Mortgage the house, there’s a 1970 XY GT Falcon up for sale at Shannons Spring Auction this month that’s going under the hammer with no reserve.

The two-owner yellow-ochre GT has spent the latter part of its life in storage and is expected to sell between $80,000 and $100,000 when it hits the stand on September 19.

Built in November 1970, it has four-speed gearbox mated to a Cleveland 351V8 engine that’s fed by a dealer-fitted long-range fuel tank.

Its black leather interior has been very well looked after and is enhanced by a wind-back sunroof, just in case you need even more cruising pleasure.

Shannons’ Michael Browning says it’s in great shape despite never having been a show car, hence it’s one obvious blemish – the battery acid spilled in the engine bay, which was common in GTs due to the amount of heat the big 351s generated under the hood.

While it’s not a GTHO which have fetched prices well into six figures, this is still a very “bankable” car, according to Unique Cars Magazine editor Guy Allen, who says any reasonable price would be an investment.

“If you couldn’t get mid $100,000s in a few years I’d be very surprised,” he said, adding that it would also provide plenty of enjoyment.

The XY GT will be sold unregistered but comes with Victorian registration papers dating back to 1977 and the Roadworthy certificate from when the current owner purchased in July 1977 showing the original registration number as LBX -684.

Starting life in 1970 as a six-cylinder Ford XY Falcon with a sunroof, the car was stripped back to a bare shell and then rebuilt as an XW GT, with red paintwork and a fresh black interior featuring a GT dash and steering wheel. It has a Cleveland 351 V8 donk under the bonnet and a three-speed auto transmission.

For Holden lovers, there’s a restored 1970 Holden HG Monaro GTS 186S Coupe expected to sell for $70,000 to $80,000.

And for the price of a new small car you might be able to score and a purple 1977 HX Holden V8 ute going up for no reserve and expected to fetch $15,000 to $20,000.

The all-important 2018 Mazda CX-5 is edging closer, with new clothes and massive strides forward in refinement.

BEHOLD the clearest shots yet of the second-generation Mazda CX-5, sprung in camouflaged prototype guise undergoing final testing near the company’s European headquarters in Germany.

Expected to hit the world stage at the Los Angeles Auto Show in November, the redesigned medium-sized SUV from Japan is set to land in Australia around the middle of next year to take on a whole slew of equally fresh Euros like the Volkswagen Tiguan and Renault Koleos, as well as the upcoming next-gen Subaru Forester, Toyota RAV4, Honda CR-V, and Mitsubishi Outlander.

Among the stand-out details are sharper headlights and grille treatments, deeper side windows for better vision, a more pronounced rear hip line, sleeker tail-lights, and a tailgate featuring a similar concave surface treatment to its big seven-seat SUV sibling. Inside, we’re hoping for a classier cabin with palpably higher quality materials.

While the new KF-series CX-5 will be a development of the existing KE model’s SkyActiv platform architecture that also underpins the latest Mazda CX-9, the latter will also donate much of its chassis advancements, including the thicker gauge steel and significantly increased sound-deadening measures, to help quell the noise/vibration/harshness issues afflicting the outgoing model.

We remain hopeful of seeing the CX-9’s strident 2.5 turbo in higher-end versions, though Mazda has refused to confirm or deny such a move. Did somebody say CX-5 MPS? Rumours also suggest that an eight-speed automatic may usurp the six-speeder, but that may occur later on in the SUV’s lifecycle. Of course, Mazda’s G-force Vectoring Control tech for more linear steering and handling is certain to be included.

Pricing will definitely start under the $30,000 mark for the base front-driver, streaking past the mid-$50,000 point in the diesel AWD flagship.

Stay tuned. We’ll keep you posted as more developments unfold.

Have spy pics of your own? We’d love to see them. Just email them to [email protected]

Cops confirm Ken Block’s Gymkhana 9 could have been filmed on streets of Sydney.

THE NSW Police have responded to comments requested by Wheels regarding the report Ken Block’s Gymkhana 9 could have been filmed in the Sydney Central Business District.

Wheels asked NSW Police to confirm:

• An approach to film Gymkhana 9 in Australia
• The locations requested, and the length of access needed to produce the video
• The reasons behind NSW Police’s decision to not offer support for the film to be made here
• If the film’s producers offered to provide an anti-hooning public service announcement in return for gaining permission to film Gymkhana 9 here

“A private company did apply to the NSW Government to film an event in Sydney,” the statement said.

