Spare a thought for our Kiwi cousins, who have just emerged blinking into the daylight after a five-week level-four COVID-19 lockdown.

However, it seems not all New Zealanders heeded the stay-at-home order, to the detriment of one Kiwi car rental firm.

On the Anzac Day weekend, thieves targeted a storage yard used by rental mob Jucy, clocking the fact that hundreds of vehicles had been stashed in the wake of the collapse of tourism in New Zealand, which was one of the first countries in the world to impose a 14-day self-isolation period on travellers arriving from overseas.

Our callow cads snipped their way through a wire fence, lifted a gate from its hinges and simply drove away in one of the vehicles.

And they repeated the act another 96 times.

Before you suggest that stealing a highly visible bright green and purple camper van is a pretty dumb idea even for a car thief, it’s been revealed that most of the cars stolen were, in fact, un-liveried vehicles used by the company in other capacities.

Operation De-Jucy in fact only came to light as New Zealand police – covering a much quieter network around New Zealand’s biggest city – started pulling over speeding drivers in Jucy-owned cars.

Pic – jucy.com

The theft – which included Mazda 3s, Holden Captivas and Suzuki Swifts – was then reported to the owners of the company.

The CEO of Jucy, Tim Alpe, told the New Zealand Herald he was shocked by the magnitude of the theft.

“We’re a big operation, but it’s just devastating right now, when tourism’s just been decimated,” Alpe said. “To have to go through this as well is just horrific.”

However, the long arm of the Kiwi law has been swift to act – and the fact that the general populace was locked away at home helped.

After some cars started to appear on Facebook Marketplace for sale at ludicrously low prices, police moved in and arrested 29 people, recovering 85 cars in the process.

“There has been some damage to vehicles, but most have been recovered in good condition,” said Counties Manukau West Area Police Commander Matt Srhoj, who also reminded the good citizens of Auckland South that if something appears for sale that looks too good to be true, then it usually is. “Receiving stolen goods is also a crime,” he added.

Here’s hoping the idea of a trans-Tasman tourism bubble comes off, and we can all do our bit for tourism on both sides of the Tasman Sea.

NOW READ This is Larry Perkins’ custom-made Unimog campervan

The Wheels Verdict: The Porsche 718 Cayman GT4 isn’t without some fairly fundamental caveats, but the majority of its dynamics are truly excellent. Unless you are absolutely wedded to the notion of a manual gearbox, do yourself a favour and wait for the quicker, more efficient and more suitably-geared PDK twin-clutch version.

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WHAT IS THE PORSCHE CAYMAN GT4?

The last time Porsche sold us a GT4 version of its entry-level Cayman coupe, that car was on sale for a mere 18 months. Blink and you missed it. Now we have a more powerful GT4, propelled by a 4.0-litre naturally aspirated flat-six and stirred into life with a manual gearbox. Purists rejoice. Has Porsche finally let the Cayman off the leash?

WHY WE’RE TESTING IT

Wheels had already had the opportunity to drive the Cayman GT4 – albeit briefly – on a track in Scotland and it had impressed editor Alex Inwood. We were keen to discover whether its talents translated to Australia’s roads, so we pointed it at one of the very best. If the Porsche could shine on the Alpine Ring in the Victorian high country, it would be in elite company.

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THE PORSCHE CAYMAN GT4 REVIEW

I want to believe. That was the whole ethos of The X-Files, wasn’t it? That suspension of disbelief, willing something to be true in the face of all contradictory evidence feels familiar.

I’m sitting by the side of the Great Alpine Road, writing notes on a Porsche Cayman GT4. I thought this car would be near flawless and would redefine the mid-engined sports coupe. I wanted to believe. But looking at my list of equivocations, it’s clear that I don’t.

Some context is probably due. By most other manufacturers’ yardsticks, the 718 Cayman GT4 is a triumph, an almost ludicrously extravagant melange of talents. Its problem is that , at the same time, it’s possible to be a truly excellent sports coupe yet a merely good Porsche.

The GT4’s issues can be largely attributed to the protuberance emerging from its centre console and an excess of pedals in the footwell. Now, I love a good manual transmission, and as far as the shift action of this six-speed goes, it certainly qualifies. Where Porsche has erred is in fitting ludicrously long gear ratios, a blindspot not only suffered by the GT4.

