Luxury Reviews

Cubic capacity is still the definitive measure of engine performance and luggage space. Package them together and you have the Mercedes-Benz C63 AMG Estate (Euro-speak for wagon). It's a leather-lined load lugger that will take the family on holidays at hyperdrive speeds.The Merc wagon's $154,800 price may be more than two year's average wages but it's also good value for money. No one else competes in this field - the closest you can get is the BMW 335i M Sport Estate at $112,600. The Beemer is a very, very capable car but it can't touch this.HSV's R8 Tourer isn't in this league either - it can't handle or hustle like the C63 can and the Commodore-based interior doesn't pretend to be this luxurious. Audi doesn't play here either - the wicked RS4 Avant isn't sold in Australia. That leaves the C63 Merc sitting pretty... unless you want to upsize to the biturbo 5.5-litre E63 Estate at $244,500.A seven-speed automated manual transmission endows the Merc with the ability to sip fuel at a modest 12.3 litres/100km. Not that most owners will ever see that - the temptation to drop the boot into the 6.2-litre V8 and provoke an exhaust snarl that humbles local V8s is just too much to resist.This is the best-sounding engine in the Mercedes-Benz garage and with 336kW and 600Nm on tap, it goes as hard as it sounds. The Carsguide test vehicle was fitted with the $14,900 performance package, which adds 22kW thanks to lightweight engine internals and puts composite brakes inside a set of 19-inch rims.Sexy and wagon shouldn't be used in the same sentence, but the Merc has enough panache to satisfy the fussiest fashionista. The tapering roofline removes the traditional slab-sided wagon look without sacrificing load capacity.Front on, it sets the standard in this class, which helps explain why the C-Class is the best-selling prestige range on the market. The red leather interior is as subdued as the exhaust note and reminds passengers and passers-by that this is a performance car.A three-stage stability control program is standard on the AMG and gives owners the option taking to the track and setting the program to their level of competence. The default mode keeps everything reined in; the next stage lets the tail hang out and all bets are off when the system is deactivated.The composite brakes - complete with red calipers - are neck-achingly good and won't fade this side of an assault on the Phillip Island circuit. The taut suspension sacrifices compliance over ruts and bumps for virtually no body roll and optimal tyre positioning when the pressure is on - just what you'd expect from a sports car. Xenon headlights have enough range to match the C63's pace and the safety pack is rounded out with adaptive cruise control, a fatigue detection system and nine airbags.Express delivery has never been so much fun. A dial on the centre console sharpens the transmission response from .2 of a second in the regular mode to .1 of a second in Sport +, and then there's launch control if you want to go from rest to 100km/h in 4.3 seconds. Queue manic laughter and looks from passengers that range from startled to outright scared. Don't put the dog in the back to test it, though, unless you've got Velcro paw mitts - the poor beast won't be able to deal with the G-forces. The steering is light on centre but weights up nicely with pace and cornering angle and if you can afford to fry the 30-profile rear tyres, this is a wagon built for precision drifting.

