Yes, Maxxia will provide training for payroll and finance teams, so they understand how the administration of the benefits program works.
By Bruce Newton, carsales.com.au
If time is money, then you have to spend more of one to save the other. The Polestar 2, which has just been heavily updated for model year 2024, is perfect proof of that statement, especially when you look at the variants that bookend the stylish range of all-electric four-door sedans from the Sino-Swedish car maker.
At one end, buyers can choose to spend less for the entry-level Standard Range Single Motor or, at the other end, more for the flagship Long Range Dual Motor that we’re testing here, which will not only get you from A to B significantly quicker, but you’ll also be able to drive longer distances and therefore save time recharging the battery more often.
Time or money? You choose.
Either way, all four model variants in the Polestar 2 range have come in for a wide range of tweaks in the car’s first upgrade since its debut in Australia in late 2021.
The big news is the swap from front- to rear-wheel drive and a performance boost for the two single-motor models that kick off the range.
Priced from $67,400 (plus on-road costs) for the base-model Standard Range with a revised 69kWh battery pack, or $71,400 (plus ORCs) for the Long Range with an all-new 82kWh battery, both Single Motor variants feature an upgraded electric motor that produces an extra 30kW/160Nm for a maximum output of 200kW and 490Nm.
Even with the added performance, driving range has been extended by 54km and 103km respectively, providing owners with impressive estimates of 518km and 654km.
Spend a little more ($76,400 plus ORCs) for the Long Range Dual Motor and you get 310kW and 740Nm (up 10kW/80Nm over the previous model) delivered through all-wheel drive traction, and the ability to travel up to 591km on a single charge.
The model we’re testing is the Long Range Dual Motor with the Performance Pack that sits at the top of the range as a new-age muscle car. It costs from $85,400 (plus ORCs) and brings even more performance (350kW) as well as a tailor-made dynamic package that includes Ohlins dampers, four-piston Brembo brake callipers with drilled discs and new-look lightweight 20-inch alloy wheels shod with sporty Continental SportContact6 tyres.
You also get ‘Swedish Gold’ seat belts and valve caps that do nothing for performance except sear your eyeballs.
By the way, you can add the extra power to the standard Dual Motor via an over-the-air update for $1600. But for the full Performance Pack, you’ll have to pay the $9000 extra.
Energy consumption is rated at 16.0-17.2kWh per 100km (WLTP). On test we were running at 20-25kWh/100km.
Safety equipment gets a boost across the range too. Blind spot monitoring with steering support, cross traffic alert with brake support, rear collision warning and mitigation and a 360-degree camera are added to the well-tuned driver assist systems and eight airbags.
Otherwise, much is familiar about the look and feel of the Polestar 2. The update’s five-door exterior is distinguished by a new ‘smart zone’ (flat panel) grille insert that hosts key active safety components including a camera and radar.
Inside the cabin is also largely the same as before in terms of comfort equipment for this model. Vegan upholstery is standard, as is dual-zone climate control and an Android operating system for infotainment, which works through a large 11.15-inch touchscreen and 12.3-inch configurable instrument cluster.
Our test car came fitted with the $6000 Plus Pack that included big-ticket items such as a 13-speaker Harman Kardon stereo, a UV and heat-treated panoramic sunroof and fully powered front seats with weave tech trim (and much more).
The good news here is the updated Polestar 2 Long Range Dual Motor with Performance Pack delivers on its promise.
Once you figure out how simple it is to get going – there’s no start button, you just sit in it and press the brake pedal to fire it up – it’s lightning quick to drive in that typically stealthy EV way, slamming you back into the seat as it whirrs ever-more rapidly forward under full acceleration.
The full fury of the powertrain is only delivered between 70-130km/h, so it’s great for overtaking. The rest of the time it’s just super-fast, and Polestar’s claim that it can rocket from 0-100km/h in just 4.2 seconds (0.2sec faster than before) feels accurate.
An important element in the upgraded Dual Motor set-up is that the front motor is actually disconnected until it is required, either for added traction in slippery conditions or under full-throttle acceleration. Thankfully, the integration is seamless, and it is impossible to tell when it’s chiming in and out.
This face-bending acceleration is beautifully assisted by the upgraded handling package, particularly the Ohlins dampers which deliver a reassuring combination of compliance and control at speed, even over nasty potholes, patches, and sharp edges on the road.
That means you’ve got the ability to travel rapidly in a straight line and when the going gets twisty, which not all high-performance EVs can do as well. With the rear-biased AWD also helping out, it’s neat the way this car hunkers down in corners and grips.
And when you back out of it, the cabin provides a relaxing and convenient environment. It’s well built (in China) and looks and feels premium in that restrained way the Scandinavians do so well. It’s miles ahead of a Tesla Model 3.
The seats are comfortable, sizeable, and supportive, there’s plenty of handy storage space and the driver’s relationship with the various digital controls isn’t too complicated with some key functions still controlled via traditional physical buttons and dials.
The Polestar 2 range comes with five years/100,000km free servicing, which is excellent. A five-year/unlimited-kilometre warranty, five years’ roadside assist and an eight-year/160,000km battery warranty are all par for the premium course.
While the 2023 Polestar 2 Long Range Dual Motor with Performance Pack produces the numbers and delivers the experience to rival a true muscle car, there is still something missing: an emotional connection for the driver.
Without an engine or exhaust there’s no brapping, braying, crackle, and pop. And with only a single-speed reduction gear, there’s no gearbox to row through.
That it weighs in at 2105kg further reduces any sense of lithe connection to the road.
The electric-assist steering system is accurate enough and easy to twirl in the lightest of its three settings, but it doesn’t provide that much feel.
The electric motor’s regenerative braking capacity can also be dialled-up or down through three modes from non-existent to obvious (not their real names), the latter of which is fully capable of delivering one-pedal driving. Being able to adjust the mode through flappy paddles (like Hyundai and Kia EVs do) and not through a touchscreen would have made this a more interactive and more useful feature to use on the move.
