Luxury Reviews

The 4008 is French carmaker, Peugeot’s, first entry into the booming compact SUV market.It is part of a joint venture between Peugeot and Mitsubishi and comes off the same Japanese factory as the Mitsubishi ASX. The ASX was launched here in July 2010 nearly two years ahead of the Peugeot.VALUEWith a price range of $28,990 to $38,490 the Peugeot 4008 offers excellent value for a European SUV, or more correctly a European-styled SUV. The value is increased when Peugeot’s new Assured Service Plan is factored in.The plan places a $330 capped price on all services during the first three years of its life and applies to all buyers, be they private, business, fleet and or government. It also transfers if the car is sold within that three-year period. Equipment levels are high and it offers excellent value for money. The Active gets 16-inch alloy wheels, reversing camera with rear vision mirror display, cruise control, automatic headlights and windscreen wipers, reversing camera with a rear-vision mirror display, rear parking sensors, Bluetooth telephone and audio, USB and auxiliary sockets, climate-control air conditioning, coloured multifunction monitor and a full-sized spare wheel/tyre.The higher-specced Allure adds xenon headlights, leather trim interior, 18-inch alloys, powered and heated front seats.TECHNOLOGYPeugeot 4008 comes in the Active (with 2WD and AWD, manual and CVT) and Allure (AWD and CVT only). Unusually, for a company that for many years bucked the petrol-only trend in Australia by selling diesel-powered passenger cars, the 4008 is only offered with a 2.0-litre petrol engine, with power and torque peak at 110 km and 197 Nm (at 4200 rpm).Diesel engines are available for the 4008 however, in line with the European preference, only with manual transmission, a combination that Peugeot Australia believes would not attract sufficient sales in our auto-centric market to justify them being imported. By contrast, Mitsubishi, with no history of diesel passenger cars, has included a 1.8-litre manual-only diesel in the ASX range.DESIGNAlthough the two vehicles are almost identical under the skin the Peugeot 4008 and Mitsubishi ASX have their own distinctive styling. Except for the roof and doors, all external panels are different. Styling is a very personal thing but we’ve long been fans of the current Peugeot design theme especially the wide-mouthed grille that stands out as the 4008’s dominant feature.Inside is a soft texture fascia and lacquered piano-black centre console which adds a gentle ambience. The controls are large and well-placed with an instrument panel that’s back-lit day and night, unlike some others that, annoyingly, turn off when the car enters a tunnel.Interior space is about par for the course with reasonable rear headroom despite the dipping roofline. The rear seat is only really suitable for two adults or three pre-teen children with borderline rear legroom when the front seat is well back.Boot capacity is 416 litres with a relatively high loading lip partly the result of having a full-sized spare wheel under the floor. The rear seats fold to a storage space of 1193 litres, with the alternative of a ski hatch behind the folding armrest.SAFETYSafety features include seven airbags, ABS brakes with Electronic Brakeforce Distribution and Brake Assist, Electronic Stability Program and front foglights.DRIVINGWe’ve just completed back-to-back tests on an automatic AWD Allure and a manual AWD Active on a mixture of suburban, motorway, rural (including gravel) roads. Although it’s among the lighter models in its class (between 1375 kg and 1470 kg) its performance, although capable enough in everyday conditions is certainly not exciting. The manual gearbox is a five-speed unit which revs a bit too high when cruising and could do with an extra gear. Otherwise it’s light and easy to use.The all-wheel drive system in the 4008 has three settings: 2WD for urban conditions and lower fuel consumption, 4WD with electronically controlled torque distribution between the front and rear axles, and 4WD Lock for conditions that require maximum grip.Around town the 4008 is an excellent commuter with the higher driving position that appeals to female drivers and also adds to safety. The car cruised smoothly and quietly on the freeway, offset only by the annoying CVT noise when under hard acceleration or the excess revs at motorway speeds.The suspension compromise tends more towards the firm than the soft which will attract the driving enthusiast but it’s not so harsh as to deter the average commuter. On our initial test when Peugeot launched the 4008 they did send us along on some relatively harsh roads where a number of potholes sent some body-rattling shudders through the car.The positive side to the firm suspension is that it provides safe and precise handling and steering. It’s more at home in an urban rather than a rural environment where the combination of relatively heavy weight and small engine means that it can struggle in hilly areas.VERDICTOverall the Peugeot 4008 is a neat, well-built and well-engineered compact SUV that combines the best from its two source continents.

