Articles by Alison Ward

IF new cars sold only because of the way they look the Alfa Romeo MiTo would be a showroom champion.It competes in the baby-car class against a wide range of rivals, led by the Volkswagen Polo and upcoming Audi A1, with a distinctive style that shouts Italy and promises something special. The QV model of the MiTo also comes with a breakthrough Fiat 'Fire' engine that makes 125 kiloWatts with brilliant economy and emissions.But the numbers tell the story, as only 174 MiTo deliveries have been made in Australia during the first nine months of this year. That compares to 674 for the Peugeot 207 that leads the upper price bracket of the baby class, athought it is third behind the Fiat 500 on 265.The relatively slow sales rate explains a new two-model approach and the loss of the previous starter car, with only 88 kiloWatts.VALUE The MiTo is now priced from $29,990 or $34,990 for the loaded QV, although it's still possible to jump over $40,000 on the road with the $2500 leather cabin, $1950 glass sunroof, $1990 adaptive suspension and $790 metallic paint that are on the list of optional equipment.The change was made to boost the car's competitiveness and cashes-in some of the recent gains in the Australian exchange rate. But it still makes the MiTo more costly than the Volkswagen Golf, which is a class bigger and the real benchmark for European hot-ish hatches.And the spelling of its name? MiTo is a combination and contraction of Milan and Turin.TECHNOLOGYThe big brag for the Mito QV is the 'Fire' engine, which uses Fiat's multair technology to deliver plenty of kiloWatts but claimed economy of 6.0 litres/100km and CO2 emissions of just 139 grams/kilometre. It's all done with very carefully controlled air injection and variable valve timing, as well as a stop-start engine system.The QV is also available with adaptive damping, claimed as a first in the class, with three settings for different conditions and driver demands.DESIGNThe MiTo is a baby hatch that stands out in a crowd of cars like the Mazda2 and Honda Jazz, but still doesn't have the trendy pulling power of the Fiat 500. So it's a good looker but not an outright star. The shape is great - although not for rear vision - and the nose is one of the most distinctive since Alfa's own 147.Inside, the look is clean and modern, with dress-up kit including a carbon fibre look to the top of the dashboard. The seats are also well shaped, the dials are sporty and clear, and all the controls are easy to use.SAFETYThe MiTo is a five-star safety car, so no surprises on the airbag-ABS-stability control front. But the seven airbags are boosted by an active head restraint that works to cut whiplash injuries.The MiTo also hits its hazard flashers during emergency braking, a system becoming more common on European cars.DRIVING: Paul GoverThe MiTo is good but not great. And if you forget to trip the switch that takes the turbo engine to dynamic response then it can feel quite dowdy, although it's good for the 1.4's economy.The MiTo QV is comfortable and well equipped, good looking and nicely finished.But the whole time I'm driving the car I compare it with a Golf - even though it's a class bigger - and find the Italian car comes up short. It does better if you use the Polo as a rival but people who buy chic hot hatches are not usually buying just on price.The MiTo gets along very nicely with full power engaged, the gearbox is great, it has good brakes and the cornering balance is also good. But the ride suffers over sharp bumps, when the rear suspension gets all bouncy and unsettled.There is plenty of standard equipment, the trip computer is good and the sound system has plenty of punch.Yes, I like the look of the MiTo and the idea of an Alfa that combines go with green, but I cannot warm to the car.SHE SAYS: Alison WardThe whole time I was driving the MiTo I was thinking about the Mini, and I prefer the Mini.The MiTo looks great and it's comfy, but it doesn't have any zoom-zoom unless you push the special button. It goes nicely then but it should be the standard setting, not something you have to turn on. I know it makes the engine greener, but . . .I like the stop-start system to save fuel but I've seen that in other cars, including a Fiat.For me, the MiTo costs too much and is not special enough. Yes, there is a cheaper model but I can only go on the QV I got to drive.VERDICT: A great looker but not a standout in 2010Alfa Romeo MiTO QVPRICE: $39,440 as tested (sunroof, leather)ENGINE: 1.4-litre turbocharged four cylinderPOWER: 125kW/5500revsTORQUE: 230Nm/2250rpm (Normal),250Nm/2500rpm (Dynamic)ECONOMY: 6.0litres/100kmCO2 EMISSIONS: 139g/kmTRANSMISSION: Six-speed manual, front-wheel driveBODY: Three-door hatchSEATS: FiveDIMENSIONS: Length 4063mm, Width 1720mm, Height 1446mm, Wheelbase 2511mmTRACKS: front/rear 1475mm/1469mmSTEERING: Electric power-assisted rack-and-pinionSUSPENSION: Front MacPherson struts, rear torsion beam axleFUEL TANK: 45 litresFUEL TYPE: UnleadedWEIGHT: 1145 kgSPARE TYRE: Space SaverBRAKES: ABS four-wheel discsWHEELS: 17x7 alloyTYRES: 215x45SAFETY: Front-side-head-knee airbags, ABS, stability control, active head restraints, emergency brake lights

