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VOLJ{SWAGEN GOLFTDI HIGHLINE Price On Sale in NZ

$43,750 ($50,750 as tested) Feb 2013

PERFORMANCE

0-100kmth l

8 27sec

ao-120 km/h TED* I

5.87sec 121m

100-0kmth l Speedo error Claimed fuel use C02 output Ambient cabin noise Capacity Format Max power Maxtorque Specific output Weight-to-power Borex stroke Compression ratio Cylinder head

32.61m

96 at an indicated 1OOkm/h 4.4L/100km 117g/km 77.8dB@100km/h 1968cc IL4/TOl/transverse 110kW@3500rpm 320Nm@1750-3000rpm 55.9kW/L 12.Bkg/kW 81mm x 95.Smm 16.2:1 DOHC/16v

TRJINSMISSION

Gearbox Drivetrain

6-speed twin-clutch front-wheel drive

SUSPENSION

front rear

Mac strut/sway bar multilink/sway bar

STEERING

Turning circle front rear Stability systems

10.9m (2.75 turns lock-to-lock) ventilated discs (288mm) discs (272mm) ESP/TC/ABS/EBO/EBA

WHEELS & TYRES

Size Tyres

225/40R18 Dunlop Sport Maxx GT

DIMENSIONS

Wheelbase Length/Width/Height Track Drag coefficient Fuel capacity Luggage capacity Withfulltank Weight distribution Corner weights

2637mm 4255mm/1790mm/1452mm 1549mm/1520mm 0.287 SOL 380-1270L 1410kg 62.7/36.3% (front/rear)

.... 262

VERDICT

... 436

......

....

252

460

A better Golf in all regards, made even sweeter by the cheaper price tag. Tempting to call it best in class and award it nine stars, but will wait for a definitive comparison test

********

THE DESIGN AND FEEL OF THE INTERIOR ARE A STEP ABOVE THE COMPETITION AND THE BUILD IS EXCEPTIONAL AT THIS PRltE LEVEL The interior is where the new Golf will gain most admirers - and not just because of the increased space on offer. The design and feel are a step above the competition, and the build is exceptional at this price level. New are a touchscreen infotainment system and an electronic parking brake. Highline models feature sat-nav, a reversing camera, front and rear parking sensors, dual-wne air, along with Alcantara-like seat upholstery and pianoblack dash accents. A radar-based active cruise control is one of many cost options. Boot space is up 30 litres to 380, and

it's now much wider. A 60:40 split rear seat produces a nearly flat floor when folded. Even the parcel tray is a smart design. Though lightweight, it doesn't feel flimsy, and can be stowed cleverly under the boot floor. Golfs come with a three-year, unlimited-kilometre mechanical warranty, while a three-year, 45,000km service plan can be had for $1200. When we reported on the MkVI Golf, we thought it a Euro that was worth the extra it asked over similar cars from other continents. Now that value is also a Golf credential, it no longer needs the caveat. ~


For more information please visit Special Edition Optional Accessories r:

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www.specialeditions.co.nz

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Sunroof

Bonnet Graphics

Side Graphics

Inbuilt GPS

Rear View Mirror Reversing Camera

Chrome Ba~ing (include

\QI Seat Heaters

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DVD Player

Side View Camera

Front and Rear Parking Sensors


- -

Photos Tom Gasnier

IS THE RANGE ROVER THE BEST LUXURY VEHICLE YOU CAN PRESENTLY BUY? SHAUN SUMMERFIELD INVESTIGATES


I ~~~~~~~~~~~~

.


I

RANGE ROVER SDVSVOGUE Price On Sale in NZ

$210,000 ($220,250 as tested) Feb 2013

PERFORMANCE

0-100km/h l

7.24sec

80-120 km/h TED* I

4.78sec 134m

100-0km/h l Speedo error Claimed fuel use C02 output Ambient cabin noise Capacity Format Max power Maxtorque Specific output Weight-to-power Bore x stroke Compression ratio Cylinder head

36.39m

95 at an indicated 100km/h 8.7L/100km 229g/km 70.1dB@100km/h 4367cc VS/TOI/longitudinal 250kW@3500rpm 700Nm@1750-3000rpm 57.2kW/L 10.4kg/kW 84mm x 98.5mm 16.1:1 dohc/32v

TRJ\NSMlSSION

Gearbox Drivetrain

8-speed auto all-wheel drive

SUSPENSION

front rear

double wishbones/sway bar multilink/sway bar

STEERING

Turning circle front rear Stability systems

12.3m (3.0 turns lock-to-lock) ventilated discs (380mm) ventilated discs (365mm) ESP/TC/ABS/EBO/BA

WHEELS &TYRES

Size Tyres

275/45R21 Goodyear Eagle F1 SUV

DIMENSIONS

Wheelbase Length/Width/Height Track Drag coefficient Fuel capacity Luggage capacity With full tank Weight distribution Comer weights

2922mm 4999mm/1983mm/1835mm 1690mm/1683mm 0.35 105L 909-2030L 2597kg 50.3/49.7% (fronUrear) 613 11"!11

..... 676 VERDICT

... 674

...

....

633

A great all-round luxury vehicle. Tremendous abilities, if still a little corner shy. Not quite as light as they say it is, but who cares

******** "TED - Time Exposed to Danger

Slow and steady appears to be the mantra - and also the secret to the model's continued success. Outside, the vehicle is unmistakably Range Rover. Some styling efforts, like the fake cooling vents on the front doors, seem a touch unnecessary, other than to help disguise any slabsidedness. But new light treatments front and rear, and a slightly more laid-back windscreen move the design on, albeit slowly. Still, four decades have seen a big change to the cabin: the hose-out interior of Sven King's standard Rangie has been transformed and is now a match for any luxury car. There is the sort of measured decadence that only the best cars manage. Nothing looks or feels remotely garish, while the mix ofleather, alloy and black leather manages to feel both modem and traditional at the same time. The perfect example of this is the split tailgate. Both doors are powered, yet the bottom part still boasts cable supports and plush carpet trim to ensure strong seating for those post -Polo drinks. It feels unfair to stigmatise the Rangie, but at two-twenty as tested, this simply isn't an automobile for the proletariat, at least not until it's a decade old. Does this make it a symbol of consumption? The title seem s a touch harsh when you consider its, er, consumption, which measured 9.4Lll00km over 500 kilometres of mixed urban and motorway driving. This is as much a testament to the utterly delightful, 4.4-litre VS TDI as to any aluminum chassis wizardry. While the torque, at a colossal 700Nm, remains unchanged, there has been a 20kW hike in power, to 250kW produced at 3500rpm. Combined with the weight loss - even if it is less impressive than the sales brochure suggests - this chops over half a second off the 0-lOOkm /h time.As with the scales, our sprint testing didn't quite match Range Rover's claim, but 7.2 seconds rather than 6.9 is still obscenely impressive. Sleeker and smarter and ever so slightly more in keeping with these more eco-conscious times it may be, the Range Rover remains primarily imperious. In many ways, it is everything that you could call bad in a car: it is simply too big and too expensive. But I was completely enamored by it. I love the way it rides, I love the way it looks and most of all, I love the way it feels. This is the best Range Rover yet: anachronistic but at the same time cutting-edge. Possibly the biggest irony, though, is that for all the capability offered by the Terrain Response 2 system, it will be lucky ever to get used for anything more challenging than some slippery grass en route to a wedding on a Matamata horse stud. Land Rover might boast all the off-road expertise, but in this fourth generation of Range Rover it has created what could be one of the best luxury cars ever made. ~

FOUR DECADES HAVE SEEN ABIG CHANGE TO THE CABIN


hen it comes to options for new cars, Kiwis are blessed with about as much choice as any, despite being a nation of only 4.5 million. We can buy anything from an Alfa to a Zagato h ere, and there's a wide variety of choices available in any sector, except, perhaps, for entry-level cars. You can understand the reluctance of car distributors to offer these city cars when first-time buyers traditionally purchase a larger, near-new Japanese import for much the same money, or less. Or at least, they used to. The numbers of cheaper imported vehicles has been in decline since more restrictions were imposed,

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and because of other economic influences. In 2012, the new-car market exceeded used imports for the first time in n early a quarter of a century. So suddenly it makes sense for manufacturers to offer these city- or A-segment cars if they have them available. Below the likes of the Swift, you have the Splash, Picanto, Barina Spark and Alto. You can now add to that quartet Mitsubishi's comeback Mirage. It's the first time the nameplate has been seen on a new car since the '80s. There are both LS and GLS variants, and they come with a 10-year, factory-backed powertrain guarantee. Naturally, Mitsubishi is excited about the launch of this car. Apart from its recently hatched Outlander range, there hasn't been a whole lot from the company in a while, and this is an entirely new car that offers a mix of city- and more traditional small-car features. As much


rear legroom and luggage space (235L) is available as in most small cars, but its engine, a 1.2-litre, normally aspirated threecylinder, is more aligned to those in the sector below, being the same capacity as those of the Picanto and Splash. The Mirage calling card is its mean fuel economy figure, which in LS format is 4.6L/ lOOkm, making it the most economical, conventional petrol-powered automatic vehicle on the market, says Mitsubishi. For the record, the most economical non-hybrid petrol vehicle is the Picanto manual, which is rated at 4.3L/ lOOkm, and is lighter and has idle-stop, missing on the Mitsi. The GLS is rated at 4.9L/ lOOkm, because of its wider tyres. The LS uses 165/65Rl4's on steel wheels, while the GLS uses - get this! - Bridgestone Potenzas. Potenzas on a car that costs $2lk? That's unheard of. Eyebrows rose with incredulity at the launch. There's no doubt that Potenzas are good, sticky tyres, but are they wasted on a machine like this? Yes, and no, but mainly yes. The Mirage is a city car, and while it happily cruises on the open road at lOOkm/ h with just 2100rpm used up, it's not a

ABOVE: Clearly more time needed in the tanning salon but not bad rear seat room for a weenie. BELOW: Also good is the spec level with Bluetooth, remotes on the wheel, auto A/C and a comprehensive safety kit

vehicle you'd choose to attack a decent hill road. Sure, it grips with these tyres and is surprisingly capable, some body roll notwithstanding, but its powertrain doesn't exactly lend itself to sporty hill climbing. The car is a way better thing in town. There, it eases around without much fuss, except on steep descents, where it can sometimes be a jerky little scissor. Good rubber generally means good stopping distances, and indeed, this modest disc-and-drum combo unleashed a 34-metre 100-0km/h panic stop, unprecedented in the class, where the mean is 38 metres. Unfortunately, all the good work is undone by a noisy cabin. While the Potenzas hang in there, they're rowdy on chip roads, and the SPL meter indicated an average reading of 79.0dB at lOOkm/h. They also impact on the Mirage's fuel economy to the tune of0.3L/100km. Mitsubishi was keen to extol the fuel efficiency virtues of its new Mirage, so the first half of the launch day involved an economy run of just under 1OOkm. This meant that when the tank was refuell ed, whatever the meter showed in litres was essentially how well you'd done, in litres per lOOkm. There were some surprises, of course. Results of most economy runs don't really translate into the real world, because that's not how you drive normally. Despite our hosts imposing a number of rules and restrictions, including penalty points for travelling too slow, it was still possible to use many tricks of the trade and come up with some startlingly low results. Mitsubishi's expert fuel miser, Lloyd Robinson, managed a figure of 3.3L/ lOOkm in his


12.5sec 9.7sec 270m 34.20m

98 at an indicated 100km/h 4.9L/100km 113g/km 79.0dB@100km/h Capacity_ 1193cc Format IL3/transverse Max~ 57kW@6000rpm Max torque 100Nm@4000rpm 路 icoutput 47.SkW/L Weight-to-power 15.Skg/kW Bore x stroke 75mmx90mm Compression ratio 10.5:1 Cylinder head OOHC/12v

Five-star ANCAP safety rating despite weighing only 900kg. Some like the styling of the Mirage, others not so much

sweep car, which was keeping an eye on the slow pokes. We kept to all the speed limits between 50 and 70km/h, and only exceeded lOOkm /h once at the bottom of Ngauranga Gorge. While on the open road, we were largely restricted to 85km/h by the usual m aggots that crawl all over the show at their own chosen pace with scant regard to what's behind them. Anyhow, the teachings of hypermiling grand master, Hans Tholstrup, appeared to pay dividends. On the day, our Mirage GLS was the only other vehicle to make it below 4.0L/ lOOkm, averaging3.4L/100km, a 31 per cent reduction overall fro m the claimed 4.9L/ lOOkm figure. Interestingly. an LS variant with the skinny tyres tailed me the whole way yet only managed 4.0L/ lOOkm. Clearly, there's more to hypermiling than merely travelling at or below the speed limit. So it was all good on the economy front. How about the rest of the car? The adage that 'you gets what you pays for' seems appropriate here - as is the case for everything less than or around the $20k mark. The Mirage is a light car, and some of the materials used feel that way. The GLS weighs just on 900kg, so it can actually get out of its own way reasonably well, when asked to, especially if you engage the 'B' for 'bombing' gear position. This adds a little pace off the mark, and then you can re-engage 'D' once the target speed is attained. People rave about the sound of triples, but this proved just a bit loud and drony. That said, small fours can be whiny. While the Mirage is perhaps the best drive dynamically of the bunch , thanks to its hot tyres, the Picanto manual has a superior powertrain. In the Mirage's favour is its CVf, a better match than an auto to a small motor. Both these little cars feel more like superminis than city cars. You might be wondering about the relevant numbers and specs. The LS entry model costs $18,990, the same as the manual Splash and Barina Spark, and also the auto Picanto; while the manual Picanto is a few hundred bucks cheaper, at $18,590. The LS Mirage features manual air conditioning, Bluetooth telephony, a cvr with hill start assist, USB and Aux inputs, a trip computer, and a leath er-bou nd wheel with audio and phone remotes. For an add itional $3000, the GLS adds auto air conditioning, fro nt fog lamps, 15-inch alloys, privacy glass, a rear spoiler and a chrome inner door release. We'd question the value of the la tter variant, especially given the LS gets better mileage, and is likely quieter and better riding. Nonetheless, most will opt for the GLS. ~

TllAlllMJlllON

Gearbox Drivetrain

CVT front-wheel drive

SUIPENIJON

front rear

Mac strut/sway bar torsion beam

llTEDINO

Turning circle 9.2m (3.5 turns lock-to-lock) UllKEI

front ventilated discs rear drums Stability systems ABS/EBO/ BA/ESP/TC WllEEIAATDEI

Size Tyres

175/55R15 Bridgestone Potenza RE050

DllllENllONI

Wheelbase 2450mm Length/Width/Height 3710mm/1665mm/1490mm Track 1430mm/1415mm Drag coefficient n.a. Fuel capacity 35L Luggage capacity 235-599L WEIOBT

With full tank Weight distribution Comer weights

903kg 63/47%(front/rear)

..... 185

.,. 188

245

... 265

An economical option, if that's what you're into, and is certainly a handy and quite spacious town car. GLS with Potenzas is noisy out of town, so we recommend you buy the base model. JULTINO

******* 'TED Time Exposed to Danger

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new miland auttar 59


OFTHESOFTROADERS ON OFFE~, TH IS HAS LONG BEE1\J THE ONE IN WHICH YOU'D ACTUALLY TAKE TO THE HILLS. THIS WE DID IN OTAGO -AND SURVIVED THE ORDEAL

ith greater off-road ability than before, thanks to active torque transfer and strengthened suspension, the Forester returns. Now in its fourth generation, it's a beneficiary, too, of Subaru's commitment to symmetrical four-wheel-drive powertrains. 'It can if you can,' says Subaru of its new model. At the launch, Wallis Dumper, Managing Director of Subaru of New Zealand, said, 'We are staying 100 per cent all-wheel drive and improving the technology to offer a wider range of capability.' In contrast, most

other manufacturers of compact SUVs are offering entry-level front -drive variants, a place Subaru refuses to go. The Forester will indeed head off into the wild blue yonder, as we discovered on the Central Otago-based launch, out of Queenstown. Subaru NZ had deliberately chosen this area because there are a number of wilderness roads that are open and accessible to four-wheel-drives only in the summer months. We got a shot at two of these, which highlighted not only the Forester's talent for negotiating deep ruts and

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new zealand autocar

61


rough, rock-strewn terrain but also its ability to isolate the passenger compartment from both the big hits and road-generated noise. ls it more off-road capable than before? ln alJ honesty, it was hard to tell from the road and tracks we drove on, but there's generous ground clearance of220mm, and we never looked like getting bogged anywhere, or hung up on rocks. What was clear from the launch drive is the improved refinement, as the new generation is significantly quieter on typical Kiwi tarmac surfaces. It's also bigger, bolder, roomier, better specified and uses much improved materials inside. Styling? Well, Subaru hasn't exactly covered itself in glory with recent models, like the Tribeca, Legacy and Outback. This new Forester looks and really is bigger, but from some angles it appears awkward, something that also afflicts the Legacy and Outback twins. Despite the increased dimensions - it's 35mm longer, 15mm ta!Jer and 20mm wider - it seems to be little heavier than before; our Sport evaluation model weighed just a smidge over 1500kg with fuel. At 422 litres, the luggage capacity is down slightly, but there's a full spare under the floor, and the interior is much larger, as are the door openings, particularly up front. It's now a cinch to slide into place, as the rear seats are set slightly higher, and the larger doors open out further. The floor is also lower, particularly the tunnel, and the space in the rear-seat area has clearly grown; three teens would fit easily enough. The new range is similar in scope to the previous generation, but alongside the manual variants, continuously variable transmissions (CVfs) are offered instead ofautos, with attendant advantages in terms of fuel efficiency. There's also a manual diesel and the promise of an automated version later in the year. The price spread is greater: the entry point is now slightly lower, by $1000, but the top xr variant, with a direct-injection turbocharged version of the BRZ 2.0-litre engine, rises in price from $52,490 to $59,990, though there's also plenty of new specification, such as camera-based cruise control, to help justify the cost increase. The base model is now a 2.0-Litre petrol variant, but in between there are four 2.5-litre options, with different spec levels, whiie the diesel manual is up $2000, to $49,990. The base model comes standard with Bluetooth telephony and audio streaming, a reversing camera, dual MP3 inputs, cruise control on the wheel, roof rails and auto headlamps off. Higher-level models add SI-Drive with paddles, fog lights and privacy glass. The top two models, the Premium and XI; additiona!Jy get electrically adjusted and heated leather seats up front, satellite navigation, rain-sensing wipers, xenon headlamps and an electric sunroof. Respective prices for these two models are $54,990 and $59,990. We had a Sport version on test here for a week, and I ended up not wanting to give it back. That's sometimes the case with Subarus, even if they aren't exactly captivating to behold. Mind you, the same could be said for

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new zealand autocar


Price On Sale in NZ

2.5-litre boxer four does the business without chomping through the gas, though the figure on the trip computer suggests there was some less than econmical driving techniques employed during the photoshoot. X-Mode button tunes the stability systems for when you're venturing off the trail

PERFORMANCE

L

0-100~

9.44sec claim 9.9

[j0-120 km/hTED:]

6.66sec 188m

I

100-0 kmth Speedo error Claimed fuel use C02 output Ambient cabin noise

Gapacity Format Max power Max torque Specific ou1put Weight-to-power Bore x stroke Compression ratio Cytinder head

most compact SUVs. Aie there any whose design bowls you over? No; these are made for everyday reasons of conveyance and are therefo re practical rather than pretty. I like that the e ntry and egress are so outstanding in the Forester, but then again, that's another trait of this sector. Subaru interiors have long been secondrate, but the company is learning to respond to criticism, and the new Forester cabin is a much more endearing place to be. Foambacked plastics abound up front, and the ergonomics are straightforward. Why, our vehicle even had key start-up instead of the u biquitous stop-start button!Which leads me to the topic of the idle stop-start system, which reduces fuel use. All versions get this, and petrol consumption is said to be trimmed by up to 22 per cent, also thanks in part to the move to a cvr-style automatic instead of the old four-speed slusher. Our m odel was rated at 8.1 LI lOOkm, which is amongst the better figu res in the class. Wh ile the engine is unchan ged fro m before - power and torque are the same - the seamless acceleration of the cvr means quicker 'get up and go' on bo th criteria we measure, by just over a second, as expected. And as is usual, CVfs work brilliantly in town, but no t nearly as well as conventional autos or twin-clutch 'boxes in rural environs, despite the availability of paddle shifters and six separate steps. What worked better for us was selecting the 'S' (Sport) setting in ST-Drive, which gives better throttle resp onsiven ess, and kicking back to T (Intelligent) m ode when back o n roads less interesting. After driving a few Outlanders lately, which are themselves quieter than they used to be, it's clear how much more h ushed the Forester is over the same ground. We

$47,990 Mar 2013

recorded an average SPL of74.3dB, which is slightly lower than the previous model. Both are shod with Geolander on-road /off-road rubber. As with any vehicle that wears these shoes, the handling characteristics will largely be limited by the grip these offer on tarmac. There's ultimately a touch of safe understeer, which can easily be negated by throttle lift or is attended to by the ESP system, and the return to line is not accompanied by undue body roll. More noteworthy still is the ride quality at open-road speeds, when the high-profile rubber works in tandem with the long-travel suspension to offer a cushy and level ride. The Forester bests the Outlander in this department. In the interests of fuel savin g, there's also been a change to an electric steering system , and, as is usual for the genre, the feel has gone out the window and the weighting feels unnatural. In this type of vehicle, however, we're ha ppy to conserve the fu e l, and much of the t ime the Subaru reported consum ption in t he nines. The third-gen Forester was bigger all round than the second, and this generation, too, is visibly bigger inside, where it evidently offers more space than the former Outback. We particularly appreciated the amount of luggage space available after flip ping the switches inside the load bay. Both seatbacks fold flat, and there was enough length that we m anaged to fi t in som e rusty old trampoline rails, along with a host of other stuff, which we then o ffloaded at the tip. In terms oflitre-sized bottles, it should take around 1481 of them. This is a wo rthy u pda te o n the fo rmer Forester, an d we look fo rward to seeing how it fa res in a fo rthcoming comparison with the new RAV4, Kuga and Outlander, and the newish CR-V. ID:

I

36.15m

95 at an indicated 100km/h 8.1 L/100km 156g/km 74.3dB@100km/h 2498cc flat-four/longitudinal 126kW@5800rpm 235Nm@4100rpm 50.4kW/ L 12.2kg/kW 94mmx 90mm 10.0:1 DOHC/16v/vvt

Gearbox CVT Drivelrain all-wheel drive front Mac strut/sway bar rear double wishbones/sway bar Turning cirde 10.6m (3.1 turns lock-to-lock) front ventilated discs rear solid discs Stability systems ABS/EBO/BA/ESP/TC

...