The Brembos add impressive stopping power when you call upon them, but they do require a substantial push on the pedal to respond.
The Ohlins are also much less pleasurable than the standard suspension set-up when trundling at round-town speeds. Just about every pebble in the road gets transferred to the cabin. Yes, they are adjustable through about 40 different settings, but they have to be re-tuned by hand and preferably by someone who knows what they are doing.
Rear seat passengers are a tad short-changed on space and sit notably upright. The exhaust tunnel that limits middle-rear seat foot room is a reminder the Polestar 2 shares its CMA architecture with ICE/EV vehicles such as the Volvo XC40.
The boot is accessed via a functional power tailgate, has a useful pop-up luggage separator, a hidden bin and space is okay (405 litres, expanding to 1095L with rear seats split-folded). But there’s no spare tyre.
Finally, the optional Plus Pack includes stuff that should be standard in any premium EV like a heat pump and a heated steering wheel. An optional $3500 Pilot Pack fitted to the test vehicle includes adaptive cruise control. That, too, should be standard at this price.
The 2023 Polestar 2 Long Range Dual Motor with Performance Pack is a focused vehicle that undoubtedly delivers invigorating thrust and sporting behaviour on the open road.
But if you’re planning to spend a lot of time commuting on rough roads, low-speed ride is compromised and might be too much.
Given it’s so improved, and offers impressive driving range, the overhauled single-motor model is probably all the Polestar 2 most people need.
| Price: $85,400 (plus on-road costs) |
Battery: 82kWh lithium-ion |
| Available: Now |
Range: 591km (WLTP) |
| Powertrain: Permanent magnet asynchronous motor front / permanent magnet synchronous motor rear |
Energy consumption: 16.0-17.2kWh/100km (WLTP) |
| Output: 350kW/740Nm |
Safety rating: Five-star (ANCAP 2021) |
| Transmission: Single-speed reduction gear |
Disclaimer: Images supplied by Polestar Australia.
This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.
By Carsales staff
Kia has continued to blur the lines between concept and reality.
The South Korean car maker officially revealed its next dedicated electric vehicle, the EV5 mid-size SUV, in China recently, showcasing how close the production-ready version is to the original concept car.
The EV5 will be the third model in Kia’s dedicated electric vehicle range, following on from the critically acclaimed EV6 sedan and the soon-to-arrive EV9 large SUV.
It is expected to land in Australian showrooms by mid-2024, offering a battery-powered alternative to its existing Sportage model while mirroring the bold – and boxy – new design language of the EV9 that launches locally before the end of the year.
The design relationship between EV9 and the EV5 continues inside the cabin too where there is a similar dash layout that is dominated by dual 12.3-inch digital screens but enough differences to mark the two models apart.
Where the EV9 features a convenient interpretation on the traditional centre console arrangement that is intended to offer more storage space, the EV5 features little more than an integrated hump between the driver and front passenger seats that seemingly overhangs a storage tray at the base of the dash. It’s almost like a bench seat.
It also has a hinged floating arm rest above it which can fold up between the backrests.
Kia is yet to expand on this particular design feature but we’re sure it won’t be long before we get a full explanation given the EV5 is due to launch in China later this year before entering global markets in the first half of 2024.
“Research by Kia has revealed that millennial households now regard the interior of their EV SUV not just as a place to sit safely and comfortably when travelling from A to B, but as an additional ‘room’ to live their life in,” the company said.
“To meet this challenge, Kia’s interior designers have completely reimagined the vehicle’s interior space.
“Drawing additional inspiration from the recently launched larger EV9 SUV, they have endowed the EV5 with an extensive interior space that is closer in concept and execution to a home lounge than a traditional car cabin.
Kia has yet to confirm full details of the EV5, but it is expected to be based on the established e-GMP architecture that also underpins the EV6 and EV9 (as well as sister models from Hyundai such as the IONIQ 5 and IONIQ 6), which is capable of hosting a range of battery capacities and has the ability to cater for both single and dual-motor configurations.
Chinese homologation data has suggested the volume-selling grades will feature a 160kW/310Nm single-motor powertrain and a BYD-sourced lithium iron phosphate battery.
A dual-motor version is anticipated, and a high-performance GT version could also be in the mix to sit below the corresponding EV6 and EV9 GTs.
More details of the EV5 will be announced in October at the Kia EV Day, where the brand “will expand upon its global vision for electrification”.
Disclaimer: Images supplied by Kia.
This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.
By Alexandra Lawrence, carsales.com.au
Up until now, choosing an electric car has been more about making a personal statement rather than a pragmatic decision. Electric vehicles are clearly the way of the future, and early adopters have been forced to pay a premium to go green.
But MG is aiming to make choosing an EV simple by lowering the entry barrier into battery-powered vehicles, starting with its first dedicated EV, the MG4, which recently launched in Australia with a sub $40k price tag.
So, let’s find out if it has done enough to entice everyday Australians to choose an electric car as an entirely rational decision.
At the moment, the 2023 MG4 is one of the most affordable electric vehicles available in Australia.
While some of its rival Chinese car makers have promised to make EVs even more accessible in the near future, the MG4 is the first with a price tag under $40,000.
The four-model range is split across two trim levels – Excite and Essence – and starts at $38,990 (plus on-road costs) for the entry-level model with a 51kWh battery pack or $44,990 (plus ORCs) with a larger capacity 64kWh battery.
The flagship Essence model, with more equipment, can be had with the same 64kWh battery for $47,990 (plus ORCs) or as a Long Range version with an even larger 77kWh battery for $55,990 (plus ORCs).
No matter which variant you choose, MG promises a sporty and fun drive thanks to 50:50 weight distribution and a low centre of gravity.
All models feature a generous list of standard equipment, including climate control air conditioning, twin digital screens (a 7.0-inch instrument cluster and a 10.25-inch touchscreen infotainment system with smartphone mirroring), keyless entry with auto start, LED headlights and taillights, a reverse camera and V2L vehicle-to-load functionality.