First gear will take you to around 84km/h, second will ping off the 8000rpm rev limiter with 137km/h on the clock, with third only singing its heart out at a custodial-sentence 195km/h. This represents a major problem for a naturally aspirated engine that demands to be wrung out. While this isn’t any great hindrance on track, the fact that you can only rev the GT4 out legally in first gear somewhat limits the GT4’s appeal for on-road driving. The particularly long second gear also means that you need lots of revs on the board to slot it into the sweet spot of third.

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There are a few work-arounds for this. The first is to simply wait. The Cayman GT4 will be launched later this year with a seven-speed PDK dual-clutch transmission that will alleviate the issue somewhat. The second is to fix Porsche’s emissions-based decision. This will also involve a wait and some expense while tuning companies develop a custom gear set for the GT4, much as they have done for the previous 981 GT4. Again, not ideal. The other option is just to put up with this fairly fundamental flaw.

The reason why the gearing stands out like a blinding beacon of ineptitude is because most of the rest of the GT4 is just fantastic. Not perfect, but closer than most. The 4.0-litre engine makes all the right moves on paper, yet it’s never quite as satisfying as the Mader 4.0-litre from the 991 GT3, lacking that car’s musicality and operatics. Perhaps it’s unfair to expect a unit derived from that of a Carrera to be able to hit GT3 top notes, but it’s a fact.

Most of the time, the car finds its natural cadence at around 3000rpm, whereupon the accompanying note is a charmless, mechanical blare of discordant frequencies. Go harder and the tone tautens and introduces a little induction overlay, but it’s not a soundtrack you’ll tend to get misty-eyed over. It sounds purposeful and angry at the top end, but never exotic, melodic or transcendent.

It’s certainly quick enough. Sharp starts from a standstill aren’t it natural forte though. At the drag strip we achieved an unspectacular 4.7 seconds to 100km/h, so don’t be tempted to eyeball an A45 AMG at the lights. The 309kW boxer prefers it when you’ve got better than 3000rpm on the board, making its peak torque figure of 420Nm at between 5000 and 6800rpm. Peak power arrives at a heady 7600rpm, this engine being limited to an 8000rpm rev limit because the clever piezo injectors can’t function at any higher revolutions. It’s not an inherently peaky engine, however, and anywhere between 4000 and 8000rpm is enough to get the GT4 up on its toes, which helps with the gearing issue.

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The delicious electrically assisted steering and almost uncanny body control combine with huge levels of mechanical grip to instil enormous confidence when cornering. Drive goes via a mechanical limited-slip differential, so you don’t get the clever Porsche Torque Vectoring Plus voodoo of the PDK-equipped GT3’s electronically controlled diff, but such is the weight distribution of the Cayman that traction levels on corner exit feel almost four-wheel-drive good.

That it’s preternaturally composed is hardly a surprise when you consider what lies beneath. The front axle is pretty much a straight lift from the 991 GT3, supporting GT4-specific 20-inch alloys shod with Michelin Pilot Sport Cup 2 rubber. The rear end shares more with its 718 siblings, but you’ll spot inverted dampers and control arms and subframe again purloined from the GT3.

The massive rear wing is said to generate 20 percent more downforce than the item on the previous GT4, and is aided by an underbody diffuser from the GT4 Clubsport racer. In combination, aero and tyres are the key contributors to a 7min30s Nurburgring lap time which is quicker than the Carrera GT V10 hypercar from 2004.

The brakes are very good, with respectable bite and progressive modulation. The 380mm iron discs front and rear are grabbed by aluminium monobloc calipers, six-pistons up front and four-pots at the back. Should you not feel too confident in your footwork there’s a very competent auto blip function that rev-matches for you, but if you’re pointedly buying a manual car, you ought to have that skill taped.

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The cabin of our test car is nicely finished but contains a significant amount of optional tinsel. The coloured belts, the carbonfibre panels, the contrast stitching, the adaptive sports seats, the Bose stereo, the chrono pack, the Alcantara sun visors, the folding mirrors and the steering wheel’s centre top strip are all cost extras. Pare that lot back and you’d have a more proletarian cabin and one that feels very snug with a dearth of stowage space. Does this matter? If you’re using the GT4 as a track toy, probably not. As a road car, maybe, but then the mechanically-similar 4.0 GTS is probably a better option on roads.

