/lifestyle/motoring/rss ¾ÅÒ»ÐÇ¿ÕÎÞÏÞ Thu, 30 Jan 2025 23:26:16 Z en /lifestyle/motoring/bob-nettleton-fiat-500x/ /lifestyle/motoring/bob-nettleton-fiat-500x/ For years the Fiat 500 Bambina was the Peter Pan of the car world because it never grew up, but now this Italian automotive icon has had to upsize to survive in today’s hugely competitive new car market. These days the Bambina name has gone, now its called the Fiat 500, but still retains a strong sense of identity with its root by retaining the unmistakable Bamibina silhouette. This is the third notable retro car we have seen in the last decade starting with the remake of the Bettle and Mini Cooper. Fiat’s 500, has now matured into a proper family car with the arrival here of the Fiat 500X with its high riding pseudo urban SUV look. In the UK and Europe the 500 is also sold as a hatch and wagon. The company tracking down a similar path that BMW has taken with the Mini that is available in bewildering array of body styles. While new to our market, the Fiat 500X has been available on overseas markets since 2014. Spacious, well equipped, safe, the two-model range is keenly priced starting with a six-speed manual entry level variant selling for $22,990. The other half of the range is a high spec POP automatic that lined up for this road test. It retails for a fairly steep $29,990. The warranty is no market leader at three-years/150,000 km, with more manufacturers now offering customers the peace-of-mind of a five-year warranty. The 500X is fitted with the highly acclaimed 1.4 litre 103 kW MultiAir2 engine featuring Fiat’s unique MultiAir technology. At the heart of the MultiAir is its electro-hydraulic valve management system that reduces fuel consumption by controlling air directly via the inlet valves (without using the throttle) and reduces polluting emissions too (via combustion control). There is a "Mood Selector" drive system. This acts on the engine, brakes, steering and automatic transmission, allowing for different vehicle modes based on the driving style best suited to the situation at hand or road surface. “Auto" is calibrated for everyday driving and targets comfort and minimum fuel consumption and CO2 emissions. "Sport" mode is for the times when you are seeking a zippier drive and to achieve, the engine calibration system is tweaked to provide a more direct and sportier drive. The test vehicle was a solid rather than vibrant performer. At times the motor did not feel as though it had a full 103kw locked, loaded and ready to go. The low to mid rev range throttle response lacked the urgency I expected from such a well credentialed engine, that on paper at least is one of the more powerful offerings in its class. What it lacks in outright pace is countered by a considerable degree of smooth refinement, and at higher revs it did lift its performance a good notch or two. The problem with that is its not the rev quadrant where most vehicles such as this one spend their every day driving life, which is in the cut and thrust of city limits driving. With bit more low-speed bite the engine could acquit itself better than it does. A modern twin clutch self-shifting automatic, which are very on trend among European manufacturers is well suited to the engine. It strives and generally succeeds in marrying the performance and response of a manual shift with the ease of an automatic. While not a marriage made in gearbox heaven, it gives little cause for complaint and plenty to compliment. Heading that list are the seamless gear changes, reduced emissions and fuel economy that shades the manual version. This model has more than the measures of its two- sibling being some 700 mm longer, 122 mm wider and 110 mm taller. All this translates into a spacious interior, with the five seats accessible through four doors, while the wide opening rear hatch is your gateway to a boot compartment that is almost twice the size of the two-door 500. The additional height of the 500X creates a nicely elevated driving position, and the cabin has the size and presence of bona fide compact SUV. The smart use of the interior space is very evident with extensive storage including four spacious door compartments, a large closable box at the bottom of the dashboard and a second box, also lidded. For maximum safety, even in difficult conditions, you can select "All Weather" mode that uses a specific engine calibration and ESC controls to maximise performance on slippery or uneven surfaces. It activates the "Traction Plus" control system, for improved grip on tough, slippery terrain. Fiat claim it is more economical and eco-friendly compared to conventional four-wheel drive, increasing efficiency during moderate, everyday off-road use. In conditions with poor grip on a drive wheel, the control unit detects drive wheel slippage and instructs the hydraulic circuit to apply braking force to the wheel with lower grip. Ride and handling are pretty much what you would expect from a small modern SUV. The suspension dutifully soaks up the bumps. However, the ride becomes rather noisy and crunchy on ‘worse for wear’ country roads with their abrasive and antagonistic surfaces. Because of its extra height and ground clearance body roll bites early, if you are forcing the pace through tighter corners or over undulating terrain. As a total ride and road holding package the suspension does the basics competently. What it's missing is the pizzazz and finesses you would expect or see glimpses of, given its an area where Italian automotive manufacturers have traditionally excelled. What is the verdict? One of the most appealing Fiat’s in a long time, the 500X is practical, offers a dash of Italian styling flair and performance, all for competitive price, especially the entry level manual model. Mon, 12 Mar 2018 03:01:36 Z /lifestyle/motoring/bob-nettleton-holden-astra-turbo-hatch/ /lifestyle/motoring/bob-nettleton-holden-astra-turbo-hatch/ There is little question that slipping into Cruze mode for the past seven years helped Holden make some serious sales in-roads into our small car class. Since 2009, the Cruze range of compact sedans, hatchbacks and wagons has been a winner for Holden. With the company ceasing new car production in Australia including the Cruze line-up hatch, they have been forced to look elsewhere to fill the sizeable gap in its model left by the Cruze cruising off into the sunset. Fortunately, they have a well-credentialed replacement in the latest generation Astra, with various iterations of this vehicle sold here over the last 25 years. It reappeared in 2015 after a break of nearly six years, as a premium three- door performance hatch in GTC and GTC Sport guises. Both featured a lively 1.6 litre turbocharged engine in couple of states of tune with the choice of six-speed manual or automatic transmissions. The automatic and manual GTC used a 125kw 1.6 litre turbo engine, while the GTC Sport featured a stronger and more invigorating 147kW version of this motor. The undisputed performance champion though was the VXR that packed a potent 206kw from 2.0 litre turbocharged engine, and was the real ‘hot’ hatch deal with Brembo front brakes and electro-hydraulic steering for a direct, and a more engaging driving experience. It would be fair to say that despite being immensely popular in Europe and the UK where it is sold as a Vauxhall and Opel respectively, the Astra has never really shaken or stirred our small car market. This latest model that is only offered in five-door hatchback form, faces a major challenge in turning that situation around. The success of the Cruze was built on it being a price leader that appealed to fleet purchasers and budget conscious private buyers. By contrast, Holden is positioning the new Astra, as a premium sports hatch with a focus on style, technology, quality and performance. This car arrives here with lots of awards against its name, with the most impressive of these being the coveted 2016 European Car of the Year title. Plenty of other models have arrived here over the years that have won lots of trophy’s, but these accolades failed to translate into sales success for them on our market. The big question is whether this newest Astra will be another model that falls into this category, or is it good enough to become a serious player in our small hatchback market. The three-model line-up starts with the 110kw 1.4 turbo R manual at $30,990, the mid spec 147kw RS 1.6 turbo manual retails for $33,990, with the same engine and gearbox in the flagship RSV costing $36,990. A six-speed automatic is a $1500 extra across the range. I am picking it will be a popular option with those who see manual gear changing as a chore and bore, that they do not need in their motoring lives. Other options include a driver assistance pack for the entry level R model. Priced at $1500 it provides ‘must have’ safety technology including lane keep assist, forward collision alert, forward distance indicator and rain sensing wipers. At the other end of the range a $1990 Touring Pack is available on the top spec RSV, the model provided for this road test in optional six-speed auto form. The pack features an electric sunroof and adaptive cruise control. The 1.6 turbo motor is plucked from the three-door GTC Sport hatch version of the previous generation Astra that was sold here up until about 12 months ago. With a maximum output of 147kw, it out muscles most of rivals in this price bracket. Most importantly though it delivers superb throttle response and a much larger wad of performance, than is typically found in our small hatch class. Smooth, refined and packing plenty of punch, this motor makes short work of undulating and hilly terrain, with the test vehicle always feeling as though it had plenty of power in reserve if required. What it does lack is a sweet sounding exhaust note to compliment its zesty performance. Consequently it lacks a bit of character that would give the car a small but important point of difference in our intensely competitive small hatchback market. A modern and quick shifting six-speed automatic amplifies the driving enjoyment of this latest edition of the Astra. The cabin is modern, inviting and most importantly, cleverly balances passenger and load space so owners have usable amount of both. Luggage capacity is generous thanks to a spacious yet well-proportioned rear hatch cavity All new Astra variants have as standard the latest generation MyLink infotainment system featuring Apple CarPlay and Android Auto.  The R and RS models include a 7” colour touch screen with Bluetooth and voice recognition functionality via Apple CarPlay and Android Auto. In addition to this, the RS-V adds an embedded Satellite Navigation system and voice recognition together with a larger 8” colour touch screen. Sporty looks ensure the Astra stands out from its Japanese and Korean competitors. For those desiring a small hatchback that is bristling with visual flair and individuality, then this one ticks most of the boxes. In Europe and the UK, the ride and road holding expectation of buyers are set higher than on many other markets. This forces carmakers to bring nothing less than their ‘A’ game to this area of their car design, in order to stand any chance of sales success. This fairly high benchmark is reflected in the balanced and responsive handling of the new Astra, which sits a good level or two above its predecessor the Holden Cruze. Over twisty roads you immediately sense an air of confidence and composure about the suspension, as it effortlessly caressed the test car over this sort of terrain. Nicely weighted and with good road feel, the steering is another major plus. Ride comfort hasn’t been thrown to the four winds with the suspension remaining lithe enough to soak up the ruts, bumps and potholes that abound on many of our roads. What’s the verdict? European inspired hatch, strong performance, good handling and just the car Holden needs to make some real sales headway in our highly competitive small car class. Sun, 22 Oct 2017 02:47:31 Z /lifestyle/motoring/bob-nettleton-kia-optima-gt-turbo-sedan/ /lifestyle/motoring/bob-nettleton-kia-optima-gt-turbo-sedan/ It is a rarity for the styling of a mainstream Korean sedan to excite, but the sleek Kia Optima sedan does exactly that, although not its performance. However, that has all changed with the arrival of a turbo charged GT variant that will certainly quicken the pulse, and delivers the Optima after a lengthy wait, an engine it deserves. At a cursory glance its power and torque outputs, make it a worthy bearer of the GT badge and the performance expectations that come with it. A bigger, more luxurious and technologically advanced Kia Optima was launched here in 2016. You can be forgiven for not noticing it as sales of large sedan such as the Optima are going backwards at a great rate of knots as the pool of buyers for this type of vehicle evaporates in the face of hot selling SUV’s. This latest Optima like most of other sedans of this size are in battle for survival to attract buyers, even this model that looks sharper than ever and takes a step up in quality. Factor in its increased safety, convenience, technology, and competitive pricing and you would expect it to be selling in decent numbers. However, it is more in the modest category, as it struggles for sales traction and buyers in our mid sized sedan market, that is currently mired in the doldrums. This state of affairs has prompted Kia to streamline the Optima range to just three models, each targeted to a clearly defined buyer bracket. A value for money $45,790 EX for business and fleet customers, while tempting private buyers is the $48,990 luxuriously appointed Limited. This duo are powered by a proven and hard working 138kw 2.4-litre Gasoline Direct Injection engine The ultimate Optima and the model supplied for this road test is the $52,990 GT 2.0 litre turbo. A 180kw 2.0 turbo petrol boosts the Optima GT’s chances of gaining acceptance as a credible fast and affordable large luxury sedan. This new engine features a high-efficiency twin-scroll turbocharger, high pressure fuel pump, dual continuously variable valve timing technology and laser-drilled injectors in the quest for the best possible balance between power and efficiency. Performance is brisk with plenty of urge under the right foot even with a slight prod of the throttle. This is a model that has its sites set on those looking for a bit more driving pizazz in a keenly priced good sized luxury car. There is plenty to like about this engine from it’s low to mid rev range punch and strong linear power delivery, with its peak torque of 350nm getting on a roll from just 1400rpm. Not so likable, is the artificial sporty exhaust note that emitted for the listening pleasure of the passenger compartment occupants, and witters away when the automatic transmission is in Sport Mode. Outside the car, all you hear is a rather unremarkable exhaust note. Kia would be better to give the engine a suitably aggressive exhaust note, rather that trying and not that successfully, to fake it, The motor is teamed with a re-calibrated version of the 6-speed automatic transmission found in its less potent siblings. This gearbox does a good job of harnessing and using to good effect the motors considerable power. It has a smart strategy for achieving this, built around intelligently mapped gear ratios that react quickly and decisively to a range of driving situations and environments. These can range from long up-hill grind to short sharp bursts of speed for over taking slower moving traffic. This 4th generation Optima is longer, wider and taller than its predecessor. The increased dimensions deliver more head, shoulder and rear seat legroom and a much larger boot area. The dashboard is spread along a more horizontal plane and incorporates a wider central console, creating a greater sense of spaciousness. GT features a black leather interior with red stitching. For the extraverts, a red leather interior with grey stitching is available with selected exterior colours. The GT logo is stitched into the back of the seats and there is a GT badge on the unique D-shaped steering wheel. Rear passengers also have pull-up sunshades built into the rear door trim to reduce bright light. A long list of standard equipment includes SatNav, rain sensing wipers, climate air conditioning, and push-button start. There is a panoramic sunroof and premium Harman Kardon 10-speaker surround sound system. It is among the first sedans sold here featuring a wireless charger for compatible smartphone devices. Kia’s Vehicle Stability Management (VSM) keeps the car balanced under braking and cornering by controlling the Electronic Stability Control (ESC) and power steering if it detects any loss of traction. Another clever bit of safety kit is Advanced Smart Cruise Control (ASCC), which automatically adjusts the speed to maintain a safe distance from vehicles in front. Lane Departure Warning System (LDWS) employs a forward-facing camera to detect the car’s position within a traffic lane, alerting the driver if they stray over the lines without indicating. High Beam Assist (HBA), which automatically adjusts headlamp range according to other vehicles and road conditions; Autonomous Emergency Braking (AEB) which will detect a vehicle in front slowing and automatically apply the brakes to avoid a collision; Blind Spot Detection (BSD), with a visual warning in the door mirror when another car enters the driver’s blind spot; Rear Cross Traffic Alert (RCTA), which warns against other cars driving behind the Optima GT in car parks while reversing. The Optima GT deploys a more assertive suspension set-up, including lower ride height, plus stiffer spring and damper rates that give it a far more planted feel on the road. It displays the sort to grip and tenacity to allow the driver to safely enjoy the performance capabilities of this car, with the nicely weighted and communicative also chipping in. Even with these handling enhancements, passenger comfort hasn’t been red carded. The test car’s suspension consistently delivered a well-cushioned ride, even when subjected to an exacting examination over some badly corrugated gravelled country roads.  Whats the verdict? A good first attempt by Kia at a large performance sedan, the GT Optima looks the part, is a strong performer, but needs to lift its ride and road holding game to give it real creditably. Sun, 22 Oct 2017 02:46:17 Z /lifestyle/motoring/bob-nettleton-audi-q2/ /lifestyle/motoring/bob-nettleton-audi-q2/ They say ‘size’ matters, but seemingly not to an increasing number of those in the market for an urban SUV, where sales of compact models have hit top gear, and Audi is keen to go along for the ride with its new mini sized Q2. The Q2 may be the company’s smallest SUV, but there big expectations of it shoring up a greater share of our SUV market, that defies the pundits and continues to grow at an astonishing rate. The Q2 is being pitched as a premium urban-type vehicle for everyday driving and recreation, blending what Audi claim is a progressive design with a high level of functionality. A square angular profile is pure Audi, while the vehicles concave flanks and exaggerated wheel arches, bring a new and interesting twist to the company’s current design language. A low roofline and high window line fashion a sporty coupe-like look and a purposeful stance on the road. Especially striking are the wedge-shaped LED headlights, a distinctive single frame grille, and air inlet that are large in proportion to the rest of the vehicle. With the Q2, Audi are venturing into a new market segment, with a unique mix of style and technology, are confident it will hit the mark with buyers with its crisp clean lines, exceptional quality, plus high levels of standard equipment. One area where I think it misses the mark is affordability. We all know Audi is a premium European brand, but the solitary Q2 offering is know bargain at $54,500. Regardless of the badge it sports that is a steep ask for a small 1.4 litre turbo charged five-door two-wheel drive SUV. The range will broaden from just being a solo act with more A2 models expected later in the year. A 4WD Quattro version may be on the cards, and would make an exciting prospect for trumping our exacting terrain, weather and road conditions. A 1.4 litre turbo engine produced 110 kW and 250 Nm of torque, is lively, responsive and silky smooth. It exceeded my expectations, delivering excellent fuel economy, low noise levels and solid all round performance right across the board. While not at the high end of the verve, power and passion performance continuum it slowly but surely wins you over with its relentless pulling power from low revs. It also displayed true strength and endurance in comfortably polishing off long and energy sapping hill climbs. To its credit, the engine largely maintains this tempo even with a full compliment of passengers and luggage aboard. Are there any down sides to this motor? About the only one worth a mention is a hint of hesitancy under hard acceleration from standing starts, before the turbo snaps out its micro nap and springs into action. I have noticed this trait to varying degrees in a variety of Volkswagen and Skoda models that share this same power plant. Gear changing is taken care of by a proven and efficient 7-speed automatic with tip shift mode allowing the driver to mimic manual gear changes, if that sort of thing floats your boat. With the speed and accuracy of this transmission, I struggled to find any logical or compelling reason to dive into manual mode, apart from the initial curiosity factor. The interior of the Q2 is superbly put together and exudes quality in every direction. It draws on taut and angular Germanic design cues, not Q’s of the exterior. There is space for five passengers, although not a great deal for those consigned to the rear seat, where head and legroom are in scare supply. The four doors open wide making entering and departing from the car easy. An elevated driver and front passenger seats ensure good all round visibility and give the vehicle that all important SUV feel that new car buyers are so desperate for. The Q2 offers up to 1,050 litres of cargo space when the rear bench seat is folded down, an impressive figure givens for the vehicles modest footprint. 
