Luxury Reviews

The big A8 is Audi's flagship model and competes against the likes of the Benz S-Class and BMW's 7 Series.But it's sportier than the Benz and stands out in a way that the 7 Series never could - a car that for some reason is virtually invisible on the road. The big diesel walks the line between performance and economy, unlike a petrol V8.VALUEDeep breath. It's high end luxury and the asking price is a whopping $234,500, about $80,000 more than we guessed. For the same price you can have the 4.2 FSI petrol model or, if more legroom is required, there's also a long wheelbase version for another $15,000.Standard features include leather, wood, a sunroof, four-zone airconditioning, power operated boot, plus hard drive audio with satellite navigation and a 14-speaker Bose sound system.The thing is even at this price many features remain optional some of which should perhaps be standard like adaptive cruise control at $5400. It's opulent all right but for a high end model, a little light on in the gadget department.DESIGNThe A8 is Audi's technology leader. It's a long 5.137 metres, aluminium bodied to save weight and kitted out with lots of leather and wood trim. Our test vehicle even smelled like it had been freshly polished inside. The front seats are 22-way power adjustable and the ambient strip lighting in the cabin is a real treat at night.SAFETYAs good as it gets with a pre-sense safety system for avoiding accidents and for minimizing their consequences. Comes with all the safety gear you'd expect including six airbags, all-wheel drive, electronic stability control and anti-lock brakes.TECHNOLOGYThe 4.1-litre, not 4.2 twin turbo diesel V8 (it has a capacity of 4134cc) delivers 258kW of power and a massive 800Nm of torque from a low 1750 revs. 0-100km/h takes a surprisingly quick 5.5 seconds and it even sounds like a V8, but doesn't have anywhere near the same appetite for fuel.Claimed fuel consumption is an incredible 7.6 litres/100km, which with a 90 litre tank gives the car a range of 1184km  but the trip computer was showing a more realistic longterm average of 12.8.The V8 is hooked up to a state of the art eight speed auto complete with paddles shifts, with drive to all four wheels via a self-locking centre differential. Despite its size it weighs only 1995kg because of the all-aluminium construction.DRIVEThe all-wheel drive system is biased towards the rear to give the car a sportier feel, with a sports differential that distributes power between the rear wheels for better handling. Feels slower than it is but when the lights go green you'll soon discover yourself 200 metres down the road ahead of everyone else. Even in dynamic mode the adaptive air suspension was a little soft for our liking, but you can add sports suspension for another $2200.It has really annoying brakes that pull you up abruptly but then the car rocks backwards and forwards on its suspension before finally coming to rest.VERDICTOf the big German three we prefer the Audi, but if economy is a priority we'd probably opt for the much cheaper 3.0-litre diesel which also offers plenty of performance. Then of course there's the superlative S8 which we'd buy in heartbeat if we won Lotto.AUDI A8Price: $234,000 (FSI), $188,000 (V6), $234,500 (TDI V8)Engines: 4.2L V8 petrol, 3.0L TDI V6, 4.2L TDI V8)Power: 273kW (FSI), 184kW (V6), 258kW (TDI V8)Torque: 445Nm (FSI), 550Nm (V6), 800Nm (TDI V8)Transmission: 8-speed auto with paddle shiftsEconomy: (l/100km): 9.5 (FSI), 6.6 (V6), 7.6 (TDI V8) CO2 (g/km): 219 (FSI), 176 (V6), 199 (TDI V8)

THE Stelvio Pass in the Italian Alps sped to the top of the drivers' bucket list a few years ago after Britain's Top Gear crew judged it the best road in the world. Based on the bits shown on TV, Clarkson and co must have been inhaling exhaust fumes at the time.Carsguide retraced the route in what is probably the best four-seater yet built to tackle the lust-worthy drive, BMW's new 1 Series M.The stop-start shots between hairpins that Top Gear showed on TV look good in pictures but they aren't the reason the Stelvio draws car and bike enthusiasts from across Europe. To the north, the pass opens up into a phenomenal flowing road with humblingly stunning scenery.This is the best bang-for-your-buck car ever to wear an M badge and the Bavarian maker's refusal to call it an M1 in deference to the 1970s mid-engined supercar won't matter a damn to anyone who drives it. A rose by any other name.About $100,000 buys a two-door coupe that outperforms the $55,000-dearer BMW M3 in roll-on acceleration and is easier to toss through turns than any coupe this side of a Lotus Exige. It is about $25,000 dearer than the 135i and worth every heavily taxed cent of that.The differential lock proved its worth in the tight, slippery corners. In standard mode exits were marked by a frustrating pause as the traction control lit up to show it was struggling to keep rubber from slipping.Push the button to let the rear axle redirect torque and that hesitation drops back to a heartbeat before it hooks up. In theory, disabling the traction software altogether would help, too, but a strong sense of