HSV SPORTSCAT+ 0-100KM/H: THE FIRST HSV THAT’S SLOWER THAN ITS DONOR HOLDEN!
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HYUNDAI KONA ROAD TRIP: Mt Wellington to Wellington in a Kona 1.6T. Gunning for 450km in the Kona EV
HOLDEN ACADIA SEVEN-SEAT: We put Holden’s big SUV hope to the ultimate 0-100km/h, fuel economy and passenger comfort test
Story: Dean Evans
LION TAMED
HSV adds Plus to the SportsCat range, but how does it compare with the Colorado when its performance is a minus? F O R A C O M PA N Y K N O W N F O R performance upgrades, this is a new era for the Melbourne-based performance tuning arm of Holden. Holden Special Vehicles has been tweaking and tuning Holdens since the first Walkinshaw Commodore in 1988, and for 30 years it has always managed to squeak a little more from the donor car, often drawing from its American stable of performance engines. But now, with the demise of the Commodore sedan and ute, and no highpowered American equivalent, HSV arrived at somewhat of a dead end of extreme performance. That’s not saying the Colorado is slow, at least in relative terms, given its 2.8-litre 500Nm turbo diesel makes it the fastest four/five-cylinder dual cab utes on sale. But at 0-100km/h in 10.2 seconds,
it’s not even close to the five-second times offered by the Maloo. The reality for HSV was that it had nowhere to go, power wise, as it just wasn’t cost-effective for HSV to develop engine mods, or replace the engine altogether (a la the low volume 420kW LSA supercharged V8 Colorado featured in LCV Sept/Oct). So the HSV performance aspect is a minor sore point with the SportsCat, particularly given the performance comparisons with Colorado Z71, which does 0-60km/h in 4.1 seconds; the HSV version is a fraction slower at 4.2 seconds. Colorado does 0-100km/h in 10.2 seconds; SportsCat+ in 10.7 seconds – half a second slower. And the quarter-mile: Colorado 17.1@127kmh; SportsCat+ 17.4@125km/h, making the SportsCat
Above: Big AP Racing brakes are fitted to Plus model, though rear drums remain. ESP and ABS are calibrated to suit. Left: Interior is tame, with suede and leather on the seats, dash and doors. Steering wheel is the only place with HSV logo or wording, a stark contrast to years past.
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SportsCat is the first HSV model in the company’s 30-year history that’s actually slower than the Holden it’s based on the first HSV in history that’s actually slower than its donor Holden. And that’s the biggest sting, and sign that HSV’s philosophy had to change. So why is it slower, and what exactly does the $16,000 premium over a Colorado Z71 actually buy? First, the dip in performance is down to the slightly larger diameter 285/60R18 (vs Colorado 265/60) Cooper Zeon all-terrain tyres and 18x10inch forged alloy wheel package: it’s only a few percent larger, but enough to take the sharp edge off performance. It should theoretically worsen fuel economy, too, but HSV claims the same 8.7l/100km as Holden. What the 2019 HSV badge buys is basically everything ‘but’ improved performance. At first glance the interior looks standard Holden, but closer inspection reveals the new 2018 HSV logo on the steering wheel, and a very nice mix of suede and leather on the cosy seats, door trims and dash. Underneath is where HSV played most, with upgraded suspension, brakes and body. Ten percent firmer suspension removes any wallow and roll-understeer of the standard car, and along with front strut braces and revised dampers, despite the 25mm higher ride height, the SportsCat is a lot sharper and more responsive and probably the best handling dual cab ute on the market.