Released last year, the Peugeot RCZ has been compared to Audi's TT coupe in its style and execution.You don't see many of these cars on the road, so if you want to standout this could be just the ticket.VALUEStill not sure about the looks, but Peugeot's RCZ sports car certainly commands attention. So does the price, because at $54,990 before on-roads it looks a lot more expensive than it is. Peugeot has adopted a curious pricing strategy for this car. Buyers can chose between three models, all for the same price. There's a choice of 1.6-litre turbo petrol and 2.0-litre turbo diesel engines, with six-speed manual and automatic transmissions. But there is a caveat. The diesel is available only as a manual and there is a bigger choice than might be first apparent when deciding between the manual or automatic petrol versions.If you want the automatic, you must accept a cut in the engine's power and outputs, which drops from 147 to 120kW and from 275 to 240Nm.DESIGNThe exterior is defined by the so-called double-bubble shaped roof and rear window, a large analogue clock dominates attention inside. The RCZ scores five stars for safety, with a raft of safety devices.Leather is not standard but the car is reasonably well equipped, with a range of option packs available. The standard six-speaker sound system includes Bluetooth, a USB connector, AUX socket, audio streaming function as well as a hands-free kit.TECHNOLOGYThe RCZ has a Mac strut front and torsion beam rear suspension setup, and sits on standard 18 or optional 19 inch wheels. The 1.6-litre turbocharged engine is in fact the same unit that can be found under the bonnet of the Cooper S.Jointly developed by BMW and PSA Peugeot-Citroen, it was named International Engine of the Year last year. With a twin scroll turbocharger the engine develops maximum torque of 275Nm during overboost and sprints from 0-100km/h in 7.5 seconds. At the same time it uses just 6.9 litres of fuel per 100km. The car tips the scales at 1372kg.DRIVEThink fun to drive in the classic sense of the term and you start to get the picture. Not having driven any Peugeots for a while we approached the RCZ without any preconceptions. The RCZ sits on the same platform as the 308 and 3008 models. Our test vehicle was the 1.6-litre turbocharged petrol engine with the six-speed manual transmission which is bound to be the biggest selling model given the car's sporty pretensions. But the ride height has been lowered 20mm and the car has a lower centre of gravity both of which contribute to excellent handling characteristics.The RCZ is no red light racer, but delivers plenty of punch in the mid range, with nice exhaust crackle and quick, responsive dynamics. The car exhibits high levels of grip but is better suited to smoother roads, with an engine that hits the rev limit easily.A pop up rear wing activates at speeds of more than 85km/h and folds back below 55km/h, with a second position for speeds above 155 km/h (or you can deploy it manually)But, after the first corner, we were hooked. With a T intersection ahead and the lights about to go red, we just made it in time, flicking the wheel right for the 90 degree turn. To its credit the RCZ didn't miss a beat, snapping around the turn like it was on rails.VERDICTThis is a car for people who like to drive, with spring in its step and a light easy to use manual change.

We thought the 1.4-litre Giulietta was going to be a bit of a doddle after the fire-breathing 173kW QV.How wrong we were. This car is outstanding, easily the best Alfa we've driven in a long time.VALUEThe Alfa Romeo Giuletta 1.4 TB MultiAir is priced from $36,990 before on road costs.DESIGNThe Giulietta is a replacement for the beaked 147 model and continues a return to names instead of numbers to differentiate models.It's actually a bigger car than its predecessor and this is reflected in an increase in luggage space. At 350 litres it has 16 per cent more capacity than the 147.  It's also 21 per cent wider.TECHNOLOGYThe MultiAir engine which made its debut in the smaller Mito is unique, with cutting edge technology that will do for petrol engines what high pressure, common rail injection has done for the diesel.With no throttle valve and cylinder-by-cylinder, stroke-by-stroke direct air intake control, the technology cuts fuel consumption and CO2 emissions by up to 10 per cent while producing 10 per cent more power and 15 per cent more torque than conventional engines.The unique 1.4-litre TB MultiAir engine produces 125kW of power and up to 250Nm of torque in dynamic mode, yet uses only 5.8 litres of petrol per 100km. The dash from 0-100km/h takes 7.8 seconds, just one second slower than the more powerful QV.DRIVEWe clocked up almost 700km in the 1.4-litre turbocharged tyro this week