self-preservation intruded on that thought.The twin-turbo six-cylinder engine has won a swag of awards and in this guise is good for 250kW/450Nm. The alloy suspension components and 19-inch alloys from the M3 catalogue minimise weight and the interior features run from leather dash and seats to internet connectivity. This may be the first BMW made without an options list. The three paint choices are no-cost.This car has the best proportions in the M range. It is fundamentally a wickedly reworked 135i coupe, with 55mm added to the track to keep it planted on the road when the going gets silly. The flared guards needed to accommodate the extra track and meatier rubber give the baby M a distinct family resemblance to the M3 coupe.The quad exhausts and vented gills on the sides are trademark M design features. Changing gears quickly, the driver can hit an arm on tall bottles in the single cupholder on the centre console. The interior is straight out of the 135i but it's all been leather-wrapped with contrasting stitching. Even the gearbox gate cover is suede.The basic BMW 1 Series package is five-star rated and the extra attention that's gone into the 1 Series M should improve on that. The brakes would slow down a supertanker and repeated hammerings do no more harm than covering the front wheels in brake dust.Negotiating the 48 torturous switchbacks that mark the Stelvio's ascent to 2757m, the driver realises the difference between what rates as great TV and what rate as great roads. The M car outhustled and outhandled Subarus, Audis and Porsches alike as it carved a line through the rain and snow-topped bitumen.But the switchbacks themselves just aren't that much fun. It's a second or two of full acceleration, then hard on the brakes as speed bleeds back to single figures.But on either side of the hairpins the road opens out enough for the vehicle to flow from curve to curve and car and driver each work hard to maintain a decent pace. The coupe hits 100km/h in 4.9 seconds, fuel consumption is 9.6L/100km, and CO2 emissions are 224g/km.Me, I want 1. If I had $100K to part with, this would be the car. The only comparable car in terms of cornering dynamics is the Porsche Cayman and its lack of rear seats makes it less practical as a day-to-day driver. There are quicker cars and there are better handling cars but this is the best compromise I've driven.'There are quicker cars and there are better handling cars but this is the best compromise I've driven'

Volkswagen's Tiguan compact SUV has been a big hit since it arrived back in 2007

Peugeot's new medium-large wagon is a pretty good place to be, once you've come to realise a European does not have to be a pin-sharp sportster.The French automaker has got it spot-on by naming the wagon "Touring" and it should well satisfy owners and drivers who want some Euro prestige with lots of tech and toys, a stylish lifestyle vehicle, comfort and safety for (whisper it) less than 50 grand.So far in Australia, there's only one version of the 508 wagon - having a turbo-diesel engine and equipped to Allure trim level. A 1.6-litre turbo petrol engine (115kW/240Nm) is on the way.VALUEAt $45,990 the 4.8m Peugeot 508 Touring has few direct rivals, the obvious being the VW Passat Highline diesel. The Passat's lesser-known cousin, the Skoda Superb, is $2000 less and the fellow French Citroen C5 Tourer is $49,990.Which means the Peugeot is priced well under the luxury Swedish and German marques for this type of vehicle. If you're prepared to do away with the Euro image and some of the gadgets, diesel motoring can be found in a Mazda6 wagon for $36,250.This Peugeot 508 Touring stands up in the value equation: keyless entry and start, front and rear park assist, electric park brake and hill assist, eight-speaker sound, Bluetooth and USB, quad-zone climate control, power front seats and leather trim. A capped service program at $990 for the first three years/60,000km is offered.DESIGNPerhaps the most stylish Peugeot wagon ever seen. It's fresh, sleek, elegant yet has more space than the predecessor 407 wagon. The wagon space is large (612 litres with rear seat up).There's a ski port, the rear seat folds flat 60, 40 or all with the flick of levers by the tailgate, it has chromed tie-down hooks plus two upper hooks, elastic side straps and a cargo blind. There's a wide rear bumper to reach over but the load height is reasonable.Points lost for tiny glovebox and centre console bin sizes. A feature is the full length panoramic glass roof, which can be covered to various stages by a horizontal electric blind. Rear side windows have roll-up sunscreens/privacy blinds.TECHNOLOGYThe engine is what you'd expect from a Euro, which means quite OK. The 120kW of power and 340Nm of torque is par for a two-litre turbo-diesel. It feeds to a six-speed automatic transmission that has a sequential manual control with paddles behind the steering wheel and a Sport setting. Official diesel consumption is 5.7 litres/100km. We saw as low as 6.2 thanks to a country drive but ended with 6.6 in mostly gentle throttle use: it's warming to see 538km covered and still 520km to go on the