Science favours Ferrari, study says

Analysis using an ancient formula is used to determine the most beautiful car in the world.

This is the most beautiful car in the world. Apparently.

THAT old saying about beauty being in the eye of the beholder?

 A load of tosh, apparently. In reality, beauty is defined by scientific analysis, using an ancient mathematical calculation.

At least, that’s the argument proposed by a British car buying website, Carwow, when nailing down the most beautiful performance car of the past 70 years. 

The winner? According to science, it’s potentially not the most obvious choice. But, for the record, the 2019 Ferrari Monza SP1 takes this one.

Really? Well, the site says it analysed 197 of the world's most popular performance cars over the last 70 years to discover how close they were to the ‘golden ratio’.

Don’t know it? That’s an ancient (like, dating back 2500 years) algebraic equation that has been observed in nature, and copied in art and design, that is thought to help contribute to the most visually attractive shapes.

Michelangelo was a big fan; he used the ratio when painting The Creation of Adam on the ceiling of the Sistine Chapel.  Anyway, it uses a literal ratio of 1:1.618 (or Phi). In short this implies that the most pleasing form to the human eye is that of a rectangle. But anyway. 

The research was done by measuring and comparing the distance between different set points on the cars.  

In number two … the 1964 Ford GT40.

“In total, we plotted 14 different points on each front-on view of the cars, for example, the headlights, the wing mirrors and the corners of the windscreen,” says Carwow.  

“Using that data, we then computed and compared the distance ratios between these points, to reveal how closely their design followed the proportions of the golden ratio.”

So, anyway, after the Monza SP1, which achieved a 61.75 percent alignment to the golden ratio, the ratings put the 1964 Ford GT40 in second, (61.64 percent) the 1967 Ferrari 330 GTC Speciale  (61.15 percent) as the bronze winner and the 1974 Lotus Elite as the best of the rest outside the medals table, with a 60.07 percent alignment.

As for the Jaguar E-type, famously called immediately after its launch the most beautiful car in the world by Enzo Ferrari? The man clearly didn’t know a thing. Fifteenth here.

Also lucking out of top trumps status was Aston Martin, which claims all of its cars are “designed to reflect the golden ratio”. The 1962 Ferrari 250 GTO, the 1963 Chevrolet Corvette C2 (Stingray), the 1967 Ferrari 330 P4, the 1974 Alfa Romeo Alfetta, the 1966 Lamborghini Miura and the 1969 Maserati Indy filled out the top 10. The highest-ranked Aston was the 1963 DB5, in 25th.

The top 100 was dominated by Ferrari, with 16 cars. Lamborghini had 10 and Porsche seven for second and third respectively, and the remaining positions were taken by Aston Martin, McLaren, Maserati, Lotus, Alfa Romeo, Jaguar and Ford.

The E-Type? Enzo Ferrari liked this classic Jaguar … the study? Not so much.

Dirty dozen (plus one) – high CO2 culprits easy to cite

The clean car legislation announced by Government aims to take high-emission product off the road. If imposed today there’d be plenty to choose from.

KIWIS like to think green and care about the environment, but our car, van and utility buying preferences relate a dirtier truth.

The average vehicle in New Zealand has CO2 emissions of around 171 grams per kilometre; our cars and SUVs alone average 161 g/km.

New cars in general are cleaner now than counterparts that came into circulation 10 years ago, a time when fully electric cars were hardly an influence and even mild hybrids were considered a bit kooky.

Yet there’s evidence to suggest our rate of improvement has actually been retarded in recent years and it’s all our own fault. Emergent interest in one-tonne utes and, to some extent, SUVs, is to blame. While it is true that diesel engines emit less CO2 than petrol equivalents, the technology that delivers true efficiency gains in this area has tended to be delivered to proper cars and crossovers rather than the traydecks we prefer. Most of those are still delivering more than 200g/km. That’s why they’ve become an unhealthy addiction – one we probably must serious consideration to quitting with a 105g/km average looking set to install within four years.

Even if we seriously ease up on buying utes, reaching that new target will require radical change nonetheless as no light vehicles operating purely by virtue of using wholly fossil fuel-fed combustion engines slip under the new mandate, though some do come very close. It’s a matter of record, though, that the best-in-class orthodox CO2 emitters – that it is, models that produce the least exhaust nasties within their segments – that are virtually in the zone are rarely a high priority for new car buyers. Green isn’t always cool; why buy a base 1.2-litre Suzuki Swift (with a 106g/km output) when the more effervescent if less efficient Swift Sport is so much more fun?

Reality is that many of the cars that we’ve revered and adored for years are going to have a hard time surviving. That’s why their makers are in many cases one step ahead, and already working to consign them to history, in favour of replacements that take a partial, or even total, electric path.

That’s in the future. Today’s exercise uses RightCar data freely-available to give an idea of how far outside the clean air target the Government plans to have in place by 2025 some vehicles are.

The models listed today are generally at the extreme edge, but include best choices now and vehicles you might love to buy with a lucky Lotto win.

In ascending order of smuttiness:

Subaru WRX

211g/km

 The version that we have at the moment is on its last lap; the Saito edition pictured was sold (and snapped up) on strength that it is a ‘final’ special edition, though notwithstanding that the regular car is set to remain available at least all this year.

 And then? Well, all sorts of speculation is swirling around but it is certain, now that there will be a replacement for the current model and that, rather than going to an electric drivetrain, the newbie will stick to a petrol addiction, but this time in a 2.4-litre format that might produce more than 298kW. So, the good times are set to roll on … expect more of the spirit that dominated the World Rally Championship.

