Porsche has effectively righted wrongs on the near-perfect 718 Cayman GT4 and Spyder after announcing they are now available to order with a PDK transmission.
The press has levelled criticism at the two models’ six-speed manual transmission for extremely long gearing that runs first to 84km/h and second to 137km/h. But this news all but confirms 911 chief Frank-Steffan Walliser’s previous comments that a fix was on its way.
The PDK transmission fits seven gears behind each variant’s 4.0-litre flat six that produces 309kW. Torque has also increased on the PDK equipped GT variants from 420Nm to what we understand is 430Nm. As a result, each model can now accelerate to 100km/h from rest in 3.9 seconds – slashing 0.5 seconds from the manual versions’ sprints. The run to 200km/h now takes 0.4sec less, at 13.4sec.
Porsche says seventh gear is shorter as well while a GT3-inspired gear lever indicates the PDK lives below. On top of this, Porsche has used this opportunity to engineer new locking values into the transaxle’s rear mechanical LSD, saying they have been increased under traction and overrun respectively from 22 and 27 per cent to 30 and 37.
But the GT variants won’t be the only cars benefitting from this new powertrain. The 718 Cayman and Boxster GTS 4.0 that also employ a 4.0-litre flat six in detuned spec welcome the option for a PDK transmission. Sporting 294kW/420Nm they are pegged to hit 100km/h in 4.0 seconds and 200km/h in 13.7 from rest with a PDK, both 0.4sec improvements. Sport Chrono, and therefore launch control, is included as standard.
Both variant lines will debut the PDK transmission in 2021 spec. Other changes in the 718’s new model year include a Race-Tex material replacing Alcantara, said to be a common race seat covering, while the GTS line’s Python Green is now available on either GT variants. The Spyder also welcomes the GT4’s Arum design 20-inch wheels.
The PDK will be offered as a $5990 option on GTS variants and $5090 option on the GT variants while pricing on the manual models do not change.
One of the hurdles facing electric vehicle sales in Australia is the perception that their fully charged range isn’t generous enough to drive around in this big country of ours.
That might be true for the occasional interstate trip, but Australian Bureau of Statistics figures reveal that fully electric and plug-in hybrid vehicles have more than enough juice in their batteries for most people’s day-to-day driving.
The figures, compiled from the 2016 Census, show most Australians travel less than 20km to get to work, with 79 percent of them making the journey by private car.
The longest commute was for people who lived outside Perth, as you’d expect in Australia’s biggest state, though even out west the average distance was just 20km.
Queenslanders commute on average 16.4km, but that number decreased for Brisbane residents whose 15.4km trip to work matched that of their Melbourne and Sydney colleagues.
EV sales, which include plug-in hybrids tripled in 2019 compared to the previous year, yet of the 1.06 million cars sold here in 2019 they only accounted for 6718 sales, including the Kona Electric, with its all-electric 449 km range, and Tesla Model S and Model X, which can travel between 417 and 613km depending on variant.
Even if you allow for a reduction in the ultimate range from cranking up the air-con on a hot day, that’s more than enough battery power for the average person to drive to and from work and do other things for a full week, before worrying about their next charge; which can be done overnight.
Sadly though, even as we overcome some hurdles to EV ownership such as cost, charging infrastructure and charging times, it won’t necessarily make that trip to work any easier, with roads becoming more clogged due to the widening gulf between people driving to work and using public transport.
Sydney had the best ratio between the two in 2016, with around 24 percent of people using public transport compared to about 60 percent who drive. In Melbourne, just 20 percent of people used public transport though it will be interesting to see how the ratios change during the so-called COVID normal in 2021.
More people are expected to shun public transport for fear of infection, however, there will be many people who will continue with flexible working arrangements applied during lockdown, which could help ease congestion and see the average commuting distance drop even further.
Manhart’s engineers don’t understand physics, it seems, and have decided to do their best to defy the whole concept.
That could be why the new Manhart TR 850, a tuned Porsche 991.2 911 Turbo S, is said to be capable of hitting 200km/h in just 4.9 seconds. That’s faster than most cars will hit half that pace.
The standard 991.2, or previous-gen, Porsche 911 Turbo S is an impressive thing, with 427kW and 750Nm, a proven 2.9sec to 100km/h and 10.7 quarter mile (driven by MOTOR), and a PCOTY title under its belt.