tripcomputer (tank is 72 litres).Peugeot boasts of good aerodynamics and the 1544kg weight is commendably low for this size diesel wagon, aided by an aluminium bonnet. The tailgate has assisted opening and electric closing. SAFETY Six airbags, all the acronyms for braking, collapsible steering column and brake pedal, three rear child seat restraint anchorage points, flexible cargo net and five-star ANCAP crash test score should assure buyers.DRIVEKeyless entry and start is not just a party trick but very practical. The power seat has plenty of adjustment although, as is the way with many modern cars, the driver must peer around the A-pillar at intersections. Rear seat passengers get comfort and separate vent controls (and love the full glass roof).The flat-bottom steering wheel is leather-clad but the driver lacks direct feel with the road. Yes, it safely gets around corners but this wagon is no sports car. Notably, the GT sedan version gets a different front suspension. Slip the auto shifter across to the S setting and the car becomes more willing (0-100km/h in 9.5sec) and even in normal D mode the paddle shift can be used to invoke engine braking down a hill.Engine noise is well suppressed. Passengers might never know it's a diesel - unless a window is down at cold start-up. But tyre roar and road noise are there, although we drove a Touring with lower, 45-profile tyres on optional 18in instead of 17in standard rims. It's not the only Euro car to let you know you're on a coarse Aussie road surface.VERDICTThe real plus in this stylish wagon is to enjoy the comfort, the fair value and space plus the prestige of a Euro car badge. Don't expect it to be a German-like sportster wagon in nimble handing and steering. But do cash in on the diesel engine's frugality and range. This Touring is a good tourer.

Removing the top is almost always a good thing - a beer, for example, is much better topless. It's rarely a bad thing unless we're talking about cars - many hardtops that are hacksawed into convertible status don't make the grade sans roof.The Ferrari 458 Spider is most certainly NOT one of these - it is a gorgeous four-wheeled supermodel, which despite a drop in torsional rigidity over the coupe and some rear end changes, is an improvement over the hardtop.VALUEWhen a pricetag not out of place on a family home is sitting on the windscreen then "value" isn't the first adjective to spring to mind when this car looms into view - spectacular, gorgeous and phenomenally fast are more likely, along with a few expletives if you're lucky enough to drive one.The features list is extensive, leather and carbon-fibre trim everywhere, the chunky steering wheel with almost everything mounted on it, including the manettino drive system to keep it pointing in the right direction, the three-screen instrument panel and information display system, paddle-shifters for the seven-speed auto, full iPod integration is on offer but why you'd have anything competing with the mid-mounted sound system is beyond me.TECHNOLOGYThe Spider is powered by the same naturally-aspirated direct-injection 4.5-litre V8 with continuously variable valve timing displacing 4.5 litres that propels the coupe - outputs are unchanged at 425kW and 540Nm and over 80 per cent of that impetus is available from 3250 rpm.The repositioning of the air intakes has warranted changes to the exhaust to re-balance the aural impact of the car - the work on the Spider has made it sound even better than the 50kg heavier coupe.Also retained for the Spider is the twin-clutch F1 paddle-shift seven-speed transmission - sending drive rearward using the trick E-Diff, but where the 1430kg Spider gets a tweak for topless duties is in the throttle pedal electronics and within the damper software - both changes are for the better.Fuel use is down - with the option of further drops via the Ferrari HELE (High Emotion Low Emission) system - to a combined figure of 11.8 l/100 km with 275g/km of CO2 emissions; the coupe's launch claim was 13.7 and 307g/km.The flip-top lid goes a step further than the limited-edition Superamerica's somewhat-similar system - the patented retractable hard-top does it's stuff in 14 seconds, and is made of aluminium.The company claims it's 25kg lighter than an old-school ragtop and flips its lid to neatly somersault into its home above the engine bay with no aerodynamics compromises."We took inspiration from the 575 SuperAmerica, but that's a front-engined car, but we wanted more - we thought about integrating the roll bars into the buttresses and using a multi-panel hardtop or a concertina fabric roof," says 458 product marketing manager Michele Comelli.The only real compromise is the absence of a view of the engine bay, something coupe owners get but Spider drivers don't - they'll just have to make do with the aural sensations and the open-air experience.DESIGNThe snout is unchanged - it's a sharp looker already so no need to mess with a fince face - but the rear of the car is all-new and sleek, thanks to not requiring big hips at the rear to accomodate a conventional folding hardtop.Dominated by the buttresses (with integrated roll-over