Kia Sorento 2.2 Premium: A bold new signature

The flagship version of Kia’s largest sports utility makes a powerful impression.

Price: $76,990
Powertrain and economy: 2.2-litre turbocharged in-line diesel, 148kW/440Nm, 8-speed automatic, AWD, combined economy 6.1 L/100km.
Vital statistics: 4810mm long, 1695mm high, 1900mm wide, 2815mm wheelbase. Luggage space up to 821mm (with five seats in use). 20-inch alloys wheels.
We Like:  Excellent interpretation of Kia’s ‘refined boldness’ family design, very high level of standard specification, nice safe drive.
We don’t like: Rotary gear selector isn’t very involving.  

THREE hundred and thirty-three ‘pyrodrones’ simultaneously launching hundreds of fireworks in a synchronised aerial display in the skies above the South Korean city of Incheon.

Kia went big in launching its new brand logo and slogan; this recent effort established a Guinness World Record for ‘the most unmanned aerial vehicles launching fireworks simultaneously’. (Personally, I feel that almost must qualify for another record – for the most useless world record).

The new logo spells out the word Kia in an unbroken and rhythmical line that is designed to resemble a handwritten signature. It’s rather nice, certainly better than the staid outgoing format. 

Kia says the design embodies the brand’s rising ambitions – as does a new brand slogan: Movement That Inspires.

Talking of inspirational … the new fourth-generation Kia Sorento large sports utility. I feel it deserves to stand as one of South Korea’s best vehicles.

Of course it could be said you have to say that, because the latest Sorento is one of the newest vehicles to emerge from the peninsula, and all new models should be better than what were before, but this one really is very good.

Built on a revised platform, it currently configures with a 2.2-litre turbocharged diesel mated to an eight-speed double-clutch automatic transmission feeding all-wheel drive.

This year it will be joined by two hybrid versions, the more advanced featuring a new-generation 1.6-litre turbocharged electric motor-assisted drivetrain, also AWD, and with a degree of pure electric driving and plug-in replenishment.

The latter was one of eight winners in the 2020 Golden Steering Wheel Awards, delivered annually by a couple of big German media concerns and decided by an 18-strong jury.

In New Zealand, the turbodiesel version of the Sorento didn’t arrive early enough to be considered for this country’s Car of the Year Award, which is administered by the New Zealand Motoring Writers Guild. It will be on the primary consideration list for the 2021 gong, by which time the PHEV model will also be on the market. I’d suggest it has to be odds-on that the big Kia will be a contender.

Importantly, Sorento is the flagship model in a comprehensive range of SUVs now presented by Kia. It begins with the recently-landed Stonic, continues through the Seltos and Sportage - which are two of the biggest-selling SUVs on the Kiwi market - and includes the electrified Niro which is available as both a hybrid and plug-in hybrid.

All these vehicles, with perhaps the Niro the exception, are notable for their similarity of exterior design. During the week I had the Sorento, a number of my neighbours mistook it for a Seltos.

Kia describes this design language as “refined boldness”. Indeed. The new Sorento’s bodywork features sharp and sculpted lines and creases, and a new interpretation of the brand’s ‘tiger nose’ grille. And although the vehicle is just one centimetre longer than the model it replaces, it looks bigger thanks to a 35mm longer wheelbase and shorter front and rear overhangs.

At the rear, the new Sorento has vertical tail lights that wrap around the side of the body in a design inspired by the even bigger Kia Telluride, which was named the 2020 North American SUV of the Year. It can’t come to New Zealand as it is built in left-hand drive only.

The Sorento is built on Hyundai/Kia’s third-generation large SUV platform, which is based around a compact engine bay structure and shorter front and rear overhangs, and this combines with the longer wheelbase to provide improved interior space.

A full seven-seater, it boasts among the largest luggage capacities in its class – up to 187 litres with all seven seats in use which is a 32 percent increase on its predecessor, 616 litres when operating as five-seater, and more than 2000 litres with both the second and third rows folded.

That’s a substantial amount of rear cargo space, and notably that room as a five-seater can be increased to 821 litres by sliding the second row of seats forwards. Or less if that row is slid backwards to create more legroom for passengers.

It needs to be mentioned at this stage that although the Sorento is a very close relative of the Hyundai Santa Fe, to the extent of having the same powertrain and levels of comfort and safety specification, they are not fully identical.

A major difference is size. Sorento is the larger of the two, with a body that is 25mm longer and, crucially, a wheelbase that is 50mm longer. That’s no doubt the reason why the Kia’s interior load space is quite a bit more than what is published by Hyundai. I suppose it also needs to be pointed out that I have yet to drive the Santa Fe – that will happen in a couple of weeks.

Sorento’s interior design seems substantially different to that of the Santa Fe – but the content and the intent remains the same.

Kia’s ‘Supervision’ instrument cluster is fully digitised, and this allows the Deluxe and ultimate-step Premium models to convert the tachometer and speedometer into blind-spot monitors whenever their turn signal is activated – the speedo for the left side and the tacho for the right. The views back down the flanks of the vehicles come via wide-angle cameras located in their wing mirror housings.

Other technologies include rear cross traffic alert, blind-spot collision avoidance, smart cruise control with ‘stop/go’, driver attention warning, lane follow assist - which automatically steers the Sorento so it can remain in the middle of a lane - and in the top models, around view monitor.

The Premium model I drove is also the first Kia available with Remote Smart Parking Assist, which enables drivers to stand outside the vehicle and use the key fob to move it backwards and forwards into tight parking spaces. Kia says it is so it can be easier for passengers to get in and out of the vehicle in tight parking spaces, or if another driver parks too close to be able to access any of the doors.

Premium also features a shift-by-wire rotary gear selector, while the remaining Sorento models continue with a traditional gear lever. The E-Shift dial might be simple to use - featuring just Reverse, Neutral and Drive and with a push-button Park control in its centre - but I felt the lack of a gearshift removes a sense of involvement with the vehicle.

Better news a little further back on the centre console, however. There, is another rotary controller that can be used both to select four Drive modes (comfort, eco, sport and ‘smart’) and to select three terrain modes  (snow, mud and sand) which among other things  controls the vehicle’s electronic stability control as well as the distribution of torque to all four wheels.

The drive mode selector is great, particularly the Smart mode which is judges what the driver’s driving style is and selects a suitable mode all on its own. As for the Terrain mode selector – while I suppose it is nice to have it there, I doubt it would be used much. A pricey SUV with 20-inch wheels shod with 45-series tyres and a 176mm ground clearance isn’t really designed for slogging through the mud. More likely slogging through the leafy streets of our cities….

Overall, the Sorento interior impresses for being spacious, comfortable, and loaded with safety, connectivity and infotainment technology. With the top models this even includes mood lighting which emits soft ambient downlighting from beneath the dashboard to help create a lounge-like atmosphere.

It’s not perfect though. Apple Carplay and Android Auto phone integration is a little cumbersome. But overall, the interior environment is very good, and at the Premium level, very comfortable.

In recent years a strong feature of the Sorento – and the Santa Fe – has been its R-Series 2.2-litre turbodiesel. For this new-generation model the engine has been upgraded via a number of improvements including a new aluminium block which replaces a cast iron block, all of which has allowed this latest ‘Smartstream’ diesel to weigh in 38.2kg lighter than that aboard the third-generation model.

The engine is paired with Kia’s new eight-speed wet double-clutch auto, which makes efficient use of the engine’s outputs. It also feels quieter, helped no doubt by a bodyshell that boasts a four percent increase in tensile strength which has reduced body vibration. The vehicle’s suspension system, which essentially the same as before, has also been revised to reduce noise and vibration.

This helps make Sorento an impressive SUV to drive long distance. During my time with the vehicle we put in some serious kilometres through the North Island, and its sure handling feel and quiet interior made for relaxed motoring. Just what you want with a SUV of this size. The vehicle is not what I would describe as sporty, but it is cultured.

The Premium model pricing a full $13,000 less than the equivalent Hyundai Santa Fe Limited ,which carries almost identical specification, is a big difference that quite frankly adds to the Sorento’s appeal.

And adding further will be the PHEV model, which will offer 195kW of power and 350Nm of torque, and obviously much lower fuel consumption. No prices have yet been announced, but they will probably be above those of the Premium 2.2-litre model. I can’t wait.

Isuzu D-Max/ Mazda BT-50: New world order

In flagship format, the latest additions to ute-dom raise the standard without forgoing their roots.

 D-Max X-Terrain/ BT-50 Limited

Prices: Isuzu $75,490/ Mazda $60,990.

Powertrain and economy: 3.0-litre turbo-diesel four-cylinder, 140kW/450Nm, 6-speed automatic, 4WD, combined economy 8.0L/100km, CO2 208g/km.

Vital statistics: 5265mm (D-Max)/5280mm (BT-50) long, 1870mm wide, 1790mm high, 3125mm wheelbase, 18-inch alloy wheels.

We like: Isuzu - class-leading safety tech, big step up in comfort and driving feel; Mazda – looks good, quality interior.

We don't like: Isuzu - price inequality with Mazda equivalent; Mazda – loses dash-top cubby, poor cupholder design. Both - engine could be gruntier, challenging electronic interfaces.

(Mazda BT-50 off-road images Callum Crawley).

 HOW much ‘ute-ness’ is retained?

It’s a question that anyone interesting in migrating to the Isuzu D-Max and Mazda BT-50 might imagine has become relevant. In flagship format, both represent as massive steps forward, not just for their respective brands, but also for their genre. The hefty technology loadings, the easier driving, the plushness of the cabins … it’s surely steering these models toward comparison with classy SUVs or even top-drawer cars, right?

Which is a nice dream, but reality is that as much as the BT-50 Limited and D-Max X-Terrain deliver car-like levels of comfort and safety, they’re still utes at heart. Which is great. Smartly dressed and appointed utes are to be celebrated, but there’s no point raising the standard and losing the core appeal.

The D-Max and BT-50 get the work-play, rough-and-schmooze ratio pretty much just right. They’re the smartest guys in a crowded room when it comes to occupant protection, with mutual adoption of new safety technologies that are often reserved for luxury brands, content, comforts and quality. And yet, when asked to do an honest day’s work? Well, they won’t shirk that call, either, being fundamentally excellent toilers, which tick a great many boxes: Tough built with a decent engine, solid driveline and heavy tow capacity. Nice. 

In terms of pure primal talent, picking which is the best is basically a coin toss. Unfortunately for Isuzu, if a decision is to be based purely on dollars being spent, then it’s a Mazda home run, so great is  the latter’s price advantage.  

The consolation for Isuzu-ites who aim to remain brand-loyal at any price is that they cannot feel short-changed by the improvements in design and development they’re getting. 

It is fair to say that there has never previously been a D-Max that is as polished or well-presented as the X-Terrain is now. Those who have known the old will surely be stunned by what they achieve in transition.

The BT-50 also has a fresh start feel. As it should, being the first Mazda pick-up or light commercial utility vehicle not to be built alongside a Ford equivalent for almost 60 years. Ending one marriage ang going to another still brings badge-engineering consequence, but at least now Mazda is able to offer a specification and smarts that Ford cold-heartedness denied the old BT-50.

Sizing up a BT-50 against D-Max reminds Mazda is Isuzu’s customer. Their truck is made on Isuzu’s production line, in a common factory in Thailand. Hiroshima’s side has been allowed to restyle, but no more. The technology, the chassis, the drivetrain … all are entirely Isuzu. Everything about the mechanical and dynamic set-up has been Isuzu’s remit. No Mazda ‘zoom zoom’ evidences.  

That the test examples didn’t drive identically was solely due to tyre difference. Both ran factory 18-inch rims but Isuzu’s were shod with an aftermarket Maxxis 980 Bravo A/T that, while a superior off-road choice than the Bridgestone Dueller 265/60 type that’s standard, trade off with significantly enhanced road roar and a less resolved on-seal feel. 

The walkaround is intriguing. Which looks better? Potentially, the Isuzu as a whole is more to convention and there’s an aggressiveness to its clipped form that is highly agreeable; it also has a more recognisable ute silhouette.

