NBR MOTORING

NEWS INTERVIEWS NEW VEHICLE REVIEWS

WINTER 2018

WITH CAMERON OFFICERNBR motoring editor

FLEET LEASING

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Not-for-profit EV advocacy group, Drive Electric is provid-ing first-hand advice on how to introduce electric vehicles into company fleets.

The group has issued a white paper titled Building an electric fleet: a ‘how-to’ guide for businesses considering transitioning to electric vehicles.

Meridian Energy’s procurement manager Nick Robil-liard is one of the key contributors to the research after successfully switching over half of his company’s passen-ger fleet to EVs.

Meridian, which has sponsored the white paper, owns a mix of second-generation near-new Nissan Leafs and late-model all-electric Hyundai IONIQs, along with new generation 2018 Nissan Leafs.

Mr Robilliard says one of the keys to success in adopt-ing more EVs in a commercial fleet is to consider a mix of both used and new EV options.

“I asked, ‘Why do we buy new vehicles?’ For a lot of the around-town functions, where people aren’t doing huge kilometres, why would I get a new vehicle? I actually spent less electrifying the fleet,” he says.

Retaining valueAlthough new Hyundai IONIQs cost more than their non-electric equivalents, the money he saved on the second-hand Leafs made great financial sense.

EVs also stack up in maintenance, servicing and resale value, Mr Robilliard says.

“By converting to electric, we’ve managed to save between $5000 and $6000 per year on operating and maintenance costs for each vehicle.

“After 14 months, the IONIQs have retained 87% of the original purchase price. This compares favourably against the vehicles we would usually have bought, where 70-75% of value is retained.”

Although there are financial benefits, Mr Robilliard says it’s important to get staff buy-in.

“Taking people on the EV journey was really import-ant. We’re a company full of engineers who are naturally curious, which has made this easier,” he says.

The Drive Electric white paper also covers charging infrastructure needs. Planning for both onsite charging at headquarters and charging out in public is essential. But installing charging infrastructure at an owned or leased building isn’t always as simple as it sounds.

“The cost to put in chargers varied widely according to the site, and the reasons for that are a whole other con-sideration. Every site will have a different power provision to it.

Landlord happy?“How does your landlord feel about it? It’s an improvement to their building, so are they going to con-tribute? Are you going to separately meter the power? Who’s paying for the power? So, there is lots to consider here.”

Mr Robilliard also had to consid-er how staff doing longer road trips would be able to charge up, partic-ularly a regular 330km trip between Christchurch and Twizel.

“I kept pretty close to Alpine En-ergy and ChargeNet, asking ‘When

do these sites go live?’, because that was critical to making this work for us. Now there are eight 50kW DC chargers on that route.”

However, that won’t be as much of a consideration when the early generation Leafs are replaced with the lat-est 40kW model, which boasts a range of around 250km, Mr Robilliard says.

Energy Efficiency and Conservation Authority (EECA) chief executive Andrew Caseley says fleet buyers are play-ing a hugely important role in transforming New Zealand’s light fleet from fossil-fueled vehicles to EVs.

“The majority of new vehicles bought here are bought or leased by businesses. These then filter into the con-sumer market as used vehicles,” he says.

“I applaud those businesses showing leadership by introducing EVs into their fleets and sharing their experi-ences, such as in this paper. It is challenging to be an early adopter and practical, informed advice is an important part of bringing down the barriers.”

EECA, another sponsor of the Drive Electric white paper, helps fleet managers by sup-porting the rollout of infrastructure and car share projects through the Low Emission Vehicles Contestable Fund and by providing an online total cost of ownership tool.

If you had asked me five years ago which car company would provide the ride for my first full electric vehicle media launch, I’m not sure how I’d have answered. Toyota perhaps. Or Nissan maybe. But Jaguar? No, not a chance.

Yet, I have just attended the international media launch for Jaguar’s I-Pace electric SUV. I’d even add ‘performance’ into that wordy descriptive, such was Jaguar Land Rover’s eagerness that attendees really eke out as much pace as possible from the car, with multiple laps in anger around Portimáo Circuit, inland from Faro on the southern coast of Portugal. It also had media scaling steep forestry tracks and traversing gravel roads in its new electric car.

The I-Pace has to be bulletproof. Not because its desired owners are likely to take it to a track day or up a mountain (well, not often anyway) but more because the company has a lot to prove.

This isn’t anything new per se. There are other manufacturers with electric vehicles on the market already. The aforementioned Nissan has been making the Leaf so long it’s into its second generation. Jaguar isn’t even the first premium carmaker to build an EV; BMW has also recently unveiled the next update to its i3 city car.