All the same, sticking to the old formula adds additional imperative for Subaru to produce far more efficient cars that will offset the racer’s CO2 hit. It already has two mild hybrids that will help but far more core will be the fully electric model that has been signed off; this being a co-development with Toyota. It’s a medium SUV, in production from later this year. To meet a 105g average without penalty, though, probably means one EV won’t be enough.

Subaru plans to have 40 percent of its global sales be hybrid or electric vehicles by 2030, but also says it won’t have hybrid or electric versions of every vehicle in its lineup until 2035.

Ford Ranger 3.2

227g/km

No replacement for displacement, right?

These days, displacement is being replaced by technology. Multiple turbochargers, advanced fuel injection and efficient engine designs mean you can get more power, torque and efficiency from a smaller power plant.

Ford has three powertrains for this country’s best-selling ute (for five years) but, really, just two matter: The 3.2-litre five-cylinder that has been in service since the T6 platform introduced in 2011 and the 2.0-litre biturbo that came into action several years ago. Originally earmarked for high-end versions, but gradually no availing across most versions, the latter doesn’t feel as effortlessly muscular as the original, even though the latter in fact has more power and torque. The reason why the new motor is here, and will likely continue into the all-new Ranger landing in 2022 (a Ranger-rok as it is a combined effort with Volkswagen) is its efficiency: It’s thriftier and far, far cleaner than the 3.2, which for all its strengths is undone by having the worst CO2 count in this popular category.

Hyundai Palisade

246 g/km

 It has yet to officially go on sale – that happens in a week or so – but already the biggest, most expensive SUV from South Korea’s largest maker is on a blacklist.

Bad start? To be fair, it’s not as bad it looks. The version that has the spotlight is one most people will not consider, given it runs a normally-aspirated 3.8-litre V6 petrol. The main thrust will be with the diesel, a 2.2-litre turbocharged four-cylinder, which is cleaner, emitting 195g/km.

The point here is to remind that even modern big capacity petrol engines are still not clean enough for legislators. It is also worth bearing in mind, however, that Hyundai could have helped itself by installing, in its biggest rig, the more modern powertrains that have gone into the recently-released, latest form Santa Fe. Actually, make that one specific powertrain.

The next-size down SUV is not the same choice, being physically smaller and with fewer seats, and in V6 form it really has no Green advantage over Palisade’s; Santa Fe’s 3.5 emits 244g/km. However, it’s different in diesel. Palisade has the old cast iron block 2.2; Santa Fe has gone to an alloy engine. It’s cleaner, with 160g/km. Santa Fe will continue to hold a Green card going forward, when mild and plug-in hybrid petrol models land later this year. Both have lower emissions counts still. However, there’s no talk about those powertrains availing in the Palisade.

Jaguar F-Pace SVR

272g/km

Considered in the widest perspective, it’s a grub. Narrow that view down to just the ‘bonkers performance SUV’ genre in which it resides and, actually, it’s not too bad. Or, at least, not the worst. Which is surprising, perhaps, given that this $157,900 rocketship’s 5.0-litre supercharged AJ petrol is an old engine. Soon to retire, in fact, with JLR set to install a BMW 4.4-litre eight in its stead.

 Jaguar, of course, is already sitting pretty in that it has a decent option for SVR buyers who need to quit their petrol addiction: It’s the superb iPace all-electric crossover. Not quite the same thing, but certainly a reasonable alternate, even if doesn’t have the thunderous growling exhaust note that, it has to be said, is really quite a fantastic element of the SVR package.

 RAM 1500

280g/km

 The figure above is for the diesel that’s slightly cleaner than the alternate petrol. But, like, just 3g/km cleaner on the overall average. The price of sticking to a diet of Freedom Fuel also reveals in sobering fuel burn, of course, but it’s the CO2 count that matters here.

A big heart is intrinsic to America's big lugger because it is genuinely in another league to one-tonne utes in so far as load-hauling goes. It’s also worth taking note that the 1500, a more popular choice for Kiwis than the larger 2500 and 3500, is at least a steady drinker – economy on the last one tested was much the same unladen as when it was running with a stacked deck and a big trailer. Still, it reinforces why this model has a 121-litre tank.

The DS model here is expected to stay available for some time, though with a ‘Classic’ designation, when the new-gen RAM arrives, probably in April. This is the DT line, which is more modern in look, technology, styling and equipment. It’ll also evidence in V8 petrol only. We’ve yet to see a local emissions count.

Chevrolet Silverado

282g/km

 Again, a substantial emissions count is the price of being American-big; not just size by engine capacity. There’s a 6.2-litre V8 under the massive bonnet.

Can it survive under the new legislation? According to the rules, each make’s official distributor will have a different target to meet, reflecting its fleet of vehicles. Across the vehicles it brings in it has to ensure the average CO2 emissions are equal to, or less than, the target for its vehicles.

As it works by averaging, vehicles exceeding the CO2 target can continue to be brought in so long as they are offset by enough zero and low emission vehicles. The 2025 target will be phased in through annual targets that get progressively lower. This gives vehicle suppliers time to adjust and source enough clean vehicles to meet the targets and to encourage buyers to opt for low emission vehicles.

So, with Chevrolet then, the situation as it stands goes like this. Silverado is currently the sole flag bearer. It should be joined, by late year, by the Corvette sports car but, of course, that’s also a V8. Not necessarily helpful for achieving the new standard, at least without attracting a penalty. 

However, GM has announced intent to build a whole heap of electric cars. If some of those arrived here, and sold under the same broad branding umbrella, it could conceivably make a heck of a difference.

Audi RSQ8/Lamborghini Urus

278-282 g/km

 One makes 441kW and the other 478kW, both run the same 4.0-litre twin turbo V8; a true stomper for sound and sizzle. But, clearly, also a bit troublesome in respect to what primarily comes out of the exhaust pipes.