protection), the new rear panels direct air flow to the engine intakes as well as the cooling system contained within the sleek rump.The roof mechanism is quick at 14 seconds and uses the rear window as a device to reduce cabin turbulence - which it does remarkably well at high speed, and it can also be retracted with the roof up, just to maintain the aural appeal.SAFETYThe standard four airbags are on stand-by in case of impending dooms, but there are electronic driver aids are all integrated and on speaking terms. The traction and stability control, anti-lock brakes, adjustable suspension and myriad other electronic functions are all tailored to the selected drive mode via the wheel-mounted switch. The highlight is massive Brembo-gripped carbon-ceramic brakes which only just squeeze in behind the wheels, with 6-pot aluminium front calipers and 4-pot aluminium rear calipers.DRIVINGThere's always a fear that when a coupe becomes a convertible that the tight, bulletproof feel of the former fails to translate to the latter - fear not, Ferrari fans, the 458 has lost little of its strong-bodied feel.Only sporadically will a shimmy be sparked by a shocking road surface, but it is rare and doesn't adversely effect the ride (which is very good given its abilities) or the drive experience, which is stupendous.The 0-100km/h claim remains near three seconds and the top speed claim is 320km/h - nothing about the road drive suggests those figures are optimistic.The snarling V8 is maniacal as it heads for the 9000rpm redline - yes, 9000rpm - and it's a soundtrack that overloads the nervous system.Instant changes from the seven-speed twin-clutch briefly change the orchestra's pitch and straights are obliterated.Tipping the Spider into the bends is child's play, the steering is quick and there's no misinformation - just a corner completed with considerable speed and little fuss, unless you have backed the electronics off and have the skills to play with the tail.The engineering team say the suspension and throttle mapping have been wound back a little for the Spider, which is more likely to be driven daily and with a passenger - it's a little less frenetic than the coupe in a good way.Cabin comfort, even on the optional carbon-fibre buckets, is remarkable - the magnetic-fluid dampers do an amazing job on bumps and corners - and even at 190-odd cm the roof lining never rubbed what's left of the hair on my head.Vision straight back is better than you'd expect for the segment, but lane changes can sometime be a concern if you like to double check over your shoulder - all you'll see is trim.VERDICTAt $600,000 this is certainly rarified air, not many will make onto Aussie roads but the level of ability - at the extremes as well as in daily driving - is quite astounding. Putting it into perspective - a Japanese luxury carmaker recently put $750,000 pricing on a super-coupe that is similarly astounding, but not 150-grand better - in fact it makes the Spider look like good value, and you can still get hold of the Ferrari droptop. If you could muster up the extra cash the 458 Spider has the best of both aspects - the security of a hard-roofed machine without the storage issue, as well as open-air appeal and performance off the scale.FERRARI 458 SPIDERPrice: from $600,000 (estimated)Warranty: 3 years, unlimited kmResale: N/AService interval: 20,000km or 12-monthsEconomy: 11.8 l/100km; 275g/km CO2Safety equipment: four airbags, ABS, EBD, stability and traction control.Crash rating: N/AEngine: 425kW/540Nm 4.5-litre naturally-aspirated variable-valve direct-injection V8.Transmission: seven-speed twin-clutch automated manual, rear-wheel driveBody: 2-door, 2 seatsDimensions: 4527mm (L); 1937mm (W); 1211mm (H); 2650mm (WB)Weight: 1430kgTyres: 235/35 20in fr, 295/35 20in rear

We've just had a dose of PCP, and we're hooked. No, not the drug known as angel dust, but an equally addictive and street-lethal prospect: the Volvo C30 Polestar Concept Prototype (PCP).You don't often get to fling a one-off motor show concept around a track. And of you're going to do it, who better to do it with than a World Touring Car Championship driver.So we've just done a few track laps with Robert Dahlgren around the Swedish brand's tight 2km test track in Gothenburg. And even by the time you read this, we'll still be grinning.It's a blue streak on steroids, with the hot turbocharged 2.5-litre engine used by the blistering Ford Focus RS - upped by Volvo's racing partner Polestar to deliver 300kW of power and 510Nm of torque to all wheels via a tweaked race-spec six-speed manual.Polestar was given free reign to draw on their experience in developing successful Volvo touring car championship vehicles - but in the PCP's case without being hampered by the restrictions of race regulation specs.In Dahlgren's hands, on a track he knows intimately, it's an expertly-guided missile - swift, deadly and unerringly on-target.And even under the control of our amateur mitts and boots, the car is good enough to get around the laps with a respectable amount of aggressive accuracy.That's helped by razor-response steering, the prodigious grip of a race-spec Haldex all-wheel drive system, Ohlins racing suspension that gives the car remarkable composure even at ridiculous cornering speeds -- and massive Brembo braking ability when you need to call on itIt's fast enough off the line, but slamming the pedal wakes up the turbo and the C30 almost instantly teleports forward. Polestar claims a 0-100km/h time of 4.6 seconds, and we believe it.Under acceleration, the visceral growl from the straight-though exhaust is beyond anything you'd ever expect from Volvo.  