The Mazda is more modern in appearance, however, which bodes well for it standing the test of time. Dimensions between both lines are all but aped, yet expect to hear that the BT-50 is bigger. A side-effect of the talk of it having taken inspiration from the stance of a sumo wrestler?

Mazda knows too well how challenging it can be to carry car design cues into utes; the previous model was badly botched. This time, happily, the passenger trademarks of a broad shapely grille and squinty LED headlights – just as powerful and decent as Isuzu’s, by the way - the wheel arch shapes genuinely suit.

What Mazda has done inside the cabin to differentiate is above and beyond; they probably didn’t have to change their dials to usual in-house style, and altering the air vents immediately on either side of the centre screen – the latter having forced a change of glovebox design – and revising the dash top shape seems an expensive execution in pursuit of ‘Mazda-ness’. But its this and the silver metallic-look trim that run from the doors across the dashboard that lend impression of the BT-50 being more executive-minded.  

Also appreciated is Mazda’s extra thoughtfulness in delivering additional finishing touches, absent from X-Terrain; sun visors incorporating mirrors and illumination, an auto-dipping rear vision mirror and heated front seats are enhancements that’ll help sell it to those looking for an SUV ambience with traydeck convenience.  

If the Isuzu seems more utilitarian, it does have some good unique touches. The dashtop lidded cubby is a great asset ignored by Mazda. The Mazda has cupholders between the seats that are more like bottle holders; you will lose a smaller coffee cup down there and it'll be messy to retrieve it. Not a problem with Isuzu’s clever pop-out cup holders, sited near the outer air-vents.

Beyond that, it’s all common territory. Same broad, soft but comfy seats, steering wheel and major controls and so on. Both dress their seats in leather – black with Isuzu, a more controversial brown with Mazda – and there's good adjustment for the driver to achieve a decent driving position: Rake and reach adjustment for the steering, height adjust for the driver's seat, and lumbar adjustment too.

The driver's electric seat adjustment is eight-way, but there are no memory settings. The passenger seat lacks any electric adjustment, which might irk more in the X-Terrain, given it being in a semi-premium price band. The back seats in each are comfy, though – as is common for utes – you have to put up with a near-vertical seat back, with excellent leg and head room. There is enough room for three adults to fit across, and two ISOFIX and two top-tether loops allow two child seats in the back.

The models’ electric assists and infotainment features are a tour de force, no argument, and all that imprint is also Isuzu-led. The safety and assist systems’ integration is solid; the functions that warn of the potential of an imminent collision, keep the vehicle within its lane, alert to a change in speed zone are perhaps a touch nanny-ish at times – and you’ll perhaps tire of it sounding warning chimes – yet you shouldn’t diss this stuff. It might save your skin.

Likewise, the utes’ off-road aides are nicely inprinted; it’s easy to scroll from rear-wheel-drive into the all-wheel-drive modes and, especially when the rear diff lock is engaged (for no obvious reason, a tricky business in the BT-50), it’s impressively confident through a gnarly landscape.

It's the integration and implementation of the on-cabin information and infotainment systems where the wheels fall off. Isuzu has taken on a mammoth task in corralling a wide span of data flows and driver involvements for scrutiny (just look at how much of the Bible-sized handbook is given over to its operability). But they’ve tried too hard and come up short. Mazda must be wishing it could have delivered its version with the same MZD format that goes into its cars.

All sorts of things don’t quite come off. The Android Auto and Apple CarPlay options are respectively via USB and wireless and USB-connect; clever, yes, but it would have been smarter still with an inductive charging pad. When a phone is wirelessly relaying, it’s chomping through the power. Tethering fixes this, but surely makes the Bluetooth link unnecessary.

 The graphics of both screens are surprisingly basic and the fiddliness in operability, especially of the one in front of the driver which contains core driving data, becomes a test of patience, not least when deep-diving into the sub-menus. It’s also unfortunate the large screen seems prone to glitch. Both examples were hit by occasional screen freeze, phone system deactivation and slow prompt responses. Does that suggest a firmware issue? 

Still, the depth of the safety kit is brilliant. Buy into either range and regardless of the variant you get eight airbags, autonomous emergency braking, stop/go adaptive cruise, blind spot detection, lane departure warning/assist, forward collision avoidance, drive attention warning, automatic high-beam lights, rain-sensing wipers and a reversing camera. Perhaps one of the most interesting inclusions is the front-centre airbag - to protect those in the front seats in the event of a side impact. That is required for a five-star ANCAP rating under 2020 criteria, D-Max and BT-50 are the only utes to have it. 

Turning back to a ute basic, the deck design is identical in each model and while there’s not enough space between the wheel-arches for a pallet (1165mm by 1165mm), it’s a deep compartment with good tie-down options but only one finishes the job by providing a deck liner for no extra cost. Go to the X-Terrain and you that get as standard as part of a dress up kit that also provides roof rails, fender flares, a rollout tonneau cover and an aero sports bar Mazda buyers will have to pluck from the accessories catalogue. Which is where the BT-50’s hinged deck hardtop came from. How much? Dunno.

Both models come with the highest possible towing capacity, and rate at 750kg for an unbraked trailer and up to 3500kg for a braked trailer, with a tow ball down load of 350kg. We were eager to try them with something on the hook … but neither came with tow bars.

For the most part, both were mainly driven without any load, which seems a shame but is probably a reality for many top-end utes; the kind of deck cover Mazda has really enforces them being used that way.

So cars they became. And yet, cars they not. As much as the term ‘car-like’ carries serious conviction in how they outfit, there’s less sophistication in respect to how they drive, but first focus will be on the new 4JJ3-TCX powertrain.

An all-new engine with a bigger capacity than most other motors offered in this part of the market, the models’ 3.0-litre arguably delivers more bonuses for those coming from the Isuzu camp than for those out of the old BT-50 who enjoyed the Ford-provided 3.2-litre five-cylinder.

Either fan group might think this engine is a bit quieter than what they’ve each been previously used to, but only the Isuzu supporters will consider it gruntier. From a Mazda point of view, you’re going from a mill that was surprisingly alert for the type to one with less immediacy, particularly in respect to low to medium speed responsiveness. It’s a dramatic decrease, but one that is easily noticed nonetheless.

Once up into cruise, the power delivery is a lot more linear; it feels more settled if relaxed. A good aspect is that it doen’t consume a heap of diesel; a real world consumption figure of 9.0L/100km from a mix of urban, highway, country road and off-road driving for both seemed pretty good, really.

Yet it’s just not the zestiest choice in the category so owners are going to have to live with being jibed about the Ford Ranger Bi-turbo 2.0 litre and the revamped 2.8 litre Toyota HiLux having more muscle. It’s pointless getting into a fight over it; the others are going to win.

The revised six-speed automatic offers smart, quick and mostly smooth shifts, though it can be a little eager to shift a lot at higher speed. Opinion on test from all who experienced these is that the logic is trying to step between the higher gears to stay in its torque sweet spot. No doubt that’s partly to help save fuel, too. 

In regard to the general driving demeanour, the work-first ethos that so flavoured the previous D-Max continues to show in the suspension tune. The ride is decent, but you can still tell it's a ute and expect jitters from the three leaf-sprung rear end without a load on board. A mate who compared his previous-gen BT-50 to the new reckoned the latest is a touch less polished in quelling surface texture feel, but nonetheless gave it high marks. Like me, he was also impressed by the steering; going from a hydraulic system to an electric setup makes the action considerably more driver-friendly than it was before. Still lots of feel and feedback through the wheel, but it’s no longer such a muscle-builder. You notice this especially in urban use. The turning circle is still large at 12.5 metres and it still takes quite a few turns lock-to-lock, yet it’s less of a chore.

 The lane keep assist is right on top of its game; the camera that calls the shots picks up the most faded road markings, and tugs at the steering accordingly if you seem set to cross the line. Sometimes you’ll think it’s too much of a busy-body, but the intentions of this, the blind spot monitoring and rear cross traffic alert systems, are good. The latter work really well and are handy both at open road speed and when pulling out of parking spots. 

Regardless that this product has some irksome issues, whichever badge you sit behind, you’re driving a winner. It’s a shame the Isuzu has been left out to dry by Mazda’s aggressive pricing, but that’s not say the BT-50 is assured all the spoils. For all the good stuff it delivers, it might yet cop criticism for not delivering a full-out Mazda identity. 

These makes have read the market well with these models: Plush automatic diesel doublecabs have been fantastic sellers for much of the past decade; it was only a matter of time before others decided they deserved to wrest some of the action off the Ford Ranger and Toyota Hilux.

 Of course, no gold rush lasts forever and the terrain these models are tackling might be more precipitous that it seems. Government’s push for a CO2 cleanup won’t be beneficial to utes - this engine isn’t the smuttiest but falls behind by having DPF regen (which takes 10 minutes) rather than an AdBlue approach - and any review of the level of fringe benefit tax evasion that is rumoured to fuel so much ute take-up would also undoubtedly present an unwelcome climate change.

Still, while the going’s good, these are a very good go-to.

Mitsubishi Triton Black Edition: Hello darkness my old friend

The name can be taken all too literally. It’s all value too.

Price: $46,990
Powertrain and economy: 2.4-litre MIVEC turbocharged and intercooled in-line four cylinder diesel, 135kW, 437Nm. Six-speed automatic transmission. Super Select II 4WD with Off-road Mode. Combined fuel consumption 8.6L/100km.
Vital statistics: Length 5305mm, height 1795mm, width 1815mm, wheelbase 3000mm, ground clearance 220mm. Wheels 18-inch black alloys.
We like: Diesel performance is over a broad revs range; Super Select 4WD among the best around.
We don’t like: Black-on-black may not appeal to some; air conditioning seems hard to get warm; hard lid restricts use of wellside.

WOULD you own a vehicle in the olour most notorious for showing off dirt the quickest?

A lot of people do.

Latest worldwide statistics show that while white was by far the most popular colour – or non-colour – in 2020 for a massive 38 percent of all vehicles built, black ran next with a 19 percent share.

A large proportion of those were luxury cars, because everybody knows that black looks really classy with that genre. But black is of course also offered as a choice of body hue with every other style of motor vehicle, from the smallest hatch to the largest ute.

I mention all of this having just been driving what is perhaps the blackest vehicle on the market.

It’s the Mitsubishi Triton Black Edition, a limited-edition ute that is based on the GLS, a model line that isn’t now a part of the Triton lineup here, having being replaced by the VXR as the top Triton on offer.

To make it a Black Edition model, MMNZ has added a black ‘dynamic shield’ front end and grille, black LED headlight surrounds, black 18-inch alloys, and black alloy side steps.

Black Edition Triton is available with a choice of paint hues including blue, orange, white and grey, but the version we had for road test was – naturally – painted a colour called Pitch Black. And on top of that, our ute also had a black deck liner, black sports bars, black two-piece hard lid, and even a black towbar.

So the black version of the Triton Black Edition is black – spectacularly black. It is also spectacularly priced, on the market for $46,990 which is well below the $62,990 RRP for the VRX. That’s good buying, because the only things the VRX has which the Black Edition doesn’t are leather seats, seat heaters, paddle shifters and a rear roll bar.

Granted, in typical Mitsubishi fashion the VRX is currently being offered with a special retail price of $51,990, but even so that offer for the Black Edition model is highly competitive.

Mind you, these days nobody buys a new ute in New Zealand without spending a few thousand extra accessorising it. In the case of our Black Edition test vehicle the accessory spend was at least $6100, which took the total price to more than $53,000 – more than the SRP for the VRX. But then again, a VRX buyer would almost certainly accessorise that ute, and so the process goes on and on….

Triton is the third most popular ute and the fourth most popular vehicle in New Zealand, with sales last year running at around 10 a day. It’s easily the most popular Mitsubishi, well ahead of the ASX and Outlander SUVs.

The replacement of the GSX with the VRX as the top model happened a couple of years ago when the massively facelifted ‘Beast Mode’ model was launched here.

All the utes in the Triton range are powered by the same 2.4-litre MIVEC turbo diesel, which is part of a Mitsubishi family of petrol and diesel engines with variable valve timing technology, and which have been installed into everything from the smallest Mirage up to the largest SUV.

