NZ Autocar - May 2014

PROCEED
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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
Proofer
Trish Bexley
ADVERTISING SALES
Gavin Shaw
Sales Manager
A DARK FUTURE
FOR DIESEL?
ts not a good issue for diesel-philes, this one. Its almost completely
devoid of oilers, save for Mr Moores report from the launch of the new
Mercedes-Benz C-Class and Mr Owens 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 wasnt
worth offering again. And with a diesels 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 GMs 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 diesels greater efciency
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 efcient, 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 setups 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 diesels inherent efciency
means bofns 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 electrication.
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 efcient diesels, local distributors will continue to
leave these types of engines out of their line-ups.
new zealand autocar
ART DEPARTMENT
Art Director/Production Manager Scott Copeland
Designer
Mike McCullough
Staff Photographer
Tom Gasnier
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F IRST CLASS FUN.
eing sophisticated doesnt mean you cant have fun. With all-new premium styling and
the superior performance youd expect from a WRX, this models a whole new class of fun.
Completely reengineered with superb handling, combined with Subarus legendary
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,
SUB6412
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, its possible to overlook the hatch.
Not any longer, as the new new Mini has arrived, sporting
a strangely familiar look and stroppy new engines
34 RAISING THE BAR
86 EVER GREEN
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 ght to
the GTI,the great all rounder?
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
40 ON THE MOVE
V-STROM 1000
Suzukis V-Strom 1000 went AWOL for a time, but its back
now, lighter, stronger and with TC, a rst for the bike maker.
We head for the hills to check it out
KIA PROCEED GT
Kia enters new territory with its Euro-sourced Proceed GT.
Is the Korean car-makers rst performance offering
a hit or a miss?
96 POLISHING THE DIAMOND
46 QUICKEST Q3
HONDA CBR600RR
Hondas evergreen CBR600RR has won seven world
supersport championships since its introduction in 2003.
It therefore wasnt broken, but Honda decided to x it for
2014 anyway
AUDI RS Q3
Until recently the Q3 range comprised a single model.
Now theres a quiet, accessible variant at one end and
a baritone at the other. We meet the entertainer
COVER
STORY
C
HSV GTS vs M-B
Regulars
Driven
2
6
20
22
24
112
64
68
70
72
From the Editor

FYI
Roadwatch
Moore to the Point
In the Field
Pacenotes
Nissan X-Trail
BMW 320i GT
Jaguar F-Type V6
VW Performance Models
74
76
77
78
82
Kia Optima
Mercedes-Benz E 400
Kia Soul
Ford Territory
Toyota TR 86
N 507
63 AMG EDITIO
Used
90
Mazda MX-5 MK1
Prices
100 New Car Market
110 New Bike Market
NZ Autocar exclusively uses Meguiars car care products when out on location
p26
BMW
www.bmw.co.nz
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INTELLIGENT ALL-WHEEL DRIVE
The
exalted one
new zealand autocar
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. Peugeots 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 rms 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 ve-door fastback design, has an
interesting colour scheme with the front halfs
hand-formed steel left as bare metal, while the
rear is cloaked in shark skin, an aero-efcient
textile. The interior is swathed in a mix of natural
wool-based chin 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 tted with a Pure Blue air treatment
system. This can purify the cabin surfaces

when its parked up by spreading bactericides
and fungicides about the interior. When
moving, it has an active lter to screen the
air of volatile organic compounds and ne
particles. Welcome to the 21st century.
Its a dynamic-looking saloon-come-hatch
and measures 4.7m long with wide tracks and
ared arches lled by 20-inch wheels. Its sleek
in prole, being just 1.31m tall. The tailgate uses
a complex hinge mechanism which maximises
the aperture but sees the fth 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 its a cabin rearward design
but it uses the new PSA front-drive platform
and adopts the rms 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 PSAs adaptable multilink
arrangement. This allows for electric-only
drive, but also combines with the petrol engine
to provide AWD. No performance or economy
gures are given for the Exalt, and theres no
word yet as to whether this will become a
reality but it could easily form the genesis
of a Citron DS-like range for Peugeot.
subscribe online at www.mags4gifts.co.nz/autocar
new zealand autocar
M-B product
offensive ROLLS ON
WITH an R&D budget that rivals the GDP
of some countries, Volkswagen is said to be
readying more fuel efcient 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 Seats 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.
n a lling-the-niche exercise, common

amongst the big three luxury German car
makers, Mercedes is taking on BMWs 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 fourpotters for the entry-level variants, V6 petrol
and diesel engines, a plug-in hybrid as the
NEW CARNIVAL
COMES TO TOWN
ia 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 companys styling revolution
which began in 2009.
Kia focused on improving the Carnivals
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 its 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
new zealand autocar
most economical of the bunch, a V8-powered

MLC 63 AMG while a range-topping MLC 65
AMG will use a V12 engine.
Featuring ve doors and a more
aggressively sloping roof than the ML, the
concept is said to closely resemble the
nished item. The company promises it will
be a dynamic handling machine on road,
probably using the rms 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
efcient development programme.
An EU launch for the MLC is expected
in 2015.
is said to be roomier however and available

in six-, seven- or eight-seater congurations.
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 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.
RAISING THE ROOF ON PERFORMANCE

INTRODUCING THE NEW LOTUS EXIGE S ROADSTER
A perfect balance between beauty and performance, this is the fastest Lotus convertible yet.
The 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.
LOTUS AUCKLAND
425 Broadway, Newmarket, 1023 Tel 09 522 3299

LOTUSCARS.CO.NZ
NOT done with VW yet. The all-new

Passat is entering the 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
VWs 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 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 veseat and seven-seat Discos will ultimately
replace Freelander 2. The 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
10
new zealand autocar
Lexus NX invader
Earth-bound
ecall the oddly angular sci-
LF-NX concept from last years
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 its
toned down and not half bad. Styling cues
remaining include the huge spindle grille
and wheelarch ares, the drooping bonnet
and 3D slashes in the door panels. Tickshaped DRLs are a Lexus styling ourish. The
wild rear end is now more conventional, with
a sloping rooine, 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 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 rst time in an auto petrolpowered 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 birds eye view
monitor, head-up and multi-information
displays, blindspot monitoring, cross-trafc
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.
TOPLESS
TORQUE
MONGER
hevrolet has revealed a fast droptop in the form of the Corvette
Z06 Convertible. This is a new
variant to the line-up as previously
the lidless Corvettes chassis wasnt 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 GMs new eight-speed auto.
The 8L90 box is said to help improve the
efciency of a regular Corvette (i.e non-Z06)
MARKS
FINALITY
ts all over for the FPV brand and Ford

will send off its charger with the GT F,
F being Final. Its a limited edition special
with 550 being sent down the line, and
50 of these are headed our way. Pricing is
yet to be conrmed 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
by ve percent thanks to taller gearing and

reduced internal friction compared with the
old six-speed auto. Its also four kilos lighter,
with four gearsets and ve clutch packs, and
GM reckons upshifts are achieved eighthundredths 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.
badge to adorn is anks. This time around

it wont 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 bofns have also tted better
brakes with Brembo six-pot calipers as
standard. Expect various stripe packages and
colour combinations that hark back to Fords
glory days of long, long ago. Australians will
be treated to a last hurrah Pursuit Ute as well.
Beyond the 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.
new zealand autocar
11
Honda polishes
two CR
models
a pumping stereo. AMGs 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 conrmed 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 rms US
Spartanburg factory, the global offering will
utilise a longer version of the X5s 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.
12
new zealand autocar
here is some new

metal on the Honda
showroom 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
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.
MG3 here now

G has introduced its MG3 to the
New Zealand line-up, selling for
just under $20k. The Chineseowned brand already sells the MG6
GT and Magnette models here but the MG3 is a
newly developed offering from the rms R&D
centre in the UK. Of course, its 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.
Its rated at 5.8L/100km. The catch;
the MG3 is only available with a
ve-speed manual at this stage.
If that doesnt 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 youre wondering
about safety, arent you? The MG3 has ESP,
six air bags and ve three-point safety belts,
including Isox 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. Well bring you
a road test next month.
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AS the end of Mitsubishis Lancer Evolution

X production draws near, it is rumoured the
company will introduce a high-performance
crossover. Mitsubishi President, Osamu
Masuko, commented recently, the
denition of an SUV is changing. He hinted
that the region between Evolution and
SUV might become blurred. While a new
Lancer Evolution isnt 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 benet 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 Fords 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 Nissans rened
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 Nissans 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.
aguar sales struggle to make a blip on

the local radar. Last year the rm only
moved 130 cars, while its sister brand,
Land Rover, sold 460. Its looking like
another glum year for the Leaper, with just
32 cars sold to the end of March, whereas LR
has moved 248. Its not that Jaguars 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
&
&
14
new zealand autocar
405kW and 680Nm. With the Quickshift

rapid-re eight-speed in charge, the
0-100km/h sprint is red off in 4.6 seconds.
Revisions to the ECU and optimised air ows
both to and from the engine net the extras,
while its harnessed by way of wider 20inch forged alloys, and uprated springs and
dampers. These dont impact too severely
on the Jags 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, theres a deeper front bumper
with a carbon bre splitter, side skirts and a
carbon 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.
POUNCE
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
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 its 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 its not as dynamic through curves. Its
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. Its cheaper too,
the base V6 starting at $125,000, $15k less

than the Convertible. If youre looking
for something with more sports than the
XFR-S sedan, youll 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
superuous 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.
new zealand autocar
15
A Porsche 911 prototype has been seen

itting about the Nrburgring and was
thought to be testing the companys new
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 ve-door Sportback
powered by Audis 2.5-litre ve-cylinder
turbo engine developing 270kW. Naturally
the power will be grounded by an allwheel drive system channelled through
a twin-clutch transmission. Theres 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 ofcially axed production
of the 12C car as it concentrates on the
650S Coupe and Spider. That said, a vastly
modied version of the existing 12C will
likely be such a signicant change that it
warrants a new name. Meantime, current
12C owners will be the beneciaries 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
rms IRIS infotainment system. Meantime
the 650S is selling gangbusters.
16
new zealand autocar
he new fth-generation C-Class has

been launched to many furrowed
brows. It has become a big car
seemingly overnight, though the
actual dimensions - its 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 dont tell the full visual story.
It feels and drives like a big car, and the
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 models
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 its now

free to enjoy its position without having to
cater for newcomers to the silver star. Its the
most curvaceous C-Class ever and this tends
to disguise its new-found size. Judging by
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; its
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
nalised, but expect two variants based on
the 2.1-litre turbodiesel four, in 125kW C220
The Stats
MODEL Mercedes-Benz C 250

PRICE $TBA
ENGINE 2143cc, IL4, TDI
150kW@3000rpm,
500Nm@1600-1800rpm
TRANSMISSION 7-speed
auto, rear-wheel drive
VITALS 0-100km/h 6.6sec,
4.3L/100km, 109g/km
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 sevenspeed automatic allowing a 2100rpm
120km/h cruise, it best 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 proles. The
good news is that though the big hoops tted
to the AMG-line looked great they didnt
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 isnt 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 difcult to judge its extremities at
times, its electromechanical steering
is sufciently well-weighted and accurate
for it not to be intimidating.
In trafc, it was easy to relax into the
good ofces of the C-Classs 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 nd your way. The
Brake Assist detects crossing trafc 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
new zealand autocar
17
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Photo NSW Police
ruising through heartland Australia in a Ford Territory

this month got me thinking about the Australian
car industry. What were the products that effectively
dened the nations four-wheeled culture? The French
always major on quirkiness and left-eld thinking,
the Germans want to set a faster lap at the Nurburgring, the
Brits consistently give us cars that reect 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 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 classied 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 Australias 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 ofcial 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
20
new zealand autocar
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 years supply of branded condoms as well, but Holden
declined the opportunity.
Utes:
We all know the story of the farmers 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. Thats 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:

Ive 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, Ive never had a ride in a police car, but Ive caught
almost as many Falcon- and Commodore-based taxis as Ive
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 crossAdelaide 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.
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GIVE
it UP
I
was asked at a driver training day last month

why more people dont 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
its getting dangerous, not for the pursuers but for the
pursued. Its 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.
Its only talk-back weirdos that blame the police these
days, most people knowing that its runners like him who
should be held responsible.
There are plenty of reasons why the police have the
advantage, even if it isnt evident in their choice of car, or
its horsepower. The police communications team will be
listening, plotting and advising, and every involved ofcer
will have radios, whether in their vehicles, at HQ or on their
person. Theyll all know where the runner is and where
theyre going.
Give up mate, it isnt 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 wont 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 theyre not allowed to do so unless theyre
qualied, while your only qualication is that youve
22
new zealand autocar
occasionally impressed some mates on a burnout pad

or looked at big numbers on your speedometer. Give up,
these guys are used to this. Youre not.
The longer the pursuit goes on, the more cars and
ofcers are going to be in on it. And think about this:
youll 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 doesnt matter how fast your car is, or how skilled you
are at driving, you cant defeat a pincer movement of law
enforcement vehicles. Give up, for pitys sake.
If you still havent 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 dont spin your car off the road, youll now
have been turned into one of those pursuees, trying to
escape from police at about 25km/h, in a shower of sparks.
Youll be remembered forever on Facebook or on one of
those Worlds 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, ashing lights, blood and viscera, being
the chaser is far from fun; its a job theyd rather not be
doing. And you know you really should give up.
I dont care if you have a Skyline with several hundred
horsepower more than what you call a wanky six-cylinder
Commodore. Theyll get you one way or another, and I do
hope you give up so the police drivers last job isnt 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: Its my mums!
I give up.
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The
SOUNDS
and SMELLS are what make it
e might have made a less than stellar start to
his title defence on the track, but Sebastian
Vettels 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; Its shit, thats my opinion. I think
Formula One has to be spectacular and the sound is one
of the most important things.
Sebs team might not know how to put on a wheel
properly (at least on his teammates car) but Red Bulls
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 efcient.
The technology being used is utterly impressive; the
tone however is akin to automotive atulence. Im not
criticising the volume either, the reduction in noise
is a legitimate health bonus.
My concern is the tone, and heres 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 Im driving, and
instantly there was a gruff resonance piped into the cockpit.
I know it was synthetic, and I dont 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.
24
new zealand autocar
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 cant 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
condence 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 kWor the lack of brakes, Olsen
pushed me down the Auckland Zoo straight, yelling Clutch
out! Nowthrottle!
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, Id 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
pacenot 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.
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26
new zealand autocar
V8 SEDANS COME IN A FEW

DIFFERENT SHAPES AND
SIZES AND AT DIFFERENT
PRICE POINTS TOO. CAN
HSVS BIGGEST GUN SMOKE
MERCS HOT ROD C-CLASS?
f youve a hefty wad to spend on a powerful

motor and youve always had a hankering
for an eight, best not procrastinate. Engine
downsizing is not conned to mass
market hatchbacks and big capacity V8s
are now on the endangered list. One of
the greats, AMGs 6.2-litre M156 is on its
nal 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 efcient 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 its 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 its a good
excuse to compare one of the best from Europe
with one of the greatest from Aussie. Is the extra
spend justied on the Euro hot rod, or does the
Aussie brawler simply out muscle it?
EIGHT Talkin
Its the eights that dene these two. And though
similar in cylinder count and displacement, they
go about breeding horses differently. The HSV
uses GMs 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 507s 6.2-litre eight is full of exotic alloys
(see sidebar for details) and its hand-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 GTSs 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 doesnt feel as fast as the AMG
but its 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 weve
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 doesnt 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 its 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
NO
SLUSH
HERE
Even though the
C 63 is tted with
an auto as standard,
none of the M156s
charm is lost thanks to
AMGs 7-speed MCT (Multi
Clutch Technology) box. Its 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 theres 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.
28
new zealand autocar
The GTS has a somewhat old-fashioned six-speed auto

next to the C 63s trick seven-gear auto (see sidebar).
Theres absolutely no slip or slur from the Merc
box, its always hooked up and aids that racerlike 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, theres
the occasional pause in the GTS, which
goes without the help of shift paddles. Both
are rened in trafc, the Merc having four
shift modes including Comfort for smooth
TIGHTENING
THE CURVE
THE HSV DOESNT FEEL

AS FAST AS THE AMG BUT ITS
QUICKER OVER THE 80-120KM/H RUN
The 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 doesnt 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 doesnt 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.
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
nsh adds $6000
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
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
thats smaller and presumably much lighter too?
Usually not, but then the HSV isnt 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 63s size advantage.
The 507 is a real racer. If track days are your thing, this is
your weapon. Its much 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. Its not so
much of an issue in bend negotiations, where the speed drops
back, but more compliancy would denitely 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
CAN A BIGGER, HEAVIER CAR EVER HOPE TO RUN WITH ONE

THATS 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 neednt 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 doesnt 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 shufing 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 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
HSVs line and helps get the power down earlier too. Its like
the GTS has twice as much grip and traction.
Gen F styling is substantially

toned down compared with
HSVs previous efforts but
wed still opt for the boot
splitter rather than the big wing
new zealand autocar
31
EDITION 507
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
HSV GTS
M-B C 63 AMG Edition 507
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/h
Claimed fuel use 15.7L/100km
C02 output 373g/km
Ambient cabin noise 75.8dB@100km/h
Engine capacity 6162cc
Engine format V8/SC/longitudinal
Max power 430kW@6150rpm
Max torque 740Nm@3850rpm
Specic output 69.8kW/L
Weight-to-power 4.4kg/KW
Bore x stroke 103.2mm x 93mm
Compression ratio 9.1:1
Cylinder head ohv/16v
Gearbox 6-speed auto
Drivetrain rear-wheel drive
Front suspension Mac strut/sway bar
Rear suspension multilink/sway bar
Turning circle 11.4m (2.7 turns)
Front brakes ventilated discs (390mm)
Rear brakes ventilated discs (372mm)
Stability systems ESP/TC/ABS/EBD/EBA
Tyre size f-255/35R20 r-275/35R20
Tyres ContiSportContact5p
L/W/H/W-B 4988/1899/1457/2915mm
Track 1616/1590mm
Fuel capacity 71L
Luggage capacity 496L
Weight (full tank) 1902kg
Weight distribution 51.6/48.4% (f/r)
Corner weights
Price $181,507
0-100 km/h 4.23s
80-120 km/h 2.43s (67m)
100-0 km/h 33.31m
C02 output 280g/km
Engine format V8/longitudinal
Bore x stroke 102mm x 94.6mm
Cylinder head dohc/32v/vvt
Front suspension Mac strut/swaybar
Rear suspension multilink/swaybar
Front brakes ventilated discs (360mm
Tyre size f-235/35R19 r-255/30R19
Tyres ContiSportContact5p
L/W/H/W-B 4707/1795/1433/2765mm
Track 1569/1525mm
Fuel capacity 66L
Weight distribution 51.6/48.4% (front/rear)
Corner weights
475
480
450
446
455
502
435
481
Verdict Every bit as quick and involving as

the AMG yet its a more rounded performance
package. Costs less yet offers so much
more albeit with a lower level of quality
Rating
New Zealand Autocar road tests

are powered by ZX. Premium fuel
with the X factor.
32
new zealand autocar
Verdict The racer of the pair

but its expensive and needs
more suspension compliancy.
Engine is a classic
Rating

with the X factor.
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. Theres also
the bonnet from the Black Series
Coupe, the racy 19s and other
cosmetic details. Costs more too,
at $181k rather than $167k.
Some OTHER points

Size matters here. The GTS is the comer 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 GTSs seats are more accommodating of a typical antipodean
frame, the hugging AMG buckets are fashioned with a muesli-fed
German in mind. Theres precious little space in the rear too while
theres 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 nishing and its telling in the cabin but what the
GTS may lack in quality it makes up for with an abundance
of standard 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 ashy, reective trim in the cabin while the
C 63 is looking its age in terms of design and functionality.
In the END
It really doesnt 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 its 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 specication, all for $56k less.
Misty
34
new zealand autocar
Words Kyle Cassidy Photos Tom Gasnier
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 specied with excellent
safety features, more technology and even
the option of an automatic gearbox. And
with familiar pricing, its 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
retirees car, the WRXs rivals are limited to
front-drive hotties from Europe. The Focus
ST is closest in price, but only comes with a
manual shifter. Its the GTIs 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 WRXs value will
hook people. The auto lists for $49,990, way
under the $60,990 GTI DSG. There are a few
specication differences however, and so
theres 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?
Two Disparate Characters

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
GTI
WRX
VERSUS
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 at 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
to a higher redline. While the WRXs auto is good for a CVT, its no
twin-clutch. The CVT with its torque convertor sullies the throttle
response compared with the GTIs 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 CVTs 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 wed go for the DSG in the GTI every time. The
Subarus auto is civilised in traffic though, refined 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 significant other.
Performers on
straights and curves
One thing the Subaru needs is a better launch when youre going for
gold. Its fairly tame from a standing start but once up and puffing, its
still quicker than the GTI. Despite the Golfs launch control function
and the tricky diffs promise of four-wheel drive like traction, the GTI
leaves two black marks on the road when hurried along. Even easing
the throttle on, theres 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
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
Thiswrong
original
side of the shift lever
1962 Falcon at
Port Albert is destined
to become backyard gold
for future auto-resto
prospectors
36
new zealand autocar
Both two pedal sportsters,

but the GTIs twin-clutch
box is superior to the
Subarus SLT CVT. Cabin
design remarkably similar
though VW has nicer
surfaces and the better
infotainment interface
IN THE GTI, YOU

NEED JUST TUG THE
LEVER TO ACCESS SPORT
MODE, KNOWING IT WILL USUALLY
GET THE GEAR SELECTION JUST RIGHT
new zealand autocar
37
Subaru WRX Auto
Subaru bounds along

and it takes all sorts of
road surfaces in its stride.
WRX form not as elegant
as the euro-chic Golf.
Its roomier though both in
the boot and back seat
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
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 rmer lock on
roll. The GTI makes the WRX feel a little soft by comparison,
the latters compliance leading to a few degrees more roll in
bends, but this does nothing to unstick the WRXs 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 GTIs trick diff gets to work, sorting out
the 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
Price $49,990
0-100 km/h 6.19s
80-120 3.89s (109m)
100-0 km/h 32.44m
C02 output 199g/km
Engine at4/DI/T/longitudinal
Max torque 350Nm@2400-5200rpm
Weight-to-power 7.77kg/kW
Bore x stroke 86mm x 86mm
Gearbox CVT
Drivetrain all-wheel drive
Front suspension mac struts/swaybar
Rear suspension double wishbones/swaybar
Front brakes ventilated discs
Rear brakes discs
Tyre size 235/45R17
Tyres Dunlop SportMaxx
L/W/H/W-B 4595/1795/1475/2650mm
Track 1530/1540mm
Drag coefcient 0.32
Fuel capacity 60L
Corner weights
307
464
296
464
Verdict WRX remains the

bang-for-your-buck leader.
A better all-weather, all-road
weapon than the GTI. Its not
as classy, but its also much
cheaper and is roomier too
Rating

with the X factor.
38
new zealand autocar
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
C02 output 149g/km
Engine format IL4/DI/T/transverse
Max power 169kW@4700-6200rpm
Bore x stroke 82.5mm x 92.8mm
Gearbox 6-speed twin-clutch
Drivetrain front-wheel drive
Tyre size 225/44R18
Tyres ContiSportContact2
L/W/H/W-B 4268/1790mm/1442/2631mm
Track 1538/1516mm
Drag coefcient 0.318
Fuel capacity 50L
Luggage capacity 380-1270L
Corner weights
273
449
270
444
Verdict GTI Performance model is

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

with the X factor.
The GTI Performance version

employs BorgWarners new electronic
LSD. Called front cross differential
(FXD) technology, its claimed that
under certain driving conditions, the
FXD offers traction that approaches
that of an all-wheel drive system with
the benets 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
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 doesnt in the WRX.
Picking a dynamic winner here isnt easy. The GTIs
quick steering and rorty engine performance are perfectly
complemented by the new diff which keeps the WRX
honest. The WRXs suspension tune, extra power, feelsome
steering and AWD traction see it fractionally ahead
however, even considering the CVTs operation.
As for the rest of the package, the WRX still isnt quite in
the same class as the GTI. Its 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 Id 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.
Performance model comes

standard with adaptive dampers
and the new diff, both of which
are congurable in one of the
many set-up menus
ON LOCK DOWN
centrifugal electro-hydraulic actuator
which triggers the clutch pack to lock
up the front diff. The system differs
from the GTIs 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, 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 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 planetarytype 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 the
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.
40
new zealand autocar
Even current design studies for mainstream

products have an overtly sporty theme
happening. Kias 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 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 well refer to
it henceforth, is the companys rst foray into
the performance hatch market.
Its loosely based on Cerato origins, but
it springs from the Euro-centric Proceed.
Its not some half-arsed attempt either. Kia
has substituted the platforms usual torsion
Proceed
GT
KIA ENTERS NEW TERRITORY WITH ITS EURO-SOURCED