Two decades ago Peugeot started to lose the plot. Its armchair-soft ride and sense of toughness - both in feel and in its chunky styling - drifted into mainstream and suddenly the French car was easy prey for the Asian car makers.Thanks to its 508, I think it's back to the old days. There is a return to that elegance yet strength of design, the comfortable chairs and a cockpit that appears simple yet is quietly comprehensive.This is Peugeot for the masses, unlike some previous models that appealed only to Europhiles. The 508's contemporary styling, sensible cabin and dash and a sweet drivetrain make it a very attractive buy for a broad range of motorists.VALUEVery good. The Allure HDi (turbo-diesel) isn't the top-line version yet has an excellent equipment list including leather, four-zone airconditioning, Bluetooth with audio streaming, keyless start and entry, front and rear park sensors, cruise control with brake function, panoramic glass roof and a “parking assistant” that calculates if the car will fit a chosen parking bay.Clearly, eyeballs are now redundant. It matches the endearing Volkswagen Passat wagon in price (but beats it on features) and is more expensive than the pragmatic Skoda and spacious Mondeo. These big-hitting rivals make it a close call. Peugeot's capped service plan (Ford also has one for six years but Volkswagen has none) helps it here.DESIGNYou'll miss this on the road and probably never find it again in a shopping centre carpark because it has few distinguishing features. Bland is a word that springs to mind yet it still has appeal for its clean lines and simplicity.The wagon shape is less boxy than most yet is remarkably spacious. But it's the cabin that gets more attention. It boasts a subtle blend of quality materials, upmarket design and comprehensive features.But personal storage space, especially in the tiny centre console, is poor. Clever ideas are the puddle lamps that shine at night beneath the mirrors, soft orange cabin lighting and backlit controls on the steering wheel. There's some discreet chrome edging trim to piano black highlights and quality carpets for the cabin and boot floor. The rear windows get sunshades to protect occupants, which is great for children.TECHNOLOGYThere's a lot of clever stuff hidden beneath that simple, aerodynamic exterior. The bonnet is aluminium, the 508 is 85 per cent recyclable and materials from sustainable sources make up 14 per cent of the car's 230kg of green polymers. These green materials are used in 30 car parts.The 120kW/340Nm turbo-diesel has a particulate filter (called FAP which reduces hydrocarbons) mated to a six-speed auto with paddle shifters. The 508 Allure gets MacPherson front suspension yet, oddly, the more expensive 508 GT has double wishbones.SAFETYThere are six airbags, a five-star crash rating, high pedestrian safety, automatic headlights and wipers and even a full-size spare on an alloy wheel. The Allure also gets cruise control with sensors to brake the car automatically.DRIVINGEverything points to a great drive but though the 508 wagon is very capable, there are a lot of soft corners. The engine is strong and well mated to the six-speed auto. This box tickles the engine's capabilities best by using the paddle shifters and the only downer is the typical turbo-lag at low revs and a gearshift pattern that changes up too quickly.It is a quiet, long-distance machine well suited to highways but isn't a sharp handler when pushed. The electric-assist steering is too vague to relay much information to the driver and though the car grips well through the bends, becomes a bit uncomfortable as the compliant suspension leads to bodyroll. Peugeot's switchgear has come a long way in the past few decades and now equates to the Asians in terms of ease of use and simplicity. The driver's seat could do with more padding or support.VERDICTPut this on your shopping list.