The arrival of the latest Subaru speed machines brings big changes to the WRX and STI. The go-faster sedan is finally back in the mix alongside the hatch and both models have pumped-out guards, the STI gets a giant rear wing and there is a bunch of other detail stuff. But the biggest change in many ways is the first WRX automatic.The five-speed self-shifter is old-school, not a double-clutch manu-match, but has been on the wish list for a lot of WRX buyers for a long time. They might like the idea of a rampaging all-wheel drive turbo car, but the reality of a day-to-day suburban slog turns them towards an auto instead of a heavy-clutch manual. The only problem? The auto only comes on the STI. But we'll get to all of that stuff soon enough right.Now Subaru has done the usual job and also kept prices sharp with a $39,990 starting sticker for the WRX and a price cut to $59,990 for all the STI cars, manual-sedan-auto-manual. There are ways to bump the prices, and the fully-loaded STI - Recaro seats, sunroof, satnav - hits $66,990, but it's still a good deal.VALUE:The WRX has always been great value and nothing has changed. A $39,990 sticker compares very well with a Golf GTi from $40,490, the Golf R at $49,990 and the Lancer Ralliart SST from $43,990. There are other hottish hatches around, for example a Mini or a BMW 1 Series. The STI is up a gear from there and, in Australia, the only series opponent is the Lancer Evo from $61,390.The update to the Subaru range brings extra value with the wide-body look on the WRX, as well as Bluetooth, an STI exhaust, lightweight 17-inch alloys and a rear-suspension upgrade. The STI kick includes a five millimetre cut to ride height with revised suspension, new 18-inch wheels, darker instrument panel and door trim and Bluetooth.TECHNOLOGY: We're looking primarily at the STI so the big changes are the revised suspension and the automatic transmission. It's a five-speed with a sequential change, but the shift is the 'wrong way' for sporty driving with downshifts requiring a pull backwards instead of a push forwards. But the big disappointment in the STI auto is the engine. It still makes 221 kiloWatts but loses a full 57 Newton-metres from the manual car to protect the gearbox from damage under maximum acceleration.DESIGN:The 2011 updates gives the STI a real visual kick. At last the sedan is back in the family and it looks tough with the big wing, droopy front spoiler and the big alloys, as well as the minor tweaks inside.SAFETY:Subaru has always been big on safety and the important change this year is - surprisingly - Bluetooth. It's not as important as airbags, ESP, ABS or all-wheel drive, but it allows the driver to go hands-free on the phone and that is a huge thing in 2010.DRIVING:The new STI looks rally-bred tough and that's great. It's also comfortable with chunky sports buckets, has quality in the trim and equipment, and comes with rock-solid resale and service backup. And yet ...The STI automatic is a major disappointment. It's the first turbocharged Impreza I've driven in more than 10 years that fails to deliver the goods.I can live without the huffing and puffing of the turbo, and without the wicked redline rush which has always been part of the STI experience, but this car is plain dowdy in the middle gears. The loss of all that torque hits so hard that the STI is a snoozer around town. You can give it a rev - provided it does not make an unwanted automatic upshift - to get some fun but it is not remotely what an STI driver wants.If Subaru was so keen to have a self-shifter, it should have done the job on the regular WRX and left the STI as the kick-hard car. The rest of the deal is good, with excellent cornering grip and balance, classy brakes, and pretty good fuel economy. Some things still feel a bit cheap and tinny, like the way the boot closes, but the STI compensates with the tough new look and the welcome return of a four-door sedan.SHE SAYS - Alison WardThere is a sticker on the back window that says 'All 4 the driver' and I believe it. Every WRX I have driven is definitely a fun experience, and not much comfort is given to the passengers.But this latest, easy-to-drive version of the legendary car is not as formidable as earlier models, or even - I suspect - the manual models today. I think the effort here from Subaru might be lost to the usual WRX customer. Where is the speed? Where is the slam-into-the-seat feeling? Well, it's still there, but a little quieter and a little more refined. And without any urgency unless you give the car a rev.It's probably brilliant for those people who enjoy a practical car for everyday use, or for the lazy driver who just wants to punch it out every now and then, not at every set of lights. With the toned-down grunt, the automatic gearbox is a breeze to use but can really fire up when you add on some power revs. It a sobering ride, and still reasonably comfortable and edgy enough to feel all the bumps. So perhaps it's the legendary car it always was, just now its showing off its softer side.VERDICT: The wrong car for a lazy automatic gearbox.