PROCEED GT. IS THE KOREAN CAR-MAKERS 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 rmer bushes while roll
bars swell in girth too. Theres 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 Nrburgring
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 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
new zealand autocar
41
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
low end torque and response. The turbo

housing and exhaust manifold are cast as
one to save some weight and improve gas
ow. Unlike the Koup, its 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 Kias claim for the GT). But
the manual trans processes the engines
output more efciently 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?
Theres the Hyundai Veloster, which uses the
same platform and engine, while the vedoor 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, theres Fiesta ST and
new Mini Cooper S. The GTs dimensions,
price and engine size see it carve out its own
niche within a niche. And its a tiny market
we are talking about with Kia NZ reckoning
on selling around 60-70 units this year.
So while it wont be driving Kias 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
42
new zealand autocar
yet. Its a genuine head

turner and people are
almost shocked to
discover the car they are
admiring wears a Kia badge.
Theres one spec level for the GT and its
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 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 theres plenty of space there
too. Its genuinely roomy. The boot too is
generous with split folding as well. Its 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, theres little chance of wheelspin
when ring out of bends. Theres not enough
torque to require any ESP intervention and
so the tyres ensure whats 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 doesnt immediately raise the
white ag but rather hangs in doggedly. It
has a sweet ride for the genre, with just a
touch of 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 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 doesnt
kick back, or feel odd when turning, nor does
it have any weirdo self-centring obsessions.
Proceed
GT
THERES
ONE SPEC
LEVEL FOR
THE GT
AND ITS
LOADED
INCLUDING,
AMONGST
OTHER
THINGS,
HEATED
LEATHER
RECAROS
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
C02 output 171g/km
Gearbox 6-speed manual
Rear brakes discs (280mm)
Tyre size 225/40ZR18
Tyres Michelin PilotSport3
Wheelbase 2650mm
L/W/H 4310/1780/1430mm
Track 1545/1553mm
Drag coefcient 0.31
Fuel capacity 53L
Corner weights
261
424
289
403
Verdict Bold step in a new direction from

Kia. Not quite a hot hatch but it justies
its GT badge. Lot of kit for the money,
spacious and does comfort too
Rating

with the X factor.
44
new zealand autocar
The wee turbo makes for easy round-town

running with its torque owing freely in the
1200-3000rpm zone but more enthusiasm
requires at least 3500rpm to be dialled in and
then its 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 dened gate and light shift action that
makes even the third to second downshift easy
to master. With a light clutch and a well dened
bite point, its not hard to work this manual.
Whats not so good? The seating position
is too high and fuel use can get up there
for what is a small engine. Its rated at
7.4L/100km but that can double after a good
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
denitely do with a mite more power to make
things just a bit more lively. So its not Golf
GTI quick nor is it 208 GTi nippy, its an inbetweener. It can hustle when need be, but
is also quite civilised and comfortable too,
a character that bets its GT badge well.
Whats a Proceed?
In Europe, theres no Cerato, only the
Ceed. This is a Euro-centric offering,
based on the same platform and
mechanicals as Cerato but its styled in
Europe at Kias Frankfurt studio and built
at its Slovakian factory. Theres 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 Ceed and Pro_ceed.
But we are not going there. Why Ceed?
Its 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 its not really an option.
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est
Quick
Tom
hotos
on P
Louiss
Peter
Words
3
Q
r
Gasnie
46
new zealand autocar
NTLY
E
C
E
GE
IL R
UNTE Q3 RAN
A .
TH MPRISED
DEL
O
O
M
C GLE ES
SINW THER
NO UIET, E
A QCESSIBL T
AC IANT A ND
VARE END A E
ON ARITONHER.
A BTHE OT THE
AT MEET ER
WETERTAIN
EN
et set for an RS explosion. The high

performance models that used to be a relative
rarity will play an increasingly important role
in Audis 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
bofns 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 ve-pot lilt.
Now that the RS Q3 is here, we can report that
little has changed since it rst emerged from the
skunkworks. Clearly the vehicle then was close to
production ready. And the rst RS Q vehicle from
Audi is unlikely to be the last.
Of the Q3 2.5 we said the ve-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 Matter

The 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 ve-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 ves. And that it did, with a best run of 5.09sec. Weve
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 gure of 6.9L/100km, which we conrmed on
hot-mix running. We were less successful in reproducing
the claimed overall gure 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 werent
sparing the stallions either.
new zealand autocar
47
Complementing the solid power is a torque curve thats pool

table level over much of the rev range, meaning it really doesnt
matter whether youre at 2000 or 5000rpm; theres either generous
or masses of urge on tap. A decent rev spread too, the nal urry
available from 4500-6700rpm. Despite useful pull coming on
strong from low engine speeds, its difcult to refrain from revving
this unit because the more it spins the more wonderful it sounds.
Thats especially true in Dynamic drive select mode when the
exhaust ap opens. At moderate revs it gives the most satisfying
blat on each upshift, so short-shifting is no hardship either.
a mad snake its the smallest SUV to give the 0-100km/h run
a ve-second fright but youre hard pressed on rst glance
to differentiate it from the entry-level Q3. Rather like the
toning back of the exhaust roar, Audi didnt 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 nished 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 theres just the single
exhaust evidently there wasnt 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.
Taming the lion

That penta-pot warble is ever present in the RS Q3. Its more
rened than ribald, but on song it makes every overtaking
manoeuvre seem like a chase scene in an action movie. Hit the
gas and theres a pregnant pause as the turbo winds itself up,
and then theres this surge, like youve caught a bigger wave than
expected, and around three seconds later, its all over. Anything
completing 80-120km/h in under 100m is not hanging around.
The ve-star rated operatics are almost a little unexpected,
for the top Q3 really doesnt look bonkers at all. It may go like
Not too many visual

telltales identifying
RS Q3, but big
wheels and subtle
body kit are clues
48
new zealand autocar
Getting down and around

So its Q for quick and sounds heavenly. But the show
doesnt 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.
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
ITS THE
SMALLEST
SUV TO
GIVE THE
0-100KM/H
RUN A
FIVESECOND
FRIGHT
On dynamics, dont be surprised that

this is the least adept RS yet; more it reects
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 shufing torque north and south
and an electronic diff lock, plus a healthy serve of sports rubber,
this is a compact SUV that thinks its a hot hatch. Why theres 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 youre dead set on big wheels,
an upgrade to the 19s costs $600 and likely represents the best
visual/comfort compromise.
new zealand autocar
49
Audi RS Q3
Audi ahead
Audi 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
More sports inside

The 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 theres 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.
50
new zealand autocar
packing a 2.0-litre turbocharged 170kW

engine. Featuring AWD, Audi distributor,
EMD, expects to sell around 40 of these
hot hatches. And here rst thing next year
is the third-generation Audi TT, with its
evolutionary styling.
This is roughly the size of a compact car

inside, so theres room for two adults in the rear,
providing front seat passengers arent oversized.
The hold is compact too at 350L, though quickly
extends to over 1200L with seat-top releases.
The Q range is one of Audis 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 wont
hang round. Expect further RS Q models in the
not-too-distant future.
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
C02 output 206g/km
Bore x stroke 82.5mm x 92.8mm
Gearbox 7-speed twin-clutch
Drivetrain all-wheel drive
Rear brakes solid discs (310mm)
Stability systems ABS/EBD/BA/TC/ESP
Tyre size 255/35R20
Tyres Pirelli PZero
Wheelbase 2603mm
L/W/H 4410/1841/1580mm
Track 1571/1577mm
Drag coefcient 0.33
Fuel capacity 64L
Corner weights
347
501
365
491
Verdict Transplant TT RS motor into

practical compact SUV with AWD and
youve a snarling monster, albeit it a
wee one. Just be sure its big enough
Rating

with the X factor.
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THE
COOKING
QUATTROPORTE
Words Peter Louisson Photos Tom Gasnier
52
new zealand autocar
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 LUXOSPORTS SEDAN YET?
couple of months ago we sampled one of Fiat

Chryslers most important new offerings, the sixthgeneration Maserati Quattroporte GTS. In fact it is
only the third generation of Quattroporte to be sold
locally, so the rst few dont 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. Thats 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, thats
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.
new zealand autocar
53
BELOW: I know which alloys Id rather

clean, and it aint 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
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
54
new zealand autocar
The Stats
MODEL Mas
erati Quattrop
orte S
PRICE $194
,900
ENGINE 29
79cc,
V6/TT, 301k
W@5500rpm
,
550Nm@17
50-5000rpm
TRANSMISSI
ON 8-speed
automatic, re
ar-wheel driv
e
VITALS 0-10
0km/h 5.1sec
,
10.4L/100k
m, 246g/km
, 1860kg
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 were 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 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, thats 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 didnt try the Increased Control
and Efciency (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
new zealand autocar
55
Sports sedan having a sporting

moment. Long wheelbase makes
such antics predictable, progressive
weekday morning stop-start experience, and out to the north

of Penrith, in the direction of Bathurst, our overnight stopover.
Day two, wed head south for Goulburn via Oberon and our nal
destination, Canberra. This way wed 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 rm.
Given the only other factors differenting S and GTS models
are different leather patterns and disc sizes, its 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 Audis
S8. The XJ R is about line-ball with the Maser.
Its when you consider how the
biturbo V6 Quattroporte S compares
on the bang-for-buck front that the
56
new zealand autocar
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 cant even nd
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 didnt try, of course youd 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, youre aware this isnt quite in the same league of
haste as the V8-powered GTS. Like the larger-engined car theres a
moments 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 cruisecontrol motoring to avoid speed camera incursions, we crossed
the Hawkesbury River and arrived at our rst 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, rst with
raging res sparked by idiotic war games, and then with oods
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 dont take kindly to stangers looks, presumably because of the
BELOW: New
Quattroporte shape
evolved from the
former beauty with
restyled headlights,
added character lines.
LOWER: All smiles
at the wheel
V6 exhaust howls echoing around the valley; in

Sport mode its louder as the exhaust aps 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 ngertips. 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 its a dash of sports youre 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 theres 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 theres 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 nd my
ground oor 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 conrmed its much steeper than it
looks on TV. It has recently been resurfaced to perfection, which
makes driving on it even more frustrating for theres 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 oor 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 (Melindas Cafe
in Taralga well worth a visit) and fuel. And nally 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.
new zealand autocar
57
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new zealand autocar
ier
Gasn
58
eldom nowadays do you see a performanceoriented vehicle thats the recipient of a

bigger engine but thats 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 weve 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.
Despite a complete redesign it still looks much like the

two previous retro generations. New grille and lights are the
distinguishing features. Its slightly bigger and the added real
estate benets comfort and stability. And at last it gets more
luggage space, long a sticking point.
While the retro design does it for many its 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, thats 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 efciency 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 gures occasionally, like after performance testing,
when we discovered launch control.
new zealand autocar
59
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. Its properly quick, with more
midrange mumbo than ever, pulling hard in the 2000-3000rpm
range. Humming at 110, its 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 isnt 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 its sharp as a pointy thing, without
any front-drive corruption, and theres a decent sense of road feel.
The added track width enhances grip, composure and cornering
speed, while the extra wheelbase ensures the ride doesnt suffer.
Sometimes with a hot hatch the motor and transmission
are so good the rest doesnt matter. If the rest is good thats 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)
wed say youve scored the trifecta.
Cooper a CHARMER
After the excitement of the Cooper S, we werent expecting
miracles from the Cooper because thats 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 isnt 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 youve a much
livelier proposition than before. Moreover, its mean former fuel
use gure of 5.8L/100km is trounced by the triples 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 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 sixspeed 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
MINIS?
WHAT CHANGES APPLY TO BOTH
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 attened
60
new zealand autocar
THE new UKL1 chassis offers

extra strength without weight
penalty, and with wider tracks
theres 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-oor storage space
THE seat backs (and the
hatch 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 theres
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
THERES 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, theres a heap
of no-cost personalisation
possible with both variants
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 can
BELOW: Black horizontal bar
in grille unique to new Mini
LIKE THE S,
THE COOPER
ENGINE FEATURES
DIRECT FUEL INJECTION
AND TURBOCHARGING
new zealand autocar
61
The Stats
MODEL Mini Cooper

PRICE $36,200
ENGINE 1499cc, IL3/T/DI,
100kW@4500-6000rpm,
220Nm@1250-4000rpm
manual, front wheel drive
4.5L/100km, 105g/km, 1173kg
Mini Cooper S
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

youre 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 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 isnt quite so complete because
the tyres arent as grippy. Cinturato P1s squeal some when
pushed, and produced ordinary panic brake distances.
Theyre 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.
Theres not quite the specication of the S version
in the standard Cooper, leather seats turn to cloth trim,
lumbar adjust is missing in action, and the infotainment
controller isnt quite as sophisticated. But theres 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 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, its a bit noisy, but then
so are our roads. With new Cooper, third times a charm.
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
C02 output 122g/km
Engine format IL4/T/DI/transverse
Max torque 280-300Nm@1250-4750rpm
Front suspension mac strut/sway bar
Rear brakes solid discs
Tyre size 205/45R17
Tyres Pirelli Cinturato P7
L/W/H/W-B 3850/1727/1414/2595mm
Track 1485/1485mm
Drag coefcient 0.31
Fuel capacity 44L
Corner weights
225
406
231
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 intrusive
Rating

with the X factor.
62
new zealand autocar
Performance in Motion
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
LUBRICANT COMPANY,
SINOPEC CORP.
No.6 West Road, Anning Zhuang, Haidian District, Beijing 100085, P.R. China
http://english.sinolube.com
n
so
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Ga
FACTOR
FOR NISSANS
FAMILY
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 Nissans
compact X-Trail is now past history, and the new
third-generation variant, a global offering for
the rst time, is modern, sassy, and resembles
a shrunken Pathnder, both exhibiting the new
Nissan family nose.
Now that the new X-Trails here, more rounded,
more modern, but more anonymous, its easier to
NIS
ITS SPAN CON
REN RODU TINUE
S
THE EWAL WCT
R
INTR ECEN ITH
OF T ODUC T
GEN HE THTION
X-TRERATIOIRDPOP AIL. THN
MODULAR F IS
TO T EL LOOAMILY
ANDHE MIN KS UP
NOV HAS S UTE
EL FE OME
ATUR
ES
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 weekends 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 difference
The 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 thirdrow seats are accessed by pulling them up out
of a boot oor recess in one easy movement.
Theyre for children mind, but middle-row
sliding seats make them more versatile. And
for a supreme point of difference, hows
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 ve years,

Nissan reckons on there being ve-fold fewer
light scratches evident.
Three levels
and more
There are three spec levels, ST, ST-L (for
leather) and Ti. Only the base model comes as
a seven-seater, and its front-wheel drive only.
A ve-seat 4WD ST is also offered, at $42,490,
and the higher spec models are all congured
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
new zealand autocar
65
Nissan X-Trail Ti 4WD

proposition visually, with its prominent front
wheel arches, borrowing a cue from the Mazda
opposition. Theres been as much of a change
inside as well, and its much less agricultural than
its hard plasticky predecessor.
Familiar engine
but new chassis
Supercially theres lots new but theres also some
familiar features to the new T32 X-Trail. The
engine is essentially carryover, though has been
tweaked, principally for efciency, with a claimed
40 per cent reduction in operating friction. Theres
a new variable air intake system, the addition of
variable valve timing to the exhaust cam, and with
taller gearing fuel efciency 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. Theres 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 Alliances new Common Module Platform, also
beneath the incoming second-generation Qashqai.
More sophistication
on road
Nissan was clearly condent 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 ner line, with 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 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 CVTs

After emerging from a few days of driving hot
hatches I couldnt quite credit the X-Trails
comfort levels. The absorbent seats, similar in
design to Altimas, supple suspension and low
level of road rumble make the X-Trail a pleasant
distance partner.
Not that its 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 theres a manual sequential lever
position if you want to shift gears yourself. X-Trail is
rated to drag braked trailers weighing up to 1500kg.
Price $47,290
0-100 km/h 9.92s
80-120 km/h 6.50s (182m)
100-0 km/h 36.62m
C02 output 193g/km
Engine format IL4/transverse
Max power 125kW @ 6000rpm
Max torque 226Nm @ 4400rpm
Specic output 50kW/L
Gearbox CVT
Drivetrain on-demand AWD
Rear brakes discs
Tyre size 225/60R18
Tyres Dunlop GranTrek
Wheelbase 2705mm
L/W/H 4640/1820/1710mm
Track 1575/1575mm
Drag coefcient n.a
Fuel capacity 60L
Weight distribution 57/43% (front/rear)
Corner weights
341
459
346
462
Verdict X-Trail renews for the tough

ght in the crowded SUV sector.
Dynamics improve along with the
look, nishing and features do too.
Plenty of space and well priced
Rating

with the X factor.
66
new zealand autocar
Larger display
makes the around view
camera more useful. New
X-Trail still offers its switchable
drive modes, though it doesnt
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)
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 beneciary,
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 organiser
Luggage space with 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 youve no rear seat
passengers, the middle row seats dont necessarily
need to be folded away for extra gear space. Merely
move them right forward on their runners and
theres more room in the luggage bay. This is not
your normal boxy trunk either; an innovative,
Divide-N-Hide storage system in the ve-seater
machines provides 18 adjustable variations between
the cargo and occupant areas. The rear part of

the oor can be latched vertically to divide up the
boot space, and there are three oor heights. Its a
handier system than the former drawer set-up.
And on board gear

abounds
Buyers of the base ST may only get manual air con,
but theres 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.
new zealand autocar
67
NEW T
N
A
SL
R
O
F
ales growth requires new products
and with the luxury brands
scrambling to boost turnover to
new levels, well 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
S
E
I
R
SE
model, this time based on the 3 Series.

The companys 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
ogging with the ugly stick. Its 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. Its intended to t somewhere
between the traditional 3 Series sedan and
wagon variants and SUVs such as the X1 and
X3. Its denitely not a four-door coupe; the
4 Series Gran Coupe lls that niche. No, its a
comfy, spacious 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 wed call desirable. Whats wrong with
the 3 Touring we ask? Nothing. But if you nd
wagons a tad old-fashioned, and dont like the
X3, then we guess the GT is for you.
AS ITS A NICHE
PRODUCT, BMW
NZ WILL OFFER
ONE VARIANT; A
320i COMPLETE
WITH AWD
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
C02 output 156g/km
Engine format IL4/DI/T/longitudinal
Drivetrain AWD
Rear brakes ventilated discs
Tyre size f-225/45R19 r-255/40R19
Tyres Pirelli P Zero
Wheelbase 2920mm
L/W/H 4824/1828/1508mm
Track 1541/1586mm
Drag coefcient 0.29
Fuel capacity 60L
Weight (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

with the X factor.
many horses, AWD makes sure every one is

As its a niche product, BMW NZ will offer
properly employed.
one variant; a 320i complete with AWD. This
Trying to get gone quickly is when the poor
seems a strange option; wed have thought
power to weight ratio is telling. This youll
the 320d version would be better with its
experience in trafc, when youll wish this
extra torque, but perhaps this new product
$95k car had more of a kick. But otherwise
is aimed at new buyers to the brand, rather
its comfortable, quiet on the go and relaxing,
than those already familiar with it. It comes
pretty much what a GT should be.
with the M Sport dress-up kit, complete
A plus point for the 3 GT is the
with 19-inch alloys. These are wrapped
accommodation. In the rear, theres oodles
in 235/40 series Pirellis, giving a bit of
more leg room than in the sedan, evidently
shoulder to the tyre and a hint at the
some 70mm more, and the seats are set
handling tune of this 3 Series. It rides with
higher too. So its easier to enter and more
real decorum, and without the help of any
comfortable once youre seated. Under the
adaptive damping. The steering is much
big, power-operated liftback is a quoted
lighter than your usual 3 too. And yet its not
520L of luggage space. This sounds good
a soft-bellied cruiser as there is a surprising
but the hold is narrow and the ultimate load
element of dynamism here.
height stymied by the shape of the tailgate.
Selecting Sport mode kicks things along
But outwardly, the rear quarter design is
with the eight-speed auto working harder
clean, no hunchback look here, and BMW
to maximise the 135kW/270Nm output and
uses an active boot spoiler too, evidently
the steering gets a tad more heft to help in
popping up at 110km/h
the bends. With AWD, theres
to keep the GT steady. Or
more grip than power. BMWs
should that be ready for
xDrive system feels like it lays
detection by ofcers?
down a set of rails in front
OK, so not its greatest
The spec sheet looks
of the 320i GT, for it takes an
angle (above) but in
prole
pretty good with the
effort to push it ofine. The
it looks better. Plenty of
M Sports kit as standard,
GT does feel weighty and
rear seat room thanks to
dual zone air, rear
so the 8.7sec 0-100km time
an extended wheelbase.
Cabin otherwise similar
camera, sat nav and full
is to be expected, given its
to the 3 Series, albeit
leather, along with the
only a mildly tuned 2.0-litre
with a slightly elevated
usual safety features,
turbopetrol. For research
driving position
although the more
purposes, we lined the GT
advanced active safety
up with the left side wheels
items remain optional, as
in the soft, gravelly shoulder
does keyless entry.
of the road, leaving the
At $95k, the GT is ten thousand more
other two on the tarmac for the start of a
than the 320i xDrive wagon while even the
0-100km/h run. The benets of xDrive saw
X3 2.0d is $5k cheaper. So its likely to remain
it shoot straight off, and record a time just
a niche player.
0.15sec slower. While it doesnt have to corral
new zealand autocar
69
CITY
RURAL
K Autocar said of Jaguars 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 were 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 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. Im 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
70
new zealand autocar
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 doesnt 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 theres potency from low
revs, and its abundant from 2500-3500rpm.
ABOVE: Vents
A further layer of haste is available by
unfurl from the dash
selecting the cars Dynamic mode
at start up. Big wheels
and you can double down on that
look glamorous but are a
chore and a bore to clean.
by moving the shiftlever across
RIGHT: Hell of a day out.
to Sport. Both get you into the
Exhaust noise with roof
territory of the quick and the lawless
down is heavenly, and
posthaste, though not with V8 S rapidity.
this from a V6
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 gure of 4.62sec,
and theres 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 theres nearly a six-metre
Almost reminds of E-Type - perhaps its the number plate - only this is dead sexy
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, its electric.
The car darts about just like its feline namesake,
and steerings 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
doesnt 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 roadsters performance
is what size crowd it pulls, and with the brilliant
exhaust noise, the dashing lines and the quick-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. Wed
say go to the 19s from $2100, but be aware the ride

quality at urban speeds is affected, and theres
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. Id have parked somewhere
more centrestage in the F-Type, but Id have been
lugging the clubs around on my shoulder.
Inside is little better in terms of oddments
space, but its well laid out, classy, and in the
drivers seat you can delve down so low youll be
able to see ahead of the SUV youre following by
viewing clear air beneath it. The air con system
youd 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 thats looks and sounds gorgeous, and
dont care about carrying clobber, by all means check
out the base F-Type. Its 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
C02 output 234g/km
Engine format V6/DI/SC/longitudinal
Bore x stroke 84.5mm x 89mm
Cylinder head dohc/24v
Front suspension double wishbone/sway bar
Rear suspension double wishbone/sway bar
Front brakes ventilated disc (354mm)
Rear brakes ventilated disc (325mm)
Tyre size f-245/40ZR19 r-275/35ZR19
Tyres Pirelli PZero
Wheelbase 2622mm
L/W/H 4470/1923/1308mm
Track 1597/1649mm
Drag coefcient 0.36
Fuel capacity 72L
Corner weights
414
438
388
470
Verdict In some ways a better balanced

car than the V8 S, with less weight over the
nose making it a better steer. Its merely
rapid rather than mad like the V8. Optional
19-inch wheels upset slow speed ride. Next
to zero boot space; coupe will be better
Rating

with the X factor.
new zealand autocar
71
AT THE
DOWNS
olf 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,
theres an intermediate model thats little quicker
but offers better handling, braking and ride comfort for a modest
increment thats hard to overlook.
The GTI has long been an Autocar fave, improving subtly with
each iteration, and its now on its seventh generation. Each variant
ups the performance ante slightly, to the point where the new
R model is the rst Golf to register a 0-100 time under 5.0sec.
Traditionally there has been a fairly signicant 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 diffs 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 ve-door hot hatches out there, look no further than the
GTI. A decade ago, this was amongst the fastest front drivers, but
G
72
new zealand autocar
demanding roads uncovered signicant 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 VWs 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 cant 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 Nrburgring than the standard GTI.
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 its quick as a result. Because
it can shufe 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, theres 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
new zealand autocar
73
ised
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 llip and its 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 specication 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
signicant 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,
theres 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 signicant 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 gure
of 7.9L/100km falls short of segment leader Mazda6s gure of 6.6.
And the same could be said of performance. Our somewhat
74
new zealand autocar
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. Optimas kerb weight of 1578kg, 100kg above the Mazdas,
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 thats how it feels
on rural runs, with gutsy overtaking brawn available from around
3500rpm and the real oil 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 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 ne, the ESP is
fairly insistent on slowing progress but through more open corners
a good ow can be massaged from the Optima. In town, we initially
thought its electric steering lifeless but its better on B roads, with
some feedback evident. Weve noted electric steering is slowly
improving, if we are generalising.
A complaint weve levelled previously at Korean offerings is
underdone brakes, and this new and improved Optima is no
different. Again, the kerb weight doesnt help, and the pedal lacks
real bite and feel, not engendering condence.
Apart from unconvincing dark wood trim, the interior is rather
elegant, with a decent if elevated driving position. A hard edge on
Pick the freshened Optima by

its zany fog lamps. Like most
modern Kias the Optima is
generally easy on the eye
Kia Optima 2.4 LTD
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 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 trafc alert, heated
seats and mirrors, HID headlights and smart cornering lamps, along
with power operation for both front seats. Little wonder its heavy.
Optima doesnt 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, wed probably be more tempted by the
mechanically similar LX at $42,490 instead, given the Mazda6 starts
at near to $50k. Peter Louisson
THE CABIN
CHANGES ARE
SIGNIFICANT
TOO, WITH
FRESHENED
INSTRUMENTS
AND A BIG
NEW CENTRAL
TOUCH SCREEN
FOR SATELLITE
NAVIGATION AND
REVERSING
CAMERA
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/h
C02 output 189g/km
Engine format IL4/DI/transverse
Gearbox 6-speed automatic
Rear brakes solid discs (284mm)
Tyre size 225/45R18
Tyres Nexen NFera SU1
Wheelbase 2795mm
L/W/H 4845/1830/1455mm
Track 1591/1591mm
Drag coefcient 0.28
Fuel capacity 70L
Corner weights
326
437
309
479
Verdict An attractive car, especially

with MY14 interior upgrades.
But otherwise its only there or
thereabouts with the competition. The
asking price for this top model is lofty
Rating

with the X factor.
new zealand autocar
75
NOT THE V8
E-CLASS, OK?
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 signicant. 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. Its 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 theres 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 thats 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 isnt
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 werent 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 its 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 rm up during cornering. The wood and
leather wheel feels special, and Distronic is a boon in heavy
trafc. Theres plenty of luggage space here, all 540L of it, but
why t a powered boot lid for closing, given its nger light?
So this version or the base E 400 for $20k less? Id go for
the lighter, faster less expensive car with no less safety gear,
but Id also try the like-priced
E 350 BlueTEC turbodiesel
with 620Nm of torque
before deciding.
The Stats
MODEL Mercedes-Benz
E 400 (Exclusive Package)
PRICE $150,900
ENGINE 2996cc, V6/TT/DI,
245kW@5250-6000rpm,
480Nm@1600-4000rpm
auto, rear-wheel drive
7.6L/100km, 177g/km, 1914kg
76
new zealand autocar
SEOUL TO SOUL
ias Marmite Soul has been around since 2009.