They also include a comprehensive array of intelligent safety systems (bundled under the banner of MG Pilot) that combines autonomous emergency braking, speed sign detection, adaptive cruise control with traffic jam assist and lane departure warning.
On top of that, the Essence models pick up five additional safety features, including a 360-degree parking display, blind spot detection, rear cross traffic alert, emergency lane keep assist and a door opening warning.
The Essence also has a premium six-speaker audio system, heated front seats, wireless phone charging, leather, and fabric trim and larger 18-inch alloy wheels.
MG covers the MG4 with a seven-year/unlimited-kilometre warranty, which extends to the battery. Any colour other than Dover White – including the bright Brixton Blue and Volcano Orange – commands a $700 premium.
Service intervals are spaced every 24 months/40,000km. Service pricing is set at $296 for the first one and $886 for the second.
MG says there have been more than 1000 pre-orders for the MG4 and the Chinese car maker has ambitious plans to sell more than 2000 units per month – a feat which would see the cut-price hatch rival the likes of Tesla for market share and push MG even further up the sales ladder, where it’s already one of the leading brands.
For now, all versions of the 2023 MG4 are powered by a single electric motor that drives the rear wheels. But the motor produces varying levels of power depending on the size of the battery.
The entry-level Excite 51 delivers 125kW and 250Nm with a claimed driving range of 350km and the ability to replenish its battery between 10-80 percent on a 50kW charger in around 40 minutes.
With the 64kWh battery, both the Excite and Essence models produce more power (150kW) and drive further on a single charge (approximately 450km and 435km respectively) but take longer to recharge (approximately 60min).
The Long Range 77 can, as its name suggests, go the furthest with a claimed driving range of up to 530km but takes the longest to recharge at approximately 75mins.
It does, however, compensate with even more power (180kW and 350Nm) which makes it the most athletic model, accelerating from 0-100km/h in a claimed 6.5 seconds.
There’s a lot to like about the 2023 MG4 beyond its attractive starting price.
Even in the entry-level Excite guise, it doesn’t feel stripped back in terms of equipment. And despite its minimalist interior featuring a conspicuous lack of physical buttons, the simplicity of its touch screen menu makes accessing often-used functions easy.
The cabin is spacious enough – thanks to its MSP (modular scalable platform) underpinnings – that you could happily cart around four large adults. While they’ll have plenty of legroom (unless you’ve got super-tall people up front), rear passengers have to make do without air vents.
Storage, too, is impressive for a hatchback and the boot holds an okay 363 litres of gear (350L in Essence trim).
What’s more, the MG4 delivers a decent driving experience, especially in the flagship Long Range 77 and mid-spec Essence 64 models.
With the entry-level Excite 51, we came away with reservations after driving a pre-production model recently and weren’t able to sample a finished showroom version during the national press launch. So, we’ll still hold back from giving it a full tick of approval.
But if MG has tuned it to handle like the bigger battery models, which carry more weight and deliver more power, then it has the potential to be a bit of a game changer.
Having said that, the Long Range 77 and Essence both felt more athletic and compliant on the road than the early version of the Excite 51 did thanks to their additional power and the extra weight of the bigger batteries.
A quick squirt through the Royal National Park revealed surprisingly good dynamics, with sharp steering and sure-footed handling along the tight and twisty roads. The suspension, however, felt a little firmer than we recall from the pre-production Excite 51.
Steering response felt sharpest in Sport mode, but the change in throttle response was much more noticeable.
The two bigger-battery and higher-output MG4 models were also equipped with proper one-pedal driving, unlike the 51, but the regenerative braking could provide more stopping power in its most potent setting. We still had to use the brake pedal on occasion.
For all that’s impressive about the way the MG4 drives, you can tell it is still built to a budget as the cabin – even in the high-grade Essence models – is littered with scratchy, hard plastics and the fabric trim elements feel a little rough.
We like the driver’s digital 7.0-inch instrument cluster, and while the dash and centre console layout are good, we found the central touch-screen similar to our first MG4 drive. The unit can be slow to respond to inputs and the shortcut buttons on the lower edge feel cheap.
There’s also some noticeable corner cutting in sound deadening too, as we experienced a significant amount of wind noise creeping into the cabin at highway speeds, particularly from the driver’s side door mirror, which might be annoying on long distance commutes. This was strangely more evident in the Excite model where the four-speaker audio system didn’t have enough grunt to compensate and conceal it.
The calibration of the driver assist systems, such as autonomous emergency braking (AEB), also came into question during our drive when we came close to rear-ending another motorist when they unexpectedly stopped for an amber traffic light.
In a situation where AEB would’ve almost certainly activated in other vehicles, our test car instead just chimed an audible warning telling the driver to brake. We would’ve expected more intervention, given how close to a collision it was.
Our time on launch was too brief – and with mixed drivers – to gauge the MG4’s energy efficiency. In the 64 and 77 variants we tested, we saw an average of 19-21kWh per 100km.
For reference, MG claims the 77 uses 14.0kWh/100km on a combined cycle, while the Excite 64 is tipped to be the most efficient at 13.0kWh/100km, followed by the Essence 64 (13.9kWh/100km) and base-spec Excite 51 at a much higher 18.4kWh/100km.
On the outside though, the MG4 is a real head turner with its outlandish exterior design. But some may find it a bit too edgy.
There’s no denying the 2023 MG4 makes a big statement and, taken at face value, it’s easy to see why.
With a funky colour palette to choose from, good dynamics and a five-star ANCAP safety rating, it ticks plenty of big boxes. But the entry price is probably its most attractive attribute.
There are other EVs on the market that’ll get you further between a charge, bring higher quality cabin materials and are more enjoyable to drive.
