Luxury Reviews

The Golf Cabriolet is back after an eight-year absence - Volkswagen's new model onslaught for 2011 is complete. The cloth-topped two-door brings to ten the number of new models introduced by the German car maker, who will finish the year in the top 10 for sales .VALUEThe new Cabrio mirrors the $29,490 Comfortline hatchback for engine and features but is priced from $36,990 for the six-speed manual, or add $2500 for the DSG twin-clutch automated manual.Among the features are 17in alloy wheels, a leather-wrapped steering wheel with audio and trip computer controls, cruise control, Bluetooth phone and audio link (which proved difficult to link with some devices) for the six-speaker sound system and dual-zone climate control.The options list includes satnav (at $3000), leather trim (for $3300), $2100 for bixenon headlights, metallic paint at $500 and an alarm for $600. Parking sensors front and rear, teamed with a camera, can also be added for $1400 once you've ticked the satnav option box.TECHNOLOGYPropulsion for the new Cabrio comes from the 1.4-litre twincharged (turbo and supercharged) 118kW/240Nm direct-injection engine, a de-tuned version of the Polo GTI's 132kW 250Nm engine.The absence of a roof has been offset by diagonal braces at each corner, as well as reinforcing within the side-sills and around the engine bay, which makes it about 150kg heavier than the equivalent Comfortline hatch.The electric cloth top roof folds back onto itself in 9 seconds (in a manner similar to the Mazda MX-5's manual roof) removing the need for a tonneau. VW says the roof - which contributes 52kg to the weight - can be opened or closed at speeds up to 30km/h.DESIGNThe "Strawberry Basket" look of the earlier incarnations has gone, with the absence of the rollbar, but it's nose is familiar. The rear is fairly straight and conventional in its look, with the stumpy rear deck and roof as well as the new look taillights. It's a clean but conservative design that won't startle but it's not a major headturner either. Inside is largely carry-over from the hatch - it's a low-key functional designSAFETYThe five-star rated Golf Cabrio has the full electronic safety system list - anti-lock brakes with brakeforce distribution and emergency assist, stability and traction control. The new Cabrio has lost the rollbar from behind the front occupant's shoulders, but the more steeply-raked windscreen and a pop-up rollover safety system that springs from behind the rear headrestraints takes its place.There are five airbags - dual front, front-side and a driver's knee bag - as well as an auto-dimming rearvision mirror, automatic wipers and headlights.DRIVINGThere's much to like (apart from the smell of roadkill) about dropping the top on a Golf. It feels as though the structure has enough rigidity not prompt judders over nasty bumps and the suspension offers a decent ride comfort.Handling from the "sports" suspension is competent without being set to scare the GTI or R models in the VW range through corners - VW says they have no plans for those badges on the droptop, although a higher-output petrol engine and a turbodiesel is under consideration.The chassis could certainly do with a little more pep - while the 1.4 works hard and delivers in a smooth fashion, the extra weight has blunted the enthusiasm of the spirited little forced-induction four-cylinder. The drivetrain does the job for those more interested in cruising or posing, but if you're in a hurry be prepared to work the gearbox a little more than the norm.Even when shunting the little ragtop along at brisk country road speeds, the wind buffeting in the cabin failed to ruffle longer-haired occupants when all four windows were raised.Taller drivers might be looking to go a little lower with the manually height-adjustable driver's seat, as the top edge of the windscreen is little closer than you'd expect, but reach-and-rake adjustable steering makes a decent driving position achievable.Rear seats will be tweens-and-under, unless the four adults attempting topless transport are well down on height - a short trip in the rear with the roof down could be done without serious discomfort but it's not a long-haul proposition.The rear seat backs fold down to open up the 250 litre boot - which thankfully does not get reduced further by the droptop - which stores a reasonable amount of luggage. The manual transmission does allow the little 1.4 to be stirred up for brisker progress, but the clutch is on the lifeless side and the take-up point is high.The gearbox itself is light and has a useable shift action - it's not super-sharp but it's not vague either - but it's likely most Australian buyers will be paying the extra for the DSG.VERDICT:Smooth, comfortable and not unattractive, the new Golf Cabrio won't take sales from the hot hatch brigade from within it's own family but it might make someone looking at an Eos - which is $51,990 - an Audi A3 petrol, at $50,500, or the BMW 1-Series ragtops think twice. The appeal of better bootspace with the chance to get the roof down.

