It was a coincidence that became a partnership 49 years later, in 2016, when the two marques kicked off a deal that has resulted in several Range Rover-branded timepieces.

The latest, a limited edition of 200 pieces, is designed as a companion piece to the next-generation Range Rover Evoque.

The watch is called the Zenith Defy Classic Range Rover. Why the moniker Defy Zenith hasn’t said. But it’s saying much more about the watch itself.

Its 41-mm case is made of brushed titanium and includes design features from the Evoque. Zenith says the open-worked dial is inspired by the wheel rims of a Range Rover.

The centre-mounted seconds hand – that’s if those of us who believe in less is more can spot it against the watch’s cluttered, mechanical background – is coloured ‘Artic Petrol’, the turquoise blue colour used on the detailing of the new Evoque’s steering wheel and seats.

This same colour is also used for the movement’s oscillating weight, here in the shape of Zenith’s historical star logo, which is visible, along with other elements of the self-winding caliber, through a sapphire caseback.

Powering the Defy is Zenith’s Elite 670 5K caliber, made up of 167 components, including 27 jewels. The movement beats at a frequency of 28,800 vibrations per hour, and has a power reserve of 48 hours.

The movement, essentially a simpler, time-and-date-only relative to Zenith’s more famous El Primero chronograph movement used in previous Range Rover editions, uses silicon for its escape wheel and lever and has been skeletonised for optimum lightness and visual interest.

The timepiece is mounted on a black rubber strap endowed with a quilted pattern echoing that used on the upholstery of Range Rover SUVs. The whole ensemble attaches to the wrist with a folding clasp made of titanium.

Don’t know what the new Evoque will cost when it lands in New Zealand, but the watch is listed at $US7500, or $NZ10,800.

The post Range Rover and Zenith launch watch to wear with new Evoque appeared first on Automotive News NZ.

It will forever be remembered as the worst new car to land in this country in the past 25 years. It was awful. Chrysler NZ sold most Neons to itself.

The second worst car in 25 years was the Neon that followed it in 2000. Chrysler was so disturbed by the first Neon’s failure to turn heads that it went to great lengths to talk up the new-look model.

It was no longer a meek and mild vehicle of questionable standard and a nondescript image, Chrysler said. It was all-American down to its cotton-pickin’ socks.

Chrysler prepared for its arrival by painting a Neon red with a double white stripe on the bonnet and roof and a spoiler on the boot lid (a left-hand-drive example is pictured below).

It was a clumsy marketing attempt at passing it off as a relative of Chrysler’s high-profile, red and white and heavily muscled V10 Viper roadster, a car light years ahead of the Neon, at least in performance.

It didn’t work. The second Neon was just as bad as the first. It was a little bigger and had more interior room, but that was about it.

A big plus was ABS anti-lock brakes. Optional, from memory. Just as they were on the first Chrysler Jeep Cherokee.

Cherokee was launched here with much fuss in 1995. Just the four-wheel-drive vehicle Kiwis needed to tow the boat or caravan, Chrysler reckoned. Among the standard equipment was a driver’s side airbag.

The Chrysler people here got cranky when asked why, if Cherokee was such a great tow vehicle, anti-lock brakes weren’t standard. There was much mumbling.

Anyway, the Neon of 2000 ran a revised version of the four-cylinder 2.0-litre petrol engine that powered the first Neon.

Chrysler said the updated engine breathed better in delivering its 98kW at 5600rpm and 177Nm at 4600rpm.

Getting it to breathe at all was the problem. Especially when mated to the optional three-speed automatic gearbox.

Three-speed auto? Yep, Neon was the only new passenger car in NZ with a three-speeder. It was the only production car anywhere with a three-speed auto.

No matter what gear the ‘box selected, no matter what throttle opening, the engine howled like a banshee.

Jumping on the throttle to overtake, for instance, was especially disturbing. The engine noise would stop conversation – that’s why, on the rare occasion you spotted a Neon, the driver was often the only occupant.

There’s a Neon for sale on TradeMe. There’s never been more than one on sale at any one time.

The only car that might rival the infamous 20-year reign of Neon is a South Korean-built Daewoo sedan, also from the 1990s.

From memory, it wallowed a lot and needed multiple corrections of the steering wheel to get round corners.

The post Chrysler Neon, the worst new car in NZ in past 25 years appeared first on Automotive News NZ.

