It was a tumultuous year for the new car industry in 2023, with fluctuating demand for vehicles influenced by the revision to the Clean Car Discount, and then its ultimate axing.
This foray of incentives into the market certainly changed up the mix of models sold, with electric cars taking nearly 20 per cent of the total in the passenger market, and hybrids (including plug-ins) making up more than 35 per cent of retails.
Both made gains as ICE power fell from a 65 per cent market share in 2022 to 45 in ’23.
There were many more electrified models offered, car brands being able to access the limited global supply of these ‘new energy vehicles’ thanks to the rebates that spurred the demand.
And that ultimately influenced the mix of new cars we got to review last year, more than a few of you noticing the multitude of electric cars tested.
Electrification helps lower emissions but also raises pricing, and so the cost of new entrants continued to rise last year, with logistic challenges and general inflationary pressures conspiring to push the sticker price ever higher.
Cars eligible for our awards are those new models introduced in the past 12 months, which we have reviewed in full.
Points for consideration include a vehicle’s value for money and what it offers in terms of space, spec and style, along with other aspects like the level of after sales service.
Dynamics still play a vital part in our assessment, as does performance but these must be balanced with the impact on local air quality.
Safety is vital, you need the full range of active driver aids, while we take into account just how well they work in the real world.
Practicality is another relevant aspect – they have to be user friendly.
We’ve stuck with our categories we created last year, which allow us to select the best models available.
Those older, traditional categories, based on size, can see a gong going to something simply because it was the only new offering in its class. And so to the winners then, in no particular order.
The RX is the best all-round Lexus. The new line-up is fully hybrid, one being a sports-oriented model.
Both the 350h and 500h F Sport have the easy torque delivery a luxury vehicle needs, and the combination of an efficient petrol engine with a motor helps balance the emissions.
For those who prefer more power, the 500h gets a turbocharged engine, and a proper six-speed auto, giving it a more conventional driving feel. The 350h is a quiet cruiser, the power delivery smooth; it’s just easy, which is what the RX appeal has always been about.
The RX certainly looks swish, more dynamic, while the cabin is a nice place to retreat to, styled to impress. It’s all very well crafted, with lashings of quality.
While it has many features on board, operation is straightforward, and the safety systems function as desired.
It’s a practically sized SUV, big enough but not imposing in traffic. The seats, front and rear, are sumptuous, and there’s plenty of room on board, the boot sizeable as well.
Each has a 2000kg braked tow rating, adding to that SUV practicality. And there’s also the big Lexus aftersales care package.
2023 Lexus RX 500h F Sport review
The Seal is a polished offering; comfortable, quick and well specified. There are three models available; one can be had for $62,990, another is capable of up to 570km of emissions-free travel and the top dog can crack 100km/h in less than four seconds.
Following the BYD mantra, even the entry-level Dynamic is well specified.
The styling is slick, and the cabin is one of quality. We like that there’s a mix of tech via the big, connected touchscreen, but that there’s a conventional approach to most operations.
To drive, the Seal is rather refined, a model of smoothness, which adds to the quality feel of the car.
The Performance version is rapid too, impressing with its effortless progress. The ride quality is absorbent over a variety of road surfaces.
There’s good space for four on board, although the boot is a little tight but is still practical.
Its Blade Battery has the cobalt-free, lithium iron-phosphate chemistry for longevity and can be charged at rates of up to 150kW DC.
2023 BYD Seal Performance review
The new Amarok shares its hardware with the Ford Ranger, 2022’s ute of the year, so that’s a good thing.
It has a distinct look and you really wouldn’t pick this as riding on the same platform as the Ford. And neither do you suspect it inside the cabin; it’s quite flash for a ute, with special leather work and comfy seats.
All Amaroks are 4×4 double cabs with a couple of four-cylinder models and a pair of boss trucks, complete with a 600Nm 3.0-litre V6.
There’s always enough torque on tap from the big dog and the auto is super smooth. It’s all rather quiet too, with minimal road and wind noise, the engine refined and hushed.
Amarok has its own suspension tune; the unladen ride is settled at all speeds, the jiggling kept to a minimum.
The V6 gets an on-demand AWD setting to complement the usual 2H and 4H settings, and it now has a genuine low range and rear diff lock as standard.
That’s to go with the wading depth of 800mm and improved approach and departure angles. There’s a five-star ANCAP rating on the back of its long list of active safety features.
It’s bigger this time around, extra length giving rear passengers more space and the tray is larger. There’s the usual 900kg-plus payload and 3.5 tonne towing, a tow bar included as standard.