 Apple CarPlay and Android Auto interfaces are standard, while Q2 tech loving buyers can option for a hefty $3,500 Audi’s Virtual Cockpit and navigation plus system. Virtual cockpit is built around a large 12.3-inch high-definition digital display that replaces the standard instrument cluster. Among its bag of tricks are customisable displays of navigation information, trip data, speedometer and tachometer. The optional Head-up display projects driver- relevant data as coloured graphics onto a glass panel in the driver’s direct field of vision, so their eyes do not deviate from the road ahead. This is a good thing for their safety and that of other road users. Buyers wanting to express their individuality will love how easy it is to personalize their Q2, and really stand out from the automotive masses. This vehicle allows them to do that in a variety of ways with a selection of 11 colour palates, five alloy wheel designs and four additional contrast colour C-Pillar blades. Vibrant tones such as yellow, orange and red are available for inlay sections of the seats and contrast stitching. Remarkably, the compact Q2 inherits much the same first class ride and road holding characteristics of much larger and more substantial members of the Audi family. Initially the low speed ride does appear a touch on the staunch unyielding side of the ride comfort spectrum. However, it still manages to negotiate most bumps and potholes without the suspension sounding like a large bass drum. Road holding is a genuine strength and top shelf material for a small premium priced urban SUV. When hounded hard over undulating terrain or through demanding curves the Q2 hugs the road with grizzly bear like power and intensity, but without the bad breath of grizzly. Whats the verdict? Classy and refined compact urban SUV at a premium price, better value for money offerings in this market segment. Sun, 22 Oct 2017 02:45:04 Z /lifestyle/motoring/bob-nettleton-subaru-levorg-wagon/ /lifestyle/motoring/bob-nettleton-subaru-levorg-wagon/ While Subaru has deleted a wagon from the latest Legacy line-up, they appear to have found a ready-made successor in the recently launched Levorg. Slightly smaller that the previous Legacy wagon, this new comer is only sold here in high spec high performance $56,990 GT-S trim, making it the default replacement for the revered GT Legacy wagon. In Australia, a couple of cheaper derivatives of the Levorg are offered in addition to the flagship GT-S. Subaru here believe the Levorg is perfect for those of us who don’t want an SUV. Despite a strong global shift to SUV’s the company have shown enough nous to recognise not everyone wants one. The company is quick to point out that sales of the new generation Legacy sedan and strong demand for the legendary WRX, prove that there’s still a solid market for driver’s cars. Sharing much the same power train as the legendary Impreza WRX, the Levorg restores a high performance wagon to Subaru’s ranks in this country. Many will be pleased about this, given the company’s long and colourful history, not to mentioned extraordinary talent for producing express paced wagons loaded with character. The Levorg, is more of a niche, than a mainstream model that will appeal to Subaru aficionado’s, and those seeking a quality up-market compact powerhouse wagon that’s just that little bit different. This vehicle puts rather large ticks against all those boxes. It is proving a hit in Europe and the UK where it arrived several months ahead of our market, with many buyers former Legacy GT wagon owners. As a strong market for Subaru, the New Zealand distributors wisely waited for the more powerful and sophisticated 2.0 litre direct injection turbo engine. Several overseas markets that launched earlier with this model, had to settle for a more subdue 1.6 litre turbo motor. Sleek and smart, this wagon packs plenty of technology including Bilstein suspension, and a potent yet efficient performance from a direct injection turbo charged horizontally opposed boxer engine layout. The most impressive piece of techno wizardry is the vision assist package featuring blind spot detection. This flashes a car icon in the door exterior mirrors to show the presence of vehicles that are outside the drivers view. Other useful features include lane change assist, auto diming rear view mirror and high beam assist. It automatically senses on-coming traffic at night and dips the headlights then returns them to full beam when the vehicle has passed. The 197kw 2.0 litre turbo charged engine goes hard, although unfortunately the mute button appear to have been heavily applied to largely silence the delightful boxer engine throb, that adds so much character to the WRX sedan. Perhaps Subaru felt this superb sound track didn’t need to be as dominate in the Levorg model that’s chasing a different buyer to the WRX, and is one who places greater store on engine smoothness and refinement, than the pulse quicken throb and thrum of a Subaru performance boxer engines in full cry. Fast and feisty, there is a lot to like about this motor, not the least of which is its ability to scamper 0 to 100km/h in less than six seconds. A 350nm swathe of torque layered over a generous 2400rpm to 5200rpm power band, makes for superb throttle response in the mid rev range where most of us spend the majority of our drive time. Some may roll their eyes in disbelief that Subaru would even dare to offer CVT (Constant Variable Transmission) in one of their performance models. The fact is they have been using their Lineartronic CVT in the likes of the WRX for a while now and it does a surprisingly good job. While not as intuitive as a good manual shift or a conventional auto and is decidedly playful when the 8-speed manual paddle-shift mode is engaged. It has a new generation version of Subaru’s Intelligent (SI) Drive system that’s been around for several years now. It offers multiple performance modes to suit a range of driving styles, from thrifty to nifty and largely delivers on what it promises. Subaru see the Levorg, as a logical successor to the fourth generation turbocharged Legacy GT wagon in terms of size - yet it is larger in every key dimension. In fact, it has the same external width as the fifth generation Legacy. Cabin capacity is good for a compact wagon. You can comfortably seat four adults, five up is a bit snug for the three seated across the back seat, but tolerable for short trips, but you wouldn’t want to remain shoe horned in there for any longer. A few may baulk at the $56,9905 asking price but it is competitive. For example the Levorg costs around $12k less than the 206kw Volkswagen Passat wagon, the only other similar sized wagon packing the same sort of performance punch. The Levorg is generously appointed, and heading up a long list of standard features is a sports body kit, 18-inch alloys, twin tail pipe covers, electric sunroof and self-levelling automatic LED headlights complete with natty pop-up washers. The independent suspension works harmoniously with the cars full-time 4WD system to provide exceptional grip and road holding. Going about its work on super chunky tyres and an expertly tweaked chassis, enable the Levorg make fast work of tight twisty terrain. Even though the suspension is tuned for pace not pampering, the ride quality was unexpectedly supple and compliant at open road speeds. It’s a different story at under 60km/h, a speed you would typically travel at in town driving. In these situations bumps and other road irregularities are soaked up with commendable endeavour, the downside is it’s done with noticeably more suspension noise.   What’s the verdict? Compact, nicely balanced, well equipped and offering a decent turn of pace, the Levorg wagon ticks most of the compact high performance wagon boxes and compared to similar European rivals, good value for money. Wed, 12 Jul 2017 07:58:56 Z /lifestyle/motoring/bob-nettleton-vw-passat-turbo-petrol-sedan/ /lifestyle/motoring/bob-nettleton-vw-passat-turbo-petrol-sedan/ Within the ranks of the conservative looking Volkswagen Passat sedan is a model that’s outrageously rapid, and great value for a decent sized European high performance sedan. This wolf in sheep’s clothing is the Passat TSi R-line sedan that has the heart of one of the worlds hottest hatches, sharing the same 206kw 2.0-litre turbo charged engine from VW Golf R five- door hatch which is much smaller and costs nearly $5K more. In Europe and the UK, the Passat is a top seller, achieving that status here is a much tougher task. The already modest pool of potential buyers is quickly evaporating, with those that remain coming from the price driven fleet market. This segment is dominated by the likes of the Toyota Camry, Ford Mondeo and Mazda 6. This is a cauldron where a quality European model such as the Passat has its back to the wall against such combative and aggressively priced competitors. Most of its sales are likely to be discerning private buyers who are not simply looking for a cut-price car. Another problem for the Passat and other contenders in the medium-large car class is today’s new market being all about SUV’s. For carmakers that don’t have a successful model playing in this space, then life is pretty tough. This latest Passat arrived here about nine months ago, armed with a bunch of awards including 2015 European car of the Year. However, it will be fascinating to see if it can convert all these accolades into sales success. The 12-model Passat range is surprisingly affordable for a highly regarded European model, with prices starting at $46,390 for the 1.8 litre turbo petrol sedan. For your money you get a spacious, but rather benign looking sedan. The roomy load-hauling wagon is an additional $1500. It’s money well spent if you are looking for that extra bit of versatility, and the fact it has more visual oomph than its sedan sibling is an added bonus. Another big plus with the new Passat, and there are many, is the option of a couple of lusty turbo petrol engines. Outputs from 132kw for the 1.8 litre unit that ply’s its trade in the entry and mid spec models, through to a whopping 206kw for the $69,240 TSi sedan supplied for this road test. This and a wagon derivative featuring the same motor are the twin tearaways in the new Passat family. While the 176kw twin turbo diesel Passat wagon I road tested earlier this year, brings offers of zing and urgency, it cannot match the astonishing power and pace of the 206kw turbo petrol TSi R-Line. Mind you there is no shame in that, as very few other sub $70K cars can either. Finding a word to describe the performance of the 206kw turbo petrol engine was easy, with  “sensational” nailing it in one. It delivers seamless linear acceleration across a broad rev range that makes for effortless driving on our often narrow and undulating roads. With its smoothness and low noise levels, this motor that not only redefines refinement, but take it to a whole new level.  The only flaw is a small amount of turbo lag. This is the second or two it takes for the turbo to kick into life after the driver has floored the throttle. While the lag is fleeting, it’s an annoying blemish on such a highly polished power plant. Volkswagen’s clever six-speed DSG automatic has been around a few years now, but each subtle upgrade, sees it improve to the point where it is now right near the top of its game, with its smooth slick shifting gear changing regime. This is among the roomiest sedan in its class, with the sort of cabin dimensions normally the reserved for large cars, and is a credit to the focus the new Passat design team put on utilising every single millimetre of interior space that they could. The test vehicle was maxed out with the luxury features expected in a premium full size European sedan. Heading an exhaustive list of standard equipment is climate controlled air conditioning, keyless entry and LED headlamps and daytime running lights. The motor isn’t the only thing this sedan shares with the Golf R hatch. It also rolls on the same distinctive 19-inch Verona alloys wheels. In addition to the comprehensive safety package fitted across the entire Passat line-up, the range topping R-Line adds a “driver assistance” package that includes a bevy of smart safety technology. One item that has plenty of real-world driving application is the adaptive cruise control. Among other things, it lets you set a safe distance between your vehicle and the one in front, greatly reducing the risk of rear-end crashes, often caused by a split second of inattention by a driver. The suspension has just the right amount of suppleness to glide nicely over sub par road surfaces. For such a big car, the handling is amazingly nimble, and revels in a good romp over twisty terrain. This allows the driver to appreciate the sharp crisp steering and the share competence of the suspension in more exacting driving situations. Volkswagen’s 4-motion 4WD system plays a major hand in the cars tenacious road holding. However, it’s important not to overlook the contribution of the deftly balanced suspension to what is one of the most enjoyable large luxury sedans I have driven. It’s these qualities that make it easy to see why the new Passat won the 2015 European Car of the year Award in such commanding fashion.   Whats the verdict? A fast, affordable and spacious high quality German sedan, let down by bland and overly cautious styling. Wed, 12 Jul 2017 07:56:29 Z /lifestyle/motoring/bob-nettleton-suzuki-vitara-turbo-4wd/ /lifestyle/motoring/bob-nettleton-suzuki-vitara-turbo-4wd/ Suzuki has made a powerful response to criticism in some quarters that the performance of their latest Vitara, had about as much bite as grandpa’s old dentures. Now the company has silenced those critics in emphatic fashion with a punchy new terrier like 1.4 litre turbo version that now becomes the flagship model in the range. At some point in the future, it would be great to see this diminutive high-energy turbo charged dynamo available an option across the rest of the range. Launched here toward the end of 2015, the Vitara is now one of Suzuki’s biggest sellers in this country, behind perennial favourite the Swift hatch, a new version of this is due in 2017. Around 130 mm shorter than the larger Grand Vitara, this not so grandiose Vitara, is Suzuki’s new global compact car. It is the product of four years of design and development work, and with strong sales on most markets around the world, this major investment by the company is paying off on every possible level. Two versions of the Vitara Turbo are offered, both with a six -speed automatic, the entry-level two-wheel-drive sells for $33,990, with a steep $4k price premium on the 4WD. This model features Suzuki’s four-mode four-wheel-drive system, with Auto, Sport, Snow and Lock settings. A transmission tunnel mounted dial lets you engage Lock when extra traction is required. At the heart of this newest and feistiest member of the Vitara family is a newly designed 1.4 litre direct injection turbocharged four-cylinder, double overhead camshaft engine. This forced-induction power plant has minimal turbo lag thanks to a compact turbocharger attached directly to the cylinder head. At 103 kW, it trumps, which sounds very presidential, the naturally aspirated 1.6 litre motor used in the rest of the range, with 20 per cent more power. However, the most impressive number is the 220nm of torque, a whopping 40 per cent more than the 1.6 litre unit can muster. Because it’s available from just 1500rpm, you get almost instantaneous acceleration, and one of the most effortless drives in the small SUV class. Being one the lightest among its peers, it has a class-leading power to weight ratio, one of the key reason why this vehicle is such an energized performer. The Vitara is thankfully spared the droning CVT automatic used in its sibling the S-Cross. Instead its fitted with a conventional and super smooth six-speed automatic, that puts on a master class in keeping the motor operating for the maximum amount of time in its sweet spot. Passenger space is adequate although headroom isn’t great for taller rear seat passengers. The cargo hatch isn’t exactly cavernous compared to the likes of the Honda HRV, although what is available can be configured in a variety of ways with a 60/40 split folding rear seat arrangement. A concealed floor in the load area, keeps valuables cleverly hidden out of sight. Around 185 mm of ground enough to handle light off road duties, but nothing more strenuous. The cabin fittings and fixtures are smart and trendy, but let down by their hard low budget feel. On the plus side, an elevated driving position and expansive class area provides excellent all round visibility. All Vitaras are equipped with cruise control and speed limiter, seven-inch touchscreen display and a reversing camera. Exclusive to the turbo model is satellite navigation, an infotainment system with Apply CarPlay, leather seats with suede inserts and red stitching, keyless entry and climate control air conditioning. Suzuki has safety covered, well more like smothered, with an exhaustive list of safety items such as seven airbags, stability control and anti-lock brakes and emergency brake assist One of the highlights of the funky styling is a clamshell bonnet, that’s featured on previous Vitaras, adding an appealing retro feel to the look of the vehicle. I found opinion fairly evenly divided among those, often strangers, prepared to offer their views on the merits or otherwise of the vehicle’s appearance. It earns a solid pass mark from me, because its daring and modern, while capturing some of the better design elements of Suzuki SUV’s from days gone by. Mind you, cars with intelligently integrated retro styling elements, and this is one of them, always get my vote. Suzuki caters for the increasing number of new car buyers after a vehicle that stands out from the automotive crowd. The have done this by offering the choice of a contrasting colour roof. The $800 price tag provides a relatively low-cost way of individualizing your Vitara, and making a fashion statement, that’s literally ‘Over the top’. However, the unique grille, 17-inch gloss black alloy wheels, satin-finished door mirrors, red headlamp surrounds give the Vitara Turbo plenty of visual oomph anyway, without adding a contrasting colour roof to the mix.  Handling is crisper and more assured than the lesser mortals in the range and somehow it feels more planted on the road as well, even those that are seriously worn and brittle, and intent on kicking your vehicles suspension system into next week. Body roll is more effectively contained than other models in the range and doesn’t upset its handling equilibrium. Unlike it predecessors, the suspension is supple, refined and comes with good bumping absorbing qualities that see it mop bumps and corrugated road surfaces without a cacophony of suspension noise. Another notable improvement is the light yet direct steering that really engages the driver, probably because they get genuine sense of what is unfolding where the rubber hits the road. The highly satisfying driving experience delivered by the turbo Vitara, is one of the benefits of it being built and developed for the European and UK markets. Buyers in this part of the world have lofty ride and road holding expectations of their vehicles and this one more than rises that challenge.   What’s the verdict? The fun and funky member of the Vitara range with its lively performance and sharp handling. More cabin and cargo space, are about the only missing ingredients in what is a very appealing compact SUV. Wed, 12 Jul 2017 07:54:40 Z /lifestyle/motoring/bob-nettleton-hyundai-santa-fe/ /lifestyle/motoring/bob-nettleton-hyundai-santa-fe/ After four years on the market, the current Santa Fe recreational 4WD remains a stand out in the Hyundai New Zealand range, continuing to wow buyers with its elegant styling, quality and refinement. Its launch in 2012 was timed to perfection, as it was able to cash in on the big shift to SUV’s. Being one of the best dressed new comers on the block at the time, and it still is, this new generation Santa Fe cashed quickly achieved best seller status both within Hyundai New Zealand model line-up and in its market segment. This was remarkable, given the model represented a major step in size, sophistication and unlike its two predecessors, was re-positioned as a premium SUV. It certainly had the credentials to justify that elevation in status. However, this move up in the automotive world came with a move up in prices. One of the strengths of the old model was its affordability, but the new model took a bit of hit on that front, with the flagship turbo diesel Elite Ltd costing a hefty $80K plus. However, you can get a foot on the first rung of the current Santa Fe ladder with an entry-level 2.4 litre petrol 4WD retailing for $58,990. Hyundai have done a pretty good job of mixing and matching their eight strong model range to cater for an increasingly complex and diverse SUV market. They have even slipped in a high spec 2WD V6 variant for $69,490. I suspect those in the market for this particular model, may be sorely tempted by the Kia Sorento Urban Premium. It shares the same engine and gearbox, along with a similar level of specification yet costs $5k less. Hyundai recently gave the Santa Fe a mid model life refresh, Visual changes have been kept to a minimum, after all there wasn’t any point in messing with an already handsome model that’s attracting plenty of buyers. Instead, the focus went on improving refinement and fine-tuning the suspension, engine and transmission. All small things that collectively, make a big difference and deliver a superior driving experience, which I can verify after few days behind the wheel of the seven-seat $75,490 Santa Fe Elite turbo diesel. Powering the vehicle and undoubtedly its popularity is the impressive 2.2 litre R-series turbo diesel. This engine has a green enough hue to comply with stringent Euro 5 emission standards, and will know doubt appeal to those wanting a seven-seat 4WD that pays a bit more than lip service to being eco friendly. The driver has 147kws of power and 440Nm torque between 1800-2500rpm at their command. These numbers add up to eager and purposeful performance that manifests itself in smart acceleration from standing starts, and sustained levels of liveliness once the vehicle is on the move. Santa Fe owners can count on this modern turbo diesel to provide many years of trouble-free motoring. However, it doesn’t land the perfect scorecard. While acknowledging Hyundai’s efforts to raise the engine refinement bar, they haven’t hoisted it high enough. Noise levels at low speeds town driving remain intrusive for car in this price range, and fall short of the gold standard set by top tier European diesel motors. This is where Hyundai is aiming, but are still slightly wide of the mark. Crisp, efficient and intuitive gear changes are the order of the day from the modern six-speed automatic. A manual shift mode is available, but using it seemed rather futile when the transmission does such a great job of calling the gear changing shots. There is passenger and load space a plenty, although the latter is diminished considerably once third row of seats are occupied. These are really only large enough to comfortably accommodate children, but handy when you need a couple of spare