Archive for June, 2015
Stereotypes: The Boy Racer Car
Usually Seen: Late on Friday and Saturday nights, either on long straight stretches near urban areas but not quite in them or near traffic lights. They tend to vanish when cops are spotted on the horizon, leaving unpleasant oil slicks and tyre tracks.
Typical Examples: Mazda RX-something, Toyota Levin, Nissan Skyline, Subaru WRX .
Description:
The boy racer car may be based on a small, cheap Japanese (or other Asian) vehicle but it certainly doesn’t look like one… until you look more closely. What makes a boy racer car a boy racer car is all the after-market additions. The boy racer car very blatantly tries to prove the manhood of the driver. Subtle, it is not. A large spoiler is an absolute must – the bigger, the better. Two spoilers are even better. The second must-have for the well-dressed boy racer car is the big-bore exhaust. Take a look at the size of both, the shape of the exhaust and the angle of that spoiler, and you’ll start to believe everything that Freud ever wrote about phallic symbols and probably compensation into the bargain.
Other key characteristics of the boy racer car are less phallic but are still very exhibitionistic. No boy racer car would be complete without the sound system. These should make the car vibrate when the doors closed. If the doors and/or windows are open (or, depending on the car, the top is down), you should be able to hear the vehicle from at least two streets away. Don’t bother trying to identify what is playing: all you will hear is the very, very distorted bass. In the case of dubstep, that’s all there is to hear, anyway. Everything else is indistinguishable from the sound of the exhaust but, unfortunately, doesn’t drown out what the passengers and/or driver are shouting out the windows.
Mag wheels are another must. But not just plain aluminium alloys! These ought to be colourful as well as shiny. Blue, orange, red and yellow are all possibilities. If you look very closely at some mag wheels, you may find that they are actually clip-on jobs from the local car supplies shop. But they have to be shiny. Shiny is the name of the game.
The boy racer car is low slung – they ride as low as the pants of the drivers did a few years back, but at least the car doesn’t give a glimpse of lurid boxer shorts. This can be done by fiddling with the suspension and shocks, or with a lot of body kit. Preferably both. It should just skim the ground, leaving the barest little gap to allow tiny pebbles on the road to pass underneath. If the car encounters something larger than a pebble, then all that fibreglass is in serious trouble.
Decals and paint jobs are often seen on boy racer cars, although sometimes you wish that you hadn’t seen them, as they are usually excruciatingly lurid. The go-faster racing stripes are the more tasteful versions. At the other end of the spectrum, you get the iridescent paint jobs and the swirly, streaky things that look like tattoos along the sides. The paint jobs usually look like they’ve taken peacocks or hummingbirds as inspiration after a decent dose of something illegal. But they don’t come in pink. If they come in pink, it’s probably a girl racer. This colour is enhanced at night-time by LED lights around the wheels, preferably in blue.
It is hard to see into the interior of a boy racer car to find out what it is like inside. This is because the windows have been seriously tinted. If the windows are down, the driver and his passengers are probably half hanging out of them, blocking any view of what’s inside. We suspect bucket seats if the owner’s budget stretches that far and possibly a prosthetic cover for the steering wheel to make it look sportier. We also suspect old cans of Red Bull, V or Monster will be found sprinkled in around the interior, plus greasy fast food wrappers. More than this is unknown – even as a teenage girl, I had more sense than to get anywhere near one of these cars.
The irony with a boy racer car is that once you get past the exterior and look at actual specs, all the bravado and body kit can be seen for what it is. Underneath all those modifications, even with a bonnet blower (another phallic symbol?), it’s still a cheap little hatch or sedan with a teeny engine, but one that’s lost all its self-respect. A decent European sedan – or even another car of the same marque with a better engine that’s actually been properly serviced by a responsible owner who doesn’t thrash it to death – will leave it for dead at the traffic lights. Ditto if the road is the slightest bit worn or uneven.
And girls aren’t irresistibly attracted to them. Loud noises, bright colours and big tails may work for peacocks and birds of paradise but not for human beings with half a brain cell.
Safe and happy driving,
Megan
Private Fleet Car Review and Driver Education: 2016 Hyundai Sonata at Drive To Survive
Turbo technology has come a long way for passenger cars since SAAB popularised them back in the 1970s. Once fraught with danger, either by revving too high or having fragile components explode, they’re now safe, reliable, more fuel efficient and make driving safer and easier.