In this case the engine develops 135kW of power and 437Nm of torque, figures which on the face of things look a bit modest when compared against the likes of Ford Ranger and Toyota Hilux. But that variable timing of the intake and exhaust camshafts works efficiently in supplying the power and especially the torque over a broad revolutions range, so overall performance is sound.

Adding to the attraction of this ute, big-time, is that it carries Mitsubishi’s Super Select II, which is one of the few 4WD systems that allow a vehicle to operate on seal in 4WD without voiding the manufacturer warranty – and of course not destroy the diff.

It’s a very good system, which in the latest models is controlled using a twist dial on the centre console. It offers 2H and 4H - 2WD High and 4WD High – which can be selected at speeds of up to 100kmh and are able to be used on seal. Then there is 4HLc, which is 4WD High with the centre differential locked to provide a 50:50 torque split for best performance off the seal, and finally there is 4LLc which is a crawl gear for the really tough off-road work.

On top of all that there an Offroad Mode selector which offers the choice of gravel, mud/snow, sand and rock drive modes for improved performance through various ground conditions.

Super Select is one of the things that sets Triton apart, easily compensating for the fact it doesn’t offer quite the same power as the Ranger and Hilux, or the brand-new models Mazda BT-50 and Isuzu D-Max. The Mitsi ute also isn’t quite as large as the Ford and Toyota, but it is a bit bigger in most dimensions than the Mazda and Isuzu.

During our time with the jet-black Black Edition we used it for a summer camping trip in the wilds of Bay of Plenty – well, Papamoa, which these days is so populated it feels about as ‘wild’ as the Auckland CBD. But there’s a great beach there, the weather was nice and the water warm, so we weren’t complaining.

For us, a camping trip usually involves loading a vehicle to the gunwales, and the trip with the Triton was no exception. It didn’t unduly affect the ute’s performance – in fact being fully laden meant its ride and handling felt rather secure. The only downside was that fuel consumption rose from the official stated average of 8.6 L/100km to around 9.2 L/100km.

That was still acceptable though, with very little difference in consumption between the times the Triton was run in 2WD in dry conditions, and in 4WD High when we opted for extra safety in the wet. Actually, the bigger annoyance was the massive differences in diesel prices at various service stations around Papamoa and the Bay in general. How can the fuel companies justify 35c differences in diesel prices at sites mere kilometres apart?

Talking about fully loading a ute, I have to say that those hard lids installed over the wellside deck are a pain. They seriously compromise the ability of the load area to carry cargoes of any size. If I had to fit anything in the interests of rear load security, I’d much rather opt for a removeable tonneau cover (which is a lot cheaper) or go the whole hog and install a canopy.

But at least the hard lid, which was lockable, did provide secure storage. And it has to be said it helped make the Triton Black Edition something of a looker – which is important in the current ute-crazy motoring environment in which highly-accessorised ‘hero’ utes are all the rage.

Equally important is the Black Edition’s price, which is very attractive. Little wonder then that this limited-edition model is contributing solidly to Triton’s good sales performance.

MINI Cooper SE: Proper little charger

A three-door MINI using the electric expertise of parent, BMW Group (think BMW i3). Intrigued? You should be.

Price: $59,900

Powertrain and range: Single electric motor with 135kW/270Nm, single-speed transmission, 32.6kWh battery, 235km range (WLTP), FWD.

Vital statistics:  3850mm long, 1727mm wide, 1414mm high, 2495mm wheelbase, luggage capacity 211 litres, 17-inch alloy wheels.

We like: Easy and highly enjoyable to drive, delivers essential MINI elements.

We don't like: Short changes on range, confusing switchgear, phone recharge pad design.

 SO much about what MINI is now traces back to what it became in its first life – a fun-loving darling wild child of the Swinging Sixties.

Becoming the life of the party then was really chapter two of the car’s story; it really starts in more sobering fashion, in the decade prior, with British Motor Corporation signing off on the design for more dramatic reason: To meet a crisis.  

Britain was in the midst of the Suez Crisis that was causing significant fuel shortages. What got the car into production was urgent need to present a thriftier car than anything BMC was building back then.

 Of course, as history relates, in the long run, an ability to better eke excitement from every drop of petrol ultimately took a back seat. What really drove the car to fantastic success and almost global greatness were the car’s dynamic flair and endearingly timeless design (so iconic that Rover Group registered the shape as a trademark in the 1990s).

When BMW took over rights to MINI, they quite properly focused on reinvigorating that chic characteristics; many modern age MINIs have subsequently rolled out in different sizes and silhouettes since, all have kept that familiar and famous flavour.

It’s fitting the model that resonates most strongly with history, the Hatch, now leads the way into a whole new adventure. Despite having had to eschew pretty much every design signature of the first cars, mainly for sake of safety – so, no visible welded seams and external door and boot hinges, no sliding windows, string-pull door latch releases and so on – it nonetheless cleverly has the strongest connect to the past with three doors, the most compact dimensions and the cheekiest on-road nip and zip flair.

All those factors fuel the logic for it being the car as driven today; in a format that takes the MINI full circle, in that it has only become necessary through dint of another fuel crisis. One somewhat more serious than Suez. 

Meeting fads is something MINIs have always done well, but anyone who imagines that the make’s first fully electric car is here simply to appeal to a moment of emergent populism are missing the point entirely.

 The world is turning away from fossil fuels. Electric cars are, at least in the short term, the best alternate. Accordingly, as much as it come across as being a fun-first toy, the variant that arrives here with a 32.6kWh battery that is sandwiched into the floor of the car and a 137kW electric motor that drives the front wheels via a single-speed automatic transmission is a serious first step toward a future into which this maker, like every other looking to keep in the car business, must fully engage.

Even so, we’re not yet at the point where electric is a must-have, so logically the car still has to sell itself on more than just efficiency.  

It’s probably just as well the Cooper SE – which, strictly speaking, is the correct name for what will inevitably be called the ‘MINI Electric’ – can firmly relate credibility as a fun drive.

In reality, it’s not quite the best example to use when mounting argument for why battery variants score an ohm run over fossil-fuelled equivalents.

As with many EVs, the full benefits will only reveal in the long run. It is pricier than many fossil fuelled MINIs and doesn’t look too hot when comparing with other like-priced battery pure products. If the lens is on proficiency and practicality, and cares not for panache, then the NZ-new Nissan Leaf and the Hyundai Ioniq that sell for much the same might seem more sensible; being larger, more functional and offering much better range.

 I’ve driven enough EVs now to accept that manufacturer-cited maximum ranges, and even WLTP-attested efficiencies, should not be considered as absolutes by any stretch. In this instance, the maker claim, backed by WLTP evidence, that the Cooper SE should provision up to 235 kilometres between charges simply raises thought that German and British electricity is to a higher strength than ours.

The car was picked up in fully-charged state. The computer said it would offer 173kms’ driving before requiring recharge. Interesting.

The first drive was the longest, a 165km run open run. But that was directly A to B. I also put in around 40kms urban driving first. That actually didn’t seem to hurt it too much.

When I finally hit the 100km sector, it still suggested ability to complete the big journey with about 10kms’ margin. I replenished the battery by direct current fast charge (13 minutes, 9.38kWh taken on, for $5.75) at a ChargeNet station with 40 minutes’ driving to go, but probably didn’t need to; at that point it still had around 35 percent charge remaining.

On arriving home, I plugged it in; I don’t have a home charger so it drew off a normal wall socket. No ideal, but all I could do. Recharging the battery back to 100 percent health took from 1.30pm until 9.30pm. This time the car attested expectation of provisioning me with 186kms range.

The rest of the test period was to that formula. Drive around all day, mainly short journeys, recharge at night in my garage. But every time the battery returned to an indicated full charge, the trip computer estimated a slightly lower range; just 160km from the final zap. Huh?

As much as a shorter than expected range niggled a bit, it never actually annoyed and certainly didn’t lessen the overall enjoyment factor. However, it did cement impression that it’s likely better off in the role I tend to envisage all MINIs doing best. Being a car aimed at typical urban commuters who don't face long daily journeys and, perhaps more to the point, want an electric car to be stylish. It fills that role admirably and, I guess, if you were to get caught short on that duty, there’s no need to scurry home. It’s all set up for a rapid DC charger, which will get the battery back up to 80 percent in 35 minutes.

As for the money? Well, sure, it does look pricey when there are so many enthusiast-tailored small  -admittedly non-electric - cars that give just as much pleasure and cost considerably less, but you can’t really hang the Cooper SE out to dry for being expensive. That’s a burden all MINIs seem to carry.

In fairness, even the cheap ones don’t feel budget. Premium translates into top quality content and build and a fulsome equipment level. The test car was in a First Edition trim that delivered with a digital instrument cluster and large central touch screen, a head up display, cruise control and dual-zone air conditioning, heated seats, keyless entry, reversing camera with front and rear parking sensors and a number of driver assistance features including speed limit and traffic sign information, automatic emergency braking for pedestrians and high-beam assistance. It also ran a Harman/Kardon sound system and a panoramic glass sunroof. There’s also wireless phone charging and dual zone air that uses heat pump technology. Very snazzy.

Drawbacks? Aside from the usual pointlessly confusing switchgear madness, the biggest issue with a three-door MINI Hatch is that the rear passenger space is useless. It's best to only think of the back seats as somewhere to throw a bag.

The boot is the same volume as any other Hatch, so don’t go overboard at Bunnings: It's shallow and has just 211 litres’ volume, so anything beyond a few shopping bags is going to require some planning. What is useful is the additional bit of storage under the boot floor; this is where the charging cable will live.

By the way, it’s easy to pick it’s the ‘electric one.’ The 'E' badges on either end and embossed in the battery charge port cap and the wheels are meant to resemble a three-pin plug socket. Another indicator to it not having a bar of Planet Oil is the Energetic Yellow colour across the front of the blanked-off grille and on the door mirror caps, too.

There’s another giveaway. To accept the drivetrain – which is basically the one from the BMW i3, but reversed (and re-engineered for driving via the steering wheels) so that the battery sits in a T-shape with the crossbar under the back and the rest in a tunnel between the front seats - the Electric sits 18mm taller than a regular Hatch. You might not twig, as modified wheel arch and sill covers hide the difference.

The ‘MINI-ness’ to how it drives and performs comes through well. With the additional weight of the battery and other powertrain-related parts, the Electric incurs a 225kg weight increase of the equivalent MINI Cooper S.

However, the fact that the majority of that weight is set low in the chassis means the extra burden isn't all that apparent. If anything, the lower centre of gravity improves that grippy, go-kart feeling that the MINI is known for and always bangs on about. The steering is nicely weighted, with that typical slightly-heavier-than-normal feel that is a signature of sporty MINIs. Ride quality is generally never that great with MINIs but it’s not too bad here. We’re not talking magic carpet ride but the suspension has clearly been recalibrated and even biggish bumps are easily absorbed, as are smaller imperfections. Of course, on such a small wheelbase, it’s no limo.

A top speed of 150kmh reminds it isn't a fast car overall but neither is it a slow one in the speed bands that are more relevant. The initial step-off is majorly decent – 0-100kmh in 7.3 seconds - and it maintains that sense of urgency around city streets. The four drive modes vary the amount of power available, but I ran a fair distance at 100kmh in the ‘eco’ modes and it didn’t feel tardy. Snick in Sport and, of course, it is far more enlivening, though this also draws more power, so will shorten a range that’s already about 40 percent down on what you’d get from a petrol version. 

Decent levels of energy recovery are there too when you lift off the accelerator. There are two regen settings, the higher being strong enough to be considered one-pedal driving.

The only element absent is a pukka aural signature. It does emit a bit of warble at low speed, presumably as a pedestrian warning, and when gaining impetus at higher speed there’s some shrillness. But never could it be called rorty. I can’t imagine the forthcoming John Cooper Works edition will be allowed to get away with sounding like a giant Scalextric car, as this one does.

The saving grace, and the big attraction, is that even with an anodyne soundtrack, the car is far from anonymous, because it looks great. Beyond that, it is fun to drive, acquits perfectly well as a chic inner-city plaything and can also sustain open road trips, albeit of no more than several hours.

Life is going to be different in an electric age. Cars like this will at least keep it interesting.

