nz autocar - may 2014

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PROCEED Kia's new show-stopper

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A DARK FUTURE FOR DIESEL?

Kyle Cassidy

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EDITORIAL DEPARTMENT

Editor Kyle Cassidy

Senior Editor Peter Louisson

Contributors Paul Owen

Rob Scott

Dave Moore

Shaun Summerfield

Stu Owers

Rob Maetzig

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It’s not a good issue for diesel-philes, this one. It’s almost completely devoid of oilers, save for Mr Moore’s report from the launch of the new Mercedes-Benz C-Class and Mr Owen’s ramblings around Victoria in a diesel Territory. At the launch of the new Nissan X-Trail this month, some noters tut-tutted the lack of a diesel variant in the new line-up but, as Nissan NZ revealed, so few buyers opted for it previously that it wasn’t

worth offering again. And with a diesel’s price premium, the extra registration, licensing and servicing costs, and the absurdity of road user charges in this country, you have to be covering serious kilometres before a diesel starts making any return on investment. In more progressive nations where motoring taxation favours vehicles with lower emissions and consumption, diesels still have a more relevant role to play as buyers have an actual incentive to choose an economical diesel car. But the tightening of legislation around emissions poses a problem for compression ignition technology.

So is diesel a dead duck as some have predicted? Not so according to an interview with GM’s Executive Director of Global Diesel Powertrains, Pierpaolo Antonioli, published on the SAE website recently. With tougher emissions standards comes the need for expensive exhaust clean-up technology on diesel engines but Antonioli says diesel’s greater effi ciency over petrol will ensure its survival.

More stringent Euro6 emissions standards come into force from late 2015 in Europe, with a second phase due in 2018, which will bring the European testing regime in line with the US test cycle. These place more emphasis on higher load running, and are therefore tougher tests to beat. As diesels become more effi cient, NOx production and other nasty particulates also increase. So while diesels easily meet the CO2 emissions requirements, they require more complex combustion control and clean-up methods like exhaust gas recirculation, NOx traps and urea catalysers to reduce those more harmful emissions. And they all add to the bottom-line cost.

As petrol engines adopt diesel-like injection and turbocharger systems to chase a leaner burn for reduced consumption, they too start to produce more particulates that also require sorting by way of dual injection set-ups and particulate traps, and this will see petrol engine costs also rise. Eventually the price discrepancy between the two engine types will reduce. Antonioli says while engineers have to work on many different aspects of a petrol engine to reduce its consumption, a diesel’s inherent effi ciency means boffi ns can focus instead on driving down the cost of the clean-up systems while also turning their attention to reducing friction, as diesels have more to gain on this front. Improvements in lubricant technology will also help with servicing intervals and costs.

Antonioli predicts that diesel will continue to play a key role in helping automakers meet tougher emissions levels until 2025, when proposed legislation will make it all but impossible for a conventional engine to comply without the help of some form of electrifi cation.

So while diesels will be around for years to come yet, until the ridiculous RUC system is sorted and replaced by an incentive, rather than a hindrance to buy and operate fuel effi cient diesels, local distributors will continue to leave these types of engines out of their line-ups.

2 new zealand autocar

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the superior performance you’d expect from a WRX, this model’s a whole new class of fun.

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All Wheel Drive and an all-new Direct Injection Turbocharged Boxer Engine, the 2015 WRX

will have you on the edge of your saddle. Priced from only $48,990 RRP. To find out more,

call 0800 SUBARU or visit us online at subaru.co.nz

52 THE COOKING QUATTROPORTE QUATTROPORTE S After a wild introduction to the top V8 Quattroporte GTS

we follow it up with a two-day jaunt through the NSW countryside in the V6 S variant. Is this the best value luxo-sports sedan yet?

58 CRACKING COOPERS MINI COOPER & MINI COOPER S

With the growing Mini family, it’s possible to overlook the hatch. Not any longer, as the new ‘new Mini’ has arrived, sporting a strangely familiar look and stroppy new engines

86 EVER GREEN SPECIAL FEATURE:

Those who follow the rallying scene in New Zealand will know Brian Green well. For the rest of you, read on

92 STORMING BACK V-STROM 1000

Suzuki’s V-Strom 1000 went AWOL for a time, but it’s back now, lighter, stronger and with TC, a fi rst for the bike maker. We head for the hills to check it out

96 POLISHING THE DIAMOND HONDA CBR600RR

Honda’s evergreen CBR600RR has won seven world supersport championships since its introduction in 2003. It therefore wasn’t broken, but Honda decided to fi x it for 2014 anyway

34 RAISING THE BAR SUBARU WRX AUTO vs VW GOLF GTI PERFORMANCE

The new WRX arrives with a broader appeal and lofty ambitions. Can the new auto variant take the fi ght to the GTI,the great all rounder?

40 ON THE MOVE KIA PROCEED GT

Kia enters new territory with its Euro-sourced Proceed GT. Is the Korean car-maker’s fi rst performance offering a hit or a miss?

46 QUICKEST Q3 AUDI RS Q3

Until recently the Q3 range comprised a single model. Now there’s a quiet, accessible variant at one end and a baritone at the other. We meet the entertainer

Regulars2 From the Editor6 FYI20 Roadwatch22 Moore to the Point24 In the Field112 Pacenotes

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exalted oneThe


rench carmakers have been guilty of conjuring up scores of

pointless car show concepts over the past couple of decades. These

often look sensational but lead to nothing tangible and merely exhaust R&D budgets that would be better spent on developing

something useful, like proper automatic gearboxes, for instance. Peugeot’s latest concept, the Exalt, was shown at the Beijing Motor Show recently and at least looks like something the manufacturer could possibly put into production. The firm’s last concept, the Onyx, was an extravagance of design, whereas this one at least shows some realism and restraint, though with the parlous state of the coffers at Peugeot, the budget probably dictated the latter.

The Exalt, a five-door fastback design, has an interesting colour scheme with the front half’s hand-formed steel left as bare metal, while the rear is cloaked in ‘shark skin’, an aero-efficient textile. The interior is swathed in a mix of natural wool-based “chiné” mixed fabric, aged leather, bare steel and ebony. The cabin also features trim parts ‘grown’ using 3D printing techniques, a process which is sure to gain traction in automotive manufacturing in the future.

Debuting as it did in China, the Peugeot is fitted with a Pure Blue air treatment

system. This can purify the cabin surfaces when it’s parked up by spreading bactericides and fungicides about the interior. When moving, it has an active filter to screen the air of volatile organic compounds and fine particles. Welcome to the 21st century.

It’s a dynamic-looking saloon-come-hatch and measures 4.7m long with wide tracks and flared arches filled by 20-inch wheels. It’s sleek in profile, being just 1.31m tall. The tailgate uses a complex hinge mechanism which maximises the aperture but sees the fifth door remain low when fully opened, presumably to prevent damage in parking buildings with low ceilings.

The Exalt looks like a rear-driver from its proportions – it’s a cabin rearward design – but it uses the new PSA front-drive platform and adopts the firm’s hybrid4 drivetrain. With the 1.6-litre 201kW/330Nm turbopetrol four borrowed from the RCZ-R up front, it has a 50kW electric motor housed on the rear axle riding in PSA’s adaptable multilink arrangement. This allows for electric-only drive, but also combines with the petrol engine to provide AWD. No performance or economy figures are given for the Exalt, and there’s no word yet as to whether this will become a reality but it could easily form the genesis of a Citroën DS-like range for Peugeot.

new zealand autocar 7subscribe online at www.mags4gifts.co.nz/autocar

WITH an R&D budget that rivals the GDP

of some countries, Volkswagen is said to be

readying more fuel effi cient petrol engines,

utilising electro-mechanical assistance for

forced induction, and variable compression

ratio technology. Coasting, where the

transmission disengages from the engine

on a dead throttle, will also be increasingly

utilised, eg, when travelling down hill or

approaching red lights. Electrically assisted

forced-induction utilises an electric motor

to spin the turbo to high speed and it can

then force air into an engine at low revs,

reducing or eliminating lag and allowing

torque production virtually from idle.

IN further VW news, engineers are

understood to be developing a front-drive

‘super-GTI’ with an engine delivering about

224kW, and also a piping hot Golf R Evo

with power boosted from 221 to around

276kW, and torque of 450Nm.

VW is wanting to usurp Seat’s recent setting

of a new front-wheel-drive record at the

Nordschleife using a Leon Cupra hatch.

It completed the ‘Ring run in 7min and

58.44sec. The more potent super-GTI

uses a Haldex clutch up front, like the GTI

Performance model which went on sale

here recently.

In a fi lling-the-niche exercise, common amongst the big three luxury German car makers, Mercedes is taking on BMW’s X6 with its own coupe-like SUV. Another to

unveil at the Beijing motor show, the ‘Concept Coupe SUV’ is likely to attract new customers to the brand. It was shown alongside the new C-Class which was evidently ‘tailored to the requirements of our Chinese customers’, according to M-B boss, Dr Dieter Zetsche.

As with the Lexus LF-NX, not a huge amount is known about the vehicle at the time of writing, including its handle. Based on ML mechanicals, and codenamed C292, it is likely to be known as the MLC, and will feature the same engine line-up as the M-Class which it will be built alongside in Tuscaloosa, Alabama. That means four-potters for the entry-level variants, V6 petrol and diesel engines, a plug-in hybrid as the

most economical of the bunch, a V8-powered MLC 63 AMG while a range-topping MLC 65 AMG will use a V12 engine.

Featuring fi ve doors and a more aggressively sloping roof than the ML, the concept is said to closely resemble the fi nished item. The company promises it will be a dynamic handling machine on road, probably using the fi rm’s new Active Curve Tilting system which debuted in the S-Class. It will also be practical for day-to-day use.

Mercedes is in the middle of a new product offensive, and expects to unveil 12 totally new vehicles before 2020. Facilitating this is the simplicity of underpinnings, with one platform for front drivers and another for rear drive offerings, meaning a quick and effi cient development programme.

An EU launch for the MLC is expected in 2015.

Kia has renewed its Carnival, recently debuting the big MPV at the New York Motor Show. With its arrival, the entire Kia line-up has now

undergone the company’s styling revolution which began in 2009.

Kia focused on improving the Carnival’s ‘element of desire’, never easy with an MPV, while also improving driving dynamics and adding a more premium feel to the interior. The exterior is said to ‘transcend mundane functionality’ though it’s still fairly boxy. The Carnival rides on a new chassis with a 40mm longer wheelbase, though the front and rear overhangs are reduced while the width and height remain unchanged. The new interior

is said to be roomier however and available in six-, seven- or eight-seater confi gurations. Versatility is the key with these things and so the second row ‘Slide-n-Stow’ seats feature tracked sliders allowing them to fold up behind the front pews to turn bus into cargo van. An option is the ‘First Class’ lounge seating for the second row, complete with retractable foot rests while all models have a third-row that disappears into the fl oor when not in use.

For the US market, a new 3.3-litre direct injection V6 replaces the old 3.5-litre and brings with it 205kW and 335Nm of torque and it drives through a six-speed auto. A diesel engine variant will be available as well. The biggest Kia is due here next year.

M-B product offensive ROLLS ON

NEW CARNIVAL COMES TO TOWN


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INTRODUCING THE NEW LOTUS EXIGE S ROADSTER

A perfect balance between beauty and performance, this is the fastest Lotus convertible yet.

The fi nely tuned suspension delivers the responsive ride and handling that is so distinctly Lotus.

The heart thumping power of a 350HP 3.5L Supercharged V6 engine coupled with an open-air

experience makes for a truly memorable drive. Expertly engineered, the track inspired chassis

ensures any topless thrills do not compromise extreme performance. Packing a punch far

beyond its minimal weight, the Roadster offers effortless immersion in exhilaration anytime,

anyplace, any road.

RAISING THE ROOF ON PERFORMANCE

NOT done with VW yet. The all-new

Passat is entering the fi nal production

stretch. Using the biggest version of the

MQB platform, Passat will be powered

by downsized turbocharged petrol and

diesel engines, and will have the option

of all-wheel drive. One version may get

VW’s new 10-speed DSG transmission

and a superdiesel using 3000bar injection

pressures. CO2 emissions are reportedly as

low as 89g/km. The Passat, with its huge

rear seat space, is destined to be popular in

China. The four-door CC model will be part

of the new family line-up.

LAND Rover is working on four new

Discoverys. The fi rst is aimed at Land

Cruiser, will be built on an aluminium

platform, likely similar to that of the

forthcoming Jaguar SUV, and will be a

seven-seater. It will have genuine off-road

ability, like Discovery 4. Compact fi ve-

seat and seven-seat Discos will ultimately

replace Freelander 2. The fi nal new

version will be the next Discovery 4. It

will use Range Rover aluminium chassis

underpinnings and is expected to be

more luxurious and expensive than the

outgoing model. Land Rover is evidently

winning customers back to the brand with

improving reliability.

VIRTUALLY production-ready versions

of the new lightweight C 63 AMG have

been spotted, and four body styles will be

introduced over the next couple of years.

Expect it to be roomier and more luxurious

than before, with myriad camera-assisted

safety functions, connectivity options and

Recall the oddly angular sci-fi LF-NX concept from last year’s Frankfurt Motor Show? It looked like something Lord Vader might

have driven. Well Lexus has released images and details of the production vehicle that stemmed from this robotic design, and it’s toned down and not half bad. Styling cues remaining include the huge spindle grille and wheelarch fl ares, the drooping bonnet and 3D slashes in the door panels. Tick-shaped DRLs are a Lexus styling fl ourish. The wild rear end is now more conventional, with a sloping roofl ine, and a regular tailgate for ease of access.

The NX compact SUV was unveiled at the Beijing show, and is due here either late in the year, or early in 2015. The base NX200 version will feature a 2.0-litre four-cylinder petrol while a 2.5-litre petrol-electric hybrid will be known as the NX300h. Rounding

out the range is the NX200t, and its 2.0-litre turbopetrol engine represents the fi rst time Lexus has used forced induction. Various drive versions will be on offer, including front- and four-wheel drive. Idle-stop will feature for the fi rst time in an auto petrol-powered Lexus.

The interior is accessed via a novel concealed key barrel in the door handle. Knee pads are an unusual feature, there for extra driver support, and an onboard wireless charging tray for portable devices is clever. Low hip points evidently increase headroom.

Special tech bits include a bird’s eye view monitor, head-up and multi-information displays, blindspot monitoring, cross-traffi c alert and radar-based cruise control.

Dimensions are not yet to hand, but if they are the same as the concept, the LF-NX will sit midway between the Audi Q3 and Q5, and the BMW X1 and X3.

Lexus NX invader Earth-bound

10 new zealand autocar10 new zealand autocar

Chevrolet has revealed a fast drop-top in the form of the Corvette Z06 Convertible. This is a new variant to the line-up as previously

the lidless Corvette’s chassis wasn’t up to the rigours of Z06 levels of performance. However, the new car has a much stronger platform, and so the convertible is now Z06-ready. And all this is achieved without

requiring any further reinforcements to the convertible body to shore it up.

The Z06 convert uses the same supercharged 6.2-litre LT4 V8 as the Coupe which develops 466kW and 860Nm of torque. It will come mated with either a seven-speed manual or GM’s new eight-speed auto. The 8L90 ’box is said to help improve the effi ciency of a regular Corvette (i.e non-Z06)

by fi ve percent thanks to taller gearing and reduced internal friction compared with the old six-speed auto. It’s also four kilos lighter, with four gearsets and fi ve clutch packs, and GM reckons upshifts are achieved eight-hundredths of a second faster than a Porsche PDK twin-clutch unit can manage. Expect this wonder ’box to be rolled out in other rear and AWD products in the coming years.

It’s all over for the FPV brand and Ford will send off its charger with the GT F, F being Final. It’s a limited edition special with 550 being sent down the line, and

50 of these are headed our way. Pricing is yet to be confi rmed here but Aussies will pay $AU77,990, so anything too far north of $NZ85k would be robbing loyal Ford fans. No word on performance, though rumours suggest Ford might dust off the 351

badge to adorn is fl anks. This time around it won’t relate to cubic inches, but rather kilowatts. Ford has revealed it has focused on enhancing dynamics, tuning suspension and adding wider rear wheels and 275/35R19 Dunlops. The boffi ns have also fi tted better brakes with Brembo six-pot calipers as standard. Expect various stripe packages and colour combinations that hark back to Ford’s glory days of long, long ago. Australians will be treated to a last hurrah Pursuit Ute as well.

Beyond the fi nal FPV, Ford will reintroduce the XR8 nameplate to the Falcon range when the last model is introduced later this year, and it should offer FPV-like performance.

TOPLESS TORQUE MONGER

FMARKS FINALITY


a pumping stereo. AMG’s new twin-turbo

4.0-litre V8 petrol engine will power the

beast, developing from 358 to 433kW,

depending on tune. It will have well above

the 600Nm tally of the outgoing C 63,

developed at lower revs. No 4WD version is

envisaged. An electronic locking differential

and torque vectoring will help keep the

power grounded.

BMW has confi rmed it is building a

range-topping X7 SUV, its biggest yet and

competition for Benz GL. Due for release

in two years and to be built at the fi rm’s US

Spartanburg factory, the global offering will

utilise a longer version of the X5’s platform

and, as suggested by its name, will be a

genuine seven-seater. The X7 will be 4WD

only, and will have six- and eight-cylinder

engines powering it. Capacity at the US

factory will increase from the current

300,000 units up to 450,000 annually

with the addition of X4 and X7 models.

here is some new metal on the Honda showroom fl oor this month. First up, the 2014 CRZ, which gets extra power and kit at no extra cost ($42k). By changing from an NiMH battery pack to lithium-ion, hybrid

system power increases by around 10 per cent to 100kW, while torque rises from 174 to 190Nm in the manual, and by 5Nm in the CVT version to 167Nm. The rapid charge and discharge properties of the lithium-ion battery permit a 10sec boost of acceleration using a new S+ button which works in all three driving modes (sport, normal, econ) so long as the battery charge level is above 50 per cent.

On the spec front, the latest CRZ gets leather upholstery, navigation, a panoramic glass roof and a reversing camera thrown in for nicks. Minor styling changes front and rear are accompanied by black and aluminium fi nish alloys. A new colour, Gold Purple Pearl, is added to the palette.

And on another front, Honda has added a higher grade SN model to the two-wheel drive CRV line-up ($39,900). Over and above CRV N spec, the SN adds fog and active cornering lights, satellite navigation, smart key, ISOFIX seat attachments, pimp glass, DRLs and chrome door handles. Its 2.0-litre engine is now hooked up to a CVT giving it acceleration similar to the 2.4-litre engine (0-100 in 11.2sec). Overall fuel use falls from 7.7 (CRV S) to 6.9L/100km. Lease pricing kicks off at $526/month before GST.

MG has introduced its MG3 to the New Zealand line-up, selling for just under $20k. The Chinese-owned brand already sells the MG6

GT and Magnette models here but the MG3 is a newly developed offering from the fi rm’s R&D centre in the UK. Of course, it’s built in China. On paper, at least, the car sounds good, with

its 1.5-litre four outputting 80kW and 137Nm while meeting Euro5 emissions standards.

It’s rated at 5.8L/100km. The catch; the MG3 is only available with a

fi ve-speed manual at this stage.

If that doesn’t put you off, the wee 3 offers part leather trim, iPod and Bluetooth connectivity, a Smartphone dock, air con, auto wipers and lights and cruise control. But you’re wondering about safety, aren’t you? The MG3 has ESP, six air bags and fi ve three-point safety belts, including Isofi x points in the rear. It has not been crash tested however. Adding some fun to the mix, there are ten exterior colours to choose from, including some fairly loud ones, and personalisation options such as body decals to liven things up. We’ll bring you a road test next month.

Honda polishestwo CR models

MG3 here now


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AS the end of Mitsubishi’s Lancer Evolution

X production draws near, it is rumoured the

company will introduce a high-performance

crossover. Mitsubishi President, Osamu

Masuko, commented recently, ‘the

defi nition of an SUV is changing’. He hinted

that the region between Evolution and

SUV might become ‘blurred’. While a new

Lancer Evolution isn’t a priority, the next

Evolution model needs to be a better seller,

he admitted. The company is suggesting its

fast four will be based on the new Outlander

Sport/ASX mechanicals.

BMW and Ford may both return to F1,

according to reports, because the new turbo

V6 rules benefi t not just the current engine

suppliers. The German, though in denial,

may be ready as soon as next year, which

is when Honda is making a comeback.

A BMW motorsport spokesperson, Jorg

Kottmeier, said the rumours had no

substance, and the company focus is on

DTM. Regarding Ford’s intentions, rumours

suggest that Gene Haas’ new team for

2015 could be powered by Ford-branded

Cosworth engines.

NISSAN has previewed its 2015 Murano at

the NY show, the third-generation midsized

crossover continuing with Nissan’s “refi ned

intensity” styling and “social lounge” cabin

styling. The distinctive V-Motion front end

is in evidence. Interior features include

a lower-height instrument panel and a

powered panoramic moonroof. Under the

hood is Nissan’s 3.5-litre V6 which drives

all four wheels. In related news, a price

realignment for 370Z, the manual going for

$59,990 and the auto for $63,495.

Jaguar sales struggle to make a blip on the local radar. Last year the fi rm only moved 130 cars, while its sister brand, Land Rover, sold 460. It’s looking like

another glum year for the Leaper, with just 32 cars sold to the end of March, whereas LR has moved 248. It’s not that Jaguar’s cars are bad, it just offers the wrong sort of machines for the market with a line-up of large saloons and exclusive sports cars. The company is on track to rectify this with the new XE, a 3 Series rival that will debut later this year at the Paris show and land mid-2015 locally. There is a lot riding on the car for the brand, with Jaguar NZ hoping it will double sales here when it arrives. It will be powered by a range of new four-cylinder turbocharged engines, as well as a S/C V6 for the power hungry. The new Crossover is also ready to pounce some time after the XE but until then the car maker will have to tough it out with niche products like the recently released XFR-S and the XJR.

We are quite fond of the regular XFR, and the S has an extra 30kW and 55Nm from its 5.0-litre supercharged V8, taking totals to

405kW and 680Nm. With the ‘Quickshift’ rapid-fi re eight-speed in charge, the 0-100km/h sprint is fi red off in 4.6 seconds. Revisions to the ECU and optimised air fl ows both to and from the engine net the extras, while it’s harnessed by way of wider 20-inch forged alloys, and uprated springs and dampers. These don’t impact too severely on the Jag’s supple ride over bumpy roads, thankfully. Though the ESP has been revised, it has more work to do here and is more often required to reign in the extra ponies. The steering is still a highlight, while the extra power gives more urgency as the revs rise.

Outwardly, there’s a deeper front bumper with a carbon fi bre splitter, side skirts and a carbon fi bre rear diffuser. There are two boot lid spoilers available, an HSV-aping wing and a more discreet splitter. The R-S adds $25k to the asking price of the XFR, but along with the performance and styling enhancements, the interior of the $185k XFR-S also receives detail changes, bringing a more unique feel to the mix with its Alcantara-trimmed roof lining and extended soft leather trim.

&&


Another niche Jaguar is the new XJR. This is now the range-topper, replacing the previous 5.0-litre SC model, and asks $220,000. It follows the same design brief as the XFR-S with optimised aeros, carbon fi bre add-ons, big wide alloys and plenty of aggression added to the look. It uses the same engine too, and though much bigger than the XFR-S, its alloy construction means it’s around the same weight, and so has the same performance claim. It also uses much the same hardware, including the electronically controlled active diff but it’s not as dynamic through curves. It’s

more tolerant of lean angles, and not as keen on the turn, we found. It does rapid cruising well though, while the interior feels and looks more luxurious. The large luxury sedan market is a slow mover, with around 70 cars retailed a year, and Jaguar has moved around 40 XJs since its introduction in 2010.

And to another slow mover, the F-Type Convertible has sold just 25 units since launching mid-way through last year. Perhaps interested parties are holding off for the stiffer, slightly more practical coupe, which arrives early June. It’s cheaper too,

the base V6 starting at $125,000, $15k less than the Convertible. If you’re looking for something with more sports than the XFR-S sedan, you’ll want the F-Type R, which uses the same engine, costs the same too but weighs some 340kg less. Still not enough? Reports suggest Jaguar is working on a lightweight ClubSport version of said car that will utilise even more exotic material in its build and ditch some of the superfl uous luxury items to tip the scales at 1450kg, 200kg lighter. Think carbon brakes, seats, and other trim pieces and a 0-100km/h time of 3.5 seconds.

POUNCE


A Porsche 911 prototype has been seen

fl itting about the Nürburgring and was

thought to be testing the company’s new

fl at-four turbocharged engine, going

into Boxster and Cayman. Porsche boss

Mathias Muller, reckoned it will develop

as much as 294kW in the top-shelf GTS

version. Whether the engine goes into 911

or not is unclear but with engine downsizing

happening, this may be a possibility. Either

that or it will be used in conjunction with an

electric motor. The next 911 will evidently

have a hybrid version around 2018.

THE rumour mill suggests the forthcoming

RS 3 will be a fi ve-door Sportback

powered by Audi’s 2.5-litre fi ve-cylinder

turbo engine developing 270kW. Naturally

the power will be grounded by an all-

wheel drive system channelled through

a twin-clutch transmission. There’s word

of an optional dynamic package, likely to

improve either handling or styling. First

deliveries are expected in Europe by the

middle of next year.

MCLAREN has offi cially axed production

of the 12C car as it concentrates on the

650S Coupe and Spider. That said, a vastly

modifi ed version of the existing 12C will

likely be such a signifi cant change that it

warrants a new name. Meantime, current

12C owners will be the benefi ciaries of a

free Technology Upgrade package midyear.

Included is Active Aero software which

uses the rear wing to enhance braking

effectiveness, and also to improve high

speed aerodynamics. Also gratis is the

fi rm’s IRIS infotainment system. Meantime

the 650S is selling gangbusters. The new fi fth-generation C-Class has been launched to many furrowed brows. It has become a big car seemingly overnight, though the actual dimensions - it’s 95mm longer

and 40mm wider and on an 80mm longer wheelbase with the wheel tracks pushed-out by 41mm at the front and 23mm at the rear - don’t tell the full visual story.

It feels and drives like a big car, and the fi rst question many will ask is what will Mercedes-Benz do when it has to refettle the E-Class? It could be that the larger model’s biggest competitor will be just across the showroom in the form of the new C.

For all its extra size - most evident when you slump into its cosy rear seat - the C-Class is lighter model-for-model by around 100kg, as the new car ups its use of aluminium to 48 per cent. Thus, fuel economy and emissions are better across the board.

The C-Class no longer has the duty of being an entry-point to the brand, thanks

to the A- and B-Class models, so it’s now free to enjoy its position without having to cater for newcomers to the silver star. It’s the most curvaceous C-Class ever and this tends to disguise its new-found size. Judging by fl ailing arms and brandished phone-cameras of cab-driving users of the old car, they like what they see. I certainly did.

While pricing for the car is far from settled, Mercedes-Benz assures me that the new car will be only slightly more expensive, despite the extra size and standard kit.

Even in New Zealand, Mercedes-Benz has a plethora of options, specs and trims for its models, and three basic styles will be on offer; Avantgarde, Exclusive and AMG-line. The cabin is very much that of a junior S-Class; it’s noticeably bigger front and back and, thanks to superbly-chosen textures and materials, much more sophisticated than before.

The exact engine line-up for the car is not fi nalised, but expect two variants based on the 2.1-litre turbodiesel four, in 125kW C220


and 150kW C250 forms, as well as 1.9-litre 135kW C200 and 155kW C250 petrol models. A C300 hybrid is also on the cards, which uses the same 2.1-litre turbodiesel but with electric assistance to the tune of 20kW and a 3.6L/100km fuel rating with a 94g/km CO2 emissions level. A C400 will also be on our manifest when the car gets here, using a 245kW 3.0-litre biturbo V6.

I was impressed with the sheer gusto of the C400 and charmed by the sheer refusal of the C300 hybrid to use gas, but the car with the most likeable overall personality for me was the C250 diesel.

With plenty of punch and the seven-speed automatic allowing a 2100rpm 120km/h cruise, it best fi tted the new, larger, more mature car. Anything smaller would be too busy, while even though more powerful models will be made available, the C250D is so competent and far from dull, that I could commit my budget to equipment options rather than horsepower.

The car can be had with ‘Airmatic’ suspension and the ability to select between Sport, Comfort and Economy which sees that the throttle and gearbox responses are brought into the equation too. While there was no doubt about the change of character available when moving from mode to mode, with a genuine tightening of the chassis and sharpening of reactions when in Sport and a much easier going nature with Comfort on the dial, the biggest difference to be felt in the C-Class is gained from moving from cars with different tyre and wheel profi les. The good news is that though the big hoops fi tted to the AMG-line looked great they didn’t become jarring over bumps and potholes. The smaller six-spokers in the middle of the line-up would be my choice, offering a far more pliant ride in city and up country.

The big car feel of the C-Class does not mean it isn’t nimble. It has such grip and balance that speeds can be deceptive and on the road above La Ciotat in southern

France, the car belied its size with a pleasingly communicative chassis. While the new rounded edges of the car make it diffi cult to judge its extremities at times, its electromechanical steering is suffi ciently well-weighted and accurate for it not to be intimidating.

In traffi c, it was easy to relax into the good offi ces of the C-Class’s ‘Distronic Plus with steering assist’ set-up which takes a lot of stress out of negotiating the seemingly impossible Marseille rush hour, interpreting lane markings and following distances, while you fi nd your way. The ‘Brake Assist’ detects crossing traffi c and pedestrians and ‘Pre-Safe’ can take over if things go really pear shaped.

Far from the premise of the 190E and the cars that followed it, this C-Class has undergone a sea change and a very worthy one. It has moved up about half a segment, which means that other brands might have to do the same to keep up. – Dave Moore

The StatsMODEL Mercedes-Benz C 250PRICE $TBAENGINE 2143cc, IL4, TDI150kW@3000rpm, 500Nm@1600-1800rpmTRANSMISSION 7-speed auto, rear-wheel driveVITALS 0-100km/h 6.6sec, 4.3L/100km, 109g/km


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Cruising through heartland Australia in a Ford Territory this month got me thinking about the Australian car industry. What were the products that effectively defi ned the nation’s four-wheeled culture? The French always major on quirkiness and left-fi eld thinking,

the Germans want to set a faster lap at the Nurburgring, the Brits consistently give us cars that refl ect the class system, and the Americans seem to hold ‘bigger is better’ as a core national value. What we usually get from the Aussies is always something that offers great bang-for-your-buck, generally dressed in conservative clothes, and ready to consume vast distances without falling victim to any inherent weakness or fragility. Historically, there were also times when the Aussies created new niches within the global automotive environment, and made certain market territories their own. I refer to the cars below:

Panel Vans:When these covered-in utes fi rst appeared in the early 1970s, they were intended for tradesmen, and some were assigned to police canine units. However they were also embraced by young drivers attracted by the potential of the vehicles to provide mobile make-out rooms. As the genre evolved, simple and frugal powertrains were replaced by muscular performance V8s, and the panels began to be decorated in psychedelic graphics and murals, with some even applied by the factory. By the late 1970s, panel vans like the Ford Sun Downer, the Holden Sandman, and the Chrysler Drifter could no longer be classifi ed as commercial vehicles. They were mobile works of art, possessing similar performance to the muscle cars that formed the basis of Bathurst campaigns. With their loud V8s and garish liveries representing mating calls for Australia’s hormone-enriched youth, panel vans became the vehicles of choice for taking dates to drive-in movies or isolated beachside carparks. The ability to carry a surfboard was often used as the offi cial excuse for owning one. However Holden soon knew what application the panel van was primarily used for during those golden years spanning the availability of

the pill and the advent of Aids. If you ticked every accessory box for a Sandman, the company gave the buyer a free mattress, covered in a rich velvet fabric and embroidered with the Sandman logo. A responsible marketing move would have been to offer a year’s supply of branded condoms as well, but Holden declined the opportunity.

Utes:We all know the story of the farmer’s wife from Chewton, Victoria, who wrote to the head of Ford Australia asking for a vehicle that could carry her and her husband to church on Sunday, and then the pigs to market on Monday. Ford responded with a Model A-based ute. Over the years, Aussie car-based utes evolved into performance machines, offering on-road performance that no pickup truck could match. That’s still true today, despite the genre falling from favour on this side of the Tasman. An Aussie rear-drive ute still gives the opportunity to cart something like a dirt-bike in something that drives like a sportscar.

Taxis / Police Cars:I’ve lumped these together because they are basically the same vehicle. Both tend to acquire cages for rear seat passengers, and both tend to accrue high mileage in just a few years, so they need to be robust and durable. Despite what you may have heard, I’ve never had a ride in a police car, but I’ve caught almost as many Falcon- and Commodore-based taxis as I’ve had swims in the ocean. I generally ask the driver how many kilometres the vehicle has done, and the reply is often around the 400,000km mark. One Falcon taxi I rode in during a cross-Adelaide trip had travelled 750,000km, yet the owner/driver assured me that the cylinder head of the inline six had never been lifted during that time. He reckoned that he was going to replace it at around the 900,000km mark. The question is now moot on what he can replace it with, given the expectations that his Falcon has given him of long, reliable service.

Paul O

wen

Photo NSW Police


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I was asked at a driver training day last month why more people don’t get away in car chases, especially when the cars are often much faster than a Commodore six or anything else the police can put up against you.

The young lad asking described his re-chipped Skyline R32 and said: ‘None of my mates can catch me, and I doubt a cop in a wanky Commodore can!’

‘Oh, they will,’ I said, ‘one way or another.’Ok, I noted, the police do back off when they can see

it’s getting dangerous, not for the pursuers but for the pursued. It’s because, thanks to the lasting red mist of the high-speed drive, the attempted escapee and sometimes their mates and maybe a bystander or two, often get wiped out when they hit a tree, parapet or power pole after the police have backed off.

Just give up, I told him.It’s only talk-back weirdos that blame the police these

days, most people knowing that it’s runners like him who should be held responsible.

There are plenty of reasons why the police have the advantage, even if it isn’t evident in their choice of car, or its horsepower. The police communications team will be listening, plotting and advising, and every involved offi cer will have radios, whether in their vehicles, at HQ or on their person. They’ll all know where the runner is and where they’re going.

Give up mate, it isn’t worth it.You might have occasionally driven very quickly

before, on a quiet back road perhaps but have you concentrated on maintaining it for more than a few minutes? Unless you really know the road on which you are running from the police and have driven on it at high speed for years, you still won’t know it as well as your pursuers. Another reason to give up.

The people pursuing you are actually trained to do this for a living, and they’re not allowed to do so unless they’re qualifi ed, while your only qualifi cation is that you’ve

occasionally impressed some mates on a burnout pad or looked at big numbers on your speedometer. Give up, these guys are used to this. You’re not.

The longer the pursuit goes on, the more cars and offi cers are going to be in on it. And think about this: you’ll be travelling on a single route - the one in your mind - while the police response will soon have several cars closing from every direction.

Give up, before you hit something.It doesn’t matter how fast your car is, or how skilled you

are at driving, you can’t defeat a pincer movement of law enforcement vehicles. Give up, for pity’s sake.

If you still haven’t seen that things have moved on from merely losing your license to having your car taken and even having to do jail time, your pursuers will soon have things set-up so you will be getting spiked. Give up.

If the spikes don’t spin your car off the road, you’ll now have been turned into one of those pursuees, trying to escape from police at about 25km/h, in a shower of sparks. You’ll be remembered forever on Facebook or on one of those World’s Most Moronic Drivers reality shows. Give up, for the sake of embarrassment.

Many police have told me that they thank their lucky stars when the driver trying to escape eventually gives up, pulls over and accepts the consequences. You might think high speed chases are fun, but when you know it can all end in tears, glass, fl ashing lights, blood and viscera, being the chaser is far from fun; it’s a job they’d rather not be doing. And you know you really should give up.

I don’t care if you have a Skyline with several hundred horsepower more than what you call a ‘wanky’ six-cylinder Commodore. They’ll get you one way or another, and I do hope you give up so the police drivers’ last job isn’t the dead knock - the hardest job of all for the long-suffering parents.

I watched the young lad leave the track that day, climbing into a tidy, late 90s Carina. He caught my eye, and explained as he waved with a shouted: ‘It’s my mum’s!’

I give up.

Dave M

oore

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He might have made a less than stellar start to his title defence on the track, but Sebastian Vettel’s tongue has been running red hot. The four-time champ summed up, rather perfectly I feel, the aural quality of the new Formula One cars; “It’s shit, that’s my opinion. I think

Formula One has to be spectacular and the sound is one of the most important things.”

Seb’s team might not know how to put on a wheel properly (at least on his teammate’s car) but Red Bull’s refusal to censure its drivers has ensured at least something worth listening to in F1 this season.

I applaud the steps taken to make F1 more effi cient. The technology being used is utterly impressive; the tone however is akin to automotive fl atulence. I’m not criticising the volume either, the reduction in noise is a legitimate health bonus.

My concern is the tone, and here’s why: F1 cars are still some 40dB louder than a V8 Supercar. But despite producing half the revs, and from my calculations 16 times less noise, friends who were trackside in Melbourne told me how much better the Supercars sounded.

Really Bernie, how hard can it be? Just today I pushed the ‘Sport’ button on the Skoda Octavia RS I’m driving, and instantly there was a gruff resonance piped into the cockpit. I know it was synthetic, and I don’t care – it made me smile, and it sounded faster. Whatever it takes to recreate some of that emotive sound in F1, just hurry up and do it.

While the F1 pack was droning around the Bahrain International Circuit, New Zealand was playing host to a far sweeter sounding (and smelling) world championship. Speedway Grand Prix is about as pure as motorsport gets, even a go-kart has more technology. There are no brakes, no rear suspension and no gears. Simply put, the bikes are made only to go….and go sideways.

Speedway bikes introduced me to motorsport. Summer nights at Ruapuna with my father and younger brother, which left us looking like coal miners at the end of a shift thanks to the cinder track, remain some of my fondest childhood memories. Forget roasting lamb and freshly mown clover: the smell of methanol and burning bean oil is still my favourite scent. So being given the chance to ride a solo on the Springs’ shale was not one to turn down.

In my mind, I intended to slide around the turns. I surfed Google looking for a dummies guide to speedway riding – it turns out dummies can’t do it.

Sound advice from triple world champ, Ole Olsen, along with some words of caution from German rider (and part time music producer), Martin Smolinski, provided the confi dence to get on the track. The waiting St John Ambulance bloke leaning over the fence (possibly keen for some work) encouraged me to “give it some jandal” speedway style.

So while I tried to calculate which was the biggest risk factor; an F1-like 1.6kg per kW…or the lack of brakes, Olsen pushed me down the Auckland Zoo straight, yelling “Clutch out! Now…throttle!”

Not only did I not hit the wall, I actually made it (okay meandered) around ten laps without tasting a single shale chip. The grip offered by that narrow front wheel was truly surprising, I’d imagined it wanting to wash wide due to lack of purchase on the loose surface; instead the bike went exactly where I pointed it.

On each straight I twisted a little more throttle, but the engine braking produced by the single 500cc piston as I chickened out approaching the turn ensured a victory lap pace…not a winning pace. My lap times were more than double what the stars recorded during racing, and not once did I manage even the slightest hint of wheel spin.

I can just imagine how Sebastian Vettel would describe my effort.

Shaun Summerfi e

ld

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BUY DIRECT THREE SPECIALIST STORES

V8 SEDANS COME IN A FEW DIFFERENT SHAPES AND SIZES AND AT DIFFERENT PRICE POINTS TOO. CAN HSV’S BIGGEST GUN SMOKE MERC’S HOT ROD C-CLASS?

Words Kyle Cassidy

Photos Tom Gasnier

HITTERS


If you’ve a hefty wad to spend on a powerful motor and you’ve always had a hankering for an eight, best not procrastinate. Engine downsizing is not confi ned to mass market hatchbacks and big capacity V8s are now on the endangered list. One of the greats, AMG’s 6.2-litre ‘M156’ is on its

fi nal fl ing powering the C 63 Edition 507, the last of the recently superseded C-Class models. Its replacement will likely be powered by some smaller, blown unit. It will be more effi cient and powerful but not as loveable. Also effectively on death row are the big bruisers from Aussie with the plug pulled on manufacturing across the Tasman and so down the gurgler go those relatively affordable V8-powered sports sedans. The HSV GTS is the perfect swansong for the Aussie high performance scene, and it’s the cheapest way into the 400kW club. While it seems a little premature to be dabbing the eyes and bidding farewell to these machines, we thought it best to prolong the farewell and enjoy every last opportunity available. And it’s a good excuse to compare one of the best from Europe with one of the greatest from Aussie. Is the extra spend justifi ed on the Euro hot rod, or does the Aussie brawler simply out muscle it?