The difference with the Jaguar I-Pace is that it’s the first EV to be built as a direct response to the pioneering dominance of Tesla.

Boasting similar dimensions to the Tesla Model X SUV, the I-Pace does the same job as Tesla’s largest car. But it’s brand new and features plenty of technology that shows the Model X up. The Jag also looks better, although anything that left the drawing board four years ago, as the Tesla did, is going to suffer a similar fate alongside a stylish newcomer.

Now it’s up to Jaguar to make the I-Pace cool. Desired, even. Tesla’s brand cachet is so vast (even in the face of the ever-more gleeful hand-wringing of naysayers) that well-established car companies with armies of marketing people on hand might never gain the same impact that Tesla has achieved.

Remember, Tesla introduced cool cars to people who had never given cars a second thought before. Jaguar’s challenge will be to convince many of those same people that it’s the car with the leaping cat logo on the boot that they actually want.

Where will each of these brands be five years from now? I’d hesitate to guess. But it will be an interesting ride.

CAMERON OFFICERNBR motoring editor

‘How to’ guide launched for firms adding electric vehicles to fleets

Andrew Caseley

Nick Robilliard

One of the vehicles in Meridian’s

electric vehicle fleet (below)

The Takata airbag recall has dominated the first

quarter of this year

The headlines remain much the same as last year, with record months being experienced for new car registrations in the New Zealand market.

But the continued record-breaking sales also mask a rocky start to the year for the wider industry, with first the ‘stink bug’ infestation holding up deliveries in the first quarter and the continuing Takata airbag recall and remediation work threatening the bottom line for the many distributors involved.

The Motor Industry Association (MIA) has fully endorsed a wide-scale airbag recall, with thousands of cars affected.

“The Takata airbag recall is unprecedented in scale. It is a massively large and complex logistical issue affecting new and used vehicles with two different types of Takata airbags,” MIA chief executive David Crawford says.

“The alpha type airbag inflator fitted to vehicles between 2001 and 2006 is more at risk of failure if activated than other types of Takata airbag inflators. Completion of the recall will require the co-operation of government and industry and the MIA welcomes the government’s decision to make the alpha type airbag recall mandatory.”

Many left to fixThe MIA undertook a stocktake of affected vehicles in New Zealand during March, which revealed there are about 11,280 New Zealand new vehicles with the alpha type inflator. Of these cars 6485 have had the inflator replaced with 4795 remaining to be completed.

The bigger risk comes with used import vehicles, however. The MIA says there are 68,116 used vehicles with the alpha type inflator and, while 22,494

vehicles had had the inflator replaced, there remain another 45,622 to be completed.

“Contrary to common misunderstanding, under New Zealand legislation distributors of new vehicles are not obliged to undertake recalls of used imported vehicles,” Mr Crawford says.

“New Zealand consumer legislation places consumer obligations, including recalls, on the supplier of the goods, which in this case is the importer of the used vehicle.

“The MIA is not opposing imports of used vehicles but these vehicles should not be on-sold to consumers with outstanding [open] recalls.”

Pre-Fieldays rallyAfter the ‘stink bug’ issue affecting car carrier ships saw new car registration figures falter in the first quarter as distributors found themselves unable to fulfil orders, the numbers rallied during April and May, as pre-Fieldays special offers attracted new vehicle buyers.

In fact, May was the strongest on record, up 7.9% (1037 units) on May 2017. New vehicle registrations totalled 14,169 during the month. In the year to date, the market is up by 2.7% (1741 units) when compared with the first five months of 2017.

“The market for new vehicles continues to operate at historically high levels, with registrations underpinned by a range of positive economic factors and a wide choice of models at competitive prices,” Mr Crawford says.

Registrations of 9,276 passenger and SUV vehicles for the month of May were up sharply on May 2017, an increase of 10.5% (889 units) and registrations of

4893 commercial vehicles were up 3.0% (148 units) on May 2017.”

Toyota at topToyota remains the overall market leader in May, with 18% market share (2569 units), followed by Ford with 11% (1619 units) and Mazda with 8% market share (1076 units).

In the commercial sector, Ford retained the market lead, with 23% market share (1132 units), followed by Toyota ,with 16% (790 units), and Nissan, with 10% market share (466 units).

Four of the top-five selling models for the month of May were light commercial

vehicles, with the Toyota Highlander splitting the list in third spot. The Ford Ranger was back at the top of the bestselling vehicle model table, with 1017 units.