and came away impressed by its styling, performance as well as the ride and handling, the ride is quite unexpectedly supple, nothing like the jarring encounters we've had with other Alfa’s in the past.From the driver's eat the MultiAir engine feels strong and smooth, especially with the DNA system switched to dynamic mode which boosts torque from 230 to 250Nm at 2500 revs. The DNA system features Normal, Dynamic and All Weather modes and is standard across the range.The change from Normal to Dynamic is perceptible. It acts on the engine, brakes, steering, suspension and gearbox to allow drivers to hone the car's responses to the conditions.Couple with a six-speed manual, the drive experience is sharp and sporty with plenty of electronic aids thrown in to keep you firmly planted on the road. At the end of our test program the trip computer on our car was showing 7.3 litres/100km.VERDICTNow, if the car can stand up to the rigours of our harsh Australian climate the Italians could well be on to something with this one.ALFA ROMEO GIULIETTA 1.4 MULTIAIRPrice: from $36,990Engine: 1.4-litre TB MultiAirEconomy: 5.8 litres/100km.Outputs: 125kW / 250NmTransmission: Six-speed Manual

HUGE news in 1972 was that the all-new Holden HQ had ground-breaking coil springs and flow-through ventilation. Things moved much slower back then. Peugeot had the same features a decade earlier, yet Holden's inclusions were considered a marvel akin to time travel. Advances today are done with microscopic electronic widgets and wires - or, in increasing instances, without wires - hardly able to be seen with the human eye.Audi has just launched its premium A6 with standard stuff that would freak out most mid-aged electronics engineers. The mind-boggling starts with touch-pad controls with numeral recognition, a voice recognition system and a sat-nav operated by the touch pad. It also has coil springs and flow-through ventilation.VALUEYou have to expect the $116,500 price tag of the latest Audi A6. The car is lavish in its appointments yet there's a blanket of restraint that gives it understated elegance. Quality is paramount, as is the fluidity of the drivetrain that ensures limousine performance. All Aussie A6s get S-Line equipment and kit includes a 14-speaker Bose audio, walnut dash inlays and sunroof. It compares very well with its rivals.DESIGNKinda l ike an A4, but 200mm longer. Only the abrupt and in-ya-face grille stops the A6 from becoming invisible on the road, for it's lines are uncluttered and its proportions are close to perfect. The austere black-lined cabin is saved only by assorted alloy-look trim and matte walnut inlays but despite its simplicity, manages to carry a lot of style cred and also works a treat.TECHNOLOGYA lot of its highlights are expected from Audi. Energy recuperation from the brakes is used to top up the battery  and help the stop-start system. The A6 is partly aluminium, cutting weight 15 per cent on its predecessor and now making it only 30kg heavier than an equivalent A4. There's all-wheel drive under Audi's ``quattro'' tag, the perennial 3-litre V6 turbo-diesel - now with 180kW/500Nm for a 0-100km/h cracker of 6.1 seconds - and a seven-speed dual-clutch auto.SAFETYA full suite of electronics to help keep the car on the road and avoid accidents, eight airbags, a five-star crash rating and an unerring  ability to feel so confident, solid and safe on the road. The all-wheel drive is also a big plus, as is the stability when cornering, though a full-size spare would be appreciated. Yes, one will fit.DRIVINGPut 500Nm of low-end diesel torque in any car and you're in for a blast. The A6 doesn't disappoint - though it's not up to the BMW 535d's explosive kick - with so much on tap it keeps the seven cogs in the dual-clutch box quite busy. There is some lag - a combination of catching the turbo before it's up to speed while trying to wake a dozing dual-clutch box - that produces some awkward moments. If you want brisk motoring and avoid such odd moments of embarrassment, use the gearbox's manual mode via the paddle shifts. Ride comfort is superb (air suspension is available but probably not worth it) and the multi-link suspension front and back works hard to cleverly hide the nose-heavy character. Much like Porsche sweated over defying physics with the rear-mounted engine in the 911.AUDI A6 3.0 TDIPrice: $116,500Warranty: 3 years, unlimited kmResale: 56%Service interval: 15,000km or 12 monthsEconomy: 6.0 l/100km; 158g/km CO2Safety equipment: 8 airbags, ESC, ABS, EBD, EBA, TCCrash rating: 5 starEngine: 180kW/500Nm 3-litre V6 turbo-dieselTransmission: Seven-speed dual-clutch autoBody: 4-door, 5 seatsDimensions: 4915 (L); 1874mm (W); 1455mm (H); 2912mm (WB)Weight: 1720kgTyres: size 245/45R18, space-saver spare.

