Luxury Reviews

HEAR that noise? It's German businessmen cheering. No, not because season 10 of Inspector Rex is out on DVD. The high-fives are due to the recent launch of the next-generation Audi A6 -- their car of choice.In Australia, the A6 doesn't connect in the same way. It's third among the large prestige car bestsellers with 590 sales this year -- far behind the Mercedes-Benz E-Class on 1177 and BMW's 5 Series on 1109. Tailgating the A6 is the Jaguar XF with 441.There's a lot more going for Audi's luxury sedan than the figures suggest. And the argument for buying one has just become stronger with the arrival of four-cylinder turbo petrol and diesel models with a price closer to a Holden Caprice than its German rivals.VALUEThere are five cars in the 2012 A6 line-up. Starting with the V6 quattros, the top-spec petrol 3.0 TFSI is $121,000, the diesel 3.0 TDI is $116,500 and the petrol 2.8FSI is $93,900. The front-drive four-cylinders are the diesel 2.0 TDI at $78,900 and our petrol 2.0 TFSI is $77,900. The latter's rivals are the Benz E250 at $97,780, BMW 528i at $99,900 and Jaguar XF 2.2D Luxury at $78,900. If you want to throw in an Aussie outsider, the Holden Caprice is $61,990. It might be a big V6 but the Audi A6's turbo four almost matches its torque. The TFSI comes standard with keyless entry and ignition, light and rain sensors, parking assistance, 8-inch pop-up monitor for satnav and multimedia, Drive Select to change comfort, dynamic and economy settings, leather all round with power front seats, 10-speaker audio, wing mirrors with memory settings, Bluetooth, alarm and 17-inch aluminium wheels. The spare wheel is a space saver.TECHNOLOGYThe 2.0 TFSI's outputs are 132kW/320Nm (healthy compared with the 2.8's 150kW/280Nm). The claimed fuel economy is 6.4L/100km; I averaged 10.1L/100km in mainly city driving. The engine has a stop-start mode to save fuel and there is a braking-energy recovery system. The four-cylinder A6s use Audi's continuously variable transmission, precluding all-wheel drive, but saving on weight and price.SAFETYAll A6s have a five-star ANCAP crash-test rating. Standard across the range are eight airbags, ABS, electronic brakeforce distribution, traction control and electronic differential lock, which allocate drive to the wheel or wheels with traction.DESIGNThe 2012 version is the seventh generation of the car and there's still some residual styling DNA from the original in the current car. A German businessman time-travelling from 1997 would recognise it. It's not boring -- I think it's damned sexy with its peaked ridges running down the bonnet to those LED-lined eyes. The body is low, the stance is wide and the wheel arches are muscular.The only drawback is that the A6 looks too similar to other Audis. The company has taken a cookie-cutter approach to shaping the cars and this may help with brand identity, but the models are losing differentiation. You have to be an Audi geek to tell your A4 from your A6.Inside the 2.0 TFSI it's more executive than luxury. Controls for the satnav and radio are right next to your hand on the centre console. Leg room is excellent front and back. The boot is almost wagon-sized at 530 litres.DRIVINGThe 2.0 TFSI has more than enough grunt to get itself out of (or into) trouble and rides like a limo. You pay for Audi's chassis tuning and knowledge of suspension set-up, and you get your money's worth in assured and predictable handling.VERDICTThe A6 2.0 TFSI is a deal breaker. If you were planning to buy a 5 Series or an E-Class, the Audi for less cash could be a very attractive option. Or it could be a first step up into a prestige Euro sedan for only a tad more than Holden money.RATINGAUDI A6 2.0 TFSIPrice: $77,900Warranty: Three yearsResale: 57% (est)Service: 15,000km/12 monthsSafety equipment: 8 airbags, ABS, EBD, ESP, TC, EDLCrash rating: 5-starEngine: 2.0-litre 4-cyl turbo petrol, 132kW/320NmBody: 4-door, 5-seatTransmission: CVTEconomy: 6.4L/100km, 149g/km CO2.

