BMW i4 is a true BMW. It makes the heart of the BMW brand now beat fully electric."

BMW's policy of making its full electric vehicles (EVs) appear as conventional as possible is strongly evidenced by i4. Blue accents and aero wheels separate it from the upcoming 4 Series GC, as do the redesigned bumpers and the lack of exhaust tips at the back. Both the EV and ICE editions seem destined to have a common frontal styling, including that oversized kidney grille.

By the time i4 shows, BMW should have iX well settled into the market – it’s set to launch in the fourth quarter of 2021, after all. 

BMW NZ has settled on choice of two battery and electric motor options: the entry-level xDrive40, and the flagship (at launch, at least) xDrive50.

The first mates two electric motors with a lithium-ion battery offering ‘over’ 70kWh of gross energy capacity, good for a power output of 240kW, and a sub-6.0-second 0-100kmh sprint time. 

Maximum driving range according to Europe's WLTP test cycle sits at more than 400km, according to BMW, with a combined energy consumption rating of less than 20kWh per 100 kilometres claimed.

The iX xDrive50, meantime, brings more than 370kW from a larger 100kWh-plus battery pack, enabling a sub-5.0-second dash from zero to 100kmh, a WLTP range of above 600km, and combined energy consumption of under 21kWh/100km.

DC fast charging is standard on both variants, at a rate of up to 150kW in the xDrive40, or 200kW in the xDrive50. A 10-minute stint on a DC charger is said to add up to 90km and 120km of range to the 40 and 50's batteries respectively, with both models capable of a 10 to 80 percent charge in 40 minutes, according to the BMW information sheet.

There’s talk overseas that the iX lineup will eventually be headed by an M60 model, set to enter production in March 2022 with a 418kW version of the xDrive50's powertrain.

BMW confirmed the new iX would employ a number of sustainable materials through its construction, including up to 60kg of recycled plastic.

Recovered fishing nets will be used in the floor mats, rare-earth materials have been omitted from the electric motors, cobalt and lithium for the batteries are sourced ethically from ‘controlled’ mines in Australia and Morocco, while the interior features FSC-certified wood, olive leaf extract-tanned leather, and other naturally-sourced materials.

The iX also debuts (with i4 being the second recipient) the eight generation of the iDrive infotainment system, which combine a 12.3-inch instrument display and a 14.9-inch central touchscreen into a single curved panel and is now technically known as BMW Operating System 8.

BMW says that iDrive 8 will be able to: "adjust to the driver's individual needs and routines, as well as the situation at hand" and will be: "a central operating channel of human-machine interaction."

Even though the familiar iDrive controller click-wheel is retained – and is now made from glass and with a gold bronze bezel – the big idea for iDrive 8 is to move beyond the traditional twist-and-click rotary controller and move more and more into direct speech control, with you being able to chat to your BMW's dashboard and interact with it using natural language, rather than pre-set commands.

There is, of course, a digital voice assistant in the dash, called the BMW Intelligent Personal Assistant, and you can, by voice, interact with it, and it will get to learn your daily routine and regular needs and wants. There's also a new BMW ID, in which you can store various personal preferences and easily transfer them from one BMW to another.

There's also a new 'My Modes' setting, which allows you to customise and personalise different operating modes for the car, including Efficient, Sport and Personal Modes. The activated configuration is indicated by variations in the artwork specially developed for My Modes, the style and layout of the displays, and a change in the display colour, which adapts to the experience setting in the same way as the ambient lighting. Switching between My Modes produces acoustic changes, too, including adjustment of the engine or motor sound.

A few years back, BMW joined a car brand cabal that bought mapping and navigation company HERE from Nokia. That spend is going to pay off in iDrive 8, with a new BMW Maps function. Just like Google Maps and Apple Maps, BMW Maps will gradually learn your regular destinations, and will present them to you as options, rather than you having to regularly enter them. The system will be able to direct you around traffic hold-ups and will guide you to charging points if you need to top-up the battery.