Trouble is, you need to be willing to fork out a lot more money to get into them.
| Price: $55,990 (plus on-road costs) |
Battery: 77kWh lithium-ion (NMC) |
| Available: Now |
Range: 530km (WLTP) |
| Powertrain: Permanent magnet synchronous motor |
Energy consumption: 14.0kWh/100km (WLTP) |
| Output: 180kW/350Nm |
Safety rating: Five-star (ANCAP 2022) |
| Transmission: Single-speed reduction gear |
Disclaimer: Images supplied by MG Motor Australia.
This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.
By Carsales staff
Hyundai wants families to go beyond the suburbs with its bold new Santa Fe seven-seater.
But it has removed one of the keys to exploring outside the city limits, with confirmation that it will ditch diesel power in this fifth-generation model.
Bigger, bolder, and more imposing than ever before, Hyundai claims the new Santa Fe has purposely been designed to not only look good in the city but also to encourage families to go on long-distance holidays and camping thanks to a significantly larger boot and wider tailgate that can swallow more cargo.
Measuring 4830mm long, 1900mm wide and 1720mm tall while riding on a 2815mm wheelbase, the new Santa Fe is larger in every dimension than the model it replaces and almost as big as the range-topping Palisade that sits above it.
Under the bonnet will be an array of new four-cylinder powertrains comprising a 2.5-litre petrol (143kW/246Nm), 2.5-litre turbo-petrol (207kW/422Nm), 1.6-litre turbo-hybrid (132kW/265Nm) and a 1.6-litre turbo plug-in hybrid (118kW/265Nm), though not every drivetrain will be available in every market.
It is expected that Hyundai Australia will offer the Santa Fe locally with just the Sonata N-Line-sourced 2.5-litre turbo and the 1.6-litre hybrid system, given the company has previously put a pin in offering plug-in hybrids Down Under.
The larger engine will be paired to an eight-speed dual-clutch automatic transmission whereas the smaller but more frugal hybrid will feature a six-speed torque converter auto, with front and all-wheel drive options for the 2.5-litre and exclusively all-wheel drive for the Hybrid.
Expect both powertrains to be offered across multiple trim levels like the existing model, which can be had in standard, Active, Elite and Highlander grades.
The new exterior design is mirrored inside the cabin with an abundance of straight lines and next to no curved surfaces.
The obvious exceptions to that rule are the steering wheel and the curved panoramic display, which bundle the 12.3-inch digital cluster and infotainment system into one aesthetically pleasing LCD interface.
The rest of the cabin is big, chunky, and full of sustainable materials. It is also more spacious with the biggest improvements made to accommodate more cargo in the boot and liberate additional room for third-row occupants.
The boot can now carry 791 litres of cargo when the third row is stowed – an increase of up to 91 litres compared to the current model - and is accessed via a much wider tailgate, which Hyundai says helps elevate the ambience when relaxing in the countryside, plus the obvious benefits of being able to get bigger items in and out of the boot more easily.
“This appealing design feature reflects Hyundai Motor’s use of big data to identify customers’ interest in the latest outdoor lifestyle trends, such as car camping and gear-intensive adventures,” the brand said.
Equipment highlights will include “the world’s first Bilateral Multi-Console storage space”, plus a digital rear-view mirror, dual wireless phone charging system, a ‘UV-C Sterilization Tray’, over-the-air updates for the infotainment system, digital key compatibility, navigation-based smart cruise control, automatic climate control, relaxation front seat with leg rest and a 6.6-inch full-touch climate control display.
Headline safety gear meantime comprises forward collision-avoidance assist, lane following assist, driver attention warning, highway driving assist, intelligent speed limit assist, rear cross-traffic collision-avoidance assist, parking sensors, 360-degree camera, remote smart parking assist, and safe exit assist.
“Since the first-generation SANTA FE’s debut 23 years ago, this iconic SUV has won the hearts of millions of customers around the world,” said Hyundai president CEO Jaehoon Chang.
“The all-new Santa Fe’s bold and powerful identity, which encompasses the boundless outdoors and urban landscape, will establish an unrivalled presence in the SUV market.”
Australian pricing and final specification details will be confirmed closer to the new Santa Fe’s local launch early next year.
Disclaimer: Images supplied by Hyundai.
This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.
By Bruce Newton, carsales.com.au
Moving metal gets harder over time. That’s not a definitive physical formula that would be endorsed by Isaac Newton or Albert Einstein, but it rings true when talking about cars.
See, once the novelty of a vehicle’s newness has died down and the headlines start to fade, it becomes harder for car companies to maintain high levels of demand and keep the order books filled.
So, it’s not unusual for brands to create a bit more buzz with small batches of limited or special edition models, which is exactly what we have here with the Mazda BT-50 LE.
Basically, it’s a dressed-up mid-spec BT-50 XTR with a few accessories from the Mazda catalogue the brand says offers $2500 of value if you ordered them separately from the dealer despite it costing $5165 more than the standard version.
Fundamentally though, nothing here changes the character of Mazda’s work-and-play truck. Like every other current-generation BT-50, the LE is a technical clone of the Isuzu D-MAX with bespoke exterior styling overlaid.
That’s no bad thing given the Isuzu’s excellent reputation for reliability, but let’s find out if it is actually special.
Based on the XTR dual-cab 4x4 3.0-litre turbodiesel six-speed auto, the 2023 Mazda BT-50 LE is priced at $64,295 plus on-road costs.
That puts it near the top of the BT-50 line-up, slotting in above the GT ($62,510 plus ORCs) and below the SP ($68,510 plus ORCs) and the flagship Thunder ($73,410 plus ORCs).
The LE’s pricing pitches it against the likes of the Ford Ranger XLT and Sport and the Isuzu D-MAX LS-U+. It’s more expensive than any Mitsubishi Triton or Nissan Navara apart from the PRO-4X Warrior, and slots into white space within the Toyota HiLux range between the SR5 and Rogue.
While dubbed the LE, the reality is this is one special-edition for which there is no limited build number. It all depends on buyer interest.
Key to the 2023 Mazda BT-50 LE is the standard fitment of three accessories plucked from the Mazda parts bin: a hooped alloy bull bar, a sports bar, and a drop-in tub liner.