What likely also helps this is a very clever decoupling rear sway bar: in normal mode, it provides improved steering response and reduced roll, but when automatically decoupled by selecting 4Low mode, it allows for maximum articulation for off-road work. Those wanting to take it another step can opt for the optional SupaShock remote reservoir coil-over suspension, a feature of past HSV sedans. The hard tonneau is also a bit clever, featuring central locking and quick-release hinges that allow total removal. The tailgate also features soft-opening hydraulics. Inside, a tub liner is an option ($400), as is the Loadmaster system of storage that slides along the racks, with eye bolts for securing loads. Optional load racks are also available for added storage on top of the tonneau. Bigger brakes are also part of the SportsCat+ package, with four-piston AP Racing calipers over large 362mm discs, that HSV has recalibrated via the ABS and ESP systems to better work with the improved mechanical performance. The SportsCat+ (the plus is officially written as a +) is the more aggressive of the two models, and easily identified by its honeycomb grille, bonnet bulge and castellated wheelarches. So yes, the HSV SportsCat and SportsCat+ models are improved and more
Left: No special HSV badges inside, but there is one under the bonnet. Below left: Rear sailplanes are optional, but hard tonneau is removeable. Load rails also mount optional racks if more storage is required
capable than the donor Colorado. They’re slower, which might bother HSV purists, but although those customers don’t like change, after 30 years HSV was effectively forced into it. It’s like two steps forward, and one step sideways. Welcome to the new era of HSV.
SPEC CHECK HSV SportsCat+ Engine:
2.8-litre turbo diesel four
Power:
147kW/500Nm
Gearbox:
Six-speed auto
Economy:
8.7l/100km
Weight:
2274kg
Turning circle:
13.6m
0-60/100km/h:
4.2sec/10.7sec (tested)
0-400m:
17.4@125km/h
Price:
$73,990-$82,990
Rating (/5) Verdict:
A change for HSV, that’s both good & bad
inner rails to create different load options. Below right: Plus bonnet bulge styling is reminiscent of the original 1988 HSV Walkinshaw, but unlike the VL Commodore, is non-functional.
Below: The Loadmaster storage system works great, and can slide around on the
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Story: Dean Evans
It may be low volume, but Mercedes Benz’s G-Class Professional is the true definition of a working man’s light commercial vehicle. AN X CLASS THIS MOST CERTAINLY is not. Nor is it the choice for Hollywood real estate agents, celebrities or rock stars: that’s the AMG G-Class SUV. The G-Class ‘Professional’ is the true working man’s ute and more, though at $129,900, it’s not aimed at a single working man, rather a government department or organisation that needs a go-anywhere, do-anything military-grade machine. Which, by no coincidence, is where a large order of these vehicles are heading, with a display fire-fighting unit on show at the Mercedes-Benz stand during Fieldays in June. So Mercedes has put the G-Glass Professional ‘on notice’ as ready and available for those organisations seeking a tough, all-purpose light commercial vehicle. The G-Class Pro is a go anywhere,
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all terrain, multi-function vehicle aimed at military, defence force, council and forestry work. It’s clearly function over form, and it’s built that way from the moment the key is used to unlock the door, central locking nonetheless. It has two basic vinyl seats, windup windows, a fan and heater, high/low range, battery voltage meter a speedo and tacho. As far as features, it has AC, and a rotary switch for a number of exterior lighting options, to extinguish the head or tail lights, for example, for when approaching or departing ‘base’ semicovertly. There is a metal floor, drain hole, jack and tools under the seat, basic seat and steering and a fixed centre console that’s home to the fuse box and electrics to keep them all safe and dry. There isn’t an array of cup-holders and
Bluetooth (though a radio was fitted to this evaluation vehicle), but there is a multitude of electronic smarts including three locking diffs (front, rear, centre) that can be activated on the move, and the basics of practicality, such as an idle control to increase the engine’s speed when running PTOs. Underbonnet is a 3.0-litre turbodiesel V6. There’s 135kW and 400Nm, which is enough: it’ll get to 60km/h through its five-speed auto rather briskly in 4.2 seconds unladen, which is half a second faster than a Ranger; above those speeds, understandably, it’s less apt - though its 96-litre fuel tank is clearly designed for extended outings rather than motorway running (lacking cruise control) though at 16l/100km, it’s designed more for extended jobs than long drives. The other issue is heavy, slow steering
With a GVM of 4490kg, it has a payload of 2085kg, almost a tonne more than a 70 Series Toyota Land Cruiser
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1 & 2: No carpets here, a drain plug allows water to escape if required. A neat door under the driver’s seat houses the jack and tools. 3 & 4: Dash has basics such as air-con, along with basic fan controls and isolating switch for exterior lights (bottom left), plus idle-up for PTOs (middle right). Diff locking is done via buttons, as is high/low-range and traction control off: voltmeter is quite important in the bush given it’s an auto. 5 & 6: Light guards are standard, as is bull bar and side guards, and snorkel.