The Grand Cherokee showed Jeep was on the right track but its bearings are still a touch off based on the updated version of the Compass. It is a makeover for the softest of the Jeep range - and the first of a series of two-wheel drive models - as the US-based company looks to grab more mainstream buyers. The

TWO poor wretches have just emerged from the car behind and the scene is dreadful: completely soaked and exhausted, they stumble into the bright light and find comfort in 35C heat.The unfortunate fellows have spent a couple of hours driving through the Adelaide Hills in the new Audi A6 and it's much hotter inside the car than outside in the sun. The A6 has airconditioning, of course. They've turned it off.Their shirts dry more quickly than I can stop laughing. But behind the smile is concern, and not for their personal hygiene: What did you get?ECONOMY PRESSUREWe're on an efficiency challenge, dreamed up by Audi to demonstrate the frugality of its new four-cylinder A6s. These have just joined the six-cylinders launched in June and a handful of cars, petrol and diesel, have been split between two teams.Lowest total wins. As fellow members of team green, my co-driver and I need the sweaty ones to do well. Even if we don't want to sit next to them. Their number is 5.0 litres per 100km, bang on the official fuel consumption figure for the diesel 2.0 TDI. Anyone who has tried to replicate these numbers knows they don't relate very well to the real world. In the A6, help is at hand. An energy meter for auxiliaries shows how much you save. For our perspiring team-mates, turning off the aircon gave them an edge. It's a good result and shows off the driveline, at least, to best advantage. Crucially, too, it's better than the diesels of the opposing team.TECHNOLOGYBut even those more concerned about personal comfort are doing fairly well. With this generation, A6 four-cylinders go to the top of the efficiency class. The 5.0l/100km figure for the 2.0 TDI means it matches or betters the BMW 520d, Jaguar XF 2.2D and Mercedes E220 CDI.It's a similar story with the petrol 2.0 TFSI, which improves 17 per cent for a figure of 6.4. The 2.0 TFSI matches the newest (and yet undriven) BMW 520i and is substantially more economical than the Mercedes E250 CGI, with its turbo 1.8.At this level, the 2.0 TFSI also benefits from a higher luxury car tax threshold and so a couple of thousand comes off the starting price. Both diesel and petrol have more power and torque than before and both are quicker. As well as being neck-and-neck with each other -- at 8.2 or 8.3 seconds to 100km/h -- they lose just one-tenth in acceleration to the naturally aspirated 2.8-litre V6.As well as the latest engine technology, including direct injection, the fours have stop-start systems and drive the front wheels through a continuously variable transmission with eight manually selectable ratios. Helping the efficiency claims are aluminium panels, including the bonnet and doors, which reduce weight by 65kg.DRIVINGHappily, you don't have to take an in-car sauna to benefit and in the petrol we're leaving it on for long spells and still getting 6.3. That's slightly better than the official figure and I'm not entirely clear how we've done it.Certainly, there's no point thinking you can drive as you usually do. At least, not for most drivers. We've been accelerating and braking as smoothly as possible and trying to even out speed by looking a long way ahead, anticipating every move. We're also going much slower than the law allows. At times, 20km/h below the limit as we try to keep revs low. For a while, there are a half-dozen cars backed up behind, and who can be patient in heat like this?Well, Adelaide can. In most parts of Australia, we'd have been thoroughly abused by now -- a concern in a city better known for its murders than its churches. But if there's a bright spot for road tolerance in Australia, we're in it. This, it seems, is business as usual for South Australian drivers. At least on last week's baking Wednesday.Across a 170km route through the Adelaide Hills our 6.3 in the petrol combines with two excellent scores from team green diesels to take out the win. But it's with some relief that the next day's drive does not involve a competition; this sort of thing can become obsessive.With the normal amount of lead in my right foot, different aspects of the engines stand out. Both the petrol and diesel have enough low-rev torque for an easygoing drive and either four-cylinder would make a relaxed touring machine. It's quiet and civilised in here.This is true even though both employ a continuously variable transmission. CVTs can be unpleasant because of the way they exploit an engine's power