EV6 a potential 2021 release in NZ

Less certainty from Kia here than expressed by Hyundai for the twinned Ioniq.

POTENTIAL for Kiwi electric vehicle enthusiasts to cross-check two strongly-related South Korean products here before year-end seems strong, though cannot yet be considered an absolute certainty.

In the wake of Kia in Seoul having released images, Kia’s national distributor has indicated optimism of the new EV6 hitting our roads in the second half of 2021, a timing that matches that for its Hyundai sister ship.

Aside from adopting a sportier look, offering perhaps less practicality, Kia’s car is in the same five-door, broadly crossover representation as the Hyundai Ioniq that is already confirmed for sale here.

The subordinate make’s first dedicated electric also has the Ioniq’s Hyundai-developed Electric-Global Modular Platform (E-GMP), so is expected to offer in the same drive formats – single motor rear-drive and dual-motor all wheel drive – and potentially have similar, if not identical performance and range.

 However, that side of the story has yet to be spelled out by Kia. The announcement from Seoul has simply been an entree to a full unveiling that is still weeks away. The preliminary exercise is simply to tell the styling story.

Neither local distributor is talking price, or exact specification, but Hyundai NZ is already accepting pre-orders for their model. Kia NZ’s comment does not broach that subject.

Expectation of the EV6 being considered by Kia NZ was always solid; it is already on the electric route with the battery-fed Niro, has recently added PHEV and mild hybrid versions of the Sorento and it knows the Ioniq is a firm starter.

EV6’s local placement might be considered a little less cemented, in that comment from Kia here says the car is ‘expected’ to go on sale in worldwide markets, New Zealand included, this year.

Kia says EV6’s shape is very much influenced by a new design philosophy, ‘Opposites United’, that it says embodies their shifting focus towards electrification and takes inspiration from the contrasts found in nature and humanity.

“EV6, as the first dedicated Kia EV, is a showcase of human-centred, progressive design and electrified power,” says Karim Habib, Senior Vice President and Head of Global Design Centre.

“We aimed to create a distinctive, impactful design by using a combination of sophisticated, high-tech features on pure and rich volumes, while providing a unique space as a futuristic EV.” 

A strong element is the ‘Digital Tiger Face’, a design progression evoking the spirit of Kia’s ‘Tiger Nose Grille’ for the electrified era.

Kia’s car appears to have a lower roofline and more compromised side glass aspects, particularly in respect to the rear doors, than Hyundai has dared with Ioniq.

The subordinate’s approach is more daring and more eye-catching, but could well compromise the interior spaciousness that is being hailed as a strength of the Ioniq. Interestingly, Kia has described the EV6’s interior design as profiling “an innovative use of space, creating a unique spatial and driving experience.”

 Kia NZ’s managing director Todd McDonald has noted that the car is “quite unlike anything produced by Kia in the past” and echoed head office in calling it “a hint of the brand’s future direction.”

In Hyundai form, the single motor version uses a 126kW rear-mounted motor. The all-paw’s combined power output is 227kW and 605Nm of torque. In latter form, the Ioniq 5 will accelerate from 0-100kmh in just 5.5 seconds.

Range depends on the battery. With the parent brand, there’s a choice of two - a 58kWh unit or a 72.6kWh unit. Hyundai hasn't indicated the range for the smaller, but the bigger one, with a single electric motor, lends 480km on the WLTP test.

It seems likely EV6 will also mirror the parent’s car with 800-volt charging capability. The Ioniq 5 can gain 100km range in just five minutes of charging and go from 10 percent to 80 percent charge in 18 minutes with 350-kW DC fast-charging. 

There has been speculation Kia might be ultimately allowed to release EV6 in a performance tune, with around 447kW, top speed of 260kmh and a 0-100kmh time as low as 3.5 seconds.

The one ‘everyone knows’ is only for the US

The big Jeep we could possibly do with is not coming.