Auction house RM Sothebys says it is the second of nine prototype RS models built before production of the RS proper began late in 1972.

The first pre-production RS had the chassis number 9113600011. The car here carries the number 9113600012 and apparently was driven out of the factory in Germany in April 1972.

It was followed shortly thereafter by chassis 9113600013 and 9113600014, all four models based on the 911 S bodyshells from the 1972 model year and modified to what would become 1973 Carrera RS specifications.

These four cars were internally designated by the factory as 911.644, while the Carrera RS would be designated 911.744.

Accounts of overall 2.7-litre RS production numbers are often blurred, but various record departments mostly agree: fewer than 1600 were built in the years 1972-73.

Porsche set out to build 500 for homologation and entry into European sports racing events. But worldwide interest in the coupe quickly rocketed and the company pushed up production to meet demand.

Compared with a standard 911S and its 2.4-litre engine, the Carrera 2.7 RS had a 2687cc engine developing 154kW at 6300 rpm and 255Nm of torque at 5100 rpm, oomph that scooted it from 0-100km/h in a touch over five seconds.

It came with Bosch mechanical fuel injection, revised suspension, larger brakes, 6in front wheels and 7in rears, and rear wings.

In RS Touring form it weighed 1075kg; in Sport Lightweight form it was about 100kg lighter, the saving coming from the thin-gauge steel used for parts of the bodyshell and also the use of thinner glass.

The car on this page has one obvious RS feature but is missing the more iconic other: it is slightly wider across the rear wheel arches but doesn’t have the rear ‘ducktail’ spoiler. That came later.

It also has an 85-litre petrol tank, and its engine bay is spray-painted black. A space-saver spare tyre and a 1.1kW starter motor further differentiate it from the cars that would come after. Another difference is the chrome trim around the indicators, which were painted black for the later cars.

Porsche reportedly used it as a demo model before selling it in September 1973 to young German race driver Helmuth Koinigg, who had it repainted white.

Koinigg died in October 1974 in a crash in the US Grand Prix at Watkins Glen. It was his second Formula One race for the Surtees team.

Thereafter, his Porsche RS prototype had a number of owners in Europe and the US before being fully restored 10 years ago. It is being offered for sale by its current owner, a German collector.

The post Prototype Porsche 911 RS likely to sell at auction for $NZ2.5m appeared first on Automotive News NZ.

Lifestyle websites in Britain, Germany and the USA are calling the ‘Romotow’ the first real reinvention of the caravan in more than 50 years.

It was designed around the concept of a gadget-rich Swiss army knife by architecture and design consultancy W2, whose directors Matt Wilkie and Stuart Winterbourn have said it is “the next frontier in mobile living.”

Over the past six years Romotow has pretty much been a virtual reality production only, a caravan come to life on a computer screen. But now the real thing is nearing completion at a factory in Tauranga.

“We’re building the first one for use as a show model,” said Winterbourn. “It’s a couple of months away yet but it will fully functional and completely fitted out. We’re looking at starting production in 2019.”

W2 has secured an international patent to go with the NZ licence for the Romotow, which is designed to fit in a regular campground lot.

Winterbourn said he and Wilkie were “inundated” with inquiries when they showed the concept at a recreational vehicle (RV) trade show in the USA in 2015.

They were on the lookout for a potential manufacturing partner in a market where the 900 RV companies in the USA generate a combined annual revenue of around US$11 billion.

The Romotwo caravan incorporates a living area that, at the push of a button, swivels out from an exterior shell, adding up to 70 per cent more living space as well as a covered outdoor section complete with fold-out barbecue.

A double bedroom in the back sleeps two adults, a living room sofa can be adapted to sleep two others, and both kitchen and bathroom are fitted with stylish fixtures.

Other features include a lightweight, fuel-efficient build, power-assisted braking, pneumatic shock absorbers, a windbreak, sliding doors, louvred windows, easy clean furniture, and integrated sound system.

Romotow – an amalgamation of ‘room to move’ – is said to be more aerodynamic than a conventional caravan, making it easier to tow.

Wilkie, an interior designer, and Winterbourn, a structural engineer, started W2 in suburban Sydenham in 2007, offering residential and commercial design services.

The February 2011 earthquake created strong demand for the firm’s services in structural assessment and demolition work, which has largely driven its growth.