band. They tend to locate one narrow part of the rev range and adjust their internal ratios, rather than rev the engine out as you would normally. They can be shrill and will never be a driver's first pick. Although here they are better than expected.Nor is front-wheel drive the enthusiast's choice, especially for a large car. If performance and handling is your priority, then the V6s come with all-wheel drive. If I was left with doubts about these cars, it concerned their ride quality, which felt busy even on roads that looked smooth.I wasn't convinced they could cope with the worst of Aussie tarmac. But I do know, for sure, that the airconditioning can cope with the worst of Aussie heat.AUDI A6 2.0 TFSI, 2.0 TDIPrice: From $77,900 (2.0 TFSI) to $78,900 (2.0 TDI) plus on-road costsEngines: 2.0-litre turbocharged four-cylinder petrol or dieselOutputs: 132kW at 4000kW and 320Nm at 1500rpm (2.0 TFSI); 130kW at 4200kW and 380Nm at 1750rpm (2.0 TDI)Transmission: Eight-speed continuously variable transmission, front-wheel driveFuel Consumption: 6.4l/100km (2.0 TFSI) 5.0l/100km (2.0 TDI)

It's the "slowest" new Porsche 911 but, hey, measured against most other cars, the 911 Carrera Cabriolet is indecently quick - all Porsches are.VALUEWe would tick both these boxes if we were spending the $259,000 for this car. It's a shed load of cash but you are getting arguably the best quality mainstream car money can buy because Porsche is made of quality components and materials by by highly qualified people who take utmost pride in their work.TECHNOLOGYThis particular car weighs in at 1500kg - 85 kgs more than the hard-top Carrera coupe due to underfloor chassis reinforcements and it has the "entry level" 3.6-litre boxer six-cylinder 254kW/390Nm engine. It means the Carrera Cabriolet puts away a 0-100km/h sprint in 4.9 seconds and tops out at a speed we can't say -  but fast.So, slow it most certainly isn't. The test car was optioned with a dual clutch 'manumatic' transmission called PDK in Porsche acronym speak. It also had optional Sports Chrono which brings with it launch control that further aids off-the-line acceleration.DESIGNWe have seen it first hand. The 911 Cab is a sports car in the truest sense as it has a folding soft top that tucks away somewhere behind the rudimentary rear seats. This is a 2+2 at a pinch. The roof operates electrically up to speeds of about 15km/h which is really handy in inclement weather or at traffic lights.Porsche paid particular attention to the roof structure which holds the soft top tight as a drum at all speeds, even with the windows down. Those weight adding underbody reinforcements do their job because the 911 Cab' feels rock solid with the roof up or down.The Cabrio offers roof down sports motoring with plenty of luxury including premium audio, heated and electrically adjustable seats, 40 gig audio hard drive and a touch screen that's simple and logical to use.SAFETYIt has six air bags and sports stability control that doesn't intrude when you are having a go.DRIVEThe engine features direct fuel injection as well as variable cam timing and other clever technology to optimise its output. The oil pump is variable depending on demand. Handling is supreme especially with the sport plus button activated. It firms up all dynamic functions and changes the gear map for the transmission into full manual - no unwanted up or down changes unless you select them.The steering is typically engaging thanks in part to the engine being rear/amidships and not compromising steering system placement. It has monumental brakes and the optional 19-inch wheels with wide rubber should also be seriously considered for aesthetics as well as grip.The seven-speed PDK can be left to its own devices in D or operated by the selector stick or buttons on the steering wheel - the only aspect of this car we don't really like (they should be paddles on the steering column). The sound is unbelievable, the feel amazing, the looks arresting and the acceleration gratifying. Where do we sign. VERDICTWe love this car though it wouldn't be our choice given the opportunity. That would be the yet to be released Carrera GTS.P0RSCHE CARRERA 911 CABRIOLETPrice: from $229,900Warranty: 3 years/unlimited kilometresService interval: 15,000km/12 monthsSafety: 5-star ANCAP, six air bags, sports stability controlEngine: 3.6 litre in-line six-cylinder, 254kW/390NmBody: Two-door coupeWeight: 1500 kgTransmission: 7-speed dual clutch manual 