seats for unexpected extra on the school run, or those Saturday morning sport trips. Equipment levels have been boosted from what were already healthy levels with the addition of satellite navigation including traffic warning and updates. One of the star turns though, is the smart parking aid. It takes over the steering and reverses or parallel parks the vehicle and all the driver needs to do is manage the brakes and throttle. The first time you use this system can be scary. Let’s be honest, it really is a quantum leap to put your trust in technology, to manage a driving task that can leave your vehicle bumped and bruised if it isn’t executed with total accuracy and precision. This system does exactly that and so effortlessly, leaves you contemplating with some excitement what innovation they will conjure up next. If it’s as effective as this one it will be worth the wait, and with the pace of automotive innovation it won’t be a long wait. Some tinkering with the suspension adds more of edge to the handling without seriously compromising ride comfort. This is a delicate balancing act Hyundai have mastered surprisingly well. It shows just how much progress the company is making in this area. Expect them to pick up the pace even further, as they make wider use of the handling expertise and knowledge from their successes on the world motor rally circuit. On the road this latest Santa Fe feels well planted. This gives the driver confidence the vehicle won’t be unduly shaken or stirred by the awkwardly cambered or uneven patchwork surfaces that are common on our roads. Light and at times rather vague steering, together with some body lean during higher temp driving over tight undulating terrain, are areas where more work is required. This could be included on the “to do” list for the next Santa Fe upgrade. What’s the verdict? One of the best models in the Hyundai range, this large and handsome SUV has a strong following, despite its fairly step pricing. Tue, 09 May 2017 19:42:46 Z /lifestyle/motoring/bob-nettleton-holden-spark/ /lifestyle/motoring/bob-nettleton-holden-spark/ Over the years Holden have struggled to produce small cars that resonate with buyers here, but they may have finally latched on to a winning formula with their new Spark hatchback. Roomy, refined, well specified and sharply priced, the Spark could be the car to put Holden in the drivers seat in the micro mini hatch end of our new car market, which I liken to the bantam weight division of our new car market. Here a bunch of very small sized cars attempt to make a big impression, to grab the attention of what is a limited pool of buyers in our country. In more crowded parts of the automotive world, these models account for a much larger slice of the new car sales pie. Their usually excellent fuel economy, practicality and exceptional manoeuvrability make them perfectly suited to the frenetic traffic environments of the world’s major cities. The Holden Spark is a major step up from its predecessor the Barina Spark. It was a car that looked smart enough, but was fairly a mediocre effort on most other fronts. Not surprisingly this Spark didn’t ignite a lot burning desire among buyers to own one. By stark contrast, this latest version offers sharp styling, equally sharp pricing, $16,495 for the manual, and delivers levels of refinement that are in a different stratosphere to the model it replaces. An automatic is a $1500 option. The extra $2K for the flagship LT auto provided for this road test is money well spent, given its superior levels of standard features. This isn’t a half hearted make over, but a clean sheet design both inside and out that give the car a stronger and more assertive appearance than before. A sleeker exterior and lower profile has been made possible by a slight stretch of the wheelbase, thinner pillars and by locating the wheels closer to the edges of the vehicle. Collectively it fashions a more mature and grown-up look than typically found in other models in this class. The Spark is a global model, that’s sold in several different countries and pops up in the UK market as a Vauxhall Viva, one of the more forgettable names from our automotive past. Holden engineers had a significant input into tuning the suspension for the Australian and New Zealand markets, to ensure we got the best possible ride and handling package for our unique driving conditions. Central to achieving this has been the ability to work with General Motors in Korea early on in the development of this model. Equally as important, was being allowed to develop the new Sparks driving characteristics through a significant round of testing and development at Holden’s proving ground near Melbourne. The 1.4 litre twin cam, multi-point fuel injected 16-valve engine propels the Spark to the front of micro mini car pack in terms of power producing 73kW and 128Nm of torque. This moves it from the lower end of the driving enjoyment continuum where the previous model sat, to right near the top. Holden have done a good job in securing the larger and lustier motor, as a smaller and underwhelming 1.0 litre unit powers this model on several overseas markets including the UK. At last, a mini sized Holden with decent open road credentials. This is a car I would happily use on a 300km highway trip, in fact that’s exactly what I did, and it delivered me to my destination effortlessly and feeling refreshed. There was always plenty acceleration on tap to quickly and safely bowl past slower moving traffic, plus good reserves of low-speed puling power to comfortably negotiate demanding hill climbs and undulating terrain. In town driving, which is where most Spark’s will spend their working day, it’s proved a lively bundle of energy that thrives on high tempo urban motoring. Holden’s first foray into the world of Constant Variable Transmissions (CVT) is a good effort, that shifts seamlessly between gears, while proving most adept at adjusting quickly to sudden and unexpected changes in the driving environment. Unlike some CVT’s, this one doesn’t appear to suffer from the aimless revving that can blight these gearboxes. There was also a freshening decisiveness and clarity around how it organises its gear changes.  As a newcomer to the micro mini car category this transmission makes a positive first-up impression. Despite its compact external dimensions, the Spark offers a generously proportioned cabin. It comfortably seats four adults, with acceptable amounts of leg and shoulder room for back seat occupants. Less accommodating is the luggage compartment, that’s pretty much maxed out with one large sized suitcase in residence. With a bit of creative packing I managed to squeeze in two or three small soft luggage bags. The Spark makes a quantum leap on the in-car technology front, being compatible with both Apple CarPlay and Android Auto, providing connectivity and infotainment features rarely available in this class. 
A wide range of accessories let owners stamp their own personality on the vehicle in a way they have not been able to do in the past. The pint-sized spark is big on safety offering six airbags, stability control, hill start assist, ABS and traction control, along with a new stiffer and stronger body architecture. A rear view camera is standard on the higher spec LT variant. A longer wheelbase means the wrinkly ride of the old model has been neatly ironed out. The revamped suspension is more compliant and measured in its responses to inconsistencies in the road surface, and ensures these do not adversely impact on driver and passenger comfort. More life has been breathed into the steering making for a more involving driving experience. From behind the wheel, this gives you a better sense that you are an active participant in directing when and where the car goes on the road. I suspect the more proactive steering, is the by-product of Holden’s considerable efforts to make sure the new Spark we got was in good fettle to meet the unique challenges of New Zealand and Australian driving conditions. I’m pleased to report it certainly is!   What’s the verdict? Holden looks to have unearthed a potential mini hatch sales super star with the Spark, excellent performance, well appointed and keenly priced, there is lots to like about this smallest member of the Holden family. Tue, 09 May 2017 19:38:28 Z /lifestyle/motoring/bob-nettleton-mercedes-benz-gls/ /lifestyle/motoring/bob-nettleton-mercedes-benz-gls/ Mercedes age defying seven-seater SUV the GL that been around for almost a decade, yet remains thanks to a recent comprehensive upgrade, as competitive as ever. It certainly needs to on top of its game, when you look at its high quality competitors including the BMW X5, Audi Q7, Volvo XC90 and Range Rover. While a newbie to this list is the Jaguar F-Pace, which is really stirring and shaking this market segment, both here and overseas, since making its debut earlier this year. This major revamp of the GL sees it add an S to its name denoting what is a significant milestone, in its almost decade long evolution. However, there is a lot more substantive change than an additional letter to its name. It raises the bar several notches in areas that will be noticed by the typically discerning luxury SUV buyer. These are; spaciousness, luxury, comfort, driving dynamics and exceptional levels of safety.  The redesign is measured rather than radical, which externally translate to some subtle changes to the look of the bumper and tail lights. Step into the cabin and it’s easier to see where the new broom has swept through. There is a newly designed instrument panel with semi-integrated media display M, new 3-spoke multifunction steering wheel, and modified centre console with a touchpad. Nearly $100,000k separates the entry level GLS 350 d 4MATIC priced at $139,990, through to the insanely powerful $238,000 AMG GLS 63 4MATIC 5.5 litre 430kw twin turbo petrol V8. This beast scorches from 0-100km/h in just 4.6 seconds, making it one of the quickest large SUV’s on the planet. Provided for this road test was the more sedate and pragmatic 4MATIC 3.0 litre V6 turbo diesel Sport priced at $160,000. I can see this being a best seller when you look at the t added value on offer. This arrives on several fronts including; a newly designed AMG Line Exterior, tyre pressure monitoring system and metallic paint as standard. In addition, Nappa Leather, an AMG Line Interior and 21” AMG wheels are standard. A smart and worthwhile new feature is the active curve system that deploys active anti-roll bars on the front and rear axle to reduce the roll angle of the vehicles body during cornering.  The GLS 350 d Sport has a great drive train combo with a silky smooth and highly responsive 190kw 3.0L V6 turbo diesel, coupled to a 9-speed automatic gearbox. Performance is effortless and the epitome of automotive refinement. Quick out of the starting blocks, with formidable low to mid rev range-response, this motor takes command and calls the shots on even the toughest undulating roads and terrain. This is one the best Mercedes diesel yet with its creamy smoothness and instant acceleration. The new 9-speed automatic made an immediate and positive impression with its seamless gear changes the way it works so intuitively with the engine. The fit and finish of the passenger compartment is superb, but then Mercedes have had nearly a decade to get it there. A large and spacious interior ensures even with the maximum seven passengers on board there is plenty of room for everyone. Like its predecessor, the new GLS boasts ample elbow and headroom for those occupying all three rows of seats. There are plenty of adjustment options. The centre seat has a high degree of flexibility including a cargo position to maximise the amount of usable area in the luggage compartment. In terms of standard equipment there aren’t any glaring oversights with all the features you would expect are well represented in a vehicle of this price and quality. Those wanting to up the spec levels or personalize their GLS even further can do so for with a raft of option packages. This vehicle has what it takes to make all the right connections in today’s highly connected world, with smartphone integration that supports telephoning, navigation and plus receiving and sending text messages and emails. The GLS certainly makes a massive safety statement with a vast array of safety technology. This includes: collision prevention assist plus, pre-safe brake with pedestrian detection and active Lane Keeping Assist. Adaptive, two-stage airbags protect the driver and front passenger, along with knee airbags. Window air bags are fitted across all three rows of seats, in a package that doesn’t leave any safety stone unturned. With dynamic select, the handling characteristics of the vehicle can be tweaked via a touch of a button, allowing the driver to create a variety of settings options, giving the GLS a worthwhile point of difference over its rivals. Ride quality is plush and pretty much stays in that state, even when under siege from brutal road surfaces, ensuring sublime ride quality ride. Handling is highly accomplished, with good reserves of genuine grip and traction and suspension and 4WD systems that work harmoniously together. This isn’t a serious off-road contender, the absence of a high/low 4WD set-up and modest levels of ground clearance see to that. However, you can transform your GLS into a cross-country commando with a $3,500 optional Off-Road Engineering package with OFF-ROAD+ mode. Together with the low-range gearbox and centre differential lock deliver a high degree of drive ability in rough terrain. This is further enhanced by the AIRMATIC air suspension with raised ride heights for a ground clearance of up to 306mm and a water wading depth of up to 600mm. This package does make the GLS a serious off-road warrior, but would you really want to subject such a classy vehicle to this sort of punishment?  I think most owners will be content to use for their GLS for light cross-country traversing duties such as negotiating well-formed tracks to fishing spots or boat ramps. What is the verdict? An ageing large but classy and capable luxury seven-seater SUV powered by a superb six-cylinder turbo diesel. Lacks some of the technology of newer offerings in the Mercedes SUV range. Wed, 01 Mar 2017 22:25:53 Z /lifestyle/motoring/bob-nettleton-honda-civic-turbo-sedan/ /lifestyle/motoring/bob-nettleton-honda-civic-turbo-sedan/ Honda need a game changing model to re-establish themselves as a serious player in our new car market, and they may just have one in the form of the new Civic turbo sedan. The company’s sales here have relied heavily on the collectively efforts of the popular Jazz hatch and HRV compact SUV, now the revitalised Civic sedan is poised to significantly drive up sales. It will do this with even greater purpose, when the range is bolstered by the arrival of a hatchback in the first half of 2017. This body style traditionally accounts for a large chunk of small car sales, although that’s now under threat from SUV’s, who are beginning to dominate almost every segment of our new car market. Globally Honda has a lot riding on this car. It’s seen as a key model and a symbolic return to the flair and sporty character that was once at the very core of the company’s success. In recent years they drifted away from this, but now with the latest Civic, they have returned to that space and place in the most emphatic fashion possible. The big news with this model is a new turbocharged 1.5L VTEC Turbo, direct injected and inline 4 cylinder engine with variable valve timing electronic control (VVTC) that’s good for 127kW of power at 5500 rpm and a more than credible 220Nm of torque that chimes in from as low as 1700rpm. An improved version of the stalwart 1.8L normally aspirated petrol engine is confined to the $29,995 entry level S model. From here, prices head all the way north to $42,990 for the range topping NT. Buyers have four models to choose from and for the first time a $39,995 RS version. Widely tipped for best-seller status, it wasn’t a great surprise that Honda chose to send around for this road test. Providing the visual swagger and plenty of it is an integrated body kit, Rear Sports Spoiler, exclusive 17” RS Alloys Wheels, dark Chrome Door Handles, LED Headlights, LED Fog Lights, and Sunroof. Collectively they make a strong statement that Honda has it sights set high for the new Civic. Furthermore, it signal their intent to give the small car market a good shake and stir, the likes of which we haven’t seen since the original Civic of over 40 years ago! Honda decision to head down the same small capacity high power output turbo charged engine path widely used by European carmakers, is a gamble, but one that should pay good dividends. On paper at least the 1.5 turbo engine presents with enviable credentials with plenty of power, lower emissions and exceptional fuel economy. In real world every day driving it largely delivers on its considerable promise. You cannot help but admire its smoothness and tractability the low to mid rev range. Acceleration is brisk, although perhaps lacking the vibrancy and thrust you might expect from a feisty 127kw pocket rocket. Under full throttle the engine sounded unexpectedly harsh, somewhat at odds with otherwise civilised and refined demeanour. This was about the only area where it underwhelmed. Rather than dwell on this slight fumble, most owners will rejoice at finally having a Civic with a modern, sophisticated and credible engine, that betters many of its rivals, some with surprising ease. The newly developed CVT automatic strikes up a good partnership with the motor. Both sing from the same hymn sheet, ensuring a harmonious relationship between engine and gearbox. A really telling point of difference between this CVT and others is that Honda allows the engine to operate within its most efficient range for longer periods. It achieves this by continuously varying the gear ratios instead of adjusting the engine throttle opening. This means the often unnecessary surging in engine revs that many detest in CVT gearboxes is largely eliminated. Inside, the new Civic is equally as impressive as it is on the outside comfortably seating five adults. Occupants enjoy levels of leg and should room rarely found in a car of this size. A roofline that slopes away reasonably sharply toward the rear of the car, trims off a few millimetres of headroom that taller back seat passenger would appreciate. Overall a huge improvement of over the model it replaces, with the car now a default replacement for the compact Euro Accord that’s now slipped off our market without any great fanfare. Advanced connectivity and infotainment is offered at every turn with a 7” Touch Screen and Honda’s Advanced Display Audio. Apple CarPlay and Android Auto™. Honda has always had a stronger commitment to safety and this very evident in this car. Heading up a comprehensive list of safety features on the test car were front, side and full length curtain airbags, Anti-Lock Braking System (ABS), Agile Handling Assist System (AHA), Straight Drive Assist, Vehicle Stability Assist (VSA), Emergency Stop Signal (ESS) plus a Tyre Deflation Warning System. A really useful safety feature is the LaneWatch Camera situated on the left wing mirror and transmitting the left hand side view of the car on to the 7” Screen when the left indicator is on. This reduces the left hand blind spot and makes turning left or switching lanes safer. Smart and practical, it works brilliantly in every day driving. Without a doubt, the RS is easily the best handling model in the current Honda passenger car range. The suspension adjusts quickly and decisive to sudden and unexpected changes in the road surface or steering, and with a reassuring measure of calmness and composure. With its wider and lower slung stance this new Civic has a more planted feel on the road than any of its predecessors, signaling a more grown-up and mature car. It now has the handling reserves, along with sharper and more reactive steering, to easily set the car up to dart quickly and confidently through corners and over undulating terrain. At last a Civic you can call a genuine drivers car! What is the verdict? The best Honda in years and just the model the company needs to reassert itself in our new car market. Tue, 24 Jan 2017 07:31:08 Z /lifestyle/motoring/bob-nettleton-new-toyota-prius/ /lifestyle/motoring/bob-nettleton-new-toyota-prius/ Toyota’s Prius hybrid has had plenty of detractors over the years especially the early models, with many harshly judging a car that was both visionary and ahead of its time. This vehicle first launched in the late 1990’s, the Prius has through Toyota’s belief and commitment in hybrid petrol-electric technology has seen it gain greater acceptance as a mainstream car. It has also provided a great launching pad for the new generation hybrids and fully electric cars, poised to become a major part of our automotive landscape over the next five to ten years. The Prius is one of the best known names in the world of hybrids continues to effectively champion the hybrid cause for Toyota, and will do it even more effectively in recently launched 4th generation guise model. It features promises a more engaging drive experience than it predecessors. Although to be fair, none of them really set the bar that high. This model is one of the first to be developed under the Toyota New Global Architecture (TNGA) program, which will provide the platform for several other models into the future.  Design improvements include a lower centre of gravity achieved by moving the battery to free-up boot space, plus newly developed double-wishbone rear suspension and a more rigid body. Fuel misters will be totally besotted with this car that has a claimed fuel economy figure of just 3.4 litres/100 km, about half-a-litre per 100km better than the previous model. There is also a new feature called ECO Score, which rates your driving style and give you tips to improve fuel economy. I am sure it will provide hours of endless pleasure for some. I felt it was a bit gimmicky and pointless. This new Prius is a really slippery customer. Body design changes make it more aerodynamic with a Coefficient of Drag rating of 0.24 the lowest of any new car sold here. Its ability scythe through the air with virtually no wind resistant contributes to its exceptionally low fuel consumption. Two models are available starting with the entry level GX at $47,490, which was the version provided for this road test. A higher level of specification is offered with the $2k optional Touring Package, with the new $54,990 flagship ZR replacing the top-of-the-line i-Tech. Going down the touring route is worth considering, given it adds for reasonable modest price a leather steering wheel, Satellite Navigation and 17” alloy wheels with lower profile 215/45 R17 tyres. The 1.8-litre engine has been revised to reduce friction, while the hybrid package has been made smaller and lighter. The engine battery has been shifted from the luggage area to the engine bay. Also moved to a new home are the hybrid batteries. These now reside under the rear seat, freeing up more boot space.  