While the focus until now has been cutting the harmful engine emissions of cars, commercial vehicles should not be overlooked. Utes and vans and the like make up about 20 per cent of the vehicles sold in Australia and most of them probably clock up more kilometres each year than the average family car.With this in mind it's comforting to learn French car maker Renault has produced an electric version of its small delivery van the Kangoo - as well as the electric Fluence sedan. We drove both vehicles on a recent visit to Portugal but to be frank it was the Kangoo ZE that was more impressive.The Kangoo is targeted at business customers looking for an economical solution but one that is more "respectful" of the environment.Maybe it was the fact that we had lower expectations of the van, but we reckon it was the better drive. To put this in perspective we drove the 1.5-litre diesel version of the Kangoo not too long ago.While its a tough little competitor, the electric version could easily replace it and save operators of small fleets money into the bargain. Imagine a dozen of these things with a range of 170km which that take less than $100 a month to charge? It'd be perfect for a city-based delivery service like a courier or florist for instance.In Europe the battery is leased through the Better Place company which charges the equivalent of $95 a month which includes the power. Over there 70 per cent of delivery vans travel less than 100km a day.Renault has not confirmed whether it is bringing the Kangoo ZE to Australia, but given its strong desire to have us drive the vehicle it's a fair bet.The Kangoo ZE comes in two sizes, short and long wheelbase as well as a five-seat passenger version  - all with a 650kg carrying capacity. With a 22kWh battery that weighs about 260kg the ZE it has a range of about 150km from a single charge. The electric motor produces 44kW of power and 226Nm of torque. More importantly maximum torque (the important half of the equation) is available from zero revs. The battery does not intrude in anyway into the cargo area of the van which has the same capacity as the diesel.Unlike the Fluence however the battery cannot be swapped for a fully charged one. It must be plugged into a charge point to be recharged which takes six to eight hours or less with a commercial grade charger. The battery is mounted horizontally beneath the floor.The smaller lighter van is surprisingly nippy to drive and the pick of the bunch. The larger versions feel considerably heavier but the extra weight has little impact on power consumption. The harder you drive the van less range it has, but an eco button limits the speed of the van and can boost range by up to 10 per cent.With less moving parts Renault estimates maintenance costs are 20 per cent less than a petrol or diesel powered vehicle. That will also appeal to savvy fleet operators. With electricity something like 10 cents a kilowatt hour, it's a powerful argument.

SEVENTY thousand dollars is a fearsome amount of money to pay for a car the size of a Hyundai Getz. Yet there are 40 Australians who have done just that, and as many as 100 could eventually put their money down for the fastest car in the Fiat 500 family.But don't call it a 500. Officially the $70,000 Fiat is called the Abarth 695 'Tributo Ferrari' and everyone involved in the project - from Ferrari and Abarth to Australia's Fiat importer -wants you to know that this is a serious speed machine.I get the picture the second I walk behind the little chrome yellow beastie and spot the four-pipe exhaust system. It looks like it should be hung from the back of a Ferrari, or on the wall in an art gallery, and is clearly designed to free plenty of turbocharged horsepower from somewhere in the front end of the tweaked-and-tizzied 500.The exact number is 132 kiloWatts and that translates into a 225km/h top speed and a 0-100km/h sprint in less than seven seconds. So this is not your average Fiat Bambino.VALUEThere is no logical reason to pay $69,990, plus the inevitable on-road costs that really put the 695 Tributo into the $75,000 range. This car is all about passion and pose value. It's a city toy for people who have a real Ferrari in the garage, but don't want to risk it in the bump-and-grind of weekday working traffic.Aston Martin is doing a similar thing with the Cygnet - a Toyota iQ minicar that's been through a Dr Doolittle-style transition into the upper classes - but at least the Fiat is more than just a show car.It's a serious go machine and that's where a lot of the money goes in transforming a car that could have started life as a 500 1.4 at $28,990 in Australia. The engine won't even fit in a regular 500. But there is also big spending on things like Sparco racing seats, real carbon fibre trim, big wheels and tyres, and nice leather.TECHNOLOGYThe key to the Abarth-Ferrari transformation is the 1.3-litre T-Jet turbo, which is tweaked in all sorts of ways, from extra boost to the exhaust. It is bolted to a