The post Kiwi-built caravan opens door to new lifestyle on the road appeared first on Automotive News NZ.

One advantage is that average urban daily commutes are well within the range of every plug-in battery-electric car (BEV) on the NZ market.

Another is the rollout of public charging stations: within the next few years pretty much every BEV on the road will be within spitting distance of a quick-charge plug.

The Automotive News NZ Car of the Year for 2017 is the BEV Hyundai Ioniq. There are two other Ioniqs, too, the hybrid petrol-electric (HEV) and the plug-in hybrid electric (PHEV).

The PHEV doesn’t go on sale in NZ until later this month. All three Ioniqs are key to the South Korean carmaker’s plan to have 22 ‘green’ cars – including fuel-cell – in its line-up by 2020.

They won’t be just ‘green’ either. Hyundai has teamed with Silicon Valley company SoundHound to create a proactive voice control system called Houndify.

It will be able to handle multiple commands at once. Something like “Tell me what the weather will be like tomorrow and turn off the lights in our living room.” Houndify will debut on Hyundai’s fuel-cell SUV this year before a full rollout in 2019.

The BEV Ioniq is the best-price example in NZ of the feel-good simplicity of BEVs. There are two plug-in models, the entry-level Ioniq at $59,990 and the better-equipped Elite at $65,990.

Each runs a 28kWh lithium-ion battery pack and electric motor delivering 88kW/295Nm and driving the front wheels via a direct-drive reduction gear. A computer tells the electrics what to do next.

Three buttons on the car’s centre console tell the rest of the story: N is for neutral, R for reverse, D for drive. Range is around 200km from a battery pack with an unlimited 10-year warranty.

Apart from the battery pack and the electrics, there’s a couple of major differences – one visual, one out of sight – between BEV Ioniq and its hybrid stablemates:

• BEV has a somewhat closed front end design – there’s no need for a traditional grille to direct cooling air to a radiator.

• BEV doesn’t share the hybrids’ independent multi-link rear suspension. Hyundai went with a more compact torsion bar set-up to make room for the battery pack and a shallow but reasonably sized boot with a capacity of 350 litres. The hybrids’ boot can store 443 litres.

All three Ioniqs are based on a dedicated hybrid platform developed for Hyundai’s subsidiary company Kia for its small Niro, a crossover/ SUV smaller than its best-selling Sportage. Niro has been under evaluation for NZ.

BEV Ioniq weighs in at 1420kg and is a mix of high-strength steel for rigidity and aluminium panels to keep weight down. It’s 50kg heavier than the HEV Ioniq, but its weight is more evenly balanced, a feature obvious when pushing on through corners.

Not that BEV Ioniq is about performance. Sure there’s instant power from the electric powertrain, hand-in-hand with a smooth and vibration-free delivery. But the absence of engine noise highlights road, tyre and wind noise as speed increases, certainly on some surfaces.

Ride and handling is good. Steering is reasonably well weighted but there’s little tell-tale information getting to the D-shaped helm from the front wheels.

BEV Ioniq is at its untroubled best when being driven smoothly to pump energy back into its battery pack via the regenerative braking system. That way the 200km range can last longer.

There are three ways of doing this via gearshift-type paddles behind the steering wheel. Coasting Energy Recuperation, Hyundai calls it.

It begins with fairly weak (Stage 1) regenerative braking, hardly slowing the car down at all when lifting off the throttle.

Ramp the paddles up a notch (Stage 2) and BEV Ioniq noticeably slows. You can almost feel energy being pumped back into the battery. Another notch (Stage 3) and the car slows abruptly, almost as though you’re on the brakes.

Stage 1 regenerative braking made for overall smoother progress, but Stage 2 and Stage 3 certainly have a role to play. I liked Stage 2 best, but Stage 3 visibly improves battery range and lets you leave the brakes alone.

Pretty much everything about the BEV Ioniq is predictable and straight forward, an illustration of its feel-good simplicity. The interior is smart and roomy enough front and back and controls are intuitive. Hold the start button for a second or so and the instrumental panel lights up. You’re now good to go.

• Road safety campaigners are honing in on the fact that EVs force drivers to plan ahead on a long trip. Where to stop to quick-charge the car and take time away from the wheel.

The post Feel-good simplicity of EVs: Hyundai Ioniq is Car of Year appeared first on Automotive News NZ.