Santa Barbara, California, is the home of liposuction, boob jobs and Botox ... so the lighter, pumped-up and cosmetically updated Mercedes-Benz ML 63 AMG is right at home. The glitzy seaside city was the site for the world launch last week of the fifth AMG to get the smaller but more powerful 5.5-litre V8 engine. Here the high-performance SUV is in its element with the beautiful people.The good news for Aussie beautiful people is that when it arrives in June it will be more agile, more powerful, more efficient, slightly less ostentatious and probably about the same price.VALUEMercedes-Benz spokesman David McCarthy says there will be "little or no change in price and if it does go up it will have a lot more kit". The current price is $175,815 which places it under its main rivals: BMW X5 M ($178,200) and X6 M ($185,400), Range Rover Vogue supercharged V8 ($202,800) and Porsche Cayenne turbo ($248,600). In terms of value, the third-generation AMG SUV now sits closer to the BMW for driving dynamics and closer to the Range Rover for comfort.TECHNOLOGYEveryone is raving about this new bi-turbo engine, which is smaller in capacity, but has the most power and torque in its class while also being substantially more economical. In standard trim it has peak output of 386kW/700Nm, but with the optional performance package that increases turbo pressure, they rise to 410kW/760Nm.Fuel economy in both forms is now 11.8L/100km on the combined cycle, which is a 28 per cent improvement. It also now comes with an engine stop/start system to save fuel in commuter traffic. But the tech upgrade that raises the ML to new heights in dynamics is the new "active curve control" which uses active sway bars to resist roll in high-speed cornering.It is packaged with a new sports-tuned air suspension with adjustment for comfort and handling. The seven-speed automatic transmission now has a quirky double-declutching function for downshifts which blips the throttle and smooths out the cog changes just like a racing driver. But it retains the torque converter for more than three-tonne towing performance.STYLINGThe "braces" are off and the AMG now looks all grown up. The previous model featured a snarling grille that looked like it was wearing braces. This has been replaced by a more sombre look with darker materials and a three-pointed star with less "bling". Changes to its smile are reflected in more muted styling throughout, from the matte silver chrome apron up front to the discrete quad tailpipes at the rear. Inside, the luxury materials have been upgraded, the layout has been finessed and there is more choice for buyers, including formalising its bespoke operations at the factory.SAFETYIt's packed to the rafters with safety gear as we have come to expect with Benz. The active curve control feature should also be considered a safety feature as it keeps all four wheels on the ground in corners. There are up to nine airbags, lane-departure warning, blind-spot warning, a drowsiness detection system, tyre pressure monitors and it even automatically dabbed the brakes as a caution as we approached a cyclist from behind.DRIVINGThe canyon roads through the hills behind Santa Barbara are among the best I have ever driven. They are smooth and twisty with a wide variety of corners and dramatic semi-arid scenery. Our test drive in the ML 63 AMG highlighted the eerily flat handling characteristics of new active curve control technology and the smooth and quiet ride. It's the perfect blend of handling and ride for this type of vehicle. However, it didn't like the concrete joins in the highway, so it may not adapt too well to Australia's bumpier, coarse-chipped roads.The extra power in the performance pack is hardly noticeable, but the extra torque makes it leap off the line. That is, when the turbo has finally kicked in. Overtaking is troublesome with the turbo lag and then sudden boost making it difficult to judge just how close to go to the vehicle in front before swinging out to pass. The steering lacks feel and feedback, while pulling strongly back toward centre. Cornering is a joy with sharp turn-in and more rear feel from the 60 per cent torque split biased to the tail. Yet it doesn't fire as strongly from the apex of the corner as the X6 with its split rear diff.VERDICTIt may be the cheapest of the performance SUVs, but it sits right up there for driving dynamics and luxury with a near-perfect balance of handling agility and comfortable ride. As AMG boss Ola Groeneveld says, they have hit "the sweet spot". Benz has just about run out of current ML 63 AMGs in Australia and McCarthy reports there is already an order for 40. Expect these to sell like hot cakes among the Botox set.MERCEDES-BENZ ML 63 AMGOn sale: JunePrice: about $175,000Engine: 5.5L biturbo V8, 386kW/700Nm (410kW/760Nm)Transmission: 7G-Tronic Speedshift auto, AWD (60/40) Fuel economy: 11.8L/100km (combined)CO2: 276g/kmDimensions: 4817mm (L), 1940mm (W), 1750-1813mm (H), 2915mm (WB).