While the LE asks a hefty $5165 whack on top of a standard XTR auto, Mazda says specifying the same accessories separately when buying a BT-50 would cost an extra $2500 over the LE’s price.
The bull bar and sports bar are polished versions of the ones used by the BT-50 Thunder, albeit without the sailplane the latter has.
There are a couple of things to note here; the approach angle of the LE (and Thunder) is reduced compared to the standard BT-50 bumper, while the combination of accessories reduces total payload compared to the XTR.
So, in a way you’re paying more for less.
The XTR comes standard with 18-inch alloy wheels, silver side steps, daytime running lamps and body-coloured power-folding mirrors.
Inside the cabin, it features dual-zone climate control with rear vents, a leather-wrapped steering wheel and gear knob, black cloth seat trim with smatterings of leather-y stuff, keyless entry with push-button start and a carpeted floor (replacing vinyl in cheaper models).
The front seats miss out on power adjustment, which is disappointing at this price.
Like all BT-50s, the LE comes with a five-year/unlimited-kilometre warranty. Service intervals are 12 months/15,000km and add up to $2404 for the first five workshop visits according to Mazda’s online maintenance guide.
The 2023 Mazda BT-50 LE is unchanged from the XTR it is based on internally and that’s no bad thing.
The driver’s seat is comfortable, quite generous in size and has some supportive bolstering. The steering wheel is adjustable for reach and rake.
Interaction with the touch screen is uncomplicated. But push buttons rule the roost for things like audio volume when dials are actually quicker and easier. Thankfully, the air-con gets its own set of buttons.
Most people will quickly choose to plug in Apple CarPlay or Android Auto rather than stick with the standard infotainment system. The smartphone apps are just so much easier and clearer to use.
Space in the rear seat is adequate for a 180cm-tall passenger behind a similarly sized driver, although they will have to sit with their knees-up because of the high floor, which is typical of a ladder-frame vehicle.
There are numerous storage options including a double glove box and a lidded bin up front, door bins front and rear, a fold-down rear armrest that includes two cup holders and even a curry hook on the back of the front passenger seat.
The rear seat base split-folds upward and has storage underneath.
Notably missing compared to the D-MAX is a lidded bin tucked into the flat dash-top.
The trim presentation is pretty dour, enlivened by some dash-top faux stitching and piano black around the centre console.
Padding on the door armrest and lidded bin are both appreciated. Too often in utes those surfaces are elbow-bruisingly hard.
The 2023 Mazda BT-50 LE comes with a five-star ANCAP rating based on 2022 guidelines.
The LE includes a comprehensive amount of driver assist safety kit. The starting point is autonomous emergency braking (AEB) that operates between 5-160km/h and includes pedestrian and cyclist detection. That teams with adaptive cruise that includes a stop-and-go function, as well as blind spot monitoring, lane keep assist, lane departure warning and prevention, rear cross traffic alert and a secondary collision function that slams on the brakes when the airbag sensors detect a collision.
The BT-50 LE also includes driver attention monitoring, hill descent control and launch assist, roll-over protection, traffic sign recognition and tyre pressure monitoring.
A reversing camera and rear parking sensors are fitted, but there are no front parking sensors. LED headlights are standard, as are front, curtain, centre, and driver’s knee airbags.
There are two ISOFIX and two top tether restraints in the rear seat.
Mazda says the new bull bar has been designed to integrate fully with the safety systems of the BT-50 LE, “ensuring crumple zones, airbag and assistance systems are unhindered”.
There is nothing new in terms of cabin tech between the 2023 Mazda BT-50 LE and the donor XTR.
A 9.0-inch infotainment touch-screen juts from the dashboard through which Apple CarPlay (wireless and USB connection), Android Auto (USB only), Bluetooth phone and audio, DAB+, AM and FM radio sources and satellite navigation are accessed.
The LE’s audio system includes eight speakers, which can be prone to distortion at high volumes.
A 4.2-inch information display is housed between the analogue dials in the instrument cluster and includes a digital speedo.
There are steering wheel-mounted audio controls, and USB connection points are fitted in the front and back seat.
As mentioned, the Mazda BT-50 is the Isuzu D-MAX’s non-identical technical twin. That includes the 3.0-litre four-cylinder turbodiesel that powers the 2023 Mazda BT-50 LE.
Unchanged from any other model in the range, the engine makes 140kW of power at 3600rpm and 450Nm of torque at 1600-2600rpm.
It hooks up exclusively to a six-speed auto in the LE and drives via a part-time four-wheel drive transmission with low range and a locking rear diff.
The engine includes chain-driven double overhead camshafts, four valves per cylinder, common-rail fuel injection, a single variable-geometry turbocharger, a cast-iron block, and aluminium-alloy cylinder head.
There are no on- or off-road modes to tailor the powertrain characteristics to specific driving conditions.
Mazda claims the 2023 BT-50 LE has an average fuel consumption figure of 8.0L/100km. However, our real-world results indicated that is more likely to sit in the mid-to-high nines.
That’s in the ballpark for these types of vehicles, although as we found last year it can steeple higher.
The 2023 Mazda BT-50 LE is a classic ute design: a simple ladder-frame chassis is at its core, combined with double-wishbone front suspension and a live-axle leaf-spring rear-end.
The steering system is an electrically assisted rack and pinion, and the brakes are a front disc/rear drum combination. The latter is starting to look a bit outmoded as other ute makers evolve to an all-disc setup.
Anyone who has spent time in a current BT-50 or D-MAX will find driving the LE is a familiar experience.
The engine is earnest, strong and a bit rough and noisy around the edges. It’s a slow revver, which makes it feel a bit lethargic. But its deep torque reserves of pulling power helps it hold taller gears and chew less fuel.
It melds well with its automatic gearbox to deliver – by ute standards – a pretty smooth experience. The auto can also be commendably proactive, changing down into corners to provide braking support. Manual changing is available by the lever but isn’t really needed.