Spin, spin, spin. It feels like I'm in a tumble drier as the scenery swirls past in a wall of whiteness.I'm frantically spinning the wheel and desperately trying to regain control in a losing battle against the elements. The $153,000 Mercedes-Benz C63 AMG seems to have a mind of its own, bellowing and belching, skittering and sliding, as I work the throttle on its high-powered V8 engine in a pointless search for grip.Then I remember it's all happening in the controlled safety of a New Zealand ski field and I relax a little. Then I smile and start to laugh out loud. After all, I'm only doing 25km/h. "The whole idea is to lose control. That's what we want," says Peter Hackett, chief instructor at the AMG Snow Challenge."Most people never know they are out of control until it's too late. This program allows us to teach people in a safe environment and let them experience things you would never normally want to encounter on the road." Most driving schools concentrate on the basics. They show you the correct seat position, how to set the mirrors, holding the wheel the right way and coping with panic stops.But this is AMG and that means a minimum of nanny-state lecturing and maximum enjoyment - with $3 million worth of German pocket rockets on specially-groomed surfaces at the Ski Farm in the mountains outside Queenstown in the South Island.It's the latest development that allows AMG owners to sample some of the world's fastest cars on track days at Phillip Island and Albert Park, home of the Australian Grand Prix. It's not cheap - $4500 for the snowfield excoursion - but AMG provides everything from the cars and instructors to lunch and a special beanie. It's a Top Gun course where the jet fighters are swapped for Benz's best belters.The C63s - sedans, coupes and wagons - are showroom stock apart from special Continental 'winter' tyres designed to provide the best possible grip on the snow and ice that's all around. "When it gets as cold as it does here a normal tyre is almost like plastic. Zero grip," says Gordon Jones, technical chief at Mercedes-Benz Australia."We are taking the cars into some extreme conditions. So what we're trying to find with these tyres is grip. They have a special compound for cold weather and a special design to help the snow bind and give grip." With 30 kilometres of snow roads around us, and a very special ice pad where it's almost impossible to stand, any help is going to be welcome. The seat heaters, for a start, are switched for a toasty bottom.The day starts with a bang, as we attempt a full-on, straight-line V8 blast. It should be straight forward and simple, but there is a twist. Hackett and his instructors disable the electronic traction and stability controls which make the C63 so user-friendly on the road, leaving the driver - and their right foot - to handle the balancing act between giant power and tiny grip.Some people spin, most wiggle-waggle, and I reach the finish line on the verge of a spin after discovering ABS brakes are near-best-thing to useless on ice. "You are going to have a truly remarkable experience. You will be completely frustrated. Just be patient," Hackett says.Next up, we hit the 200-metre ice pad and discover that first gear and a tiny tickle on the throttle will leave you almost powerless against spinning. One car has to be pushed out of the snow bank lining the edge of the ice. "We're the only people game to come here without all-wheel drive," laughs Hackett.As the day goes on, and we get more familiar with the cars and the snow, there is more fun and almost-endless V8-powered slides and skids. It's not hooning, but it gets close as the instructors encourage everyone to explore their personal limits. "If you're not here to slide around, then you might as well sit with a coffee and watch," says Hackett.Drift king Ken Block would love this place, and so does everyone in the snow today. But there is a serious side to the course. The instructors are always passing on advice about looking ahead, planning your actions, gentle use of the controls, and driving within your limits. It's impossible to ignore them, as they always seem to have a better solution to any challenge - from starting on the ice to recovering from yet another spin.They're also giving a lesson that will make anyone better in their day-to-driving. The cars, too, make a contribution, since the AMG answer to go-faster motoring also brings a greater margin of built-in feedback, control and safety. There is lots of power in the engine room, but the brakes balance the deal, the steering has great feel and instant response, and the seat heaters are marvellous.To provide some perspective, I try one run through a set of slalom conces with all the electronic safety nets back in place. Now the C63 is brilliantly controlled and, although nowhere near as much fun, it shows how 21st century driver aids make us all better - and help us avoid potential disasters.Compared against some other ice drives - and I've tried Saabs in far northern Sweden and Lamborghinis on a frozen lake in Italy - the AMG experience is intensive and rewarding. It's not as much flat-out fun as a Gallardo supercar on a simulated rally road, but it comes close. And there are a couple of twists in the tale.First, Hackett takes me on a taxi ride over a snow-wrapped road where an all-wheel drive Subaru would skitter and struggle. The C63 is incredibly quick and totally controlled, as Hackett uses his skill and the strengths of the AMG engineering to demonstrate what is really possible at the Snow Farm.Then, while he is still twirling the wheel and his feet are dancing across the pedals, he issues a combined invitation and challenge. "What you've done today is only Level One. Next year, we'll have Level Two, including roads like this one. So, are you up for it?," he asks, already knowing the answer. 