single-clutch robotised manual gearbox, well behind the latest twin-clutch systems but still with five gears to shift with a touch on the paddles behind the wheel.There is a sport button that puts an extra 20 Newton-metres of torque into the mix, up from 230 basic, and there is a type of launch system built into the traction control. Inevitably there is sports suspension, upgraded Brembo brakes and 17 inch alloys.DESIGNThere is giant Abarth badge on the nose and a 695 Tributo Ferrari badge on the side, as well as that exhaust, to lift the visual impact  up and beyond any other Fiat 500. It's not as dramatic as you might expect - even though the headlamps are also changed and there are dozens of detail tweaks - unless you park it alongside a lesser Fiat.The other work went in the cabin, so people who have paid so much car see the leather, carbon trim, great seats, special pedals and even the lever-less shift system they bought. The 695 Tributo also comes with a special set of fitted leather luggage and a fitted car cover, all by design and not any sort of accident.SAFETYThe basic Fiat 500 is a five-star car and that should be the same rating for the 695 Tributo. In fact, it is better because the driving dynamics are better and that means more chance of avoiding a potential mishap. As you would expect, there are seven airbags, ABS brakes and ESP stability control.DRIVINGThe first few kilometres are in sombre Sydney traffic and I wonder about the thump-thump harshness of the ride, the slow robotised gearshifts, the exhaust drone and the contrast between the gorgeous carbon fibre add-ons and the basic black plastic trim on the doors.But then the road clears and goes twisty, I tickle the Sport button and go manual on the changes, and the Bambino goes ballistic. Suddenly I discover the first - whisper it - Fiat 500 that I genuinely enjoy driving, and enjoy even more than the RenaultSport models in the Megane lineup. It's a car that really goes, really feels wrapped around you, and really shows its Abarth heritage and links to Ferrari that amount to just a badge.It has plenty of punch, tenacious cornering grip, and great brakes. It's a balanced package and, despite a bit of turbo lag, it's a car that wants you to play. And the sound. There hasn't been this much pop, bang, crackle and fizz since the early-model Subaru STI, and that makes it even more fun. That's the point, I guess. If you own a Ferrari you'd be locked away for a long time if you used the car to play the way you can in the Bambino, because it would be going over-the-top fast. But this car is fun in a usable way, and the package is well   engineered, very well finished, and reflects the talents of the people who put it together. Now, if only it was $25,000 cheaper . . .VERDICTThis is definitely not just another Fiat 500. It's a genuine pocket rocket that delivers delicious driving enjoyment. Is it worth $70,000? Not to me. But I don't have a Ferrari 458 Italia in the garage.

You'd call it one of the cars of the year, except that it's based on an SUV and carries the name of the original luxury offroader. You hesitate to say "crossover" because that's inevitably applied to lesser devices that try to be all things and succeed in being none.By contrast, the keenly awaited Evoque (250 have been pre-sold it and it should about double sales on this venerable brand) is almost unfeasibly multi-talented. It's about as car-like as you could wish while retaining the offroad ability to almost match the Land Rover Freelander from which it's derived.Already said to be responsible for one rear-ender on the public road -- the driver ruefully admitted to perving on the Evoque in the next lane rather than watching the car to his front -- it looks and feels fairly fabulous: a car to lure both luxury SUV lovers and those of us who wouldn't otherwise want to be found decomposing in an SUV. So, yeah, it is kind of a crossover vehicle.Are we talking inherent or perceived value here? From the former perspective, the signature Prestige coupe -- in motor show reveal white with black sun roof -- surges from its list ask of $75,895 to just shy of $100,000K with a few careless strokes of the pen on the options list. The Dynamic SD4 five door we later drove was a mere $94,284 options added from a base of $73,375. So both approach double the entry level 4WD Pure manual from $53,995. A sub $50K front wheel drive comes later.Yet when it comes to the Evoque, perception is -- if not all -- then of more relevance than most. At all spec levels, with three or five doors, adequate 18-inch alloys or jitteringly phat 20s, it looks (sorry) evocative.The degree of personalization and combination of options is long enough to fill these columns. Two worth ticking are the contrasting colour roof ($900) which especially sets off a dark colored Evoque, and the Adaptive Dynamics pack ($5900) which uses Magnaride dampers to firm up the suspension to fine effect for when the bends tighten.A paper-eating plethora of this too, though