EIGHT Talkin’It’s the eights that defi ne these two. And though similar in cylinder count and displacement, they go about breeding horses differently. The HSV uses GM’s LSA, a 6.2-litre pushrod small block with a twin-rotor, 1.9-litre supercharger sitting in its valley to create a stampede of ponies and a torrent of torque. With just 16 breathing holes, the old ohv design hampers its ability to really rev and so the LSA is all done by 6200rpm. The Edition 507’s 6.2-litre eight is full of exotic alloys (see sidebar for details) and it’s hand-fi nished to exacting tolerances by a mechanical zealot. With 32-valves, variable valve timing and a variable inlet manifold, it revs like a race car. It grunts from right down low too, kicking on at 3000rpm to spin right round to 7200pm. It has a sweet linear pull with that naturally aspirated purity to its throttle response.

The GTS’s forced eight is fairly docile below three, the torque delivery tuned to develop gradually rather than arriving in a tidal surge of tyre smoking rage. But once 3000 is on the dial, it goes feral until the limiter cuts in hard. The LSA is quite deceptive in its delivery. The HSV doesn’t feel as fast as the AMG but it’s quicker over the 80-120km/h run, and the

in-gear pull leaves the C 63 in its wake. The AMG proved quicker from whoa to 100 on this particular day with a 4.23sec pass, and while we’ve recorded a 4.13sec run for the GTS, this time the best we could manage was a 4.26sec blitz. The GTS can really haul, and with so much torque, it doesn’t need to rev as hard or race through the gears like the AMG to get gone. But the character of a free revving, naturally aspirated engine is hard to top, especially when it’s combined with a decent amount of cubes. The throttle response, the heady rev ceiling, the induction and exhaust note unsullied by turbos, this engine will be missed.

Swapping COGS The GTS has a somewhat old-fashioned six-speed auto

next to the C 63’s trick seven-gear auto (see sidebar). There’s absolutely no slip or slur from the Merc

’box, it’s always hooked up and aids that racer-like throttle response. The heavy duty GM

6L90 is pretty good but largely conventional. Both have manual modes, which initiate the fastest changes, but where the swapping occurs instantaneously in the AMG, there’s the occasional pause in the GTS, which goes without the help of shift paddles. Both are refi ned in traffi c, the Merc having four

shift modes including Comfort for smooth

NO SLUSH HEREEven though the

C 63 is fi tted with

an auto as standard,

none of the M156’s

charm is lost thanks to

AMG’s 7-speed MCT (Multi

Clutch Technology) box. It’s an

otherwise conventional auto with

an arrangement of planetary gears

and clutches but it delivers a more direct

response thanks to its electronically controlled

wet start-up clutch. It replaces the usual torque

convertor, providing a direct, ‘locked-up’ link

to the engine so there’s no slush or slip. It also

allows for a genuine launch control function

too. It gets an extra ECU, the AMG Drive Unit,

which co-ordinates the engine and the gearbox.

The system will momentarily interrupt the

ignition to help initiate a faster change, with

shifts requiring just 100 milliseconds. It also

has computer-controlled double declutching,

allowing it to skip gearsets for more rapid

kickdown and can drop directly from seventh

down to fourth for instance.


TIGHTENING THE CURVEThe GTS is one dynamic bruiser thanks to its

Bosch-developed Torque Vectoring system,

or in Bosch-speak; Dynamic Wheel Torque by

Brake. That means it doesn’t have an active

diff, but rather it works by braking the inner

rear wheel when the car is tracking around a

curve. It does this to improve agility, helpful for

a big car like the GTS, and reduces understeer,

especially good when you have a big lump of alloy

over the front. The system uses the same array of

sensors as the ESP to monitor steering angle, engine

and wheel torque and individual wheel speeds. Working

within set parameters, the system will ‘know’ when the

car is in a bend and when to apply the braking force for

the desired effect. The system will also increase engine

torque to ‘counterbalance the drag loss caused by the

braking intervention’ so that the car doesn’t slow down,

but the brakes have the desired effect on dynamics.

It will also detect when the car has been pushed into

‘oversteer’ and will disable the function, meaning

choice-as skids are still on the menu.

THE HSV DOESN’T FEEL AS FAST AS THE AMG BUT IT’S QUICKER OVER THE 80-120KM/H RUN

take-offs and early upshifts to save a few litres of gas. The HSV defaults to second gear in Drive, so it feels less energetic off the mark, but slipping it into Sport mode fi xes that. Nothing can sort the fuel use though; both engines love slurping back the juice, as only V8s can.

Which is more SPORTING?Can a bigger, heavier car ever hope to run with one that’s smaller and presumably much lighter too?

Usually not, but then the HSV isn’t carrying that much extra than the C 63, scaling up only 100kg heavier. And it has a dynamic aid in its Torque Vectoring to help negate the C 63’s size advantage.

The 507 is a real racer. If track days are your thing, this is your weapon. It’s much fi rmer in its ride with stiff, constant-rate dampers and iron girder like anti-roll bars. It gets bumpy as speeds rise, where more wheel articulation is needed. It’s not so much of an issue in bend negotiations, where the speed drops back, but more compliancy would defi nitely help.

The roll stiffness of the AMG sharpens its steering, which is quicker, with a solid weighting and feel too. Old cars do have their

AWD is for pussies. 6.3 badge will be retired when this car is done.

Germans do stealth better, the C 63 looks menacing

without being showy. The matt paint

fi nsh adds $6000

CAN A BIGGER, HEAVIER CAR EVER HOPE TO RUN WITH ONE THAT’S SMALLER AND PRESUMABLY MUCH LIGHTER TOO?

advantages, real steering being one of them. The HSV has a much more pliant ride, even when its variable magnetic dampers are dialled up to their stiffest setting, and you needn’t worry about the bumps. This does lead to more lean, which can be seen in the photos, and the steering is not as incisive, feelsome, or as well weighted. The bigger GTS just doesn’t turn-in with the same zeal as the C 63, but it matches it for grip and beats it for power-on traction thanks to the TV. Both give their best in ESC Sport mode to gear down the traction control. Both have feelsome rear ends that give a sense of when they are about to start shuffl ing wide and the stability systems give you about a quarter turn of opposite lock before coming in to nip the slide, and all before you cross that centre line on a sighted bend.

Vitally, neither car drives itself with care required to brake them neatly, turn them in and then fi re them off the curve. Both have good stoppers, the AMG with the more delicate pedal feel, but the GTS can haul up smartly when need be. It also has torque vectoring, which allows it to hang in with the more nimble C. The TV is most effective in more open corners than the tight stuff, where the AMG has more glue, but get it working, and the stability aid tightens the big HSV’s line and helps get the power down earlier too. It’s like the GTS has twice as much grip and traction.

Gen F styling is substantially toned down compared with HSV’s previous efforts but we’d still opt for the boot

splitter rather than the big wing

new zealand autocar 31

This is the last hoorah for the

C 63, with a new C-Class

released internationally last

month. It goes out with a bang,

the 507 referring to its (metric)

pony count, an increase of

50bhp (37kW) over standard

with an extra 10Nm of torque

too. The extras come thanks to

honed internals which include

the forged pistons, rods and

crank from the SLS which save

three kilos of reciprocating

mass. It also gets a variable

intake manifold and a new

engine control unit. To help

arrest the power, it gets a

composite braking package with

the 360mm front iron rotors

mounted on an alloy hub which

is said to reduce weight and help

dissipate heat better. There’s also

the bonnet from the Black Series

Coupe, the racy 19s and other

cosmetic details. Costs more too,

at $181k rather than $167k.

EDITION 507

M-B C 63 AMG Edition 507

Price $181,507

0-100 km/h 4.23s

80-120 km/h 2.43s (67m)

100-0 km/h 33.31m

Speedo error 98 at an indicated 100km/hClaimed fuel use 12.0L/100kmC02 output 280g/kmAmbient cabin noise 79.8dB@100km/hEngine capacity 6208ccEngine format V8/longitudinalMax power 373kW@6800rpmMax torque 610Nm@5200rpmSpecifi c output 60.1kW/LWeight-to-power 4.8kg/KWBore x stroke 102mm x 94.6mm Compression ratio 11.3:1Cylinder head dohc/32v/vvtGearbox 7-speed autoDrivetrain rear-wheel driveFront suspension Mac strut/swaybarRear suspension multilink/swaybarTurning circle 10.9m (2.54 turns)Front brakes ventilated discs (360mmRear brakes ventilated discs (330mm)Stability systems ESP/TC/ABS/EBD/EBATyre size f-235/35R19 r-255/30R19Tyres ContiSportContact5pL/W/H/W-B 4707/1795/1433/2765mmTrack 1569/1525mmFuel capacity 66LLuggage capacity 475LWeight (full tank) 1812kgWeight distribution 51.6/48.4% (front/rear)Corner weights

450

435

446

481

Verdict The racer of the pair but it’s expensive and needs more suspension compliancy. Engine is a classic Rating

New Zealand Autocar road tests are powered by ZX. Premium fuel with the X factor.

Some OTHER points Size matters here. The GTS is the comfi er car in every respect. When dialled to Touring mode, the magnetic dampers give the GTS an almost limo-like ride in comparison to the harsh C 63. The GTS’s seats are more accommodating of a typical antipodean frame, the hugging AMG buckets are fashioned with a muesli-fed German in mind. There’s precious little space in the rear too while there’s genuine lounging room in the GTS. Countering this, the smaller car is easier to park with a much better turning circle.

These two manufacturers have different benchmarks when it comes to fi nishing and it’s telling in the cabin but what the GTS may lack in quality it makes up for with an abundance of standard fi t extras including a raft of active safety gear and convenience features. That these are missing from the C 63 further adds to the value proposition of the HSV. It would be better still with less fl ashy, refl ective trim in the cabin while the C 63 is looking its age in terms of design and functionality.

In the ENDIt really doesn’t matter which one you choose, as both are emotive powerhouses that genuinely engage and excite. The C 63 is more honed, if a little too hard, but the GTS is as involving, and as fast. While it’s not as incisive on the turn as the racier C 63, it handles both the Grand Touring and Sportster roles in a positively accomplished fashion, while offering a much more replete specifi cation, all for $56k less.

HSV GTS

Price $125,800

0-100 km/h 4.13s

80-120 2.29s (65m)

100-0 km/h 30.63m

Speedo error 98 at an indicated 100km/hClaimed fuel use 15.7L/100kmC02 output 373g/kmAmbient cabin noise 75.8dB@100km/hEngine capacity 6162ccEngine format V8/SC/longitudinalMax power 430kW@6150rpmMax torque 740Nm@3850rpmSpecifi c output 69.8kW/LWeight-to-power 4.4kg/KWBore x stroke 103.2mm x 93mm Compression ratio 9.1:1Cylinder head ohv/16vGearbox 6-speed autoDrivetrain rear-wheel driveFront suspension Mac strut/sway barRear suspension multilink/sway barTurning circle 11.4m (2.7 turns)Front brakes ventilated discs (390mm)Rear brakes ventilated discs (372mm)Stability systems ESP/TC/ABS/EBD/EBATyre size f-255/35R20 r-275/35R20Tyres ContiSportContact5pL/W/H/W-B 4988/1899/1457/2915mmTrack 1616/1590mmFuel capacity 71LLuggage capacity 496LWeight (full tank) 1902kgWeight distribution 51.6/48.4% (f/r)Corner weights

475

455

480

502

Verdict Every bit as quick and involving as the AMG yet it’s a more rounded performance package. Costs less yet offers so much more albeit with a lower level of qualityRating



THE NEW WRX ARRIVES WITH A BROADER APPEAL AND LOFTY AMBITIONS. CAN THE NEW AUTO VARIANT TAKE THE FIGHT TO THE GTI,THE GREAT ALL ROUNDER?

ou should always strive to better yourself and Subaru is setting its sights

high with its new WRX. It has always represented great bang-for-your-buck but

the rest of it has been a little underdone. The new one is a more sophisticated player, better specified with excellent safety features, more technology and even the option of an automatic gearbox. And with familiar pricing, it’s still a value-led proposition. But is the new WRX chic enough to shed the hoodie and cap worn backwards persona of models past? Is it really a challenger for something like the Volkswagen GTI? Subaru NZ thinks so, listing the GTI as its main rival. With the Mitsi GSR now a retiree’s car, the WRX’s rivals are limited to front-drive hotties from Europe. The Focus ST is closest in price, but only comes with a manual shifter. It’s the GTI’s auto option, the twin-clutch ‘DSG’, that makes it so popular and because of its new automated SLT option, Subaru is expecting more interest in the WRX now too.

The GTI has recently bettered itself too with a new Performance model option, a half-way point between the GTI and the R in both performance and price. For a take on how all three perform, refer to page 72. This model focuses on delivering a better performance in the bends as it gains adaptive dampers and an electronically controlled ‘FDX’ diff to put more of the torque to the tarmac (see sidebar for details).

Subaru believes the WRX’s value will hook people. The auto lists for $49,990, way under the $60,990 GTI DSG. There are a few specification differences however, and so there’s also the new WRX Premium model at $54,990 which adds GTI spec-matching items like sat nav and also throws in leather seats, keyless entry, sunroof and uprated audio, all of which are cost options on the GTI. So no matter how you look at it, the WRX is always around $10k ahead on the value curve. But does it really measure up against the Golf GTI? Or are these two similar yet very different cars?

Word

s Kyle

Cassid

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s Tom

Gasn

ier


A WRX with a CVT makes for a different experience. There are three drive modes affecting the throttle mapping and CVT operation, with a marked difference between each. Max attack mode delivers a more touchy gas pedal and you get eight pre-set ‘gears’ to play with via the paddles. The new turbocharged 2.0-litre flat four gets the addition of direct injection to make 197kW and 350Nm of torque, both up slightly over the previous 2.5-litre engine. The boxer begins swinging around 2500rpm with the

real punch arriving at 3000rpm as it winds out to 6500rpm. Pity it hardly makes a sound though, unlike the GTI. While the VW blows an augmented tune, the mix of induction warble and exhaust drama is most welcome. It manages to feel more lively too. This we put down to the slick twin-clutch gearbox, its 100kg kerb weight advantage, and the fact that the 2.0-litre four is good at its job. Like the Subaru, it has direct injection, vvt and a twin-scroll turbo, intercooled of course, but it gets on the job a mite sooner, and revs harder

Two Disparate Characters

GTI

VER

SUS

WRX

SI-Drive buttons alter the character of the WRX.

These are easy to access being on the wheel. VW too

has a variable character button, which is obscured

from the driver on the wrong side of the shift lever


to a higher redline. While the WRX’s auto is good for a CVT, it’s no twin-clutch. The CVT with its torque convertor sullies the throttle response compared with the GTI’s ’box. Fiddling with the various drive modes, trying it in auto and then taking control of things via the shift paddles, we found it was the latter that worked best, even if it meant living with the jerky, faux shifts as it progresses through the eight pre-set stops on the CVT’s pulley. In the GTI, you need just tug the lever to access Sport mode, knowing it will usually get the gear selection just right. For control freaks, there are paddles and they deliver much quicker, smoother changes than the WRX can manage. Put it this way, we could live with a CVT WRX, but would prefer to drive stick while we’d go for the DSG in the GTI every time. The Subaru’s auto is civilised in traffi c though, refi ned with its seamless progress and keeps a watchful eye on engine speeds to help ease consumption, which at a stated 8.0L/100km is in uncharted territory for a WRX. Ultimately, the auto will make it easier for your purchase to be rubber stamped by the signifi cant other.

Performers on straights and curvesOne thing the Subaru needs is a better launch when you’re going for gold. It’s fairly tame from a standing start but once up and puffi ng, it’s still quicker than the GTI. Despite the Golf’s launch control function and the tricky diff’s promise of ‘four-wheel drive like traction’, the GTI leaves two black marks on the road when hurried along. Even easing the throttle on, there’s just not the traction to beat the WRX, and so SLT and AWD triumph over DSG and FDX in this round. Remarkably, the two are dead even from 80-120km/h, and even more surprising is how well matched they are during the rigours of a cornering examination.

These two are well suited to local conditions the way they master body sway and work out the bumpy bits too. Subaru are

wizards at this and the WRX has more compliance here

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IN THE GTI, YOU NEED JUST TUG THE LEVER TO ACCESS SPORT MODE, KNOWING IT WILL USUALLY GET THE GEAR SELECTION JUST RIGHT

Both two pedal sportsters, but the GTI’s twin-clutch

box is superior to the Subaru’s ‘SLT’ CVT. Cabin design remarkably similar

though VW has nicer surfaces and the better infotainment interface


http://www.mags4gifts.co.nz/autocar

via its abundant wheel travel. It seems ideally tailored for NZ roads, simply gliding over a multitude of road nasties. The GTI Performance comes standard with adaptive dampers to ensure a better ride and handling mix (and a relaxed commuting gait when tuned to Comfort). These adjust constantly and independently of each other, and even when in their fi rmest Sport setting, they react to bouncy roads by optimising their damping characteristics accordingly. They make for a GTI that rides the bumps while maintaining a fi rmer lock on roll. The GTI makes the WRX feel a little soft by comparison, the latter’s compliance leading to a few degrees more roll in bends, but this does nothing to unstick the WRX’s tyres from the tarmac. They seem permanently adhered to the road. The tauter GTI gives a keen turn in, especially with its super quick Progressive Steering, and while the WRX is equally impressive the way it dives into bends, its steering feels a tad slow but counters with more feedback. The WRX and GTI are evenly matched when it comes to corner speeds and staving off understeer. You have to give them a right nudge before the ESP gets involved. And both can pounce off the bend under power. Here the GTI’s trick diff gets to work, sorting out the fl ow during full throttle corner exits to good effect and it proves to be just as quick as the AWD WRX, on a dry road

THE WRX HAS MORE COMPLIANCE HERE VIA ITS ABUNDANT WHEEL TRAVEL. IT SEEMS IDEALLY TAILORED FOR NZ ROADS

Subaru bounds along and it takes all sorts of

road surfaces in its stride. WRX form not as elegant

as the euro-chic Golf. It’s roomier though both in

the boot and back seat

Subaru WRX Auto

Price $49,990

0-100 km/h 6.19s

80-120 3.89s (109m)

100-0 km/h 32.44m

Speedo error 98 at an indicated 100km/hClaimed fuel use 8.0L/100kmC02 output 199g/kmAmbient cabin noise 76.0dB@100km/hEngine capacity 1998ccEngine fl at4/DI/T/longitudinalMax power 197kW@5600rpmMax torque 350Nm@2400-5200rpmSpecifi c output 98.6kW/LWeight-to-power 7.77kg/kWBore x stroke 86mm x 86mm Compression ratio 10.6:1Cylinder head dohc/16v/vvtGearbox CVTDrivetrain all-wheel driveFront suspension mac struts/swaybarRear suspension double wishbones/swaybarTurning circle 10.8m (2.8 turns)Front brakes ventilated discs Rear brakes discsStability systems ESP/TC/ABS/EBD/EBATyre size 235/45R17 Tyres Dunlop SportMaxxL/W/H/W-B 4595/1795/1475/2650mmTrack 1530/1540mmDrag coeffi cient 0.32Fuel capacity 60LLuggage capacity 340LWeight (full tank) 1531kgWeight distribution 60.6/39.4% (front/rear)Corner weights

307

296

464

464

Verdict WRX remains the bang-for-your-buck leader. A better all-weather, all-road weapon than the GTI. It’s not as classy, but it’s also much cheaper and is roomier too Rating



at least. The GTI Performance genuinely surprised at just how good it was up against the AWD WRX, but while the diff and ESP do wonders to prevent wheel slip, it still can occur, where it just doesn’t in the WRX.

Picking a dynamic winner here isn’t easy. The GTI’s quick steering and rorty engine performance are perfectly complemented by the new diff which keeps the WRX honest. The WRX’s suspension tune, extra power, feelsome steering and AWD traction see it fractionally ahead however, even considering the CVT’s operation.

As for the rest of the package, the WRX still isn’t quite in the same class as the GTI. It’s larger and more practical but while the cabin quality of the WRX has improved, the GTI imparts a more upmarket look and feel. And same goes for the exterior design. We still believe that these cars will appeal to very different buyers. Personally I like the fact the WRX is roomier yet just as dynamic. And I’d happily save 15 grand and give up the badge cache of the GTI. But then I still wear hoodies and caps, so there you go.

The GTI Performance version

employs BorgWarner’s new electronic

LSD. Called front cross differential

(FXD) technology, it’s claimed that

under certain driving conditions, the

FXD offers traction that approaches

that of an all-wheel drive system with

the benefi ts of reduced weight and

better fuel economy. It adds around

40kg to the front axle however.

It works via the same principal as

the Haldex AWD coupling, but acts

on the front axle. It has the same

centrifugal electro-hydraulic actuator

which triggers the clutch pack to lock

up the front diff. The system differs

from the GTI’s ESP-based XDS

system by offering an actual locking

mechanism and not simply relying

on the brakes to prevent wheel spin.

Using the ESP sensors, the system

determines when the diff lock will

be needed, fi ring the pump into

action to ‘generate controlled locking

torque between the left and right

front wheels’ and sending the power

to the wheel with the best traction.

In a tight bend, more power will fl ow

to the outside wheel, giving a torque

vectoring effect, while in a sweeper,

the inside wheel will get more power

to aid stability and reduce the need

for ESP to nip the understeer.

The WRX utilises individual

wheel braking on the inner front

wheel to reduce understeer. Power

goes to all four wheels via a centre

diff with variable torque distribution.

Rather than the mechanical viscous

coupling of the manual, the auto

WRX uses an electro-hydraulic

multiplate clutch and a planetary-

type centre diff. The ESP sensors

are used to determine how the

diff will divvy up the torque. It

runs a normal 45/55 front to rear

split though this can vary. By way

of its computer control, it can be

pro-active rather than reactive like

the purely mechanical viscous diff,

which can only operate once slip

has occurred.

ON LOCK DOWN

Performance model comes standard with adaptive dampers and the new diff, both of which are confi gurable in one of the many set-up menus

VW Golf GTI Performance

Price $65,500

0-100 km/h 6.38s

80-120 km/h 3.90s (109m)

100-0 km/h 33.05m

Speedo error 98 at an indicated 100km/hClaimed fuel use 6.4L/100kmC02 output 149g/kmAmbient cabin noise 77.8dB@100km/hEngine capacity 1984ccEngine format IL4/DI/T/transverseMax power 169kW@4700-6200rpmMax torque 350Nm@1500-4600rpmSpecifi c output 85.2kW/LWeight-to-power 8.5kg/kWBore x stroke 82.5mm x 92.8mm Compression ratio 9.6:1Cylinder head dohc/16v/vvtGearbox 6-speed twin-clutchDrivetrain front-wheel driveFront suspension mac struts/swaybarRear suspension multilink/swaybarTurning circle 10.9m (2.1 turns)Front brakes ventilated discs (340mm)Rear brakes ventilated discs (310mm)Stability systems ESP/TC/ABS/EBD/EBATyre size 225/44R18Tyres ContiSportContact2L/W/H/W-B 4268/1790mm/1442/2631mmTrack 1538/1516mmDrag coeffi cient 0.318Fuel capacity 50LLuggage capacity 380-1270LWeight (full tank) 1438kgWeight distribution 62.1/37.9% (front/rear)Corner weights

273

270

449

444

Verdict GTI Performance model is certainly worth the $5k extra over the regular GTI. It’s the great all rounder, but the price difference from the WRX is hard to overlook if you primarily value dynamics and performance Rating


ia is mobilising on the international scene,

looking to move towards a more sporting persona for the

brand. These intentions have been signalled by the likes

of the GT4 Stinger and the sleek GT Concepts.

Even current design studies for mainstream products have an overtly sporty theme happening. Kia’s existing line-up, however, is dominated by mass market sedans, hatches and SUVs, with a few curiosities like the Koup and Soul thrown in but now the brand is taking its fi rst sporting steps with the introduction of the Proceed GT. The what?

The name might be quirky (check out the sidebar for more) but the GT, as we’ll refer to it henceforth, is the company’s fi rst foray into the performance hatch market.

It’s loosely based on Cerato origins, but it springs from the Euro-centric Proceed. It’s not some half-arsed attempt either. Kia has substituted the platform’s usual torsion

On the


KIA ENTERS NEW TERRITORY WITH ITS EURO-SOURCED PROCEED GT. IS THE KOREAN CAR-MAKER’S FIRST PERFORMANCE OFFERING A HIT OR A MISS?

beam for a multilink set-up and reinforced the rear of the monocoque with more high strength steel to realise a stiffer body. Sports suspension has the usual stiffer spring and damper rates, and fi rmer bushes while roll bars swell in girth too. There’s an upgraded software map for the electric steering while big (for a Kia) 300mm front discs are bolted

on, along with a set of 18s wearing 225/40 Michelin Pilot Sport rubber. Developed in Europe, and with 480 laps of the Nürburgring under its belt, that is just the start of the process for South Seas-bound GTs. Australia and New Zealand are the only countries outside of Europe to receive the new GT and it undergoes the ‘ANZAC’ suspension

tuning process by the Aussies to adapt it for Antipodean conditions. They further fi ddle with the steering tune, ESP settings and the damper valving, and dial out some understeer with an even thicker rear roll bar.

It uses the same 1.6-litre 150kW/265Nm turbopetrol as the Koup with its twin-scroll turbocharger and dual vvt set-up to aid

ProceedGT


low end torque and response. The turbo housing and exhaust manifold are cast as one to save some weight and improve gas fl ow. Unlike the Koup, it’s only available with a six-speed manual transmission. This helps improve the performance aspect of the GT compared with the Koup. Both cars weigh in at 1373kg and they also turn in the same 0-100km/h time of 7.7s (right on Kia’s claim for the GT). But the manual trans processes the engine’s output more effi ciently and so runs a more respectable 80-120km/h time (4.42s vs 5.19s). They are priced similarly with the auto-only Koup at $42,490 and the GT lobbing in at $43,990 but these two are intended to appeal to different customers.

So what exactly is the GT up against? There’s the Hyundai Veloster, which uses the same platform and engine, while the fi ve-door VW GTI and Ford Focus ST are both considerably more powerful and expensive. So perhaps the closest competitor is the 208 GTi which is similarly priced and powered, but smaller and 160kg lighter too. Also on the smaller side, there’s Fiesta ST and new Mini Cooper S. The GT’s dimensions, price and engine size see it carve out its own niche within a niche. And it’s a tiny market we are talking about with Kia NZ reckoning on selling around 60-70 units this year.

So while it won’t be driving Kia’s local ambitions for a 14 per cent increase in sales to 3200 units in 2014, cars like the GT help with brand awareness. As Kia NZ GM, Todd McDonald, explains, ‘The model aligns itself well with the international Kia direction of having more character and attitude and this car delivers that aspiration for the brand.’

Kia has been turning out some impressive designs of late but the GT is easily its best

yet. It’s a genuine head turner and people are almost shocked to discover the car they are admiring wears a Kia badge.

There’s one spec level for the GT and it’s loaded including, amongst other things, heated leather Recaros, cruise with a speed limiter, reversing sensors and camera, extended Bluetooth, adaptive xenons, a smart key, and a full safety kit for a fi ve-star rating. While you can never really call a three-door practical, large portals and easy folding front seats make entry into the rear no chore, and there’s plenty of space there too. It’s genuinely roomy. The boot too is generous with split folding as well. It’s all well made, and suitably funky inside.

Yeah yeah, but how does it go? Not too shabby, it has to be said. The GT works from a stable platform with an abundance of grip. With masses of quality Michelin rubber on the road, there’s little chance of wheelspin when fi ring out of bends. There’s not enough torque to require any ESP intervention and so the tyres ensure what’s on offer is put to good use. Along with well-tamed body roll, the rubber helps the GT hold its line in a curve. You can take it by the scruff of the neck and it doesn’t immediately raise the white fl ag but rather hangs in doggedly. It has a sweet ride for the genre, with just a touch of fi rmness to the springs. They can sort fairly demanding bumps out well too although the rear end can move about on occasion and this will fi nally tip the front end into understeer. The steering is a little light on weight and feedback and can require the odd adjustment in bends but it doesn’t kick back, or feel odd when turning, nor does it have any weirdo self-centring obsessions.

Looks good in the car park and even better hunkered down, rounding up the bend. A generous footprint and plenty of good rubber see the GT stay the course when pushed


THERE’S ONE SPEC LEVEL FOR THE GT AND IT’S LOADED INCLUDING, AMONGST OTHER THINGS, HEATED LEATHER RECAROS

ProceedGT

Kia Proceed GT

Price $43,990

0-100 km/h 7.68s

80-120 km/h 4.42s (124m)

100-0 km/h 34.85m

Speedo error 97 at an indicated 100km/hClaimed fuel use 7.4L/100kmC02 output 171g/kmAmbient cabin noise 77.8dB@100km/hEngine capacity 1591ccEngine format IL4/DI/T/transverseMax power 150kW@6000rpmMax torque 265Nm@1750-4500rpmSpecifi c output 94.3kW/LWeight-to-power 9.1kg/kWBore x stroke 77mm x 85.4mm Compression ratio 9.5:1Cylinder head dohc/16v/vvtGearbox 6-speed manualDrivetrain front-wheel driveFront suspension mac struts/swaybarRear suspension multilink/swaybarTurning circle 10.6m (2.7 turns)Front brakes ventilated discs (300mm)Rear brakes discs (280mm)Stability systems ESP/TC/ABS/EBD/EBATyre size 225/40ZR18Tyres Michelin PilotSport3Wheelbase 2650mmL/W/H 4310/1780/1430mmTrack 1545/1553mmDrag coeffi cient 0.31Fuel capacity 53LLuggage capacity 380-1225LWeight (full tank) 1373kgWeight distribution 59.8/40.2% (front/rear)Corner weights

261

289

424

403

Verdict Bold step in a new direction from Kia. Not quite a hot hatch but it justifi es its GT badge. Lot of kit for the money, spacious and does comfort too Rating


The wee turbo makes for easy round-town running with its torque fl owing freely in the 1200-3000rpm zone but more enthusiasm requires at least 3500rpm to be dialled in and then it’s pretty much done by 5000rpm as it runs short on breath. We found working the gearbox over, rather than the engine, worked better, shifting at 5000rpm to get back in the torque zone. And the gearbox is likeable with a well defi ned gate and light shift action that makes even the third to second downshift easy to master. With a light clutch and a well defi ned bite point, it’s not hard to work this manual.

What’s not so good? The seating position is too high and fuel use can get up there for what is a small engine. It’s rated at 7.4L/100km but that can double after a good fl ogging. While the tyres make everything stick superbly, the noise they create can verge on rowdy over rough chip, and this drowns out the engine note completely. And it could defi nitely do with a mite more power to make things just a bit more lively. So it’s not Golf GTI quick nor is it 208 GTi nippy, it’s an in-betweener. It can hustle when need be, but is also quite civilised and comfortable too, a character that befi ts its GT badge well.

What’s a Proceed?In Europe, there’s no Cerato, only the

Ceed. This is a Euro-centric offering,

based on the same platform and

mechanicals as Cerato but it’s styled in

Europe at Kia’s Frankfurt studio and built

at its Slovakian factory. There’s also a

three-door version called the Proceed.

While these are produced in right-hand

drive for the UK market, Kia NZ has not

imported the model due to the increased

costs associated with sourcing them from

Europe compared to the Cerato from

Korea. In Kia literature, the model names

are presented as Cee’d and Pro_cee’d.

But we are not going there. Why Ceed?

It’s a mash up of the initials European

Community and European Design.

Suitably confused? Too right. We reckon

Kia NZ should keep it simple and drop

the Proceed reference altogether from

the GT. But McDonald says the Kia GT

nameplate is reserved for the large sports

luxury concept which is apparently close

to being rubber stamped for production,

so it’s not really an option.


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AT THE OTHER.

WE MEET THE

ENTERTAINER

Word

s Peter L

ouisson

Photos Tom

Gasn

ier

Q3Q

uickest


Get set for an RS explosion. The high performance models that used to be a relative rarity will play an increasingly important role in Audi’s future product line-up. It begins with the stealth vehicle you see here. In mid-2011 we were surprised when, during the international Audi Q3 launch, company boffins sprung a surprise, offering us a spin in a prototype, with the innocuous label of Q3

2.5. Three years later, this would hit the local market as the RS Q3, a title that carries rather more kudos. We really liked this understated vehicle then, its effortless progress accompanied by an offbeat five-pot lilt.

Now that the RS Q3 is here, we can report that little has changed since it first emerged from the skunkworks. Clearly the vehicle then was close to production ready. And the first RS Q vehicle from Audi is unlikely to be the last.

Of the Q3 2.5 we said the five-potter ‘delivered serious thrills’, and ‘brought out the attack dog in this all-paw urban animal’. We liked it then, plenty.

The Heart of the MatterThe RS Q3, like the TT RS, is all about the powertrain, make no mistake. The prototype was developing 228kW, using a detuned version of the TT RS five-pot screamer. Happily that mad-dog powerplant has made it to production undiluted, and offers a decent serve of torque to boot, 420Nm from 1500 to 5200rpm.

The sonorous 2.5-litre TFSI engine is still good for over 300bhp and the RS Q3 is claimed to run 0-100 in the low fives. And that it did, with a best run of 5.09sec. We’ve only had two SUVs break the 5.0sec barrier, and they were almost twice the price of the RS Q3.

The Audi transmits its power via a seven-speed S-tronic transmission, top gear giving it long legs and a highway fuel use figure of 6.9L/100km, which we confirmed on hot-mix running. We were less successful in reproducing the claimed overall figure of 8.8L/100km and much of the time on a run from Auckland to Tauranga via the long way it was registering around 11L/100km, but then we weren’t sparing the stallions either.


Complementing the solid power is a torque ‘curve’ that’s pool table level over much of the rev range, meaning it really doesn’t matter whether you’re at 2000 or 5000rpm; there’s either generous or masses of urge on tap. A decent rev spread too, the final flurry available from 4500-6700rpm. Despite useful pull coming on strong from low engine speeds, it’s difficult to refrain from revving this unit because the more it spins the more wonderful it sounds. That’s especially true in Dynamic drive select mode when the exhaust flap opens. At moderate revs it gives the most satisfying blat on each upshift, so short-shifting is no hardship either.

Taming the lionThat penta-pot warble is ever present in the RS Q3. It’s more refined than ribald, but on song it makes every overtaking manoeuvre seem like a chase scene in an action movie. Hit the gas and there’s a pregnant pause as the turbo winds itself up, and then there’s this surge, like you’ve caught a bigger wave than expected, and around three seconds later, it’s all over. Anything completing 80-120km/h in under 100m is not hanging around.

The five-star rated operatics are almost a little unexpected, for the top Q3 really doesn’t look bonkers at all. It may go like

a mad snake – it’s the smallest SUV to give the 0-100km/h run a five-second fright – but you’re hard pressed on first glance to differentiate it from the entry-level Q3. Rather like the toning back of the exhaust roar, Audi didn’t want the visuals too dramatic, more quietly arresting. It rides 25mm lower than standard Q3s, there are subtle blisters to the guards, its honeycombed grille is finished in gloss black paint, and a quattro sign sits discreetly between enlarged air ducts. A slimline diffuser and roof end spoiler mark out the rear, but there’s just the single exhaust – evidently there wasn’t room for any more plumbing. About the most emphatic visual statement is the optional 20-inch wheel set our tester came on, shod with 255/35R20 PZeros.

Getting down and aroundSo it’s Q for quick and sounds heavenly. But the show doesn’t end there. Upgraded brakes do sterling service, the eight-piston calipers biting into 365mm discs up front and they bring the alpha dog to heel without fail. No fade, no smoke, just great retardation and a solid response from the big sports pedal. Wavy discs reduce unsprung weight, aid cooling and look smart too.

Not too many visual telltales identifying RS Q3, but big wheels and subtle body kit are clues


On dynamics, don’t be surprised that this is the least adept RS yet; more it refl ects the fact that SUVs are the fastest growing segment and a small proportion of potential buyers want something not too big or bulky that goes like stink.

That said, the RS Q3 is not corner shy. With stiffened suspension, quattro permanent all-wheel drive shuffl ing torque north and south and an electronic diff lock, plus a healthy serve of sports rubber, this is a compact SUV that thinks it’s a hot hatch. Why there’s even an ESC sports setting and launch control!

It can maintain stellar progress through challenging roads. We know because we took the route that makes kids in the back sick, from Kopu to Whangamata, and on through to Waihi, a challenge in any vehicle. Sports suspension keeps the quickest Q on an even keel, and only when you stretch the considerable limits of its PZeros does the front, which supports 58 per cent of total weight, start to call it a day. The RS helm is not a strong communicator but it is direct and being electric the weighting varies depending on mode. What we also admired about progress was the ride decorum. We bet this is even calmer on the standard 18s. If you’re dead set on big wheels, an upgrade to the 19s costs $600 and likely represents the best visual/comfort compromise.

IT’S THE SMALLEST

SUV TO GIVE THE

0-100KM/H RUN A

FIVE-SECOND FRIGHT

ABOVE LEFT: Drive select button makes it a snip to hit sport mode. ABOVE: Five-potter is wondrous.RIGHT: Taillights are integrated into the boot lid. Single exhaust does not help to ID the RS Q3


More sports insideThe cabin is subtly sporty as well. On the equipment list are heated and power-adjusted sports seats, leather clad and diamond stitched, and a be-paddled D-shaped multifunction steering wheel with a thick leather-padded rim. Between the instruments, you can dial up a digital speed readout, and there’s a turbo boost gauge and lap timer if you want to do a spot of monitoring. Special sills and pedals, a central pop-up screen detailing sat nav and reversing camera images, dual zone air, xenon lights and parking sonar each end are all there. No smart key, but stop/start features.

This is roughly the size of a compact car inside, so there’s room for two adults in the rear, providing front seat passengers aren’t oversized. The hold is compact too at 350L, though quickly extends to over 1200L with seat-top releases.

The Q range is one of Audi’s pillars. While A3 models will contribute almost one-quarter of Audi sales locally in 2014, the Q3, 5 and 7 ranges account for one-third, the Q5 being the most popular. With three variants in the Q3 range, prices span from $59,900-$104,900. Audi expects to sell around 240 in 2014, 40 of those being the RS model. We suspect these won’t hang round. Expect further RS Q models in the not-too-distant future.

Audi RS Q3

Price $104,900

0-100 km/h 5.09s (claim 5.20)

80-120 km/h 3.40s (97m)

100-0 km/h 33.25m

Speedo error 98 at an indicated 100km/hClaimed fuel use 8.8L/100kmC02 output 206g/kmAmbient cabin noise 74.9dB@100km/hEngine capacity 2480ccEngine format IL5/DI/T/transverseMax power 228kW@5200-6700rpmMax torque 420Nm@1500-5200rpmSpecifi c output 91.9kW/LWeight-to-power 7.47kg/KWBore x stroke 82.5mm x 92.8mm Compression ratio 10.0:1Cylinder head dohc/20v/vvtGearbox 7-speed twin-clutchDrivetrain all-wheel driveFront suspension Mac strut/sway barRear suspension multilink/sway barTurning circle 11.8m (2.6 turns)Front brakes ventilated discs (365mm)Rear brakes solid discs (310mm)Stability systems ABS/EBD/BA/TC/ESPTyre size 255/35R20Tyres Pirelli PZeroWheelbase 2603mmL/W/H 4410/1841/1580mmTrack 1571/1577mmDrag coeffi cient 0.33Fuel capacity 64LLuggage capacity 356-1261LWeight (full tank) 1704kgWeight distribution 58.2/41.8% (front/rear)Corner weights

347

365

501

491

Verdict Transplant TT RS motor into practical compact SUV with AWD and you’ve a snarling monster, albeit it a wee one. Just be sure it’s big enoughRating


Audi aheadAudi expects another cracking year in 2014,

following a record globally and locally. Arriving

in the second half are the A3 and S3 cabriolets,

and the S1, in six-speed manual guise only, and

packing a 2.0-litre turbocharged 170kW

engine. Featuring AWD, Audi distributor,

EMD, expects to sell around 40 of these

hot hatches. And here fi rst thing next year

is the third-generation Audi TT, with its

evolutionary styling.