Of course, we know Manhart best for its work on Bimmers, but the company recently turned to the 911 Turbo S to have a crack at Porsche’s cracking… er, car.
Thus, 625kW and 1090Nm, claims of 0-100km/h in 2.4 seconds, 200 in 4.9, and a top of 330km/h.
“In order to generate this power explosion… the Manhart technicians carried out extensive upgrades to the biturbo charging of the 3.8-liter boxer engine,” says a press release from the German tuner.
“Thus, the two VTG turbochargers were optimized for greater charging efficiency. A Manhart intercooler by CSF, as well as an IPD aluminium intake system, including a BMC sports air filter are used to further increase the efficiency of the turbocharging and perfect the fresh air supply.”
On its 21-inch (9-inch fronts, 12-inch wide rears) Levella wheels, Michelin Pilot Sport 4 S tyres measure 255/30ZR21 on the front and 325/25ZR21 at the rears. It also sits on 30mm-lowered H&R springs for a more aggressive stance.
Manhart has partnered dealers in Melbourne, Sydney, and Brisbane, and we’d suggest contacting them for pricing instead of attempting currency conversions and estimating shipping and fitting of parts!
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A car broker works in the same way as a mortgage broker who looks for the lowest interest rates, though a car broker’s job is to help you buy a car for the best possible price.
The car broker acts as the middle man between the car seller and buyer, and the service becomes especially handy (and is best known for) when looking for a unique or rare car. However, they can be used across all car sales.
Even so, car brokering is somewhat unknown to the public, but its ability to guide a buyer through the buying process shouldn’t be discounted for even the most mundane of car purchases.
What services does a car broker offer?
In general circumstance, car brokers are usually tasked with finding a specific type of car for a client. After being commissioned, they’ll tap into their wide-ranging database of dealers and wholesalers to look around for the car at the right price.
Not only is it convenient for the car buyer who barely has to lift a finger, it’s also quicker having someone do the running around for you who can utilise existing relationships to procure a car.
Car brokers are often associated with ‘fleet pricing’ which sounds enticing, but in reality it’s a little more complicated than that.
Part of their job is the negotiation phase in which they exploit their repeat business, which is a tool used to screw down the price, rather than buying in bulk. Another benefit is they spare you the responsibility and hassle of finding the right car and haggling for a good deal.
A car broker is only as good as their connections, which could lead to further discounts on things like insurance, servicing, finance and roadside assistance.
Do car brokers save you money?
Much of a car broker’s results depend on the type of deal they’re brokering, but in most cases they can save you money on a new car purchase – frequently measured in the thousands of dollars.
They can also work out deals that save money on accessories, options or add-ons which are indirect savings to a buyer.
They often use their negotiation skills to pit wholesalers and dealers head to head in a price battle, which ultimately means a lower price for the end buyer.
How much does a car broker charge?
A broker’s commission is typically built into the price of the car they secure, or paid by the vendor itself. This means you’re unlikely to ever see a bill from a car broker.
That said, their services aren’t free and can charge between $250 and $1000 for a single procurement. Sometimes they charge on a percentage basis, and prices can be even higher for valuable cars.
It’s best not to get caught up in what a broker charges, as long as the overall price of the car is less than you would find in a dealership.
Is it worth using a car broker?
A car broker is like any other service in the free market. They serve a purpose and can often save you both time and money. But a lot of the equation rests upon personal preference and whether you think you could get a better deal yourself.
While a broker might go off and find you a car, in some circumstances this can mean a ‘sight unseen’ buy without you actually being able to inspect it yourself – especially if the car comes from interstate.
The performance of a car broker can also be hard to judge, they won’t give you a scorecard to show how they’ve done – leaving you to wonder if you could have negotiated a better deal yourself.
Despite sounding like a whimsical instrument used by small children to drive their parents insane, Gazoo is arguably one of the most important names in the motoring world.
Don’t know what Gazoo is? You should. It is the name for Toyota’s racing and performance road car division, and it is on an absolute tear at the moment.
The literal meaning of Gazoo doesn’t really matter (it is derived from the Japanese word ‘gazo’, meaning ‘picture’ or ‘image’, if you care), but you can think of it as Toyota’s answer to the likes of Mercedes-AMG, BMW M Division, and Audi’s RS sub brand.
Put simply, if it goes, stops, or turns like a demon, it is worthy of the Gazoo name.