GIVEN it’s being engineered in left-hand drive and so excluded for our consideration, everything to do with the latest, just-revealed Jeep Wagoneer is something of a semantic.

Yet Jeep fans here irked that the giant one is not coming might find it interesting nonetheless that the one name that means everything to them isn’t attached to this gargantuan luxury V8 wilderness wagon. Yup, no Jeep badges.

So why is this Jeep not … well, a Jeep? Simple reason, says Christian Meunier, the brand’s chief executive officer. “The Grand Wagoneer name and design make it obviously Jeep.”

Well, yeah, that’s true in places where Wagoneers have history – so, basically, North America. (And even there some might not know it, since these models last came out in return of iconic nameplates not seen since 1993). Won’t it seem a touch pompous in spots where it doesn’t; in short, the rest of the world. 

Knowing the biggest Jeep around will only stay on its home turf is a shame. This model formats as a seven-seater, whereas Grand Cherokee that has also been revealed in new ‘L’ form, and is coming here, does not. It’s remaining a five-chair car.

Despite restricting the availability to home turf, Stellantis, formerly Fiat Chrysler, has grand plans, beyond making Wagoneer a sub-brand.

They’re also talking about it being a rival for Land Rover and Range Rover product, which obviously might be of interest since it’s stuff we are all well acquainted with, given that it primarily is built in ‘correct-hand’ (sorry, right-hand) drive.

In that respect, it seems the Americans are talking about their seven-seater model being more akin in terms of plushness and affluence than anything else. Meunier:  "We call it the premium extension of Jeep."

It’s a bit different in respect to core capability. As we all know, all large Land/Range Rovers are equipped to go almost everything - even if few really get asked to.

Jeep also has lots of off-road cred as well, of course, so would you put a Wagoneer on the same trails? Er, maybe not. 

Yes, the models are four-wheel-drive – there are three systems depending on the grade being bought into.

Wagoneers and Grand Wagoneers have two off-road drive modes, can ford up to 70 centimetres of water, and offer approach, departure, and breakover angles of 25, 24, and 22 degrees, respectively.

As positive as that sounds, the full-size Jeep nonetheless has not earned the ‘Trail Rated’ stamp of Rubicon-clearing approval. To earn this citation, a Jeep is tested off-road to prove it meets five criteria: traction, water fording, manoeuvrability, articulation, and ground clearance. The word is that they fell down on the manoeuvrability.

Comments Jim Morrison, vice president Jeep Brand North America: "These have off-road packages for 10.0 inches (25cm) of ground clearance, skid plates, tow hooks, off-road all-terrain tires and are very capable but they are not a trail-size vehicle, so we haven't Trail Rated these vehicles.”

Dimensionally, the Wagoneers measure 5453mm long, 2388mm wide and 1920mm high, and sit on a 3124mm wheelbase (borrowed from the RAM 1500).  That makes them half a metre longer than our home market biggy, the LandCruiser 200 Series.

The expansive dimensions allow heaps of interior room, obviously. The third row of seats are large enough to house big adults, with 990mm of potential headroom and 930mm of legroom. Boot space sits at 773 litres in both models with all three rows in place. 

Powering the Wagoneer is a 5.7-litre naturally-aspirated, mild-hybridised Hemi petrol V8 shared with the Ram 1500 in the US, sending 292kW and 548Nm to the road through an eight-speed automatic transmission.

Air suspension is standard, which can raise or lower the ride height to improve ingress and egress, streamline aerodynamics at high speed, or optimise its off-roading capabilities. There's also autonomous emergency braking with pedestrian and cyclist detection, rear cross-traffic alert, automatic parking, traffic-sign recognition and driver fatigue monitoring.

A 10.1-inch infotainment screen and a 10.3-inch instrument cluster is standard on the Wagoneer, with another, lower 10.3-inch screen available on higher grades to control air conditioning and other features.

 The Grand Wagoneer scores 12.0-inch infotainment and 12.3-inch instrument displays as standard, with a 10.3-inch 'co-pilot' screen in front of the passenger available on higher grades, which allows them to control music and navigation settings, and smartphone-like functions including answering emails, playing videos and accessing social media.