However, there’s still a stigma attached to turbo charged engined cars, to the point that governments in Australia ban drivers of certain ages from driving them. Ian Luff, owner of Sydney based Drive To Survive, appears to not entirely agree. Drive To Survive promotes driver training and promotes safety but not merely through buckling up.
A Wheel Thing undertook a day’s further education in Drive to Survive’s Performance Driving course and took Hyundai’s new Sonata Premium (with a turbo engine) along for the ride.
The Sonata Premium sits at the top of the revamped (formerly i45) range; behind the bluff, upright nose, looking very much like bigger sibling Genesis, is a two litre power plant, complete with a very usable 350 Newton metres of torque, spread across a range of revs, from 1400 through to 4000. Peak power is 180 kW, requiring 6000 revs to do so. It’s the torque, of course, that makes the Sonata such an easy going car to live with and such an easy car to drive. Ideal, in fact, for the Performance Driving course.
It’s a six speed auto in the Premium (in fact, there’s no manual option available in the Sonata range….) and bigger brake discs to add extra stopping power (320mm by 28mm), MacPherson struts at the front and a multi-link independent rear with both ends getting amplitude selective dampers. They provide a firm, almost sporting ride yet lose no comfort for the occupants. This was important in the first stanza of the Performance Driving course, with a quick right/left slalom before jumping on the anchors to deliberately activate the ABS. Noticeable was the activation of the hazard lights, a European fixture slowly making its way through into other brands.
Sonata is a big car; classified as a medium car solely because of its engine, it comes in at 4855 mm long, with a 2805 mm wheelbase. There’s a slightly narrower track (distance between left and right wheels) front and rear compared to the Active an Elite, at 1597/1604 mm (front/rear) compared to 1602/1609 mm due to the meatier rubber fitted to the 18 inch alloys. They’re 235/45 instead of 215/55 and proved to be a conversation piece later in the course. It stands at 1475 mm and is broad at 1865 mm, offering 1470 mm of shoulder room for the front seat and 1435 for the rear.
Being, effectively, a revamped i45, the profile is almost identical, down to retaining the chrome strips in the front fenders. A redesigned front clip brings the Sonata more into the family look, includes LED driving lights and turning lamps whilst the rear lights cop a mild makeover.
The second part of the course involved a more dynamic use of the car; tight turns (which the 2.78 turns lock to lock steering loved), ABS braking and appropriate braking into turns was the aim. Luff believes that a lot of crashes happen because people look no further than the end of the car’s bonnet. By not watching what traffic is doing ahead of you, you become almost immune to reading the road and being able to judge what is required for your driving style. Also, arm position is important, as if they’re in the wrong position should a steering wheel airbag deploy, there’s a better than even chance severe injury can occur.
The course also shows that better driving comes from looking ahead, look to where the car needs to be in the very short term future, due to the speed and ability of the car working with (or against) the ability of a driver to calculate where they want to be. If you look only to the end of the bonnet, by the time you look to where you need to be, you’re already there. Look further ahead in order to be able to deal with the situation.
Luff is a firm believer in technology being used to work for us, not the other way around. He peppers his delivery with an occasional reference to statistics, interspersed with adult style conversation. He pulls no punches in his presentation, as he shouldn’t, having worked with a number of Australian racing drivers including Mark Webber. Drive To Survive uses Hyundai cars for their work, as Luff also feels they are the best cars, for the money and with the level of safety features, such as the aforementioned ABS.
This is an important part of the course, as statistics show that many people have never experienced a full ABS stop and therefore, when they do, think there’s an issue with the braking system and lift their foot…….the result is a crash.
The Sonata Premium comes fully loaded with all electronic driving aids and safety packages, both passive and active. There’s the expected stuff like Traction Control, Brake Distribution, Vehicle Stability Management then the somewhat unexpected such as Hill Start Assist Control. There’s a full array of sensors for Rear Parking Assist plus the Premium gets Front Park Assist and Auto Hold built into the Electronic Parking Brake.
Naturally there’s airbags galore; front, thorax, curtain, then pretensioning seatbelts all around, necessary, says Luff, as people are taught to steer a car but not necessarily to drive a car. He points out the preponderance of drivers wearing earbuds for sound, instead of utilising the Bluetooth streaming or auxiliary inputs, therefore the driver focus isn’t on driving and being aware.