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A PAIR OF LOTUS EVORA GT4 RACING CARS GO HEAD TO HEAD ON THIS EXTENDED FIGURE-OF-EIGHT

CIRCUIT FEATURING SIDE SWIPE, HAIRPIN CURVE, RACING CHANGE-OVER CURVE AND BRIDGE SECTIONS! THE SUPER RESISTANT EVORA GT4S ARE TOUGH AND EXCEPTIONALLY FAST.

THE COOKING QUATTROPORTE

Words Peter Louisson Photos Tom Gasnier


AFTER A WILD INTRODUCTION TO THE TOP V8 QUATTROPORTE GTS WE FOLLOW IT UP

WITH A TWO-DAY JAUNT THROUGH THE NSW

COUNTRYSIDE IN THE V6 S VARIANT. IS THIS

THE BEST VALUE LUXO-SPORTS SEDAN YET?

couple of months ago we sampled one of Fiat Chrysler’s most important new offerings, the sixth-generation Maserati Quattroporte GTS. In fact it is only the third generation of Quattroporte to be sold locally, so the first few don’t really count. Be that

as it may, the model we drove down south of Sydney to Robertson (famous for its pie shop at the top of Jamberoo Mountain Rd) was the range-topping $265k 3.8-litre biturbo V8 GTS. That’s the one that will sell in rather smaller numbers than the equally glamorous limo you see here before you, the Quattroporte S. If it looks utterly identical to you, that’s because it virtually is. The V8 you can identify by its quartet of squared-off exhaust tips. The V6, which should account for around 70 per cent of sales, has rounded outlets.

subscribe online at www.mags4gifts.co.nz/autocar new zealand autocar 53

THE FIRST QUATTROPORTE THAT CARRIES A STICKER OF LESS THAN $200K. THE FACT IT IS ALL BUT IDENTICAL TO THE V8 VISUALLY WILL MAKE IT EVEN MORE DESIRABLE

BELOW: I know which alloys I’d rather clean, and it ain’t the 21s. The 20s also give a better balanced ride and handling mix. Are these the biggest paddles in car-dom? MIDDLE LEFT: As is the norm these days, engines sound better than they look. BOTTOM: Maser all business from the rear


Like its predecessor this is a glamourpuss, with a wavy lateral line, a trio of squared fenestrations on the rear of the front guard, and the Maser trident adorning the C pillar. One woman who spotted our entourage was struck dumb by the Quattroporte styling. Not many cars stop people in their tracks. The previous model was voted the most beautiful car in the world at its debut. The latest iteration is more up to date, though we’re not sure the change in headlight design is any advance. The rest is classy, apart from the odd interior component we felt had been hoovered from Chrysler parts bins.

But then this is built to a price, for it is the fi rst Quattroporte that carries a sticker of less than $200k. The fact it is all but identical to the V8 visually will make it even more desirable. And the V6 version is only half a second slower – 4.7 and 5.1sec – to 100km/h than the V8 anyway. Both are hasty for both are doubly turbocharged, and each has a ZF eight-speed automatic transmission, making an appropriate gear available for pretty much any situation and speed.

Maserati is quick to point out that the V6 QP S is as fast a runner as the former 4.7 V8 model, some variants of which used

to sell for almost $300k. Fire it up and the QP S makes a noise like few other V6s. It could only be from Italy.

The latest Quattroporte is an improved vehicle using virtually any criteria you wish to nominate, sound excepted; nothing quite compares with the bellow of the atmo V8. The capacity downsizing in the latest Quattroporte may not improve fuel use much for the V8, despite the theory indicating 11.8L/100km vs 15.7L/100km. But to be able to achieve the same level of performance and pay $100k less, that’s a different story. And by driving the biturbo V6 they will be looking at fuel use of a claimed 10.4L/100km. We managed a low of 13L/100km but no worse than 17s during our two days at the wheel; in the GTS we never saw anything less than in the 20s. We didn’t try the ‘Increased Control and Effi ciency’ (a.k.a. killjoy) mode of the V6, which softens throttle and transmission responses, among other lame things.

Australasian Maserati importers, Ateco, had invited us over to Sydney for a couple of days driving the most important version of the new Quattroporte. We were heading initially through the melee that for many Sydneysiders is a regular

The StatsMODEL Maserati Quattroporte SPRICE $194,900ENGINE 2979cc, V6/TT, 301kW@5500rpm, 550Nm@1750-5000rpmTRANSMISSION 8-speed automatic, rear-wheel driveVITALS 0-100km/h 5.1sec, 10.4L/100km, 246g/km, 1860kg


weekday morning stop-start experience, and out to the north of Penrith, in the direction of Bathurst, our overnight stopover. Day two, we’d head south for Goulburn via Oberon and our final destination, Canberra. This way we’d experience pretty much every conceivable type of road in the S. In many of the more interesting byways, far from the speed cameras and patrol cars of the M2 highway, you had pretty much no idea of what lay around the next corner, including the unwelcome prospect of wandering wildlife. Plenty of evidence of that en route though. We also encountered road surfaces where patches had been laid atop of earlier repairs and that made life interesting for the Skyhook electronically controlled active damping system.

We sampled two V6 versions, one with 20-inch rims and the other with 21s. Standard the V6 gets 19s but apparently nobody sticks with these. There were clear differences in ride quality. Over some of the more prehistoric roads, we found the version with 21s drove best with the Skyhook suspension setting in the Normal position – in Sport it can bump steer – whereas that with the 20s handled and rode best when the suspension was set to firm.

Given the only other factors differenting S and GTS models are different leather patterns and disc sizes, it’s really the engine differences that separate the six and eight. The turbo V8 engine may not sound as exotic as the atmo 4.7 of old (just like F1 then)

but compensates by being miles stronger off the bottom. A gargantuan 390kW contributes to acceleration that

makes it quicker than the Mercedes and BMW competition costing $100k more, and it is bettered

only by 4WD competition in the form of Audi’s S8. The XJ R is about line-ball with the Maser.

It’s when you consider how the biturbo V6 Quattroporte S compares on the bang-for-buck front that the

real value in the range becomes apparent. All the base limos from Audi, BMW, Mercedes and Jaguar for similar money are either not in the hunt for acceleration, or are diesels and can’t even find the hunt. The QP S is the fastest and amongst the least expensive large luxury four-doors you can aspire to, its 2979cc biturbo cranking out just over 300kW of power at 5500rpm and 550Nm of torque from 1750 to 5000rpm. Attaining 100km/h takes a claimed 5.1sec and with a Cd of 0.31 the Maser will charge on to a Vmax of 285km/h. We didn’t try, of course – you’d lose dangly body parts if caught doing this in Australia – but once those parallel twin-scroll turbos come to life the car simply bounds past sundry Hiluxes we encountered in our trip through the NSW hinterland. About three seconds and ninety metres is what it takes to get the job done.

That said, you’re aware this isn’t quite in the same league of haste as the V8-powered GTS. Like the larger-engined car there’s a moment’s hesitation off the mark as the blowers spin up but where the V8 lunges away from lower revs, the S likes at least 2500rpm before you really feel the hit of the turbos. With the transmission set in Sport, the transition can seem a bit sudden in town, so best to ease around the burbs in the default transmission setting.

Within a short time, we were entering Lane Cove tunnel and soon on the M2 heading northwest. After lashings of cruise-control motoring to avoid speed camera incursions, we crossed the Hawkesbury River and arrived at our first photo stop on the famous Bells Line of Road. This hilled and treed area in the Blue Mountains has seen plenty of action over summer, first with raging fires sparked by idiotic war games, and then with floods which prompted vibrant regrowth of blackened gum trees, new shoots literally sprouting from everywhere along the branches.

A little further along on our journey, we took a diversion off Jenolan Caves Road for more photography. The locals shot us their ‘we don’t take kindly to stangers’ looks, presumably because of the

Sports sedan having a sporting moment. Long wheelbase makes

such antics predictable, progressive


V6 exhaust howls echoing around the valley; in Sport mode it’s louder as the exhaust flaps are open.

This is the kind of road that brings out the best in the Quattroporte, the rolling countryside giving rise to unexpectedly tight corners amongst linked bends, the road diving madly about. To its credit, Maserati has hung in with hydraulic steering assistance, and as a result the QP wheel feels almost to be alive beneath your fingertips. This was a particularly memorable section of road, the even 50:50 weight balance of the Quattroporte making it seem smaller than its 5.2m, and the adaptive damping keeping body roll in check, aiding agility and direction changes. If it’s a dash of sports you’re after in your large four-door, this has it. Only when doing U-turns are you made aware of just how big the car really is.

The Quattroporte used to be a confusing thing to drive, with pushbuttons for gear selection, but now there’s a regular shift lever which doubles as a manual sequential gear changer should you tire of operating the oversized paddle shifters. We never did. You have to be deliberate with the lever or sometimes you can overshoot when selecting reverse, and end up in park. A touch screen helps with control of minor functions.

With three adults aboard everyone got a lash in the back seat area. Not all large four-doors are roomy in the rear but this is, especially with the four-seater layout. Five is an option. And there’s decent luggage space in the boot now too – Maser reckons it will swallow two sets of clubs and trundlers – a major improvement on its predecessor. The boot lid self-opens.

Booking in at our overnight Mount Panorama digs, I find my ground floor room at Rydges Hotel opens dramatically trackside, right onto the runoff area beyond the Chase. We made a beeline for the track, as you do, and confirmed it’s much steeper than it looks on TV. It has recently been resurfaced to perfection, which makes driving on it even more frustrating for there’s a blanket 60km/h speed limit and lots of ornery looking cops about. The temptation to zap around the circuit must be too much for some; we heard antics late in what was a weekday night.

Next day, we take a shortcut to Oberon via Mutton Falls Rd (great name) and trek onwards towards Canberra, Abercrombie Rd bringing more fabulous sweeping corners for the Quattroporte to straighten. On a steep and tortuous ascent out of a ravine we switch off the ESP and floor the throttle out of a tight corner, the turbos lighting up the rear wheels and producing an easily controlled drift thanks to that extended wheelbase. Naughty but nice.

As is typical of big, powerful high geared luxury performance sedans, two days of road tripping passes all too quickly, large distances punctuated by brief stops for food (Melinda’s Cafe in Taralga well worth a visit) and fuel. And finally the run in to Canberra, a roo fence being built near the airport clearly needed as we pass a dead kanga on the roadside. Our journey ended at the bar of the newly minted domestic airport, with tall glass windows and tornado-like sculptures. An apt reminder of a whirlwind couple of days driving an Italian luxury liner.

BELOW: New Quattroporte shape evolved from the

former beauty with restyled headlights,

added character lines. LOWER: All smiles

at the wheel


cracking

coopersWITH THE GROWING MINI

FAMILY, IT’S POSSIBLE TO

OVERLOOK THE HATCH.

NOT ANY LONGER, AS

THE NEW ‘NEW MINI’ HAS

ARRIVED, SPORTING A

STRANGELY FAMILIAR

LOOK AND STROPPY

NEW ENGINES

Word

s Peter L

ouisson

Photos Tom

Gasn

ier


Despite a complete redesign it still looks much like the two previous retro generations. New grille and lights are the distinguishing features. It’s slightly bigger and the added real estate benefi ts comfort and stability. And at last it gets more luggage space, long a sticking point.

While the retro design does it for many it’s the drive that gets us. The new powertrain and its three-mode operating system are magic. Mid-mode (or ‘typical Mini driving fun’) is ideal for zippy town running while sport mode (or ‘maximum go-kart feel’, that’s actually what they call it) is great for B road antics. Eco nobbles engine output so we only went there once.

This vibrant new engine has the full gamut of power – and effi ciency – enhancing technologies, so is easier on overall fuel use than its smaller displacement predecessor (5.4L/100km). We saw between fours and nines, only hitting double fi gures occasionally, like after performance testing, when we discovered launch control.

Seldom nowadays do you see a performance-oriented vehicle that’s the recipient of a bigger engine but that’s how it is with the new third-generation Mini Cooper S. Gone is the madcap 1.6 turbo, and in its place a new 2.0-litre TwinPower Turbo unit that makes the car a right hooligan. Pumping out 141kW and

300 overboosted Newtons, with 1260kg to motivate, the latest quick Cooper – here in automatic guise – shades any JCW Mini we’ve previously driven. Moreover, it does it with ease, the six-speed auto upshifting like a twin-clutch device. It is astonishingly quick, both the auto and the car itself.

Plus, the new Cooper S has the dynamic ability to put the power down through the front wheels without corrupting the steering, and has overseeing electronics that keep understeer shackled into the background. It has matured, and is smarter, yet retains its mischievous Mini chutzpah.


AN entirely new Mini once again

looks little different from the

previous generation but closer

inspection reveals a new grille,

headlights with an outer ring of

DRLs and enlarged taillights

INSIDE there are new instruments

atop the steering column

NEW shape is slippery with Cd

of 0.28-0.31

NEW Mini is bigger all round,

being 98mm longer, while width

increases by 44mm

THERE is more space for each

of the four occupants, along with

an extra 51L of hatch area, taking

the total to 211L, or 731L with

rear seats fl attened

THE new UKL1 chassis offers

extra strength without weight

penalty, and with wider tracks

there’s more grip but no impact

on ride comfort

STEERING and suspension

have been tweaked, and

adaptive damping is optional

LUGGAGE space is versatile

and there is additional

below-fl oor storage space

THE seat backs (and the

hatch fl oor) can be clipped

into place vertically,

enhancing luggage space

practicality by allowing

carriage of box-shaped

items like, say, boxes

THE revised steering

column-mounted instruments

show trip data between the

speedo and tacho

THE hidden and hard-to-use

semicircular key slot has been

ditched, thankfully, and there’s

now a toggle switch starter that

pulses red as enter the cabin

WINDOW lifts have moved

up to the door

AN improved iDrive-like system

controls miscellaneous functions

via the large central screen

which is no longer a speedo

A ring of LED lights around the

central screen changes colour

depending on engine mode

THERE’S a clever hidden cubby

below the dash that looks like

trim but is actually a lid that

opens into a secondary glove

compartment for concealing

iPods, phones or wallets

NEW Mini costs no more, but

gets additional gear including

idle stop, speed-sensitive

steering, LED centre instrument

display, centre armrest, Mini

driving modes (eco, normal etc),

rear parking sonar, Bluetooth

with music streaming, and clear

indicators, amongst other things

MOREOVER, there’s a heap

of no-cost personalisation

possible with both variants

After selecting sport mode for everything, ‘launch control’ scrolls up on the optional heads-up display, and we tore off down the road, upshifting with minimal power interruption. We have never had a Mini Cooper S run 0-100 in under seven seconds, but this version managed 6.50sec. It’s properly quick, with more midrange mumbo than ever, pulling hard in the 2000-3000rpm range. Humming at 110, it’s registering just 2200rpm in sixth. On the overtake, Cooper S is almost as fast as a BMW 328i.

While it will happily surge onwards to licence losing speeds, road-generated noise holds you back. At 78dB on chipseal, the Cinturato P7 rubber isn’t exactly hushed. Nor did it prove brilliant on brake testing, a best stop from 100km/h of 36m not quite up to expectations.

Despite its extended wheelbase the new Cooper S is still as darty as ever through corners, taking a set and latching fast. The electric steering has been tweaked and it’s sharp as a pointy thing, without any front-drive corruption, and there’s a decent sense of road feel. The added track width enhances grip, composure and cornering speed, while the extra wheelbase ensures the ride doesn’t suffer.

Sometimes with a hot hatch the motor and transmission are so good the rest doesn’t matter. If the rest is good that’s a bonus, and if you can get all this and extra gear without a price rise ($44,200 manual, $47,200 auto, including all on-road costs) we’d say you’ve scored the trifecta.

Cooper a CHARMERAfter the excitement of the Cooper S, we weren’t expecting miracles from the Cooper because that’s how it has always been but not any longer. Whereas in the past you bought the Cooper so you could be part of the Mini in-crowd, now it has a distinct persona of its own, thanks to its new engine. Gone is the wheezy atmo 1.6 and in its place an up-to-the-min 1.5-litre three-cylinder turbo. While power isn’t greatly increased, up 10 units to 100kW, torque takes a 60Nm hike to 220Nm, available from 1250rpm.

Like the S, the Cooper engine features direct fuel injection and turbocharging. Add fully variable valve timing and you’ve a much livelier proposition than before. Moreover, its mean former fuel use fi gure of 5.8L/100km is trounced by the triple’s average of 4.5L/100km. You can get it into the threes easily, and most of the time sixes without trying for economy.

Performance really lifts with a now respectable sprint time of eight seconds fl at for the new six-speed manual transmission which is a smooth, lightweight affair, and features upshift prompts to limit fuel use. We bet this engine will mate sweetly with the six-speed auto too, such is its torque production from low revs.

The base Cooper is a friendly thing on road. Where the former engine needed to be beaten soundly for barely adequate thrills, this thrives on modest revs and short shifting. Given how early boost

WHAT CHANGES APPLY TO BOTH MINIS?


LIKE THE S, THE COOPER ENGINE FEATURES DIRECT FUEL INJECTIONAND TURBOCHARGING

ABOVE: Plenty of rorty bits here, with sports seats and wheel, carbon trim, and the optional heads-up display

atop the dash. TOP RIGHT: Mini controller mimics iDrive unit. LEFT: Pulsing red toggle switch for start up, and the key can stay in your pocket it canBELOW: Black horizontal bar in grille unique to new Mini


Mini Cooper S

Price $46,200 (as tested $57,700)

0-100 km/h 6.50s

80-120 km/h 4.08s (115.5m)

100-0 km/h 35.85m

Speedo error 97 at an indicated 100km/hClaimed fuel use 5.4L/100kmC02 output 122g/kmAmbient cabin noise 77.9dB@100km/hEngine capacity 1998ccEngine format IL4/T/DI/transverseMax power 141kW@4700-6000rpmMax torque 280-300Nm@1250-4750rpmSpecifi c output 70.6kW/LWeight-to-power 8.9kg/kWBore x stroke 82mm x 94.6mm Compression ratio 11.0:1Cylinder head dohc/16v/vvtGearbox 6-speed autoDrivetrain front-wheel driveFront suspension mac strut/sway barRear suspension multilink/sway barTurning circle 10.7m (2.3 turns)Front brakes ventilated discs Rear brakes solid discs Stability systems ABS/EBD/BA/TC/ESPTyre size 205/45R17Tyres Pirelli Cinturato P7L/W/H/W-B 3850/1727/1414/2595mmTrack 1485/1485mmDrag coeffi cient 0.31Fuel capacity 44LLuggage capacity 211LWeight (full tank) 1260kgWeight distribution 63.7/36.2% (front/rear)Corner weights

225

231

406

398

Verdict New engine and chassis gives Cooper S a new lease on life. New styling just like the old! Still madcap as ever but better controlled. Road noise remains intrusiveRating


TOP: Big bold taillights for new Mini. MIDDLE: New headlights too, and lots of S badges for hotter Cooper. Central speedo makes way for nav, audio, systems and the like. BOTTOM: Paired central pipes for Cooper S vs lone left-sided outlet for Cooper

is available, by the time the tacho is registering 2000rpm you’re away laughing. Cooper S lite? Rather, both in terms of performance and overall cost ($36,200, drive away, as before). There will probably be some who might now think twice about the Cooper S when they drive this and consider the $8k difference. For some, the hurry-scurry and fi rmer progress of the S might just be too much of a good thing.

What it has never lacked is panache on road. With a slightly better weight balance than the Cooper S, it has the most exquisite turn-in, is equally fast and responsive at the helm, only the experience isn’t quite so complete because the tyres aren’t as grippy. Cinturato P1s squeal some when pushed, and produced ordinary panic brake distances. They’re no less noisy than the P7s either, at a little over 78dB at 100km/h. The engine, by comparison, is muted, and the thrum of the triple is seldom audible.

There’s not quite the specifi cation of the S version in the standard Cooper, leather seats turn to cloth trim, lumbar adjust is missing in action, and the infotainment controller isn’t quite as sophisticated. But there’s still speed limiter and cruise control present, and the overall impression of improved component quality. We reckon the new column-mount instruments are too fussy compared with the old ones.

Where the Mini Cooper has always played second fi ddle to the S, the latest example has almost overcompensated. A huge lift in both performance and economy, along with improved handling and ride, and extra space make this a stellar small premium, especially at its price. Sure, it’s a bit noisy, but then so are our roads. With new Cooper, third time’s a charm.

The StatsMODEL Mini CooperPRICE $36,200ENGINE 1499cc, IL3/T/DI, 100kW@4500-6000rpm, 220Nm@1250-4000rpmTRANSMISSION 6-speed manual, front wheel driveVITALS 0-100km/h 8.07sec, 4.5L/100km, 105g/km, 1173kg


LUBRICANT COMPANY,SINOPEC CORP.

No.6 West Road, Anning Zhuang, Haidian District, Beijing 100085, P.R. China http://english.sinolube.com

For Industrial, Agricultural, Marine and Retail enquiries please contact Waitomo:Tel: 0800 922 123 www.wpl.co.nz

For Automotive workshop and Repair centres please contact Motor Trade Supplier: Tel: 0800 399 993 www.mts.co.nz

Performance in Motion

re we heading for a future where people will only be buying SUVs? Sure seems that way, with the sector now accounting for one in three new passenger vehicle purchases. Sales in the area have tripled in a decade. Nissan is fast becoming an SUV specialist, with every other sale

being of a high-riding vehicle. SUVs should be thought of as the modern family estate.

And in that vein, the boxy shape of Nissan’s compact X-Trail is now past history, and the new third-generation variant, a global offering for the first time, is modern, sassy, and resembles a shrunken Pathfinder, both exhibiting the new Nissan family nose.

Now that the new X-Trail’s here, more rounded, more modern, but more anonymous, it’s easier to

FOR NISSAN’S FACTOR

FAMILY

Words P

eter Louisson Photos Tom

Gasnier

understand the quirky appeal of the former X-Trail. It may not have been classically elegant, but it was unique, looked like it was good for getting its paws dirty, and it seemed voluminous in the way box-shaped things are. The new X-Trail stands out less. Case in point; we were following two X-Trails on the launch drive, until we realised the lead vehicle was the latest Outlander. Slightly different taillights were the giveaway.

Mention of Outlander, this is one of the vehicles that X-Trail is targeting. How do I know? Because in the weekend’s newspaper following the launch, the base Outlander was being advertised for a special $36k price point to counter the introduction of the base model 2WD seven-seat X-Trail, pitching at $39,990.

Points of differenceThe X-Trail is the only seven-seater available for a price point that begins with a three; in the Outlander seven-seaters kick off at $47,490. That alone is a prime selling point as many growing families are looking for that seven-seat versatility. In the X-Trail the third-row seats are accessed by pulling them up out of a boot floor recess in one easy movement. They’re for children mind, but middle-row sliding seats make them more versatile. And for a supreme point of difference, how’s about scratch-resistant paint? Nissan has been working on Scratch Shield for some time. The top coat has an elastic resin added that heals light scratches within a few of days,

depending on temperature. After five years, Nissan reckons on there being five-fold fewer light scratches evident.

Three levels and moreThere are three spec levels, ST, ST-L (for leather) and Ti. Only the base model comes as a seven-seater, and it’s front-wheel drive only. A five-seat 4WD ST is also offered, at $42,490, and the higher spec models are all configured thus. The ST-L with leather trim costs $47,290 and the top Ti rounds out the range at $53,290.

The totally new shape makes the new third-generation X-Trail quite a different

NISSAN CONTINUES

ITS PRODUCT RENEWAL WITH THE RECENT INTRODUCTION OF THE THIRD-GENERATION X-TRAIL. THIS POPULAR FAMILY

MODEL LOOKS UP

TO THE MINUTE AND HAS SOME NOVEL FEATURES


proposition visually, with its prominent front wheel arches, borrowing a cue from the Mazda opposition. There’s been as much of a change inside as well, and it’s much less agricultural than its hard plasticky predecessor.

Familiar engine but new chassisSuperfi cially there’s lots new but there’s also some familiar features to the new T32 X-Trail. The engine is essentially carryover, though has been tweaked, principally for effi ciency, with a claimed 40 per cent reduction in operating friction. There’s a new variable air intake system, the addition of variable valve timing to the exhaust cam, and with taller gearing fuel effi ciency from the CVT-only powertrain is said to have improved by around 10 per cent, at 8.1L/100km for the front driver and 8.3L/100km for the on-demand AWD variants. Power and torque are little changed, at 125kW and 226Nm. There’s no diesel alternative henceforth because so few bought the old one.

The transmission is an updated version of the existing CVT, the power processed through the same part-time 4WD system as before (with 2WD, auto and locked 4WD settings). Underpinning X-Trail is the Alliance’s new Common Module Platform, also beneath the incoming second-generation Qashqai.

More sophistication on roadNissan was clearly confi dent of letting us loose with the vehicle over roads of interest, and the

drive route took in some of the most demanding black top around the Auckland area. Filtering down the myriad twists and turns of Highway 22, it was quickly apparent that the X-Trail had an improved ride and handling mix; previously it was soft and squidgy, rather like the seats, but the new one treads a much fi ner line, with fi rmer underpinnings resulting in improved body control, better grip, more accomplished cornering and added immunity to understeer. Then we looked down and noticed that the All Mode 4x4 drive setting was to the front wheels only. Yet the ESP light had hardly fl ickered. Occasional independent brake intervention when forcing the issue revealed the presence of the new Active Trace Control system. This uses the ESP electronics to improve cornering ability by nipping brakes independently, and/or nobbling engine torque while accelerating out of bends. Shifting to the auto 4WD setting offered another lift in ability.

Of comfort and CVTsAfter emerging from a few days of driving hot hatches I couldn’t quite credit the X-Trail’s comfort levels. The absorbent seats, similar in design to Altima’s, supple suspension and low level of road rumble make the X-Trail a pleasant distance partner.

Not that it’s any quicker than its forebear, but the X-Tronic CVT seems to get smarter with each iteration. Work the engine and the gearbox automatically goes into a pseudomanual mode, upshifting through eight steps. No version has wheel paddles but there’s a manual sequential lever position if you want to shift gears yourself. X-Trail is rated to drag braked trailers weighing up to 1500kg.

Nissan X-Trail Ti 4WD

Price $47,290

0-100 km/h 9.92s

80-120 km/h 6.50s (182m)

100-0 km/h 36.62m

Speedo error 96 at an indicated 100km/hClaimed fuel use 8.3L/100kmC02 output 193g/kmAmbient cabin noise 75.2dB@100km/hEngine capacity 2488ccEngine format IL4/transverseMax power 125kW @ 6000rpmMax torque 226Nm @ 4400rpmSpecifi c output 50kW/LWeight-to-power 12.8kg/KWBore x stroke 89mm x 100mm Compression ratio 10.0:1Cylinder head dohc/16v/vvtGearbox CVTDrivetrain on-demand AWDFront suspension mac struts/swaybarRear suspension multilink/swaybarTurning circle 11.3m (3.0 turns)Front brakes ventilated discs Rear brakes discsStability systems ESP/TC/ABS/EBD/EBATyre size 225/60R18 Tyres Dunlop GranTrekWheelbase 2705mmL/W/H 4640/1820/1710mmTrack 1575/1575mmDrag coeffi cient n.aFuel capacity 60LLuggage capacity 500-1520LWeight (full tank) 1608kgWeight distribution 57/43% (front/rear)Corner weights

341

346

459

462

Verdict X-Trail renews for the tough fi ght in the crowded SUV sector. Dynamics improve along with the look, fi nishing and features do too. Plenty of space and well priced Rating



Techie types will appreciate the NissanConnect upgrade to X-Trail which lifts comms into the 21st century, while practical sorts will like the fact that all three dimensions expand, albeit by small amounts. The wheelbase is the biggest benefi ciary, up 75mm. Ground clearance is 210mm, 15mm down but with a 4WD lock setting X-Trail should still be good for some offroading, though approach and departure angles have both decreased.

Gear organiserLuggage space with fi ve seats in use is 550L, expanding to 1520L after split folding the middle row of seats, but of equal importance is a rethink on the luggage space itself. If you’ve no rear seat passengers, the middle row seats don’t necessarily need to be folded away for extra gear space. Merely move them right forward on their runners and there’s more room in the luggage bay. This is not your normal boxy trunk either; an innovative, Divide-N-Hide storage system in the fi ve-seater machines provides 18 adjustable variations between

the cargo and occupant areas. The rear part of the fl oor can be latched vertically to divide up the boot space, and there are three fl oor heights. It’s a handier system than the former drawer set-up.

And on board gear aboundsBuyers of the base ST may only get manual air con, but there’s pushbutton start up, daytime running lights, a rear view camera and a new driver assist display. ST-L adds leather accents and seat heating, sat nav, an around-view monitor, dual zone climate air and powered lumbar support. Opting for Ti adds a powered tailgate which can be activated by a hand swipe, 18-inch alloys, LED headlights, an intelligent key, sunroof and safety features like lane departure warning, moving object detection and blind spot monitoring. Nissan reckons ST-L will be the big seller long term, with around 100 per month for the range expected. Next up for Nissan is new Qashqai, due midyear.

Larger display makes the around view

camera more useful. New X-Trail still offers its switchable drive modes, though it doesn’t looks as rough and ready as

the old model. Rear space has swelled, and there are plenty of weird and wonderful ways

in which to store your stuff in the boot

(below left)


Sales growth requires new products and with the luxury brands scrambling to boost turnover to new levels, we’ll be seeing many more niche products rolled out

to ease the pangs of a hungry market. To that end we get a new BMW Gran Turismo

model, this time based on the 3 Series. The company’s last effort, the 5 GT, is best forgotten, as it was by buyers (Kiwis at least). This time, BMW has done a better job. For one, the 3 GT seems to have been spared a fl ogging with the ugly stick. It’s not exactly elegant but it does well to hide its extra

size. While based on the 3 Series platform and running gear, the GT is bigger than the Touring; 200mm longer, with a 110mm wheelbase stretch, and standing 81mm taller overall. It’s intended to fi t somewhere between the traditional 3 Series sedan and wagon variants and SUVs such as the X1 and X3. It’s defi nitely not a four-door coupe; the 4 Series Gran Coupe fi lls that niche. No, it’s a comfy, spacious fi ve-door hatch.

We were prepared to dislike the 3 GT based on 5 GT experiences, but this one seems more on target, even if that mark is not really what we’d call desirable. What’s wrong with the 3 Touring we ask? Nothing. But if you fi nd wagons a tad old-fashioned, and don’t like the X3, then we guess the GT is for you.

NEWSLANTFOR3SERIES

As it’s a niche product, BMW NZ will offer one variant; a 320i complete with AWD. This seems a strange option; we’d have thought the 320d version would be better with its extra torque, but perhaps this new product is aimed at new buyers to the brand, rather than those already familiar with it. It comes with the M Sport dress-up kit, complete with 19-inch alloys. These are wrapped in 235/40 series Pirellis, giving a bit of shoulder to the tyre and a hint at the handling tune of this 3 Series. It rides with real decorum, and without the help of any adaptive damping. The steering is much lighter than your usual 3 too. And yet it’s not a soft-bellied cruiser as there is a surprising element of dynamism here.

Selecting Sport mode kicks things along with the eight-speed auto working harder to maximise the 135kW/270Nm output and the steering gets a tad more heft to help in the bends. With AWD, there’s more grip than power. BMW’s xDrive system feels like it lays down a set of rails in front of the 320i GT, for it takes an effort to push it offl ine. The GT does feel weighty and so the 8.7sec 0-100km time is to be expected, given its only a mildly tuned 2.0-litre turbopetrol. For research purposes, we lined the GT up with the left side wheels in the soft, gravelly shoulder of the road, leaving the other two on the tarmac for the start of a 0-100km/h run. The benefi ts of xDrive saw it shoot straight off, and record a time just 0.15sec slower. While it doesn’t have to corral

many horses, AWD makes sure every one is properly employed.

Trying to get gone quickly is when the poor power to weight ratio is telling. This you’ll experience in traffi c, when you’ll wish this $95k car had more of a kick. But otherwise it’s comfortable, quiet on the go and relaxing, pretty much what a GT should be.

A plus point for the 3 GT is the accommodation. In the rear, there’s oodles more leg room than in the sedan, evidently some 70mm more, and the seats are set higher too. So it’s easier to enter and more comfortable once you’re seated. Under the big, power-operated liftback is a quoted 520L of luggage space. This sounds good but the hold is narrow and the ultimate load height stymied by the shape of the tailgate. But outwardly, the rear quarter design is clean, no hunchback look here, and BMW uses an active boot spoiler too, evidently

popping up at 110km/h to keep the GT steady. Or should that be ready for detection by offi cers?

The spec sheet looks pretty good with the M Sports kit as standard, dual zone air, rear camera, sat nav and full leather, along with the usual safety features, although the more advanced active safety items remain optional, as does keyless entry.

At $95k, the GT is ten thousand more than the 320i xDrive wagon while even the X3 2.0d is $5k cheaper. So it’s likely to remain a niche player.

BMW 320i xDrive Gran Turismo

Price $95,700

0-100 km/h 8.77s

80-120 km/h 6.29s (177m)

100-0 km/h 33.41m

Speedo error 97 at an indicated 100km/hClaimed fuel use 6.7L/100kmC02 output 156g/kmAmbient cabin noise 73.9dB@100km/hEngine capacity 1997ccEngine format IL4/DI/T/longitudinalMax power 135kW@5000rpmMax torque 270Nm@1250-4500rpmSpecifi c output 67.6kW/LWeight-to-power 11.55kg/KWBore x stroke 84mm x 90mm Compression ratio 11.0:1Cylinder head dohc/16v/vvtGearbox 8-speed autoDrivetrain AWDFront suspension mac struts/swaybarRear suspension multilink/swaybarTurning circle 11.8m (3.0 turns)Front brakes ventilated discsRear brakes ventilated discsStability systems ESP/TC/ABS/EBD/EBATyre size f-225/45R19 r-255/40R19Tyres Pirelli P ZeroWheelbase 2920mmL/W/H 4824/1828/1508mmTrack 1541/1586mmDrag coeffi cient 0.29Fuel capacity 60LLuggage capacity 520LWeight (full tank) 1560kg (claimed)Verdict A better GT effort from BMW. Looks ok, has plenty of room and is surprisingly agile with AWD. Rides well too. Could do with more power.Rating


OK, so not its greatest angle (above) but in

profi le it looks better. Plenty of rear seat room thanks to an extended wheelbase. Cabin otherwise similar to the 3 Series, albeit with a slightly elevated

driving position

AS IT’S A NICHE PRODUCT, BMW NZ WILL OFFER

ONE VARIANT; A 320i COMPLETE

WITH AWD



UK Autocar said of Jaguar’s F-Type convertible that it is ‘one of the best sports cars of the modern era’. Fair enough, but the magazine had a bit of a fence-sit by stating it competes neither with Boxster nor 911. Perhaps

in the UK, but here it rivals the Porsche Boxster S directly, the base F-Type selling for $140k whereas the German goes for $147,300. Both are rear-drive two-seaters with electric soft tops. They vary in some key ways, but if we’re mentioning either we need to reference the other.

We were wowed by the racy lines, the sheer volume of noise and the outrageous performance of the V8 S F-Type. As a storming soft top, it had it all, albeit with a bit much fl ab. How does the base version measure up? Most favourably, like a middleweight sportsbike against its litre sib. The small bike is almost as quick, but you can ride it harder without messing yourself.

The two Jaguars look almost identical; only the dual central exhausts of the base car give the game away. The baby goes hard enough, and sounds almost as exotic. I’m struggling to think of a V6 that has as much sonic soul. The V8 S was stupid quick, where the base car, with its 250kW supercharged

V6 is about right. Its 450Nm arrives between 3500 and 5000rpm. That might seem peaky against turbocharged sportsters that output maximum torque from 1500rpm. But it doesn’t drive like that. Most sports engines with sizeable turbos display some lag. In the Jaguar, throttle response is immediate, and the supercharger nearly inaudible, leaving the exhaust cacophony uncorrupted.

In general driving there’s potency from low revs, and it’s abundant from 2500-3500rpm. A further layer of haste is available by selecting the car’s ‘Dynamic’ mode and you can double down on that by moving the shiftlever across to ‘Sport’. Both get you into the territory of the quick and the lawless posthaste, though not with V8 S rapidity.

Jaguar claims an acceleration sprint time of 5.3sec for a car it reckons weighs 1597kg. Our more spec-replete car weighed 1710kg, despite an all-alu body. Its best run of 5.42sec is almost a second behind the Boxster S fi gure of 4.62sec, and there’s half a second in it for the overtake (2.9 vs 3.4sec). Perhaps the greatest disparity is in the optimum brake distance from 100-0. The Boxster S weighs just on 1400kg, and there’s nearly a six-metre

CITYRURAL

ABOVE: Vents unfurl from the dash

at start up. Big wheels look glamorous but are a chore and a bore to clean. RIGHT: Hell of a day out. Exhaust noise with roof down is heavenly, and

this from a V6


difference in emergency stops. The Jag stops well enough, but this is its weakest performance aspect.

On roads that are worthy, this is pure class. It has a near 50:50 weight split, and steering is a delicious mix of haste and tactility. And, OMG, it’s electric. The car darts about just like its feline namesake, and steering’s neutral right up to the grip limits. Adding or subtracting accelerator has the same effect of tightening the line, for front end grip is prodigious. And while the car may be heavier than ideal, the chassis is taut, with no shaking. It feels a better, more rounded car than the V8 S, even if it doesn’t shout with quite the same ferocity. But the exhaust blats on each upshift are something else, especially with the roof down.

The real arbiter of a roadster’s performance is what size crowd it pulls, and with the brilliant exhaust noise, the dashing lines and the quick-fi re hood mechanism, the F-Type is very much the modern iteration of its exotic E-Type ancestor. People crane their necks to admire this modern classic, especially on its optional 19-inch rims. On that, the UK press was unanimous in its praise for the ride quality of the base F-Type on its 18s. We’d

say go to the 19s from $2100, but be aware the ride quality at urban speeds is affected, and there’s fi xed-rate suspension. You need to upgrade to the $155k F-Type S model to score adaptive damping.

The style of the car may be drool-worthy, but that sexy derriere hides only 196L of boot space. If you need more, hold out for the $125k coupe with its 406L boot. I had to use our Mazda2 trundler when I played golf, hiding it around the back of the 19th. I’d have parked somewhere more centrestage in the F-Type, but I’d have been lugging the clubs around on my shoulder.

Inside is little better in terms of oddments space, but it’s well laid out, classy, and in the driver’s seat you can delve down so low you’ll be able to see ahead of the SUV you’re following by viewing clear air beneath it. The air con system you’d swear is dual zone, but no. Each rotary dial doubles as a seat heater control.

If you want something that goes as well on track as road, buy the Boxster S. But if you want a convertible that’s looks and sounds gorgeous, and don’t care about carrying clobber, by all means check out the base F-Type. It’s shagadelic. – Peter Louisson

Jaguar F-Type Convertible

Price $140,000

0-100 km/h 5.42s

80-120 km/h 3.42s (96m)

100-0 km/h 36.11m

Speedo error 97 at an indicated 100km/hClaimed fuel use 8.8L/100kmC02 output 234g/kmAmbient cabin noise 76.5dB@100km/hEngine capacity 2995ccEngine format V6/DI/SC/longitudinalMax power 250kW@6500rpmMax torque 450Nm@3500-5000rpmSpecifi c output 83.47kW/LWeight-to-power 6.84kg/KWBore x stroke 84.5mm x 89mm Compression ratio 10.5:1Cylinder head dohc/24vGearbox 8-speed autoDrivetrain rear-wheel driveFront suspension double wishbone/sway barRear suspension double wishbone/sway barTurning circle 10.7m (2.3 turns)Front brakes ventilated disc (354mm)Rear brakes ventilated disc (325mm)Stability systems ABS/EBD/BA/TC/ESPTyre size f-245/40ZR19 r-275/35ZR19Tyres Pirelli PZeroWheelbase 2622mmL/W/H 4470/1923/1308mmTrack 1597/1649mmDrag coeffi cient 0.36Fuel capacity 72LLuggage capacity 196LWeight (full tank) 1710kgWeight distribution 51.7/48.3% (front/rear)Corner weights

414

388

438

470

Verdict In some ways a better balanced car than the V8 S, with less weight over the nose making it a better steer. It’s merely rapid rather than mad like the V8. Optional 19-inch wheels upset slow speed ride. Next to zero boot space; coupe will be betterRating


Almost reminds of E-Type - perhaps it’s the number plate - only this is dead sexy


Golf fans should be rejoicing. Not the fans of the game so much, as Tiger has a bad back at present. No, we mean fans of the VW Golf, especially those who worship at the GTI shrine. In the past there has been just the lone front-drive model, and a more expensive AWD R variant. Henceforth, there’s an intermediate model that’s little quicker

but offers better handling, braking and ride comfort for a modest increment that’s hard to overlook.