Power is delivered by Toyota’s proven Hybrid Synergy Drive system that has a combined output of 100kws from the 1.8-litre Atkinson Cycle four-cylinder petrol engine and an electric motor. At low speeds on billiard table flat surfaces, the car will run solo on the electrical motor. Taking the petrol engine off-line in this way helps trim fuel consumption and exhaust emissions. You cannot help but admire the smooth and albeit fairly sedate performance of this dual action petrol and electric engine combo. Long hill climbs are tackled with enthusiasm and car has the strength and stamina to match most two litre petrol motors. Although performance does wither a bit on demanding up hill slogs if you have four people on board and a bit of luggage. Noise levels are so low they were at times barely audible. Gear changing is managed with typical Toyota efficiency by a CVT (Constantly Variable Transmission with a single dashboard-mounted shift lever. There are three drive modes Electric Vehicle (EV), ECO and Power modes. Initially these were amusing to play with, but didn’t make any discernible improvement to the way the car drove, so I left the auto to its own devices in Drive and it did the job without any fuss or bother. One thing you immediately notice when you step into the cabin is extra room that is the result of a clever redesign of the interior. A 60:40 split folding rear seats extend the boot capacity from a decent enough 457 litres to 1507 litres. A futuristic looking interior gives the car a real point of different, that could be plus for some and minus for others, who find it overly techy and rather confronting. Other standard features on the GX model include 15” alloys wheels and 195/65 R15 tyres, daytime running lights, an engine immobiliser with wireless remote central locking and Smart Key. Driving the new Prius must be thirsty work, as there are six cup/bottle holders peppered around the passenger compartment. Safety kit is right on the money with seven airbags, Vehicle stability control, Anti-lock braking with Brake assist and Electronic brake force distribution. There are two ISOFIX child seat fixing points and three tether anchors. All seat belts have emergency locking retractors and those for the front seats feature force limiters and pre-tensioners. Handling is a sizeable step up on the old car, while prospective buyers will appreciate the more compliant ride. It would be even better with larger wheel than the standard 15-inch variety fitted to the GX. At times these super market trolley sized wheels struggle to suppress the worst bumps and corrugations, generating some suspension rattle and thud. This car has grown half a size over the vehicle it replaces, unfortunately this has been recognised by adding larger wheels to compensate.  While it’s isn’t a road holding rocket, the handling and steering of the new Prius is crisper and more convincing, than any of its predecessors, proving hybrids and this one which has been one maligned more than most, can be a pleasurable drive.   What’s the verdict? A vastly improved new generation version of a model that started the hybrid car revolution nearly 20 years ago, but expensive compared to the Toyota Corolla hatch that uses similar hybrid technology. Wed, 04 Jan 2017 21:42:14 Z /lifestyle/motoring/volkswagen-amarok-ute/ /lifestyle/motoring/volkswagen-amarok-ute/ Volkswagen entered what were unchartered automotive waters for the company, when they sailed into the Ute market a few years ago aboard the Amarok, but it’s turned out to be a bountiful voyage. With the design and engineering horsepower of Volkswagen behind it, the Argentinean built Amarok was always destined to hit real sales pay dirt and that has been pretty much how it’s played out. In the past, the company has produced plenty car based Utes. The real point of difference between them and the Amarok, is the fact that from the day one it was designed and built to be a bona fide Ute. Most importantly, it’s walked the talk since its launch earning a huge amount of sales and respect on Ute markets around the globe. Even buyers here, who can be a tough and demanding bunch, who know what constitutes a decent Ute have taken to the Amarok. One of the reasons for the existence of this model, was the realisation by Volkswagen that a strong selling Ute, was an integral cog in driving their ambitious plans to grow the VW brand globally. The Ute landscape here has changed a lot in the last two years with the most of the major players fielding either brand new models or close to it. However, the Amarok has a lot more years on the clock and is now one of the old guard in this market segment and feeling a bit of sales heat from the younger competition. However, it came out counter punching late last year with a raft of upgrades significantly and is now the only Ute sold here with an 8-speed automatic. Other features are a full time 4WD system and money saving 20,000km service intervals; most other Utes have 10,000-15,000km service intervals.   Volkswagen have also used the refreshed model as an opportunity to respond to what they say is growing demand for a broader Amarok line-up that now sees a 2WD Automatic version in Highline spec, plus for the first time a well equipped Trendline variant. The 8 Speed Auto is available on a 2WD models. Buyers love automatic Amaroks, with the Auto 4WD the best seller in the range. The 2WD Auto’s make up 17% of the double cab Ute market. This figure will only grow as people increasingly see them as an attractive alternative to an SUV. A good spread of well-priced models should continue to see sales of the Amarok head north.  The 103kw base version sells for $43,990. From there it’s a quantum price leap to $51,990 for the Highline 2WD, with the cheapest 4WD being the just introduced Trendline at $58,990. The top of the range Highline 4WD supplied for this road test came in limited edition Dark Label form and costs $65,990. Under the bonnet is a strong and gritty 2.0 litre 132kw twin turbo diesel. Volkswagen’s tried and trusted 4motion 4WD technology is used with high/ low gear ratios to take care of rough terrain. Some may be deterred by the Amarok’s engine capacity when the majority of Japanese diesel Ute engines are anywhere between 2.5 and 3.0 litres. They may also be suspicions about the durability of a motor requiring two turbos to pump up the performance volume. Interestingly, the new Mitsubishi Triton and Nissan Navara have dropped their engine capacities to 2.4 and 2.3 litres respectively, with premium models in the Navara line-up getting a twin turbo version of this engine. While it may have the least engine capacity in its class, from behind the wheel where it really counts, the Amarok drives with genuine punch and purpose, to more than matches the larger engines of its Japanese competitors Adding a lot of extra performance bite is the new 8-speed automatic. The additional gear levels enable it to achieve a broader gear ratio spread between the 1st and 8th compared to a standard automatic. This lets the motor work even more effectively in every rev range, and it’s more economical. The 8th gear is configured as a fuel-saving overdrive ratio operating at reduced engine speeds. This is one of the smoothest and sweetest autos I have encountered in a Ute and gives the Amarok a decisive edge over its opposition. An almost aircraft carrier sized rear deck can handle 2.52 m² and a class leading through-loading width of 1,222 mm. These dimensions let you haul everything from a standard sized pallet to a quad bike. Car like specifications especially on the flag ship Highline allow it to slide seamlessly s into the role of a well-appointed recreational vehicle As you would expect from one of Europe’s largest vehicle manufacturers, the Amarok has impeccable safety credentials, and easily bagged a 5 star ANCAP rating. It achieved this with features such as head/thorax airbags and electronic stability control.  Those who do a reasonably amount off-road driving will appreciate the hill start and hill descent systems. Both make driving on undulating ground more manageable and controlled. Hill start prevents roll back on step inclines, while hill descent takes charge when you are headed in the other direction. It uses a combination of the 4WD system, gearbox and stability control, to safely negotiate steep and tricky slopes. All the driver is required to do is steer the vehicle. Those good Volkswagen ride and handling genes have handed down to the Amarok. For a Ute that’s large than most, it proved more nimble and surefooted both on and off the beaten track than I expected. Over twisty and uneven roads, body roll is well contained and the test vehicle for the most part, felt secure and well planted on the road. Ride comfort is above par, with the suspension showing commendable articulation in confined spaces and bump absorbing qualities that went beyond the call of duty when the vehicle was arm wrestling its way over gruelling terrain. What’s the verdict? Volkswagen’s first double Ute is a worthy alternative to the Japanese models that have dominated this market segment for so long. Fri, 02 Sep 2016 22:12:15 Z /lifestyle/motoring/toyota-land-cruiser-prado-turbo-diesel/ /lifestyle/motoring/toyota-land-cruiser-prado-turbo-diesel/ Toyota’s Land Cruiser Prado reigns supreme in our medium to large SUV market and it’s hard to see that changing anytime soon, given the reverence it’s held in by 4WD aficionados the length and breadth of this country. The Prado’s enjoys much the same iconic status as the Hi lux and has built a similarly strong and loyal band of followers, since debuting here in the mid 1990’s. The current third generation Prado has been around for over five years but still looks sharp with its square chiseled lines. Seven-seat versatility, legendary reliability and genuine off road abilities are all key contributors to the long-running success of the Prado. It’s multi talented as well, proving equally at home cruising down some up market suburban street, or up a muddy bank. The recently updated Prado range leads off with the turbo diesel only $78,490 GX and at this price, appears to offer the best value for money. From there its a $10K step up to the mid-range VX turbo diesel and another $1k if you option the lusty, but thirsty 4.0 litre six-cylinder petrol. The diesel only range topping VX Limited hovers agonizingly close too the six figure mark with its $99,990 asking price. The VX in turbo diesel form is expected to account the bulk of sales, so not surprisingly it was the model supplied for this road test. Up until now, one of the less endearing features of the current model was its rather dreary 3.0litre turbo diesel, a hand me down from the previous model. It was lacking both punch and purpose in this larger and heavier iteration of the Prado. This is has been largely remedied with a new heart transplant in the form of clean sheet design 130kw 2.8-litre turbo-diesel offering brisker performance, better fuel economy and markedly quieter than the engine it replaces. Despite slightly less engine capacity than its predecessor this motor delivers nearly 10 percent more torque, and improved, fuel economy due to increased combustion efficiency and reduced friction. This motor is a case where less is actually more. Fuel filtration, an important point in common rail diesels, is enhanced with the addition of a secondary high-pressure fuel filter to protect expensive and precise fuel system components. These changes have enabled the engine to meet the tough Euro 5 emissions standards, with six percent lower CO2 exhaust emissions over the out going motor. Above everything else, what really made the biggest impression with me is the substantial reduction in engine noise. Significant work was done to tune the sound of the engine down, plus I suspect far greater use of sound proofing material. On and off road, this new diesel provides the energy and vitality that’s been lacking in the Prado’s performance. It delivers crisper acceleration right across the rev spectrum making for a far more relaxing and engaging drive. A lot of the credit for the greatly enhanced performance can be put down to a modern six-speed automatic, that’s also used in higher spec version of the recently release Hi Lux Ute. Having six ratios at its disposal allows the transmission to respond more quickly and decisively to the demands of the road and driver. With its standard third row of seats, the Prado is an attractive go anywhere life style seven-seater. However, the third row of seats are really only suitable for children. There’s plenty of in cabin storage with a good assortment of sensibly positioned pockets and bins. A big plus for the price leading GX is the addition of satellite navigation as standard fitment with a 7-inch display screen, SUNA traffic notification system, Bluetooth telephone and audio player. Both the petrol and diesel VX have a 14-speaker premium audio system, which had previously been an optional extra. All models have rear parking sensors and VX and VX Limited comes with front mounted sensors. An automatic headlight leveling system is standard on the VX and VX Limited and manually adjustable on the GX. Things are now a whole lot more comfy for the driver with an eight-way power seat adjustment with active headrests and front passenger four way power adjustment. With ventilated disc anti-lock brakes, brake assist, electronic brake-force distribution, vehicle stability control and trailer sway control on all models, the Prado has an ANCAP five star safety rating. The comprehensive safety specification upgrades see blind spot monitor and rear cross traffic alert as standard on the VX. This system is taken to the next level in the range topping VX Limited that comes with a Pre-Crash System, which includes Pre-Crash Brake Assist, Pre-Crash Seat Belts and Pre-Crash Brake. Build quality on the Japanese assembled Prado is a five star job from the flush fitting body panels and door shut lines to the flawless paint job. Toyota’s Kinetic Dynamic Suspension System is fitted to all VX models and adjusts the front and rear stabiliser bars based on the movement of hydraulic cylinders. High roll rigidity is provided to help suppress body roll. While an improvement over previous models, body roll remains an issue and handful, if drivers engage in a bit of over zealous cornering. Handling is pretty much in line with what you would expect from a recreational 4WD from the super heavy weight division. There’s the mandatory pitch and roll through the corners that generally accompanies a vehicle of this size and weight. The extra ground clearance plus a high centre of gravity, seriously curb the vehicles bend swinging ambitions. The light and rather remote feeling steering system doesn’t engender lot of confidence especially when driving over twisty terrain. Ride comfort is good for vehicle primed to slug it out in serious off road terrain. Overall, the Prado’s suspension successfully balances it double life of on-roader and off-roader. What’s the verdict? This aging 4WD juggernaut offers exceptional versatility, is a genuinely tough yet incredibly durable luxurious off-road warrior, that’s surprisingly civilized on-road. Fri, 02 Sep 2016 22:10:37 Z /lifestyle/motoring/kia-sorento-2wd-v6/ /lifestyle/motoring/kia-sorento-2wd-v6/ Much to the surprise of many cynics, 2WD SUV’s sales are on the rise in this country showing there is demand for these vehicles, and that they are providing an affordable pathway to SUV ownership for many that didn’t exist in the past. There’s no question that SUV’s are the vehicle of choice now for a rapidly growing number of people, and the ability to cater for as wide a range of buyers as possible, is the key to driving sales onwards and upwards in this market segment. Versatile and highly fashionable, they adapt more readily than most to our varied kiwi lifestyles and this undeniable fact has been the key to their huge popularity. I must admit that initially I was dismissive of the merits of 2WD SUV’s, especially in a country such as ours with its volatile weather, challenging roads and demanding terrain, a 4WD’s was the only logical choice for an SUV. However, I‘ve come to the realization that there are a lot of buyers who want them for reasons other than battling the great outdoors. At the top of that list, is the fact that they are a good fit for their every day automotive needs and for many a 2WD version is ideal. Interestingly, Kia have added a lavishly equipped 2WD petrol V6 Limited model to their recently released third generation Sorento SUV range. It’s a clean sheet design with swoopy eye catching lines that are a real head turner. Another reason why it catches your eye is that it’s substantially bigger than its predecessor. All models are fitted with a third row of seats, something that will make it popular with those after a seven-seat vehicle with a dash of styling panache. There are major advances in refinement as well with this version considerably smoother and quieter than the outgoing version. It’s also loaded with the sort of technology today’s discerning buyers are seeking including satellite navigation. The $60,990 2WD Limited V6 that was fronted for this road test rides on imposing 19-inch chrome finished alloy wheels and is equipped with a reversing camera that delivers a crisp clear image of what’s behind the vehicle. There’s a good spread of models and prices that will appeal to a wide range of buyers. Leading the way is the $49990 base 4WD LX 2.4 petrol with the cost leaping to a heady $55990 for the 2.2 litre turbo diesel engine option. Sitting right at the top of the Sorento model ladder is the Premium diesel. It retails for $70990, which at a cursory glance may seen expensive, but not when you consider the flagship Hyundai Santa Fe, which shares the same engine and transmission and costs around $8k more. Six cylinder petrol powered SUV’s with the notable exception of the Ford Territory that ceases production shortly, have not be huge sales success story here of with many buyers preferring more frugal turbo diesel engines. These days a lot of six cylinder petrol engine aren’t the fuel quaffing guzzlers of old, thanks to major improvements in their design and fuel efficiency, with similar gains being made in the automatic gearboxes they are teamed with. The 199kw 3.3 litre V6 in the test vehicle is a good case in point. While I powerful and boasting a decent turn of pace when required, it was when driven at sensible speeds, surprisingly thrifty with fuel consumption figures that weren’t to far adrift of many large four cylinder petrol motors commonly found in some SUV’s. Without the extra weight of a 4WD system, the 2WD Sorento’s V6 expends far less effort in moving a vehicle that’s considerably lighter than its 4WD equivalents and this literally pays dividends at the petrol pump. There’s little to fault with this V6 and plenty to like from the sweet exhaust, instant acceleration, and a silky smoothness you would normally associate with much higher priced engines. An upgraded version of the six-speed automatic that did such a fine job in the previous Sorento continues that good work in this model. The gear changes are precise, and the transmission has a real talent for quickly adapting to rapid changes in the driving environment and from behind the wheel, I found very reassuring. The cabin is spacious and modern with lots of passenger and load space. An elevated driving position provides good all-round visibility for a vehicle of this size and bulk. Thoughtful positioning of the instruments and controls means you are never second-guessing where the switches for the lights, indicators or wipers are when they are required in a hurry. All the people pampering and safety based are covered. There is a comprehensive suite of safety kit including Electronic Stability Programme (ESP), incorporating ABS anti-lock brakes and traction control plus dual front, side and curtain airbags. A reversing camera projects its images on to a large touch screen, to provide a full and more complete picture of what’s happening at the rear of the vehicle. Road holding is more confident and composed. Having said that, the Sorento is know whippet through twisty terrain, although the suspension is more adept and containing body roll and the vehicle feels more planted on uneven road surfaces with less lateral movement. Like most SUV’s of this size and without the adhesive qualities 4WD, the 2WD needs to driven at moderate speeds through really tight corners and curves especially in wet conditions, to keep the rear end neatly tucked in and out harms way. The steering is a tad to light and a touch to detached to make a convincing connection with the person behind the wheel on a what’s playing out between the front wheels of the vehicle and the road surface. Astute drivers will take this as a cue to scale back any ideas of exploring in a more depth the vehicles handling limits. A far smarter plan is to sit back and enjoy the sumptuous ride and cabin surroundings! What’s the verdict? Well priced and equipped with sharp looks, however the 4WD turbo diesel version makes a lot more sense.  