Guard is a dark green similar to the signature Dark Highland Green of the Mustang GT Fastback driven by Hollywood star Steve McQueen (above) in the classic 1968 film chase.

Ford NZ communications manager Tom Clancy confirmed last year that Guard was gone from the colour pallette. Why? “It’s just that they’re not doing that colour any more,” he said. Why? “Don’t know. We’ve been told it’s been withdrawn.”

A year on and spy pictures of what’s been called the new ‘Ford Mustang Bullitt’ have been posted to an online forum, many months after a Ford promotional video briefly showed a similar car in a wind tunnel.

Two grainy images taken during a video shoot in Chicago show a Mustang with a round ‘crosshair’ logo at the rear and black ‘Torq Thrust’ wheels with polished chrome lips – equipment that isn’t currently available in the wider 2018 Mustang range.

The actual colour of the car isn’t clear, but online forums and motoring websites in the US are convinced it’s Dark Highland Green, a special edition with a GT performance pack to mark Bullitt’s 50^th birthday in 2018.

Ford last produced a Mustang Bullitt with the crosshair logo on a version of the 2008-09 Mustang GT, built to celebrate the film’s 40^th birthday.

The go-faster pack would likely include upgraded suspension and brakes, a shorter rear axle ratio and about a 10-12kW boost in power. The 2008-09 Bullitt Mustang had such revisions.

The 1968 film featured one of the best car chase scenes ever, 11 minutes of action in which Detective Frank Bullitt drove his Mustang GT through the streets of San Francisco after the bad guys in a 1968 Dodge Charger R/T.

The logo on the 2008-09 Bullitt version of the Mustang GT

The post Ford delivers ‘Bullitt’ Mustang for classic film’s 50th birthday appeared first on Automotive News NZ.

When automotive designers and engineers get together and put forward the best they have to offer, cult followings and icon status just come naturally.

For era-defining cars, influences from highway safety rules and crash protection regulations play just as big of a part in the final product as culture and societal trends.

If global warming wasn’t a thing and if fossil fuels weren’t going the way of, well, the dinosaurs, the Tesla Model S might not have even been a scribble on a napkin, let alone the seismic shock to the auto industry it’s become.

Had it not been for the flash and excess of the 1980s, we might never have seen the V12 Ferrari Testarossa or Lamborghini Countach 5000 QV.

But what these cars make us feel and think of when we hear them wailing their way towards their redline, or simply sitting quietly in a parking lot, is a product of all the little things that make up the big picture.

Some of the best automotive details come from form following function, or vice versa, from exercises in excess and/or minimalism. Some serve no purpose whatsoever, but the car wouldn’t be the same without it.

Regardless of their initial intention, these are our 32 favourite car quirks of all.

 Ferrari Testarossa Side Intakes

 As big as they were, the Testarossa’s gills (above) were completely functional.. The massive intakes and long strakes served to organise turbulent air and use it to cool radiators and channel hot air through vents in the engine lid, creating downforce, and thus negating the use of a massive spoiler. Form and function, hand in hand.

Spyker C8 Exposed Gear Lever

Seeing the mechanical linkage of the gear lever exposed is like looking into a grandfather clock. It’s absolutely mesmerising to see that sort of precise engineering at work.

Porsche 930 ‘Slantnose’ Whale Tale

It might have been more of a necessity on Porsche’s part to keep drivers from consistently coming out of turns the wrong way forward, but damn it if it doesn’t suit the 930’s powerful personality to a T.

F50 Transparent Rear End

It’s almost a forbidden feeling catching a glimpse of the F50’s mesh rear end — like you weren’t supposed to see that glorious V12, but you can’t look away.

Pagani Zonda R Exhaust + Exhaust Note

A Mercedes-AMG hand-built V12 mated to Pagani’s even-length exhaust headers and stacked quad pipes would put the current F1 grid to shame in a sound comparison.

Koenigsegg CCX Dihedral Doors

The CCX dihedral doors only serve to highlight Christian von Koenigsegg’s delightfully mad way of going about simple functions.

LFA Tachometer

The only way Lexus could get the tachometer to keep pace with the speed with which its V10 could rev was to go digital.

Volkswagen Phaeton Boot Hinges

There’s something to be said for beautifully milled and wonderfully complex boot hinges on a Volkswagen.