For all the eco-guilt it lays on, I really enjoyed the RSQ8 in sense that it made a far more sensible selection than the Urus, being basically the same with a German accent but shaped but kitted way better and costing a lot less.

 At same token, it does seem to be interesting and intriguing play, not least because it arrives just when Ingolstadt has deeply immersed in the electric car scene. If any Audi is set to stand out as the epitome of an ‘anti e-tron’, it surely has to be this machine: A super swanky, two tonne five-seater SUV coupe battering ram capable of 300kmh but also downing a horrendous quantity of fuel in the process of expressing optimal performance.

 It’s definitely the last of an old breed. And the RS e-Tron GT that is coming later this year is definitely the first of the new.

Ford Mustang V8

292g/km

And you still have to ask why the Blue Oval has decided its first fully electric car is also a Mustang?

The V8 engine has been part of the Pony car’s tale since day one, but it clearly comes with a cost.

Ford has already tried hard to wean fans off the eight cylinder route, with the now 2.3-litre EcoBoost engine as an alternate. It hasn’t worked – NZ preference for the V8 is even stronger than the global average. We just don’t care for anything less than the ‘real deal’, represented very well by the 5.0-litre engine.

Buyer swing toward the four-cylinder and the Mach-E electric, when it comes, could well be the saving of Mustang. Continued allegiance to the V8, as brilliant as that powertrain is, makes no sense in a world where passion has to take a back seat to pragmatism.

Lexus LX570

334g/km

 THE combined Toyota and Lexus carbon profile in this country is an example to all other brands save, obviously, the one that doesn’t sell anything fossil-fuelled: Tesla.

 The Japanese giant’s count is already below the national standing and should fall even more this year, with more hybrids coming and two electrics as well. Those battery-assisted hybrids have made massive imprint for global good; a year ago the makes reckoned their cars had cumulatively saved their owners 25 billion litres of fuel: Enough, theoretically, for each of those cars to travel around the world, and then some.

It’s a nicely-Green calculation, a great crow for brand credibility. Just a shame that the wholly Green image cannot be claimed; at least not while the Lexus keeps its top-line version of the Land Cruiser 200-Series. This eight-seater monster holds black sheep standing within a family that works hard to portray a goody two-shoes eco-pitch.

 Why it is still here? Lexus always claimed the LX has enjoyed a core of supporters who find it hard to transfer to anything else quite like it. We note that the Land Cruiser it bases off is about to retire, with a new line coming – maybe this year, maybe next – with a hybrid V6 powertrain said to be far more efficient and Earth-friendly than the current V8s (diesel in Land Cruiser, petrol in LX). It’d be good for LX to follow suit.

Rolls-Royce Cullinan

342g/km

 Talk about the filthy rich, right? This giant all-terrain land yacht is certainly making its presence felt through more than just gravitas, sheer substance and obvious affluence. Even it has a massive engine, hauling around all that luxury is clearly not a clean business.

 Rolls is at least know recognising this sort cannot go on. The ultimate toff brand is planning to bring an electric vehicle to market within the decade, though it will likely be a purely road-bound car. Thought about what future technical direction the Cullinan might adopt has not be expressed.

Meantime, the make admits this isn’t exactly the result of customer pressure. What’s compelling the brand to develop one is because many cities plan to ban petrol-powered cars in the not-too-distant future. If that seems a bit distasteful then there is main competitor Bentley, which has advertised more ambitious plans – it intends to release an EV by 2025 along with a hybrid version of each of its cars.

 Lamborghini Aventador

394g/km

 Start with a 6.5-litre V12 that creates 544kW and there will be consequences, right? The Aventador is also a standout for its thirst: 16.9 l/100km is the factory’s optimal economy estimate, so maybe it’s a typo that had RightCar put it at 19.61.

 Still, they say here are supercars, and then there are Aventadors. There’s no question this machine is a proper Lambo’. It’s the quintessential Italian hypercar. The entire thing, from the carbon-fibre tub to the engine, handmade by a bunch of mad Italians in Sant'agata Bolognese. 

Can it continue? No. What’s next? Electrification, of course. They might be mad, but they’re not bonkers.

 A replacement for this car, the Egoista, will be a plug-in hybrid, though still V12. The new version of its Huracan, meantime, is taking the same track, though is expected to use either a modified version of the Audi R8 architecture or else an evolution of the 992 Porsche 911’s platform. Oh yes, and the Urus is getting a plug, too.

Jeep Grand Cherokee Trackhawk

395g/km

 The world’s most potent SUV drinks a lot of dinosaur juice and clearly has quite a powerful dino-breath, too, thanks to adoption of the supercharged 6.2-litre V8 that configured originally in just the Dodge Challenger and Charger Hellcat cars before Jeep decided, in 2018, that it needed some of the same fury.

The NZ distributor has done okay with a model that vanquishes 0-100kmh in 3.6 seconds – or 1.3s quicker than the SRT that used to be the king hitter  - covers the quarter mile in 11.9 seconds, hits 290kmh overall and drinks … well, the word ‘copious’ is an understatement when discussing the thirst.

But clearly it does all this with a very dark cloud hanging above. Another whose chances of survival seem … erm. minimal. If it was to be kept on once the clean car levies impose and assuming Jeep couldn’t find any way of avoiding those (through buying credits from another source) then it would carry a $15,000 penalty.

Although utes impact due to sheer volume, some are worse grubs than others. The Ford Ranger, which has dominated ute sales for five years, has a bet either way with two engine choices.

