Luxury Reviews

THE race to be Australia's leading luxury brand is going down to the wire again this year after a nail-biter last year.Mercedes came from behind last December to overtake BMW for its first win since 2003. With a month to go, the two are just as close this time, with Mercedes fewer than 150 sales behind.The key battleground is the junior executive range. BMW's 3 Series, the definitive car in the segment, is up against the Mercedes C-Class, with each accounting for a third of brand sales or more.One reason why Mercedes could do the double is because its C-Class is outselling the 3. The Merc starter pack exec benefited from a mid-life refresh this year that focused on upgrading the dash and improving fuel economy. Both had lagged the competition.It has worked. Remarkably, among mid-size cars regardless of price the C-Class is the third most popular, behind only the Ford Mondeo and Toyota Camry - despite costing almost twice as much. Or more.The makeover also brought a two-door to the C-Class for the first time and that changes the dynamics of the segment. It means Mercedes now has a rival for BMW's 3 Coupe and, more significantly, a direct competitor for the halo model among 3s: the M3 Coupe. This casts such a bright light over the 3 Series it can even make the humblest four-cylinder owner glow with pride. It's a potent marketing tool and a superbly polished dynamic performer.The C63 AMG Coupe arrived in October and is already scoring goals, knocking off the M3 for top sportscar in the motoring clubs' Best Car awards last month and boasting a healthy order book. It has a window of opportunity now, because the 3 Series is about to be replaced. That means everyone knows the old M3 is on the way out.Although they compete, these are very different cars. The M3 gives its best when you're going hell for leather. That's when the engine's on song and its precision can be appreciated. It's a scalpel. However, most of us don't need surgical steel every day. By comparison, the Merc is a breadknife even though this version, and the Coupe in particular, is less of a blunt instrument than before. Badge notwithstanding, this is a muscle car with a gold Amex that's all about the engine.That means you don't have to risk a jail term to enjoy. The driver looks out over a ridged bonnet as shapely as Venice Beach biceps and the engine fires up explosively when you press the oversize metal button. That's just the prelude to a soundtrack that never stops entertaining.The C63 retains the 6.2-litre V8, which AMG has been fitting for years but is being replaced by a turbocharged 5.5-litre V8 in next-generation cars. Because the C Coupe arrives halfway through the model cycle, it sticks with the old unit. This is not a bad thing. The 6.2 is more tuneful than the new engine and, despite a torque peak high in the rev range, never feels wanting.This is especially true if you fit the Performance Pack, as here. For another $14,990 it boosts power by 22kW to 358kW, adds better front brakes with look-at-me red calipers and a steering wheel with Alcantara in the grip sections. Six out of 10 buyers reckon bragging rights are worth the extra.Engine mods include forged pistons and a lightweight crankshaft, which dock 3kg off the weight. This unit spins to 7200rpm, which is not bad for a large V8 not made by Ferrari, and every millimetre of throttle application feels like you are unleashing some tempestuous, elemental force. It growls and roars on the way up then coughs and crackles on the way down. It's so entertaining at any speed you'll never forget why you bought it.Of course, most of those kilowatts simply apply a rubber veneer to the road. But that's not the point. You have the power. If you do get some traction, it's quick. The Performance Pack lowers the 0-100km/h sprint time by 0.1 seconds to 4.3 seconds, which only a few years ago was in the supercar class.The C63 Coupe disdains a torque converter automatic transmission in favour of the multi-plate clutch fitted to the SLS Gullwing. It has four levels of shift aggression, brings launch control and revs the engine on downshifts for extra drama. Quick, but not the quickest gearbox around, it can be hesitant and indecisive in slow-speed manoeuvres, a bit like the double-clutch transmissions now used by many brands.The upgrade brings more direct steering to all C63s and it makes the front wheels your friends. It's one of the car's highlights. The AMG suspension is stiffer and sets the wheels further apart than in a standard C. It's a rigid set-up so the body doesn't move around much through corners.That means on suburban roads the ride is joltingly firm. For me, there's just enough sophistication about the compromise to make it liveable. Great seats help and they're also one of the key AMG interior upgrades. Unlike before, this cabin feels the money even though tyre noise intrudes a bit too often and there are vestiges of former technology, such as the foot-operated park brake. The AMG cosmetics are restrained, in typical German fashion.The C63 saves its extrovert traits for the road. That's unlikely to change, but all brands are being forced to succumb to emission regulations that mean large capacity, naturally aspirated V8s will soon be a thing of the past. Both Merc and BMW have taken to turbocharging and the M3 will return to six cylinders for its next generation.