the engineering achievement can be measured as much by what's not there -- namely the 100kg by which the Evoque is lighter on the scales than the Freelander.The smallest and lightest Range Rover to date (at barely 4.4m it's hardly bigger than a Mazda3-sized hatch), it sits 27mm lower than the Freelander yet has 12mm more ground clearance. Resonant Meridian audio is an option, but most models come with automatic terrain settings, making the crossing of creeks and sands all but prat-proof.Four-cylinder engines go to the heart of the Evoque's inner urban and environmental friendliness, and seldom has the choice between turbodiesel or turbopetrol been more difficult. Lesser models get a hardly poor man's oiler good for 100kW/ 380Nm. Move up a spec level and diesels gain 40 more kilowatts and 20 more units of torque.The petrol choice, though, is not only worthy of mention, it happens to be the rather talented turbo unit familiar from Volvo's S60 T5 and Ford's much underrated Mondeo. In upgunned form it will also attempt to rejuvenate the Falcon, but to return to the feasible ...Teamed here with a six-speed Aisin automatic (there a six-speed manual available, but really ...) it makes for a pleasant headache in the decision-making stakes. On road it's closer than the raw figures suggest, the 95RON-dependent petrol engine putting out 177kW/340Nm to return 8.7L/100km in combined driving. The top-dog diesel gets 7.6 on the same cycle.Gerry McGovern's triumph over the engineering pragmatists who would have reduced his 2008 LRX concept vision to a superannuated Toyota Rukus, is one to celebrate down the ages. One of the few indelible and likely classic designs of the century to date, its distinctive swooping roofline and rising beltline cost little in terms of practicality."You've got to engineer it in way that enables us to create a new and exciting shape," McGovern insisted. "This is for someone who wants the inherent qualities of an SUV but one smaller scale."Judge for yourself, but know that the rear passengers of the three have as much room as those in the five, it's simply a matter of egress. Oddly, neither will have rear seat vents. This, the plastic Jaguar paddle shifter and the Volvo Teknik pack rear panel on the Dynamic model strike the only false notes. Otherwise it’s pure Ranger Rover -- and that means luscious, lustrous interior panelling. Choosing your own combination of upholstery and trim would be as pleasantly a time-consuming task as can be had with a catalogue.As to fit and finish over the longer term, Land Rover seems to have learned from the epidemic of issues that plagued the first generation Freelander, which even the blindly patriotic British auto press could not fail to pan. Surveys indicate improvements in all aspects.The Freelander is a five-star crasher, as this will surely be. The formidable array of active safety measure, including permanent and constantly varying all-wheel-drive, should ensure that if vast array of airbags is detonated, it won't be via your driving.Petrol or diesel? Diesel or petrol. Tough one. The Ford-derived gasoline unit is a fizzy number that somehow seems more alive here than in the Mondeo that recently occupied Carsguide's garage. Its torque is accessed at a diesel-like low 2000rpm, but it will of course rev some 1500rpm higher. That flexibility is abetted by a more immediate response -- there's barely a hint of the diesel's slight but discernible lag and virtually no untoward noise at all.And yet ... The full grunt diesel's rolling response is enough to win it for me, a linear surge that more clinically disposes of overtaking tasks. And, greater fuel economy and cheaper futile aside, there's hardly an aural indication of what's beneath the bonnet, so thorough is the noise suppression in both vehicles.Resist the urge toward big wheels unless you're prepared to pay the extra six grand for the full outfit of adaptive dynamics. Activate the swirly road button -- our second car had it, the first one didn't -- and this becomes a very different dynamic proposition, more composed and faster through twisty bits, bearing comparison with some of the more capable mid-sized cars.An entertaining turn at a civilized but not undemanding offroad course showed the Evoque to be massively more capable in this regard than any of European rivals. Alright, this might be largely superfluous for the likely owners, but it's terribly reassuring. I mean you won't meet any conditions beyond you on the run between home and the long queue of upmarket SUVs that twice daily clog the streets around every private school. Perhaps more to the point, you won't look out of place. Quite the opposite in fact.So capable, so composed is the Evoque, that almost it's too easy to overlook its excellence. That rare thing, a desirable and entirely functional object that until the rest of the world catches up, has to be seen as being in a class of its own. Get into one before it becomes the most common prestige car on the road.