The 2.2-litre four-cylinder biturbo emits a category best 177g/km whereas the five-cylinder 3.2-litre single turbo alternate evidences a near class-worst 234.

Rolls-Royce Cullinan

Rolls-Royce has the highest average emissions in New Zealand, but then sells comparatively few cars that are only driven sparingly.

One solace for ute faithful is that makes reserved for rich listers still top the scale of shame. Aston Martin achieves 265.1, Bentley 274.7, Ferrari 279.8, Lamborghini 305.2 and McLaren 257.3. Then there's Rolls-Royce, the worst emitter, with an average of 343.3g/km.

Those elite end makes are among low volume makes still exempted from the EU's latest expectation,

Power games – the local EV rollout for 2021

More brands, more cars, more choice – expect plenty of action as the battery car charge intensifies all the more in NZ this year.

 LAST year brought some astounding introductions to the electric vehicle sector – not only brilliant new prestige models for those unrestricted by budget consideration.

We also witnessed the cheapest new electric car in the market getting even cheaper; a repricing of the MG ZS EV to $48,990 was a surprise bombshell – that sticker being  $7000 below a price first proposed that, in itself, would have positioned this model advantageously. 

As is, NZ motorists are now enjoying their first sub-$50,000 brand-new fully electric car, retailing for $1000 less than the ‘special introductory price’ that was offered to the first 50 orders, when that book was opened in 2019.

It’s hard to see that feat being bettered in 2021, but perhaps it might.

 Certainly, we’ll have even more electric cars to consider this year, several  from mainstream makers, including a market leader which is fully versed in the art of successful sales craft.

So, anyway, here in alphabetical order are the new EV models slated to arrive within the next 12 months.

 Audi RS e-Tron GT

AN electric fan blowing down a long metal cylinder … captured by specialists and further modified and built on was among a total of 32 individual audio elements that have gone in creating the special sound track that gives Audi’s performance EV rather special aural signature. It’s said to be something similar to a jet engine powering up, with the noise modulating based on the engine data, before it is projected from a loudspeaker at the front of the vehicle. Speed and throttle position change the tone.

Sounding a bit strange? Well, noise is important to cars, but for a different reason in respect to EVs. For sure, Audi would like to create a frisson of excitement, but also they’re having to bear in mind that the European Union and the United States have introduced regulations mandating all electric cars emit an external sound for the benefit of pedestrians – up to 20kmh and 32kmh respectively.

It’s doubtless an element of the first Audi RS model to go fully electric, skipping the plug-in hybrid stage altogether and beating hi-po rivals BMW M and Mercedes-AMG to market with emissions-free motoring, that will be a subject of some discussion when this hot shot lands around mid-year.

In terms of performance temperature, think an obvious barometer. The RS E-Tron GT is very closely related t the Porsche Taycan; they are not doppelgangers in styling nor in technology application, outputs alter as do even electric motor count (plus they’re built in different factories), but they do use a common platform.

The GT will deliver is two formats, the RS being the top dog. In the latter power comes from high-energy 83.7kWh (93kWh gross) battery that feeds two synchronous motors – a 175kW motor powers the front axle and is shared with the regular e-Tron GT, but the rear is larger and more powerful, at 335kW. Just like the Taycan, there’s a two-speed transmission on the rear axle, and a focus on coasting rather than recuperation to extend battery range. 

Charge times will also be equivalent to the Taycan, with a maximum DC charging capacity of 270kW, for a theoretical 100km of range in 5 minutes. A 50kW DC charger boosts the battery from five to 80 percent in around 1.5 hours, or 22kW AC charger from 0-100 percent in around 4.5 hours.  

As with Porsche, Audi is also about impressing how the GT’s seriousness by reminding that not only is it coming out of the same high-tech plant as the R8 supercar north of Stuttgart in Germany but (and take this as a thinly-disguised swipe at Tesla) the build quality will be superb. For instance, Audi is employing precision machines that can measure surface inaccuracies on the bodywork within 0.2 of a millimetre.

 BMW iX

BMW'S first electric SUV built from the ground up on a new EV platform shares exterior dimensions of an X5, is as tall as an X6 and has the wheelbase of an X7, with very high specification and plush appointments in two levels of bodywork, a standard look and a sport enhancement with more rakish styling elements.

The cockpit uses a lot of inspiration from the iNext concept, including a hexagonal steering wheel and a vast curved digital displays for the driver and front passenger to use.  

It also features BMW's new ‘fifth-generation’ electric powertrain tech. We are told that the car will be powered by two electric motors (with no rare earth elements), producing 'more than' 370kW, which comprehensively beats the 300kW EQC and e-tron 50 and 55 (respectively 230kW and 300kW).  

Apparently the iX will do 0-100kmh in under five seconds, but of greater importance is the efficiency and range between charges. BMW expects the car will average 21kWh per 100km on the WLTP cycle, resulting in a range of more than 600km from its 100kWh battery pack.

Recharging times are also impressive … when the right hardware is in place. The iX3 can be DC fast-charged at up to 200kW, allowing 10-80 percent charging in under 40 minutes, or 120km range for 10 minutes of charge.  

The car premieres a new aluminium space frame that supports an inner carbon cage fabricated from CFRP – for composite plastic and carbon-fibre-reinforced-plastic – covered with a body made out of a combination of aluminium and CFRP. The latter is a material BMW has become accustomed to working with as it features intensively in the i3 and now discontinued i8 plug-in hybrid sports car.

For the first time in a modern-day BMW model, the iX will feature a fixed clamshell style bonnet. A series of aerodynamic developments, including the blanked-off grille, minimal air ducting within the front bumper, flat underbody panelling, integrated door handles with an electronic opening mechanism and the tapered glasshouse, contribute to a claimed drag coefficient of 0.25.