Marmite you ask? People either love or hate Souls
styling, a bit like the avour of the yeast spread.
Its a big seller, the car not the spread, in the US;
Kia sold 115,000 there last year. Thats more retails
of one model than our entire new car industry
managed. Soul hasnt been such a huge hit here, dropping out
of the line-up early last year, but its back, and all-new. But you
wouldnt know it at rst glance. Given its success in the States, Kia
didnt 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 theres also
more physical space in the hold.
This swallows those oversized
pushchairs that wont t in the
likes of a VW Golf with ease.
Soul proved to be a better kid
carrier than most compact hatches
weve tried so its a good option
if youve grandkids to taxi about.
The Stats
MODEL Kia Soul 1.6 SX

PRICE $33,490
ENGINE 1591cc,
IL4, 95kW@6300rpm,
157Nm @4850rpm
auto, front-wheel drive
8.2L/100km, 192g/km
Doesnt that statement pigeonhole the buyer, youre thinking?

Isnt 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.
Its 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 doesnt fully chime in
until 4850rpm. If youre scurrying, you need to stand on the throttle to
get the engine working, and when in trafc bombing those small gaps
just isnt 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 re. Theres 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; its 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 wont burn you in corners.
You can think of Soul as either a large small car or a small
compact, and its price reects 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 benets 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 specication
of the SX easily justies the premium.
a sentimental
I
78
n the pantheon of automotive marketing in New

Zealand, one campaign stands head and shoulders
above the rest. I refer to Fords Sentimental
Journey campaign of the early 1990s, which used
the Les Brown-penned hit of the late 1940s and
Doris Days 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
new zealand autocar
for the 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 Fords factory in Broadmeadows, North Melbourne in around
two-and-a-half years time? I for one, but Ill also reserve plenty of
sentiment for Falcons 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 mans version of a Porsche Cayenne when
it comes to driving dynamics. Put bluntly, Territory doesnt drive
Words/photos Paul Owen
This original
1962 Falcon at
Port Albert is destined
to become backyard gold
for future auto-resto
prospectors
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 Ockermade 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 Aussiemade vehicle for a long journey into the heartland of the island
continent would soon be lost. The request to Ford Australia didnt
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 companys

headquarters to 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 didnt live long enough to witness
the Territorys evolution into this value-packed $59,990 model.
TS-spec Territorys get seven seats, 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
new zealand autocar
79
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 benets of TS tenure included a more
powerful audio system, partial power drivers seat adjustment, rear
view camera via a larger 8-inch touch-screen, and 18-inch alloys. Satnav was reserved for the range-topping Titanium specication, so a
$30 Telstra pre-pay sim card was quickly inserted into my phone to
provide iNav directions via the vehicles 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 Campbelleld are fearful of their futures after the nearby Ford
factory closes. Their comments brought a bigger picture into view.
Ofcially, some 53,000 jobs will be lost when the three remaining carmaking factories located on Australian shores close. That number
includes just the workers that build the cars and those that supply
their components. The Campbelleld 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, lets get on with the journey. Exiting
Melbournes 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
80
new zealand autocar
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-dened 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
denitely posing no threat to the drivers 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, its fully-independent suspension easily soaking
up everything that the states 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 states southern coast, we not only
encounter a wealth of freshly-harvested oysters (16 for 11 bucks!),
but we get to meet one of the Territorys biggest fans. Wayne, from
Mildura, is travelling with his wife, her sister, and four kids in a
THE TERRITORY DEMONSTRATES

THAT IT IS STILL ONE OF
THE BEST-STEERING SUVS
ON THE MARKET
TOP LEFT:
At the 1580m
summit of Australias
highest road. RIGHT:
Where it all started, GMHs
48-215. BOTTOM RIGHT:
Falcon panel van arguably
Ford Australias
rst SUV
petrol Territory that hes already driven for 300,000km.

He reckons that theres at least another 100,000km left in it,
and then hell trade it on one of the newly-upgraded versions
that are due for release at the end of the year.
After that, its going to be a long time before I consider buying
another car. I dont think that theres a better vehicle made for the
Australian family lifestyle.
Mildura is a long way from Canberra, and visiting Australias capital
gives us the chance to operate the Ford in more urban climes. It quickly
becomes clear that the rearward visibility is conned 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 Ive 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 were driving
a Commodore or a Falcon. Theyre going to nd them hard to replace
when theyre 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
journeys end at Broadmeadows, where we witness heavily-masked
prototype Falcons and Territorys undergoing development for their
swan-song upgrade. My wish-list for Territorys last update consists
of just the single improvement the replacement of the often tardyto-downshift ZF-supplied six-speed auto with one of the latest eightspeeders 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.
new zealand autocar
81
SHOWROOM
RACER
STU OWERS DONS

HIS RACE SUIT TO
TRY OUT TOYOTAS
ONE-MAKE RACER.
DOES THE NIMBLE
LITTLE ROAD CAR
MAKE A GREAT
TRACK STAR?
merican race engineers have a saying; Turning a road car

into 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, its the complex network of ECUs that causes
the biggest engineering headache. Unplug any of the
sensors in order to substitute race hardware and youll
be going nowhere as the vehicle all but shuts down in
some form of self-preserving limp mode.
In the past Ive been foolish enough to attempt
this road car to racer transformation myself.
I soon discovered just how difcult it was to
extract the performance I was hoping for,
TR
Photos T
om Gasn
ier
all the while spending way too much money on the whole process.
Ive been an enthusiastic fan of factory built race cars ever since.
One of the many issues Toyota NZ had to confront when
converting 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 so
easy 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 tyres
on 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, youd 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 Swift
series. The solution to better lap times was to specify the race cars with
optimum sized sticky slicks, big brakes and uprated suspension. These
xes improved lap times but created a new problem. The brake and tyre
package, combined with the cars light weight and relatively low speeds
down the straights, have resulted in incredibly short braking distances
and therefore limited opportunities for drivers to pass under brakes.
Once the evenly matched cars are on the exit from the corner, one driver
has to make a fundamental mistake before another car can slip past.
Essentially then, TR 86 races are often won during the qualifying session
that determines the grid positions. Dont expect to see a driver charge
new zealand autocar
83
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
through from the rear of the grid to a storming win in

this series. This is somewhat characteristic of all onemake series, of course, but its exaggerated here thanks
to the TR 86s low horsepower, high grip conguration.
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 wasnt 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 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 rst lap I was pleasantly
84
new zealand autocar
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 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 Ive 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 Ive 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
LAP TIME: 1:16.02
1
6
1
2
3
4
5
6
181
83
185
55
166
187
km/h
km/h
km/h
km/h
km/h
km/h
Toyota TR 86
other race cars, Ive 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 didnt do enough laps to 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. Thats 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. Its a sweet little
package that initially 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
inuence, as would tyre pressures, and that last few percent
would take real driving skill and a knowledgeable crew to nd.
Even though Toyota NZ has done a great job of overcoming
all the technical difculties 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.
Its 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 eld of only eight cars
probably isnt what Toyota NZ envisioned. It seems the cars
$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 doesnt 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 Matts 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.
80-120 km/h
Engine Capacity
Engine Format
Max Power
Max Torque
ECU
Driveline
Suspension Front
Suspension Rear
Wheels
Brakes
Weight
4.7sec
1998cc
Flat-four
147kW@7000rpm
205Nm@6400rpm
Factory with Motec C125 data logger
Factory 6-speed manual, upgraded
competition clutch, Torsen LSD
Mac strut with height adjustable
MCA shocks, adjustable sway bar
and camber plates.
Double wishbone, height adjustable
MCA shocks with adjustable sway bar
18x8-inch Speedline wheels with
Michelin 21/65x18 slicks
Alcon, four-piston aluminium
monoblock caliper, Pagid yellow pads
minimum 1230kg including driver
(86RC claimed 1200kg)
Thanks to Pukekohe Park Raceway for the use of

their facility. For track enquiries, refer to page 102.
new zealand autocar
85
ith some 800 rallies under his belt,

there are few drivers who can match
the experience and achievements
of Palmerston Norths 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 Greenys.
Cameron
idder / Euan
os Geoff R
ot
h
P
ls
te
Bar
Words Blair
THOSE WHO FOLLOW THE RALLYING SCENE

IN NEW ZEALAND WILL KNOW BRIAN GREEN
WELL. FOR THE REST OF YOU, READ ON
Greens 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 irt with

circuit racing again, but it was rallying that hooked him.
Ive done some circuit racing since. I did the winter
series one year with Inky Tulloch in a Charger in the late
70s. Weve 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
new zealand autocar
87
In 1988, the farming wasnt going that well and Malcolm

are on the left side of the road, you just have no idea where
said to me that if I was interested I could lease it off him for
you are going to be. Its a lot more exciting in my view.
the season, so I did the national championship in 88 with
Green continued to rally in a series of different cars
him and we either won every event we entered it in or led at
including a BMW 2002 and a Holden Torana XU1 before
some stage. It was the most fantastic car I have ever driven.
moving back into a Ford Escort. In 1981, he recorded his
Green continued to compete in the national
best nish in Rally New Zealand, coming home fth overall
championship throughout the early to mid-1990s with
and beating home both Tom Mason and Richard Kelsey,
a couple of trips to Rally Canberra in between. Getting
the fathers of Richard Mason and Alex Kelsey whom
towards an age when most drivers usually hang up the
Green currently competes against in the New Zealand
helmet, Green was considering retirement towards the
Rally Championship. Those were busy days and there
end of the 1996 season when his car builder, three-time
were plenty of events to compete in.
New Zealand Rally Champion Neil Allport, had a rather
I remember back in the early days wed do a rally
blunt discussion with the property tycoon.
in the Wairarapa on a Saturday, be back in Palmerston
I nearly gave up rallying at the end of 96 but then
North late Saturday afternoon, work on the car and then
Neil said to me if you get your arse into gear and instead
be in Rotorua by daybreak on Sunday for a rally there,
of turning up to events at the last minute tired and
head for home and go to work on Monday. If I did that
talking on your phone, you actually put a bit of time and
now, Id be in bed for two days.
energy into practising, you could actually do quite well.
But for Green there is one car across his 45-year
I drove back from Auckland to Palmerston North stewing,
rallying career that holds a special place in his heart, the
thinking what a cheeky prick he was talking to me like
ex-works Audi Quattro that belonged to the late Malcolm
that after I spent all that money with him.
Stewart. Green rst ran the car in the 1986 Manawatu
So I had a talk with my wife and in the end we bought
Daybreaker Rally where he took the win, a result he
six Evo IVs. I didnt end up making any
repeated again the following
money out of them because I sold them to
year but it would be the
mates like Malcolm Stewart and Peter Day.
following season that would see
We ended up spending three weekends
Green nally get a whole year
on the Coromandel Peninsula practising.
trying to crack the beastly Audi.
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 hes
rallied, Green rates the Audi
as the best. Its in action
here during the Rally of
Otago with ex-works driver
Michelle Mouton
GREEN RECKONS
HES ENTERED
AROUND 800 RALLIES
IN HIS CAREER
AND HE CANT SEE
HIMSELF HANGING UP HIS
HELMET ANYTIME SOON
88
new zealand autocar
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 ofce 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 weve still got the thing here.
The next facet of Greens 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 prolic 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 hes also planning on doing selected
events of the Chinese championship.
So far Greens year has started well in his new lightweight
(1200kg) Mitsubishi Evo X complete with Citren 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 hes entered around 800 rallies in his
career and he cant see himself hanging up his helmet
anytime soon. As long as I enjoy it, as long as were
reasonably competitive and as long as I can physically
do it, well 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 ofce 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
5
Xa MI
d
az MK
M
ICON turns
azdas MX-5 notches up its 25th

anniversary this year, and its a
perfect buy if youre looking for a
usable modern classic. The 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
90
new zealand autocar
25
every 100,000km, but if it does break, its 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
rectied 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 sensors 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 wont 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 thats 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 theyre dreaming). Its 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.
Models used for illustrative purposes only.
MOJ0068_M
Separating parents now have more ways

to reach agreement on family matters,
without having to go to court.
By making it easier for separating parents to resolve their family

matters, everyone can get on with enjoying life again. Visit our new
Family Justice site at justice.govt.nz/family-justice to nd out more.
Ga
sni
er
P
rds
Wo
TORMing
BACK
et
er
Tom
Loui
sson Photos
1000
SUZUKIS V-STROM 1000 WENT

AWOL FOR A TIME, BUT ITS
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 nd appealing. Triumphs Explorer,
Hondas Crosstourer, and KTMs 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 Guzzis Stelvio but like
CrossTourer and Explorer this is no lightweight.
Who then makes a big adventure tourer thats
not too heavy or expensive, doesnt look a shock, is
optimised for ease of riding and has the appropriate
electronic safety back-ups? On paper, youre looking
at it here, Suzukis reconstituted V-Strom 1000 ABS.
Does it stack up?
The V-Strom hasnt always been up there as a
leading adventure bike. Actually, its been missing in
action for ve 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 thats 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, its now on tap from 4000rpm,
which equates to 105km/h in sixth gear (yes, theres
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 ner atomization of fuel
enables the engine to pass Euro3 regs. The changes
also mean reduced fuel consumption, the overall
gure 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
new zealand autocar
93
Suzuki 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/h
Engine Capacity 1037cc
Format Liquid-cooled fuel-injected V- twin
Max power (kW@rpm) 74kW@8000rpm
Max torque (Nm@rpm) 103Nm@4000rpm
Cylinder head Dohc, 8v
Gearbox 6-speed constant mesh
Drivetrain chain nal drive
Suspension front 43mm USD
telescopic forks, fully adjustable
Suspension rear Monoshock,
preload and rebound adjustable
Brakes front 310mm disc,
4-piston monobloc caliper
Brakes rear 260mm disc, 1-piston caliper
Stability systems ABS/3-position TC
Wheels and Tyres Bridgestone Battle Wing
Tyres front 110/80R19
Tyres rear 150/70R17
Wheelbase 1555mm
Seat height 850mm
Rake/trail 25.30/ 109mm
Fuel capacity 20L
Measured weight 228kg
Weight bias f-111kg, r- 117kg
Verdict 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 nally, and TC add value.
Rating
ITS AS FAST TO 100

AS KTMS 1190
(3.65SEC BOTH),
AND AS HASTY
ON THE 80-120
OVERTAKE AS
AN R 1200 GS
(2.0SEC FLAT)
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
94
new zealand autocar
110 (4000rpm in sixth, though actually only

103km/h according to our GPS equipment).
Thats 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. Its as
fast to 100 as KTMs 1190 (3.65sec both), and as hasty on
the 80-120 overtake as an R 1200 GS (2.0sec 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 its so so easy on gas. Expect over 300km on a 20L tank.
This bike is a treat on road in other meaningful ways. Its
set up for ultimate long distance comfort. Okay, so you will
need to adjust the chain occasionally, and with ABS always on
its 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 rst impression is of unappable
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 sacricial peg blobs.
1000
and trail are

sharpened,
the fuel
with the X factor.
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 dont need to be a sixfooter to jump aboard the V-Strom. The screen can be modied
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.
Hows 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 lter looks oddly
vulnerable, though theres an optional belly pan. Like all adventure
bikes, its tall and easiest to mount when leaned over on its sidestand.
At 183cm, I can sit astride the bike with feet at on the ground.
The instruments are easy to read and fathom, and comprehensive.
Changes to TC settings take just a moment. ABS you cant 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. Theres proper bite with just a whiff of nger pressure,
and sheer stopping power that no V-Strom previously had.
Just as well too because its high geared and is so loang at 100km/h
(3500rpm) that when you look down again, youll for sure be doing
Like so many V-twins bikes this changes direction with little

effort, though the steering isnt racer quick. You have to work
the bars, and its a brilliant bike for perfecting the crazy art of
countersteering. When turned thus, its 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
rmness. We messed with screen angle and height and eventually
found a position that didnt 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. Were scrambling to
nd fault of any great signicance. The squeaky horn is utter tosh. Wed
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 dont give a toss about off-road ability,
and youre 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 smoke
BELOW: Battle Wing
tyres do a great job
on a variety
of roads
1000
new zealand autocar
95
Ga
sn
ier
Ph
oto
sT
om
Wo
rds
Pa
ul
Ow
en
CBR6HONDA
00RR S EVE
SUPE RGRE
H
W
A
CHAM ORLD S WO RSPO EN
RT
INTR PIONSHSUPERN SEVEN
DUCT IPS SI SPOR
IT TO
ION I NCE IT T
H
BROK EREFO
N 20 S
EN, B RE W
0
DECID UT H ASNT3.
FOR
D TO ONDA
201E
4 AN FIX IT
YWAY
96
new zealand autocar
had an absolute ball riding the 2013 version of the Honda

CBR600RR. The compact little sportsbike bearing the
winged brand still identied 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.
Its no surprise to me that Honda sold over 100,000 units during
the rst decade in the life of the model. Thats 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 rened and developed must
be a bastard to improve. Most of Hondas efforts concentrated on
improving the aerodynamic efciency
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-prole 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 youre a Supersport racer about to
enter a long straight with the chequered ag beckoning. For those
wholl conne the riding of their CBR to the road, the primary
benet is a ten per cent improvement in fuel use.
Lacking the riding sensitivity of a Marquez, I didnt 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 wasnt conned to sculpting the exterior bodywork of
the CBR into more attractive, aero-efcient shapes; it was also
used to improve the ow dynamics of the ram-air system feeding
combustion-enhancing oxygen to the engine. In come two bafe
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 rene the response of the
ABOV
E
aid ae: Sharper lo
ro
o
the s dynamics ks
swing exiest rear ;
super arm in the
sport
sector
new zealand autocar
97
THE CBRS PERFORMANCE

IS ULTRA-COMPETITIVE AND
COMES WRAPPED IN AN AURA
OF REFINEMENT THAT
FEW RIVALS CAN MATCH
CBR to throttle input from the rider. The result is fuelling so awless
that it is comparable to that of the rival Yamaha R6s 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 contrarotating 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 CBRs
performance is ultra-competitive and comes wrapped in an aura
of renement 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 dening
feature of the Honda is that it out-renes the competition while
setting lap times that are just as competitive.
For me, Ill take this renement over potentially-unnecessary
sophistication every time thanks. Its 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 CBRs 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. Theres 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 rma than the 2013 version.
Its the new bikes 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 pressurebearing contact area, and the result is improved 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 sectors only electronic speedsensitive steering damper, the new BPF front end further improves
what was already one of the most biddable bikes around.
So whats 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 its only a small stretch to either
Ducatis new 899 Panigale or an MV-Agusta F3. If you prefer
renement to revolution, take the CBR.
98
new zealand autocar
Honda CBR600RR
Price $21,995
0-100 km/h 3.50sec
80-120 km/h 1.47sec
Engine Capacity 599cc
Format water-cooled IL4
Max power 88.1kW@13,500rpm
Max torque 66Nm@11,250rpm
Cylinder head dohc/8v
Gearbox 6-speed sequential gearbox
Drivetrain chain nal drive
Suspension front 41mm Showa
fully-adjustable inverted front forks
Suspension rear
monoshock fully-adjustable
Brakes front 2 x 310mm discs
with four-piston calipers
Brakes rear 220mm disc
with single-piston caliper
Stability systems ABS
Wheels and Tyres Bridgestone Battlax
Tyres front 120/70-17
Tyres rear 180/55-17
Wheelbase 1375mm
Seat height 820mm
Rake/trail 23.5/ 98mm
Fuel capacity 18L
Weight (as measured)
Measured weight 194kg
Weight bias f-99.5kg, r- 94.5kg
Verdict If youre after a rened ride
in the supersports class, look no further
than this CBR600RR. Italians have more
character but also cost more
Rating

with the X factor.
ABOVE: Optional
ABS brakes work
well but cost $2K.
BELOW: Dont forget
to breathe when
the tacho needle
sweeps past 9000
19 - 20
JULY 2014
ASB SHOWGROUND
S
AUCKLAND
New Cars & Bikes
Action & Entertainment
Ford Mustangs 50th
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INCORPORATING THE
19-20 July 2014 - ASB Showgrounds, Auckland

Latest news and details
www.speedshow.co.nz
1256*
1376*
1284
1535
1458*
8.2
8.2
7.90*
7.58*
7.8
7.9
7.13*
Issue tested
7
7
7
6
6
6
6
Claimed
Fuel Use (L/100km)
4/1368
4/1368
4/1368
4/1368
4/1368
4/1956
4/1368
0-100 km/h
Cylinders/
capacity
230
230
250
250
250
350
340
Weight (kg)
Torque (Nm)
99
99
125
125
125
125
174
Airbags
Power (kW)
Model
$ Automatic
MARKET
$ Manual
NEW
alfa romeo.co.nz
MiTo Progression
MiTo Distinctive
MiTo QV
Giulietta Progression
Giulietta Distinctive
Giulietta JTD Distinctive
Giulietta QV
32,990
42,990
36,990
54,990
35,990
38,990
39,990
43,990
47,990
5.6
5.6
6.0 10/10
6.0 05/11
6.0
4.5
7.6 11/13
aston martin.co.nz
The Peugeot 508
does nothing by halves.
1/3 1/3 1/3 0%