The tyres on the Premium certainly hand a driver some extra ability for most normal driving situations but the question was raised about tyre pressure. Important, says Drive To Survive, to monitor, as under and over inflation can affect the driving style of a car in a negative sense. In the tighter parts of the tracks laid out and emphasising just how fine a line it is between control and not having it, the Sonata’s handling became that of understeer, with the tyres flexing on the sidewall and “scrubbing under”.
The point here, says Luff, is that coming in “too hot” to a turn will have most cars understeering, hence the emphasis on the braking aspect of the course. The Sonata has a superb ride quality but perhaps a little tuned in tyre pressure towards a softer aspect.
There’s no doubt the Sonata Premium is a cosseting place to be, whether on the road or in a driver education course. Leather seats with heating AND cooling, two position memory for the driver, dual zone climate control, a cleaner and classier looking console layout than the Active, LED interior lights, rain sensing wipers and a steering column fitted for reach and rake.
The audio was superb and having a bigger touchscreen than the Active (8 inches versus 4.3) made that more enjoyable as did having a full length glass roof. An old style touch for the rear seat passengers came in the form of manual (but hugely effective) curtains. Also, by buying the Premium, you’ll get three years free map updates to the navigation system.
The final part of the course tests what has been imparted during the day. A longer, tighter, twistier course combined with some acceleration straights has the Sonata largely unmoved, such is the composure of the chassis. The tyre pressures again came into question; what wasn’t questioned was the sheer ability of the Sonata’s turbo engine and transmission. On the shorter “tracks” the gearbox was told to be in manual mode, as the length of the sections would see second gear and that was it.
Seat of the pants tells zero to one hundred kilometres per hour time is about seven seconds, Hyundai don’t appear to officially quote one. What they do quote is fuel economy; a combined figure of 9.2L per 100 km, with highway and urban lobbing in at 6.7L and a shocking 13.4L respectively. Overall economy averaged out at just over ten litres per hundred from the 70L tank.
Drive To Survive, in essence, is exactly what all drivers should do. Cars come with electronic aids and SRS (Supplementary Restraint System) equipment because too, too, too many choose not to. Note the usage of the word “choose”. A highlight of the course is the emphasis on the human element. Luff makes clear that cars don’t have a brain, they don’t lose control by themselves. The organic component is still the most valuable part of driving but bad drivers choose to drive badly.
The Hyundai Sonata Premium is one of Hyundai’s best cars. It’s a good looker, goes hard, handles well and comes with a pretty damned good feature list. The safety features are world class, as is the fit and finish of the cabin.
It also proves, beyond reasonable doubt, that a turbo engine and a bit of smart driving can go together just fine.
Step up, Sonata Premium 2.0T. (That’s T for Turbo).
Step up, Drive To Survive.
Go here for info: http://www.hyundai.com.au/vehicles/sonata/specifications
and here for Drive To Survive: http://www.drive-to-survive.com.au/
The Car: 2016 Hyundai Sonata Premium.
Engine: 2.0L petrol engine with turbocharger.
Power/Torque: 180 kW/350 Nm @ 6000/1400 – 4000 rpm.
Tank: 70L.
Consumption (quoted litres per 100 km): 9.2L/6.7L/13.4L combined/highway/urban.
Dimensions: 4855 x 1865 x 1475 (L x W x H in mm.)
Wheelbase: 2805 mm.
Wheel/Tyre: 18 inch, 235/45.
Warranty: five years, unlimited kilometres.
Service: Contact your Hyundai dealer to confirm.
Private Fleet Car Review: Audi S1 Quattro Sportback.
Sports cars are, generally, thought of as having a front mounted engine, driving the rear wheels and no roof. That’s certainly not untrue, however, there’s plenty that offer the same ability and experience with different drivetrains and a different look.
A Wheel Thing looks at an all wheel drive sports car with a roof, the Audi S1 Quattro Sportback.
Powersource.
It’s a lusty 2.0L turbo, pumping out 170 kW and an impressive 370 Newton metres of torque. Combined with a six speed manual and pushing power to all four corners and a selectable drive system which adjusts engine tuning and suspension, it’ll sprint to 100 kmh in a tick under six seconds and top out at an electronically limited 250 kmh.