“Following discussions the company later withdrew their application.

“For commercial-in-confidence reasons it is not appropriate to discuss the matter further.”

Matt Tuccillo from Hoonigan told Jalopnik: “The police down there [Australia] started to make things difficult with the permitting process for the locations we were trying to secure, both public and private.”

“Apparently we were going to be ‘bad’ for Australia and as we got closer and closer to filming we started to lose more and more locations that we had secured, ultimately forcing us to abandon the concept.”

The news that Ken Block was turned away from filming on Australian shores caused outrage on social media, with many pointing to the potential tourism benefits of having Gymkhana 9 filmed Down Under.

“Gee we are so weak minded here in Australia. Grow up NSW police and coppers in general. Not everyone that views these videos is a so called hoon. It’s only the small minority that wrecks it for the rest of us,” one user wrote.

To see what we missed out on, watch the final Gymkhana 9, filmed in the USA below.

Citroen has created a fantastic online showroom that details almost every car in its stable … since 1919!

Citroen Origins is a nicely illustrated repository of the French carmaker’s products, starting with a home screen filled with thumbnails of 56 vehicles, from the 1919 10 HP Type A to the 2016 Citroen C3.

Click on a car, van or racer and you’ll see some basic specifications and an invitation to click on the Discovery button to learn more.

A highlight is the 360-degree views where you can view the car on a turntable and go inside to have a look at the interior.

This virtual museum is not just a visual feast – you can even hear individual sounds of each vehicle such as their horn, indicator, door and park brake, and click on a virtual key to hear the engine start and rev. It even plays era-appropriate music for each car.

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Scroll down to read the vehicle’s story, showroom specs and details and picture gallery. There’s also an Interesting Facts section showing publicity info, brochures, TV ads and concept models.

And if that wasn’t enough, you can check out different versions of each car and also their family tree which details the evolution through previous and subsequent models.

Other features include nicely produced scroll down stories about company founder Andre Citroen, The Citroen Comfort philosophy and an evolution of the company’s deux-chevron logo.

There are some cars missing however, such as the iconic DS and the SM, though Citroën says more cars will be added over time.

The Citroen Originals site is mobile friendly but does look much better on a big screen.

If only every carmaker had a website like this.

First published in the February 1993 issue of Wheels magazine, Australia’s best car mag since 1953.

Wheels snapped the hotly anticipated Ford EF Falcon before anyone else.

No computer imagery, no trick photography – this is the next Falcon, and we can report, exclusively, that you won’t see it until August of 1994!

As Wheels has consistently reported, Ford’s internal codename for the first Ford Falcon makeover since 1988 is EA77.

The working name is Project Ibis. The letters ED have long since dropped from the new model vocabulary along with any hope of matching the Holden Commodore‘s faster refit schedule. The cars you see here are fully finished metal prototypes with hand-built dashboards.

They confirm the styling detail first exposed in our April, 1992 issue. But EA77 also contains surprises you won’t read about anywhere else:

• First and foremost – the timing delay. Your next Falcon won’t arrive for nearly 18 months, giving the Commodore’s VR update more than a year’s head start. The VR Holden debuts this coming July.
• Not one of the several prototypes caught by our cameras was fitted with independent rear suspension. We believe the better riding, better handling rear end won’t be seen until December 1994 – at the earliest- and then, only on the long wheelbase Fairlane and LTD models.
• The new Romeo 32 valve V8 engine is being test-fitted to the EA77, but even if the difficult installation can be accomplished, the new V8 is unlikely to arrive until at least 1995. The extensive refit of the Falcon will cost Ford $200 million. In addition to the obvious sheetmetal changes, the money has bought a new instrument panel, airbag capability and a string of small detail changes to the mechanical package.

Check out Wheels Archive online now for other great Ford Falcon features and more from decades past!

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Following on from the front-on teaser image that was released recently, two new videos of the all-new Land Rover Discovery 5 have been let loose, giving us our best look yet at British 4×4 brand’s most important new car.

Set to be unveiled in full on September 28, the new Land Rover Discovery is shown wearing thin camouflage while driving across varying terrain including sand dunes, rivers, snow and gravel in the Capability Testing video. In the second vid, children belonging to Land Rover employees experience an off-road drive to emphasise the vehicle’s family focus.