DEPOSIT
2nd YEAR
3rd YEAR
INTEREST
Yours from just

$18,330* deposit.
*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 nance
lending criteria; see your Peugeot Dealer for full details. Offer ends 30 June 2014.
Vantage V8
Vantage Roadster V8
Vantage V8 S
Vantage V8 S Roadster
Vantage V12
DB9
DB9 Volante
Virage
Virage Volante
Rapide
Rapide Luxe
Vanquish
197,000
212,000
320,000
205,000
220,000
217,000
232,000
315,000
332,000
335,000
353,000
329,000
357,000
430,000
313
313
321
321
380
335
335
365
365
350
350
421
470
470
490
490
570
570
570
570
570
600
600
620
8/4735
8/4735
8/4735
8/4735
12/5935
12/5935
12/5935
12/5935
12/5935
12/5935
12/5935
12/5935
4
4
4
4
4
4
4
4
4
6
6
6
1630
1710
1628*
1690
1687*
1785*
1886
1804
1890
2032*
1990
1780*
4.9
4.9
4.89*
4.51*
5.08*
5.5
4.42*
4.6
5.27*
5.2
4.54*
13.9
13.9
12.9
12.9
16.3
15.0
14.9
14.9
14.4
07/11
07/11
12/09
02/05
10/11
01/11
03/13
40,800
43,300
48,900
48,400
51,900
55,900
55,900
62,000
62,000
69,900
79,990
86,000
75,400
79,900
104,500
73,900
79,400
83,900
108,500
113,900
117,900
83,900
156,000
86,300
109,500
103,750
118,900
128,200
124,900
165,900
90,900
149,700
119,900
147,900
139,900
156,800
128,800
144,900
161,800
198,000
151,700
169,900
209,900
59,900
72,500
104,900
89,900
108,900
125,500
105,000
143,900
184,700
194,700
225,000
235,000
224,000
245,000
90
90
136
90
90
110
132
110
132
125
221
221
130
155
180
125
130
155
180
245
245
130
331
155
176
155
245
245
245
331
147
250
150
230
230
309
150
230
309
412
230
309
412
110
130
228
125
176
230
176
240
184
184
258
258
382
316
200
200
250
200
200
320
250
320
250
320
380
380
380
350
500
320
380
350
500
440
440
380
430
350
500
350
440
440
440
430
280
450
450
650
650
550
450
650
550
700
650
550
700
250
380
420
350
500
650
500
760
550
550
800
800
650
430
4/1390
4/1390
4/1390
4/1395
4/1395
4/1968
4/1798
4/1968
4/1798
4/1798
4/1984
4/1984
4/1968
4/1984
6/2967
4/1798
4/1968
4/1984
6/2967
6/2995
6/2995
4/1968
8/4136
4/1984
6/2967
4/1984
6/2995
6/2995
6/2995
8/4163
4/1984
5/2480
6/2967
6/2967
6/2967
8/3993
6/2967
6/2967
8/3993
8/3993
6/2967
8/3993
8/3993
4/1395
4/1968
5/2480
4/1968
6/2967
6/2967
6/2967
8/4134
6/2967
6/2967
8/4134
8/4134
8/3993
8/4163
6
6
6
6
6
6
6
6
6
8
6
6
8
8
8
8
8
8
8
8
8
8
8
6
6
6
6
6
6
6
6
6
8
8
8
8
8
8
8
8
6
6
8
6
6
8
6
6
6
8
8
8
8
8
8
8
6
1211*
1215
1215
1195
1195
1423*
1250
1340
1295
1475
1450
1737*
1795
1683*
1804*
1735
1755
1950*
1807*
1322*
1492*
1813*
1910
1790
1877*
1855
2004*
2035*
1850
1945
1920
1405
1621
1704*
1730
2012*
2016*
2433*
2450
2147*
2045
1585
9.15*
9.0
7.0
9.3
9.3
8.40*
7.3
8.2
7.3
8.3
4.9
4.9
7.9
6.5
5.9
8.4
8.0
6.6
6.1
5.0
5.1
8.06*
4.46*
7.30*
5.80*
7.3
5.4
5.02*
4.9
4.56*
6.86*
4.6
6.78*
5.6
5.1
4.6
7.15*
5.1
4.28*
3.65*
5.3
4.7
3.9
8.9
7.44*
5.09*
9.83*
7.43*
5.30*
8.61*
6.77*
6.1
6.2
5.79*
5.6
4.2
4.3
5.3
5.3
5.9
5.0
5.0
4.5
5.6
4.5
5.6
5.8
6.9
6.9
5.3
7.0
5.7
6.0
5.5
7.1
5.9
8.1
8.4
6.0
10.7
7.5
6.6
7.7
9.4
9.7
8.1
10.8
7.7
9.2
5.7
6.7
6.4
9.6
6.1
6.4
9.7
9.8
6.4
9.6
9.8
6.2
5.9
8.8
6.7
7.5
6.8
10.5
11.1
6.4
6.6
7.6
7.8
10.2
12.4
07/12
07/13
04/13
01/13
04/10
10/12
11/09
11/10
02/07
10/09
10/11
11/12
01/13
01/14
05/14
08/09
03/09
07/13
12/06
01/11
audi.co.nz
A1 sportback 1.4 TFSI
A1 sportback 1.4 TFSI Sport
A1 sportback 1.4 TFSI Sport Plus
A3 sportback 1.4 TFSI
A3 sportback 2.0 TDI Sport
A3 sedan 2.0 TDI Sport
A3 sedan 1.8 TFSI
A4 1.8 TFSI
S3 sportback
S3 sedan
A4 2.0 TDI quattro
A4 2.0 TFSI quattro
A4 3.0 TDI quattro
A4 1.8 TFSI avant
A4 2.0 TDI quattro avant
A4 2.0 TFSI quattro avant
A4 3.0 TDI quattro avant
S4 3.0 TFSI quattro
S4 3.0 TFSI quattro avant
A4 allroad 2.0 TDI quattro
RS 4 avant
A5 Sportback 2.0 TFSI quattro
A5 Sportback 3.0 TDI quattro
A5 2.0 TFSI cabriolet
S5 Sportback 3.0 TFSI quattro
S5 3.0 TFSI quattro cabriolet
S5 3.0 TFSI quattro
RS 5 4.2 FSI quattro
TT 2.0 TFSI
TTRS 2.5 TFSI quattro
A6 3.0 TDI quattro
A6 allroad BiTDI quattro
A6 3.0 BiTDI quattro
S6 4.0 TFSI quattro
A6 allroad 3.0 TDI quattro
A6 3.0 BiTDI quattro
S6 4.0 TFSI quattro avant
RS 6 quattro avant
A7 Sportback 3.0 BiTDI quattro
S7 Sportback 4.0 TFSI quattro
RS 7 Sportback quattro
Q3 1.4 TSI
Q3 2.0 TDI quattro
RS Q3 2.5 TFSI quattro
Q5 2.0 TDI quattro
Q5 3.0 TDI quattro
SQ 5 3.0 BiTDI quattro
Q7 3.0 TDI quattro
Q7 4.2 TDI quattro S line
A8 3.0 TDI quattro
A8L 3.0 TDI quattro
A8 4.2 TDI quattro
A8L 4.2 TDI quattro
S8 4.0 TFSI quattro
R8 V8 quattro
peugeot .co.nz
Prices are RRP. Errors & Omissions Excepted. *tested by NZ Autocar
** no ABS
no stability control
540 10/5204
530 10/5204
Issue tested
1669*
1745
Claimed
Fuel Use (L/100km)
6
6
0-100 km/h
Cylinders/
capacity
Torque (Nm)
Power (kW)
$ Automatic
325,000 404
317,000 386
Weight (kg)
Airbags
R8 V10 Plus quattro

R8 V10 Spyder quattro
$ Manual
Model
3.63* 12.9 07/13

3.8 13.3
325,000
365,000
375,000
415,000
350,000
395,000
555,000
373 660
423 700
373 660
423 700
412 650
449 750
376 1020
8/3993
12/5998
8/3993
12/5998
12/5998
12/5998
8/6750
6
6
6
6
6
6
8
2295
2320
2495
2440
2440
2585
4.8
4.6
5.0
4.8
5.2
4.8
5.3
10.5
16.5
10.5
16.5
16.6
16.6
16.9
49,800
56,600
57,800
65,700
86,900
71,700
74,700
75,300
88,900
103,400
107,400
78,200
84,200
84,800
94,400
112,900
95,700
98,400
126,900
120,600
149,200
132,000
132,600
169,500
210,900
219,000
267,600
233,000
279,600
227,000
275,600
193,700
235,700
245,700
358,700
87,750
67,000
70,400
72,400
78,400
91,350
111,950
129,500
174,500
139,500
152,500
176,500
180,500
212,100
100
125
105
160
235
135
135
135
180
190
225
105
135
135
180
190
135
180
225
180
225
225
190
300
423
300
412
300
412
330
412
180
300
327
400
135
105
135
130
130
135
190
190
280
180
225
300
280
408
220 4/1598
250 4/1598
320 4/1995
310 4/1995
450 6/2979
270 4/1997
270 4/1997
380 4/1995
350 4/1997
560 6/2993
400 6/2979
320 4/1995
270 4/1997
380 4/1995
350 4/1997
560 6/2993
270 4/1997
350 4/1997
400 6/2979
350 4/1997
400 6/2979
400 6/2979
540 6/2993
600 8/4395
680 8/4395
600 8/4395
680 8/4395
600 8/4395
680 8/4395
650 8/4395
680 8/4395
540 6/2993
600 8/4395
600 8/4395
750 12/5972
270 4/1997
200 4/1995
270 4/1997
350 4/1995
350 4/1995
380 4/1995
560 6/2993
560 6/2993
740 6/2993
540 6/2993
600 6/2993
600 8/4395
740 6/2993
680 8/4395
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
4
6
4
6
6
6
6
6
6
6
6
6
6
6
6
8
8
6
8
6
6
6
6
6
1365
1370
1420
1459*
1518*
1365
1500
1530*
1557*
1615
1581*
1575
1650
1660
1633*
1772*
1560
1470
1634*
1700
1750
1700
1790
2005*
1978*
1966*
1919*
2079*
1930
2019*
1950
1963*
2112*
2055
2272*
1395
1480
1485
1589*
1650
1847*
1875
2145
2416*
2150
2283*
2310*
2225
2402*
8.5
7.4
8.9
6.36*
4.85*
7.0
7.6
7.62*
5.88*
5.6
5.41*
9.2
7.7
7.7
6.33*
5.43*
8.71*
5.8
5.25*
6.4
5.5
6.1
6.0
5.28*
4.35*
5.20*
4.30*
5.12*
4.3
5.06*
4.2
6.65*
5.44*
5.3
4.93*
6.9
9.6
7.4
7.60*
8.4
8.75*
6.2
6.9
5.32*
7.5
6.56*
5.44*
5.3
4.81*
5.7
5.9
4.5
6.6
7.5
6.0
6.2
4.4
6.3
4.9
7.2
4.7
6.6
5.1
6.5
5.4
6.2
6.4
7.4
6.7
7.7
8.4
5.3
10.4
9.9
10.5
9.9
10.7
10.3
8.6
9.9
7.2
11.4
11.4
13.0
6.8
4.9
6.9
5.3
5.8
5.6
6.0
6.2
6.7
7.4
7.5
12.5
7.7
13.9
08/12
06/13
05/12
11/13
06/12
04/13
08/13
05/14
12/13
08/10
01/14
11/11
03/13
05/11
11/12
03/10
04/09
12/10
12/12
04/11
02/14
01/11
05/09
04/10
bmw.co.nz
116i hatch
118i hatch
118d hatch
125i
M135i
220i
320i
320d
328i
330d
335i
318d touring
320i xDrive touring
320d xDrive touring
328i
330d xDrive touring
320i Gran Turismo xDrive
428i coupe
435i coupe
428i convertible
435i M Sport convertible
535i
530d
550i
M5
650i coupe
M6
650i convertible
M6 convertible
650i Gran Coupe
M6 Gran Coupe
730d
750i
750Li
760Li
Z4 sDrive20i
X1 sDrive18d
X1 sDrive20i
X1 sDrive20d
X1 xDrive20d
X3 xDrive20d
X3 xDrive30d
X5 xDrive30d
X5 M50d
X6 xDrive30d
X6 xDrive40d
X6 xDrive50i
X6 xDrive M50d
X6 M
NB: BMW includes all On Road Costs in its Drive-Away pricing. For more details refer to bmw.co.nz
cheryauto.co.nz
J1
J3
J11
12,990
16,990
21,990 23,990
62
87
102
122
147
182
4/1300
4/1597
4/2000
210
177
210
177
210
177
347
347
340
550
340
550
340
550
631
631
6/3604
6/2987
6/3604
6/2987
6/3604
6/2987
8/6424
8/6424
2
6
2
1040
1350
1375
6.7
8.9
8.9
chrysler.co.nz
300 Ltd
300 Ltd CRD
300C
300C CRD
300C Luxury
300C Luxury CRD
300C SRT8 Core
300C SRT8
57,990
62,990
62,990
67,990
67,990
73,990
74,990
87,990
6
6
6
6
6
6
6
6
1814
2117
1828
2117
1897*
2117
1979
1979
69,990
84,990
120
120
360
360
4/2776
4/2776
6
6
2124
2240
8.4
8.4
23,490
38,990
48,990
25,990
28,990
28,990
31,490
42,990
49,990
36,990
38,990
43,990
54,990
57,990
36,990
40,990
42,990
44,990
59,990
59,990
60
88
88
88
88
110
110
110
110
110
120
120
88
115
88
115
120
147
115
120
118
160
160
160
160
370
370
197
197
197
340
340
160
240
160
240
240
275
240
340
3/1199
4/1598
4/1598
4/1598
4/1598
4/1997
4/1997
4/1997
4/1997
4/1997
4/1997
4/1997
4/1598
4/1598
4/1598
4/1598
4/1598
4/1598
4/1598
4/1997
6
6
6
6
6
6
6
7
7
7
9
7
6
6
6
6
6
6
8
8
1050
12.3 4.6
1164
10.9 6.6
1164
10.9 6.6
1273
11.9 7.0
1273
11.9 7.0
9.7
4.5
9.7
4.5
1395
10.2 7.9
1414* 10.53* 7.9 06/13

1460
10.9 8.1
1722* 9.42* 7.1 08/10
11.8 7.1
1171* 10.89* 7.0 01/11

1165
7.3
6.7
1220
10.9 6.7
1250
7.3
6.7
9.4
7.7
7.9
6.4
1570* 9.83* 7.3 06/13

1704
9.8
6.1
38,240
46,990
206
206
342
342
6/3604
6/3604
6
6
1750
1775
8.3
8.3
452,500
534,000
585,000
635,000
693,100
338
425
425
492
545
485 8/4297
540 8/4499
540 8/4499
683 12/6262
690 12/6262
4
4
4
4
4
1891*
1485
1430
1880
1525
4.59*
3.3
3.4
3.7
3.1
citron.co.nz
bentleymotors.com
auckland.
Continental GT V8
Continental GT
Continental GTC V8
Continental GTC
Continental Flying Spur
Continental Flying Spur Speed
Mulsanne
Grand Voyager
Grand Voyager Ltd
9.7
7.4
7.2
9.7
7.4
7.2
7.34* 9.7 10/12

7.4
7.2
4.8 13.0 09/13

4.91* 13.0 09/12
C3 Seduction
C3 Seduction VTi
C3 Exclusive VTi
C4 Seduction VTi 88kW
C4 Exclusive VTi 88kW
C4 Grand Picasso Seduction
C4 Grand Picasso Intensive
C4 Aircross Seduction 4x2
C4 Aircross Exclusive 4x2
C4 Aircross Exclusive 4x4
C5 Exclusive HDi 120kW
C5 Exclusive HDi Tourer 120kW
DS3 D Style 88kW
DS3 D Sport 115kW
DS3 D Style Cabrio 88kW
DS3 D Sport Cabrio 115kW
DS4 DStyle 120kW
DS4 DSport 147kW
DS5 D Sport
DS5 D Sport HDi
dodge.co.nz
Journey SXT
Journey R/T
10.4
10.4
ferrari.co.nz
California
458 Italia
458 Italia Spider
FF
F12berlinetta
13.1 06/10
13.7
11.8
15.4
15.1
fiat.co.nz
500 Pop
500 Sport
500 Cabriolet Pop
500 Cabriolet Sport
500 Cabriolet Lounge
Abarth 500 Eseesse
Abarth 500 Cabriolet Eseesse
19,990
24,990
42,990
21,990
26,990
24,990
29,990
32,990
46,990
51
74
51
74
63
118
118
102
131
102
131
145
230
230
4/1242
4/1368
4/1242
4/1368
2/875
4/1368
4/1368
7
7
7
7
7
7
7
905
12.9 5.0
970
10.5 5.8
970
5.0
1075* 11.25* 5.8 04/10

970
3.9
1110* 8.16* 6.5 05/11
7.6
6.5
23,990
27,340
34,990
52,840
25,490
28,840
33,340
34,840
36,340
39,340
40,840
42,340
47,340
47,340
43,340
44,840
46,340
47,840
48,340
50,340
53,340
55,340
48,840
50,840
54,340
59,340
59,340
64,340
46,340
39,990
43,990
45,990
82
92
134
92
92
125
120
120
125
125
125
184
118
118
120
120
149
120
149
120
179
198
195
270
195
270
195
134
134
120
140
170
240
159
159
202
340
340
202
202
202
360
208
208
340
340
300
340
300
340
353
409
391
533
391
533
391
240
240
340
4/1596
3/999
4/1560
4/1596
4/1596
4/1999
4/1997
4/1997
4/1999
4/1999
4/1999
4/1999
4/2261
4/2261
4/1997
4/1997
4/1999
4/1997
4/1999
4/1997
4/1999
6/3984
6/3984
6/3984
6/3984
6/3984
6/3984
4/1596
4/1596
4/1997
7
7
7
6
6
6
6
6
6
6
6
6
7
7
7
7
7
7
7
7
6
6
6
6
6
6
2
7
7
7
1076
1150*
1191*
1393
1340
1420
1538
1485
1420
1420
1426
1461*
1699
1788
1806
1806
1754
1655
1673*
1648*
1718
1754*
1780*
1798*
1762*
1682
1682
1707
ford.co.nz
Fiesta Trend
Fiesta Sport
Fiesta ST
Focus Ambiente
Focus Ambiente wagon
Focus Trend
Focus Trend Diesel
Focus Trend Diesel wagon
Focus Sport
Focus Titanium
Focus Titanium sedan
Focus ST
Mondeo LX hatch
Mondeo LX wagon
Mondeo Diesel LX hatch
Mondeo Diesel LX wagon
Mondeo EcoBoost Zetec hatch
Mondeo Diesel Zetec hatch
Mondeo EcoBoost Titanium hatch
Mondeo Diesel Titanium hatch
Falcon XT EcoBoost
Falcon XT EcoLPI
Falcon XR6
Falcon XR6 Turbo
G6E
G6E Turbo
Falcon XR6 Ute
Kuga Ambiente EcoBoost
Kuga Trend EcoBoost
Kuga Trend Diesel
Distributors: To have your prices updated, email your current price list and information to tom@autocar.co.nz by the 10th of each month
9.41*
7.07*
6.68*
7.85*
9.53*
6.98*
6.98*
5.19*
5.29*
7.37*
5.8
4.2
5.9
6.4
6.4
6.6
5.4
5.3
6.7
6.7
6.7
7.2
9.3
9.3
5.6
5.6
8.0
5.6
8.0
5.6
8.1
12.3
10.2
11.7
10.1
11.1
11.5
7.7
7.7
6.2
new zealand autocar
02/14
07/13
12/12
11/11
05/11
07/12
07/12
09/08
06/08
101
4/1596
4/1997
6/3984
6/2710
6/3984
6/2710
6/2710
6/3984
6/2710
5/3199
5/3199
5/3199
5/3199
5/3199
5/3199
5/3199
5/3199
5/3199
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
Issue tested
240
340
391
440
391
440
440
391
440
470
470
470
470
470
470
470
470
470
Claimed
Fuel Use (L/100km)
134
120
195
140
195
140
140
195
140
147
147
147
147
147
147
147
147
147
0-100 km/h
52,990
54,990
49,990
59,990
54,990
59,990
64,990
59,990
69,990
47,340
45,040
48,540
57,440
56,440
61,040
66,640
Weight (kg)
Cylinders/
capacity
40,640
43,040
46,540
53,140
54,440
59,040
64,640
Airbags
Torque (Nm)
HOME OF THE
V8 SUPERCARS
NEW ZEALAND ROUND
Kuga Titanium EcoBoost

Kuga Titanium Diesel
Territory TX RWD
Territory TX AWD Diesel
Territory TS RWD
Territory TS RWD Diesel
Territory TS AWD Diesel
Territory Titanium RWD
Territory Titanium AWD Diesel
Ranger super cab 4x2 XL
Ranger super cab 4x2 XLT
Ranger double cab 4x2 XL
Ranger double cab 4x2 XLT
Ranger super cab 4x4 XL
Ranger super cab 4x4 XLT
Ranger double cab 4x4 XL
Ranger double cab 4x4 XLT
Ranger double cab 4x4 Wildtrak
Power (kW)
Model
$ Automatic
MARKET
$ Manual
NEW
1721* 10.50* 7.7 08/13

1750* 9.91* 6.2 07/13
2002
10.6
2142
8.2
2011
10.6
2072
8.2
2144
8.8
2011
10.6
2160* 10.17* 9.0 07/11
1921
8.4
2001
8.9
1944
8.9
2052
8.9
2044
8.9
2112
8.9
1929
8.9
2139* 10.89* 8.9
2233
9.4
fpv.co.nz
GS
F6
GT
GT-P
GT-E
GS ute
72,340
78,340
88,340
97,340
97,340
65,340
315
310
335
335
335
315
545
565
570
570
570
545
6/3984
6/3984
8/4998
8/4998
8/4998
8/4998
6
6
6
6
6
4
1835*
1812*
1855*
5.38*
4.99*
5.17*
2
2
2
2
2
2
1660
1780
1805
1890
13.6 03/11
12.3 10/08
14.0
13.7 01/11
13.7
14.0
greatwallauto.co.nz
For information regarding hireage
V240 d/cab 4x2

V240 d/cab 4x4
V200 double cab 4x2
V200 double cab 4x4
X240
X200
24,990
27,990
26,990
29,990
28,990
31,990 34,990
100
100
105
105
100
105
200
200
320
320
200
310
4/2378
4/2378
4/2378
4/1996
Barina Spark CD
Barina Spark CDX
Barina CD hatch
Barina CDX hatch
Barina CD sedan
Barina RS hatch
Trax LS
Trax LTZ
Cruze 1.8 Equipe
Cruze 1.4 Turbo Equipe
Cruze 2.0d Equipe
Cruze 1.8 CDX
Cruze 1.6 Turbo SRI-V
Cruze 1.8 Equipe hatch
Cruze 2.0d Equipe hatch
Cruze 1.6 Turbo SRI hatch
Cruze 1.6 Turbo SRI-V hatch
Cruze sportwagon CD
Cruze sportwagon CDX
Cruze sportwagon CD CRDi
Malibu CD
Malibu CDX
Malibu CD CRDi
Malibu CDX CRDi
Captiva 5 LT 4x2
Captiva 5 LT 4x4 CRDi
Captiva 5 LTZ 4x2
Captiva 5 LTZ 4x4 CRDi
Captiva 7 LS 4x2
Captiva 7 LT 4x4
Captiva 7 LTZ 4x4
Captiva 7 LS 4x2 CRDi
Captiva 7 LT 4x2 CRDi
Captiva 7 LTZ 4x2 CRDi
Commodore Evoke
Commodore SV6
Commodore SS
Commodore SSV
Commodore SSV Redline
Calais V6
Calais V V6
Calais V V8
Commodore Evoke Sportwagon
Commodore SV6 Sportwagon
Commodore SSV Sportwagon
16,990
18,490
22,990
26,490
36,990
59
59
85
85
85
103
103
103
104
103
120
104
132
104
120
132
132
104
104
120
123
123
117
117
123
135
123
135
123
190
190
135
135
135
185
210
260
260
260
210
210
260
185
210
260
107
107
155
155
155
200
175
175
175
200
360
175
230
175
360
230
230
176
176
360
225
225
350
350
230
400
230
400
230
288
288
400
400
400
290
350
517
517
517
350
350
517
290
350
517
4/1206
4/1206
4/1598
4/1598
4/1598
4/1364
4/1796
4/1796
4/1796
4/1364
4/1991
4/1796
4/1598
4/1716
4/1991
4/1598
4/1598
4/1716
4/1716
4/1991
4/2384
4/2384
4/1956
4/1956
4/2384
4/2231
4/2384
4/2231
4/2384
6/2997
6/2997
4/2231
4/2231
4/2231
6/2997
6/3564
8/5967
8/5967
8/5967
6/3564
6/3564
8/5967
6/2997
6/3564
8/5967
Contact Greg or Anne on 09 238 0553
1991 Chevrolet Corvette

ZR1
5.7L, manual 6-speed, petrol
$39,995
60,372 kms
2010 Chevrolet Camaro
SS 6.2L, manual 6-speed, RHD, petrol
$69,995
11,909 kms
2014 Chevrolet Silverado
2006 Chevrolet SS R
$P.O.A.
$70,000
1500 Z71 4WD LTZ
5.3L, auto, petrol
Ute
6.0L, auto, petrol

1,600 kms
WWW.BUNCE.CO.NZ
139 Wairau Road, Glenfield, Auckland

s0HONE s%MAILBUNCE XTRACONZ
10.7
10.7
8.3
8.3
10.3
9.2
holden.co.nz
24,990
26,990
24,990
27,990
32,990
35,490
30,990
32,990
35,990
33,490
39,490
30,990
35,990
36,490
39,490
32,490
34,990
37,490
42,900
45,900
45,400
48,400
38,490
43,490
41,490
46,490
40,490
49,490
54,490
44,490
51,490
56,490
49,990
55,490
61,490
68,990
74,490
58,490
66,490
72,490
52,490
57,990
71,490
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
5.6
985* 13.27* 5.6 01/11
6.7
6.4
6.7
1276 9.54* 6.5 01/14

1356
7.0
1392* 10.57* 7.6 12/13

1492
7.4
1426
6.8
6.7
1409
7.4
1493
7.9
7.0
6.7
1502* 8.88* 7.9 07/13
7.9
1482* 12.48* 7.5 02/13
1583
8.0
1621* 9.43* 8.0 09/13

1672* 9.17* 6.4 10/13
1684
6.5
1681
9.1
1886
8.5
1681
9.1
1886
8.5
1750
9.1
1885
11.3
1902* 9.47* 11.3 07/11
1851
8.1
1944* 9.98* 8.3 09/11

1948
8.3
1622
8.3
1685
9.0
1744
11.5
1754
11.5
1780
11.8
1702
9.0
1724* 6.96* 9.0 09/13