So what are we left with? As a car that can be driven to a track day and back the long way, the 718 Cayman GT4 takes a lot of beating. Across the Victorian high country test route, it excelled, the engine generally grunty enough to make up for the gearing issue, but the flipside of that is that this is a car you’ll probably only ever shift between second and third in when driven hard. That’s a waste.

We arrive in Bright after 425km of corners and attempt to take stock. Perhaps the weight of our expectation has given the 718 GT4 too big a hurdle to overcome, but this feels like a car that’s nine-tenths there. That would, by most standards, be an excellent outcome, but the GT4’s shortcomings of gearing and acoustics matter, especially when it’s coming from a company that is normally so pedantic about exceeding our expectations in areas such as these.

The definitive book on Porsche’s history sits on my shelves at home. Written by Karl Ludvigsen, this four-volume set is called Porsche: Excellence Was Expected. The Porsche 718 Cayman GT4 is an excellent car. But, sometimes, mere excellence isn’t enough.

RIVALS

Alpine A110S, BMW M2 CS, Porsche 992 Carrera

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PORSCHE CAYMAN GT4 SPECIFICATIONS

• Model: Porsche 718 Cayman GT4
• Engine: 3996 flat-6cyl, dohc, 24v
• Max power: 309kW @ 7600rpm
• Max torque: 420Nm @ 5000-6800rpm
• Transmission: 6-speed manual
• Weight: 1495kg
• 0-100km/h: 4.7sec (tested)
• Economy: 16.7L/100km (test average)
• Price: $207,000 ($230,730 as-tested)
• On sale: Now

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Hyundai has begun to reveal more official information about the upcoming Hyundai i20 N, the next addition to the N Performance family.

Hyundai Australia issued a press release featuring videos and information about the i20 N’s winter testing process in Europe, with some driving by WRC gun Thierry Neuville.

Given Hyundai’s local arm generally wouldn’t send out a statement about a car set to be unavailable here, you can expect to see the i20 N, which will be built in right-hook, to roll off a boat onto Australia’s shores at some point.

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The baby hot hatch is understood to run on 1.6-litre turbo-four power, much like the ‘warm’ i30 N-Line, though its smaller stature and more aggressive setup will likely see it rival the Fiesta STs and VW Polo GTIs of the world.

The i20 N, if the engine is indeed borrowed from the N-Line, will likely produce at least 150kW and 265Nm, through the front wheels and with an expected 0-100km/h time just north of 6 seconds.

Though specifications and expected production commencement are both yet to be confirmed, Hyundai (and sibling company Kia) both have good form when it comes to first cracks at a model. The i30N and Kia Stinger are both widely considered quality products, and the new Veloster (though not available here in ‘N’ guise) is a fun steer even in Turbo form.

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As for the i20 N as a driver’s car, Neuville’s comments on the car are promising, even though delivered via a PR filter.

“Very interesting car. Very precise. Very easy handling. The engine is revving nicely and the noise is very interesting as well.”

That aggressive exhaust tune could be mistaken for the 2.0-litre turbocharged engine from the 202kW i30N, though it’s expected (as previously mentioned) that’s not the case.

Neuville will obviously take to the rally stages in the future in the race-bred version of the i20 N.

In regards to the i20 N’s rally-going WRC sibling, he says “the WRC cars really push to the extreme. And every detail is fine tuned to get the maximum performance and also to be adapted to a driving style.”

Stay tuned for more on the i20 N and its potential arrival here in Australia.

Mini is the latest carmaker to offer an electric car in Australia with the arrival of its new Electric Hatch.

It will arrive in Australia in August 2020 priced at $59,990 drive-away, despite indications it would be priced closer to $50,000.

Just a single variant will be offered; ‘First Edition’ cars will be offered in four colour choices and with different rims depending on colour choice.

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Comparing that price to its petrol-powered sibling, the Mini Electric Hatch is roughly $14,000 more expensive than a base Mini Cooper S, and compares favourably to the $59,990 (before on-road costs) Hyundai Kona Electric.