Power comes in at a peaky 6000 rpm but the engine’s party piece is the linear delivery of that monstrous torque: it’s mesa flat from 1600 to 3000 revs, allowing scintillating acceleration under way and back bending launches off the line, with a short throw gear selector providing rapid punching through the six forward ratios.
Along the way, the engine throws out surprising fuel economy, with Audi quoting for the five door hatch 7.3L of 95 RON being consumed for every 100 kilometres for the combined cycle (9.3L for suburban and 6.0L for the highway). It needs that economy as the S1 can only squeeze in a 45L tank.
The Suit.
The S1 manages to cram this performance into a sub four metre long vehicle; at 3975 mm it’s in no danger of being considered a big car yet manages to tempt drivers with a 2469 mm wheelbase, big for a small car. It’s broader than what the looks suggest,with a total width (including the overly stubby mirrors) of 1906 mm, or 1740 mm sans reflectors. Height is just 1417 mm.
The car provided came clad in Misano Red and Brilliant Black, an eyecatching combination. Rolling stock was a grippy set of 225/35 tyres wrapping five arm facet design alloys at 18 inches in diameter, hiding red painted brake callipers. There’s a spoiler at the rear of the roof line and Quattro stickers adorning the lower part of the rear doors.
Audi’s signature “koala nose” grille sit proudly between the Xenon headlights and LED driving lights at the front whilst a subtle alloy strip highlights an air intake at the lower extremity, with the rear featuring a sports diffuser at the bottom, housing four chromed tips for the sports tuned exhaust. Sitting above them is a piano black strip with LED powered brake and night lights, looking like a pair of demonic eyes at night.
The five door weighs 25 kilos more than the three door Sportback, at 1390 kilos against 1415 kilos.
On The Inside.
Yes, it’s compact inside but not as tight as you’d think. The main issue here is rear seat legroom, with a person of average height sitting in the front seats needing to move their well appointed and supportive pews back enough that the plastic backed seats compromise, drastically, any real leg space there was.
Interior trim is muted; there’s grey leather for the seats, black plastic abounds apart from the body coloured trim on the backs of the front seats and on the centre console surrounding the gear lever. There’s also red piping highlighting the alloy look airvents whilst alloy also raises the profile of the interior door handles, pedals, aircon, exterior wing mirrors and the upper surrounds of the red console.
Mounted in the top centre of the dash is Audi’s infotainment screen; in true Audi style it takes some getting used to as it’s operated by a dial and buttons in the console immediately forward of the slick shifting gear lever. The dial (and a button) rotate through navigation, audio and settings; it’s not exactly intuitive but becomes easy to use after a bit of practice.
It’s a 6.5 inch screen, with the navigation screen proffering plenty of information. There’s a hard drive to store music plus two SD card slots for media as well, plus Bluetooth audio streaming on board. Audio quality was high, with clear and punchy bass underpinning a fairly well defined soundstage. The tech continues in offering a wifi hotspot, local petrol stations and apps.
The seatbelt mounts for the front seats are awkwardly mounted and located, close to the pivot point for the centre console are rest that folds up. The rest gets in the way of the left elbow and the mounts themselves are not easy to slot the belt latch in to, with adult hands feeling claustrophobic trying to slot the mechanism in. Also, the rear vision mirror is simply too small to really be considered safe.
The dash itself is simple, legible and hints at the family linkage that Audi has with a couple of other Euro makers, with a monochrome centre screen flanked by two large dials in the binnacle holding the tacho and temperature on the left and speedo and fuel gauge on the right.
The column has indicators on the left, wiper controls from both front and rear windows plus headlights whilst a third column makes it messy with the cruise control. This could and should be relocated to the spokes.
Interior fit and finish is highly specced with nary a squeak or out of place noise. What was “out of place” was the larger than expected battery located rear and centre in the boot, underneath the 210L cargo space. Spare wheel? Um. No.
On The Road.
The strength of the S1 is its powerhouse engine. That incredible flexibility brought on by the torque, couple with the smooth, close ratio, six speed manual, make it a doddle to drive around town, with an easy progression through to fifth before reaching 60 kmh. The clutch is light but not vaguely so, giving enough feedback through the travel to let the driver know when it’s in or out of gear in changes.
Acceleration is gentle when needed, ferocious when required, with that all paw delivery working hand in hand with the Pirelli rubber to rocket the S1 along at any speed and with an indecent amount of confidence in its handling. The low ride height and centre of gravity work together beautifully, “spoiled” only by the suspension that has the S1 sitting as flat as a pancake and has as much give as one, as well.