You've got to hand it the Italians, they know a thing or two about style. Nowhere is this more evident than in Alfa Romeo's new Giulietta, a replacement for the aging 147. It simply oozes the stuff.VALUEPriced from $41,990, this car certainly has what it takes to steal some hearts from Volkswagen.DESIGNHere's hoping the Giulietta breaks the mould, that it proves to be every bit as robust as the Volkswagen Golf with which it competes. The name Giulietta is a borrowed from Alfa's heyday, a series of compact, sedan, coupe and convertibles built over a decade during the 50s and 60s.Unlike its namesake however this one is a five-door hatch, but like the 156 before the rear doors feature concealed door handles, giving it the appearance of a sportier three-door. Finished in white with elegant 18 inch charcoal alloys, our test vehicle bore more than a passing resemblance to the smaller Mito with its beak like grille and wide-eyed stare.The interior, with its metal gear knob and prominent, large round climate controls is a work of art. Standard features are generous. The Cloverleaf model gets 10mm lower sports suspension, sports seats in mircofibre and leather with red stitching, Bose sound, tinted windows, red brake callipers and dark titanium 18 inch spoke alloys.TECHNOLOGYGiulietta comes in two guises, powered by two different engines, a 125kW 1.4 or 173kW 1.7-litre four - both of them turbocharged. Our test vehicle, the top of the line Giulietta QV clover leaf edition reminded me strongly of the oft lamented 147 GTA - a real ball tearer of a car.The figures are similar too. The GTA's 3.2-litre V6 produced 184kW of power at 6200 revs and 300Nm of torque at 4800 revs. In comparison the Giulietta's 1750 TBI engine delivers 173kW of power at 5500 revs and 340Nm of torque at 1900 revs in dynamic mode.The two share a similar top speed of about 240km/h, but the GTA was still a little quicker from 0 to 100km/h, at 6.3 seconds versus 6.8. The good news however is that the QV uses just 7.6 litres per 100km - the GTA used twice that figure on a good day.SAFETYAlfa's DNA dynmaic ride control is standard, letting you choose between normal, dynamic and all-weather modes. In dynamic mode extra torque is available lower in the rev range and the electronic stability system is less intrusive, the throttle is also more responsive, the steering becomes heavier and the electronic diff is activated.The Electronic Q2 differential and the Vehicle Dynamic Control are standard on this model, along with six airbags and a five-safety rating.DRIVEJumping into the car for the first time we discovered it has the same feel and propensity for spinning the front wheels, but none of the GTA's heaviness or awkwardness. The 1.7-litre engine is hooked up to a six-speed manual that is generallty easy to use but baulks at going into first occasionally.The car sits well on the road and cruises easily and frugally in top gear, with plenty of torque to keep it there. Slipping it into dynamic mode, you can feel the difference immediately, as the front wheels fitht to maintain contact with the road. You can drive it hard or you can drive it easily, it's a car for both occasions.VERDICTWe love driving Alfas but take comfort in the knowledge that at the end of the day we can take them back. If only they were more reliable.ALFA ROMEO GIULIETTA QVPrice: $41,990Warranty: 3 years, 100,000km, roadside assistResale: 65%Service interval: 20,000km or 12 monthsEconomy: 7.6 l/100km; 177g/km CO2Safety: six airbags, ESC, ABS, EBD, EBA, TC.Crash rating: 5 starEngine: 173kW/340Nm 1.75-litre turbo-petrolTransmission: Six-speed manualBody: 5-door, 5 seatsDimensions: 4351 (L); 1798mm (W); 1465mm (H); 2634mm (WB)Weight: 1320kg.

