Author archive
JOSS Sticks Around: An Aussie Supercar.
In a supercar world populated by names such as Lamborghini, Bentley, Pagani etc, it’s notable that the countries these wonderful car brands come from don’t include Australia. However, since 1998, there’s one bloke that’s been trying to change this; Matt Thomas. What’s important about this, though, is that Matt’s journey is not a pipedream, it’s one that’s involved people that have the highest level of experience in Formula 1, Le Mans, V8 Supercars and more. Matt, himself, has a Bachelor of Arts in Industrial Design and started his working life as an automotive design modeller. His clients include Bentley, Jaguar, Aston Martin and the Stewart Grand Prix F1 team.
The project? The JOSS JP1 Track Car. There’s some powerful specifications to go with it: 5.0L all alloy V8 engine, with the aim of extracting 420 kilowatts and 520 Newton Metres of torque plus a maximum rev limit of 8000 rpm, Albins transaxle, carbon composite body with a kerb weight of just 900kg, with an anticipated zero to one hundred kilometre per hour time of 2.8 seconds before reaching a top speed of 340 km/h. Added to the recipe are the design elements of a slippery body, mid mounted engine behind a two seat configurtion, a smaller frontal area than Bugatti’s Veyron, lesser CO2 emissions plus better fuel economy and potential G forces of 1.2G laterally. The car itself is a development of the JT1, the test “mule” from 2004. Launched to great fanfare at the Melbourne Motor Show, the accolades soon rolled in:
“There is no reason Australia can’t be competitive in Supercars.World class capability already exists in automotive design, engineering, development, testing and production. Unlike mass market vehicles, low production volumes, high labour costs, the “high dollar”, and a small domestic market are largely irrelevant.In the wake of decisions to leave Australia by the mass market automobile manufacturers, JOSS is an exciting Australian start-up with global appeal.” – Gavin Smith, President, Robert Bosch (Australia) Pty Ltd.
“The JOSS project shows innovation, engineering excellence and a true belief that Australia can compete on a global scale. We wish the team the best of luck and look forward to working with JOSS in utilising as many Australian suppliers and capability as possible.” – Richard Reilly, CEO, FAPM.
The JOSS JT1 was a 400bhp, alloy headed V8 powered vehicle, built around a steel space frame chassis and weighed 948kg. It rolled on ultra sticky and low profile 18 inch Pirelli tyres, had a Porsche five speed transaxle transmission and powered through to 100 km/h in three seconds on the way to covering the quarter mile in just 11.7 seconds. That test car has given the JOSS development team plenty to work with and the JP1 is intended to be further developed to comply with the U.K.’s small manufacturer compliance regulations; with an initial run of five vehicles to kick things off as a Track Special, (allowing the owners to sample the ability and agility of the JP1) the investments in these first five will then use the aforementioned U.K. regulations as a stepping stone to the European market.
Matt and the team are using the ever increasing in popularity crowd funding platform to complete the first JP1; the design specs and engineering parameters are locked away, it’s simply a matter of the requisite funds being found to complete the project and then further develop the JOSS JP1 into a road legal range of vehicles. A Wheel Thing is proud to be associated with this project and asks that you join this innovative Australian company on its journey to build a genuine Aussie Supercar.
For further details on the project: www.joss.com.au and to contribute to the project, click here: https://www.kickstarter.com/projects/jossjp1/joss-jp1-supercar-a-new-innovative-performance-bra
The Big Desert: Toyota Land Cruiser Sahara.
Australian tv broadcast, in the mid 1970s, a program called Aunty Jack. The spoken theme song featured the lyrical lines: “Though you’re ten feet tall” and “You’re big, bold and tough”, lines appropriate for Toyota’s evergreen behemoth Land Cruiser. The Sahara sits at the top of the 
Land Cruiser family tree, complete with brawny 4.6L petrol V8 (or 4.5L V8 diesel), DVD player and the legendary off road capability, backed up with some hidden modern tech. Is the legend still legendary? A Wheel Thing took the beast bush to find out.
The Donk.
The numbers look good with 227kw @5500 rpm while max torque is 439Nm @3400. These numbers don’t: 2665 followed by kilograms. Then there’s 13.6/18.4/10.9L per 100 kilometres of travel for combined/urban/highway. Although a double over head cam and alloy head setup is in situ, sitting underneath is an old school iron block. It’s a mix of good and not so. Transmission is a six speed auto, a fluid and smooth shifter.