2023 VW Amarok PanAmericana review
The second-generation Hyundai Kona is bigger, better equipped and there are more hybrid variants to choose from. The EV version is due here soon too.
Of the three powertrains available, the hybrid is the pick. And it highlights the evolution of petrol/electric tech; it used to be good only for city running but now these work just as well out of town as they do in the city, helping lower your emissions profile.
This does decent mileage on the electric motor alone and, with 265Nm of torque available, there’s good urge off the mark and plenty for commuting purposes.
Kona has a quiet, refined ride and good steering characteristics. There’s a sweet driving position, slightly elevated for ease of entry and good visibility.
Plus, there are plenty of safety items on board too, perhaps a few too many…
While Kona is bigger, it’s still compact enough but now it’s more of a viable option for a family, rather than empty nesters with the occasional need to ferry passengers.
That sees it with more usable rear seat space and even a decent boot for a compact SUV. It can tow up to 1300kg giving this eco-oriented machine real practicality.
One complaint leveled at EVs is that they are too expensive but the MG4 refutes that. As such, the MG4 has become one of New Zealand’s best selling electric cars.
This is because it drives well and has few serious drawbacks. For an affordable electric family car, it is amongst the sharpest looking out there.
The interior is remarkably simplistic, in a good way, the infotainment system easy to use. There are quite a few hard plastics inside but it’s generally well made. The boot at 350L is adequate and well shaped.
There is a good variety of models ranging in price from $46,990, with different specification levels and battery sizes to choose from.
This is New Zealand’s best value electric vehicle when talking kWh per dollar; it’s hard to beat in that regard. Performance is decent and the ride and handling package is amongst the best in the ‘affordable’ electric class.
All models come with the MG Pilot driver assist system (adaptive cruise, switchable lane keeping, AEB, and traffic jam assist) and the MG4 has a five-star crash rating so the new electric platform is sound. There’s a generous seven-year warranty too.
A hatch packing 320kW of power isn’t unheard of, though it is for under $100k. And the MG4 XPower undercuts that mark by some, the $69,990, dual-motor, supercar-baiting hatch with 600Nm of thrust.
This has a grin-inducing amount of squirt when you deploy it all, with a turn of acceleration that pins you back into the seat. It dispenses the acceleration times they promise too, and it’s a rabid hare down roads with corners, taking the curves in its stride.
Impressive too is the ride, which is never harsh but well sorted. It’s quite refined considering the performance.
Inside, the build quality is sound but some of the materials are price sensitive. It’s well specified however, and well packaged too, this five-door hatch offering good space for four/five passengers.
This year the XPower had the bang for your buck award wrapped up easily; it’s stupid quick and it’s value performance, especially when it comes to running costs.
2023 MG4 XPower vs MG4 Excite 51 comparison review
Cupra called its first electric offering here a hot hatch, which initially got us thinking, really? But after driving it, we were won over, especially on the dynamic front.
On a good road, its abilities will put a smile on your dial. The suspension blends body control and ride quality well, while decent rubber and hardly excessive weight carried low conspire to an enthralling drive.
The rear motor situation ensures a light front end – it almost comes across as mid-engined in its balance.
It’s also a handy compact offering that’s great for the city. Yet with a relatively large battery, range is around the 500km mark, so it’s also good between cities.
That it has plenty of luggage space and fairly decent room for rear seat occupants as well makes this practical and dynamic.
BYD’s Dolphin is a size smaller than the Atto 3 SUV, but is no less spacious inside. Okay the boot’s slightly smaller, but those reduced dimensions are also a boon in urban environs.
Dolphin impresses with its thoroughly decent quality, a high-level fit out and a comfortable character.
For private buyers, we recommend the Extended model, the $6K premium well worth it, the extras buying a superior powertrain and a bigger battery.
This also has BYD’s Blade battery tech (less susceptible to thermal runaway in the event of an accident, they tell us) with its LFP chemistry promising less degradation over time. And better resale potentially.
The Dolphin delivers a thoroughly impressive ride quality for a car of this size. Road noise is minimal too, the motor muted.
The steering is light weighted, the turning circle is commuter friendly and the high spec delivers things like an excellent surround camera system. Plenty of safety items too.
2023 BYD Dolphin Extended review
Those looking for a premium vehicle would be wise to check out the Audi Q4, an astute way to get a set of electrified rings in your garage.
The line-up includes the regular Q4, with a more traditional SUV bodystyle, and the Sportback with the racier looking roofline, both offering a dual-motor option.