IT'S all very well coining your own equivalent to the fabled M and AMG performance badges of the German marques. Laudable even. And it's more than possible that the Lexus "F" line will come to be written in the same sentence as these.Certainly it's deserved. Still, that'll be then and this is now, and I can't help wondering whether the consonant "Q" isn't more apt - as in that old buffer's term for performance cars whose blazing light is hidden beneath a mild exterior.Visually it's almost as innocuous as your common or garden IS250. Indeed, to a very certain point, the revised and upgraded IS-F drives in the excessively polite manner of Toyota's luxury marque. And then ...VALUEIn this context - as a rival to BMW's M3 and Merc's C63 - we can begin to talk of a bargain.As is the case with even the humblest $56K IS, the F is priced considerably to the south of the nearest equivalent German and stuffed with standard spec, not least of which is a reverberating Mark Levinson stereo and a brilliantly intuitive touchscreen through which to operate all systems from satnav to aircon.TECHNOLOGYThis is a one-vehicle expo of drivetrain tech, sophisticated but sans the needless complications of the M3's myriad drive modes. You won't soon tire of the thrumming 5.0-litre V8. Fettled with dual VVT-i, dual injection (port and direct) and a dual-intake air system, it achieves 311kW at 6600rpm and 505Nm at 5200rpm, dispatching the 0-100km/h dash in 4.8 seconds.If ever you've wondered at the point of certain DSG-style transmissions, to say nothing of their (dys)function, the Lexus's eight-speeder clinches it in favour of the torque converter. Barely perceptible changes in Drive are sharpened when sport mode is activated.A meaningful manual mode - as in one that holds gear selections on redline - is accessed by flipping the gearstick sideways and going to it with the shapely paddle shifters, which also provide temporary manual overide in Drive.Let's hear it for the mechanical Torsen limited-slip differential that last year replaced the electronic device. This one actively redistributes torque instead of stifling power.Previously the IS-F's ride has been a boon to the dental and osteopathic professions. The suspension's been revised in a manner that acknowledges real-world conditions, and makes for a ride that's much more than tolerable even on Australia's third-world roads. Oh, it's still as firm as it must be but it's forgiving with it.DESIGNWe take a back seat to but a few when it comes to praise of the IS series, which is wise in the F model, because there's but two pews back there. No loss this -- the centre position is token. But for that, and what a colleague calls the "Ginza boy" carbon-fibre accents, this could be a much lesser IS with optional bling.Bespoke bits run to unsubtle quad exhausts and lovely smoky 19-inch alloys. The seven-year-old design means there's not a lot of room, forward or aft. The bloody sun roof leaves next to no space between a tall driver's skull and the ceiling. And why is there a driver's grab handle if not to bruise the right side of his fine, shiny cranium?SAFETYConsider the safety acronyms, active and passive, present and correct and the five-star crash safety rating a given. More pertinently, given there's 1700kg of 270km/h-capable sports sedan to stop, are massive Brembo brakes, six-piston calipers up front acting on 360mm x 30mm ventilated discs, and twin-piston calipers aft doing their thing on 345mm x 28mm ventilated discs.DRIVINGAnd, as we were saying, then ... But before just that, this year's IS-F is as amiable a commuting companion as could be wished for in a performance car. The