Similarly, the chassis set-up is competent. Steering is accurate for a ute and even provides some feedback through the wheel. It handles corners in dry conditions without getting too sloppy, slidey and loose.
On greasier bitumen though, there were some wayward moments from the rear-end when left in rear-drive.
Carrying only minimal loads in the tray during our test, the ride was a bit sharp and stiff and there was some agricultural clunks and bangs from the unloaded inside rear wheel in bumpy corners.
Under-floor noise dampening is good, with little gravel and rock spatter seeping through on gravel roads.
To be honest, if the Ford Ranger hadn’t set such a high watermark, then the LE would get better reviews for both its ride and handling. But the Ford has arrived and reset the bar for utes.
As a result, this vehicle feels like the best of the rest, but a generation behind the best.
The LE suffers from the same over-active lane keeping interference as the rest of the BT and D-MAX ranges. Thankfully it’s a simple job to switch it off via a button on the steering wheel.
The LE has the same 3500kg braked towing capacity as most of the BT-50 range. It weighs in at 2111kg, has a 3100kg gross vehicle mass, a 6000kg gross combined mass and a 989kg payload. That compares to the XTR’s 1070kg payload.
The rear box measures 490mm high x 1571mm long x 1531mm wide (1120mm between the arches) and access is via a heavy tailgate that has no dampening and clangs jarringly if not lowered by hand. There are hooks for tie-down points but no lights in the cargo area.
The LE’s sports bar comes without any lights and is mounted on metal plates that protrude into the box in a way that appears to be an afterthought.
With its 4x4 system backed up by low range, a locking rear diff, decent 240mm ground clearance and 800mm wading depth, the 2023 Mazda BT-50 LE is a capable off-road adventurer.
Its gearing and throttle modulation is also helpful in off-road situations.
The question is does the new bull bar help or compromise its abilities? The approach angle for the Thunder (and therefore the LE) is officially given at 25.8 degrees compared to 30 degrees for the standard BT-50 fascia.
However, Mazda argues the practical driving experience is improved because the taper on the bull bar means more clearance when approaching obstacles at an angle. That certainly makes sense when judged via the naked eye.
The standard Bridgestone Duelers are a quality tyre for all-round conditions. But if you want to get serious with your off-road work then you may want to consider upgrading the rubber.
You will also graunch the side steps in the gnarlier stuff as well, so maybe a shift to rock rails would also be recommended.
The 2023 Mazda BT-50 LE doesn’t alter our opinion of the BT-50 as one of the best dual-cab 4x4 utes going around.
The added accessories have some plus and minus points as we’ve mentioned. Personally, I’d rather have the security of a lockable tonneau cover than a sports bar.
If you do fancy the combination of accessories the LE adds to an XTR and want to save a bit of money, then it will appeal.
If it doesn’t, then the standard XTR will be more than adequate. And you’ll have $5k spare change.
| Price: $64,295 (plus on-road costs) |
Transmission: Six-speed automatic |
| Available: Now |
Fuel: 8.0L/100km (ADR Combined) |
| Engine: 3.0-litre four-cylinder turbodiesel |
CO2: 206g/km (ADR Combined) |
| Output: 140kW/450Nm |
Safety rating: Five-star (ANCAP 2022) |
Disclaimer: Images supplied by Carsales.
This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.
By Carsales staff
Nissan is bringing e-Power to the people with confirmation that a new, more affordable version of its cutting-edge hybrid-powered X-Trail will be available in local showrooms later this year.
Less than two months after the launch of the first X-Trail e-Power models, which are initially available only in the top-of-the-range Ti and Ti-L specifications, the Japanese brand has added a third variant based on the mid-range ST-L.
With a starting price of $49,490 (plus on-roads), it will make the company’s innovative range-extending electric drivetrain even more attainable.
In doing so, the ST-L misses out on some of the niceties offered in the Ti and Ti-L models, including a heads-up display, digital instrument cluster, quilted leather trim, a full-length glass sunroof, tri-zone climate control and the larger 12.3-inch widescreen digital infotainment display.
But that doesn’t mean the ST-L e-Power has been stripped back completely, as it comes with a generous list of standard equipment. This includes 18-inch alloy wheels, dual-zone climate control, fake leather trim, LED headlights, eight-way power adjustment for the driver’s seat, and an 8.0-inch infotainment display with DAB+ digital radio, smartphone mirroring for both Apple and Android devices and a six-speaker audio system.
Importantly for families, it retains the full suite of active safety systems, including intelligent cruise control with traffic sign recognition, predictive forward collision warning, lane departure warning and prevention, rear cross traffic alert with automated emergency braking, tyre pressure monitoring, a 360-degree reversing camera and driver attention alert.
No changes have been made to the dual-motor e-POWER set-up, which flips the script compared to a conventional hybrid powertrain. Where a normal hybrid uses an electric motor to assist the internal combustion engine, Nissan’s e-Power configuration uses a pair of electric motors to drive the wheels while a lean-burning, variable compression ratio 1.5-litre three-cylinder turbo-petrol engine acts as an on-board generator to constantly replenish the lightweight, small capacity 2.1kWh battery pack.
The whole system outputs a class-competitive 157kW and offers all-wheel drive as standard, with the claimed fuel consumption pegged at 6.1L/100km on the combined cycle.
“Nissan’s e-POWER technology has been incredibly well received by our customers, and we’re excited to be able to offer this efficient, EV-like drive experience across even more of the X-TRAIL range,” Nissan Australia managing director Adam Paterson said.
“We’ve always said that e-POWER needs to be driven to be believed, and the introduction of the X-TRAIL ST-L e-POWER with e-4ORCE will give even more people the opportunity to do just that.”
The most affordable e-POWER product offered here to date will arrive Down Under in the second half of the year and simultaneously herald the arrival of the first all-paw ST-L five-seat version of the current generation, given all the other ST-Ls are either front-drive five-seaters or AWD seven-seaters.