Volkswagen Touareg V8 R-Line: Right kind of 'wrong'

If this flagship represents diesel’s last gasp, it’s one heck of a deep breath.

Price: $141,900

Powertrain and economy: 4.0-litre turbodiesel V8, 310kW/900Nm, 8-speed automatic, AWD, combined economy 9.9L/100km, CO2 258g/km.

Vital statistics: 4878mm long, 1984mm wide, 1702mm high, 2984mm wheelbase, luggage capacity 810 litres, 21-inch alloy wheels.

We like: Effortlessly muscular, a smart alternate to more prestigious VW Group models.

We don't like: Emissions count, no third row seating, awkwardly-site front cupholders.

 AROUND $60 billion to spend on increasing the count and production of electric cars and batteries … within the next four years.

You could say Volkswagen Group is spending as if there’s no tomorrow … and, in a way, that’s exactly why they’re doing it. That the ‘tomorrows’ for orthodox fossil fuelled vehicles are running out is recognised as being a cold, hard fact.

VW isn’t hanging around for the end of that world as we know it before concocting a Plan B. It’s blasting off to Planet Electric now. There’ll be 70 all-electric VW Group models by 2030, of which 20 are already signed off, and around 60 hybrid models by then as well, of which just over half are already being built.

 The volume ambitions are massive: 26 million fully electric models built this decade; 19 million based on the MEB (basically, mainstream electric) platform that underpins the NZ-bound Skoda Enyaq, Audi Q4, VW ID.4 crossovers, the remainder utilising a high-performance PPE (for ‘premium platform electric’) underpinning, which has yet to be used. That one is designed for vehicles of medium size or larger and is suited to both low- and high-riding applications.

Their rush has been fuelled by Dieselgate. VW’s unfortunate incident has utterly reshaped Europe’s biggest car maker and hastened the death of diesel.

Or so the headlines might have you believe. In fact, as much as VW is keen to move on from a period of significant unpleasantness – and despite the fuel type falling fast out of favour in key markets close to VW’s homeland -  it has yet to quit a dirty habit.

Look at the make’s pitches into the markets two core sectors, utes and large sports utilities, and you’d have to conclude diesel is far from dead. Quite the contrary. 

Still, that’s going to change. A platform-sharing project with Ford in which the Blue Oval takes the lead role means the next generation of VW’s Amarok, coming in 2022, is set to be a ‘Ranger-rok’. The drivetrains remain a mystery, but Ford has said it wants to electrify its commercials. Hence why NZ will get a fully battery-enabled Transit as an option to the PHEV edition now incoming. Same for the traydeck? 

Later this year, the big Touareg five-seater sports utility wagon will also take the plug-in plunge, becoming not only the first in this family to do so but also set to be the first large mainstream sub-$150,000 European vehicle here in that format.

The e-Hybrid variant is going to be high-profile. It represents as a member of the make’s R performance sub-brand and delivers with the same 250kW turbocharged 2.9-litre petrol V6 mated to a 100kW electric motor, fed by a 14.1kWh battery mounted beneath the boot floor, that has represented in the Porsche Cayenne E-Hybrid.

It’s a smart drivetrain: Up to 50kms’ electric-only running, plus emissions and economy that, just a decade ago, would have only been possible from a small car. Yet it’s a miser with serious muscle. Hence that R accreditation. Although VW says their package prioritises comfort and refinement over outright punch, it’ll be … well, electrifying. Expect the 0-100kmh sprint to take around five seconds and an electronically limited top speed of 250kmh.  

So the Touareg R is a model to look forward to, the next big step into a future we cannot ignore, one that quite potentially will lead to an all-electric conclusion in time.

Still, it would be surprising if Touareg fans immediately warm to it. Not because electric isn’t ‘right’ so much as because diesel has done their vehicle of choice no wrong.

Of all VW’s SUV models, the Touareg has consistently been the most dedicated to diesel powertrains with proven plus points of low fuel consumption and running costs for higher kilometres-per-litre economy, effortless grunt and long range between refills. 

Having a new compression-champ in the line is unlikely to make transition away from the dark side any easier.

The new 4.0-litre V8 that became available from late last year is potentially going to be viewed as the most obvious alternate to the electric newcomer, given it holds the same flagship status and is very likely set to be closest on price.

 If comparison is to be made, however, it’s likely there will more differences than similarities in how they operate and what they deliver.

They come closest in respect to power, and even then there’s no parity; the PHEV generating 30kW more than the big-bore diesel. When it comes to torque, the diesel wins easily, with a third as much again.

VW has yet to present economy and emissions figures for the PHEV, but it’s fair to assume the counts Porsche has discussed will be a fair indication. In which case … well, it cleans up against every diesel. Comprehensively. Which of course, is the whole point. Even though it meets latest Euro 6 requirements, and rarely puts out any black smoke even at start-up, a rated count of – cough, cough – 258 grams per 100km means that, even with the smog unseen, the V8 counts as a smutty thing.

Still, while a black mark, it’s hardly a killer blow in our market, not least when our Government has yet to initiate any particular emissions legislation. It’s not the cleanest new diesel, but at same token it’s far from being the dirtiest vehicle on our roads. You only need to follow any school bus or any light truck imported used from Japan to be reminded of that.

The prospect of the V8 being subbed out once the Touareg R hits the playing field has never been voiced by VW here and I doubt it’ll happen, for good reason that the latter has become an immediate hit since launch.

To say that this engine has imprinted on the buyer base is an understatement. It’s quite possibly the ultimate black hearted hero of the moment. 

The test car, at time of driving, the last of the First Edition models that comprised the initial shipment; every one of those was snapped up. Basically, all examples on the next boat were signed up when still at sea and there’s a growing waiting list.

The appeal is pretty obvious. Putting environmental concerns to one side, the spec of this twin-turbo engine is drool-inducingly impressive.

For one, it’s the most powerful Touareg engine ever; gruntier even than the first generation model’s flawed but fondly-remembered V10, developed at the behest of Ferdinand Piech to simultaneously elevate the diesel engine and the VW brand.

It’s come to this model with an illustrious heritage, having done time in the rich-lister Audi SQ7 and SQ8 and the Bentley Bentayga – where it took an electric supercharger. The lack of that latter element in the VW formula is no particular problem as it still emphatically from a different planet than the Touareg’s V6 that, in most powerful form, makes 100kW less power and 300Nm less torque. 

Those who bought into the First Edition did well. With a Black Pack trim – literally that, with every exterior element in that colour (and most of the interior, too) – it’s a smart-looking car and a smart buy, too. The premium it held over the regular version covered the cost of a 48-volt active roll stabilisation system that’s a $7500 cost-extra in the regular model. In addition to this, the First Edition also received a superb Dynaudio sound system. That’s also a pricey item, so effectively it came for free in this case.

The engine is the big pull. Quite literally. The appeal reveals easily; it’s smooth, refined and massively powerful; put your foot down and, no matter what pace you happen to be holding, it just surges forward with huge and growing momentum. In typical diesel style, the oomph emerges in considerable force at rev levels at which any performance petrol would still be in doze mode. Even at a steady 100kmh, the thing is typically showing around 1800rpm on the dial. There are quite a few numbers between there and the redline that possibly will never be visited much at all, if ever. Because there’s no need.

Ok, so it’d be stretching to say it's not wholly free from lag, in spite of the efforts of its clever dual turbo set-up. There is still a momentary hesitation, but once that breath is taken, though, the load of seamless stonk is truly impressive and bodes well for off-roading and towing. Anyone who buys one of these and doesn’t use it to haul something significant is wasting a tonne (well, two and bit tonnes) of talent.

What’s a bit unnerving, initially at least, is that there’s not a lot of noise when it goes into lout mode, at least until you activate the performance mode. That seems to introduce extra aural fireworks. But it’s not necessarily a true-life soundtrack. I suspect it has an acoustic enhancer that uses the stereo speakers. Leave it in the standard drive mode, though, and it is pretty quiet.

Economy suffers when you push the limits, of course, but it’s nothing like as thirsty as any petrol. Volkswagen claims an optimal 9.9 litres per 100km is possible, but I wasn’t at all unhappy seeing an average of ‘only’ 10.8L/100km from a week-long stint in which the vehicle was employed in a wide variety of driving duties, even a touch of off-roading. Nothing particularly strenuous, of course.

Putting almost 500km on the clock accounted for less half a tank consumed; nothing to do with a poorly calibrated gauge. This version runs a 90-litre fuel tank. According to the drive computer, it will deliver at least 1100km of range on a single tank. So you could cruise all day. 

About that. Cruising is what is does best, yet don’t estimate the talent: On occasion it feels even more agile to drive than the Audi Q7, which is supposedly the sportier model.

That active roll stabilisation system definitely has positive imprint on body roll, the air suspension that either firms or soften the ride, depending on what you want, is also a good thing and having 4Motion permanent four-wheel drive is an obvious plus. True, it’s not outright thrilling, but it does come across as a easily-controlled car, but not an outright dextrous one.  

Of course, that’s all written in context of its sheer size. In pure physical terms, this generation of Touareg large enough to be hulking, so it’s a big thing to put down a country road.

In that scenario, the steering also still feels a bit too light and distant for true entertainment; it needs room stop, too. The PHEV should be better, but so it should, given the pedigree it’ll bring. R-Line is all well and good, but nothing should surpass a real R.

Saying it’s happiest on big, wide, sweeping roads is perhaps not a criticism. The ride quality is more decent than you’ll find from the Audi equivalent, for instance. And being more laidback suits the overall personality. The combo of refinement, sledgehammer thump, quality, comfort and space mean that it's a decent choice for long journeys, and a deeply pleasant thing into which to climb every day. But it's not as agile, nor flickable, nor engaging as it might be. Call it composed.

The exterior styling - big, square of shoulder and jaw, and with that massive radiator grille and piercing lights – is lasting well, but it's the interior that’s the Touareg’s strongest aspect.

Quality levels in this model are exceptionally high, and even if if the overall design and layout might seem a bit stark and grey – because, well, that’s just the VW way - it's nonetheless a very pleasant place in which to spend time.

If you had to pick one outstanding aspect, it's that it is very welcoming to occupants. Front seat occupants haul themselves into big front armchairs. Those behind also enjoy decent comfort and lots of leg and headroom.  There's no seven-seat Touareg as yet, nor any sign of one on the horizon. Is that because VW doesn't want to pinch sales from the seven-seat Q7? Anyway, it does have a massive boot.

All Touaregs bring a huge amount of equipment to the table and all have the 15-inch touchscreen in the middle of the dash backed up by the 12.3-inch 'Active Info' display behind the wheel, which is your all-singing, all-dancing instrument panel.

The two displays are linked, although you can't slide, drag and drop items between them, but you can use the central display to setup the information that the instruments show you. You can also use it to adjust the seats, the stereo, the navigation, the climate control - virtually everything in fact. There are hardly any physical buttons. Yes, the system is a touch fiddly and thought-intensive at times, but it’s more logical than many.

The comfort, the car’s height and solidity, plus performance that feels brisk and muscular enough for almost any circumstance … well, there’s a lot going for this particular variant.

All in all, it very much reinforces that while diesel is slowly leaving the scene, it isn’t set to depart without reinforcing why it still has many merits.

Hyundai Santa Fe Limited: Enriching a well-received recipe

Hyundai’s translation of ‘facelift’ is especially bold – really, you’re dealing with a complete refit.

Price: $89,990

Powertrain and economy: 2.0-litre turbo diesel four cylinder, 148kW/ 440Nm, 8-speed automatic, AWD, combined economy 6.1L/100km.

Vital statistics: 4785mm long, 1710mm high, 1900mm wide, 2765mm wheelbase, luggage capacity 571 litres, 20-inch alloy wheels.

We like: Improved powertrain, enhanced refinement, quality build, strong safety spec, better interior.

We don't like: Tech integration quirks (phone, speed sign recognition), challenging premium over equivalent Sorento.

 FIRST, the obvious ‘funny’: Yes, Santa did come to ‘ours’ for Christmas.

More than that. He arrived four days ahead of the 25th and stuck around for three more afterward, and though there was plenty of travel involved during that period, I can attest every kilometre clocked was in our company. Moreover, he never left out property on the night of the 24th, which all the more undermined the whole Claus and Co ‘people to see, places to go and just a few hours to do it in one global hit’ mission statement.