A pair of 10.1-inch screens available for outboard second-row passengers – with movie and TV streaming, thanks to Amazon Fire TV integration – with vehicles with second-row 'captain's chairs' (standard in the Grand Wagoneer) offering another 10.3-inch screen in the back of the centre console.

Nappa leather is standard on all Wagoneer models and the entry-level Grand Wagoneer (badged Series I), with 'Series II' and 'Series III' Grand Wagoneers upgrading to plusher Palermo leather.

Staria – Hyundai’s stunning space shuttle

It’s intended to look like a spaceship visiting from another star system.

AS much as sports utility vehicles and crossovers have become Hyundai’s bread and butter in this market, the maker has not lost hope in there being a market for people carriers.

In that vein, Seoul given allowed a sneak peek at what it prefers to call a minivan that is production bound and potentially accessible to Hyundai New Zealand.

That’s wholly conjecture, though. Every piece of info about Staria has come from head office in South Korea. Hyundai NZ has not said a word.

 Fair to suggest the Staria is far more futuristic and interesting-looking than your average MPV.

Even the latest Kia Carnival, which has just landed here and would conceivably be considered a rival, is made to look quite old-fashioned.

For its part, Hyundai isn’t shy about supporting thought that the Staria is very much a future-now vehicle, probably vying to be the most outrageous and extrovert offer in the large MPV category since the Renault Espace and Avantime.

Indeed, in blurb sent out with these images it is bold enough to outright state the vehicle has a spaceship-like exterior design.

Certainly, it is bold: American website AutoBlog sums up well in describing Staria as looking as though it was “beamed to 2021 from 2121.”

 The styling highlights are numerous. The heavily raked windscreen and boxy monobox elements deliver a tie to the Ioniq 5 electric car that is coming here later this year.

The head-turning front end is characterised by an LED light bar that stretches across the entire fascia and headlights positioned at about the same level as the wheels. They're integrated into an extra-wide grille with bright mesh inserts. The tail lights are made up of individual dots that look like pixels; a signature also of the Ioniq 5. 

The short overhangs hint at an expansive wheelbase to maximise interior space. The dashboard is dominated by a centre-mounted touchscreen for the infotainment system and it appears there's no driver's display behind the steering wheel. The gear selector is a set of buttons, positioned right below the screen; the same layout already used by the Santa Fe.

The version in the images is a flagship model, designated the Premium, so it’s all about luxury. For instance, rear passengers travel on individual seats with retractable footrests. How much plusher it is to the standard fitout is a mystery, as that has yet to be seen. But you’d imagine there will be one better suited to the school run.

Evija soundtrack going for gold

The impending Lotus supercar’s powertrain is electric – but the noise it generates will evoke memories of a famous past car.

AN electric performance car doesn’t have to sound like, well, a giant Scalextric – one coming soon from Lotus will likely deliver a soundtrack that is very much a blast from a glorious past.

Lotus is working with a renowned British music producer, inspired by the engine note of the iconic Type 49, to develop a range of sounds for the impending Evija, the make’s next hypercar. The one that runs strictly on batteries.

Patrick Patrikios has written and produced for Olly Murs, Sia, Britney Spears, Pixie Lott and numerous other world-famous stars. He was Brit Award-nominated in 2018 for his collaboration with Little Mix, and the tracks he’s worked on have been streamed more than a billion times.

“We wanted to create a soundscape for the Evija that was recognisably and distinctively Lotus,” said Patrikos.

“I sat with the development team at Hethel and discussed what that should be. We wanted something intrinsically connected to Lotus so we could set an audio blueprint for its future electric cars.”

Patrikos loved the idea of using a famous Lotus as a starting point, and what better example than the Type 49 – one of the most iconic race cars of all time. He explained: “There’s a purity to that V8, a raw edge and an emotion that stirs something in your soul, just like the best songs.”