If you are looking for wind-in-your-hair motoring this summer and you've got your eye on the Mercedes-Benz SLK, keep looking. The two-seat roadster is a classy car on a sunny day but it has been engineered to keep all but a light breeze out of the interior. Hit the go pedal and the new 3.5-litre V6 will still ruffle your feathers, though.VALUEThe two-seat hardtop plays on the same street as the Porsche Boxster, Audi TTRS and BMW Z4. At $118,900 it sits mid-pack in terms of pricing and performance: it can’t match the Boxster’s back road prowess and isn’t as practical as the TT for everyday transport but is the pick of the crop in terms of comfort. The four-cylinder SLK200 is a relative bargain at $82,900, though that's still $6000 over the entry level BMW Z4 20i.DESIGNCloning the look of the SLS AMG gives the SLK presence inside and out. That wide single-bar grille defines the front end and gives an instant expectation that this car will go hard. The dash is dominated by the aircraft-style chrome air vents, giving the cabin an open feel with the roof up or down.  Boot space is 335 litres with the roof up or 225 when it's down, enough for a pair of mid-sized suitcases packed on their sides.TECHNOLOGYSunroofs on convertibles make as much sense as underground solar panels but the SLK350 has two versions, a regular panoramic model and the "Magic Sky control" version. The "magic" system uses crystals embedded in the sunroof that react to an electric current to adjust the amount of light entering the cabin. Here's a tip: fold the roof down. A pair of clear wind deflectors behind the rollover bars can be manually moved to block draughts depending on the angle of the wind. Simple but it works, especially in combination with the Airscrarf vents build into the headrests.SAFETYThe SLK hasn't been officially crash-tested but a five-star rating will be the only acceptable outcome for Benz. An Attention Assist system alerts drivers if the software detects their concentration is waning and the Pre-Safe software automatically pre-tensions seatbelts and closes the windows if it detects a crash is imminent. If you do hit, no less than six airbags will deploy to protect the occupants.DRIVINGThe SLK is a stealth missile. It sidles up to Aussie-built V8s at the lights, whose drivers dismiss it as a hairdressers' car ... right up to the point where the lights go green and the SLK goes feral. The smooth mechanical purr from direct-injection 3.5-litre V6 pitches into a meaty howl as the seven-speed automatic launches from rest to 100km/h in 5.6 seconds. With the top down, you even get to appreciate it (the hardtop does a credible job of muting outside noise). Fuel use is a low 8.3 litres/100km with CO2 emissions at 194g/km. Steering feel is vague at low speed or in a straight line but the response and weight pick up with pace and turn-in angle. The only thing stopping it from being an outrig ht sports car is our roads, with the top down the Merc faithfully transfers the impact from scarred bitumen into the cabin. It still hangs on with the tenacity of a two-year old, but respect for the passenger should see the pace lowered a little off the freeways.VERDICTThe SLK350 doesn't have the poise to match its pace, but it's not designed to. If you need to corner like Michael Schumacher, buy the C63. If you want to look good, be looked at and enjoy a cruise without setting speed records, sit in the SLK.RATINGMERCEDES-BENZ SLK350Price: $118,900Warranty: Three years/100,000kmResale: 53 per cent after three years (Glass's Guide)Safety: Six airbags, Attention Assist, Pre-Safe, stability and traction control, ABS with brake assist and brakeforce distributionEngine: 3.5-litre V6, 225kW/370NmTransmission: Seven-speed automatic, rear-wheel driveEconomy: 8.3 litres/100km, 194g/km CO2.

We turn the spotlight on automotive's newest and brightest stars. But ultimately, would we buy it with our own hard earned?What is it?This is Volvo's mainstream ultra economy car, not hybrid, not electric, not fuel cell or anything whacky - just smart engineering and technology designed to cut fuel use without compromising feel and performance. It's based on the cute three-door C30.How much?Priced at $36,990, DRIVe was upgraded recently with an extra cog in the gearbox - now six manual, park assist, quality audio and Bluetooth audio and phone among other goodies.What are the competitors? Lexus CT200h, Golf Bluemotion though it's larger, Honda Insight, Ford Fiesta ECOnetic perhapsWhat's under the bonnet?Runs a 1.6-litre, twin cam, turbodiesel delivering a useful 84kW/270Nm output. Has six-speed manual transmission driving the front wheels complete with auto stop/start for city driving fuel savings.How does it go?Really well, much better than expected though off the line seems torque restricted. Slip it into second and away she goes. That 270Nm is good to surf out on the freeway where the DRIVe can show a clean pair of rear tyres to plenty of other vehicles. Ride and handling have a sporty edge.Is it economical?Incredible. We saw better than the claimed 3.9-litres/100km on a steady highway run. Our average turned out to be 4.1-litres/100km which means a potential range of 1260km on one 52-litre tank.Is it `Green?'Yes, gets a 3.5 star ratingIs it safe?Yes gets a five star rating.Is it comfortable?Very, offers well shaped seats and relatively quiet interior with plenty of kit for the money though there are numerous options. What you get standard is all you really need as it includes a decent audio, climate control, remote lock, auto dim rear view mirror, good trip computer and steering wheel controls.What's it like to drive?Enjoyed the experience because we weren't expecting it to be as competent, even the stop/start is easy to use once you get used to it. That little engine has plenty of kick despite being optimised for economy which usually dulls an engine right down.Is it value for money?Shapes up pretty well against a wide range of cars built around a similar philosophy if not engineering. The Ford Fiesta Ecoetic is a clear winner on price but the C30 is a better drive and has more prestige value. Would you really want a Prius or Insight...Would we buy one?Absolutely. We hate going to the servo and the DRIVe offers more than just fuel efficiency even if it does have naff alloys.Volvo C30 DRIVeEngine: Diesel, 1.6-litre, 4-cylinder turbocharged, dohc; with stop-startPower: 80kW @ 4000rpm.Torque: 250Nm @ 1750rpm.Transmission: Five-speed manual; front-wheel-drive.Fuel consumption: 3.8 litres/100km.CO2 emissions: 99g/km.Dimensions: 4266mm long, 1782mm wide.