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The popular and reigning 2017 SUV champion returns in top-spec form to defend its seven-seat title, against two new challengers; one with an updated face, one an all-new one: Skoda Kodiaq SportLine meet Mazda’s all new CX-8 and Hyundai’s new-for-2019 Santa Fe.
SPOILT FOR CHOICE, IS ONE WAY OF looking at the hugely competitive and evolving seven-seat SUV market. Ten years ago, seven seaters made up 66 percent of the ‘Large SUV’ market; in 2018 it was 80 percent. In 2008, sevenseat ‘over-40s’ outnumbered ‘39-andunder’ buyers by three-to-one; now 39-and-under has overtaken them, while female buyers have grown from 25 to 33 percent. With an abundance to choose
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from, and a handful more added this year, it’s tough to keep track of the available seven-seat models, much less find the best of the bunch. So we’ve done some of the hard work for the budding buyer, and got together three outstanding seven seaters from three separate regions; all of superb stock, the top of their respective lines, and each capable of claiming the title. This is going to be a close battle.
CONTENDERS In the Czech corner is the 2017 champion, Skoda’s Kodiaq, back for 2018 in top-spec SportLine guise, with the optional range-topping 2.0-litre turbo-diesel engine.Representing Japan is Mazda’s new-for-2018 CX-8, a model that slips under bigger brother sevenseat CX-9 in size and price, with a new, impressive and efficient 2.2-litre turbo diesel, loaded in top-spec Limited variant.
Story & Photos: Dean Evans
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Squeeze the throttle in fifth at 90km/h and it doesn’t shuffle through gears, instead choosing to draw on its mountainous 500Nm maintain speed. Cruising along the flats at 90km/h, it happily sits on 1750rpm in fifth gear right in the meat of its torque band; squeeze the throttle and it uses its ample torque rather than shifting through gears, staying in fifth gear and piling on (or maintaining) speed without complaint. While it’s possible to
manually select sixth and sit on 1400rpm for theoretically better fuel use, it really needs 100km/h for that to be effective; the conclusion is that it’s better (which the gearbox in Drive mode agrees) in fifth gear, cruising along using 11l/100km at 90km/h. As per our usual tow test, Raglan town centre is little more than a place to U-turn,
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as we hit the same hills on the return leg back to Hamilton and Kennards Hire’s return bay. At the end of our loop, we’re just as impressed by the Trailblazer as we were by the Colorado – and in some ways, even more, with great ride comfort and road-holding. And then there’s the fuel bonus, with a fuel use average of just 13.4l/100km, making it one of the most frugal tow tests we’ve done and more than a litre-per-100km less than our Colorado
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TOW TALLY Holden Trailblazer Z71
Left: Trailblazer has a 3000kg towing limit, compared to Colorado’s 3500kg. Centre: Wireless brake controller supplied by Kennards Hire plugs into 12v socket and controls amount of brake force to aid trailer safety and stability. Right: Fuel use at the end of the loop is very impressive, and at 13.4l/100km, isn’t much more than the unladen 9.2l/100km, especially given we were towing more than two-tonne!
tow test (granted, with heavier load) over the same road. Especially when compared to our non-towing time with Trailblazer that resulted in mostly motorway driving of 9.2l/100km; the penalty at the pump is relatively minor.
So ute or SUV, the Trailblazer and Colorado are equally impressive and each variant is a very strong horse for their respective slightly different course. Thanks to: Kennards Hire Hamilton, 07 834 4090 www.kennardshire.co.nz
Engine
2.8-litre turbo diesel four
Power/torque
147kW/500Nm
Gearbox
Six-speed auto
Tow limits
750kg/3000kg (unbraked/ braked)
0-60km/h
3.8 secs (unladen), 7.8 secs (towing)
0-100km/h 0-400m
9.8 secs 16.8@128km/h (unladen)
Economy
9.2l/100km (tested/unladen), 13.4l/100km (towing)
Price
$64,990
Tow Rating (/5) Verdict
Colorado’s skills & more, in a seven-seat SUV