This was followed by the Toyota Hilux, with 582 units, and the Toyota Highlander, with 467 units.

The top five segments were all light commercial vehicles and SUVs, reflecting the continued popularity of these vehicles. SUVs accounted for 43% total market share and light commercials 30%, reflecting the continuing shift in buying patterns from traditional sedans, station wagons and hatchbacks.

New cars selling steadily but a turbulent start to 2018 for industry

The Ford Ranger (above) was back on top of the bestselling vehicles table in May and the Toyota Highlander (below) proves not all top-selling vehicles are utes

NBR MOTORING WINTER 2018

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New standards have been introduced by the country’s largest body of panelbeaters to cope with increasing numbers of EVs, hybrids and vehicles equipped with ad-vanced safety technology on New Zealand roads.

Collision Repair Association (CRA) spokesman Neil Pritchard says the indus-try is moving to stay ahead of the rapid evolution in car manufacturing, which is increasing the complexity of vehicle repairs.

Mr Pritchard says the lack of regulation in the collision repair market can create quality control issues for consumers. The situation is getting worse with the intro-duction of more cars equipped with active safety systems, advanced hybrid drive-

trains and electric systems as well as the increased use of exotic materials in vehicle manufacturing.

“With the increase of EVs, self-driving technology and new construction materi-als, vehicle manufacturing has seen more advances over the past decade than over the past century,” he says.

Repair risks rise“Although EVs are touted as having a reduced need for mechanical servicing, when it comes to collision repairs there is a significant increase in the risk and repair complexity to get them back on the road.”

Mr Pritchard says the pace of this change is continuing to accelerate as more such vehicles hit New Zealand roads

each week.“There are more than 7200 EVs and

hybrids registered in New Zealand, which represents a 958% increase in vehicle registrations from just 680 vehicles only three years ago.”

EVs bring their own set of challenges for panelbeaters and collision repairers when damaged in an accident.

“Like all alkali metals, lithium is highly reactive and flammable. The risk asso-ciated with lithium-ion batteries found in EVs adds a high level of complexity to the repair process too, including poten-tial electrocution of the repairer,” Mr Pritchard says.

The CRA has also identified an elevated risk of fire, which prevents the vehicle from entering a spray booth, so the panel-beater must introduce processes specific to that type of vehicle to complete the repair.

New service standards“At the same time, many new models entering the market have advances in safety technology that allow the vehicle to proactively mitigate or avoid collisions.

“To accommodate this change, we are bringing in new international ser-vice-quality standards to the industry that will see repairers commit to continuing training, equipment upgrades, annual inspections and audit processes before they can become a licensed collision repairer in this market.

Mr Pritchard says modern vehicles are made from high-strength steel, aluminium and other exotic materials that require special training and

equipment for the repairer to replicate the factory join when replacing structural parts of the vehicle.

“The introduction of new internation-ally recognised I-CAR standards will mean the public can be reassured a panelbeat-er has undergone a training and audit process to keep him or her up to date,” he says.

According to the CRA, there is already anecdotal evidence that the demand for front-end replacement parts for new cars has dropped away as more vehicles are able to automatically prevent this type of crash.

“Feedback from our membership base suggested the nature and scope of vehicle crashes is beginning to change and will continue to do so as more advanced vehi-cles hit the local market over the coming years.

“Not only do new vehicles with colli-sion mitigation technology get into fewer front-end crashes but, when they do have accidents, the damage often tends to be more cosmetic than structural.

“Despite this, these vehicles are in-creasingly more complex to repair

as the cars are now equipped with sensors, cameras and ra-

dar systems. What appears to be a minor accident from

the exterior may have damaged the network

of onboard technolo-gy,” Mr Pritchard says.

EVs bring higher risks, standards for crash repairers

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Manufacturers and retailers of LED light bulb products for motor vehicles are disappointed changes to the NZ Transport Agency’s Vehicle Inspection Requirements Manual (VIRM) make LED lights in some applications illegal.

The new ruling came into effect on June 1 and states that passenger vehicles must run the same lights they were fitted with at the factory.

There are some exclusions, such as Australian Design Rule- and ECE-approved LEDs and LED headlamps on trucks.

Manufacturers of LED products – a growing part of the automotive after-market – are disappointed the blanket ban was implemented without consultation with the industry.

“There do need to be new standards for LED products but we simply wish the industry was involved in the process that led to the regulation changes,” says Tim Paterson from automotive lighting and

electrical company, Narva.“The issue previously was that the

wording in the regulations dated back to a time before the advent of LED technology, so you have references to ‘filament,’ for example.”