It would be stealthy fun to idle up beside any Aussie street hoon's side - and then leave them blistered in the aural afterburn.And the styling would get an aftermarket fan fluttering, with an aggressive bodykit, black 19-in alloys, plus an interior with Polestar blue dials and acres of dark sueded finish stretched over the Recaro seats and steering wheel. And dashboard. And centre console.The concept car is worth more than $200,000, but Volvo says it won't ever be put into production. So - just like the street drug - you're not allowed to have it.

There's a serious risk that Volvo has produced a car you can lust after. The S60 T6 Performance Project (PP) takes the top spec level of the already respected mid-sized sedan and lifts it to new heights of performance and style.Developed in conjuction with Volvo Australia, and spotlighted at the recent Australian International Motor Show, the car starts with the stonking T6 version of the S60. Then it throws in the extra fruit and attitude of R-Design spec and adds tuning by Polestar -- Volvo's motorsport partner, and successful campaigner in years of world, British and (of course) Swedish touring car championships - plus performance garnish from German tuning house Heico.The result is something that looks sharp, goes hard and will leave you with a smile on your face. Ticks all the lust boxes, then.VALUEVolvo will be bringing in a limited edition of 50 cars starting in December, and they could disappear quickly, spokesperson Jaedene Hudson says. "There was a lot of interest at the motor show. People wanted to buy it right there and then."However she says the final price is still to be determined. The bad news is that it's unlikely to be cheap. But if kept within a competitive margin, it will offer more bang for your buck than some other European brands - and much more bang outright than you ever dreamed Volvo could produce.That means somewhere between the $70,000 of the current S60 T6 R-Design, and the nearest competitors. Mainly the Germans, of course, but with Lexus also well in the loop when you're looking for an upmarket sedan with spirit.That puts the strategic ceiling at the $81,300 of the Lexus IS350 Sport Luxury - which still leaves Volvo a fair margin for movement - with the two nearest Germans the Mercedes-Benz C300 at $84,900 and the Audi A4 3.2 FSI quattro at $91,000. There's a BMW 335i M Sport at $108,200, but at that price it's nearly in another segment - and also not best value.TECHNOLOGYThe Polestar tuning means the T6 engine - a 3.0-litre twin-scroll turbo petrol six-cylinder - develops an extra 18kW of power at 242kW and 40Nm at 480Nm. In addition, it spreads the power peak from 5600rpm out to 5400-6500, while the extra torque has a new peak of 3000-36000, rather than the lower - but flatter -- plateau of 2100-4200.Polestar marketing director Hans Baath says the tuning aims to smooth out the turbo effect and deliver the outputs more progressively.It also delivers quicker acceleration, dropping the 0-100km/h time from 6.1 seconds to 5-8 seconds, while maintaining the 10.2L/100km economy and 243g/km emissions.The six-speed auto feeds the outputs to all corners, with a Haldex all-wheel drive system.Heico's exhaust system and 19-in wheels with Pirelli tyres are added enhancements to the R-Design spec, which lowers the car by 15mm and includes sports suspension with better damping at the rear, plus stiffer springs and bushings.DESIGNThe S60 is a well-shaped sedan to start with, and adding the R-Design body kit sharpens up the styling with a more aggressive front fascia, boot spoiler and rear diffuser. It doesn't shout at you, but it's enough to get second - admiring - glances.The cabin gets the R-Design three-spoke steering wheel, sports seats with more bolstering, alloy pedals and ultra-techie blue dials.It's yet to be decided what nameplate the car will wear, with the prospect of it bristling with badges by the time you add the blue Polestar square and Heico's logo to the R-Design.SAFETYWe could just write 'Volvo' under this heading and leave it at that. But it's worth mentioning that in addition to a five-star crash rating and all the usual active and passive features - including eight airbags, flashing emergency brake light and emergency brake assist -- it has a crash-avoidance system that will prevent impact at low speeds by automatically braking you. But it doesn't have a spare wheel of any kind, so you have to rely instead on a goo kit. That's possibly fine in metro areas where the streets are swept weekly and you're not far from rescue if necessary. But if you do regular trips that mean wading through the