It is beaten on price by the $49,990 (before ORC) Nissan Leaf and $48,490 (before ORC) Hyundai Ioniq Electric Elite, though its power output is up on both of those rivals.

The car itself is based on the three-door, five-seat Mini Cooper S, and is powered by a 135kW electric motor (sourced from parent company BMW) powering the front wheels. Mini has opted for a 32.6kWh lithium-ion battery, which means the Mini Electric Hatch has a range of 233km.

The Mini’s EV range figure falls well short of both the Leaf’s (270km) and the Ioniq’s (311km) claimed ranges.

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Mini says that the Electric Hatch can sprint from zero to 100km/h in 7.3 seconds and can be charged to 80 per cent in 35 minutes on a 50kW DC fast charger. It weighs some 135kg more than a petrol-powered Mini.

The Electric Hatch looks much the same as a Cooper S, but adds unique Electric-specific exterior details like distinctive light-yellow trim and badging to set it apart.

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The four colour options are White Silver, Midnight Black, Chili Red and, of course, British Racing Green. The white and black cars come with new-design 17-inch wheels, while the green and red cars get a more traditional 17-inch wheel option.

Read more

• Electric vehicles coming to Australia
• WhichCar’s EV Guide
• Voltage types of EVs
• Dispelling the EV myth

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If you want to buy a Mini Electric Hatch, a $2000 online deposit is required ahead of its August 2020 arrival.

The Mini Electric isn’t the first all-electric Mini. In 2009 the company released the Mini E, a limited edition pure electric three-door hatch with a 120km range that was offered to select customers in California and Paris for short-term lease.

2020 Mini Electric Hatch Australia pricing

• Mini Electric Hatch ‘First Edition’ three-door hatchback – $59,990 (driveaway Australia-wide)

Jeep has taken the trimmer to the mid-sized Cherokee range, dropping two variants and adding a new range-topping S-Limited to the line-up.

The Cherokee, which was given a big mid-life facelift in 2018, has been a slow seller for the beleaguered brand, but new FCA boss Kevin Flynn promised to reinvigorate the five-seat, five-door SUV as part of his makeover plan.

“We packed in a lot of safety features in and we’ve simplified the range with those three models now, and the S-Limited really has everything that we can put in,” he told WhichCar earlier this year.

Gone are the Longitude and the oddly-named Night Eagle, while the S-Limited slides in above the base model Sport, the Limited, and the offroad-oriented TrailHawk.

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The entry-level Sport offers up a 130kW 2.4-litre naturally aspirated four-cylinder petrol engine, backed up by a nine-speed automatic gearbox driving the front wheels.

LED headlights and taillights, a 7.0-inch Uconnect multimedia system with Apple CarPlay and Android Auto, leather-wrapped wheel and gearknob and roof rails are all standard, along with high-speed forward collision warning with AEB and pedestrian emergency braking, advanced lane-departure warning and rear cross-traffic alert.

It’s risen in price by $2000, now retailing at $37,950 before on-road costs.

It’s then a sizable jump to the Limited at $49,950 (up $3000), which offers a proper low-range 4×4 drivetrain hooked up to a 3.2-litre V6 petrol engine, push-button start, automatic lights and wipers, leather upholstery with heated and vented front seats, 18-inch rims, a larger 8.4-inch multimedia system with sat-nav, along with adaptive cruise control, automatic parking assist and a powered tailgate.

The TrailHawk also costs $49,950 – an increase of $1500 – and brings a triple-locking diff 4×4 drivetrain with a low-range transfer case to the party, along with hill ascent and descent control, longer-travel suspension, bespoke bumpers and underbody skid plates, offroad-spec rims and leather/cloth seats.

The new S-Limited, meanwhile, takes the Limited specification and adds unique blacked-out body trim pieces that offset its colour-coded lower side mouldings and front bumper insert, 19inch alloys, a panoramic sunroof and unique leather-trimmed seats.

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Jeep reckons you get $3750 worth of gear for $2700, bringing the cost of the S-Limited to $52,650.

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It comes in Bright White, Diamond Black, Granite Crystal or Velvet Red.