1778
11.7
1717
8.6
1776
9.3
1849
11.7
** no ABS
Power (kW)
Torque (Nm)
Cylinders/
capacity
Airbags
Weight (kg)
0-100 km/h
76,990
68,990
74,990
48,990
54,990
59,490
62,990
74,990
79,990
85,000
47,990
51,990
59,900
61,990
62,990
66,990
260
210
260
210
260
260
270
260
180
260
111
147
147
147
147
147
147
147
147
147
147
147
147
147
517
350
517
350
530
530
530
517
320
530
370
440
440
500
440
500
440
440
440
500
440
500
500
500
8/5967
6/3564
8/5967
6/3564
8/5967
8/5967
8/5967
8/5967
6/ 3564
8/5967
n.a.
4/2776
4/2776
4/2776
4/2776
4/2776
4/2776
4/2776
4/2776
4/2776
4/2776
4/2776
4/2776
4/2776
6
6
6
6
6
6
6
6
6
6
8
6
6
6
6
6
6
6
6
6
6
6
6
6
1851
1808
1866
1681
1733
1749
1729*
1753
1851
1719*
2155*
5.33*
9.82*
9.98*
Issue tested
$ Automatic
Commodore SSV Sportwagon Redline

Calais V Sportwagon V6
Calais V Sportwagon V8
SV6 ute
SS ute
SSV ute
SSV Redline ute
SSV Redline ute
Caprice V6 LPG
Caprice V8
Volt
Colorado crew cab 4x2 LX
Colorado crew cab 4x2 LT
Colorado crew cab 4x2 LTZ
Colorado space cab 4x4 LTZ
Colorado crew cab 4x4 LX
Colorado 7 4x4 LT
Colorado 7 4x4 LTZ
Claimed
Fuel Use (L/100km)
$ Manual
62,990
44,490
45,990
49,990
58,490
54,490
57,990
59,990
Model
11.8
9.3
11.7
9.0
11.5
11.5
11.8 10/13
11.8
12.1
11.7
n.a 12/12
7.6
7.6
8.8
7.9
8.9
7.9
7.9
7.9
9.0
8.1
9.1 04/14
9.2
9.2
hsv.com.au
ClubSport
ClubSport R8
Maloo
Maloo R8
ClubSport R8 tourer
Senator Signature
Grange
GTS
83,890
92,890
79,890
87,890
93,890
105,990
122,990
85,390
94,390
81,390
89,390
95,390
105,990
110,990
125,290
317
325
317
325
325
325
325
430
550
550
550
550
550
550
550
760
8/6162
8/6162
8/6162
8/6162
8/6162
8/6162
8/6162
8/6162
6
6
6
6
6
6
6
6
1755
1771*
1753
1787
1834
1795
1838
1902*
4.88*
4.13*
12.6
12.6 09/13
12.6
12.6
12.6
12.6
12.9
15.7 12/13
honda.co.nz
Jazz 1.3S
Jazz Sport
Jazz Hybrid
City S
City L
Civic S
Civic 2.0N
Civic Euro S
Civic Euro L
Insight SN
CRV S 2wd
CRV SN 2wd
CRV N
CRV Sport N
CR-Z LN
Accord Euro SN
Accord Euro LN
Accord Euro Tourer LN
Accord S
Accord LN
Accord NT
Accord V6NT
Odyssey SN
22,900
29,900
34,900
42,000
43,700
24,900
27,900
31,500
29,500
32,875
33,900
39,990
34,900
38,900
36,900
37,900
39,900
46,600
51,700
42,000
47,200
51,000
53,200
45,900
49,900
55,000
60,000
47,000
73
88
65
88
88
104
114
104
104
72
114
110
140
140
100
148
148
148
129
129
129
206
132
127
145
121
145
145
174
190
174
174
167
190
191
222
222
190
234
234
234
225
225
225
339
218
4/1339
4/1497
4/1339
4/1497
4/1497
4/1799
4/1998
4/1798
4/1798
4/1339
4/1998
4/1998
4/2354
4/2354
4/1497
4/2354
4/2354
4/2354
4/2354
4/2354
4/2354
6/3471
4/2354
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
1060* 10.6* 5.8 06/11

1115
6.7
1172* 11.30* 4.5 05/13

1110
6.6
1110
6.6
1245
6.7
1290
7.5
1267* 9.07* 6.1 08/12

1342 10.82* 6.6 10/12
1178
12.6 4.3
1477* 10.28* 7.7 10/12

1460
6.9
1580
8.7
1621
8.7
1154* 9.21* 5.0 02/12

1555
8.5
1595
8.5
1640
8.5
1530
7.9
1567
8.1
1565* 9.44* 8.1 08/13

1669* 6.54* 9.2 11/13
1645
8.9
25,990
26,990
31,990
35,990
35,990
39,990
39,990
43,990
37,990
41,990
35,990
39,990
43,990
44,990
49,990
42,990
45,490
49,990
52,990
46,990
73
73
91
91
110
94
110
94
88
94
110
110
110
103
150
119
148
148
148
100
136
136
156
156
178
260
178
260
156
260
176
176
176
167
265
194
250
250
250
320
4/1396
4/1396
4/1591
4/1591
4/1797
4/1582
4/1797
4/1582
4/1591
4/1582
4/1797
4/1797
4/1797
4/1591
4/1591
4/1998
4/2359
4/2359
4/2359
4/1685
6
6
6
6
7
7
7
7
7
7
6
6
6
6
6
6
6
6
6
9
1061
6.0
1125* 12.47* 6.0 07/11

1140
6.4
1140
6.4
1225
6.5
1366* 10.30* 4.5 09/11

1240
6.9
1310
5.6
1350
6.7
1452* 11.32* 4.5 05/13

1220
7.1
1220
7.1
1297* 9.73* 7.1 09/11

1265
6.4
1355* 7.65* 6.8
1516
7.6
1545
7.9
1513* 9.05* 7.9 07/10

1545
7.9
1507
5.6
hyundai.co.nz
i20 GL
i20 1.4
Accent hatch 1.6
Accent hatch 1.6 Elite
i30 1.8
i30 1.6 CRDi
i30 1.8 Elite
i30 1.6 CRDi Elite
i30 wagon 1.6
i30 wagon CRDi
Elantra
Elantra Elite
Elantra Elite Ltd
Veloster Elite
Veloster Turbo
i45 2.0
i45 2.4
i45 2.4 Elite
i45 2.4 Elite Ltd
i40 1.7 CRDi
24,990
25,990
36,490
40,490
49,990
i40 1.7 CRDi Elite

i40 wagon
i40 wagon1.7 CRDi
i40 wagon 2.0 Elite
i40 wagon1.7 CRDi Elite
i40 wagon1.7 CRDi Elite Ltd
ix35 2.0 4x2
ix35 2.0 4x2 Elite
ix35 2.4
ix35 2.4 Elite
ix35 2.0R CRDi
ix35 2.0R CRDi Elite
Santa Fe
Santa Fe 7 seater
Santa Fe CRDi
Santa Fe CRDi 7 seater
Santa Fe Elite 7 seater
Santa Fe V6 4x2 7 seater
Santa Fe CRDi Elite 7 seater
Santa Fe CRDi Elite Limited 7 seater
51,990
44,990
48,990
49,990
53,990
59,990
39,990
43,990
44,990
48,990
50,990
54,990
57,990
59,990
63,990
65,990
67,990
67,990
73,990
79,990
100
130
100
130
100
100
129
129
130
130
135
135
141
141
145
145
141
199
145
145
320
213
320
213
320
320
197
197
227
227
392
392
242
242
436
436
242
318
436
436
4/1685
4/1999
4/1685
4/1999
4/1685
4/1685
4/1998
4/1998
4/2359
4/2359
4/1995
4/1995
4/2359
4/2359
4/2199
4/2199
4/2359
6/3342
4/2199
4/2199
9
9
9
9
9
9
6
6
6
6
6
6
7
7
7
7
7
7
7
7
1609* 10.45* 6.0 05/13

1441
7.5
1514
5.6
1595
7.7
1659
6.0
1659
6.0
1417
8.5
1417
8.5
1516
9.0
1585
9.0
1636
7.5
1643* 8.85* 7.5 09/10

1727
9.0
1727
9.0
1831
7.3
1831
7.3
1727
9.0
1715
9.0
1951* 9.09* 7.3 05/13

1831
7.3
XF 2.0 i4 SE
XF 2.0 i4 Luxury
XF 2.2D Luxury
XF 3.0D S Luxury
XF Sportbrake 2.2D Luxury
XF Sportbrake 3.0D S Luxury
XFR
XFR-S
F-Type coupe
F-Type S coupe
F-Type R coupe
F-Type convertible
F-Type S convertible
F-Type V8 S convertible
XK coupe
XK convertible
XK R coupe
XK R convertible
XKR-S coupe
XKR-S convertible
XJ 3.0D Premium Luxury
XJR
75,000
90,000
90,000
115,000
95,000
120,000
160,000
185,000
125,000
140,000
185,000
140,000
155,000
180,000
175,000
190,000
195,000
210,000
260,000
275,000
155,000
220,000
177
177
140
202
147
202
375
405
250
280
404
250
280
364
283
283
375
375
405
405
202
405
340
340
450
600
450
600
625
680
450
460
680
450
460
625
515
515
625
625
680
680
600
680
4/1999
4/1999
4/2179
6/2720
4/2179
6/2993
8/5000
8/5000
6/2995
6/2995
8/5000
6/2995
6/2995
8/5000
8/5000
8/5000
8/5000
8/5000
8/5000
8/5000
6/2720
8/5000
6
6
6
6
6
6
6
6
4
4
4
4
4
4
4
4
4
4
4
4
6
6
1660
1780*
1829*
1905*
1824
1880
1975*
1987
1577
1594
1650
1710*
1614
1794*
1660
1696
1850*
1800
1753
1850
1895*
1995
7.90
7.21*
8.42*
6.63*
8.8
6.6
4.61*
4.6
5.3
4.9
4.2
5.42*
4.9
4.04*
5.5
5.6
4.70*
4.8
4.4
4.8
7.15*
4.6
6.2
6.2
5.4
6.3
5.2
6.1
11.3
11.6
8.8
9.1
11.1
9.0
9.1
11.1
11.2
11.2
12.3
12.3
12.3
12.3
7.0
11.6
Patriot Sport 4x2

Patriot Ltd 2.4
Compass Sport 4x2
Compass Ltd
Wrangler Sport 2dr
Wrangler Sport 2dr CRD
Wrangler Rubicon 2dr
Wrangler Overland 2dr
Wrangler Sport Unlimited
Wrangler Sport Unlimited CRD
Wrangler Rubicon Unlimited
Wrangler Overland Unlimited
Grand Cherokee Laredo 4x2
Grand Cherokee Laredo
Grand Cherokee Laredo CRD
Grand Cherokee Ltd V6
Grand Cherokee Ltd CRD
Grand Cherokee Ltd V8
Grand Cherokee Overland
Grand Cherokee Overland CRD
Grand Cherokee Overland V8
Grand Cherokee SRT8
29,990
32,990
43,990
32,990
43,990
48,990
53,990
57,990
59,990
53,990
58,990
62,990
64,990
64,990
68,990
73,990
80,990
85,990
83,990
93,990
98,990
96,990
109,990
115
125
115
125
209
147
209
209
209
209
209
209
210
210
184
210
184
259
210
184
259
344
190
220
190
220
347
460
347
347
347
347
347
347
347
347
570
347
570
520
347
570
520
624
4/1998
4/2360
4/1998
4/2360
6/3605
4/2777
6/3605
6/3605
6/3605
4/2777
6/3605
6/3605
6/3604
6/3604
6/2987
6/3604
6/2987
8/5654
6/3604
6/2987
8/5654
8/6424
4
4
4
4
4
4
4
4
4
4
4
4
9
9
9
9
9
9
9
9
9
9
1490
1525
1437
1570
2045*
1996
2084
2267
2169
2334*
2302
2169
2327
2329
2289
9.25*
8.3
8.3
8.2
8.3
7.92*
7.3
8.3
8.2
7.3
5.0
6.1
9.1
8.2
8.7
11.3
8.6
11.3
11.3
11.2 03/12
10.1
10.4
7.5
10.4
7.5 10/13
14.1
10.4
7.5
13.0
Picanto LX ISG
Picanto LX
Picanto EX
Rio LX ISG
Rio LX diesel ISG
Rio LX
Rio EX
Soul EX
Soul SX
Soul SX 2.0
Cerato hatch LX
18,590
22,990
24,990
18,990
20,990
23,490
25,790
29,990
33,490
35,490
29,990
64
64
64
80
66
80
80
95
95
115
110
123
123
123
137
220
137
137
157
157
195
178
4/1250
4/1250
4/1250
4/1396
4/1396
4/1396
4/1396
4/1591
4/1591
4/1999
4/1797
7
7
7
6
6
6
6
6
6
6
6
967*
870
870
1119*
1219*
1093
1179*
1245
1245
1267
1293
jaguar.com/nz
03/13
05/12
04/12
06/13
05/14
09/13
11/09
11/10
jeep.co.nz
kia.co.nz
10.71*
11.13*
11.64*
14.07*
12.5
12.5
10.2
4.3
5.3
5.6
5.3
3.6
6.4
6.4
8.2
8.2
8.4
7.1
10/11
06/12
08/12
11/11
new zealand autocar
103
lamborghini.co.nz
LP560-4 Coupe
LP560-4 Spyder
LP570-4 Superleggera
LP570-4 Spyder Performante
Aventador LP 700-4
425,000
475,000
495,000
545,000
447,000
497,000
517,000
567,000
675,000
419
419
419
419
515
540
540
540
540
690
10/5204
10/5204
10/5204
10/5204
12/6498
4
4
4
4
7
1500
1550
1340
1340
1575
3.7
4.0
3.4
3.4
3.30*
14.7
15.0
14.4
14.4
17.2 05/12
ES300h Ltd
ES350
ES350 Ltd
GS250
GS250 F Sport
GS300h
GS300h F Sport
GS350
GS350 F Sport
GS450h
GS450h F Sport
RX350
RX350 F Sport
RX350 Ltd
RX450h SE
RX450h F Sport
RX450h Ltd
LX570
LS460
LS460 F Sport
Issue tested
1293
7.1
1319* 11.12* 7.1 12/13

1243
7.1
1243
7.1
1304
7.1
1342* 9.30* 7.4 07/13

1373* 7.70* 8.0 04/14
1373* 7.68* 7.4 05/13
1478
7.9
1478
7.9
1556
7.9
1578* 9.72* 7.9 05/14

1541* 9.62* 7.9 09/13
1996
10.9
1996
10.9
8.1
8.1
1500
10.6 8.7
1500
10.6 8.7
8.8
8.8
1588
10.0 9.2
1544* 9.87* 9.2 01/11

1609
7.5
1654* 8.85* 7.5 08/12
1693
8.6
1693
8.8
1817
7.1
1817
7.3
1817
7.3
1817
7.1
1817
7.3
1941* 9.04* 7.3 01/13
Claimed
Fuel Use (L/100km)
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
0-100 km/h
4/1797
4/1797
4/1797
4/1797
4/1797
4/1999
4/1591
4/1591
4/2359
4/2359
4/2359
4/2359
4/1999
6/3470
6/3470
4/2199
4/2199
4/1998
4/1998
4/1998
4/1998
4/2359
4/2359
4/1995
4/1995
4/2359
4/2359
4/2199
4/2199
4/2199
4/2199
4/2199
4/2199
Weight (kg)
178
178
178
178
178
209
265
265
250
250
250
250
213
343
343
429
429
197
197
197
197
227
227
392
392
227
227
436
436
445
445
445
445
Airbags
110
110
110
110
110
129
150
150
148
148
148
148
122
202
202
143
143
122
122
122
122
130
130
135
135
130
130
145
145
145
145
145
145
Cylinders/
capacity
33,490
37,490
29,990
33,490
37,490
40,490
42,490
43,990
45,990
50,490
52,490
37,990
45,990
51,990
49,990
55,990
34,240
38,240
42,240
48,240
43,240
47,240
48,240
54,240
46,690
49,690
50,890
53,890
58,890
60,690
63,690
66,390
Torque (Nm)
42,990
Power (kW)
Cerato hatch EX
Cerato hatch SX satnav
Cerato sedan LX
Cerato sedan EX
Cerato sedan SX satnav
Cerato sedan SX 2.0 sedan satnav
Cerato Koup SX
pro_ceed GT
Optima LX
Optima EX
Optima Ltd
Optima Ltd Satnav
Carens
Carnival V6
Carnival V6 Ltd
Carnival R EX
Carnival R Ltd
Sportage Urban 2.0 LX 4x2
Sportage Urban 2.0 EX 4x2
Sportage 2.0 EX
Sportage 2.0 Ltd satnav
Sportage 2.4 EX
Sportage 2.4 LTD
Sportage R EX CRDi
Sportage R Ltd CRDi satnav
Sorento LX 2wd
Sorento LX
Sorento R LX CRDi 4x2
Sorento R LX CRDi
Sorento R EX CRDi
Sorento R LTD CRDi Urban
Sorento R LTD CRDi
Sorento R Premium CRDi
Model
$ Automatic
MARKET
$ Manual
NEW
94,995
94,995
108,995
105,000
109,400
110,500
118,500
118,400
126,400
135,400
143,400
101,400
108,400
117,400
125,400
127,400
135,400
196,900
199,500
209,500
118
204
204
154
154
133
133
233
233
252
252
204
204
204
220
220
220
270
285
285
213
346
346
253
253
221
221
378
378
352
352
346
346
346
n.a
n.a
n.a
530
493
493
4/2494
6/3456
6/3456
6/2500
6/2500
6/2500
6/2500
6/3456
6/3456
6/3456
6/3456
6/3456
6/3456
6/3456
6/3456
6/3456
6/3456
8/5663
8/4608
8/4608
10
10
10
10
10
10
10
10
10
10
10
8
8
8
8
8
8
14
12
12
1665
1630
1665
1675
1720
1735
1820
1650
1740
1881
1910
1975
1975
2085
2110
2110
2205
2740
2080
2085*
8.5
7.4
7.4
8.75*
8.8
6.3
6.3
6.07*
6.1
8.0
8.0
8.0
7.8
7.8
7.8
7.98*
6.54*
6.61*
5.5
9.5
9.5
9.3
9.3
5.2
5.2
9.7
9.7
6.3
6.3
10.8
10.8
10.8
6.4
6.4
6.4
14.5
11.1
11.1
09/12
08/12
07/12
05/13
lotuscars.co.nz
Elise
Elise S
Exige S
Evora 2+2
Evora S 2+2
86,990
100
96,990
162
131,990
258
129,990 145,990 206
153,990 165,990 258
160
250
400
350
400
4/1598
4/1798
6/3456
6/3456
6/3456
2
2
2
2
2
876
924
1176
1383
1437
6.5
4.6
4.0
5.0
4.6
6.3
7.5
10.1
9.3
9.9
460
520
520
520
510
520
520
550
710
8/4244
8/4691
8/4691
8/4691
8/4691
8/4691
8/4691
6/2979
8/3799
6
6
6
4
6
6
6
6
6
1945*
1880
1930*
1770
1980
1980
1973
1760
1900
5.2
4.8
4.9
4.5
5.2
5.0
4.9
5.1
4.7
14.3 04/08
15.5
14.3 02/09
14.4
14.5
14.5
14.5
10.5
11.8
maserati.co.nz
GranTurismo
GranTurismo S auto
GranTurismo S MC supershift
GranTurismo MC Stradale
GranCabrio
GranCabrio Sport
GranCabrio MC
Quattroporte S
Quattroporte GTS
197,500
218,200
227,200
345,000
239,400
243,900
274,000
194,900
258,900
298
338
338
338
331
338
338
301
390
land rover.co.nz
Defender 90 SW
Defender 110 pick up
Defender 110 SW
Defender 130 pick up**
Freelander 2 TD4
Freelander 2 Si4
Discovery 4 TDV6 SE
Discovery 4 SDV6 HSE
Range Rover Evoque TD4 Pure
Range Rover Evoque TD4 Dynamic
Range Rover Evoque SD4 Pure
Range Rover Evoque SD4 Dynamic
Range Rover Evoque Si4 Pure
Range Rover Evoque Si4 Dynamic
Range Rover Sport TDV6 SE
Range Rover Sport SDV6 HSE
Range Rover Sport Supercharged HSE
Range Rover Sport S/C Autobiography
Range Rover TDV6 HSE
Range Rover SDV8 Vogue
Range Rover Vogue SE Supercharged
63,000
66,500
66,000
66,500
60,000
60,000
90,000
108,000
73,000
89,000
78,000
94,000
78,000
94,000
125,000
140,000
170,000
185,000
160,000
180,000
210,000
90
90
90
90
110
177
140
180
110
110
140
140
177
177
190
215
375
375
190
250
375
360
360
360
360
420
340
440
600
400
400
420
420
340
340
600
600
625
625
600
700
625
4/2401
4/2401
4/2401
4/2401
4/2179
4/1999
6/2720
6/2993
4/2179
4/2179
4/2179
4/2179
4/1999
4/1999
6/2993
6/2993
8/5000
8/5000
6/2993
8/4367
8/5000
7
7
8
8
6
6
6
6
6
6
8
8
8
8
8
8
8
1886* 16.78* 02/08

1884
2041
2120
1770
11.2 7.0
8.8
9.6
12.7 10.2
2610* 9.25* 9.3 02/10
1715
9.6
6.5
1715
9.6
6.5
1715
8.5
6.5
1873
8.55 6.5 01/12
1670
7.6
8.7
1670
7.6
8.7
2115
7.6
7.3
2115
7.2
7.5
2463* 4.90* 13.8 03/14

2310
5.3 13.8
2421* 8.28* 7.5
2597* 7.24* 8.7 04/13

2330
5.4 13.8
49,995
59,995
69,995
73,995
84,995
87,395
80,995
91,995
92,195
94,995
105,995
108,395
145,900
80,995
73
73
73
153
153
153
133
133
133
233
233
233
311
118
142
142
142
252
252
252
221
221
221
378
378
378
505
213
4/1798
4/1798
4/1798
6/2500
6/2500
6/2500
4/2494
4/2494
4/2494
6/3500
6/3500
6/3500
8/4969
4/2494
7
7
7
10
10
10
10
10
10
10
10
10
8
10
1465
10.3 4.1
1465
10.3 4.1
1465* 11.90* 4.1 06/11

1555
8.1
9.2
1627* 8.02* 9.2 11/13

1555
8.1
9.2
1635
8.5
4.9
1635
8.5
4.9
1635
8.5
4.9
1638* 6.59* 9.7 10/13

1640
5.9
9.7
1640
5.9
9.7
1715* 4.95* 11.4 04/12

1630
8.5
5.5
lexus.co.nz
CT200h
CT200h F Sport
CT200h Ltd
IS250
IS250 F Sport
IS250 Ltd
IS300h
IS300h F Sport
IS300h Ltd
IS350
IS350 F Sport
IS350 Ltd
IS F
ES300h
104
new zealand autocar
mazda.co.nz
Mazda2 Classic
Mazda2 Sport
Mazda3 sedan GLX
Mazda3 sedan GSX
Mazda3 sedan SP25
Mazda3 sedan SP25 Ltd
Mazda3 hatch GLX
Mazda3 hatch GSX
Mazda3 hatch SP25
Mazda3 hatch SP25 Ltd
Mazda6 GLX diesel
Mazda6 GSX
Mazda6 GSX diesel
Mazda6 Limited
Mazda6 Limited diesel
Mazda6 wagon GLX
Mazda6 wagon GLX diesel
Mazda6 wagon GSX
Mazda6 wagon GSX diesel
Mazda6 wagon Limited diesel
MX-5
MX-5 coupe
RX-8 Spirit R
CX-5 GLX
CX-5 GSX
CX-5 GSX 4x4
CX-5 GSX 4x4 diesel
CX-5 Ltd 4x4
CX-5 Ltd 4x4 diesel
CX-9 4x2
CX-9 4x4
BT-50 Freestyle cab 4x2 GLX
BT-50 Double cab 4x2 GLX
BT-50 Double cab 4x2 GSX
BT-50 Freestyle cab 4x4 GLX
BT-50 Double cab 4x4 GLX
BT-50 Double cab 4x4 GSX
BT-50 Double cab 4x4 Ltd
23,245
25,155
38,395
51,100
55,190
56,695
40,295
42,695
46,195
51,795
52,995
57,595
24,645
26,555
32,795
35,595
39,895
47,495
32,795
35,595
39,895
47,495
49,095
49,795
51,995
58,595
60,795
45,495
49,095
49,795
51,995
60,795
57,240
39,695
41,495
44,945
47,095
54,445
56,495
58,490
65,490
44,195
48,195
59,595
62,395
76
76
114
114
138
138
114
114
138
138
129
138
129
138
129
114
129
138
129
129
118
118
170
114
114
138
129
138
129
204
204
147
147
147
147
147
147
147
137
137
200
200
250
250
200
200
250
250
420
250
420
250
420
210
420
250
420
420
188
188
211
200
200
250
420
250
420
367
367
470
470
470
470
470
470
470
4/1498
4/1498
4/1998
4/1998
4/2488
4/2488
4/1998
4/1998
4/2488
4/2488
4/2191
4/2488
4/2488
4/2488
4/2191
4/1998
4/2191
4/2488
4/2191
4/2191
4/1998
4/1998
2/1308
4/1997
4/1997
4/2488
4/2184
4/2488
4/2184
6/3726
6/3726
5/3199
5/3199
5/3199
5/3199
5/3199
5/3199
5/3199
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
4
4
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
1045* 11.53* 6.4 11/10