The process began with the recording of a Type 49, which Patrick fed into his computer. In digitally manipulating the sound he and the Lotus team realised that slowing the engine note down created a similar frequency to the natural driving sound produced by the Evija’s advanced all-electric drivetrain.

“I adjusted the replay speeds and digital filtering of the Type 49 to generate a soundscape for the Evija – it was a very organic process,” said Patrikos.

“We all wanted something to spark an emotional connection between car and driver. Sound is hugely influential when it comes to creating and forming emotions, to enrich that bond that’s such a critical part of the Lotus experience.”

Patrikos concluded: “I love that the sound from one of the most iconic Lotus race cars of all time has been the inspiration for its newest. There’s a symmetry to it which is beautiful.”

The Welshman has been a Lotus fan since childhood thanks to his car-loving father. An Evora driver, he splits his time between Los Angeles and the United Kingdom.

His body of work includes Hollywood movie soundtracks as well as songs from internationally renowned recording artists.

Patrick’s primary task was to craft the Evija’s external noise as it begins to deliver its immense ‘0-300kmh in under nine seconds’ acceleration. However, using the Evija soundscape he created, he has also developed chimes and tones for everything from the activation of the indicators to the seatbelt warning.

Few race cars from any motorsport brand are as celebrated as the Lotus Type 49. It won on its first Formula 1 outing, the 1967 Dutch Grand Prix, with legendary driver Jim Clark at the wheel, and a Type 49 was on pole position at every race for the rest of the season. The following year Graham Hill won the F1 Drivers’ Championship in a Type 49.

Only 12 examples were ever made, and the car will be forever associated with two world debuts.

The Type 49 was the first to use the all-new Lotus-developed Cosworth-Ford DFV engine that would dominate the Formula 1 grid for more than a decade, and it also marked the first appearance of the iconic red, white and gold colours of Lotus sponsor Gold Leaf, one of the most recognisable motorsport liveries of all time.

X-Prologue – Toyota’s impending EV teased

Image released internationally today gives a first look at a model that is likely coming to New Zealand.

TOYOTA has released this teaser image of the X Prologue, which is expected to showcase the design language for its upcoming electric vehicle family. 

The introductory model, which will be fully unveiled next week, is expected to present as a sports utility, similar in size to the RAV4 – but with a longer wheelbase together with shorter overhangs.

 It is built on the e-TNGA platform that was co-developed in partnership with Subaru. Toyota has previously indicated this kind of vehicle was on the way and Toyota New Zealand has also indicated willingness to take it.

The e-TNGA architecture is a big deal.

Toyota is planning on using this platform to spawn six electric vehicles, presenting in a diversity of body styles.  These are speculated to be called BZ models. This references ‘Beyond Zero’, the title of Toyota’s public push towards zero-emissions motoring.

The platform is massively flexible. It can be lengthened or shortened, accommodate single or twin motor powertrains and host a range of drivetrain layouts and battery capacities.

Subaru will also have at least one car built off this underpinning; their one is also a SUV and is rumoured to already have a name: Evoltis. And, yes, Subaru NZ is keen to have it.

The teaser image that partially reveals the car’s front end suggests it will have a two-layer style bonnet with the Toyota logo in the middle on a black background. To the sides of the front fascia, there are C-shaped LED headlights that appear to be joined together by a thin light strip positioned between the bonnet and bumper. A closed-off grille conforms with EV design direction.

 When Toyota first talked about e-TNGA, it released another image showing a stylised silhouette of a SUV and another revealing something of the platform layout (above).

The car is designed to go on sale worldwide and will be produced at Toyota’s ZEV factory in Japan.

Toyota says e-TNGA can host a wide range of different-sized battery packs and electric motors to suit models from different segments and allow the development of individual models in parallel.

The rest of the new e-TNGA-based models will include a smaller crossover, a large SUV, a sedan, and an MPV.

When talking up e-TNGA late last year, Koji Toyoshima, deputy chief officer of the ZEV factory was enthusiastic about the potentials.