Bentley Bentayga Breitling Mulliner Tourbillon

The world’s most expensive in-car clock ($160,000) in the world’s most expensive SUV creates a wonderful exercise in excess.

Original Mini Exterior Weld Seams

 Putting the weld seams on the outside meant Mini didn’t have to fit the welding machine in the car during assembly, meaning they could build the Mini even smaller. Brilliant.

Jaguar XJ220 Hidden Headlights

When pop-up headlights were regrettably being phased out, the drop-down shields of the XJ220 made for a worthy continuation of the concept.

Bugatti Type 57 SC Atlantic Suicide Doors

Picking one aspect to highlight from the Bugatti Type 57 is a herculean task, but the way the suicide doors open up — as if they are welcoming you into its warm embrace — may be the most beautiful detail of all.

Jaguar D-Type Speed Hump

The spiritual connection to Jag’s storied Le Mans racer just oozes legendary performance and panache.

Alfa Romeo Grille

Most cars on the road today have some sort of rectangular cop-out for a grille, but that’s because few cars have the style and elegance required to sport one like Alfa Romeo’s signature fascia.

Porsche 918 Top Exit Twin Exhaust

It had to be done to make sure the engine and hybrid system could fit in the 918 and still be low enough not to compromise the handling or design. But when fire starts spitting out of the the twin exhausts, you can’t help but applaud Porsche for “going green.”

Bugatti Chiron Side Intake

Very rarely do a concept car’s lines make it to the production model; when the side intake mimics the company founder’s signature, it deserves recognition.

BMW i8 Laser Headlights

The design alone makes every other headlight on the road look like a gaslight lantern.

 Porsche Targa Top

Simply put, it’s the better way to do a convertible.

Aston Martin Vulcan Tail-lights

Like nothing else on the road. In fact, you’d have to be aboard the Millennium Falcon at light speed with stars streaming by to see anything similar.

Mercedes 6×6 Third Axle

The only way to describe it: necessarily unnecessary.

2016 Ford GT Rear Quarter

Between the separated intakes, massive flying buttress and the tail light doubling as a hot air extractor, the GT’s butt comes together as one fantastic piece of design.

Alfa Romeo TZ3 Zagato Cam Tail

One of Zagato’s signature design elements incorporated into one of the most beautiful cars of the modern era.

BMW M4 GTS Roll Cage

Roll cages in road cars usually seem out of place, no matter the performance or intentions of the vehicle. But the M4 GTS’s copper webbing of high-strength protection looks like a work of art.

Audi A4 Clamshell Bonnet

Bonnet shut lines can make or break a car’s design, so for a mass-production car like the new A4 to receive the extra attention and engineering to hide the necessary surface break is commendable by all accounts.

Porsche GT3 RS Fender Vents

Usually when vents are put on cars for performance gains, they stick out like the dorsal fin on a sailfish. But the new GT3 RS fender vents sit just below the body panel surface as a subtle call to performance rather than an obnoxious aerodynamic catcall.

Lamborghini Aventador Ignition

Unleashing more than 525kW with the flip of a switch that looks at home on an F-22 Raptor truck just makes sense.

Citroen DS Steering Wheel

Absurd. Ridiculous. Unbelievably stylish. All the reasons we love Citroen.

Shelby Cobra 427 Side Pipes

When there’s a 7.0-litre shoehorned into a car barely big enough for two people, anything other than side-mounted exhausts would be doing it a disservice.

Porsche Carrera Beechwood Shifter

It’s a homage to the Porsche 917 race car, which is fitting for the Carrera GT considering its V10 may have started life as F1 engine development project.

Audi Virtual Cockpit

In an age where infotainment systems stick out of otherwise well-designed dashboards like technological afterthoughts, Audi’s virtual cockpit gets the job done and with a stunning, customisable display.

Tesla Model 3’s Front End

With Tesla’s “skateboard” battery pack, Elon Musk could have made the Tesla Model 3 look any way he wanted. By completely removing the grille from a car that will undoubtedly sell well, Tesla is deliberately challenging the status quo of car design.

Ferrari 599 Gated Shifter

As it’s the last analog manual V12 Ferrari ever built, we’re glad Maranello decided not to cover up its beautiful simplicity with a leather boot.

The post Quirky design elements that make some cars stand out … appeared first on Automotive News NZ.