Until now, the NZTA stance was that any globe had to conform to in-test standards on a beam-setter; the way the likes of Vehicle Testing New Zealand (VTNZ) and other vehicle inspection agencies test all headlights.

The test ensures vehicle headlights have required ‘throw’ and don’t dazzle oncoming traffic, as well as the required output within a specified range.

LEDs meet standard“Narva has its own light laboratory in Melbourne, which we use to engineer our products. We extensively test to ensure our LED lights meet accepted ‘throw’ and output. There are definitely

globes out there that don’t meet the beam-setter standards but we have worked hard to ensure ours do,” Mr Paterson says.

He says LED light products are safer than conventional bulbs, help eliminate driver fatigue when driving at night and also last much longer, necessitating less replacements over the life of the average motor vehicle.

“We believe the better you see, the safer you are,” he says.

The change to the VIRM means retro-fitted replacement LED globes

don’t conform to regulations, meaning any vehicle tested with these will fail its warrant of fitness inspection.

Mr Paterson says the new ruling doesn’t affect LED lightbars – a popular addition for many ute and off-road vehicle owners – but suggests there might eventually be VIRM changes specific to those products also.

“We’re not the only ones making or selling LED bulbs but we certainly feel our products are safe and conform to sensible rules.”

Changes to LED light rules for vehicles upset manufacturers

Collision Repair Association

spokesman Neil Pritchard

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Tough times for Tesla as carmakers catch up with disruptorTesla founder Elon Musk’s headline-grab-bing chutzpah has to be admired.

Against a backdrop of brewing finan-cial calamity, naysayer predictions of his company’s imminent collapse, production delays to his more affordable mainstream model and hemmed in on all sides by es-tablished manufacturers launching or soon to launch rival EVs, he still beams a mil-lion-dollar smile and promises shareholders the world if not the entire universe.

Mr Musk announced in early June that the automotive arm of his technology company will produce a Volkswagen Golf-sized electric hatchback “in less than five years.”

Although no further details were given, the idea that he will add another model line to the company’s roster by 2023 appears optimistic at best.

The Tesla Model 3 – the company’s highly-subscribed mid-sizer – has been plagued by production delays and quality issues. Ru-mours that over 20% of deposits received for the Model 3 during its feverish launch phase a couple of years ago have now been handed back, have been dismissed by Tesla.

But there is no denying the delays: Global pre-orders of 400,000 cars will take years to fulfill. Anyone with their name down for a right-hand drive Model 3 will be waiting until 2019 or 2020.

Industry scornThe delays have been met with scorn by some in the car industry; notable among them is ex-General Motors bigwig Bob Lutz, who has long been critical of Tesla’s approach.

In the US market GM is selling the electrified Chevrolet Bolt – a car that does the same job as the Tesla Model 3 in terms of size and battery range – and is delivering thousands to customers every month. Tes-la managed only 2000 Model 3 deliveries in the US in 2017.

The issue for Tesla, however, is that it is spending similar reserves to GM to get those cars on the road. GM has many prod-uct lines to draw upon for revenue; Tesla only has three.

Discounting any internal hurdles the company has to surmount, the other issue is that established manufacturers such as Jaguar, Audi, Mercedes-Benz, Nissan and others have all signalled their intent to build long-range premium-level electric vehicles.

Jaguar’s I-Pace (a Model X-rivalling fam-ily-sized coupe-style SUV) was launched to media earlier this month. Audi’s e-tron range is imminent. Volvo will invest significantly in its Polestar sub-brand in

the coming 18 months, moving it from a performance-only division to a fully EV-fo-cused offshoot.

Then there are luxury and performance marques such as Bentley, Aston Martin, Porsche and Maserati, all of which have announced EV-specific derivatives or new models. While they won’t boast the manufacturing numbers of a Daimler-Benz or Nissan, they do come with pre-packaged heritage and affluent brand loyalists.

With the performance-themed Tesla Roadster still two years away from launch, it could prove the disruptor will be playing catch-up to the establishment by the time it arrives.

For Mr Musk, there is serious money riding on an improved performance. His new contract details milestones that will net him $US55m if he increases Tesla’s mar-ket cap to $US650b over the next 10 years. That’s a big increase from the $US54b the company is valued at now.

Of course, it doesn’t seem as though it’s all about the money for the 46-year-old. But rather than spend the next five years developing another compact model, Mr Musk might be better to get his house in order and keep his feet on terra firma.