Size 225/60R17 Tyres Yokohama Geolander Wheelbase Length/Width/Height Track Drag coefficient Fuel capacity Luggage capacity With full tank Weight distribution Comer weights

2640mm 4595mm/1795mm/1735mm 1545mm/1550mm 0.33 60L 422-1481 L 1534kg 57.4/42.6% (front/rear)

....... 313

...... ••

313

438

In a growing sector, the Forester returns bigger and better, faster and more economical, and with an interior that's a class act. It's also quiet, plush and well built

******** 'TEO

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Time Exposed to Daiger


FOR A


WE ONLY HAD 26 HOURS' ACCESS TO THE NEW ROLLS-ROYCE PHANTOM SERIES II, SO WE HATCHED A PLAN: LET'S CAMP OUT IN IT! Words Paul Owen Photos Tom Gasnier

he cost of buying even a modest house in Auckland has become so prohibitive that you might as well take $780,000, use it to buy a Rolls-Royce, and camp out in that instead. With just 26 hours allocated to us to test-drive the new Series II version of the Phantom, and every minute precious, it was tempting to see how that would work out, but as I stretched out in a sleeping bag on the rear seat for the night, parked up on the waterfront of downtown Auckland with a milliondollar view, it seemed the Roller had other ideas, and was set on attracting a slew of lonely women. You'll recognise the cliche from any number of rom-coms, usually featuring Richard Gere: girl gazes wistfully at the play of city lights on the water, dreaming of rescue from a dull life to one of luxury and comfort. She shoots glances towards a magnificent vehicle nearby (the Phantom, in this case), hoping the owner will be her saviour, her ticket onwards and upwards in Life... The weight of expectation on me was overwhelming. I could not fulfil this dream, I am not that guy. Best to abandon my p lan and drive the thing home. It's no easy thing, being in sole charge of a car like this. The tiniest thing can fray your nerves. When I was driving the Roller off the wharf that night, I felt the tiniest of bumps, an event so rare when the Phantom JJ is in motion - thank the wonderfully supple suspension and cosseting ride for this - that you tend to imagine the worst. Had the new Greenpeace ship blown up? Had Rangitoto erupted? Or worse still, had one of the Ms LonelyHearts been so desperate that she'd thrown herself beneath the huge 21-inch wheels? So incredibly well insulated is the cabin that I'd have missed her cry for help. There was another reason to flee the scene. Though the Phantom is a huge car, at nearly six metres long and 2.5 tonnes, the rear of its palatial cabin is more a mobile lounge than a bunkroom. Mind you, had the camping plan panned out, I'd have slept under a simulation of a clear night sky, as this particular version of the Series JJ features 1600 tiny fibre-optic lights mounted in the black lining of the ceiling, creating an appealing astronomical effect. It evoked in me the same sense of wonderment that I first felt as a kid gazing up at the starry dome of Auckland's Civic Theatre. Indeed, it goes to show the Phantom has romance as one of its core values. In the plush interior, which features wood, leather and ostrich skin, can be found plenty of other pointless yet appreciable touches, like the way all the new iDrive controllers (one for each row of seats) and screens for the electronic control interfaces can be secreted away in a few seconds, leaving the traditional calm ambience of the cabin unsullied by such mod-cons ; or the way the window lines and seat heights have been carefully aligned to ensure those in the rear have a good view forward. Simplicity is an increasingly important component of luxury in a world as sophisticated and complicated as ours. The headlining change new zealand autocar

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in the Series II upgrade is the use of ZF's eightspeed automatic instead of the previous six-speed gearbox, yet you get to access it via a simple column-mounted lever with just three positions: 'R', 'N' and 'D'. And 'P' is activated by pushing in the tip of the lever. The other change in the powertrain is the replacement of the rear differential with something a little less noisy and more robust. The previous Phantom used the identical diff to the BMW 7 Series. As the same, whisper-quiet, directinjection, 6.75-litreV12 as before provides the propulsion in the Phantom II, it's this modification downstream in the torque flow that we have to thank for creating what is perhaps the smoothest, most refined powertrain in all car-dom. You're aware of a few extra revs as the ZF's torque converter builds up enough hydraulic pressure to shift almost three tonnes of champagne-and-caviar carrier, but little else. Soft

summer breezes filtering through pohutukawa trees create louder, more invasive sounds. ln eschewing the twin turbos that stoke up the performance of the smaller Vl2 powering the Ghost, the Phantom's engine provides the ultimate in unruffled progress. Performance builds gently but relentlessly as the revs rise, and by the time you reach an estimated 3500rpm (there's no tachometer), this charming limousine has picked up its skirt, kicked off its Olivia Morris high heels and started to sprint. Enthusiastic chauffeurs will evidently be able to rip from rest to lOOkm/h in 5.9 seconds ifM'Ladyis in a hurry to reach the divorce court. This is a car focused more on the passengers than the driver, as the lack of turbos indicates. Lots of boost pressure available at low revs would only mean spilt champagne flutes in the back seat. Launch in the R-R is as gentle as a hawk taking off, sated after a kill. This leaves unseemly rivalry over which is quickest to less expensive cars, like the Ghost and the direct rival for the smaller Rolls, the Bentley Mulsanne. Unsurprisingly, the tune of the chassis is targeted at providing the best ride possible rather

The Phantom no longer looks like the rich relative of a railway shunter thanks to new fascia


than focusing on cornering heroics. Though som e extra reinforcem ent has made the body of the Series II stronger than that of the Phantom I, it's akin to making a sailing boat more rigid. Of course, copious amounts of body roll would be felt during any enthusiastic cornering, enough that the odd nautical expression may slip out, like 'tack to starboard'. The steering, too, is more SUV than sports car, despite a steering wheel-mounted Sports button that adds extra heft to the tiller and gives the ZF's shift protocols a bit of a hurry-up. With a car as long as this, you have to wind on lock like a lock-keeper operating a gate on one ofBlighty's historic canals. Normally, I'd decry the fitting of Goodyear eco-tyres to any car, but they're entirely suited to the Phantom H's purpose of providing the most polished and genteel land transport currently in existence. They also contribute to the 10 per cent reduction in fuel consumption that the car enjoys over the Phantom I, not that buyers will give a damn. Don't get the impression that I didn't enjoy driving the most expensive new car currently on the New Zealand market. I loved every minute

I was awake of those 26 hours, and was amused how the Roller transformed me into a more gentlemanly driver. This is the best, if most extravagant, defensive driving course ever. The big surprise was how other road users responded in kind and constantly flashed smiles and salutes of approval. I have never been the recipient of so much courtesy on our roads. Now that Mercedes-Benz has decided to cease its Maybach superluxury car operations this year, the Phantom will soon be a car without a rival, and may even pull in a few more global buyers than the 780 it attracted last year. It's tough at the top, and the lack of competition may well inhibit the willingness ofRollsRoyce to fix some of the little niggles with the car, like the lack ofkeyless entry, and, well, that's about it really. Beautifully crafted, and artfully designed, the Phantom II earns the title ofBest Luxo liner in the World. Just don't confuse it with a mobile hotel, and everything will be fine. ~


BILL DAVIDSO~i GREAT-GRANDSON OF ONE OF THE FOUR FOUNDING FATHERS OF THE HARLEY-DAVIDSON MOTOR COM PAN~ IS AMAN USEu TO HAVING HIS SURNAME ON THE FUEL TANKS OF BIKES. PAUL OWEN CATCHES UP WITH HIM AT A RALLY OF THE HARLEY OWNERS GROUP IN AUCKLAND

Photos Tom Gasnier/Harley-Davidson t's not often that you get the opportunity to meet a member of a famous American dynasty. The Kennedys are an endangered species, the Roosevelts have all but disappeared from view, while the infamous Ewings of Texas never really existed in the first place. Which makes it something of a rare privilege to catch up with Bill Davidson, scion ofHarleyDavidson fame, on his recent visit to Auckland for a Harley Owners Group [sic] rally. I find him in the Chairman's Room at the Ellerslie Racecourse chatting on the phone to his daughter, but ifl've intruded on his personal time, his beaming smile and friendly handshake quickly make me feel welcome. As my questions begin, he shows no signs of interview fatigue, and his replies are delivered with the measured, easy pace of a Harley Big Twin. He clearly enjoys his place in the 110-year history ofAmerica's most successful motorcycle company.

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Ever since Bill Harley, a talented though unqualified 22-year-old engineer, went into partnership with three Davidson brothers and began building motorcycles in Milwaukee, there's been a Davidson on the management team of the company. Bill's grandfather, William Herbert Davidson, went on to become president, while his Dad, Willie G, rose to become vice-president and a legendary Chief Styling Officer. This makes Bill the fourth generation of Davidsons on the executive board, which led me to wonder if his present role was pre-ordained - making him a sort of automotive Dalai Lama. But he's quick to point out that when he was hired in 1984 as a young marketing graduate, it wasn't just because his name was on the bikes. 'I couldn't live with myself if that was the case. I had three long interviews before they hired me, and T'm really glad that they took the time to see whether I deserved to be hired first.' He joined the company in the aftermath of its 1981 sale by the American Machine and Foundry (AMF) to 13 Harley executives, including his Dad. The small team at the Milwaukee company was on the verge of achieving one of the greatest marketing success stories of the American

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motor industry. Before the buyout by the bunch of cash-strapped execs, HarleyDavidson had almost been run into the ground by AMR It was about to stage the biggest comeback since Lazarus. '.AMF weren't really motorcyclists and were very business-oriented, so they'd ramped up production while running down the quality of the bikes. When I joined, the quality issues had really started to catch us up, and there was hardly any money left to fix them. We had to get very creative. 'Through Dad's styling efforts, we started to show our customers that we knew what they wanted. The first Softails, powered by the new Evolution engine, showed them that we liked the sport as much as they did. We began to tum the company round by lifting quality and listening to what our dealers and customers had to say. The late 1980s and early 1990s were truly amazing years for us, and we went on to enjoy a 17-year straight run ofrecord profits.' Catching the baby-boomer wave was key to the company's success. As those born between 1945 and 1965 began to transition into midlife security, paying off their mortgages and ushering out their kids from home, Harley-Davidson bikes became an attractive

proposition for their disposable income. There was no conscious campaign to target boomer riders; Harley-Davidson just happened to be the right brand at the right time. 'It was all because of the power of our brand. When that brand represents freedom, independence and a little bit of rebel, a lot of people found that they could associate with it. They'd wear suits and ties all week, and change into jeans and black leather on the weekends.' The formation of the Harley Owners Group (HOG) in 1983 accentuated the notion that purchase of a Harley-Davidson motorcycle was like buying an entry ticket to a new lifestyle. 'At events like this [the HOG rally], we give our customers a reason to ride, and when they're about to ride to an event, they'll often visit a dealer to buy our accessories and clothing first. It's a great basis for a strong and successful business.' Like any success, it has attracted other rivals looking for a slice of the action. Although Bill doesn't see Minnesota-based Victory Motorcycles as direct competition, he admits that his company watches all other motorcycle brands closely. Doubtless, the fact that Victory is about to revive the Indian will rouse considerable interest, although


WHEN THAT BRAND REPRESENTS FREEDOM, INDEPENDENCE AND A LITTLE BIT OF REBE~A LOT OF PEOPLE FOUND THAT THEY \,OULD ASSOCIATE WITH .IT

--路

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the boomer wave, and now that we're all getting older, it sets up a new dynamic for the business. Our loyalty rate is 95 per cent. When we get a new customer, we tend to keep them for life. So what we're trying to do is get them into the brand earlier -with new Sportster models that are more affordable for 30-yearolds buying their first recreational motorcycle

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- then keep them riding for longer. We've strived to make our bikes easier to ride by reducing clutch lever friction and other measures. We know that we've been very successful at attracting people born between 1945 and 1965, and we want to hold on to that customer for as long as possible. If you look at the age of our customers on a graph, you'll see that what used to be a steep spike in midlife is beginning to flatten out at both ends.'

A PR minder comes over to tell Bill that the time allocated for our chat is up. 'But I love talking about this stuff and could do it all day!' he admonishes, jokingly. As we exit the building together, he talks of his love of Corvettes, something I share with him; of how GM often lets Harley-Davidson use its test facilities; and then issues me a personal invitation to the 110-year anniversary celebration in October in Milwaukee. It's going to be one hell of a family gathering. t;:C


THE SCI-Fl TELEVISION SERIESMTERRA NOV~ WAS THE MOST EXPENSIVE EVER ADE AND I 1 FLOPPED. WITH HUSQVARNA'S RECENT CHANGE OF OWNERSHIP TO KTM'S BOSS, WILL THE NEWLY INTRODUCED TR650 TERRA SUFFER THE SAME INDIGNITY? he plot was incredible, literally unbelievable, and the sets and props were equally astonishing, especially the dinosaurs, and yet the Fox small-screen series, Terra Nova, flopped after just a single season. Each episode apparently cost $US4 million to make. Guess the big budget and flashy CGI couldn't compensate for insufficient dinosaur action, a lead actor whose voice was frankly annoying and a bunch of models that couldn't act to save themselves, doing much the same survival-mode thing week in and out. Moreover, sci-fi is great for the addicts, but they're a small clique, right? By the end of the first season, there were not enough d edicated punters tuning in for Fox to justify a second series. Clearly, a big budget doesn't guarantee success. One wonders whether the same fate awaits Husky's TR650 Terra, the bike featured here, now that the parent company has been on-sold by BMW Motorrad to KIM's chief, Stefan Pierer. We hope not, because it's a wee cracker of an adventure bike-cum-commuter. It looks and sounds good, and is well made and priced right. Its future is Jess certain because of what has happened to Husqvarna, the company once owned by MV Agusta and offloaded to BMW Motorrad in 2008. The latter did a fine job resurrecting its road bike heritage with the wild and wacky Nuda 900, and recently the TR650 twins have been introduced, the Strada (for road) and Terra (for off-road). Just as the company was looking ahead with confidence, the rug has been yanked and given a good shake, as BMW has onsold the business, claiming to be

concentrating on urban and electric (emobility) bikes and its core motorcycles in the European market, which has tanked in the past year. What Pierer or, more accurately, Pierer Industries AG, intends to do with the brand is, or was, the subject of speculation.The bikes produced by Husqvarna, both the off- and on-road models, are in competition with those produced by KIM. For example, the TR650 Strada is a big single that competes with KTM's Duke 690, though the two are pitched at slightly different customers. Moreover, Husqvarna's dirt-bike range competes with KTM's and Husaberg's, a subsidiary of KTM. Given Husky only produces about 10,000 bikes per year, there was a suggestion Pierer was taking Husky out. However, that is unlikely to be the case. It's more probably that Pierer simply wants to step back from KTM and take the helm of a smaller company with greater growth prospects that he alone can control. This is what Pierer is now claiming in the media, stating he plans to double sales ofHusqvarna to 20,000 within five years, update the off-road series and reduce production costs by sharing platforms and parts - just as in the car industry, he reckons. Whatever the rationale, the timing isn't great for the launch of the TR650 here. Be that as it may, we present to you the dual-purpose half of the newTR650 pair, the Terra. Calling it 'new' is perhaps not entirely accurate. The engine, like that of the Nuda, is based on an existing BMW design that utilises the Rotax-made 650 single. Where the BMW version makes 36kW and costs $15,300 (as a G650 GS), the Terra/Strada ups the ante to 43kW and' costs $13,290. Both TR versions


have ABS brakes with an 'off' switch, though the Husky can be had without ABS for a grand less; that's $12,290 for either variant. This has an awful lot going for it compared with the BMW single we liked a lot and rode last over five years ago. For starters, it is much more stylish -, aggressive- and dynamiclooking than the BMW, especially in red. With its 21-inch front wheel, it's tall, too, which helps give it generous ground clearance. Being tall m eans it may not feel that light, but at just under 180kg ready to ride, this Husky is a holy terror. Perhaps that's taking it a bit far, but with its better breathing, the single is certainly feistier than that the BMW G650 GS uses. It has bigger valves, reshaped intake and exhaust tracts, wilder cam profiles and a new lightweight forged piston, along with a higher compression ratio. The twin stainless-steel Arrow exhausts make a fine noise on a closed

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throttle, popping and cackling demonically. There's also decent engine braking on a dead throttle, meaning the single disc up front doesn't have quite so much work to do, which is fortunate, as its bite is hardly shark-like. On the go, the Husky is noticeably more vibrant than the BMW 650; it wakes up at about 2000rpm and is on song from 3000rpm onwards. In town, upshifting at 4000rpm is enough to keep you easily at the head of the pack. Wind on som e more throttle, and the pace lifts in linear fashion until the 8500rpm cut point. We achieved a best sprint time of 4.7 seconds, a good second quicker than the F650 managed. While there is no economy gauge, reckon on roughly 4.3L/ lOOkm for a range of around 300km per 14-litre tank, because you ride the bike mainly in the midrange. It pulls effortlessly up any hills in top gear.

Comfort is an aspect you don't necessarily associate with singles, which typically throb away, but this one has a recalibrated balancer shaft, so the only vibrations you notice relate to smeared images in the rear-view mirrors. At highway cruising speeds of around 4500 to 5000rpm, the engine is especially smooth. So is the gearbox operation, which improved as the kays mounted on our rather raw new recruit. It's only a five-speeder, but because of the good mid-rev punch , the ratio count is actually adequate. That said, a shorter first gear would have sometimes been handy in off-road conditions. (Harden up and forge on, the others reckoned!) This would also probably reduce the tendency of the bike to stall occasionally when moving off the mark. You quickly learn to add a bit more gas at takeoff. Anyway, Husqvarna describes the bike's primary orientation as 'light terrain'.


HUSQVARNA TR650TERRA Price $13,280 On Sale in NZ Jan 2013 PERFORMANCE

J

4.75sec 0-100kmlh l 3.19sec (90m) 80-120 km/h TED*I Speedo Error 96.5 at an indicated 100km/h ENGINE 652cc, liquid-cooled/twinspark/single, 43kW@7250rpm, 60Nm@5750rpm, DOHC/4v TRANSMISSION 5-speed manual SUSPENSION chain final drive front 46mm upside-down fork/ non-adjustable rear monoshock/adjustable for preload and rebound damping

front 300mm disc/dual-piston caliper rear 240mm disc/single-piston caliper Stability systems switchable ABS WHEELS & TYRES

tyres Metzler Enduro 3 Sahara front 90/90-21 rear 140/80-17 DIMENSIONS

Wheelbase 1501mm 865mm Rake/Trail 27째/112mm Measured weight 176kg (f- 79kg, r- 97kg) Fuel capacity 14L SUPPLIED BY Triumph NZ Ltd VERDICT Alikeable and surprisingly affable big trailie, ready for a bit of off- or on-road action. Better at the latter, within the bounds of its dual-purpose rubber. Good output and economy, and little in the way of vibration, it's also a comfy thing to ride. Well priced too. Seat height

RATING

There's more than enough power and a slight rearwards weight bias to hoist that big front wheel into the air in second gear, something the original 650 struggled to do. Within the limits of its dual-purpose tyres the Terra really is a bit of a tearaway on the road, though not quite as surgical, perhaps, as the lighter, more powerful Duke 690. If you plan never to go off tarmac or are lacking length in the inner-leg dimension, the Strada would be the logical choice - but theTerra looks m ore dramatic on its 21-inch front wheel. As both have lots of suspension travel, you can attack sp eed bumps with impunity in town. About the only aspect of comfo rt that's substandard is the thickness of the seat foam. A little more wouldn't hurt, though it's hardly a rock. There's somethi ng rather alluring about big singles; they're typically gutsy and don't

********

carry much weight, which makes them stop and go well, and manoeuvrable. The TR650 is all of that, and comfy to boot. Th ere is also a LAMS option available. ln the final analysis, the TR650 Terra still primarily competes with the bike upon which it is so loosely based, the G650 GS. It is better in several important regards and is also less expensive, which makes it rather a desirable thing, especially as you get a free skid plate chucked in at present. ln a short while, we can comment with more authority about how it compares with KTM's Duke 690. ltC

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t has been the most popular mediumsized crossover in New Zealand for some time, has the Outlander. ls the new third-generation version good enough to retain its crown, or is it relying more on its hard-earned reputation? This is what we wondered at the recent launch, where our impressions were largely positive. What looked to be a plus was the addition of a diesel automatic version. The petrol-powered variants felt much the same as before, if somewhat more refined and certainly more economical. But the world moves apace, and there's a certain Mazda CX-5 to contend with now. It's a multiple Car of the Year winner, including here atAutocar. The primary difference between these two is where most Outlanders are seven-

