Luxury Reviews

Diesel power is set to drive BMW sales further over the next few months

It's a calorie-free fact that Audi has more models and engine choices than that Baskin Robbins has ice cream colours and flavours. There's also the fact that one-quarter of Audi's range is diesel and even here there's a choice of five engines ranging from a 1.9-litre sipper to a 4.2-litre stonker. So it's odd that Audi introduces a 2.7-litre engine to separate its 2-litre and 3-litre diesels. Why bother? Because it's not just about the size.Drivetrain and economy The 2.7 is Audi's latest turbo-diesel. Like the 3-litre, it's a V6 but adds low-friction engine components and low-drag steering and oil pumps. Audi claims fuel savings of up to 15 per cent and rates the 2.7-litre turbo-diesel in the A6 at 6.4 litres/100km — pretty good for a big saloon even though this city-bound test recorded a more modest 8.2 l/100km.PricingIf you're happy with that — and can afford the $84,500 entry fee — you'd be even more delighted knowing you have saved a fair amount of sales tax. Thanks to the A6 2.7's low fuel thirst of less than 7 l/100km, the 33 per cent Luxury Car Tax kicks in at $75,000, not the $57,180 of thirstier rivals. Effectively, the A6 2.7 buyer pays the tax on $9500, not $17,320. Personally, it's a tax on a tax and shouldn't even exist but it's now written and unlikely ever to be erased. But it will be the last thing on your mind after getting the A6 on the road.DrivingThis is a big car that thinks it's a small car and in comparison to the BMW 5-Series 530d, is arguably more comfortable, better built, easier to operate and cheaper. In the BMW's favour, the 5-Series handles better and has a more sporty nature.The Audi is more a saloon. The 2.7 comes only in the front-wheel drive version with a continuously-variable (automatic) transmission. It's suited more to the person who wants a luxury car with outstanding build quality, exceptional range (this will go up to 1250km in the country) and plenty of room and features. If you want a sports car, look elsewhere.The A6 will lope along in the country yet is benign as a small car in the city. The handling is very good. Not excellent like the 530d mainly because the Audi has its diesel engine forward of the front axle and therefore — despite lots of work including an alloy bonnet and fenders — is a tad nose-heavy into tight corners.This quirk won't concern any but the most discerning driver. For the rest, take it from me that this is an accurate, comfortable and always confident five-seater. A lot of its appeal is its ease of use and simple controls. The park brake is electronic and consists merely of a postage stamp-size console button.The central controller allows access to a host of vehicle operations to fine tune it to the driver. But it has preset buttons so finding everything is quick. The rear seats are split and fold down so long objects can be stored, so adding an element of versatility to the car. And while we're in the big boot, there's a full-size spare wheel.The cabin also gets woodgrain and leather and the front seats have electric adjustment. It's a top car and shows that the diesel really is suited to the luxury car sector.Verdict: 86/100Audi A6 2.7 TDI Price: $84,500Engine: 2.7-litre, V6, turbocharger, intercoolerPower: 140kW @ 3500-4400rpmTorque: 400Nm @ 1400-3500rpmTransmission: CVT automatic, 7-speed preset; front-drivePerformance: 0-100km/h 7.9 seconds, top speed 277km/hEconomy: (official): 6.4 litres/100km, tested): 7.2 litres/100kmEmissions: 169g/km (Corolla: 175g/km)Rivals BMW 530d ($116,250) — 83/100Jaguar XF diesel ($116,250) — 85/100Mercedes E220CD ($80,900) — 83/100Volvo S80 D5 ($73,950) — 84/100

Everything important about the Porsche Boxster has been updated to give it more appeal in the market.  And in a world still obsessed with the financial crisis – whether or not we’re over it – that includes the price tag.The Boxster now rings the cash register at $113,000, and while that’s a sizable figure it’s just $4000 more than the car cost 10 years ago, with an added decade’s development and a whole lot more on offer.Drivetrain and changesThe new 2.9-litre flat six-cylinder in the Boxster develops 188kW at 6400rpm and 290Nm between 4400-6000rpm --  resulting in a 0-100km/h notch of 5.8 seconds and a top speed of 274km/h.  Porsche says the carryover suspension has been tweaked to give more dynamic handling combined with compliance for around town.AppearanceA new headlight cluster with separate reflectors is the biggest exterior visual clue to the latest Boxster, although there are also slight styling changes to the grilles and exhaust tips.The interior pretty much sticks with the previous version’s recipe, with the exception of the touchscreen stanav now being standard, and the seven-speed PDK twin-clutch gearbox being an option for about $6000.DrivingSlide into the cockpit of the Boxster and take in your surroundings.  