It took them long enough — decades infact before Mercedes-Benz decided to produce a C-Class Coupe to fit in under CLK and compete with the hugely popular BMW 3-Series CoupeUNDERPINNINGSThe Benz Coupe builds on C-Class sedan sharing the same powertrains and underpinnings, sometimes slightly changed or modified to suit the two door's sportier nature. In its quest to deliver a sporty coupe, Benz didn't take its eye off safety or environmental concerns.EQUIPMENTIt has equipped the svelte newcomer with no fewer than eleven air bags backing a veritable arsenal of primary and secondary safety equipment. Helping the planet is auto stop/start and Bluefficiency technology across the entire range to cut emissions and fuel consumption.All but the entry level C180 score a glass roof with integrated sunroof, numerous driver assist aids and a rear view camera. Option packages will boost Lane Tracking or Driver Assist but neither is really necessary such is the level of standard equipment.STYLEThe car cuts a fine profile and looks handsome from every angle sharing the assertive nose from the new CLS and an arcing roofline together with a wedge-shaped side profile and big doors. Is it as good looking as the BMW? Unequivocally yes it is.DRIVINGWe drove the C250CDi — turbodiesel with a 2.1-litre four cylinder engine good for 150kW/500Nm — seen on numerous other Benz models. In this guise, it's good for 5.1-litres/100km fuel economy and sporty performance capable of clocking a 0-100kmh sprint in 7.0 seconds. But roll-on acceleration is the real story — read strong — V8 strong.This engine is a gem, a little noisy at times but with all that grunt and such a frugal thirst who's not going to love it. The seven-speed auto transmission capably harnesses engine output, adds its own flavour and a paddle shift function to go with auto stop/start.HOW MUCHThe price is $69,990 but the good thing is you don't have to pay Luxury Car Tax because the 250CDi comes in under the 7.0-litres/100km tax plimsol line. Sweet.VERDICTIt's a superb thing to drive, sporty, punchy, stable, safe, controlled and luxurious. Safety is of the highest order and there's room inside for four plus a large boot.

The beaut new Benz C-Class coupe has been to the gym. The result is another AMG muscle car that completes the company's small-car crew for Australia, giving C63 shoppers the choice between a sedan, a wagon and the good looking coupe for the first time. So, basically there are no excuses now for not owning a blitzer Benz.Well, that is, unless you think that a minimum of $152,800 is too much for a new car, or that $154,800 is too much for the coupe, or you're worried about a 60-litre tank that chokes the cruising range of a blitzer Benz than can easily guzzle at better than 17 litres for every 100 kilometres.The newest C63 is smooth looking and tough, has the right equipment and some nice new tweaks - including a multi-mode stability control that gives keen drivers some wiggle room - including the full update package that transformed the ordinary C-Class models a couple of months ago.Lined up against its obvious rivals, headed by the M3 from BMW, the new thumper has the considerable advantage of an all-new body and the sort of AMG muscle that makes even the shortest trips into a fun run.VALUEThe 63 Coupe is well priced for the class and its competition. On that front it used to be overshadowed by Godzilla, the Nissan GT-R, but the bottom line on the all-wheel drive turbo monster has blown out by more than $20,000 this year to $168,800. It also edges out the M3, which comes now from $155,000 as a coupe, although the softer Audi S5 coupe - our pick was always the RS4 - comes in at $138,900."We haven't had an AMG coupe since the CLK. The price point that was at $200,000-plus, and this one is at $155,000," says David McCarthy of Mercedes-Benz Australia. "The whole point of C63 coupe isn't to attract M3 buyers, because they are actually different buyers and a different car. This car exists to expand the AMG business. You can see how aggressively we've priced the car."McCarthy says the vast majority of C63s are now being ordered with the Performance Pack, which adds $14,900 to the cost but pays back with an extra 22 kiloWatts, bigger brakes, 19-inch alloys and a