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seaters. the CX-5 is, as the name suggests, a five-person vehicle only. For many, the extra passenger capacity is enough of a draw card to make a difference. And that will be critical to Mitsubishi, because the CX-5 is good enough to head off the Outlander in most criteria you wish to consider. This is no doubt why the top-of-theline VRX versions of Outlander introduce some attention-grabbing features. Self-opening fifth doors have a certain appeal though often take too long to open and close. If other doors are open on the vehicle - or else the master switch is turned off, or you're holding your tongue wrong- the technology doesn't work. And the beeps that accompany the opening process are just embarrassing. A much better piece of kit is the adaptive

cruise control with collision mitigation. The radar-based system does as it says: in heavy stop-start traffic it carries out all the braking and acceleration for you, and keeps the appropriate distance behind the vehicle in front. Moreover, ifthe car determines the driver is distracted, it will warn 'Danger, Will Robinson' (Google it, younger readers!) with an audible blast and a 'Brake!' hazard lamp. It's a system that comes into its own if the driver is unfocused; for instance, when syncing an iPod to the head-unit. And this works, too - eventually. But how hard should it be? I found the USB plug, and in most vehicles you simply connect the cable and the head-unit does the rest. Not here: thrice I spent 10 frustrated minutes shagging around without any sounds. Once integrated, there are no problems, but the


system could easily be simpler. The VRX has a couple of other new items, like sateUite navigation (which we didn't try, but would rarely use) and a seveninch touchscreen with a wide-angle rearview camera. The front and rear parking aids are handy, as is seat heating, though a lack of lwnbar adjustment is disappointing. What else is improved about the new Outlander? Briefly, the fue l economy and refinement. I'd be fibbing if I said th e vehicle handled any better; it's limited mainly by its Toyo tyres, which resulted in rather average panic stopping distances. We experienced some liftoff roll oversteer, which caused ESP intervention when going hard, but overall this Mitsi is an OK handler, though not in CX-5 territory. The same goes for the ride quality, which is also passable. The new version is lighter by 1OOkg than its predecessor, and it's a bit quicker. While it heads off the GSX CX-5 2.0 by a half second, it didn't prove quite as economical, at 7.5 versus 6.9L/100km. We saw figures in the eights o r nines when driving easily, and no higher than 14 when whipping the jigger mercilessly. Whi.le a cvr brings with it a weight advantage and greater economy, this type of gearbox is a more appropriate device for town running than out in the country, and the shift paddles are wasted here. The

T shift lever position offers better initial acceleration, and then you can pop the lever back to 'D' when you're up to speed. We noted progress has been made on the refinement levels. A l.5dB improvement in SPLs at lOOkm/ h is good, but an average reading of76.5dB is still not great for the class. There remains an annoying amount of road noise generated over many of our trashy B-highway surfaces. In contrast, the two CX-5 models we've tested produced mean SPLs of 74dB. The luggage capacity is not quite as great as it once was, by virtue of a higher load floor, though there is more length available for long loads. Totals of 477 to 1608 litres of space are still acceptable. The Outlander's braked towing ability of l 600kg is bea ten by CX-5, at 1800kg. The previous VRX used to cost less than $50k, the new one goes for $54,490, and you pay even more for the similarly quick but more frugal diesel version, at $56,990. Mazda has a faster, more capable, less expensive GSX version of its CX-5 diesel for $47k, whereas the Mitsi entry-level YR diesel costs $50k. Just saying. In the top Mi tsi VRX petrol offering you get an extra couple of child-only seats, whereas the CX-5 Limited equals or bests it in most other areas, including specification. ln this game, you can never rest on your laurels - Peter Louisson ~

MITSUBISHI OUTLANDER VRX Price On Sale in NZ

$54,490 Jan 2013

PERFORMANCE

L

0-100 ~

9.69sec

[j0-120 km/h~

6.55sec 185m

I

-

100-0 kmth Speedo error Claimed fuel use C02 output Ambient cabin noise

I

37.0Bm

95.5 at an indicated 100km/h 7.5U100km 172g/km 76.5dB@100km/h

ENGINE

Gapacity Format Max power Maxtorque Specific ou1put Weight-to-power Bore xstroke Compression ratio Cylinder head

2360cc IL4/transverse 126kW@6000rpm 224Nm@4200rpm 53.4kW/L 12.4kg/kW 88mm x 97mm 10.5:1 DOHC/16v/vvt

TRANSMISSI ON

Gearbox CVT Drivelrain on-demand AWD SUSPENSI ON

front rear

Mac strut/sway bar multilink/sway bar

STEERING

Turning cirde front rear Stability systems Size Tyres J

10.6m (3.2 turns lock-to-lock) ventilated discs solid discs ABS/EBO/BA/ESP/TC 225/55R18 Toyo A24

Dll\IIENSI ONS

Wheelbase 2670mm Length/Width/Height 4655mm/1800mm/1680mm Track 1540mm/1540mm Drag coefficient 0.33 Fuel capacity 60L Luggage capacity 477-1608L -.:!'It째

WEIGHT

1565kg 56.6/43.4% (front/rear)

.......... 330

430

... ... 333

434

More refined and slightly lighter and quicker, the top Outlander retains its appeal more for its improved specification and interior ambience than any on-road gains. It's dearer, though, and there's now greater competition.

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he 3 Series range is expanding, with the introduction of a Touring model. And this time around, BMW will be heading into Audi territory by offering an xDrive option. These AWD machlnes are now available in righthand-drive configuration, and BMW NZ have decided to give them a crack locally. In fact, the whole Touring range is being given quite a nudge, what with four engine variants offered at launch. The entry point to the range is the 318d, at $77,800; $79,800 buys the 320i; while the 328i costs $94,000 and the 335i is $112,500. When they land in May, the xDrive models will add a further three choices: the 320i, at $83,800; the 320d, at $84,400; and the 330d, at $1 12,500. Last year, BMW sold just 32 units from the 3 Series Touring range. Admittedly, the model was at the end of its cycle, but it hasn't been a huge seller historically. Compared to the outgoing version, the new one costs less, and you also get more for your money (the exchange rate is better, so you'd expect that); consequently, BMW is upbeat about its chances in the marketplace, especially with the addition of the xDrive options. A hindrance to the success of the Touring, however, may be the 'X' range ofSUVs. In the X3 20d, buyers can get more metal on the road, while the Xl represents a cheaper option. A further characteristic in the X3 's favour is its extra space, an area in whlch the Touring is not

BMW IS UPBEAT ABOUT ITS CHANCES IN THE MARKETPLACE ESPECIALLY WITH THE ADDITION ' OF THE XDRIVE OPTIONS

especially blessed. Like the latest sedan, the new wagon gains slightly increased dimensions, including better accommodation in the rear than the previous model, the E9 l. Despite an increase in luggage space ofabout 35 litres, the Touring, with its 495-litre capacity, is hardly a load-lugger; but it's more versatile than the sedan, as the load area expands to a total of 1500 litres, and the rear seat splits 40:20:40 for a touch more flexibility. For the stat gurus, the new model is a claimed 10 per cent stiffer and 40kg lighter than that previous, while it weighs 80kg more than an equivalent sedan model. An xDrive model will be around 80kg heavier again. If you're in the market for something with the same mind-boggling dynamics as a 3 Series sedan but with a touch more versatility, you'll be more than happy to pay the $5500 premium the Touring asks. We sampled both the base 318d and the 328i and could happily Live with either - though we'd find it harder to say 'no' to the 328i, expensive as it is. While the 318d features a similar engine to the 320d sedan, it uses a less sophisticated, solenoid injection system and therefore makes less power - 105kW, to be precise, and 320Nm of torque. We clocked a 0-lOOkm/h run of9.49 seconds. The average fuel use is a claimed 4.5L/ lOOkm. It's worth noting that these test figures are netted using the vehicle's most economical drive mode, Eco Pro,


BMW328i TOURING Price On Sale in NZ

$94,000 ($104,300 as tested) Feb 2013

PERFORMANCE

0-100 km/h i

6.33sec

80-120 km/h TED* I

4.41sec 121m

100-0km/h l Speedo error Claimed fuel use C02 output Ambient cabin noise

34.20m

98 at an indicated 100km/h 6.5L/100km 152g/km 76.1dB@100km/h

ENGINE

Caf)CK:ity Format Max power Max torque Specific output Weight-to-power Bore xstroke Compression ratio Cylinder head •

1997cc IL4/T/Dl/longitudinal 180kW@5000rpm 350Nm@1250-4800rpm 90.13kW/L 9.07kg/kW 84mm x 90.1mm 10.0:1 DOHC/16v/vvt

TRANSMISSION

Gearbox 8-speed auto Drivetrain •

front rear '

where all systems are primed to deliver best economy; even the air conditioning is neutered. It therefore came as no surprise that we failed to experience the amazing economy the spec sheet suggests. Toggling between the modes - Eco Pro, Normal and Sport - changes the character of the car quite significantly, particularly when pedalling the 328i. Though dull in its Eco Pro setting, it turns tiger in Sport mode, with a sharp throttle response and shift protocols that are eager to exercise all the crankshaft revolutions that the four-cylinder has to offer. While the 318d has bulk low-down torque for easy commuting, it lacks a tum of speed, but there are no such problems with the more powerful 328i, which produces both torque and power, with 180kW and 350Nm on call. When in Spo rt mode, the eight-speed auto behaves admirably, rendering the paddles all but useless. If you opt for the $5500 M Sport pack, as fitted here, another option worth ticking would be the $1500 ad aptive dampers, which allow you to tailor the ride q uality for

the occasion. Even in Sport Plus mode, the 328i is well behaved over the bumps, almost absorbent, which is unheard of for M Sport suspenders. The dynamics of this little wagon are simply exemplary; it exhibits fin e tum-in, beautiful balance and commendable roll control front a nd rear. The brakes, too, are more than up to the task. While there's nothing wrong with the steering, it gets weighty in Sport mod e. Added heft doesn't equal greater feedback; it just requires more driver effort. While the 318d is also a fine handler, the op tional rubbe r upgrade would have helped . This model is m ore sedate a nd displays m ore body roll, though countering this is its average fuel use; after a good strop, it had consumed fuel at roughly ha lf the ra te of the 328. When put to the task, those turbopetrols can certainly d rink. Weve had a preliminary gander at the inner workings of the X drive system and anticipate that these four-wheel-drive versions will be even better to swing through a few bends, but we'll have to wait until May to tell that tale. ltC

rear-wheel drive

SUSPENSION

Mac strut/sway bar multilink/sway bar

STE&RING

Turning circle

11.3m (2.1 turns lock-to-lock)

BRAICES

front rear Stability systems .

ventilated discs ventilated discs ESP/TC/ABS/EBO/EBA

WHEELS & TYRES

Size Tyres

f-225/40R19 r-255/35R19 Bridgestone Potenza S001

DIMENSIONS

Wheelbase Length/Width/Height Track Drag coefficient Fuel capacity Luggagecapacity '

2810mm 4624mm/1811 mm/1429mm 1531mm/1572mm O.32 60L 495-1500L

WEIGHT

With full tank Weight distribution Comer weights

1633kg 47.1/52.9% (front/rear) 417

387

1'98

..

447

382

....... •

VERDICT

A dearer and slightly more versatile version of the sublime 3 Series. Extra weigh1 of the wagon body doesn't hurt the dynamics ajot. Four-wheel-drive xDrive option along in May.

******** 'TED Tme Exposed to Danger new zeatand autocar

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he top-of-the-range LS model was introduced by Lexus last year with none of the usual fanfare, just an emailed press release. Seems even they can't see the point in investing in a fancy product launch for a car that sells in

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such low numbers. But the LS is not the lone slow seller in this field. The large luxury-car market has been in decline here for the last few years because buyers are opting instead for big SUVs. But that hasn't stopped Lexus bringing in the flagship of the range, the LS600hL. It's one of the rarer cars on the road thanks to a lofty price tag of$304,500.

As stated in the release, 'The LS sedan continues to represent the absolute pinnacle of Lexus luxury.' And yep, have to agree, it's a genuine luxo barge that oozes quality. comfort and refinement- and yet it's low on charm. Jn truth, the fourth- generation LS is a major update of the previous model rather than anything all-new. This is particularly


LEXUS LS600hL Price $304,500 On Sale in NZ Dec 2012 true of the 600, where the hybrid drivetrain carries over. The revised exterior styling is best appreciated fro m front on, where the brand's spindle grille takes up residency, flanked by new LED headlights. In profile, the LS is forgettable, though few large cars possess truly desirable forms. The cabin is more impressive, even if it reminds too much of the lower-grade GS. A big. 12.3-inch LCD clisplay is embedded in the dash, while the mouse controller thing robs space on the centre console. While soft leather lines most surfaces, the dash top is a glaring omission, and the dark wood ven eer seems too fake in a $300k car; otherwise, it's a cocoon of comfort. The sumptuous seats pamper, the minor controls have a real tactility to them, and everything is power-operated; even the doors pull themselves shut to save you the indignity of slamming them. There's nothing cheap about this car, which is stocked with just a bout everything you could ever need. Some features aren't a ppreciated until after d ark, like the all-LED headlights and interior illumination, which is a tad special. There's just one option: a $22,500 package that replaces the three-seat rear bench with two separate chairs. At that price, these must rival a business class seat on an airliner. And if you do fly reguJarly, best to be a light traveller, as the boot of the LS600 is ricliculously cramped, the luggage s pace stolen by the hybrid battery. The rear accommodation is the place to enjoy this vehicle best. Recline the seat, raise the b linds (powered , of course) and enjoy a movie on the stand ard-fit Blu-ray player en route. Our only gripe was the screen size, which could have been bigger; nine inches

just doesn't seem enough . Buttons abound back here controlling all manner of things, there are more than in an entire Corolla, and the rear legroom will astound, as will the refinement and lavishness of the ride quality. Lexus has added the Drive Mode Select system to the LS. Its five settings allow the driver to tailor the setup of the car dynamically, and tune the driveline and air suspension to suit conclitions. Comfort setting aside, the rest seem overkill on this type of machine. Dialling a hybrid drivetrain, complete with CVf transmission, to Sport mode is plain illogical, and the firmer damper settings do little to make this 2.4-tonne bullet train any more athletic. Set to Comfort, however, the suspenders almost completely isolate the road, and the cabin becomes eerily quiet -especially if you can ease off the gas and let the car run in its all-electric mode. The hush is surreal. Also h elping the cause is a more rigid body structure and the addition of extra sound insulation. Even the design of the wheels, which feature 'hollow chamber' construction, is intended to reduce road noise. Punch the accelerator, and a VB 'tune' (to describe it as a rumble seems inappropriate) is initiated. It's just bizarre. As is the speed of this thing when all 327 kilowatts of hydrocarbon- and volt-fired power is employed. Even when pushed, the driveline retains its refinement. Permanent all-wheel drive means there are no traction issues, and the steering acts admirably as a filter. Th e LS600hL is a true luxury car that masters comfort and ensures a calm commute. All the same, it would be near the bottom ofour list of must-have cars after that elusive Lotto win. f:.:C

c

PERFORMANCE

0-100 kiiliil]

6.80sec

[ 80-120 km/h TEliJ

4.09sec 11 Sm

L

100-0 k!!!t!!1 Speedo error Claimed fuel use C02 output Ambient cabin noise

95 at an indicated 1OOkm/h 8.1L/1 OOkm 219g/km 70.2dB@100km/h

l.C.E Max power Max torque Drive motor Total system output

4964cc, V8, longitudinal 290kW@6400rpm 520Nm@4000rpm 165kW/300Nm 327kW

37.89m

TRANSMISSION

Gearbox CVT Drivetrain all-wheel drive SUSPENSION

front double wishbone/sway bar rear double wishbone/sway bar STEERING

Turning circle

11.8m (2.3 turns lock-to-lock)

front ventilated discs rear ventilated discs Stability systems ESP/TC/ABS/EBO/EBA Size Tyres

245/45R19 Bridgestone Turanza ER33

DIMENSIONS

Wheelbase 3090mm Length/Width/Height 5150mm/ 1875mm/ 1490mm Track 1610mm/ 1605mm Drag coefficient 0.27 Fuel capacity 84L Luggage capacity 330L WEIGHT

Withfulltank Weight distribution Corner weights

2413kg 51.1 /48.9% (front/rear)

...... 581

638

....... •

599

j

::: :

596

Top LS majors on luxury and refinement. V8 hybrid driveline is an automotive oddity. Does many things so right but lacks the Xfactor

******* 'TED Tlllle Exposed to Danger subscribe rnline at www.mags4gifts.eo.nz/autocar

new zealand autocar

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B

rown with silver wheel-arch highlights -what were you thinking, Audi? These colours might look fantastic on a grizzly - the brown, at any rate - but on this four -paw? [And this from someone with a yellow-and-purple motorcycle - Ed.) Fortunately, that's really the only disappointing aspect of the new A4 all road, a slightly jacked-up version of the A4 wagon that sells for $5000 more than the equivalent Avant model. It's not exactly a lightweight, this go-many-places wagon, but it has a willing engine and transmission, and is one quiet bear. Even over the most growly of surfaces, the decibel meter seldom registered above 75 at lOOkm/ h, and an average of73.6dB puts it almost in crossover territory, which is appropriate. For the extra moolah over the equivalent wagon, you get the bulgy-bear wheel-arches, stainless-steel under- body bash plates front and rear, a raised ride height (with wider tracks to compensate), a torque-vectoring system to keep everything on line, and an ESP system that senses off-road conditions and switches to a less interventionist state. We wonder how many will check that out. Doesn't seem much for your $5000, though. Competition for the A4 allroad comes mainly from luxobranded compact SUVs, a vehicle type that doesn't appeal to all. Folk who appreciate dynamics and space like sports wagons, especially if they're not jacked up too high. The extra 37mm of ride height this A4 has over a regular Avant is barely noticeable. Unlike

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the bigger A6 allroad, it gets no adjustable air springs, however. While theA4 allroad is not that much smaller than the A6 version - okay; its overall load space is less - it is 200kg lighter, and despite its 2.0-litre TOI engine, is not that much slower. At $88,900, it isn't inexpensive, either - that's until you compare it with the AG-based variant, which currently goes for $134,100. There's just the single A4 allroad model. Powered by the same 130kW/380Nm engine as the Q3, it features a seven-speed twinclutch transmission, so while its weight-to-power figure isn't startling, at 13.4kg/kW, the vehicle is still capable of an eightsecond run to lOOkm/h, and open-road overtaking is stress-free. This diesel is quiet, at least from inside the vehicle, and pulls well from pretty much anywhere, at any revs; an average consumption figure of 6.0L/ lOOkm is claimed. We managed 7.5L/100km on the open road, but weren't being too economical with our throttle inputs. You can sense the weight of this car when accelerating off the mark, but because peak torque is available from l 750rpm, a bit more throttle application is enough to get going smoothly, and a bigger push gives extra punch. Pull the spring-loaded gear lever back once, the transmission shifts into Sports mode, and you're away laughing. Not once did we miss the fact that there are no paddles. The way this allroad corners is a bit of a revelation. The fact it runs Pirelli PZeros is the first indictor that this is more an


all-road (pardon the pun) than off-road vehicle. What really gives the game away is the adoption of torque vectoring, as well as the wider tracks front and rear to compensate for the slightly elevated ground clearance. Our particular box brownie also had a wheel-and-tyre upgrade, so was running 245/45Rl8 rubber front and rear. With so much grip on offer you can crank along pretty quickly anyway and add another 10 to 15km/h on regular corners without blinking an eye. We used the allroad as a camera car when shooting Triumph's new Street Triple R. As we headed to our designated location on flowing back-roads, the Triumph was quickly a dot in the rear-view mirror. Bikes may be ultra-quick in straight-line acceleration but have considerably less rubber meeting the road, making the car the quicker option when there are more than a few tight corners to negotiate. Allroad junior is much more at home in this kind of terrain than its bigger A6-based sib, and when the pressure is really felt, the ESP-controlled, brakeactivated torque vectoring comes to the fore. It essentially banishes the understeer by braking individual wheels; this rounds the car up by making drive more one sided, and it also enhances grip out of the corner. In one fell swoop this enhanced quattro system has turned the tide for Audi, which can now compete on a level playing field with its rear-drive rivals. Even the electric steering is decent enough; it's nicely weighted and well geared. So the handling is pretty special, but has the ride become more bearish? Not noticeably, as th e extra wheel travel accompanying the added ride height is appreciated, and there's an underlying firmness to the damping that's sufficient to keep the body roll in check without making progress at slower speeds harsh. It's not quite as plush as the bigger allroad, but its agility more than compensates. When we had the A4 all road on test we also had the similarly priced and equally adept Jaguar XF 2.0i4. Put simply, buy the Jaguar with the heart, the all road with the head - Peter Louisson f;"'C

AUDI A4 ALLROAD Price $88,900 On Sale in NZ Nov 2012 PERFORMANCE

0-100 km/h i

8.06sec

I

6.22sec 176m

80-120 km/h TED*

100-0 km/h i Speedoerror Claimed fuel use C02 output Ambient cabin noise

33.38m

99 at an indicated 100km/h 6.0U100km 156g/km 73.6dB@100km/h

Gapacity 1968cc Format IL4/TDl/longitudinal Maxpower 130kW@4200rpm Max torque 380Nm@1750-2500rpm Specific output 66.1kW/L Weight-to-power 13.4kg/kW Bore x stroke 86mm x 91.Smm Compression ratio 16.0:1 Cylinder head DOHC/16v TRANSMISSION

Gearbox Drivetrain

7-speed twin-clutch all-wheel drive

SUSPENSION

front Mac strut sway bar rear multilink/sway bar

-~Ej u¡ !!I• Turning circle

11.Sm (2.8 turns lock-to-lock)

front ventilated discs rear solid discs Stability systems ESP/TC/ABS/EBO/EBA WHEELS & TYRES

-Size Tyres

245/45ZR18 Pirelli P Zero 2805mm 4721mm/1841mm/1495mm 1583mm/1574mm 0.34 61L 490-1430L 1737kg 55.3/44.7% (front/rear)

....... 374

467

.... .... 403

494

Not that much smaller or slower than the A6 allroad, almost as practical but less expensive and more fun to punt. Good refinement levels, too

********


and Rover has recently improved its range, updating both the Discovery and the Freelander. You can read more about the Disco and other special-edition models in the 'New Car Market' pages, but here we're talking Freelander. We've always liked this model, which is handy both on- and off-road, but it's now showing its age, so the update is timely. Other than a minor cosmetic freshen-up, the key change is under the bonnet of the petrol-powered Freelander, where the Ford-designed, 2.0-litre turbopetrol replaces the previous inline six. This engine is also used by the Freelander's fancy sibling, the Evoque, and removes a claimed 40kg from the front axle, as well as reducing fuel consumption by l.lL/ lOOkm with no loss of performance. While as refined as the old inline six, it possesses the lowdown pull the bigger engine lacked and yet also has a sizeable reserve of top-end power. It teams up nicely with the Aisin six-speed auto, and the traction is handled by a Haldex type of all-wheel-drive system, which goes unchanged. And the Freelander is no bad thing to spur along. The steering offers a sense of feel, and the vehicle exhibits a reasonable amount of grip and composure before the high-riding mass starts to test the boundaries of physics. Of more importance in this class is the quiet, compliant ride quality. The diesel model remains unchanged in a mechanical sense, and both the TD4 and Si4 cost $66,000. As for the numbers, the 2.2-litre TOI makes l lOkW and 420Nm, hits lOOkm/h in a claimed 11.2 seconds and has a 7.0L/lOOkm rating for fuel consumption; while corresponding figures for the Si4 read l 77kW, 340Nm, 8.8 seconds and 9.6L/ lOOkm. Both can tow two tonnes. Though the engine is bang up-to-date, the rest

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of the package is showing some grey hairs. The Freelander has always been heavy; in fact, with a drag coefficient of 0.39, it pushes more air than the new Range Rover, which has a Cd of 0.34. This impacts on fuel use, which in our hands hovered around the 12L/ lOOkm mark. The interior accommodation is only just spacious enough, and it's the same with the boot space, the split-folding mechanism for which is old hat, too. New bits in the cabin include a redesign of the steering wheel and centre console, and the Terrain Response dial has been replaced with switches, which leaves room for additional storage space. There's also a new instrument cluster. Added to the spec list are an electric park brake, Bluetooth and iPod connectivity, and keyless start. The fact you still need to click the key fob button to unlock the doors is annoying. Other features are cruise, 17-inch alloys, climate air and rear parking sensors, but a rear-view camera is lacking. The latter is an option, but to get it, for some reason you also have to order the audio upgrade package, the total for which is $2100. Among other options are sat-nav, at $3000, and 19-inch wheels for a further $3600. Those three options are all standard-fit items on the equally competent $56k Mazda CX-5, which puts the Freelander into perspective. This turbopetrol Freelander is good but extremely pricey. f.tC


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WE HAD BROUGHT A KNIFE TO A GUNFIGHT. ACTUALL~ IT WAS WOR0ETHAN THAT: IT WAS A BUDER KNIFE

he 2013 Liqui-Moly Bathurst 12 Hour was shaping into a very public embarrassment for our small Kiwi team. As the competitors lined up for the 7am start on Sunday morning, we were more than a little humiliated to see our Subaru WRX positioned on the last row of the 53-car grid. ln front of us was an exotic field of international GT3 cars; indeed, spectators could have forgiven themselves for thinking they had stumbled upon a top-level European race. Porsche Cup Cars were only mid-field on the grid, as at the sharp end of the pack were the likes of Ferrari 458s, Mercedes SLSs, Aston

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Martins, Lamborghinis, a Porsche GT3-R, a Mosler and a Corvette. Audi, as it tried to win the race for the third year in a row, was present in the form of no less than seven R8s. At our end of the grid there were only a handful of cars like ours - none as closely tied to a standard road car as ours, however. We had brought a knife to a gunfight. Actually; it was worse than that: it was a butter knife. As we rolled our car out of the container on the Thursday before the race, it dawned on us that we were very much the odd ones out. We had based our decision to bring this car over from New Zealand, a version 10 Subaru WRX STI, on previous experiences.