Full LED main beams are standard, though buyers will also be able to specify BMW’s Laser lights as an option. At the rear, the iX’s narrow tail lamps receive LED functionality as standard.

Look for it in the second half of 2021.

BMW iX3

 Likely to be pitched as a competitor for three like-sorted models already on sale here - the Mercedes EQC, Audi e-tron and Tesla Model X – though differing from those in being more obviously based on an existing model.

The iX3 nonetheless represents an important step. It’s not just BMW’s first electric SUV, but also the first BMW to be available with either pure combustion, plug-in hybrid or pure electric power. 

 The X3’s platform has been adapted with a new rear sub-frame that houses a single electric motor and an 80Wh battery pack – yes, it’s exclusively rear-drive - that, BMW says, is 20 percent more energy dense than any battery it has used before.  

Output is to the tune of 210kW and 400Nm and a 6.8-second 0-100kmh sprint is claimed. BMW says it’ll provide an impressive 460km range, as determined on a WLTP test cycle. Using fast-charging, the iX3 is capable of receiving 80 percent charge in 34 minutes. 

BMW is talking up the car’s adaptive energy recuperation system, which it claims automatically enhances efficiency on longer drives. Using location data from BMW’s latest cloud-based navigation system, the iX3 can autonomously change the level of braking recuperation on the move and according to the road ahead. For instance, if the car recognises that a stop sign is ahead, full recuperation will be deployed without any need for the driver to select it. 

Alternately, the driver can take manual control of the regenerative braking, with three levels of resistance availed. A ‘B’ position on the Drive selector enables high enough energy recovery for one-pedal driving around town, a trick the brand appears to have nabbed from Toyota/Lexus.  

The iX3 gets a unique tune for its standard adaptive suspension system with electronically controlled dampers. Alternately, buyers will be able to specify a sportier Adaptive M suspension setup. 

The front grilles are closed off for aerodynamic purposes and the bumpers have been reprofiled and it gets set of aerodynamic wheels styled to reduce the drag coefficient by around five percent compared with regular X3 wheels. 

Arrival? We’re thinking it’ll time pretty much with iNext. 

Ford Mustang Mach E

Okay, so this one’s a bit of a punt. Ford New Zealand says the only electric car it can officially confirm as a definite 2021 starter here is the plug-in hybrid version of the Escape. And, of course, they’re looking at a fully battery-propelled Transit in 2022.

When asked about the Mach-E, spokesman Tom Clancy replied: “I would love to confirm Mach-E for New Zealand – from all reports it’s an excellent and exciting vehicle – but can’t at this time.”

So that’s not a no, and the reason why there’s a chance the electric Mustang (and yes, petrolheads, like it or not, that is what it officially is) sports utility could be coming is because it’s starting to reach the United Kingdom and, also, there’s growing conviction from Australia that they’ll achieve the car before next Christmas.

What is for sure is that, whether it’s a 2021 arrival or later, there’s every likelihood NZ will at some stage be down to take Ford’s first mass-market electric car in its 116-year history.

You should be excited.  Ford says this all-new car is a true pony express; the range-topping Mach-E GT will hit 100kmh in under four seconds, thanks to an all-wheel drive layout channelling the 342kW and 830Nm outputs of a 75.7kWh lithium-ion battery (a 98.8kWh extended range battery is available).

Ford is claiming a range of 480 kilometres from a full charge using its extended-range rear-wheel-drive car.

Hyundai Kona Electric 

This is the mid-life update version of the car that NZ has known for more than a year. The refresh delivers a cleaner front-end design, aerodynamic tweaks and a restocked safety suite that complements improved interior technology.

It retains the single 64kWh lithium-ion battery pack, but the charging port has moved to place asymmetrically between the front headlights, having previous been sited slightly to the passenger side. Charge time is claimed to take 47 minutes when done with a 100kW DC fast charger.

We’d expect to see this in the first half of 2021.  

Kia e-Niro

Where Hyundai goes, the subordinate marque generally follows.

Once again, this is a facelift. There’s not too much info around, but as with the original pitch, it’s likely to be outdone by its Hyundai Kona cousin for style but  

Chances are NZ will see only the more powerful of two battery options, which should see it travel 450kms between charges. 

Lexus UX300e

Built on Toyota’s GA-C platform, this version of the smallest Lexus crossover runs a front-mounted motor that produces 150kW and 300Nm of torque.

Energy comes from a 54.3kWh underfloor lithium ion battery offering a claimed range of around 315km on the official WLTP testing regime. It's capable of 0-100kmh in 7.5 seconds, has a top speed of 160kmh and an optimal range of 400km.

The model’s high-rate lithium ion battery is capable of DC replenishment and rapid-charging from zero to 80 percent takes 52 minutes. It features a number of driving modes so that the performance of the motor can be better managed, along with paddles to alter the strength of the regenerative braking.

 Lexus says the drivetrain has been developed with a focus on on-road performance and the goal of offering a quiet and refined driving experience. Extra bracing has been added over the regular UX hybrid and the dampers reworked to maintain optimum weight distribution.

Prioing has yet to be discussed, but the plan is for the UX300e to form a new “flagship” of this family range so expect to pay more than the $70,300 asked for the current line-topping UX250h AWD F-Sport.

Mazda MX-30

Two flavours for 2021 – mild hybrid and full-out electric – with a third, this delivering as a full electric but with a small petrol-fuelled engine (yes, a rotary) likely to follow perhaps next year. 

The Hybrid is powered by a 2.0-litre, four-cylinder petrol engine paired to Mazda's M Hybrid system, producing maximum outputs of 114kW and 200Nm through a six-speed automatic transmission sending power to the front wheels only.