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Tesla’s Model 3 has been too slow in coming for many customers who put down deposits

If you want to sell cars in the South Island, having a range of fuel-efficient vehicles with all-wheel drive ability is critical, Sam Wilkes, dealer principal at Armstrong Subaru in Christchurch, says.

Wilkes says that, with a new-look Christchurch taking shape following the 2010/11 earthquakes, a stronger emphasis on the lifestyle opportunities the city and wider Canterbury region offers means there is more of a focus on vehicles that will get locals through a range of environments, whether they’re working or playing.

“Now Christchurch is really back up and humming, there is a real emphasis on the region’s 365-day appeal from a lifestyle and living point of view. We have skiing and tramp-ing nearby. Within half an hour of the CBD you can be fishing or moun-tain biking on dry riverbed tracks; I think we are well-placed as a brand and a dealership to capitalise on that,” he says.

Armstrong Subaru represents the biggest volume dealership in the Japa-nese brand’s New Zealand network, with a customer imprint right across the South Island. It’s more than straightforward lifestyle, however, because Wil-kes says that Subaru has enjoyed strong growth in the user-chooser market of late, because of its standard all-wheel drive engineering.

Building up mileage“In the South Island, sales reps tend to travel longer distances through a broader range of conditions. Often a company rep will have to look after the entire island, so we see bigger miles: 40,000-50,000km per year isn’t uncom-mon, whereas in the North, you’re more likely to see the island split into two or three territories, so mileage for reps there is less.

“We have customers who have changed jobs but have had it written into their contract with their new employer that the company car still needs to be a Subaru Outback. That’s how much people trust the brand around here,” Wilkes says.

Another trend Wiles says he has identified is that, after a dalliance with utes as catch-all company vehicles for people, some firms are moving back toward conventional passenger cars, especially SUVs.

“Utes are hardy and obviously practical but being in one 24/7 isn’t for everyone. The next-generation Subaru Forester is arriving soon, and I know we will see some transitional customers into that.

“The Outback continues to be a ‘go to’ as well, but the XV crossover has also proven very popular. People realise after a while that a double cab ute is bigger overall but not necessarily cleverer when it comes to utilising space to carry stuff.”

“I’m hoping it snows up in the hills this afternoon,” he concludes. “It’s always a good reminder for people about all-wheel drive ability. And that’s always good for sales.”

Lifestyle vehicles key to South Island success

Having models with all wheel drive is crucial in the South Island, Sam Wilkes, dealer principal

at Armstrong Subaru in Christchurch, says.

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The future looks exceedingly bright for Mitsubishi Motors on a global scale. But following his recent arrival in the chief operating officer seat, 16-year Mit-subishi Motors New Zealand veteran Daniel Cook says the local operation will continue to take a measured approach in the short term.

“Things are obviously very positive for the brand following the Renault-Nis-san Alliance purchase last year. I think we have the opportunity at a global level to build both the brand and our model portfolio,” he says.

“Those larger-scale changes won’t be felt here immediately though. And as a result I think Mitsub-ishi Motors New Zealand just has to keep doing what it’s doing well. We have a great relationship with Japan because we are a top performer for it, representing the 17th largest market worldwide.

“We really punch above our weight here, and we’ve enjoyed 300% growth over the past eight years, which is really good. We want to continue on that course.”

With the brand’s latest model addition, the Eclipse Cross compact cross-over SUV, Cook says Mitsubishi has the right car for the market and one that has brought new customers into showrooms. He also says other nameplates continue to do well.

Important to have strong portfolio“We are strong in SUVs, which certainly helps. Outlander continues to repre-sent a solid performer for us. Triton is a really strong seller for Mitsubishi too; we used to sell a thousand units per year and now we’re selling nearly 5000.

“Among other things, the Renault-Nissan Alliance link will give us access to automated and connected car technolo-gies but it’s important to have a strong portfolio of models for the here-and-now.”

Mitsubishi Motors NZ has recently added a large dealership in Botany, Auckland, and is on the hunt for new sites in Silverdale, in north Auckland, as well as Queenstown. Dealerships in Christchurch and Taupo have also recently received upgrades.

“We’re chipping away at the brands in front of us,” says Cook. “We’re sitting in fifth place behind Holden and I think we can get to fourth. That’s big for us.

“We have always had solid product that is well-built and well-priced. In the past we’ve done well with our cars and customer loyalty but we’ve never really shouted about the brand. I think that will change in the next couple of years, however.”