Leather, big clear tacho, and sitting in the centre of the dashboard a handsome chronometer.  Look again and you’ll realise that the clock sitting up there is no timepiece; it’s a lap timer. Yeah, right.Foot on brake, turn the key and the 3.8 litre Boxster engine roars into life, then settles to a low gurgling.  Slide the gear-change into Drive, and you’re away.  Every time you use the throttle the car responds, the engine lets you know that it has more to give you.  The changes on the seven-speed PDK gearbox are lightning fast, and the steering is firm and responsive. This is a high performance sports car, yet it is surprisingly easy to drive and comfortable.Porsche have provided two ‘Sports’ modes for the Boxster as well as a standard mode.  Choose ‘Sports’ by pressing a button on the dash; the suspension stiffens up and the engine will spin to higher revs before each gear change.What this really means is that you are getting two cars for the price of one.  Press the Sports button at 80kph, and the purr of the engine changes to a growl, as the Boxster shifts from 7th to 6th.  Choose ‘Sports Plus’ at the same speed you’ll get a roar as the PDK selects 4th gear and the message comes in loud and clear: This car just wants to go fast.Around town the two sports modes are uncomfortable and unforgiving as the stiff suspension on city roads bounces you around, and the high revving engine is just too sensitive to the throttle. A few minutes in Sports Plus mode makes you realise that is the wrong setting for a trip down the road to the shops, but that the Boxster would be enormous fun on a track.  That lap timer might just be useful after all!

What price is a single letter of the alphabet? Well, about $40,000, if the letter is an R you want to add to the Audi TTS.

It takes a bit of effort to get camera attention in the Nurburgring’s carparks.

Why do rich people buy diesel-fuelled luxury cars? It's not that they can't afford petrol and one would think that forking out $200,000-plus for a big oil-burner would be pointless. But well-heeled people buy diesel cars — in fact, more than one-third of all BMWs sold in Australia are diesel, making the marque the most popular luxury diesel maker — for three main reasons.In no particular order, a diesel needs about a third less visits to the bowser as its petrol-fuelled equivalent. Less time filling up equals more time doing other things, like reading the newspaper over a cup of coffee while thinking about ways to make money.The second reason is the subjectively warm and cuddly feeling you get from driving a big, fuel efficient and (relatively) low-polluting car. The fact that a diesel has substantially lower fuel consumption also means it pumps out far less carbon-dioxide. Most European cars also have particulate and oxidation filters to dramatically cut other nasties such as nitrous oxides and hydro-carbon soot. Then there's performance. Though you'd probably never expect it, diesels can really get up and fire.Now to the BMW 730d. The Europeans who can afford a car like this love them because they'll run long and hard over international freeways on fuel that — unlike Australia — is cheaper than petrol. Buyers miss nothing in the way of luxury and even clever soundproofing makes the 730d as quiet as its petrol equivalent.Variants and pricing The 730d costs $198,800 to make it the cheapest 7-Series, $4200 less than the 3-litre petrol six-cylinder 740i. The 740i is faster to 100km/h by 1.3 seconds but averages 9.9 litres/100km; more than the diesel's 7.2 l/100km average.So there's sense in choosing the diesel 7-Series rather than the petrol. But to most buyers, that's not the point. It's all about convenience. You'd squeeze 1111km out of the diesel's tank and 828km out of the petrol before needing a refill. You won't miss out on any luxury and you'd be hard pressed to notice the slightly less acceleration time.Engine and technology The diesel engine is a new unit that is shared with the 330d and will soon begin to appear in other BMW models. Compared with its predecessor, it gets an aluminium block, a turbo with a variable-pitch impellor and a higher pressure injection system. Power and torque is up and fuel consumption is down.Clever body aids — including air flaps in the grille that only open when the engine needs additional cooling — cut air drag to a slippery 0.29. Anything under 0.30 is excellent. Most body panels are aluminium which makes big savings — the roof alone saves 7kg and the doors add up to a 22kg saving.The 730d also has brake-energy regeneration, automatically engaging the alternator only when the car is coasting or braking. That boosts the battery power and reduces the engine's commitment to running ancillary components. For the driver, all this is academic. The 730d may be big but a plethora of electronic aids makes it feel nimble and light to operate.EquipmentMost drivers will take it as it is and luxuriate in the comfort features. More curious owners will start playing with the