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Home / News / Trio above: A ton of New Zealand’s new tons for 2020
That tends to party or starve in the utes – they are mostly models with a long life cycle, but their popularity and intense competition also means we sometimes see angry new-model activities. There are three important trios of a new ton launched in New Zealand for 2020: an entirely new incarnation of one of the most controversial utes on the market, a closely related reboot for grassroots favorites and a greatly enhanced version of the icon.
With the previous BT-50, Mazda made the most of the fact that it uses passenger car styling cues.
That is a controversial view to say the least, with a very smiling grille and horizontal tail lights that cross into the tailgate – unique in the ute segment.
The biggest change for the BT-50 is that it is no longer built on the Ford Ranger platform – now “supplied by Isuzu Motor Limited on an OEM basis”, in Mazda’s own words.
That means there is also The all-new Isuzu D-Max is on its way. This is the model we know the least today; but the formidable new look of the model was revealed late last year, with top models looking ready to wear stylish bash plates and large wheel arch extensions.
The interior is different from the BT-50 – but has taken similar steps in quality and technology, also with a nine-inch infotainment screen. While D-Max will be looking to maintain its status as a workhorse, there are a number of trim and car-like interior proof colors.
Ford Ranger has been NZ’s number one ute for six years now. But does the Blue Oval truck achieve the same status icons as the green Toyota Hilux? Don’t hesitate to argue among yourself.
That big news for Hilux at the end of the year will be a power bump to 150kW / 500Nm for the 2.8 liter turbo-diesel engine, up 15 and 11 percent respectively. There are more interesting capabilities as well: the 4WD automatic transmission model can now match the 3.5 tons rating of the manual gearbox version.
There are styling changes inside and out. Toyota NZ is slowly launching mobile projections on the updated model, so Hilux will join the Corolla and C-HR (not to mention Lexus RX) in offering Apple CarPlay and Android Auto.
On the exterior, Hilux moves a little closer to the RAV4 and Land Cruiser models that look new with a much larger grille and new design lights that increasingly emphasize the width of the vehicle.
We also know that there will be a launch edition developed in New Zealand with a number of enhancements, including an improved suspension. There are no exact details yet, but this will be the closest thing to Hilux’s rival Ranger Raptor.
Furthermore, it is likely that there will be a genuine Hilux GR – but that will be a different matter and certainly not this year.
The British auto industry has held secret talks with the government about the possibility of a 1.5 billion pound scrappage scheme or “market stimulus package” which he said should encourage the purchase of diesel and gasoline cars in line with cleaner vehicles.
The plan is being considered by industry and the government will take £ 2,500 from the price of the car and put 600,000 new vehicles on the road.
Although many campaigners and business leaders demand that the postconaona industry bailout be linked to environmental goals, the British car industry says the main principle is that incentive schemes are fair for all types.
In a correspondence with the government seen by the Guardian, the Motorcycle Manufacturers and Traders Society (SMMT) said the scheme must “support the entire market, not only disproportionately support certain segments or technologies, recognize the diverse nature of British automotive manufacturing”.
While the government has encouraged the industry to quickly adopt greener technology to help meet clean zero-emission climate change targets, more than 90% of cars sold last year were purely gasoline or diesel. The largest manufacturers in the UK, such as Jaguar Land Rover, currently remain committed to diesel – although the diesel market share has fallen from about half of new car sales to more than a quarter after the VW emissions scandal, fears public health and changing tax rules.
In a letter sent to the chancellor, Rishi Sunak, and business secretary, Alok Sharma, in May pushing for “secret discussions”, SMMT chief executive, Mike Hawes, acknowledged that 600,000 new cars would mainly “add in otherwise the market was almost dead” While SMMT claims that the scheme “can also support broader government ambitions in terms of climate change and improving air quality,” he said “the main benefit is starting markets, sectors and the economy without further depleting the public wallet”.
SMMT said the scheme would bring net benefits to the treasurer of around £ 3 for every £ 1 spent, through tax revenue from VAT and vehicle excise tax; get manufacturing workers from the Covid-19 Treasury job retention scheme; and help avoid “looming redundancies in a depressed market”.
The letter said that business minister Nadhim Zahawi had been “very helpful” in earlier talks and had acknowledged that the scheme would also have “intangible benefits driven by increased consumer spending for consumer confidence”.
The main request for the previous SMMT letter from April 24 – the reopening of car dealers – was given early last month by the government, with special permission for showrooms to be opened in front of other non-essential shops starting June 1.
However, the scheme that will encourage the purchase of new diesel and gasoline cars will go against the government’s net-zero commitment and plan to eliminate fossil fuel vehicles over the next two decades. Earlier this year the transportation secretary, Grant Shapps – who apparently had not been copied in the correspondence – debated to put forward the target date to ban the sale of new diesel and petrol cars from 2040 to 2032.
Lockdown has resulted in huge improvements in air quality in many cities, but there are signs that car use and pollution can soar when businesses are reopened and people return to work. While passengers using trains, buses, and other public transport are a fraction of the amount before the crisis – between 5% to 20% – road traffic has returned about 70% of normal levels.