This gives 220kW and 460Nm for effortless progress. And with an 82kWh battery, there’s almost 500km of range.
At 4.59m long, this is urban friendly yet spacious inside. Those in the back get impressive leg room and the boot is plenty big enough for the task.
The steering assistance is light at city pace, and while there are multiple modes of motor regen to choose from, this EV is not complex to drive.
The dual-motor 50 model has plenty of go, delivering the usual instant surge of torque when required. And it isn’t too hungry for volts.
Most will like the look of this, and it’s a spacious, easy-to-drive vehicle, with all the conveniences and enough luxury to justify the price.
2023 Audi Q4 Sportback 50 e-tron quattro S line review
The 911 is a performance icon, and so it was about time we recognised the car that has delivered so many memorable drives over the years.
And the 911 GT3 RS is the epitome of performance, everything about it honed to achieve the absolute maximum from the package. This looks Le Mans ready with its massive aero pack, even coming complete with a drag reduction system.
As the look suggests, this is a hardcore machine. The 4.0-litre is angry at idle and, being naturally aspirated, needs to spin but it’s ever so willing and the sound and throttle response are both museum worthy.
You can tune the compression and rebound on the go, along with the level of traction control intervention and the effectiveness of the active torque vectoring. It is RS firm but not harsh and it steamrolls the bumps.
The steering is hefty yet wonderfully direct; the whole thing turns with lightning immediacy. With the masterful PDK stirring things along, this is a dream drive.
It’s expensive but then RS models tend to hold their value well.
2023 Porsche 911 GT3 RS review
On two wheels, it was Royal Enfield that came out on top with its Super Meteor 650 cruiser. It’s a retro-original looker at a keen price, the learner-legal twin costing $12,490-$13,090, depending on colour.
The SM 650 is a no-frills cruiser with ABS but no TC or engine modes. At its core is a 35kW/52Nm 650 parallel twin borrowed from the Continental/Inteceptor.
It has been fettled to deliver more low rev action, easing along in top at urban speeds.
Vibes are well controlled and fuel use is around 4L/100km. The six-speed transmission is lightweight, fluid in action, and clunk-free.
Its chassis and suspension are new, with USD forks, and there’s 120mm of travel so the ride is pretty decent. Handling is even better, confidence inspiring, and ground clearance is amazingly good for the genre.
Brakes are best when used together which is typical of cruisers with their rearward weight bias. The Super Meteor 650 covers all the bases. For long distance travel an accessory screen is also available.
2023 Royal Enfield Super Meteor 650 review
While much of the noise surrounded the electric vehicles this year, there was also a quiet achiever launched into the most popular market segment in New Zealand, the Honda CR-V.
This sixth-generation model lands with three variants to choose from, giving Kiwi families the choice of a well specified AWD five-seater, a front-drive seven-seater (both with the familiar but revised 1.5T petrol and CVT combo) or a high spec hybrid.
The range kicks off at $53k, the Sport 7 at $57k and while there is a premium to go hybrid at $67k, it’s a compelling package. With its polite appetite, you’ll get about 750km of range with the hybrid. And with 335Nm it has ample pulling power in traffic, being EV smooth in its drive.
The new model is a little larger, offering more space inside and also more technology and a further expansion of the Sensing Safety systems with 11 airbags, AEB, lane warning and departure systems, adaptive cruise, and traffic sign recognition.
Most of the safety systems are well behaved, while the active cruise can help ease the rush hour grind with its Traffic Jam Assist function.
The boosted 1.5 petrol and the smooth CVT give the CR-V an easy going character. But this Honda is also a good drive with positive steering and a well struck ride and handling mix. This is a mid-sized SUV that works well in both town and country.
The CR-V affords its driver a good position, there’s great outward vision too. It’s very straightforward in its operation, nothing vexing in the cabin, the touchscreen requiring minimal interactions.
There is also a well placed charge pad, wireless Car Play and Android Auto, good cup holders, a big centre bin and useful door pockets.
CR-V boasts family friendly accommodations, the rear doors open out wide for easy access, the seat space is now more generous and the CR-V has a good sized cargo hold, being long and deep.
The CR-V is a highly competent contender, doing most things in an accomplished fashion while managing to have few annoying traits, if any.
There’s also Honda’s price promise (everyone pays the same), and it’s backed by a big warranty. This suits a family’s needs, and there’s something for everyone here, at a relatively affordable price.
It’s good value, a decent drive and it’ll be dependable. A worthy Car of the Year then.
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