buttons, finding the ‘dynamic driving control’ as being the key to changing this car from limousine status into something akin to a sports sedan. Granted, a big sports sedan. This control offers comfort, normal, sport and sport-plus settings that adjust the suspension, throttle and steering response.The effect is as predicable as the names of the setting, with comfort soaking up and insulating every road imperfection while sport tightens up the car, extends the gearbox upshift points and firms the suspension. Sport-plus sharpens everything to razor-blade fineness and even turns off the electronic stability control to turf out the nanny. The sport-plus setting, though tempting, isn't recommended for the road. The sport switch is perfect for a bit of exhilaration but the comfort suits the car and will, possibly, better suit the maturity of the owner.As you'd expect, standard equipment is extensive. It includes head-up display speedo, headlights that turn into corners, auto door and boot closing, TV and DVD satellite navigation, heated and ventilated front seats and a reverse camera.The BMW feels exclusive yet has active rivals in the recently-released upgrade of the S-Class, the Audi A8 and the Lexus — even though the Lexus isn't a diesel. What's so alluring about the 730d is the ease at which it does everything and the ability to go so far between fuel top-ups. That alone is worth more than money to some buyers.Verdict: 93/100BMW 730d Price: $198,800Engine: 3-litre, in-line six-cyl turbo-dieselPower: 180kW @ 4000rpmTorque: 540Nm @ 1750-3000rpmPerformance: 0-100km/h: 7.2 secondsEconomy (official): 7.2 litres/100km, (tested): 7.9 litres/100kmEmissions: 192g/km (Corolla: 175g/km)Transmission: 6-speed automatic, sequential; rear-driveRivals: Audi A8 3.0TDI quattro ($172,900) — 91/100Lexus LS460 ($201,000) — 90/100Mercedes S320CDI ($201,810) — 92/100

Three decades ago the townfolk would have piled kindling in the town square in preparation for burning the heretic who forecast 4WDs with airconditioning.Twenty years ago the same grilling would be applied at the mention of automatic transmission and even a few years ago dark clouds would form above the person uttering leather upholstery.The fact is that the 4WD as we once knew it is gradually being morphed into a station wagon, with all the comforts of a sedan and all the appearance of a go-anywhere leisure machine.Take all that to the ultimate stage and you will have a vehicle that looks tough but has a soft centre. In case you missed it, that stage has already arrived. The Lexus RX350 is one of the latest SUVs to lavish features and comfort on its occupants.It would be staggering for a 1970s Land Rover owner to even contemplate what's inside this wagon. But just to make you jealous, here's some of the features: Radar cruise control with a pre-collision warning system; swivelling xenon headlights; rear-view camera with clearance and parking sensors; and head-up display of vehicle speed.Thankfully, none of this requires much input from the driver. Though it looks a lot like last year's RX350, this one is bigger, lower and more powerful.It is a beautiful drive — a machine that will just eat the kilometres. Lexus has successfully endeavoured to rid the wagon of almost all noise and the result is a bit numbing.The wagon is as quiet as a mouse and is almost un-nerving in the way it isolates the outside world. This will suit some owners who will then bask in the feature list. There's plenty of thrills when the accelerator is prodded but it doesn't transfer to the occupants. The RX350 could just as easily be electric.The test vehicle showed that SUVs can make sense in the country thanks to Lexus neatly incorporating a full-size spare wheel. Too often carmakers talk safety and then fit a space-saver spare wheel that is, at best, dangerous as an alternative tyre in the country. At least Lexus gives you the choice.In the Sport Luxury tested, that list extends to more things that you'd probably have time to play with. But play you will. The cameras will alert you what's behind the wagon will give you a sense of security and the 15-speaker Mark Levinson audio system will wrap you in its warm sound.The leather front seats have heaters and ventilation and almost infinite electric adjustment. Lexus made a change this model that, while logical, took away one of the wagon's best features — a touch screen. Now there's a mouse-like controller on the centre console that accesses everything from the sat-nav to the radio from the big screen.Owners of the previous model complained about glare _ and fingerprints _ on the screen so Lexus lifted the screen higher, placed a hood to shield light, and fitted a computer mouse to access all the data. Shame, because it's now easy to see, but not as easy (or as quick) to get information.This is an impressive vehicle. It's a solid alternative to a conventional sedan but its appeal lies more in its quality and features than any driving pleasure.