* Prices exclude on-road costs
Disclaimer: Images supplied by Nissan Australia.
This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.
By Sam Charlwood, carsales.com.au
Mid-sized SUVs are one of the most popular types of vehicles for Australian families. Almost every mainstream car maker has something to offer in this class, but not all are as popular as they should be.
One of those that deserves to have a bigger following is the Skoda Karoq, which hasn’t quite matched the lofty sales heights of rivals like the Toyota RAV4, Mazda CX-5 and Hyundai Tucson.
The Czech brand has attempted to improve that situation with a mid-life facelift that brings a raft of improvements and styling updates.
Let’s see if the claims stack up…
Four years after it was first released, Skoda has made a series of evolutionary changes across its two-model Skoda Karoq range that introduce new features and coincide with moderate price increases.
As such, the range now opens at $43,090 plus on-roads for the entry-level Style and $49,490 (plus ORCs) for the punchier Sportline 4x4.
Even at that money, Skoda Australia claims the updates add more than $4000 of additional value compared to the models they replaced (previously priced from $39,990 and $46,990 drive-away respectively).
Standard equipment on both models include keyless entry and start, rear privacy glass, an eight-speaker sound system, wireless phone charging, dual-zone climate control, virtual cockpit, rear privacy glass, a leather-wrapped steering wheel, removable VarioFlex rear seats, powered tailgate with kick sensor, footwell lighting, rain-sensing wipers and adaptive cruise control.
Infotainment is taken care of by an 8.0-inch centre screen in the base Style variant, offering Apple CarPlay, Android Auto, digital radio, and Bluetooth. It is matched standard to a digital instrument cluster.
Buyers requiring satellite navigation will have to rely on smartphone mirroring on the base model or opt for the $5900 Tech Pack which bundles in a bigger 9.2-inch touch-screen, sat-nav with gesture control, Matrix LED headlights with adaptive high beam.
The Tech Pack also adds automatic parking assist, lane assist, a surround-view camera, traffic jam assist, rear traffic alert, emergency assist and ambient lighting.
The $10,900 Premium Pack, meanwhile, adds leather-appointed seat trim, power adjustment and memory function for the front row, heated front and outboard rear seats, a heat-insulated windscreen, heated steering wheel, paddle shifters and headlight washers.
Then there’s the safety suite. Officially, the Skoda Karoq is armed with a five-star ANCAP safety rating backdated to 2017.
Autonomous emergency braking (AEB), nine airbags and two ISOFIX attachment points in the rear seat are included.
However, upon thumbing through the optional extras brochure it’s clear just how Skoda managed to get to such a competitive price – making items including blind spot monitoring, rear cross-traffic alert and lane keep assist additional cost.
The Karoq is offered with a seven-year/unlimited-kilometre factory warranty, and servicing intervals are spaced every 12 months or 15,000km, whichever comes first.
The Czech brand offers bundled ‘servicing packs’ at the point of purchase in Australia, priced at $1550 over five years.
As it was before, the two Karoq models are largely defined by their drivelines.
The 2022 Skoda Karoq Style driven here is powered by a 1.4-litre turbo-petrol engine (110TSI) developing 110kW/250Nm and bolted to an eight-speed automatic transmission driving just the front wheels.
At the top of the range, there’s the Karoq Sportline 4x4 which has a larger capacity 2.0-litre turbo-petrol engine (140TSI) that channels its 140kW and 320Nm to the road via a seven-speed DSG dual-clutch auto with all-wheel drive and drive mode selection.
The base car notches 0-100km/h in 9.2sec claimed, while the flagship whittles down that time to 7.0sec.
Skoda designates both engines run on minimum 95 RON premium unleaded fuel. The front-driver consumes 6.5L/100km on the official combined cycle, while the all-wheel drive version returns 6.6L/100km.
The Karoq offers a 1500kg braked towing capacity in front-drive form, and 1900kg braked for the Sportline.
The 2022 Skoda Karoq picks up exactly where it left off from a practicality and driveability perspective.
The changes made in terms of design and technology certainly spruce up the mid-size SUV both in terms of its visual appeal and sense of occasion.
Subjectively, we are particularly fond of its restyled front-end; it’s a cleaner, bolder face that is likely to win more widespread praise.
Inside, small changes to the seats and dashboard centre fascia also go a long way in keeping the Karoq up to date with rivals for tech integration and presentation.
Unlike similar products within the Volkswagen group, the Skoda continues to offer conventional switchgear in its centre fascia – and frankly, we reckon it’s a better option.
If you want to use the climate control, you press the button right in front of you, instead of wading through multiple menus on a screen. Clean, simple, legible. It’s easier for everyone.
The Karoq offers moderate outward vision and space is sound in its first row. It gives away a little more in the second row, with the vehicle’s 4.39-metre overall length compromising some rear-seat knee-room compared with segment rivals.
That said, both rows are replete with excellent incidental storage and there are plenty of practical Skoda-isms present, including rubbish bins integrated into the door pockets and, of course, umbrellas.
The base car again features removable seats (dubbed VarioFlex in Skoda-speak). Doing so liberates up to 1810 litres of luggage space, and even with the second-row seats upright there’s still an ample 588 litres to play with – a space further complemented by luggage nets, bag hooks and a space-saver spare tyre underneath.
A small caveat is that the Sportline 4x4 foregoes the VarioFlex seats on account of its 4x4 underpinnings.
On the road, the 2022 Skoda Karoq again lives up to the virtues of the original car launched in 2018.
The 1.4-litre turbo-petrol engine fitted to the Style offers tractable and dependable performance in regular conveyance, with peak torque materialising from a lowly 1500rpm.
The torque-converter automatic transmission fitted to the Style lacks the expediency of VW’s better-known dual-clutch units in shifting, but makes up ground in low-speed amenity, largely avoiding the lurchiness of the 4x4 Sportline.
The Karoq also offers strong real-world efficiency on test, happily matching the claim in a mix of conditions including a lengthy stint on dual carriageway from Sydney to Bathurst.