We're back with Australia's best selling car this week. Not quite, maybe, because the car in the Carsguide garage is a Calais, but it's still part of the Commodore family and a subject of the latest VEII upgrade.It takes a bit to see the changes in the VEII, until you sit inside, but it's a worthwhile range of updates as Holden spreads its focus between today's showroom hero and the Cruze hatch that's about to go into local production for sales in 2011. The big news on VEII is E85 bio-ethanol engines, the next stage in the greening of Australia's locally-made cars.We already have the Camry   Hybrid, and Ford is heading towards a four-cylinder Falcon in 2011,   but this is Holden's first effort before things like hybrids and a local version of the range-extended, battery-powered Volt.The bottom line on the VEII is the same as always: a big car for a   value price. Holden has even held the basic price line at $39,990 despite the cost of the latest changes, and boosted value - mostly with the new 6.5-inch colour touch-screen infotainment system - across the range.It's hard to evaluate the biggest value change at present, because the cheaper E85 fuel used in the new Holden is not widely available. It's more than 30 cents a litre cheaper than premium unleaded but will be hard to find until Caltex delivers on its promise of 100-plus E85 stations. Even then, E85 fuel burns faster than unleaded gasoline and that means economy will be down and range will also be cut. But the engine changes have made the powerplants more economical on unleaded fuel, a good move.There is a lot of technology involved in the move to E85, but it's mostly hidden and irrelevant to Commodore owners. It doesn't make the car safer or nice, just allows the flex-fuel capability. But it is reflected in better emissions performance and a little more power for the 3-litre V6 and 5-litre V8, with the mid-range V6 scheduled for its tweaks sometime in 2011.The real improvements are in the infotainment system, which is a huge leap forward and even presented in an easier-to-use dashboard layout   that puts the colour screen up higher in the dash. It has Bluetooth, wireless, cable and USB connections for music and mobiles and is   capable of storing up to 15 CDs in its hard drive.The visual changes to the VEII are tiny.  There is nothing a regular Commodore buyer would pick, just a true fan, despite some inevitable   work on the lamps and wheels. There are some aero clean-up parts, but they are very small and mostly tucked away to do their work. The dashboard is cleaner and has the touch screen, with some   improvements to fabrics.The latest Commodore is a little sweeter and a little more enjoyable.  It's not light years ahead of the previous model, and it still doesn't   have the sporty chunky feel of the Falcon, but it's good. We started with a Calais and are running a 3-litre ute and an SS Sportswagon through the Carsguide test program, but don't expect to find much extra stuff to report.The SS will obviously grunt along, and the ute is good for tip runs, but the Calais shows the sort of work that's been done. The 3.6-litre engine does the job on the Commodore, even if we're waiting for the E85 work. It's a little smoother than I remember, and works well with the auto gearbox, but I cannot comment on the E85 changes without a long drive and some significant refueling in a 3-litre car.It's easy to pass judgement on Holden iQ, because it works so well.  The colour screen is great, the controls are easy to understand and use, and the satnav is finally up where you can use it. The VEII also feels a little smoother in most driving conditions, down to some engineering work on refinement, and does the job you want and need with minimum fuss. It would have been good if Holden could have fixed my two biggest   beefs - the undersized rear-view mirrors and the cheap-and-nasty handbrake and window controls - but I'm promised that the changes are coming. Eventually.It's great to have a big family car for a change. No worries about pram space in the boot, plenty of room in the back for the child seat, and you can still carry passengers in comfort. I'm not a huge fan of the Commodore or Falcon, as I much prefer cars like the Skoda Superb, but the new Holden drives fine and has enough   go for me. My only real complaint, and it's a big one, is the blind spots created by the pillars at the edge of the windscreen. They really are nasty   and sometimes, on tight corners, you cannot see if anything is coming.  This really needs to be fixed, and now.

THERE always seems to be room for one more in the compact SUV class. Every time the family fight seems full, something new comes along and this week we have the Mitsubishi ASX.It's a compact crossover from a company that made its name in SUVs with the Pajero, as well as in passenger cars with the Lancer Evo. So it's something between, with the front-end styling of an Evo and the practicality of a Pajero.Or is it? The ASX - a silly name which stands for Active Smart Crossover, whatever that is - drops into the Mitsubishi lineup as a family car for young singles and small families. It's intended to do the job for people who like the look of an SUV, but don't need an off-road battleship or a seven-seater cabin.The ASX comes in a variety of configurations, from a petrol-powered   front-drive price leader to a diesel-engined four-wheel drive. The price spread is $25,990 to $36,990 and Mitsubishi says the ASX is its first diesel passenger car."The all-new ASX will provide a logical bridge between our popular Lancer and Outlander line-ups," says Masahiko Takahashi, managing director of Mitsubishi Motors Australia. "Significantly, the ASX will enable us to compete in the new, fast-growing two-wheel drive compact SUV market segment, and allow us to attract new customers to the Mitsubishi brand."The ASX is smartly priced at the bottom end, as its $25,990 starting sticker sits well against front-wheel drive rivals such as the Nissan Dualis (from $24,990), Kia Sportage ($25,990) and under the RAV4 ($28,990). It's a good looking car and well equipped at all levels, as you expect in a Mitsubishi. Sales are likely to be sharply split between the front-drive base car and the diesel models, especially the CVT automatic, which will appeal   to people who do more long-distance work.The ASX is based on the Outlander SUV, which means it is a genuine four-wheel drive when you need it. But the front-drive model is what more and more SUV customers are buying, which means it's an easy disconnect from the back wheels with a choice still of a five-speed manual gearbox or a six-speed CVT with 'virtual' gears. The car has a rigid body and fully-independent suspension, big brakes and 16-inch alloy wheels. But you can tell it's not designed for bush work from the space-saver spare tyre in the tail.The ASX is one of the best looking crossovers around, combining the'jet fighter' front end of the EVO with muscular haunches and a reasonably roomy cabin. The dash is car-like and easy to use, there is space for five adults - with adjustable backrests in the rear - and the design work matches the quality finishing.Mitsubishi says the protection package in the ASX