These sorts of machines had formerly filled the middle of the grid, and production cars like ours were the only type permitted until 2010. We were expecting to do great battle with other Subarus and Mitsubishi Evos, plus the likes ofFalconXR8s and BMWs. The race, though, had suddenly morphed into a top-level GT3 event without our realising it. All the other cars in our class were fully developed race cars. The few practice sessions were harrowing. We had to learn this complicated and dangerous track while constantly looking in the mirror and trying to keep out of the way of the fast cars as they muscled past us.


This often meant either holding a slow and tight line in a corner, or entering from the wrong angle as we squeezed around together. Obviously, it wasn't ideal for the fast cars, either, as they frequently had to make big adjustments to their corner approach. As for us, we could neither look ahead properly to ascertain the fastest flow of the track nor spot all the marking points that a driver needs. If we miscalculated anything, the concrete walls lining the track were waiting to give us a highirnpact lesson. I watched as one of our trio of drivers, Tony Burrowes, stepped out of the car after his first practice session. The shocked and pale look on his face said it all. What the hell were we doing here? Fortunately, one of our other drivers, Lewis Scott, had raced at Bathurst twice before, and although he was taken aback by the up-shift in overall pace, he was able to talk us calmly through some of the more daunting corners. The most notorious is the kink in the long downhill that is Conrod Straight. The majority of cars reach their top speed going down Conrod, an unusual situation compared to most of the world's race tracks. For a fast lap time, this corner must be taken flat without lifting off the gas. As Craig Baird said, 'Every driver will tell you they take this flat. Often, though, the telemetry tells us otherwise.' In other words, it's hard not to take your foot off the gas or brake involuntarily as you see

this corner approaching at up around the 300km/ h mark, the speed the top cars do. For us, travelling at a mere 240km/h or so, the corner was less of an issue but still required the driver to press that cancellation button on his personal self-preservation mode several times leading into it. The corners I personally found most challenging were at the top of the long haul up the mountain. As you climb up through the blind corners of this concrete canyon, the car continually builds speed as the bends get progressively more open. The last two lefthanded corners before the plateau at the top are fast, fifth -gear corners in our little car, but you can't see through to the exit as you turn into them, so it requires a teeth-clenching commitment to keep your foot planted on the gas as you feel those slicks load up. You only know if you've got it all right about two-thirds of the way through the corner, when you can finally see the exit. If you miscalculate slightly, you could easily launch the car off the high outside kerb and end up barrel-rolling through the sand trap at around 160km/h. Our team had the added pressure of needing to look in the mirror before committing to make sure we weren't about to be sharing that space with a faster car. The thought of that scenario did little for my sleep on the Saturday night before the race, though at least I had the straight parts of the track mastered.

BAmURST

HOURS


BA~URST At 7am on Sunday morning, we ran out of time for excuses. The start flag dropped, and the ground shook as the big field started 12 long hours of racing. We nervously watched Lewis Scott hum quietly past the chequered flag, firmly in last place. Not exactly a stirring moment of glory for us. We could only hope nobody would notice. In front of him on the track was a star-studded list of drivers, the best we have seen in Australia for decades. There was the established Bathurst royalty, like Greg Murphy, Steven Richards and Craig Lowndes, alongside a wealth of experience, like John Bowe, Steven Johnson, Craig Baird, Jason Bright, Alex Davison and Shane van Gisbergen. Equally talented but less known to the Aussie

crowd were the European stars, including Andreas Simonsen, Bernd Schneider, Mika Salo, Thomas Jaeger and Allan Simonsen, amongst many others. The first few laps of the race were thrilling and gladiatorially aggressive at the front as the Ferrari 458 of Mika Salo thrilled the crowd by hounding and then passing the SLS Mercedes of pole-sitter, Bernd Schneider. It was destined to be a race of brutal crashes, and within the first 45 minutes we had the first safety car session. Our Kiwi crew grabbed the opportunity to bring the Subaru in for a quick fuel top-up, and we joined back into the train of cars without missing a beat, a strategy that we repeated continually throughout the

HOURS

race. The downside of this was that we had anticipated being behind the wheel about 90 minutes, a stint that was sometimes stretching to around two-and-a-half hours - exhausting in the 34-degree heat. When I nervously climbed into our car for the second session, Lewis had already moved us up several places in the field, and the crew was starting to get a glimmer of optimism, though we were all realistic about our chances and knew we were still going to need a strong dose ofluck and a good tail wind to help. I soon settled into a rhythm out on the track and surprised myself by overtaking some of the cars that had qualified in front of us. The Subaru's lap times were still dropping as I learnt the fast way through some of the


more technical parts of the track, but just as importantly, my mind was also getting used to the intensity of the battle and the closequarter jostling beside the concrete walls. Eventually, I was relieved to hand the car, still unmarked and mechanically strong, to Tony. By early afternoon, thanks to a combination of other people's misfortune and our good pace, we were up from 53rd to 30th place and third in class. The crew was now excited. Maybe this wasn't going to be the embarrassment we feared. Each one of us sagely and gravely said to the other throughout the day, 'There's still a long way to go yet,' all the time secretly imagining what it would be like to have a class trophy in our hands. During my second long run in the car, this time in the blazing heat of the afternoon, I could feel my confidence and optimism growing strongly. We were now pacing cars that should have been quicker than us and doggedly pressuring them by filling their mirrors. I had just radioed our crew manager, Richard Gillies, in the pits to tell him that the car was perfect when our whisper-quiet exhaust suddenly got louder. Uh-oh. Richard asked if there was an issue with fumes. No, there wasn't, so we decided to press on. Within a couple of laps, just as I changed down into fourth gear for a fast corner, the engine rewed as if in neutral. I quickly grabbed a different gear and tried again. That seemed OK, but fourth gear was now non-existant. I radioed back the bad news, my stomach sinking. The decision was made to keep going with as much pace as we could without fourth. There was nothing we could do anyway if! came in.

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new zealand autocar

93


By the time Tony got into the seat for the final two hours, fifth gear was starting to crunch badly also, on top of which he had to cope with a severe rainstorm and came diving into the pits for a set of wet tyres. The final result? The resounding winner was the all-German team of Bernd Schneider, Thomas Jaeger and Alexander Roloff in their SLS Mercedes, followed a lap behind by Craig Baird in a Ferrari 458, with third place going to the brand-new Porsche GT3-R ofTony and Klark Quinn and Shane

Van Gisbergen. But despite growing issues, we had kept our little car going and had ended up by crossing the line second in class and 21st overall. We had beaten more than half the field. To watch our drivers and crew yelling, waving and pumping the air, you would have thought we had won outright. We were tired, sweaty and dirty but elated. Rest assured, if we go back again, it won't be in a near-standard road car. We couldn't put ourselves or the other

competitors through that again. But that dangerous track is such a thrill and such a challenge that it begs for another round. Who knows? To come back home with such a great result was certainly an experience we'll never forget. It's great news for everybody that the Bathurst 12 Hour race has come of age on the international calendar and is now as good as anything you will see overseas. It marks a return to the glory days for Bathurst. ~


SINOPEC NEED AN OIL CHANGE?


D

aniel Gaunt bagged two wins and a second place for Tasman Motorsports to take a dominant round win and vict01y in the Mike Pero Need for Speed, the second round of the BNT VS SuperTourer championship. The great result- on a circuit where Tasman Motorsports scored its first VS SuperTourer victory at the end of the last season - moves Gaunt up to third in the series. 'I don't think we could have asked for anything better,' said Gaunt. 'Hampton Downs for us was a weekend that could have been, and it was my mistake that we ended up with a poor result. To come back here and get race wins and a round win is fantastic. I am so grateful for the opportunity, and it rewards the hard effort that Steve and Christine put into this team.'

A canny call on tyres, where half of a new set was used in Race Two and the other half in the final race, gave Gaunt the edge over the rest on consistency, and on a day where 18 cars were covered by around a second on lap times, that was what counted. Greg Murphy maintained his championship lead and despite retiring in Race Three, had an otherwise healthy points haul for the day. Ant Pedersen, who showed blinding speed in qualifying with a record lap for the BNT VS SuperTourers, was frustrated to be turned around while racing with Shane van Gisbergen in the first race, but he recovered to be eighth, finished sixth in Race Two - and then turned in one of the drives of the weekend to take the Need for Speed feature race win from sixth on the grid. Second for the round moved

him to second in the championship, just 59 points behind Murphy. Third for the round - his best result so far in VS SuperTourer racing- was iconic racer Craig Baird in the familiar United Videos Ford Falcon VSST. He put his worst tyres on for the first race, the shortest of the three on the day, and held on to take a solid fourth place. A great opening lap in Race Two secured him third spot, a place he held on to until the end, and he was competitive once again in the feature race, staying out of trouble and taking fourth. A wild weekend for Andre Heimgartner resulted in fourth overall. It started badly: a trip into the wall at the final turn just four laps into the first official practice session. He bounced back in style, however, to be in the hunt for pole position on Saturday, and


despite a few mistakes on track, he looked very fast and went on to take third place during the big race. Completing the top five for the round was Ashley Walsh in the BOC-backed MPC Holden Commodore V8ST. Like Baird, h e enjoyed a consistent and error-free day, and combined that with some great early laps in the three races to make up for an average show in qualifying. Clipsal 500 winner Shane van Gisbergen was certainly fast, but his car was fragile and he had brake trouble all day. The clash with Pedersen in Race One undoubtedly cost him a podium, and a clash with John Mcintyre in the second race was enough to damage the car. A drive-through penalty was an indication that he had, perhaps, been a little too enthusiastic in his overtaking attempt.

The car ran out of brakes completely in the final race, leaving the young ace to coast round for a 12th place fin ish. In a first for the BNTV8 SuperT0tuers, entry was free on Saturday for parents with children, the start of a long but essential programme of building a new fan base for the series and the sport. A genuine 3500 plus flocked to the circuit that day, most of whom were first路 timers to a VS meeting, or even to the circuit. 'What started as a treat for the region's kids after a couple of tough years just became a bigger and bigger project, especially when Mike Pero got involved as the round sponsor. It worked well as an exercise, and we'll have to look closely at the idea and see if we can utilise it at other SuperTourer events, so it's a case of watch this space,' said V8ST CEO Ray Noonan. ~

TOP LEFT: The field stream into Tum One ABOVE: Gaunt comes through as Pedersen and van Gisbergen clash in Race One RIGHT: Mike Pero and Need for Speed winner Daniel Gaunt BOITOM: Gaunt takes the flag in Race Two LEFT: Craig Baird finished third for the round


Ranging

Large t's hard to believe that the Range Rover has been around for 43 years and yet is only just into its fourth generation. The Rangie you are most likely to see on your way to the ski field, however, is the thirdgeneration, BMW-designed L322 model. First unveiled in 2002, it remained in production until 2012, and so for 10 years the l322 Range Rover was the vehicle of choice for the wealthy, both for business and recreational pursuits. And there was little to dislike about it. Styling-wise, it showed its heritage in its classic upright body shape, clamshell bonnet and floating-roof design, but while it paid homage to the past, it was aimed firmly at the present. A first-class interior featured a mix of wood, alloy and leather, further cementing the

I

L322's place as a true luxury-class vehicle, and its 'command position' seat height allowed its occupants to tower over other road users. The first models were powered by either a 2.9-litre TOI six or a 210kW/440Nm, 4.4-litre BMWV8 driving all four wheels through a five-speed auto. At a claimed 16.2L/100km, fuel economy wasn't the V8's forte, but the TOI was better on juice, if woefully slow. Throughout the lifespan of the model there were various upgrades, and added specification found its way onboard. ln '06, Jaguar-derived V8 engines replaced the BMW powerplants, the ZF six-speed auto made its first appearance, and there were revisions to steering. suspension and ESP systems. The 3.6-litre TDV8 was added a year later, as was

the Terrain Response off-road system. Towards the end of the model's life, refinements were made to the look, and a larger, 4.2-litre TDV8 and eight-speed auto were added, along with upgrades to the interior. In 2003, a V8 Vogue went for $175,000: now, high-mileage examples can be bought for as little as $15k, although expect to pay between $25k and $40k for a reasonable pre-2006 model, and $50k to $150k for newer models, depending on their history. of course. All these variants are commonplace on car sales yards selling European or prestigious vehicles, so finding one shouldn't be too hard, especially with the influx of UK-sourced imports over recent months. Anyone who knows their Rangies will be


aware this car is not without its faults, some minor, others major. Problems with sensors are a common root cause of many issues. These can leave you stranded, probably in some remote location, and while they are not an expensive fix, they can take time to detect. The air susp ension system was more reliable than earlier iterations, though sensor faults can still cause the system to freeze in one position -which could prove annoying if stuck on the lowest setting, leaving you unable to exceed 30km/h. As the doors can be prone to leaks, it's wise to ch eck the inner and outer seals thoroughly for water intrusion. Some cases have been reported in earlier cars of steering vibration under hard acceleration; this is caused by a faulty valve in the steering rack that controls the amount offluid to the variable-speed steering, and is not too serious but still something to keep in mind. Taillights on models made between 2003 and 2005 have a tendency to allow condensation to build up. On earlier cars, the front differential is prone to failure after hard use, a significant fault that completely immobilises the vehicle. It is essential to check for this before purchase. Electrical gremlins will crop up with age, so check that all those buttons work in the cabin, and take a quick gander underneath as well; if a model looks like it's been bush, it's probably had a harder life than one that's bee n a d edicated school bus. A similar logic applies to a Rangie that's been fitted with a tow bar, as it could have sp ent half its life hauling over three tonnes. All this aside, the third-edition Ra nge Rover L322 rem ains a good car- even ifit has been overshadowed by the unveiling of its offspring. lfC

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

..- zealand aulDCar

99


~

0 0

~

Model

ASL 4.2 TOI quattro S8 4.0 TFSI quattro

alfa romeO.co.nz MiToSport MiTo Multiair OV

Giulietta GiuliettaJTD Giulietta CV

1S9 Turbo Ti 1S9JTOTi 159 sportwagon JTD Ti

1 S9 04 sportwagon Ti

-

Vantage VB Vantage Roadster VS

Vantage VBS Vantage VB S Roadster Vantage V12 089 DB9Volante Vi rage Virage Volante

Rapide Rapide Luxe Vanquish

39.990 42.990 42.990 46,990 49,990 S2,990 S4,990 S4,990 S9,990 62,990 79,990

99 12S 12S 12S 174 147 147 147 191

230 250 250 350 340 320 400 400 322

4/1368 4/1368 4/t 368 4/t 956 4/t368 4/1742 5/2387 5/2387 6/3t9S

12S6' 1376' 1S35 1S90" 1719' 1680 1730

8 .2 S.6 7.90' 6.0 7.58' 6.0 7.9 4.S 6.8 7.6 7.92' 8.1 8.26' 6.B 8.6 7.0 7.2 11.6

470 470 490 490 S70 S70 S70 S70 S70 600 600 620

8/4735 8/473S 8/4735 8/4735 12/S935 12/S93S 12/S93S 12/S93S 4 12/S935 12/S93S 12/S93S 6 12/S935 6

1630 1710 1628' 1690 1687' 17B5' 1886 1804 1B90 2032' 1990 1780'

A4 2.0 TOI quattro A4 2.0 TFSl quattro

A4 3.0 TOI quattro A4 1.8 TFSI avant A4 2.0 TOI avant A4 2.0 TOI quattro avant A4 2.0 TFSl quattro avant A4 3.0 TOI quattro avant S4 3.0 TFSl quattro

$4 3.0 TFS1quattro avant A4 allroad 2.0 TOI quattro RS4 avant

A53.0TDI SS 3.0 TFSI quattro ASS 4.2 FSI quattro AS Sportback 2.0 TFSI quattro A!5 Sportback 3.0 TOI quattro SS Sportback 3.0 TFSI quattro AS 2.0 TFSI cabriolet SS 3.0 TFSI quattro cabriolet TT2.0TFSI TTRS 2.S TFSI quattro A6 3.0 TOI quattro A6 3.0 TOI quattro A6 3.0 TFSI quattro S6 4.0 TFSI quattro AS allroad 3.0 TOI quattro A6 3.0 TOI quattro avant S6 4.0 TFSI quattro avant A7 Sportback 3.0 TD1quattro

A7 Sportback 3.0 TFSI quattro S7 Sportback 4.0 TFSI quattro 03 2.0 TOI quattro

OS 2.0 TOI quattro OS 3.0 TOI quattro 07 3.0 TOI quattro 07 4.2 TDt quattro S line

A83.0TOI A8L3.0 TDI A8 4.2 TOI quattro

100

new zealand autocar

90 90 136 92 92 103 103 118 118 195 250 12S 105 130 155 180 125 105 130 1 SS 180 245 245 130 331 176 245 331 155 176 245 1SS 245 147 250 150 180 220 309 1SO 180 309 180 220 309

130 125 176 176 240 184 184 258

200 200 250 200 200 320 320 250 250 350 450 320 320 380 350 soo 320 320 380 350 500 440 440 380 430 500 440 430 350 500 440 350 440 280 450 450 500 440 550 450 500 550 500 440 550 380 350 soo 500 760 550 S50 BOO

4/1390 4/t 390 4/t390 4/1390 4/1390 4/1984 4/t984 4/1798 4/1 798 4/t 984 5/2480 4/t 798 4/1968 4/1968 4/t 984 6/2967 4/t 798 4/t968 4/t 968 4/t 984 612967 6/2995 6/2995 4/1968 8/4136 6/2967 6/2995 8/4163 4/1984 6/2967 6/2995 4/1984 612995 4/1984 5/2480 6/2967 6/2967 6/2995 8/3993 6/2967 6/2967 8/3993 6/2967 6/2995 8/3993 4/1968 4/1968 6/2967 6/2967 8/4134 6/2967 6/2967 8/4134

6 6 6 6 6 6 6 6 8 8 8

1211' 1215 121S

1543' 1650

8 8 8 8 8 8 8 8 8 8 8 6

6 6 6 6 6 6 8 8 8 8 8 8 8 6 6 6 6 6 8 8 8 8 8

1737' 1795 1610 1807' 1683' 1804' 1755 1735 19SO' 1322' 1492' 1813' 1720 1831' 1877" 2004' 1874' 1770 1621 1730 2012· 2433' 2450

2147'

9.15' 9.0 7.0 9.5 9 .5 9.1 9.1 7.7 8.07' 5.6 4.6 8.3 9.1 7.9 6.5 S.9 8.4 9.2 8.0 6.6 6.1 5.0 5.1 8.06' 4.46' 5.9 4.9 4.56' 7.30' 5.80' 5.4 7.3 5.02' 6.86' 4.6 6.7B' 6.1 5.69' 4.6 7.lS' 6.1 4.2B" 6.2B' 5.6 4.7 7.44' 9.83· 7.43' 8.61' 6.77' 6.1 6.2 5.79'