“The versatility and flexibility of e-TNGA technology allows us to design and create vehicles that are not just battery-electric, but also exciting to drive and beautiful to look at.”

Polestar confirmed for NZ

 Sweden’s electric car maker will start with a plush fastback.

 CONFIRMATION has at last come from Sweden that New Zealand is to be a market for Polestar, with the flag flying before year-end. 

The electric car marque will initially represent with its current offer, the Polestar 2, a five-door five seat fastback, but it’s probable a sister model due to be unveiled in 2022 will also migrate here. 

Exact model specifications and pricing information will be confirmed closer to market launch timing.

Polestar is owned by Volvo Cars and by extension its parent company Geely, but operates as a separate entity.

Polestar 2 sits on the same underpinning as sister company’s Volvo’s XC40 crossover, but is a larger car at almost 4.6 metres long, 1.9 metres wide and nearly 1.5 metres tall.

Like its now defunct forebear, the Polestar 1, a plug-in hybrid, the 2 was first seen as a Volvo concept car. The Polestar name also has a Volvo background – it was once Volvo's racing skunkworks; brought to attention in this part of the world through the efforts of Scott McLaughlin. That link ended when it morphed into a standalone electric brand.

 The model is at its most affluent and aggressive in a prime Performance Pack representation, which sells for around $120,000 in European markets.

 This version has Brembo brakes and Ohlins adjustable dampers – which have to be hand-adjusted - and runs with twin 150kW electric motors, one mounted on each axle, fed by a 78kWh lithium ion battery, with maximum power of 305kW and 600Nm torque.

Cited range on the WLTP measure is 470km, top speed is 204kmh and it belies its 2123kg weight to achieve 0-100kmh in 4.7 seconds.

The interior is laid out in quality materials but the main attraction is a Tesla-like portrait touchscreen dominating the centre of the dash. This measures 11 inches across the diagonal and it is powered by a Google OS. The model has a digital instrument cluster, with graphics in Swedish Gold. As you do. 

 Next year Polestar is expected to release the 3, which shares a brand-new platform with the next-generation Volvo XC90. This SPA2 underpinning is destined for several other large Volvos. The 3 is expected to deliver with a coupe-like roof, so will be a strict five-seater, whereas the XC90 has seven seats.

With Australia, Singapore, Hong Kong and South Korea also announced as new markets, the upmarket electric arm of Volvo will represent broadly across the Asia Pacific and will take its global footprint to 18 countries by the end of the year.

“The brand is gathering real momentum, and it is great to be expanding with Polestar 2 beyond our initial global markets in China, North America and Europe,” says Polestar’s chief executive, Thomas Ingenlath.

Preparations in these markets are at different stages as the brand organises market launches and eventually the opening of online sales.

Specific dates and details for each market will be published locally to include model specification and product pricing.

Effort to keep Polestar and Volvo separate is taken seriously in Europe, where rather than sharing showroom space, Polestar cars are offered from a network of 'Polestar Spaces', usually situated in busy town-centre locations.

In South Korea and Australia, local independent Polestar sales units are being established and new managing directors have already been appointed.

The other markets will likely be operated on an importer basis, with local partners to be confirmed in due course, tonight’s announcement says.

 “Specific roll-out timing is at an advanced planning stage and the recruitment of key individuals has begun,” comments Nathan Forshaw, Polestar’s new head of the China and Asia Pacific regions.  

“While we are growing rapidly, we are ensuring both our organisation and processes ensure a consistent and truly Polestar experience for our customers, wherever they are based.”

Kona N unveiled – pretty much

Seoul has just sent out these images of its upcoming performance SUV. Thoughts?

GETTING excited by the prospect of a performance flagship version of Hyundai’s Kona sports utility?

Maybe these photos will further fuel that enthusiasm.