pleasantly persistent engine growl is most unLexus-like and most welcome.You can live with it every day without arousing the inner beast. Indeed, the first time you introduce the throttle to the floor, there's a throat clearing pause, and then the fluorescent blue needle reaches 4000rpm, the engine roars, your passenger shouts "s---!", and you're leaning on the brakes at the end of the road  where you spend the next 10 minutes digging an iPhone out from under the seat whence its flown.With Sport engaged and the open road before you, this exercise is a bit more linear. Gears are held longer, the exhaust report is crisper and throttle response is livelier. The Lexus engages our favourite hillclimb of 15-25km/h indicated corners as though developed specifically for this stretch, sitting flat and true. The stability control cuts in deftly and aptly at such extremes as your humble servant is prepared to chart on public roads.VERDICTIt's quiet and capable then roaringly rapid, like a respectable salaryman given to 'roid rages. It's hard to find logical reasons not to want this Lexus.LEXUS IS-FPrice: $126,800Warranty: 4 years/100,000kmResale: 56 per centService interval: 12 months/15,000kmSafety: 6 airbags, ABS, EBD, BA, TC. Crash rating 5 starsEngine: 5.0-litre V8; 300kW/505NmBody: 4-seat sedanDimensions: 4580mm(L), 1800mm(W); 1425mm(H)Weight: 1700kgTransmission: 8-speed auto, rear-wheel driveEconomy: 11.4L/100kmAlso considerAUDI S5Price: $138,900Engine: 4.2-litre V8; 260kW/44NmTrans: 6-speed auto: AWDBody: Two door coupeThirst: 10.8L/100km"Looks good, feels good, but limited. A German muscle car"BMW M3Price: $149,000Engine: 4.0-litre V8; 309kW/400NmTrans: 7-speed automated manual: RWDBody: sedanThirst: 11.9L/100km"The most capable here but about to look old hat"MERCEDES-BENZ C63 AMGPrice: $150,980Engine: 6.2-litre V8; 336kW/600NmTrans: 7-spped auto: RWDBody: sedanThirst: 13.5L/100km"Wagnerian noise. Pass anything except a petrol station"

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?This is the new generation Mercedes-Benz SLK roadster, the 3.5-litre petrol model, one from the top when the AMG version arrives next year.A competitive $118,900 ... with a hefty tax component.Porsche's Boxster 3.4S (cost a lot more), BMW's long nose Z4 35is, Audi's TTS Roadster (a lot less).Runs a sweet sounding, naturally aspirated, smooth as silk, 3.5-litre, V6 petrol engine with direct injection driving the rear wheels through a slick seven speed automatic, with paddle shift and multi-modes.Like a rocket, good for a 5.6 second 0-100kmh sprint and offers stupendous performance across a wide engine speed range. Best in M  (manual) mode if you want the full sporty experience. Handles like you'd expect - sharp as a tack, fast responses.Pretty good at 8.3-litres/100km combined but you'll need premium, of course.Gets a 4.5 rating in the Green Car Guide.Engineered for a five star crash rating.Cabin could be tight for larger types but otherwise - the lap of luxury with plenty of flow down stuff from the SLS model and the multi drive mode system gives you choices in dynamics from comfort through to full-on sporty.Superb, trumpeting exhaust sings a sweet song, quick, composed, razor sharp steering, snappy gear changes in M for manual mode. A real sports car. Love the new Magic Sky Roof  with variable tint or fold it right down for open tp motoring.Right in the middle of the price range of its competitors. Bear in mind there's a hefty Luxury Car Tax imposition on this (and many other) cars.Yep, in red.

It's Volvo's stated aim to reduce the capacity of its engines to cut fuel use and emissions while at the same time improve performance.