1036* 9.57* 6.4 11/07
1291
9.4
5.7
1291
9.4
5.7
1309
7.8
6.0
1309
7.8
6.0
1296
9.3
5.8
1296
9.3
5.8
1308*
7.1
6.5 04/14
1315
7.9
6.1
1516
5.4
1445* 7.62* 6.6 09/13

1530
5.4
1461
6.6
1530
5.4
1446
6.0
1535
5.4
1484 7.90* 6.6 06/13

1550
5.4
1550
5.4
1129
8.5
1164* 7.31* 8.5 01/13

1397* 6.95* 12.9 05/12
1475
6.4
1460* 10.10* 6.4 06/12

1572
7.4
1637
5.7
1593 9.23* 7.4 06/13

1662* 8.15* 5.7 06/12
1956* 8.16* 11.0 12/13
2054* 8.22* 11.3 01/13
8.4
8.4
8.4
8.4
8.4
8.4
2172* 10.31* 8.9 01/12
** no ABS
AR SECO
R I V ND
I NG S
E A HIPM
RL EN
YM T
AY
!
mercedes-benz.co.nz
A 180
A 200
A 200 CDI
A 250 Sport
A 45 AMG
B 180
B 200
B 200 CDI
CLA 200
CLA 250 Sport 4MATIC
CLA 45 AMG 4MATIC
GLA 200 CDI
GLA 250 4MATIC
GLA 45 AMG 4MATIC
C 200 CGI
C 200 CDI
C 250 CGI Elegance/Avantgarde
C 250 CDI Elegance/Avantgarde
C 300 Elegance/Avantgarde
C 350 CDI Elegance/Avantgarde
C 63 AMG Edition 507
C 200 CGI estate
C 200 CDI estate
C 250 CGI Elegance/Avantgarde estate
C 250 CDI Elegance/Avantgarde estate
C 180 CGI coupe
C 250 CGI coupe
C 250 CDI coupe
C 350 CGI coupe
C 63 AMG coupe
E 250
E 250 CDI
E 350 BlueTEC
E 300 BlueTEC Hybrid
E 400
E 63 AMG
E 250 CGI Executive estate
E 250 CDI Executive estate
E 250 CDI Elegance/Avantgarde est
E 250 CGI Elegance/Avantgarde est
E 350 CGI Elegance/Avantgarde est
E 500 Elegance/Avantgarde estate
E 63 AMG estate
E 250 CDI coupe
E 250 CGI coupe
E 350 coupe
E 500 coupe
E 250 CGI cabriolet
E 350 cabriolet
E 500 cabriolet
CLS 350 CGI
CLS 350 CDI
CLS 500 CGI
CLS 63 AMG
S 350 CGI
S 500
S 63 AMG
S 600 LWB
CL 500 CGI
CL 600
CL 63 AMG
SLK 200 roadster
SLK 350 roadster
SLS AMG Gullwing
R 350 CDI SWB
ML 250 BlueTEC
ML 250 BlueTEC Exclusive
ML 350 BlueTEC
ML 350 BlueEFFICIENCY
ML 500
ML 63 AMG
R 350 CDI
GL 350 BlueTEC
GL 500
GL 63 AMG
G 350 BlueTEC
G 55 AMG
46,900
54,900
54,900
64,900
94,900
49,900
56,900
56,900
65,900
79,900
107,900
64,990
76,990
99,900
69,900
72,500
84,900
87,500
99,900
109,900
181,407
72,900
75,500
87,900
90,500
69,900
86,900
89,500
112,900
168,900
114,000
114,000
131,000
138,900
131,000
215,000
116,900
116,900
132,900
132,900
152,900
186,900
258,900
123,900
123,900
143,900
176,900
135,900
155,900
188,900
162,000
162,000
197,000
277,000
210,000
265,000
365,000
385,000
285,000
395,000
385,000
88,500
130,900
460,000
124,900
99,900
112,900
122,900
122,900
150,900
197,900
124,900
154,900
189,900
235,900
179,900
249,900
90
115
100
155
265
90
115
100
115
155
265
115
155
265
135
100
150
150
185
195
336
135
100
150
150
115
150
150
225
336
155
150
185
150
245
430
150
150
150
150
200
285
386
150
150
200
285
150
200
285
225
195
300
386
225
285
386
380
320
380
400
135
225
420
165
150
150
190
225
300
380
195
190
320
410
155
373
200 4/1595
250 4/1595
300 4/1796
350 4/1991
450 4/1991
200 4/1595
250 4/1595
300 4/1796
250 4/1595
350 4/1991
450 4/1991
300 4/2143
350 4/1991
450 4/1991
270 4/1796
330 4/2143
310 4/1796
500 4/2143
340 6/3498
620 6/2987
600 8/6208
270 4/1796
330 4/2143
310 4/1796
500 4/2143
250 4/1796
310 4/1796
500 4/2143
370 6/3498
600 8/6208
350 4/1991
500 4/2143
620 6/2987
500 4/2143
480 6/2996
800 8/5461
310 4/1796
500 4/2143
500 4/2143
310 4/1796
350 6/3498
530 8/5461
630 8/6208
500 4/2143
310 4/1796
350 6/3498
530 8/5461
310 4/1796
350 6/3498
530 8/5461
370 6/3498
620 6/2987
600 8/4663
700 8/5461
370 6/3498
530 8/5461
630 8/6208
830 12/5513
530 8/4663
830 12/5513
630 8/5461
270 4/1796
370 6/3498
650 8/6208
510 6/2987
500 4/2143
500 4/2143
620 6/2987
370 6/3498
600 8/4663
700 8/5461
620 6/2987
620 6/2987
700 8/4663
760 8/5461
540 6/2987
700 8/5439
9
9
9
9
9
9
9
9
9
9
9
7
7
7
9
9
9
9
9
9
9
9
9
9
9
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
11
9
9
9
9
9
11
11
11
11
9
9
9
9
8
8
8
6
6
4
8
9
9
9
9
9
9
8
8
8
8
4
4
1370
1370
1478*
1465*
1607*
1395
1497*
1475
1430
1540
1650*
1505
1505
1585
1470
1542
1480
1675*
1565
1682
1812*
1565
1645
1575
1675
1520
1550
1655
1615
1730
1680
1841*
1885
1845
1914*
1992*
1735
1845
1845
1735
1735
1925
1945
1695
1575
1695
1776*
1695
1765
1888*
1735
1815
1907*
1870
1955
2082*
2070
2180
1995
2185
2085
1785
1540
1695
2220
2256*
2175
2175
2130
2420*
2395
2601*
2445
2580
2500
2580
9.1
8.3
8.71*
6.80*
4.48*
10.2
8.90*
9.3
8.5
6.6
4.62*
9.9
7.1
4.8
8.2
9.1
7.4
7.31*
4.23*
8.1
9.5
7.4
8.9
7.2
7.1
6.0
4.5
7.4
7.69*
6.6
7.5
5.84*
4.26*
8.4
7.2
7.2
8.4
6.8
5.4
4.6
7.7
7.4
6.3
4.95*
7.8
6.9
5.57*
6.1
6.2
4.71*
4.4
6.9
6.60*
4.6
4.6
5.4
4.6
4.6
7.0
5.6
3.8
8.7
8.64*
9.0
7.4
7.6
4.80*
7.7
8.19*
5.4
5.28*
9.1
5.5
5.8
6.1
4.6
6.6
6.9
6.1
6.1
4.7
5.7
6.6
7.0
4.6
7.0
7.5
7.2
5.4
7.2
5.1
8.3
6.1
12.0
7.7
5.5
7.5
5.3
7.3
7.0
5.1
8.3
12.0
6.4
4.9
6.1
4.3
7.6
10.0
8.0
9.7
9.7
7.3
9.4
11.1
12.8
5.3
7.5
9.5
11.0
7.9
9.8
11.0
7.0
6.1
9.0
9.9
7.5
11.9
14.9
14.3
12.1
14.3
15.9
6.9
8.3
13.2
9.5
6.4
6.4
7.3
8.9
12.3
11.8
8.5
7.7
11.5
12.3
11.2
15.9
07/13
08/13
11/13
08/12
08/11
05/14
11/13
05/14
10/13
10/09
06/10
03/12
06/06
08/12
09/12
08/13
07/13
07/13
19,990
29,990
31,990
34,990
29,990
80
118
118
118
118
137
215
215
215
215
4/1498
4/1796
4/1796
4/1796
4/1796
6
6
6
6
6
1155
1475
1480
1485
1485
10.9
8.4
8.4
8.4
8.4
5.8
7.9
7.9
7.9
7.9
1:8 Lamborghini Aventador in Orange or White

Kits feature high quality painted diecast body parts. Also
metal sub-frames & suspension components
& all panels including doors open.
mgmotors.co.nz
MG3 Style
MG6 S Magnette
MG6 SE Magnette
MG6 TSE Magnette
MG6 S GT
Pocher
1:8 SCALE MODEL KITS
AVAILABLE NOW!
See www.toymod.com for a dealer near you.
8.4
8.4
118
118
215
215
4/1796
4/1796
6
6
1490
1495
29,200
36,200
44,200
54,800
51,200
55,800
62,200
67,200
41,200
45,600
49,200
46,200
54,200
53,500
43,700
46,800
49,800
51,500
54,500
31,200
39,200
47,700
54,200
58,800
44,200
48,600
52,200
49,200
57,200
46,700
49,800
52,800
54,500
57,500
72
100
141
155
135
135
155
155
88
82
82
128
88
128
135
90
82
82
82
82
135
135
153
230
280
280
240
240
280
280
160
270
270
240
160
240
260
160
270
270
270
270
240
240
4/1598
3/1499
4/1998
4/1598
4/1598
4/1598
4/1598
4/1598
4/1598
4/1560
4/1995
4/1598
4/1598
4/1598
4/1598
4/1598
4/1560
4/1995
4/1560
4/1995
4/1598
4/1598
6
6
6
6
6
6
6
6
6
6
6
6
4
4
6
6
6
6
6
6
6
6
10.5 5.4
1173* 8.07* 4.5 05/14

1260* 6.50* 5.4 05/14
1178* 6.91* 6.9 01/09
1165
6.9
6.3
1185
7.0
6.4
1213* 6.96* 7.1 04/12

1185
6.5
1258* 11.37* 6.8 05/08

1250
10.4 4.1
1205
7.6
7.0
1175
9.8
7.9
1275* 7.41* 8.8 03/09

1380* 7.28* 6.1 08/13
1365
10.5 6.5
1385
10.9 4.4
1450
11.6 4.9
1405
7.6
6.6
1496* 8.40* 7.3 04/11
59,990
18,990
21,990
30,690
36,990
40,890
30,690
36,990
40,890
36,690
47
58
58
115
115
127
115
115
127
112
n.a.
3/1198
3/1198
4/1997
4/1997
4/2360
4/1997
4/1997
4/2360
4/1998
6
6
6
3
7
7
3
7
7
7
Claimed
Fuel Use (L/100km)
1385
7.9
1450
8.1
1563* 10.16* 5.7 10/10

1420
6.6
1490
7.5
1555
7.5
1565* 9.69* 7.5 04/13

1635
5.8
1659* 9.39* 5.8 03/13

2090
9.8
2115* 12.34* 9.8 05/10

2260
9.2
2310
9.2
1755
8.2
1750
8.2
1760
8.1
1885
8.1
2021* 10.94* 8.3 02/10
Micra 1.2 ST-L

Micra 1.2 Ti
Pulsar ST hatch
Pulsar ST sedan
Pulsar Ti sedan
Pulsar ST-S hatch
Pulsar SSS hatch
Juke ST
Juke Ti
Juke Ti-S
Qashqai ST
Qashqai Ti
Qashqai ST wagon
Altima ST
Altima Ti
LEAF
370Z
370Z Roadster
GT-R
X-Trail ST 4x2 7 seat
X-Trail ST 4x4 5 seat
X-Trail ST-L 4x4 5 seat
X-Trail Ti 4x4 5 seat
Murano
Pathfinder ST 4x2
Pathfinder ST
Pathfinder Ti
Patrol V8
Navara DX double cab 4x2
Navara DX double cab 4x4
Navara RX double cab 4x2
Navara ST double cab 4x2
Navara ST-X double cab 4x2
Navara RX King Cab 4x4
Navara RX double cab 4x4
Navara ST double cab 4x4
Navara ST-X double cab 4x4 450
Navara ST-X double cab 4x4 550
59,990
34,650
44,700
39,990
43,190
46,290
48,490
49,690
52,790
57,790
22,800
24,300
29,990
29,990
33,490
34,990
39,990
32,190
34,290
41,990
37,990
40,990
40,990
43,990
53,290
69,700
63,495
83,600
191,000
39,990
42,490
47,290
53,290
66,390
54,990
59,990
65,990
115,000
41,990
45,190
48,290
50,490
51,690
54,790
59,790
67,990
56
56
96
96
96
140
140
85
85
140
104
104
104
127
127
90
245
245
390
125
125
125
125
191
190
190
190
298
98
98
106
126
120
126
106
126
140
170
100
100
174
174
174
240
240
153
153
240
196
196
196
230
230
280
363
363
612
226
226
226
226
336
325
325
325
560
304
304
356
403
403
403
356
403
450
550
3/1198
3/1198
4/1798
4/1798
4/1798
4/1618
4/1618
4/1598
4/1598
4/1618
4/1997
4/1997
4/1997
4/2488
4/2488
n.a.
6/3696
6/3696
6/3799
4/2488
4/2488
4/2488
4/2488
6/3498
6/3498
6/3498
6/3498
8/5552
4/2488
4/2488
4/2488
4/2488
4/2488
4/2488
4/2488
4/2488
4/2488
6/2991
6
6
6
6
6
6
6
6
6
6
6
6
6
960
960
1218*
1230
1265*
1320
1319*
1172
1225*
1430*
1455
1467*
1523*
1435
1495*
1542*
1609*
1516
1526
1543
1574
1908*
1920
1985
2029*
2706
1665
1765
1887
2035
2035
1974
2115*
2234*
208 1.2 Active

208 1.6 Active
208 1.6 Allure
208 1.6 Allure 3 door
208 GTi 3 door
2008 Active
2008 Allure
308 Access
308 Active
308 Active HDi
308 Allure
308 Allure HDi
308 Active SW HDi
308 CC
3008 Active 1.6
3008 Sport 1.6
3008 Sport 2.0 HDI
3008 2.0 HDi Hybrid
4008 Active 4x2
4008 Allure 4x2
4008 Feline 4x4
RCZ
RCZ
508 1.6 Active
508 2.0 HDi Allure
23,990
38,990
49,990
25,990
28,990
29,990
31,990
33,990
29,990
33,990
36,990
35,990
37,990
39,990
45,990
36,990
39,990
42,990
59,990
37,990
39,990
45,990
49,990
46,990
54,990
60
88
88
88
147
88
88
88
115
120
115
120
120
115
115
115
120
147
110
110
110
146
115
88
120
118
160
160
160
275
160
160
160
240
340
240
340
340
240
240
240
340
500
197
197
197
275
240
160
340
Issue tested
7
7
7
7
7
7
7
7
7
6
6
6
6
2
6
2
6
6
0-100 km/h
4/1998
4/1998
4/1798
4/1998
4/2360
4/2360
4/2360
4/2268
4/2268
6/2477
6/2477
4/3200
4/3200
4/2477
4/2477
4/2477
4/2477
4/2477
Weight (kg)
200
200
305
193
224
224
224
366
366
356
356
448
448
319
319
407
407
407
Airbags
Cylinders/
capacity
31,990
34,990
7.9
7.9
mitsubishi.co.nz
new zealand autocar
Torque (Nm)
mini.co.nz
106
Power (kW)
GT International Logistics Ltd.

21 Aintree Ave, Airport Oaks, Mangere, Auckland.
Contact Phil Gibbs or Jason Coleman on (09) 255 5555
or email phil@gtlogistics.co.nz
180
102
102
201
201
230
201
201
230
200
112
112
112
112
126
126
126
112
112
133
133
150
150
102
102
133
133
133
nissan.co.nz
international
automotive
shipping services
iMiEV
Mirage LS
Mirage GLS
Lancer ES
Lancer SEi
Lancer VR-X
Lancer ES hatch
Lancer SEi hatch
Lancer VRX hatch
ASX LS 4x2
40,590
43,590
39,990
43,990
47,490
54,490
49,990
56,990
58,990
63,990
77,090
87,590
47,120
53,990
59,490
ASX Sport 4x2

ASX Sport 4x4
ASX Sport diesel 4x4
Outlander LS 2.0 4x2
Outlander LS
Outlander XLS
Outlander VRX
Outlander XLS 2.2D
Outlander VRX 2.2D
Challenger GLS
Challenger EXC
Pajero LWB GLS DIDC
Pajero LWB Exceed DIDC
Triton double cab 4x2 GL
Triton double cab 4x2 GLX
Triton double cab 4x4 GL
Triton double cab 4x4 GLX-R
Triton double cab 4x4 GLS
Proven &
professional
Ray
Cooper
Cooper S
Cooper JCW
Cooper S Coupe
Cooper S Roadster
Cooper JCW Coupe
Cooper JCW Roadster
Cooper Clubman
Cooper Clubman D
Cooper Clubman D
Cooper Clubman S
Cooper convertible
Cooper S convertible
Cooper S Paceman
Cooper Countryman
Cooper Countryman D
Cooper Countryman D
Cooper Countryman D ALL4
Cooper Countryman D ALL4
Cooper Countryman S
Cooper Countryman S ALL4
47,990
40,990
45,120
48,490
51,990
57,490
Model
www.gtlogistics.co.nz
MG6 SE GT
MG6 TSE GT
$ Automatic
MARKET
$ Manual
NEW
1113* 14.36* n.a. 01/11

890
4.6
901* 12.52* 4.9 04/13

1295
7.2
1295
7.3
1415
8.5
1355
7.3
1355
7.3
1445
8.9
1371* 10.22* 7.9 03/11
6
6
6
6
6
6
6
6
6
6
6
6
6
6
2
2
2
2
6
2
2
2
6
6
10.56*
10.56*
7.43*
11.5*
10.82*
7.95*
10.99*
10.86*
9.10*
5.29*
6.02*
3.0
8.42*
8.31*
7.20*
10.47*
9.14*
6.5
6.5
6.7
6.7
6.7
7.8
7.8
6.3
6.3
7.4
7.6
7.6
8.0
7.5
7.5
n.a.
10.4
10.9
12.0
8.1
8.3
8.3
8.3
10.9
9.9
10.2
10.2
14.5
8.0
9.2
8.3
8.4
9.8
9.8
8.5
9.3
08/13
05/13
10/13
04/12
03/14
08/10
10/10
03/14
08/09
03/10
05/14
01/14
03/13
08/10
05/12
peugeot.co.nz
4/1199
4/1598
4/1598
4/1598
4/1214
4/1598
4/1598
4/1598
4/1598
4/1997
4/1598
4/1997
4/1997
4/1598
4/1598
4/1598
4/1997
4/1997
4/1998
4/1998
4/1998
4/1598
4/1598
4/1598
4/1997
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
7
7
7
4
4
6
6
975
1080
1080
1158*
1214*
1080
1237*
1387
1443
1503
1443*
1503
1678
1591*
1539
1520*
1560*
1370
1431*
1435
1363*
1360*
1479*
1595
** no ABS
10.78*
6.49*
11.9
11.32*
10.08*
9.69*
10.21*
9.32*
10.2
10.16*
10.9
7.60*
8.50*
9.26*
11.3
4.5
6.7
6.7
6.7
5.9
6.5
6.5
7.2
6.7
6.1
6.7
6.1
6.7
7.7
7.8
6.6
6.7
4.1
7.9
7.9
8.1
6.9
7.3
6.3
4.9
11/12
08/13
12/13
02/11
09/10
12/10
06/13
10/12
02/11
08/10
08/12
Power (kW)
Torque (Nm)
Cylinders/
capacity
Airbags
Weight (kg)
0-100 km/h
57,990
65,990
68,990
74,990
120
150
150
147
340
450
450
500
4/1997
4/2179
4/2179
4/1997
6
6
6
6
1615
1693*
1851*
11.6
8.36*
9.47*
5.7
5.7 07/11
5.9
4.1 10/13
120,300
141,400
130,000
157,500
226,000
244,000
254,000
272,000
342,000
126,300
147,300
136,000
163,500
234,000
252,000
262,000
280,000
350,000
385,000
139,500
140,500
183,500
197,500
199,500
270,000
192,400
192,400
202,400
260,000
270,000
285,000
350,000
195
232
202
239
257
257
294
294
368
390
220
176
294
279
309
368
228
184
228
309
309
324
382
280
360
290
370
390
390
440
440
650
700
400
500
500
580
515
700
400
550
400
520
520
520
700
6/2706
6/3436
6/2706
6/3436
6/3436
6/3436
6/3800
6/3800
6/3800
6/3800
6/3598
6/2967
8/4806
6/2995
8/4808
8/4806
6/3605
6/2967
6/3605
6/2997
6/2997
8/4808
8/4806
6
6
6
6
6
6
6
6
6
6
8
8
8
8
8
8
8
8
8
8
8
8
8
1310
1407*
1385
1405*
1455
1525
1491*
1540
1645
1638*
2030
2100
2140
2400*
2160
2170
1770
1900
1820
1810
1947*
1925
1970
5.8
4.62*
5.6
4.51*
4.8
5.0
4.08*
4.7
3.7
2.96*
7.8
7.8
5.9
6.70*
5.7
4.7
6.3
6.8
6.1
5.1
4.43*
4.4
4.1
8.2
8.0
7.7
8.0
9.0
9.2
9.5
9.7
11.6
11.4
9.9
7.4
10.5
8.2
10.7
11.5
8.4
6.3
8.7
8.7
8.9
10.9
10.2
508 2.0 HDi Allure SW

508 2.2 HDi GT
508 2.2 HDi GT SW
508 RXH 2.0 HDi Hybrid
Issue tested
$ Automatic
Claimed
Fuel Use (L/100km)
$ Manual
Model
porsche.co.nz
Boxster
Boxster S
Cayman
Cayman S
911 Carrera
911 Carrera cabriolet
911 Carrera S
911 Carrera S cabriolet
911 Turbo
911 Turbo S
Cayenne
Cayenne diesel
Cayenne S
Cayenne S Hybrid
Cayenne GTS
Cayenne Turbo
Panamera
Panamera diesel
Panamera 4
Panamera S
Panamera 4S
Panamera GTS
Panamera Turbo
09/12
05/13
05/12
03/14
10/10
10/13
renault.co.nz
Megane
Megane luxury pack
Megane CC
Megane RS265 Cup
Megane RS265 Trophy
Koleos 2.5 4x2
Koleos 2.5 4x4
Koleos 2.0 4x4
Fluence
31,990
53,990
59,990
rolls-royce
Ghost
Ghost EWB
Wraith
Phantom Series II
Phantom EWB
Phantom Drophead Coupe
Phantom Coupe
34,990
39,990
54,990
37,990
43,990
49,990
34,990
102
102
103
197
197
126
126
110
103
195
195
195
360
360
226
226
320
195
4/1997
4/1997
4/1997
4/1998
4/1998
4/2488
4/2488
4/1995
4/1997
6
6
6
6
6
6
6
6
6
1357
8.2
1361* 9.97* 8.2 06/11