The Suit.
If one were to put the current 200 series ‘Cruiser next to the original from the ’50s, there’d be little to draw a line of resemblance from then until now, yet, throughout its evolution, Toyota’s design team has managed to keep the new model close to the one or two before. The 80 series launched the rounded, organic look to be found in the 200 series, ditching the rectangular dual headlight for a more squared off style in the 100 series and returning to a integrated dual setup plus sunbright LED DRLs as a base for the assembly in the 200. The rear of the Sahara shows off a horizontal split rear door, upper half electrically activated via the keyfob and a soft fall mechanism for the lower. It’s the edgy, somewhat protuberant, tail light extension that shows the move from the slimline and integrated set found in the 80/100 series. Front and rear, under the bumpers, can be found four tow hook mounting points. In profile, the extended, smooth wheel arches bracket a subtle crease at door’s base, highlighted by a chrome strip. There’s sidesteps, front and rear mounted cameras for parking assistance, tilting wing mirrors when reversing and chunky bumpers front and rear. Toyota have stayed with the ladder chassis for the ‘Cruiser, which goes somewhat to explaining the weight of the vehicle. Size? Huge. Call it five metres long, with cose to two metres total width and 1.9 in height. Maximum wading depth is rated at 70 cm and approach/departure angles are thirty and twenty degrees respectively
On The Inside.
Unsurprisingly, there’s more room on the inside than the TARDIS….almost. A full five seater, complete with fold out seats in the cavernous cargo section to make it an eight seater, a centre console coolbox, leather clad heated/vented front seats (via two push and twirl knobs front left of the gear lever), full rear aircon with roof vents, roof mounted DVD screen (player is in the front console), touchscreen navitainment with 
AM/FM/DAB, sunroof, electric steering column and memory seating. There’s a flourish from the dash LCD screen on startup with a big Land Cruiser logo coming up in stylised silver grey and blue back lit Land Cruiser logos in the front door sills.
The radio screen is somewhat busy, suffering from a messy layout and the map screen refused to stay away for more than ten seconds after the audio buton was pressed. Annoying, also, is the procedure to access audio for the DVD then have music for the non headphone wearing passengers. It’s a multistep and complicated process, plus the audio through the speakers doesn’t shut off once the vehicle’s transmission is put into Drive. Safety fail. The 
digital receiver provides crsip clear sound, however is still limited by the DAB broadcast range.
The third row seating is folded up to the sides, allowing plenty of floor and cargo space, but they do rattle over the slightest of bumps.
There’s a mix of woodgrain and piano black plastics at the front, a comfortable mix however the impression is anything but yelling luxury. Sure, the seats are comfortable and supportive, allowing the body to feel rested rather than exhausted after a trip, the overall ambience just doesn’t feel luxury like. As is the norm nowadays, there’s airbags everywhere, Bluetooth, USB and auxiliary inputs.
On the Road.
The Sahara rolls on 18 inch wheels, not huge, however the rubber is. 285 width and sixty profile allows for both plenty of footprint and sidewall flex, contributing to the quality ride, almost wafting along, despatching small bumps and undulations to the Do Not Care bin. Until you wish to turn, that is. Plenty of planning is required, as the steering ratio allows some latitude before the front end barges its way through a turn, feeling the sideways flex somewhat when pushed. Planning is also required for stopping; with some 3000 kilos of mass the brakes do a reasonable job in hauling up the beast, but there’s not a lot of alacrity in doing so.
Off road, well, I have to say the feel was skittish, uncertain, on the track used (in New South Wales, the track to the Glowworm Tunnel, east of Lithgow), with the surface a hard,compacted gravel/clay mix. The ‘Cruiser was prone to tramlining at moderate speed, requiring constant 
monitoring of the handling. I never felt 100% certain of where the car was going but, once into proper off road sections and in low range using the grunt of the engine and the technology, it all came together. Until one particular unassuming part of puddled road had the ‘Cruiser stuck on its chassis. A wait of twenty minutes until one bloke stopped, tried his snatch strap, tried his chain, neither worked. A second group showed and both used their winches. A heartfelt thank you, gents.
In Summation.