MY20 Jeep Cherokee pricing

The Commodore. The Falcon. Even the Aurion. These cars were all given a bit of a pump up by the likes of HSV, FPV, and TRD respectively. Oh, and don’t forget the Mitsubishi 380, of course! Yes, the successor to the mighty Magna was given a bit more boot by none other than Team Mitsubishi Ralliart or TMR for short.

The recipe? Take a standard 2008 Mitsubishi 380 VRX Series III, with its 3.8-litre, 175kW/343Nm V6 engine, add one Sprintex S3/335 supercharger and 6.5psi of boost, a larger air intake, plus TMR’s own 6-piston calipers and 370mm brake discs at the front with 340mm discs and 4-pots at the rear. Voila! Now your front-wheel drive Mitsi is running 230kW and 442Nm from a blown V6. What could go wrong?

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Well, Mitsubishi could decide it’s closing its local production – which is exactly what happened. On Tuesday February 5 in 2008 Mitsubishi made the announcement, a shame for TMR boss and motorsport stalwart Alan Heaphy, who had 15 TMR380s already built and another 5 on the way. A string of order cancellations meant the initial sale of the 20 cars would take longer than expected.

They all ended up finding homes, though reportedly only 18 went to dealerships at an MSRP just shy of $57K. One was purchased for Mitsubishi Australia by then boss Rob McEniry, while #001 was kept by TMR.

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By most accounts, despite the massive V6 sitting over the front axle and the fact it was putting so much shove through the front wheels, it wasn’t actually a torque-steering pig. Described as “a bloody nice car to drive,” by Heaphy (reckon he might’ve been a bit biased, though), reviews of the car were favourable as long as you could accept it was a relatively soft sports car.

2006 MITSUBISHI TMR 380 CONCEPT SPECS Engine: 3.8-litre V6, 24v, supercharged Power: 230kW @ 5250rpm Torque: 442Nm @ 4000rpm 0-100km/h: 6.0sec (claimed) Price: $56,990 (when new)

Are you the dictator of a small oil-rich nation? Do you have a clandestine business dealing black-market weapons? Or have you just got a school run littered with unexploded bombs?

Well, walk away from that Mitsubishi Mirage, because we have found the perfect vehicle for you.

Bask in the glory that is Klassen’s almighty take on the Range Rover SVAutobiography – perfect for anyone that takes cover from small-arms fire on a semi-regular basis.

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Designed as a presidential limo for a high-ranking dignitary, this bulletproof armoured vehicle is capable of withstanding multiple shots from an assault rifle and still driving for up to 80 kilometres thanks to the bulletproof tyres – included at no extra cost!

Built to level 7 ballistic protection, the Klassen Range Rover SVAutobiography has six doors thanks to the extra 1016mm added to the wheelbase. Yes, they really did add over a meter of metal to this bad boy.

Along with the extra length, the Klassen Range Rover features electric curtains all round, for privacy, and a rear command panel to access the vehicle’s various features in case the cockpit is, ah, out of commission.

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Two extra seats have been added to the rear portion of the vehicle, so your buddies can join your top-secret Zoom meetings.

The Klassen-spec Rangie doesn’t have a price just yet, but don’t expect it to be cheap, with the German company’s take on the Rolls-Royce Cullinan costing a cool US$2 million (around A$3.1 million) to add to the garage.

Oh, and expect this Anglo-Saxon mashup to drink plenty of fuel – all that extra armour won’t be light, and the supercharged 5.0-litre V8 engine will need plenty of the good stuff to escape any baddies.

So, when can we take delivery?

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Audi has become the first premium European carmaker to offer online purchasing of its entire model line-up to Australian customers after coronavirus physical-distancing precautions slashed showroom sales of its cars.

The new service, which is now operational via Audi’s website, offers every step necessary for a remote new car purchase, from the model and specification selection, arranging a home test drive, finance where required, and even delivery to a home or business address.

Customers can search every new vehicle in local dealer stock, a refundable $500 deposit is required to secure the car once found, and all prices are displayed as a driveaway price specific to the state they are searching in.

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Its all-new online purchase platform means aspiring Audi customers need not set foot inside a dealership or showroom from start to finish and allowing them to adhere to strict COVID-19 regulations.