5.3 5.3 S.9 S.8 5.B 5.4 5.4 6.7 7.6 8.4 9.1 S.B 5.B 5.3 7.0 S.7 6.0 4.9 5.5 7.1 S.9 8.1 8.4 6.0 10.7 7.2 8.1 10.B 7.5 6.6 9.4 7.7 9.7 7.7 9.2 S.7 6.0 B.2 9.6 6.1 5.9 9.7 6.0 8.2 9.6 5.9 6. 7 7.S 10.5 11.1 6.4 6.6 7.6

07/12

4/1S98 4/1598 4/1598 4/1598 4/1598 4/1S98 4/1995 4/1995 4/1995 4/1995 6/2979 4/1995 4/1995 4/1995 4/1995 4/1995 4/1 995 6/2979 4/1997 4/1997 4/1995 4/1995 4/1997 4/1997 6/2993 6/2993 6/2979 6/2979 4/1995 4/1995 4/1997 4/1997 4/1997 4/1997 6/2979 6/2979 4/1 997

luxury B2,700 86,800 320d xDrive touring 80,300 84,400 320d xDrive touring sport/modem/luxury 63,300 B7,400

135 13S 135

380

112,500 190

560

6/2993

560

6/2993 6/2979 6/2993 6/2497 6/2979 8/3999 8/3999 4/1 995 4/1995 4/1997 4/1995 4/1955 4/1995 6/2993 4/1995 6/2996 612993 6/2979 612999 8/4395 4/199S 6/2993 6/2993 8/4395 6/2993 8/4395 8/4395

118i hatch 118i hatch urban line

11 Bi hatch sport line 118d hatch 118d hatch urban line

11 Bd hatch sport line

125i M sport hatch

46,700 48,700 48,700 52,500 54,500 54,500 53,700 55,700 55,700 61,600

M 135i

11 Sd ES convertible 118d SE convertible 123d SE convertible 135i M sport convertible 320i sPort/modern/1uxury

320d 320d sport/modem/luxury 328i 328i sport/modern/luxury

69,950 57,700 63,700 60,S50 66,950 77,950 95,700 70,200 73,200 70,800 73,800 Bl,900 63,900

330d 330d sport/modem/luxury

33Si 335i sport/modern/1uxury 318d touring 31 Bd touring sport/modern/luxury 320i touring

320i touring sport/modern/luxury 328i touring 328i touring sporVmodern/luxury 335i touring 335i touring sporVmodern/luxury 320i xDrive touring 320i xDrive touring sport/modern/

330d xDrive touring

330d xDrive touring sport/modem/luxury

11/10 04/10 10/12

335iSEMsportcoupe 330d SE coupe 325i convertible 335i convertible

M3coupe 11/09 02/07 10/09 10/11

M3 convertible Xl sDrive18i

Xl sDrive20d Xl s0rive20i X1 xDrive20d

08/11 11/12 01/13 05/11

08/09 03/09 12/06

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10.5 16.5 10.5 16.5 16.6 16.6 16.9

1365 1365 1365 1370 1370 1370 1420 1420 1420 1459' 142S 1480'

8.S 8.5 8.5 7.4 7.4 7.4 8.9 8.9 8.9 6.36' 4.9 7.00'

S.7 5.7 5.7 5.9 S.9 S.9 4.5 4.5 4.5 6.6 08/12 7.5 S.2

1480 1480 1480 1480 1585 1675 1500 1500 1505 1530' 1530 1530 161S 1615 159S 1581' 157S 1588' 1570 1S70 1615 1633' 1680 1680 1650

9.3 9.3 9.S 9.S 7.5 5.6 7.6 7.6 7.6 7.62' 6.1 6.1 S.6 5.6 s.s 5.41' 9.2 9.49' 7.5 7.S 6.0 6.33' 5.2 5.2 7.7

6.3 6.3 4.9 4.9 S.4 9.4 6.2 6.2 4.4 4.4 05/12 6.3 6.3 4.9 4.9 7.2 7.2 06/12 4.7 4.7 6.2 6 .2 6.5 6.5 04/13 7.6 7.6 6.6

1650 1680 1680 1750 1750 1525 1S40 1730 1829' 1642' 1862'

7.7 7.7 7.7 5.4 5.4 5.5 6.1 7.6 5.55' 5.00' 4.90' 9.7 7.60" 7.4 B.4 7.39' B.7S' 6.2 8.1 6.7 6.0 6.1 5.7 S.28" B.3 6.1 6.79' 4.30' 5.4 5.06' S.20'

6.6 S.1 5.1 5.4 5.4 9.1 6.2 7.9 9 .9 12.4 12.9 8.2 S.3 6 .9 S.8 6.3 5.6 6.0 S.2 8.0 S.3 8.4 6.1 10.4 5.1 5.5 6.5 9.9 5.6 8.6 10.S

bmW.co.nz 116i hatch 116i hatch urban tine 116i hatch sport line

320i

04/13 01/13

8/4134 8/3993

100 100 100 125 125 12S lOS 105 105 160 23S 150 lOS 105 10s 105 150 225 135 135 13S 135 180 180 190 190 22S 225 105 105 135 13S 180 180 225 225 135

Continental GTC Continental Flying Spur

118i SE convertible

39.800 42,800 47,500 47,400 51 ,900 54,900 59,400 S9,400 61 ,800 83,700 99,900 69,900 71,900 79,900 88,500 108,500 73,900 7S,900 83,900 92,500 1 t 2,500 121,400 125,400 88,900 154,000 11B,700 133,400 172,700 94,300 113,300 12B,900 111 ,750 135,700 90,900 142,500 149,500 121 ,200 136,200 136,200 154,600 134,100 141 ,200 159,600 147,000 147,000 167,400 70,900 87,900 108,900 123,200 151,200 187,200 201 ,200 217,700

800 650

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118i ES convertible

audi.co.nz

231,700 258 218,000 382

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102,900 104 ,900 73,700 76, 700 75,700 78,700 B9,990 91,900 108,400 110,400 79,700

155,500 116,900121,000 100,500 104,600 104,800 108.900 132,800 136.900 159,600 167,000 169,600 177,000 62,500 65,600 67,900 71,000 65.900 69.000 73,900 77,000 83,900 B7,000 86,700 B9,800 110,400 110,700 123,900 137,600 143,900 151 ,600 167,500 114,000 142,600 156,100 229,100 199,200 224,500 216,500

190 225 180 160 225 309 309 110 130 135 130 150 135 190 13S 190 190 225 220 300 13S 190 lBO 412 230 330 300

220 220 220 250 250 250 320 320 320 310 450 400 143 143 300 300 400 400 270 270 380 380

350 350 560 560 400 400 320 320 270 270 350 350 400 400 270 270 380

400 S20 250 400 400 400 200 350 270 350 400 380

560 380

310 540 400 600 600 380

540 540 680 630

650 600

4/1 997 4/199S 4/1995

6 6 6 6 6 6 6 6 6 6

1589" 1485 1650 1709' 1847' 1875 162S 1655 1790 1700 1790 2005' 1790 1790 2106' 1978' 1865 2019' 1966'

08/07 12/10 07/08 12/12

06/10 04/11

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cheryautO.co.nz 12,990 16,990 21 ,990 23,990

62 B7 102

122 147 182

4/1300 4/1S97 4/2000

2 6 2

1040 1350 137S

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210 177 210 177 210 177 347 142

340 550 340 550 340 550 631 30S

613604 612987 613604 612987 6/3604 6/2987 8/6424 613778

6 6 6 6 6

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118 160 160 136 160 240 160 160 240 260 270 197 197 240 240 270 275 240 340 340 450 340 240

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64 76 77 77

120 138 140 140

4/1298 4/1495 4/149S 4/1495

300Ltd 300LtdCRD 300C

300CCRD 300C Luxury

300C Luxury CAD 300CSRT8

Grand Voyager AT LWB Ltd

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23,490

C3 Seduction vn

2S,990 27,490 29,990 36,990

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C4 Aircross 4wd DS4 So Chic EGS11SkW DS4 So Chic 120kW DS4 HDi EGS So Chic B2kW DS4 Sport Chic 14?kW CS SeductK>n11 SkW CS Seduction HDi 120kW C5 Exclusive HDi 120kW CS Exclusive HDi 177kW CS Exclusive HDi Tourer 120kW DSS Sport Chic

38,990 2S,990 28,990 31,490 39,990 39,990 44,990 3B,990 43,990 44,990 44,990 46,990 48,990 45,990 48,990 54,990 67,990 57,990 59,990

6 6 6 6 6 6 6 6

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18,990 19,990 23,490 26,240 27,250 29,990

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39,990 46,990 3S,990 51,990

206 206 1S1 151

342 342 314 314

6/3604 6/3604 613700 6/3700

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1750 1775 187S 1970

11.6 11.6

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n a reshuffle of local automotive distribution rights, Citroen business will now be handled by Sime Darby in New Zealand. These are the p eople that also look after Citroen's sibling brand, Peugeot, in this country. The bad news for Sime Darby is it has lost the distribution rights for Chrysler, Jeep and Dodge, which go to a newly formed Chrysler Fiat NZ. But back to Citroen, which is a brand that has wilted locally under its former distributor, Ateco Automotive, selling less than 250 cars here last year. Sime Darby has vowed to turn this around and sell almost double that amount in 2013. Simon Rose will be the m an charged with making this a reality. As former head of the Peugeot brand, he put strategies in place to expand local sales numbers and market share for that brand, and so as reward for his hard work, h e has been tasked with doing the same for Citroen. Tough break. How is that going to happen? Extra dealers will help, as Peugeot sites in Hamilton, Tauranga, Palmerston North and Nelson are all adding the Citroen brand to their dealerships. It means Peugeot and Citroen cars will be competing against each other under the same roof, albeit separated on the s howroom floor. For those centres that sell both the PSA brands, it will be hard to keep buyers from straying across to the Citroen side of the business, where prices will be lower for comparable models - particularly in the case of the 4008/Aircross crossover twins, where the Citroen version is around $1000 cheaper. There will be fewer models vying for space on the showroom floor, as slow-selling lines will either be dropped to indent only or deleted altogether. The rationalised range will see all the ESG automated manual gearboxes dropped and prices realigned, with most reduced by $1000 to $7000. On top of this, specification lists have been tweaked to offer better value. A price-leading manual model for the simplified C3 and C4 ranges will help get punters into the dealership. The C3 range will start at $23,490 for the 'Seduction', while an auto will go for $25,990. This is $2000 less than the previous ESG model, but the auto in question is a four-speed unit that's already had its day. A higher-spec Exclusive auto sells for $27,490. The C4 starts at $25,990, the auto (a four-speeder as well) is $28,990, and the Exclusive sells for $31,490. There are now just two C5 models: the 2.0-litre, which is reduced by $5000 to $54,990, and the 3.0-litre, down $7000 to $67,990. The wagon variants have been dropped. A new initiative is the introduction of three-year /60,000km servicing plans, which range from $599 to $799. Expect to see more of a marketing push for the brand, particularly its OS range, as the DS3 and DS4 are models reduced by $1000. New models include the DS3 Cabrio and the DS5 Hybrid4 later in the year, and further in the future the all-new seven-seat Picasso is expected. t;:C subscribe online at www.mags4gifts.eo.nz/autocar

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59 59 85 85 104 103 120 104 120 103 103 104 103 120 104 103 103 104 104 120 115 115 110 110

107 107 155 155 176 200 360 176 360 200 200 176 200 360 176 200 200 176 176 380 237 237 320 320

4/1 206 4/1 206 4/1 598 4/1598 4/1716 4/1 364 4/1 991 4/1716 4/1991 4/1 364 4/1 364 4/1716 4/1 364 4/1 991 4/1716 4/1 364 4/1364 4/1 716 4/1 716 4/1991 612492 612492 4/1 99 1 4/1991

38,490 39,990 44,990 41 ,890 50,890 55,890 45,890 52,890 57,890 49,990 53,490 53,790 57,290 55,490 58,990 61,490 71,590 74,490 58,790 66,790 72,390 75,290 52,390 55,890 57,890 61,390 7 4,290 77,190 68,990 74,690 77,590 49.000 55,400 60,100 60,100 63,000 63,000 71 ,690 75, 190 85,490 85,000 44,400 45,900 47,900 49,900 51,900 58,400 54,400 55,900 57,900 59,900 61,900 62,900 66,900

123 135 123 190 190 135 135 135 190 180 190 180 21 0 180 260 260 260 2 10 2 10 260 260 190 180 2 10 180 260 260 2 10 260 260 21 0 270 270 270 2 10 180 270 111 132 132 132 132 132 132 132 132 132

230 400 230 288 288 400 400 400 290 320 290 320 350 320 517 517 517 350 350 517 517 290 320 350 320 517 517 350 517 517 350 530 530 530 350 320 530 370 440 470 470 440 440 470 470 470 470

4/2384 4/2231 4/2384 612997 612997 4/2231 4/2231 4/2231 612997 613564 612997 613564 613564 613564 815967 815967 815967 613564 613564 815967 815967 612997 613564 613564 613564 815967 815967 613564 815967 815967 613564 815967 815967 815967 613564 613564 815967 n.a. 4/ 2776 4/2776 4/2776 4/ 2776 4/ 2776 4/2776 4/ 2776 4/ 2776 4/ 2776

86,990 92,990 80,990 88,990 93,990

317 325 317 325 325

550 550 550 550 550

816162 816162 816162 816162 8161 62

~

Model

41 V200 double cab 4x4

ferrari.co.nz

4:i, x240 X200 452.500 534.000 585,000 635,000 693,100

California 458 Italia 458 Italia Spider

FF F12be<linetta

338 425 425 492 545

1as1· 1485 1430 1880 1525

485 814297 540 814499 540 814499 683 12/6262 690 12/6262

4.59. 3 .3 3.4 3.7 3 .1

13.1 06110 13.7 11.8 15.4 15.1

f iat.co.nz 500 1.4 Lounge 500 C convertible

Abarth 500 Eseesse Abarth 500 C Eseesse Abarth 695 Tribute Ferrari

26,990 29,490 74 29,990 32,490 74 42,990 118 46,990 118 79,990 132

131 131 230 230 250

4/1 368 4/1368 4/1368 4/1 368 4/1 368

930 1075' 1110'

10.5 11 .25· 8.16' 7.6 7.0

6.3 6.3 04/10 6.5 05/11 6.5 6.5

Sarina Spark COX BarinaSdr Sarin sedan

Cruze CD Cruze com

Cruze CD CRDi Cruze COX Cruze COX CADi

Cruze SRI Cruze SRl·V

m

Fiesta LX Fiesta L..X diesel Fiesta Zetec

Cruze hatch Cruze hatch CD CRDi

Fiesta ECOnetic Focus Ambiente Focus Ambiente wagon Focus Trend Focus Trend TDCi Focus Trend TOCi wagon Focus Sport Focus Titanium Focus Titanium sedan Focus ST Mondeo LX hatch Mondeo LX wagon Mondeo TDCi LX hatch Mondeo TDCi LX wagon

Mondeo EcoBoost Zetec hatch Mondeo TDCi Zetec hatch

Mondeo TDCi Zetec wagon Mondeo EcoBoost Titanium hatch Mondeo TDCi Titanium hatch Falcon XT EcoBoost Falcon XT EcoLPI

Falcon XR6 Falcon XR6 Turbo

G6E G6ETurbo Falcon XR6 ute Kuga

Territory TX RWD Territory TX AWO TDCi Territory TS RWD Territory TS RWD TDCi Territory TS AWD TDCi Territory Titanium RWD Territory Titanium AWO TDCi 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

23,990 25,490 26,990 25,990 27,490 30,990 32,990 34,990 35,990 38,990 40,490 41,990 46,990 46,990 52,490 42,990 44,490 45,990 47,490 47,990 49,990 51,490 52,990 54,990 48.490 50,490 53,990 58,990 58,990 63,990 45.990 53,990 49,990 59,990 54,990 59,990 64,990 59,990 69,990 40,290 46,990 42,690 44,690 46,1 90 48,190 52,790 57,090 54,090 56,090 58,690 60.690 64,290 66,290

89 66 89 66 92 92 125 120 120 125 125 125 184 118 118 120 120 149 120 120 149 120 179 198 195 270 195 270 195 147 195 140 195 140 140 195 140 147 147 147 147 147 147 147 147 147

151 200 151 200 159 159 202 340 340 202 202 202 360 208 208 340 340 300 340 340 300 340 353 409 391 533 391 533 391 320 391 440 391 440 440 391 440 470 470 470 470 470 470 470 470 470

4/1596 4/1580 4/1596 4/1 560 4/1 596 4/1596 4/1999 4/1997 4/1997 4/1 999 4/1 999 4/1 999 4/1999 4/2261 4/2261 4/1 997 4/1 997 4/1 999 4/1997 4/1 997 4/1 999 4/1 997 4/1 999 613984 613984 613984 613984 613984 613984 512522 613984 61271 0 613984 612710 612710 613984 612710 513199 513199 513199 513199 513199 5/3199 513199 513199 513199

6 6 6

6 6

7 6 6 6

1045 9.9 6.1 1144' 12.19' 4.4 07/11 1130' 11.38· 6.1 02/11 1100 12.3 3.7 1393 6.4 1340 6.4 1420 6.6 1538 5.4 1485 5.3 1420 6.7 1420 6.7 1426 6.7 1461' 6.68' 7.2 12/12 1699 9.3 1788 9.3 1806 5.6 1806 5.6 8.0 1754 5.6 5.6 1754 1655 1.a5· a.o 11111 1673• 9.53· 5.6 05/11 1648' 6.98' 8.1 07/12 1718 12.3 1754" 6.98• 10.2 07/12 1780. 5.1 9· 11.1 09/08 10.1 1795· 5.29' 11 .1 06/08 1762' 7.37' 11.5 1680' 9.38' 10.3 01/12 2002 10.6 2 142 8.2 2011 10.6 8.2 2072 2144 8.8 2011 10.6 2160· 10.17' 9.o 01111 192 1 8.4 2001 8.9 1944 8.9 2052 8.9 2044 8.9 2 112 8.9 1929 8.9 2139· 10.89' 8.9 2233 9.4

fpV.co.nz 71,990 77,990 87,990 96,990 96,990 64,990

GS F6 GT GT-P GT-E GSute

315 310 335 335 335 315

545 565 570 570 570 545

613984 613984 814998 814998 814998 814998

1535· 1a12· 6 6

1855'

5.38· 13.6 03/11 4.99· 12.3 1otoa 14.0 5.17' 13.7 01111 13.7 14.0

41 V2 40 dicab 4x4 41 V200 double cab 4x2 102

new zealand autocar

24,990 27,990 26,990

100 100 105

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Epica COX CRDi Epica CDXi CRDi Captiva52WD Captiva 5 AWD CRDi Captiva 7 SX 2WD

Captiva 7 ex AWD Captiva 7 LX AWD

Captiva 7 SX 2WD CRDi Capt iva 7 CX AWD CRDi Captiva 7 LX AWO CRDi Commodore Omega Commodore Omega LPG Commodore Ber1ina Commodore Bertina LPG Commodore SV6

Commodore SV6 LPG Commodore SS Commodore SSV Commodore SSV Red~ne Calais VS CalaisVV6 CalaisVVS Calais V VS Redline Omega Sportwagon Omega Sportwagon LPG

SV6 Sportwagon SV6 Sportwagon LPG SSV Sportwagon SSV Sportwagon Redline

Calais V Sportwagon V6 Calais V Sportwagon VB Calais V Sportwagon VB Redline

SV6 ute SSute SSV ute SSV ute Redline Caprice VS

Caprice V6 LPG Caprice VS 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 l.X Colorado crew cab 4x4 LT Colorado crew cab 4x4 LTZ Colorado 7 4x4 LT Colorado 7 4x4 LTZ

5.6 gas· 13.21· 5.6 01111 1227' 11.92' 6.8 11/11 1365 1391 1554 1403 1560 1404 1439• 10.39'

7.0 6.4 6.7 7.4 6.7 6.4 6.4 06/11 7.0 6.4 6.7 7.4 6.6 6 .6

1482. 12.48' 7.5 02/13 1495 1555· 1650' 1681 1886 1750 1885 1002· 1851 1944• 1948

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89,290 95,290 83,290 91,290 96,290

6 6 6 6 6

1783 1764 1764 1772 1833

13 .5 13 .5 13.5 13.5 13.7

06/07 11/08

07/11 09/11

07/12

03111

06/12 01/11

1V12

07/12


The ENZQ ne cannot deny the impact Enzo Ferrari has had on the world of motoring. On the road or track, the spirit of the Old Man lives on in the dream cars that bear the Ferrari name. The Enzo, of course, specifically honours his memory, a road car that was created to be the fastest and most advanced of its time. It followed on from the likes of the 288 GTO, which was arguably the first Ferrari hyper-car; the dazzling F40, the last production Ferrari to be personally signed off by Enzo himself; and the raw and raucous F50. As announced at the 2002 Paris Auto Show, its sole purpose was to give 399 of Ferrari's most loyal customers the definitive Formula One experience on the road and track. Michael Schumacher was on hand to develop the new Maranello masterpiece and to make sure every detail was in keeping with what Ferrari stood for. Subsequently, a 400th Enzo was made especially for the Vatican for charity. The Enzo's look was more functional than fashionable. Every crease and angle, from the front cooling ducts to the rear diffuser, was styled and wind tunnel-tested to increase the airflow and downforce and to eliminate drag. Many have criticised the Enzo for not being 'pretty' enough as a result. The heart of the car was a 6.0-litre Vl2 producing 485kW at 7800rpm, 650Nm of torque and the sort of blood-curdling noise

capable of waking the dead. The 0-lOOkm/h time was rated at 3.6 seconds, top speed was 350km/h and the six-speed Fl paddle-shift gearbox changed gears in 150 milliseconds. Other race-derived technology included the carbon fibre and honeycomb monococque chassis tub, pushrod suspension and 380mm carbon ceramic Brembo disc brakes. Under hard deceleration, the latter could distort the faces of occupants of the car to look like Droopy the dog, so powerful were they. Inside, the Enzo was a road-going racer in the purist sense. Everything which didn't relate to speed, power and driver involvement was deleted, meaning no radio, satellite navigation or rear visibility. The steering wheel featured LED shift lights on the rim to let the driver know when to up-shift, while a Race mode button initiated Ferrari warp drive. It's pretty hard to ignore the fact the Enzo is one of the all-time Ferrari greats, and its rarity keeps its pricing stratospheric. frC