On the circa two-hour journey, the ride and handling mix feels spot on for most Aussie duties, ably balancing a predictable handling package with well weighted controls and taut chassis reactions through changes in direction.
Ultimately, the base Karoq is a middle-ground balance for its ride and handling and won’t strike enthusiasts as particularly awe-inspiring.
But at least Skoda gives you the option of the sportier and more athletic 4x4 Sportline.
The incremental changes made to 2022 Skoda Karoq are greater than the sum of their individual parts and make overall improvements in all the right areas.
The caveat to that is probably the lengthy optional extras list, which asks for more in order to get to the specification you’re really after.
Otherwise, the Karoq offers broad appeal and practicality, and a drive experience that still stands up strongly among its peers.
| Price: $42,990 (drive-away) |
Transmission: Eight-speed automatic |
| Available: Now |
Fuel: 6.5L/100km (ADR Combined) |
| Engine: 1.4-litre four-cylinder turbo-petrol |
CO2: 147g/km (ADR Combined) |
| Output: 110kW/250Nm |
Safety rating: Five-star (ANCAP 2017) |
Disclaimer: Images supplied by Skoda Australia.
This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.
By Carsales staff
The numbers keep stacking up for Polestar, with the Sino-Swedish all-electric car maker revealing its latest model, the Polestar 4, at the Shanghai Motor Show earlier this year.
Set to arrive in Australia – and join the existing Polestar 2 sedan and upcoming Polestar 3 SUV – the Polestar 4 brings a new body style to the range with its high-riding, coupe-like design.
Aimed directly at the country’s most popular electric-powered soft roader, the Tesla Model Y, the Polestar 4 casts a sleeker silhouette, measuring 4839mm long and 2139mm tall (making it both longer and wider than the Tesla) while its roofline is 80mm lower.
The Geely-owned Swedish brand has also revealed an “indicative” launch price of €60,000 ($A98,310), which is about mid-way between the starting prices of the Polestar 2 ($63,900) and Polestar 3 ($132,900), but a lot more than the Model Y ($69,300).
Borrowing design cues first seen on the Polestar Precept concept and brandishing a drag coefficient of just 0.269Cd, the Polestar 4 flaunts the brand’s new signature dual-blade headlights and full-width lighting signature across its rear-end.
The Polestar 4 will be the most crucial new model launched within the brand’s expanding model range over the next few years, given it will square up against higher end variants of the Model Y, as well as Hyundai IONIQ 5 and Kia EV6 variants – three of the most in-demand EVs globally right now.
Just like its rivals, the Polestar 4 will be offered with the choice of a single- or dual-motor drivetrains, each powered by a big 102kWh lithium-ion battery.
The configurations will create two different variants – the Long Range Single Motor and Long Range Dual Motor, the former of which will cover up to 600km on a single charge, says Polestar.
The single permanent magnet synchronous motor is mounted to the rear axle and produces 200kW of power and a modest 343Nm of torque, resulting in a claimed 0-100km/h time of 7.4 seconds and a top speed of 180km/h.
Most of those numbers are either doubled or halved when referring to the dual-motor powertrain because the front motor is identical to the rear, meaning the flagship Polestar 4 produces 400kW/686Nm and stops the 0-100km/h clock in 3.8 seconds, making it about as quick as the Model Y Performance.
With the extra power comes greater energy consumption, which reduces the driving range to a still decent 560km (WLTP). But the Dual Motor model will offset that with an added element of comfort as it will be fitted with adaptive dampers as standard equipment.
The 400V electrical architecture of the SEA platform under the Polestar 4’s slinky body means it can only be charged at up to 200kW when hooked up to a DC fast charger. However, Polestar claims the battery can be replenished from five to 80 per cent capacity in 32 minutes.
Inside, the cabin is just as striking as the exterior with its minimalist design contrasted by an array of digital screens, including a large-format 15.4-inch infotainment display, a 10.2-inch instrument cluster and a 14.7 head-up projection.
While exact specifications have yet to be finalised for Australian models, other highlights include a virtual rear-view mirror, full glass roof, 20-inch alloy wheels, eco-friendly cabin materials, a 15-litre frunk, Pirelli P Zero tyres, Apple CarPlay, over-the-air updates, reclining rear seats, rear entertainment and HVAC controls and adjustable ambient lighting.
Even more style, gear and driver aids will be available via optional Plus, Performance, Pilot and Nappa equipment packs.
Being an SUV, it shouldn’t come as much of a surprise to find there’s 500 litres of cargo volume behind the Polestar 4’s rear seats and up to 1536L with the second row folded flat.
Braked towing capacities are rated at 1500kg for the single-motor version and 2000kg for the dual-motor, but each has a tow ball limit of only 100kg.
A dozen cameras, one radar and 12 ultrasonic sensors are fitted to the Polestar 4 as standard, along with a driver monitoring system featuring eye-tracking and attention warning.
“With Polestar 4 we have taken a fundamental new approach to SUV coupe design,” said Polestar CEO Thomas Ingenlath.
“Rather than simply modifying an existing SUV, giving it a faster roofline and as a result, compromising elements like rear headroom and comfort, we have designed Polestar 4 from the ground up as a new breed of SUV coupé that celebrates rear occupant comfort and experience.”
Disclaimer: Images supplied by Polestar.
This article was prepared by an independent author. The information contained in this article represents the views and opinions of the original author, and is based on research carried out by the original author. The appearance of the article on Maxxia's website does not constitute an endorsement of its content by Maxxia in any way. The article has been made available for informational purposes only and should not be taken as advice. While all reasonable care has been taken to ensure that the statements made by the original author in the article are fair and accurate, Maxxia does not guarantee or warrant the accuracy or completeness of this information and will not be liable for, or in connection with, any loss or damage suffered as a result of any inaccuracies, errors or omissions or your reliance on this information. You should independently research and verify information before making any decision in respect of a vehicle.
