Articles by Alison Ward

The reign of the Ford Fiesta at the top of Australia's baby-car class is over. The Fiesta is still a fine car, good looking and a great drive and well priced, but even the benchmark Ford cannot compete with the new Volkswagen Polo.The new Volkswagen Polo lands in Australia as the reigning World Car of the Year with everything from a taut body structure to punchy small-capacity engines, a seven-speed DSG transmission and excellent driving dynamics. But there is a hurdle. And it's a big one.PRICING AND VARIANTSAnyone who wants to have the best tiddler in showrooms today needs to have a well-padded wallet.The cheapest Polo sounds relatively affordable from $16,990, but it's very easy to spend more than $20,000 on a Polo - before adding on-road costs - and that takes you into the next size and price class against cars like the Mazda3. At the top end it's going to cost more than $25,000 to put a Polo on the road, with extra equipment including upgraded sound, sports gear and pearl paint to really make it meaty.The Polo starter car is a three-door hatch with 1.4-litre petrol engine, but adding things like back doors, DSG manumatic gearbox or diesel engine - not worrying about leather and treats in the Comfortline package - will scrub the car from a lot of Aussie shopping lists.Measured against the Fiesta from $16,090 the value in the Polo looks alright, but the light-car class is built on what dealers call the 'transaction' price and there is always some sort of a deal.Hyundai led Australia into the land of driveaway pricing and there are lots of price-driven deals today on everything from the tiny Suzuki Alto to the Hyundai Getz and even Nissan's quality Micra.It's also true that all brands have a three-door price fighter with a baby engine, but it's more likely that Volkswagen's target buyers for the Polo will spend more to get more and go past the Polo Trendline with 1.4-litre engine and five-speed manual gearbox.WHAT DO YOU GET?There are three engines in the Polo lineup - 1.4 with 63 kiloWatts, a 1.2 turbo with 77 and a 1.6 turbodiesel with 66 - as well as Trendline and Comfortline trim levels. Standard equipment includes ESP stability control and ABS brakes, a five-star NCAP rating, the usual electric assists and fuel economy improved by as much as 24 per cent.But the big news is the overall package, which is bigger in every direction than the previous Polo. It's more than good enough to form the basis for the upcoming Audi A1, which has a unique body but picks up the basics from the Polo.DRIVING Paul GoverTaking the Polo onto home territory confirms my positive first impression from the car's Australian preview drive. The car is tight and quiet, very comfortable, and gets along well with the 77-kiloWatt turbo engine and seven-speed DSG gearbox. Of course, it is a $22,350 package and I've just been driving a nice Hyundai i20 at $14,990.The big difference from the previous Polo is the basic body. There is more space and comfort, and the car just feels bigger and stronger. It's probably about the same size as the early Golf, back in the 1980s.What gives it the edge is the deep-down quality feel. It's everything from the way the suspension works to the heft in the doors. The previous Polo always felt a bit flimsy, the suspension crashed and banged, and it was over-priced for what you got.This time around the basics are right and that allows Volkswagen to re-set the standard for the baby class.The Fiesta is my light-car benchmark and, compared with the Ford, the Polo is not as trendy looking but feels like it's from the next price class. Which, in some ways, is true.Even the all-new i20, which I drive back-to-back with the Polo, cannot match the quality feel of the European car. And Hyundai is claiming the i20 takes the company out of the price-first approach of its elderly but great-value Getz.But enough of the comparison work. The Polo is a car you enjoy driving, either on a shop hop or a long highway run. The TSI engine has great punch, even with four people onboard, the DSG gearbox is slick and responsive, and the seats are supportive and comfortable.There is nothing really to complain about in the Polo, apart from the bottom line. It's going to take something very special to stop the car claiming this year's Carsguide Car of the Year crown.SHE SAYS Alison WardNormally I'm not a fan of really little cars, which any mum will understand. There is just so much to carry. But this Polo is a tardis and it really works for me and the little man, although I have to fold half the rear seat down to fit the pram in the back.It drives and handles well, road noise is almost as good as a luxury. So it's really quiet and comfortable. But with that you pay a luxury small-car price. For me, it's worth it because you have a car that will be satisfying for years to come.I've complained before about these DSG gearboxes, which can take a while to think about what you want and to move away, but it's worth it in the payback on smoothness. And the steering is like it's running on silk.I like the Polo. And I think it's worth the extra.THE BOTTOM LINE: A new champion in the baby-car class.