The addition of the mild-hybrid system means the model's official fuel consumption figure is reduced to a claimed 6.4L/100km on a combined cycle.

The MX-30 Electric, meanwhile, looks much the same as the mild hybrid car, save for some subtle electric badging on the exterior and a combined AC/DC charging point where the fuel cap would normally be – on the rear right-hand side of the vehicle.

 The electric model is powered by a 107kW/271Nm electric motor on the front axle and boasts a 35.5kWh lithium-ion battery pack mounted beneath the floor. Range is modest, up to 200km on a single charge according to the World harmonised Light vehicle Testing Procedure (WLTP). That’s less than some of the MX-30's key competitors, but Mazda’s not sweating it. A smaller battery means quick recharging; three hours to recharge on an AC socket, or roughly 36 minutes on a 50kWh DC fast charger 

In terms of sizing, at 4395mm long, 1795mm wide and 1555mm tall, the MX-30 is in the same category as the CX-30, with a 311-litre boot on both the electric and mild-hybrid variants.

The model’s most discussed design feature are pillar-less freestyle doors, inspired by those on the Mazda RX-8 sports coupe (and kinda like those on the BMW i3), which open outwards from the central B-pillar point, hinged at the rear. 

The MX-30 has won a 2020 five-star rating from Europe's New Car Assessment Programme. Standard safety kit includes 10 airbags – front, curtain, front-side, rear-side, front far-side (driver) and a driver’s knee – plus emergency lane keeping with blind-spot assist and something called road keep assist, which helps you stay on track even in the absence of lane markings.

There’s also ‘turn-across traffic functionality’ which can intervene in collisions at intersections by activating the smart-brake support system.  

The cabins of both variants are alike. An 8.8-inch screen that sits at the top of the dashboard controls the infotainment system via a rotary dial, while a second lower 7.0-inch touchscreen provides access to the climate controls.

The floating centre console has cork accents as a nod to the brand's history as a cork manufacturer.

The majority of materials used in the MX-30's interior are sustainably sourced or recycled, from the vegan leatherette upholstery om the seats, to the door trim materials which are made from recycled plastic bottles.

Nissan Leaf e Plus

The latest Leaf but featuring a 62kWh battery (up from 40kWh) that can propel the small five-door 384 kilometres on a single charge, representing a 110-kilometre improvement over the standard edition.

Skoda Enyaq iV

In addition to the ‘E’ also referencing ‘electric’ and the ‘q’ conforming to an in-house naming practice, the name also derives from the Gaelic girl’s name Enya (which means ‘fire’ and ‘kernel’). The iV part is less clear.

 Good background to chuck into the inevitable discussion owners of this five-seater medium crossover will enter into with those curious to know more about what will not only be the first fully electric Skoda to come on sale here but also the first of numerous cars utilising a Volkswagen Group underpinning that are set to hit New Zealand, not just as VWs but also as Audis and a SEAT.

Skoda’s status as the debutante for the MEB platform on local turf is a happenstance that hasn’t occurred in most places; but fact is VW New Zealand has resigned to not seeing the ID models that advance this tech until at least 2022, starting with the ID 4. Same goes for SEAT, with its car, the El Born.

Enyaq’s NZ release (and price) has yet to be shared, but the local distributor has already started the pre-launch build up. Insofar as specification goes? Well, there’s likely to be plenty to think about; the factory is prepping Enyaq with the options of three battery sizes, five power variants and a driving range of up to 500 kilometres. It also provisions in rear-drive in entry form and four-wheel-drive further up the range and a performance all-paw RS edition with 225kW is on the cards.

In size Skoda’s EV slots between the Karoq and the Kodiaq, being 4648mm long, 1877mm wide and 1618mm tall, on a 2765mm wheelbase.  It classes as an SUV, though realistically that’s just a convenience. There isn't a great deal of ground clearance so don't expect to go very far off-road in it.

However, it is designed to tow (if only up to 1200kg) and will is as roomy as the Kodiaq, with a big cabin – made all the more spacious by the lack of a transmission tunnel – and a 585-litre boot. Unlike some other electric SUVs, there isn't a storage area under the bonnet.

The line starts with the 109kW Enyaq iV 50, driven by a rear-mounted electric motor (so, rear-wheel drive) with a 55kWh battery pack and a maximum driving range of 340 kilometres.

Above this is the Enyaq iV 60, also rear-wheel drive but with a 62kWh battery and a 390km driving range, then the Enyaq iV 80, the highest choice in the rear-motored set. It has an 82kWh battery offering 150kW and up to 500 kilometres’ range.

Beyond this are dual-motor all-wheel-drive 80X and RS variants, also with the 82kWh battery pack, but with a second electric motor driving the front wheels. In this form the 80X has 195kW and the RS another 30kW more. The extra grunt comes at expense of range, but not greatly, with 460km claimed. The RS is the only variant that Skoda has announced a 0-100kmh time for; claiming it’ll smash that in 6.2 seconds. That’s 0.8s better than the fastest current Kodiaq, the RS.

Fast charging is also promised with an 80 percent 'fill' possible from 40 minutes at a 125kW DC-powered station … if talking about the 82kWh models. The onboard 11kW charging unit will enable users with a suitable domestic wallbox to replenish the battery charge in six to nine hours, depending on battery size.

The cabin eschews the usual Skoda instrument displays and instead takes a small digital display ahead of a two-spoke steering wheel plus an augmented head-up display that projects onto the windscreen, as in the Volkswagen ID.3 hatch (which isn’t being considered for NZ incidentally). A centrally mounted freestanding touchscreen sits atop the dashboard, and this will come in two sizes, 10- or 13-inch, depending on model.