different steering wheel.Still, even the cooking car is baked well with sports seats, leather trim, alloys, aircon, a punchy sound system and the AMG update work to the engine, suspension and transmission.TECHNOLOGYThe newest AMG car could be the last newcomer with the 6.2-litre V8, as Benz - like BMW - is shifting to turbo power at its go-faster division. The motor in the new Coupe makes 336 kiloWatts and 420 Newton-metres, but the downside if official consumption of 12.1 litres/ 100km and CO2 emissions of 283 grams/kilometre.The upside, thanks to the seven-speed sports auto is a 0-100km/h sprint in 4.4 seconds and the usual limited top speed of 250km/h.Carsguide appreciates the work done on the transmission, with a variety of driver-friendly modes - including a race-start choice first seen on the AMG Gullwing - as well as improvements to the AMG-specific suspension and the brakes.But there is a range of other upscale stuff, right down to a lane- departure warning system and a red light that glows if you're too close to the car ahead, that salutes the latest Benz technology and brings it down to the C.DESIGNThe two-door Benz looks good as a basic coupe but even better with the AMG gear, right down to the subtle carbon fibre spoiler on the boot of the Performance Pack car. The guards have the been-to-the-gym look, hug down onto the big wheels, and tell the world - especially in sinister black instead of signature silver - that this Benz is not just a badgemobile.The inside work on the average C pays off in the AMG model, particularly the new-look dash with bigger colour display. It's not as impressive as the latest M5, but it works well and so does the tweaking with the leather, good access to the back seats, and even the integration of the bazooka exhaust.SAFETYThe C63 is a Mercedes-Benz and that means lots of good things, even if there is no official ANCAP five-star tick because no-one is likely to smash a $150,000 car for a few numbers.Carsguide believes it's a five-star natural, partly because of the basic body but also thanks to a range of safety systems that includes ABS brakes, ESP stability control, a cabin full of airbags and optional equipment - most likely to be taken by most owners - that runs from blind spot warning to adaptive high beam lamps and much, much more.DRIVINGTurn the key on the C63 and you get what you expect - a V8 whump from the exhaust and the smile that comes in a car that's way beyond everyday transport. This is a car with a lot to like and almost nothing to make you snarl. Yes, the small tank is a nuisance - the fuel gauge is always on the way down - and there seems to be too much tyre thump and roar at first. But it's a luxury car with great leather seats, a reasonable boot and acceptable ground clearance that can also crush you deeply into those seats and crush corners with V8 stonk and wide-tyre grip. You are always aware of the engine and what it can do.It's fun to fiddle with the transmission and ESP settings, which can turn a pussycat into a tiger, but the basic bottom line is that the C63 will make life nicer and doesn't have to be a raging beast. It's easy to park, has good visibility, and the aircon is great. But no-one buys an AMG-mobile without  wanting the fun stuff, and the punch in this compact is best-in-class stuff. It always feels like it wants to run wild.The electronics ensure there is a safety net, but it's not a nanny or a ninny and you know it would be a real hoot on a racetrack with the super-start switch and the ESP set to give you a bit of tail-end sliding action.It's quite nimble and easy to push through corners, yet still has the sort of overall grip that reminds you of a racing car. On the road it is a car that makes HSV and FPV cars look crude, and also puts the M3 in its place. It's not cheap, but the C63 AMG is worth every cent.VERDICTBest in class. Simple as that.MERCEDES-BENZ C63 AMGPrice: $154,800 ($14,900 Performance Pack)Warranty: 3 years/100,000kmResale: 53 per cent after 3 yearsService interval: 20,000km/12 monthsSafety: 5 stars (predicted)Engine: 6.2-litre V8, 336kW/600NmBody: Two-door coupeDimensions: 4707mm (L), 1795mm (w), 1391mm (h), weight 1730kgTransmission: Seven-speed automatic, rear-wheel driveThirst: 12.1l/100km, 95RON, CO2 283g/km.