Pricing will be the key to Infiniti's success in Australia - despite the company refusing to announce prices until closer to the official launch in August.Audi, BMW and Lexus all have very capable vehicles and Infiniti will have to play on price as well as looks and performance The brand will launch with three platforms and a total of eight cars, all based on Nissan's 370Z architecture. But that range will progressively expand to seven models by 2015 when Infiniti expects to give German rivals Audi and BMW a serious hangover.Ironically, that will be partly due to the arrival of Daimler-sourced four-cylinder powerplants.FX crossoversThe BMW X5 leads the luxury SUV market - and the squared-off Beemer is right in the FX's headlights.Infiniti will launch the all-wheel drive model with all the flavours needed to satisfy demand, from a punchy 3.7-litre V6 petrol model to a 3.0-litre turbodiesel and a hi-po 5.0-litre V8 that (just) out-accelerates the Porsche Cayenne V8 S's 0-100km/h time of 5.9 seconds, though it can't match it on fuel efficiency.Infiniti says the FX50S will be more than $100,000 but adds that standard equipment levels will better those of its rivals, from the seven-speed automatic transmission to the 11-speaker Bose sound system.The V6s represent a more realistic real-world drive but Infiniti Australia general manager Kevin Snell predicts the FX50S will be the most popular of the trio at launch as early adopters chase the kudos of owning the top-end model.I'd buy the diesel. Its 0-100km/h time of 8.3 seconds doesn't reflect the effortless mid-range surge that is on tap once the vehicle is underway. The long bonnet and solid rear roof pillars means up-close visibility isn't a strong suit in the cars, which is why they're fitted with an array of cameras to help when parking, while the 50 also has four-wheel steering to help with cornering at carpark and freeway speeds.The driving position is closer to a luxury sedan than an SUV and the interior is as luxurious as a penthouse suite. That premium feel continues with the dynamics, with the steering precision not far off a Beemer and with more feedback than Audi's SUVs.Rear legroom is limited if the front-seat occupants are 180cm or more and there's not a huge amount of boot space - two suitcases will fill up the back.M sedansThe M37 petrol engine and M30d diesel donk are the same as those found in the FX range.The headline act for the mid-sized rival to the 5 Series, Audi A6 and Lexus GS350 is the hybrid M35h. It uses a 3.5-litre V6 with 225kW and 350Nm combined with a 50kW/270Nm electric motor. The combination has led to Guinness World Records certifying the car as the fastest-accelerating production hybrid car with a 0-100km/h time of 5.5 seconds.Fuel use is said to be 7.0-litres/100km and there's the now-expected three driving modes. The most efficient Eco mode increases the resistance of the accelerator pedal to discourage putting too much boot in. I'm not a fan but it is effective. The Infiniti sedan isn't far off the pace in terms of interior fit and finish either. The approach is busier than Audi's benchmark interiors but the execution is hard to fault.The switchgear has a solid feel and the satnav system is easy to drive and read while the voice instructions are timely and not confusing. G coupe and convertible The two-door G models are the oldest cars Infiniti Australia will bring in at launch and that's one of the reasons the company is holding off on the sedan variant of the small prestige car until the model model arrives late next year.Carsguide drove the M37 convertible that will be a direct competitor with BMW's 335i hardtop and reckons it will have the biggest task of any of the Infiniti range. The seamless six-cylinder engine in the 3 Series Beemer has more mid-range urge than the Japanese-built Infiniti and rear visibility is also marginally better.On the flip side, the default kit in the Infiniti is more extensive than that in the BMW and Infiniti says that will resonate with buyers who resent having to select - and pay a premium for - options boxes for what they consider should be standard creature comforts in a prestige vehicle. If we had a price the comparison would be much easier, but Infiniti won't talk hard numbers given it is still five months from putting cars in showrooms.The look is more lithe than the BMW though and that should earn it a following among those who want to stand out from the crowd.VERDICTIf the price is right Infiniti will wedge its way into the prestige market. It has the looks and performance to appeal and the company's research shows there is a market for cars that don't have the sharp crease lines that typify the major players in this space.And it's not looking to conquer the world -- just 10 per cent of it. Based on the execution so far, that's not an unrealistic expectation.MODELS:FX30d/M30d - 175kW/550Nm 3.0-litre V6 turbodieselFX37/M37/G37 - 235kW/360Nm 3.7-litre V6 petrolFX50S - 287kW/500Nm 5.0-litre V8M35h - 275kW/620Nm V6 petrol-electric hybrid