Skoda’s bent for practicality reveals with decent interior storage, including a generous console between the front seats. It gets a large wireless charging pad that can charge two phones simultaneously. Oh yes, and it has the trad umbrella.

Skoda has a wide variety of specification grades, starting with Studio, available in the Enyaq 50 alone. Additional Loft, Lodge, Suite and Eco Suite trim levels will be available on the 60 and 80 models, and Eco Suite features more sustainably sourced materials. The 60 and 80 versions will gain the largest touchscreen display, a 13-incher.

Tesla Model Y

Again, a bit of a punt with this one, at least in respect to timing, as Tesla no longer bothers communicating with media about its cars.

The model, of course, is not secret; the Model Y is a five-seat crossover all-electric vehicle built on the same third-generation platform as the Model 3; think of it as being a more practical, higher-riding stablemate that stands as a smaller alternate to the Model X, albeit not as wacky – so a conventional set of doors here.

Volvo XC40 Recharge 

A dead-ringer to the fossil-fuelled XC40 from the kerbside, and from overseas’ reports, it’s not so different in driving feel, either.

Of course, it is a radical departure, in being the first Volvo to sell here – arriving mid-year or so, by the way – to forego hooking up to Big Oil.

Here two electric motors provide a very healthy 304kW and 660Nm to all four wheels. A 78kWh battery (that can charge to 80 percent on a fast charger in 40 minutes) should provide enough juice for the XC40 Recharge to travel between 350-400kms in the real world. 

The strength of the powertrain is sufficient for a claimed 0-100kmh time of 4.9 seconds.

When discussing Volvo, you’ll be wondering about the chances of seeing anything from Polestar, an offshoot which is all about passenger EVs with a performance twist.

Good news. Volvo NZ is in discussion with Polestar with intent to furnish the  Polestar 2 (below) which, unlike the preceding Polestar 1 is produced in right-hand drive.

It will feature 300kW of full electric power and boast a range of 560km. But it won’t be available before 2022, says Volvo NZ boss Coby Duggan.

In sickness or in health – what’s the impact of Covid on car distributors?

Look around many new car dealerships and it seems clear some are running short of stock. So how hard hit are distributors?

TEN days ago Toyota New Zealand’s chief executive acknowledged the effects of Covid-19, closed borders and delayed shipping and logistics into NZ are “severely” impacting on all operational areas of his business. 

Which means? Specifically, said Neeraj Lala, availability of most new popular Toyota models is impacted. Many popular models are subject to waiting lists, with potential for delays to continue into the middle of next year.

This was not news to MotoringNZ. From mid-year, we’ve been reporting the emergent issues stemming from Covid-19, notably that the big unexpected run in new car sales had severely depleted the national stockpile.

Toyota’s bold admission raised a question: Would the market leader’s bold and frank attitude encourage others to lend insight into their own situations?

Turns out they needed some encouragement. Last Thursday this writer contacted a slew of brands distributors – not all, but mainly the higher-profile players - as well the national body representing the new vehicle performers, the Motor Industry Association, to gauge their mood. The specific questions were: “What is the situation for your brand(s); what policies are in place and what message can you send your customers?”

Some provided in-depth responses. Some said they would not comment. Several did not respond at all. 

First, those who were happy to offer insight: 

Audi New Zealand, general manager Dean Sheed: 

“The issue is threefold.

First, local demand post Covid is stronger than anyone anticipated and what is arriving was ordered and forecasted four months ago – hence we are running down local (dealer and importer stock).

“ Also, factories can’t ramp up instantly – it takes time and the shipping takes six to eight weeks. We forecast a more balanced situation in March, 2021. 

“Also, though this has less impact, shipping is not back to 100 percent capacity. The shipping companies are not sailing all ships yet, hence capacity constrained. 

“Our messaging to customers is simple. ‘Don’t expect the dealer network to have the perfect car for you in the feature level you desire in stock. You may need to compromise if you want it today and are not planned.’ 

“We have launched a “new car” all dealer stock search locator on our website to assist with consumers finding a car – not due to this situation but for a better customer experience – in addition to the usual “used car” locator. https://search.audi.co.nz/new

“Many premium customers still like to order their specific car to their specification. That’s business as usual for us.”

Ford New Zealand, managing director Simon Rutherford: 

“At Ford we have seen higher than anticipated levels of demand across our range – especially on Ranger, Everest, all-new Puma and Escape as evidenced by increased shares of those segments.  

“Our dealers are at historically low levels of stock and our supply chain is more under strain from COVID demand recovery and sales across multiple markets than COVID supply chain issues specifically although they are a factor when you have a 4-6 month lead time(dependent on source) from order to arrival in market. 

“We would love to have more stock on the ground right now to support our customers and minimise the order to delivery time for our customers – they are having to wait longer than we would like.

“Thankfully, we have good supply “on the water” and are getting the support we need to gain additional production capacity/allocation where needed from our various plants around the world ranging across the US, Germany, Spain, Romania, Turkey and Thailand.

“We have strong order-banks going into January and on vehicles lines such as Puma where supply is tight (only 13 unregistered in market today) we are only allocating future arrival vehicles to dealers on the basis of a signed customer order.
“We have seen further disruption at the port which is a further factor impacting delivery of vehicles already built. The COVID challenges are far from over as we anticipate further disruption with supply chain capacities being squeezed by markets competing for capacity, supplier capacity ramp up challenges and distribution capacity hampering the movement of parts globally to support production and service operations. Container shortages, air freight capacity and port disruption are not new but they become more pronounced when demand is in recovery. 