The basic shape of the new Discovery is obvious in the videos, though we’ll have to wait until its late-September reveal to confirm whether the model’s trademark stepped roof will continue as expected.

A busy promotional week for Jaguar-Land Rover also included new details being released on the Indian-owned group’s new Ingenium petrol engines and an innovative new eight-speed dual-clutch transmission.

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The 2.0-litre four-cylinder petrol engines expand the Ingenium family that started in 2015 with a range of four-cylinder turbo diesels, and are built on a modular system with 500cc-per-cylinder displacements.

Featuring an electro-hydraulic valvetrain, integrated exhaust manifold and a twin-scroll turbo, JLR says the new petrols will offer 25 per cent more power than the engines they replace yet use 15 per cent less fuel.

The engines will be ready for a 2017 introduction in JLR’s Engine Manufacturing Centre in the UK. Performance numbers have yet to be released, however like their diesel-drinking counterparts they will be available in a variety of power outputs and be installed in vehicles such as the Jaguar XE and XF, and Land Rover Evoque and Discovery Sport.

JLR has already confirmed a bigger, 3.0-litre inline six-cylinder engine that’s anticipated for the Jaguar F-Type sports car and Range Rover luxury SUVs.

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The group also announced a new eight-speed gearbox, dubbed Transcend.

The eight-speed auto uses a dual-clutch system rather than a conventional torque converter, with a wider spread of ratios that dispenses with the need for a dual-range transfer case.

There’s also two reverse gears to aid low-speed rock crawling, while a clutch disconnect allows an electric drive motor to be integrated into the transmission and operate independently of the combustion engine.

Jaguar Land Rover also claims the Transcend gearbox is lighter and more compact than other eight-speed automatics, with a weight reduction of around 20kg and the ability to generate up to a 10 percent improvement in fuel economy.

Jaguar Land Rover says the transmission is suitable for both rear-wheel drive and all-wheel-drive models, however a timeline for its introduction has yet to be announced.

This article was first published in the October 2013 issue of Wheels magazine.

I don’t feel much like Ned Kelly. Unlike almost every other criminal, I’m frankly a little bored as I commit my crime, and I end up praying I get caught by the police. I’ve never arrived in a city with the sole intention of breaking the law before, but any sense of roguish glamour soon fades as I head out of Melbourne on the Hume Highway, flagrantly breaching Australian law by doing something that is considered perfectly safe and legal in other countries.

So plans are made. Given that I am deliberately breaking the law of your land I feel some mitigation is required. First, the car: a Volvo S60 Polestar. Its 257kW blown straight-six and trick Ohlins suspension aren’t relevant, sadly. More important is the fact that it’s a 250km/h performance car with tyres, brakes and dampers all in perfect condition and massively over-specified for the moderate-pace straight-line cruise we have planned.

Having driven the diesel version of the S60 for a year in the UK, I’m very at home with this car and its systems. Long hauls like this are as familiar to Swedish drivers as they are to Australians and their cars reflect this, with great seats, calm steering, and good ride. This hi-po Polestar sacrifices some of the latter to handling, but it’s still a fine tool for this job.

I feel equally well-prepared. In Australia for over a week when I do this, I’m rested, jet-lag free and abstained from booze the night before. While 99 per cent of us consider ourselves above-average drivers, as evidence of my own fitness for purpose I can at least offer 15 incident-free years of road- and track-testing and attendance on every kind of advanced driving course I can blag my way onto, including a road-craft refresher with a former senior British police instructor just a couple of months before.

But where the limit is 110 I’ll run with the cruise set to an indicated 130. I have an accurate Garmin handheld GPS with me which tells me this is a true 127km/h. I could cruise at a true 130, but this way, as the speed flexes up a couple of kays downhill, I still won’t be breaking Wheels’ proposed new limit, and once I’m in New South Wales, editor Corby won’t be stung for the higher fines that arrive over 130. But I’m going to stick to the limit for the first 40km of 110-limit out of Melbourne, as I’m told there are fixed and average-speed cameras that are guaranteed to ping us, and I have no desire to needlessly enrich the State of Victoria at the expense of Wheels’ lunch budget. I can extrapolate our average speed back over this section. Our Cannonball Run-lite starts at Broadford.

Once past the last bank of cameras at Broadford I note my kays, start the clock and enjoy a too-brief blast of the Polestar’s revised, gravelly exhaust note before I hit 130km/h. I’m aware that the cop in the Ford Falcon probably isn’t far behind us, but we just have to get on with it.