GOING it alone should pay dividends for the shyest of the Volkswagen family, the Jetta. No longer is it simply a Golf with a boot. It now comes as a standalone sedan in its own right. New from the wheels up, and longer and taller than a Golf, the Jetta has smooth, unobtrusive lines and balanced proportions that resemble a scaled-down Passat, which is just 25mm longer. On the road it is not as engaging to drive as a Golf but performs with undemanding maturity, poise and discipline. The interior looks and feels bigger than a Golf. It has its own dash design and layout, although it retains familiar controls and instruments.It has a huge boot and a full-size spare on most models.VALUEThere are now five models, instead of seven, and three engines, instead of five, including one manual and four with direct shift gearboxes.They are the 118TSI manual at $26,490 (auto seven-speed DSG $28,900), the 118TSI Comfortline with DSG at $32,490, the 103TDI Comfortline with six-speed DSG at $34,990 and the 147TSI Highline six-speed DSG at $37,990.The 118 comes with six airbags, stability control, airconditioning, Bluetooth, USB connection, cruise control, multi-function display, multi-function steering wheel, day lights, heated mirrors with indicator lights, six-way driver's seat adjustment, 16-inch steel wheels and a full-sized spare.It also has CISS, a crash impact sound sensor system that "hears'' the sound waves of an impact and speeds up airbag inflation. The 103TDI Comfortline adds 16-inch alloy wheels, dual-zone climate control, front and rear parking sensors, auto headlights and wipers and folding mirrors.TECHNOLOGYThe entry level model, a 118TSI, is about $4500 less than the previous range-starter, the less powerful 77TDI. On test were the manual 118TSI and automatic 103TDI. The manual brings out the best in the 1.4-litre turbocharged and supercharged petrol power plant. It is a cracker of an engine, armed with such instant and linear thrust that it feels much bigger in capacity. Output is 118kW and 240Nm, comparable to a naturally aspirated 2.0-litre engine. Acceleration from rest to 100km/h is a claimed 8.3-seconds in the manual and auto. Yet it is miserly on fuel, returning 6.5l/100km on the combined cycle, using 95 RON fuel.The gearshift is slick and, although the clutch uptake could be more progressive, it does come with a hill holder. Well proven in a long line of VWs, the 2.0-litre turbocharged diesel is strong and willing and all but silent on the move. Output is 103kW and 320Nm and is perfectly matched to the six-speed DSG, which is more refined than earlier versions, with less hesitation when engaging drive and reverse. A determination to shift into the tallest gear as early as possible helps deliver frugal fuel use of 5.5l/100km.DRIVINGThe interior, like the exterior, is understated but is comprehensively equipped and flawlessly finished, with quality soft-touch dash trim and clear and logical instruments and controls. No gimmicks or flashy styling, it is just elegant, warm and inviting. The longer wheelbase gives the Jetta a firm yet more compliant ride than its predecessor and handling that is confident and composed with high levels of grip. Steering is accurate and nicely weighted. Seating is firm and supportive and best for four -- although three slim adults will squeeze into the rear at a pinch. Head room in the rear is ample and the visibility through the side glass is unimpeded, as is rear vision for the driver. There is ample storage in the centre console, doors and cup holder slots. The rear seat has a fold down armrest with cup holders and a ski port. The backrests split fold, although not to a flat floor, and the opening through to the deeper boot is partially restricted by the bulkhead.  While the Jetta is not styled to startle in a competitive market, it is a polished performer with plenty of intrinsic value.VOLKSWAGEN JETTAPrice: From $26,490 to $37,990Warranty: Three years, unlimited kmEngines: Supercharged and turbocharged 1.4-litre (118kW/240Nm), 2.0-litre  turbodiesel (103kW/320Nm), 2.0-litre turbo petrol (147kW/280Nm)Body: Four-door sedanTransmission: Six-speed manual (1.4 only), seven-speed DSG (1.4 only) six-speed DSG (2.0-litre diesel and petrol engines)Thirst: 6.5 litres/100km 150g/km (1.4-litre petrol manual), 5.5 litres/100km, 143g/km CO2 (2.0-litre diesel), 7.9 litres/100km 183g/km (2.0-litre petrol)weeklytimesnow     Mat Watson road tests and reviews the VW Jetta.   