The quad tipped exhaust emits a somewhat subdued yet subtly raucous tone when the S1 is on song but lacked the truly visceral bark and popping something like a Fiat 500 Abarth adds to the soundtrack.
Under way, overtaking is done as easily as breathing. It’s either a gear or two back or a simple press of the right foot, depending on current and desire velocity. It certainly winds up nicely enough, either way, surprising a few people in bigger engined cars as to how the gap between them and the S1 suddenly went to a yawning chasm.
The suspension is taut, very taut, with the barest compliance initially to absorb undulations but it dislikes any bumps bigger than a five cent piece. However, it’s a sports car so it’s part of the package. The location of the battery to rear also helps with the balance of the car, with the S1 being able to change direction in a blink with fear of the front and rear wishing to go AWOL….a shortish wheelbase in the context of the car’s size didn’t hurt either.
The Wrap.
The 2016 Audi S1 has an impressive engine and gearbox, a sports car ride, manages to provide enough room for one or two people and can be specced with many options (click here:http://www.audi.com.au/dam/ngw/au/model_brochures/a1/s1_sportback/s1_sportback_model_brochure.pdf)
It’s certainly a car for a driver that likes to DRIVE a car, rather than be a passenger in “D” world and really suits a single person or a couple as the lack of truly flexible rear leg room places shackles on it being a family friendly car. The overall economy, Audi’s quality, the sheer exhilaration that engine and gearbox imbue, along with the sure-footedness the quattro drive train provides, will appeal to many but only a few will truly appreciate the depth of ability and talent the S1 has.
Backed by a three year and unlimited kilometre warranty as standard (Audi do offer an extended warranty) there’s plenty of peace of mind as well
Head to www.audi.com.au for info on all Audi products.
For A Wheel Thing TV: https://www.youtube.com/watch?v=r86V6Dmq0QM&feature=em-upload_owner
The Car: Audi S1 Quattro Sportback.
Engine: 2.0L, four cylinder.
Fuel: 95 RON.
Tank: 45L.
Power/Torque: 170 Kw/370 Nm @ 6000/1600-3000 rpm.
Economy: 9.3L/6.0L/7.3L per 100 km, urban/highway/combined.
Transmission: six speed manual, all wheel drive.
Dimensions (L x W x H in mm): 3975 x 1906 x 1423.
Wheels/Tyres (as fitted): 225/35 on 18 inch alloys.
Warranty: three years, unlimited kilometres.
Wheels For The Disabled: Automobility.
What’s the first thing you do when you get up in the morning. No, it’s not open your eyes, fart, or have a scratch. You got out of bed. Unassisted. Unaided. Unsupported.
Give that some thought for a moment….sure, there may be some aches, some pains, some popping of joints, but you got out of bed all by yourself. Imagine, then, how that simple and unconscious movement for us must be for those that have no leg movement, no body movement or no control over their limbs. Effectively, the only mode of transport is a wheelchair. But what happens when you need or want to go further? That’s where Automobility steps up.
Automobility is a company, like many others, that offers transportation options for those that need that support. Unlike any others, Automobility design, engineer and build in house to a standard that surpasses all of the requisite Australian Design Rules (ADR), down to gutting a donor car, removing parts such as the rear suspension and installing bespoke items.
The company is based in Montrose, just over thirty kilometres east of Melbourne, Victoria’s capital city. Founded in the mid noughties, the business is now a fully fledged entrant into the disabled services area, with a full sized workshop in order to modify the cars. In May of 2015, Automobility unveiled their new creation, utilising the 2016 Kia Carnival as the starting model.
Don’t worry, carers aren’t forgotten; the design ethos allows flexible seating options, from three to six passengers, allowing the person in question to feel secure in the knowledge their family and/or carers are along for the ride. The design parameters also factor in a ‘char’s width; from 540 mm up to 700 mm in width, with anchor points to ensure no unnecessary movement.
There’s also options for the disable person to be the driver; a ramp at the rear lowers and the person drives themselves into the vehicle, with an access point built in behind the steering wheel, allowing the person to lock themselves into place and operate the vehicle much in the manner an able bodied person would. This provides extra freedom and mobility.