Any new city car is a small fish in a very large pond. While there's growing demand for the tiddlers, there's also growing competition - so any newcomer needs the right bait to lure buyers. Audi cracked it with the three-door A1, with four or five rolling out the showroom door every day since it arrived 18 months ago. Now it gets extra appeal in the five-door Sportback version that adds practicality and opens those two extra doors to new customers. On paper it almost promises perfection: several drivetrains, good looks, and affordable entry into a prestige badge.VALUEThe Sportback range kicks off with the $26,500 1.2 TFSI (turbo petrol) manual and tops out $16,000 later with the performance-focused $42,500 1.4 TFSI Sport with a seven-speed S-tronic dual-clutch transmission.In between at $29,990 are a detuned version of the 1.4 TFSI or the 1.6 TDI diesel tested here with the $2350 S-tronic option. It comes only in the base Attraction spec, which includes alloy wheels, all the creature comforts you'd expect, plus a six-speaker single CD Concert audio system linked to a hefty 6.5-in display that retracts into the top of the dash.So at $32,250 all up, what does it face off against? The natural comparison is against the Polo on which it's based, and which comes in nearly $10,000 cheaper with the same drivetrain. However some people will see that much value in the Audi badge and a more upmarket fit-out - even in the A1's base spec.Other five-door diesel auto choices include the $36,990 Citroen DS4 DStyle and the $39,200 2WD Mini Countryman D 2WD - which share a jointly-developed 1.6-litre turbodiesel with six-speed auto. But you're paying extra only to get either the over-fussy styling of the Citroen or the pointlessness of a front-wheel drive Mini positioned as an SUV.DESIGNIt's impossible to look at the A1 Sportback and not like it. A well-proportioned body, well-judged accents, and everything tasteful without being staid. The main drawbacks are the tiny door mirrors -- which look neat but trim the view - and the sloping roofline's cannibalisation of rear seat headroom.Otherwise there's enough comfortable space for four adults as long as the rear ones are not too long-legged. Luggage space is 270 litres, but dropping the rear seat boosts it to a very usable 920 litres. Taking a leaf out of Mini's very thick customisation catalogue, the A1 has myriad combinations of trim, exterior, contrasting roof - and even coloured air vent bezels - to tempt your wallet.TECHNOLOGYThe 1.6-litre turbodiesel gives you 66kW of power and a healthy 230Nm of torque, delivered to the front wheels by either a five-speed manual or the seven-speed S-tronic we tested.It's economy focused, with the manual's official fuel figure a miserly 3.8L/100km and the auto getting 4.2L/100km - partly because the S-tronic misses out on the benefit of the stop-start system on all other models in the A1 range.We ended up well into the 5L/100km range, mainly because we were mostly using the transmission in Sport or manumatic mode - more on that shortly.SAFETYIt hasn't been tested here, but gets five stars in European NCAP crash tests. Safety fit-out includes six airbags -- dual front, side and full-length curtain -- anti-lock brakes with electronic assistants for extreme and panic braking and stability control, but no reversing camera even as an option.DRIVINGThe A1 gets some great dynamic DNA from its VW Polo bloodstock, and adding extra doors hasn't made it any less nimble. The steering is honed and connected, and while the ride is firm, the chassis is confident and balanced.Our daily runs through hilly bends became a go-kart joy in the little car, which responded by turning in precisely and showing taut brilliance in cornering - helped by a braking system that applies to the inside front wheel.It's not a rocket off the mark, but when you get going there's plenty of torque down low to keep you interested. However all that fun was had with the transmission in fuel-burning sport and manual modes, because -- left to its own devices -- the dual-clutch doesn't come to the party quite early enough.Urging the engine along is going to savage the fuel economy, and you also pay a decibel penalty, with the engine surprisingly harsh even at mid-range revs - chiming in with pronounced road noise over almost every surface.Admittedly, those were