Fri, 02 Sep 2016 22:09:03 Z /lifestyle/motoring/lexus-is-turbo-sedan/ /lifestyle/motoring/lexus-is-turbo-sedan/ Lexus took the turbo route and a bit of a gamble, to boost the performance of the more affordable versions of its compact IS rear wheel drive luxury sedan, and it’s proven a smart decision. The IS is my favourite model in the Lexus line-up, with its elegant lines, superb build quality, exceptional refinement and exhaustive list of standard equipment, a lot which come as optional extras on other brands in the compact luxury sedan market. For the asking price it’s always represented a lot of car for the money, especially when you factor in its unrivalled reputation for reliability. Given these glowing testaments, you would think this model had things nailed on all fronts, but surprisingly it didn’t. Performance, or more to the point, the lack of it in the entry-level models was disappointing. The culprit was a smooth, but thirsty 153kw 2.5 litre fuel injected V6, devoid of the punch and power expected from a car of this quality. Thankfully this motor was pensioned off toward the end of 2015, and was supplanted by a modern, powerful and economical 2.0-litre turbo, that largely remedies the failings of the V6. In fact, this motor could be a potential game changer for the brand at the price leading end of the IS range. The engine, in a slightly different state of tune and featuring fuel saving stop/start technology, was first sited here at the beginning of last year in the Lexus NX 4WD SUV. Prices for the IS 200 turbo start at $73,900 before heading head north to $86,400 for the flagship Limited version. The model supplied for this road test and most likely to be the biggest seller, was the F Sport that slots neatly between these two models at $83,990. The new 2.0 litre turbo sits alongside the existing two hybrid IS300h variants and the range topping IS350 F Sport. Mention the word turbo and many immediately think pulsating tarmac tearing performance. This new 180kw unit isn’t that type of engine. It’s smooth, highly refined and responsive without about being brash and flashy, all qualities that will endear it to prospective buyers. Perhaps mostly importantly, it easily out trumps the 2.5 litre V6 it replaces by delivering the sort of assertive performance this car has always deserved, but was never really delivered by the smaller six cylinder motor. Open road performance is brisk with a ready supply of power locked and loaded, for effortless overtaking and hill climbing. This is the first turbo charged motor used in a Lexus and has made an immediate impact by lifting the cars performance to new level. A new 8-speed automatic transmission makes the most of the engines power and torque with multimode selection options. It can vary gear choices due to G forces, under braking, during cornering and when accelerating. Steering wheel mounted paddle shifters, provide a fairly satisfying manual gear shifting experience whenever the driver chooses to indulge. Cabin and boot space is average for a compact rear wheel drive sedan and a lot less than you would find a comparable sized front wheel sedan. On long haul trips, rear back seat occupants in particular, will find the levels of head leg and shoulder room varies between adequate for those of average height, to inadequate for anyone taller than that. All the five star plus comforts of motoring life expected in a car of this class, and the IS oozes plenty of class, are there in abundance. The attention to detail in the test car was faultless. One thoughtful feature that impressed me was the foot area lighting. This makes entering and leaving the car at night easier and creates a real sense of occasion that you are stepping into or out of car that’s far from ordinary, and more in the realm of extraordinary. The IS 200t F Sport can be distinguished by HID head lights, plus a more planted and aggressive stance. This is one lavishly kitted out compact luxury sedan fitted with satellite navigation, 60:40 split folding rear seats and power adjustable front seats. Other features worthy of a mention are climate control air conditioning with independent controls for the driver and front passenger. From the steering wheel you can adjust the audio, Bluetooth and multi-information display systems. The smart entry and start system lets you lock or unlock the doors, fire up the engine, and open the luggage compartment without taking the key out of your pocket, wallet or purse. Now that’s beyond clever! You are surrounded by almost every bit of safety technology currently on offer and as a driver, I found that very reassuring. The test cars safety war chest included 10 airbags and the Vehicle Dynamics Integrated Management System that combines the Anti-lock brakes and Electronic brake control systems, to help avoid emergency situations. A Pre-crash safety system and Dynamic Radar Cruise Control that keeps a safe distance between you and the car in front, is also a potential life-saver. The double-wishbone front suspension combined with a multi-link rear end delivers agile and responsive handling. The test car proved lithe and athletic over twisty roads, with strong grip and stability from a suspension system that respond in an instant to unexpected changes in road surfaces. About the only area for improvement, is the steering. It needs greater levels of road feel. This would give the driver a genuine sense of what’s happening where the rubber hits the road, and that they are calling the steering shots. Once that step change occurs, it will make the leap from being a car that drives well, to one that’s a great drive. What’s the verdict? Brings some much needed performance sparkle and pizzazz to the entry level model in the IS range, while the build quality is simply superb.   Fri, 02 Sep 2016 22:07:39 Z /lifestyle/motoring/ford-focus-ecoboost-sport-hatch/ /lifestyle/motoring/ford-focus-ecoboost-sport-hatch/ It’s hard to think of a period in recent times, when Ford’s popularity in this country has scaled the heights its currently enjoying, with sales up a whopping 40 per cent on 12 months ago. Heading this ‘white’ hot streak of sales form is the Ford Ranger that continues to sell by the truckload. Even an all-new version of its old adversary the Toyota Hi Lux Ute launched toward the back end of 2015, hasn’t really slowed the Ranger sales train that still has a full head of steam on. Other models in the Ford line-up are dong their bit as well, helping the company record a 50 per cent rise in passenger car sales compared to 12 months ago. The highly capable Ford Mondeo is No 1 in the medium sized car segment market and sales of the latest iteration of the iconic Mustang coupe are going through the ceiling, with 750 plus sales orders already banked. The recently updated Focus range is back in favour with buyers as well and now among the top 10 selling models in the land. Globally the Focus, now into its third generation, is a sales rock star for Ford, although it hasn’t been able to reproduce that form on our market. This latest update could be just the key to turn that around. The car now sports a bolder and more modern exterior and offer greater levels of refinement. One of the big changes is a new 1.5-liter EcoBoost turbo charged engine that’s becomes the engine mainstay of the range. You cannot accuse the current focus five-door hatch range of spoiling you for choice with just three variants on offer, starting with the $35,340 Trend next in the batting order is the mid-range $38,390 Sport, which was the model supplied for this road test. From there it’s a major leap of fiscal faith to get on board the $46,840 flagship variant the Titanium, that’s laden with every luxury feature as it should be with its premium pricing. The 134kw 1.5-liter four-cylinder EcoBoost engine certainly raises the performance bar. It has 25 per cent less engine capacity than the naturally aspirated 2.0-liter engine it replaces, but produces 9kw more power. It uses the core EcoBoost technologies of turbocharging, high-pressure direct fuel injection and Twin-independent Variable Cam Timing to morph into a pocket rocket. It features technologies introduced in Ford’s much lauded 1.0-liter three-cylinder EcoBoost engine, including a new cylinder head design with improved cooling and an integrated exhaust manifold that’s more efficient at feeding air into the engine to help it operate at ideal temperatures. With its almost endless energy and enthusiasm, this is a fun and very likeable motor with sharp throttle response and seamless power delivery. However, it periodically blotted it’s copy book with some turbo lag and the occasional hesitant moment from standing starts, where it seems to get caught flat footed, under full throttle. Despite this, it’s a superior unit in all department compared to the 2.0litre engine it superseded. Mixing and matching the gears changes with unwavering speed and precision is Ford’s six-speed powershift auto. It seems gel better with this smaller but more high tech 1.5 litre turbo charged motor than its former sparring partner, a normally aspirated 2.0 litre engine. Ford used this updated model as an opportunity to refresh the cabin compartment with a number of the changes influenced by customer feedback. One of the most common feedback themes was a call for a more intuitive interior with fewer controls and switches. This has led to some reshuffling of the switches that are now easier to see and use. The simplified interior offers more space with several new and practical storage options. An especially smart piece of thinking is an adjustable console that accommodates a variety of bottles and cups This is the most refined Focus yet with exceptional levels of cabin quietness. Ford has invested heavily in sound-insulating material, thicker side-window glass, increased insulation in the door trims, and improved engine insulation. This sort of financial investment shows what a bit of ‘hush’ money can achieve.Cabin and load space is at best adequate rather than the generous. Rear seat leg and headroom is snug and lags behind a number of its competitors in this regard. Ford have made a lot of marketing noise about what they describe as the cutting edge connectivity of this latest Focus that enables drivers to stay connected at all times, via a system called SYNC 2. You can operate the car’s climate controls, entertainment system, navigation system and a linked smartphone with natural voice commands. A centrally placed, high resolution, 8-inch touchscreen puts even more control at the driver’s fingertips, with color-coded corners for easy menu navigation. Even the technically challenged like myself can master it relatively easily. The system is smart but simple to use and that’s going to win it a lot of friends. Equally as impressive, is the array of advanced safety features, which is remarkable for a car in this price range. Even the accident-prone have a good chance of staying out of trouble with features such as Lane Keeping Aid and Lane Keeping Alert. This helps prevent drivers from accidentally drifting out of their traffic lane when driving at higher speeds. If the forward-facing camera detects an unintentional lane departure, Lane Keeping Aid applies steering torque to smoothly guide the vehicle back, and Lane Keeping Alert alerts the driver to their indiscretion with a vibration in the steering wheel rim. Right from day one the Focus has to my mind been well ahead of the ride and handling game and it still remain in a league of its own, although to be fair, some of the competition have closed up the gap, but the Ford still has its nose well in front. The blade control suspension has been around for over a decade and when it debuted, it was a real game changer in the ride and handling stakes. Through a constant programme that’s mixed revolution with evolution, it still works superbly to deliver a ride and package that puts the Focus streets ahead of most of the competition in the sub $40k price range. What’s the verdict? An affordable hot hatch, with unbeatable handling and performance, styling however isn’t as exciting.     Fri, 02 Sep 2016 22:05:32 Z /lifestyle/motoring/hyundai-veloster-turbo/ /lifestyle/motoring/hyundai-veloster-turbo/ The Veloster Coupe is the edgy and out there looking member of the Hyundai family, a mantle it’s held since its launch over three years ago. Most carmakers have one of these attention grabbers in their range, some even more than that. Their mission in life is show the brand as trendy and fashionable side, rather than being a model that sells in huge numbers, and pours plenty of cash into the company coffers. One obstacle on the road to success for the Veloster here is the number of other very worthy contenders that are in the same price ballpark. Among them are the; Ford Focus ST, Peugeot 308 GT, Holden Astra VRX 2.0 litre turbo, plus an offering from Hyundai’s sister company Kia in the form of the Pro Cee’d GT. The Veloster is a car that tries super hard to make an impact. However, the ingredients are not there to really get its sales and marketing penetration cooking with what is a quirky part hatch part coupe, with styling that’s short on cohesion and fluidity to be totally convincing. The one door on the driver side of the Veloster creates the appearance of a coupe. Step around to the opposite side of the vehicle and you’ll find two doors, one for the front seat passenger and another for the rear seat occupants. This intriguing, but fairly divisive appearance does have some novelty value, but as such a limited life span. Once this wears off, the car looks could quickly lose their attraction with some owners and over time make it harder to attract new buyers. Prices start at a shade south $45,000 for the entry-level version powered by a benign 1.6 litre 103kw Gasoline Direct injection engine coupled to a six-speed auto. Another $5000 gets you behind the wheel of the flagship six-speed manual 1.6 litre turbo model provided for this road test. For another $1500 you can have Hyundai’s new 7-speed double clutch automatic. This new gearbox should garner a lot buyer interest and with its super quick gearshift bringing some extra aggression to the cars performance. With manual transmissions well out of favour with new car buyers these days, it’s easy to see a lot of Veloster buyers ticking automatic option when they place order. Volkswagen was the first manufacturer to introduce this ground breaking double clutch automatic and its won plenty of praise with its quick instantaneous and seamless gear changes. Since then, a lot of other car makers have mimicked this transmission with varying degrees of success, although Hyundai is the first Korean brand to put a toe in the water with this type of gearbox. The 1.6 litre twin scroll turbo gasoline direct inject engine is the quickest and most sophisticated four cylinder power plant ever from Hyundai, and further evidence of their emergence as a designer and producer of quality engines. It also makes the Veloster a relatively high velocity performer with 150kw to haul with some verve this comparatively light car. The engine is strong rather blisteringly quick. The power equation is right on the mark for the cars handling and dynamics. Add any more heft and it could become more of a challenge to manage and that’s not what the typical buyer of this type of coupe. As a first attempt at a serious smallish high performance motor Hyundai have done a commendable job. While still a work progress, the foundations are there for the company to push onwards and upwards with this type of engine. This particularly engine should give them plenty of confidence to get on with that task and they are doing exactly that, with a punchy 180kw 2.0 litre turbo motor now the marque motor in the top of the line Hyundai Sonata sedan. The sweet shifting six-speed manual in the Veloster is the perfect tool for accessing the motors considerable reserves of power and torque. A light yet accurate shift action, plus a light and progressive clutch that doesn’t bite like a rabid dog, make for an enjoyable gear changing experience. Veloster turbo owners are not short changed on luxury features. Scroll through the equipment list, it is a lengthy read given and you will struggle to find any worthwhile feature that’s been overlooked. Hyundai have managed to pack a huge amount of standard kit into a small car, to the point where there isn’t any need for a list of optional extras, because most of these are standard. Apart from roofline that dives away dramatically toward the rear of the car and carves off value centimetres rear headroom in the process, the Veloster is still as close as I have seen to a genuine four-seater coupe. There’s the added bonus of a deep and decently proportioned boot of almost car like proportions. It devours lots of luggage, in fact more than most owners will need. The only down side is the high lip you have wrestle and jolly cargo over to access the boot cavity. Independent suspension front and rear delivers good handling and adapts quickly to a variety of road conditions. It proved particularly agile, especially when threading its way over tight winding roads. There no shortage of grip and tenacity with the test car sporting a decent set of performance tyres with strong road adhesion qualities. There are others rivals that sweep the bends and barrel through tight corners more convincingly, but the Veloster still demonstrates enough handling nous to pass with merit, as a fun yet affordable performance coupe. What’s the verdict? Interesting but rather polarising styling, not overly zesty performance and better alternatives around the same sort of money. Fri, 02 Sep 2016 22:04:12 Z /lifestyle/motoring/paul-charman-we-know-motorcyclists-are-mad/ /lifestyle/motoring/paul-charman-we-know-motorcyclists-are-mad/ Let’s be honest — we motorcyclists are mostly mad — and I don’t mean in the jocular sense. For some of us, “the motorbike appeal” weighs heavily. In my case it’s been a lifelong obsession, and I feel I’m about to be joined by throngs of fellow travellers. But they should know what they’re getting into. Bikes on the roads are going to increase as more homes shift out to city margins and thus further from places of employment. For example, many Aucklanders have been left scratching their heads over how best to commute in from city fringes north and south. You live way out where the rents and house prices are cheaper, but work in one of the big commercial hubs; you’re fed-up with sharing bus or train seats with all those coughing, 'phone-staring-zombies', and so — if you were born with what some of us call “the motorcycle gene” — the solution will seem simple: just buy a bike to commute to work. On paper it all adds-up. By lane-splitting (riding in between lines of stationary or slow-moving cars) you’ll cut commuting time by up to half. You can legally ride the bus lanes and parking is generally free. Running costs and maintenance look good on paper too, so you could save hundreds of dollars a month by motorcycling. But pretty motorcycles are a bit like “wine glittering in the cup”. They can leave you with a massive headache. In fact, without wishing to sound overly dramatic, why not save yourself before it is too late. Think before signing that hire purchase deal drawn with “Rob” down at the motorcycle shop. What Rob won’t tell you as he waves you off on your new bike, is that — even if you survive with 10 fingers and 10 toes intact — riding will change you. It’s not just that, on average, the risk of being killed or injured in road crashes is 22 times higher for motorcyclists than for car drivers over same distance travelled. No, it’s more than that — think mental health. Outwardly, motorcyclists stand out as a wee bit eccentric, of course, but that’s not what I mean. We tend to have bad helmet-compressed hairdos, possibly bloodshot eyes and, in winter at least, wet shoes. Unless it’s an automatic, the top of the left shoe will be stained black from contact with a rubberised gear-change lever. (Note: Check the left shoes of anyone who wants to work for your company, take your daughter out etc. If “the black stain” is discovered, take appropriate action). We bike commuters walk round in ridiculous high-vis vests and hog coat-hanging areas with our dripping wet-weather gear. Once arrived at work, greetings and instructions are repeated twice, or even three times, due to ringing ears from exhaust and general road noise. But in any case, don’t expect much out of bikers newly arrived at work stations. They’ll be dazed, reviewing their most recent near-misses with cars and pedestrians. All the above should diminish the perceived gains of bike commuting, but there are deeper issues. What of the psychic changes — unseen, internalised long-term effects evident among bike commuters, like: Mood swings Rider self-esteem can rise and fall like a perpetual sine wave — even during a single commute. There’s the thrill of firing up a machine in the driveway, or fair weather riding by the sea etc, followed by extreme dejection following those near misses with cars, or heedless pedestrians. Self-harm Bikers constantly choose “the path of pain”, especially in winter. I mean everything from man-handling motorcycles (they can be quite heavy) in and out of tight parking spots; sitting stopped at a red light in pouring rain, with water running down the inside of your wet-weather-suit collar, and pooling at the crutch; freezing your hands off during hours on the motorway; getting virtually “elbowed” into the weeds by passing cars, and so forth. Remember, all this bad stuff is needless; riders could end the pain by taking the bus, but we don’t. Grand delusions Bikers are just so mobile. Some roar in between cars on the crowded motorways, ducking and diving between the lanes. There’s the fast take-off, the panic stop, the big-engined “roar”, needless healing-over when cornering. Many ride with bare legs, or open-toed footwear. ACC offers us low-cost motorcycle safety courses but there are relatively few takers. And all the while, the belief seems to be, “it could never happen to me”. Aggression Even after pushing our luck, we bikers seem convinced we’re in the right, perhaps signalling other road users with raised fingers, or fists. Encased in body armour and hard hats, we can act like avenging road warriors, apparently also trapped inside a belief system to the effect that the whole motoring world is against us. Hearing things A psychosis achieved only through long diligence and application. As most motorcycles don’t have on-board hi fi, we really can end up re-playing songs in our memories, so to speak. For me on wet days it’s “Let’s Ride the Rain”, a tune by 60s Kiwi Band the Quincey Conserve; while maniacally scorching along the motorway, “Catch Us if you Can”, by the Dave Clarke Five; following a near miss with a truck, the “Days of Pearly Spencer”, (Avengers version) and so on . . . Look, I’ve experienced most of these over the last 45 years or so, but can motorcycle commuting really be worth all this danger, discomfort and weirdness? I’ll happily run with the hares and hunt with the hounds on that one — seeing the drawbacks, yet having left it too late to change. Following a lifelong addiction to motorcycles I wouldn’t swap my daily commute in the Auckland traffic; it really wakes-me-up, makes me feel invigorated and alive. So like the old alki, or greying addict, I still want my fix. But like the “Ancient Mariner”, I warn others not to do the same as me. Mad, see?   UPDATE:  Lane splitting clarification: Read this with interest. It struck a chord with me as I have been a motorcyclist, racing and owning a number of large road bikes over many years, so I love my motorcycles. However, readers should not be left unclear about the legality of lane splitting.It’s quite simple: While overtaking to the right of a car is not actually an offence, overtaking through the middle lanes can be. Most motorcyclist are unaware of this, until stopped by an enforcement officer, who writes a $150 infringement for it. The offence occurs when there is one vehicle already in the lane (the car about to be passed), and a second vehicle enters their lane, passing them on the left. This is called overtaking on the left and the road code declares it illegal. In fact, please note the following: During such an overtaking-on-the-left manoeuvre, if the car being passed were to move from the right to the left of their lane, and were to knock into a motor cyclist, the bike rider could be at fault and the car driver may not be charged with any offence, circumstances around this need to be investigated by the attending officer/s. It is something to be aware of, as I have had motorcyclist complain that they have been told in print and on TV that lane splitting is not an offence. Most of the time those motorcyclists targeted are the ones that blast down the middle of lanes at crazy speeds and with no indications, the more reckless of the riders. The vast majority of riders display a safe approach to lane dividing. Remember, ride safely at all times. Senior Sergeant Scott ReesAuckland Central Police. Tue, 19 Jul 2016 02:52:29 Z /lifestyle/motoring/bob-nettleton-holden-commodore-ssv-redline-wagon/ /lifestyle/motoring/bob-nettleton-holden-commodore-ssv-redline-wagon/ While Aussie built Holden Commodore’s exit stage right forever in about 18 months it is departing with a bang and not a whimper. Holden ceases production of all cars in Australia including the venerable Commodore from the end of next year. However, this model is mounting a powerful finish, with variants such as the V8 powered SSV Redline Wagon, offering a unique blend of practicality and breath taking performance. Late last year Holden unleashed the VFII, the most powerful, most responsive and most advanced Commodore for its swan song. 