Automobility provides their “Docking Station”, allowing parking of manual or power operated ‘chairs. The deisgn allows for movement of the unit to suit the ‘chair’s design, with fore and aft adjustment of up to 30 mm. There’s different heights as well, from 45 mm to 90 mm. Backing that up is flexibility in the design; this allows changes to the front, centre, rear seats or a combination of all three, depending on the wishes of the client.
How did Automobility come into being? Owner, Jeff Watters, explains:
Having been working as an Automotive Engineering consultant since 1989, I was retained in the late 1990’s by a company who was entering the wheelchair access vehicle manufacturing market.The design brief I was given included;
o Ride comfort for the wheelchair user similar to the OE vehicle
o Good visibility for the wheelchair user
o Flat floor for where the wheelchair user is transported
o Adequate aperture for entry of the wheelchair.
My philosophy was to start with a clean sheet of paper which resulted in an “easy fix” for the aperture and flat floor aspects of the design brief. However, the flat floor aspects created significant design difficulties in relation to the rear suspension. My solution to this was the adaption of an age old suspension design called trailing arms – a principle never applied to wheelchair access vehicles anywhere in the world at that time.
Luckily, in one way, for Jeff, that company went into bankruptcy, and with Jeff looking to move from the role he was in into manufacturing, some dollars were found and the company was bought, spawning Automobility in February, 2001. Jeff kept on board some of the employees of the previous business, operating out of his home’s garage before sourcing premises in Croydon, Victoria.
To say the early days were easy is to say Mt Everest is made of green alphabet soup; Jeff had to supplement the income of Automobility by continuing his consultancy business but perseverance paid off and word, like Old Regret, got around. As Jeff says:
· Automobility was the ONLY company able to comply with the Australian Standards for wheelchair access vehicles in relation to internal clearance for wheelchair access vehicles
· Automobility designed the first correctly positioned lap-sash seat belt assembly wheelchair bound occupants
· Automobility and myself hold Australian and USA patents on our unique independent rear suspension and wheelchair occupant lap-sash seat belt.
· Realising that our clients’ needs only started when they got their Automobility vehicle, we established a National repair and service network to ensure that our client’s vehicles could be maintained Australia wide – including the introduction of a 24 hour emergency contact telephone number to be there “24/7” for our clients.
· As the number of Automobility vehicles in the community continues to grow, we realised that we needed even more service and repair agents. After a passing comment from my wife, I entered negotiations with Pedders Suspension and now Automobility and Pedders Suspension have formally partnered – providing the Automobility service and repair network with an additional 120 agents across Australia – the ONLY time such a partnering has occurred worldwide.
· We’ve now completed the world first conversion of the latest Kia Carnival YP for wheelchair access.
· Imitation is the most sincere form of flattery, with competitors now offering very similar variations of our conversions as “their own” designs.
Where Automobility leads is in its forward thinking: previous design parameters in cars had doors that were smaller than the wheelchairs, necessitating some serious engineering, along with rear door vehicles having a hump where the rear drivetrain was. Plus, the rear suspension had extra travel to accommodate the weight of the ‘chair and occupant, leading to a bouncy and uncomfortable ride. Jeff’s original design brief covered off providing similar ride comfort to the donor vehicle, better visibility for the ‘chair’s occupant, flat floor access and more.
A major hurdle was the flat floor aspect; Jeff overcame this by resorting to a tried and true design, trailing arms. This allows Automobility to section and rebuild the rear of donor vehicles such as Kia’s award winning Carnival. This provides the flatter access require, allows more flexibility for other occupants and ups the safety factor in regards to mounting the ‘chair and occupant more securely.
From this, Jeff says it’s increased the pleasure level in dealing with clients and hearing the reaction from them, plus seeing the smiles on their faces as well. Along with further development and refinement of their systems, Automobility’s partnering with Pedders ensures Australia wide backup and support.
Finally, there’s the growth of Automobility: from a single vehicle per month, with four employees crammed into a 500 square metre factory, there’s 2.5 square kilometres of floor space, 24 employees and over ten vehicles per month rolling out of the doors and an inventory of vehicles ready for almost immediate delivery. Build time? Compressed from over 200 hours to under 100.
Add in the support from Kia Australia (plus Proton and VW) and Europcar providing their clients Automobility built vehicles, it’s fair to say that there’s wheels for the disabled of higher quality and far better safety than ever before.
Head across to www.automobility.com.au for even more info.
Level 2, 9 Help Street