MORE Car sales need to go online to survive

“At a time like this, where many Australians would rather make their purchases from the security of their own home, we wanted to create a tailored online solution that allows Audi customers to do just that,” said Audi Australia chief customer and marketing officer Nikki Warburton.

Volkswagen recently offered its customers the same contactless sales option for its entire range, while Audi now follows Genesis and Tesla into the premium-brand online shopping arena. You can expect others to follow too.

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It’s clear the physical distancing is starting to hurt Audi’s sales with the latest VFACTs data revealing a 64 percent decline in sales for the month of April compared with the same period in 2019.

Audi is by no means alone. Mercedes took a 55 percent pop between the eyes, Lexus sales dropped by 43 percent and Volvo is feeling the pinch of a 53-percent decline.

It could always be worse – in India, not a single car sale was reported for the entire month of April, while UK sales have plunged 97 percent.

If what we’re seeing is an online car sales revolution, it was arguably pioneered by Subaru when, in 2012, the Japanese brand announced it would sell the eagerly anticipated BRZ sportscar in a virtual showroom only.

Either way, it seems previously-hesitant Australian brands are reconsidering the move to online purchases; companies like Ford are offering pick-up and drop-off for scheduled services, while Toyota has moved to an online sales model alongside Volkswagen.

As long as the coronavirus restrictions remain in place, the online realm might be the best chance of survival.

After massive interest in a very limited-edition Ford Mustang developed with Dick Johnson, Melbourne-based Herrod Performance is bringing its powertrain upgrades to a more freely available power pack.

The 30-unit, 635kW Dick Johnson Limited Edition (DJLE, which is on the cover of MOTOR Magazine’s May 2020 issue) was met with such attention both from punters and media outlets, that Rob Herrod decided to create a pack with the upgrades necessary to bring the car to the DJLE’s outputs.

This means while there are no incredibly intricate details such as the engraving on engine internals or vin-stamped mechanical parts, the ‘Herrod Performance Plus Pack’ as Herrod calls it is up to the task of making a monster out of a Mustang.

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A 3.0-litre intercooled Whipple supercharger, a 132mm throttle body, an uprated pulley and more boost (11psi), upgraded injectors, and a stronger fuel pump (as well as other drivetrain strengthening) all help create the 635kW and 949Nm required to give the Mustang GT proper DJLE credentials.

Without the intense customisation and fitout of the DJ Mustangs, the Plus Pack is set to be cheaper than the cars Johnson and Herrod envisioned but is available with either a high or a low rear wing.

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Herrod tells MOTOR the Plus Pack will cost buyers between $60,000 and $70K, depending on the options they ask for. That’s on top of the supplied Mustang, which can be brought to Herrod as an auto or a manual.

As MOTOR spoke to Herrod regarding the upgrades, his workshop was constructing two examples (pictured) of the pack, one with each wing option, in Velocity Blue.

Stay tuned for a closer look at the pack, or pick up a copy of the May issue of MOTOR (on sale Thursday May 7) to see the Dick Johnson Limited Edition Mustang in action and in full detail.

The Victorian Treasurer Tim Pallas has announced that as part of a $491 million financial relief package, Victorian motorists won’t face increased registration, traffic fine and licence renewal fees.

Announced today, the package primarily focuses on providing payroll tax relief for those business that have taken the JobKeeper payment, but the added car-related concessions will be welcome news to Victorian motorists.

Fees from VicRoads generally increase year-on-year with the registration renewal fee crossing the $800 mark in 2017.

“The last thing Victorian businesses and families need right now is higher fees and fines. These changes will make sure we’re supporting Victorians to get through to the other side of this crisis,” Tim Pallas said.

Fees were due to be increased in July, but with registration renewal fees already sitting at $834.80 for metropolitan Melbourne and $716 for rural Victorians, the decision to halt rises will ensure that Victorian motorists won’t have to worry about a rise in vehicle costs for the moment.

With petrol prices also at a two-decade low and social isolation meaning there’s not as great a need for mobility, vehicle running costs is one of few things that have actually improved as a result of the COVID-19 pandemic.

The option to pay registration in installments remains and can lessen the blow, while short term registration periods also remain on offer for eligible motorists.

The state is yet to reveal plans to ease coronavirus travel restrictions, but more should be known after May 11.