The GTI has long been an Autocar fave, improving subtly with each iteration, and it’s now on its seventh generation. Each variant ups the performance ante slightly, to the point where the new R model is the first Golf to register a 0-100 time under 5.0sec.

Traditionally there has been a fairly significant premium between the GTI and R models, of around $15k, but now, with the release of an intermediate GTI Performance model, there are suddenly three hot Golfs with only $10k between them. The GTI sells for $60,990, while the GTI Performance version with adaptive damping, performance brakes, a trick locking diff, bi-xenons and a touch more power to compensate for the diff’s extra weight sells for $65,500. The greyhound Golf, the R, with AWD and a 221kW engine sells for $70,990. As we said, GTI fans have never had it so good.

We drove these three in ascending order, completing a few Hampton Downs hot laps in each. We can report that each of these three is brilliant, and no-one should begrudge the $5k upgrade between models. Each spend reaps rewards.

For those wanting one of the quickest and most user friendly compact five-door hot hatches out there, look no further than the GTI. A decade ago, this was amongst the fastest front drivers, but

demanding roads uncovered significant front end push and excessive wheel spin on tight turns that required patience on corner exits.

The next generation, the sixth, saw the implementation in the GTI of VW’s XDS electronic diff lock, which was a notable improvement. This electronic cross-axle traction control system metes out just the right amount of power for the job and provides brake pressure on the inside wheel during cornering to prevent it spinning. The result is better traction and limitation of understeer. XDS also effectively limits torque steer.

The Golf 7 GTI features an extension of this system, still with an open diff, and called XDS+; here the targeted brake interventions occur at the inside wheels of both axles, further limiting understeer and improving traction out of tight corners. On track, you can get on the gas early, not too early mind, easing on the power before the apex and despite some scrabbling you can make it around tight hairpins with judicious throttle use. But you can’t hook in too early or the ESP system intervenes.

Compared with the locking system in the GTI Performance model, the standard GTI is not in the same league for cornering bite, neutrality and exit speed. This Haldex product is something else again and is unusual in its mode of operation. Dubbed ‘VAQ’ differential (electronically controlled front axle transverse differential lock) this variably distributes the drive force between the front wheels, moving torque from the inside wheel with the least grip, preventing it from spinning. It forces the torque to the outside front wheel in a turn, up to a maximum of 100 per cent, without activating ESP. Moreover, the special diff has a yaw dampening effect at the grip limit, further stabilising handling and limiting the need for ESP intervention.

Using its form of torque vectoring, the GTI Performance ‘tracks the ideal line more precisely’, and with higher corner exit speeds it is evidently eight seconds quicker around the Nürburgring than the standard GTI.

AT THE

DOWNS


And on the topic of track performers, it was the range-topping Golf R that proved the best of the three on the circuit, not only because it had the most grip and power but because it also made the best use of that pair. Crikey, but it’s quick as a result. Because it can shuffle power between front and rear wheels, you can get on the power even earlier out of each corner, and since not all of it is divvied up to the front wheels, there’s more grip and go through and out of the corner, meaning higher corner speeds.

Lest we forget, at the track day there was also a wee Polo GTI present, the terrier chasing the greyhounds. At around half the price – it is on sale at present for $34,750, a saving of 10 per

cent – it very nearly kept pace with the GTIs and the R, though had to be kept wailing to do so. You realise just how clever

the added electronics and mechanicals are in the GTIs after driving the Polo, but with its electronic diff lock, Polo GTI is no dolt on track. Next year, a new version gets a manual gearbox option and 141kW.

BELOW: GTI Performance version on task at the Downs. It not only gets the tricky front diff but also adaptive damping and a brake upgrade

ABOVE: Polo GTI not disgraced in this company, but after the GTIs... BELOW LEFT: Performance GTI well worth the extra over the base version, for the gear alone



he medium segment has been static or in decline for some years, with the ongoing rise of the SUV. Still, the new Mazda6 has given the sector a small fi llip and it’s this car with which the 2014 MY Optima competes. Rather cleverly the top Optima, the Limited, sits at a price point midway between the GSX and Limited Mazda6 models, with specifi cation closer to the latter. However, it costs $52,490 whereas the Mazda6 GSX

sneaks below $50k, as do other front-drive contenders like Mondeo EcoBoost Zetec. Even a Passat TSI 118 can be yours for under $48k.

So the handsome Optima Limited will need to be more than just spec-laden. The 2014 model year Optima gets some reasonably signifi cant changes, the most obvious of which is the move to a quartet of LEDs for the fog lights, replacing the lone triangular units of its forebear. Whether this is an improvement is debatable. Still, there’s a new grille, and LED daytime running lights move to a site above the main units, looking smart. As does the rest of the car, with its coupe-like outline, and sports body kit on the Limited edition. A new boot lid, diffuser and LED taillights complete the external changes to Optima. Hidden are small mods to the Australasian suspension tune to improve ride, handling and noise suppression.

The cabin changes are signifi cant too, with freshened instruments and a big new central touch screen for satellite navigation and reversing camera images. A change to wheel and seat design, and an Eco button round things out. An overall fi gure of 7.9L/100km falls short of segment leader Mazda6’s fi gure of 6.6.

And the same could be said of performance. Our somewhat

raw example posted a best run to the open road limit of 9.7sec. The Mazda easily betters this, as does Mondeo EcoBoost, both by around 2.0sec. Optima’s kerb weight of 1578kg, 100kg above the Mazda’s, does it no favours. The 2.4-litre direct injection motor may not sound sporting but it boasts pretty fair numbers, with peak power just shy of 150kW. It gets round town with little apparent effort. Maximum torque of 250Nm occurs around 4200rpm, and that’s how it feels on rural runs, with gutsy overtaking brawn available from around 3500rpm and the real oil fl owing from 4500rpm onwards. That does mean, however, that a hasty passing manoeuvre requires third gear. Hustle it along and fuel economy eases into double fi gures but then it would be even higher on any turbo-enhanced competition.

Despite suspension fettling, dynamics fall short of the lighter, more nimble competition, but the car is now quieter than before by almost 2dB. In tight going where second gear works fi ne, the ESP is fairly insistent on slowing progress but through more open corners a good fl ow can be massaged from the Optima. In town, we initially thought its electric steering lifeless but it’s better on B roads, with some feedback evident. We’ve noted electric steering is slowly improving, if we are generalising.

A complaint we’ve levelled previously at Korean offerings is underdone brakes, and this new and improved Optima is no different. Again, the kerb weight doesn’t help, and the pedal lacks real bite and feel, not engendering confi dence.

Apart from unconvincing ‘dark wood’ trim, the interior is rather elegant, with a decent if elevated driving position. A hard edge on

ised


the centre console is an oversight, but the seat is plenty adjustable and it retracts as you exit. We found the stop/start button sometimes hidden from sight by the wheel. Bluetooth phone hook-up is as simple as it gets, and the sizeable central touch screen shows most relevant data, with trip fi gures set between the tacho and speedo.

The Limited has a dual moon roof set up, one sliding, one not, the latter meaning slightly limited headroom for rear seat passengers. Split folding is operated by releases in the boot, but the through hole is limited in size. Like all sedans the boot space is generous but the aperture makes it hard to access the furthest recesses.

Aside from spec already mentioned the Limited comes with 18-inch sports alloys, parking sensors each end, a reversing camera, blind spot and lane change warnings, rear cross traffi c alert, heated seats and mirrors, HID headlights and smart cornering lamps, along with power operation for both front seats. Little wonder it’s heavy.

Optima doesn’t have any “buy-me” feature, other than its rakish styling. Brakes aside though, it has no great weaknesses either and a long and detailed spec list. But a good car in a sea of better ones is a tough ask. For that reason, we’d probably be more tempted by the mechanically similar LX at $42,490 instead, given the Mazda6 starts at near to $50k. – Peter Louisson

Kia Optima 2.4 LTD

Price $52,490

0-100 km/h 9.72s

80-120 km/h 6.48s (183m)

100-0 km/h 34.00m

Speedo error 96.5 at an indicated 100km/hClaimed fuel use 7.9L/100kmC02 output 189g/kmAmbient cabin noise 75.1dB@100km/hEngine capacity 2359ccEngine format IL4/DI/transverseMax power 148kW@6300rpmMax torque 250Nm@4250rpmSpecifi c output 62.7kW/LWeight-to-power 10.7kg/KWBore x stroke 88mm x 97mm Compression ratio 11.3:1Cylinder head dohc/16v/vvtGearbox 6-speed automaticDrivetrain front-wheel driveFront suspension Mac strut/sway barRear suspension multilink/sway barTurning circle 10.9m (2.9 turns)Front brakes ventilated discs (320mm)Rear brakes solid discs (284mm)Stability systems ABS/EBD/BA/TC/ESPTyre size 225/45R18Tyres Nexen NFera SU1Wheelbase 2795mmL/W/H 4845/1830/1455mmTrack 1591/1591mmDrag coeffi cient 0.28Fuel capacity 70LLuggage capacity 505LWeight (full tank) 1578kgWeight distribution 59.2/40.8% (front/rear)Corner weights

326

309

437

479

Verdict An attractive car, especially with MY14 interior upgrades. But otherwise it’s only there or thereabouts with the competition. The asking price for this top model is loftyRating


Pick the freshened Optima by its zany fog lamps. Like most

modern Kias the Optima is generally easy on the eye

THE CABIN CHANGES ARE SIGNIFICANT TOO, WITH FRESHENED INSTRUMENTS AND A BIG NEW CENTRAL TOUCH SCREEN FOR SATELLITE NAVIGATION AND REVERSING CAMERA


ast year Mercedes facelifted the E-Class, giving it a more modern and assertive appearance, and introduced further

safety features along with new powerplants. All with a price decrease; stone the crows. While the additional safety and

technology factors, like pedestrian detection and LED headlights, were appreciated, the changes

under the hood were every bit as signifi cant. Like the axing of the old atmo V8 and V6 petrol donks, replaced with a 3.0-litre biturbo V6. Featuring direct injection and dual variable valve timing, the E400 creates 245kW and a lofty 480Nm, the torque coming alive from 1600rpm. It’s meant to charge through the 100km/h barrier in 5.3sec, while overall fuel use is a meagre 7.6L/100km. Pretty amazing but we found not entirely reproducible.

And there’s a good reason for that. Since the launch of the rejuvenated E-Class, Mercedes has added a higher spec E 400 EX1, which features an exclusive package. And that’s the model we drove. Additional kit comprises a multicontour seat package, Airmatic suspension, vented and heated front seats clad with nappa leather upholstery, a fancy steering wheel, and a panoramic sliding sunroof. Oh, and a rear seat entertainment package, TV tuner, sun protection, and dual zone air, all of which adds $20k to the $131k asking price.

The additional gear has an impact on kerb weight and the reason we mention this is that the E400 failed to live up to accelerative expectations, overshooting its claimed 5.3sec sprint time by half a second. The spec sheet suggested a claimed weight of 1785kg. We found an extra 129kg, presumably associated with the exclusive package and enough to account for the performance shortfall.

The extra weight impacts not just on acceleration but how quick it feels in general touring mode. If you really want extra speed you need to mash the throttle in this car, which isn’t atypical of Mercedes throttle action. Long-travel gas pedals mean less fuel use, and during our out-of-town time in the car we recorded consumption of around 12L/100km, not bad considering we weren’t always cruising at entirely legal speeds. Sport mode hurries things along, but generally precludes use of the top couple of cogs, meaning you have to select these manually. So we reverted back to the less responsive comfort mode. Still, it cruises quietly and even with suspension on the ‘sport’ setting the ride remains supple because of the Airmatic springs. We left it on the sport suspension setting most of the time.

In cabin it’s straightforward, with the logical Comand infotainment system, a column-mounted shift lever, and the sweet multicontour seats with massage function and active torso bolsters that fi rm up during cornering. The wood and leather wheel feels special, and Distronic is a boon in heavy traffi c. There’s plenty of luggage space here, all 540L of it, but why fi t a powered boot lid for closing, given it’s fi nger light?

So this version or the base E 400 for $20k less? I’d go for the lighter, faster less expensive car with no less safety gear, but I’d also try the like-priced E 350 BlueTEC turbodiesel with 620Nm of torque before deciding.

NOT THE V8 E-CLASS, OK?

The StatsMODEL Mercedes-Benz E 400 (Exclusive Package)PRICE $150,900ENGINE 2996cc, V6/TT/DI, 245kW@5250-6000rpm, 480Nm@1600-4000rpmTRANSMISSION 7-speed auto, rear-wheel driveVITALS 0-100km/h 5.84sec, 7.6L/100km, 177g/km, 1914kg


SEOUL TO SOULK

ia’s Marmite Soul has been around since 2009. Marmite you ask? People either love or hate Soul’s styling, a bit like the fl avour of the yeast spread. It’s a big seller, the car not the spread, in the US; Kia sold 115,000 there last year. That’s more retails of one model than our entire new car industry

managed. Soul hasn’t been such a huge hit here, dropping out of the line-up early last year, but it’s back, and all-new. But you wouldn’t know it at fi rst glance. Given its success in the States, Kia didn’t want to mess with the design, but if you were to line up the new car next to the old, there are plenty of detail differences with the lights and grille repositioned to make it look wider and more planted but the overall boxiness is still evident. Soul is now a little longer and wider but is also 41mm lower overall.

The changes made inside are more apparent, with a much better design, build and use of materials. The previous Soul was surprisingly roomy, and the new model improves on this further

with a 20mm wheelbase stretch. Improved too is the cargo hold, with a redesigned tailgate presenting a wider opening, while there’s also more physical space in the hold. This swallows those oversized pushchairs that won’t fi t in the likes of a VW Golf with ease. Soul proved to be a better kid carrier than most compact hatches we’ve tried so it’s a good option if you’ve grandkids to taxi about.

Doesn’t that statement pigeonhole the buyer, you’re thinking? Isn’t the Soul for funky young hipsters rather than those in need of a hip replacement? Not according to Kia NZ who suggest Soul buyers are the ‘young at heart’.

It’s a handy city car with a 10.6m turning circle, excellent all-round vision and a reasonable ride considering those big 18s. The engine department is lacking a few horses though. The 1.6-litre four makes 95kW and an underwhelming 157Nm which doesn’t fully chime in until 4850rpm. If you’re scurrying, you need to stand on the throttle to get the engine working, and when in traffi c bombing those small gaps just isn’t an option. At least the auto has six ratios to eke more from the little engine. As its 0-100km/h time of 12.5sec suggests, this Kia will not set your soul on fi re. There’s the option of the 2.0-litre SX with 115kW and a healthier 195Nm but it also costs $2000 more.

Steering characteristics improve with the adoption of the Flexsteer system; it’s light for town running but can be switched to Sport if you like a little more weight. With plenty of rubber, wide tracks and a dearth of power, the Soul won’t burn you in corners.

You can think of Soul as either a large small car or a small compact, and its price refl ects this being more expensive than most smalls but a cheaper alternative to a compact hatch. The 1.6 SX goes for $33,490, around $500 cheaper than the previous model yet it comes loaded with more features including parking sensors at both ends and a camera as well, a smart key, climate air, leather trim with heated and cooled front seats, Bluetooth and the full suite of safety features. Soul also benefi ts from a three-year/45,000km service plan, making it an excellent value for money choice. You can get a cheaper EX model for $3500 less, but the extra specifi cation of the SX easily justifi es the premium.

The StatsMODEL Kia Soul 1.6 SX

PRICE $33,490ENGINE 1591cc,

IL4, 95kW@6300rpm, 157Nm @4850rpm

TRANSMISSION 6-speed auto, front-wheel drive

VITALS 0-100km/h 12.5sec, 8.2L/100km, 192g/km

a sentimental

for the fi rst time at our conference, there were several long-time Ford dealers who had tears rolling down their cheeks.”

So who will shed a tear when the last Falcon rolls down the line at Ford’s factory in Broadmeadows, North Melbourne in around two-and-a-half years time? I for one, but I’ll also reserve plenty of sentiment for Falcon’s multi-tasking SUV off-shoot, Territory. The latter is one of the most respected cross-over vehicles on the market, and not just because of its versatility and wealth of towing capacity. It remains the poorer man’s version of a Porsche Cayenne when it comes to driving dynamics. Put bluntly, Territory doesn’t drive I

n the pantheon of automotive marketing in New Zealand, one campaign stands head and shoulders above the rest. I refer to Ford’s ‘Sentimental Journey’ campaign of the early 1990s, which used the Les Brown-penned hit of the late 1940s and Doris Day’s sultry vocal to proudly showcase the historical role that Aussie-made Falcons had played in lives of us Kiwis. Current Mazda New Zealand CEO, Andrew Clearwater, was marketing manager for Ford NZ at the time. “When we played that ad


Words/photos Paul Owen

like the usual high-riding slug-like SUV, and does a highly credible job of mimicking the Falcon that it is based upon.

Bearing in mind that Territory will soon follow the Ocker-made Camry, Falcon, Commodore, and Cruze down the path to extinction, it seemed timely to borrow one for a sentimental journey of my own. For the opportunity to borrow an Aussie-made vehicle for a long journey into the heartland of the island continent would soon be lost. The request to Ford Australia didn’t specify a particular model, but I did feel that the ghost of Territory initiator, late Ford Australia boss, Geoff Polites, was smiling

down on me when I arrived at the company’s headquarters to fi nd a diesel-powered rear-drive

TS model waiting in the carpark. For this was precisely the vehicle that Polites had always envisaged – a Territory sans sparkplugs driving the rear wheels via a six-speed automatic gearbox. It was a shame that he didn’t live long enough to witness the Territory’s evolution into this value-packed $59,990 model.

TS-spec Territorys get seven seats, fi ve of which are adult-friendly, and more than 1100 litres of luggage space when the third-row of child-tailored pews are folded down. Had the pillion-in-a-million


This original 1962 Falcon at

Port Albert is destined to become backyard gold

for future auto-resto prospectors

and I been seeking to tow a caravan, the Territory would have easily handled the load with 2300kg of towing capacity and 440Nm of torque to call upon. Other benefi ts of TS tenure included a more powerful audio system, partial power driver’s seat adjustment, rear view camera via a larger 8-inch touch-screen, and 18-inch alloys. Sat-nav was reserved for the range-topping Titanium specifi cation, so a $30 Telstra pre-pay sim card was quickly inserted into my phone to provide iNav directions via the vehicle’s Bluetooth connection, and a pile of maps were purchased from a rapidly-dwindling network of RACV shops (think AA) for route planning.

Stocking up before hitting the gum-tree-fringed rural roads of the big country quickly highlighted that the merchants of the mall in Campbellfi eld are fearful of their futures after the nearby Ford factory closes. Their comments brought a bigger picture into view. Offi cially, some 53,000 jobs will be lost when the three remaining car-making factories located on Australian shores close. That number includes just the workers that build the cars and those that supply their components. The Campbellfi eld commentary suggested far wider effects than those envisaged by the Tony Abbott-led government will be felt. When the Broadmeadows factory closes, the retailers all expect a huge domino-like blow to fall upon the mall.

But enough sentiment, let’s get on with the journey. Exiting Melbourne’s south-eastern suburbs and heading into Gippsland quickly showed that most international tourists go as far as watching the cute nightly Penguin parade at Phillip Island and

leave the rest of that part of Victoria to the Australians. Yet we found some real gems heading east, with historic Port Albert and the wild Cape-defi ned coast around Mallacoota providing a couple of memorable overnight locations. As for the Territory, it was warming to the task of touring now that there was a bit more air in its tyres. Raising them from 25psi to 32 had won noticeable improvements in its steering and road-holding. A refuel at Bairnsdale quickly soothed any worries about fuel use. The Territory was drinking at a rate of 6.5litres/100km, allowing the 75-litre tank capacity to stretch to distances of more than 1000km. With Victorian diesel costing around $1.55 per litre including tax, the two-tonne Ford was defi nitely posing no threat to the driver’s beer fund.

Crossing the border into New South Wales added another ten cents to the price of diesel and brought on a rapid deterioration in the road surface. Yet the Territory felt entirely at home on the lumpy surfaces, it’s fully-independent suspension easily soaking up everything that the state’s less groomed roads could chuck at it. When a Ranger-based SUV eventually arrives to replace Territory, its greatest challenge will be to provide such supple and comforting suspension quality. The other will be delivering a similarly-quiet cabin.

Overnighting at Tathra on the state’s southern coast, we not only encounter a wealth of freshly-harvested oysters (16 for 11 bucks!), but we get to meet one of the Territory’s biggest fans. Wayne, from Mildura, is travelling with his wife, her sister, and four kids in a


petrol Territory that he’s already driven for 300,000km. He reckons that there’s at least another 100,000km left in it, and then he’ll trade it on one of the newly-upgraded versions that are due for release at the end of the year.

“After that, it’s going to be a long time before I consider buying another car. I don’t think that there’s a better vehicle made for the Australian family lifestyle.”

Mildura is a long way from Canberra, and visiting Australia’s capital gives us the chance to operate the Ford in more urban climes. It quickly becomes clear that the rearward visibility is confi ned by the generous C-pillar that maintains body rigidity and allows the use of a clever split tailgate, where you can either access the luggage area by lifting up the entire rear door, or just the window glass. Fortunately the rear-view camera and rear-facing sensors of the TS often come to the rescue. A TX-spec Territory would be more frustrating to drive around town.

We cheekily park the Ford early the following morning outside the building housing the parliament that has effectively abandoned it, and quickly attract the attention of a Territory-mounted policeman. He lets me take the photographs before escorting me out of the area, possibly because he appreciates his own force-supplied AWD Territory as much as I’ve begun to value the rear-drive loan vehicle.

“We can go more places in these, carry more stuff and more people, and can get to incidents just as quickly as when we’re driving a Commodore or a Falcon. They’re going to fi nd them hard to replace when they’re gone.”

The sentiment keeps echoing throughout the rest of the journey as we travel back to Melbourne through a stunning zig-zagging route through the Snowy Mountains and the Victorian high country. Descending the infamous ‘Black Spur’ into Healesville, the Territory demonstrates that it is still one of the best-steering SUVs on the market, and that the well-calibrated ESP system makes an excellent substitute for all-wheel-drive security. Eventually we reach the journey’s end at Broadmeadows, where we witness heavily-masked prototype Falcons and Territorys undergoing development for their swan-song upgrade. My wish-list for Territory’s last update consists of just the single improvement – the replacement of the often tardy-to-downshift ZF-supplied six-speed auto with one of the latest eight-speeders from the same supplier.

This journey may have been a sentimental one, but that sentiment turned out to be one more focused on celebration than sadness. What a bloody good vehicle.

TOP LEFT: At the 1580m

summit of Australia’s highest road. RIGHT:

Where it all started, GMH’s 48-215. BOTTOM RIGHT: Falcon panel van arguably

Ford Australia’s fi rst SUV

THE TERRITORY DEMONSTRATES THAT IT IS STILL ONE OF THE BEST-STEERING SUVS ON THE MARKET


STU OWERS DONS HIS RACE SUIT TO TRY OUT TOYOTA’S

ONE-MAKE RACER. DOES THE NIMBLE LITTLE ROAD CAR

MAKE A GREAT TRACK STAR?

merican race engineers have a saying; ‘Turning a road carinto a racer is like building a ship in a bottle’. This comes from the frustrating intricacies involved in squeezing a complex roll cage into the cabin of a production car. Nowadays, it’s the complex network of ECUs that causes the biggest engineering headache. Unplug any of thesensors in order to substitute race hardware and you’llbe going nowhere as the vehicle all but shuts down in some form of self-preserving limp mode.

In the past I’ve been foolish enough to attempt this road car to racer transformation myself. I soon discovered just how difficult it was to extract the performance I was hoping for,

SHOWROOM

RACER

TR

all the while spending way too much money on the whole process.I’ve been an enthusiastic fan of factory built race cars ever since.

One of the many issues Toyota NZ had to confront whenconverting their 86 road car into the TR 86 race car was the relatively modest horsepower output of the 2.0-litre engine. It would be soeasy to over-endow the car with huge wheels and sticky tyres to the point where straight line speed would be compromised. Getting the optimum tyre/wheel size for a race car is an art. Bigger is not always better. Think about it. Imagine putting motorcycle wheels and tyreson your push bike. Imagine how much extra effort it would take to get those big hoops rolling. The grip through corners would be excellent, but unless you were racing downhill, you’d seldom be able to generate enough speed to warrant it.

Another problem for Toyota NZ was that the cars, in their standard road going format, produce uninspiring lap times when compared to other one make championships, including the old Suzuki Swiftseries. The solution to better lap times was to specify the race cars with‘optimum sized’ sticky slicks, big brakes and uprated suspension. Thesefixes improved lap times but created a new problem. The brake and tyre package, combined with the car’s light weight and relatively low speedsdown the straights, have resulted in incredibly short braking distancesand therefore limited opportunities for drivers to pass ‘under brakes’. Once the evenly matched cars are on the exit from the corner, one driverhas to make a fundamental mistake before another car can slip past.Essentially then, TR 86 races are often won during the qualifying sessionthat determines the grid positions. Don’t expect to see a driver charge

Photos Tom Gasnier



through from the rear of the grid to a storming win in this series. This is somewhat characteristic of all one-make series, of course, but it’s exaggerated here thanks to the TR 86’s low horsepower, high grip confi guration.

We were keen to drive one of these Kiwi-built cars ourselves and were delighted when Matt Gibson, of the Lighting Plus team, invited us to a session at the venerable Pukekohe Park Raceway. Matt has a varied motorsport background that started in karts at the age of 12. Since then he has progressed his way up through Formula First, Formula Ford, and has tin-top experience in Suzuki Swifts, new Minis, RX-7s and the V8 Ute series. Part of his success has been his willingness to engage with sponsors in order to keep his motorsport career developing. Last year he approached Lighting Plus and offered to work with their marketing department to promote their product through motorsport exposure. The company was clearly impressed with his approach and is fully behind the 22-year old, even purchasing his Toyota for the series.

There wasn’t much that Matt needed to explain to me about the Toyota before I set off on a few laps. The racer has all the familiar interior fi ttings, and the same gearbox as the road-going version of the 86 with just the addition of the electronic Motec dash. Simple. After the fi rst lap I was pleasantly

surprised. The TR 86 felt more lively under power than I expected, an impression possibly

helped by the louder exhaust note compared to the road car. It has neutral handling, is fl at and

sensitive to inputs just like a well-sorted chassis should be. Almost immediately it gave me the encouraging reassurance needed to start pushing towards the limits.

The best part of the package is the feel of the brakes. They are wonderfully progressive and transmit volumes of information to the driver. They are easily the best brakes I’ve experienced in a while and a lot less ‘wooden’ than most other race cars. They take a bit of getting used to though. Most race cars that I’ve peddled around Pukekohe have had similar braking points around the track. Entering the new chicane on the back straight highlighted how different this car is however. In most

Big wheels and tyres a contentious

issue for the 86 racer. Owers reckons the car is

over-tyred for the amount of power on offer. Motec data logger a big help for drivers

looking to progress further in the sport


other race cars, I’ve been hard on the brakes just past the 150 metre sign. Doing the same in the Toyota scrubbed off way too much pace for the approaching corner, and I had a quick look in the rear view mirror to see if anybody had noticed my rookie error. I didn’t do enough laps to fi nd out how far past that 150 mark you could ultimately go before hitting the brakes but I imagine you could almost be at the 50-metre mark before braking and still make the corner. That’s how quickly the car hauls up. Overall, the TR 86 is a lot of fun on the track. Its stiff chassis and accurate steering allow it to dart about eagerly. Like the road car, it will slide about if provoked too hard, but of course, that would result in slower lap times. It’s a sweet little package that initially fl atters the driver into thinking it would be easy to get a class leading time out of it. The reality is different. To get that last few tenths needed for a pole time would require a team effort. The correct suspension settings would have a big infl uence, as would tyre pressures, and that last few percent would take real driving skill and a knowledgeable crew to fi nd.

Even though Toyota NZ has done a great job of overcoming all the technical diffi culties in turning a road car into a race car, I am left wondering if the series could be improved by running a lower spec tyre with less ultimate grip. This would lengthen the braking distances and create a few more passing opportunities. It would also lower the running costs for drivers and allow the cars to move and slide around a little which would improve the spectacle for all involved.

It’s been a shame to see such a low uptake of drivers wanting to compete in this new series. The TR 86 has the sophisticated feel of a real race car that drivers and crew alike will be able to learn a lot from. A ‘fi eld’ of only eight cars probably isn’t what Toyota NZ envisioned. It seems the car’s $90,000 price tag has, understandably, deterred many and will continue to be an impediment to a successful future for this series. The replacement cost of easily damaged items like front guards, taillights and headlights is also horrendously steep. Toyota doesn’t seem to be giving especially generous discounts to drivers to help them in that respect. However, for a young driver with ambitions like Matt Gibson, the TR 86 makes a better investment than other entry-level championships. The essential difference is the sophisticated Motec system installed in every TR 86. The Motec gives feedback data on a wide range of Matt’s driving inputs, as well as reactions from the car, just as V8 SuperTourers or V8 Supercars do. This information can then be analysed in detail to improve both the car and the driver. Learning how to interpret that data is now essential for any driver who wants to progress above club level motorsport. Once other drivers appreciate this, they may start to overlook the high price of the cars and the series could evolve into an excellent springboard for future champions.

Toyota TR 86

1 181 km/h

2 83 km/h

3 185 km/h

4 55 km/h

5 166 km/h

6 187 km/h

3

4

5

6

2

1

LAP TIME: 1:16.02

Thanks to Pukekohe Park Raceway for the use of their facility. For track enquiries, refer to page 102.

80-120 km/h 4.7secEngine Capacity 1998ccEngine Format Flat-fourMax Power 147kW@7000rpmMax Torque 205Nm@6400rpmECU Factory with Motec C125 data loggerDriveline Factory 6-speed manual, upgraded

competition clutch, Torsen LSDSuspension Front Mac strut with height adjustable

MCA shocks, adjustable sway bar and camber plates.

Suspension Rear Double wishbone, height adjustable MCA shocks with adjustable sway bar

Wheels 18x8-inch Speedline wheels with Michelin 21/65x18 slicks

Brakes Alcon, four-piston aluminium monoblock caliper, Pagid yellow pads

Weight minimum 1230kg including driver (86RC claimed 1200kg)



ith some 800 rallies under his belt, there are few drivers who can match

the experience and achievements of Palmerston North’s Brian Green.

A successful businessman Green is not only an avid competitor, with a string of

championship titles to his name, but also a major supporter of rallying in NZ with the

national championship carrying the backing of his property business. There are few drivers in NZ motorsport, let alone rallying, with a record as distinguished as Greeny’s.

Green’s career stretches back some 45 years when he dabbled in circuit racing. He quickly tired of being cut off on track and having competed in car trials, which were the beginnings of rallying in this country, he became interested in the special stage rallying that was being introduced into New Zealand.

Green was involved in the 1969 Shell Silver Fern Rally, the forerunner to what we now know as Rally New Zealand, as a marshal. In 1970, when the event moved to the South Island, the desire to compete took hold and Green entered the event along with Rob Lester, who would go on to build the Manfeild race track, in a Ford Escort GT.

Over the years, Green would occasionally fl irt with circuit racing again, but it was rallying that hooked him.

‘I’ve done some circuit racing since. I did the winter series one year with Inky Tulloch in a Charger in the late 70s. We’ve done a few of the Benson and Hedges races as well and then I had a few seasons in those GT3 Porsches a few years back,’ says the 67-year-old.

‘Rallying is far more exciting. In motor racing, you roar down the straight, then put the brakes on in the same place, lap after lap. Rallying is completely different, sometimes you end up on the right side of the road, sometimes you

THOSE WHO FOLLOW THE RALLYING SCENE IN NEW ZEALAND WILL KNOW BRIAN GREEN WELL. FOR THE REST OF YOU, READ ON

Words Blair Bartels Photos Geoff Ridder / Euan Cameron



are on the left side of the road, you just have no idea where you are going to be. It’s a lot more exciting in my view.’

Green continued to rally in a series of different cars including a BMW 2002 and a Holden Torana XU1 before moving back into a Ford Escort. In 1981, he recorded his best fi nish in Rally New Zealand, coming home fi fth overall and beating home both Tom Mason and Richard Kelsey, the fathers of Richard Mason and Alex Kelsey whom Green currently competes against in the New Zealand Rally Championship. Those were busy days and there were plenty of events to compete in.

‘I remember back in the early days we’d do a rally in the Wairarapa on a Saturday, be back in Palmerston North late Saturday afternoon, work on the car and then be in Rotorua by daybreak on Sunday for a rally there, head for home and go to work on Monday. If I did that now, I’d be in bed for two days.’

But for Green there is one car across his 45-year rallying career that holds a special place in his heart, the ex-works Audi Quattro that belonged to the late Malcolm Stewart. Green fi rst ran the car in the 1986 Manawatu Daybreaker Rally where he took the win, a result he repeated again the following year but it would be the following season that would see Green fi nally get a whole year trying to crack the beastly Audi.

‘In 1988, the farming wasn’t going that well and Malcolm said to me that if I was interested I could lease it off him for the season, so I did the national championship in ’88 with him and we either won every event we entered it in or led at some stage. It was the most fantastic car I have ever driven.’

Green continued to compete in the national championship throughout the early to mid-1990’s with a couple of trips to Rally Canberra in between. Getting towards an age when most drivers usually hang up the helmet, Green was considering retirement towards the end of the 1996 season when his car builder, three-time New Zealand Rally Champion Neil Allport, had a rather blunt discussion with the property tycoon.

‘I nearly gave up rallying at the end of ’96 but then Neil said to me “if you get your arse into gear and instead of turning up to events at the last minute tired and talking on your phone, you actually put a bit of time and energy into practising, you could actually do quite well”. I drove back from Auckland to Palmerston North stewing, thinking what a cheeky prick he was talking to me like that after I spent all that money with him.’

‘So I had a talk with my wife and in the end we bought six Evo IVs. I didn’t end up making any money out of them because I sold them to mates like Malcolm Stewart and Peter Day. We ended up spending three weekends on the Coromandel Peninsula practising.

GREEN RECKONS HE’S ENTERED AROUND 800 RALLIES IN HIS CAREER AND HE CAN’T SEE

HIMSELF HANGING UP HIS HELMET ANYTIME SOON

Not Green behind the wheel, but it is the same ex-Stewart, ex-works Audi that he campaigned in the 80s. Of all the cars he’s rallied, Green rates the Audi as the best. It’s in action here during the Rally of Otago with ex-works driver Michelle Mouton


By the time the rally season started we were miles ahead of everybody else and we ended up winning the Group A championship because we had put the time and energy in.’

Green would become the envy of every New Zealand rally driver at the end of 1997 when he purchased a Ford Escort World Rally Car. Green says he almost fell off his chair during negotiations for the car. ‘The opportunity came up to get the Escort and there is still a black mark on the wallpaper of my offi ce from the day when I found out how much it was going to cost. I was sitting there in my chair and my feet were leaning on the wall and to this day the black mark is still there. We won a few rounds of the New Zealand championship in that car and we’ve still got the thing here.’

The next facet of Green’s career began when Englishman, John Lloyd, was offered a drive in the International Rally of Malaysia in 2003. When Lloyd, an insurance broker, was unable to attend due to the fallout from the 9/11 terrorist attacks, Green was offered the drive, an opportunity he leapt at and duly went on to win the event.

‘That led to a sponsored ride for us in the 2004 Malaysian championship, which we won, including the International event as well.’

A couple of years later when Green was competing in Rally Rotorua, he loaned a turbo to Chinese driver, Fan Fan, at the Matawai service. The Chinese entrepreneur, who founded one of the biggest gaming websites in China, returned the favour by giving Green a drive in a rally in China and this led to a partnership between the two drivers.

Those two chance drives have turned Green into the most prolifi c rally driver to come from New Zealand, with the veteran now competing in around 20 rallies every year both at home and abroad.

This year sees Green contest the New Zealand Rally Championship, which he is also the naming rights sponsor of, but also two Targa events, the Silver Fern Rally, a round or two of the Xtreme series, and a raft of overseas events including the Malaysian championship, a new tri-nations series in South-East Asia with rounds in Malaysia, Indonesia and Thailand, and he’s also planning on doing selected events of the Chinese championship.

So far Green’s year has started well in his new lightweight (1200kg) Mitsubishi Evo X complete with Citröen WRC suspension and six-speed sequential gearbox. He won the opening round of the Malaysian championship, setting new stage records along the way. Not bad considering he had never driven the car on gravel prior to lining up on the start line for the event.

Green reckons he’s entered around 800 rallies in his career and he can’t see himself hanging up his helmet anytime soon. ‘As long as I enjoy it, as long as we’re reasonably competitive and as long as I can physically do it, we’ll keep doing it for a bit longer.’

FROM THE TOP - Green at the wheel of his Ford Escort World Rally Car that inadvertenly left a black mark on his offi ce wall that remains to this day. With the man responsible for him continuing rallying, Neil Allport. He won the Group A championship in his Evo IV after putting some hard yards practising. In action in the Familia GTR, one of the many and varied rally machines Green has campaigned over the years

Mazda’s MX-5 notches up its 25th anniversary this year, and it’s a perfect buy if you’re looking for a usable modern classic. The fi rst MX-5, the NA model, ran from

1989 through to 1997 with Mazda minting just over 400,000 of them. With a rear-drive layout, double wishbones all round and a light overall kerb weight, millions of words have been written heaping praise on this roadster that focuses on delivering pure driving pleasure. While there are plenty of special edition models to be had, your main purchasing decision really centres around which engine to go for; an early 1.6-litre car or the 1.8-litre variant which was introduced in 1993. Expert opinion seems to be divided here, the 1.8 offers a bit more torque and longer gearing. Most agree a car with power steering is better than those with the heavy unassisted racks. And an automatic version is out of the question.

So what to look for then? The engine is a fairly robust unit requiring a cambelt change

every 100,000km, but if it does break, it’s not an engine destroyer. Noted problem areas on early cars are the weak water pump and the fact the crankshaft pulley grooves wear which leads to a wrecked crankshaft. This affects pre-91 models and most will have been rectifi ed or will have already died. HT leads (especially the shortest one) and coil packs fail with age while a few oil leaks are to be expected from the cam sensor’s O-ring at the rear of the engine and around the cam cover. Once up and churning, any signs of blue smoke signify either worn valve stem seals or the piston rings are gone. An engine with an excessive tappet-like rattle should be avoided. On high mileage cars, things like fuel, brake and power steering lines will be nearing their end so be aware. Well used cars will also exhibit sad suspension components from knackered bushings to shot shockers. There are umpteen aftermarket solutions for the MX-5 covering every aspect of the driveline and plenty of used parts at wreckers too so a remedy won’t break

the bank. Talking about brakes of another kind, the calipers can seize and a weak handbrake may require new rear brake calipers to rectify.

Make sure those lights pop-up and the roof opens and closes with ease. Check for water leak damage, particularly in the passenger footwell as that’s where the engine ECU is housed and make sure the drain tubes that exit in front of the rear wheels are clear. A hard top is a desirable extra while aftermarket rollbars can rob seat travel, and the cockpit is already a tight squeeze, especially for taller individuals.

There are always plenty of NA MX-5s for sale on Trade Me, with asking prices ranging from a few thousand up to as much as $15k (tell ’em they’re dreaming). It’s an old car now, and being a reliable, useable roadster, early models will have racked up more than 200,000km. While there are plenty of tired examples to avoid, with a bit of patience, a well looked after example will pop up and it seems that somewhere around the $5000-$7000 mark is a fair price to pay for a cherished example.