More. Give us more.  That's what Range Rover's well heeled buyers want with each new model. And the company is only too happy to oblige, with the addition of a even larger, harder hitting twin turbo V8 diesel that produces a whacking 700Nm of torque.We put the big Rangey through its paces on NSW's South Coast over a mixture of back roads and fire trails. It was all a walk in the park for the Range Rover Vogue which combines supreme off road ability with sumptuous luxury appointments. But, with prices starting from $158,000 - it's not for everyone.ENGINE AND MECHANICALThe diesel sounds like a V8 when presshed hard and is paired with an eight-speed ZF auto, complete with paddle shifts. It doesn't get much better than this. Power jumps 15 per cent to 230kW and torque is up nine per cent to 700Nm, compared with the previous 3.6-litre engine. What's more, the extra torque is produced 500rpm lower in the rev range, from a low 1500rpm.To go with the diesel, there's two petrol V8s one of which is supercharged. Both are carry overs from the previous model. The supercharged engine produces 375kW of power and 625Nm of torque while the naturally aspirated V8 delivers 276kW and 510Nm. Both petrols are teamed with a six-speed ZF auto.The most popular configuration by far is the V8 diesel which accounts for about 70 per cent of sales. And why not when it sounds like a V8 and uses half the fuel, with a rating of 9.4 litres/100km.DRIVINGWhichever way you jump it all translates into effortless cruising and overtaking. But start to push the big Rangey hard and you are reminded of the bulk and weight of this vehicle, which ranges from 2.5 to 2.8 tonnes, depending on what model you're driving.Despite its size the Vogue gets going, with the diesel taking a scant 7.8 seconds to reach 100km/h. Ultimately, however, the vehicle's weight counts against it. Corners are best approached with caution and the car will try to run wide if you're carrying too much corner speed. Best to go in slow and come out firing.The Vogue's electronic stability system cuts in early and harshly to avoid expensive mistakes. Six piston Brembos are fitted at the front, but it's still a big ask, especially in traffic. Ideally, it's best to be decisive and brake early. The 2011 model is further enhanced by improvements to the Terrain Response system in the form of Hill Start Assist and Gradient Acceleration Control.Inside the diesel inherits the push-button, rotary gear selector which has earned accolades for Jaguar in the XF and XJ. There is also and improved entertainment system and illuminated treadplates for the front doors are available as an option. New colours and wheels have been added and a new exterior design pack allows customers to give their Vogue a more individual look.LAND ROVER RANGE ROVER VOGUE TDV8Available: NowPrice: $160,500 - $212,500Engine: 230kW/700Nm 4.4-litre V8 bi-turbo-dieselEconomy: 9.4 l/100kmTransmission: 8-speed sequential automatic; 2-speed transfer case; constant 4WDDimensions: 4972mm (L); 2034mm (W); 1877mm (H)Wheelbase: 2880mmWeight: 2810kg (loaded)Tow: 3500kg.