It’s a big vehicle and it comes with a big thirst, with an average of around 18L/100km. No wonder the primary tank is 93 litres and the auxiliary is over 40L. It’s a big cost, with over $122K (driveaway) attached to the Sahara name plate. There’s plenty of manners on road and there’s little to doubt in regards to its off road credibility. For me, the Sahara Land Cruiser is somewhat out of place; the interior isn’t particularly luxurious, the off road ability it possesses is largely shared by its lesser (and cheaper) brethren, plus they’d be more likely to be used in a dirt environment. There’s also little doubt that the Sahara does have a market, someone like the better financed farmer that needs something capable of handling a soggy paddock without a thought but doesn’t need the interior of, say, a Range Rover or a well to do family in suburbia that isn’t ostentatious, eschewing a BMW or M-B four wheel drive.
It IS, however, a nameplate that has survived over sixty years and one that Toyota is rightly proud of.
Go here: http://www.toyota.com.au/landcruiser-200#lc200-flythrough for details.
Range: Toyota Land Cruiser Sahara.
Engine: 4.6L petrol V8, 4.5L diesel V8 (option).
Power/Torque: 227kW @5500 rpm, 439Nm @ 3400rpm (petrol).
Fuel: 91RON petrol.
Tank: 93L (main), 45L (auxiliary).
Fuel Consumption: 13.6L/100km Combined, 10.9L/100km Highway, 18.4L/100km Urban.
Weight: 2665kg dry, gross vehicle mass 3300kg.
Dimensions: 4990mm x 1970mm x 1905mm (Length, width, height).
Wheelbase: 2850mm.
Off road specifications: wading depth 700mm, approach angle @ 30 degrees, departure angle @ 20 degrees.
Cargo volume: 1276L.
Warranty: Three years/100, 000 kms (whichever comes first).
Wheels/Tyres: 285/60V/18.
Safety: airbags for front passengers, (front, knee and side), curtain airbags (front, mid, rear seats).
Rough and Tumble: Jeep's Cherokee Sport and Trailhawk.
It’s a rare but welcome occasion when A Wheel Thing is able to do a “back to back” of two vehicles of the same class from the same manufacturer. Jeep’s solidly revamped Cherokee is a four model range and A Wheel Thing has backed up the entry level Sport against the top of the tree Trailhawk.
The Donk
Jeep has lobbed a 2.4L four cylinder and 3.2L V6 at the Cherokee; the Sport’s alloy block four (only available in the Sport and somewhat of a misnomer calling it that) pumps 130kW and 229Nm of torque versus the 200kW and 316Nm from the Longitude/Limited/Trailhawk trio. All four get the new nine speed automatic gearbox (no manual options at all) and no paddle shift option either, except only offering a sports shift via the gear lever. Fuel economy is quoted as 8.3L/100km (combined) for the Sport and 10.0L/km (combined) for the Trailhawk. However, as very few would take advantage of the off road capabilities, it’s the urban figure that’s scary: 11.6L and 13.9L. For vehicles that weigh 1600 odd kilos and a curious (as in what adds the extra over the other two off road capable) 1936 kilos, with a nine ratio transmission, these figures are troubling.
The Suit
Compared to previous Cherokees, the current models are almost unrecognisable. Take away the traditional seven bar grille and it’s going to be hard to tell it’s a Jeep. Since the vehicles were released, the big talking point has been the exterior design and, in particular, the nose. In the interests of aerodynamics and pedestrian safety, it’s a long, sleek, laid back design, punctuated by the indicator and LED daytime running lights mounted in an almost eyebrow like cluster, with the headlights reduced in size and placed mid point between bonnet (blackout decal on Trailhawk) and lower bumper. The Sport has plastic inserts where the Trailhawk has the more familiar globes for driving. The Trailhawk also has reprofiled front and rear lower bumpers to allow for better approach and departure angles (29.9 and 32.2 degrees) when offroading, plus sits 36mm higher than the other three. The Sport rides on 225/60/17s and Trailhawk on 245/65/17s.
In profile, the Cherokee has a smooth, rounded, organic look, somewhat akin to Hyundai’s Santa Fe from a couple of years ago and at the rear, that resemblance continues, with the taillight clusters of a similar rounded shape. The 
reverse camera for the Trailhawk is integrated into the rear door however the Sport seems to have it tacked on to the bottom of the door, almost as an afterthought. A simple yet effective touch is an exterior downlight mounted under each of the exterior wing mirrors. Under the skin the Cherokee has a redesigned body utilising high strength steel, providing a better torsional stiffness rating. Combined with new suspension and a nifty frequency sensitive shock absorber system plus speed sensitive electric steering, there’s some great hidden technology.