OKV 2 was the second D-Type iteration from the Jaguar factory back in 1954 and was prepared as the company’s lead car for that year’s Le Mans 24-hour classic.

Stirling Moss and his co-driver Peter Walker quickly exploited its potential, setting a record speed of 172.97mph (280km/h) on the 6km-long Mulsanne Straight. But fuel problems forced OKV 2 out of the race.

After LeMans, OKV 2 was the factory test car for Jaguar’s chief development engineer Norman Dewis, but it was still raced in the UK and Europe until being sold to Canada in 1960.

It went back and forth from the UK to North America before being put into storage, where it sat for 17 years. It sold again through the ‘80s and ‘90s before being bought in 1999 by American Terry Larson.

Larson put more than 32,000km on the car over the next 12 years, including driving it twice to the annual Monterey classic get-together so Norman Dewis could be reunited with it.

Larson sold OKV 2 in 2011 to the current owner, who has raced it in historic events. Let the accompanying pictures tell the story.

The post Jaguar D-Type that set speed record at Le Mans up for sale appeared first on Automotive News NZ.

But it hasn’t just filed protection of the car’s name – it taken extra steps to ensure that the Camaro trademark covers everything: merchandise, motorsport, advertising, servicing, and so on.

It has registered Camaro under Class 16, 25, 35, and 37. Australian motoring reporters say these cover …

Class 16: Stationery, pens, pencils, playing cards, posters, stickers, decalcomanias, flags and banners made of paper, promotional material in this class, coasters made of paper, magazines and publications; calendars and diaries; postage stamps; printed material in this class

Class 25: Clothing, footwear and headgear excluding clothing, footwear and headgear made from foam plastics and clothing, footwear and headgear made for water sports

Class 35: Advertising, promotion and public relations relating to motor vehicles, sports involving motor vehicles and the motor vehicle industry; wholesaling and retailing services in this class relating to the sale of motor vehicles and parts and accessories for motor vehicles; advertising, promotion and public relations relating to entertainment, cultural and sporting events

Class 37: Maintenance, servicing and repair of motor vehicles; maintenance, servicing and repair of parts and accessories for motor vehicles; roadside emergency services for motor vehicles; installation, maintenance, repair and servicing of vehicle theft detection, notification and tracking systems and apparatus

Class 35 and 37 registrations are the most revealing, because they cover the trademark for use on a vehicle, as opposed to just marketing material.

Australian reporters say the trademark means Holden plans to sell the Camaro Downunder, after directly importing left-hand-drive examples from the US and having them converted by the Walkinshaw group to right-hand-drive.

Why Walkinshaw? Earlier reports from Australia said Holden Special Vehicles (HSV) is to next year change its operating name to Walkinshaw. This could mean that the Camaro will sell as a Chevrolet under the Walkinshaw badge instead of Holden.

The Camaro model for the Downunder market is likely to be the ZL1 hero car, which uses a 6.2-litre supercharged LT4 V8 engine. It produces 484kW of power and 881Nm of torque.

The post General Motors Holden registers Camaro trademark for Aussie appeared first on Automotive News NZ.

Jeep has already revealed static official pictures of the next-generation two-door and four-door Wrangler, but this is the first time either variant has been pictured doing what they were designed to do – rough it in the wild.

Wanaka events organiser Paul Nicholson (newzeal.co) worked with a Jeep contract company in the US to plan the gruelling test route, most of it over high-country stations.

“There is a lot of work for an event like this,” he said. “You have to make applications to DOC and WINZ, for example – it took us eight months to put the whole thing together.”

Among the US group were selected automotive journalists. Their impressions of Wrangler JL won’t go public until after the new model goes public itself at the Los Angeles motor show at the end of this month.

A handful of NZ motoring writers drove current NZ-spec Wranglers over the same route a week ago.

Jeep has yet to officially confirm the engine line-up for the new off-roader. But it will offer a wider range of powerplants as it seeks to give Wrangler more global appeal.

The current 3.6-litre Pentastar six-cylinder petrol unit will continue. Additions are likely to be a 2.0-litre turbocharged petrol,  a petrol-electric hybrid using the same 2.0-litre engine, and a diesel, said to be the 3.0-litre V6 unit from the Grand Cherokee range.

The post Jeep USA tests new Wranglers in rugged Kiwi country appeared first on Automotive News NZ.