the only sour notes in the cabin, which despite being in base spec still carries enough of the premium feel to let you know you're in an Audi.VERDICTWe loved the car with the little 1.2-litre petrol engine for the city, and everybody will love it with the sport-tuned range-topping 1.4-litre, but it's hard to warm to the diesel which seems to sit oddly with the A1's market position aimed at young, trendy urbans.Audi A1 Sportback  1.6 TDIPrice: from $29,990 ($32,250 as tested)Warranty: Three years/unlimited kmService intervals: 12 months/15,000kmEngines: 1.6-litre turbodiesel, 66kW/230NmTrans: Five-speed manual, seven-speed dual-clutch automated manualBody: Five-door hatchDimensions: 3954mm (L), 1746mm (W), 1422mm (H), 2469mm (WB)Weight: 1260kgThirst: 3.8 litres/100km, 99g/km CO2Wheels: 15-in alloySpare: space saver temp

Two sports coupes released within weeks of each other represent unprecedentedly polar extremes of two-door fun. One you see on this page. The other wouldn't normally be mentioned in a review of a prestige car. Having just returned from as legal a fang as it's possible to have on public roads, I'm wondering whether Audi - and its uber-sophisticated rivals - might not learn something from Subaru's BRZ?Chalk and cheese, you say? Industrial beer to Dom Perignon? Ignoring the $130,000 disparity, the game-changing Soob shows us that less can be, if not more, then enough.Autobahn-stormingstyle acceleration means little unless you've regular recourse to a track. Certainly I can't claim to have had any less fun in the much “lesser'” car. Rather more, actually.That said, the RS5 is, of course, clinically excellent, a rousing muscle car with naturally aspirated V8 stonk and sound to deliver on its aggressive and now mildly enhanced lines. “Muscle car”' is the motif. In a sense, the A4/A5 range hero car doesn't have a direct competitor. Sure, it's always slapped up against BMW's M3, but lack of imagination doesn't make a comparison valid.The Renn (Racing) Sport 5 is more an uber-HSV, more American in its visual and dynamic execution - a kilometre-crushing grand tourer and ballsy boulevard cruiser. Despite being a midlife remake rather than a new model per se, it is discernibly improved.Purveyor of the least satisfying steering feel of any car maker to call itself "sporty", Audi's new electro-mechanical set-up flouts convention of bettering the old hydraulic system. But you will want to tick the $2400 dynamic steering option that imbues the tiller with a sense of feedback.Our tester was optioned up to $176,140, with $6300 bucket seats and a package including 20-inch alloy wheels. Take these if you must, but don't whine about getting a numb bum from the unforgiving pews and the terse ride.Also newish, despite the familiar 4.2-litre displacement, is the naturally aspirated V8 that revs to a sky-high 8500rpm, a bit more powerful and markedly cleaner than the previous motor. That's driven through a seven-speed twin-clutch auto that's been successfully recalibrated for smooth delivery at low speed. No DSG-like stuttering here.Hard to complain of the newest quattro all-wheel-drive transmission, which can send 70 per cent of torque to the front wheels and 85 to the rear, enhanced by a sports diff. Again, it's clinically excellent but not the most visceral or engaging get-up.Even ignoring the naughty launch control trick (one warning from the constabulary in a day is enough for me), the RS5 gets from zero to licence-shredding velocity in less than 5.0 seconds with the gear lever in Sport, triggering all the aural response you could want.This is two distinct cars or three or even four, depending on what combination you dial up via the drive select modes, now selected via a dash button rather than by distracting knob-twiddling. Most are redundant. Auto leaves the various suspension, throttle, steering settings to the car's mighty brain; Dynamic engages sport and loosens the leash, but never to any eye-widening degree.Traction is cat-on-curtain adhesive. The bulky two-door isn't easily shifted from any well-chosen line, carrying highly impressive speed with next to no body roll through the tightest bends with a wide open window before the stability control sticks its nose in. After years of absurdly touchy brakes, these mighty stoppers have real feel through the pedal.VERDICTThe RS5 is an