starts with a very rigid chassis but the car also comes with a full complement of airbags including one for the driver's knees. It also has ABS brakes with assistance package, the usual pre-tensioner seatbelts and the promise of reasonable active safety with ESP. But there is no ANCAP test result yet.THE new Mitsubishi looks good, and looks good on paper, but is not great to drive. The basic front-drive petrol ASX is underwhelming in performance, cornering grip and general balance.The motor feels to struggle too much of the time, even if you toggle the CVT into manual mode, and there is a slightly tipsy feeling in corners. It's way, way better than the Outlander - which did not win many friends at Carsguide - but the ASX is a car you must measure against a range of rivals and it comes up short against the Dualis.Yes, it looks chunky and more fun than the Nissan but cannot convert on the road. Still, it's a relatively practical vehicle that will work well for active singles and it does well in things like fuel economy and emissions, as well as coming with plenty of standard equipment.It's a pity that Bluetooth and parking sensors only come in a pack of optional equipment, but the basics will be good for a lot of people. There has been a lot of interest in the ASX and Mitsubishi has done some good work, but it's just not as good as it looks.I know that a lot of people like the idea of an SUV, and sitting up high, but I don't think the ASX is as good as some of its opposition.  It definitely looks good and a lot of people ask about it, but I'm not sure I would pick it over something like a Toyota RAV.The engine feels chuggy to me, where the RAV has more guts. I like the seats and the design of the cabin but, for someone who has a toddler and a pram, the boot is too small.The back seat is nice and the doors give good access, but the good stuff is always balanced by something not so good. I also find the ASX isn't great to drive, because it feels a bit tippy in corners. Some of the other SUVs I've driven, like the Dualis, are more like a car and that means they are better to drive.For ANCAP vehicle safety ratings, go to howsafeisyourcar.com.au

Australia is a growing priority for Kia of Korea. Success downunder is now seen as a potential pointer to the brand's efforts in other countries, particularly as it battles to make an impact against the senior partner in Korea's biggest motoring juggernaut, Hyundai.Carsguide has already tested the Hyundai ix35 and rates it as one of the best new SUVs of 2010, but now we have time with the Kia Sportage and it's better. The two family haulers are twins under the skin but Kia has its own body and, crucially, its own suspension and steering for Australia.The changes sound minor, and they are in a car with tens of thousands of individual parts, but they make enough difference to sway a   potential buyer. The latest Sportage - and remember the nameplate has been around since 1993, long before the Hyundai takeover - is a huge advance over earlier models and is now worthy of serious comparison with a Honda CRV and a Toyota RAV4 and the other Japanese compact SUVs.No-one can criticise the value at Kia, and the Sportage kicks a big goal with prices that are $1000 below an equivalent ix35. That means the price spread is $25,990 to $38,990, running from a front-drive Sportage Si with a 2-litre petrol engine and manual gearbox up to the all-wheel drive Platinum diesel with six-speed auto.There are six models in total and all are five-seaters with a body that's sized right for the class and everyday family work. Even the Si starter car comes with air-con, alloys and the usual electric assists, but you only have to move up to the SLi to get leather trim, a trip computer, cruise control, reverse camera and a bunch of other fun stuff.The Platinum pack at the top end provides a sunroof, LED daytime lights, a thumper sound system and a 'smart key' with start button. But the value is hit a little by short supplies of the diesel engine, which means a wait for delivery. "Diesel is in short supply, and it's the same for Hyundai. Europe is eating up all the engines. But Kia will have it's own factory by April, so things will ease then," says Kia spokesman, Kevin Hepworth.The new Sportage is bigger than the outgoing model and has a bunch of extra space inside, as well as a totally new mechanical package. The three engines - two petrol, one diesel - with a spread from 122-135 kiloWatts and 197-393 Newton-metres - are configured in a series of logical steps.The 2-litre petrol comes on both front and all-wheel drive models with either five-speed manual or six-speed automatic gearboxes, but as soon as you step up to the 2.4 petrol and 2-litre turbodiesel it's all-wheel drive auto only. The Sportage also has a unique four-wheel drive system, from Magna in Austria.It is called Dynamax and is more suitable for off-road work than the one in the ix from Hyundai, even if it doesn't have low-range gears. Kia claims improved efficience and refinement and that's not hard, given the step-change development of the Sportage and the way the brand has been able to run-off from the basic engineering already done by Hyundai. Most obviously, the suspension has a unique tune for Australia - using parts already developed for Europe - and a different steering system to the ix35.The easiest way to pick between a Kia and a Hyundai is - just like the   Volkswagen Group - by the dash lights. Kia is red, Hyunda is blue, a   reflection also of their corporate colours.The overall design of the Sportage is down to Kia's superstar Peter Schreyer, who is aiming to give the brand a more edgy and youthful look than Hyundai. And let's not forget he's also looking to have the Kia crew stand out from Japanese contenders in every class, particularly the SUV group.So the Sportage is modern from the front and muscular from the sides.   The interior is same-same mostly with the Hyundai, apart from the   detailing, but you get that on shared projects because doing a unique cabin is very very costly.As expected, the Sportage has front-side-curtain airbags as well as ABS brakes and ESP stability control. But the brakes also benefit from   brake assist and brakeforce distribution. New systems in the car respond to rollover threats and help with hill starts and downhill descents on gravel, which have been commonplace on Japanese rivals for a while now. Kia says the Sportage is a five-star NCAP performer thanks to everything from a basic body with more rigidity through to active head restraints to help prevent whiplash injuries in a crash.The Sportage looks good and the SLi test car is surprisingly plush, down to the leather seats and a rear-view camera with a display that's   neatly integrated into the rear-view mirror. But at first it seems like a (slightly) cheaper twin of the Hyundai ix35.Then I hit the road and the cushiness in the ride, and the lack of kickback through the steering, proves that Kia has gone the extra kilometre - and more - with some Australian tuning. The work has been done by suspension wizard Graeme Gambold and it's impressive. The car feels like it's sitting in the suspension, not just perched on top of the springs, and