Proof that SUVs are the dominant force in the automotive industry was rein-forced twice within a matter of months recently.

Although supercar-maker Lamborgh-ini’s return to SUV manufacturing was perhaps an eye-opener, it is luxury brand Rolls-Royce’s latest model that will draw the sharpest intake of breath in some corners.

Yes, it’s an SUV. Named after the largest diamond

ever discovered (which now resides in the British Crown Jewels), the Rolls-Royce Cullinan is certainly large.

As to be expected, more emphasis has been placed on the rear passenger compartment than whatever the actual driver is up to – although with a 6.75-litre twin-turbo V12 under its broad bonnet, the Cullinan can certainly power across either a muddy polo field or entire tracts of Europe with little effort.

Rolls-Royce says no two of its vehicles are exactly the same although, with the Cullinan expected to immediately become the storied manufacturer’s biggest ever seller, there are some nods to distinct specification.

Silver Ghost era behemothsAlthough a variety of luxurious seating options can be requested, for example, the Cullinan is the first Rolls-Royce that has ever needed to offer something as mundane as folding rear seats.

The vehicle apes the “high-riding ve-hicles” of Rolls-Royce’s distant past: the Silver Ghost-era behemoths favoured by maharajas and early 20th century game-hunting captains of industry. As a result, there is plenty of poetry in a lot of the company spiel accompanying the arrival of the SUV.

“The label SUV is now applied to any-

thing with a two-box silhouette and the least suggestion of going off tarmac,” says Rolls-Royce design director, Giles Taylor, in a press release.

“We envisioned an authentic, three-box high-bodied all-terrain car with a convention-challenging design and absolute capability that would satisfy the adventurous urges of our clients.”

Not the sort of stuff you’re likely to hear from Kia.

Rolls-Royce (owned, let’s not forget, by BMW these days) is serious about both its intentions to create an SUV unlike any other, as well as an SUV that will go wherever needed if required.

The company claims the Cullinan was “tested to destruction” in a variety of harsh environments around the world during its pre-launch regime.

How it copes in cramped valet parking garages at the rear of exclusive Los Angeles night clubs, or idling in hot Dubai traffic, remains to be seen.

Will this SUV-sized diamond shine for Rolls-Royce?

The once familiar imprint of satellite navigation suction mounts on car wind-screens is quickly becoming a thing of the past, as drivers turn to free naviga-tion apps on their smartphones over standalone GPS units.

A decade ago satellite navigation units manufactured by the likes of Tom-Tom and Garmin were big sellers, with buyers eager to use the new technology to navigate through unfamiliar sur-roundings. Perhaps-apocryphal tales of drivers steering their vehicles into ponds

because early-tech sat nav units “told them to” became the stuff of tabloid fourth pages.

Now though, the prevalence of smartphones boasting free software such as Google Maps and Apple Maps, along with buyable navigational apps such as Waze, has seen standalone GPS units become redundant.

Satnav systems outWhat’s more, carmakers are also increasingly shying away from of-fering satellite navigation systems in many models, ensuring instead that new additions to their ranges feature Apple CarPlay, Android Auto or their own bespoke phone mirroring system, whereby the driver’s smartphone screen is replicated on-screen in the dashboard of the vehicle, effectively meaning even many budget-friendly cars can, techni-cally speaking, offer satellite navigation

via the driver’s smartphone.In the UK, electronics retailers, such

as John Lewis, have pulled satellite navigation units from brick-and-mortar stores, relegating them to only being available to buy online. John Lewis cites declining sales over the past decade as the reason for the move.

Anecdotally, rental car companies are also offering fewer standalone units with hired cars as free smartphone alternatives become the norm for cus-tomers without the need for the rental agency to invest in standalone units.

Whereas technology companies like TomTom once placed great stock in us-er-led traffic updates, apps such as Goo-gle Maps now continually give updated traffic information for the prescribed route ahead.

Technology that is in almost every-one’s pocket or handbag has seen the end of the first era of personal satel-lite navigation.

Smartphone apps replace standalone GPS units

Rolls-Royce’s first SUV – the

Cullinan

In-car software such as Apple CarPlay has made standalone satellite navigation

units redundant

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‘We’re chipping away at the brands in front,’ new Mitsubishi COO says

Daniel Cook, Mitsubishi New Zealand chief operating officer

Triton remains integral to Mitsubishi’s performance in New Zealand

The Eclipse Cross is the first next-generation

model for the Japanese manufacturer

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Your first query – especially if you’ve not come across an Eclipse Cross in the metal yet – could be why this model has been introduced to Mitsubishi’s range when the ASX already exists?