Initially, the name was used for Toyota’s global motorsport efforts in the World Rally Championship, Dakar, and World Endurance Championship, which became known as Gazoo Racing.
Gazoo Racing was then abbreviated to GR, and used as a badge for Toyota’s new performance road cars – which it is using to rejuvenate its somewhat stale public perception.
The TRD of old is dead, with Gazoo Racing rising from its ashes better, faster, and more serious than ever.
For Australians, Gazoo got off the ground with the GR Supra, which will shortly be joined by the GR Yaris (an all-wheel drive, turbocharged, manual hot hatch made to honour the forest-terrorising WRC cars).
Toyota Australia is eager to get GR models into the country as a matter of priority, with our market’s appetite for performance models well known.
It is expected GR versions of the Hilux and Corolla are nearing production.
To be worthy of the GR badge, a couple criteria have to be met. Firstly, there needs to be genuine performance enhancements – these aren’t sticker and wheel packs.
Ergo, it’s likely that a GR Hilux would entail beefed up suspension inspired by the Dakar-winning race truck, along with a more powerful powertrain.
Similarly, the GR Corolla is likely to be a turbocharged hot hatch that will pose a serious threat to the likes of the Golf GTI and Civic Type R.
Secondly, Toyota will aim to maintain some sort of motorsport link with future GR models, though a model won’t necessarily have to have competition pedigree to be given the Gazoo treatment.
Think of GR models as a progressive spin on the homologation specials of yesteryear – modern motorsport rulebooks means the mechanical symmetry between race and road cars is often lacking, but Toyota is keeping that spirit alive.
The Hilux races at Dakar, the Yaris on the world’s rally stages, and the Corolla is entered in the door-smashing British Touring Car Championship.
A flagship LMP1-prototype based GR Super Sport is also slated for production, with the road-going hypercar set to use the same 735kW twin-turbo hybrid V6 powertrain as the TS050 Le Mans race car.
Sitting below the dedicated GR models will be GR Sport variants, which have a lighter touch. These are more akin to the AMG-line and M-line treatments offered by Mercedes-Benz and BMW.
GR Sport badges will be used to denote regular models that have been given a Gazoo Racing aesthetic tweaks, as well as some slight mechanical changes like larger wheels or sportier rubber.
Finally, placed above GR models are those badged as GRMN (standing for Gazoo Racing Masters of Nurburgring)
In the future the GRMN badge will be used on GR models that have been focused and refined an additional few percent. These are the vehicles for the real hardcore fanatics.
GRMN can be though of much like a CS M model – ever so slightly lighter, harder, and more hunkered down.
A GRMN model hasn’t been revealed to the world for some time now, and don’t hold your breath to see any in Australia in the immediate future.
Legendary drift star Daigo Saito’s new car is a Toyota Yaris. There’s something you didn’t think we’d ever say if you thought about it a couple of years ago.
Of course, now that the Toyota GR Yaris exists, that’s a little less surprising. And this one in particular is quite wild. It’s been converted to rear-wheel drive (of course), powered by a 2JZ, and has around 735kW.
Not your nan’s Yaris, etc.
Saito’s 2JZ under the bonnet does of course have a Garret GTX4294R turbocharger roughly 15 per cent larger than the size of a human head, or so a photo posted by the drifter would have us believe.
The result is, as mentioned, a hecking lot of power, 1000PS as Saito states it.
The Yaris will join a host of other Toyotas in Saito’s past and present whips, including a GR Supra and an 86 formerly from the Australian Toyota 86 racing series.The Yaris’ bodykit comes courtesy of Kei Miura’s Pandem brand, sibling company to Rocket Bunny under his company TRA Kyoto.
Miura posted photos of the kit in white on his own Instagram account, suggesting it will eventually be available to the general public and not just drifting heroes.
Saito’s new Yaris isn’t the first time an otherwise relatively pedestrian hatchback has been turned into a drift beast for international competition, as Papadakis Racing in the US previously created a Toyota Corolla iM for Formula D star Fredric Aasbo.
It would be tempting to book back-to-back supercars and opulent luxury limousines and make WhichCar an endless parade of expensive, fast and stunning machines, but that’s not what this series is about. Instead, we try to bring a broad spread of everything you’ll find on the street and in the showroom and, yes, that does sometimes include the ridiculous.