There was a time when the 5 Series from BMW was the best car in the world. It ruled in the late 1980s because it was the right size and price for the time, as well as a great drive. It was not the biggest, or the fastest, or the flashiest, but it was, as Goldilocks would say, just right.The mid-sizer from Munich was eventually out-gunned by the S-Class battleship from Mercedes-Benz and the three-pointed star has held my top spot for considerably more than a decade. But the car world has also fragmented and exploded since the famous Five, with cars as diversely impressive as the Rolls-Royce Phantom, Benz SLS Gullwing, Porsche GT2 and, yes, really, Volkswagen Golf GTi. Each of those currently makes my personal pick for top-car shootout.And now there is a new Five and I cannot help recalling the earlier glory days of the mid-sized hero, thanks to an impressive twin-turbo engine, a lively chassis and excellent quality.PRICING AND EQUIPMENTAnd the price is, for the class, extremely reasonable from less than $100,000. This Carsguide test Five is much closer to $130,000 but the inflated bottom line reflects the many new systems BMW Australia wants to highlight, from lane-departure warning and the latest active steering and dynamic drive systems to a 360-degree camera view system for easy parking in any tight spot.There is also the luxury of a sunroof, special leather and more. It's also the 535i package, with a 225 kiloWatt power pack, currently best-of-breed until the arrival of the new M5.APPEARANCEI like the look of the new Five, which is smoothly understated and a welcome change from the brutalism of everything from endless SUVs to the latest Subaru Liberty and Mercedes E-Class. It's also Audi-style refined inside, with a nice emphasis on the driver, and the cabin is a sensible size for everyday families with a useful boot in the tail.The 535 reflects a return to the engineering-first principles which have always driven BMW, with the exception of the time when design boss Chris Bangle turned his take on car style into the most talked-out area of any new BMW.So the new Five has a rock-solid chassis with fully-independent suspension and big brakes, the six-pack engines get a turbo boost, there is an eight-speed auto coupled to old-school rear-wheel drive, and all sorts of computer driven tweaks to the economy, safety, comfort and more.The life of the Five is made easier by a new E-Class Benz that, despite its many strengths and great new engines, is too brutal in its design and not as involving to drive. But I'm getting ahead of myself.DRIVING Paul GoverThere is something very feline about the new Five. It is sleek and elegant, feels good, is well groomed, and it can run. It also has a slightly raspy tongue, but we'll get to that.The design strikes me first because it is a return to the stylish-but-distinctive BMWs of the past, in the body shape and the cabin work. It's not adventurous or confronting, just smooth and timeless.It's the same when I drive for the first time. The car does the job, does it well, and gives you a nice feeling as it goes about its business. The twin-turbo six can really crack if you ask the question, especially for overtaking, and I like the new gearbox. Eight speeds might be a bit of a gimmick, and a hit back at Lexus which got there first, but it means you are never lost for a gear  for a fun and the performance is seamless.The brakes? Great. Suspension? Supple and smooth. Equipment? More than I need and a little more than I can cope with, but, like an iPad, the 535i is a device you can explore over time and get to like. Not that I will ever like iDrive. It's better than ever but still not as good as rival systems, especially from Jaguar.And that, together with some bump-thump on sharp surfaces with BMW's runflat tyres, is the thing that grates in the 535i. As I said, there is a bit of bite to the tongue, but nothing major.The more I spend time with the 535 the more I like it. Passengers like it, too.I find