There’s something special about driving a Jeep Wrangler.  The car that helped win a war has a rugged feel you don’t get in many so-called 4WDs any more. Jeep’s suspension is on the harsh side, the steering is kind of vague and the amount of noise that gets into the cabin is significantly greater than normal.All of which may sound like a criticism – but in fact we just love the way the American icon sounds and feels. Instead of being isolated from the action you’re sitting amongst everything that’s happening.ENGINE AND MECHANICALOur test drive marks introduction of a new V6 petrol engine to the Jeep Wrangler range. A thoroughly modern design displacing 3.6 litres, this twin-cam unit develops up to 209 kW of power, with 347 Nm to torque. Most to the latter is available at only 1800 revs – giving it diesel-like grunt that’s perfect for off-road driving.Jeep’s test figures say the new petrol powerplant accelerates from rest to 100 km/h in almost 30 per cent less time than the old 3.8 petrol unit it replaces, yet uses significantly less fuel while providing the overtaking safety the acceleration provides.The turbo-diesel 2.8-litre four-cylinder engine is still available and Jeep says it’s still likely to make up the bulk of sales of Jeep Wranglers – however, we feel the extra smoothness and responsiveness, not to mention the lack of that diesel fuel smell, will point more people in the direction of petrol than the sales guys anticipate.A five-speed automatic transmission is likely to be the biggest seller and though it seems to be cheating in some ways to drive a tough 4WD with a self-shifter there’s no doubt it will be simpler to drive in the tough on-road conditions that are likely to be the fate of the typical Wrangler.DESIGNVisually the 2012 Jeep Wrangler and Wrangler Unlimited, the latter being the long-wheelbase four-door model, are as before. The seven-slot grille has become an iconic part of the Jeep – though it must be pointed out that the earliest models actually had nine slots – as has the flat bonnet with rounded side and the squared-off mudguards.Jeep designers have tried playing games with the shape in the past, but the purists have jumped on them from a great height and the chances of them being silly again seem rather slim.DRIVINGWe took a brace of Jeeps over terrain that would have stopped many vehicles masquerading as 4WDs but which are aimed at creating the aforementioned isolation, not at enjoying the rugged Australian outback, beaches and forests.We took our Jeeps along narrow ridges with steep drop-offs that could have killed us had we got it wrong then along beaches with howling winds that created dangerous waves, as well as softening up the sand. (The winds later blew down a high-tech tent apparently erected in a semi-sheltered area for us to lunch.) As well as through paddocks with kangaroo and wallaby bouncing in front of us, apparently with a death wish.One thing we would like changed is the simple strap holding the doors open. We nearly had our knees smashed when the wind sweeping of the Southern Ocean tried to slam the doors shut. A more modern strut system to hold the door open would have prevented this – all complaints and explanations from Jeep lovers will be considered, but don’t be too harsh with your threats; particularly those who suggest we should be knee-capped…The favourable increase in the value of the Australian dollar against the US greenback has resulted in Jeep being able to begin the price list at a very reasonable $32,000 (excluding government and dealer delivery charges). This and the sheer pleasure in owning a Jeep Wrangler seem certain to see its sales climb significantly during 2012.JEEP WRANGLER 2012Price: from $32,000Warranty: 3 years, 100,000km with Jeep roadside assistanceService interval: 12,000km or 6-monthsThirst: 11.2 L/100km (manual) 11.3L/100km (auto), CO2 259g/km (manual) 263g/km (auto)Safety equipment: Airbags, ABS, ESC, HSA, ERMCrash rating: N/AEngine: Pentastar 3.6-litre V6, 209kW/347NmTransmission: 6-speed manual standard, 5-speed auto optional, 4WDBody: Four-door, 5 seatsDimensions: 4751mm (L); 1877mm (W); 1840mm (H); 2947mm (WB)Weight: 2268kgTyres: 245/75R17, 17-inch aluminium painted satin carbon wheels. 

Peugeot's RCZ 2+2 coupe is a striking car in the Audi TT idiom but with its own French flavour. The double-bubble rear screen is a stroke of styling genius as are the sweeping aluminium roof spars.PRICEAnd then there's the price advantage - all three RCZ variants are $54,990 with a generous amount of goodies. A diesel Audi TT will set you back nearly $70k albeit with all wheel drive.ENGINE AND MECHANICALSWe have been driving the 2.0-litre HDi turbo diesel six-speed manual - an interesting specification for a sports coupe but it works, delivering sporty performance and sharp handling. There's no cackling, popping exhaust as you get in the turbo petrol models but the car has other strengths - such as frugal 5.3-litres/100km fuel consumption. It means you can drive your diesel RCZ for a thousand kays without refuelling. Strong roll-on acceleration is also an endearing feature of the 2.0-litre diesel which runs a variable geometry turbo and high pressure injection on the way to delivering some 120kW/340Nm output. That's pretty lazy by latest gen' diesel standards but you really don't need any more poke than what is available. It's aided and abetted by the close-ratio six- speed manual box which works sweetly apart from the 5-6 upchange which is slightly offset. You can maximise fuel efficiency by paying attention to the car's gear change indicator but we achieved 5.3 without really trying. Emissions are reduced by an exhaust particle filter and safety is boosted by four air bags and sports calibrated stability control. It has decidedly sporty handling thanks to the wide track and well damped suspension which is an ideal compromise between sports firm and comfort soft.DESIGN AND EQUIPMENTIt's a beautifully built thing coming out of a factory in Austria complete with leather interior and a stylish yet functional dash.The test vehicle was equipped with optional JBL audio which rocks your world but generous standard equipment includes Bluetooth, premium, fully connected audio, chrome dash trim, alloy pedals, dual climate control and a heap of other goodies. Brakes and steering responses are of a high order. The test car's Directional bi-xenon headlights were among the best we have sampled and the hill start assist and park assist are handy to have.VERDICTWe liked driving this car. It's stylish, engaging, economical, goes great, is well equipped - and the right price.