inherently well-balanced, hugely capable and deeply forgiving device. It's also one that - ignoring the scandalous Subaru comparison - doesn't offer much more than the $30K cheaper S5. Nor, for that matter does it crease the corners of the mouth in the same way as previous RS gambits. As we say, that's, well...clinically excellent.Audi RS5 CoupePrice: $161,400Warranty: 3yr/unlimited kmResale: 56 per centService interval: 12 months/15,000kmSafety features: 6 airbags, ABS, EBD, EBA, TC.Crash rating: 5 starsEngine: 4.2-litre V8 petrol, 331kW/430NmTransmission: 7-speed dual-clutch auto; AWDThirst: 10.5L/100km, 270g/km COf2Dimensions: 4.6m (L), 1.9m (W), 1.4m (H)Weight: 1753kg

You can spend thousands on options in an Evoque. But what if you don't? Compare a new car with one from a decade ago and it's amazing how much stuff we now take for granted.In test cars, invariably specced to the rafters, it can be hard to work out how much of a car's desirability is inherent and how much depends on the number of options. A case in point is the Range Rover Evoque. When this fashionable soft-roader was launched last year, every test car had thousands in extras.VALUEIn some cases, this pushed up the price by half as much again, to beyond $100k. That left the impression it was overpriced, and I wondered what would be left if you removed all the options. It was impossible to work out if a standard Evoque even feels like a Range Rover.At least it was until last week, when I got into an Evoque eD4, the bottom rung of the range at $49,995. Even in base spec, the Evoque has enough to pass muster against today's raised expectations. Crucial inclusions, for me at least, are Bluetooth phone and rear parking sensors.If you want more, it's available -- although the next rung on the trim ladder is another $13,500 and includes pointless gadgets such as rain-sensing wipers. There are things missing, of course, but many of them I can do without. These would include a reversing camera, sunroof, ambient lighting and powered tailgate.Satnav is a bigger omission and auto headlamps are useful, if only because that means there are no chimes reminding that you've left them on. My expectations for the interior were lowered when I saw the spec sheet. Only two options are fitted: front carpet at $200 and rear vents at $190. If breathing is an option, what will the rest of it be like?DESIGNFrom the outside it's impossible to tell that this Evoque is the bottom feeder. The rear comes well equipped and doesn't feel poverty-pack. And it's like that throughout. The seats are first rate, even though not much of the upholstery is leather. Trim that appears to be metal actually is metal, while much of the dash and door material is soft-touch.The cabin has most of what makes more expensive Evoques successful: the same jewel-effect dials, the same wheel loaded with audio and cruise controls, and the same detailed switchgear. Everything feels solid and substantial.The absence of grab handles is a black mark, but that's not limited to this version. But there's enough here to be convincing. Range Rover has made a sound judgment about what constitutes the lowest common denominator for the brand.TECHNOLOGYEven the brand's trademark four-wheel drive is absent from the eD4. This variant is its first front-wheel drive car in Australia, although we've known they were coming. Both the Evoque and the Freelander, which supplies the engineering for both cars, are sold as 2WDs in Europe.Under the eD4 bonnet is the low-output 2.2-litre diesel four-cylinder already available in Evoque, although here it gets 20Nm less torque. By shedding four-wheel drive, the eD4 loses 75kg and achieves impressive fuel economy of five litres per 100km, or even less for the three-door.However, the only transmission available is a six-speed manual. What will hold the eD4 back in this market is the lack of an auto. The most affordable automatic is another $10k and comes only with a 2.0-litre turbocharged petrol and four-wheel drive.DRIVINGThe eD4 isn't quick at 11.2 seconds to 100km/h and it sounds like it's just driven across a ploughed field. There are also hints of diesel vices -- a smidgin of torque steer, a little vibration around 1400rpm. However it's far from the most abrasive oil-burner and, as it delivers lots of driveable torque through its mid-range, it's surprisingly