It’s not until you gauge the Eclipse Cross in person that you can see it’s actu-ally bigger than the carmaker’s crossover although this new car is also something you’d call a crossover, being smaller than the perennial Outlander SUV.

But anyway, put the tape measure away, because there is plenty to like here – and plenty of choice too; two different grades (XLS and VRX) and either front- or all-wheel drive.

The Eclipse Cross breaks from the rest of the range, both in terms of looks (heralding all-new design language) and equipment. Under the bonnet is an all-new 1.5-litre MIVEC direct injection petrol turbo engine matched with an eight-ratio CVT gearbox.

Inside, Mitsubishi has rolled out a new system for pairing your smartphone to the screen on top of the dashboard, operated through a Touchpad Commander system, a bit like Lexus’ similar set-up. The top-spec VRX gives you additional tech such as a heads-up display, Adaptive Cruise

Control and a surround-view camera system.

Actually, Mitsubishi has been generous with the specification; there is lots of chrome detailing, 18” alloys and privacy glass as standard. There is even a dual-opening sunroof flooding the cabin with light.

All-wheel drive won’t be for everyone but I’d certainly go for it, especially when Mitsubishi’s Super All-Wheel Control (S-AWC) system has proven so faultless. In ‘normal’ mode the car is permanently in four-wheel drive, although extra ‘snow’ and ‘gravel’ modes help with traction when there’s distinctly less of it on offer.

The Eclipse Cross has been designed to bring new drivers into the brand, and Mitsubishi certainly seems keen to make sure it measures up.

Engine: 2.5-litre four-cylinder petrol electric hybridPower: 160kWTorque: 221NmFuel Consumption: 4.5L/100kmPrice: $49,490

SPECIFICATIONS

Engine: 1.5-litre MIVEC turbo petrolPower: 112kWTorque: 254NmFuel Consumption: 7.7L/100kmPrice: $47,590

SPECIFICATIONS

Engine: Twin Permanent Magnet ElectricPower: 298kWTorque: 696NmFuel Consumption: NILPrice: To be announced

SPECIFICATIONS

MITSUBISHI ECLIPSE CROSS

HONDA NSXThe Honda NSX supercar, rejuvenated and celebrated for several years and finally available to New Zealand buyers, is fast. As in superbike fast.

It will shoot from standstill to 100km/h in about 2.9 seconds, which is faster than you can say “Sport Hybrid Super Handling All-Wheel-Drive.”

That lengthy title encompasses myriad technologies that go into making the second-generation NSX one of the most effective point-and-go performance cars on sale right now. It’s involving, direct and brutally powerful.

The combined power output from its conventional petrol turbo and the electric motors is a whopping 427kW. That’s 200kW more than the manufacturer’s already rather-sporting Civic Type R hot hatch (if you’re counting).

The fact it uses electric motors means it has the ability to generate torque in-stantly – helping with that off-the-start-line performance. But the car uses its hybrid electric motors elsewhere too, improving acceleration, braking and cornering. With electrically powered torque vectoring provided by the twin front motor set-up, the car uses the instantaneous and continuous distribution of electric motor torque to enhance handling and cornering performance when the backroads get all twisty. On paper it might seem this would

provide a rather synthesised driving feel but it’s quite the opposite, allowing for pin-point accuracy that flatters the driver.

To talk about the NSX is to talk about tech. But it would also be remiss of me to ignore this supercar’s storied past.

The car on these pages is the sec-ond-generation model. The last Honda NSX was legendary for providing all the fun bits of a 1990s-era supercar and eliminating all the bad bits (namely going through a hedge backward and on fire because you stamped on the accelerator slightly too brusquely).

The new NSX has had a very long gesta-tion; it was first announced as likely back in 2007. Remarkably, it took Honda another five years to reveal what we now know as the second-generation car. Of course, it had a lot to live up to.

Back to numbers – it will cost you $400,000.

So, here we are. A car with a Jaguar badge on its bonnet and boot, taking on an upstart like Tesla; the company which has revolutionised transport for an exclusive few – a little bit the way Jaguar has strived to do for nine-tenths of its history.

Space is short and there is much to cover, so I won’t beat about the proverbial. The new I-Pace is extraordinary.

It’s an impressive car boasting the roominess of a conventional SUV, the high-tech infotainment-orientated attributes of the best that Jaguar Land Rover has to offer (complexity issues with the Duo Pro Touch screen system notwithstanding) and – here’s the important bit – the drivability of a car built by car people.