Okay, so that about as far as the ‘punny’ side can be stretched; you’ll should have surely already fathomed by now, hopefully with some ho-ho-ho, that the Santa in question wasn’t a bearded stout bloke but the updated version of Hyundai’s now second-largest (having been bumped by Palisade) sports utility.

Having the new Santa Fe Limited for test during the Christmas break was a treat. Hyundai New Zealand’s car even provisioned in a seasonally-appropriate hue; what they call it ‘lava orange’ is really quite red-tinged. Even if you think otherwise, you’d agree it is the best hue you could have for this car. It accentuates all the design highlights and makes it look properly premium.

Again, that’s fitting, given the circumstances. Santa Fe stickers have progressively, and often significantly, stepped up with every model change for some time now. The latest continues that trend; the Limited now in optimal 2.2-litre turbodiesel format leaves just $10 change from a $90,000 outlay.  

Is that rare air for a high flier? Here’s the thing: Every new generation has become an even bigger success than the last. On top of this, the most expensive version are consistently the biggest sellers.

Hyundai NZ will say this shows that, as gambles go, the strategy has so far been pretty much a safe bet. But I’d offer two counter-points. First, from everything I can see, NZ seems to have become one of the more expensive places to buy the car in right hand drive.

Also, look at where Kia slots the new Sorento. Their Premium variant that is a doppelganger in all but styling to the Limited is a full $13,000 cheaper. How the subordinate and parent brand can site so far apart is for each to explain; what it means is that the biggest threat to the car on test comes from another family member.  

Back to the Santa Fe. What we get is a mid-life facelift of the car that has been in production since 2017. What we see is something much more.  So much has changed that impression of it being a new thing, though technically wrong, can hardly be called misguided.

The exterior stylists have been busy – a different nose and tail are the most obvious changes - the cabin’s been extensively made over, there’s a lift in driver assistance tech, it switches to another platform from within the wider family and gains a next generation engine, now matched to an eight-speed twin-clutch automatic, continuing with all-wheel drive.  

The front-end refurbishment is take-or-leave at Limited level; Hyundai configures the car with two grille designs this time, with the premium edition taking the larger, more chromed version. I understand that big grilles are a thing now, but this one is … erm, overwhelming in its glam-ness. The new Tucson that will soon show here has something similar, but also achieves a really cool back-lighting effect that changes the whole thing. Perhaps it’ll become a running change for the big brother. In respect to lighting, the Santa Fe places running lamps up high and the main headlights down low; again, it’s a bit out of the norm, but there’s no qualms about their effectiveness.

From the inside looking out, much better. The step up in interior quality and ambience grab you immediately; soft quilted leather, double-glazed front door glass, a very decent stereo and a whole new, LCD-predominant instrumental layout all firm up the luxury image. Sure, there are a few harder-wearing plastics to be found, but overall it feels high tech and prestigious.

The emphasis on enhanced minimalism has resulted in one of the core controls being divested. Losing the traditional gear shifter comes with the adoption of fully electronic operability; having buttons for drive, reverse, park and neutral is not ground-breaking even within Hyundai ranks (the Kona EV has gone this way) and you cannot fault argument that the tranny is so smart it hardly requires hand-motivated involvement (which can still be enabled by steering column-mounted paddle shifts). Still, the button layout looks a bit chintzy and it’s a layout that will require some practicing with before it becomes instinctual.

Below this, something else new. A Terrain Mode selector. Santa Fe achieving a control knob to switch between modes for sand, snow and mud, as well as eco, sport, comfort and smart modes, the last of which automatically recognises the driving style and selects a mode so the driver does not have to, is intriguing.  

Does it make this car a Land Rover hunter? Well, no. It’s hard to imagine the Santa Fe being taken on expeditions into truly tough terrain; ground clearance is modest, there’s no robust underbody protection and it drives on road tyres. That makes it more crossover than cross country in my book, but maybe Hyundai knows otherwise.

The centre touch screen and the wholly LCD display directly ahead of the driver are also start again and are well sorted, packed with smarts and really lift the interior presentation.

Santa Fe has all the usual driver assists and accident avoidance systems, and was also one of the first SUVs with child-minded features such as a reminder about seat occupancy and doors being opened. That sense of responsibility carries into the new car with a camera set-up that checks out blind spots, activating when you’re indicating into a turn. The speedo or tacho dials transform into camera views down the relevant inside flank. It’s a good safeguard and a reminder, perhaps, that cheeky cyclists are a worldwide problem. Another assist is a self-park feature that allows you to stand beside the car and, from pushing a button on the key fob, activating it into a self-drive mode, moving either directly forward or reverse at low speed. It’s really just for tight parking spots, obviously, and is carefully calibrated (it won’t work unless the car is locked and cabin vacated), with self-stopping to avoid striking solid objects. 

Some of the technology implementation is a bit haphazard. The car’s speed sign recognition and phone integration set-ups are deserving more attention, in both instances because there’s been failure to embrace latest practices. Simply to save dollars? 

With the first function, Hyundai would be better off with what others tend to now use; a camera-dedicated system with smarts to recognise and relays signs in real time. However, instead Santa Fe relies on navigation data from the onboard sat nav. The drawback there is that this can often be outdated, because mapping doesn’t tend to be updated regularly. So it transpired on this test.

Three months ago a 50kmh sector was implemented within a section of 100kmh road near me. That obviously hasn’t made the mapping update; the system was oblivious to it. I’m sure that wouldn’t wash as an excuse. On the other hand, the Santa Fe did insist on warning about a fixed speed camera … removed ages ago.

The Apple CarPlay/Android Auto integration is also irksome. The wireless charging that now includes really asks for wireless tethering to meet best practice now. Here, though, you get a Qi recharging pad yet, to enable your phone as an audio source, there’s requirement for cable tethering. Which is self-defeating. If I cable in, there’s no need for a charger; the phone will simply pull in power from the USB; yet conversely, the charger is the most logical place to leave the phone. Also, the charge mat and US inputs are poorly-sited, by being on each side of the front cupholders, which raises potential of fouling any drinks with the cable. If the holders are empty, you can hide the whole area under a cover; except that, occasionally, the cable would get caught in the mechanism. A Bluetooth audio connect would resolve everything. So, if the facelift gets a facelift, let’s hope that’s a priority.

The car’s overall strength continues to be spaciousness. In that respect, the usual attributes from the previous Santa Fe - plenty of oddment storage in the doors and consoles – are enlivened by improvements Hyundai has facilitated by eked out some extra human occupancy room, especially for the second row of seats, which is claimed to have 39mm more leg room. 

With all seats in place boot capacity remains unchanged at 130 litres, but drop the rearmost, child-prioritised pews and 571-782 litres (up from 547) is available depending on the position of the middle seats (they’re on sliding rails). With all rear seats stowed 1649 litres of commodious cargo capacity is afforded.  

The driving side of things is also a story of progression. The ‘newness’ of the N3 platform it has moved to is valid only in respect to the Santa Fe itself.

Hyundai and subordinate Kia have a strange habit of building outwardly sister cars on slightly different underpinnings; in this instance the one that the Sorento has had for several years (and maintains) is also adopted by Hyundai.

Change to driving mannerism is beneficial; Santa Fe continues to trade on its core appeal of a resolved ride quality, but perception that dynamic confidence – the area where the Sorento has perhaps eked ahead – also comes transmits with equal clarity. It’s not outright sporty, but neither is the Kia; to go that way would be self-defeating, given the primary audience. 

All the same, it deports with a surety that will not disappoint and strikes as being a car in which long journeys will be achieved in comfort and without the driver feeling as though they’ve had to work all the way. All the key controls perform well and in line with a sorted seven-seat SUV. The driving position is solid – a little more side support from the seat wouldn’t go amiss – the steering feels well weighted, the brakes feel reassuring, and there’s good visibility all around thanks largely to the decent glass area and wide-view side mirrors.

Santa Fe’s refinement has always been decent, but seems all the more impressive now. There’s obviously been ongoing work on quelling and road noise – Hyundai doesn’t specifically say that more sound-insulation has been added, but it would make sense if that was the case. You’d expect to achieve some tyre roar from the 20-inch rubber that the Limited runs with, but it’s very well-contained on seal, including coarse chip. What’s also apparent is the lessened mechanical tone from ahead of the firewall. The alloy engine is markedly less guttural than the old item at start-up and is smoother and less invasive on the run.

A 2.2-litre four-cylinder turbodiesel has been a mainstay for almost as long as the Santa Fe nameplate has been around and it’s interesting that Hyundai has invested in a new interpretation, this time with an alloy head and block, when it has a battery-assisted petrol, in mild and full-out plug-in hybrid, formats also coming into line. Conceivably, the latter will ultimately become the priority for meeting environmental mandates.

The diesel is lighter by 19kg and said to be more efficient. Whether it will remain the thriftiest engine remains conjecture until Hyundai releases the hybrids’ claimed economy, but it looks good for the type. Claim of it delivering an optimal 19 percent greater efficiency and 6.1 litres per 100km economy wasn’t supported on the test week; but the driving cycle was hardly conducive. Still, it hardly gulped.

Like its predecessor, the diesel delivers its best attributes through the low to medium rev range; there’s a load of easy-going pull from the get-go. Some high-end Euro diesels are smoother still, but Hyundai has nothing to be ashamed of. The unit’s muscularity will doubtless hold it in good stead when accessing the 2500kg braked towing capacity.

A variation of the one to be fitted to the i30 N hot hatch, the new eight-speed box undoubtedly also enhances the engine’s capability. It uses oil-submerged clutch packs, so it’s deemed a ‘wet’ gearbox, which aids cooling and NVH levels. It’s a slick unit, with swifter responsiveness than the old auto. The real test for DCTs is how they perform in low-speed, stop start driving – basically your end-of-work day urban crawl. Good to say that, when subjected to this, it rarely seemed to fall into the jerkiness that blights some DCTs. It’ll rev-match on down changes, while there’s a Sport mode should the mood take you.

A slicker, smarter, more refined and far from-anonymous Santa Fe relates how confident Hyundai has become as a car maker. Brand assertion about the car having assumed a ‘a new level of luxury’ is fair; the flagship definitely has a premium look and feel. The manner in which it drives and performs also speaks volumes. It’s a class act; good enough to mix more comfortably with Euro elites in this sector.

But you might well say the same about a certain close relation. Talk about the art of the deal.

‘Little Limpopo’ in Te Popo – an African adventure in deepest Taranaki

Ford’s latest Escape is an appealing touring vehicle. The ST Line X flagship is taken on safari.

TE Popo Gardens was established 45 years ago in hill country east of the central Taranaki town of Stratford.

Over the years it has been developed so it now covers 13 hectares, has a café and camping area, and offers bed and breakfast accommodation.

In recent times current owners Les and Amanda Heynie have taken it all to a new level – they have placed a series of life-sized galvanised iron sculptures of African wildlife throughout the gardens.

At the entrance you’re met by an antelope. Further along the driveway there’s a rhino quietly grazing. Close to the café a jaguar is chasing down a wildebeest. Nearby there’s a hippo in a pond. Two adult elephants with a youngster. A giraffe family. Two sparring gemsbok.

It’s all very impressive. The Heynies’ hail from South Africa, and during a visit there a couple of years ago they discovered a street vendor offering the sculptures for sale. So they purchased the lot, and had them put into a shipping container and sent to New Zealand.

And now they populate Te Popo Gardens, which is about 13 km east of Stratford along winding country roads through Taranaki hinterland. It all goes to show how international the world is becoming – a South African couple working to put their country’s touch to an iconic regional garden in Aotearoa.

Motor vehicles are totally international these days too, and the Ford Escape ST Line X we used to visit the gardens is a classic example.

The first Escape, which was launched in 2001, was a joint venture between Ford and then Ford majority-owned Mazda, essentially marrying the underpinnings of the Mazda 626 sedan with a range of Ford powertrains.

 That model was sold as the Ford Escape and the Mazda Tribute in many parts of the world including New Zealand. But then the nameplate disappeared in this country - Mazda went its own way and began developing its own CX range of SUVs, while Ford concentrated on selling the larger Aussie-built Territory.