But we almost got to the end of season two without acknowledging one of the automotive world’s most unsung heroes – the hot hatch. With their sensible hatchback origins and practical features, these giant-slaying hatchbacks often fly below the radar and only reveal their, at times, incredible potential when you jump behind the wheel.
So that’s what this special was all about – singing the praises of one of our favourite classes of car, demonstrating how versatile they can be, and having a whole lot of fun in the process.
The episode opens with a drag race between Porsche’s venerable 911 and Mercedes-AMG’s new A45 S to illustrate how potent the hot-hatch has become. While the 911 beats the Merc by a whisker, if you watch carefully, the result could have been quite different.
At the start, Alex manages a slightly better start than Andy which, at the other end of the Heathcote race way might have been the difference between victory and defeat. Something tells me we are going to need a rematch.
Some of the other segments for this episode were filmed at one of our favourite venues – the Bryant Park Hill Climb circuit in the Haunted Hills. It might only be a relatively short and narrow track, but it is a veritable pocket-rocket playground.
Before filming could start each day however, one of the first duties was to round up the cows that had escaped from surrounding fields and ask them nicely to leave.
Although you only get to see a handful of cars on track, the i30 N and Golf R were actually part of a massive 12-car line up to find an affordable high-performance hero.
For the Hyundai’s road loop though, we took it to Arthur’s Seat Road – a wonderful ribbon of tarmac known to driving enthusiasts and sightseers alike for its combination of involving twists and turns, to a backdrop of stunning views over Port Phillip Bay.
And for the spots in between the segments Hyundai generously lent us more hardware – not just another example of its i30 N but the forecourt in front of its Sydney headquarters to set up our group hatchback shots.
In addition to the Hyundai, our group shots consisted of an Audi RS3, while the current-generation Renault Megane RS was joined by a 2007 example of the first generation for historical context. This particular R26 example had been race prepared to compete in road rallies and has enjoyed significant success including Targa events. The hot hatch really is the do-it-all high-performance car.
What stands out?
The Toyota Yaris hatch is easy to drive and park in an urban environment and has an enviable reputation for reliability. The fourth-generation model is one of the most advanced light hatchbacks in terms of active safety technology. The Yaris has hybrid versions that are among the most affordable electrified vehicles on the Australian market.
There is also hot hatch version called the GR Yaris, which is not included in this review.
What might bug me?
Having to save or borrow more to buy a new Yaris. This model has class-leading standard equipment levels, but that all comes at a price which takes entry-level pricing well beyond $20,000.
What body styles are there?
Five-door hatchback only.The Toyota Yaris drives its front wheels, and it is classed as a light car, lower priced.
What features does every Toyota Yaris have?
The fourth-generation Yaris is brimming with standard features that include:
- 8.0-inch touchscreen infotainment system with reversing camera and Apple CarPlay and Android Auto and myToyota app, and Bluetooth phone connectivity with enhanced voice recognition.
- AM/FM/digital (DAB+) radio and six-speaker audio.
- Enhanced voice recognition.
- Eight airbags – Driver, front passenger, two front centre, two front side, two curtain shield.
- Toyota Pre-collision safety system (autonomous emergency braking) with pedestrian, day and night-time detection and cyclist, day-time detection.
- Adaptive cruise control.
- Lane-keeping assist, road-sign assist, Intersection turn assistance, which alerts you of someone is on the road you’re turning into.
- Tilt and telescopic steering column.
- Rear seat-belt reminder.
- Air-conditioning.
- Temporary space-saver spare wheel.
- Auto high beam.
- LED daytime running lamps.
- LED tail, stop lamp.
- Auto retractable door mirrors.
- Shark fin antenna.
- Hill-start assist control.
Which engine uses least fuel, and why wouldn’t I choose it?
The Yaris Ascent Sport only comes with the petrol engine with a choice of manual or automatic transmission. The SX and ZR versions come with either the petrol or hybrid powertrains with CVT auto.
The 1.5-litre petrol/electric hybrid can run a very short distance on electric power alone which takes its official urban-cycle fuel economy rating to 2.8 litres/100km.
One reason you might not want the hybrid is you want to pay about less for a petrol Yaris SX or ZR.
The 1.5-litre, three-cylinder petrol versions use a still-frugal 4.9-litres/100km with the CVT auto.
With the six-speed manual gearbox that’s available with the Yaris Ascent Sport, the same engine consumes 5.5-litres/100km.