So how does it feel? First, I wouldn’t advocate making the Hume 130 all the way. There are sections where the surface or the angles of bends or crests aren’t up to the standards of, say, French autoroute, where the limit is also 130. There was nothing the Volvo couldn’t handle with 95 percent of its ability in reserve, but a newly qualified driver in a worn-out car in the dark and rain might get into trouble sooner at these speeds. A variable limit would seem right: less through certain sections, or in the rain, or for L- or P-plate drivers.

Fortunately, travelling on a Saturday in quiet traffic, we didn’t see enough of the super-slow overtakes to affect our progress and the veracity of our figures, and we very seldom dropped below 130km/h. After just a week driving in Australia and (mostly) obeying the limits, being able to do 130 free from the worry of fines felt like a blessed relief; after a lifetime of it, you’d probably feel like Morgan Freeman when the prison gate finally clanks open at the end of The Shawshank Redemption. And I wondered what the other drivers must have made of my bright-blue Volvo as we passed them at that speed. Were they jealous? Did they think I was insane, and on a mission to kamikaze my licence? That I was an undercover cop? Or that I’d fallen asleep with my foot on the gas? Frankly, that was the greatest danger. On those laser-straight, perfectly surfaced stretches of the Hume, even 130 felt safe enough to be dull.

So we did what drivers might be more inclined to do if they had to spend less time actually driving: we took regular breaks. As a tourist, the landscape the Hume passes through might not be your most dramatic but the rolling hills and grazing cattle have a quiet pastoral beauty, particularly as the red sun sets behind the white-barked gum trees. So I stopped (and stopped the clock) to photograph that, and the old centre of Holbrook, which seems barely to have changed in a century, other than the weird addition of a submarine in the middle of a town a good 350km from the coast: concreted in, I noticed, lest it float away, or someone try to steal it.

An hour or so up the road we stopped again at the Dog on the Tucker Box ‘servo’, as I believe you call it, so I could sample some authentic Aussie road food. Seems you can have it in any colour you like, so long as it’s brown. There’s another highway-related problem your Government might want to take a look at.

Our ‘control’ car, Wheels’ long-term test Holden Volt with its cruise set to a true 107km/h (an equal amount under the limit for the same reasons and for accurate comparison) managed a true average of 102.6km/h. It would take seven hours and 34 minutes to make the same trip: an hour and 11 minutes longer, with a driver who was stultified by the end of it. Yes, there are costs: emissions and fuel consumption are a little higher, and an accident at 130 is bigger than one at 110, but apply that limit and that time saving across every suitable Australian road and you might have a difficult decision to make. Or you might already have made it.

And knowing that he was never doing more than a true 110, and thus wasn’t reliant on Victoria’s absurd ‘tolerance’ of 2-3km/h, or less than half his Volt’s speedo error, our control driver didn’t have the constant thrill of imminent police action to keep him alert. I had all my paperwork ready in the door pocket and taken my press card out of my wallet in anticipation of getting pulled. But worry that we’d get done so often that we’d have to abandon turned first to confidence that we’d make it, and then, as we approached Sydney, desperation.

It never happened. I was gutted. You might wonder which is the bigger story: the fact that unlike what you all told me, it is possible to do 130 for hundreds

of non-Outback kays and not get tagged once (although our snapper did pass no less than five speed traps on his way back the next day), or the fact that you could give an hour back to everyone driving the Hume by raising the limit on the majority of it to something that still feels entirely sensible. I think the last point is more important. I was just lucky. Your speed limit is nuts.

Road Rules Britannia

Us Poms suffer a speed limit of 70mph on our motorways and dual carriageways. It’s only a couple of kays faster than your 110km/h (68mph) limit, but we’re just not that bothered about it because our cops take a semi-sensible approach to enforcement. Generally, fixed cameras won’t flash until you’re doing 10 per cent over the limit, plus 2 or 3mph, so 79mph in a 70 zone. And right up to 96mph (155km/h) you’d be unlucky to get more than a £60 ($100) fine and three demerit points: your licence is suspended at 12. So the default cruise speed on our motorways is around 80mph (130km/h), and we’re not afraid to use harmless bursts of acceleration to clear slower-moving vehicles, meaning better-spaced traffic. There isn’t much pressure to get the limit raised; the UK Government just dropped a plan to increase it to 80mph: nobody seemed to notice.