Mazda M

X-5

MKI

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1000SW

ords Peter Louisson Photos Tom

Gas

nier

TORMingBACK

SUZUKI’S V-STROM 1000 WENT AWOL FOR A TIME, BUT IT’S BACK NOW, LIGHTER, STRONGER AND WITH TC, A FIRST FOR THE BIKE MAKER. WE HEAD FOR THE HILLS TO CHECK IT OUT

ith the continuing surge in popularity of adventure bikes, there are now

more of these high riding machines from which to choose. That said, try

buying one for under $20k. Kawasaki has the Versys 1000 ABS but this has

a look only a myopic team green fan would find appealing. Triumph’s Explorer,

Honda’s Crosstourer, and KTM’s Adventure 1190, and Caponord with its travel pack,

are all up around benchmark BMW R 1200 GS money. Multistrada, the sports leader, demands even more gold. The model with the most exotic appeal for around $20k is Moto Guzzi’s Stelvio but like CrossTourer and Explorer this is no lightweight.

Who then makes a big adventure tourer that’s not too heavy or expensive, doesn’t look a shock, is optimised for ease of riding and has the appropriate electronic safety back-ups? On paper, you’re looking at it here, Suzuki’s reconstituted V-Strom 1000 ABS. Does it stack up?

The V-Strom hasn’t always been up there as a leading adventure bike. Actually, it’s been missing in action for five years. The bike was introduced in 2002 but in 2008 was discontinued because the motor no longer met Euro3 emissions standards.

After the GFC, Suzuki eventually made the decision to completely rejig the V-Strom 1000. Now it has anti-lock brakes and traction control as standard, a new stiffer lighter aluminium twin-spar frame, and fresh styling that’s ‘wild, smart and tough’. Weight saving was a primary goal and it has shed 8kg overall. A measured wet weight of 228kg is light for the sector.

An engine overhaul has enhanced its character rather than brawn per se but ensures ease of riding. Actually, the whole bike is a big easy. Power and torque are both up two units from 72 to 74kW and from 101 to 103Nm. However, where peak torque used to be produced at 6400rpm, it’s now on tap from 4000rpm, which equates to 105km/h in sixth gear (yes, there’s another cog in the box now). Evidently torque swells through the use of two iridium plugs and two coils per cylinder. There has also been a small displacement increase from 996 to 1037cc. Ten-hole fuel injectors replace four-hole units, and finer atomization of fuel enables the engine to pass Euro3 regs. The changes also mean reduced fuel consumption, the overall figure falling 16 per cent to 4.8L/100km.

Other relevant changes include a new slipper clutch, a two-into-one, variable-back-pressure exhaust, new fully adjustable suspension up front, and a brake upgrade to radial four-pot calipers. Rake


and trail are sharpened, the fuel tank is slightly smaller but still a useful 20L, and the front

wheel remains a stabilising 19-incher. Further enhancing stability is a 20mm extension of the wheelbase. For improved comfort, handlebars and footrests retreat 34 and 15mm, respectively, and a lowish seat height of 850mm ensures you don’t need to be a six-footer to jump aboard the V-Strom. The screen can be modifi ed both for height and blade angle, and a bigger screen is optional. So too are panniers and top box, a centrestand, heated grips, and the like. A 12v outlet is standard. Pillions are well looked after with grab handles incorporated in the rear carrier.

How’s it on road? On a cloudless day the Strom looked resplendent in red, though the Khaki colour might fascinate army types. The beak and new lights up front are an improvement, and so too the bodywork. While the radiator is well hidden, the oil fi lter looks oddly vulnerable, though there’s an optional belly pan. Like all adventure bikes, it’s tall and easiest to mount when leaned over on its sidestand. At 183cm, I can sit astride the bike with feet fl at on the ground. The instruments are easy to read and fathom, and comprehensive. Changes to TC settings take just a moment. ABS you can’t turn off, probably wise given the strength of the brakes. What, on a V-Strom? Yep, this has some of the best brakes I have encountered on an adventure bike. There’s proper bite with just a whiff of fi nger pressure, and sheer stopping power that no V-Strom previously had.

Just as well too because it’s high geared and is so loafi ng at 100km/h (3500rpm) that when you look down again, you’ll for sure be doing

110 (4000rpm in sixth, though actually only 103km/h according to our GPS equipment).

That’s because peak torque occurs right at cruising speeds. This is one of those bikes you

more or less slot into top and downshift once every so often. We found ourselves shifting anyway because the

gearbox is slick and the clutch action lightweight. While the V-Strom may not seem indecently quick, you

can get into all sorts of law trouble easily enough. It’s as fast to 100 as KTM’s 1190 (3.65sec both), and as hasty on the 80-120 overtake as an R 1200 GS (2.0sec fl at). It will rev to over 9000 where there are vibes through the bars, but at 110, nada, and a clear rearward view through the big square mirrors. The pegs are entirely vibe-free.

Since it short-shifts so keenly, its economy is stellar. Achieving 5L/100km is a snip. The engine pulls from way low for a V-twin, below 2000rpm without snatching, another reason it’s so so easy on gas. Expect over 300km on a 20L tank.

This bike is a treat on road in other meaningful ways. It’s set up for ultimate long distance comfort. Okay, so you will need to adjust the chain occasionally, and with ABS always on it’s not as off-road ready as some. But otherwise this is most relaxing to ride. It never really feels big in the way some of the heavier ADVs do, and weight is exactly as claimed, at 228kg, around 12kg lighter than the GS and 1190.

Once underway and out in the countryside, this feels right at home and the fi rst impression is of unfl appable stability. Point this at a corner and it holds a line beautifully, the oddly named Battle Wing tyres allowing decent lean angles, enough to scrape away at the sacrifi cial peg blobs.

1000Suzuki V-STROM 1000 ABS

Price $19,995

0-100 km/h 3.65sec

80-120 km/h 2.01sec (56.8m)

Speedo error 94.5 at an indicated 100km/hEngine Capacity 1037ccFormat Liquid-cooled fuel-injected V- twin Max power (kW@rpm) 74kW@8000rpmMax torque (Nm@rpm) 103Nm@4000rpmCylinder head Dohc, 8v Gearbox 6-speed constant meshDrivetrain chain fi nal driveSuspension front 43mm USD telescopic forks, fully adjustableSuspension rear Monoshock, preload and rebound adjustableBrakes front 310mm disc, 4-piston monobloc caliperBrakes rear 260mm disc, 1-piston caliperStability systems ABS/3-position TCWheels and Tyres Bridgestone Battle WingTyres front 110/80R19Tyres rear 150/70R17Wheelbase 1555mmSeat height 850mmRake/trail 25.30°/ 109mmFuel capacity 20LMeasured weight 228kgWeight bias f-111kg, r- 117kgVerdict A total rethink pays dividends. Big torque at modest revs, a superb riding position and fully adjustable suspension make this a great touring option. Excellent brakes fi nally, and TC add value.Rating


TOP: Proper brakes at last for V-Strom. Fuel use

of below 5L/100km easily achieved. Luggage carrier incorporates pillion hand holds. ABOVE: TC

and ABS help keep everything in line

on gravel

IT’S AS FAST TO 100 AS KTM’S 1190 (3.65SEC BOTH), AND AS HASTY ON THE 80-120 OVERTAKE AS AN R 1200 GS (2.0SEC FLAT)


1000

Like so many V-twins bikes this changes direction with little effort, though the steering isn’t racer quick. You have to work the bars, and it’s a brilliant bike for perfecting the crazy art of countersteering. When turned thus, it’s a lark. We ventured off onto metal roads where TC was appreciated, and so too ABS. You need to turn TC off altogether to get a raise out of the front wheel.

Did we mention comfort? We should again because the suspension and riding position make this bike totally up for day-long rides. The bars are no stretch, the seat is accommodating and just so for fi rmness. We messed with screen angle and height and eventually found a position that didn’t create too much wind noise. A bigger screen is a $200 option, probably one you should tick if touring.

At its price this is a properly decent allrounder. We’re scrambling to fi nd fault of any great signifi cance. The squeaky horn is utter tosh. We’d like the exhaust to release more V-twin noise which would be easy with a new can (the exhaust valve is positioned before the junction point).

In the past, V-Stroms have been spoilt by bad components. This thorough rethink of the 1000 is an eye-opener. Ride it before defaulting to the R 1200, especially if you don’t give a toss about off-road ability, and you’re not keen on spending over $20k. Well recommended.

TOP: Exhaust valve optimises back pressure for chunky midrange torque. ABOVE: Good weather protection, despite smallish blade

ABOVE: Much better

looking V-Strom this time round, lives for roads

far from the big smokeBELOW: Battle Wing tyres do a great job

on a varietyof roads



HONDA’S EVERGREEN

CBR600RR SUPERSPORT HAS WON SEVEN

WORLD SUPERSPORT

CHAMPIONSHIPS SINCE ITS

INTRODUCTION IN 2003.

IT THEREFORE WASN’T

BROKEN, BUT HONDA

DECIDED TO FIX IT

FOR 2014 ANYWAY

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Tom

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ABOVE: Sharper looks aid aerodynamics; the sexiest rear

swingarm in the supersport sector

I had an absolute ball riding the 2013 version of the Honda CBR600RR. The compact little sportsbike bearing the winged brand still identified itself as one of my favourite rides despite it having last received an upgrade in 2009. Even that latter update hardly broke new ground, the only real technical advance being an optional sports-oriented ABS system added to the braking system(s). So essentially

the CBR6 had soldiered on for ten years while utilising the same mechanical platform when I rode it last year. That it won those seven world road-racing crowns, and that the engine would go on to form the basis for an entirely new and exciting category of Grand Prix racing (Moto2) only demonstrates the integrity of the design and engineering that went into the original CBR600RR. It’s no surprise to me that Honda sold over 100,000 units during the first decade in the life of the model. That’s more than the entire annual production of Ducati and Triumph combined.

However no cutting edge sportsbike can afford to stand like King Canute and try to resist the tide of progress, so cue a relatively decent upgrade to the 2014 CBR600RR. It represents another small evolutionary step in the successful history of the model rather than some leap forward to an entirely new technical universe, but a bike that is already so highly refined and developed must be a bastard to improve. Most of Honda’s efforts concentrated on improving the aerodynamic efficiency of the Supersport contender.

Using super-computers and a sophisticated software program called Computational Fluid Dynamics (CFD), Honda set out to carve itself a more slippery aero-profile for the smallest CBR-RR model. It learned so much along the way that some of the lessons were incorporated into the design of the RC213V MotoGP bike successfully raced by Marc Marquez last season. The end result for the road-legal CBR is a 6.5 per cent reduction in drag, potentially a race-winning achievement if you’re a Supersport racer about to enter a long straight with the chequered flag beckoning. For those who’ll confine the riding of their CBR to the road, the primary benefit is a ten per cent improvement in fuel use.

Lacking the riding sensitivity of a Marquez, I didn’t really notice any tangible improvement in the speed of the 2014 model over the 2013, but it only took a visit to the pumps to appreciate the fact that it could now extract more kilometres of travel from a tank of fuel.

The other big win is improved throttle response. For the CFD program wasn’t confined to sculpting the exterior bodywork of the CBR into more attractive, aero-efficient shapes; it was also used to improve the flow dynamics of the ram-air system feeding combustion-enhancing oxygen to the engine. In come two baffle plates that equalise the density of incoming air over the entire 15,000rpm range of the engine. These combine with new engine

management programming to further refine the response of the



Honda CBR600RR

Price $21,995

0-100 km/h 3.50sec

80-120 km/h 1.47sec

Engine Capacity 599ccFormat water-cooled IL4Max power 88.1kW@13,500rpmMax torque 66Nm@11,250rpmCylinder head dohc/8vGearbox 6-speed sequential gearboxDrivetrain chain fi nal driveSuspension front 41mm Showa fully-adjustable inverted front forksSuspension rear monoshock fully-adjustableBrakes front 2 x 310mm discswith four-piston calipersBrakes rear 220mm disc with single-piston caliperStability systems ABSWheels and Tyres Bridgestone BattlaxTyres front 120/70-17Tyres rear 180/55-17Wheelbase 1375mmSeat height 820mmRake/trail 23.5°/ 98mmFuel capacity 18LWeight (as measured) Measured weight 194kgWeight bias f-99.5kg, r- 94.5kgVerdict If you’re after a refi ned ride in the supersports class, look no further than this CBR600RR. Italians have more ‘character’ but also cost moreRating


CBR to throttle input from the rider. The result is fuelling so fl awless that it is comparable to that of the rival Yamaha R6’s silky responses, despite the Honda not resorting to copying the trick-but-expensive variable-length inlet tracts of the latter bike.

In these times of Supersport machines sprouting contra-rotating crankshafts, self-adjusting variable-length inlet tracts, and stratospherically-high rev ceilings, the Honda might seem a more basic bike on paper. It would be easy to be fooled in any brochure comparison with some of its rivals into thinking that it is somehow a lesser machine. Any real seat time will reveal that, in fact, the CBR’s performance is ultra-competitive and comes wrapped in an aura of refi nement that few rivals can match. The six-speed box is one of the best in bikedom, the clutch take-up light, progressive and easy to access. The switchgear sets the quality agenda for the sector. Yes, the CBR is fast, and when operating the engine in the upper third of the rev range it begs the question of why anyone would need a CBR1000RR, but all four Japanese-branded Supersports are capable of generating similar eye-widening impressions. The defi ning feature of the Honda is that it out-refi nes the competition while setting lap times that are just as competitive.

For me, I’ll take this refi nement over potentially-unnecessary sophistication every time thanks. It’s debatable to me whether a Supersport like this needs traction control when its responses to rider input are so trustworthy and easily judged. Honda obviously considers that the test CBR’s ABS system represents a higher priority than any provision of TC. For the CBR lacks the latter entirely, while the former is quite possibly one of the best anti-lock systems currently in business. There’s no stuttering or pulsing when it cuts in precisely when you need it, and the 2014 CBR is even more adept at keeping its rear wheel in contact with terra fi rma than the 2013 version.

It’s the new bike’s Showa Big Piston Forks (BPF) that are responsible, as the 2014 CBR now joins the current Suzuki GSX-R600 and Kawasaki ZX-6R in the BPF club. These replace the cartridge-style fork leg internals of the previous CBR with large pistons that offer more than three times the pressure-bearing contact area, and the result is improved fl ow paths for damping oil, less travel used during heavy braking, and smoother transitions from compression to rebound. With the CBR already possessing one of the stubbiest, most-agile-handling frames in the Supersport arena, as well as the sector’s only electronic speed-sensitive steering damper, the new BPF front end further improves what was already one of the most biddable bikes around.

So what’s not to like? The ergos are still tailored more towards race jocks rather than ordinary riders, and at $21,995, the price of an ABS-equipped CBR600RR has climbed dangerously close to Euro-sportsbike territory and it’s only a small stretch to either Ducati’s new 899 Panigale or an MV-Agusta F3. If you prefer refi nement to revolution, take the CBR.

ABOVE: Optional ABS brakes work well but cost $2K.BELOW: Don’t forget to breathe when the tacho needle sweeps past 9000

THE CBR’S PERFORMANCE IS ULTRA-COMPETITIVE AND

COMES WRAPPED IN AN AURA OF REFINEMENT THAT

FEW RIVALS CAN MATCH


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Prices are RRP. Errors & Omissions Excepted. *tested by NZ Autocar ** no ABS no stability control

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MiTo Progression 32,990 35,990 99 230 4/1368 7 –– 8.2 5.6 ––

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MiTo QV 42,990 –– 125 250 4/1368 7 1256* 7.90* 6.0 10/10

Giulietta Progression 36,990 39,990 125 250 4/1368 6 1376* 7.58* 6.0 05/11

Giulietta Distinctive –– 43,990 125 250 4/1368 6 1284 7.8 6.0 ––

Giulietta JTD Distinctive –– 47,990 125 350 4/1956 6 1535 7.9 4.5 ––

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Vantage V8 S –– 217,000 321 490 8/4735 4 1628* 4.89* 12.9 07/11

Vantage V8 S Roadster –– 232,000 321 490 8/4735 4 1690 –– 12.9 07/11

Vantage V12 320,000 –– 380 570 12/5935 4 1687* 4.51* 16.3 12/09

DB9 –– 315,000 335 570 12/5935 4 1785* 5.08* –– 02/05

DB9 Volante –– 332,000 335 570 12/5935 4 1886 5.5 –– ––

Virage –– 335,000 365 570 12/5935 4 1804 4.42* 15.0 10/11

Virage Volante –– 353,000 365 570 12/5935 4 1890 4.6 –– ––

Rapide –– 329,000 350 600 12/5935 6 2032* 5.27* 14.9 01/11

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A1 sportback 1.4 TFSI Sport –– 43,300 90 200 4/1390 6 1215 9.0 5.3 ––

A1 sportback 1.4 TFSI Sport Plus –– 48,900 136 250 4/1390 6 1215 7.0 5.9 ––

A3 sportback 1.4 TFSI –– 48,400 90 200 4/1395 6 1195 9.3 5.0 ––


A3 sportback 2.0 TDI Sport –– 55,900 110 320 4/1968 6 1423* 8.40* 4.5 07/13


A3 sedan 2.0 TDI Sport –– 62,000 110 320 4/1968 6 1340 8.2 4.5 ––

A3 sedan 1.8 TFSI –– 62,000 132 250 4/1798 6 1295 7.3 5.6 ––

A4 1.8 TFSI –– 69,900 125 320 4/1798 8 –– 8.3 5.8 ––

S3 sportback –– 79,990 221 380 4/1984 6 1475 4.9 6.9 ––

S3 sedan –– 86,000 221 380 4/1984 6 1450 4.9 6.9 ––

A4 2.0 TDI quattro –– 75,400 130 380 4/1968 8 –– 7.9 5.3 ––

A4 2.0 TFSI quattro –– 79,900 155 350 4/1984 8 –– 6.5 7.0 ––

A4 3.0 TDI quattro –– 104,500 180 500 6/2967 8 –– 5.9 5.7 ––

A4 1.8 TFSI avant –– 73,900 125 320 4/1798 8 –– 8.4 6.0 ––

A4 2.0 TDI quattro avant –– 79,400 130 380 4/1968 8 –– 8.0 5.5 ––

A4 2.0 TFSI quattro avant –– 83,900 155 350 4/1984 8 –– 6.6 7.1 ––

A4 3.0 TDI quattro avant –– 108,500 180 500 6/2967 8 –– 6.1 5.9 ––

S4 3.0 TFSI quattro –– 113,900 245 440 6/2995 8 –– 5.0 8.1 ––

S4 3.0 TFSI quattro avant –– 117,900 245 440 6/2995 8 –– 5.1 8.4 ––

A4 allroad 2.0 TDI quattro –– 83,900 130 380 4/1968 8 1737* 8.06* 6.0 04/13

RS 4 avant –– 156,000 331 430 8/4136 8 1795 4.46* 10.7 01/13

A5 Sportback 2.0 TFSI quattro –– 86,300 155 350 4/1984 6 1683* 7.30* 7.5 04/10

A5 Sportback 3.0 TDI quattro –– 109,500 176 500 6/2967 6 1804* 5.80* 6.6 10/12

A5 2.0 TFSI cabriolet –– 103,750 155 350 4/1984 6 1735 7.3 7.7 ––

S5 Sportback 3.0 TFSI quattro –– 118,900 245 440 6/2995 6 1755 5.4 9.4 ––

S5 3.0 TFSI quattro cabriolet –– 128,200 245 440 6/2995 6 1950* 5.02* 9.7 11/09

S5 3.0 TFSI quattro –– 124,900 245 440 6/2995 6 –– 4.9 8.1 ––

RS 5 4.2 FSI quattro –– 165,900 331 430 8/4163 6 1807* 4.56* 10.8 11/10

TT 2.0 TFSI –– 90,900 147 280 4/1984 6 1322* 6.86* 7.7 02/07

TTRS 2.5 TFSI quattro –– 149,700 250 450 5/2480 6 1492* 4.6 9.2 10/09

A6 3.0 TDI quattro –– 119,900 150 450 6/2967 8 1813* 6.78* 5.7 10/11

A6 allroad BiTDI quattro –– 147,900 230 650 6/2967 8 1910 5.6 6.7 ––

A6 3.0 BiTDI quattro –– 139,900 230 650 6/2967 8 1790 5.1 6.4 ––

S6 4.0 TFSI quattro –– 156,800 309 550 8/3993 8 –– 4.6 9.6 ––

A6 allroad 3.0 TDI quattro –– 128,800 150 450 6/2967 8 1877* 7.15* 6.1 11/12

A6 3.0 BiTDI quattro –– 144,900 230 650 6/2967 8 1855 5.1 6.4 ––

S6 4.0 TFSI quattro avant –– 161,800 309 550 8/3993 8 2004* 4.28* 9.7 01/13

RS 6 quattro avant –– 198,000 412 700 8/3993 8 2035* 3.65* 9.8 01/14

A7 Sportback 3.0 BiTDI quattro –– 151,700 230 650 6/2967 6 1850 5.3 6.4 ––

S7 Sportback 4.0 TFSI quattro –– 169,900 309 550 8/3993 6 1945 4.7 9.6 ––

RS 7 Sportback quattro –– 209,900 412 700 8/3993 8 1920 3.9 9.8 ––

Q3 1.4 TSI –– 59,900 110 250 4/1395 6 1405 8.9 6.2 ––

Q3 2.0 TDI quattro –– 72,500 130 380 4/1968 6 1621 7.44* 5.9 ––

RS Q3 2.5 TFSI quattro –– 104,900 228 420 5/2480 8 1704* 5.09* 8.8 05/14

Q5 2.0 TDI quattro –– 89,900 125 350 4/1968 6 1730 9.83* 6.7 08/09

Q5 3.0 TDI quattro –– 108,900 176 500 6/2967 6 2012* 7.43* 7.5 03/09

SQ 5 3.0 BiTDI quattro –– 125,500 230 650 6/2967 6 2016* 5.30* 6.8 07/13

Q7 3.0 TDI quattro –– 105,000 176 500 6/2967 8 2433* 8.61* 10.5 12/06

Q7 4.2 TDI quattro S line –– 143,900 240 760 8/4134 8 2450 6.77* 11.1 ––

A8 3.0 TDI quattro –– 184,700 184 550 6/2967 8 –– 6.1 6.4 ––

A8L 3.0 TDI quattro –– 194,700 184 550 6/2967 8 –– 6.2 6.6 ––

A8 4.2 TDI quattro –– 225,000 258 800 8/4134 8 2147* 5.79* 7.6 01/11

A8L 4.2 TDI quattro –– 235,000 258 800 8/4134 8 2045 5.6 7.8 ––

S8 4.0 TFSI quattro –– 224,000 382 650 8/3993 8 –– 4.2 10.2 ––

R8 V8 quattro –– 245,000 316 430 8/4163 6 1585 4.3 12.4 ––

peugeot.co.nz

INTERESTDEPOSIT 2nd YEAR 3rd YEAR0%1/3 1/3 1/3

The Peugeot 508 does nothing by halves.

*Vehicle shown is the Peugeot 508 GT Sedan. The cost of $18,330 is based on the

RRP of $54,990 for the Peugeot Allure Sedan. Finance offer based on 1/3 deposit, 1/3

in 12 months and 1/3 in 24 months. An interest rate of 0% applies. On Road Costs of

$1,350 and a $250 booking fee are additional. Offer subject to normal fi nance

lending criteria; see your Peugeot Dealer for full details. Offer ends 30 June 2014.

Yours from just $18,330* deposit.

http://www.peugeot.co.nz

http://www.alfaromeo.co.nz

http://www.audi.co.nz

Distributors: To have your prices updated, email your current price list and information to [email protected] by the 10th of each month new zealand autocar 101subscribe online at www.mags4gifts.co.nz/autocar

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R8 V10 Plus quattro –– 325,000 404 540 10/5204 6 1669* 3.63* 12.9 07/13

R8 V10 Spyder quattro –– 317,000 386 530 10/5204 6 1745 3.8 13.3 ––

auckland.bentleymotors.com

Continental GT V8 –– 325,000 373 660 8/3993 6 2295 4.8 10.5 ––

Continental GT –– 365,000 423 700 12/5998 6 2320 4.6 16.5 ––

Continental GTC V8 –– 375,000 373 660 8/3993 6 –– 5.0 10.5 ––

Continental GTC –– 415,000 423 700 12/5998 6 2495 4.8 16.5 ––

Continental Flying Spur –– 350,000 412 650 12/5998 6 2440 5.2 16.6 ––

Continental Flying Spur Speed –– 395,000 449 750 12/5998 6 2440 4.8 16.6 ––

Mulsanne –– 555,000 376 1020 8/6750 8 2585 5.3 16.9 ––

bmw.co.nz

116i hatch –– 49,800 100 220 4/1598 6 1365 8.5 5.7 ––

118i hatch –– 56,600 125 250 4/1598 6 1370 7.4 5.9 ––

118d hatch –– 57,800 105 320 4/1995 6 1420 8.9 4.5 ––

125i –– 65,700 160 310 4/1995 6 1459* 6.36* 6.6 08/12

M135i –– 86,900 235 450 6/2979 6 1518* 4.85* 7.5 06/13

220i –– 71,700 135 270 4/1997 6 1365 7.0 6.0 ––

320i –– 74,700 135 270 4/1997 6 1500 7.6 6.2 ––

320d –– 75,300 135 380 4/1995 6 1530* 7.62* 4.4 05/12

328i –– 88,900 180 350 4/1997 6 1557* 5.88* 6.3 11/13

330d –– 103,400 190 560 6/2993 6 1615 5.6 4.9 ––

335i –– 107,400 225 400 6/2979 6 1581* 5.41* 7.2 06/12

318d touring –– 78,200 105 320 4/1995 6 1575 9.2 4.7 ––

320i xDrive touring –– 84,200 135 270 4/1997 6 1650 7.7 6.6 ––

320d xDrive touring –– 84,800 135 380 4/1995 6 1660 7.7 5.1 ––

328i –– 94,400 180 350 4/1997 6 1633* 6.33* 6.5 04/13

330d xDrive touring –– 112,900 190 560 6/2993 6 1772* 5.43* 5.4 08/13

320i Gran Turismo xDrive –– 95,700 135 270 4/1997 6 1560 8.71* 6.2 05/14

428i coupe –– 98,400 180 350 4/1997 6 1470 5.8 6.4 ––

435i coupe –– 126,900 225 400 6/2979 6 1634* 5.25* 7.4 12/13

428i convertible –– 120,600 180 350 4/1997 6 1700 6.4 6.7 ––

435i M Sport convertible –– 149,200 225 400 6/2979 6 1750 5.5 7.7 ––

535i –– 132,000 225 400 6/2979 6 1700 6.1 8.4 ––

530d –– 132,600 190 540 6/2993 6 1790 6.0 5.3 ––

550i –– 169,500 300 600 8/4395 6 2005* 5.28* 10.4 08/10

M5 –– 210,900 423 680 8/4395 6 1978* 4.35* 9.9 01/14

650i coupe –– 219,000 300 600 8/4395 4 1966* 5.20* 10.5 11/11

M6 –– 267,600 412 680 8/4395 6 1919* 4.30* 9.9 03/13

650i convertible –– 233,000 300 600 8/4395 4 2079* 5.12* 10.7 05/11

M6 convertible –– 279,600 412 680 8/4395 6 1930 4.3 10.3 ––

650i Gran Coupe –– 227,000 330 650 8/4395 6 2019* 5.06* 8.6 11/12

M6 Gran Coupe –– 275,600 412 680 8/4395 6 1950 4.2 9.9 ––

730d –– 193,700 180 540 6/2993 6 1963* 6.65* 7.2 03/10

750i –– 235,700 300 600 8/4395 6 2112* 5.44* 11.4 04/09

750Li –– 245,700 327 600 8/4395 6 2055 5.3 11.4 ––

760Li –– 358,700 400 750 12/5972 6 2272* 4.93* 13.0 12/10

Z4 sDrive20i –– 87,750 135 270 4/1997 6 1395 6.9 6.8 ––

X1 sDrive18d –– 67,000 105 200 4/1995 6 1480 9.6 4.9 ––

X1 sDrive20i –– 70,400 135 270 4/1997 6 1485 7.4 6.9 ––

X1 sDrive20d –– 72,400 130 350 4/1995 6 1589* 7.60* 5.3 12/12

X1 xDrive20d –– 78,400 130 350 4/1995 6 1650 8.4 5.8 ––

X3 xDrive20d –– 91,350 135 380 4/1995 8 1847* 8.75* 5.6 04/11

X3 xDrive30d –– 111,950 190 560 6/2993 8 1875 6.2 6.0 ––

X5 xDrive30d –– 129,500 190 560 6/2993 6 2145 6.9 6.2 ––

X5 M50d –– 174,500 280 740 6/2993 8 2416* 5.32* 6.7 02/14

X6 xDrive30d –– 139,500 180 540 6/2993 6 2150 7.5 7.4 ––

X6 xDrive40d –– 152,500 225 600 6/2993 6 2283* 6.56* 7.5 01/11

X6 xDrive50i –– 176,500 300 600 8/4395 6 2310* 5.44* 12.5 05/09

X6 xDrive M50d –– 180,500 280 740 6/2993 6 2225 5.3 7.7 ––

X6 M –– 212,100 408 680 8/4395 6 2402* 4.81* 13.9 04/10

NB: BMW includes all On Road Costs in its Drive-Away pricing. For more details refer to bmw.co.nz

cheryauto.co.nz

J1 12,990 –– 62 122 4/1300 2 1040 –– 6.7 ––

J3 16,990 –– 87 147 4/1597 6 1350 –– 8.9 ––

J11 21,990 23,990 102 182 4/2000 2 1375 –– 8.9 ––

chrysler.co.nz

300 Ltd –– 57,990 210 340 6/3604 6 1814 –– 9.7 ––

300 Ltd CRD –– 62,990 177 550 6/2987 6 2117 7.4 7.2 ––

300C –– 62,990 210 340 6/3604 6 1828 –– 9.7 ––

300C CRD –– 67,990 177 550 6/2987 6 2117 7.4 7.2 ––

300C Luxury –– 67,990 210 340 6/3604 6 1897* 7.34* 9.7 10/12

300C Luxury CRD –– 73,990 177 550 6/2987 6 2117 7.4 7.2 ––

300C SRT8 Core –– 74,990 347 631 8/6424 6 1979 4.8 13.0 09/13

300C SRT8 –– 87,990 347 631 8/6424 6 1979 4.91* 13.0 09/12

Grand Voyager –– 69,990 120 360 4/2776 6 2124 –– 8.4 ––

Grand Voyager Ltd –– 84,990 120 360 4/2776 6 2240 –– 8.4 ––

citroën.co.nz

C3 Seduction 23,490 –– 60 118 3/1199 6 1050 12.3 4.6 ––

C3 Seduction VTi –– 25,990 88 160 4/1598 6 1164 10.9 6.6 ––

C3 Exclusive VTi –– 28,990 88 160 4/1598 6 1164 10.9 6.6 ––

C4 Seduction VTi 88kW –– 28,990 88 160 4/1598 6 1273 11.9 7.0 ––

C4 Exclusive VTi 88kW –– 31,490 88 160 4/1598 6 1273 11.9 7.0 ––

C4 Grand Picasso Seduction –– 42,990 110 370 4/1997 6 –– 9.7 4.5 ––

C4 Grand Picasso Intensive –– 49,990 110 370 4/1997 6 –– 9.7 4.5 ––

C4 Aircross Seduction 4x2 –– 36,990 110 197 4/1997 7 1395 10.2 7.9 ––

C4 Aircross Exclusive 4x2 –– 38,990 110 197 4/1997 7 1414* 10.53* 7.9 06/13

C4 Aircross Exclusive 4x4 –– 43,990 110 197 4/1997 7 1460 10.9 8.1 ––

C5 Exclusive HDi 120kW –– 54,990 120 340 4/1997 9 1722* 9.42* 7.1 08/10

C5 Exclusive HDi Tourer 120kW –– 57,990 120 340 4/1997 7 –– 11.8 7.1 ––

DS3 D Style 88kW –– 36,990 88 160 4/1598 6 1171* 10.89* 7.0 01/11

DS3 D Sport 115kW 38,990 –– 115 240 4/1598 6 1165 7.3 6.7 ––

DS3 D Style Cabrio 88kW –– 40,990 88 160 4/1598 6 1220 10.9 6.7 ––

DS3 D Sport Cabrio 115kW –– 42,990 115 240 4/1598 6 1250 7.3 6.7 ––

DS4 DStyle 120kW –– 44,990 120 240 4/1598 6 –– 9.4 7.7 ––

DS4 DSport 147kW 48,990 –– 147 275 4/1598 6 –– 7.9 6.4 ––

DS5 D Sport –– 59,990 115 240 4/1598 8 1570* 9.83* 7.3 06/13

DS5 D Sport HDi –– 59,990 120 340 4/1997 8 1704 9.8 6.1 ––

dodge.co.nz

Journey SXT –– 38,240 206 342 6/3604 6 1750 8.3 10.4 ––

Journey R/T –– 46,990 206 342 6/3604 6 1775 8.3 10.4 ––

ferrari.co.nz

California –– 452,500 338 485 8/4297 4 1891* 4.59* 13.1 06/10

458 Italia –– 534,000 425 540 8/4499 4 1485 3.3 13.7 ––

458 Italia Spider –– 585,000 425 540 8/4499 4 1430 3.4 11.8 ––

FF –– 635,000 492 683 12/6262 4 1880 3.7 15.4 ––

F12berlinetta –– 693,100 545 690 12/6262 4 1525 3.1 15.1 ––

fiat.co.nz

500 Pop 19,990 21,990 51 102 4/1242 7 905 12.9 5.0 ––

500 Sport 24,990 26,990 74 131 4/1368 7 970 10.5 5.8 ––

500 Cabriolet Pop –– 24,990 51 102 4/1242 7 970 –– 5.0 ––

500 Cabriolet Sport –– 29,990 74 131 4/1368 7 1075* 11.25* 5.8 04/10

500 Cabriolet Lounge –– 32,990 63 145 2/875 7 970 –– 3.9 ––

Abarth 500 Eseesse 42,990 –– 118 230 4/1368 7 1110* 8.16* 6.5 05/11

Abarth 500 Cabriolet Eseesse –– 46,990 118 230 4/1368 7 –– 7.6 6.5 ––

ford.co.nz

Fiesta Trend 23,990 25,490 82 140 4/1596 7 1076 –– 5.8 ––

Fiesta Sport 27,340 28,840 92 170 3/999 7 1150* 9.41* 4.2 02/14

Fiesta ST 34,990 –– 134 240 4/1560 7 1191* 7.07* 5.9 07/13

Focus Ambiente –– 33,340 92 159 4/1596 6 1393 –– 6.4 ––

Focus Ambiente wagon –– 34,840 92 159 4/1596 6 1340 –– 6.4 ––

Focus Trend –– 36,340 125 202 4/1999 6 1420 –– 6.6 ––

Focus Trend Diesel –– 39,340 120 340 4/1997 6 1538 –– 5.4 ––

Focus Trend Diesel wagon –– 40,840 120 340 4/1997 6 1485 –– 5.3 ––

Focus Sport –– 42,340 125 202 4/1999 6 1420 –– 6.7 ––

Focus Titanium –– 47,340 125 202 4/1999 6 1420 –– 6.7 ––

Focus Titanium sedan –– 47,340 125 202 4/1999 6 1426 –– 6.7 ––

Focus ST 52,840 –– 184 360 4/1999 6 1461* 6.68* 7.2 12/12

Mondeo LX hatch –– 43,340 118 208 4/2261 7 1699 –– 9.3 ––

Mondeo LX wagon –– 44,840 118 208 4/2261 7 1788 –– 9.3 ––

Mondeo Diesel LX hatch –– 46,340 120 340 4/1997 7 1806 –– 5.6 ––

Mondeo Diesel LX wagon –– 47,840 120 340 4/1997 7 1806 –– 5.6 ––

Mondeo EcoBoost Zetec hatch –– 48,340 149 300 4/1999 7 –– –– 8.0 ––

Mondeo Diesel Zetec hatch –– 50,340 120 340 4/1997 7 1754 –– 5.6 ––

Mondeo EcoBoost Titanium hatch –– 53,340 149 300 4/1999 7 1655 7.85* 8.0 11/11

Mondeo Diesel Titanium hatch –– 55,340 120 340 4/1997 7 1673* 9.53* 5.6 05/11

Falcon XT EcoBoost –– 48,840 179 353 4/1999 6 1648* 6.98* 8.1 07/12

Falcon XT EcoLPI –– 50,840 198 409 6/3984 6 1718 –– 12.3 ––

Falcon XR6 –– 54,340 195 391 6/3984 6 1754* 6.98* 10.2 07/12

Falcon XR6 Turbo –– 59,340 270 533 6/3984 6 1780* 5.19* 11.7 09/08

G6E –– 59,340 195 391 6/3984 6 –– –– 10.1 ––

G6E Turbo –– 64,340 270 533 6/3984 6 1798* 5.29* 11.1 06/08

Falcon XR6 Ute –– 46,340 195 391 6/3984 2 1762* 7.37* 11.5 ––

Kuga Ambiente EcoBoost –– 39,990 134 240 4/1596 7 1682 –– 7.7 ––

Kuga Trend EcoBoost –– 43,990 134 240 4/1596 7 1682 –– 7.7 ––

Kuga Trend Diesel –– 45,990 120 340 4/1997 7 1707 –– 6.2 ––

mailto:[email protected]


http://auckland.bentleymotors.com

http://www.bmw.co.nz

http://www.dodge.co.nz

http://www.ferrari.co.nz

http://www.fiat.co.nz

http://www.ford.co.nz

http://www.cheryauto.co.nz

http://www.chrysler.co.nz


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Kuga Titanium EcoBoost –– 52,990 134 240 4/1596 7 1721* 10.50* 7.7 08/13

Kuga Titanium Diesel –– 54,990 120 340 4/1997 7 1750* 9.91* 6.2 07/13

Territory TX RWD –– 49,990 195 391 6/3984 7 2002 –– 10.6 ––

Territory TX AWD Diesel –– 59,990 140 440 6/2710 7 2142 –– 8.2 ––

Territory TS RWD –– 54,990 195 391 6/3984 7 2011 –– 10.6 ––

Territory TS RWD Diesel –– 59,990 140 440 6/2710 7 2072 –– 8.2 ––

Territory TS AWD Diesel –– 64,990 140 440 6/2710 7 2144 –– 8.8 ––

Territory Titanium RWD –– 59,990 195 391 6/3984 7 2011 –– 10.6 ––

Territory Titanium AWD Diesel –– 69,990 140 440 6/2710 7 2160* 10.17* 9.0 07/11

Ranger super cab 4x2 XL 40,640 –– 147 470 5/3199 7 1921 –– 8.4 ––

Ranger super cab 4x2 XLT –– 47,340 147 470 5/3199 7 2001 –– 8.9 ––

Ranger double cab 4x2 XL 43,040 45,040 147 470 5/3199 7 1944 –– 8.9 ––

Ranger double cab 4x2 XLT 46,540 48,540 147 470 5/3199 7 2052 –– 8.9 ––

Ranger super cab 4x4 XL 53,140 –– 147 470 5/3199 7 2044 –– 8.9 ––

Ranger super cab 4x4 XLT –– 57,440 147 470 5/3199 7 2112 –– 8.9 ––

Ranger double cab 4x4 XL 54,440 56,440 147 470 5/3199 7 1929 –– 8.9 ––

Ranger double cab 4x4 XLT 59,040 61,040 147 470 5/3199 7 2139* 10.89* 8.9 ––

Ranger double cab 4x4 Wildtrak 64,640 66,640 147 470 5/3199 7 2233 –– 9.4 ––

fpv.co.nz

GS –– 72,340 315 545 6/3984 6 1835* 5.38* 13.6 03/11

F6 –– 78,340 310 565 6/3984 6 1812* 4.99* 12.3 10/08

GT –– 88,340 335 570 8/4998 6 –– –– 14.0 ––

GT-P –– 97,340 335 570 8/4998 6 1855* 5.17* 13.7 01/11

GT-E –– 97,340 335 570 8/4998 6 –– –– 13.7 ––

GS ute –– 65,340 315 545 8/4998 4 –– –– 14.0 ––

greatwallauto.co.nz

V240 d/cab 4x2 24,990 –– 100 200 4/2378 2 1660 –– 10.7 ––

V240 d/cab 4x4 27,990 –– 100 200 4/2378 2 1780 –– 10.7 ––

V200 double cab 4x2 26,990 –– 105 320 –– 2 –– –– 8.3 ––

V200 double cab 4x4 29,990 –– 105 320 –– 2 –– –– 8.3 ––

X240 28,990 –– 100 200 4/2378 2 1805 –– 10.3 ––

X200 31,990 34,990 105 310 4/1996 2 1890 –– 9.2 ––

holden.co.nz

Barina Spark CD 16,990 –– 59 107 4/1206 6 –– –– 5.6 ––

Barina Spark CDX 18,490 –– 59 107 4/1206 6 985* 13.27* 5.6 01/11

Barina CD hatch 22,990 24,990 85 155 4/1598 6 –– –– 6.7 ––

Barina CDX hatch –– 26,990 85 155 4/1598 6 –– –– 6.4 ––

Barina CD sedan –– 24,990 85 155 4/1598 6 –– –– 6.7 ––

Barina RS hatch 26,490 27,990 103 200 4/1364 6 1276 9.54* 6.5 01/14

Trax LS –– 32,990 103 175 4/1796 6 1356 –– 7.0 ––

Trax LTZ –– 35,490 103 175 4/1796 6 1392* 10.57* 7.6 12/13

Cruze 1.8 Equipe –– 30,990 104 175 4/1796 6 1492 –– 7.4 ––

Cruze 1.4 Turbo Equipe –– 32,990 103 200 4/1364 6 1426 –– 6.8 ––

Cruze 2.0d Equipe –– 35,990 120 360 4/1991 6 –– –– 6.7 ––

Cruze 1.8 CDX –– 33,490 104 175 4/1796 6 1409 –– 7.4 ––

Cruze 1.6 Turbo SRI-V –– 39,490 132 230 4/1598 6 1493 –– 7.9 ––

Cruze 1.8 Equipe hatch –– 30,990 104 175 4/1716 6 –– –– 7.0 ––

Cruze 2.0d Equipe hatch –– 35,990 120 360 4/1991 6 –– –– 6.7 ––

Cruze 1.6 Turbo SRI hatch –– 36,490 132 230 4/1598 6 1502* 8.88* 7.9 07/13

Cruze 1.6 Turbo SRI-V hatch –– 39,490 132 230 4/1598 6 –– –– 7.9 ––

Cruze sportwagon CD –– 32,490 104 176 4/1716 6 –– –– –– ––

Cruze sportwagon CDX –– 34,990 104 176 4/1716 6 1482* 12.48* 7.5 02/13

Cruze sportwagon CD CRDi –– 37,490 120 360 4/1991 6 –– –– –– ––

Malibu CD –– 42,900 123 225 4/2384 6 1583 –– 8.0 ––

Malibu CDX –– 45,900 123 225 4/2384 6 1621* 9.43* 8.0 09/13

Malibu CD CRDi –– 45,400 117 350 4/1956 6 1672* 9.17* 6.4 10/13

Malibu CDX CRDi –– 48,400 117 350 4/1956 6 1684 –– 6.5 ––

Captiva 5 LT 4x2 36,990 38,490 123 230 4/2384 6 1681 –– 9.1 ––

Captiva 5 LT 4x4 CRDi –– 43,490 135 400 4/2231 6 1886 –– 8.5 ––

Captiva 5 LTZ 4x2 –– 41,490 123 230 4/2384 6 1681 –– 9.1 ––

Captiva 5 LTZ 4x4 CRDi –– 46,490 135 400 4/2231 6 1886 –– 8.5 ––

Captiva 7 LS 4x2 –– 40,490 123 230 4/2384 6 1750 –– 9.1 ––

Captiva 7 LT 4x4 –– 49,490 190 288 6/2997 6 1885 –– 11.3 ––

Captiva 7 LTZ 4x4 –– 54,490 190 288 6/2997 6 1902* 9.47* 11.3 07/11

Captiva 7 LS 4x2 CRDi –– 44,490 135 400 4/2231 6 1851 –– 8.1 ––

Captiva 7 LT 4x2 CRDi –– 51,490 135 400 4/2231 6 1944* 9.98* 8.3 09/11

Captiva 7 LTZ 4x2 CRDi –– 56,490 135 400 4/2231 6 1948 –– 8.3 ––

Commodore Evoke –– 49,990 185 290 6/2997 6 1622 –– 8.3 ––

Commodore SV6 –– 55,490 210 350 6/3564 6 1685 –– 9.0 ––

Commodore SS –– 61,490 260 517 8/5967 6 1744 –– 11.5 ––

Commodore SSV –– 68,990 260 517 8/5967 6 1754 –– 11.5 ––

Commodore SSV Redline –– 74,490 260 517 8/5967 6 1780 –– 11.8 ––

Calais V6 –– 58,490 210 350 6/3564 6 1702 –– 9.0 ––

Calais V V6 –– 66,490 210 350 6/3564 6 1724* 6.96* 9.0 09/13

Calais V V8 –– 72,490 260 517 8/5967 6 1778 –– 11.7 ––

Commodore Evoke Sportwagon –– 52,490 185 290 6/2997 6 1717 –– 8.6 ––

Commodore SV6 Sportwagon –– 57,990 210 350 6/3564 6 1776 –– 9.3 ––

Commodore SSV Sportwagon –– 71,490 260 517 8/5967 6 1849 –– 11.7 ––

HOME OF THE V8 SUPERCARS

NEW ZEALAND ROUND

For information regarding hireage

Contact Greg or Anne on 09 238 0553

139 Wairau Road, Glenfield, Auckland

1991 Chevrolet CorvetteZR1 5.7L, manual 6-speed, petrol

$39,995 60,372 kms

WWW.BUNCE.CO.NZ

2010 Chevrolet CamaroSS 6.2L, manual 6-speed, RHD, petrol

$69,995 11,909 kms

2014 Chevrolet Silverado1500 Z71 4WD LTZ 5.3L, auto, petrol

$P.O.A.