While each powertrain has the same engine at their core, the hybrid is a little perkier because of the additional boost from the electric motor.
What key features do I get if I spend more?
The least costly Yaris, the Ascent Sport, comes with the 1.5-litre petrol engine and six-speed manual gearbox as standard, 15-inch steel wheels with plastic trim, manually controlled air-conditioning, and cloth-covered seats. Spending an additional $1500 brings the CVT automatic.
Spending more on the Yaris SX brings the CVT auto as standard and an option to upgrade to the Hybrid powertrain. You also get:
- In-built Satellite navigation with SUNA live traffic, speed-limit display and warnings.
- Climate control air-conditioning that lets you set a temperature.
- Keyless smart entry and start.
- Digital gauges.
- Soft-touch instrument panel.
- Leather-accented steering wheel.
- 15-inch alloy wheels.
- LED headlamps and indicators.
- LED rear combination lamps.
- Privacy glass.
- Silver trim highlights.
- 16-inch alloy wheels.
- Rear spoiler.
- Head-up display.
- Sports front seats.
- Blind-spot monitor.
- Parking sensors and low-speed auto braking.
- Paddle shifters (not on hybrid).
- Embossed & Y-printed seat fabric
Does any upgrade have a down side?
How comfortable is the Yaris?
The new Yaris has a 40mm-longer wheelbase than the previous model, but legroom in back can be tight for adults sitting behind an average-sized driver.
It’s much better up front, where the seats are generously sized and there’s good shoulder room ample. The driving position is good too, even for taller drivers, thanks to decent seat travel and plenty of wheel adjustment.
This SX and ZR specs have a digital instrument cluster, which puts the drive mode and power meter in one circular pod, road speed in the one opposite, and multiple pages of configurable info in the centre.
The ZR also has a head-up display, however it’s almost invisible once if you’re wearing polarised sunglasses.
Ride comfort at speed feels tame, meaning no queasy motion over undulations, though it’s a little firm at the around-town speeds. And things can get a little noisy in the cabin on windy days or on coarse-chip roads.
What about safety in a Yaris?
Every Yaris comes with stability control, eight airbags and a reversing camera. An emergency brake signal flashes the brake lights during heavy braking, helping other drivers notice you’re stopping sharply.
There are two airbags directly in front of the driver and front passenger; and two between the driver and front passenger in the seat bolsters, two on each side at the front and a curtain airbag on each side protecting the heads of front and rear passengers from side impacts.
All Yaris versions come with an active safety suite called Toyota Safety Sense. It comprises autonomous emergency braking that can detect pedestrians, day and night and cyclists during the day.
Other standard active safety features include lane-keeping assist, road-sign assist and intersection turn assistance, which alerts you of someone is on the road you’re turning into.
The Yaris ZX adds blind-spot monitor and rear parking sensors that will automatically stop the Yaris if it is about to someone or something while slowly reversing.
The headlights in all versions have a self-dipping function switches them to low beam automatically to avoid dazzling oncoming drivers or people you’re following. It returns to high beam when that’s safe.
The Australasian New Car Assessment Program (ANCAP) has yet to review the 2020 Toyota Yaris.
I like driving – will I enjoy this car?
So far we’ve only had an opportunity to test drive the hybrid version.
Like other Toyota hybrid models there’s that pleasant, seamless, near-silent EV take-off. But it’s only sustainable for a few car lengths and jogging pace before the engine is required, which joins the propulsion effort with a small tremor of vibration.
There’s sufficient torque from both the electric motor and the petrol engine that you don’t need big throttle inputs to feel nimble and eager in urban traffic.
But jump on a motorway and the engine is actually pretty vocal and not very quick when asked to deliver such as when overtaking. Expect less oomph with the standard petrol powertrain.
On a more positive note, the new Yaris does have a real sense of maturity and confidence in its surefootedness at motorway speeds, feeling massively removed from its flighty, fidgety predecessor.
The steering, which is super light and direct at low speed, firms up nicely to be resolutely slack-free and attentive.
How is life in the rear seats?
It’s a light hatch but rear legroom is ok as long as the front seat occupants aren’t too tall.
For all the features it’s a shame Toyota has skimped on USB sockets, sear pockets and a fold-down armrest. There are no rear air-vents either but that’s not as much an issue in smaller cars.
As with most cars these days there are two ISOFIX child-seat anchor points and the three top tethers.