1620* 11.35* 8.1 07/11
1374
6.0
8.2
1401* 6.35* 8.2 10/12

1553
9.3
1613
9.5
1713
7.1
1377* 9.45* 7.8 07/11
POA
POA
POA
POA
POA
POA
POA
420
420
465
338
338
338
338
780
780
800
720
720
720
720
12/6591
12/6591
12/6592
12/6749
12/6749
12/6749
12/6749
6
6
6
6
6
4
6
2462*
2420
2360
2648*
2670
2630
2580
5.10*
5.0
4.6
5.9
6.1
5.8
5.8
13.6 06/12
13.7
14.0
14.8 03/13
14.9
14.8
14.8
skoda.co.nz
Citigo
Fabia hatch 1.6
Fabia hatch RS
Rapid TSI 90
Yeti TSI 90
Yeti TDI 4x4
Octavia liftback TSI 103
Octavia liftback TDI 77
Octavia liftback TDI 110
Octavia liftback TSI 132
Octavia liftback TDI 110 Elegance
Octavia liftback RS TSI
Octavia liftback RS TDI
Octavia wagon TSI 103
Octavia wagon TDI 77
Octavia wagon TDI 110
Octavia wagon TSI 132
Octavia wagon TDI 110 Elegance
Octavia wagon TSI 132 4x4
Octavia wagon RS TSI
Octavia wagon RS TDI
Superb TSI 118
Superb TDI 103
Superb TDI 125
Superb V6 4x4
Superb wagon TSI 118
Superb wagon TDI 103
18,990
47,000
47,700
49,500
50,200
19,990
23,900
35,500
29,900
35,900
48,000
34,900
36,500
38,100
39,900
41,500
49,000
49,700
36,900
38,500
40,100
41,900
43,500
43,600
51,500
52,200
43,900
45,900
53,900
59,900
46,900
48,900
55
77
132
90
90
103
103
77
110
132
110
162
135
103
77
110
132
110
132
147
125
118
103
125
191
118
103
95
153
240
200
200
320
250
250
320
250
320
350
380
250
250
320
250
320
250
280
350
250
320
350
350
250
320
LIFE AFTER
LAMS
Thanks to NZTAs 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 dont want
to) ride a sub-250cc bike, there are now somewhere around 300
different model types you can choose from.
motorcarsauckland.com
BIG BIKE,
NO WORRIES:
3/999
4/1598
4/1390
4/1390
4/1390
4/1968
4/1395
4/1598
4/1968
4/1798
4/1968
4/1984
4/1968
4/1395
4/1598
4/1968
4/1798
4/1968
4/1798
4/1984
4/1968
4/1798
4/1968
4/1968
6/3597
4/1798
4/1968
5
6
6
6
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
7
9
9
9
9
9
9
929
1029
1260*
1230*
1260*
1463*
13.2
11.5
7.16*
9.08*
8.12*
10.9
8.6
7.4
8.6
6.8
8.1
9.8
12.1
11.1
7.5
8.7
7.5
6.8
7.47*
8.4
10.1
8.6
6.4
8.5
10.2
4.7
7.5
6.2
5.4
6.8
6.5
5.3
3.9
4.5
6.1
4.5
6.2
4.6
6.3
4.0
4.5
6.1
4.5
6.7
6.2
4.6
7.0
5.2
5.3
9.3
7.1
5.2
02/11
01/14
02/14
01/14
LAMS-approved motorcycles are determined by two factors: a

maximum power-to-weight ratio of 150 kilowatts per tonne (the
power is that specied by the manufacturer, and the weight is
the weight specied 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 (certied) progress as a rider.
Since the 2012 introduction of the scheme, weve 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
youre starting from scratch, you can be through the six months
of your learners licence, to sit your restricted permit in time to
ride into the long, hot days of New Zealands summer in 2015.
- Brought to you by the M.T.A.
new zealand autocar
107
8.70*
8.8
8.8
6.5
5.4 02/14
5.7
5.7
9.3
109
109
129
129
129
104
121
121
121
137
114
114
114
114
191
191
360
360
360
310
340
340
340
402
360
360
360
360
4/1998
4/1998
4/1998
4/1998
4/1998
4/1998
5/2696
5/2696
5/2696
5/2696
4/1998
4/1998
4/1998
4/1998
6
6
6
6
6
4
4
4
4
4
2
2
2
2
1512
1512
1615*
1747
1777*
1996
2030
2101
2099
1982
1895
1982
1982
9.72*
9.91*
7.5
7.5
7.3 04/11
7.5
7.5 09/11
8.8
9.0
9.8
9.1
7.6
7.5
7.6
7.6
ssangyong.co.nz
Korando Sports
Korando Sports Ltd
Korando Sports TDI
Korando Sports 4x4 TDI
Korando Sports 4x4 SPR TDI
Kyron Sports
Kyron Sports
Rexton Teammate
Rexton W
Rexton W
Actyon Workmate
Actyon Sports 4x2
Actyon Sports 4x4
Actyon Sports SPR 4x4
29,990
31,990
36,990
$39,990
32,990
36,990
39,990
45,990
32,990
34,990
42,990
44,990
41,990
49,990
$42,990
49,990
59,990
$34,990
38,990
41,990
47,990
subaru.co.nz
Forester 2.0
Forester 2.5i
Forester 2.5i Sport
Forester 2.5i Premium
Forester 2.0 XT
Forester 2.0D
XV 2.0i
XV 2.0i-L
XV 2.0i-S
Impreza 2.0i-X
BRZ
WRX
WRX Premium
WRX STI sedan
WRX STI hatch
Legacy sedan 2.5i sport
Legacy sedan 2.5i premium
Legacy sedan 2.5 GT B Spec Premium
Legacy sedan 2.5i X
Legacy sedan 3.6i X
Legacy wagon 2.5i sport
Legacy wagon 2.5i premium
Legacy wagon 2.5 GT B Spec Premium
Outback 2.5i Sport
Outback 2.5i Premium
Outback 3.6R
Outback 3.6R Premium
Outback 2.0D
Outback 2.0D Premium
39,990
49,990
38,990
48,990
48,990
53,990
69,990
69,990
54,990
44,990
47,990
54,990
59,990
40,990
44,990
48,990
31,990
49,990
49,990
54,990
69,990
69,990
44,990
49,990
59,990
54,990
57,990
44,990
49,990
59,990
49,990
54,990
59,990
64,990
54,990
59,990
110
126
126
126
177
108
110
110
110
110
147
197
197
221
221
127
127
195
127
191
127
127
195
127
127
191
191
110
110
198
235
235
235
350
350
196
196
196
196
205
350
350
407
407
235
235
350
235
350
235
235
350
235
235
350
350
350
350
4/1995
4/2498
4/2498
4/2498
4/1998
4/1998
4/1995
4/1995
4/1995
4/1995
4/1998
4/1998
4/1998
4/2457
4/2457
4/2457
4/2457
4/2457
4/2457
6/3630
4/2457
4/2457
4/2457
4/2457
4/2457
6/3630
6/3630
4/1998
4/1998
7
7
7
7
7
7
7
7
7
7
7
7
7
6
6
7
7
7
7
7
7
7
7
7
7
7
7
7
7
1498
7.2
1528
8.1
1534* 9.44* 8.1 04/13

1582* 10.16* 8.1 06/13
1647 7.40* 8.5 02/13
1550
5.9
1430* 11.70* 7.3 05/12
1395
7.0
1405
7.0
1305
6.8
1264* 7.79* 7.1 02/13

1424 5.88* 9.2 04/14
1482
8.0
1526* 5.29* 10.5 10/10

1520* 6.31* 10.5 10/10
1432
7.9
1490
7.9
1535
9.7
1449
7.9
1549
10.3
1474
8.0
1491
8.0
1614* 6.28* 9.7 01/14

1505
8.0
1524
8.0
1569
10.3
1600
10.3
1666* 9.92* 6.0 10/13
1573
6.3
14,990
17,990
19,990
16,990
18,990
19,990
21,990
50
69
69
70
90
118
118
130
3/996
4/1242
4/1242
4/1372
6
6
6
7
905* 16.90* 4.5 12/09

1054* 12.31* 5.1 11/11
1040
5.7
1005
5.5
suzuki.co.nz
Alto GLX
Splash GLX
Splash LTD
Swift GL
Swift GLX
Swift Ltd
Swift 1.3 Diesel
Swift RS
Swift Sport 3-door
Swift Sport 5-door
S-Cross 4x2 GLX
S-Cross 4x2 LTD
S-Cross 4x4 GLX
S-Cross 4x4 LTD
SX4 2.0 sedan
Kizashi GLX
Kizashi LTD
Kizashi Sport AWD
Jimny JX**
Jimny Sierra
Grand Vitara 3dr 2.4
Grand Vitara 5dr 2.4 JLX
Grand Vitara 5dr 2.4 Ltd
Grand Vitara 5dr 4x2
Grand Vitara 5dr 1.9 Diesel
22,500
23,500
25,990
25,990
27,500
27,990
30,990
35,990
41,990
19,990
22,990
31,690
37,990
43,990
23,990
24,990
26,500
28,990
29,990
32,990
32,990
35,990
26,990
37,990
43,990
48,500
24,500
33,190
39,500
41,990
33,500
70
70
55
70
100
100
86
86
86
86
112
131
131
131
63
63
122
122
122
122
95
130
130
190
130
160
160
156
156
156
156
190
230
230
230
110
110
225
225
225
225
300
4/1372
4/1372
4/1248
4/1372
4/1586
4/1586
4/1586
4/1586
4/1586
4/1586
4/1995
4/2393
4/2393
4/2393
4/1328
4/1328
4/2393
4/2393
4/2393
4/2393
4/1870
Issue tested
1604*
1661
Claimed
Fuel Use (L/100km)
9
9
9
9
0-100 km/h
4/1968
4/1968
4/1968
6/3597
Weight (kg)
350
350
350
350
Airbags
125
125
125
191
Cylinders/
capacity
56,900
52,900
59,900
62,900
Torque (Nm)
Power (kW)
Superb wagon TDI 125

Superb wagon TDI 125 4x4
Superb wagon TDI 125 4x4 Elegance
Superb wagon V6 4x4
Model
$ Automatic
MARKET
$ Manual
NEW
7
7
7
7
7
7
7
7
7
7
6
6
6
6
2
2
6
6
6
6
6
1025
1032*
1098*
1045
1055*
1069*
1095
1167*
1170
1220
1285
1490*
1532*
1601*
1060
1081*
1515*
1620
1663*
1610
1689
12.11*
11.7*
8.61*
8.61*
10.20*
7.8
9.46*
10.21*
11.7
12.58*
9.81*
12.09*
5.5
5.5
4.2
6.2
6.4
6.5
5.8
5.8
5.8
6.2
7.6
7.9
7.9
8.4
7.1
7.1
8.8
8.9
9.9
9.5
6.8
04/11
11/12
07/13
05/12
03/14
09/10
08/11
03/09
02/13
toyota.co.nz
Yaris 1.3 3dr hatch
Yaris 1.3 5dr hatch
Yaris 1.5 5dr hatch
Yaris 1.5 sedan
Prius c
Prius c s-Tech
Corolla 1.8 GX hatch
Corolla 1.8 GLX hatch
Corolla 1.8 Levin SX
Corolla 1.8 Levin ZR
Corolla 1.8 GX sedan
Corolla 1.8 GLX sedan
Corolla 1.5 GX wagon
86 RC
86
GT86
86 TRD
GT86 TRD
Prius
Prius v
Prius v s-Tech
Avensis tourer
Camry GL
Camry Atara S
Camry Atara SX
Camry Hybrid
Camry Hybrid i-tech
Aurion AT-X
Aurion Sportivo SX6
Aurion Touring
Previa
RAV4 2.0 4x2 GX
RAV4 2.0 4x2 GXL
RAV4 2.5 4x4 GX
RAV4 2.5 4x4 GXL
RAV4 2.5 4x4 LTD
RAV4 2.2d 4x4 GX
RAV4 2.2d 4x4 GXL
RAV4 2.2d 4x4 LTD
Highlander 4x2 7 seat
24,080
33,490
30,780
33,986
42,586
47,486
63,786
68,786
23,580
25,580
27,780
30,830
32,280
35,280
34,990
37,490
38,990
43,690
36,180
39,280
32,780
43,586
48,486
64,786
69,986
50,280
51,490
56,990
47,990
44,990
48,890
51,490
50,990
56,890
49,690
51,790
52,090
65,380
39,990
44,490
47,290
51,490
60,790
49,290
53,490
62,790
61,990
63
63
80
80
73
73
103
103
103
103
100
100
80
147
147
147
147
147
73
100
100
112
131
135
135
118
118
200
200
200
125
107
107
132
132
132
110
110
110
201
121
121
141
141
111
111
173
173
173
173
175
175
138
205
205
205
205
205
142
142
142
196
231
235
235
213
213
336
336
336
224
187
187
233
233
233
340
340
340
337
4/1299
4/1299
4/1497
4/1497
4/1497
4/1497
4/1798
4/1798
4/1798
4/1798
4/1798
4/1798
4/1496
4/1998
4/1998
4/1998
4/1998
4/1998
4/1798
4/1798
4/1798
4/1987
4/2494
4/2494
4/2494
4/2494
4/2494
6/3456
6/3456
6/3456
4/2362
4/1987
4/1987
4/2494
4/2494
4/2494
4/2231
4/2231
4/2231
6/3456
9
9
9
6
7
7
7
7
7
7
7
7
6
7
7
7
7
7
8
7
7
7
7
7
7
7
7
9
9
9
4
7
7
7
7
7
7
7
7
7
1035
6.3
1025
5.7
1045* 10.72* 6.3 11/11
6.7
1118* 11.18* 3.9 06/12

1140
3.9
1250
7.1
1272* 9.04 6.6 02/13

1275
6.6
1293* 9.94* 6.6 01/13
6.6
6.6
1135
5.6
1200
7.6
6.9
1213* 7.09* 7.8 10/12

1257
7.6
7.8
1275
7.6
7.8
1275
7.6
7.8
1370
3.9
1495
11.3 4.1
1495
11.3 4.1
1560
7.1
1460
7.8
1470
7.8
1485
7.8
1596* 7.90* 5.2 07/12

1575
5.2
9.3
1529* 6.73* 9.3 07/12
9.3
1723* 10.54* 9.5 09/06

1500
11.1 7.4
1510
11.1 7.4
1590
9.4
8.5
1600
9.4
8.5
1610* 9.16* 8.5 06/13

1630
10.0 6.5
1640
10.0 6.5
1640
10.0 6.5
1950
8.3 10.2
EBC
BRAKES.co.nz
SERVICES OFFERED BY HI TECH BRAKE & CLUTCH SERVICES:
CABLE Repair and manufacture. (Handbrake, accelerator, clutch)
s DRUM & DISC Machining (off vehicle) s BRAKE PIPE
Manufacture and reshaping s BRAKE BOOSTER Overhauling
and testing s CYLINDER & CALIPER Overhauling. (Race & street)
PREMIUM STREET
SPORT PAD
108
new zealand autocar
SUPER STREET
PAD
HIGH PERF ROAD/

FULL RACE PAD
NDX FULL RACE/

ENDURANCE RACE PAD
9 Akepiro Street, Mt Eden, Auckland

Ph: 09 623 1781 s email: sales@ebcbrakes.co.nz
** no ABS
Torque (Nm)
Cylinders/
capacity
Airbags
Weight (kg)
0-100 km/h
59,990
65,990
76,490
80,990
71,280
84,195
94,780
94,780
109,780
125,790
147,900
52,490
58,090
65,290
65,290
201
201
201
201
200
127
127
202
127
195
195
126
126
175
126
126
126
175
337
337
337
337
380
410
410
381
410
650
650
343
343
376
343
343
343
376
6/3456
6/3456
6/3456
6/3456
6/3956
4/2982
4/2982
6/3956
4/2982
8/4461
8/4461
4/2982
4/2982
4/3956
4/2982
4/2982
4/2982
4/3956
7
7
7
7
6
7
7
7
7
6
6
2
2
2
6
6
6
6
2005
2020
2060
2065
1994*
2240
2315
2285
2365
2675
2675
1685
1670
1665
1775
1805
1815
1850
8.7
8.7
8.7
8.7
8.26*
Issue tested
Power (kW)
42,090
43,990
56,390
54,290
62,790
Claimed
Fuel Use (L/100km)
$ Automatic
Highlander 4x4 7 seat GX

Highlander 4x4 7 seat GXL
Highlander 4x4 7 seat Ltd
Highlander 4x4 7 seat Ltd ZR
FJ Cruiser
Land Cruiser Prado 3.0 TDi RV
Land Cruiser Prado 3.0 TDi VX
Land Cruiser Prado 4.0 V6 VX
Land Cruiser Prado 3.0 TDi VX Ltd
Land Cruiser 200 VX
Land Cruiser 200 VX Ltd
Hilux extra cab 4x2 3.0 TDi
Hilux double cab 4x2 3.0 TDi
Hilux double cab 4x2 SR5 V6
Hilux extra cab 4x4 3.0 TDi
Hilux double cab 4x4 3.0 TDi
Hilux double cab 4x4 SR5 3.0 TDi
Hilux double cab 4x4 SR5 V6
$ Manual
Model
10.6
10.6
10.6
10.6
11.4 06/11
8.5
8.5
11.5
8.5
10.3
10.3
8.1
8.1
11.8
8.3
8.3
8.3
13.0
132
160
160
175
250
200
250
250
320
350
350
380
200
250
250
200
280
240
280
350
240
280
280
320
320
250
320
350
250
320
350
350
350
350
400
550
800
340
400
400
400
420
4/1390
4/1198
4/1198
4/1198
4/1390
4/1390
4/1598
4/1395
4/1968
4/1984
4/1984
4/1984
4/1395
4/1395
4/1598
4/1390
4/1984
4/1390
4/1984
4/1984
4/1390
4/1984
4/1984
4/1968
4/1968
4/1798
4/1968
4/1968
4/1798
4/1968
4/1968
4/1968
4/1968
6/3597
6/2967
6/2967
8/4134
4/1968
4/1968
4/1968
4/1968
4/1968
6
6
6
6
6
7
7
7
7
7
7
7
7
7
7
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
7
7
7
2
6
2
6
6
1104
1104
1129
1101
1234*
1256*
1313
1337*
1410*
1387*
1438*
1515*
1350
1368
1410
1449*
1555
1363*
1389*
1536*
1630*
1659
1718*
1675
1451*
1560
1591
1551
1534*
1618
1750*
1579*
1704
2104
2316*
1998
2037
2112
2113*
2170*
11.9
12.3*
10.54*
9.9
6.83*
9.12*
10.7
7.84*
8.27*
6.39*
6.38*
4.93*
9.7
8.9
11.2
10.66*
7.3
8.16*
7.1
6.05*
9.27*
9.14*
7.9
11.23*
10.2
8.42*
9.8
8.6
8.7
10.03*
8.8
9.33*
8.6
5.6
7.8
6.10*
13.5
10.8
11.1
12.30*
10.93*
5.9
5.8
5.3
5.5
5.9
5.2
3.9
5.0
4.4
6.4
6.4
6.9
5.1
5.0
4.0
6.3
7.7
6.2
7.5
8.0
7.1
8.6
8.6
7.5
6.3
7.1
5.2
5.2
7.1
5.2
5.3
5.8
5.5
9.3
7.4
7.4
9.1
7.3
7.6
7.8
7.8
8.3
PRADO
QUICK LOO
K
SHOWING ITS AGE
volkswagen.co.nz
Polo Comfortline
Polo TSI Highline
Polo TSI R-Line
CrossPolo TSI
Polo GTI
Golf 90kW TSI
Golf 77kW TDI
Golf 103kW TSI
Golf 110kW TDI
Golf GTI
Golf GTI Performance
Golf R
Golf wagon 90kW TSI
Golf wagon 103kW TSI
Golf wagon 77kW TDI
Golf Cabriolet TSI
Golf Cabriolet GTI
Beetle
Scirocco TSI 155kW
Scirocco R
Tiguan 110kw TSI
Tiguan 132kW TSI
Tiguan 132kW TSI R-Line
Tiguan 103kW TDI
Tiguan 103kW TDI R-Line
Passat 118kW TSI
Passat 103kW TDI BlueMotion
Passat 125kW TDI BlueMotion
Passat 118kW TSI wagon
Passat 103kW TDI BM wagon
Passat 125kW TDI BM wagon
Passat Alltrack 125kW TDI BM 4M wagon
CC 125kW TDI BlueMotion
CC V6 4Motion
Touareg TDI V6 150kW
Touareg TDI V6 180kW
Touareg TDI V8
Amarok 4x2 TDI double cab
Amarok 4x2 BiTDI Highline d/cab
Amarok 4Motion BiTDI d/cab
Amarok 4Motion BiTDI Highline d/cab
Amarok 4Motion BiTDI Highline d/cab
22,990
32,500
58,500
68,500
43,990
49,990
56,990
61,990
25,990
29,990
33,990
36,250
38,750
34,890
37,690
40,750
43,990
60,990
65,500
70,990
36,990
41,990
39,690
45,750
60,750
46,500
59,000
70,250
39,990
50,990
54,990
54,990
58,990
47,750
49,750
58,250
50,250
52,250
60,250
59,990
62,250
74,000
89,750
108,000
139,500
64,990
63
66
66
77
132
90
77
103
110
162
169
221
90
103
77
90
155
118
155
195
110
132
132
103
103
118
103
125
118
103
125
125
125
220
150
180
250
90
120
120
120
132
V40 D4
V40 T4
V40 T5 R-Design
S60 T4
S60 T5 Luxury
S60 T5 R-Design
S60 D4
S60 T6 AWD R-Design
V60 T4
V60 T5 R-Design
V60 D4
V60 T6 AWD
V60 T6 AWD R-Design
XC60 T5
XC60 D5 AWD
XC60 D5 AWD R-Design
XC60 T6 AWD
XC60 T6 AWD R-Design
XC70 D5 AWD
XC90 3.2 AWD Executive
XC90 D5 AWD Executive
49,990
54,990
52,990
64,990
59,990
70,990
72,990
67,990
84,990
62,990
75,990
71,990
82,990
93,990
69,990
79,990
89,990
86,990
96,990
83,990
89,990
89,990
130
132
187
132
177
177
120
242
132
177
120
224
242
177
151
151
210
210
151
179
136
12/09
02/13
03/11
08/13
07/13
04/13
08/13
05/14
04/14
04/14
06/12
03/13
05/10
11/13
06/12
12/11
04/11
04/11
07/12
02/11
04/11
11/12
volvocars.com/nz
400
300
360
240
320
320
400
480
240
320
400
440
480
320
400
400
400
400
420
320
400
5/1984
5/1983
5/2497
4/1596
4/1999
4/1999
5/1984
6/2953
4/1596
4/1999
5/1984
6/2953
6/2953
4/1999
5/2400
5/2400
6/2953
6/2953
5/2400
6/3192
5/2401
7
7
7
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
6
1526* 7.81* 5.2

1526* 8.10*
6.5
7.9
1486
9.0
6.8
1528
6.3
6.0
1528
6.3
6.0
1551
7.4
4.2
1732* 5.63* 10.2
1486
9.0
7.4
1630* 7.91* 8.7
1661* 9.49* 6.0
1741
6.2 10.2
1781* 5.55* 10.2
1706
8.1
7.1
1880* 9.80* 8.3
1827
8.9
7.1
1874
7.5 10.7
1934* 7.56* 11.9
1878* 9.34* 7.0
2149* 10.29* 11.8
2138* 9.86* 9.1
12/12
05/13
04/14
05/11
03/14
05/12
04/09
10/10
02/10
06/08
08/12
rado is an institution in Kiwi 4WD circles, and for 2014

the fourth-gen variant gets a minor makeover, and a reintroduced 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. Thats 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 fourcamera 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 Trafc Management. Theres 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 hed missed that. We started off with the suspension
in comfort mode, and what he said is true; its 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, its 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 fth door
and theres 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 gure of 18.6kg/kW youre 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- 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.
new zealand autocar
109
G650 GS
F800 R
F650 GS
F800 GS
F800 ST
R1200 R
R1200 R SE
R1200 RT SE
R1200 GS
R1200 GS Triple
R1200 GS Adventure
K1300 R SE
K1300 S
K1300 GT
K1300 GT SE
K1600 GT
K1600 GTL
S1000 RR Sport
$15,293
$18,481
$17,844
$22,308
$20,395
$28,302
$27,907
$39,909
$28,302
$33,481
$34,807
$30,853
$33,659
$38,455
$42,249
$44,628
$47,179
$29,990
652cc/1
798cc/I2
798cc/I2
798cc/I2
798cc/I2
1170cc/B2
1170cc/B2
1170cc/B2
1170cc/B2
1170cc/B2
1170cc/B2
1293cc/I4
1293cc/I4
1293cc/I4
1293cc/I4
1646cc/l6
1646cc/l6
999cc/L4
192kg
199kg
179kg
185kg
182kg
198kg
223kg
229kg
225kg
229kg
223kg
243kg
254kg
288kg
288kg
319kg
348kg
210kg
780mm
800mm
820mm
880mm
820mm
800mm
800mm
820mm
850mm
850mm
910mm
820mm
820mm
820mm
820mm
810mm
750mm
820mm
Mito 125 Race

Raptor 125
Raptor 650
$10,490
$7,990
$9,990
125cc/1
125cc/1
645cc/V2
125kg
125kg
180kg
760mm
800mm
775mm
Spyder RS SM5
Spyder RS SE5
Spyder RSS SE5
Spyder RT SM5
Spyder RT Techno SM5
Spyder RT Techno SE5
Spyder RT S SM5
Spyder RT S SE5
$30,990
$33,490
$34,690
$37,490
$42,090
$44,590
$46,690
$49,190
998cc/V2
998cc/V2
998cc/V2
998cc/V2
998cc/V2
998cc/V2
998cc/V2
998cc/V2
317kg
317kg
317kg
425kg
425kg
425kg
425kg
425kg
737mm
737mm
737mm
750mm
750mm
750mm
750mm
750mm
Monster 659 ABS