2006 Chevrolet SS RUte 6.0L, auto, petrol

$70,000 1,600 kms

http://WWW.BUNCE.CO.NZ


http://www.bunce.co.nz

http://www.fpv.co.nz

http://www.greatwallauto.co.nz

http://www.holden.co.nz


$ M

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Commodore SSV Sportwagon Redline –– 76,990 260 517 8/5967 6 1851 –– 11.8 ––

Calais V Sportwagon V6 –– 68,990 210 350 6/3564 6 1808 –– 9.3 ––

Calais V Sportwagon V8 –– 74,990 260 517 8/5967 6 1866 –– 11.7 ––

SV6 ute –– 48,990 210 350 6/3564 6 1681 –– 9.0 ––

SS ute –– 54,990 260 530 8/5967 6 1733 –– 11.5 ––

SSV ute –– 59,490 260 530 8/5967 6 1749 –– 11.5 ––

SSV Redline ute 62,990 –– 270 530 8/5967 6 1729* 5.33* 11.8 10/13

SSV Redline ute –– 62,990 260 517 8/5967 6 1753 –– 11.8 ––

Caprice V6 LPG –– 74,990 180 320 6/ 3564 6 –– –– 12.1 ––

Caprice V8 –– 79,990 260 530 8/5967 6 1851 –– 11.7 ––

Volt –– 85,000 111 370 n.a. 8 1719* 9.82* n.a 12/12

Colorado crew cab 4x2 LX 44,490 –– 147 440 4/2776 6 –– –– 7.6 ––

Colorado crew cab 4x2 LT 45,990 –– 147 440 4/2776 6 –– –– 7.6 ––

Colorado crew cab 4x2 LT –– 47,990 147 500 4/2776 6 –– –– 8.8 ––

Colorado crew cab 4x2 LTZ 49,990 –– 147 440 4/2776 6 –– –– 7.9 ––

Colorado crew cab 4x2 LTZ –– 51,990 147 500 4/2776 6 –– –– 8.9 ––

Colorado space cab 4x4 LTZ 58,490 –– 147 440 4/2776 6 –– –– 7.9 ––

Colorado crew cab 4x4 LX 54,490 –– 147 440 4/2776 6 –– –– 7.9 ––

Colorado crew cab 4x4 LT 57,990 –– 147 440 4/2776 6 –– –– 7.9 ––

Colorado crew cab 4x4 LT –– 59,900 147 500 4/2776 6 –– –– 9.0 ––

Colorado crew cab 4x4 LTZ 59,990 –– 147 440 4/2776 6 –– –– 8.1 ––

Colorado crew cab 4x4 LTZ –– 61,990 147 500 4/2776 6 2155* 9.98* 9.1 04/14

Colorado 7 4x4 LT –– 62,990 147 500 4/2776 6 –– –– 9.2 ––

Colorado 7 4x4 LTZ –– 66,990 147 500 4/2776 6 –– –– 9.2 ––

hsv.com.au

ClubSport 83,890 85,390 317 550 8/6162 6 1755 –– 12.6 ––

ClubSport R8 92,890 94,390 325 550 8/6162 6 1771* 4.88* 12.6 09/13

Maloo 79,890 81,390 317 550 8/6162 6 1753 –– 12.6 ––

Maloo R8 87,890 89,390 325 550 8/6162 6 1787 –– 12.6 ––

ClubSport R8 tourer 93,890 95,390 325 550 8/6162 6 1834 –– 12.6 ––

Senator Signature 105,990 105,990 325 550 8/6162 6 1795 –– 12.6 ––

Grange –– 110,990 325 550 8/6162 6 1838 –– 12.9 ––

GTS 122,990 125,290 430 760 8/6162 6 1902* 4.13* 15.7 12/13

honda.co.nz

Jazz 1.3S 22,900 24,900 73 127 4/1339 6 1060* 10.6* 5.8 06/11

Jazz Sport –– 27,900 88 145 4/1497 6 1115 –– 6.7 ––

Jazz Hybrid –– 31,500 65 121 4/1339 6 1172* 11.30* 4.5 05/13

City S –– 29,500 88 145 4/1497 6 1110 –– 6.6 ––

City L –– 32,875 88 145 4/1497 6 1110 –– 6.6 ––

Civic S –– 33,900 104 174 4/1799 6 1245 –– 6.7 ––

Civic 2.0N –– 39,990 114 190 4/1998 6 1290 –– 7.5 ––

Civic Euro S 29,900 34,900 104 174 4/1798 6 1267* 9.07* 6.1 08/12

Civic Euro L –– 38,900 104 174 4/1798 6 1342 10.82* 6.6 10/12

Insight SN –– 36,900 72 167 4/1339 6 1178 12.6 4.3 ––

CRV S 2wd 34,900 37,900 114 190 4/1998 6 1477* 10.28* 7.7 10/12

CRV SN 2wd –– 39,900 110 191 4/1998 6 1460 –– 6.9 ––

CRV N –– 46,600 140 222 4/2354 6 1580 –– 8.7 ––

CRV Sport N –– 51,700 140 222 4/2354 6 1621 –– 8.7 ––

CR-Z LN 42,000 42,000 100 190 4/1497 6 1154* 9.21* 5.0 02/12

Accord Euro SN 43,700 47,200 148 234 4/2354 6 1555 –– 8.5 ––

Accord Euro LN –– 51,000 148 234 4/2354 6 1595 –– 8.5 ––

Accord Euro Tourer LN –– 53,200 148 234 4/2354 6 1640 –– 8.5 ––

Accord S –– 45,900 129 225 4/2354 6 1530 –– 7.9 ––

Accord LN –– 49,900 129 225 4/2354 6 1567 –– 8.1 ––

Accord NT –– 55,000 129 225 4/2354 6 1565* 9.44* 8.1 08/13

Accord V6NT –– 60,000 206 339 6/3471 6 1669* 6.54* 9.2 11/13

Odyssey SN –– 47,000 132 218 4/2354 6 1645 –– 8.9 ––

hyundai.co.nz

i20 GL 24,990 25,990 73 136 4/1396 6 1061 –– 6.0 ––

i20 1.4 25,990 26,990 73 136 4/1396 6 1125* 12.47* 6.0 07/11

Accent hatch 1.6 –– 31,990 91 156 4/1591 6 1140 –– 6.4 ––

Accent hatch 1.6 Elite –– 35,990 91 156 4/1591 6 1140 –– 6.4 ––

i30 1.8 –– 35,990 110 178 4/1797 7 1225 –– 6.5 ––

i30 1.6 CRDi –– 39,990 94 260 4/1582 7 1366* 10.30* 4.5 09/11

i30 1.8 Elite –– 39,990 110 178 4/1797 7 1240 –– 6.9 ––

i30 1.6 CRDi Elite –– 43,990 94 260 4/1582 7 1310 –– 5.6 ––

i30 wagon 1.6 36,490 37,990 88 156 4/1591 7 1350 –– 6.7 ––

i30 wagon CRDi 40,490 41,990 94 260 4/1582 7 1452* 11.32* 4.5 05/13

Elantra –– 35,990 110 176 4/1797 6 1220 –– 7.1 ––

Elantra Elite –– 39,990 110 176 4/1797 6 1220 –– 7.1 ––

Elantra Elite Ltd –– 43,990 110 176 4/1797 6 1297* 9.73* 7.1 09/11

Veloster Elite –– 44,990 103 167 4/1591 6 1265 –– 6.4 ––

Veloster Turbo 49,990 49,990 150 265 4/1591 6 1355* 7.65* 6.8 ––

i45 2.0 –– 42,990 119 194 4/1998 6 1516 –– 7.6 ––

i45 2.4 –– 45,490 148 250 4/2359 6 1545 –– 7.9 ––

i45 2.4 Elite –– 49,990 148 250 4/2359 6 1513* 9.05* 7.9 07/10

i45 2.4 Elite Ltd –– 52,990 148 250 4/2359 6 1545 –– 7.9 ––

i40 1.7 CRDi –– 46,990 100 320 4/1685 9 1507 –– 5.6 ––

i40 1.7 CRDi Elite –– 51,990 100 320 4/1685 9 1609* 10.45* 6.0 05/13

i40 wagon –– 44,990 130 213 4/1999 9 1441 –– 7.5 ––

i40 wagon1.7 CRDi –– 48,990 100 320 4/1685 9 1514 –– 5.6 ––

i40 wagon 2.0 Elite –– 49,990 130 213 4/1999 9 1595 –– 7.7 ––

i40 wagon1.7 CRDi Elite –– 53,990 100 320 4/1685 9 1659 –– 6.0 ––

i40 wagon1.7 CRDi Elite Ltd –– 59,990 100 320 4/1685 9 1659 –– 6.0 ––

ix35 2.0 4x2 –– 39,990 129 197 4/1998 6 1417 –– 8.5 ––

ix35 2.0 4x2 Elite –– 43,990 129 197 4/1998 6 1417 –– 8.5 ––

ix35 2.4 –– 44,990 130 227 4/2359 6 1516 –– 9.0 ––

ix35 2.4 Elite –– 48,990 130 227 4/2359 6 1585 –– 9.0 ––

ix35 2.0R CRDi –– 50,990 135 392 4/1995 6 1636 –– 7.5 ––

ix35 2.0R CRDi Elite –– 54,990 135 392 4/1995 6 1643* 8.85* 7.5 09/10

Santa Fe –– 57,990 141 242 4/2359 7 1727 –– 9.0 ––

Santa Fe 7 seater –– 59,990 141 242 4/2359 7 1727 –– 9.0 ––

Santa Fe CRDi –– 63,990 145 436 4/2199 7 1831 –– 7.3 ––

Santa Fe CRDi 7 seater –– 65,990 145 436 4/2199 7 1831 –– 7.3 ––

Santa Fe Elite 7 seater –– 67,990 141 242 4/2359 7 1727 –– 9.0 ––

Santa Fe V6 4x2 7 seater –– 67,990 199 318 6/3342 7 1715 –– 9.0 ––

Santa Fe CRDi Elite 7 seater –– 73,990 145 436 4/2199 7 1951* 9.09* 7.3 05/13

Santa Fe CRDi Elite Limited 7 seater –– 79,990 145 436 4/2199 7 1831 –– 7.3 ––

jaguar.com/nz

XF 2.0 i4 SE –– 75,000 177 340 4/1999 6 1660 7.90 6.2 ––

XF 2.0 i4 Luxury –– 90,000 177 340 4/1999 6 1780* 7.21* 6.2 03/13

XF 2.2D Luxury –– 90,000 140 450 4/2179 6 1829* 8.42* 5.4 05/12

XF 3.0D S Luxury –– 115,000 202 600 6/2720 6 1905* 6.63* 6.3 04/12

XF Sportbrake 2.2D Luxury –– 95,000 147 450 4/2179 6 1824 8.8 5.2 ––

XF Sportbrake 3.0D S Luxury –– 120,000 202 600 6/2993 6 1880 6.6 6.1 ––

XFR –– 160,000 375 625 8/5000 6 1975* 4.61* 11.3 06/13

XFR-S –– 185,000 405 680 8/5000 6 1987 4.6 11.6 ––

F-Type coupe –– 125,000 250 450 6/2995 4 1577 5.3 8.8 ––

F-Type S coupe –– 140,000 280 460 6/2995 4 1594 4.9 9.1 ––

F-Type R coupe –– 185,000 404 680 8/5000 4 1650 4.2 11.1 ––

F-Type convertible –– 140,000 250 450 6/2995 4 1710* 5.42* 9.0 05/14

F-Type S convertible –– 155,000 280 460 6/2995 4 1614 4.9 9.1 ––

F-Type V8 S convertible –– 180,000 364 625 8/5000 4 1794* 4.04* 11.1 09/13

XK coupe –– 175,000 283 515 8/5000 4 1660 5.5 11.2 ––

XK convertible –– 190,000 283 515 8/5000 4 1696 5.6 11.2 ––

XK R coupe –– 195,000 375 625 8/5000 4 1850* 4.70* 12.3 11/09

XK R convertible –– 210,000 375 625 8/5000 4 1800 4.8 12.3 ––

XKR-S coupe –– 260,000 405 680 8/5000 4 1753 4.4 12.3 ––

XKR-S convertible –– 275,000 405 680 8/5000 4 1850 4.8 12.3 ––

XJ 3.0D Premium Luxury –– 155,000 202 600 6/2720 6 1895* 7.15* 7.0 11/10

XJR –– 220,000 405 680 8/5000 6 1995 4.6 11.6 ––

jeep.co.nz

Patriot Sport 4x2 29,990 32,990 115 190 4/1998 4 1490 –– 6.1 ––

Patriot Ltd 2.4 –– 43,990 125 220 4/2360 4 1525 –– 9.1 ––

Compass Sport 4x2 –– 32,990 115 190 4/1998 4 1437 –– 8.2 ––

Compass Ltd –– 43,990 125 220 4/2360 4 1570 –– 8.7 ––

Wrangler Sport 2dr –– 48,990 209 347 6/3605 4 –– –– 11.3 ––

Wrangler Sport 2dr CRD –– 53,990 147 460 4/2777 4 –– –– 8.6 ––

Wrangler Rubicon 2dr –– 57,990 209 347 6/3605 4 –– –– 11.3 ––

Wrangler Overland 2dr –– 59,990 209 347 6/3605 4 –– –– 11.3 ––

Wrangler Sport Unlimited –– 53,990 209 347 6/3605 4 2045* 9.25* 11.2 03/12

Wrangler Sport Unlimited CRD –– 58,990 209 347 4/2777 4 –– –– –– ––

Wrangler Rubicon Unlimited –– 62,990 209 347 6/3605 4 –– –– –– ––

Wrangler Overland Unlimited –– 64,990 209 347 6/3605 4 –– –– –– ––

Grand Cherokee Laredo 4x2 –– 64,990 210 347 6/3604 9 1996 8.3 10.1 ––

Grand Cherokee Laredo –– 68,990 210 347 6/3604 9 2084 8.3 10.4 ––

Grand Cherokee Laredo CRD –– 73,990 184 570 6/2987 9 2267 8.2 7.5 ––

Grand Cherokee Ltd V6 –– 80,990 210 347 6/3604 9 2169 8.3 10.4 ––

Grand Cherokee Ltd CRD –– 85,990 184 570 6/2987 9 2334* 7.92* 7.5 10/13

Grand Cherokee Ltd V8 –– 83,990 259 520 8/5654 9 2302 7.3 14.1 ––

Grand Cherokee Overland –– 93,990 210 347 6/3604 9 2169 8.3 10.4 ––

Grand Cherokee Overland CRD –– 98,990 184 570 6/2987 9 2327 8.2 7.5 ––

Grand Cherokee Overland V8 –– 96,990 259 520 8/5654 9 2329 7.3 13.0 ––

Grand Cherokee SRT8 –– 109,990 344 624 8/6424 9 2289 5.0 –– ––

kia.co.nz

Picanto LX ISG 18,590 –– 64 123 4/1250 7 967* 10.71* 4.3 10/11

Picanto LX –– 18,990 64 123 4/1250 7 870 –– 5.3 ––

Picanto EX –– 20,990 64 123 4/1250 7 870 –– 5.6 ––

Rio LX ISG 22,990 –– 80 137 4/1396 6 1119* 11.13* 5.3 06/12

Rio LX diesel ISG 24,990 –– 66 220 4/1396 6 1219* 11.64* 3.6 08/12

Rio LX –– 23,490 80 137 4/1396 6 1093 –– 6.4 ––

Rio EX –– 25,790 80 137 4/1396 6 1179* 14.07* 6.4 11/11

Soul EX –– 29,990 95 157 4/1591 6 1245 12.5 8.2 ––

Soul SX –– 33,490 95 157 4/1591 6 1245 12.5 8.2 ––

Soul SX 2.0 –– 35,490 115 195 4/1999 6 1267 10.2 8.4 ––

Cerato hatch LX –– 29,990 110 178 4/1797 6 1293 –– 7.1 ––



http://www.hsv.com.au

http://www.honda.co.nz

http://www.jaguar.com/nz

http://www.jeep.co.nz

http://www.hyundai.co.nz

http://www.kia.co.nz


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NEWMARKET


ES300h Ltd –– 94,995 118 213 4/2494 10 1665 8.5 5.5 ––

ES350 –– 94,995 204 346 6/3456 10 1630 7.4 9.5 ––

ES350 Ltd –– 108,995 204 346 6/3456 10 1665 7.4 9.5 ––

GS250 –– 105,000 154 253 6/2500 10 1675 8.75* 9.3 09/12

GS250 F Sport –– 109,400 154 253 6/2500 10 1720 8.8 9.3 ––

GS300h –– 110,500 133 221 6/2500 10 1735 –– 5.2 ––

GS300h F Sport –– 118,500 133 221 6/2500 10 1820 –– 5.2 ––

GS350 –– 118,400 233 378 6/3456 10 1650 6.3 9.7 ––

GS350 F Sport –– 126,400 233 378 6/3456 10 1740 6.3 9.7 ––

GS450h –– 135,400 252 352 6/3456 10 1881 6.07* 6.3 08/12

GS450h F Sport –– 143,400 252 352 6/3456 10 1910 6.1 6.3 ––

RX350 –– 101,400 204 346 6/3456 8 1975 8.0 10.8 ––

RX350 F Sport –– 108,400 204 346 6/3456 8 1975 8.0 10.8 ––

RX350 Ltd –– 117,400 204 346 6/3456 8 2085 8.0 10.8 ––

RX450h SE –– 125,400 220 n.a 6/3456 8 2110 7.8 6.4 ––

RX450h F Sport –– 127,400 220 n.a 6/3456 8 2110 7.8 6.4 ––

RX450h Ltd –– 135,400 220 n.a 6/3456 8 2205 7.8 6.4 ––

LX570 –– 196,900 270 530 8/5663 14 2740 7.98* 14.5 07/12

LS460 –– 199,500 285 493 8/4608 12 2080 6.54* 11.1 ––

LS460 F Sport –– 209,500 285 493 8/4608 12 2085* 6.61* 11.1 05/13

lotuscars.co.nz

Elise 86,990 –– 100 160 4/1598 2 876 6.5 6.3 ––

Elise S 96,990 –– 162 250 4/1798 2 924 4.6 7.5 ––

Exige S 131,990 –– 258 400 6/3456 2 1176 4.0 10.1 ––

Evora 2+2 129,990 145,990 206 350 6/3456 2 1383 5.0 9.3 ––

Evora S 2+2 153,990 165,990 258 400 6/3456 2 1437 4.6 9.9 ––

maserati.co.nz

GranTurismo –– 197,500 298 460 8/4244 6 1945* 5.2 14.3 04/08

GranTurismo S auto –– 218,200 338 520 8/4691 6 1880 4.8 15.5 ––

GranTurismo S MC supershift –– 227,200 338 520 8/4691 6 1930* 4.9 14.3 02/09

GranTurismo MC Stradale –– 345,000 338 520 8/4691 4 1770 4.5 14.4 ––

GranCabrio –– 239,400 331 510 8/4691 6 1980 5.2 14.5 ––

GranCabrio Sport –– 243,900 338 520 8/4691 6 1980 5.0 14.5 ––

GranCabrio MC –– 274,000 338 520 8/4691 6 1973 4.9 14.5 ––

Quattroporte S –– 194,900 301 550 6/2979 6 1760 5.1 10.5 ––

Quattroporte GTS –– 258,900 390 710 8/3799 6 1900 4.7 11.8 ––

mazda.co.nz

Mazda2 Classic 23,245 24,645 76 137 4/1498 6 1045* 11.53* 6.4 11/10

Mazda2 Sport 25,155 26,555 76 137 4/1498 6 1036* 9.57* 6.4 11/07

Mazda3 sedan GLX –– 32,795 114 200 4/1998 6 1291 9.4 5.7 ––

Mazda3 sedan GSX –– 35,595 114 200 4/1998 6 1291 9.4 5.7 ––

Mazda3 sedan SP25 –– 39,895 138 250 4/2488 6 1309 7.8 6.0 ––

Mazda3 sedan SP25 Ltd –– 47,495 138 250 4/2488 6 1309 7.8 6.0 ––

Mazda3 hatch GLX –– 32,795 114 200 4/1998 6 1296 9.3 5.8 ––

Mazda3 hatch GSX –– 35,595 114 200 4/1998 6 1296 9.3 5.8 ––

Mazda3 hatch SP25 38,395 39,895 138 250 4/2488 6 1308* 7.1 6.5 04/14

Mazda3 hatch SP25 Ltd –– 47,495 138 250 4/2488 6 1315 7.9 6.1 ––

Mazda6 GLX diesel –– 49,095 129 420 4/2191 6 1516 –– 5.4 ––

Mazda6 GSX –– 49,795 138 250 4/2488 6 1445* 7.62* 6.6 09/13

Mazda6 GSX diesel –– 51,995 129 420 4/2488 6 1530 –– 5.4 ––

Mazda6 Limited –– 58,595 138 250 4/2488 6 1461 –– 6.6 ––

Mazda6 Limited diesel –– 60,795 129 420 4/2191 6 1530 –– 5.4 ––

Mazda6 wagon GLX –– 45,495 114 210 4/1998 6 1446 –– 6.0 ––

Mazda6 wagon GLX diesel –– 49,095 129 420 4/2191 6 1535 –– 5.4 ––

Mazda6 wagon GSX –– 49,795 138 250 4/2488 6 1484 7.90* 6.6 06/13

Mazda6 wagon GSX diesel –– 51,995 129 420 4/2191 6 1550 –– 5.4 ––

Mazda6 wagon Limited diesel –– 60,795 129 420 4/2191 6 1550 –– 5.4 ––

MX-5 51,100 –– 118 188 4/1998 4 1129 –– 8.5 ––

MX-5 coupe 55,190 57,240 118 188 4/1998 4 1164* 7.31* 8.5 01/13

RX-8 Spirit R 56,695 –– 170 211 2/1308 6 1397* 6.95* 12.9 05/12

CX-5 GLX –– 39,695 114 200 4/1997 6 1475 –– 6.4 ––

CX-5 GSX –– 41,495 114 200 4/1997 6 1460* 10.10* 6.4 06/12

CX-5 GSX 4x4 –– 44,945 138 250 4/2488 6 1572 –– 7.4 ––

CX-5 GSX 4x4 diesel –– 47,095 129 420 4/2184 6 1637 –– 5.7 ––

CX-5 Ltd 4x4 –– 54,445 138 250 4/2488 6 1593 9.23* 7.4 06/13

CX-5 Ltd 4x4 diesel –– 56,495 129 420 4/2184 6 1662* 8.15* 5.7 06/12

CX-9 4x2 –– 58,490 204 367 6/3726 6 1956* 8.16* 11.0 12/13

CX-9 4x4 –– 65,490 204 367 6/3726 6 2054* 8.22* 11.3 01/13

BT-50 Freestyle cab 4x2 GLX 40,295 –– 147 470 5/3199 6 –– –– 8.4 ––

BT-50 Double cab 4x2 GLX 42,695 44,195 147 470 5/3199 6 –– –– 8.4 ––

BT-50 Double cab 4x2 GSX 46,195 48,195 147 470 5/3199 6 –– –– 8.4 ––

BT-50 Freestyle cab 4x4 GLX 51,795 –– 147 470 5/3199 6 –– –– 8.4 ––

BT-50 Double cab 4x4 GLX 52,995 –– 147 470 5/3199 6 –– –– 8.4 ––

BT-50 Double cab 4x4 GSX 57,595 59,595 147 470 5/3199 6 –– –– 8.4 ––

BT-50 Double cab 4x4 Ltd –– 62,395 147 470 5/3199 6 2172* 10.31* 8.9 01/12

Cerato hatch EX –– 33,490 110 178 4/1797 6 1293 –– 7.1 ––

Cerato hatch SX satnav –– 37,490 110 178 4/1797 6 1319* 11.12* 7.1 12/13

Cerato sedan LX –– 29,990 110 178 4/1797 6 1243 –– 7.1 ––

Cerato sedan EX –– 33,490 110 178 4/1797 6 1243 –– 7.1 ––

Cerato sedan SX satnav –– 37,490 110 178 4/1797 6 1304 –– 7.1 ––

Cerato sedan SX 2.0 sedan satnav –– 40,490 129 209 4/1999 6 1342* 9.30* 7.4 07/13

Cerato Koup SX –– 42,490 150 265 4/1591 6 1373* 7.70* 8.0 04/14

pro_cee’d GT 42,990 –– 150 265 4/1591 6 1373* 7.68* 7.4 05/13

Optima LX –– 43,990 148 250 4/2359 6 1478 –– 7.9 ––

Optima EX –– 45,990 148 250 4/2359 6 1478 –– 7.9 ––

Optima Ltd –– 50,490 148 250 4/2359 6 1556 –– 7.9 ––

Optima Ltd Satnav –– 52,490 148 250 4/2359 6 1578* 9.72* 7.9 05/14

Carens –– 37,990 122 213 4/1999 6 1541* 9.62* 7.9 09/13

Carnival V6 –– 45,990 202 343 6/3470 6 1996 –– 10.9 ––

Carnival V6 Ltd –– 51,990 202 343 6/3470 6 1996 –– 10.9 ––

Carnival R EX –– 49,990 143 429 4/2199 6 –– –– 8.1 ––

Carnival R Ltd –– 55,990 143 429 4/2199 6 –– –– 8.1 ––

Sportage Urban 2.0 LX 4x2 –– 34,240 122 197 4/1998 6 1500 10.6 8.7 ––

Sportage Urban 2.0 EX 4x2 –– 38,240 122 197 4/1998 6 1500 10.6 8.7 ––

Sportage 2.0 EX –– 42,240 122 197 4/1998 6 –– –– 8.8 ––

Sportage 2.0 Ltd satnav –– 48,240 122 197 4/1998 6 –– –– 8.8 ––

Sportage 2.4 EX –– 43,240 130 227 4/2359 6 1588 10.0 9.2 ––

Sportage 2.4 LTD –– 47,240 130 227 4/2359 6 1544* 9.87* 9.2 01/11

Sportage R EX CRDi –– 48,240 135 392 4/1995 6 1609 –– 7.5

Sportage R Ltd CRDi satnav –– 54,240 135 392 4/1995 6 1654* 8.85* 7.5 08/12

Sorento LX 2wd –– 46,690 130 227 4/2359 6 1693 –– 8.6 ––

Sorento LX –– 49,690 130 227 4/2359 6 1693 –– 8.8 ––

Sorento R LX CRDi 4x2 –– 50,890 145 436 4/2199 6 1817 –– 7.1 ––

Sorento R LX CRDi –– 53,890 145 436 4/2199 6 1817 –– 7.3 ––

Sorento R EX CRDi –– 58,890 145 445 4/2199 6 1817 –– 7.3 ––

Sorento R LTD CRDi Urban –– 60,690 145 445 4/2199 6 1817 –– 7.1 ––

Sorento R LTD CRDi –– 63,690 145 445 4/2199 6 1817 –– 7.3 ––

Sorento R Premium CRDi –– 66,390 145 445 4/2199 6 1941* 9.04* 7.3 01/13

lamborghini.co.nz

LP560-4 Coupe 425,000 447,000 419 540 10/5204 4 1500 3.7 14.7 ––

LP560-4 Spyder 475,000 497,000 419 540 10/5204 4 1550 4.0 15.0 ––

LP570-4 Superleggera 495,000 517,000 419 540 10/5204 4 1340 3.4 14.4 ––

LP570-4 Spyder Performante 545,000 567,000 419 540 10/5204 4 1340 3.4 14.4 ––

Aventador LP 700-4 –– 675,000 515 690 12/6498 7 1575 3.30* 17.2 05/12

land rover.co.nz

Defender 90 SW 63,000 –– 90 360 4/2401 –– 1886* 16.78* –– 02/08

Defender 110 pick up 66,500 –– 90 360 4/2401 –– 1884 –– –– ––

Defender 110 SW 66,000 –– 90 360 4/2401 –– 2041 –– –– ––

Defender 130 pick up** 66,500 –– 90 360 4/2401 –– 2120 –– –– ––

Freelander 2 TD4 –– 60,000 110 420 4/2179 7 1770 11.2 7.0 ––

Freelander 2 Si4 –– 60,000 177 340 4/1999 7 –– 8.8 9.6 ––

Discovery 4 TDV6 SE –– 90,000 140 440 6/2720 8 –– 12.7 10.2 ––

Discovery 4 SDV6 HSE –– 108,000 180 600 6/2993 8 2610* 9.25* 9.3 02/10

Range Rover Evoque TD4 Pure –– 73,000 110 400 4/2179 6 1715 9.6 6.5 ––

Range Rover Evoque TD4 Dynamic –– 89,000 110 400 4/2179 6 1715 9.6 6.5 ––

Range Rover Evoque SD4 Pure –– 78,000 140 420 4/2179 6 1715 8.5 6.5 ––

Range Rover Evoque SD4 Dynamic –– 94,000 140 420 4/2179 6 1873 8.55 6.5 01/12

Range Rover Evoque Si4 Pure –– 78,000 177 340 4/1999 6 1670 7.6 8.7 ––

Range Rover Evoque Si4 Dynamic –– 94,000 177 340 4/1999 6 1670 7.6 8.7 ––

Range Rover Sport TDV6 SE –– 125,000 190 600 6/2993 8 2115 7.6 7.3 ––

Range Rover Sport SDV6 HSE –– 140,000 215 600 6/2993 8 2115 7.2 7.5 ––

Range Rover Sport Supercharged HSE –– 170,000 375 625 8/5000 8 2463* 4.90* 13.8 03/14

Range Rover Sport S/C Autobiography –– 185,000 375 625 8/5000 8 2310 5.3 13.8 ––

Range Rover TDV6 HSE –– 160,000 190 600 6/2993 8 2421* 8.28* 7.5 ––

Range Rover SDV8 Vogue –– 180,000 250 700 8/4367 8 2597* 7.24* 8.7 04/13

Range Rover Vogue SE Supercharged –– 210,000 375 625 8/5000 8 2330 5.4 13.8 ––

lexus.co.nz

CT200h –– 49,995 73 142 4/1798 7 1465 10.3 4.1 ––

CT200h F Sport –– 59,995 73 142 4/1798 7 1465 10.3 4.1 ––

CT200h Ltd –– 69,995 73 142 4/1798 7 1465* 11.90* 4.1 06/11

IS250 –– 73,995 153 252 6/2500 10 1555 8.1 9.2 ––

IS250 F Sport –– 84,995 153 252 6/2500 10 1627* 8.02* 9.2 11/13

IS250 Ltd –– 87,395 153 252 6/2500 10 1555 8.1 9.2 ––

IS300h –– 80,995 133 221 4/2494 10 1635 8.5 4.9 ––

IS300h F Sport –– 91,995 133 221 4/2494 10 1635 8.5 4.9 ––

IS300h Ltd –– 92,195 133 221 4/2494 10 1635 8.5 4.9 ––

IS350 –– 94,995 233 378 6/3500 10 1638* 6.59* 9.7 10/13

IS350 F Sport –– 105,995 233 378 6/3500 10 1640 5.9 9.7 ––

IS350 Ltd –– 108,395 233 378 6/3500 10 1640 5.9 9.7 ––

IS F –– 145,900 311 505 8/4969 8 1715* 4.95* 11.4 04/12

ES300h –– 80,995 118 213 4/2494 10 1630 8.5 5.5 ––

http://www.lotuscars.co.nz

http://www.lamborghini.co.nz

http://www.maserati.co.nz

http://www.landrover.co.nz

http://www.mazda.co.nz

http://www.lexus.co.nz

mercedes-benz.co.nz

A 180 –– 46,900 90 200 4/1595 9 1370 9.1 5.8 ––

A 200 –– 54,900 115 250 4/1595 9 1370 8.3 6.1 ––

A 200 CDI –– 54,900 100 300 4/1796 9 1478* 8.71* 4.6 07/13

A 250 Sport –– 64,900 155 350 4/1991 9 1465* 6.80* 6.6 08/13

A 45 AMG –– 94,900 265 450 4/1991 9 1607* 4.48* 6.9 11/13

B 180 –– 49,900 90 200 4/1595 9 1395 10.2 6.1 ––

B 200 –– 56,900 115 250 4/1595 9 1497* 8.90* 6.1 08/12

B 200 CDI –– 56,900 100 300 4/1796 9 1475 9.3 4.7 ––

CLA 200 –– 65,900 115 250 4/1595 9 1430 8.5 5.7 ––

CLA 250 Sport 4MATIC –– 79,900 155 350 4/1991 9 1540 6.6 6.6 ––

CLA 45 AMG 4MATIC –– 107,900 265 450 4/1991 9 1650* 4.62* 7.0 ––

GLA 200 CDI –– 64,990 115 300 4/2143 7 1505 9.9 4.6 ––

GLA 250 4MATIC –– 76,990 155 350 4/1991 7 1505 7.1 7.0 ––

GLA 45 AMG 4MATIC –– 99,900 265 450 4/1991 7 1585 4.8 7.5 ––

C 200 CGI –– 69,900 135 270 4/1796 9 1470 8.2 7.2 ––

C 200 CDI –– 72,500 100 330 4/2143 9 1542 9.1 5.4 ––

C 250 CGI Elegance/Avantgarde –– 84,900 150 310 4/1796 9 1480 7.4 7.2 ––

C 250 CDI Elegance/Avantgarde –– 87,500 150 500 4/2143 9 1675* 7.31* 5.1 08/11

C 300 Elegance/Avantgarde –– 99,900 185 340 6/3498 9 1565 –– 8.3 ––

C 350 CDI Elegance/Avantgarde –– 109,900 195 620 6/2987 9 1682 –– 6.1 ––

C 63 AMG Edition 507 –– 181,407 336 600 8/6208 9 1812* 4.23* 12.0 05/14

C 200 CGI estate –– 72,900 135 270 4/1796 9 1565 8.1 7.7 ––

C 200 CDI estate –– 75,500 100 330 4/2143 9 1645 9.5 5.5 ––

C 250 CGI Elegance/Avantgarde estate –– 87,900 150 310 4/1796 9 1575 7.4 7.5 ––

C 250 CDI Elegance/Avantgarde estate –– 90,500 150 500 4/2143 9 1675 –– 5.3 ––

C 180 CGI coupe –– 69,900 115 250 4/1796 11 1520 8.9 7.3 ––

C 250 CGI coupe –– 86,900 150 310 4/1796 11 1550 7.2 7.0 ––

C 250 CDI coupe –– 89,500 150 500 4/2143 11 1655 7.1 5.1 ––

C 350 CGI coupe –– 112,900 225 370 6/3498 11 1615 6.0 8.3 ––

C 63 AMG coupe –– 168,900 336 600 8/6208 11 1730 4.5 12.0 ––

E 250 –– 114,000 155 350 4/1991 11 1680 7.4 6.4 ––

E 250 CDI –– 114,000 150 500 4/2143 11 1841* 7.69* 4.9 11/13

E 350 BlueTEC –– 131,000 185 620 6/2987 11 1885 6.6 6.1 ––

E 300 BlueTEC Hybrid –– 138,900 150 500 4/2143 11 1845 7.5 4.3 ––

E 400 –– 131,000 245 480 6/2996 11 1914* 5.84* 7.6 05/14

E 63 AMG –– 215,000 430 800 8/5461 11 1992* 4.26* 10.0 10/13

E 250 CGI Executive estate –– 116,900 150 310 4/1796 11 1735 8.4 8.0 ––

E 250 CDI Executive estate –– 116,900 150 500 4/2143 11 1845 7.2 9.7 ––

E 250 CDI Elegance/Avantgarde est –– 132,900 150 500 4/2143 11 1845 7.2 9.7 ––

E 250 CGI Elegance/Avantgarde est –– 132,900 150 310 4/1796 11 1735 8.4 7.3 ––

E 350 CGI Elegance/Avantgarde est –– 152,900 200 350 6/3498 11 1735 6.8 9.4 ––

E 500 Elegance/Avantgarde estate –– 186,900 285 530 8/5461 11 1925 5.4 11.1 ––

E 63 AMG estate –– 258,900 386 630 8/6208 11 1945 4.6 12.8 ––

E 250 CDI coupe –– 123,900 150 500 4/2143 11 1695 7.7 5.3 ––

E 250 CGI coupe –– 123,900 150 310 4/1796 11 1575 7.4 7.5 ––

E 350 coupe –– 143,900 200 350 6/3498 9 1695 6.3 9.5 ––

E 500 coupe –– 176,900 285 530 8/5461 9 1776* 4.95* 11.0 10/09

E 250 CGI cabriolet –– 135,900 150 310 4/1796 9 1695 7.8 7.9 ––

E 350 cabriolet –– 155,900 200 350 6/3498 9 1765 6.9 9.8 ––

E 500 cabriolet –– 188,900 285 530 8/5461 9 1888* 5.57* 11.0 06/10

CLS 350 CGI –– 162,000 225 370 6/3498 11 1735 6.1 7.0 ––

CLS 350 CDI –– 162,000 195 620 6/2987 11 1815 6.2 6.1 ––

CLS 500 CGI –– 197,000 300 600 8/4663 11 1907* 4.71* 9.0 03/12

CLS 63 AMG –– 277,000 386 700 8/5461 11 1870 4.4 9.9 ––

S 350 CGI –– 210,000 225 370 6/3498 9 1955 6.9 7.5 ––

S 500 –– 265,000 285 530 8/5461 9 2082* 6.60* 11.9 06/06

S 63 AMG –– 365,000 386 630 8/6208 9 2070 4.6 14.9 ––

S 600 LWB –– 385,000 380 830 12/5513 9 2180 4.6 14.3 ––

CL 500 CGI –– 285,000 320 530 8/4663 8 1995 5.4 12.1 ––

CL 600 –– 395,000 380 830 12/5513 8 2185 4.6 14.3 ––

CL 63 AMG –– 385,000 400 630 8/5461 8 2085 4.6 15.9 ––

SLK 200 roadster –– 88,500 135 270 4/1796 6 1785 7.0 6.9 ––

SLK 350 roadster –– 130,900 225 370 6/3498 6 1540 5.6 8.3 ––

SLS AMG Gullwing –– 460,000 420 650 8/6208 4 1695 3.8 13.2 ––

R 350 CDI SWB –– 124,900 165 510 6/2987 8 2220 8.7 9.5 ––

ML 250 BlueTEC –– 99,900 150 500 4/2143 9 2256* 8.64* 6.4 08/12

ML 250 BlueTEC Exclusive –– 112,900 150 500 4/2143 9 2175 9.0 6.4 ––

ML 350 BlueTEC –– 122,900 190 620 6/2987 9 2175 7.4 7.3 ––

ML 350 BlueEFFICIENCY –– 122,900 225 370 6/3498 9 2130 7.6 8.9 ––

ML 500 –– 150,900 300 600 8/4663 9 –– –– 12.3 ––

ML 63 AMG –– 197,900 380 700 8/5461 9 2420* 4.80* 11.8 09/12

R 350 CDI –– 124,900 195 620 6/2987 8 2395 7.7 8.5 ––

GL 350 BlueTEC –– 154,900 190 620 6/2987 8 2601* 8.19* 7.7 08/13

GL 500 –– 189,900 320 700 8/4663 8 2445 5.4 11.5 07/13

GL 63 AMG –– 235,900 410 760 8/5461 8 2580 5.28* 12.3 07/13

G 350 BlueTEC –– 179,900 155 540 6/2987 4 2500 9.1 11.2 ––

G 55 AMG –– 249,900 373 700 8/5439 4 2580 5.5 15.9 ––

mgmotors.co.nz

MG3 Style 19,990 –– 80 137 4/1498 6 1155 10.9 5.8 ––

MG6 S Magnette –– 29,990 118 215 4/1796 6 1475 8.4 7.9 ––

MG6 SE Magnette –– 31,990 118 215 4/1796 6 1480 8.4 7.9 ––

MG6 TSE Magnette –– 34,990 118 215 4/1796 6 1485 8.4 7.9 ––

MG6 S GT –– 29,990 118 215 4/1796 6 1485 8.4 7.9 ––

AVAILABLE NOW!