GTS 25th Anniversary

Accent sedan 1.6 CRO i

0

SenatorE3

Grange E3

104,990 107,290 325 106,990 109,290 325 110,990 325

550 550 550

816162 816162 816162

6 6 6

1783 1794 1833

13.5 13.5 13.9

i30 1.8 i301.6CROi i30 ~ .8 Elite i30 1.6 CRDi Elite i30 wagon 1.6

Jazz 1.3S JazzS Jazz Sport

CityS City L Civic S Civic 2.0S

Civic 2.0N Civic IMAS

Civic EuroS Civic Euro L

Insight SX Insight E Insight N

CRV CRVSport CR-Z CR·ZSport CR-Z Leather CR-Z CR-ZSport CR-Z Leather

Accord Euro S Accord Eu"' L Accord Euro Tourer L Accord V6 Odysseys

24 ,700 27,500 24 ,700 27,500 29,500 26,900 29,500 32,875 32,900 34,900 38,500 39,990 43,500 32,900 34,900 38,900 35,600 38,800 40.000 39,900 48,900 42,000 44 ,100 46,500 42,000 44,100 46,500 43,700 47 ,200 51 ,000 53,200 56,600 47,000

73 88 88 88 88 104 114 114 82 104 104 72 72 72 114 140 91 91 91 91 91 91 148 148 148 202 133

127 146 145 145 145 174 190 190 172 174 174 167 167 167 190 220 174 174 174 167 167 167 234 234 234 340 218

4/1339 4/1497 4/1497 4/1497 4/1497 4/1799 4/1998 4/1998 4/1497 4/1 798 4/1798 4/1339 4/1339 4/1 339 4/1998 4/2354 4/1497 4/1497 411497 4/1497 4/1497 4/1497 4/2354 4/2354 4/2354 613471 4/2354

6 6

6 6 6

6 6

6

6

6

6

1050· 10.6· 5.8 06/11 1080 6 .4 11 15 6.7 11 10 6 .3 11 10 6.3 1209 6.8 1293 7.5 1293 7.5 1259• 10.83' 4.4 05112 1267' 9.07' 6 .1 08/12 1336 10.82' 6.5 10/12 1205 12.6 4.6 1215 12.6 4 .6 1215 12.6 4.6 1518 7.7 1477· 10.28· 8.7 10112 1154' 921· 5.0 02/12 1155 9.9 5.0 1155 9.9 5.0 1175 4.7 1175 4.7 1175 4.7 1518 8.6 1565' 8.80· 8.6 08/08 1524 9.1 1617' 7.56· 9.9 04111 1665 9.3

hyundai.co.nz i20GL i20 1.4

Accent hatch 1.6 Accent hatch 1.6 Elite

Accent hatch 1.6 CRO i Accent sedan 1.6 Accent sedan 1.6 Elite

25,490 25,990 25,990 26,990 31,990 35,990 35,990 31,990 35,990

73 73 91 91 94 91 91

136 136 156 156 260 156 156

4/1396 4/1396 4/1591 4/1591 4/1591 4/1591 4/1591

6 6 6

1061 6.0 1125' 12.47' 6 .0 07/11 6.4 1140 1140 6 .4 1140 5 .6 1140 6.4 1140 6 .4

i30 wagon CRDi Elantra Elantra Elne Elantra Elite Ltd Veloster Veloster EMte

Veloster Turbo

i452.0 i452.4 i45 2.4 Elite

i45 2.4 Elite Ltd i40wagon i401.7 CRDi i40 1.7 CR Di Elite i40 wagon1 .7 CRDi i40 wagon 2.0 Elite

i40 wagon1. 7 CROi Elne i40 wagon1.7 CRDi Elite Ltd ix35 2.0 2wd ix35 2.4 ix35 2.4 Elite

ix35 2.0R CRDi ix35 2.0R CRDi EHte Santa Fe 2.2R CRDi Santa Fe 2.2R CRDi 7 seats Santa Fe 2.2R CRDi Elite 7 seats

XF 2.0 i4 Luxury XF 2.20 Luxury XF 3.0 V6 Luxury XF 3.00 Luxury XF 3.00 S Luxury XFR F·Type F-Type S F-TypeV8S

XK coupe

35,990 34,490 35,990 38,490 39,990 39,990 43,990 36,490 37,990 40,490 41,990 35,990 39,990 41,990 39,990 44,990 49,990 49,990 42,990 45,490 49,990 52,990 44,990 46,990 51,990 47,490 48.990 49,990 53,990 59,990 40,490 45,490 49,990 50,990 54,990 59,990 60,990 66,990

94 110 94 110 94 88 94 110 110 110 103 103 150 119 148 148 148 130 100 100 100 130 100 100 129 130 130 135 135 145 145 145

260 178 260 178 260 156 260 176 176 176 167 167 265 194 250 250 250 213 320 320 320 213 320 320 197 227 227 392 392 436 436 436

411591 411797 411582 411797 4/1582 411591 411582 411797 411797 4/1797 4/1591 411591 4/ 1591 411998 4/2359 4/2359 4/2359 4/ 1999 411685 4/1685 411685 411999 4/1685 411685 4/1998 4/2359 4/2359 4/ 1995 4/1995 4/2199 4/2199 4/2199

90,000 90,000 95,000 100,000 115,000 160,000 140,000 155,000 180,000 175,000

177 140 175 170 202 375 250 280 364 283

340 450 293 500 600 625 450 460 625 515

411999 4/2179 612967 6/2720 612720 8/5000 612995 612995 815000 8/5000

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

6

7

6

6

6 9

9 9

6

6 6 6 6

5.6 1140 1225 6.5 1366• 10.30· 4.5 09/11 1240 6.9 5.6 1310 1350 6.7 1467 4.5 1220 7.1 1220 7.1 1297' 9.73' 7.1 09/11 1215 6.4 1265 6.4 1355· 7.65· 6.8 1516 7.6 7.9 1545 1513' 9.05' 7.9 0 7/10 1545 7.9 1441 7.5 1507 5.6 6.0 1626 1514 5.6 1595 7.7 6.0 1659 1659 6.0 1417 8.5 1516 9.0 1585 9.0 1636 7.5 1643• 8.85' 7.5 09/10 1871 7.4 1900 7.5 1984' 9.69. 7.5 04/10

1780' 1 e29· 6 6 6 6 4 4 4 4

181 0 1905' 1891 1597 1614 1665 1660

7.21 • 8.42' 8.3 7.1 6.63' 4.9 5.3 4.9 4.3 5.5

6.2 5.4 10.5 6.3 6.3 12.5 9.0 9.1 11.1 11.2

new zealand autocar

03/13 05112 04/12 09/12

103


~

0 0

~

Model

XK convert ible

XK R coupe XK A convertible

XKR-S coupe XJ 3.00 Premium Luxury XJ 3.0 D Premium Luxury LWB XJ 5.0 VB SC Portfolio XJ 5.0 VB SC Supemport XJ 5.0 VB SC S upemport LWB

190,000 195,000 210,000 260,000 155,000 162,500 200,000 245,000 260,000

283 375 375 405 202 202 346 375 375

5 15 625 625 680 600 600 575 625 625

815000 815000 815000 815000 812720 612720 815000 815000 815000

jeep.co.nz Patriot Sport 2.4 Patriot2.4 Ltd Compass Ltd

Cherokee Sport V6 Cherokee Ltd VG

Cherokee Ltd CAD Wrangler Renegade 2dr Wrangler Rubicon 2dr Wrangler Renegade 4dr Wrangler Renegade 4dr CAD Wrangler Rubicon 4dr

39,990 43,990 43,990 48,990 53,990 58,990 51 ,990 55,990 56,990 61,990 60,990

125 125 125 151 151 130 208 209 209 209 209

220 220 220 31 4 3 14 460 352 347 347 347 347

4

6 6 6 6

1696 1850' 1800 1753 1895' 18 13 1949' 1892 19 15

5.6 4.70" 4.8 4.4 7.15' 6.4 4.94" 4.9 4.9

11.2 12.3 11/09 12.3 12.3 7.0 11/10 7.2 12.1 01/11 12.1 12.1

JeeP.

4/2360 4/2360 4/2360 813700 613700 4/2768 613604 613805 613805 613805 613605

4 4

4

11.3 9.7 1490 1575' 10.24' 8.9 10/07 1570 8.7 11.7 1935 1988' 10.87' 11.7 10/08 1985 9.4

Grand Cherokee Laredo V6 Grand Cherokee Laredo CAD Grand Cherokee Ltd VG Grand Cherokee Ltd VS Grand Cherokee ltd CAO Grand Cherokee Over1and VB Grand Cherokee Over1and CAD Grand Cherokee SRT8

2 2

Picanto EX

Rio LX ISG RioLX Rio EX

22,990

Rio LX diesel

24,990

new zealand autocar

64,990 69,990 79,990 88,990 91,990 91,990 96,990 106,990

21 0 177 2 13 262 177 262 177 344

374 550 347 520 550 520 550 624

613604 612987 613604 815654 612987 815654 612987 816424

64 64 64 80 80 80 66 95 115 115 115 115 115 115 148 148 148 202 202 122 122 130 130 135 135 130 130 145 145 145 145 145 145

123 123 123 137 137 137 220 157 194 194 194 194 194 194 250 250 250 343 343 197 197 227 227 392 392 227 227 436 436 445 445 445 445

4/1 250 4/1250 4/1 250 4/1 396 4/1 396 4/1 396 4/1396 4/1591 4/1998 4/1998 4/1998 4/1998 4/1998 4/1998 4/2359 412359 4/2359 613470 613470 4/1998 4/1998 412359 4/2359 4/1995 4/1995 4/2359 4/2359 4/2199 4/2199 412199 4/2199 4/2199 4/2199

447,000 497,000 517,000 567,000 675,000

4 19 4 19 419 419 5 15

540 540 540 540 690

10/5204 10/5204 10/5204 10/5204 12/6498

66,000 66,000 99,500 124,000 80,000 96,500 88,500 103,000 88,500 103,000 12B,OOO 138,000 179,000 195,000 210,000 255,000

90 90 90 90 110 177 140 180 110 110 140 140 177 177 180 276 375 190 250 375

360 360 360 360 420 340 440 600 400 400 420 420 340 340 600 510 625 600 700 625

4/ 2401 4/ 2401 4/2401 4/2401 4/ 2179 4/1 999 612720 612993 4/ 2179 4/ 21 79 4/ 2179 4/ 2179 4/1 999 4/1999 612993 815000 815000 612993 814387 815000

55,000 71,100 72,500

73 73 73

142 142 142

4/1 798 4/1798 4/1 798

30, 490 28,990 30,990 34,990 30,990 34,990 34,990 41,990 46,990 50,990 45.990 51,990 34,240 38,240 43.240 47,240 48,240 52,240 46,490 49,490 50,690 53,690 58,690 60,490 63,490 66,1 90

Cerato hatch EX Cerato hatch SX Cerato sedan L.X Cerato sedan SX Cerato Koup SX

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104

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23, 490 25,790

Sportage 2.0 LX 2wd Sportage 2.0 EX 2wd Sportage 2.4 EX Sportage 2.4 LTD Sportage R EX C RDi Sportage R Ltd CRDi Sorento LX 2wd Sorento LX Sorento R L..X CRDi 2wd Sorento R LX CRDi Sorento R EX CRDi Sorento R LTD CRDi Urban Sorento R LTD CRDi

and Rover's Discovery has had a tickle-up. This comprises a few new additions, chief among those, an 8-speed auto. The MY13 Discovery range is now a two-model Line-up: a 155kW/520Nm, 3.0-litre V6 TDI SE, at $99,500, and a $124,000 HSE featuring a more powerful 183kW/600Nm tune of the same engine and more kit. The eight gears help to lower consumption, which is now rated at 8.8L/ lOOkm for both models. The SE model features the same off-road hardware as the HSE, including the air springs, as well as 19-inch wheels, keyless start, leather and Bluetooth, but misses out on the HSE's rear-view camera, electric seats and touchscreen navigation, among other things. While the outward changes are minimal, the interior has been spruced and gets a rotary gear selector, paddle shifters and an updated touchscreen-controlled infotainment system. lfyou head to Fieldays, you could pick up a special Black Edition of the Disco, which, as the name suggests, colours all the exterior features (door handles, grilles, vents and the like) black and adds 20-inch wheels, also coloured black. Another special is the Dynamic Edition of the RR Sport TDV6, which adds a raft of interior and exterior cosmetic upgrades to the standard model. Priced at $138,000, it should help sell a few more before the new Range Rover Sport arrives early next year. For the true Land Rover enthusiast, the I.XV Defender will commemorate 65 years of the brand. A handful of90s and llOs will be available with superficial cosmetic upgrades; these will cost in the region of$80,000. ffC

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18,990 20,990

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Soul 2045'

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lamborghi ni.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

4

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10.6 10.6 10.0 9.87 ' 8.85'

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01/11 08/12

01/13

land rover.co.nz 68,500 71,500 71,500 71,500 Freelander 2 TD4 Freelander 2 Si4 Discovery 4 TDV6 SE

[J;scove.y 4 SDV6 HSE Range Rover Evoque TD4 Pure Range Rover Evoque T04 Dynamic Range Rover Evoque SD4 Pure Range Rover Evoque $04 Dynamic Range Rover Evoque Si4 Pure Range Rover Evoque Si4 Dynamic

Range RovOf Sport TDV6 Range RovOf Sport VB Range Rover Sport VB supercha rged Range Ro-IDV6 HSE Range Rover SDV8 Vogue

Range RovOf Vogue SE Supercharged

7 7

6

8

1886" 16.78' 1884 2041 2120 1770 11.2 7.0 8.8 9.6 12.7 10.2 2610' 9.25' 9 .3 1715 9.6 6.5 1715 9.6 6.5 1715 8.5 6.5 1873 8.55 6.5 1670 7.6 8 .7 1670 7.6 8.7 2561" 8.84' 9 .2 2489 7.6 13 .9 2590 6.2 14.9 2160 7.9 7.5 2597' 7.24' 8.7 5.4 13.8 2330

02/08

02110

01/12

05/10 04/13 -

leXUS.co.nz CT200h CT200h Ltd CT200h F Sport

7 7

10.3 4.1 1465 1465 10.3 4.1 1465' 11.90' 4.1 06/11


IS250

63, 790

153

252

612500

1625

8.1

IS250 Ltd

80,790

153

252

612500

1590'

8.34.

9. t

IS250 F Sport

82,190

153

252

612500

1625

8.1

9.t

IS250C

89,200

153

252

612500

IS250 C Ltd

97,400

153

252

612500

1750 1750·

8.76'

15350 Ltd

96,000

233

378

613500

1645

5.6

15350 F Sport

97,400

233

378

613500

16t2'

5.89'

ISF

145,900 3 11

505

814969

17t5"

4.95' 11.4 04/t2

GS250

103,400 154

253

612500

to

1675

8.75'

GS250FSport

109,400 154

253

612500

10

1720

8.8

9.3

GS350

118,400 233

378

613456

10

1650

6.3

9.7

GS350FSport

126,400 233

378

613456

10

1740

6.3

9.7

GS450h

135,400 252

n.a

613456

to

1881

6.07'

GS450h F Sport

143,400 252

n.a

613456

to

1910

6.1

6.3

RX350

101,400 204

346

613456

8

1975

8.0

10.8

RX350 F Sport

108,400 204

346

613456

1975

8.0

10.8

RX350 Ltd

117,400 204

346

613456

2085

8.0

10.8

RX450h SE

125,400 220

n.a

613456

2110

7.8

6.4

RX450h F Sport

127,400 220

n.a

613456

2110

7.8

6.4

RX450h Ltd

135,400 220

n.a

613456

2205

7.8

6.4

LX570

196,900 270

530

815663

14

2740

7.98' 14.5 07/12

LS460

199,500 285

493

814608

12

2080

6.54' 11.1

LS460 F Sport

209,500 285 304,500 327

493 520

814608 814969

12 12

2080 2413·

6.so·

LS600hL

9.1 04/09

9.3 9.3 09109 9. 4 9. 4 03/tl 9.3 09/12

6.3 08/12

11.1 8.6 04113

maserati .co.nz GranTurismo

275,000 298

1945'

5.2

295,000 323

460 490

814244

GranTurismo S auto

814691

1880

5.0

14.3 04/08 15.2

GranTurismo SMC supershift

325,000 323

490

814691

1930'

4.9

16.4 02/09

GranTurismo MC Stradale

350,000 331

510

814691

1770

4.6

14.4

GranCabrio

310,000 323

490

814691

1980

5.4

15.2

GranCabrio Sport

320,000 331

510

814691

1980

5.2

15.2

Quattroporte

248,000 295

460

814244

1990

5.6

14.7

Quattroporte Sport GT-S

295,000 323

490

814691

1990

5.1

15.7

mazda.co.nz Mazda2 Classic

23,245 24,645

76

137

4/1498

1045'

11.53' 6.4 11/10

Mazda2 Sport

25,155 26,555

76

137

4/1498

1036'

9.57'

Mazda3 sedan GLX

32,795

108

182

4/1999

1292

8.2 8.2

6.4 11/07

Mazda3 sedan GSX

35,295

108

182

4/1999

Mazda3 sedan SP25

41,195

122

227

4/2488

Mazda3 sedan SP25 Ltd

44,195

122

227

4/2488

Mazda3 hatch GLX

31,695 32,795

108

182

4/1999

Mazda3 hatch GSX

35,295

108

182

4/1999

1307 1400 1400 1281 1319

Mazda3 hatch GSE Skyactiv

37,395

113

194

4/1998

1346

6.2

122 122

227 227

4/2488 4/2488

1369

8.6

Mazda3 hatch SP25 Ltd

39,695 41,195 44,195

1406

Mazda3 hatch MPS

49,195

190

380 184 226 226

4/2260

1464'

Mazda3 hatch SP25

Mazda6 GLX sedan

41 ,945

108

Mazda6 GSX sedan

43,945

125

Mazda6 LTD sedan

50,345

125

Mazda6 GSX sporthatch

45,895

125

226

4/2488

Mazda6 LTD sporthatch

49,595 51,095

125

226

4/2488

43,795

108

184

4/1998

45,695

125

226

4/2488

1498'

118

188

4/1998

1129

Mazda6 GLX sportwagon Mazda6 GSX sportwagon

8.6 8.6 8.4 8.4

8.6 6.86'

4/1998 4/2488

9.9 09/09 8.2

1435 '

8.56'

4/2488

8.7 09/10 8.7 8.8

1528'

9.78'

8.8 11/11 8.5

8.87'

8.9

10/10

MX·5

51,100

MX-5 coupe

55,190 57,240

118

188

4/1998

1t64'

7.31'

RX·8 Spirit A

56,695

170

211

2/1308

1397'

6.95' 12.9 05112

8.5 8.5 Ot/13

CX·5GLX

39,690

114

200

4/1997

1475

6.4

CX·5GSX

41,390

114

200

4/1997

1460'

10.10· 6.4 06112

CX-5 GSX 4x4

43,390

113

198

4/1997

1543

6.9

CX-5 GSX 4x4 diesel

46,990

129

420

4/2184

1637

5.7

C X-5 Ltd 4x4

52,990

113

198

4/1997

151>4' 10.59' 6.9 08/12

C X-5 Ltd 4x4 diesel

55,990

129

420

4/1997

1662'

CX-9

65,490

204

367

613726

2054'

8.15'

5.7 06112 1t.3 01113

BT-50 Freestyle cab 4x2 GLX

40,295

147

470

513199

8.4

BT-50 Double cab 4x2 GLX

42,695 44,195

147

470

513199

8.4

BT-50 Double cab 4x2 GSX

46,195 48,195 51,795

470 470

513199 513199

8.4

BT-50 Freestyle cab 4x4 GLX

147 147

BT-50 Double cab 4x4 GLX

52,995 57,595 59,595

147

470

513199

8.4

147

470

513199

62,395

147

470

513199

BT-50 Double cab 4x4 GSX BT-50 Double cab 4x4 Ltd

8.4

2172'

8.4 10.31' 8.9 Ot/12

mercedes-benZ.ca.nz A180

46,900

200

4/1595

1370

9.1

5.8

54,900

90 115

A200 A200CDI

250

4/1595

1370

8.3

6.1

54,900

100

300

4/1796

1475

9.2

4.6

Huge number of Scalextric cars available. Visit www.scalextric.co.nz for list of stockists. at www.mags4gifts.eo.nz/autocar

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197,900 124,900 152,900 184,900 184,900 179,900 249,900

380 195 165 225 285 155 373

700 620 510 700 530 540 700

815461 612987 612987 813996 815461 612987 815439

29,990 31,990 34,990 29,990 31,990 34,990

118 118 118 118 118 118

215 215 215 215 215 215

4/1 796 4/1 796 4/1 796 4/1796 4/1796 4/1 796

1475 1480 1485 1485 1490 1495

29,200 31,200 36,200 39,200 40,600 43,600 44,200 47,200 54,800 51 ,200 54.200 55,800 58,800

72 88 82 82 128 155 135 135

153 160 270 270 240 280 240 240

4/1 598 4/1598 4/1560 4/1 995 4/1 598 411598 4/1 598 4/1 598

10.5 5.4 1140 9.1 5.8 11 78' 10.08' 4.4 02/09

62,200 67,200 41,200 44,200 45,600 48,600 49,200 52,200 46,200 49,200 54,200 57,200 45,900 48,900 49,200 52,200 52,900 51,900 54,900 54,200 57,200 57,200 60.200

155 155 88 82 82 128 88 128 90 82 82 82 82 135 135

280 280 160 270 270 240 160 240 160 270 270 270 270 240 240

411598 4/1 598 4/1 598 411560 411995 411598 411598 411598 4/1598 4/1560 4/1995 4/1560 4/1995 4/1598 4/1598