It's the biggest toy in the Land Rover playpen ... and it remains one of the favourites almost 40 years after the badge was first displayed. Range Rover, in this case the range-topping Vogue collection, was the first of the luxury off-roaders and remains the leader of the pack for those wanting to mix the good things in life with the ability to take them absolutely anywhere."This is a considerable step forward for what is already regarded as one of the world's most complete luxury vehicles," Land Rover managing director Phil Popham says. "New engines deliver formidable power, efficiency and refinement while the new technologies are world first."Variants and pricing The Vogue is not going to come cheap to Australia — but then, it never has. The $155,000 entry level model is powered by the carry-over 3.6-litre V8 turbo diesel with 200kW and 640Nm while the mid-specced Luxury version of the same engine package is $179,500 and the fully-trimmed Autobiography will set you back $208,900.Step up to the petrol models with the all-new 5-litre V8 and the 276kW and 510Nm naturally-aspirated version in ‘basic’ trim is $158,000. Sitting at the top of the tree is the full-fruit supercharged Autobiography version of the same engine with 375kW and 625Nm for $229,500. That is a $16,800 rise over the outgoing supercharged model with its ageing 4.2-litre V8."The supercharged engine (as already seen in the Jaguar) is one of the most efficient in its class," says Malcolm Sandford, engine group chief engineer. "As well as stunning top-end performance these engines deliver the low-end flexibility essential for real-world driving."EquipmentRange Rovers have always brought an impressive level of specification to the table and the new models are no exception. Even in the most basic trim the cars boast 6-speed automatic driving the permanent FWD through electronic centre differential with low range, cruise control, hill descent control, terrain response, air suspension, 19-inch alloys, full-size spare, nine airbags and an absolute grab-bag of electronic stability programs including EBD, all-terrain ABS, dynamic stability control, corner braking control, roll stability, trailer assist stability and understeer control logic.Add to that a sunroof, rain-sensing wipers, rear-view camera, bi-Xenon lights, parking assist front and rear, full towing preparation, filtered climate control, power seats, leather trim, an LCD virtual instrument panel, 11-speaker Harmon Kardon audio system, navigation, Bluetooth and USB and iPod interface and the mix is already rich.For the mid-spec Luxury there are 20-inch alloys, Oxford leather seats with heating and cooling on the front and heating for the rear passengers, heated steering wheel, a Logic 7 14-speaker sound system and rear-seat DVD.Step up to the Autobiography and the fare includes adaptive dynamics, electronic rear differential, a five-camera surround view system, automatic high beam dimming, upgraded leather seats, full leather facia and headliner and dual-view display screen.The screen, also available as a $1200 option for the Luxury, is a truly impressive bit of breakthrough technology. Claimed to be a world automotive first the screen allows a different view to the driver than to the passenger — looking from one side all the driver will see is the navigation or information screen while from the passenger side a movie can be watched. There are some surprising omissions from standard fit in the Autobiography including four-zone climate control ($3390), adaptive cruise control ($5300) and, most surprisingly, metallic paint ($1800).DrivingWith the new engines, some major engineering improvements to the platform, an upgrade for the brakes and the refresh of the cabin and exterior Range Rover has brought up to date a model that was last re-styled in 2002 while most of its key competitors — BMW's X5, the Lexus LX570, Porsche Cayenne and the Mercedes ML — have all brushed up their act far more recently.Range Rover's engineers have been busy with some clever technology, including the adaptive dynamics system which claims to be predictive in delivering better ride quality and superior body control through damper pressure sampling 500 times a second.Does it work? There is certainly a more relaxed feel about the big Rangie on the open road. Body roll has been reduced and while it is impossible to hide the fact that this a very large vehicle at 2.7-tonnes it is dynamically much closer to the very roadworthy X5 than previously. It is a no-contest for the engines. The supercharged is a stunning thing and its ability to get the big Rangie off the line and racing at the horizon is little short of breathtaking.Yet, it is off the tarmac that Range Rover still leaves the majority of its competitors wallowing. The one exception may be the LX570 based off the very capable LandCruiser 200 series, but even there it is a close-run thing.During a drive around the Land Rover Experience headquarters at Eastnor Castle the diesel Rangie, on road tyres, made light work of mud slurry, slippery climbs and steep descents and even distinguished itself with a rock crawl obstacle that would have had more than a few ‘serious’ off-roaders blushing.Most of the Range Rovers sold in Australia are — like the majority of large 4WDs — going to spend the vast majority of their time standing out in city traffic. Where the Rangie differs from a host of rivals is that should you wish to head into wilds it has the capability to take you there and, more importantly, get you home.Range Rover Vogue Price: from $155,000 to $229,500Engines: 3.6L/V8 turbo diesel 200kW/640Nm; 5L/V8 276kW/510Nm; 5L/V8 375kW/625NmTransmission: 6-speed automatic, constant 4WD, low-range transfer boxEconomy: 11.lL/100km (diesel), 14L/100km (V8), 14.9L/100km (V8 S/C) combined cycle.