rubbish strewn on highways, you might think about buying a fifth wheel and strapping it down in the boot.DRIVINGThe S60 T6 R-Design is already a bit of a stealth weapon, but adding the Polestar tuning gives it that bit of extra joy.Granted, it's not going to swipe the mid-sized performance sedan crown from Merc's C63 AMG - but it's not going to cost $150,000 either. It's going to be somewhere about half that price but it's much more than half that good.Polestar has lived up to their gleeful promise of smooth, strong pull from the 3.0-litre. And while it has dropped the 0-100km/h time by just 0.3 seconds - not something you're going to measure in everyday driving - it's very noticeable in the 80-110km/h overtaking range. Stamp the pedal and the S60 PP surges forward with the promise that there's more on tap when you want it.Flicking the transmission over into Sport mode produces a marked mood change, giving you earlier downchanges, and also lets you hold a gear until the revs near the limit, raising the sweet Heico exhaust note to a stirring yowl. It's also going to raise the already double-digit fuel economy to somewhere with real bowser sting.It's solid and confident on the road and you'd have to push it hard - very hard - to get it out of order in cornering. The car's weight and the all-wheel drive system means it doesn't feel as agile as something like the C63 AMG, but it's going to give the nearer price-point rivals a decent run for their money. And a share of their market.VERDICTIt's a pity the edition is limited to 50, but that's still 50 buyers who might not go home with a German prestige sedan.VOLVO S60 T6 PPPrice: $75,000+ (est)Engine: 3.0-litre twin-scroll turbo six-cylinder; 242kW/480NmTransmission: 6-speed sports auto; AWDBody: 4-door, seats 5Safety: five-star (est): 8 airbags, ABS, EBD, BA and moreWeight: 1888kg (est)Thirst: 10.2L/100km 95RON; 243g/km CO2Sharp, stylish and punchy, but it's thirsty.

We ended up keeping this car longer and driving it further than anticipated which was a good thing for Volvo because we grew to really like it. If you're in the market for a premium sports wagon look no further because the T6 has all the bases covered.Attractively priced with some great deals at the moment it's got what it takes to give the Germans a run for their money.VALUEThe T6 with the R Design goodies is the top of the line V60, complete with all-wheel drive and a turbocharged six cylinder engine. It looks fabulous, it's easy and comfortable to drive and offers the practicality of a wagon with plenty of performance to boot.Priced from $72,150 it is well equipped in standard form and is an attractive proposition for those shoping European ie. Benz, BMW or Audi.TECHNOLOGYAll cutting edge. All wheel drive is standard. The 3.0-litre T6 turbocharged petrol engine pumps out 224kW of power and 440Nm of torque. 0-100 km/h takes 6.2 seconds and the top speed is electronically limited to 250km/h. Fuel consumption is 10.3 litres/100km (we were getting 10.6).Power is delivered to all-four wheels through a second-generation Geartronic six-speed automatic, as opposed to the double clutch transmission in the T5. New valves and lower friction mean faster gearchanges than before.DESIGNVolvo has managed to find a look all of its own. The V60 is a newcomer to the popular mid-size segment. While it retains the key elements that make it a Volvo (cross-braced grille and largish ail lights) function seems to have accommodated form this time around because it has lost that awkwardness exhibited by previous models. The overall effect is a sleeker, faster looking, more desirable motor car.SAFETYGets a full five stars for safety. The T6 is also all-wheel drive for sure-footted handling. And our test vehicle was also optioned with the Driver Support Pack which adds Adaptive cruise, lane departure waring and blind spot awareness. We're sold on adaptive cruise and blind spot awareness - but lane departure is more of an annoyance than anything else - together though they're $4990.DRIVINGWe clocked up more than 1200km in this car over the recent long weekend. It's a comfortable tourer, for both front and rear seat passengers. Adaptive cruiser is ideal for heavy traffic where it keeps a safe distance between you and the car in front, with no need to touch the brakes.The T6 is fitted with sports suspension and larger 18 inch wheels and rubber. The ride is not as harash as we remember and there's plenty of pickup for overtaking, but at 1800kg it's no sports car. Think easy, relaxed effortless performance and you're nearer the mark.VERDICTA great looking car for a great price. Volvo has really got its act together and the cars look and go a lot better. The tough question is chosing between the economical T5 or hard htting T6 - but one things for sure we'd take the R Design kit every time.VOLVO V60 T6 R DESIGNPrice: from $72,150Warranty: 3-years/unlimited km, roadside assistResale: n/aService interval: 15,000km/12 monthsSafety: 5-star Euro NCAPEngine: 6-cyl turbo-petrol, 224kW/440NmBody: 5-door wagonWeight: from 1804kgTransmission: 6-speed auto, AWDThirst: 10.3L/100km, 98 RON, CO2 247g/km (3-litre).