The launch of this farewell model late last year, also ushered in the thunderous 6.2-litre V8 in updated LS3 form, that recaptures the classic V8 sound that makes some grown men go weak at the knees. This great automotive soundtrack has been bought to life via a bi-modal exhaust and mechanical sound enhancer. The application of a bi-modal exhaust, mechanical sound enhancer and the ‘Baillie Tip’ ensures you’ll hear this engine before you see it. Activating the bi-modal exhaust is done via a button on the vehicles 8” colour touch screen. To create a more involving exhaust note inside the car, Holden has introduced the newly invented ‘Baillie Tip**’. Developed by one of the engineers, Dr David Baillie, the tip consists of a unique opening in the exhaust. This reverberates sound back through the exhaust towards the cabin, increasing the overall sound level up to 10 percent. The big effort that’s gone into cranking up the engine volume is in response to customer and motoring media criticism of the previous engine, that it had been over refined to the point where its charismatic V8 engine note had almost vanished. Now it’s back louder and prouder than ever. Holden reckon the 6.2-litre LS3 engine combined with the revised differential ratio and suspension changes make this Commodore the best they’ve ever made. Perhaps this goes to prove that there might be something in the old adage “Saving keeping the best to last”! Some new technology was thrown into the VF2 mix including an all-new infotainment system delivering full Bluetooth®, USB, iPod® and MP3 player integration. All of this is easily managed, even by a technophobic like me, through a touch screen mounted in the centre console. While the current Commodore dates back ten years it still remains one of the best looking big cars on our market. Almost equally attractive, is the pricing of the range topping SSV Redline. While the $78490 price tag for the SSV Redline wagon supplied for this road test puts it right near the top of the Commodore food chain, that price has to be viewed in the context of it being one very lavishly equipped wagon that’s packed to over flowing with luxury kit. The l LS3 6.2-litre V8 engine delivers 304kW of power and a stunning 570Nm of peak torque. This is delivered earlier in the rev range compared to the outgoing model to provide sizzling throttle response. This substantial slab of heavy metal, is a genuinely potent performer given it still draws heavily on 20th century technology with its over head valve design, in a new car market where twin over head cams and turbo chargers dominate. VFII V8 sports models including SSV Redline receive a further engine-cooling aide in the form hood vents. These allow the release of hot air directly out of the engine bay while giving the car a more aggressive appearance. The hood vents have been designed to redirect water away from critical electrical components in the engine bay. This is one hot engine that’s now a very cool customer as well. For smoothness, refinement, plus that wonderful 8-cylinder burble being restored to its former glory, this engine is now the total V8 package. An advanced six-speed automatic expertly manipulates the engine’s enormous reserves of power to perfection. You would expect lots of passenger and load space in a big wagon like this and it doesn’t disappoint. It will appeal to traditionalists who still have a soft spot for large rear wheel drive wagons with the SSV Redline offering unsurpassed luxury and serious towing abilities. In the past the build quality of the Commodore has been patchy, but a lot less so in the last five years as Holden ramped up efforts to raise its build quality bar to new and previously unexplored heights. From my experience with the test wagon, this major investment of time and money is paying off. The great pity is that this Commodore won’t be around long enough for Holden to realise the full pay back for all this effort. Tuned at Holden’s Lang Lang proving ground in Victoria, Australia and tested in several different driving environments, the revised FE3 rear sports suspension increases ride comfort while retaining the cars sharp handling. 
 The SS-V Redline is now fitted with Brembo brakes on all four wheels, making it the ultimate showstopper. Powering through the first bend in the test wagon and you are instantly aware its handling game has gone up a good level or two, as it confidently carves through the corners. The tauter suspension that is at the very core of the car impeccable road holding does result in some trade-off in ride comfort, despite Holden’s claimed improvements in this area. This is most noticeable in town driving, where the stiffer and less malleable springs and dampers contribute to suspension bump thud over broken and undulating road surfaces. While it still ticks the ride comfort box, that tick is discernable smaller than it could have potentially been, had a slightly more pliable ride been engineered into the suspension.   What’s the verdict? A large luxury V8 wagon with plenty of the x-factor and power - easily the best Commodore wagon I’ve ever driven. Sun, 05 Jun 2016 21:00:34 Z /lifestyle/motoring/bob-nettleton-honda-civic-hatch/ /lifestyle/motoring/bob-nettleton-honda-civic-hatch/ In the automotive industry some cars can go from being a Peacock to a feather duster, even those you wouldn’t expect to suffer that fate. A good case in point is the Honda Civic. A high flyer on our new small car sales charts in the 1980’s and 1990’s, but in recent years hit some sales turbulence in recent years. Its slide popularity can be traced back in my view to 2006. This was when the hatch was deleted from the Civic range and it was only sold here as a sedan. When a hatch was finally restored to the Civic catalogue in 2012, our new car market had moved on, along with a lot of potential Civic hatch buyers. They had either chosen another brand, while Honda devotees opted for the smaller, but remarkably space efficient Honda Jazz hatch. The Civic hatch is offered in three models starting with the entry level S at $31,990, you will pay a steep $3k premium for the five-speed auto, while the range topping LN that arrived for this road test sells for $39,990. A recent mid-life upgrade could help garner greater buyers interest in the Civic. However, the question is whether it’s extensive or meaningful enough to achieve that. Most of the changes are focused around a re-tweak of the styling that hasn’t really hit the spot on our market. The 103kw fuel injected 1.8 motor, has been a staple of the Honda range for over a decade, where its provided good fuel economy, lively performance and commendable levels of smoothness and refinement. It still does this, but the challenge for Honda, is a lot of its competitors especially those from Europe with their smaller capacity turbo charged engines, do it so much better. Even the smaller 1.5 litre engine used in the mini-sized Honda Jazz produces just 6kw less than the Civics bigger engine. At times the performance of the test car felt lack lustre and missing that bit of spark and urgency needed to make the car a fun and engaging drive. Part of the problem it seems to me, sits with the dated five-speed automatic. It is off the pace, in a market where six or seven speed automatics are now the norm. The gearing appears to be on the high side, meaning it doesn’t kick into a lower ratio quickly enough under throttle, to provide quick acceleration when you need it. When its come of efficient utilisation of passenger space the Civic could take a few lessons from its smaller sibling the Jazz. Here is a mini size hatch that gives a master class in how cars of this size can provide cabin areas with extraordinary amounts of passenger and cargo space, in proportion to the cars modest exterior dimensions. By comparison, the Civic hatch feels snug and lacking in rear head and legroom. Because the car doesn’t have particularly expansive glass areas, this give the interior a slightly claustrophobic feel. It isn’t all gloom and doom though with a fairly roomy rear hatch cargo area. I have a sneaky suspicious that may have come at the expense of some passenger space. In a bid to bring more a competitive edge to the ride and handling there’s been a bit of a re-work of the suspension, that includes Honda’s Agile Handling Assist System that make its debut here. When required, it applies a light braking force to each wheel during cornering for greater handling responsiveness, maximises traction during cornering and when accelerating on slippery surfaces. While the ride and handling aren’t in the class leading category, the car feels well planted on the road, sits nicely through the corners with minimal body roll, while the point and go steering is a plus. However, the latter would be even better the with more road feel, to give a greater sense of connectedness between the driver and what’s happening in the all important contact zone contact between the front wheels of the vehicle and the road. This would enable the driver to make any steering adjustments sooner rather than later. What’s the verdict? Drab performance and a cramped cabin compartment spoil, an otherwise competent and well-equipped small hatch.  Sat, 04 Jun 2016 00:01:02 Z /lifestyle/motoring/bob-nettleton-kia-sorento-2wd-v6/ /lifestyle/motoring/bob-nettleton-kia-sorento-2wd-v6/ Much to the surprise of many cynics, 2WD SUV’s sales are on the rise in this country showing there is demand for these vehicles, and that they are providing an affordable pathway to SUV ownership for many that didn’t exist in the past. There's no question that SUV’s are the vehicle of choice now for a rapidly growing number of people, and the ability to cater for as wide a range of buyers as possible, is the key to driving sales onwards and upwards in this market segment. Versatile and highly fashionable, they adapt more readily than most to our varied kiwi lifestyles and this undeniable fact has been the key to their huge popularity. I must admit that initially I was dismissive of the merits of 2WD SUV’s, especially in a country such as ours with its volatile weather, challenging roads and demanding terrain, a 4WD’s was the only logical choice for an SUV. However, I‘ve come to the realization that there are a lot of buyers who want them for reasons other than battling the great outdoors. At the top of that list, is the fact that they are a good fit for their every day automotive needs and for many a 2WD version is ideal. Interestingly, Kia have added a lavishly equipped 2WD petrol V6 Limited model to their recently released third generation Sorento SUV range. It’s a clean sheet design with swoopy eye catching lines that are a real head turner. Another reason why it catches your eye is that it’s substantially bigger than its predecessor. All models are fitted with a third row of seats, something that will make it popular with those after a seven-seat vehicle with a dash of styling panache. There are major advances in refinement as well with this version considerably smoother and quieter than the outgoing version. It’s also loaded with the sort of technology today’s discerning buyers are seeking including satellite navigation. The $60,990 2WD Limited V6 that was fronted for this road test rides on imposing 19-inch chrome finished alloy wheels and is equipped with a reversing camera that delivers a crisp clear image of what’s behind the vehicle. There’s a good spread of models and prices that will appeal to a wide range of buyers. Leading the way is the $49990 base 4WD LX 2.4 petrol with the cost leaping to a heady $55990 for the 2.2 litre turbo diesel engine option. Sitting right at the top of the Sorento model ladder is the Premium diesel. It retails for $70990, which at a cursory glance may seen expensive, but not when you consider the flagship Hyundai Santa Fe, which shares the same engine and transmission and costs around $8k more. Six cylinder petrol powered SUV’s with the notable exception of the Ford Territory that ceases production shortly, have not be huge sales success story here of with many buyers preferring more frugal turbo diesel engines. These days a lot of six cylinder petrol engine aren’t the fuel quaffing guzzlers of old, thanks to major improvements in their design and fuel efficiency, with similar gains being made in the automatic gearboxes they are teamed with. The 199kw 3.3 litre V6 in the test vehicle is a good case in point. While I powerful and boasting a decent turn of pace when required, it was when driven at sensible speeds, surprisingly thrifty with fuel consumption figures that weren’t to far adrift of many large four cylinder petrol motors commonly found in some SUV’s. Without the extra weight of a 4WD system, the 2WD Sorento’s V6 expends far less effort in moving a vehicle that’s considerably lighter than its 4WD equivalents and this literally pays dividends at the petrol pump. There’s little to fault with this V6 and plenty to like from the sweet exhaust, instant acceleration, and a silky smoothness you would normally associate with much higher priced engines. An upgraded version of the six-speed automatic that did such a fine job in the previous Sorento continues that good work in this model. The gear changes are precise, and the transmission has a real talent for quickly adapting to rapid changes in the driving environment and from behind the wheel, I found very reassuring. The cabin is spacious and modern with lots of passenger and load space. An elevated driving position provides good all-round visibility for a vehicle of this size and bulk. Thoughtful positioning of the instruments and controls means you are never second-guessing where the switches for the lights, indicators or wipers are when they are required in a hurry. All the people pampering and safety based are covered. There is a comprehensive suite of safety kit including Electronic Stability Programme (ESP), incorporating ABS anti-lock brakes and traction control plus dual front, side and curtain airbags. A reversing camera projects its images on to a large touch screen, to provide a full and more complete picture of what’s happening at the rear of the vehicle. Road holding is more confident and composed. Having said that, the Sorento is know whippet through twisty terrain, although the suspension is more adept and containing body roll and the vehicle feels more planted on uneven road surfaces with less lateral movement. Like most SUV’s of this size and without the adhesive qualities 4WD, the 2WD needs to driven at moderate speeds through really tight corners and curves especially in wet conditions, to keep the rear end neatly tucked in and out harms way. The steering is a tad to light and a touch to detached to make a convincing connection with the person behind the wheel on a what’s playing out between the front wheels of the vehicle and the road surface. Astute drivers will take this as a cue to scale back any ideas of exploring in a more depth the vehicles handling limits. A far smarter plan is to sit back and enjoy the sumptuous ride and cabin surroundings! What’s the verdict? A powerful, handsome and masculine looking alternative for those needing a decent sized seven-seat vehicle, but not 4WD. Below par road holding along with light and rather vague steering are less impressive.    Wed, 01 Jun 2016 23:00:55 Z /lifestyle/motoring/bob-nettleton-mercedes-b-class-hatch/ /lifestyle/motoring/bob-nettleton-mercedes-b-class-hatch/ Since 2005, the B200 has held the mantle of the sensible, practical and versatile member of the Mercedes Benz compact luxury passenger car family. The B200 is an unusual mix of hatch and mini MPV with its tall upright stance, that’s more about maximizing interior space than style, an interesting move given the brands proud history of producing handsome cars. However, Mercedes has been prepared to overlook that for a model they see filling a niche for young families after a vehicle with flexibility and space. It will also appeal to older buyers who need a car that’s so easy to enter and exit, yet ideal for transporting everything from two sets of golf clubs to a couple of grand children. The first generation B200 did this and numerous other carting and carrying tasks with uncanny ease, given its relatively compact dimensions. This current model launched in 2012 addressed these shortcomings and now does it even more convincingly with a recently updated version. Notable changes include enhancements to the interior and exterior, and higher levels of standard equipment than before. The B250 4MATIC variant provided for this road test is the only vehicle in its class with all-wheel drive, perfect for getting to grips with our challenging roads, terrain and weather. Priced at $71,900, it has the heftiest price sticks in the four-strong B200 line-up range leads off with a modestly powered 90kw 1.6 litre petrol costing $53,200. A lustier 115kw take on this engine is offered in a more generously equipped model available for an extra $10K. A 100kw 2.2 litre turbo diesel can be had for the same price. The most identifiable visual changes between this refreshed model and its predecessor are; a new bumper design and integrated daytime running lamps in the headlamps provide a more dynamic appearance. LED headlamps increase safety at night with their wide beam pattern. The test vehicle was powered with real verve by one of best smaller engines in the Mercedes range in the form of a 2.0L 4-cylinder direct injection turbocharged engine producing 155kW and 350Nm of torque. It punches the B 250 4MATIC from 0 - 100km/h in a very sharp 6.7 seconds. That’s quick for a vehicle that’s part hatch, part people mover. I thought this engine in the heavier 4MATIC might have been a bit light on performance, but in real world every-day-driving its smooth and posses a deceptively strong burst of speed. It uses this to good effect, to muscle its way over long hill climbs, or to effortless waft past slower vehicles out on the open road. This motor adapts easily to the rigors of our roads, terrain and drivers with the power, purpose and smoothness to satisfy most owners. Drawing the best out of this engine and enabling it shine like a beacon, is Mercedes well-proven 7-speed automatic, that’s built its glowing reputation on precision, accuracy and timing, topped with an overlay of silkiness. There are more modern automatics on the market armed with up to 9 gears, but this transmission does an outstanding job with its magnificent seven. Fit and finish is exemplary, and even that word, is under selling the huge attention to detail and quality the spacious cabin exudes in every direction. The longer I drove it, the more I appreciated the wide-open spaces of the passenger compartment to the large cargo devouring rear hatch. There are a host features to sway and influence would-be buyers into the B Class camp. Heading this list are GPS, Active Parking Assist and Electrically Folding Exterior Mirrors. Exclusive to the B 250 4MATIC is KEYLESS-GO. It is in essence an access and drive authorisation system with KEYLESS-GO starting function allowing the vehicle to be opened, started and locked simply by carrying the electronic key. This model also rides on larger 18” Wheels, Lowered comfort suspension, Dark-tinted privacy glass and Ambient LED Lighting in 12 interior colours. There’s also the peace of mind of an Anti-Theft alarm system, to ensure it doesn’t become another stolen vehicle statistic. Safety is nailed, well pile driven really thanks to a large range of passive and active safety features. If you place a lot of weight on safety in your new car buying decision making process, then the B Class ticks the really important safety boxes such as Reversing Camera, 9 Airbags, PRE-SAFE® and COLLISION PREVENTION ASSIST PLUS with semi-autonomous braking. Also part of the mix are LED High Performance Headlamps and Blind Spot Assist. The latter activates a flashing yellow symbol in the exterior mirrors whenever another vehicle is close by, but outside your peripheral vision so you cannot see it. The suspension does a fine job of deftly balancing the competing needs of ride comfort and road holding, although as expected given its focus on functionality, it skewed more toward comfort. Ride quality hits spot rather nicely, showing genuine composure over a variety of road surfaces from the smooth to the unruly. Despite the cosseted ride, handling is assured thanks to the extra grip of a full time 4WD system. The test car steered accurately and for a reasonably tallish vehicle, didn’t let too much hang out in the breeze during brisk cornering, which is more than can be said for some models of this genre. What’s the verdict? Behind the frumpy styling, is a practical, classy, roomy and strong performing mid-sized hatch.  