On The Inside.
Both the Sport and Trailhawk offer five seats, with comfortable and, importantly, supportive seating. The Sport has a mix of dark and light cloth, the Trailhawk beautifully styled leather (with a tastefully embossed Trailhawk at the top), with the addition of a storage locker underneath the front passenger’s backside. All models get soft touch, padded, leather look plastic dashes including stitching. The rear seats are tumble fold plus slide, adding to the reasonable 
cargo space, which also cops a cargo blind and chiller shopping bag. Ergonomically the Trailhawk is identical to the Sport, with the oddly angled, dust gathering, USB/SD card slots in the front console but at least both have the second USB in the centre console storage plus a second 12V socket. In a nice little nod to history, the blackout for the front window strip, right in the centre, has a graphic of the iconic car that started the 
Jeep history. Just in behind that is a storage space, ideal for a small smartphone.
Ignition is done via an electronic key, placed into the slot just to the left of the steering column and the Trailhawk has an added kick, with remote start. Two presses of a button locks the doors and fires up the V6, with the key needing to be in the slot in order to unlock the gear lever. A highlight is the electric tailgate; I’ve tested other cars with the same
feature and they’ve had issues. The Trailhawk’s worked every time. Every time. There’s multiple redundancy with this, with a button in the driver’s area and one inside the cargo area as well.
The Sport has a five inch touchscreen (navigation and audio), the Trailhawk a more readable eight, with another ergonomic flaw for both. It makes sense, especially when (in the case of the Sport) there’s no steering wheel mounted controls, to have the the audio dials as close as possible to the screen (as technology has changed to using this form), not inches below that and at a level forcing the driver to lower their eyeline. Although the Trailhawk has a larger screen and fills the console 
more, it also has the dials lower than where sensible ergonomics should have them. Speaking of the tiller, both feature a good and chunky wheel, allowing a firm grip. The Sport, however, has a tilted wheel to an extraordinary degree, with an extended reach required to touch the top versus a compacted and somewhat uncomfortable hold 
for the bottom. Tech wise, the Trailhawk comes with collision avoidance, park assist, lane change and blind spot warning and more.
Ahead of the driver, the Trailhawk presents a beautiful LCD screen, with information accessed via a four arrow button setup on the tiller. It’s a metallic silver colour, with information covering oil/water temperatures, tyre pressures and more. The fuel gauge is a strip based down on the lower right hand side and looks like the old mechanical strips of the seventies. The Sport has a more restrained screen, more of a bar by bar setup, but still effective.
Road Wise
2.4L four cylinder, 3.2L six cylinder and nine ratio automatic transmission. Guess which combination works better? Yup, the torque of the V6 seems to be more of a match for the auto, shifting crisper and smoother more often. That’s not to say it’s without faults, however the Sport seemed less certain, more indecisive more often. Both are front wheel drive and coming off a front verge and performing a 180 degree turn (turning circles are adequate at around 11 metres) the front end of the Trailhawk seemed more under pressure than the 2WD only Sport. I could feel and hear the squirming, the protest of the drivetrain pushing against the gearbox. The Sport simply turned and made no noise.
On the road, both went about their job with a minimum of fuss, with road noise a touch more apparent in the Sport. 
Handling on tarmac is wonderful, with just enough initial compliance turning into a firm yet unobtrusive rebound. The Sport had a touch more lift off understeer in the curly bits yet was as easily controlled as the Trailhawk via judicious use of the throttle. On the highway, the nine speeder seems unsure at lower revs with the Sport, less so with the Trailhawk, again with the torque being sent down through the chain of command more efficiently. A hard prod on the go pedal sees a drop down through the gears, with the Sport reacting well and the Trailhawk’s dual V6 exhaust being heard for the first time, a metallic but not unpleasant raspy call. Feedback through the tiller is good, with enough conversation to keep the driver informed of what’s happening on the road.