easy to live with.Around town, you'll need to change gears a lot but the stubby little shifter has a nice action, complemented by well-weighted pedals. It also drives well, with nicely damped composure and insulated ride quality. Less weight helps the dynamics, and while it's far from agile, it is enjoyable.VERDICTThe demand for Evoques is outstripping supply; it's a worldwide hit the like of which Land Rover has never known. You get the impression it could fit anything under the bonnet and they'd sell.Range Rover Evoque eD4Price: from $49,995Warranty: 3yr roadside assist, 100,000kmEngine: 2.2-litre turbocharged four-cylinder diesel, 110kW/380NmTransmission: 6-speed manual, front-wheel driveThirst: 5.0 / 100Km

Blood banks give you a cup of tea, a biscuit and a lie down in exchange for a litre of your best red.Giving blood helps out your fellow man and the only downside is you feel a bit drained after the exercise. You won't be alone. The Audi TT 2.0 TDI is the automotive equivalent of the after-effects of donating blood. Pity is, the effects aren't temporary.Adding a turbo-diesel engine to the TT coupe effectively, completely and irreversibly changes it from a lithe, nimble and lustful coupe into a bloodless carriage. Honestly, a Corolla could be more fun.Not a lot. My calculator says the $68,950 petrol-fuelled version is streets better. For example, the petrol TT costs $4850 less than the $73,800 TDI tested here. The price difference in fuel per year is $107. That means it'll take 45 years for the modest fuel economy benefits of the diesel to pay for itself. But I admit that, the drivetrain aside, the TDI is as sweet as any TT, is a wonderful handler, is comfortable (for two) and perfectly made.It just looks like a work of art. That raked tail, slim headlights and in-ya-face vertical and impossibly overdone grille are disparate design cues that, remarkably, meld into an iconic shape. Most people love the TT. It signifies perfection, style and performance and indicates the owner has a few spare dollars in his pocket.The cabin is beautifully minimalistic. Some switches are so small and so randomly placed that it may take hours to find them. Ah, those Germans. How many other carmakers make a game out of operating the car? Bad news includes the useless rear seats and the lack of a spare wheel.The 125kW/350Nm engine drives all wheels through a six-speed dual-clutch auto, assisted where necessary by paddle shifters on the steering wheel. The body is a blend of aluminium and steel which gets the coupe's weight down to a trim 1280kg.Well, at least for the 2-litre petrol model because the diesel version is a porky 140kg heavier. It has a six-speed dual-clutch (DSG) transmission. That's one cog less than the petrol engine's seven-speed box but the diesel copes thanks to its prodigious torque.Surprisingly, this is rated as a four-star car. Partly that's because there's not much difference to the first-generation TT.There's also four airbags - I hate to be fussy but six is now considered the bare minimum - but no complaints about the sophistication of the brake and chassis components and electronic aids. No spare tyre but there's aerosol sealant and a compressor. Good luck with that.You've probably noticed I'm a little peeved. The concept of a diesel in a sports coupe probably makes sense in Europe where diesel is about the same price as petrol and the extra fuel economy reduces refuelling stops as one cruises the autobahns.Maybe some driver's prefer the punch of the diesel's torque. But no, it doesn't work in Australia and even the calculator agrees. The TT's handling is predictable and the all-wheel drive “quattro” system is so secure, especially in the wet. But pick a tight series of corners and you can feel the extra weight of the diesel version, especially in the nose. The diesel also makes the wrong exhaust noise - it's more a dull, low-speed vibration than the petrol's full symphonic range - and that sours the drive.It's a car you want to love. But your wallet - and your ears - win here and make the petrol model a far sweeter proposition. Or two 86s.Audi TT 2.0 TDIPrice: $73,800Warranty: 3 years/unlimited km, roadside assistResale: 51%Service interval: 12 monthsSafety rating: 4-starSpare: noneEngine: 2-litre 4-cyl turbo-diesel 125kW/350NmTransmission: 6-spd dual-clutch auto, AWD Body: 4.2m (L); 1.8m (w); 1.4m (h)Weight: 1420kg Thirst: 5.5 1/100km; 144g/km Co2