the unique Kia steering is without the kickback of the Hyundai.It's still not a sports car, and there is some drone from the Kumho tyres, but it is better than the ix35 and better that I expected. The diesel engine has good punch, the six-speed auto works well, and the car is a nice spot for any trip. It's also good value and that is important with so much competition in the SUV class. The Sportage is not at the very top of the class but it is an impressive effort and Kia promises ongoing improvements through the life of the vehicle.The Sportage looks good and has very comfrotable seats, both very important to me. It also drives well. I'm surprised at how well it gets away from the lights, with a real zoom from the diesel engine. I really like the rear-vision camera, partly because the rear window is very small and limits visibility.In traffic I also feel the need to double-check myself while changing lanes, but I guess that's the price for the streamlined style. Switching to the price, it's pretty good value. You get a lot of equipment, lots of boot space, and lots of room in the back seat.It's good to have leather at this sort of price. It might be nit-picking, but our test car has a water leak on the   driver's side and there is a bit of excessive noise on the freeway which might be down to the door sealing. I like the Sportage and, even if the equivalent Hyundai seems to have more gadgets, the price advantage is a winner.Anything that tops the Hyundai ix35 is going to be a winner, and the Sportage does. 8/10 

It's important to make regular returns and re-runs with benchmark cars in Australian showrooms. So here we are with the 2010 update of the BMW X5, the car that's been top of the prestige SUV pack since it first landed in Australia.The latest tweaks are a mid-life overhaul, just like the VEII Commodore, and, just like the Holden hero, BMW has concentrated on efficiency with the remake of the X5. It's also focussed on keeping an edge over everything from the Audi Q5 to the Benz ML - and perhaps even the giant ML - the all-new Porsche Cayenne and the massively improved Range Rover Sport.Changes to the X5 include three new models - xDrive35i, X5 xDrive40d and flagship X5 xDrive50i - improved engines with more power torque, better fuel economy and more emphasis on the Sport package which has been popular with so many X5 buyers."We have given the car the highest standard specification in the segment. Combined with its on-road performance, and a range of features that are not offered by our competitors, the BMW X5 looks set to continue its success story in Australia,” says the boss of BMW Australia, Stavros Yallouridis.VALUEThe starting price of $92,100 looks pretty good, but that's for the basic 3-litre diesel and you can easily run the X5 up to $133,400 - bottom line for the new 50i Sport - or even more for the M-built model. And BMW options are always there to entice, with everything from Sport packs to third-row seats, all sorts of light choices, leather and wood, and on and on and on.Maximising value in any BMW is about picking the right model and staying as close as possible to the standard specification, which is usually pretty good these days.Looking at some of its rivals, and concentrating on the mid-range 40d which looks to be the potential best-seller, the BMW lines up well against revised Q7s from Audi, although Benz starts a fair bit cheaper at $84,760 for a 3-litre ML.TECHNOLOGYThis time around the X5 improvements are focussed on the engines. It's possible to fill an entire Carsguide liftout with the detail, so lets concentrate on the 40d M Sport which arrives for testing. Its diesel engine is a significant step up from the previous 35d, with the inline six taking on twin-turbo and common-rail injection technology.BMW says output is up by 15 kiloWatts and 20 Newton-metres, the benchmark 0-100km/h sprint time is down to 6.6 seconds and fuel economy is 10 per cent better than the outgoing 35d at 7.5 litres/100km.The all-wheel drive system is unchanged but X5s move up to BMW's latest eight-speed automatic gearbox with speed-tuned Servotronic steering as standard.DESIGNThe '10 model is only a tweak, which means the nose has the greatest change. There are larger side intakes, more use of body-coloured paint, re-positioned foglamps and matt-silver body protection. The tail lamps are also new, with an L shape.The 40d comes with a  standard Sports package including a leather-wrapped wheel, a special anthracite roof liner, as well as stuff like bi-Xenon lamps, Bluetooth, a sunroof, leather seats and more.SAFETYA lot of SUVs feel like trucks but one of the safety advantages in the X5 - from day one - is its carlike driving feel. There is the usual suite of front and side airbags, ABS with brakeforce distribution, top-class ESP stability control and more.The 40d also comes standard with a rear-view camera, which should be compulsory now on every SUV, automatic high-beam cut, and the chance to add lane departure warning for $1400, adaptive headlights at $1000 and the latest active cruise control with Stop&Start for a hefty $4700.DRIVING - Paul GoverThe X5 has always been one of my favourite drives the latest model continues the appeal, mostly because of the way it drives but also because the 40d - even with a bottom line in the test car of $149,220 - has so much nice stuff.It's hard not to enjoy well-shaped leather seats, the sunroof, and even the lane-departure and rear-camera systems.The latest X5 seems bigger than I remember, and a bit beefier too, but the latest turbodiesel has more than enough muscle for the job. It does not feel as sweet as some of BMW's earlier turbodiesels, perhaps because of the latest high-pressure fuel injection, and there sounds to be more rattling at start-up. But the only other thing I can criticise is the lack of gearchange paddles on the steering wheel.The eight-speed auto is as wonderful as I remember from other BMWs and both responsive and efficient.The latest X5 is seriously quick, is great for family work, yet drives more like a car than a truck. If BMW can keep this up with the new X3 - which is actually similar in size to the original X5 - instead of straying into the middle of the X1 then it will be seriously tough to toss in the luxury SUV class.SHE SAYS - Alison WardIt's been so long since I've driven an X5 that I don't notice most of the changes. The car still drives well and has heaps of space, and I like little things like the pull-up sunshades to cover Mr Man in the back seat. It's a lot nicer in the X5 than the X1, which I still don't really understand.The performance is pretty good for something this size, which even has an optional fold-out third-row seat in the car we're driving. It's not going to be any good for adults but should be fine if there are extra bubs around.I've always liked the X5 but I've also been spoiled recently by the Mercedes GL. It's bigger, more cushy and, for me, a nicer drive. If I already owned an X5 I can see it would be worth upgrading, and there are lots of people who prefer its industrial-style design, but I've been won over by the GL despite the extra cost.VERDICT: Hidden changes and a few cosmetic tweaks are all worthwhile.