It’s offroad, the Jeep’s genetically driven environment, where the Trailhawk’s extra goodies play harder. The Sport is simply a front wheel drive SUV, the Trailhawk is the Supreme pizza with garlic bread, soft drink and free delivery. It comes with Chrysler’s Selec-Terrain system, a fully electronic setup that switches between off road surfaces (mud, snow, gravel) via the turn of a dial, has a locking rear differential, hill crawl and low range plus, ahead of the Limited and Longitude, has an additional rock program and an extra 31 mm ride height. 
The Sport handled A Wheel Thing’s test track with a measure of nervousness, almost as if it was a talented child being asked to try an adult level high jump; more abrupt bumps and slopes were tackled, albeit at a slower rate and ruts were forded with less surety. The Trailhawk dealt better with these, not unexpectedly, but there was, still, some uncertainty about handling over some of the rougher levels. 
The hill crawl function performed as expected and all modes, including the lower ratio gearing, showed their mettle, but a short throw suspension just never quite felt like imbuing 100% confidence for the driver. Fuel economy is dubious, with closer to ten than nine litres per hundred for the Sport and somewhere in the thirteens for the Trailhawk…
Summing Up.
The Sport has an easy question to answer: which two/front wheel drive SUV that will never see off road duties do you want? The Trailhawk has a tougher ask; better torque, a better feature set BUT, how much of it compared to the middle two models makes it cost effective? It’s nice to have the safety features like collision avoidance (something a well trained driver should have learned), remote start and electric tailgate but the 
extra off road program, locking rear etc, compared to the Limited and Longitude, given they cop the same engine/gearbox as the Trailhawk? Price is, then, another consideration: Trailhawk asks $47K plus and, yes, you get a finely built car with some great toys. But, is the extra cost worth the extra features, features that, in all honesty, the huge majority of people wouldn’t know how to use or desire to use? The Sport is $33500, Longitude and Limited $39000 and $44000 respectively…so, IS the Trailhawk worth the extra $3500 over the Limited or $8500 over the Longitude, given the same engine/gearbox combination?
I know I’d take the Trailhawk if it was strictly between the Sport and it because I would use the offroad programs and the remote start/electric tailgate worked for me, they’re small yet usable luxury touches. In a faceoff, the Trailhawk wins for me. head to www.jeep.com.au for all of the info.
Video reviews: https://www.youtube.com/watch?v=n1-EFTSyBcY&feature=em-upload_owner
and: https://www.youtube.com/watch?v=0HzV23a_eiI&feature=youtube_gdata
Model Range: Cherokee Sport, Longitude, Limited, Trailhawk.
Engine: 2.4L L4, 3.2L V6.
Power/Torque: (2.4L ) 130kW/229Nm, (3.2L) 200kW/316Nm.
Transmission: 9 speed automatic (no manual).
Driven wheels: Front (4WD via Selec-Terrain on Longitude, Limited, Trailhawk)
Fuel: Unleaded (91RON).
Tank: 60L.
Dimensions: Sport 4623mm (L) x 1859mm (W) 1631mm (H), Trailhawk 4626mm x 1904mm x 1686mm.
Wheelbase: 2700mm.
Clearance: 185mm, 221mm.
Fuel Economy: 8.3/11.6/6.3L per 100km (combined/urban/highway), Sport; 10.0/13.9/7.7L per 100km, Trailhawk.
Price: Sport @ $33500 + ORCs, Trailhawk @ $47500 + ORCs
Not An Automatic Choice: Kia Koup Turbo.
Kia has, at the moment, one of the most fun cars around, the Pro_ceed GT. It comes with a six speed manual transmission only, bolted to a firecracker of a 1.6L turbo engine. It’s the manual transmission that makes it such fun to drive and the incredible flexibility of the powerplant, with 265 Newton metres of torque across a rev range of nearly 3000 revs, make it superbly usable. Kia have the Cerato range, a four door sedan, five door hatch or two door coupe, with the option of both manual and auto gearboxes, plus offering, for the Koup, a choice of 2.0L naturally aspirated engine or the same engine as found in the Pro_ceed. A Wheel Thing was lobbed the key to the Abyss Blue coloured Koup ($30710 on road with metalic paint), complete with turbo engine and automatic transmission (Koup is available with optional Touring Pack). Is it as much fun with a self shifter?