Monster 696 ABS
Monster 796 ABS
Monster 1100 EVO ABS
Streetghter 848
Streetghter
Streetghter S
Multistrada 1200 ABS
Multistrada 1200S Sport
Multistrada 1200S Touring
Hypermotard 796
Hypermotard 1100S EVO
Hypermotard 1100S EVO SP
Diavel
Diavel Carbon Black ABS
Diavel Carbon Red ABS
848 EVO
848 EVO Corse SE
1199 Panigale ABS
1199 Panigale S ABS
1199 Panigale S Corse Edition
$17,490
$17,490
$19,990
$22,490
$23,990
$29,990
$38,490
$29,490
$36,490
$36,490
$19,990
$23,490
$25,990
$29,490
$36,490
$36,990
$24,990
$26,990
$33,990
$42,990
$49,990
659cc/L2
696cc/L2
803cc/L2
1078cc/L2
849cc/L2
1098cc/L2
1098cc/L2
1198cc/L2
1198cc/L2
1198cc/L2
803cc/L2
1078cc/L2
1078cc/L2
1198cc/V2
1198cc/V2
1198cc/V2
849cc/L2
849cc/L2
1198cc/L2
1198cc/L2
1198cc/L2
161kg
161kg
169kg
169kg
199kg
169kg
167kg
189kg
192kg
192kg
167kg
172kg
171kg
207kg
207kg
207kg
194kg
194kg
188kg
188kg
190kg
770mm
770mm
800mm
810mm
840mm
840mm
840mm
850mm
850mm
850mm
825mm
845mm
875mm
770mm
770mm
770mm
830mm
830mm
825mm
825mm
825mm
883cc/V2
883cc/V2
1202cc/V2
1202cc/V2
1690cc/V2
1690cc/V2
1690cc/V2
1690cc/V2
1690cc/V2
1250cc/V2
1250cc/V2
1584cc/V2
1690cc/V2
1690cc/V2
1690cc/V2
1690cc/V2
1690cc/V2
255kg
260kg
260kg
260kg
320kg
308kg
303kg
320kg
326kg
305kg
304kg
309kg
310kg
329kg
332kg
329kg
368kg
681mm
735mm
710mm
710mm
690mm
673mm
678mm
686mm
663mm
678mm
678mm
720mm
663mm
690mm
669mm
658mm
711mm
bmw
cagiva
can-am
ducati
harley-davidson
XL883L Super Low
$14,495
XL883N Iron 883
$14,495
XL1200C 1200 Custom
$17,150
XR1200X Forty Eight
$18,495
FXDB Street Bob ABS
$24,250
FXDC Super Glide Custom ABS $24,250
FXDWG Wide Glide ABS
$26,750
FXDF Fat Bob ABS
$27,595
FLD Switchback ABS
$28,595
VRSCF V-Rod Muscle ABS
$28,995
VRSCDX Night Rod Special ABS $29,595
FXST Softail Standard ABS
$29,495
FXS Blackline ABS
$29,995
FLSTF Fat Boy ABS
$30,650
FLSTB Fat Boy Lo ABS
$30,595
FLSTN Softail Deluxe
$31,995
FLHR Road King ABS
$34,250
110
new zealand autocar
honda
NC700S
CB500F ABS
CBR250R
CRF250L
XR125
GL1800 Goldwing
Goldwing F6B
ST1300 ABS
VFR1200X
VFR1200F
VFR800F Intercepter
VFR800X Crossrunner
NC700X
CB500X ABS
VT750C Shadow Cruiser
VT750S
VFR1200X Crosstourer
CBR1000RR E-ABS
CBR1000RR
CBR600RR E-ABS
CBR600RR
CBR500R
CB500F ABS
$11,995
$10,995
$7,495
$8,999
$3,999
$44,995
$34,995
$26,495
$17,995
$26,995
$17,995
$19,495
$12,495
$11,495
$14,495
$12,495
$27,995
$24,995
$23,495
$21,995
$19,995
$10,495
$10,995
670cc/I2
471cc/l2
249cc/1
249cc/1
124cc/1
1832cc/B6
1832cc/B6
1261cc/V4
1237cc/V4
782cc/V4
782cc/V4
782cc/V4
670cc/I2
471cc/l2
745cc/V2
745cc/V2
1237cc/V4
999cc/l4
999cc/l4
599cc/I4
599cc/I4
471cc/l2
471cc/l2
198kg
192kg
161kg
144kg
125kg
405kg
385kg
289kg
275kg
214kg
244kg
240kg
214kg
195kg
224kg
232kg
275kg
211kg
200kg
194kg
184kg
194kg
192kg
800mm
790mm
748mm
875mm
825mm
740mm
725mm
789mm
850mm
805mm
805mm
816mm
830mm
810mm
675mm
750mm
850mm
820mm
820mm
820mm
820mm
790mm
790mm
$9,990
$10,300
$9,490
$10,490
$11,990
$11,990
$17,200
$12,800
$13,990
125cc/1
249cc/1
125cc/1
293cc/1
449cc/1
449cc/1
449cc/1
501cc/1
600cc/1
90kg
95kg
99kg
103kg
113kg
109kg
n/a
120kg
147kg
990mm
968mm
980mm
975mm
963mm
963mm
820mm
920mm
910mm
husqvarna
CR125
TC250
WR125
WR300
TE450
TXC450
SM450RR
SM510R
SM630
hyosung
GT250P EFI
GT250R EFI
GT650P EFI
GT650R EFI
GV250N EFI
GV650P EFI
ST7 EFI
ST7 Deluxe EFI
$6,995
$7,995
$8,995
$9,995
$6,995
$10,995
$12,995
$16,995
249cc/V2
249cc/V2
647cc/V2
647cc/V2
249cc/V2
647cc/V2
675cc/V2
675cc/V2
153kg
153kg
196kg
208kg
167kg
220kg
225kg
790mm
790mm
790mm
790mm
700mm
705mm
675mm
675mm
VN1700 Nomad ABS

VN900 Classic
Concours 14 ABS
ZX-14R ABS Special Edition
ZX-14R Passion Red or Blue
ZX-14R Red
ZX-10R ABS
ZX-10R ABS Lime Green
ZX-10R
ZX1000 Ninja 1000
ZX1000 SX ABS
ZX-6R
Z1000
Z800
W800 2013
W800 2011
Versys 1000 ABS
Versys 650 ABS
Versys
ER-6n ABS
Ninja 650R ABS
Ninja 650R
Ninja 400R
Ninja 300
Ninja 300 Special Ed Lime Green
Ninja 250R FI
Ninja 250R
D-Tracker 125
KLX250
KLR650
$26,995 1700cc/V2
$13,389 903cc/V2
$27,495 1352cc/l4
$24,595 1441cc/l4
$23,995 1441cc/l4
$22,995 1441cc/l4
$24,995
998cc/I4
$20,895
998cc/I4
$19,995
998cc/I4
$21,495 1043cc/l4
$19,995 1043cc/l4
$16,995
599cc/I4
$15,995 1043cc/l4
$15,995
806cc/I4
$15,350 773cc/V2
$13,995 773cc/V2
$18,495 1043cc/l4
$15,595
649cc/l2
$13,995
649cc/l2
$13,995
649cc/I2
$14,995
649cc/I2
$10,995
649cc/I2
$10,995
399cc/I2
$8,995
296cc/l2
$9,495
296cc/l2
$7,995
249cc/l2
$7,589
249cc/l2
$3,495
125cc/1
$7,995
249cc/1
$10,795
651cc/1
382kg
253kg
304kg
265kg
265kg
265kg
201kg
201kg
201kg
228kg
231kg
191kg
231kg
229kg
217kg
216kg
239kg
209kg
206kg
211kg
211kg
209kg
203kg
152kg
152kg
152kg
152kg
114kg
126kg
175kg
730mm
680mm
815mm
800mm
800mm
800mm
813mm
813mm
813mm
820mm
820mm
815mm
820mm
834mm
790mm
790mm
845mm
845mm
840mm
805mm
805mm
805mm
790mm
785mm
785mm
780mm
775mm
805mm
890mm
890mm
200 Duke
390 Duke
450 SMR
690 Duke
690 Duke R
690 SMC R
$7,999
$9,499
$15,999
$13,999
$16,499
$17,999
130kg
139kg
110kg
150kg
149kg
139kg
kawasaki
ktm
200cc/1
373cc/1
449cc/1
690cc/1
690cc/1
690cc/1
800mm
800mm
927mm
835mm
865mm
890mm
Seat
Height
(mm)
800mm
800mm
870mm
870mm
870mm
835mm
835mm
845mm
845mm
845mm
840mm
840mm
688mm
688mm
740mm
665mm
696mm
757mm
Claimed
Weight(kg)
189kg
194kg
186kg
212kg
212kg
183kg
185kg
181kg
186kg
181kg
214kg
370kg
373kg
413kg
354kg
389kg
421kg
Capacity (cc)/
No. of Cyls
750cc/V2
750cc/V2
750cc/V2
1197cc/V2
1197cc/V2
1000cc/V4
1000cc/V4
999cc/V4
999cc/V4
999cc/V4
1197cc/V2
1197cc/V2
1690cc/V2
1690cc/V2
1690cc/V2
1802cc/V2
1802cc/V2
1802cc/V2
Price
$13,995
$14,995
$16,990
$18,995
$19,995
$23,990
$26,990
$33,995
$26,990
$35,990
$24,990
$27,990
$36,595
$37,595
$40,495
$44,700
$48,995
$53,095
Seat
Height
(mm)
Shiver 750
Shiver 750 ABS
Dorsoduro 750 ABS
Dorsoduro 1200
Dorsoduro 1200 ABS
Tuono V4 APRC
Tuono V4 APRC ABS
RSV4 Factory APRC
RSV4 R APRC ABS
RSV4 Factory APRC ABS
Caponord ABS
Caponord ABS Travel Pack
FLTRX Road Glide Custom ABS

FLHX Street Glide ABS
FLHTCU Ultra Classic Electra
FLSTSE2 CVO Softail Convert
FLHXSE2 CVO Street Glide
FLHTCUSE6 CVO Ultra Classic
Claimed
Weight(kg)
aprilia
Model
Capacity (cc)/
No. of Cyls
MARKET
Price
NEW
$17,999
$24,999
$26,999
$27,999
$28,499
654cc/1
1195cc/V2
1195cc/V2
1195cc/V2
1301cc/V2
139kg
212kg
212kg
217kg
189kg
930mm
860mm
860mm
890mm
835mm
V7 Classic 750
V7 Cafe Classic
V7 Racer
V7 Stone
V7 Special
1200 Sport SE
1200 Sport SE ABS
Griso 1200 8V
Griso 1200 SE
Breva 1200 4V
Norge 1200 GT 8V ABS
Norge 1200 GTL
California 1400 ABS
Nevada 750
California 1400 ABS Custom
Stelvio 1200
Stelvio 1200 NTX ABS
$13,990
$13,990
$16,990
$14,990
$15,990
$22,990
$23,990
$20,990
$24,000
$18,990
$25,990
$18,990
$25,990
$14,990
$25,990
$19,990
$26,990
744cc/V2
744cc/V2
744cc/V2
744cc/V2
744cc/V2
1151cc/V2
1151cc/V2
1151cc/V2
1151cc/V2
1151cc/V2
1151cc/V2
1151cc/V2
1380cc/V2
744cc/V2
1380cc/V2
1151cc/V2
1151cc/V2
198kg
198kg
198kg
179kg
179kg
240kg
240kg
222kg
222kg
236kg
246kg
246kg
337kg
179kg
318kg
257kg
272kg
805mm
805mm
805mm
805mm
805mm
800mm
800mm
800mm
800mm
800mm
800mm
800mm
740mm
767mm
740mm
820mm
820mm
Brutale 675
Brutale 800
Brutale 800 EAS
Brutale 800 EAS ABS
Brutale 800 Dragster EAS ABS
Brutale 1090 R
Brutale 1090 RR
Brutale 1090 RR ABS
F3 675 EAS
F3 800 EAS
F3 800 EAS ABS
F4 1000R
F4 1000R ABS
Rivale 800
$17,990
$22,490
$23,490
$24,490
$25,990
$25,990
$26,990
$27,990
$22,490
$25,990
$26,990
$34,990
$42,990
$25,990
675cc/I3
798cc/I3
798cc/I3
798cc/I3
798cc/I3
1078cc/I4
1078cc/I4
1078cc/I4
675cc/I3
798cc/I3
798cc/I3
998cc/l4
998cc/l4
798cc/I3
167kg
167kg
167kg
167kg
167kg
183kg
183kg
183kg
173kg
173kg
173kg
185kg
185kg
178kg
810mm
810mm
810mm
810mm
811mm
830mm
830mm
830mm
805mm
805mm
805mm
830mm
830mm
881mm
Bullet Euro Classic Deluxe

Bullet C5 EFI
$8,550
$11,995
500cc/1
500cc/1
168kg
182kg
760mm
800mm
$2,699
$5,995
$5,495
$6,495
$6,999
$8,495
$9,495
124cc/1
199cc/1
248cc/I2
248cc/I2
248cc/V2
249cc/1
398cc/1
107kg
126kg
182kg
183kg
145kg
131kg
138kg
735mm
810mm
780mm
780mm
685mm
890mm
935mm
Model
690 Enduro R
1190 Adventure Base
1190 Adventure
1190 Adventure R
1290 Superduke R ABS
moto guzzi
mv agusta
suzuki
GN125H LAMS
DR200SEL2 Street Legal LAMS
GW250L3 Inazuma LAMS
GW250ZL4 LAMS
VL250L2 Intruder LAMS
DR-Z250K9 LAMS
DR-Z400EK9 Street Legal
LAMS
DR-Z400SML4 Supermotard
$9,995
398cc/1
146kg
890mm
$18,495
$17,295
$14,500
$14,500
$8,999
$11,995
$11,995
$11,995
$14,495
$18,995
$19,995
$21,990
$15,995
$21,990
$7,995
$14,995
$21,990
$16,900
$12,495
$21,990
$22,500
$22,495
599cc/l4
638cc/l2
645cc/V2
645cc/V2
644cc/1
656cc/l4
645cc/V2
645cc/V2
749cc/l4
749cc/l4
1037cc/V2
999cc/l4
1255cc/I4
1340cc/I4
652cc/1
805cc/V2
1462cc/V2
1462cc/V2
805cc/V2
1783cc/V2
1783cc/V2
1783cc/V2
187kg
275kg
214kg
214kg
166kg
241kg
202kg
202kg
210kg
190kg
228kg
203kg
257kg
260kg
173kg
277kg
363kg
363kg
269kg
347kg
347kg
347kg
810mm
755mm
835mm
835mm
885mm
790mm
785mm
785mm
815mm
810mm
850mm
810mm
805mm
805mm
700mm
700mm
720mm
720mm
700mm
705mm
705mm
705mm
$18,990
$21,295
$21,990
$19,990
$20,990
$20,990
$27,190
$27,990
$29,950
$21,990
$23,490
$13,990
$13,990
799cc/l3
799cc/l3
799cc/l3
1050cc/I3
1050cc/I3
1050cc/I3
1215cc/I3
1215cc/I3
1215cc/I3
1050cc/I3
1050cc/I3
865cc/I2
865cc/I2
214kg
214kg
214kg
198kg
198kg
198kg
259kg
259kg
267kg
235kg
235kg
200kg
205kg
843mm
843mm
843mm
830mm
830mm
830mm
837mm
837mm
837mm
830mm
830mm
740mm
775mm
LAMS
GSX-R600L3
AN650L4 Burgman 650 LAMS
DL650AL4 V-Strom ABS
DL650AL4 V-Strom ABS LAMS
DR650SEL4 LAMS
GSX650FUL2 LAMS
SFV650L3 Gladius
SFV650UL4 Gladius LAMS
GSR750L4
GSX-R750L4
DL1000AL4 V-Strom ABS
GSX-R1000L3
GSX1250FAL4 Faired Tourer
GSX1300RAL3 Hayabusa ABS
S40 Boulevard
C50 Boulevard
C90BT Boulevard Black Out
C90T Boulevard
M50 Boulevard
M109R Boulevard
M109RZ Boulevard
M109RBZ Boulevard
triumph
Tiger 800 ABS
Tiger 800 XC ABS
Tiger 800 XC ABS SE
Tiger 1050
Tiger 1050 ABS
Tiger 1050 ABS SE
Tiger Explorer 1200 ABS
Tiger Explorer Spoke ABS
Tiger Explorer Spoke ABS XC
Tiger Sport ABS
Tiger Sport ABS Launch
Bonneville A3
Bonneville SE
Prices are RRP. Errors & Omissions Excepted.
Bonneville T100 A3 Black

Bonneville T100 A3
Bonneville T100 SE A3
Scrambler
$14,890
865cc/I2
865cc/I2
865cc/I2
865cc/I2
865cc/I2
865cc/I2
865cc/I2
2294cc/I3
865cc/I2
1597cc/l2
1699cc/l2
1699cc/l2
Seat
Height
(mm)
205kg
775mm
224kg
774mm
224kg
774mm
229kg
826mm
205kg
226kg
226kg
367kg
229kg
339kg
339kg
339kg
790mm
720mm
720mm
750mm
720mm
700mm
700mm
700mm
675cc/l3
675cc/l3
675cc/l3
675cc/l3
675cc/l3
1050cc/l3
1050cc/l3
1050cc/l3
1050cc/l3
675cc/I3
675cc/I3
675cc/I3
675cc/I3
675cc/I3
1215cc/I3
1215cc/I3
380kg
380kg
183kg
183kg
182kg
182kg
182kg
217kg
217kg
212kg
212kg
184kg
184kg
184kg
184kg
184kg
301kg
301kg
700mm
700mm
800mm
800mm
820mm
820mm
820mm
830mm
830mm
825mm
825mm
820mm
820mm
820mm
820mm
820mm
800mm
800mm
1634cc/V2
1634cc/V2
1634cc/V2
1634cc/V2
1634cc/V2
1634cc/V2
1634cc/V2
1634cc/V2
1732cc/V2
1732cc/V2
296kg
298kg
295kg
308kg
305kg
298kg
307kg
336kg
365kg
365kg
673mm
673mm
640mm
673mm
673mm
673mm
673mm
673mm
673mm
673mm
$9,199
125cc/1
$4,999
150cc/1
$4,289
223cc/1
$13,599
600cc/l4
$13,999
600cc/l4
$13,999
600cc/l4
$14,299
600cc/l4
779cc/l4
$16,349
779cc/l4
$17,879
$29,849 1298cc/I4
$23,699 1670cc/V2
$35,749 1679cc/V4
$7,149 249cc/V2
$12,879 649cc/V2
$13,899 649cc/V2
$17,679 1063cc/V2
$18,799
600cc/I4
$24,529
998cc/I4
$13,279
595cc/1
$7,659
196cc/1
$7,249
223cc/1
$12,349
250cc/1
$4,099
97cc/1
$6,329
196cc/1
138kg
131kg
126kg
211kg
211kg
213kg
213kg
211kg
215kg
237kg
240kg
318kg
137kg
229kg
229kg
272kg
162kg
206kg
156kg
118kg
107kg
125kg
99kg
112kg
818mm
790mm
770mm
785mm
785mm
785mm
785mm
815mm
815mm
805mm
825mm
775mm
685mm
711mm
711mm
710mm
820mm
835mm
855mm
790mm
870mm
929mm
800mm
820mm
$16,990
$15,990
Thruxton A3
Bonneville America A3
Bonneville America LT A3
Rocket III Roadster ABS A2
Speedmaster A3
Thunderbird ABS A1
Thunderbird Storm ABS A1
Thunderbird Commander
ABS A1
Thunderbird LT Tourer ABS A1
Thunderbird LT Tourer ABS A1
Street Triple B1
Street Triple ABS B1
Street Triple R B1
Street Triple R B1 Launch
Street Triple R ABS B1
Speed Triple 1050 A1
Speed Triple 1050 A1 ABS
Speed Triple R ABS A1
Speed Triple SE
Claimed
Weight(kg)
Capacity (cc)/
No. of Cyls
Price
Model
$15,490
$15,590
$14,490
$15,990
$27,290
$14,490
$23,990
$24,990
$26,590
1699cc/l2
$27,990
$29,490
$14,990
$16,190
$16,990
$17,990
$17,990
$21,190
$20,990
$22,990
$23,490
Daytona 675 B1
$16,990
Daytona 675 B1 Launch
$17,990
$18,990
Daytona 675 ABS B1
Daytona 675 R ABS B1
$22,490
Daytona 675 R ABS B1 Launch $23,990
Trophy ABS SE
$34,990
Trophy ABS SE Launch
$36,990
1699cc/l2
victory
Vegas 8 Ball
Vegas
Vegas Low
Hammer
Hammer S
Jackpot
Kingpin
Kingpin Tour
Vision Street
Vision Tour
$22,595
$26,995
$24,495
$28,995
$30,995
$26,995
$27,495
$27,495
$32,995
$35,995
GOES
AROUND...
WHAT
n what may seem like a dj vu moment, the

Yamaha SR400 is back. Introduced 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.
2014
yamaha
YZF-R125
YZF-R15
Scorpio
XJ6-N
XJ6-S
FZ6R
FZ6R SP
FZ8-N
FZ8-S
FJR1300A
MT-01
VMAX
XV250 Virago
XVS650 V-Star Custom
XVS650A V-Star Classic
XVS1100A
YZF-R6
YZF-R1
XT660R
XT250
TTR230
WR250R road
AG100
AG200
DIAVEL
temptation
or 2014 Ducati introduces a signicantly 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
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 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.
GT650PL 52hp $8,995 +orc
GT650RL 52hp $9,995 +orc
GV650PL 52hp $10,995 +orc
ST7L 63hp $10,995 +orc
HSG 0045 AC/MW
lams.co.nz Learner Approved Motorcycle Scheme

P: 0800 HYOSUNG
new zealand autocar
111
ott
c
bS
Ro
LOSING
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 ofce. NZ House & Garden often have baskets
of produce in their foyer, so its usually fun to grab an apple
or carrot and lob it through the door of NZ Horse & Pony.
Im sure they nd it as amusing as I do.
My 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.
Shes a dear old soul named Kiri, used to do a bit of
singing apparently, but Im just glad I could nd something
for her to do in her dotage.
Ive deleted most of your extraneous correspondence,
(did I say she enunciates beautifully?), so theres only
a few matters that require your attention.
She peered at her notes. Theres a Mr Putin would like
you to co-drive for him in his rst rally.
I dont normally bother with novices but it sounded
intriguing. Does he say where?
Hes 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?
Im afraid hes not explicit.
Better decline either way Im likely to
end up in jail. But tell him I can get him a job
in the next Santa parade if hell 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-lled inatables.
Any other messages?
Theres 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
112
new zealand autocar
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.
Thatll be due to the higher levels of testosterone.
I fear not. It appears to be an extension of the
phenomenon known as helmet hair. Theyve discovered
that extended periods wearing 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
magnicent head of hair on James Hunt or, more recently,
Brendon Hartley to see it made sense. It also claried 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 nd
who Shane Warne has been using well want to avoid them
like the plague. And I guess we should do the responsible thing
someone should warn poor Emma Gilmour.
But wont she be devastated?
Not if you sing the news to her
Theyve discovered that

extended periods wearin
fireproof balaclavas trapsg
e
heat and perspiration th
salts
against the skin,
permanently damaging
the follicles.
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GENERAL TERMS AND CONDITIONS

* While stock lasts. Applies to advertised models only. Advertised price represents 1/3 of value of motorcycle only - nance 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 nal 1/3 payable in 24 months at 0%
interest. Documentation fee $510, monthly transaction fee $5, PPSR fee $13 and normal lending criteria applies.
www.motoguzzi.net.nz
1.6 Litre Turbo

150 kW of Power
265 Nm of Torque
6 Speed Manual Transmission
GTH
N
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T
E S TO
V
I
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.
B
VER ENERGY
OR
WORK4965
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O
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THE P3,990 + OR
$4
UNCOMPROMISED
UNIQUE
SPORTS
'Designer' Comfort
Instrument Panel
Steering Wheel
Visit ProCeedGT.co.nz

NZ Autocar - May 2014

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PROCEED

Kia's new show-stopper

NEW NISSAN X-TRAIL + MASERATI QUATTROPORTE S + TOYOTA TR 86 RACER

NEW PEUGEOT RCZ R

new zealand autocar

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52 THE COOKING QUATTROPORTE

34 RAISING THE BAR

SUBARU WRX AUTO vs VW GOLF GTI PERFORMANCE

96 POLISHING THE DIAMOND

From the Editor

Mazda MX-5 MK1

OWN THE ULTIMATE

3 YEAR NO-COST SERVICING

INTELLIGENT ALL-WHEEL DRIVE

new zealand autocar

rench carmakers have been

system. This can purify the cabin surfaces

subscribe online at www.mags4gifts.co.nz/autocar

new zealand autocar

n a lling-the-niche exercise, common

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most economical of the bunch, a V8-powered

is said to be roomier however and available

RAISING THE ROOF ON PERFORMANCE

425 Broadway, Newmarket, 1023 Tel 09 522 3299

NOT done with VW yet. The all-new

new zealand autocar

out the range is the NX200t, and its 2.0-litre

requiring any further reinforcements

ts all over for the FPV brand and Ford

by ve percent thanks to taller gearing and

badge to adorn is anks. This time around

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new zealand autocar

a pumping stereo. AMGs new twin-turbo

new zealand autocar

here is some new

On the spec front, the latest CRZ gets

MG3 here now

If that doesnt put you off, the wee 3 offers part

IT WILL FLY YOU TO AUSTRALIA AND

PURCHASE AND TAKE DELIVERY OF A NEW GEN-F GTS OR CLUBSPORT R8 BETWEEN

AS the end of Mitsubishis Lancer Evolution

aguar sales struggle to make a blip on

new zealand autocar

405kW and 680Nm. With the Quickshift

Another niche Jaguar is the new XJR.

more tolerant of lean angles, and not as

the base V6 starting at $125,000, $15k less

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new zealand autocar

A Porsche 911 prototype has been seen

new zealand autocar

he new fth-generation C-Class has