It wasn’t until 2013 that a medium-sized Ford SUV returned, but this time it was sourced from Europe and therefore carried the European name of Kuga. That name remained until 2017 when the model underwent a heavy facelift and the decision was made to revive the Escape badge.

Now a brand-new fourth-generation model is on sale, and it maintains this convention.

It also retains a few other things too, all of which underlines the international-ness of today’s motoring – it continues to be sourced from Valencia in Spain, and it is still powered by a 2.0-litre four cylinder turbocharged and direct-injected EcoBoost engine that is also made in Spain.

And that means this model continues a tradition of being one of the most powerful medium SUVs on the market. That’s particularly the case with the model we used for our visit to that New Zealand garden with the South African touch; the paint hue being called Rapid Red seemed appropriate as it certainly made good use of the 183kW of power and 387Nm of torque on tap.

This Escape is al-wheel drive and runs on big 19-inch alloys shod with 225/55 R19 tyres, and the suspension is sports tuned. The Ford offers selectable drive modes which includes Sport, and if you hit an M button on the vehicle’s rotary gearshift you are able to operate its eight-speed automatic manually by using paddle shifters.

So the latest Escape has the ability to scoot along, with excellent low-down torque thanks to its turbocharging, which in many respects belies outward appearances that, while more swept than the model it replaces, are still quite conservative. A wolf in sheep’s clothing, perhaps?

That isn’t to say the new Escape isn’t attractive, because it is. It is longer, wider and 83mm lower than the previous model, and that helps make it one of the best-looking medium SUVs on offer. Actually it looks very much like an enlarged Focus hatch, which makes sense as both vehicles are built off the same platform.

The interior is well-designed and quite Focus-like, too. That makes it significantly different to the Escape it replaces, with the major features including that rotary shifter instead of a traditional gearshift, and at the ST-Line X level a 12-inch full LCD instrument cluster.

Escape also features some design elements that I really like because they give a point of difference between the Ford and most other choices in the burgeoning medium SUVs segment.

For example, I really liked the little rubber arms that pop out of the doors whenever they are opened, which helps protect paintwork in places such as supermarket carparks. I also appreciated a sliding rear seat that can be moved back and forward to provide a choice of more cargo room or more rear leg room.

Another example of good industrial design is a tonneau cover that is attached to the rear glass so it moves out of the way when the rear hatch is lifted up.

The new Escape carries a very high level of convenience and safety specification too, particularly at the ST-Line X level which carries a retail price of $55,990. Just about every state-of-the-art safety, security and driver assistance item is aboard this SUV, which helps give it a five-star Ancap safety rating.

But there are some downsides with this latest Ford.

One is that, like the Escape it replaces, its fuel economy is quite high. The vehicle is rated to run on 95 octane petrol, and while its official combined fuel economy is 8.6 L/100km in actual practice it is higher than that.

Another slight downside is that despite the sportier intent of the ST-Line X version of the Escape, it’s not really a sporty SUV. Not really.

That begs an obvious question as to whether family-oriented medium-sized SUVs are meant to be sporty anyway. No they are not, just as these days such vehicles aren’t designed to be off-road capable. I mean, there’s no way I’d want to take this Escape, with its 18-inch low profile tyres and 178mm ground clearance, across too much rough ground.

But what the new Escape is, is a spacious and comfortable SUV full of convenience and safety aids, all there to help provide a very good motoring experience. Just the ticket to cruise New Zealand and visit surprise attractions such as those gardens at Te Popo with all its African animal sculptures.

Ford Escape ST-Line X: Staking a solid claim

This medium sports utility goes heavy on spaciousness, specification and sizzle, but a touch more character and driver appeal wouldn’t go amiss.

Price: $55,990

Powertrain and economy: 2.0-litre turbo petrol four cylinder, 184kW/387Nm, 8-speed automatic, AWD, combined economy 8.6L/100km.

Vital statistics: 4620mm long, 1666mm high, 2178mm wide, 2710mm wheelbase, luggage capacity 556 litres, 19-inch alloy wheels.

We like: Hefty tech implementation, improved interior space over Kuga, strong powertrain.

We don't like: Lacks the Puma’s charisma, some iffy interior plastics.

MEDIUM and compact sports utilities have been all the rage for the past couple of years and with more adding in-vogue electric-assistance to their fossil-fuelled drivetrains, what’s to bet against strong demand continuing this year. 

Conceivably, then, Ford New Zealand has timed its run nicely with the new Puma and next-size-up Escape.

Respectively aimed at the small and medium sectors, these are new models based off well-respected hatchbacks – the Puma off the Euro-centric Fiesta, Escape off the more globally-sorted Focus – landing with the attraction of fresh stylings and strong specifications.

 Though they are not quite sister ships in different sizes, they certainly arrive as a double act opportunity with good chance of drawing interest from SUV-hungry customers keen to venture beyond the usual Japanese and South Korean opportunities.

We’ve already tested the Puma and found it hugely likeable. Now the Escape comes under the spotlight. Same again in a larger serving?

Well, to a degree. Think of these less as blood brothers and more like slightly estranged cousins. There are various reasons why the larger model delivers a different ambience, mainly relating to the DNA. Escape, like the Focus, is more of a Ford for global consideration than Fiesta and Puma; the latter really being engineered and designed for Europe, within that market. Whereas Escape, like Focus, has felt the hand of influencers within the make’s home office, in Detroit.

So, regardless of high commonality in general design flavour, they do take different paths in all sorts of ways, well beyond the obvious disparities of North America’s favouritism for shiny leather, wider and less form-fitting front seats and allowance for some harder plastics than you tend to find in Euro fare.

Beyond that, there’s the on-road feel. Puma is very driver-centric and fun-focused; as much as compact crossovers often tailor to appeal as urban hard-roofed couples-suited sports cars, this one really does raise the bar. 

The Escape is more circumspect in how it delivers on that front. Some of this is probably due to it being a more family-minded product, but you cannot help sense that the car’s attitude is also reflective of it having to find acceptance in a place Puma doesn’t tread, North America.

It’s not as laidback as the even larger and now-departed (yes, after just two years here) Ford Endura, which came to us from Canada, yet neither does it have the Puma’s energetic vitality and, if measured against the Focus, might seem less involving. 

That’s a bit of a shame, but it doesn’t scupper the Escape’s changes, and not just because it’s highly probable the targeted customer might not really care about sportiness so much as good spec, spaciousness and sensibility.

If those are more important boxes to tick, then the Escape does look very worthy of further investigation. It has good chance of establishing coherent crossover competence because it avails in useful formats across a reasonably wide price span and has the option – across all but the base specification - of an all-wheel-drive element.  

While the relevance of this has to be tempered with the reality of how that will be used – frankly, it’s a provision more useful for on-road aptitude than in enhancing any ability beyond – it does at least give this model a degree of additional usefulness.

Beyond that, the attractions are that it builds, just as the preceding Kuga did, off the underpinning and mechanicals of a popular car with a good reputation, that it is usefully-sized – having grown 89mm longer and 44mm wider than the Kuga, yet becoming lithe (6mm lower, up to 80kg lighter) – that it shares strong styling similarity with the donor Focus and that it is stacked in respect to the specification.

The latter deserves consideration. As much as we’re used to ‘modern’ cars now coming out with features that were hardly a given for high-priced prestige products less than a decade ago, the Escape really does provision richly across a lineup representing in base (just called ‘Escape’), ST-Line and ultimate ST-Line X level that’s on test here.

At face value the base $42,990 car seems good enough to make the more expensive variants seem unnecessary, given it delivers with 17-inch alloy wheels, wireless phone charging, embedded satellite navigation, adaptive cruise control, blind spot monitoring, rear cross traffic alert, lane departure warning, lane keep assist, a reversing camera, traffic jam assist, traffic sign recognition.

It also features Ford’s embedded FordPass modem, which provides data connectivity to the car, and enables remote unlocking, a find-my-car feature, fuel level checking, and remote start with air-conditioning function, all from your smartphone. Not a function we could enable for this test, unfortunately, yet one that will be useful in genuine ownership expertience.

The additional expense of the ST-Line ($47,990 in front-drive, $50,990 with AWD) buys in a 12-inch digital instrument cluster that is a mine of information, plus it achieves ambient LED lighting, rain sensing wipers, an auto-dimming rear view mirror, keyless entry, tyre pressure monitoring, a rear spoiler, roof rails, an ST-Line body kit and 18-inch alloy wheels. Again, a really complete suite of sweet stuff.

So you’d go to the $55,990 ST-Line X because …? Well, basically to establish a ‘top trumps’ status.

The only edition that occasions without the front-drive option, it alone also achieves partial leather upholstery, clever “dynamic bending” LED headlights, a power tailgate, a 10-way power-adjustable driver’s seat with heating/memory for the front chairs, a panoramic sunroof, a 10-speaker B&O audio system, full self-parking ability and 19-inch rims.  

Worth the extra or simply over-egging an already rich recipe? You decide. Ford NZ concurs the flagship probably won’t be the biggest volume edition and, personally, though it is certainly handsome at the kerbside, there’s nothing here that I’d absolutely want. 

Whichever model is chosen, you’re sitting behind the same engine – a 2.0-litre petrol turbo four that produces 184kW of power and 387Nm of torque, hooked up to an eight-speed automatic transmission.

There’ll ultimately be an alternate choice plug-in hybrid version set to furnish across the mid and highest grades and offering 50km or so of pure electric propulsion. It’s a car Ford NZ is very eager to lay hands on, but unfortunately that’s not going to happen for some months yet; NZ hasn’t the priority status of key markets where such technology is incentivised and required to avoid emissions penalties, and now there’s an issue with the battery being subject to overheating issues.

In the here and now, then, it’s the ST-Line X carries the title of tech king and also stands as the best dressed of the family, having been loaded with all the body design enhancements.

Apart from having the largest diameter and best-looking alloy design, it achieves body-coloured plastic side cladding, which helps create the visual effect of a lower stance. Black window strips in lieu of chrome items, square-tipped exhaust shrouds are another element that lifts its perceived quality. 

Notwithstanding the iffy quality of some of the plastics, the cabin looks and feels well considered. That 12.3-inch digital instrument cluster is abetted by an 8.0-inch central infotainment screen, which features Apple CarPlay and Android Auto (usefully, the Escape has both wireless and USB-C device charging) and has crisp resolution and good colour. You get a head-up display that, unlike many, remains clearly visible through polarised sunglasses.

The Jaguar-esque circular gear selector, also a feature of the Puma and Focus, is a bit of a love-or-hate item; yes, I agree that it is brilliant for freeing up room in the lower console (and thus creating space for a large, open storage tray and decent-sized cupholders) but, as in those other recipient cars, over a week’s driving I never found it intuitive. I constantly found myself having to check that I’d engaged the correct drive mode.

Fortunately, the greater part of the technology provision isn’t so challenging. That’s a great thing to say, because this car really delivers excellent focus on driver assistance features, even beyond the … erm … Focus.

 Adaptive cruise control, lane-keeping assist, traffic sign recognition, and blind-spot monitoring with rear cross-traffic alert all feature as standard. As a colleague pointed out it would be even better with a 360-degree camera, but overall you have a host of useful assists that are easy to understand, operate and adjust to suit your preferences. It’s just a shame a touch more effort wasn’t put into making the cabin aesthetic as smart as the tech. Even though the materials feel durable and hard-wearing, it lacks the quality seen in some rivals. 

Kuga proved to be a good choice of car for family use but Escape might be even better; the doors open that little bit wider and there’s just so much more room in the back – considerations that will appeal to those who need to fit in a couple of child seats.

In terms of adult occupant space, it’s also good. The back of the front chairs has been scalloped to provision optimal legroom and the boxy roof line allows for decent head room. While I just couldn’t get the front driver’s chair quite low enough for my taste – that’s a major change from the Puma, which offers much more adjustment - had I been sitting behind it I would not have complained about the generous foot room that results from the slightly high-set placement.

Rear seat occupants also achieve access to a fast-charging USB-C and regular USB port but might wish for more storage options. The rear door pockets are far from generous and the absence of a centre armrest means no cupholders or ski-flap.