The Cerato is a good looker on the outside, with soft curves replacing the previous sharp 
edged version. Changing to the two door styling from a sleek looking sedan adds a touch of menace to its stance, along with the chunky 225/40/18 tyres wrapping some pretty sexy alloys. The sheetmetal is smooth, curvy, with the front sporting a well balanced look. Driving lamps at each bottom corner frame a large grille, with the headlight clusters rolling back into the fenders split yet joined by a narrow grille. In profile there’s a lightly scalloped lower section while a crease line draws the eye to the angular C pillar and “neon tube” look tail lights. Folding mirrors (black on Turbo, body colour on Si) complete the front section.
The interior is a subtle mix of black, grey, faux carbon fibre, faux leather and cloth. Seats are comfortable but lack decent lateral support, the cloth is a mix of black and grey and sits in between the faux leather bolsters. Rear seat access is typically slightly tricky, with a latch on the shoulders of the seats lifted to fold and roll forward. The seatbelts run through a pivot arm which gets in the way of anyone trying to exit when the front seats have been occupied. 
The dash plastics are hard and there’s a mix of the matt black plastic look and faux carbon fibre strips housing the air vents.
As usual the aircon controls are simple to use with a clear layout, the 5 inch touchscreen head unit and dials are easy to use and read and there’s the usual expected assortment of steering wheel mounted controls for audio and cruise control. Ahead of the gear lever is a small storage space which also houses the USB and Auxiliary inputs. The steering column is adjustable for both reach and rake (in/out and up/down). Naturally there’s plenty of safety built in, such as VSM (Vehicle Stability Management) and HSC (Hill Start Control), parking sensors front and rear, reverse camera and airbags all around. Cargo space isn’t bad considering the design, being rated at 433L capacity.
On the road the Aussie spec suspension is supple, yet firm, with the meaty tyres providing plenty of grip on both tarmac and gravel/dirt surfaces. No, it’s not its normal environment yet some backroads near Katoomba, in the Blue Mountains west of Sydney, proved that the engineering work put into the Koup certainly pays dividends and the ride on gravel was surprisingly good. Lateral grip is great, straight line handling is direct and there’s minimal float over undulations, the suspension pulling the Koup into line quickly. Feedback through the steering is artificial with Kia’s three mode electric settings adding nothing for a natural feel. Naturally there’s paddle shifts behind the tiller.
Kia quotes 265Nm from 1750 through to 4500 revs and in the manual GT that torque really works. You can sink the slipper in any gear and it simply rockets along….in the auto, it’s diminished, muted, restrained under 3000 rpm. When the go pedal is prodded hard, it drops back a 
couple of gears and makes a lot of noise. Once it reaches 3000 then that urge, felt earlier in the manual, seems to make an appearance.
The question was raised at the beginning:is it as much fun with an automatic as it is (engine and gearbox combination) with a manual? No. It’s not. The auto saps the life and performance of the engine and therefore the fun. It’s also more thirsty than the manual which that was noticeable around town and oddly, the turbo weighs more than the standard engined Si 2.0L Koup…
The Cerato Koup isn’t marketed as a hot hatch, nor a warm one. The manual transmission and turbo combination works; for me, the automatic doesn’t.
For more information on the range: www.kia.com.au/vehicles/small-vehicles/cerato-koup/koup
For pricing options: www.privatefleet.com.au or www.bidmycar.com.au
Model Range: Cerato Koup, Si and Turbo.
Engines: 2.0L petrol or 1.6L turbo petrol.
Power: 129kW @6500rpm/150kW @6000rpm.
Torque: 209Nm @4700rpm/265Nm @1750-4500rpm.
Fuel: Unleaded.
Tank: 50L.
Transmission: six speed manual (six speed auto optionable).
Driven wheels: Front.
LWH: 4530mm x 1780mm x 1410mm.
Wheelbase: 2700mm.
Wheels/Tyres: Si 17 inch, 215/45/R17. Turbo: 18 inch, 225/40/R18.
Luggage space: 433L
Consumption: 7.3L/100km 2.0L man, 7.4L/100km 2.0L auto, 7.7L/100km 1.6L man, 8.0L/100km 1.6L auto (combined).
Weight: 1284kg/2.0L man, 1307kg/2.0L auto, 1334kg/1.6L man, 1360kg/1.6L auto.
Price: RRP $30190 Koup Turbo, metallic paint $520, as tested $30710.
Warranty: Five year, unlimited kilometre.
Safety rating: ANCAP five star.
Level 2, 9 Help Street