 These are the first images of the car without camouflage, and though they are not exactly fully unexpurgated reveals, they do give a good idea of what to expect from a model set to land, probably later this year, with a 2.0-litre turbocharged petrol engine, in marriage to an eight-speed dual clutch transmission – and potentially, in front- rather than four-wheel-drive format.

It’s the same engine that serves the brand’s current sole N division emissary in New Zealand, the i30 N, and while outputs have yet to be announced, it's likely they will match the 206kW and 392Nm the hot hatch delivers.

Hyundai has previously promised the powertrain will be flavoured by a launch control and a sports exhaust.

The Kona N provides the first opportunity for the make’s N Division and the Hyundai Design Centre to work together on this kind of body type, and as the images released from South Korea today enforce, the ‘hot SUV’ ideal is being taken seriously.

 The car has a wider and lower stance than the donor and, accordingly, “clearly

represents a powerful presence and driving fun,” the maker says.

The front view is dominated by large, sporty and “iconic” air intakes, and the new light signature lends an aggressive, powerful appearance, the brand contends.

The lower grille defines the character of the bumper fascia; “its shape is inspired by an aeronautic fuselage and extends to the side of the car, emphasising its aerodynamic efficiency and speed. An N logo on the unique upper grille completes the look.”

At the rear, a large double-wing roof spoiler for enhanced downforce gives spice to the rear view. It also incorporates a third, triangular brake light, as is customary with N models. 

Large N dual exhaust mufflers fully express the high-performance spirit, according to today’s release.

“Lower down on the rear bumper, a large diffuser enhances the airflow departure. The sporty appearance is further emphasised through body-coloured fenders, bringing Kona N visually closer to the ground.”

Exclusive alloy wheels and red accents embellishing the side sills are exclusive N signatures.

Jolion identified as H2 replacement

 The new generation of Haval’s smallest model has been revealed.

SAID to be conflation of ‘joy’ and ‘lion’ – also, an Anglicisation of the Chinese word, Chulian, which means ‘first love’.

So goes the back story to why the replacement for the cheapest model Chinese maker Haval offers in New Zealand has a proper name now.

What we’ve known to date as the H2 will, according to overseas’ reports, now be the Jolion. 

Part of the Great Wall Motors’ family, Haval is represented nationally by GWM NZ, which has yet to offer comment on the car or when it might come on sale.

The H2 is presently the focus of a big advertising push at the moment and Jolion is expected to be available in other right-hand-drive markets of significance soon.

Reports from South African and Australia say the model is based on Haval’s new modular platform, also oddly-named (given the connotation, perhaps we won’t see much reference to it being the Lemon underpinning). Anyway, this platform also underpins the larger H6 and ‘Big Dog’ (no, seriously) SUVs.

Despite the off-roaderish look, the car still produces in front-drive only and continues with a 1.5-litre petrol, though the transmission has changed, the current six-speed auto being dropped for a seven-speed direct shift unit.  

Outputs are yet to be confirmed; some markets take the engine in a 116kW and 220Nm tune, but Australia’s CarAdvice website cites documentation it has viewed suggests the unit also comes in a 105kW form – so, producing 5kW less than the current car. That’s the one it believes will offer in Australia and so, perhaps, also NZ as in the past our countries have settled on common choices.

The Jolion delivers with 17-inch wheels as standard, with a higher-spec variant to be offered with 18-inch wheels and a sunroof.

The car also expected to feature a touchscreen infotainment system with Bluetooth, Apple CarPlay, and a reverse camera, plus LED headlights, tail-lights, and daytime-running lights, and keyless entry with push-button start.

Wireless smartphone charging, adaptive cruise control, a power-operated tailgate, and semi-autonomous parallel parking could also be offered, CarAdvice has suggested.

Overseas models also feature in-cabin LED lighting which reacts to the music being played through the audio system.

Q4 e-tron set to deliver tech edge

An augmented reality head-up display is among snazzy new features on incoming Audi.

AUDI has allowed a sneak peek of what will likely become its most important new electric car of the immediate future, the Q4 e-tron – not just at its styling but also at some of the technology.