Tue, 31 May 2016 01:01:03 Z /lifestyle/motoring/bob-nettleton-hyundai-tucson-2wd-elite/ /lifestyle/motoring/bob-nettleton-hyundai-tucson-2wd-elite/ An old name adorns a new and striking looking addition to Hyundai’s compact SUV’s family, a model that justifiably has the company confident they’ve a star in the making. The new Tuscon has a lot of expectations riding on it, but has enough x-factor qualities to not only shoulder those expectations. Choosing the name of a city in the desert state of Arizona, may seem a bit odd and irrelevant for our market. However, it wasn’t chosen to resonate with buyers here, but those half a world away in North America, a market that’s a massive revenue earner for Hyundai. Those who have more than a passing interest in the comings and goings of different models will know this is the second time around for the Tuscon name on our market. The original model, also a small SUV, was sold here between 2004 and 2009, before being replaced by the ix35. Despite its less than captivating looks, it was a top seller before making way for the “born again” Tuscon just over six months ago. The new Tucson is one of those vehicles with all the right ingredients to make a big impact on the market, and that’s how it’s panned out, with demand outstripping supply on some 4WD variants.  It’s also grabbed plenty of attention, or should that be notoriety, with an edgy or irritating, depending on your point-of view TV advertising campaign, with the strap line ”Get lost in NZ#. It features a young girl with voice like a chain saw, imploring from various picturesque settings, all in sundry to ”get lost”. Whether you love or loathe this advert you have to admire the high level of cut through it has delivered for the new Tuscon in one our most fiercely contest new car market segments. For showroom pose value, the sleek was proportioned lines of the Tucson earn an A+ and having oodles of this, is a major determinant of success in the fashion driven compact SUV market. It draws shamelessly on many of the styling cues of its big brother the Santa Fe. A great option, as it’s a mighty fine looking vehicle that racks are up seriously large sales numbers both here and overseas. The nine model line-up comprise three 2WD petrol models and six 4WD’s, half of them fitted with a new 1.6 turbo petrol’s and the remainder using an enhanced version of the 2.0 litre turbo diesel carried over from the ix35. With prices starting at $39,990 for the entry level 2.0 litre 2WD and then climbing steeply to $63,990 for the flagship Elite Limited the Tuscon is more expensive that a number of its rivals. Close to $64k for the range topping Elite LTD is expensive when you look at what else is available for that sort of money. Even the $47,990 Elite 2WD two-litre petrol supplied for this road test is pricey enough. Even with its high specification levels, it will seem to some as 2WD SUV and 4WD price. Power is provided in reasonable measure by a high-compression 121kw 2-litre GDi (Gasoline Direct Injection) petrol engine. For all it modern technology and sophistication it lacks, genuine punch and purpose, which makes for a less than invigorating driving experience. It’s a motor that will keep the majority of Tucson buyers happy, but those with loftier performance expectations will feel a bit short changed. The may look for that elsewhere in this market segment, where there are a number of alternatives that will satisfy those expectations, and in some instances for less than the asking price of this model. The motor needs to be worked fairly aggressively to play hard and fast and with that, comes higher levels of engine noise. Under load on hilly terrain performance evaporates faster than I expected, due to a lack of usable low speed torque below 3500rpm. There are some positives. One of these is the engines smoothness, that makes it an exceptionally relaxing and comfortable highway cruisers. A six-speed automatic teams well with the engine, and impresses with its crisp, efficient and intuitive gear changes. A manual tip shift option is available, but I wasn’t tempted to use it, as the transmission does such a darn good job when left its own devices, I wasn’t going to attempt to upstage it, by with making pseudo gear changes using the manual shift mode. For a compact SUV this one provides good front and rear legroom and a decent sized rear cargo area. The cabin looks and feels a half size larger than the Tucson’s predecessor the ix35, a vehicle that wasn’t overly endowed with passenger or load space. It was hard, well almost impossible fault the large list of luxury features that take a little of the sting out of test vehicles equally large price sticker. You pretty much get all the features you want, which explains why there isn’t a long list of optional extras, because the truth is they aren’t really required. Gadget lovers will go ga ga, over the Apple Car Play and Android Auto systems. They integrate seamlessly with existing smartphones and provide safe access to Google and Apple Maps navigation Siri or Google Voice Command functions. These include hands-free, music and apps, great, if sort of stuff spins your wheels. The suspension tuned for Australian and New Zealand driving conditions, proved adaptable and agile enough to see off the many and varied challenges our terrain and road surface present, and emerged with its reputation not only intact, but glowing. It’s the ride comfort, rather the vehicles outright road hugging and corner scything abilities that are the suspensions forte. Whatever types of roads were thrust its way, from billiard table smooth motorways to lumpy and testy narrow rural gravel roads, ride comfort was resolutely maintained to the highest standards. What’s the verdict? An appealing enough 2WD SUV with its good looks and tidy handling, but overall fairly underwhelming and pricey compared to some of its rivals. Mon, 30 May 2016 05:59:23 Z /lifestyle/motoring/bob-nettleton-ford-focus-st-hatch/ /lifestyle/motoring/bob-nettleton-ford-focus-st-hatch/ It made be me one of Europe’s strongest selling hot hatches, but buyers here haven’t warmed to the racy Ford Focus ST hatch in the numbers that Ford may hoped for. Unlike the European and UK markets where performance hatches such as the ST Focus and Volkswagen GTi sell in sizeable numbers, they are very much a niche market model on this side of the automotive globe. Its seem new vehicle buyers here prefer sink their hard earned cash into a Ute or SUV, are better suited to our more adventurous outdoor lifestyles. If manufacturers don’t have strong Ute or SUV model offerings, they struggle to gain serious sales traction in our new vehicle market. This is a situation that adds up to fairly pedestrian sales figures for this purposeful and pacey Focus. It seems unlikely that a fairly substantial upgrade of this model a few months ago will turn this tide and create a wave of new sales. Mechanically, the ST is largely the same last years model. The latest changes are more cosmetic with new front-end styling and a major injection of new technology. Ford’s claim their in-car connectivity system SYNC2 and MyKey make the new Focus one of the most connected and smartest cars in its class. This will certainly broaden its appeal, as new car buying decision are being increasingly swayed, especially younger buyers, by the power of vehicles technology, rather than what’s lurks under its bonnet. This Ford has an even stronger focus on safety. Among an impressive array of safety kit there is Lane Keeping Alertthat prevents drivers from accidentally drifting out of their traffic lane. A forward-facing camera detects an unintentional lane departure, while Lane Keeping Aid technology applies steering torque to smoothly guide the vehicle back to where it should be. Another great idea is the Adaptive Cruise Control that uses a radar sensor to help drivers maintain a set distance from the vehicle ahead. If it senses slower traffic in front, it automatically slows the vehicle to maintain a safe distance, then resumes the driver’s preferred speed when the traffic clears.Forward Alert showcases some clever Ford thinking.If this active safety system detects the risk of a collision with a vehicle in front, it displays an alert in the instrument cluster and sounds a warning chime. It also pre-charges the brakes and begins slowing the vehicle as soon as the driver lifts off the throttle. This helps to ensure peak braking performance when the driver applies the brakes. The ST focus is a solo act in New Zealand and only offered in five-door hatch six-speed manual form and is priced at $52,490. In Europe and the UK, three-door hatch and a wagon version can be had. With buyers here totally besotted with automatics, the lack of this transmission option won’t help sales, especially when its arch-rival the Volkswagen Golf GTi has an auto on its options tick box list. Under the bonnet is a pumped up 184kw 2.0 litre turbo charged gasoline direct injection Euro 5 emission compliant engine, that provide a splash of green to its red hot performance. This motor, albeit it in slight detuned form made it’s way into the new Mondeo and updated Kuga SUV. It was also used briefly in the soon to be axed Ford Falcon where it worked brilliantly, but turned out to be sales failure. This was largely because buyers just couldn’t see how a four-cylinder engine, even a stand- out like this one, could be any good in a six cylinder sized sedan. How wrong they were! In the lighter ST Focus it goes like the proverbial clappers. I found on the open road it was better to use the cruise control lock in a sensible speed. Because of the engines turbine like smoothness and low noise levels, it’s very easy to lose any sense of just how rapidly the car is going. This engine has earned plenty of plaudits and deservedly so, as it lift this car almost effortlessly from good to great. Cabin space is ok, but not as accommodating as the cars generous external dimension suggest. Rear seat leg and headroom is tight and it’s an area where a number of its rivals do a much better job. The lack of people carrying real estate is redressed to some extent by a generously proportioned rear hatch load compartment. For some time now I have been of the view that the Ford Focus has set the road-holding bench- mark for the small car class. This was further reinforced during a few days worth of driving behind the wheel of the ST Focus. There’s so much to like about the way this car drives, from the crisp communicative steering, agile suspension and its quick silver reflexes in responding in such a cool clam and composed manner to unexpected changes in direction. I drove the ST when it debuted here three years ago and one my strongest recollections of the car apart from its thunderbolt performance, was just how impeccable its road holding manners were. Based on that, my expectations when I drove the car this time around were set pretty high, and these were more than met. What I was pleasantly surprised to find was a more complaint ride for a performance hatch without any discernible trade-off in the car’s superb handling. Now at lower speeds, the driver and passengers don’t get a sensation similar to driving over judder bars, whenever the car is negotiating it’s way over abrasive and confrontational road surfaces. What’s the verdict? An excellent hot Euro hatch at a very cool price, you will be hard pressed to find anything better for the money. Thu, 31 Mar 2016 07:24:36 Z /lifestyle/motoring/bob-nettleton-mitsubishi-outlander-a-lot-of-compact-suv-for-your-dollar/ /lifestyle/motoring/bob-nettleton-mitsubishi-outlander-a-lot-of-compact-suv-for-your-dollar/ Spaciousness, practicality and value for money, continue to prove a winning trifecta that helps make the Mitsubishi Outlander one of our most popular mid-sized recreational 4WD’s. A recent facelift of the second-generation model should further cement that position. The Outlander has been around for over a decade with the original version launched in 2005 winning almost instant approval with buyers. It’s clean cut lines, good passenger and load space along with 4WD, meant it was ideally suited to our challenging roads and weather, all of which made it a vehicle well suited to the kiwi lifestyle. This latest upgrade of the second-generation model features the Mitsubishi’s distinctive dynamic shield frontal treatment designed to give the Outlander some visual oomph. It’s styling has always been neat and tidy, but if you had to be picky, it erred on the bland side of style street. However this latest facelift adds some vibrancy to its appearance. Beneath the skin there are a raft of changes aimed at improving the vehicles drivability, and keeping it competitive in the tough and uncompromising compact SUV market. We have now have a much stauncher Outlander thanks to a stiffer suspension and body structure. Larger-diameter rear dampers sharpen straight-line stability while the re-calibrated power steering makes for a more engaging driving experience. There’s an old adage that says, “be safe be seen”, and you certainly will be in this vehicle with its bold daytime LED headlamps and daytime running. There has been an across the board effort to raise the safety bar in other areas as well. All models are now fitted with seven airbags, traction control and active stability control, hill start assist, reversing camera and ABS braking. 
The range topping VRX variant takes the safety to the next level with adaptive cruise control along with forward collision mitigation. It works by detecting whether you are getting to close to a vehicle in front of you and electronically slow the Outlander, down to avoid an impact if the driver is to slow in reacting to the situation.
 Owners have the absolute peace of mind of a 10- year or 150,000km Mitsubishi Diamond Warranty. You could say diamonds are forever, well at least a decade anyway in this case and that’s a fair stretch in the life cycle of a vehicle. Talking of stretching, service intervals are now extended out to 15,000km or 12 months, whichever occurs first and save owners money. Like its predecessor, this updated model nails it on value for money with prices starting at $39,995 for the 2.0 litre entry-level 2WD five-seater petrol. From there, they climb all the way to $56,990 for the flagship 2.2 litre seven-seater turbo diesel. The version provided for this road test is the mid-range XLS seven-seat 2.4 litre petrol costing $47,990. One major advantage the Outlander enjoys over most of its Japanese rivals is a seven-seat option. This makes very appealing to those with additional people carting requirements for the daily school run or family outings. The 126kw 2.4 litre MIVEC motor is a solid enough performer but lacks that bit of sparkle and thrust to stand out from the competition. While it’s the full of endeavour and good intentions, that is simply not enough in market segment where you have to be demonstrably better than the competition. This engine lacks that extra top two inches in refinement and responsiveness needed to achieve that. Under load up on lengthy hill climbs or over roads with lots of undulating terrain, the motor felt at times as though it was on struggle street and working hard to maintain respectable forward momentum. Re-mapping the CVT transmissions computer has improved things slightly over the previous model. It’s now more adept at plugging the engine’s power deficits in these situations, but not sufficiently, to make some potential buyers think long and hard about paying the $2,500 premium for the lusty 2.2 litre turbo diesel. The transmission re-map leads to a f claimed 4% improvement in fuel economy that translates to a creditable 7.2 l/100km.