ATTRACTION often leads to seduction, and that's what Citroen is hoping its new C4 will do to buyers in the tough small car market. The latest C4, core model of the French brand, has retained much of its aero-efficient, domed look, but is slightly longer, wider and taller than before.It will initially be available in a choice of two petrol and a diesel engines, two transmissions and in three trim levels: Attraction, Seduction and Exclusive. All engines are four-pot 1.6-litres, but there's a world of difference between them.As attractive and seductive as the sexy five-door hatchback might be, this one has bucked the Citroen trend to be quirky. It's one of the more conventional cars from the innovative maker. Even the fixed-hub steering is gone in favour of a regular wheel which saves 3.0kg. And prices, which now start from $22,990, have been trimmed by up to $4000 to add to the appeal.Things start with the Attraction, which has an 88kW/160Nm petrol engine paired to a four-speed automatic.It's hi-spec for a base model, and includes ABS, EBA, ESP, traction control, six airbags, aircon, cruise control with speed limiter and remote central locking.It's one of the most affordable small autos on the market, and one of the most stylish.The Seduction, which adds foglights with cornering function, tinted glass, Bluetooth and some leather trim, can be had with the same motor, or a 115kW/240Nm turbo version or an 82kW/270Nm diesel in manual or auto. And soon also with a 'micro-hybrid' e-HDi engine and six-speed EGS electro-robotic shift.The Exclusive uses turbo-petrol, HDi or e-HDi power and six-speed manual, four-speed auto or EGS. Citroens have always been known for their comfort and all C4s get very good, supportive seats, dual-zone aircon, a comprehensive trip computer and steering wheel controls for the iPod-compatible audio and cruise control.The Exclusive has Volvo-style blind spot monitoring to warn of traffic from behind, folding mirrors with LED lights, auto-on wipers, front seats with a massaging function, climate control and customised dashboard lighting.There's a Picasso rechargeable torch in the boot which can expand from 380 to 1183litres by folding the back seats flat. Biggest boot in its class, they say. And the car runs on Michelin energy saving tyres.The petrol engines are the same BMW-designed units as used in some Peugeots, Fords and Minis and the diesel is well-proven.The oil-burner with the $1000 extra micro-hybrid drivetrain includes a stop-and-start system with regenerative braking which saves up to 15per cent fuel in city driving and helps the car achieve an open road cruising figure of 3.8litres/100km and 4.2litres/100km on average.All engines are Euro 5 compliant and the EGS transmission has an auto setting said to give better economy than a manual gearbox.We sampled an 88kW Seduction petrol manual and diesel on a squirt through one some of twisty tarmac terrain in NSW and liked the C4's road manners.Its suspension is a bit softer than the original model but it hangs on with typical panache, brakes well and its electro-assisted steering was great.Although 88kW isn't much these days, the totally revised powertain gave the car more than adequate performance  and a combined fuel figure of 6.9litres/100km.  Liked the petrol but we'd happily stump up the $2000 extra for the diesel. Sacre bleu, such torque!Attraction petrol four-speed automatic starts the range at $22,990 with Exclusive e-HDi six-speed EGS  topping it out at $32,990The C4 has the maximum five star safety rating by Euro NCAP. A sporty DS4 version of the C4 will arrive in Oz in early 2012 and a DS5 is expected mid-year. A C4 Aircross AWD SUV is due before Christmas. Every car in the Citroen range gets pared prices, better trim and equipment for 2012.

