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,

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.

Thanks but no thanks for the hybrid

OPINION: These vehicles are helping clean up New Zealand’s emissions act – but bureaucracy won’t recognise them. Why?

Toyota has led the way with hybrid systems … and has reaped reward as result.

PITY the poor petrol-electric hybrid. You know – the vehicle that is electrified but doesn’t need to be plugged-in to be charged. Yeah that’s the one – the vehicle that’s currently selling like the proverbial hot cakes in New Zealand.

So why pity the hybrid? Its because as a vehicle type, it’s stuck in a sort of environmental no-man’s land.

On one hand, the Government refuses to recognise them. Its Ministry of Transport says hybrids cannot be considered electric vehicles because their batteries cannot be charged from an external electric source. So hybrids are not included in Government statistics on the size of this country’s EV fleet.

But on the other hand, the motor industry does recognise them. The Motor Industry Association says the Government view is too narrow and ignores technologies which are achieving fuel consumption the equivalent or better than plug-in hybrids.

That includes hydrogen by the way, because vehicles carrying that new technology can’t be plugged-in either, despite the fact the so-called ‘green’ hydrogen is 100 per cent emissions-free.

But through all of this, the hybrid itself probably doesn’t care. That’s because it is selling in far greater numbers than EVs. Last month, for example, 1045 hybrids were registered new in New Zealand.

As an aside, within that statistic there’s another statistic that dramatically underlines the current popularity of hybrids. Of those 1045 registrations, 641 of them were Toyota RAV4 hybrids – which represented 80.5 per cent of all RAV4s registered last month.

RAV4 hybrid has become a strong seller in 2020.

The overall story of Toyota hybrids is impressive. In 2017 the brand sold 1337 of them, this increased to 5159 last year, and to July this year there have been 3627 sold. And the hybrid sales growth will surely continue next year following the recent launch of the new Yaris hybrid, and scheduled future launches of hybrid versions of the Highlander SUV and possibly even Hilux ute.

Not only that, but we’ve also now got Suzuki in the game with the new Swift hybrid, and Subaru with the e-Boxer models.    

Meanwhile, while hybrid sales are going great guns, EV sales aren’t. Last month a measly 90 EV and 69 PHEV vehicle were registered new, and 317 registered used. All this goes to show that despite the Government’s push to encourage kiwi motorists to buy EVs, the change isn’t happening anywhere near as quickly as anticipated.

Back in 2016 the Government introduced its Electric Vehicles Programme, which among other things exempted owners of EVs from paying Road User Charges until the end of 2021 or until EVs made up 2 per cent of the national vehicle fleet, whichever came first.

The aim was to have at least 64,000 EVs on our roads by the end of next year. It’s now obvious that’s not going to happen – as of July this year the national EV fleet size (both those purchased new and imported used from Japan) was 21,568 vehicles, which represented about 0.5 per cent of the total national light vehicle fleet which has just moved past 4 million.

Prius introduced New Zealand to petrol-electric drivetrains and thousands roam our roads. But consumer tastes have moved on.

It’s a pity, because it is a given that action must be taken to protect New Zealand’s climate by reducing greenhouse gas emissions. The light vehicles we drive are a vital part of this action, as transport accounts for nearly 20 per cent of all this country’s CO2 emissions – and light vehicles account for 70 per cent of that.

But the reality is that at this stage EVs are simply too expensive to buy, and range anxiety remains a big issue, particularly in regional New Zealand. And remember, while they are impressively inexpensive to run now, from December next year EVs will be hit with RUCs of $76 per 1000 km, which will add an average of close to $900 to their annual operating costs.

So what’s a motorist with an environmental conscience to do? The obvious economical answer is to buy hybrid until the market has finally reached the stage where full EVs are fully affordable, with better range on a single charge, and there is a comprehensive nation-wide charging network properly up and running.

That way, the motorists concerned can at least make some contribution to reducing the nation’s exhaust emissions. That’s because while hybrids still run on the dreaded fossil fuel (aka petrol), they are generally far more economical than standard petrol models – for example, whereas a 2.5-litre all-wheel drive petrol-engined RAV4 has average exhaust emissions of 156g/km, the hybrid version’s emissions are 112 g/km.

Adding to this scenario is the matter of what the Government – whichever one it is in the wake of the September election – is going to do next.

Subaru and Suzuki both joined the hybrid club this year. Will that effort pay off?

Last year the current Government proposed its Clean Car Initiative which contains some very good ideas. It envisages a Clean Car Standard (a fuel efficiency standard) and a Clean Car Discount (a feebate scheme that would apply a rebate or penalty depending on exhaust emissions), all to financially discourage motorists away from gas guzzlers and towards smaller, more fuel efficient cars – and in particular, EVs.

Trouble is, a few weeks ago Government coalition partner New Zealand First put a stop to that plan, and the Greens responded by promising they would make the feebate proposal an election issue. The re-emergence of Covid-19 has prevented this from happening yet, but it is most likely it will happen.

Meanwhile, we have the transport and environmental bureaucrats desperately hoping kiwi motorists will join the EV cause. Truth be told, many would love to – but a lack of financial incentive other than not having to pay RUCs for a further 16 months, presents as a major barrier to this happening.

Let’s hope then that the incoming Government is quick off the mark in introducing fresh incentive, preferably the proposed Clean Car Initiative. Meanwhile, there are tens of thousands of motorists throughout New Zealand who are doing their environmental bit by opting for vehicles with obvious clean credentials but which the bureaucrats won’t officially recognise: hybrids.