ANY car that lobs with a Superb badge on the boot had better be good.  Using a name like that is an invitation to failure, especially in Australia, or at least a severe ribbing if it doesn't come up to snuff.Skoda has a right to the Superb badge because it's part of the company's history, but the Czech brand still has to make a serious impact in Australia and superb is a word that doesn't really fit.  But the Superb shows what Skoda can do and moves the Australian story on from the Octavia that has done most of the heavy lifting since it was added to the local Volkswagen Group family.It's a lot like the Volkswagen Passat, at least in size and mechanical package, but the hard workers in the Czech Republic have managed to give it a unique look, a unique personality and unique value.  So the Superb is bigger inside than a Passat and that latest model, the Wagon, has pricing from $38,990."It's an excellent package and we've positioned it well on value. It will help to build the brand," says Matthew Wiesner, general manager of Skoda Australia.  "It's the right opportunity. We're taking advantage of the global model activity that we can plug into."The Superb Wagon range is predictable and solid, with both petrol and diesel engines, front and all-wheel drive, and a range of specifications up to the popular Elegance pack that includes everything from electric leather seats and alloy wheels to seven airbags and ABS brakes across the range.ValueValue is the foundation for the whole Skoda brand, which sits at the bottom of the Volkswagen Group in Australia below VW itself and then Audi.  The test car is a turbodiesel with Elegance, the second-top model - below the V6 all-wheel drive - with a pricetag of $49,990.It comes massively loaded and yet still with a pricetag that undercuts its large-car rivals in Australia including the Commodore Sportwagon and a bunch of mid-range SUVs.  The 118 engine is the most popular of Volkswagen's diesels in Australia and it also gets an excellent DSG manu-matic gearbox, with everything inside from satnav to a really punchy sound system."Diesel is the most popular drivetrain in the Superb, and probably 80 per cent of sales. It's the Elegance specification that is most popular," says Wiesner.  "We're seeing growth month-on-month through that pricing. And a reasonable takeup of the four-wheel drive V6."But, despite Xenon headlamps and the rest, the car is not available with a rear-view camera. There is parking sonar but it's a major failing.  "It's under development," says Wiesner, without promising an introduction date.TechnologySkoda takes everything out of the Volkswagen parts bin, which means good stuff.  The engine has 125kW and 350 Nm, there are six gears in the DSG, fully-independent suspension, power steering and the other stuff you expect at this size and price.The actual body is developed from the same platform used for a huge range of Volkwagen Group products from the Golf, but Skoda has managed to even trump the Passat with a huge cabin and a good looking shape that's also practical.  Skoda says the interior dimensions are similar to the Sportwagon and now-dead Falcon wagon, but with a much deeper load space in the rear.DesignThe Superb Wagon is a bulky car but its proportions are well disguised and it has an upmarket look and feel.  That means fake wood in the dash, lots of chrome on the nose, leather inside and soft-touch plastics in all the key areas.The tail end is an absolute treat, with everything from a high-lift tailgate with a rubber pulldown strap to a range of plug-in dividers which sit in tracking in the luggage space. They seem familiar from the Audi Q7.The seats are well shaped, the dash design is simple and effective - with green highlights, where VW uses blue - and there is huge space in the back seat. The fold-down luggage space is made bigger and flatter with a system which folds the back squab up and forward so the backrest can tuck right away.It's a big surprise to find a fold-out umbrella inside the left-rear door - something we though was reserved for Rollls-Royce - and there is even a nifty pull-out torch inside the tail.  But the cupholders are crappy, too small and not enough of them.SafetyThe Superb ticks all the boxes, from seven airbags - including one for the driver's knee - to ESP and brake assist. It's a five-star effort.  It also has standard tyre pressure monitoring, three-point belts for all occupants, and an alarm with interior monitoring.  But it should come with a rear-view camera.DrivingThe Superb wagon is a very big car, ideal for family work and a serious alternative to a wide range of SUVs.  Basically, it's the car a lot of Australians need - not the one they want.Even so, the cabin space is fantastically large and flexible, with giant legroom front and back, and that brilliant luggage space in the tail.It's a very quiet car that gets along more than well enough with the turbodiesel engine and DSG gearbox. There is good push for overtaking and it's light on fuel.At first the Superb feels a little soft and floppy. And the front suspension definitely wobbles and crashes through bumps a bit, but the tail is solidly planted and the brakes are great.It's not a sport car but it's much more convincing and enjoyable than most SUVs, particularly when you have the family and a load on board.  It's one of the surprisingly memorable cars of 2010 and brilliant value. It makes the Passat look underdone and puts the Sportwagon into a slot for people who really want an SS sedan but have to have a wagon for family work.SHE SAYS - Alison WardI barely know what a Skoda is when the Superb arrives but I'm immediately impressed.  We have the automatic 7-speed DSG (whatever that means) diesel full leather trim and a stylish interior. Being a part of the VW network obviously has its advantages.  You can see their contribution in the dash and the seamless gearchanges and handling. This car is a benchmark car for Aussie drivers, especially for traveling families.  Its base model includes a mile of extras others car brands want to charge for and the test car is brilliant value.  There is loads of room in the boot with plenty of tricky hooks, lights and restraints for your belongings.The back seat has so much space we can wind the front seats all the way back and not worry about the youngster in the child seat. But I think the cupholder situation is a bit dire.  If there is a better family car in Australia for $50,000 then I haven't driven it.VerdictIt's not quite superb, but the new Skoda flagship is very, very good and brilliant value.