Europe's latest new-car wave mimics athletes evolving over consecutive Olympic Games to be lighter and faster than predecessors. The BMW 320i reflects the direction - bigger cars with smaller engines and more features yet with even perkier performance. It's a philosophy that's easy to understand but the mandate is so

Not surprisingly, there's price resistance to cars above the 60 grand Luxury Car Tax trigger price. Most dinkum Aussies want to dodge it, and if they can, they love it.Logical really because the LCT is an onerous and ill-conceived tax partly on new safety systems among other things. So called luxury cars lead in the adoption of new safety equipment.But there's an LCT loophole governed by how much fuel a car uses. Under 7.0-litres/100km and the LCT comes right down - often by thousands of dollars.One wonders how long it will take the Federal Government to lower the rating to 6.0-litres/100km because more and more "luxury" cars are coming in under the 7.0 mark due to clever technology.The Mercedes-Benz E250 is a good example and the beneficiary of perhaps a $5000 tax break due to its ability to sip petrol at a mere 6.6-litres/100km. It's a "green" carbon minimisation machine. It's a very low figure for a large car the size of the E-Class.How does Benz do it? Well, they call on their century plus experience at making automobiles and get a small capacity engine to do the work (easily) of a large capacity unit with attendant fuel savings.You may think a 1.8-litre four cylinder is the province of a Corolla but when Benz produces one for its E-Class, it delivers power and torque commensurate with a 3.5-litre V6. How does 150kW and 310Nm grab you? Bit better than a Corolla. Performance is enhanced with the seven-speed automatic hooked up to the rear wheels and a variable geometry turbo force feeding the engine which also scores direct injection and variable cam timing. It produces excellent acceleration across the entire engine rev' range and is almost imperceptible inside the cabin - or outside for that matter.This is middle of the E-Class range at under $100K and a pragmatist wouldn't need anything else. It's comprehensively equipped with luxury kit upgradable with an extensive array of options. There's plenty of room for five and a large boot. It puts away long distances with ease and has light controls with a well modulated ride. Oh, looks good too...

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?This is Peugeot's penultimate new 4008 all wheel drive small SUV - a Pug version of the Mitsubishi ASX with better styling and different spec'.How much?Retails for $30,990What are competitors?Numerous; ASX, Nissan Dualis, Hyundai iX35, Skoda Yeti, Ssangyong Korando, Sooby XV, VW Tiguan perhaps.What's under the bonnet?Power comes from a 2.0-litre petrol four cylinder lifted from the Mitsubishi Lancer small car- and ASX. It's good for 110kW/197Nm output and features variable valve timing but not direct fuel injection.The manual is a five-speeder while the CVT auto has six 'steps.'How does it go?Acceptable performance is available from the manual but it needs another cog to make highway cruising easier and also give better fuel economy and acceleration through the gears.Is it economical?We got into the low 8.0s without really trying so the claim of 7.9 litres/100km seems right.Is it green?Greenish with a Euro 4 rating - needs to get better in a hurry to keep up with other makes.Is it safe?Five stars.Is it comfortable?Very. The suspension is softish, the seats are a good shape, there's adequate sound deadening and it runs smoothly and quietly. The Active scores plenty of kit despite playing second fiddle to the high spec' Allure.What's it like to drive?A good all round hack for commuting, general driving, even venturing off road (dirt roads, sand and snow) thanks to the selectable all wheel drive system with lock-up.Is it value for money?Pretty good compared with similar sized and styled cars from other European makers - thousands less actually. But it needs a diesel and a proper auto.Would we buy one?Possibly. Like the styling, the size, the features and the price is competitive but the petrol engine struggles a bit and when you work it, uses much more fuel. Perhaps a 1.6 turbo petrol is the answer.