Dull design has been banished from the Mercedes-Benz E-Class range. While the E-Class always has been one of the standards for mid-sized prestige sedans, there’s also always been a strong streak of staidness in the styling. Forget all that. The new eighth-generation E-Class looks as good as it feels.The lines of the iconic Pontoon from about 60 years ago have been used to give the new wedge shape an arresting side contour and wheel arches, with a longer and lower stance. But there’s more than just skin-deep beauty. The new range of sedans and coupes arrives with a raft of safety and convenience technology and some new engines on the way.And it’s also undergone one of the most intensive testing programs of any Stuttgart model, with 36 million kilometres of test driving, and 150 crash tests of real metal supported with more than 17,000 of computer-modelled ones.The E-Class will appear on showroom floors in both sedan and coupe body styles this month with two initial petrol engines — both carried over from the current range — the 200kW/350Nm V6 E350 and the 285kW/530Nm V8 E500, and both mated to a column-mounted seven-speed G-tronic sequential automatic transmission.While those looking for the AMG badge will have to wait until the arrival of the E63 early in 2010, later this year we’ll see what promises to be a stonking engine in the V6 E350 Cdi turbodiesel, which boasts 540Nm but a fuel economy of jusy 6.8l/100km.However, even this fairly frugal consumption is likely to be outshone by the accompanying uber-economical four-cylinder BlueEfficiency engines, with the range being plumped out by the E250 direct-injected turbocharged petrol and E220 Cdi and twin-turbo E250 Cdi diesels.Mercedes-Benz expects a great buyer response to the more economical versions, especially the diesel, with the public’s increasing search for better and greener solutions. “But diesel by itself is not the whole answer to the future fuel issue,” says Merc’s managing director, Horst von Sanden. “We believe there is not one single answer, but that the success of engines in the future will rely on an intelligent mix — diesel, hybrid, super-efficient petrol — all of these will be improved.”Prices will start from $80,900 for the E220 CDi sedan and $94,500 for the E250 CGi coupe, while the E350 will start from $128,900 and the E500 V8 from $178,900.The equipment list is long and pretty comprehensive, with the usual safety and comfort features being joined by the Attention Assist system that monitors your driving behaviour and inputs and sends alerts if it senses you are getting drowsy, nine air bags, repeater LED indicators in the side mirrors, lane keep and blind spot assist systems and ambient lighting. There is also speed-sensitive direct control steering and three-mode — Comfort, Sports or Airmatic — direct control suspension in the top spec.Options include night view assist for low-light driving, adaptive intelligent lights that adjust the spread and automatically dip when they sense oncoming traffice, and radar-controlled active cruise control that lock on and keeps a safe distance from cars in front. Unfortunately we miss out on the European system that reads speeds signs, as our signs are a different shape, while the stop-go technology is available — for now — only on the four-cylinder manual variant that will not arrive here.The E350 and E500 can be a bit sneaky, if you’re not careful. Both cabins are so quiet that there’s little sensation of speed, and you tend to creep the needle up the dial without even noticing. Neither of the engines are unwilling, but the V8 copes much better with the weighty body that is the unavoidable consequence of racks of technology being added to already hefty strengthened metal. While the column mount takes a bit of getting used to, the seven-speed transmission is smooth and snappy, and there’s no question it gets enough out of either engine to please most buyers.But these two sit somewhere in the middle of the market — they’re not all-out fire-breathers expected of the hero and AMG versions when they arrive, but nor are they the modest and more frugal end of the spectrum that the BlueEfficiency engines will cater for. Rather, this pair will offer some extra urge for those moments when you want to stir up just a bit more, but generally encourage you to cruise around in supreme ease and comfort most of the time.The interior fit-out is superb, and with the quality of materials married to the extra technology, the E-Class is starting to get closer to the S-Class that has always been held up as the technology standard for Mercedes-Benz. The S-Class is the car that gets all the goodies first, and then sees them trickle down to the rest of the range — but the E-Class had us wondering if there was any need to spend the extra money.