There's no question that Volvo has a massive badge disadvantage to overcome with any new model it brings out.Years of flogging the safety horse to death have had their impact, such that the brand has lost its lustre in the eyes of anyone wanting something more than just a safe ride.Many buyers simply bypass Volvo dealers and don't bother to take a look at what the company has to offer and they miss out on some good cars as a result. The S40 was one of those cars. It was often dismissed as just another safe and sound box on wheels when it was a vast improvement on some of the bland models the company had produced before it. It had a distinctive look, a roomy cabin, was well built, and drove impressively.The S40 was a close family relative of the Ford Focus, which was a good start, but Volvo was given sufficient independence by Ford to produce its own car with its own distinctive character. That character starts with the looks, which reflect the family style of other models in the range with a distinctive grille and well defined shoulders. There's nothing offensive about it, it's clean and tidy from all angles. Inside, it has roomy accommodation for five adults, with plenty of head and legroom and lots of standard equipment.Beyond the cabin the boot is deep, if shallow, but is easy to load with a low loading lip. The base model and the SE have a 2.4-litre five-cylinder engine that delivers smooth performance with enough zip to satisfy most owners.The T5 is the one with the most performance. Its turbocharged 2.5-litre five-banger isn't a fire-breather as is sometimes the case with turbocharged engines; this one's got a low-pressure turbo that gives a sensible power boost that's useable. The result is plenty of low-down punch, but still with lots left for the top-end to power it along very nicely.IN THE SHOPThe S40 is well designed and built and that means a reliable run for the most part. There are no serious flaws that afflict it; the things that tend to go wrong are fairly minor and individual. Volvos tend to be well looked after by caring owners, which can make them a good used buy. Even so, it's important to check for a service record, cars that have been neglected are more prone to problems than ones that have had routine maintenance. Also check for evidence of crash damage that hasn't been properly repaired.IN A CRASHFive ANCAP stars are as good as you can get and the S40 gets the top tick from the crash tester. Front, side and head airbags head a long list of safety features that also includes ABS brakes, optimum brakeforce distribution and traction control.UNDER THE PUMPVolvo puts the fuel consumption of the S40 at 8.7 to 9.2 L/100 km depending on the transmission for the 2.4-litre. The turbo 2.5-litre used a little more on average at 9.2 L/100 km, which was in line with what road testers found at the time.AT A GLANCEPrice new: $47,950 to $59,950 Engine: 2.4-litre 5-cylinder petrol; 125 kW/230 Nm 2.5-litre 5-cylinder turbocharged; 162 kW/320 Nm Transmission: 5-speed auto, 5-speed manual (SE), 6-speed manual (T5); front-wheel drive Economy: 8.7 L/100 km to 9.2 L/100 km Body: 4-door sedan Variants: Base, SE, T5 Safety: 5-star ANCAP

By 2020 it's predicted that 1 in 10 cars will be electric vehicles. At the moment there's only a smattering of electric vehicles or EVs as they are called in Australia and not all of them are for sale to the public yet.There's the tiny Mitsubishi i-MIEV, the Lotus-based Tesla sports car and Nissan's hatchback LEAF, 16 of which are being trialled by the Victorian Government.Joining them soon will be the Renault Fluence ZE, an electric, zero emissions version of the French car maker's mid-sized sedan. The big difference between Fluence and other EVs is that it's entire battery can be swapped for a fully charged one greatly extending its range.Range or more specifically lack of it is one of the major drawbacks of EVs that can normally travel only 100km or so before they need to be recharged.Also, being new technology, until now EVs have been prohibitively expensive. Due to to arrive in showrooms towards the end of next year, we travelled to Portugal this week where we were able to drive the Renault Fluence ZE.VALUERenault has not set a price yet but has indicated it will be under $40,000 and that it will be generously equipped. To that figure, however, must be added the cost of the battery which will be supplied separately under a lease arrangement by Better Place based in Melbourne.With branches in the Israel, Denmark and the United States, the company has been formed to provide the necessary infrastructure that will make electric vehicles possible.It's not talking prices either, but overseas customers are paying $110 a month which includes the power itself but there could be an additional charge for the home charging station. The power by the way is all `green' power.TECHNOLOGYAt 4.75m the ZE is 180kg heavier and 13cm longer than the standard model. The extra length accommodates the battery which sits vertically behind the rear seat. The electric motor generates 70kW of power and 226Nm of torque.There's no gears or gearbox as such, just forward and reverse and it has a top speed of 135km/h. Full torque is available from zero revs and it can accelerate to 100km/h in 13.0 seconds (petrol model does it in 10.1).With a capacity of 22kW/h the car has a range of 185km on a single charge, but this varies a lot depending on conditions and the way you drive. Apart from a smallish boot, it's in all other respects just a normal car.DRIVINGNot bad. It's certainly no golf buggy. It feels and performs like a real car, not some pretend one and could easily replace that gas guzzler in the driveway. It's much quieter of course and throttle response was slow at times but generally okay, providing you're not expecting a V8. It can even be punted hard through corners without coming unstuck.We particularly like the braking effect provided by the engine going downhill. But we suspect the hard, low roll resistance Goodyears could be harsh on our roads. A sophisticated GPS-based management system keeps track of power usage and let's you know when and where to find a charge or battery swap station if needed.RECHARGINGRenault and Better Place believe 90 per cent of customers will charge the car when they get home at night. This takes from 6 and 8 hours but for longer journeys the idea is to call into one of the Quick Drop stations that will be established where a depleted battery can be replaced with a fully charged one, a process which takes about five minutes.Both the power supplied this way and at home is provided free as part of the lease deal. If you spend $80 or more a week on petrol Better Place claims it will save you money.VERDICTYou better get used to the idea. It's the way of the future and as the technology gets better so will the cars (and their range). The price of oil is only going to go up, not to mention the environmental consequences of continuing to pump CO2 into the atmosphere.The very fact we've been driving this car suggests the change is closer than you think. It's simply a matter of making the decision to switch.