Tesla’s Model X – the vehicle the

Jaguar I-Pace has firmly in its sights – is phenomenal in a straight line. Show it a corner, however, and things don’t proceed quite as seamlessly.

Conversely, Jaguar encouraged media attending the I-Pace’s international press launch to lap Portugal’s famed Portimão Circuit, near Faro, in anger. The car gripped. It turned in. It accelerated like nothing experienced before and braked as if everyone on board’s lives depended on it. It translated what was happening under the front wheels through the steering wheel with a precision no two-ton vehicle has any right to.

In short it behaved like that most 21st century of things: a performance SUV. Except I didn’t emit one molecule of carbon dioxide in experiencing all of this.

And that is the I-Pace’s reason for being. Well, and taking kids to school and the dog to the beach. I didn’t do those things specifically but, with available space in Jaguar’s most unconventional model ever, completing these tasks are undoubtedly a given also.

If the rebirth of the electric vehicle – more than a century after its initial interpretation fell out of favour – is the most paradigm-shifting advent in the history of the mass-produced passenger car then, with mass-production in mind, the Jaguar I-Pace will be the most carefully-watched new model in recent history.

It’s certainly Jaguar’s most important model ever. Which isn’t bad going for a company that once traded so heavily on its heritage value, and little else.

The Toyota Camry Hybrid is a car that has been hiding in plain sight all along.

In an age when buyers are fleeing in the direction of SUVs in their droves, sedans have become a specific car for a specific purpose: not the catch-all for anyone wanting a family-sized vehicle that they were, say, a decade ago.

However, if a three-box saloon (to use increasingly old-fashioned parlance) is what you desire, then perhaps the true 21st century interpretation of a worthy sedan might be a hybrid one, mixing con-ventional petrol power with the added motive oomph of batteries for around-town work. Lots of space but not at the expense of reasonable fuel economy.

The thing is, where the Camry has been concerned, it has almost become generic shorthand for “taxi”. Especially the hybrid version.

I’m in no way damning the model with faint praise when I add that because, anecdotally, I’ve never come across a Camry Hybrid-owning taxi driver who doesn’t love their car.

Still, for the average user-chooser, this could present a psychological barrier. But Toyota has something of a salve for this; it’s called the Camry ZR Hybrid.

The new (US-built) Camry was a final-ist in the World Car of the Year Awards and cuts an impressive package. It’s built on an entirely new platform and is com-

pletely removed from the Camrys of old.Mixing Toyota’s re-engineered hybrid

system with an updated CVT transmis-sion (Sequential Shiftmatic) and ZR-grade body styling additions that remain on the right side of subtle, this particular Camry not only stands out from the pack but is also enjoyable and engaging to drive too.

It has plenty of technology onboard – including Toyota’s latest comprehensive suite of active and passive safety tech – and presents all the obvious benefits of a decently proportioned sedan, with plenty of leg, head and elbow room inside and a 524-litre boot.

Who needs an SUV?

JAGUAR I-PACE

Engine: 3.5-litre twin turbo V6 triple electric motor hybridPower: 427kWTorque: 646NmFuel consumption: 8.9L/100kmPrice: $400,000 approx.

SPECIFICATIONS

TOYOTA CAMRY ZR HYBRID

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MORELUXURY

MORE CR-V

The all-new 2018 CR-V offers as standard, an all-new turbocharged Engine, 18” Alloys, Navigation, LaneWatch Camera, Apple CarPlay™ and Android Auto™ compatibility, Electric Tailgate and 5 Year, unlimited kms Warranty.

The CR-V AWD Sport Sensing model has Honda’s advanced Sensing Tech – a range of intelligent active safety technologies designed to improve driver’s awareness and reduce potential collisions, including Collision Mitigation Braking, Lane Keep Assist, Adaptive Cruise Control with Low Speed Follow, auto high/low beam Headlights and much more.

This is a CR-V you’ll want to see more of.

CR-V 2WD Touring Lease from $445* p/mth + GST Buy from $37,990 +ORC

CR-V AWD Sport Sensing Lease from $613* p/mth + GST Buy from $48,990 +ORC

Visit honda.co.nz or search ‘MORE CRV’

* Available to GST registered businesses. Lease based on 2WD Touring and AWD Sport Sensing, 45 mth operating lease/55,000kms, non-maintained. Subject to HFS criteria & approval. Visit our website Online Quote Calculator to create an instant Lease, Cash or Finance Quote or call Honda Financial Services direct on 0800 382 382.