The boot’s storage space varies between 412–526 litres depending on how deeply you adjust the sliding second row. The cavity is wide, though the load sill is high. 

Driven with four aboard or simply with a driver, the Escape doesn’t lack for power. It’s a strong engine from the get-go and has decent mid-range torque attributes; the elasticity of the delivery means so rolling on the power in higher gears doesn't always require dropping a gear. All in all it evidences as a brisk SUV.

The transmission gear changes are positive and the all-wheel-drive goes about its business unobtrusively, primarily sending power to just the front wheels, decoupling the rear axle for fuel saving until it is required. This setup means that for the vast majority of day-to-day driving it’s a front-wheel drive SUV, but should you hit a slippery surface – not just mud but even seal affected by torrential rain - drive is instantly sent to the wheels with the highest grip levels. Most drivers will never notice the system operating as it does so seamlessly, and it is always active, so there is no particular need to select a particular mode, though some are provided.

In Ford-speak, the ST-Line designation is only expected to signal ‘sporty’ in look rather than feel; if you want the full-out performance experience, the idea is to look to the ST model line, which means either a Fiesta or a Focus.

With that in mind, the ST-Line crossovers shouldn’t be expected to come across as hot hatch alternates. And, yet, for all that … well, the Puma in that form really could.

It’s a different story for Escape. It’s not too bad, but even with a firmer suspension setting than the base edition, there’s no Puma-esque corner-challenging cheekiness to be found here and, all in all, the chassis feels less polished.

When you slip into the Puma, it takes very little time to discern that everything about how it drives has been very carefully calibrated. You can drive it quickly, and appreciate the fun factor, but it can also be operated entirely normally and you’ll still come away thinking it’s just a bit special.

The Escape lacks that element and so struggles to be memorable in the way the Puma does, largely because it just doesn’t communicate anything like as coherently through the chassis and the controls.

The ride quality is an awkward subject. Obviously, with the lowest-profile tyres and the largest wheels, the ST-Line X is set to be most prone to being beset by road noise and even jitter from our notoriously unforgiving coarse chip surfaces. And, sure enough, those factors are evident. Yet, even on smooth tarmac ride quality seems a bit hit-and-miss.

Given the performance pep, it’s a pity the Escape wasn’t a bit more intuitive and interesting. You sense this factor could well undermine the pluses, not least that great packaging and tech credentials, which would be a pity. Yet, as is, if you pitted this car against the likes of the Toyota RAV4, a car which has really stepped up considerably in respect to driving character, and the Mazda CX-5, it’d deliver less driver enjoyment.

Still, in overall terms, even though it lacks the Puma’s spunk, the Escape is very much a good consideration for crossover and SUV fans. If the ST-Line X seems a bit rich – and it might be, unless you intend to cross-ship against the VW Tiguan and Volvo XC40 – then the $5000 cheaper ST-Line would be a decent choice.

Once the PHEV includes, Ford’s hand will be all the stronger, notwithstanding that it is set to carry a $11k premium over the ST-Line X. There’s always a stern price to pay for savings at the pump when batteries are included, sadly.

Even so, having this car and the Puma at least gives Ford a chance to divorce from being known for selling Rangers, some Mustangs and little else. As much as the ute and the Pony car have done the Blue Oval proud, there’s nothing wrong with having a properly full house hand.

Express carries value, cops ANCAP hit

After five years absence from the van sector, Mitsubishi finally has something to sell. Does the new Express tick all the commercial vehicle boxes?

Mitsubishi Express 2.0DT
Price: $44,990 (introductory pricing, regular RRP $52,990)
Powertrain and performance:  2.0-litre four cylinder dCi intercooled turbo diesel engine, 125 kW at 3500rpm, 380 Nm at 1500 rpm. Six-speed dual-clutch automatic transmission. Fuel consumption 7.3 L/100km, emissions 191 g/km CO2.
Vital statistics: Length 4999mm, width 1956mm (excluding door mirrors), height 1971mm, wheelbase 3098mm. Cargo space 5.2 cubic metres. Pseudo MacPherson strut front suspension, beam axle and coil springs at the rear. 16-inch steel wheels with 215/65 R16C tyres.
We like: Comfortable and easy drive. Brilliant access to the cargo area. Plenty of minor storage up front. Appealing special retail price.
We don’t like: ANCAP assessment’s ‘Not Recommended’ judgement.

DID anyone hear an unusual noise coming out of Porirua a few weeks ago? That was the sound of the people at Mitsubishi Motors New Zealand Ltd breathing a collective sigh of relief when, after five years, they finally had a commercial van to sell again.

During that time it must have been a tough few years for MMNZ as it watched other distributors sell their vans in the thousands.

That’s what MMNZ used to do with its famous L300. A total of close to 40,000 of them were sold here between 1980 and 2015, with the L300 being top-selling van in several of those years. But then calamity - the decision had to be made to pull the plug on the vehicle because it no longer met modern-day safety standards.

The tragedy of that decision was that it had to be taken in the knowledge that no replacement van was available. And that forced the company to sit on its hands for five years and watch as established van manufacturers including Toyota and Ford, then newcomers such as Hyundai and more latterly LDV, combined forces to sell more than 6000 vans a year.

But then, good news.  Mitsubishi became part of the Renault-Nissan Alliance, and that quickly resulted in a decision to build a Mitsubishi version of the Renault Trafic van exclusively for the commercial vehicle markets in Australia and New Zealand.

But what to call it? The van we Kiwis knew as the L300 had been marketed as the Express in Australia – and presumably because the Aussie market is much bigger than ours, it was decided that the replacement van would be Express.

Trafic is well-known all over the world, including in New Zealand. The first such van was produced in France way back in 1980, and the current model has been on the European market since 2014 where it is also sold as the Nissan NV300. A Vauxhall Vivaro version also used to be built at Luton, but that has now been replaced by the Citroen Jumpy van following PSA Group’s takeover of Opel/Vauxhall.

And now the Mitsubishi version has arrived here. It is available as a 1.6-litre twin turbocharged diesel with a six-speed manual transmission, and as a 2.0-litre single-turbo diesel with a six-speed dual clutch automatic.

Both models are front-wheel driven with what is known as Extended Grip, which is a traction control mode activated by the driver to assist in low-grip conditions. Both versions are also identical in size and offer all-important cargo volume of 5.2 cubic metres.

From the practicality point of view, Express immediately impresses as a useful van, even though it is not quite as large as the volume-selling Toyota Hiace and Ford Transit. And crucially, due to the fact it is developed off a Renault van that is at least six years old, it lacks several modern-day convenience and active safety features. More about that later.

Load space design is very good. The load area is easily accessible through dual sliding side doors and full-width rear ‘barn’ doors that feature stops at 85 degrees and 160 degrees. To open the doors to their widest you simply lift a couple of catches and they will swing open enough to allow forklift access to the cargo space.

This space measures 1268mm between the wheel housings which means it can accommodate standard-width pallets and such things as GIB sheets. Not only that, but the cargo area has 16 inbuilt cargo rings, including three on each side of the floor and five on each side wall.

In addition, there’s a large storage compartment that is accessed from the rear load area and extends under the passenger seats up to the dash, which helps allow really long items to be carried in the Mitsubishi by extending the loading length by 413mm to 1213mm.

Both versions of the Express run on a 3098mm wheelbase, with the manual model offering a maximum payload of 1150kg and the ability to tow up to 2000 kg braked, while the auto’s payload is 1116kg and braked towing capacity 1715kg.

The Express’ passenger compartment is separated from the cargo area by a bulkhead, and that means the driver environment is rather pleasant. It has three cloth-trimmed seats – a drivers seat and a passenger bench – the gearshift is up in the dash area, and a feature that underlines the van’s commercial intent is 89 litres of total storage capacity, including almost 25 litres built into the dashboard.

The middle seat has a fold-down workstation complete with pull-out clipboard, a clipboard holder, a non-slip laptop tray, and storage a laptop.

The Express also comes standard with a smartphone holder, which under normal circumstances would be a great idea, but unfortunately these days it is next to useless because it can only accommodate smaller phones from iPhone 6 size down. And although the van also has rear reversing sensors, also a bit useless is a reversing camera display which is located in the rear-view mirror.

I first encountered such a location aboard earlier model Hyundais and didn’t like it then – and I don’t like it now, because to look at the rear view requires the driver to take his or her eyes too far away from the frontal view. It’s much more user-friendly to have such a display as part of an infotainment screen mounted on the dash, but there isn’t such a thing aboard this van.

Nor is there Apple Carplay or Android Auto – the audio is a bit old-school featuring Bluetooth with voice activation and DAB.

From an operational point of view however, there are some more encouraging features. The Express has what are called aspherical wing mirrors which divide the mirror images into three sections for increased viewing, a wide-angle view mirror integrated into the passenger sun visor to help remove the left-hand blind spot, and it also has cornering front fog lights which turn on at night to light the inside of a bend.

The model we had for road test was the automatic, which is powered by a 2.0-litre intercooled turbo diesel that offers 125kW of power and 380 Nm of torque, and which is mated to a Getrag six-speed wet dual-clutch transmission with a flick shift manual sports mode.

It performs well, with an ECO mode and engine stop-start function helping reduce fuel consumption to a published 7.3 L/100km. The driver position is very good, the steering wheel is adjustable for both reach and rake, and the location of the gear lever is great. And of course visibility is great, with those big mirrors very useful.

Unlike several other competing vans, the Express is front-driven, and an interesting feature is what is called Extended Grip which is designed to enhance traction when pulling away or at low speeds on soft ground or low-grip surfaces.

When activated by the push of a button, the Extended Grip de-activates the van’s electronic stability control (ESC) to maintain torque split to each wheel. It is quite easy to get wheelspin with a van, particularly when it is unladen, and this system prevents that.

Another feature is a driving style indicator on the dashboard, which changes colour from green to yellow to red depending on how heavy-footed the driver is. Gee – wonder what colour the indicator would normally be with most courier drivers…

One modern-day issue with the Express – and this illustrates what can happen with badge engineering – is that although it is a brand-new entry on New Zealand’s commercial van market, it is in fact a vehicle that has been around for so long it doesn’t have any of the advanced collision avoidance systems that are aboard many of the other truly new vans.  

This explains why, after the Australian New Car Assessment Programme (ANCAP) had recently assessed the collision avoidance capability of a total of 15 vans, it stamped the Express with a ‘Not Recommended’ due to its poor active safety specification.

The ANCAP people acknowledged that due to longer product cycles for commercial vehicles, many vans currently on the market – Express included - are either unrated or have ANCAP ratings that pre-date the introduction of latest collision avoidance technology.

But the organisation added: “Commercial vans generally operate with higher levels of exposure and hold a much longer economic life-span due to their primary commercial use and goods carrying function, and this makes their active safety capability arguably even more critical than that of passenger cars.”

In the case of the Express, ANCAP said that although it has an adjustable speed limiter and a driver’s seatbelt reminder, it lacks a number of other important active safety systems including autonomous emergency braking and lane support systems such as lane-keep assist.

Is that ANCAP criticism fair? Yes and no.

The Mitsubishi Express does carry a good level of passive and active safety specification that includes six airbags, ABS brakes with electronic stability control and electronic brake-force distribution, emergency brake assist, hill-start assist, trailer sway mitigation and the Extended Grip system.

But the fact the Express is a Mitsubishi version of a Renault Trafic that is way into its current model cycle means that it doesn’t carry the sort of very high-level active safety specification that is increasingly demanded by the safety assessors.

None of this means that the Mitsubishi Express is an unsafe van.  Quite the opposite in fact. Our week with the vehicle showed it to be a secure and comfortable drive with excellent ride and handling characteristics. And let’s be frank here – it is streets ahead of the old forward-control L300 van it replaces, albeit after that hiatus of five years.

And here’s another appealing thing about the Express: it’s price.

While it carries recommended retail prices of $47,990 for the manual and $52,990 for the auto, MMNZ has lopped $8000 off and given them ‘special’ retail prices of $39,990 and $44,990.

That’s value, despite the fact it can’t emergency brake on its own or assist the driver to keep in the correct lane. And value for the money is vital for any commercial operator.