If this is the future of electric cars, we'd have one. And it is. But we can't. Or at least, not in the exact form of the Volvo C30 Electric we've just tested.This is part of a fleet of 50 prototypes that will increase to 250 by the end of next year for evaluation around the world. Only two will come to Australia, and neither of them is likely to end up at Chez Carsguide, with the Swedish company targeting business and government fleet leases.But the car won't ever go into full-scale production, which is a pity because it seems to offer everything you could want as a green drive. The good news is that the evaluation program will feel into an electric version of the new V40 model - based on an extended C30 platform -- that is going to replace the aging S40 and V50.And by what we can judge from the camouflaged spy shots of that car, it could be just as good a plug-in prospect as the C30.VALUEIt's almost impossible to talk about value with a car that's not for sale. But it's worth considering where the V40 Electric might be positioned. The initial prices for new technology are high, but manufacturers know early adopters will often wear the extra slug.Prices will come down by the time the Volvo hits the market, but you could still expect to pay at least $50,000 in today's terms. The Mitsubishi i-Miev plug-in is $10,000 more, smaller and not pretty. The Nissan LeafTECHNOLOGYCharge is stored in a 24kW bank of lithium-ion batteries that power a 82kW/220Nm electric motor. With the 200Nm of torque being fully-delivered right from the start, Volvo says the C30E does a 0-100km/h time of 10.5 seconds.It gets to a top speed of 130km/h, with range limited to 120-150km, and a full recharge taking 7.5 hours from a household socket. Zero fuel means zero emissions, except perhaps a whiff of non-harmful exhaust from the bioethanol system that looks after the heating system - reserving the battery power for driving unless manually switched over.SAFETYThe cars will have all the Volvo safety features, with active and passive safety systems, crash avoidance technology, pre-crash warnings and post-crash protection. But there's long been concern about what happens in a crash if you've got a massive lump - or two - of battery loose in the car. So Volvo has also been working to make sure it stays where it's supposed to.Body structures are being strengthened, the pack is positioned so it won't collide with the fuel tank, and a venting system released battery gases outside the car, not into the cabin.DESIGNThe C30 end of the Volvo line-up is the logical place to start for electrification, because it's the lightest car they have. The bonus is that the fast rear line of the hatchback looks up-to-date and stylish, and that will fit better with those who want a plug-in that looks modern without resembling a space pod or attention-seeking supercar.Apart from the socket for the charging cable, from the outside it looks just like any other C30 -- until you lift the bonnet and see an electric motor instead of an engine. The two battery packs are mounted down the centre and in the (former) fuel tank area under the rear, keeping the 280kg battery weight centred, low and trailing - which avoids a weighty nose that would undermine handling.A simple, clear graphic in the instrument cluster shows the battery state and drain rate - without the need for complicated animations and little growing trees favoured in other green cars. There is a teeth-grittingly cutesy touch with a turtle icon that lights up when engine power is reduced, but apart from that it's all admirably sensible.The test car was accented with gunmetal green exterior touches to signify its role in the electric team. The signature livery was echoed in the cabin with bezels and the translucent tone of the shifter - itself a tiny streamlined sculpture that (like the Volvo floating centre console) looks like it might have been swiped from Bang and Olufsen.DRIVINGWith all the torque on tap right from the start, the C30E is snappy off the line, and keeps it coming constantly for most of the acceleration, tailing off only as you get into highway speeds. Lifting off the accelerator gives a noticeable effect of 'engine braking' but in this case it's the system harvesting energy to recharge the battery pack. The shifter lets you select a 'sailing' mode that disconnects the motor and allows the car to coast, but you can really only bring this into play at highway speeds.The positioning of the battery packs keeps the weight low, central and towards the rear, and that comes into play in the cornering. The car feels balanced and reasonably agile. You can hear the electric motor, and while it probably won't appeal to fans of the big-displacement soundtracks, there's a certain exhilaration in the rising sci-fi whine. It's definitely futuristic and prospectively fun. Beam us up, Scotty.VERDICTIt's practical, doesn't look boring - or dorky - and isn't a boring drive. If all that applies when the V40 version comes onto the market, with the right price this will be a winner.Volvo C30 ElectricPrice: NADrivetrain:  82kW/220Nm electric motor, 24kW lithium-ion battery packTransmission:  CVT, FWDBody: 4-door, seats 5Safety: five-star (est): 6 airbags, ABS, EBD, BA and moreThirst: 0L/100km; 0g/km CO2Range: 120-150kmRecharge: 7.5 hours (!0 amp)"We'd like it. We can't have it"