Peugeot's premium sedans and wagons have been to the cosmetic surgeons and look all the better for it. Gone are the gaping mouth and glitzy eyes of the previous 407. In their place are the more subtle and graceful lines of the 508. While the result is less distinctive, this latest generation Peugeot has a purity and balance more befitting the marque. Bigger all round than its predecessor, the 508 is 100mm longer, 42mm wider and a fraction taller. The interior is classy, well-appointed and thankfully free of gimmicks and complex controls. The dash layout is clean and uncluttered and mostly easy to master, although storage could be better. The front seats are supportive, with generous leg and shoulder room and plenty of adjustment, backed by a reach and tilt steering column. Rear seat legroom is the main beneficiary of the longer body, up by 53mm.PRICINGThe 508 comes in five models - three sedans and two wagons. Entry level is the 1.6 turbo petrol Active at $36,990, then the 1.6 Allure at $39,490, the 1.6 Allure Touring at $42,490, the 2.0 diesel Allure at $42,990, the 2.0 Allure Touring at $45,990 and the 2.2 diesel GT at $52,990.On test, the 2.0 Allure sedan had six airbags, stability control, quad-zone climate control, leather trim, cruise control, parking sensors, electric park brakes, engine stop/start button, trip computer, hill-start assist, heated and folding mirrors, single-CD eight-speaker audio with Bluetooth and USB connection, side and rear sun blinds, finger-touch locking and unlocking, auto-headlights and wipers, fog lights and day lights.The wagon adds a glass roof and an electric tailgate. The 508 goes into bat against the Ford Mondeo, Renault Latitude and Volkswagen Passat.TECHNOLOGYPeugeot has been a leader in turbo diesels since the robust 504 GLD in 1978. The 2.0-litre HDi engine in the 508 remains punchy and frugal. Output is 120kW, up 20kW, and torque is up from 20Nm to 340Nm at 2000rpm. The six speed automatic transmission makes good use of the engine's flexibility. It steps off briskly, delivers ample mid-range and overtaking response and has a tall sixth gear ratio to cruise serenely at 1750rpm at 100km/h.DRIVINGNoise levels are so low most passengers won't pick it for a diesel. Performance is deceptive enough to warrant an eagle eye on the speedometer around town. Acceleration times are much the same as the 407, but fuel consumption on the combined cycle drops to 5.7l/100km, down from 7.1l/100km. This, plus an increase in fuel tank capacity from 66 to 72 litres, extends the driving range to more than 1200km.A longer wheelbase than the 407 produces a more stable footprint. Handling is secure and predictable, with accurate turn-in and minimum body roll. The suspension is firm and well-controlled on smooth surfaces but, while the big tyres grip like glue, they also produce some thump at low speeds on choppy secondary roads.weeklytimesnow

It ran a close second in the 2011 Carsguide Car Of The Year contest which shouldn't have surprised anyone in the know. Volvo's S60 T4, the base model S60 (from $48,990), is a quality medium size sedan with strong performance and plenty of kit - oh, an it looks pretty hot too."Only" a 1.6-litre, turbo four cylinder  -- with variable cam timing and direct fuel injection which makes it good for 132Kw/240Nm. This translates into a highly satisfactory drive feel with plenty of poke underfoot and excellent roll on acceleration from speed. It also means the T4 sips fuel at around 7.2-litres/100km. The engine is smooth and quiet offering near silent highway cruising. It prefers premium unleaded but will run without protest on the low grade stuff. The thing that really makes the T4 is its six-speed dual-clutch "manumatic" transmission offering rapid fire gear changes that are barely perceptible. Plenty but also plenty of options if you want to exercise your writing hand. As it stands you get leather upholstery, excellent audio, Bluetooth, pollen filter, heated seats, multi function trip computer, cruise, wheel controls and push button start/stop (which we could do without - unnecessary).Gets a five star rating but goes well and truly above and beyond the call of duty with clever stuff like City Safety. And if you have a sneezy disposition, the entire car is made with hypoallergenic materials.This is the final T4 instalment as it goes home soon but the experience has been illuminating convincing us that you don't need a large or even medium capacity engine to get strong performance. The 1.6 in the T4 is a crackerjack offering performance that won't disappoint even enthusiastic drivers and then rewards backs up with light fuel consumption.The audio in this car is not intuitive and some might find it a challenge to use. Simple dials are a better bet we reckon. The boot is large, the cabin is roomy and it looks great.Volkswagen's impressive Passat 118TSi is a direct competitor - at a lower price but it doesn't quite have the same "cache" as the S40.