Pocher1:8 SCALE MODEL KITS

SECOND SHIPMENT

ARRIVING EARLY MAY!

Distributors: To have your prices updated, email your current price list and information to [email protected] by the 10th of each month

See www.toymod.com for a dealer near you.

1:8 Lamborghini Aventador in Orange or WhiteKits feature high quality painted diecast body parts. Also

metal sub-frames & suspension components& all panels including doors open.


http://www.toymod.com

http://www.mercedes-benz.co.nz

http://www.mgmotors.co.nz

Prices are RRP. Errors & Omissions Excepted. *tested by NZ Autocar ** no ABS no stability control106 new zealand autocar

$ M

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Model

NEWMARKET


MG6 SE GT –– 31,990 118 215 4/1796 6 1490 8.4 7.9 ––

MG6 TSE GT –– 34,990 118 215 4/1796 6 1495 8.4 7.9 ––

mini.co.nz

Ray 29,200 31,200 72 153 4/1598 6 –– 10.5 5.4 ––

Cooper 36,200 39,200 100 230 3/1499 6 1173* 8.07* 4.5 05/14

Cooper S 44,200 47,700 141 280 4/1998 6 1260* 6.50* 5.4 05/14

Cooper JCW 54,800 –– 155 280 4/1598 6 1178* 6.91* 6.9 01/09

Cooper S Coupe 51,200 54,200 135 240 4/1598 6 1165 6.9 6.3 ––

Cooper S Roadster 55,800 58,800 135 240 4/1598 6 1185 7.0 6.4 ––

Cooper JCW Coupe 62,200 –– 155 280 4/1598 6 1213* 6.96* 7.1 04/12

Cooper JCW Roadster 67,200 –– 155 280 4/1598 6 1185 6.5 –– ––

Cooper Clubman 41,200 44,200 88 160 4/1598 6 1258* 11.37* 6.8 05/08

Cooper Clubman D 45,600 –– 82 270 4/1560 6 1250 10.4 4.1 ––

Cooper Clubman D –– 48,600 82 270 4/1995 6 –– –– –– ––

Cooper Clubman S 49,200 52,200 128 240 4/1598 6 1205 7.6 7.0 ––

Cooper convertible 46,200 49,200 88 160 4/1598 4 1175 9.8 7.9 ––

Cooper S convertible 54,200 57,200 128 240 4/1598 4 1275* 7.41* 8.8 03/09

Cooper S Paceman 53,500 –– 135 260 4/1598 6 1380* 7.28* 6.1 08/13

Cooper Countryman 43,700 46,700 90 160 4/1598 6 1365 10.5 6.5 ––

Cooper Countryman D 46,800 –– 82 270 4/1560 6 1385 10.9 4.4 ––

Cooper Countryman D –– 49,800 82 270 4/1995 6 –– –– –– ––

Cooper Countryman D ALL4 49,800 –– 82 270 4/1560 6 1450 11.6 4.9 ––

Cooper Countryman D ALL4 –– 52,800 82 270 4/1995 6 –– –– –– ––

Cooper Countryman S 51,500 54,500 135 240 4/1598 6 1405 7.6 6.6 ––

Cooper Countryman S ALL4 54,500 57,500 135 240 4/1598 6 1496* 8.40* 7.3 04/11

mitsubishi.co.nz

iMiEV –– 59,990 47 180 n.a. 6 1113* 14.36* n.a. 01/11

Mirage LS –– 18,990 58 102 3/1198 6 890 –– 4.6 ––

Mirage GLS –– 21,990 58 102 3/1198 6 901* 12.52* 4.9 04/13

Lancer ES –– 30,690 115 201 4/1997 3 1295 –– 7.2 ––

Lancer SEi –– 36,990 115 201 4/1997 7 1295 –– 7.3 ––

Lancer VR-X –– 40,890 127 230 4/2360 7 1415 –– 8.5 ––

Lancer ES hatch –– 30,690 115 201 4/1997 3 1355 –– 7.3 ––

Lancer SEi hatch –– 36,990 115 201 4/1997 7 1355 –– 7.3 ––

Lancer VRX hatch –– 40,890 127 230 4/2360 7 1445 –– 8.9 ––

ASX LS 4x2 –– 36,690 112 200 4/1998 7 1371* 10.22* 7.9 03/11

ASX Sport 4x2 –– 40,590 112 200 4/1998 7 1385 –– 7.9 ––

ASX Sport 4x4 –– 43,590 112 200 4/1998 7 1450 –– 8.1 ––

ASX Sport diesel 4x4 47,990 –– 112 305 4/1798 7 1563* 10.16* 5.7 10/10

Outlander LS 2.0 4x2 –– 39,990 112 193 4/1998 7 1420 –– 6.6 ––

Outlander LS –– 43,990 126 224 4/2360 7 1490 –– 7.5 ––

Outlander XLS –– 47,490 126 224 4/2360 7 1555 –– 7.5 ––

Outlander VRX –– 54,490 126 224 4/2360 7 1565* 9.69* 7.5 04/13

Outlander XLS 2.2D –– 49,990 112 366 4/2268 7 1635 –– 5.8 ––

Outlander VRX 2.2D –– 56,990 112 366 4/2268 7 1659* 9.39* 5.8 03/13

Challenger GLS –– 58,990 133 356 6/2477 6 2090 –– 9.8 ––

Challenger EXC –– 63,990 133 356 6/2477 6 2115* 12.34* 9.8 05/10

Pajero LWB GLS DIDC –– 77,090 150 448 4/3200 6 2260 –– 9.2 ––

Pajero LWB Exceed DIDC –– 87,590 150 448 4/3200 6 2310 –– 9.2 ––

Triton double cab 4x2 GL 40,990 –– 102 319 4/2477 2 1755 –– 8.2 ––

Triton double cab 4x2 GLX 45,120 47,120 102 319 4/2477 6 1750 –– 8.2 ––

Triton double cab 4x4 GL 48,490 –– 133 407 4/2477 2 1760 –– 8.1 ––

Triton double cab 4x4 GLX-R 51,990 53,990 133 407 4/2477 6 1885 –– 8.1 ––

Triton double cab 4x4 GLS 57,490 59,490 133 407 4/2477 6 2021* 10.94* 8.3 02/10

nissan.co.nz

Micra 1.2 ST-L –– 22,800 56 100 3/1198 6 960 –– 6.5 ––

Micra 1.2 Ti –– 24,300 56 100 3/1198 6 960 –– 6.5 ––

Pulsar ST hatch –– 29,990 96 174 4/1798 6 1218* 10.56* 6.7 08/13

Pulsar ST sedan –– 29,990 96 174 4/1798 6 1230 –– 6.7 ––

Pulsar Ti sedan –– 33,490 96 174 4/1798 6 1265* 10.56* 6.7 05/13

Pulsar ST-S hatch –– 34,990 140 240 4/1618 6 1320 –– 7.8 ––

Pulsar SSS hatch –– 39,990 140 240 4/1618 6 1319* 7.43* 7.8 10/13

Juke ST –– 32,190 85 153 4/1598 6 1172 11.5* 6.3 ––

Juke Ti –– 34,290 85 153 4/1598 6 1225* 10.82* 6.3 04/12

Juke Ti-S –– 41,990 140 240 4/1618 6 1430* 7.95* 7.4 03/14

Qashqai ST –– 37,990 104 196 4/1997 6 1455 –– 7.6 ––

Qashqai Ti –– 40,990 104 196 4/1997 6 1467* 10.99* 7.6 08/10

Qashqai ST wagon –– 40,990 104 196 4/1997 6 1523* 10.86* 8.0 10/10

Altima ST –– 43,990 127 230 4/2488 1435 –– 7.5 ––

Altima Ti –– 53,290 127 230 4/2488 6 1495* 9.10* 7.5 03/14

LEAF –– 69,700 90 280 n.a. 6 –– –– n.a. ––

370Z 59,990 63,495 245 363 6/3696 6 1542* 5.29* 10.4 08/09

370Z Roadster –– 83,600 245 363 6/3696 6 1609* 6.02* 10.9 03/10

GT-R –– 191,000 390 612 6/3799 6 –– 3.0 12.0 ––

X-Trail ST 4x2 7 seat –– 39,990 125 226 4/2488 6 1516 –– 8.1 ––

X-Trail ST 4x4 5 seat –– 42,490 125 226 4/2488 6 1526 –– 8.3 ––

X-Trail ST-L 4x4 5 seat –– 47,290 125 226 4/2488 6 1543 –– 8.3 ––

X-Trail Ti 4x4 5 seat –– 53,290 125 226 4/2488 6 1574 –– 8.3 05/14

Murano –– 66,390 191 336 6/3498 6 1908* 8.42* 10.9 ––

Pathfinder ST 4x2 –– 54,990 190 325 6/3498 6 1920 –– 9.9 ––

Pathfinder ST –– 59,990 190 325 6/3498 6 1985 –– 10.2 ––

Pathfinder Ti –– 65,990 190 325 6/3498 6 2029* 8.31* 10.2 01/14

Patrol V8 –– 115,000 298 560 8/5552 6 2706 7.20* 14.5 03/13

Navara DX double cab 4x2 34,650 –– 98 304 4/2488 2 1665 –– 8.0 ––

Navara DX double cab 4x4 44,700 –– 98 304 4/2488 2 1765 –– 9.2 ––

Navara RX double cab 4x2 39,990 41,990 106 356 4/2488 2 1887 –– 8.3 ––

Navara ST double cab 4x2 43,190 45,190 126 403 4/2488 2 –– –– –– ––

Navara ST-X double cab 4x2 46,290 48,290 120 403 4/2488 6 2035 –– 8.4 ––

Navara RX King Cab 4x4 48,490 50,490 126 403 4/2488 2 2035 –– 9.8 ––

Navara RX double cab 4x4 49,690 51,690 106 356 4/2488 2 –– –– –– ––

Navara ST double cab 4x4 52,790 54,790 126 403 4/2488 2 1974 –– 9.8 ––

Navara ST-X double cab 4x4 450 57,790 59,790 140 450 4/2488 6 2115* 10.47* 8.5 08/10

Navara ST-X double cab 4x4 550 –– 67,990 170 550 6/2991 6 2234* 9.14* 9.3 05/12

peugeot.co.nz

208 1.2 Active 23,990 –– 60 118 4/1199 6 975 –– 4.5 ––

208 1.6 Active –– 25,990 88 160 4/1598 6 1080 –– 6.7 ––

208 1.6 Allure –– 28,990 88 160 4/1598 6 1080 –– 6.7 ––

208 1.6 Allure 3 door –– 29,990 88 160 4/1598 6 1158* 10.78* 6.7 11/12

208 GTi 3 door 38,990 –– 147 275 4/1214 6 1214* 6.49* 5.9 08/13

2008 Active –– 31,990 88 160 4/1598 6 1080 11.9 6.5 ––

2008 Allure –– 33,990 88 160 4/1598 6 1237* 11.32* 6.5 12/13

308 Access –– 29,990 88 160 4/1598 6 1387 –– 7.2 ––

308 Active –– 33,990 115 240 4/1598 6 1443 –– 6.7 ––

308 Active HDi –– 36,990 120 340 4/1997 6 1503 –– 6.1 ––

308 Allure –– 35,990 115 240 4/1598 6 1443* –– 6.7 ––

308 Allure HDi –– 37,990 120 340 4/1997 6 1503 –– 6.1 ––

308 Active SW HDi –– 39,990 120 340 4/1997 6 1678 –– 6.7 ––

308 CC –– 45,990 115 240 4/1598 6 1591* 10.08* 7.7 02/11

3008 Active 1.6 –– 36,990 115 240 4/1598 6 1539 –– 7.8 ––

3008 Sport 1.6 –– 39,990 115 240 4/1598 6 1520* 9.69* 6.6 09/10

3008 Sport 2.0 HDI –– 42,990 120 340 4/1997 6 1560* 10.21* 6.7 12/10

3008 2.0 HDi Hybrid –– 59,990 147 500 4/1997 6 –– 9.32* 4.1 06/13

4008 Active 4x2 –– 37,990 110 197 4/1998 7 1370 10.2 7.9 ––

4008 Allure 4x2 –– 39,990 110 197 4/1998 7 1431* 10.16* 7.9 10/12

4008 Feline 4x4 –– 45,990 110 197 4/1998 7 1435 10.9 8.1 ––

RCZ 49,990 –– 146 275 4/1598 4 1363* 7.60* 6.9 02/11

RCZ –– 49,990 115 240 4/1598 4 1360* 8.50* 7.3 08/10

508 1.6 Active –– 46,990 88 160 4/1598 6 1479* 9.26* 6.3 08/12

508 2.0 HDi Allure –– 54,990 120 340 4/1997 6 1595 11.3 4.9 ––

Proven & professional

international automotive

shipping servicesGT International Logistics Ltd.

21 Aintree Ave, Airport Oaks, Mangere, Auckland.Contact Phil Gibbs or Jason Coleman on (09) 255 5555

or email [email protected]

www.gtlogistics.co.nz


http://www.gtlogistics.co.nz

http://www.mini.co.nz

http://www.mitsubishi.co.nz

http://www.nissan.co.nz

http://www.peugeot.co.nz

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508 2.0 HDi Allure SW –– 57,990 120 340 4/1997 6 1615 11.6 5.7 ––

508 2.2 HDi GT –– 65,990 150 450 4/2179 6 1693* 8.36* 5.7 07/11

508 2.2 HDi GT SW –– 68,990 150 450 4/2179 6 –– –– 5.9 ––

508 RXH 2.0 HDi Hybrid –– 74,990 147 500 4/1997 6 1851* 9.47* 4.1 10/13

porsche.co.nz

Boxster 120,300 126,300 195 280 6/2706 6 1310 5.8 8.2 ––

Boxster S 141,400 147,300 232 360 6/3436 6 1407* 4.62* 8.0 09/12

Cayman 130,000 136,000 202 290 6/2706 6 1385 5.6 7.7 ––

Cayman S 157,500 163,500 239 370 6/3436 6 1405* 4.51* 8.0 05/13

911 Carrera 226,000 234,000 257 390 6/3436 6 1455 4.8 9.0 ––

911 Carrera cabriolet 244,000 252,000 257 390 6/3436 6 1525 5.0 9.2 ––

911 Carrera S 254,000 262,000 294 440 6/3800 6 1491* 4.08* 9.5 05/12

911 Carrera S cabriolet 272,000 280,000 294 440 6/3800 6 1540 4.7 9.7 ––

911 Turbo 342,000 350,000 368 650 6/3800 6 1645 3.7 11.6 ––

911 Turbo S –– 385,000 390 700 6/3800 6 1638* 2.96* 11.4 03/14

Cayenne –– 139,500 220 400 6/3598 8 2030 7.8 9.9 ––

Cayenne diesel –– 140,500 176 500 6/2967 8 2100 7.8 7.4 ––

Cayenne S –– 183,500 294 500 8/4806 8 2140 5.9 10.5 ––

Cayenne S Hybrid –– 197,500 279 580 6/2995 8 2400* 6.70* 8.2 10/10

Cayenne GTS –– 199,500 309 515 8/4808 8 2160 5.7 10.7 ––

Cayenne Turbo –– 270,000 368 700 8/4806 8 2170 4.7 11.5 ––

Panamera –– 192,400 228 400 6/3605 8 1770 6.3 8.4 ––

Panamera diesel –– 192,400 184 550 6/2967 8 1900 6.8 6.3 ––

Panamera 4 –– 202,400 228 400 6/3605 8 1820 6.1 8.7 ––

Panamera S –– 260,000 309 520 6/2997 8 1810 5.1 8.7 ––

Panamera 4S –– 270,000 309 520 6/2997 8 1947* 4.43* 8.9 10/13

Panamera GTS –– 285,000 324 520 8/4808 8 1925 4.4 10.9 ––

Panamera Turbo –– 350,000 382 700 8/4806 8 1970 4.1 10.2 ––

renault.co.nz

Megane 31,990 34,990 102 195 4/1997 6 1357 –– 8.2 ––

Megane luxury pack –– 39,990 102 195 4/1997 6 1361* 9.97* 8.2 06/11

Megane CC –– 54,990 103 195 4/1997 6 1620* 11.35* 8.1 07/11

Megane RS265 Cup 53,990 –– 197 360 4/1998 6 1374 6.0 8.2 ––

Megane RS265 Trophy 59,990 –– 197 360 4/1998 6 1401* 6.35* 8.2 10/12

Koleos 2.5 4x2 –– 37,990 126 226 4/2488 6 1553 –– 9.3 ––

Koleos 2.5 4x4 –– 43,990 126 226 4/2488 6 1613 –– 9.5 ––

Koleos 2.0 4x4 –– 49,990 110 320 4/1995 6 1713 –– 7.1 ––

Fluence –– 34,990 103 195 4/1997 6 1377* 9.45* 7.8 07/11

rolls-roycemotorcars-auckland.com

Ghost –– POA 420 780 12/6591 6 2462* 5.10* 13.6 06/12

Ghost EWB –– POA 420 780 12/6591 6 2420 5.0 13.7 ––

Wraith –– POA 465 800 12/6592 6 2360 4.6 14.0 ––

Phantom Series II –– POA 338 720 12/6749 6 2648* 5.9 14.8 03/13

Phantom EWB –– POA 338 720 12/6749 6 2670 6.1 14.9 ––

Phantom Drophead Coupe –– POA 338 720 12/6749 4 2630 5.8 14.8 ––

Phantom Coupe –– POA 338 720 12/6749 6 2580 5.8 14.8 ––

skoda.co.nz

Citigo 18,990 19,990 55 95 3/999 5 929 13.2 4.7 ––

Fabia hatch 1.6 –– 23,900 77 153 4/1598 6 1029 11.5 7.5 ––

Fabia hatch RS –– 35,500 132 240 4/1390 6 1260* 7.16* 6.2 02/11

Rapid TSI 90 –– 29,900 90 200 4/1390 6 1230* 9.08* 5.4 01/14

Yeti TSI 90 –– 35,900 90 200 4/1390 7 –– –– 6.8 ––

Yeti TDI 4x4 –– 48,000 103 320 4/1968 7 –– –– 6.5 ––

Octavia liftback TSI 103 –– 34,900 103 250 4/1395 7 1260* 8.12* 5.3 02/14

Octavia liftback TDI 77 –– 36,500 77 250 4/1598 7 –– 10.9 3.9 ––

Octavia liftback TDI 110 –– 38,100 110 320 4/1968 7 –– 8.6 4.5 ––

Octavia liftback TSI 132 –– 39,900 132 250 4/1798 7 –– 7.4 6.1 ––

Octavia liftback TDI 110 Elegance –– 41,500 110 320 4/1968 7 –– 8.6 4.5 ––

Octavia liftback RS TSI 47,000 49,000 162 350 4/1984 7 –– 6.8 6.2 ––

Octavia liftback RS TDI 47,700 49,700 135 380 4/1968 7 –– 8.1 4.6 ––

Octavia wagon TSI 103 –– 36,900 103 250 4/1395 7 –– 9.8 6.3 ––

Octavia wagon TDI 77 –– 38,500 77 250 4/1598 7 –– 12.1 4.0 ––

Octavia wagon TDI 110 –– 40,100 110 320 4/1968 7 –– 11.1 4.5 ––

Octavia wagon TSI 132 –– 41,900 132 250 4/1798 7 –– 7.5 6.1 ––

Octavia wagon TDI 110 Elegance –– 43,500 110 320 4/1968 7 –– 8.7 4.5 ––

Octavia wagon TSI 132 4x4 –– 43,600 132 250 4/1798 7 –– 7.5 6.7 ––

Octavia wagon RS TSI 49,500 51,500 147 280 4/1984 7 –– 6.8 6.2 ––

Octavia wagon RS TDI 50,200 52,200 125 350 4/1968 7 1463* 7.47* 4.6 01/14

Superb TSI 118 –– 43,900 118 250 4/1798 9 –– 8.4 7.0 ––

Superb TDI 103 –– 45,900 103 320 4/1968 9 –– 10.1 5.2 ––

Superb TDI 125 –– 53,900 125 350 4/1968 9 –– 8.6 5.3 ––

Superb V6 4x4 –– 59,900 191 350 6/3597 9 –– 6.4 9.3 ––

Superb wagon TSI 118 –– 46,900 118 250 4/1798 9 –– 8.5 7.1 ––

Superb wagon TDI 103 –– 48,900 103 320 4/1968 9 –– 10.2 5.2 ––

Thanks to NZTA’s updates of the rules around

motorcycle licensing, now riders can get into bigger bikes

from the start. Manufacturers have responded strongly, with

hundreds of different models now available to those looking

to buy something with room to grow into.

NZTA introduced the Learner Approved Motorcycle Scheme

(LAMS) in October 2012. This new system was introduced to

improve rider safety by determining appropriate motorcycles for

learner and restricted Class 6 (motorcycle) licence holders.

If you want to ride a motorbike, but are too big for (or don’t want

to) ride a sub-250cc bike, there are now somewhere around 300

different model types you can choose from.

LAMS-approved motorcycles are determined by two factors: a

maximum power-to-weight ratio of 150 kilowatts per tonne (the

power is that specifi ed by the manufacturer, and the weight is

the weight specifi ed by the manufacturer plus 90kgs for the rider

and riding gear); and an upper engine capacity limit of 660cc.

Your motorcycle dealer can adjust the engine governor when they

sell it to you, to meet the legal requirements. This also means

you can get more life from your ride – as you advance through

the licensing programme, your mechanic can unlock the latent

potential of the bike, to match your (certifi ed) progress as a rider.

Since the 2012 introduction of the scheme, we’ve seen a pretty

dramatic increase in 251-750cc motorcycles moving from the

showroom to the road.

Compared to the three-yearly average, sales in the 251-400cc

category have more than doubled and those in the 401-750cc

category have increased by more than half.

Use of motorcycles for commuting has also increased –

according to recent census information, motorcycle commuter

numbers have increased by 82% since last count in 2006.

If you are thinking about getting into motorcycling right now and

you’re starting from scratch, you can be through the six months

of your learner’s licence, to sit your restricted permit in time to

ride into the long, hot days of New Zealand’s summer in 2015.

- Brought to you by the M.T.A.

Distributors: To have your prices updated, email your current price list and information to [email protected] by the 10th of each month

BIG BIKE,NO WORRIES:LIFE AFTER LAMS



http://www.porsche.co.nz

http://www.renault.co.nz

http://www.rolls-roycemotorcars-auckland.com

http://www.skoda.co.nz


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Swift GLX 22,500 23,990 70 130 4/1372 7 1025 –– 5.5 ––

Swift Ltd 23,500 24,990 70 130 4/1372 7 1032* 12.11* 5.5 04/11

Swift 1.3 Diesel 25,990 –– 55 190 4/1248 7 1098* 11.7* 4.2 11/12

Swift RS –– 26,500 70 130 4/1372 7 1045 –– 6.2 ––

Swift Sport 3-door 25,990 –– 100 160 4/1586 7 1055* 8.61* 6.4 07/13

Swift Sport 5-door 27,500 28,990 100 160 4/1586 7 1069* 8.61* 6.5 05/12

S-Cross 4x2 GLX 27,990 29,990 86 156 4/1586 7 1095 –– 5.8 ––

S-Cross 4x2 LTD –– 32,990 86 156 4/1586 7 1167* 10.20* 5.8 03/14

S-Cross 4x4 GLX 30,990 32,990 86 156 4/1586 7 1170 –– 5.8 ––

S-Cross 4x4 LTD –– 35,990 86 156 4/1586 7 1220 –– 6.2 ––

SX4 2.0 sedan –– 26,990 112 190 4/1995 6 1285 –– 7.6 ––

Kizashi GLX 35,990 37,990 131 230 4/2393 6 1490* 7.8 7.9 ––

Kizashi LTD 41,990 43,990 131 230 4/2393 6 1532* 9.46* 7.9 09/10

Kizashi Sport AWD –– 48,500 131 230 4/2393 6 1601* 10.21* 8.4 08/11

Jimny JX** 19,990 –– 63 110 4/1328 2 1060 11.7 7.1 ––

Jimny Sierra 22,990 24,500 63 110 4/1328 2 1081* 12.58* 7.1 ––

Grand Vitara 3dr 2.4 31,690 33,190 122 225 4/2393 6 1515* 9.81* 8.8 03/09

Grand Vitara 5dr 2.4 JLX 37,990 39,500 122 225 4/2393 6 1620 –– 8.9 ––

Grand Vitara 5dr 2.4 Ltd –– 41,990 122 225 4/2393 6 1663* 12.09* 9.9 02/13

Grand Vitara 5dr 4x2 –– 33,500 122 225 4/2393 6 1610 –– 9.5 ––

Grand Vitara 5dr 1.9 Diesel 43,990 –– 95 300 4/1870 6 1689 –– 6.8 ––

toyota.co.nz

Yaris 1.3 3dr hatch –– 23,580 63 121 4/1299 9 1035 –– 6.3 ––

Yaris 1.3 5dr hatch 24,080 25,580 63 121 4/1299 9 1025 –– 5.7 ––

Yaris 1.5 5dr hatch –– 27,780 80 141 4/1497 9 1045* 10.72* 6.3 11/11

Yaris 1.5 sedan –– 30,830 80 141 4/1497 6 –– –– 6.7 ––

Prius c –– 32,280 73 111 4/1497 7 1118* 11.18* 3.9 06/12

Prius c s-Tech –– 35,280 73 111 4/1497 7 1140 –– 3.9 ––

Corolla 1.8 GX hatch 33,490 34,990 103 173 4/1798 7 1250 –– 7.1 ––

Corolla 1.8 GLX hatch –– 37,490 103 173 4/1798 7 1272* 9.04 6.6 02/13

Corolla 1.8 Levin SX –– 38,990 103 173 4/1798 7 1275 –– 6.6 ––

Corolla 1.8 Levin ZR –– 43,690 103 173 4/1798 7 1293* 9.94* 6.6 01/13

Corolla 1.8 GX sedan –– 36,180 100 175 4/1798 7 –– –– 6.6 ––

Corolla 1.8 GLX sedan –– 39,280 100 175 4/1798 7 –– –– 6.6 ––

Corolla 1.5 GX wagon 30,780 32,780 80 138 4/1496 6 1135 –– 5.6 ––

86 RC 33,986 –– 147 205 4/1998 7 1200 7.6 6.9 ––

86 42,586 43,586 147 205 4/1998 7 1213* 7.09* 7.8 10/12

GT86 47,486 48,486 147 205 4/1998 7 1257 7.6 7.8 ––

86 TRD 63,786 64,786 147 205 4/1998 7 1275 7.6 7.8 ––

GT86 TRD 68,786 69,986 147 205 4/1998 7 1275 7.6 7.8 ––

Prius –– 50,280 73 142 4/1798 8 1370 –– 3.9 ––

Prius v –– 51,490 100 142 4/1798 7 1495 11.3 4.1 ––

Prius v s-Tech –– 56,990 100 142 4/1798 7 1495 11.3 4.1 ––

Avensis tourer –– 47,990 112 196 4/1987 7 1560 –– 7.1 ––

Camry GL –– 44,990 131 231 4/2494 7 1460 –– 7.8 ––

Camry Atara S –– 48,890 135 235 4/2494 7 1470 –– 7.8 ––

Camry Atara SX –– 51,490 135 235 4/2494 7 1485 –– 7.8 ––

Camry Hybrid –– 50,990 118 213 4/2494 7 1596* 7.90* 5.2 07/12

Camry Hybrid i-tech –– 56,890 118 213 4/2494 7 1575 –– 5.2 ––

Aurion AT-X –– 49,690 200 336 6/3456 9 –– –– 9.3 ––

Aurion Sportivo SX6 –– 51,790 200 336 6/3456 9 1529* 6.73* 9.3 07/12

Aurion Touring –– 52,090 200 336 6/3456 9 –– –– 9.3 ––

Previa –– 65,380 125 224 4/2362 4 1723* 10.54* 9.5 09/06

RAV4 2.0 4x2 GX –– 39,990 107 187 4/1987 7 1500 11.1 7.4 ––

RAV4 2.0 4x2 GXL –– 44,490 107 187 4/1987 7 1510 11.1 7.4 ––

RAV4 2.5 4x4 GX –– 47,290 132 233 4/2494 7 1590 9.4 8.5 ––

RAV4 2.5 4x4 GXL –– 51,490 132 233 4/2494 7 1600 9.4 8.5 ––

RAV4 2.5 4x4 LTD –– 60,790 132 233 4/2494 7 1610* 9.16* 8.5 06/13

RAV4 2.2d 4x4 GX –– 49,290 110 340 4/2231 7 1630 10.0 6.5 ––

RAV4 2.2d 4x4 GXL –– 53,490 110 340 4/2231 7 1640 10.0 6.5 ––

RAV4 2.2d 4x4 LTD –– 62,790 110 340 4/2231 7 1640 10.0 6.5 ––

Highlander 4x2 7 seat –– 61,990 201 337 6/3456 7 1950 8.3 10.2 ––

PREMIUM STREET SPORT PAD

SUPER STREET PAD

HIGH PERF ROAD/FULL RACE PAD

NDX FULL RACE/ ENDURANCE RACE PAD

SERVICES OFFERED BY HI TECH BRAKE & CLUTCH SERVICES: CABLE Repair and manufacture. (Handbrake, accelerator, clutch) DRUM & DISC Machining (off vehicle) BRAKE PIPE

Manufacture and reshaping BRAKE BOOSTER Overhauling and testing CYLINDER & CALIPER Overhauling. (Race & street)

9 Akepiro Street, Mt Eden, AucklandPh: 09 623 1781 email: [email protected]

EBCBRAKES.co.nz

Superb wagon TDI 125 –– 56,900 125 350 4/1968 9 1604* 8.70* 5.4 02/14

Superb wagon TDI 125 4x4 –– 52,900 125 350 4/1968 9 –– 8.8 5.7 ––

Superb wagon TDI 125 4x4 Elegance –– 59,900 125 350 4/1968 9 –– 8.8 5.7 ––

Superb wagon V6 4x4 –– 62,900 191 350 6/3597 9 1661 6.5 9.3 ––

ssangyong.co.nz

Korando Sports 29,990 –– 109 191 4/1998 6 1512 –– 7.5 ––

Korando Sports Ltd –– 32,990 109 191 4/1998 6 1512 –– 7.5 ––

Korando Sports TDI 31,990 34,990 129 360 4/1998 6 1615* 9.72* 7.3 04/11

Korando Sports 4x4 TDI –– 42,990 129 360 4/1998 6 1747 –– 7.5 ––

Korando Sports 4x4 SPR TDI –– 44,990 129 360 4/1998 6 1777* 9.91* 7.5 09/11

Kyron Sports 36,990 41,990 104 310 4/1998 4 1996 –– 8.8 ––

Kyron Sports –– 49,990 121 340 5/2696 4 2030 –– 9.0 ––

Rexton Teammate $39,990 $42,990 121 340 5/2696 4 –– –– –– ––

Rexton W –– 49,990 121 340 5/2696 4 2101 –– 9.8 ––

Rexton W –– 59,990 137 402 5/2696 4 2099 –– 9.1 ––

Actyon Workmate 32,990 $34,990 114 360 4/1998 2 1982 –– 7.6 ––

Actyon Sports 4x2 36,990 38,990 114 360 4/1998 2 1895 –– 7.5 ––

Actyon Sports 4x4 39,990 41,990 114 360 4/1998 2 1982 –– 7.6 ––

Actyon Sports SPR 4x4 45,990 47,990 114 360 4/1998 2 1982 –– 7.6 ––

subaru.co.nz

Forester 2.0 39,990 –– 110 198 4/1995 7 1498 –– 7.2 ––

Forester 2.5i –– 44,990 126 235 4/2498 7 1528 –– 8.1 ––

Forester 2.5i Sport –– 47,990 126 235 4/2498 7 1534* 9.44* 8.1 04/13

Forester 2.5i Premium –– 54,990 126 235 4/2498 7 1582* 10.16* 8.1 06/13

Forester 2.0 XT –– 59,990 177 350 4/1998 7 1647 7.40* 8.5 02/13

Forester 2.0D 49,990 –– 108 350 4/1998 7 1550 –– 5.9

XV 2.0i 38,990 40,990 110 196 4/1995 7 1430* 11.70* 7.3 05/12

XV 2.0i-L –– 44,990 110 196 4/1995 7 1395 –– 7.0 ––

XV 2.0i-S –– 48,990 110 196 4/1995 7 1405 –– 7.0 ––

Impreza 2.0i-X –– 31,990 110 196 4/1995 7 1305 –– 6.8 ––

BRZ 48,990 49,990 147 205 4/1998 7 1264* 7.79* 7.1 02/13

WRX 48,990 49,990 197 350 4/1998 7 1424 5.88* 9.2 04/14

WRX Premium 53,990 54,990 197 350 4/1998 7 1482 –– 8.0 ––

WRX STI sedan 69,990 69,990 221 407 4/2457 6 1526* 5.29* 10.5 10/10

WRX STI hatch 69,990 69,990 221 407 4/2457 6 1520* 6.31* 10.5 10/10

Legacy sedan 2.5i sport –– 44,990 127 235 4/2457 7 1432 –– 7.9 ––

Legacy sedan 2.5i premium –– 49,990 127 235 4/2457 7 1490 –– 7.9 ––

Legacy sedan 2.5 GT B Spec Premium –– 59,990 195 350 4/2457 7 1535 –– 9.7 ––

Legacy sedan 2.5i X –– 54,990 127 235 4/2457 7 1449 –– 7.9 ––

Legacy sedan 3.6i X –– 57,990 191 350 6/3630 7 1549 –– 10.3 ––

Legacy wagon 2.5i sport –– 44,990 127 235 4/2457 7 1474 –– 8.0 ––

Legacy wagon 2.5i premium –– 49,990 127 235 4/2457 7 1491 –– 8.0 ––

Legacy wagon 2.5 GT B Spec Premium –– 59,990 195 350 4/2457 7 1614* 6.28* 9.7 01/14

Outback 2.5i Sport –– 49,990 127 235 4/2457 7 1505 –– 8.0 ––

Outback 2.5i Premium –– 54,990 127 235 4/2457 7 1524 –– 8.0 ––

Outback 3.6R –– 59,990 191 350 6/3630 7 1569 –– 10.3 ––

Outback 3.6R Premium –– 64,990 191 350 6/3630 7 1600 –– 10.3 ––

Outback 2.0D 54,990 54,990 110 350 4/1998 7 1666* 9.92* 6.0 10/13

Outback 2.0D Premium –– 59,990 110 350 4/1998 7 1573 –– 6.3 ––

suzuki.co.nz

Alto GLX 14,990 16,990 50 90 3/996 6 905* 16.90* 4.5 12/09

Splash GLX 17,990 18,990 69 118 4/1242 6 1054* 12.31* 5.1 11/11

Splash LTD –– 19,990 69 118 4/1242 6 1040 –– 5.7 ––

Swift GL 19,990 21,990 70 130 4/1372 7 1005 –– 5.5 ––


http://www.ssangyong.co.nz

http://www.subaru.co.nz

http://www.toyota.co.nz

http://www.suzuki.co.nz

http://www.ebcbrakes.co.nz


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Highlander 4x4 7 seat GX –– 59,990 201 337 6/3456 7 2005 8.7 10.6 ––