How is it for carrying stuff?
The 270-litre boot space is 16-litres less than the previous model but still more than 50-litres bigger than the Corolla.The cargo area incorporates a two-level deck board. Larger items can be accommodated with a 60:40 split-fold rear seat back.
Where is the Yaris made?
The Toyota Yaris is built in Japan.
What might I miss that similar aged cars have?
Not much, such are the equipment levels in the fourth-generation Yaris.
Perhaps a punchy turbocharged engine as available in the Volkswagen Polo and Suzuki Swift.
More boot space. The Kia Rio, Polo and Honda Jazz all carry more than 300-litres. The Jazz also has rear seats that can be folded different ways for more flexible carrying options.
A sedan version as available with the Mazda 2.
I like this car, but I can’t choose which version. Can you help?
The Toyota Yaris SX Hybrid is our pick of the line-up. It has the more responsive and ultra-economical 1.5-litre hybrid power powertrain and most much of the features also found in the ZR. It’s also one of the most affordable hybrid cars in the market.
How old is the Yaris? Are there plans to update it soon?
The fourth-generation Toyota Yaris arrived in September 2020. Don’t expect an update until the second half of 2022.
The GR Yaris hot hatch (below), which is not included in this review, arrived a couple of weeks after the standard versions.
We all get swept up in things like features, performance and how fast it goes when buying a new car, but the single most important aspect – that often goes under-appreciated – is safety.
Paradoxically, it’s the one feature of your car that you never want to use, but thankfully we can rely on independent research from the Australian New Car Assessment Program (ANCAP) to determine just how safe each car is.
It keeps drivers up-to-date with information on the level of protection provided if vehicles were involved in a serious crash. All cars are given scores which is then turned into a star rating from one to five, with one being the lowest.
In the last year alone, ANCAP crash tested over 150 cars in the name of safety, and on average each test costs a whopping $650,000 dollars to produce a single ANCAP safety rating. Almost all cars on sale today each have their own ANCAP safety rating, so if you’re unsure on what yours is let’s get you up to speed.
Safest affordable cars for new drivers
If the marketing departments of car manufacturers are doing their jobs, you should already know how safe your car is. But fear not if you don’t, there are steps you can take to find out.
One of the simplest ways to check is to visit the www.howsafeisyourcar.com.au website and plug in your details into the fields. Whether you’re looking for data on a car you already own or for information on one you’re considering buying, you can search up the make and model or even put in your registration details and it’ll find your car for you. If there’s crash test data on file you’ll be presented with how your car did and given a safety rating out of five stars.
It’s rare for new cars to score below five stars, and just because your car says it was rated five stars five years ago, doesn’t mean it’s necessarily rated five stars today. The tests change all the time as new safety features become available and cars are judged accordingly.
Cast your mind to the mid-1980s, if you can… Pseudo Echo and INXS ruled the charts, interest rates were sky high and Kylie Minogue was dating Jason Donovan.
And in 1985, a red Holden Torana GTR was traded in at Aberline Ford in Wyalong, a tiny country town in the middle of NSW.
After the straight-six coupe was traded in on a new Ford Falcon, the Tangerine orange Torrie sat in the storage area for the next 35 years, unloved, uncovered and unsold. The odometer shows 86,000km.
Now, as part of a job lot of cars, signage, workshop tools and manuals that’s going up for auction, the LJ Torana GTR is expected to attract a lot of interest, not least because of its almost-unmolested condition.
Pics from auction house Burns & Co show that the GTR appears to be in tip-top shape, thanks in no small part to its distance from the coast. Didn’t your dad always tell you country cars were the best?
Its long-grain black vinyl interior presents well, and once the three decades of dust are blown away and some missing parts are replaced, the Torana should come up perfectly.
The four-speed manual GTR making 101kW wasn’t the fire-breathing XU-1 that Peter Brock thrashed to victory around Bathurst in early 1970s. In the mid-80s, cars like this GTR were not the highly-valued collectors items they are today – they were instead prime candidates for modification or used as the basis for XU-1 replicas builds.
In fact, its trade-in price probably would have been less than $1000.
Now? The tidy Torana – non-factory 12-slot mag wheels and all – will likely fetch a handsome sum.
Will it attract telephone number-type bids? It’s hard to say, but we’d guess somewhere in the region of $80,000-$100,000 isn’t out of the realms of possibility.