ANY car that lobs with a Superb badge on the boot had better be good.  Using a name like that is an invitation to failure, especially in Australia, or at least a severe ribbing if it doesn't come up to snuff.Skoda has a right to the Superb badge because it's part of the company's history, but the Czech brand still has to make a serious impact in Australia and superb is a word that doesn't really fit.  But the Superb shows what Skoda can do and moves the Australian story on from the Octavia that has done most of the heavy lifting since it was added to the local Volkswagen Group family.It's a lot like the Volkswagen Passat, at least in size and mechanical package, but the hard workers in the Czech Republic have managed to give it a unique look, a unique personality and unique value.  So the Superb is bigger inside than a Passat and that latest model, the Wagon, has pricing from $38,990."It's an excellent package and we've positioned it well on value. It will help to build the brand," says Matthew Wiesner, general manager of Skoda Australia.  "It's the right opportunity. We're taking advantage of the global model activity that we can plug into."The Superb Wagon range is predictable and solid, with both petrol and diesel engines, front and all-wheel drive, and a range of specifications up to the popular Elegance pack that includes everything from electric leather seats and alloy wheels to seven airbags and ABS brakes across the range.ValueValue is the foundation for the whole Skoda brand, which sits at the bottom of the Volkswagen Group in Australia below VW itself and then Audi.  The test car is a turbodiesel with Elegance, the second-top model - below the V6 all-wheel drive - with a pricetag of $49,990.It comes massively loaded and yet still with a pricetag that undercuts its large-car rivals in Australia including the Commodore Sportwagon and a bunch of mid-range SUVs.  The 118 engine is the most popular of Volkswagen's diesels in Australia and it also gets an excellent DSG manu-matic gearbox, with everything inside from satnav to a really punchy sound system."Diesel is the most popular drivetrain in the Superb, and probably 80 per cent of sales. It's the Elegance specification that is most popular," says Wiesner.  "We're seeing growth month-on-month through that pricing. And a reasonable takeup of the four-wheel drive V6."But, despite Xenon headlamps and the rest, the car is not available with a rear-view camera. There is parking sonar but it's a major failing.  "It's under development," says Wiesner, without promising an introduction date.TechnologySkoda takes everything out of the Volkswagen parts bin, which means good stuff.  The engine has 125kW and 350 Nm, there are six gears in the DSG, fully-independent suspension, power steering and the other stuff you expect at this size and price.The actual body is developed from the same platform used for a huge range of Volkwagen Group products from the Golf, but Skoda has managed to even trump the Passat with a huge cabin and a good looking shape that's also practical.  Skoda says the interior dimensions are similar to the Sportwagon and now-dead Falcon wagon, but with a much deeper load space in the rear.DesignThe Superb Wagon is a bulky car but its proportions are well disguised and it has an upmarket look and feel.  That means fake wood in the dash, lots of chrome on the nose, leather inside and soft-touch plastics in all the key areas.The tail end is an absolute treat, with everything from a high-lift tailgate with a rubber pulldown strap to a range of plug-in dividers which sit in tracking in the luggage space. They seem familiar from the Audi Q7.The seats are well shaped, the dash design is simple and effective - with green highlights, where VW uses blue - and there is huge space in the back seat. The fold-down luggage space is made bigger and flatter with a system which folds the back squab up and forward so the backrest can tuck right away.It's a big surprise to find a fold-out umbrella inside the left-rear door - something we though was reserved for Rollls-Royce - and there is even a nifty pull-out torch inside the tail.  But the cupholders are crappy, too small and not enough of them.SafetyThe Superb ticks all the boxes, from seven airbags - including one for the driver's knee - to ESP and brake assist. It's a five-star effort.  It also has standard tyre pressure monitoring, three-point belts for all occupants, and an alarm with interior monitoring.  But it should come with a rear-view camera.DrivingThe Superb wagon is a very big car, ideal for family work and a serious alternative to a wide range of SUVs.  Basically, it's the car a lot of Australians need - not the one they want.Even so, the cabin space is fantastically large and flexible, with giant legroom front and back, and that brilliant luggage space in the tail.It's a very quiet car that gets along more than well enough with the turbodiesel engine and DSG gearbox. There is good push for overtaking and it's light on fuel.At first the Superb feels a little soft and floppy. And the front suspension definitely wobbles and crashes through bumps a bit, but the tail is solidly planted and the brakes are great.It's not a sport car but it's much more convincing and enjoyable than most SUVs, particularly when you have the family and a load on board.  It's one of the surprisingly memorable cars of 2010 and brilliant value. It makes the Passat look underdone and puts the Sportwagon into a slot for people who really want an SS sedan but have to have a wagon for family work.SHE SAYS - Alison WardI barely know what a Skoda is when the Superb arrives but I'm immediately impressed.  We have the automatic 7-speed DSG (whatever that means) diesel full leather trim and a stylish interior. Being a part of the VW network obviously has its advantages.  You can see their contribution in the dash and the seamless gearchanges and handling. This car is a benchmark car for Aussie drivers, especially for traveling families.  Its base model includes a mile of extras others car brands want to charge for and the test car is brilliant value.  There is loads of room in the boot with plenty of tricky hooks, lights and restraints for your belongings.The back seat has so much space we can wind the front seats all the way back and not worry about the youngster in the child seat. But I think the cupholder situation is a bit dire.  If there is a better family car in Australia for $50,000 then I haven't driven it.VerdictIt's not quite superb, but the new Skoda flagship is very, very good and brilliant value.