Highlander 4x4 7 seat GXL –– 65,990 201 337 6/3456 7 2020 8.7 10.6 ––

Highlander 4x4 7 seat Ltd –– 76,490 201 337 6/3456 7 2060 8.7 10.6 ––

Highlander 4x4 7 seat Ltd ZR –– 80,990 201 337 6/3456 7 2065 8.7 10.6 ––

FJ Cruiser –– 71,280 200 380 6/3956 6 1994* 8.26* 11.4 06/11

Land Cruiser Prado 3.0 TDi RV –– 84,195 127 410 4/2982 7 2240 –– 8.5 ––

Land Cruiser Prado 3.0 TDi VX –– 94,780 127 410 4/2982 7 2315 –– 8.5 ––

Land Cruiser Prado 4.0 V6 VX –– 94,780 202 381 6/3956 7 2285 –– 11.5 ––

Land Cruiser Prado 3.0 TDi VX Ltd –– 109,780 127 410 4/2982 7 2365 –– 8.5 ––

Land Cruiser 200 VX –– 125,790 195 650 8/4461 6 2675 –– 10.3 ––

Land Cruiser 200 VX Ltd –– 147,900 195 650 8/4461 6 2675 –– 10.3 ––

Hilux extra cab 4x2 3.0 TDi 42,090 –– 126 343 4/2982 2 1685 –– 8.1 ––

Hilux double cab 4x2 3.0 TDi 43,990 –– 126 343 4/2982 2 1670 –– 8.1 ––

Hilux double cab 4x2 SR5 V6 –– 52,490 175 376 4/3956 2 1665 –– 11.8 ––

Hilux extra cab 4x4 3.0 TDi 56,390 –– 126 343 4/2982 6 1775 –– 8.3 ––

Hilux double cab 4x4 3.0 TDi 54,290 58,090 126 343 4/2982 6 1805 –– 8.3 ––

Hilux double cab 4x4 SR5 3.0 TDi 62,790 65,290 126 343 4/2982 6 1815 –– 8.3 ––

Hilux double cab 4x4 SR5 V6 –– 65,290 175 376 4/3956 6 1850 –– 13.0 ––

volkswagen.co.nz

Polo Comfortline 22,990 25,990 63 132 4/1390 6 1104 11.9 5.9 ––

Polo TSI Highline –– 29,990 66 160 4/1198 6 1104 12.3* 5.8 12/09

Polo TSI R-Line –– 33,990 66 160 4/1198 6 1129 10.54* 5.3 02/13

CrossPolo TSI –– 36,250 77 175 4/1198 6 1101 9.9 5.5 ––

Polo GTI –– 38,750 132 250 4/1390 6 1234* 6.83* 5.9 03/11

Golf 90kW TSI 32,500 34,890 90 200 4/1390 7 1256* 9.12* 5.2 08/13

Golf 77kW TDI –– 37,690 77 250 4/1598 7 1313 10.7 3.9 ––

Golf 103kW TSI –– 40,750 103 250 4/1395 7 1337* 7.84* 5.0 07/13

Golf 110kW TDI –– 43,990 110 320 4/1968 7 1410* 8.27* 4.4 04/13

Golf GTI 58,500 60,990 162 350 4/1984 7 1387* 6.39* 6.4 08/13

Golf GTI Performance –– 65,500 169 350 4/1984 7 1438* 6.38* 6.4 05/14

Golf R 68,500 70,990 221 380 4/1984 7 1515* 4.93* 6.9 04/14

Golf wagon 90kW TSI –– 36,990 90 200 4/1395 7 1350 9.7 5.1 ––

Golf wagon 103kW TSI –– 41,990 103 250 4/1395 7 1368 8.9 5.0 04/14

Golf wagon 77kW TDI –– 39,690 77 250 4/1598 7 1410 11.2 4.0 ––

Golf Cabriolet TSI –– 45,750 90 200 4/1390 6 1449* 10.66* 6.3 06/12

Golf Cabriolet GTI –– 60,750 155 280 4/1984 6 1555 7.3 7.7 ––

Beetle –– 46,500 118 240 4/1390 6 1363* 8.16* 6.2 03/13

Scirocco TSI 155kW –– 59,000 155 280 4/1984 6 –– 7.1 7.5 ––

Scirocco R –– 70,250 195 350 4/1984 6 1389* 6.05* 8.0 05/10

Tiguan 110kw TSI –– 39,990 110 240 4/1390 6 1536* 9.27* 7.1 11/13

Tiguan 132kW TSI –– 50,990 132 280 4/1984 6 1630* 9.14* 8.6 06/12

Tiguan 132kW TSI R-Line –– 54,990 132 280 4/1984 6 1659 7.9 8.6 ––

Tiguan 103kW TDI –– 54,990 103 320 4/1968 6 1718* 11.23* 7.5 12/11

Tiguan 103kW TDI R-Line –– 58,990 103 320 4/1968 6 1675 10.2 6.3 ––

Passat 118kW TSI –– 47,750 118 250 4/1798 6 1451* 8.42* 7.1 04/11

Passat 103kW TDI BlueMotion –– 49,750 103 320 4/1968 6 1560 9.8 5.2 ––

Passat 125kW TDI BlueMotion –– 58,250 125 350 4/1968 6 1591 8.6 5.2 ––

Passat 118kW TSI wagon –– 50,250 118 250 4/1798 6 1551 8.7 7.1 ––

Passat 103kW TDI BM wagon –– 52,250 103 320 4/1968 6 1534* 10.03* 5.2 04/11

Passat 125kW TDI BM wagon –– 60,250 125 350 4/1968 6 1618 8.8 5.3 ––

Passat Alltrack 125kW TDI BM 4M wagon –– 59,990 125 350 4/1968 6 1750* 9.33* 5.8 07/12

CC 125kW TDI BlueMotion –– 62,250 125 350 4/1968 6 1579* 8.6 5.5 ––

CC V6 4Motion –– 74,000 220 350 6/3597 6 1704 5.6 9.3 ––

Touareg TDI V6 150kW –– 89,750 150 400 6/2967 7 –– –– 7.4 ––

Touareg TDI V6 180kW –– 108,000 180 550 6/2967 7 2104 7.8 7.4 ––

Touareg TDI V8 –– 139,500 250 800 8/4134 7 2316* 6.10* 9.1 02/11

Amarok 4x2 TDI double cab 43,990 –– 90 340 4/1968 2 1998 13.5 7.3 ––

Amarok 4x2 BiTDI Highline d/cab 49,990 –– 120 400 4/1968 6 2037 10.8 7.6 ––

Amarok 4Motion BiTDI d/cab 56,990 –– 120 400 4/1968 2 2112 11.1 7.8 ––

Amarok 4Motion BiTDI Highline d/cab 61,990 –– 120 400 4/1968 6 2113* 12.30* 7.8 04/11

Amarok 4Motion BiTDI Highline d/cab –– 64,990 132 420 4/1968 6 2170* 10.93* 8.3 11/12

volvocars.com/nz

V40 D4 49,990 54,990 130 400 5/1984 7 1526* 7.81* 5.2 12/12

V40 T4 –– 52,990 132 300 5/1983 7 1526* 8.10* –– 05/13

V40 T5 R-Design –– 64,990 187 360 5/2497 7 –– 6.5 7.9 ––

S60 T4 –– 59,990 132 240 4/1596 6 1486 9.0 6.8 ––

S60 T5 Luxury –– 70,990 177 320 4/1999 6 1528 6.3 6.0 ––

S60 T5 R-Design –– 72,990 177 320 4/1999 6 1528 6.3 6.0 ––

S60 D4 –– 67,990 120 400 5/1984 6 1551 7.4 4.2 ––

S60 T6 AWD R-Design –– 84,990 242 480 6/2953 6 1732* 5.63* 10.2 04/14

V60 T4 –– 62,990 132 240 4/1596 6 1486 9.0 7.4 ––

V60 T5 R-Design –– 75,990 177 320 4/1999 6 1630* 7.91* 8.7 05/11

V60 D4 –– 71,990 120 400 5/1984 6 1661* 9.49* 6.0 03/14

V60 T6 AWD –– 82,990 224 440 6/2953 6 1741 6.2 10.2 ––

V60 T6 AWD R-Design –– 93,990 242 480 6/2953 6 1781* 5.55* 10.2 05/12

XC60 T5 –– 69,990 177 320 4/1999 6 1706 8.1 7.1 ––

XC60 D5 AWD –– 79,990 151 400 5/2400 6 1880* 9.80* 8.3 04/09

XC60 D5 AWD R-Design –– 89,990 151 400 5/2400 6 1827 8.9 7.1 ––

XC60 T6 AWD –– 86,990 210 400 6/2953 6 1874 7.5 10.7 ––

XC60 T6 AWD R-Design –– 96,990 210 400 6/2953 6 1934* 7.56* 11.9 10/10

XC70 D5 AWD –– 83,990 151 420 5/2400 6 1878* 9.34* 7.0 02/10

XC90 3.2 AWD Executive –– 89,990 179 320 6/3192 6 2149* 10.29* 11.8 06/08

XC90 D5 AWD Executive –– 89,990 136 400 5/2401 6 2138* 9.86* 9.1 08/12

Prado is an institution in Kiwi 4WD circles, and for 2014 the fourth-gen variant gets a minor makeover, and a re-introduced model, that being the VX 4.0-litre V6 petrol. Recently we drove the top ranking VX Limited, costing just under $110k and powered by the venerable four-cylinder

3.0-litre turbodiesel. Here, peak power is 127kW, like in Hilux but torque is higher, at 410 vs 343Nm. That’s because the VX Limited, replete with seven seats and swags of kit, weighs in at 2.4 tonnes.

New for this model is trailer sway mitigation ESP software, handy given its 2.5 tonne braked towing capacity. Daytime running lights are now to be found on the entire line-up, and the VX models get a four-camera Multi-terrain monitor. All Prados have a reversing camera, and seven seats as standard. The VX Limited features blind spot monitoring, JBL premium audio and satellite navigation, with Suna Live Traffi c Management. There’s also a rear seat entertainment system and a third zone of air conditioning, along with leather upholstery. Completing the revision are upgrades to the cabin, an evolved vertical grille shape, and new alloy wheel designs, along with four new colours.

I had a laugh when a colleague visited recently and regaled us with his experience of Prado VX Limited ‘diving under brakes, pitching to and fro’. ‘So which of the three suspension settings were you in?’ ‘Huh?’, he replied. Clearly he’d missed that. We started off with the suspension in comfort mode, and what he said is true; it’s blancmange-like and speed bumps in town need to be taken with care.

We had a mission to complete in the Coromandel Peninsula, so stuck the suspension on Sport and left it there. Much better, and still a most accommodating ride.

You have to work harder to get into ESP intervention now – it used to be overly nannying – and when provoked it backs off much sooner. So overall, it’s much easier to thread through sinuous roads like those in the Coromandel. Not quite ‘Sport’ though.

The other prized Prado aspect is its practicality. Access to the third row seats is now simpler, a walk-in mechanism means roll and tumbling is no longer required. Release the old-fashioned side-hinged fi fth door and there’s enough space, 553L, to stow gear without any thought to organisation. Fold the middle row away and this expands to 1833L.

The only real quibble we had with this model is its overtaking performance. With a weight-to-power fi gure of 18.6kg/kW you’re not going anywhere in a hurry. So be patient and wait for lots of clear road on the danger side before pulling out to overtake. Or just cruise and enjoy the premium JBL hi-fi system.

Prado sells for between $82k and $108k but is also one of the few remaining go-anywhere seven seaters. Primary opposition comes in the form of Land Rover Discovery which has 180kW and 600Nm to bring to bear on the overtaking front.

PRADO SHOWING ITS AGE

QUICK LOOK



http://www.volkswagen.co.nz

http://www.volvocars.com/nz

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FLTRX Road Glide Custom ABS $36,595 1690cc/V2 370kg 688mm

FLHX Street Glide ABS $37,595 1690cc/V2 373kg 688mm

FLHTCU Ultra Classic Electra $40,495 1690cc/V2 413kg 740mm

FLSTSE2 CVO Softail Convert $44,700 1802cc/V2 354kg 665mm

FLHXSE2 CVO Street Glide $48,995 1802cc/V2 389kg 696mm

FLHTCUSE6 CVO Ultra Classic $53,095 1802cc/V2 421kg 757mm

hondaNC700S $11,995 670cc/I2 198kg 800mm

CB500F ABS $10,995 471cc/l2 192kg 790mm

CBR250R $7,495 249cc/1 161kg 748mm

CRF250L $8,999 249cc/1 144kg 875mm

XR125 $3,999 124cc/1 125kg 825mm

GL1800 Goldwing $44,995 1832cc/B6 405kg 740mm

Goldwing F6B $34,995 1832cc/B6 385kg 725mm

ST1300 ABS $26,495 1261cc/V4 289kg 789mm

VFR1200X $17,995 1237cc/V4 275kg 850mm

VFR1200F $26,995 782cc/V4 214kg 805mm

VFR800F Intercepter $17,995 782cc/V4 244kg 805mm

VFR800X Crossrunner $19,495 782cc/V4 240kg 816mm

NC700X $12,495 670cc/I2 214kg 830mm

CB500X ABS $11,495 471cc/l2 195kg 810mm

VT750C Shadow Cruiser $14,495 745cc/V2 224kg 675mm

VT750S $12,495 745cc/V2 232kg 750mm

VFR1200X Crosstourer $27,995 1237cc/V4 275kg 850mm

CBR1000RR E-ABS $24,995 999cc/l4 211kg 820mm

CBR1000RR $23,495 999cc/l4 200kg 820mm

CBR600RR E-ABS $21,995 599cc/I4 194kg 820mm

CBR600RR $19,995 599cc/I4 184kg 820mm

CBR500R $10,495 471cc/l2 194kg 790mm

CB500F ABS $10,995 471cc/l2 192kg 790mm

husqvarnaCR125 $9,990 125cc/1 90kg 990mm

TC250 $10,300 249cc/1 95kg 968mm

WR125 $9,490 125cc/1 99kg 980mm

WR300 $10,490 293cc/1 103kg 975mm

TE450 $11,990 449cc/1 113kg 963mm

TXC450 $11,990 449cc/1 109kg 963mm

SM450RR $17,200 449cc/1 n/a 820mm

SM510R $12,800 501cc/1 120kg 920mm

SM630 $13,990 600cc/1 147kg 910mm

hyosungGT250P EFI $6,995 249cc/V2 153kg 790mm

GT250R EFI $7,995 249cc/V2 153kg 790mm

GT650P EFI $8,995 647cc/V2 196kg 790mm

GT650R EFI $9,995 647cc/V2 208kg 790mm

GV250N EFI $6,995 249cc/V2 167kg 700mm

GV650P EFI $10,995 647cc/V2 220kg 705mm

ST7 EFI $12,995 675cc/V2 225kg 675mm

ST7 Deluxe EFI $16,995 675cc/V2 675mm

kawasakiVN1700 Nomad ABS $26,995 1700cc/V2 382kg 730mm

VN900 Classic $13,389 903cc/V2 253kg 680mm

Concours 14 ABS $27,495 1352cc/l4 304kg 815mm

ZX-14R ABS Special Edition $24,595 1441cc/l4 265kg 800mm

ZX-14R Passion Red or Blue $23,995 1441cc/l4 265kg 800mm

ZX-14R Red $22,995 1441cc/l4 265kg 800mm

ZX-10R ABS $24,995 998cc/I4 201kg 813mm

ZX-10R ABS Lime Green $20,895 998cc/I4 201kg 813mm

ZX-10R $19,995 998cc/I4 201kg 813mm

ZX1000 Ninja 1000 $21,495 1043cc/l4 228kg 820mm

ZX1000 SX ABS $19,995 1043cc/l4 231kg 820mm

ZX-6R $16,995 599cc/I4 191kg 815mm

Z1000 $15,995 1043cc/l4 231kg 820mm

Z800 $15,995 806cc/I4 229kg 834mm

W800 2013 $15,350 773cc/V2 217kg 790mm

W800 2011 $13,995 773cc/V2 216kg 790mm

Versys 1000 ABS $18,495 1043cc/l4 239kg 845mm

Versys 650 ABS $15,595 649cc/l2 209kg 845mm

Versys $13,995 649cc/l2 206kg 840mm

ER-6n ABS $13,995 649cc/I2 211kg 805mm

Ninja 650R ABS $14,995 649cc/I2 211kg 805mm

Ninja 650R $10,995 649cc/I2 209kg 805mm

Ninja 400R $10,995 399cc/I2 203kg 790mm

Ninja 300 $8,995 296cc/l2 152kg 785mm

Ninja 300 Special Ed Lime Green $9,495 296cc/l2 152kg 785mm

Ninja 250R FI $7,995 249cc/l2 152kg 780mm

Ninja 250R $7,589 249cc/l2 152kg 775mm

D-Tracker 125 $3,495 125cc/1 114kg 805mm

KLX250 $7,995 249cc/1 126kg 890mm

KLR650 $10,795 651cc/1 175kg 890mm

ktm200 Duke $7,999 200cc/1 130kg 800mm

390 Duke $9,499 373cc/1 139kg 800mm

450 SMR $15,999 449cc/1 110kg 927mm

690 Duke $13,999 690cc/1 150kg 835mm

690 Duke R $16,499 690cc/1 149kg 865mm

690 SMC R $17,999 690cc/1 139kg 890mm

apriliaShiver 750 $13,995 750cc/V2 189kg 800mm

Shiver 750 ABS $14,995 750cc/V2 194kg 800mm

Dorsoduro 750 ABS $16,990 750cc/V2 186kg 870mm

Dorsoduro 1200 $18,995 1197cc/V2 212kg 870mm

Dorsoduro 1200 ABS $19,995 1197cc/V2 212kg 870mm

Tuono V4 APRC $23,990 1000cc/V4 183kg 835mm

Tuono V4 APRC ABS $26,990 1000cc/V4 185kg 835mm

RSV4 Factory APRC $33,995 999cc/V4 181kg 845mm

RSV4 R APRC ABS $26,990 999cc/V4 186kg 845mm

RSV4 Factory APRC ABS $35,990 999cc/V4 181kg 845mm

Caponord ABS $24,990 1197cc/V2 214kg 840mm

Caponord ABS Travel Pack $27,990 1197cc/V2 840mm

bmwG650 GS $15,293 652cc/1 192kg 780mm

F800 R $18,481 798cc/I2 199kg 800mm

F650 GS $17,844 798cc/I2 179kg 820mm

F800 GS $22,308 798cc/I2 185kg 880mm

F800 ST $20,395 798cc/I2 182kg 820mm

R1200 R $28,302 1170cc/B2 198kg 800mm

R1200 R SE $27,907 1170cc/B2 223kg 800mm

R1200 RT SE $39,909 1170cc/B2 229kg 820mm

R1200 GS $28,302 1170cc/B2 225kg 850mm

R1200 GS Triple $33,481 1170cc/B2 229kg 850mm

R1200 GS Adventure $34,807 1170cc/B2 223kg 910mm

K1300 R SE $30,853 1293cc/I4 243kg 820mm

K1300 S $33,659 1293cc/I4 254kg 820mm

K1300 GT $38,455 1293cc/I4 288kg 820mm

K1300 GT SE $42,249 1293cc/I4 288kg 820mm

K1600 GT $44,628 1646cc/l6 319kg 810mm

K1600 GTL $47,179 1646cc/l6 348kg 750mm

S1000 RR Sport $29,990 999cc/L4 210kg 820mm

cagivaMito 125 Race $10,490 125cc/1 125kg 760mm

Raptor 125 $7,990 125cc/1 125kg 800mm

Raptor 650 $9,990 645cc/V2 180kg 775mm

can-amSpyder RS SM5 $30,990 998cc/V2 317kg 737mm

Spyder RS SE5 $33,490 998cc/V2 317kg 737mm

Spyder RSS SE5 $34,690 998cc/V2 317kg 737mm

Spyder RT SM5 $37,490 998cc/V2 425kg 750mm

Spyder RT Techno SM5 $42,090 998cc/V2 425kg 750mm

Spyder RT Techno SE5 $44,590 998cc/V2 425kg 750mm

Spyder RT S SM5 $46,690 998cc/V2 425kg 750mm

Spyder RT S SE5 $49,190 998cc/V2 425kg 750mm

ducatiMonster 659 ABS $17,490 659cc/L2 161kg 770mm

Monster 696 ABS $17,490 696cc/L2 161kg 770mm

Monster 796 ABS $19,990 803cc/L2 169kg 800mm

Monster 1100 EVO ABS $22,490 1078cc/L2 169kg 810mm

Streetfi ghter 848 $23,990 849cc/L2 199kg 840mm

Streetfi ghter $29,990 1098cc/L2 169kg 840mm

Streetfi ghter S $38,490 1098cc/L2 167kg 840mm

Multistrada 1200 ABS $29,490 1198cc/L2 189kg 850mm

Multistrada 1200S Sport $36,490 1198cc/L2 192kg 850mm

Multistrada 1200S Touring $36,490 1198cc/L2 192kg 850mm

Hypermotard 796 $19,990 803cc/L2 167kg 825mm

Hypermotard 1100S EVO $23,490 1078cc/L2 172kg 845mm

Hypermotard 1100S EVO SP $25,990 1078cc/L2 171kg 875mm

Diavel $29,490 1198cc/V2 207kg 770mm

Diavel Carbon Black ABS $36,490 1198cc/V2 207kg 770mm

Diavel Carbon Red ABS $36,990 1198cc/V2 207kg 770mm

848 EVO $24,990 849cc/L2 194kg 830mm

848 EVO Corse SE $26,990 849cc/L2 194kg 830mm

1199 Panigale ABS $33,990 1198cc/L2 188kg 825mm

1199 Panigale S ABS $42,990 1198cc/L2 188kg 825mm

1199 Panigale S Corse Edition $49,990 1198cc/L2 190kg 825mm

harley-davidsonXL883L Super Low $14,495 883cc/V2 255kg 681mm

XL883N Iron 883 $14,495 883cc/V2 260kg 735mm

XL1200C 1200 Custom $17,150 1202cc/V2 260kg 710mm

XR1200X Forty Eight $18,495 1202cc/V2 260kg 710mm

FXDB Street Bob ABS $24,250 1690cc/V2 320kg 690mm

FXDC Super Glide Custom ABS $24,250 1690cc/V2 308kg 673mm

FXDWG Wide Glide ABS $26,750 1690cc/V2 303kg 678mm

FXDF Fat Bob ABS $27,595 1690cc/V2 320kg 686mm

FLD Switchback ABS $28,595 1690cc/V2 326kg 663mm

VRSCF V-Rod Muscle ABS $28,995 1250cc/V2 305kg 678mm

VRSCDX Night Rod Special ABS $29,595 1250cc/V2 304kg 678mm

FXST Softail Standard ABS $29,495 1584cc/V2 309kg 720mm

FXS Blackline ABS $29,995 1690cc/V2 310kg 663mm

FLSTF Fat Boy ABS $30,650 1690cc/V2 329kg 690mm

FLSTB Fat Boy Lo ABS $30,595 1690cc/V2 332kg 669mm

FLSTN Softail Deluxe $31,995 1690cc/V2 329kg 658mm

FLHR Road King ABS $34,250 1690cc/V2 368kg 711mm

690 Enduro R $17,999 654cc/1 139kg 930mm

1190 Adventure Base $24,999 1195cc/V2 212kg 860mm

1190 Adventure $26,999 1195cc/V2 212kg 860mm

1190 Adventure R $27,999 1195cc/V2 217kg 890mm

1290 Superduke R ABS $28,499 1301cc/V2 189kg 835mm

moto guzziV7 Classic 750 $13,990 744cc/V2 198kg 805mm

V7 Cafe Classic $13,990 744cc/V2 198kg 805mm

V7 Racer $16,990 744cc/V2 198kg 805mm

V7 Stone $14,990 744cc/V2 179kg 805mm

V7 Special $15,990 744cc/V2 179kg 805mm

1200 Sport SE $22,990 1151cc/V2 240kg 800mm

1200 Sport SE ABS $23,990 1151cc/V2 240kg 800mm

Griso 1200 8V $20,990 1151cc/V2 222kg 800mm

Griso 1200 SE $24,000 1151cc/V2 222kg 800mm

Breva 1200 4V $18,990 1151cc/V2 236kg 800mm

Norge 1200 GT 8V ABS $25,990 1151cc/V2 246kg 800mm

Norge 1200 GTL $18,990 1151cc/V2 246kg 800mm

California 1400 ABS $25,990 1380cc/V2 337kg 740mm

Nevada 750 $14,990 744cc/V2 179kg 767mm

California 1400 ABS Custom $25,990 1380cc/V2 318kg 740mm

Stelvio 1200 $19,990 1151cc/V2 257kg 820mm

Stelvio 1200 NTX ABS $26,990 1151cc/V2 272kg 820mm

mv agustaBrutale 675 $17,990 675cc/I3 167kg 810mm

Brutale 800 $22,490 798cc/I3 167kg 810mm

Brutale 800 EAS $23,490 798cc/I3 167kg 810mm

Brutale 800 EAS ABS $24,490 798cc/I3 167kg 810mm

Brutale 800 Dragster EAS ABS $25,990 798cc/I3 167kg 811mm

Brutale 1090 R $25,990 1078cc/I4 183kg 830mm

Brutale 1090 RR $26,990 1078cc/I4 183kg 830mm

Brutale 1090 RR ABS $27,990 1078cc/I4 183kg 830mm

F3 675 EAS $22,490 675cc/I3 173kg 805mm

F3 800 EAS $25,990 798cc/I3 173kg 805mm

F3 800 EAS ABS $26,990 798cc/I3 173kg 805mm

F4 1000R $34,990 998cc/l4 185kg 830mm

F4 1000R ABS $42,990 998cc/l4 185kg 830mm

Rivale 800 $25,990 798cc/I3 178kg 881mm

Bullet Euro Classic Deluxe $8,550 500cc/1 168kg 760mm

Bullet C5 EFI $11,995 500cc/1 182kg 800mm

suzukiGN125H LAMS $2,699 124cc/1 107kg 735mm

DR200SEL2 Street Legal LAMS $5,995 199cc/1 126kg 810mm

GW250L3 Inazuma LAMS $5,495 248cc/I2 182kg 780mm

GW250ZL4 LAMS $6,495 248cc/I2 183kg 780mm

VL250L2 Intruder LAMS $6,999 248cc/V2 145kg 685mm

DR-Z250K9 LAMS $8,495 249cc/1 131kg 890mm

DR-Z400EK9 Street Legal LAMS

$9,495 398cc/1 138kg 935mm

DR-Z400SML4 Supermotard LAMS

$9,995 398cc/1 146kg 890mm

GSX-R600L3 $18,495 599cc/l4 187kg 810mm

AN650L4 Burgman 650 LAMS $17,295 638cc/l2 275kg 755mm

DL650AL4 V-Strom ABS $14,500 645cc/V2 214kg 835mm

DL650AL4 V-Strom ABS LAMS $14,500 645cc/V2 214kg 835mm

DR650SEL4 LAMS $8,999 644cc/1 166kg 885mm

GSX650FUL2 LAMS $11,995 656cc/l4 241kg 790mm

SFV650L3 Gladius $11,995 645cc/V2 202kg 785mm

SFV650UL4 Gladius LAMS $11,995 645cc/V2 202kg 785mm

GSR750L4 $14,495 749cc/l4 210kg 815mm

GSX-R750L4 $18,995 749cc/l4 190kg 810mm

DL1000AL4 V-Strom ABS $19,995 1037cc/V2 228kg 850mm

GSX-R1000L3 $21,990 999cc/l4 203kg 810mm

GSX1250FAL4 Faired Tourer $15,995 1255cc/I4 257kg 805mm

GSX1300RAL3 Hayabusa ABS $21,990 1340cc/I4 260kg 805mm

S40 Boulevard $7,995 652cc/1 173kg 700mm

C50 Boulevard $14,995 805cc/V2 277kg 700mm

C90BT Boulevard Black Out $21,990 1462cc/V2 363kg 720mm

C90T Boulevard $16,900 1462cc/V2 363kg 720mm

M50 Boulevard $12,495 805cc/V2 269kg 700mm

M109R Boulevard $21,990 1783cc/V2 347kg 705mm

M109RZ Boulevard $22,500 1783cc/V2 347kg 705mm

M109RBZ Boulevard $22,495 1783cc/V2 347kg 705mm

triumphTiger 800 ABS $18,990 799cc/l3 214kg 843mm

Tiger 800 XC ABS $21,295 799cc/l3 214kg 843mm

Tiger 800 XC ABS SE $21,990 799cc/l3 214kg 843mm

Tiger 1050 $19,990 1050cc/I3 198kg 830mm

Tiger 1050 ABS $20,990 1050cc/I3 198kg 830mm

Tiger 1050 ABS SE $20,990 1050cc/I3 198kg 830mm

Tiger Explorer 1200 ABS $27,190 1215cc/I3 259kg 837mm

Tiger Explorer Spoke ABS $27,990 1215cc/I3 259kg 837mm

Tiger Explorer Spoke ABS XC $29,950 1215cc/I3 267kg 837mm

Tiger Sport ABS $21,990 1050cc/I3 235kg 830mm

Tiger Sport ABS Launch $23,490 1050cc/I3 235kg 830mm

Bonneville A3 $13,990 865cc/I2 200kg 740mm

Bonneville SE $13,990 865cc/I2 205kg 775mm

110 new zealand autocar110 new zealand autocar Prices are RRP. Errors & Omissions Excepted.

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Bonneville T100 A3 Black $14,890 865cc/I2 205kg 775mm

Bonneville T100 A3 $16,990 865cc/I2 224kg 774mm

Bonneville T100 SE A3 $15,990 865cc/I2 224kg 774mm

Scrambler $15,490 865cc/I2 229kg 826mm

Thruxton A3 $15,590 865cc/I2 205kg 790mm

Bonneville America A3 $14,490 865cc/I2 226kg 720mm

Bonneville America LT A3 $15,990 865cc/I2 226kg 720mm

Rocket III Roadster ABS A2 $27,290 2294cc/I3 367kg 750mm

Speedmaster A3 $14,490 865cc/I2 229kg 720mm

Thunderbird ABS A1 $23,990 1597cc/l2 339kg 700mm

Thunderbird Storm ABS A1 $24,990 1699cc/l2 339kg 700mm

Thunderbird Commander ABS A1

$26,590 1699cc/l2 339kg 700mm

Thunderbird LT Tourer ABS A1 $27,990 1699cc/l2 380kg 700mm

Thunderbird LT Tourer ABS A1 $29,490 1699cc/l2 380kg 700mm

Street Triple B1 $14,990 675cc/l3 183kg 800mm

Street Triple ABS B1 $16,190 675cc/l3 183kg 800mm

Street Triple R B1 $16,990 675cc/l3 182kg 820mm

Street Triple R B1 Launch $17,990 675cc/l3 182kg 820mm

Street Triple R ABS B1 $17,990 675cc/l3 182kg 820mm

Speed Triple 1050 A1 $21,190 1050cc/l3 217kg 830mm

Speed Triple 1050 A1 ABS $20,990 1050cc/l3 217kg 830mm

Speed Triple R ABS A1 $22,990 1050cc/l3 212kg 825mm

Speed Triple SE $23,490 1050cc/l3 212kg 825mm

Daytona 675 B1 $16,990 675cc/I3 184kg 820mm

Daytona 675 B1 Launch $17,990 675cc/I3 184kg 820mm

Daytona 675 ABS B1 $18,990 675cc/I3 184kg 820mm

Daytona 675 R ABS B1 $22,490 675cc/I3 184kg 820mm

Daytona 675 R ABS B1 Launch $23,990 675cc/I3 184kg 820mm

Trophy ABS SE $34,990 1215cc/I3 301kg 800mm

Trophy ABS SE Launch $36,990 1215cc/I3 301kg 800mm

victoryVegas 8 Ball $22,595 1634cc/V2 296kg 673mm

Vegas $26,995 1634cc/V2 298kg 673mm

Vegas Low $24,495 1634cc/V2 295kg 640mm

Hammer $28,995 1634cc/V2 308kg 673mm

Hammer S $30,995 1634cc/V2 305kg 673mm

Jackpot $26,995 1634cc/V2 298kg 673mm

Kingpin $27,495 1634cc/V2 307kg 673mm

Kingpin Tour $27,495 1634cc/V2 336kg 673mm

Vision Street $32,995 1732cc/V2 365kg 673mm

Vision Tour $35,995 1732cc/V2 365kg 673mm

yamahaYZF-R125 $9,199 125cc/1 138kg 818mm

YZF-R15 $4,999 150cc/1 131kg 790mm

Scorpio $4,289 223cc/1 126kg 770mm

XJ6-N $13,599 600cc/l4 211kg 785mm

XJ6-S $13,999 600cc/l4 211kg 785mm

FZ6R $13,999 600cc/l4 213kg 785mm

FZ6R SP $14,299 600cc/l4 213kg 785mm

FZ8-N $16,349 779cc/l4 211kg 815mm

FZ8-S $17,879 779cc/l4 215kg 815mm

FJR1300A $29,849 1298cc/I4 237kg 805mm

MT-01 $23,699 1670cc/V2 240kg 825mm

VMAX $35,749 1679cc/V4 318kg 775mm

XV250 Virago $7,149 249cc/V2 137kg 685mm

XVS650 V-Star Custom $12,879 649cc/V2 229kg 711mm

XVS650A V-Star Classic $13,899 649cc/V2 229kg 711mm

XVS1100A $17,679 1063cc/V2 272kg 710mm

YZF-R6 $18,799 600cc/I4 162kg 820mm

YZF-R1 $24,529 998cc/I4 206kg 835mm

XT660R $13,279 595cc/1 156kg 855mm

XT250 $7,659 196cc/1 118kg 790mm

TTR230 $7,249 223cc/1 107kg 870mm

WR250R road $12,349 250cc/1 125kg 929mm

AG100 $4,099 97cc/1 99kg 800mm

AG200 $6,329 196cc/1 112kg 820mm

HS

G 0

045

AC

/MW

Learner Approved Motorcycle Schemelams.co.nz

GT650PL 52hp $8,995 +orc GT650RL 52hp $9,995 +orc GV650PL 52hp $10,995 +orc ST7L 63hp $10,995 +orc P: 0800 HYOSUNG

In what may seem like a déjà vu moment, the

Yamaha SR400 is back. Introduced fi rst in the

70s, it was a simple single that captured the

essence of motorcycling. In its rejuvenated form the

thumper with a kick starter and timeless design is

aimed at the riders who are looking to rediscover

the simplicity of motorcycling. Others will want the

SR400 for the many possibilities it offers

to those who wish to customise their machine

into a cafe racer or street scrambler.

Powering the SR400 is a single-cam

two-valve air cooled engine true to the

original design and optimised for good

low rev torque production. The main

nod to modernity is the addition

of fuel injection so the

engine can meet current

emissions regulations,

and transistorised ignition

for stronger spark and

easier starting.

The SR400 features

an oil-in-frame design

for reduced pumping

losses, added ground

clearance (no sump) and

a slimmer body, an aid for customising a bike.

The classic teardrop tank holds 12L of fuel. Other

features include a two-pot calliper for the single disc

brake, a drum rear, a centre stand and lightweight

aluminium rims with 18-inch front and rear tyres.

This learner approved machine has an

RRP of $9599.

For 2014 Ducati introduces a signifi cantly upgraded

Diavel with an engine tweaked for even smoother

operation, an updated exhaust system, and styling

enhancements. The latest generation Testastretta 11°

Dual Spark engine offers more torque, thanks to changes

in porting and cam timing, and now generates 131Nm at

8000rpm to complement its 121kW (162hp) and 210kg

dry weight. Clutch lever pressure has been reduced, and

major service intervals are now out to 30,000km.

A styling rethink extends to instruments, with a new

fi ve-bar fuel gauge and side stand deployed warning

light, new air intake ducts on the front of the tank,

all lights are now LEDs, and the reshaped seat with

horizontal ribbing is now a little longer. It comes with

a single seat cover. Below are new slash-cut silencers.

The standard Diavel is fi nished in Dark Stealth or

black livery whereas the 5.5kg lighter Carbon Diavel can

be had in Ducati Red with red frame or the Star White

with matching white frame. Respective prices

are $29,990 and $36,990.

DIAVEL temptation

WHAT GOES AROUND...

new zealand autocar 111Distributors: To have your prices updated, email your current price list and information to [email protected] by the 10th of each month subscribe online at www.mags4gifts.co.nz/autocar



http://www.lams.co.nz

I have a little ritual each morning when I arrive at work. I always enter through the side door, bypassing the usual gaggle of autograph hounds out front, at the same time avoiding any lurid headlines in the gutter press (“Rob Scott prefers the rear entrance”).

This conveniently takes me through the mail room, where I liberate any interesting packages addressed

to Cuisine, then wander down the hallway towards the NZ Autocar offi ce. NZ House & Garden often have baskets of produce in their foyer, so it’s usually fun to grab an apple or carrot and lob it through the door of NZ Horse & Pony. I’m sure they fi nd it as amusing as I do.

My fi rst task used to be to clear my e-mails, but I now prefer to spend any spare computer time maintaining my penis enlargement and Nigerian Lottery businesses. So I have a secretary sort through the dross before I arrive.

She’s a dear old soul named Kiri, used to do a bit of singing apparently, but I’m just glad I could fi nd something for her to do in her dotage.

“I’ve deleted most of your extraneous correspondence,” (did I say she enunciates beautifully?), “so there’s only a few matters that require your attention.”

She peered at her notes. “There’s a Mr Putin would like you to co-drive for him in his fi rst rally.”

I don’t normally bother with novices but it sounded intriguing. “Does he say where?”

“He’s thinking of driving into Estonia or the Ukraine.”I pondered the offer then said, “Better not. I saw

him at a rally in Red Square and he seemed more suited to crowd control than hanging on to a steering wheel. What else have you got?”

“A Herr Dotcom has sent you an invitation to his party.”“Birthday or political?”“I’m afraid he’s not explicit.”“Better decline – either way I’m likely to

end up in jail. But tell him I can get him a job in the next Santa parade if he’ll let me borrow that pink Cadillac.”

Kiri furrowed her brow. “I thought those roles were highly prized.”

I shook my head. “Not as Santa – I was thinking of one of those gas-fi lled infl atables. Any other messages?”

“There’s a press release from the Otago School of Sports Medicine.”

I rolled my eyes. I loathe press releases and I have a little problem with the

Dunedin academics. They refuse to let me enter the Elite Motorsport Academy – something to do with my age and, apparently, my ‘eliteness’.

“What are they wittering on about now?”“They have noticed amongst their motorsport graduates

a disturbing trend in hair loss. It was initially thought to be early-onset Male Pattern Baldness but they found it was more prevalent amongst rally drivers.”

“That’ll be due to the higher levels of testosterone.”“I fear not. It appears to be an extension of the

phenomenon known as ‘helmet hair’. They’ve discovered that extended periods wearing fi reproof balaclavas traps the heat and perspiration salts against the skin, permanently damaging the follicles.”

I mulled this over. Single-seater drivers only seem to have short races, two or three times a day, while rally drivers are barely out of their helmets. You only had to look at the magnifi cent head of hair on James Hunt – or, more recently, Brendon Hartley to see it made sense. It also clarifi ed why most teams use a number of drivers for endurance races – those pretty-boy circuit types were all perfectly aware they needed to give their scalps time to recuperate between stints.

“What would you like me to do?” “Alert my stylist and my trichologist – they may have to

mount a rescue operation. Perform an internet search and fi nd who Shane Warne has been using – we’ll want to avoid them like the plague. And I guess we should do the responsible thing – someone should warn poor Emma Gilmour.”

“But won’t she be devastated?”“Not if you sing the news to her…”

Rob Scott

LOSINGLOSINGLOSING


They’ve discovered that extended periods wearing fi reproof balaclavas traps the heat and perspiration salts against the skin, permanently damaging the follicles.

www.motoguzzi.net.nz

GENERAL TERMS AND CONDITIONS* While stock lasts. Applies to advertised models only. Advertised price represents 1/3 of value of motorcycle only - finance and on road costs are excluded. Offer based on 1/3 deposit plus On Road Costs, followed by 1/3 payable in 12 months and the final 1/3 payable in 24 months at 0% interest. Documentation fee $510, monthly transaction fee $5, PPSR fee $13 and normal lending criteria applies.

http://www.motoguzzi.net.nz

Visit ProCeedGT.co.nz

WORK4965

UNCOMPROMISED 'Designer' Comfort

UNIQUE Instrument Panel

SPORTS Steering Wheel

1.6 Litre Turbo•150 kW of Power•265 Nm of Torque•6 Speed Manual Transmission

THE PRO_CEED GT

$43,990 + ORC

VERB. GIVE STRENGTH

OR ENERGY TO

http://www.proceedgt.co.nz

nz autocar - may 2014

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