Local zeroes

Lots of Australian friends had told me how awful the driving is here. We Brits would never contend that we have the lock on awesome driving talent (that’s the Italians) but I was still shocked by some of what I saw in this first-world nation: a bit more cash for driver ed and a bit less on draconian speed-limit enforcement mightn’t be a bad idea. On the Hume run alone I saw a speeding P-plate driver tearing open a carton of juice with her teeth, a ute with a trailer weaving in the wind and inches off the bumper of the car in front, and drivers who came sailing past me into 80km/h roadwork sections at 110, possibly so switched-off after hours festering at that speed that they just hadn’t noticed.

Global warning

Raising the highway speed limit across Australia to the same 130km/h as they enjoy in NT is probably as much as you can hope for. There are very few places where the limit is higher. Germany is, of course, the only significant example: around half its 12,000km autobahn network is derestricted, and a few roads in India and the Isle of Man are now the only others with no limits. Poland recently increased its limit to 140km/h, but elsewhere in Europe 130km/h is the most you’re permitted, and many countries (including Spain, Sweden, Denmark and the UK) have the same 110km/h limit as Australia.

Ford’s boffins must be getting a little tired of electric cars and autonomous driving tech, as the Blue Oval’s finest minds have turned their substantial brains toward engineering some less conventional innovations – a few of which might actually catch on.

At this week’s “Further with Ford” event – an online talkfest featuring announcements and discussions about industry trends – those who watched till the end were treated to a range of unusual concepts.

Under the banner “Cult of Disruption Innovation”, the ideas included a phone app that gives passenger control over some vehicle settings and can translate between driver and passenger (perfect for taxis and ride-shares), a robotic cargo-carrying ‘hover board’ that stows in the boot, and an in-car water dispenser that harvests H20 from the car’s air-conditioning system.

Got a thirst to know more? Let’s start with the water dispenser. Ford Powertrains Controls Engineer Doug Martin once read about a billboard in Peru, which had a device that captured moisture from the environment and condensed it into 9500 litres of water in three months for townspeople to drink.

That sparked his idea for ‘On the Go H2O’, which captures the condensation generated by a vehicle’s air-conditioning system to create potable water. Martin’s idea was to simply catch the excess water in a pan and pump it through a filter up to the centre console where a tap fills a glass in the cup holder. Stuck on a tollway with a thirst that will floor a camel? Flick the tap and voila!

Martin likes to think this could be of benefit in developing countries, but we’re thinking it could make Ford a buck in the 4WD market, with the water pumped straight to a tank.

It could also work if hydrogen fuel cell cars catch on, as they too produce drinkable water as a by-product.

PHONE AS CAR

Another novel idea is ‘Phone as Car’, developed by Oleg Gusikhin, Technical Leader of Ford’s Advanced Connected Services.

Gusikhin was inspired by a trip in a Beijing taxi when he was unable to communicate with the driver to ask him to turn on the air-conditioning.

The phone app features a built-in translation function that turns text from the passenger into audio in the driver’s preferred language via the car’s Ford SYNC infotainment system. The driver’s response is translated into a text for the passenger.

The app would also allow the driver or passenger to audibly control certain functions of the car such as air-conditioning and infotainment. Gusikhin also sees it as a way for people to communicate with driverless cars of the future – as long as it’s a Ford.

CARR-E

So you drive your Ford into town but can’t park close to your ultimate destination. You have a heavy box to carry or simply can’t be arsed walking. What to do? Simple, go to the boot and get Carr-E, which looks like a cross between one of those deceptively-named, non-hovering and somewhat combustible ‘hoverboards’ and a Roomba.

The brainchild of systems engineer Kilian Vas, Carr-E is designed to extend your mobility. While its ability to help with heavy-ish loads seems a good idea it’s doubtful it will catch on as personal transport. It’s slower than walking pace and would be difficult for anyone with a physical disability to use. That said these are early days, and as dorky as it is, Carr-E is at least a little more ‘on trend’ than a fold-up pushbike.

1. There won’t be a manual in the base model anymore, unless you live in the USA, that is. That’s right, the only people in the world who’ll have something other than a CVT between the front seats of their new-generation Subaru Impreza will be our American friends.

2. Torque vectoring on top-spec Imprezas gives a dynamic advantage by braking the inside wheels when cornering to direct more drive to the outside wheels, helping the car turn in and reducing understeer.