Peugeot has more recently been best known for its smaller cars - 207, 308 et al - with some SUVs as an aside, but the larger end of the portfolio has long been underdone. The 407 soldiered on, the 607 fell well short of expectations and now finally the 508 is here. Bigger and to many eyes not as pretty as the 407, it's striking and has presence, but the feline grace of some of its forebears seems lacking.VALUEWe're not shopping in the bargain basement at $52,990 but the biggest passenger Pug has no shortage of gear - there's quad-zone filtered climate control, sunblinds for the rear and rear-side windows, parking sensors front and rear, hill-start assist, an electric parking brake, reach and rake adjustable steering, an alarm, folding and heated exterior rearvision mirrors, and an auto-dipping rear view mirror.The GT also gets the little head up display screen with colour output, keyless entry and go, cruise control with speed limiter function, satellite navigation, a top-quality eight-speaker sound system with Bluetooth and USB connectivity, controlled via the slightly busy leather-wrapped steering wheel, 18in alloy wheels, but it's not all standard. Leather seats with position memory is an extra $2500, or there are two satnav options - nav and the head-up display alone are $1500, or those two features with the sound system upgrade add up to $2300.TECHNOLOGYTop of the list is the high-pressure common-rail direct injection turbodiesel engine, which shrinks to 2.2 from the outgoing 2.7 litre V6, but gains 10Nm and improves fuel consumption by 33 per cent - 8.4 down to 5.7 litres per 100km. Peugeot says the use of lightweight and low-friction engine and turbo components - including a titanium turbocharger impeller and piezo injectors - has helped reduce fuel use.The 508 GT car also has a double-wishbone front-end (instead of the MacPherson strut for the rest of the range) which the company claims improves the steering and overall dynamics.DESIGNThis is a big car - 92mm longer in the wheelbase than its predecessor - and for some it's a like and others are more in the "yikes" camp when it comes to the looks. Certainly striking, the 508 sedan has a sculpted shoulder line that extends through the snout, which carries the new-look family resemblance. The rear is squared-off and almost abrupt by comparison, with tail lights in LED form to stand out.It's cabin is more conventional, with more than enough room for four adults - at 190-odd cm I was able to sit behind my own driving position, which is a good indication of enough head and leg room. Seating is comfortable, if not overly-endowed with lateral support - but there are heaters for the front pews and the driver gets a massage, so there's compensation. The dashboard, centre stack and steering wheel are all a little busier than is ideal, due the long list of features - although no standard satnav is a bit cheeky in a car over fifty-thousand.SAFETYThe 508 has a European New Car Assessment Program rating of five stars, with six airbags and stability control, emergency brake assist and brakeforce distribution as well as pretensioning and load-limiting front seatbelts and load-limiting outer rear seatbelts (all seatbelts are lap-sash). The 508 has the clever electric rear child-safety lock (for the doors and windows) allowing parental control with one touch.Faster reacting LED tail-lights, automatic adaptive bi-xenon headlights and rain-sensing wipers, front and rear fog lights, tyre pressure sensors and daytime running lights.DRIVEGetting to grips with the new Pug, the first challenge is negotiating a busy centre stack - it's got plenty of gear, but the top-spec GT's myriad buttons and menus aren't always the easiest to decipher. It's French. Mon Dieu.The GT-only front end does give it a willing nose for corners and the body is well-controlled, but anyone looking for more compliant ride quality will have to forgo the sportier front-end, as well as losing out on the frugal diesel, which claims a combined figure of 5.7 l/100km and gets single-digit averages in the real world. You're not left in any doubt about fuel requirements but it's not harsh and at cruising speeds it is far less audible, the payoff coming from in-gear acceleration on part-throttle - 450Nm is a solid chunk from a little powerplant.The six-speed auto works well enough with the engine, although the gated shift is not as easy to use as some. The GT's driver's seat has power-adjustment, heating and a massager, so there's no need to stress in the traffic - cool breeze from the quad-zone climate control, warmer loosening up the back and who cares about being late for work? Rear headroom isn't cavernous but there's enough lower-limb space for my 190-odd cm frame to sit behind a similarly sized driver.The sound system has USB and Bluetooth connectivity, although when running an iPhone's music player (on a USB cable or via Bluetooth) the delay from dash button to track change often meant two or three were skipped. The telephone side suffered none of these issues and easy enough to use through the car's infotainment system. The satnav is clear and relatively easy to use, as was the centre trip computer display - unlike many cars with such screens, the Pug had a speed readout, which was a good back-up to the head-up display screen that flips into place on start-up.The boot (which has no button on the bootlid that I could find) is not that deep but useful at 497 litres - if there was a full-size spare it would be too shallow, so the 508 makes do with a space-saver. Something the bulk of French cars are doing well is the rear child locks, a simple button that does door locks and windows, leaving the driver in control - too many window lock buttons remove all control and don't leave the driver's switches in play.VERDICTSome will love the looks, others will just be pleased to have an alternative to the Germans who dominate the compact prestige market, but the Gallic lion finally has something to roar about again. Well-equipped but not as engaging as perhaps it could have been, it's a welcome and positive step back into the market for Peugeot - with a model that is worthy of genuine consideration.RATING

Do you drink your good red out of the nearest jam jar or do you insist on crystal stemware?