“We have been working closely with our dealers to support customers with loan cars if their vehicle is off road to ensure they are kept mobile over the holidays and have placed additional loan cars at dealers.

“We track and publish vehicle ETA’s to our dealers and provide our customers with their order details so they know they have an allocated unit on the way.  

“At Ford we’re here to help so we encourage our customers to keep in touch and we’ve got their back – we thank them for their patience and understanding.” 

Mitsubishi Motors NZ, chief operating officer Daniel Cook: 

“There are two major factors influencing our new vehicle stock levels, supply and demand.

“On the supply side, we are experiencing only minor supply shortages out of the Mitsubishi factories, due to the impact on global supply chains. 

“There is also a challenge getting vehicles onto boats, and offloaded in a timely fashion due to the severe congestion at ports globally as general consumer demand resumes. This is being accentuated by the Christmas retail period in NZ.  

“Overall, our stock levels are lower than normal, however we are still receiving good deliveries, and in December alone we will have over 1500 units land, which is much more than a month’s supply. 

 “Most customers are presently waiting a month for their choice of vehicle and seem understanding of the shipping issues facing all importers.”

In respect to demand?

“Right now, we are experiencing unprecedented customer demand for our vehicles. Over the past two months (October and November) our retail sales have increased significantly on 2019, and are now limited only by our ability to supply everything our customers want.

 “Our brand is doing exceptionally well this year, due to our great value offerings, relatively strong stock levels and introduction of new models like Eclipse Cross and Express van. We are strongly growing market-share, peaking at 11 percent last month.

“I expect stock will remain tight over the next six months as our growth continues.”

Subaru New Zealand, managing director  Wallis Dumper

“We have been running a just in time process for decades that has fostered strong customer service and expectations plus naturally held residual values.

“ Covid19 had potential to be devastating. It did have an immediate impact and ‘just in time’ potentially became ‘just too many’. Like everyone else, we predicted the market would slow or even stop due to Covid.

“We were wrong in that assumption. The impact was not as bad as envisaged after the initial lockdown was over.

 “But then the world impacts started to hit us via factory allocation shortages - so we have endured massive impact by other larger scale markets influence on the Japan factory supply.

“We have had months with not enough cars but now the good news is our new model launches in 2021 have been supported by a Subaru Corporation allocation promise. 

“Based on this allocation all we can do is plan accordingly and maximise any opportunity to secure any extra stock that might become available.

“We are optimistic that we will get what the factory have promised us thus our hope is to launch the new models, like our completely new Outback, successfully and be able to deliver what customers order.

“We will strive to hold our position as the No.11 distributor in the world for Subaru. Despite all the impacts Subaru in New Zealand with only five million Kiwis is still selling more Subarus than countries like the UK with 60 million.

“My guess is that there will be various model shortages from time to time in 2021 as a result of our scale which is simply not able to influence things like a downturn in massive scale markets impact on the factory production.

 “We even launched our hybrids e-Boxer models in the middle of the year despite lockdowns. We are fortunate that we go into 2021 with all models being of the  21MY model designation so that’s XV and Forester and Impreza and WRX, already arriving for 2021. 

“It is all looking okay and reality is that I think other brands might start copying our business model of having customers forward order their brand new vehicle in the specific model choice knowing its  … actually brand new fresh off the factory floor.

“Then we will start planning for 2022 as my guess is there will be more exciting All Wheel Drive Subaru models on the way and we will make sure we get a solid factory allocation for our loyal Kiwi customers and strive to keep all those Kiwis in our business and Subaru dealers nationwide employed too.”

Volkswagen NZ, general manager Greg Leet.

“The Volkswagen brand, like other vehicle manufactures, is experiencing supply constraints due to the impact of Covid-19 in Europe.

“Thankfully it is a very different situation here in NZ.

“We have been fortunate that the timing has coincided with the run out of the Golf and the launch of the all-new Golf 8 (expected to land in February). The same situation with Tiguan, as we run down the current model with the arrival of the new facelift in February.  

“Our German colleagues have managed the situation well and as a consequence we have picked up production of other models from other markets effected with further lockdown measures.  

“Supply matching demand is key to our brand, we have seen a re-set of the industry in 2020 with stocks in such short supply and I would predict manufacturers will focus heavily on this moving forward.  

“We are very thankful to our loyal Volkswagen customers who have been understanding of the stock limitations. 2021 is very looking very positive with new stock arriving and we are seeing a big appetite for these new models, with a large number of customers pre-registering their interest.

Motor Industry Association, chief executive David Crawford:

“Stock arriving now was ordered three to seven months ago.

 “Factors affecting supply are that markets are stronger now than when the vehicles were ordered, so demand has exceeded supply; that the source markets are still experiencing partial shut down at some factories (this disruption is reoccurring when outbreaks of Covid-19 occur in source markets) and that shipping capacity has been constrained, timeliness disrupted and so on. 

“I would expect to see this pattern continue until the vaccine takes hold and Covid-19 comes under control. It may take to the end of 2021 to settle down properly. 

“None of this is a surprise, apart from stronger NZ demand for cars. We predicted the current hiccups in supply back in April. 

“Stronger demand has come from the $4 billion Kiwis usually spend on overseas’ travel each year instead going on cars, bikes, boats, caravans, home renovations and so on.

Hyundai New Zealand offered a single sentence response: “Certain models have been affected at certain times due to the global ramification of COVID, thus reducing production supply, however we have had and continue to have a steady supply of stock coming in.”

BMW NZ, Mercedes Benz NZ and Kia Motors NZ declined opportunity to take part. Ateco NZ (Alfa Romeo, Fiat Chrysler, Jeep, RAM, Maserati), Mazda NZ and Volvo Cars NZ did not respond.