As humans we are cautious, even violent, towards mutations of our species. It's part of being a human. Ironically, we are mutants and books describing the origin of the species discuss the intervening years that eventually made you look like you and me like Brad Pitt. But we accept minor variations on our theme, placing as much blame as necessary on our parents and the irregularities of DNA.Cars are no different. There is, for example, a lot of Lancia in the Alfa Romeo Mito. For those who came in late, Lancia has a rich history of innovation and racing success but has more recently plunged to become a directionless division of Alfa Romeo's parent, Fiat. In the past few years Lancia has made a saloon for the Pope and sold some baby cars with a funny grille to compete with Fiat. It's all rather pointless.Or it was until Alfa stumbled over the Lancia concept of pregnant styling in a compact car enriched with chrome trimmings and a funny grille. This is the Mito. It is Alfa's smallest car in recent history and in size and price, rivals the family Fiat's 500 and Punto plus it attempts to lure people who are also looking at the Mini, Fiesta, Mazda2, Jazz, Peugeot 207, Volkswagen Polo and Toyota Yaris. That's stiff competition.Charming looks In styling, the Mito also shares a lot with the forthcoming Alfa 149, replacement to the current 147, with its tiny rear hatch and a profile like a badly drawn animal with its nose longer than its tail. However this imbalance, and the fried-egg shape of the polycarbonate headlight covers, give the Mito its distinctiveness and with it, a likeable charm. Onlookers were intrigued by its design though awkwardly guarded when asked to comment.Drivetrains Though it's an Alfa, it doesn't feel like an Alfa. The exhaust doesn't make the same sound as the 147 hatch and there's no distinctive Alfa perfume emitting from the cabin's fabrics. But it retains the urgency of an Alfa. The engine is always willing and even if it needs a hefty prod, it comes to the party with eagerness.The Mito borrows the Fiat Punto's 1.4-litre engine and delivers it in two guises — an 88kW for the Mito tested and a 114kW version in the Mito Sport. Both are turbocharged and, aside from the Sport getting one more cog to give it a six-speed transmission, it's really only electronic engine management changes that splits the two.Variants and pricing There's $6000 difference in price between the Mito and the Mito Sport and only a weeny 0.8 seconds separates them on the 0-100km/h dash. Is that worth $6000? Truthfully, there are quite a lot of extra things that make the difference and you'd be better off paying the extra. As it stands, the base Mito offers little for its price compared with some excellent rivals — VW Golf, Peugeot, Audi and Volvo among them.InteriorThen there are other issues. Like the seating position that suits tall people because the steering column sits unusually high. Though there's a telescopic and tilt adjustment, the wheel still never feels low and sporty. Only high and bus-like.This, combined with the expansive dashboard and the large distance to the windscreen pushes the driver back towards the centre of the car. It doesn't do a lot for rear seat passengers. At best, only children will fit. But the rear seats do split and fold down to boost boot space and it's more likely the Mito will — like the Mini — become just a two seater.Driving On the road, the Mito doesn't disappoint its illustrious ancestors. Though the engine gets a lot of attention because of its eagerness, it is the suspension that quietly reflects how the Italians can, sometimes, get it right with a balance of comfort and fine cornering.There is some sharp reaction through the suspension to potholes but generally the Mito is a confident handler. The steering is initially offputting because it is electrically-assisted and feels vague and lifeless. But it becomes familiar and ultimately a joy to steer. But this is not my favourite car. The VW Golf is far too sophisticated and perfectly built for the Mito to challenge.Verdict: 76/100Alfa Romeo Mito Price: from $31,490Engine: 1.4-litre, 4-cylinder, turbochargerPower: 88kW@5000rpmTorque: 206Nm@1750rpmPerformance: 0-100km/h in 8.8 seconds, top speed 198km/hTransmission: 5-speed manual; front-driveEconomy (official): 6.1 litres/100km, (tested): 7.5 litres/100kmEmissions: 145g/km (Corolla: 175g/km)Rivals Audi A3 1.6 ($35,400) — 84/100;Mini Cooper ($33,450) — 68/100;Peugeot 308 1.6 Turbo ($31,590) — 86/100;Volvo C30 2.4 ($36,450) — 81/100;VW Golf 118TSI ($30,490) — 88/100