Alfa is up against it in the performance tiddler class with its Mito TCT squaring up against the Volkswagen Polo GTi. Apart from selling for thousands of dollars less, the Polo GTi comprehensively out muscles the Alfa Mito while offering a similar level of equipment. Mito Sport TCT retails for $34,990 while the Polo GTi is $27,790.TECHNOLOGYThe Polo has 132kW versus the Mito at 99kW. It has 250Nm versus the Mito at 230Nm. It has a seven speed double clutch transmission versus the Mito's six speed double clutch unit. It would be a struggle for an Alfa dealer against this level of competition. But perhaps Mito buyers are what are called "Alfisti" — enthusiasts for the brand who have eyes only for an Alfa. They will probably go for the Mito TCT regardless.DESIGNIt's a cute looker that's for sure with a face that looks a bit like artist Edvard Munch's painting "The Scream." The pert rear end shares no styling cues with any other car and is topped off by dual exhaust tips and a pair of LED tail lights. Mito TCT gains auto stop/start which switches off the engine at the lights or when you come to a stop then starts it as soon as you lift off the foot brake. It's designed to save fuel and contributes to Mito TCT's 5.5-litres/100km — slightly better than the Polo GTi at 6.1. It comes with what Alfa calls DNA — multi drive modes for Dynamic, Normal or All weather responses.DRIVINGHandling is OK to a point spoiled by steering backlash on bumpy corners. The interior is stylish and functional but the driving position is strange unless you have short legs and long arms. The stop/start system has too much lag before re-igniting the engine at times leaving you high and dry and we came to grief with the hill holder function a couple of times on a steep hill — it didn't work.We can't understand why anyone would want this car in any mode other than Dynamic because the other modes feel like there is a sock in the intake. The engine is unusual in that it doesn't have an inlet camshaft, instead, it uses oil-activated solenoids to open and close the valves with wide variability. The thing is, Mito TCT has the lowest power output of all the Mito models. Others get 114kW up to 125kW. We'd go the standard manual Mito thanks.ALFA MITO TCTPrice: from $32,990Engine: 1.4-litre direct injection Outputs 99kW/230NmTransmission:seven speed double clutch transmissionBody: Three-door hatchEconomy: 5.5-litres/100kmWarranty: Three-years/100,000km

MORE safety and creature features have revved up the Volvo XC60 range to prevent a mid-life sales lull.The smallest of the Volvo SUVs ranks fourth behind the comparably sized Audi Q5, BMW X3 and Lexus RX, but it's still an important model for the company as their biggest-selling SUV. So the Swedes have thrown a bunch of new kit into it and given the popular diesel more oomph.This should renew interest in the car and, with a smaller all-wheel-drive still some time away, it should help ward off challenges from smaller urban-biased SUVs such as the Q3, X1 and newcomer Range Rover Evoque.VALUEThere are three 2.4-litre, five-cylinder turbo diesel XC60s with six-speed automatic transmissions from $60,990 for the base model, $65,990 for the Teknik we tested to $68,990 for the R-Design. The first SUV in this category was the Lexus RX back in the late '90s, but it doesn't have a diesel variant and the hybrid RX450h is way more expensive starting at $96,900 up to $108,900.The BMW X3, introduced in 2004, has two diesels starting at $62,200 for the 2.3-litre four-cylinder and $74,900 for the three-litre six-cylinder, both with eight-speed auto. The two diesel Q5s start at $61,700 for the two-litre to $73,714 for the three-litre V6, both with seven-speed autos.Volvo has improved value by adding a rear camera, powered tailgate and new infotainment system to all XC60s, while the Teknik and R-Design models get Blind Spot Information System (BLIS), satnav with voice control, and Active Bending Lights (ABL).The Teknik may cost $5000 more than the base model, but it adds a powered front passenger seat, the bending lights with washers, satnav