1213' 6.96' 7.1 04112 1185 6.5 1258' 11.37' 6.8 05/08 1250 10.4 4.1

59,990 23,490 28,590 30,690 33,290 36,290 40,890 51 ,990 30,690 33,290 36.290 40,890

47 58 58 115 115 115 127 180 115 115 115 127

~

Model

A250 Sport 8180 8200 8200CDI C200CGI C200CDI C250 CGI Elegance/Avantgarde C250 COi Elegance/Avantgarde C300 Elegance/Avantgarde C350 COi Elegance/Avantgarde

C63AMG C200 CGI estate C200 COi estate C250 CGI Elega'loelAvantgaide estate C250 CDI EJegmce/Avantgade estate C180 CGI coupe C250 CGI coupe C250 COi coupe

C350 CGI coupe C63 AMG coupe E250 CGI Executive E250 COi Executive

E250 CDI Elegance/Avantgarde E250 CGI Elegance/Avantgarde E350 CGI Elegance/Avantgarde E350 CDI Elegance/Avantgarde E500 Elegance/Avantgarde

E63AMG E250 CGI Executive estate E250 COi Executive estate

E250 CDI Elegance/Avantgarde est E250 CGI Elegance/Avantgarde est E350 CGI Elegance/Avantgarde est ESOO Elegance/Avantgarde estate E63 AMG estate E250 CDI coupe E250 CGI coupe E350coupe E500coupe E250 CGI cabriolet E350 cabriolet

ESOO cabriolet

CLS350CGI CLS350CDt CLSSOOCGI CLS63AMG S350CGI 5500

S63AMG S600LW8 CL500CGt CL600 CL 6JAMG SU< 200 roadster SU< 350 roadster

SLS AMG Gullwing R350CDISW8 ML 250 81ueTEC ML 250 BlueTEC Exclusive

ML 350 81ueTEC ML 350 81ueEFFICIENCY ML 500

106

new zealand autocar

64,900 49,900 56,900 56,900 69,900 72,500 84,900 87,500 99,900 109,900 166,900 72,900 75,500 87,900 90,500 69,900 86,900 89,500 112,900 168,900 106,900 106,900 122,900 122,900 142,900 142,900 176,900 248,900 116,900 116,900 132,900 132,900 152,900 186,900 258,900 123,900 123,900 143,900 176,900 135,900 155,900 188,900 162,000 162,000 197,000 277,000 210,000 265,000 365,000 385,000 285,000 395,000 385,000 88,500 130,900 460,000 124,900 99,900 112,900 122,900 122,900 150,900

155 90 115 100 135 100 150 150 185 195 336 135 100 150 150 115 150 150 225 336 150 150 150 150 200 170 285 386 150 150 150 150 200 285 386 150 150 200 285 150 200 285 225 195 300 386 225 285 386 380 320 380 400 1 35 225 420 165 1 50 150 190 225 300

350 4/1 991 200 4/1 595 250 4/1 595 300 4/1 796 270 4/1796 330 4/2143 310 4/1 796 500 4/21 43 340 613498 620 612987 600 816208 270 4/1796 330 4/2143 310 4/1796 500 4/2143 250 4/1796 310 4/1796 500 4/2143 370 613498 600 816208 310 4/1796 500 4/2143 500 4/2143 310 4/1 796 350 613498 540 612987 530 8/5461 630 816208 310 4/1 796 500 4/2143 500 4/2143 310 4/1 796 350 613498 530 815461 630 816208 500 4/2143 310 4/1796 350 613498 530 815461 310 4/1 796 350 613498 530 815461 370 613498 620 612987 600 814663 700 815461 370 613498 530 815461 630 816208 830 12/5513 530 814663 830 12/5513 630 8/5461 270 4/1 796 370 613498 650 816208 510 612987 500 4/2143 500 4/2143 620 612987 370 613498 600 814663

9 9

11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 11 9

11 11 11 11 9

8 8 8 6

8

1445 1395 1497' 1475 1470 1542 1480 1675' 1565 1682 1716 1565 1645 1575 1675 1520 1550 1655 16 15 1730 1650

6.6 10.2 8.90' 9.3 8.2 9.1 7.4 7.31'

4.5 8.1 9.5 7.4

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8.9 7.2 7.1 6.0 4.5 7.5 7.8 8.1.

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28,590

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08/12

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08/10 03/10

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28,590

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39,390

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11 13' 14.36' n.a. 01 /11 890 4.6 901' 12.52' 4.9 04/13 1295 7.6 1295 7.6 1335 8.2 1415 8.7 1562' 5.79' 10.0 12/08 1355 7.9 1355 7.9 1405 8 .3 1431. 9.27' 8.8 02/09


36,690 40,590 38,890 43,990

l>SX LS 2wd l>SX Sport 2wd l>SX LS l>SX Sport l>SX Sport diesel

47,990 39,990 43,990 47,490 54,490 49,990

Outlander LS 2 .0 2wd Outlander LS Outlander XLS Outlander VAX

Outlander VA 2.20

56,990 58,290 63,390 75,690 86,890 86,890

Outlander VAX 2.2D Challenger GLS Challenger EXC Paje<o LWB GLS DID Paje<o LWB Exceed Paje<o LWB Exceed DID

&

Triton double cab 4x2 GL

Triton double cab 4x2 GLX Triton double cab 4x2 GLS

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Triton double cab 4x4 GL

Triton double cab 4x4 GLX Triton double cab 4x4 GLS

39,890 42,990 45,990 46,990 51,090 54,190

44,990 48,090 53,190 56,190

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10.22· 7.9 03111

112 112 112 112 112 112 126 126 126 112

200 200 200 200 305 193 224 224 224 366

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112 133 133 150 184 150 102 102 102 133 133 133

366 356 448 329 448 319 319 319 407 407 407

412268 6/2477 6124 77 413200 613828 413200 412477 412477 412477 412477 412477 412477

136 136 174 174 176

411498 411498 411 797 411797 4/1797

6 6 2

1005 13.7 6.6 1005 13.7 6.6 1120 7.6 1193· 10.15· 1.s 04/06

4

153 153 196 196 196 326 280 363 363 612 198 226 226 320 320 336 450 380 304 304

4/1598 4/1598 411997 411997 411997 613498

6 6

1250 1172 11.5' 6 .3 1225· 10.82· 6 .3 04112 1455 7.6 1467' 10.99' 7.6 08/10 1523' 10.86· 8.0 10/10 1583' 6.77' 10.2 07109 n.a. 1542' 529' 10.4 08/09 1609' 6.02' 10.9 03110 3.0 12.0 1481' 11.03' 8.5 08/12 1525 9.5 1609' 9.99' 9.3 05/10 1714' 10.22' 7.4 11109 17 14' 10.22' 7.4 12110 1909' 8.42' 10.9 2212 9.0 2494' 16.12' 10.6 12104 1665 8.0 1765 9.2 1887 8.3

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1385 7.9 1455• 10.13' 8 .1 12110 1450 8 .1 1563' 10. 16' 5 .9 10/10 1420 6 .6 1490 7.5 1555 7.5 1555• 9.69. 7.5 04113 1635 1659'

9.39.

5 .8 5 .8 03/13

9 .8 2090 2115· 12.34· 9 .8 05/10

6 6 6 6

2260 2225 2310 1755 1750 1750 1760 1885 2021'

9.2 13.5 9.2 8.2 8.2 8.2 8.1 8.1 10.94· 8.3 02110

n1ssan.co.nz Miera 1.5ST

22,600

Miera 1.5Ti

24,100 31,300 34,100

&

Tiida ST sedan/hatch

~ Tiida Ti hatch

4. Wingroad ST-L

Navara ST-X double cab 4x4 550

34,400 31,990 33,990 37,700 40,800 40,800 52,990 69,700 75,700 77,700 82,800 189,900 36,990 38,990 43,990 49,990 46,990 51,990 65,950 76,900 78,300 34,450 44,500 39,900 41,900 42,900 44,900 45,990 47,990 48,490 50,490 49,490 51,490 52,490 54,490 57,490 59,490 67,990

208 1.2 Active

23,990

Juke ST

Juke Ti Qashqai ST Qashqai Ti

Qashqai +2 ST Maxima350L

LEAF 370Z 370Z Roadster GT-A

X-Trail2wd X-Trail ST-L

X-TrailTi

X-Trail TS TDi X-Trail Tl TOi Murano Pathfinder 450T

Patrol 3.0 TDi ST-L

A 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

75 75 93 93 94 85 85 104 104 104 185 90

245 245 390 102 125 125 110 110 191 140 118 98 98 106 126 120 126 106 126 140 170

n.a.

403 450 550

613696 613696 613799 411997 412499 412499 411995 411995 613498 412488 412953 412488 412488 412488 412488 412488 412488 412488 412488 412488 612991

60 88 88 88

118 160 160 160

411 199 411598 411598 411598

88 115 120 115 120 120 115 115 115 120 110 110 110 146 115 88 120

160 240 340 240 340 340 240 240 240 340 197 197 197 275 240 160 340

411598 411598 411997 411598 411997 411997 411598 411598 411598 411997 411998 411998 411998 411598 411598 411598 411997

356

403 403 403 356

2 6

6 6

2035 2035

8.4 9.8

1974 9.8 2115' 10.47' 8.5 08/10 2234• 9.W 9.3 05112

peugeot.ca.nz 209 1.6 Active 209 1.6 Alture 209 1.6 Alture 3 door

25,990 28,990 29,990

309Access

29,990 33,990 36,990 35,990 38,990 39,990 45,990 36,990 39,990 42,990 37,990 39,990 45,990

308Act ive 308 Active HDi

308 Allure 308 Allure HDi 309 Active SW HDi 309CC

3008 Active 1.6 3009Sport 1.6 3009 Sport 2.0 HDI

4008 Active 2wd 4009 Allure 2wd

4008 Feline 4wd ACZ ACZ

508 1.6 Active 508 2.0 HDi Allure

49,990 49,990 46,990 54,990

6 6 6 6

975 1090 1090 1158' 10.78'

4.5 6.7 6.7 6.7 11112

1387 1443 1503 1443'

7.2 6.7 6.1 6.7 1503 6.1 1678 6.7 1591' 10.09' 7.7 02111

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57,990 65,990 68,990

120 150 150

340 450 450

4/1997 412179 4/2179

6 6

1615 1693'

11.6 a .36'

5.0 5.7 07/11

Boxster Boxster S

Cayman Caymans Cayman A 911 Carrera 911 Carrera cabriolet 911 Carreras

911 Carrera S cabriolet 911 Turbo 911 Turbos Cayenne Cayenne diesel Cayennes Cayenne S Hybrid CayenneGTS

Cayenne Turbo

Panamera Paname<a diesel Panamera4 Panamera S Panamera4S

Panamera S Hybrid Panamera GTS

Panamera Turbo Panamera Turbo S

195 232 195 235 243 257 257 294 294 368 390 220 176 294 219 309 368 220 1a4 220 294 294 219 316

280 360 300 370 370 390 390 440 440 650 700 400 500 500 580 515 100 400 550 400 500 500 520

612706 613436 612a93 613436 613436 613436 613436 613800 613800 613800 613800 613598 612967 814806 612995 814808 814806 613605 612967 613605 814806 814806 612995 814808

350,000 368 399,ooo 405

100 150

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a.2 a.o 9.1 9.4 9.7 9.0 9.2 9.5 9.7 11.6 11.4 9.9 7.4 10.5 a.2 10.7 11.5 9.3 6.5 9.6 10.s 11.1 7.1 10.9

Megane luxury pack MeganeCC

Megane RS265 Cup Megane RS265 Trophy Koleos 2.5 4x2

Koleos 2.5 4x4 Koleos 2.0 4x4 Fluence

31,990 34,990 39,990 54,990 53,990 59,990 37,990 43,990 49,990 34,990

4.2 3.a

11.5 11.5

Korando Sports 4x4 SPA TDI Kyron Sports Kyron Sports

36,990

07/09 06/11

&,Rexton Teammate

$39,990

RextonW RextonW &,Actyon Workmate

05/1 2

102 102 103 197 197 126 126 110 103

195 195 195 360 360 226 226 320 195

4/1997 4/1997 411997 411998 411998 4/2488 412488 411995 411997

6 6 6 6 6 6 6 6 6

Actyon Sports 4x2 Actyon Sports 4x4 Actyon Sports SPR 4x4

550,000 625,000 POA POA POA POA

GhostEWB Phantom Series II Phantom EWB Phantom Drophead Coupe Phantom Coupe

420 420 33a 33a 33a 33a

780 780 720 720 720 720

12/6591 1 2/6591 12/6749 12/6749 12/6749 12/6749

6 6 6 6 4 6

5.10' 5.0 5.9 6.1 5.a 5.a

01110

13.6 06/12 13.7 14.a 03/13 14.9 14.a 14.a

skoda.co.nz Fabia hatch 1.6 Fabia hatch vRS YetiTS177 Yeti TOI 4x4

Octavia liftback TSI 90 Octavia liftback TOI 77

45,500 34,500 36,500

Octavia littback TSI 118 Octavia liftback vRS TSI Octavia littback vRS TOI

Octavia combi TSI 90 Octavia combi TOI 77

49,500 51,500 37,000 39.000

Octavia combi TSt 118 Octavia Scout Octavia combi vRS TSI

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108

new zealand autocar

49,000 52,000 54,000

23,900 35,500 37,500 4a,ooo 37,000 39,000 41,500 52,000 54,000 39,500 41 ,500 44,000 5 1,500 54,500 56,500 46,000 4a,500 59,500 66,500 4a,500 51,000 62,000 63,000 69,000

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32,990 36,990 39,990 45,990

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191 191 360 360 360 310 340 340 340 402 360 360 360 360

4/1 998 4/1 998 4/1998 4/1998 4/1998 4/1 99a 512696 512696 512696 512696 4/1 998 4/1 998 4/1998 4/1998

110 126 126 126 177 108 110 110 110

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lmpreza 2.0i hatch

341990

361990

110

196

4/1995

lmpreza 2.0i·L hatch

37,990 39,990 44,990 34.990 37,990 39,990 44.990 48,990 49,990 49,990 63,490 63,490 72,990 72 ,990

39,990 41,990 46,990 36.990 39,990 41,990 46,990 49,990

67,990 61,490 61,490 67 ,490 67,490 4a,990 53,990 69,990 51,990 63,490 63,490 69,990 69,990 49,990 54,990 57,990 61,990 69,990 71,990

110 110 110 110 110 110 110 147 195 195 221 221 221 221 123 123 123 110 191 195 195 123 123 191 110 195 195 123 123 110 191 191 190

196 196 196 196 196 196 196 205 343 343 407 407 407 407 229 229 229 350 350 350 350 229 229 350 350 350 350 229 229 350 350 350 350

4/1995 4/1995 4/1995 4/1995 4/1995 4/1995 4/1995 4/199a 412457 4/2457 4/2457 4/2457 4/2457 412457 4/2457 412457 4/2457 4/199a 613630 4/2457 4/2457 4/2457 4/2457 613630 4/199a 4/2457 4/2457 4/2457 4/ 2457 4/1998 613630 613630 613630

1498 7.2 152a a.1 1534• 9.44· a.1 04/13 152a a.1 1647 7.40' a.5 02/1 3 1550 5.9 1430' 11.70' 7.3 05/12 1395 7.0 1405 7.0 1305 7.1 1371' 10.35' 7.1 06/12 1340 7.1 1340 7.1 7.1 1305 7.1 1295 1340 7.1 1340 7.1 1264. 7.79 ' 7.1 02/1 3 1429· 5.11· 10.4 12110 1475 10.4 1526' 5.29 ' 10.5 10110 1520· 6.31· 10.5 10/10 1525 10.5 1516' 5.1a· 10 .5 02/0a 1469' 9.71' a.9 04/10 1537' 9.41' a.9 10/09 9.0 1490 14a7 5.9 1592' 7.29' 10.3 12112 1513' 5.67' 9.a 6.3 9.8 9.5 a.9 1490 9.0 10.3 1529 -s 6.1 6.3 9.a 6.3 9.a 1549· 9.98· a.9 12/09 1569' 9.86' a.9 07/1 2 157a· 9.65' 6.4 12/09 7.6 10.3 1620· 1.35· 10.3 06/10 1910' 9.01· 11.6 05/0a

17,250 19,550 1a,990 20,500 21 ,990 20,500 22,500 23,990 23,500 24,990 27,500 28,990 25,990 27,990 27,990 29,990 27,990 29,990 31,990 29,990 35,990 37,990 41,990 43,990 48,500 19,990 22,990 24,500 31,690 33,190 37,990 39,500 41,990

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39,990 44,990 47,990 54,990 59,990

Forester 2.5i Sport 09/10 10111

1357 a.2 1361. 9.97' a.2 06/11 1620· 11.35· a.1 01111 1374 6.0 a.2 1401' 6.35' a.2 10/12 1553 9.3 1613 9.5 1713 7.1 1377' 9.45' 7.a 07111

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XV2.0i XV2.0i· L XV2.0i·S

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BRZ WAX hatch WRXsedan WRX STl sedan

WAX STI hatch WRX STl Spec·R sedan WAX STl Spec·R hatch

02/11 06/11 03/1 0 06/11

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Legacy wagon 2.Si sport Legacy wagon 2.Si premium Legacy wagon GT Eyesight

Legacy wagon 2.0D Legacy wagon 2.SGT spec B Legacy wagon 2.SGT spec B prem Outback 2.Si Outback 2.Si premium

Outback 2.00 Oulback 3.6A Oulback 3.6A Eyesight Tribeca

SwiftGLX Swift ltd

02/09 01111

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08/11

63,490 63,490 74,990 74,990 48,990 48,990 53,990

50,990

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03/11 06/11

49,990 38,990 40,990 44,990 4a,990

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31,990

09/12

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29,990

Korando Sports 4x4 TOI

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new zealand autocar

109


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RS125

$9,995

125cc/1

n/a

805mm

harley-davidson XL883L Super Low XL883N Iron 883

$14 ,495 $14 ,495

883ccN2 883cc/V2

255kg 260kg

681mm 73Smm

260kg

7 10mm

Pegaso 650 Factory

$13,990

660cc/1

n/a

820mm

Shiver 750

$15,995

189kg 194kg

arnmm 810mm

XL 1200C 1200 Custom

$17,150 1202ccN2

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$19,995 1700ccN2

345kg

720mm

VN900 Classic LT

$19,560

903ccN2

253kg

680mm

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S 15,595

903ccN2

253kg

680mm

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$13,995

903ccN2

249kg

685mm

$8,995

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199kg

715mm

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$29,995

1352cc/14

280kg

8 15mm

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$23,995

1352cc/14

21 Skg

BOO mm

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$25,995

1352cc/14

215kg

BOO mm

ZX-10R

$26,495

998cc/14

179kg

830mm

ZX-10R ABS

$28,995

998cc/14

179kg

830mm

ZX1000 Ninja 1000

$21 ,495

1043cc/14

228kg

820mm

ZX1000 SX ABS

$22,995

1043cc/14

231kg

820mm

ZX-6R

$18,995

636cc/14

164kg

820mm

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$15,990

750ccN2 750ccN2

XR 1200X Forty Eigh1

$18 ,495 1202cc/V2

260kg

7 10mm

Dorsoduro 750

$15,990

750ccN2

186kg

870mm

FXDB Street Bob ABS

$24,250 1690cc/V2

320kg

690mm

Oorsoduro 1200

$21,495

212kg

870mm

FXDC Super Glide Custom ABS $24,250 1690ccN2

308kg

Mana 850

$15,990

1197N2 839ccN2

n/a

800mm

FXDWG Wide Glide ABS

$26 ,750 1690cc/V2

303kg

673mm 678mm

RSV1000 Tuono R RSV4

$19,990

997ccN2

183kg

820mm

FXDF Fat Bob ABS

$27 ,595 1690cc/V2

320kg

686mm

$29 ,990

999ccN4

184kg

845mm

FLO Switchback ABS

$28,595 1690cc/V2

326kg

663mm

RSV4 Factory

$39,990

999ccN4

845mm

VRSCF V-Rod Muscle ABS

$28,995 1250cc/V2

305kg

678mm

VRSCDX Night Rod Special M! $29,595 1250cc/V2 FXST Softail Standard ABS $29 ,495 1584cc/V2