You win some, you lose some. Or so it would seem when it comes to Volkswagen's new ultra fuel-efficient Golf BlueMotion, which is priced from $28,990.ECONOMYThe win in this case comes in the form of outstanding fuel economy, which at 3.8 litres/100km, is about as good as it currently gets _ surpassed only by Ford's smaller Fiesta Econetic at 3.7. It's even better than Toyota's benchmark petrol-electric Prius. With a 55-litre fuel tank and economy of 3.8 litres/100km, the Golf has a theoretical range of 1447km.ENGINEOn the downside we bid goodbye to the current, 1.6-litre 77TDI diesel. It's been axed to make way for the new BlueMotion model. The car features the same 1.6-litre turbo diesel as the 77TDI, but with several refinements to improve fuel economy.The diesel delivers 77kW of power at 4400 revs and 250Nm of torque between 1500 and 2000 revs. A stop/start system is also part of the setup that shuts down the engine at traffic lights, provided the car is put into neutral and the energy normally lost during braking is diverted to the car's battery.TRANSMISSIONThe thing is BlueMotion is available only in manual form. If you want a diesel with VW's acclaimed DSG `manumatic' transmission you'll have to cough up considerably more for the more expensive 2.0-litre diesel. It's paired with a five-speed manual gearbox (not a six-speed), with gear ratios that are said to do a better job of keeping revs in the torque band where it is at its most efficient. The engine management system has been revised to reduce idle speed and a visual prompt tells the driver when to change gears for maximum economy. As well as this a number of aerodynamic improvements have been made to reduce wind drag. The fact that Volkswagen is not offering an automatic doesn't quite fit with the company's claims of no compromise. But VW Australia boss Anke Koeckler explained it was keen to make a "green" statement, to show that it has plenty of know-how using existing diesel technology.It's a pity because I for one will miss the 77TDI, a car we had for several weeks. Equipped with the DSG transmission, it was as practical as it was economical, one of the few fuel misers that we've tested over a longer period to return more than 1000km from a single tank. The 75 per cent of Golf buyers who chose an auto over a manual may also be less than enthusiastic.DESIGNGolf BlueMotion comes as a five-door hatch. A deeper front air dam is fitted along with a rear wing to push air over the car, the ride height has been dropped 15mm and lightweight 15 inch alloys with low roll resistance tyres added.Underneath it all, however, BlueMotion is still a Golf like any other Golf, with seven airbags, plenty of driver assistance systems and a maximum five-star safety rating. But the spare wheel has been replaced by a reinflation kit to reduce weight, which is down to 1234kg.The car is well equipped and comes in four colours including environmental blue, but misses out once again on Bluetooth which remains optional.DRIVINGOn the road it is easy and pleasant to drive, but the driver must remain vigilant to change gears as instructed and to make use of the start/stop system. If you don't put the car into neutral it will not activate and you'll miss out on fuel savings.Although it is often difficult to achieve official economy figures, we came close at the launch this week returning 3.9 litres/100km. Former rally driver and self-styled economy expert Ed Ordynski went one better, getting the figure down to 3.3 litres/100km on a 1000km economy run.In summary Golf BlueMotion will appeal to those serious about making an environmental statement. But we reckon they'll soon tire of changing gears, especially if they're city dwellers.