and BLIS which would cost $10,450 if ordered separately.TECHNOLOGYA lighter crankshaft and camshafts in the 2.4-litre twin-turbo diesel engine and a more efficient cooler have resulted in a slight power boost from 151kW to 158kW while torque is up a significant 20Nm to 440Nm. In power and torque, the XC60 slots in neatly between the four-cylinder and six-cylinder Q5 and X3.At the same time, the XC's economy has improved 10 per cent to 6.9L/100km and CO2 emissions are down 18g/km to 183g/km. That is better than the smaller-capacity Audi, but not as good as even the six-cylinder BMW. Inside, the biggest improvement in technology is the new multimedia centre with a 5cm larger screen (now 18cm), DVD instead of CD, 12 speakers with Dolby Pro Logic II surround sound and Bluetooth now with audio streaming and voice control on phone calls. These features are expensive extras in the German SUVs.SAFETYNeed we say that safety is a key factor of all Volvos? The XC60 has a five-star crash rating and now gets added crash prevention technology with lights that follow the car around a corner, sensors that alert drivers to a vehicle in their blind spot and a rearview camera which should be mandatory on all SUVs.It also includes City Safe which comes to a full stop if the car detects an obstacle in its path when driving at under 30km/h. For an extra $4175 you can get the optional third-generation Adaptive Cruise Control (ACC) which includes Queue Assist, Pedestrian Detection and Full Auto Brake. This system will automatically adjust the car's speed in traffic and avoids collisions with pedestrians.DESIGNExcept for the Lexus, all models in this category are scaled-down versions of the larger models that pre-dated them. Rarely does this lead to good design. The X3 and Q5 look like a Biggest Loser contestant who has shed a lot of bulk but has unwanted skin hanging around.The XC60 looks fit and handsomely slender; perhaps it did a lot of sit-ups as it shed its weight. From the rear, the body outline is almost sexy with a slender waist and curvy hips. In its mid-life years, it doesn't really need an external makeover, so only the R-Design models get a few external flourishes and bigger wheels.DRIVINGThe five-cylinder diesel engine is not the quietest or smoothest around. Together with the six-speed auto that seems in two minds about changing up for economy and hanging on for power, the powertrain tends to groan when cruising and sound dissonant under full power.But when it all comes together, there is rapid progression with hardly turbo lag that hounds many single-turbo diesels. Even though it doesn't look it, the XC60 is the heaviest of these SUVs at 1819kg yet it feels frisky and light, only feeling its weight when turned abruptly such as dodging urban potholes.Handling is not as precise as the Q5 or X3, but ride is better, although not as plush or forgiving as the RX. The new technology proved a little fickle: The Bluetooth audio streaming function was recalcitrant at times, asking to find the device on some occasions and pairing up quickly on others, while BLIS kept identifying phantom cars.As for the City Safe crash protection system, it came to a dramatic automatic halt as I rapidly approached the rising electric garage door. It came as a bit of a shock, but at least I know it works. Accommodation is high and wide with firm but fair seats, plenty of headroom and an airy feel.VERDICTThe Volvo may not be as sharp as a road tool as the Audi and BMW, but it gains votes for safety, ride, styling and features.VOLVO XC60 D5 TEKNIKPrice: $65,990Warranty: 3yrs/unlimited kmService: 12 months/15,000kmResale: 55 per centEngine: 2.4-litre twin-turbo diesel, 158kW/440NmEconomy: 6.9L/100kmTransmission: 6-speed automaticCO2: 183g/kmSafety: 5-star rating, 6 airbags, ESC, ABS, EBD, EBA, TC BODY 5-door, 5-seatDimensions: 4628mm (L), 1891mm (W), 1672 (H), 2774 (WB), 230 (Clearance) WEIGHT 1819kgWheels: 7.5 x 17"

BMW's X1 isn't going to have the compact, premium SUV segment all to itself with the imminent arrival of Audi's striking new Q3, a stablemate to Q5 and Q7.