In respect to the electronic whizz-bangs, there’s particular pride in a new head-up display landing with a model that Audi New Zealand has previously said is intended be fully settled in by early 2022 to sit below the e-tron in wagon and Sportback styles, the impending S editions of those, plus the more performance-oriented e-tron GT, which shares an underpinning with the Porsche Taycan and includes an RS edition. 

This is regardless that other NZ-destined cars on the MEB platform (VW ID.4, Skoda Enyaq and SEAT El-Born) have all been significantly delayed for local introduction because of VW Group’s desire to satisfy demand in Europe before releasing them elsewhere.

Anyway, if things change for the Q4 e-tron, Audi’s first MEB car, we’ll let you know.

Back to the tech. Projecting information such as speed and navigation directions onto the windscreen so that the images seem to be hovering somewhere over the bonnet, and the driver can keep their eye up and out on the road, rather than looking down at an instrument panel, is nothing new.

Audi is now taking that to the next level, in two ways.

First, it has vastly increased the size of the projection. The HUD in the Q4 appears to be 178cm (70 inches) across. 

Secondly, it’s relaying much more than the usual basics. New prompts that appear to float in space around 10 metres in front of the car include a navigation direction graphic - a series of bright blue chevrons - that point you down the right turning, or pick out your final destination.

It can also keep an eye on other traffic, warning with little red or green lines if you're too close to the car in front, and even predicting where other cars are going to go next, by reading the car's 'body language.' The lane keep assist function gains a visual element by showcasing the position of the Q4’s wheel tracks on the road ahead.  

Worried this could become too distracting? Audi’s engineers involved in this project say the exact opposite is their goal: "The data itself is chosen to be contextual and situational.  

“So actually we don't want to overload the driver with a lot of information. The meaning of augmented reality and the use of it is to show the information you need, when you need it. And this is exactly what we're doing.” 

The tech upgrade doesn’t there. The main touchscreen in the centre console is, at 29.5cm (11.6 inches) across, one of the biggest screen Audi has yet put into one of its cars. The Q4 e-tron also lacks a gearstick and achieves a funky new steering wheel, flattened off at the top and bottom, featuring touch-sensitive haptic pads on the spokes instead of traditional buttons and roller switches.

At 4590mm long, 1865mm wide and 1,613mm tall, Q4 e-tron appears similar in physical size to the Audi Q3, regardless it is intended to slot between that car and the Q5 and despite but the wheelbase being long, at 2760mm. 

The benefits of being on the MEB architecture is that will be a lot roomier that the compact and medium orthodox ‘Q’ models: Some who have seen the car already say it has the kind of space you'd expect from the Audi Q7,  with lots of rear legroom and stadium-style seating in the back.

What it doesn't have is a seven-seat option. Does this seem odd, given that it has a massive 541-litre boot (with a 40:20:20 split rear bench opening up 1490 litres with the rear seats folded down) and also, of course, three-row formats are popular with consumers. Audi has indicated only that a dedicated seven-seat electric car is on the way, but is vague in respect to that model being part of this family. One other point of interest is that this model eschews a 'frunk' under-bonnet storage area; that space has been filled by ancillary systems, such as the air conditioning unit, to maximise cabin space.

 Audi intends to keep the Q4 e-tron’s shape wrapped in camo tape until next month, however it’s surely quite obvious the car in today’s images still roughly matches the original Q4 concept, in general dimension and look, with many of the production vehicle’s surfacing and lines are taken directly from the concept. The obvious revisions cited by overseas’ media are changes to conventional side skirts, smaller vents at the front, a toned-down rear diffuser and smaller wheels. 

Drivetrain specifications have not been revealed, but it will share the same range of electric motors and battery packs as the ID.4, with a range topping quattro variant sporting a 225kW twin-motor, four-wheel-drive powertrain and a 77kWh (usable) battery. A 0-100kmh time of around six seconds, a top speed of 180kmh and a maximum WLTP range of 500km are expected.