Richard George, head of oil at Greenpeace UK, said: “If the government will save the car industry, then every penny must go to support the transition to clean electric vehicles. People have paid attention and enjoyed the clean air we have seen during locking. Putting aside gasoline and diesel for electric cars and vans will improve air quality forever, with great benefits to our health and environment, and attract the British car industry into the 21st century and secure the future for its workers. “
The SMMT plan has emerged while other industry leaders agreed that bailouts must have a green condition. Earlier this week, around 200 signatories – including BP and Heathrow bosses – wrote to the government to say that efforts to improve the economy “could and should be aligned with UK regulatory targets on net zero emissions no later than 2050”.
Asked about the SMMT proposal by the Guardian, Hawes said: “Like many sectors, we continue to communicate with the government, highlighting the situation and what support might be needed when the crisis immediately subsides.”
He said that while there appeared to be a positive response to the opening of car showrooms on Monday, and some pent-up demand, “the effect on underlying consumer confidence would be unclear and we might need to work with the government to identify ways to increase demand, especially given the sector’s contribution this is the economy and employment. At that time it was not now but the industry, and the government, needed to be prepared for all possibilities.
Landy is a stylish man. He has thinning back-combed hair, cool short-sleeved hair from the architect of Miami Beach, and a terrible and terrible Lada car.
He is my goal chofer in Havana, which sounds rather grand, but is more economical than buying one of these babies, which will make you return £ 15,000. That’s also the reason, even though the window doesn’t have a handle (the wrench is passed back) and the back seat contains loose springs like a bad proctologist, Landy fussed like a baby.
For this small blue car completes its appearance. On this island better known by the extraordinary American giant, it marks him as a member Ladaocracia, Lada’s revolutionary Aristocracy in Cuba.
It has been 50 years since Lada first ran a production line in Tolyatti, the Russian company town – also known as Togliatti – round the corner in the Volga. That also means three days until the 150th anniversary of the birth of Vladimir Ilyich Lenin, who was celebrated for a hundred years.
A collaboration between the Soviet state and the Italian Fiat, Lada is the vision of the designers who set out to make these small cars absolutely indestructible. The result is Zhiguli, Fiat 124 bulk, which poetically even described by poet as “the box”.
His body was hardened, drum brakes were installed and cleaning was raised, all to help Russian roads and winter. More importantly, the car – which is renamed the world as Lada – is easy to maintain. The “classic” pepper became one of the most historic vehicles in history, with around 18 million built.
In the 1970s, Soviet support for Cuba is at its peak. “The government gives Ladas to doctors, people who work in sugar plantations, athletes, engineers, scientists,” said Hendy Cobas, from Cuba Club Amigos del Motor, which has 1,000 members.
This distinguishes the owner from the remaining owner Chevy Bel Airs and Ford Fairlanes from before the 1959 revolution. A friend remembers going to a nightclub and seeing a smart set start jumping into Ladas at closing time: “You know their parents or grandparents are someone important.”
Willy Hierro Allen, editor in chief of the 77-year-old magazine Excelencias del Motor, recalling: “In 1978, I ran Transporte magazine, and it seems like someone thinks I deserve it. The deputy minister called and told me ‘You will have a car’. I feel very excited. The car is blue. I still keep it the same color. “
Cuba’s extraordinary ability to soften and sentimentalise quickly began to work on a utilitarian foundation. “Almost all Cubans can replace spark plugs, and most can swap brake pads and fuel pumps,” Cobas said. “Ladas is a family member.” This is the sentence everyone uses here.
“I have seen modifications to bodywork, new air inlets or extensions to make it closer to the ground, but, regardless of the music system, this is always small,” he continued. “We do not feel happy to make a big wound on Pepper’s bodywork, it looks like you cut someone.”
It’s easy to understand why people look after them. The last classic pepper arrived in Cuba in 1988, however AutoCubana, Cuban version for Autotrader, listing a model of 18,000 Cuban conversion pesos (CUC) – around £ 14,500. Good goods are sold twice. But that is not love; that’s the scarcity of other cars. For that money, Cuba can buy an apartment in one of the best areas of Havana.
Following perestroikaLada’s extensive parent company, AvtoVAZ, experienced the upheaval felt by many Soviet industrial countries. Production plummeted and corruption flourished.
While the classic Pepper continues to be built, the wheels come loose. In the mid-1990s, there were 130,000 registered Ladas in Britain, by 2018 there were only 179.
Countries enact carbon emission laws and Pepper cannot reach the rank. Only in Cuba, with an estimated 250,000, the smoke refuses to be cleaned.
“Here, we are responsible for looking after our cars,” said Hierro, editor Excelencias del Motor. “When you get older, your son comes saying, ‘Father, let me fix the car’, then your son also has a son, and over time he is the person in charge of the car. That’s how Lada finally became the Cuban family car.”
Sadly, when Landy and I went to the highway, maybe the smell of exhaust fumes that still triggered my nostalgia. My first car was Skoda, the Czech equivalent of Lada. My father bought it for me, saying – and I still hope he was joking – that he got it cheap because the previous owner had suffocated him.
There is only so much that I can take. I have a second goal chofer. Jesus is a harder figure than Landy. He hired modern Lada from the state, one of 320 built under AvtoVAZ’s new owner, Renault arrived here in 2017. These are completely different creatures and, in fact, are far better for long journeys. As Jesus said: “Comfortable and has a big trunk.”