WHEN every vehicle on the road is a sports utility one of the reasons we bought them in the first place will have gone: you will no longer be able to see over the car in front. We'll all be high and mighty.That could prompt an arms race to even greater heights but all the signs are things are going the other way. SUVs are reversing out of their origins to become less and less like real off-roaders and more and more like, well, cars.They have got lower so they handle better and are less ruggedly practical in design. And they are ditching all-wheel drive in droves. It turns out most of us never really wanted to go off-road. We just wanted our neighbours to think we did.VALUEVolkswagen was one of the last to join the stampede to compact SUVs with the Tiguan, launched three years ago. It has been luring about one in every 20 compact SUV buyers with all-wheel drive and a starting price of $34,000.For its mid-life facelift, it adds a front-drive version with greatly improved efficiency and the range kicks off $5500 lower. Compared with other European SUVs, such as the BMW X1 or the closely related Audi Q3, due next year, the Tiguan was already affordable. Now made-in-Germany encroaches on Japanese and Korean territory.The 118TSI uses the 1.4-litre supercharged and turbocharged four-cylinder already offered in the Golf, among others. The $28,490 price buys a six-speed manual transmission; two-pedal drivers will have to wait until the auto arrives next year.TECHNOLOGYRestricting power to two wheels has several benefits. It reduces weight -- typically, at least 100kg -- by removing a lot of driveline components. So, better handling and, even more important these days, an immediate reduction in fuel use. And with fewer bits, a two-wheel drive SUV is cheaper but you still get practical space and an elevated ride height. Even large SUVs such as the Ford Territory include a don't-go-anywhere version and at the compact level they are rife. A carmaker without one risks being undercut by rivals and can miss a lot of sales. Two-wheel drive SUVs can be half the volume for some models.The 118TSI, as it's badged, has substantial running cost advantages over other petrol models with 6.9 litres consumed per 100km, against 8.7 for the next best. It's not a whole lot more thirsty than the 2.0-litre diesel.However, it's much quicker to 100km/h than the diesel, achieving it in a respectable 8.9 seconds. That's only 0.6 slower than the 132kW 2.0-litre turbocharged petrol.DRIVEIt feels like that on the road, too, with a likably feisty quality to the way it goes down the road. The main reason is lower weight: it sheds about 130kg. It has the same suspension but lacks a driveshaft to the rear wheels. That makes it noticeably lighter on its feet than its siblings and it drives much like a large, tall hatchback.Which, in effect, it is. The 2.0-litre petrols both feel more like traditional off-roaders by comparison, with less of their mass concentrated in the nose. Both get a bit more power in this upgrade and emit a pleasing snarl under load. The 132TSI pulls with conviction while the 155TSI is the desirable unit of the three.VERDICTBut if you don't go off-road, and don't pretend to, then the 118TSI is worth a look. And not everybody has one. Yet.VOLKSWAGEN TIGUANPrice: From $28,490 (118TSI) to $42,990 (155TSI) plus on-roadsEngines: 1.4-litre super and turbocharged four-cylinder petrol; 2.0-litre turbo four-cylinder petrol or dieselOutputs: 118kW at 5800rpm and 240Nm at 1500rpm (118TSI); 132kW at 4300rpm and 280Nm at 1700rpm (132TSI); 155kW at 5300rpm and 280Nm at 1700rpm (155TSI); 103kW at 4200rpm and 320Nm at 1750rpm (103TDI)Transmissions: Six-speed manual or seven-speed double-clutch automatic, front-wheel drive (118TSI) or all-wheel drive