It's arrived a week late, but the Hyundai i20 is ready to go on the Carsguide treadmill.The baby Hyundai comes with the sort of 'all-new' promises you get with a major model change, from the engine and suspension right through to the safety pack and cabin equipment. There is also a bunch of 'surprise-and-delight' features which are new for a Korean car with a $14,990 starting price, including automatic door looking and auto-off headlamps. These sort of things were a very big deal when they first came on a Lexus LS, just over 20 years ago, and set a target for Hyundai's price-first rivals.But the i20 is not what it seems. It is not a replacement for the top selling Getz. Instead, Hyundai Automotive is using the Euro-focussed i20 to spread its reach in the small-car class, most likely using a baby i10 - with a $13,000-ish pricetag - once the Getz dies next year.The $14,990 starting point for the i20 is up and above the Getz, partly because it is newer and costs more to make and partly because it will be part of a two-car attack in 2011. There's also a good chance the $14,990 three-door hatch will be the subject of Hyundai's long-running 'driveaway' pricing policy once the early demand slows a little.There are eight models in the lineup but only the 1.4-litre Active manual makes the bottom line, with an automatic gearbox adding another $2000 and the top-line 1.6-litre Premium auto taking the price all the way to $23,490 - with $320 extra for metallic paint.The value story is still strong as the basic car comes with air-con, power steering and remote central locking among its features. The electric mirrors also fold flat for tight parking spots. Moving up to the Elite brings a trip computer, leather-wrapped steering wheel and alloy wheels, while the Premium gets automatic airconditioning, bigger alloys and combination leather/cloth trim.Compared with its rivals, the value deal on the i20 is impressive even if the bottom line is not as sharp as some contenders.The mechanical platform for the i20 is completely new and that means lots of good things, including the latest Gamma-series four-cylinder engine. Outputs are 73.5kW/136Nm as a 1.4 and 91.1kW/156Nm in the larger 1.6, with claimed economy from 6.0L/100km and emissions from 142g/km of CO2.But it only has a simple torsion-beam rear axle, standard for the class, which limits suspension development, although there are four-wheel disc brakes. The five-speed manual gearbox is what you expect, but there is still only a four-speed auto across the range.Hyundai claims a lot of work went into cutting noise and improving the driving dynamics of the car, although there is no Australian input on the suspension settings.The i20 is a good looker with big headlamps alongside the family grille, a cute back end and reasonable cabin space. The interior steps up a long way from the Getz, particularly in the finishing of the plastics - and even the layout and operation of the dials and readouts - as it is aimed at people who could be spending more than $20,000.The seats are well shaped and have space for four adults, visibility is good in all directions and the final finishing is as good as anything in the class.The i20 comes with everything you need and expect these days, from six airbags to anti-skid brakes, but there is a catch. The first shipment of basic Active cars only has a pair of front airbags and there will be a price increase in September when it, too, moves to a six-airbag interior.So Hyundai currently claims a four-star rating for the $14,990 car and a full five-star result for the rest of the range, with five-star across the board soon.The car has ABS braking and ESP stability control, with traction control included, as well as electronic brakeforce distribution. But there is no chance to compare the operation of the electronics with its rivals, or the sort of cars - let's say a BMW 5 Series - which set the benchmark for calibration of active safety systems to avoid a crash.The i20 is nice enough for the size and price, although it does not rival the sporty feel of a Ford Fiesta or the all-round quality of the pricier (much) Volkswagen Passat. The best comparison is against the Getz and the i20 is roomier, quieter, more comfortable and compliant than Hyundai's current baby-class contender.The engine is quite spritely up to around 4000 revs, but is not keen to push to the redline, while the gearbox is slick and easy to use. The suspension is alright for the job but I find the steering has the same sort of 'binding' feel which mars the bigger i45, without the wobbly front suspension of the Sonata replacement. So it's fine for the price and everyday commuter work, but not remotely sporty.The i20 is what it is - a cheap small car, mostly for first-car buyers. It fits four people fine, and it actually has a bigger boot than I expect. It doesn't have much guts, which I kind of expect. It's a bit tragic, but I've probably been spoiled by driving cars like last week's Maserati.I would definitely wait to get the six-airbag model, even if it cost an extra $500, because I care about safety. But I just couldn't buy one, for a single simple reason. The air vents in the centre of the dash blow straight onto my hands, all the time when I'm driving. You cannot get away from it and it freezes my hands and makes driving a pain. So that's game over for me.A big step up from the Getz, and solid for the size and price. But not a standout.

ANYONE looking for a compact SUV needs to head to a Subaru showroom.  It's been that way for a couple of years, as the Outback and Forester have done the best job for families in Australia. Other SUVs are bigger, flashier and have the rough-and-tough reputation which some people want, but the Subaru pair are the