It's been eight long years since Volkswagen last offered a Golf with a soft top. The cabrio skipped the previous fifth generation Golf all together, but the wait has been worth it because the new one's a beauty at a red hot price - considering the asking price for the last one was $50,000.CLOTH OR METAL ROOF?It's a four-door with a folding, three-layer cloth roof. Push a button to open the roof. Takes just 9 seconds to open and can be opened up to a speed of 30km/h. Closing takes a slightly longer 11 seconds. The roof has to go somewhere when it is closed and that means a small boot - par for the course with convertibles. You can drop the rear seat for longer loads.WHAT'S UNDER THE BONNET?A 1.4-litre twin charged four cylinder engine that produces 118kW of power and 240Nm of torque from 1500 revs. Our respect for this engine continues to grow and it does an outstanding job of powering the cabrio. You could argue more power is warranted, but in reality this engine is all it needs. There's every likelihood of a diesel and perhaps the 155kW from the GTI will find its way into the car - but they reckon it won't be called a GTI. GTI and R concept versions of the cabrio have already been exhibited overseas.WHAT'S IT GO LIKE?Extremely well given its size and 1400kg weight. In either six-speed manual or seven speed DSG form, performance is strong and sporty. It's difficult to believe an engine this small can produce such satisfying results - but that's technology for you. Body flex is minimal and the thing goes around corners with impressive ease, although the ride can be a little jiggly on secondary roads. The manual change is easy to use and the self-shifting double-clutch box does what it does very well.WHAT ABOUT FUEL ECONOMY?55-litre tank. Takes premium unleaded. The manual is rated at 6.6 while the DSG trims this figure to 6.5 litres/100km. In reality they will use more than this, but not much more if drive steadily. During the launch the manual we drove recorded 9.9 litres/100km while the DSG driven by a colleague delivered 10.3 (we tend to get carried away at times).IS IT SAFE?Gets a full five stars, with five airbags including a driver's knee bag, electronic stability control, anti-lock brakes and two roll bars that pop up in the event of a rollover accident. Not sure how it gets five stars without any protection for the rear passengers?ANYTHING WE DIDN'T LIKE?VW made the decision to equip all cabrios with sports suspension. The result is a car that, driven enthusiastically, hangs on like a cat that doesn't want to go out for the night. BUT the ride is anything but smooth and we predict the largely female buyers that will be attracted to this car would have appreciated a smoother, more comfortable ride instead. Rear legroom is tight, but the majority of people who own these cars tend to drive two-up. A reversing camera should be standard, but it's a $1400 option which also requires the $3000 satellite navigation system. Space saver spare.SO WHAT'S IT COST?The manual is priced from $36,990 while the auto/DSG carries a $2500 premium bringing the price tag to $39,490 - both prices before on road costs. There's only one equipment grade, with cloth upholstery standard, along with cruise control, auto dimming mirror, auto lights and wipers, two-zone temperature controlled airconditioning, Bluetooth for phone and audio plus 6-speaker audio with USB multimedia interface for music players. Also comes with 17 inch alloys with 225/45 rubber and lowered sports suspension as standard.VOLKSWAGEN GOLF CABRIOLET TSIPrice: from $36,990Resale: 54% (approx).Warranty: Three years, unlimited kmService interval: 12 months/15,000kmSafety: Five star ENCAP, ABS, BA, stability and traction control, hill start assistEngines: 1.4-litre 4-cylinder direct-injection supercharged & turbocharged petrol 118kW/240Nm.Transmission: Six speed manual or seven-speed DSG twin-clutch automated; FWDDimensions:  4337mm (l) 1423mm (h) 1782mm (w) weight 1424kg (DSG 1443kg)Thirst: 6.6l/100km, 155g/km, tank 55 litres.COMPETITORSThere aren't any really, not for this price. There's the Renault Megane priced from $45,990, BMW 1 Series from $53,200 or the Peugeot 308CC from $55,490. We're wondering what impact it will have on sales of the larger EOS coupe-convertible, but then again prices for EOS start from $49,990.