Toyota GR Supra, GR Yaris: So bad, so very good

Gazoo Racing … funny name, riotous cars. Especially the baby.

TOYOTA GR Supra

Price: $98,990

Powertrain and economy: 3.0-litre turbo inline six, 285kW/500Nm, 8-speed automatic, RWD, combined economy 7.7L/100km.

Vital statistics: 4379mm long, 1292mm high, 1865mm wide, 2469mm wheelbase, luggage capacity 290 litres, 19-inch alloy wheels.

We like: Improved performance and driving feel, sounds better too.

We don't like: Tight for headroom, misses out on best iDrive format.

TOYOTA GR Yaris

Price range: $54,990

Powertrains: 1.6-litre petrol inline three-cylinder petrol turbo with 200kW/370Nm, six-speed manual transmission, AWD, combined economy 7.6L/100km.

Vital statistics: 3995mm long, 1455mm high, 1805mm wide, 2558mm wheelbase, luggage capacity 141 litres, 18-inch alloy wheels.

We like: The entire concept, a stupendous achievement.

We don't like: Driver’s seat set a touch too high, they can’t build it fast enough.

THE old axiom about actions speaking louder than words?

From impression gained from driving the two cars it offers in New Zealand, it’s emphatically true for Gazoo - potentially at a faster rate than those who still ask ‘Ga-who?’ might imagine.

If ever there’s ever a safe bet to be laid, it’s that Toyota’s quirkily-named, come-from-nowhere motorsports and performance road car division, Gazoo Racing, aka GR, is well on the way to become a Manga-quality mega hero.

Two cars in, GR Supra and GR Yaris, and so many more to come … next year’s GR 86 coupe, a GR Corolla rumoured to share the GR Yaris’s all-wheel-drive hardware and the pinnacle achievement, a $1 million-plus two-seater exotic hypercar based on the Le Mans-winning Toyota TS050 endurance racer, but road legal, with a race-proven twin-turbo V6 hybrid engine. That’s the GR Super Sport, built by the same people who gave the world the astounding Lexus LFA, which in development raced with Gazoo branding.

And that’s just from GR proper. In the wings are two other sub-families, each playing to an extreme.

One is GRMN; Gazoo Racing Meisters of Nurburgring. GRMN’s job is to deliver treatments reserved for track-focussed models. GRMN versions of GR Supra and GR Yaris are already in development.

At the other end of the scale, there’s ‘GR Sport’, an accreditation for cars that will adopt some of the hardcore look, none of the wallop. They’ll have sporty styling cues and modified suspension; a similar approach to that taken by Ford with its ST and ST Line cars and Hyundai with N and N-Line ranges. The C-HR is confirmed. Perhaps the RAV4, the Hilux and the next-generation, aka 300-Series, Land Cruiser might also benefit.

So there’s a lot going on; enough to suggest it’s only a matter of time before the the Gazoo name carries the same cachet with the general motoring public as AMG, BMW M and Audi’s RS.

Which brings us back to what’s here now. GR Supra, with an update that leaves it closer to being what it supposedly should always have been – in simple terms, a Toyota-designed take on the BMW Z4, specifically the range-topping M40i - and GR Yaris.

Both great for brand cred, not so good for Toyota’s bottom line; the make tacitly admits the true cost of the GR Yaris especially, through being so specialist (the only exterior parts from the ‘donor’ are headlights, tail-lights, wing mirrors, and shark-fin antenna), is way higher than what they charge customers. Don’t feel bad. Toyota doesn’t. Particularly unfussed is Toyota’s chairman, Akio Toyota. He’s a petrolhead, with a genuine passion for motorsport – expressed in hands-on fashion, notably when he raced the LFA in the daunting Nurburgring 24 Hour – he says cars like these will lift Toyota’s image. Hard to disagree.

His ‘no matter what’ resolve was tested by the GR Yaris. The tester being stickered up as a WRC works car made for an eye-catching but somewhat ironic exercise, given this car now won’t ever get to test its mettle in the World Rally Championship. 

No, really, it’s true. When Toyota heads into the 2021 season, it’ll be with the same double drivers’ title (2019, 2020) winning car it’s been campaigning since 2017, not this new one which, despite being created with express intent of taking over that job for this year and next, before handing over to a new car designed for 2022’s hybrid category, now cannot. Coronavirus disruption did for the car, sadly. 

Such a shame we’ll never see it compete. Such a great relief Toyota didn’t junk the spin-off road-legal model, demanded to fulfil homologation requirement, or dilute its special fundamental ingredients.

Everything demanded for competition - from the unique bodyshell with carbon fibre roof through to that complex four-wheel drive with limited-slip differentials on both axles and, far from least, the world’s most powerful three-cylinder engine - comes to the street, with reminder of what could have been provided by the plaque near the handbrake that reads 'developed for FIA World Rally Championship.

Such a delight that the good work undertaken by Toyota under guidance from its rally experts, led then by no less than four-time world champ Tommi Makinen (he’s since been elevated to be come Toyota’s global motorsport advisor), to create the first properly bespoke model from Toyota in two decades since Celica GT-Four (from which it steals the internal power-per-litre title) works brilliantly on the road.

How good is this car? Here’s an example: I drove it and the updated Supra across the same roads and found they maintained much the same pace and achieved much the same travel time.

The difference was in the conditions on their respective days. The Supra took on a favourite, and eminently challenging road, on a dry day. When the Yaris took on the same run a week later, it was in the heaviest rain I’ve experienced this year. And yet … well, it simply stunned. And, just to reinforce, while each car was driven swiftly, each exercise was with respect to safety. So, no careless crossing the centre line, little tyre-squealing, no disregard for posted speed limits.

Sure, if contest is considered, it needs to be as here; right roads, right days. In a straight line, the in-house GR fight is emphatically a one-way contest. As big-hearted as that tri-cylinder feels and sounds (though how much of that note is real, how much synthesised is fair to ask), with 0-100kmh in 5.2 seconds, the berserk baby is almost a full second behind GR Supra in a sprint to the highway limit.

It’s when A to B is reached, as it was on my days, via sinuous and continual cornering … well, that’s where the GR Yaris’s alacrity and athleticism, mostly in third gear (which it can hold from 60kmh to around 114kmh) is all the more gut-pounding. There were occasions when I had to slow to take a breath. Honestly, it’s that relentlessly rapid and rabid.

I mean, it’s not as if I wasn’t prepared. I know rally-set specials; having had wheel-time in virtually every Evo and STi, the Escort and Sierra Cosworths, even an Integrale Evo (ok, that was as a passenger). Funnily, the most memorable of those was … you guessed it, the Tommi Makinen Lancer Evo 6.5, tried in fully unrestricted form, owned then by one of several friends who hold NZ national rally titles. I wish I could have shared the GR with those guys, gauged their impressions.

It’s not just the sheer energy that leave indelible impression that this is a tangible effigy of what might have been a championship-winning racer; the sheer surgical precision of the thing is equally awe-inspiring. A chassis that exploits Toyota’s New Global Architecture platforms (TNGA) by combining an existing Yaris ‘GA-B’ platform up front, with Corolla’s ‘GA-C’ underpinnings towards the rear might sound make-do, but it does really nicely. Brakes with rotors larger than those on the Supra, top-shelf tyres – Michelin Pilot Super Sports, as per Supra, though in smaller size - speak to the quest for perfection with this exercise.

Even moreso the 'GR-four' all-wheel-drive system. The main component is a multi-plate clutch coupling unit located in the back of the car, in front of its rear differential, but further tricks include differing final-drive ratios front to rear, in order to assist in torque manipulation. The system has a theoretical torque-split range, front to rear, from 100 to 0:100, but this is not possible in reality. 

What is possible is 60:40 in Regular mode, 50:50 in Track mode, or 30:70 in Sport mode, the latter often being the go-to for most of the driving I entertained, because it makes the car more tail-biased; almost like a rear-drive car, certainly better than some previous rally-ready and even some current road-tuned AWD cars.

You need work the six-speed manual, but that’s part of the joy. The pedal set also feels entirely designed around heel-toe footwork (if you’re not so flash, the car features auto-blipping) and when into the zone, it’s one of the most communicative cars I’ve met; the purity of its driver focus is something else.

On that point, bear in mind that when driven with enthusiasm somewhat of an ‘anti-passenger’ car. Rally cars need navigators because otherwise the driver wouldn’t have an edge; in the GR Yaris, anyone occupying the left-side seat might find it too overwhelming an experience if the driver treats favourite roads as special stages as the G-loadings are pretty high. Also, with such a petite frame and all-wheel-drive nature, it changes direction fiercely, turns in sharply, and puts its power down abruptly. Yes, it WILL oversteer, even with all driving aids on, but even then the car’s nature is very wham-bam.

If you wanted a fast car experience and hoped to keep your stomach contents intact, the Supra is the better choice, as it has a more ‘natural’ transition. By degree. It also stomps pretty hard, now. The Yaris adds additional hooligan edge in that tugging on the handbrake triggers the car to disconnect drive to the rear wheels, which is a cool thing for those out to finesse their inner Gigi Galli (don’t know him? Go to YouTube, all is revealed).

The YAris engine is simply epic. Incredibly strong for its capacity and cylinder count; the road tune undoubtedly dictates a greater degree of flexibility to the tune than any race engineer would want but it’s not soft. Max torque piles on in the midrange and the power curve is muscular. Heavy-footed blast-offs are happily accepted, though only when the engine is properly warmed. It’ll remind you to go easy until the temps are right.

Both GRs strike a great look. The Supra’s special edition blue brilliantly highlights the complexity of this shape; reinforcing how the rear end in particular is full of aggression and intent, with its wider high-performance tyres, big aerodynamic diffuser and outrageously shaped lights. The centrally mounted reversing light and the shape of the front bumper are specifically designed to invoke the raised nose of a modern F1 racer. A surprising tribute given how poorly Toyota did in that arena.

The Yaris doesn’t need stickers to reinforce its rally-ready aura. The aerodynamically proficient wide body treatment, the squat stance and impression of it being abnormally wider than it is tall; it’s awesome. The latter is no trick of the eye. Makinen insisted the regular Yaris roofline be lowered and lightened; hence the carbon-fibre composite roof skin. I’d love to see it with a big WRC wing. So, apparently, does GRMN. Their prototype seen testing (at the Nurburgring, of course) had this, vented front guards and a more aggressive front spoiler. Hey, why not?

Slip inside each and it’s the smaller car that feels more spacious, certainly better served for headroom. Supra’s roof design really makes it a tough car for the tall. Side visibility is also limited; you really have to be careful at intersections. With Yaris, it’s the direct ahead view that’s slightly compromised. Looking slightly left you find need to duck to see between the top of the centre infotainment screen and the bottom of the rear-view mirror. When it’s raining, you wish the right-side wiper would sweep closer to the A-pillar; as-is there’s just a sliver of dirty screen to peer around when apexing. A slightly lower seat would be brilliant.

Back in the day, WRXs and Evos had cruddy interiors because the makers knew most owners would rip ‘em out during transformation for competition. It’s not quite like that in the GR Yaris, but you can see where the effort has been made – namely, the Alcantara and faux-leather sports seats and the perfect-sized, GR-branded steering wheel – and where its been relaxed: Plain looking plastics, the infotainment system being nothing particularly flash in respect to operability (though it does have JBL internals).

Supra has higher quality trim but so it should, given the price. Even so, the iDrive is still a whole generation behind the Z4s. The very good reputations of their manufacturing bases – the old LFA line in Japan for Yaris, the Magna Steyr facility in Austria for Supra – shows in their assembly quality. The Yaris has extra kudos from being literally hand-built.

They’re patently very different cars, yet have a commonality in being cars you can truly celebrate. Simply that they exist is wonderful.

If you had to pick just one, it’d have to be the Yaris. No argument, the Supra has become a better car; the engine is much better in this new tune. Changes to the suspension and steering tune also enhance the enjoyability.

And yet, in years to come, when drinks are being shared and tall tales told, it’s less likely to be the primary subject of a ‘my best GR’ reminiscence.

That honour has to fall to the GR Yaris. It is, quite simply, a giant; the start of something really big.