The mini range of Minis is becoming a maxi range with the addition of its first two-seaters. When the new Mini was launched 10 years ago, it arrived as a hatch, followed shortly by a soft-top and that was it for body styles for several years.About 15 months ago a five-door Clubman wagon was added and last year a jacked-up, all-wheel-drive version, the Countryman, arrived. Now Mini has added a two-seater Coupe and Roadster with a Paceman (coupe version of the Countryman) coming next year and possibly a Clubvan (solid-sided Clubman) which is yet to be evaluated for Australia.Prices start at $42,990 for the six-speed manual Cooper S Coupe and $52,600 for the John Cooper Works Coupe. While the convertible version of the Hatch costs a premium of more than $8000, the rag-top variant of the Coupe is only an extra $2010 for the Cooper S and $2500 for the JCW making the Roadster an attractive option. Six-speed auto adds $2350 to the price, which is the same across the Mini fleet. The JCW only comes in manual. Mini Australia boss Kai Bruesewitz believes the new two-seater competes in a narrow class of vehicles with a wide range of prices, from the Honda CR-Z (from $34,990) to the Audi TT (from $70,400). Other competitors are the Peugeot RCZ (from $54,990), VW Eos ($49,990) and Mazda MX-5 (soft top $44,265, coupe $47,200). While this is unchartered territory for Mini, they believe about two-thirds of buyers will opt for the Coupe and about 10 per cent will want the JCW which is one of the highest rates in the world, says Bruesewitz.Given its sporty body shape, it makes sense that the Coupe and Roadster only arrive n Cooper S and JCW variants. The Cooper S comes with the turbo 1.6-litre with 135kW of power and a thirst of 6.3 litre per 100km, while the JCW has 155kW and 7.1L/100km. The chassis in both Coupe and Roadster are based on the stiffer and heavier Cabrio. While the Coupe weighs 1165kg which is a surprising 15kg more than the Hatch despite its lack of back seat and roof, the Roadster weighs an extra 20kg than the Coupe but is a surprisingly 45kg lighter than the Cabrio. Engineers have stiffened the springs on Coupe and Roadster and there is an even stiffer sports suspension available in the Cooper S to match the JCW. All the usual tech features of the Mini are available, but a glaring omission in a market obsessed with with phones is Bluetooth audio streaming. This is what the new variants are all about. They are a design exercise, with few technological changes from the Hatch and Cabrio. Designers specifically intended for the strange Coupe roof line to look like a backwards-facing baseball cap. It looks ridiculous from the side view, but works from the front and rear. The overhanging lip or cap peak also has a practical use, acting as a roof spoiler. There is also an auto boot spoiler on both models which deploys at 80km/h and retracts at 60km/h with a switch inside to manually deploy. Roadster has more appeal from all angles, accentuating Mini's first three-box silhouette. Apart from the obvious roofline, the new models feature a 13 per cent greater raked windscreen. Dimensions are roughly the same as the Hatch, but it sits slightly lower. Inside is standard Mini fare, although the rear seat is gone and there is a small storage area for a couple of shopping bags or briefcase. The big surprise is the cargo area which has more room than the Hatch, while the soft top, which can be manually deployed in about half the time of electric roofs, does not steal precious boot space. The boot is also wide for easy luggage access.The Coupe's roof has been scalloped out so this will suit the tallest of drivers. Product and pricing manager Sue McCarthy says the usual interminable array of Mini options and accessories are available for customisation.There are four airbags and all the usual passive and active safety features of the other Mini models. While they have not yet been crash tested here or in Europe, the Mini Cooper has a maximum five-star rating. Roadster gets two permanent but stylish chromed rollover bars. Rear vision in the Coupe is scant and worse in the Roadster. The boot spoiler only makes matters worse.As expected, it handles like a go-kart, torque-steers like a banshee and the suspension crashes through harsh surfaces. However, the suspension adjustments for the heavier chassis have livened up the steering so there is less understeer and even sharper turn-in. On the down side, ride is further compromised and the car tended to skip sideways over high-speed bumps such as corrugations in corners.On the national launch through the Yarra Valley, both cars were an exciting drive, but after a couple of hours of hitting the bump stops over some of the more gnarly sections of road, my neck and head began to ache. It also didn't help that the cabin is quite noisy, probably because of the lack of sound dampening with the absent rear seat. We also found the flimsy parcel shelf developed an annoying rattle and the rag top vibrated against the metal ribs. Mini's famous "look at me" value is increased, especially in the radical Coupe. People stop, stare, point, but mostly smile and wave.