3. There’s an all-new platform underneath the new Impreza, and it’s a modular architecture that can be stretched and pulled to accommodate something as large as a three-row large SUV. Dubbed ‘Subaru Global Platform’, it’s the first Subaru architecture that boasts this level of flexibility, and it’ll help Subaru reduce the engineering cost of its future cars.

4. Subaru has gone to great lengths to give the new Impreza an upmarket feel. Even something as mundane as the power windows have come in for a technology makeover, with new switches that feel better under your fingertips and a motor that slows the window down in the last few centimetres of travel to eliminate the ‘thunk’ that normally happens when the glass slides home.

5. Subaru’s parent company Fuji Heavy Industries was born from the ashes of the Nakajima Aircraft Company, which was prohibited from building airplanes after the end of the second world war and turned to automobiles instead. Subaru says its aircraft-building heritage can be evidenced from the Impreza’s extensive glasshouse, which provides an expansive view of the road ahead.

6. While many manufacturers will describe a facelifted model as “all new”, the 2017 Impreza really is an entirely new model. A whopping 95 percent of its components are new and specific to this model, with the remaining five percent being made up of generic bolts, nuts, screws and plastic clips.

Champagne and Spring Racing go together like Moët and caviar, so what better way tospend your day at the track than with a bubbly lunch in the Nursery. But it is November in Victoria, so the number of people wanting to sit on the damp ground will be few – at least at the start of the day.

It’s at this point where the type of car you drive to you picnic becomes as important as the basket you pack your food in – especially if you’re there to be seen. We picked a few cars on sale in Australia that’ll be the perfect steed for your drive-in date to the Spring Racing Carnival.

ROLLS-ROYCE PHANTOM DROPHEAD COUPE

First and foremost is Rolls-Royce’s speedboat-like Phantom Drophead Coupe, which will set you back a cool $1,075,000… or more, depending on how many options you throw at it.

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The number one reason this car makes the list is because of its split-tailgate, or “picnic boot” as labelled by Rolls-Royce. It offers space for a hamper and can turn into a seat for two people – no need to pack a couple of folding chairs.

As a bespoke car that can be customised to suit your tastes, you can also option a built in coolbox and drinks cabinet, because according to Rolls-Royce this car is “as much about entertaining as it is about driving”.

BENTLEY BENTAYGA

Next in line comes the Bentley Bentayga. This ultra-luxe SUV is the supreme ‘keeping up with the Joneses’ mode of transport. Not only has it earned the title of ‘world’s fastest and most expensive SUV’, but it also comes with a bunch of extra accessories and features that make it the perfect choice for your ‘Made in Chelsea’ day at the Cup.

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On top of the $423,600 price tag, you can opt to include a $250,000 Breitling clock for the dashboard – bargain buying, compared to the megadollar Rolls.

But the accessories that’ll really come in handy on race day include waterproof wool-mix quilted seat covers (which we assume would also be champagne-resistant), a Bentley-branded cooler bag and portable fridge to keep those snacks and drinks cold, and, of course, the Linley Hamper by Mulliner accessory which includes a Bulga exterior with six different interior trims, embroided name or logo, and a tray docking mechanism to stop it moving around. Posh and practical.

LAND ROVER DISCOVERY

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Not only does this tough adventuring car have plenty of space in the boot to carry all the things you’re going to need for race day – marquee, umbrella, seats, a few eskies of food and drink, a folding table and the rest – but it offers a split tailgate which can double up as a loading bench for serving the goods. Add to that the badge on the front, and you’ll fit right in to the flock.

RANGE ROVER SVAUTOBIOGRAPHY LONG WHEEL BASE

If you thought the Land Rover Discovery was cool, why not climb a little higher and drive the car of Royalty. Literally.

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The Range Rover Autobiography is the transportation of choice for the British Royal Family and only costs around $200,000. Yeah, it’s got the split tailgate we’ve mentioned a few times now (and which is at the perfect height for plonking your posterior), but this choice is all about getting there in style.

With the Rear Executive Class seating offering the ultimate in comfort for the two rear-seat passengers, your friends can make the most of the massage seats and power recline when the day at the races becomes all too much and you just want to chill out and watch a movie on the rear seat entertainment screens. For the record, you can also option an umbrella holder, electric cool bag, deployable tables for the back seats, and tailgate event seating which offers two seats that connect to the boot!