 One of the reasons behind the Outlander’s success is its roomy and flexible cabin compartment. Behind the rear seats with the third row of seats folded into the floor there’s a huge 882 litres of load area. Now that’s a truckload of cargo space in anyone’s language. The hip height positioning of the seats and generous door openings make entering and existing the vehicle almost effortless, something that will be appreciated by those who aren’t as agile as they once were. For the money, this is a well-appointed SUV with no obvious corner, well not to me, cutting on kit to keep prices down. Standard equipment includes remote controlled central locking, automatic air conditioning while 18 inch alloys help raise the XLS to new heights. I’m sure the company will be hoping it has a similar effect on its sales figures. Being one of bulkier models in its class, I felt the larger alloys did a better job of filling out the wheel arches than the smaller diameter wheels used on the previous model. Mitsubishi have talked up the work they’ve put into giving the suspension much more of a handling edge. There is no denying it’s noticeably more nimble than before, but still short of sharp handling characteristics that distinguish the leading lights in this class such as the Mazda CX5 and Ford Kuga, from their rivals. I felt the Outlander’s DNA puts it more in relaxed cruiser category. Compliant long travel suspension is ideal in off-road driving, although limited ground clearance and no high-low 4WD transmission, means venturing into moderately rough terrain is fraught with risk. What’s the verdict? A lot of compact SUV for your dollar plus a 10-year warranty to sweeten the deal. It may not be the best in its class, but it offers the best value for money.       Thu, 31 Mar 2016 07:21:39 Z /lifestyle/motoring/bob-nettleton-honda-crv-sport-ticks-the-boxes/ /lifestyle/motoring/bob-nettleton-honda-crv-sport-ticks-the-boxes/ The trail blazing Honda CRV was one of the first Japanese models to crack the compact recreational SUV market 20 years ago, these days it’s battling hard for sales in this intensely competitive market. When the original CRV was launched in 1996 it went on to become a huge success and it was hailed a long with the RAV4, as ground-breaking models, despite neither being that accomplished off-road. The similar sized Suzuki Vitara beat both these models to the market by seven years. However, the Suzuki really slotted into the conventional small off-roader category with its old school high/low 4WD system allowing it to scramble up hillsides, or plug through axle deep mud with disarming ease. By contrast, the CRV and RAV4 ran new real time 4WD set-ups. These operate mainly 2WD mode with 4WD only kicking in when their respective computer systems, detect significant lose of traction at any of the vehicles wheels. This pair were really sparked the plethora of Japanese SUV’s that currently totally dominate our new car market. Almost every new car buyer it seems every want to be seen in an SUV style vehicle, with traditional sedan hatches and station wagons sales suffering. The SUV brigade now comes in shapes and sizes and plug almost every imaginable niche in the market. Little wonder other models are feeling the sales squeeze. So where does this leave the current fourth generation CRV that broke cover here in 2012? The CRV is no longer the game changer it once was 20 years ago is now just one of the rapidly swelling urban SUV crowd. It faces a new threat from its recently launched smaller sibling the HRV, although it doesn’t offer the 2WD or 4WD options of the larger CRV. CRV buyers are spoilt for choice with a 10 strong model range, one of the largest in the compact SUV class in this country, with $38,990 getting you into the entry level 2WD. From there it’s a fairly large and expensive leap to the $58,990 range topping NT Sport supplied for this road test. However for those whose budgets won’t stretch to those lofty numbers, there are plenty of more affordable models sandwiched between those start and finish price points. The cheapest 4WD model sells for a competitive $42,990 a figure that compares favourably with most of its Japanese competitors. In the last couple of years Honda have certainly added a sharper edge to the CRV’s pricing. A more favourable exchange rate over this period has given Honda more wriggle room to do this. All Honda’s come with a five-year unlimited kilometre new car warranty that’s among the best on the market. Honda still operates its long-standing “Price promise” strategy where they offer their best price, no haggling, which they past on to all buyers. The problem for the company is this best price, for always been good enough to make the CRV a “Mover and shaker” in the compact SUV market anymore, as its competitor continue to offer substantial discounts to gain market share and hit sales targets. The 140kw 2.4-litre i-VTEC motor also plys its trade in the Accord sedan and in 129kw form in Odyssey people-mover. While the power ouput looks impressive enough the engine seems to have a greater focus on efficency and refinement, rather than delivering an especially satisfying driving experience. In its defence, it does the basic well enough and that will be sufficent for many buyers. However, those most looking for that extra bit spring and zing in the engines step will be left a little disappointed. I guess you have to put things in pespective though and this four-cylinder engine is tasked with moving fairly heavy and chunky 4WD. Unlike a number of other models in this class, the CRV is an all-petrol power affair, with Honda opting not to offer a turbo diesel for our market, although it is  available in Europe and the UK. Nissan New Zealand made similar call with their latest X-Trail that arrived last year. The five-speed automatic works hard to inject bit of urgency into the engines performance but with limited success. While its gear changes are smooth and on cue, this transmission is dated. The expectation these days is that manufacturers should be coming the SUV party with automatics packing at least six forward gears. Honda needs to look to raise their ratio count by at least one, for the CRV automatic to keep pace with the opposition. One of the cornerstones of this models success has been its roomy and versatile passenger compartment dotted with lots of clever internal storage. This current CRV is an adherent to that formula and why wouldn’t it be when it has worked so well. A long floor area provides the platform for a generous flat load surface. One drawback is the vehicles slopping rear roofline and chunky c-pillar that means rear visibility isn’t as good as it could be. This isn’t issue when reversing with an excellent back camera keeping an eagle eye out for anything obstructing the vehicles reversing path. The independent front and rear suspension gets the the CRV closer than ever to that elsuive goal of car-like-handling. Honda’s real time 4WD chips in and provides extra grip and traction on wet slippery road surfaces and those that are gravelled and in still in plentiful supply on our local road networks. In juggling the competing demands of road holding and ride, Honda have struck a pretty good balance between both that should satisfy most owners. For a recreational SUV, this one nips assuredly through less demand bends, although not so composed, when asked to deliver a repeat performance when negotiating tighter and more exacting curves and corners. Rating out of 10: Performance 6, Handling 6, Build Quality 6, Comfort 6, Space 7, Styling 5, Fuel Economy, Rightcar website 8.7L/100km, on road test average consumption, 10.1L/100km, Value for money, 7, Safety, Five Star ANCAP crash rating. What’s the verdict? The CRV ticks all the boxes for practicality, space and versatility but not so many on the performance and ride and handling fronts. Wed, 03 Feb 2016 00:50:42 Z /lifestyle/motoring/bob-nettleton-lexus-nx-turbo-beautifully-built-but-lacking-power/ /lifestyle/motoring/bob-nettleton-lexus-nx-turbo-beautifully-built-but-lacking-power/ Lexus has summoned some turbo charged engine wizardry to add some genuine performance punch, to match the striking good looks of its NX compact SUV, but does this motor deliver a power packed king hit? This recent newcomer to the Lexus line-up not only up’s the performance ante, it also increases the number of different NX models to seven, performance-oriented F Sport and luxurious Limited models, two engine choices; the NX300h 2.5 litre Hybrid Drive technology and the 2.0-litre petrol turbo. This new 180kw turbo engine is charged so to speak with attracting younger buyers, although I would have thought the sleek eye-catching lines of the NX already did a pretty good job of that. Unlike many European car brands, Lexus isn’t really in the turbo petrol engine game and stepped out of their comfort zone to create this unit specifically for the NX. However, in order to re-coup the considerable research and development costs involved in doing this, expect it to start popping up in on other models in the future. The NX features a superbly detailed exterior, in fact among the best I have seen in this type of vehicle, with design cues such as the ‘spindle’ grille and intricate LED headlight clusters (including distinctive L-shaped Daytime Running Lights), with the whole impressive package strutting its stuff on imperious 18” alloy wheels. As expected from with any model bearing the highly acclaimed Lexus badge, the NX shows its pedigree, with the sort of unwavering attention to detail, essential to make it on to the radar of the well-heeled and discerning premium luxury car buyer. There’s a choice of two and four and two wheel drive models. For this road test, a range topping $94,900 Limited all-wheel drive was supplied. Those bracing themselves for rip snorting tear-away performance from the 180kw 2.0litre turbo petrol will be mildly disappointed, because it simply isn’t one of those overtly in-your-face sort of motor’s, preferring to do everything with far greater degree of decorum, in keeping with its premium luxury car image. It is fast enough, although it didn’t feel in every day driving at least, a lot more responsive or accelerated with vastly superior intensity than the 300H hybrid I drove recently. As good as this engine is it isn’t a performance standout, and certainly not among the sort of company it keeps in the 90 grand plus price league. In some ways a larger 2.5 litre turbo motor may have provided the performance after burners this engine doesn’t deliver in full measure. Open road performance is brisk and there is always enough power corralled under the right foot, to effortlessly gallop past slower traffic, or see off without any under bonnet heaving and panting. Performance on steep hill climbs tapered off a little sooner and quicker that the motors on paper power and torque outputs would suggest. Fuel consumption is considerably heavier than its hybrid sibling. While this was to be expected the gulf was wider than I anticipated. When you balance up the fuel economy and performance equation, there isn’t as much between the turbo petrol and hybrid NX as logic would suggest and that was a surprise. Unlike the Hybrid that runs a CVT transmission, the turbo petrol uses a conventional albeit rather good six-speed auto offering smart gear changes, all executed with consummate speed and precision. At this premium end of the compact SUV market eight and nine speed automatics are increasingly common among European carmakers. While more gears may look good in the glossy brochures and in the showroom sales pitch, it doesn’t automatically, no pun intended, add up to a better gearbox. The six-speed unit in the NX turbo petrol is a good case in point. Passenger space is sufficient to comfortably seat four adults while five is a bit of a snug fit. A generous load area provides enough cargo real to cater for the on-road storage requirements of most owners. There is an abundance of nooks and crannies around the cabin for those odds and ends, so there isn’t any excuse for not keeping the cabin super tidy.  Lexus have done the clever techie stuff rather well in this vehicle, with Bluetooth hands-free and audio streaming capability and the next generation Lexus Remote Touch Interface (RTI) system, allowing access to audio, climate control air conditioning and satellite navigation. Many owners will appreciate the wireless charging tray for compatible smartphones and other devices, and the Panoramic View Monitor, that provide the drivers with a virtual ‘bird’s eye’ view of the car, great for negotiating around tight spaces. On the subject of movies, the NX is a star, with a five star EuroNCAP rating earned on the back of cutting edge safety features such as Lane Departure Alert (LDA) software, Blind Spot Monitoring and Rear Cross-Traffic Alert (RCTA). Perhaps the jewel in the safety crown though for me anyway is the All-Speed Dynamic Radar Cruise Control. This intelligent piece of kit, ensures the NX remains safely separated from the vehicle in front while on the move, but will also slow the NX gradually to a complete stop, keeping the distance to the vehicle in front consistent while this is occurring. This technology adds a whole new perspective to the old saying of “Keep your distance”. The all-independent suspension exerts a tight reign on body roll, while more aggressive spring and damper rates added to the suspension of the turbo petrol, ensures a keener handling edge than the hybrid model. The steering is communicative and responds without to much harassment from the driver, although road feel is at times a touch vague and needs to be more direct and assertive, in what is after all a performance halo model in the NX stable.   What’s the verdict? Classy refined and beautifully built compact SUV, a shame that the handling and performance don’t reach the same lofty heights. Fri, 29 Jan 2016 00:49:21 Z /lifestyle/motoring/bob-nettleton-value-for-money-in-mitsubishi-outlander/ /lifestyle/motoring/bob-nettleton-value-for-money-in-mitsubishi-outlander/ Spaciousness practicality and value for money has and continues to be a winning trifecta that keeps the Mitsubishi Outlander in the leading bunch top selling mid-sized SUV ‘s in this country. A recent facelift of the second-generation model should further cement that position. The Outlander has been around for over a decade now with the first model winning almost instant approval with its clean cut good looks, good passenger and load space plus 4WD to deal our challenge road and weather, all made it a highly desirable set of wheels well suited to the kiwi lifestyle. This latest upgrade features the Mitsubishi’s distinctive dynamic shield frontal treatment that’s designed to give the Outlander some visual oomph. The styling has always been neat and tidy but if you had to be picky it was a tad anonymous side this latest facelift should go someone way to improving on that. Beneath the skin there are a raft of changes aimed at improving the vehicles drivability and keeping it competitive in the tough and uncompromising compact SUV market. We have now have a much stauncher Outlander thanks to a stiffer suspension and body structure. Larger-diameter rear dampers sharpen p straight-line stability and deliver greater ride comfort while calibrated power steering makes for a more engaging driving experience. While the various styling enhancements will help ensure the refreshed Outlander gets noticed, so will its’ high visibility LED headlamps and daytime running lights.
 The Outlander’s 10 year 150,000km Warranty and 15,000km service or 12 months every whichever roles around first will also catch eye of cost conscious buyers. Mitsubishi have again played to the strengths of the Outlander and one of those has been vale for money with prices starting at $39,990 for the entry level 2.0 litre LS petrol with the range top 2.2 litre turbo diesel sincljding offering good value for money One thing that some buyers especially those with performance car leanings may lament with the passing of the Airtrek, is the disappearance of the rapid two-litre turbo version. However, the Outlander is no slouch thanks to its lively 2.4 litre MIVEC motor that develops a healthy enough 127kW of power and 230Nm of torque. It is rumoured that a V6 engine option is in the pipeline. For now, most buyers should be happy enough with the new 2.4 litre alloy block four that uses several resin components as part of weight reduction programme. You could call this a Jenny Craig motor as it is a bit of a weight watcher. The revised generation-8 continuously-variable transmission (CVT) system delivers improved acceleration, from a standing start right across the rev range, for safer overtaking performance. Transmission shift quality, kick-down feel and downshift response are all improved.

The result, says Daniel Cook, is “a superbly composed ride that will surprise even the most committed Outlander enthusiast”.
 Meanwhile, he adds, NVH enhancements have hit a new peak and intrusive noise has fallen to a new low. Back seat drivers will be heard with more clarity than ever before.

Engine noise, cabin boom, road and wind noise are all reduced in a variety of ways: modified engine air intake systems, thicker, noise-isolating windscreen glass borrowed from the ultra-quiet Outlander PHEV, improved weather stripping, 
In the petrol 4WD models the new CVT transmission not only adds driving enjoyment, it is more efficient, contributing to 4% better fuel economy, now 7.2 l/100km.

 As willing as the engine it is saddled with an Outlander body that is bigger and heavier than its predecessor the Airtrek. At times that tells usually under load when the motor needs to dig deep as its slugs on long energy sapping hill climbs. The clever and efficient seamless CVT six-speed auto helps maintain the engines composure on long up hill grinds by managing to shore up the gaps in its power continue One of the reasons behind the Outlander finding plenty of willing buyers here is the amount of interior space it offers, with more than enough to see of most traditional mid-sized station wagons. The amount of load area behind the rear seats is an outstanding 882 litres, which translated in real world terms to a truckload of cargo carrying capability. The hip height positioning of the seats and wide opening doors make entering and leaving the vehicle, even for the not as agile, as good as you will find in this class of vehicle. The keen pricing has not been achieved by diluting the standard equipment list that extends to power windows, remote controlled central locking, six-speaker audio with single CD player, automatic air conditioning and imposing 18 inch alloys on the XLS and VR-X models. All models have seven airbags and a full complement of active safety aids, such as traction control and active stability control, hill start assist, reversing camera, reverse warning sensors, ABS with electronic brake distribution, and emergency stop signal. 

VRX models have adaptive cruise control and forward collision avoidance.
 All is well on the safety front with every Outlander fitted with three-point safety belts for all vehicle occupants, ABS brakes and front dual-stage airbags on the base LS model. The upmarket XLS and VR-X are loaded with side and curtain airbags and come equipped with a vehicle stability programme that are widely acknowledged as a highly effective crash avoidance system. They use a combination of braking and engine revs to help keep the vehicle upright and out of trouble in potential crash situations. Well-sorted Independent suspension in tandem with full-time 4WD provides reassuring road holding up to moderate speeds, beyond that threshold, the suspension feels increasingly out of its comfort zone. The Outlander is more of a relaxed cruiser than having any real aspirations as a nimble corner darter. The compliant suspension is a big plus in off road driving, although limited vehicle ground clearance and the absence of a high-low 4WD transmission limit how far you can safety venture into the rough. The test vehicle gave Mitsubishi’s claimed fuel economy figure of 8.6l/100kms a good nudge averaging 9.2L/100km over 250km of town and open road driving, without any feather footed driving on my part. What’s the verdict? Good value for money and a huge range of models to choose from. The petrol engine is bit dull, however the diesel is a perkier and punchier performer. Mon, 25 Jan 2016 00:40:07 Z /lifestyle/motoring/bob-nettleton-lots-to-like-about-mondeo-liftback/ /lifestyle/motoring/bob-nettleton-lots-to-like-about-mondeo-liftback/ For the last seven years, the Ford Mondeo has set the gold standard in my view for ride and handling in the affordable mid-sized car class, which means its recently launched successor, has very hard act to follow. That task is made even more daunting with the car arriving here almost two years behind schedule, after Ford decided to shut it’s factory in Belgium where the Mondeo was built, and shift production to an all-new plant in sunny Spain. It took a fair amount to get this facility out of the starting blocks and firing on all cylinders as it were up. While this was happening, changes were occurring in the mid-sized car class, most notably a fairly dramatic cooling off in sales of large cars such as the Mondeo, as buyers shifted to more compact models or SUV’s. This latest Mondeo has smart looks, and is packed with equally smart technology, including safety features such as inflatable rear seat belts standard across the range. They operate like conventional seat belts with the added ability in the event of a collision to deploy a ‘mini-air bag’ over an occupant’s torso and shoulders in 40 milliseconds. This spreads crash forces over five times more area of the body reducing in the event of a crash, pressure on the chest and controls head and neck movement for rear seat passengers. The company wasn’t prepared to stop there in its efforts to push the safety envelope. The mid spec Trend and top-of-the-line Titanium, feature Fords pre-collision assist with pedestrian detection. It is designed to reduce the severity of and, in some instances, even eliminate frontal collisions involving pedestrians. The system provides a collision warning to the driver and, if they fail to respond in time, it can automatically apply the vehicle brakes. Ford should be applauded, for introducing this sophisticated technology to what is a mass-produced mainstream car. In doing so, they have thrown down the gauntlet to its rivals, to lift their safety game to the same level. The new Mondeo is offered in wagon and hatchback body styles. The hatch features a sports coupe profile complete with a low- slung roofline. It may look great, but it isn’t great for back seat occupants, who miss out several millimetres of head and shoulder room compared to the old model. A boldly styled front end showcases Ford’s trapezoidal grille, with its Aston Martin look-a-like power-dome bonnet and slim-line, laser-cut headlamps. The improvements have been rung throughout the cabin and bring to the table a superior look and feel compared to the car it replaces. A modern digital analogue instrument cluster and sleek wrap-around centre console make a positive impression. This Mondeo is the first model sold here using Ford’s new global platform featuring an integral link rear suspension for improved refinement and more dynamic performance. The body structure is 10 per cent stiffer than before and the car has more advanced on-board handling-enhancing technology, including Torque Vectoring Control. Powering the new Mondeo is a 149kW/345 Nm EcoBoost engine on the entry level Ambiente or optional 132kW/ 400Nm TDCi diesel on Ambiente and Trend. The $48,990 Trend hatch fronted for this road test featured a high output 177kW version of the 2.0 litre EcoBoost turbo charged petrol engine. This motor featured for a short time in the rear wheel drive Falcon, where it worked superbly, sadly buyers could not get their head around the idea of four-cylinder Falcon. As result, it never got the kudos or sales it so richly deserved and paid the ultimate price by being culled from the Falcon range last year The 2.0-litre 177kw Ecoboost used in the test car features lightweight all-aluminium construction, high-pressure direct injection system, low-inertia turbo charging and Twin Independent Variable Camshaft Timing. With 345nm of maximum torque generated across a broad 1750–4500 rpm rev continuum, brilliant low-speed pulling power, that is as good as I have experienced in a car in this price range. Buyers who head down the Ecoboost route, can look forward to strong low-end torque and top draw performance. The only down side is fuel consumption. This is a bit higher than the medium car class average, but then so are the driving enjoyment levels. Some may figure that parting with a fuel extra dollars at the petrol pump, is small price to pay for a motor with larger than life performance. Ford’s new Power Shift six-speed automatic teams well with the engine, using its intuitive and timely gear changes to good effect, to keep the engine operating in its sweet spot most of the time. All New Mondeo’s feature MyKey safety technology. This lets you program a key that when used can control certain functions including incoming phone calls to help reduce driver distraction. It can also restrict the top speed of the vehicle, prevent deactivation of driver assistance and safety features, and reduce the maximum volume of the audio system. While on a tech tangent, Ford’s SYNC2 is on the money with its voice-activated communications and infotainment system, which includes – 2 USB ports, iPod and audio/video RCA inputs, Bluetooth® connectivity and Satellite Navigation System. Given the new Mondeo’s size and bulk, road holding is nimble and decisive through the corners. The steering, while not as sharp or responsive as the old model, still remains a key contributor to what is a mighty fine driving car, in fact one of the best I have experienced in this price range. Probably it’s biggest challenger for that crown will be the recently launched Volkswagen Passat, although it would have to be something fairly special, to upstage the Mondeo on the ride and handling department Whatever way this contest goes there may be so little between the two models it may come down to price and what badge buyers prefer on the bonnet. What’s the verdict? Class leading handling and performance, smartly styled and well equipped, there’s lots to like about the new Mondeo liftback, apart from the lack of rear head room for back seat passengers Fri, 22 Jan 2016 00:36:16 Z