304kg 309kg

678mm 720mm

Z1000

$18,995

953cc/14

198kg

820mm

FXS Black1ine ABS

$29,995 1690cc/V2

310kg

663mm

Z750

$ 13,500

7 48cc/14

195kg

81 Smm

G650GS F800 R

$15,293

652cc/1

192kg

780mm

FLSTF Fat Boy ABS

$30 ,650 1690cc/V2

329kg

690mm

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$16,995

748cc/14

224kg

825mm

$18,481

798cc/12

199kg

aoomm

FLSTB Fat Boy Lo ABS

$30,595 1690cc/V2

332kg

669mm

W800

$16,995

773ccN2

216kg

740mm

F650 GS

$17,844 $22,308

798cc/12

179kg

$31,995 1690cc/V2 $34 ,250 1690cc/V2

329kg 368kg

658mm 711 mm

$11 ,995

649cc/12

174kg

78Smm

185k9

FLSTN Softail Deluxe FLHR Road King ABS

ER-6n

798cc/12

820mm 880mm

Ninja 6SOR

$14,495

649cc/12

178kg

78Smm

F800 ST R1200 R

$20,395

798cc/12

182kg

820mm

FLTRX Road Glide Custom ABS $36,595 1690cc/V2

370kg

688mm

Ninja 400R

$10,995

399cc/12

203kg

790mm

$28 ,302 1170cc/B2

198kg

BOO mm

FLHX Street Glide ABS

$37 ,595 1690cc/V2

373kg

688mm

Ninja 2SOR

$8,995

249cc/12

152kg

77Smm

R1200 R SE

$27 ,907 1170cc/B2

223kg

BOO mm

FLHTCU Ultra Classic Electra

$40,495 1690cc/V2

413kg

740mm

KLE650 Versys ABS

$16,795

649ccll2

209kg

845mm

KLE650 Versys

$14,995

649cc/12 125cc/1

206kg 114kg

805mm

F800 GS

R1200 RT SE

$39,909 1170cc/B2

229kg

820mm

FLSTSE2 CVO Softail Convert $44,700 1802cc/V2

354kg

66Smm

R1200GS

$28 ,302 1170cc/B2

225kg

850mm

FLHXSE2 CVO Street Glide

$48 ,995 1802cc/V2

389kg

696mm

R1200 GS Triple R1200 GS Adventure

$33,481 1170cc/B2 $34 ,807 1170cc/B2

229kg 223kg

850mm 9 10mm

~CVO Ultra Classic $53,095 1802cc/V2

421 kg

757mm

K1300 R SE

$30,853

1293cc/14

243kg

820mm

honda

K1300 S

$33,659

1293cc/14

254kg

820mm

K1300GT

$38 ,455

1293cc/14

288kg

820mm

NC700S

K1300 GT SE K1600GT

$42,249 $44 ,628

1293cc/14 1 646cc~6

288kg 319kg

820mm 8 10mm

K1600 GTL

$47,179

1646cc/16

348kg

SlO~

$25,241

999cc/L4

204kg

Milo 125 Race

690 Enduro A

$17,995

654cc/1

139kg

930mm

670cc/12

198kg

800mm

990 Adventure

$24,995

999ccN2

209kg

860mm

CBR250R

$7,495

249cc/1

161kg

748mm

990 Adventure A

$25,495

999ccN2

207kg

895mm

CRF250L

$8,999

249cc/1

144kg

87Smm

990 Adventure Dakar

$25,495

999ccN2

209kg

86 1mm

750mm

XR125

$3,999

124cc/1

125kg

825mm

990 Supermoto A

$24,995

999ccN2

189kg

875mm

820mm

GL1800 Goldwing

$44,gg5 1832cc/B6

405kg

740mm

990 Supermoto T

$23,995

999ccN2

ST1300ABS

$26,495 1261 cc/V4

289kg

789mm

1190RC8R

$31 ,995 1142ccN2

VFR1200X

$17,995 1237cc/V4

275kg

SSOmm 805mm

----805mm

VFA1200F

$26,995

782ccN4

214kg

125cc/1

125kg

760mm

VFRSOOF lntercepter

$17,995

782cc/V4

244kg

80Smm

125cc/1

125kg

800mm

VFR800X Crossrunner

$19,495

782cc/V4

240kg

816mm

V7 Classic 750

$15,990

744ccN2

198kg

805mm

$9,990

645ccN2

NC700X

$12,495 $14 ,495

670cc/12 745ccN2

214kg 224kg

830mm

V7 Cafe Classic

S 16,990

7 44ccN2

198kg

805mm

VT750C Shadow Cruiser

675mm

V7 Racer

$22,590

744ccN2

198kg

805mm

VT750S

$12,495

745ccN2

232kg

750mm

1200 Sports 4V

$24,990 1151ccN2

229kg

800mm

VFA 1200X Crosstourer

$27,995 1237cc/V4

275kg

850mm

Griso 1200 BV

$24,990 1151ccN2

222kg

aoomm

CBR1000RR E-ABS

$24 ,995

999ccM

211 kg

820mm

Grtso 1200 SE

$25,990 1151ccN2

222kg

800mm

$23,495 $21 ,995

999cc/14 599cc/14

200kg 194kg

820mm 820mm

Breva 1200 4V

$23,990 1151 ccN2

236kg

800mm

$19,995

599cc/14

~

Norge 1200

$26,990 1133ccN2

246kg

aoomm

820mm

Bellagio Luxury 940

$19,995

936ccN2

224kg

780mm

Nevada 750

$16,990

744ccN2

184kg

767mm

California Vintage

$25,990 1064cc/V2

251 kg

780mm

Stetvio 1200

$24,990 1151ccN2

251kg

820mm

775mm

$30,990

998ccN2

317kg

737mm

Spyder RS SES

$33,490

998cc/V2

317kg

737mm

Spyder ASS SES

$34,690

998ccN2

317kg

737mm

CBR1000RR CBR600RR E-ABS

Spyder RT SM5

$37,490

998ccN2

425kg

750mm

CBR600RR

Spyder AT Techno SM5

$42 ,090

998cc/V2

425kg

7SOmm

$44,590

998cc/V2

425kg

7S0mm

Spyder AT S SM5

$46,690

998ccN2

425kg

750mm

Spyder RT S SES

$49,190

998ccN2

425kg

7S0mm

husqvarna CR125

$9 ,990

125cc/1

90kg

990mm

TC250

$10,300

249cc/1

95kg

968mm

WR125

$9,490

125cc/1

99kg

980mm

WR300

$10 ,490

293cc/1

103kg

975mm

Monster 659 ABS

$17,490

659cc/L2

161kg

770mm

TE450

$11,990

449cc/1

113kg

963mm

Monster 696 ABS

$17,490

696cc/L2

161kg

770mm

TXC450

$11,990

449cc/1

109kg

963mm

Monster 796 ABS

$19,990

803cc/l2

169kg

800mm

SM450RR

$17,200

449cc/1

rv'a

820mm

Monster 1100 EVO ABS

$22,490

1078cc/L2

169kg

810mm

Streetfig hter 848

$23,990

849cc/L2

199kg

840mm

SM510R SM630

$12,800 $13,990

SOlcc/1 600cc/1

120kg 147kg

920mm 910mm

Street fighter

$29,990

1098cc/L2

169kg

840mm

Streetfighter S

$38,490

1098cc/L2

167kg

840mm

Multistrada 1200 ABS Multistrada 1200$ Sport

$29,490 1198cc/L2 $36,490 1198cc/L2

189kg 192kg

850mm 850mm

~

~

mv agusta

Brutale 989 R

$25,990

982cc/14

185kg

80Smm

Brutale 990 R

$27,990

998ccM

190kg

830mm

Brutale 1078 RR

$24,990

1078cc/14

165kg

805mm

Brutale 1090 RR

$32,990

1078cc/14

190kg

830mm

F4 1000

$39,990

998cc/14

192kg

860mm

F4B 1078R

$34,990

1078cc/14

192kg

810mm

~

hyosung

GT250P EFI

$6,995

249ccN2

153kg

790mm

Multistrada 12005 Touring

$36,490

1198cc/L2

192kg

850mm

GT250REFI

$7,995

249cc/V2

153kg

790mm

Bullet Euro Classic Deluxe

Hypermotard 796

$ 19,990

803cc/L2

167kg

82Smm

GT650P EFI

$8,995

647ccN2

196kg

790mm

Bullet CS EFI

Hypermotard 11 OOS EVO

$23,490

1078cc/L2

172kg

845mm

GT650REFI

208kg

790mm

$25,990 1078cc/L2 $29 ,490 1 198ccN2

171kg 207kg

875mm 770mm

GV250N EFI

$9,995 $6,995

647ccN2

Hypermotard 1100S EVO SP Diavel

249ccN2

167kg

700mm

GV650PEFI

$10,995

647ccN2

220kg

705mm

Diavel Carbon Black ABS

$36,490 1198ccN2

207kg

770mm

ST7 EFI

$12,995

675cc/V2

225kg

675mm

Diavel Carbon Red ABS

$36,990 1 198ccN2

207kg

770mm

ST7 Deluxe EFI

$16,995

675cc/V2

235kg

675mm

848 EVO

$24,990

849cc/L2

194kg

848 EVO Corse SE

$26,990

849cc/L2

194kg

1199 Panigale ABS

$33,990

1198cc/L2

188kg

825mm

1199 PanigaleSABS

$42,990

1198cc/l2

188kg

825mm

VN1700 Voyager ABS

$29 ,995 1700cc/V2

402kg

730mm

GSX- R600L1

1199 Panigale S Corse Edition $49,990

1198cc/L2

190kg

825mm

VN 1700 Nomad

$24 ,995 1700ccN2

373kg

750mm

AN650AL 1 Burgman

$16,995

BT650Pl 52hp $8,995 +ore

~

$8,550

500cc/1

168kg

76-0mm

$ 1 1,995

500cc/1

182kg

800mm

GN125H

$1 ,999

124cc/1

107kg

735mm

DR200SEL2 Street Legal

$6,150

199cc/1

126kg

810mm

830mm

VL250L2 Intruder

$6,999

248ccN2

145kg

685mm

830mm

DR -Z250K9 Street Legal

$8,495

249cc/1

131kg

890mm

$9,750

398cc/1

138kg

935mm

$18,995

599cc!l4

187kg

810mm

638cc/12

277kg

75Smm

DR -Z400EK9 Street Legal

lams.co.oz new zealand autocar

855mm

182kg

$7,990

Spyder AS SMS

110

197kg

$10,490

can-am

Spyder RT Techno SES

84Smm

$11 ,995

cag1va Raptor 125 Raptor650

$4,995

BT650Rl 52hP $9,995 +ore

learner Approved Motorcvcle Scheme

BV650Pl 52hP $10,995 +ore

sm &3hp $10,995 +ore Prices are RRP. Errors & Omissions Exce(Jted.


$15,000

645cc/V2

214kg

DR650SEL2

DL650AL2 V-Strom ABS

$9,499

644cc/1

166kg

835mm 885mm

GSX650FL1

$14,495

656ccn4

241kg

790mm

SFV650L1 Gladius

$13,895

645cc/V2

202kg

785mm

SV650SLO

$13,895

645cc/V2

196kg

800mm

GSR750L2

$14,995

749ccn4

211 kg

815mm

GSX-R750L1

$19,495

750ccn4

190kg

81 Omm

DL 1OOOL2 V-Strom

$16,000

996cc/V2

236kg

840mm

GSX-R1000L2

$22,490

999ccn4

205kg

81 Omm

GSF1250SL1 Bandit

$13,995

1255ccn4

250kg

805mm

GSF1 250SAL2 Bandit ABS

$13,995

1255cc/14

254kg

81 Omm

GSX1250FAL1

$16,495

1255cc/14

257kg

805mm

GSX1300RL2 Hayabusa

$21,500

1340cc/14

260kg

805mm

S40 Boulevard

$8,750

652cc/1

173kg

700mm

CSO Boulevard

$15,495

805cc/V2

277kg

700mm

CSOC Boulevard Classic

$15,495

805cc/V2

277kg

700mm

CSOT Boulevard Tourer

$16,900

805cc/V2

277kg

700mm

M50 Boulevard

$12,490

805cc/V2

265kg

700mm

M90 Boulevard

$19,495 1462cc/V2

328kg

716mm

M109R Boulevard

$21,490 1783cc/V2 347kg

705mm

M109RZ Boulevard Ltd

$22,490 1783cc/V2 347kg

705mm

triumph

1

1 • •

Daytona 675A1

$18,990

675cc/13

165kg

825mm

Daytona 675 A

$21,490

675cc/13

185kg

83 t mm

Sprint GT

$22,990

1050ccn3

267kg

815mm

S treet Triple

$15,990

675ccn3

166kg

802mm 805mm

Street Triple R

$17,990

675ccn3

167kg

Speed Triple 1050 NJ

$18,990

1050ccn3

189kg

8 15mm

Speed Triple 1050 A1

$20,690

1050ccn3

217kg

830mm

Speed Triple 1050 A1 ABS

$21,690

1050ccn3

217kg

830mm

Tiger 800

$18,990

799ccn3

214kg

843mm

Tiger 800 ABS

$19,990

799ccn3

214kg

843mm

Tige< 800 XC

$20,490

799ccn3

214kg

843mm

Tiger 800 XC ABS

$21,490

799ccn3

214kg

843mm

Tiger 1050

$19,990

1050cc/13

198kg

830mm

Tiger 1050 ABS

$20,990

1050cc/13

198kg

830mm

Tiger 1050 ABS SE

$23,290

1050cc/13

198kg

830mm

Bonneville A 1

$12,990

865cc/12

200kg

740mm

Bonneville SE Black

$13,990

865cc/12

205kg

775mm

Bonneville T- 100 Black

$14,890

865cc/12

205kg

775mm

Bonneville T-100 1960 SE

$16,990

865cc/12

224kg

774mm

Thruxton ME

$15,390

865cc/12

205kg

790mm 820mm

Thruxton SE

$16,990

865cc/12

230kg

Scrambler

$1 5,390

865cc/12

229kg

826mm

Bonneville America

$15,990

865cc/12

226kg

720mm

Speed master

$16,990

865cc/12

229kg

720mm

Thunderbird A1

$22,490

1597ccn2

339kg

700mm

Thunderbird ABS

$23,490

1597ccn2

339kg

700mm

Thunderbird 1700

$24,990

1699ccn2

339kg

700mm

Thunderbird 1700 t wo tone

$25,690

1699ccn2

339kg

700mm

Thunderbird Storm

$25,690

1699ccn2

339kg

700mm

Thunderbird Storm ABS

$26,690

1699ccn2

339kg

700mm

Thunderbird Storm SE

$26,990

1699ccn2

339kg

700mm

Rocket Ill Roadster

$27,990

2294cc/13

367kg

750mm

Rocket Ill Tourer

$26,990

2294cc/13

395kg

730mm

Vegas 8 Ball

$22,595 1634cc/V2

296kg

673mm

Vegas

$26,995 1634cc/V2

298kg

673mm

Vegas Low

$24,495 1634cc/V2 295kg

640mm

Hammer

$28,995 1634cc/V2

308kg

673mm

Hammers

$30,995 1634cc/V2

305kg

673mm

Jackpot

$26,995 1634cc/V2

298kg

673mm

victory

Kingpin

$27,495 1634cc/V2

307kg

673mm

Kingpin Tour

$27,495 1634cc/V2

336kg

673mm

Vision Street

$32,995 1732cc/V2 365kg

673mm

Vision Tour

$35,995 1732cc/V2 365kg

673mm

T

here's no bike quite like the touring institution that is the Honda Gold Wing. It has been around since 1975 and continues to have its legion of fans. Honda has sold over half a million - an incredible feat, given that the current model retails for $44,995. We hadn't ridden a Gold Wi ng for some time so jumped at the chance to test the 2013 model. How does it differ from the last iteration? There are two new colours, and its production has reverted to Japan. This makes the current GL 1800 model over a decade old but for minor revisions to gear, like the addition of satellite navigation and an airbag. But what with combined ABS brakes, cruise control and a 150-litre array of integrated luggage, the kerb weight has blown out to 420kg, making th is the heaviest two-wheeler we've straddled - and the only one we've tried with a reverse gear. Th is proved handy; on an incline, it gently nudges you backwards, allowing a U-turn. The scariest aspect of rid ing a Goldie is slow-speed manoeuvring. Lose your balance, and it would easily topple over. You would then need to secure the services of two men and a cani ne to help you get the beast upright again.

However, there's a lighter model on the way. Honda is about to launch the F6B or 'Bagger', which sheds gear and 30kg from the kerb weight. Without the topbox, this evidently makes the bike easier to wield. Once you get moving, the Goldwing is like a regular cruiser, only with added comfort, huge torque - try 167Nm! - and better ground clearance. You need to steer th is bike actively to make it change direction, but the flat-six keeps the weight low and enhances stability in the turn. Of course, handling's not the point: this isn't so much a bike as a mobile DJ station. The audio system has an iPod input and goes stupidly loud, even at open-road speeds, so you've Sol id Gold hits, al l day long. The features list includes cruise control and electronic rear preload adjustment (both bloody marvellous), an adjustable screen, and heated seats and grips. Only a trip computer is missing. If you value ultimate comfort and fit-out on your motorcycle, the choice is between this or the BMW K1600. The latter is lighter, quicker and handles better, but the Wing has heritage. Whichever of these long-d istance ki lometrequashers you opt for, it will be primarily for their comfort and audio quality. Both features are addictive on a transcontinental motorcycle. ~

yarn aha YZF-R125

$9,1 99

125cc/1

138kg

818mm

FZ8-S

$17,879

779ccn4

215kg

815mm

YZF-R6

$18,799

600cc/14

162kg

YZF-R15

$4,999

150cc/1

131 kg

790mm

FJR1300A

$29,849

1298cc/14

237kg

805mm

YZF-R 1

$24,529

998cc/14

206kg

835mm

Scorpio

$4,289

223cc/1

126kg

770mm

MT-01

$23,699 1670cc/V2

240kg

825mm

XT660R

$13,279

595cc/1

156kg

855mm

XJ6-N

$13,599

600ccn4

211 kg

785mm

VMAX

$35,749 1679cc/V4

XJ6-S

$13,999

600ccn4

211 kg

785mm

XV250 Virago

FZ6R

$13,999

600ccn4

213kg

785mm

FZ6R SP

$14,299

600ccn4

21 3kg

FZ8-N

$16,349

779ccM

211kg

820mm

318kg

775mm

XT250

$7,659

196cc/1

118kg

790mm

$7,149

249cc/V2

137kg

685mm

TTR230

$7,249

223cc/1

107kg

870mm

XVS650 V-Star Custom

$12,879

649cc/V2

229kg

7 11mm

WR250R road

250cc/1 125kg

929mm

785mm

XVS650A V-Star Classic

$13,899

649cc/V2

229kg

711mm

AG100

$4,099

97cc/1

99kg

SOOmm

815mm

XVS1100A

$17,679 1063cc/V2

272kg

710mm

AG200

$6,329

196cc/1

112kg

820mm

OistllbUtors: Ta have your prices up<Jated, email your CUffent prlct list and infl)fmation ta info@autocar.co.nz by the 10th at each month

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

$12,349

new zealand autocar 111


Ferreting out the fakes

D

anCarter and I have a lot in common. Hey; I'm serious. For instance, neither of us has appeared in a Rugby World Cup Final. Both of us share a penchant for hockey girls. We both frequently appear in public clad only in underwear. And we both carry sufficient clout in our respective fields to take sabbaticals from our workplaces. But what Dan the Man doesn't h ave is a rectum shaped like a Rolls-Royce hood ornament. To explain ... I was on sabbatical from Fairfax Magazines, high up near the Chinese-Indian border, tending my poppy crop. Cash flowwas temporarily tight- the blooms were not yet ready for harvest, a side deal involvingA.K-47s had fallen through, and Mum hadn't sent my pocket money for weeks - so to ease the financial pain, I joined with a group of cash -strapped backpackers who were being offered a place in a local sweatshop. 'Very fine goods,' the foreman assured us, as we were guided from one cramped room to another. He was right; on one floor alone, I saw Nike shoes, Prada handbags and a bloke carefully writing David Beckham's autograph on a pile of soccer balls. He then led m e into a little workshop where a group of women were assembling automobile accessories: leaping Jaguars, Dodge bighorn rams and the classic Benz three-pointed stars. He proudly showed me an early Roller 'flying lady', and I turned it around in my hands. It felt lighter than the real thing but still had that weathered-silver look. The fine print on the base was a bit dodgy; though: 'autentic property ofRolls-Royce Motors'. Tm pretty sure there's an "h" in "authentic",' I pointed out. He frowned and shook his head. 'I do not believe so; Mister Rolls and Mister Royce would not make such a

112

new zealand autocar

mistake. This is a very fine example of a Winged Victory from a 1925 Silver Ghost- m ade only yesterday. Indeed, I have one of these on the front of my Hindustan Ambassador.' I'd seen the pimped-out Morris Oxford III knock-off out in the car park but hadn't spotted the bonnet embellishment. Pity I didn't leave the con versation there but instead, I took him to task. 'It's not a Winged Victory, mate: that's a ratty old statue in Paris. The Rolls-Royce mascot is actually called the 'Spirit of Ecstasy', and it's modelled on som e minx the editor ofThe Car Illustrated was knocking off.' During the strained silence, it occurred to me that a hungry part-time journalist should not necessarily be alien ating the source of his next pay- packet. The veins stood out on his forehead, and he went an u nhealthy puce colour. 'You lie!' he roared. 'I have seen the Winged Victory on Nelson's Column in the Piccadilly Circus! I am a cultured man, and you are just a Kiwi vagrant!' This seemed wrong on a number of fronts, but I was clearly not going to be earning any of the local currency: I mumbled an apology and looked around for an exit before the foreman started brandishing one of the 'autentic' Pirates of the Caribbean cutlasses I'd also spotted. I ducked into a corridor and was somewhat surprised to be confronted by a printing press pumping out copies of- New ZealandAutocar. It was clearly a rip-off: the editor was a bloke called Clive Cassidy. their sports writer was Sachin bin Summerfield , and their humorist weighed considerably m ore than my own svelte form. I grabbed a handful of copies and burst through the window, racing out into the car park. IfI could just make it to the authorities, I could blow the whole operation apart and make the world safe for the reputations of motoring journalists everywhere. Unfortunately, the cunning foreman had anticipated my move, and he cruelly ran me down in his Hindustan, dreadfully impaling m e on its hood ornament. At least, that's the story I'm telling to my proctologist next week- and I'm sticking to it. ~

'I 'm pretty sure there's an "h" in "authentic",' I pointed out. He frowned and shook his head. 'I do not believe so; Mister Rolls and Mister Royce would not make such a mistake


kia.com/nz

Kia. Driving Peter Schreyer's designs since 2006. As the new Chief Design Officer in 2006, Peter Schreyer kicked off his Kia design revolution by adding a distinctive 'tiger nose' grille to the nearly completed Soul. This was his design signature that then went on to change the face of Kia. Under his reign, the Kia brand has become known for quality, innovation, great performance and above all, sophisticated good looks.

rcddol design award "'11 of t h< best 2011

2011

â&#x20AC;˘

The multitude of international awards for Optima, Picanto, Rio and Sportage is testament to this.

"Our new cars are fresh and

Centres in Frankfurt, California, Japan

bold and could not be mistaken

and the main studio near Seoul.

for anything other than Kias."

As is Schreyer's Man of the Year Award 2012, received from USA Automotive Magazine, published in Michigan.

In Peter's own words, "Our new

- Pet er Schreyer

At 58, Schreyer is an industry veteran, having spent more than half his lifetime in automobile design,

first with Audi in 1980, then at Volkswagen, and back to Audi as its chief designer from 1994 to 2002. For the last seven years, he's been responsible for the Kia Design

cars are fresh and bold and could not be mistaken for anything other than Kias". Watch this space to see the latest outstanding Schreyer Kia design, arriving in New Zealand soon.

The Power to Surprise


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