the 360-degree camera system is a gimmick, although I like a good rear-view system for parking, but the lane-departure warning is good and the security of all those airbags and anti-lock brakes is also welcome.Well then, is the new feline Five the best car in the world? It's a definite maybe for me.SHE SAYS Alison WardThere is nothing about this car I do not like. It is Beemerlicious. Yes it is expensive, but many of the nice things in life cost a bit more. And it's pretty good value if you think about the Benzes and Audis it's up against. All the things that spell BMW for me are in this car, especially smoothness and quality. And it's stylish, not designed like a row of council flats.As a drive, it's smooth and enjoyable. Like my old 3 Series, but 20 times better. As a family car it's definitely got enough room for everyone and the boot is excellent. Nice space and easy to load.Would I like one? No... I'd love one. It's a car I'd happily park in the garage. I cannot think of anything negative, and that's a nice change after the last BMW I drove (the X1).SCORE: 84/100THE BOTTOM LINE: A legend returns.BMW 535i SEDANPRICE from $128,900ENGINE 3.0-litre twin-turbocharged six cylinderPOWER 225kW at 5800 revsTORQUE 400Nm from 1200 revs to 5000 revsTRANSMISSION Eight-speed automatic, rear drive.BODY Four-door sedanSEATS FiveDIMENSIONS Length 4899mm, width 1860mm, height 1464mm, wheelbase 2968mm, tracks front/rear 1600mm/1627mmSTEERING Power-assisted rack and pinion power steeringSUSPENSION Aluminium double wishbone front aluminium integral-V rearFUEL TANK 70 litresFUEL TYPE Premium unleadedFUEL CONSUMPTION 8.4/100km combinedWEIGHT 1700kgSPARE TYRE Runflat tyresBRAKES Anti-skid all-round discsWHEELS 18-inch alloysTYRES 245/45 R18SAFETY GEAR Dual front, front side and curtain airbags, electronic stability control, traction control, anti-skid brakes, brake assist, front/rear foglights, runflat tyres, corner braking control and brake assist, dynamic brake lights, high-beam assist, active headrests, active bonnetCO2 EMISSIONS 195g/km.RIVALSMercedes-Benz E350: 82/100 (from $128,900)Audi A6 3.0 TFSI Quattro: 79/100 (from $107,400)Jaguar XF 3.0 V6 Luxury: 80/100 (from $105,990)Lexus GS300 Luxury: 75/100 (from $106,900)

There are lots of surprises in the Toyota Rukus. For a start, the box is bigger than it looks in pictures. It's a full-sized family wagon, not just a Gen-Y play thing like a Kia Soul or the not-for-Australia Nissan Cube, so you have to adjust your thinking on what it is and what it does.The Rukus also drives surprisingly well. It's not a sports car, but it matches and betters the dynamics of a Corolla and is quiet at highway cruising speeds despite the Kenworth-style frontal design. The showroom stickers reflect surprising value, too, with a bottom line from $27,490 that should get it onto shopping lists in Australia's trendier suburbs and attract the early adopters who already have an iPad.Rukis is also a great building block for Gen-Y customisers who want something new and different to tweak and tizzy, not to go faster but to have something with plenty of Facebook and Twitter impact. It has more than enough space for the biggest sound system...The Rukus is a very big deal for Australia because it's the first non-Toyota car from Toyota in a very long time. Love it or hate it, it's impossible to ignore it.That's a stretch that Toyota has to make, as companies like Hyundai and Kia are running it down in the business of building transport modules and adding more style - think i45 and Koup - than anything in the T-badge mainstream.The Rukus is going fairly well for Toyota Australia but the project will take mind management and commitment on both sides, sellers and buyers, to become more than just a short-term oddity.It has plenty of strengths but it sooooo different that it stands out like nothing on the road today. Yet the basics are surprisingly boring, from a 2.4-litre Camry-style engine and outdated four-speed automatic gearbox to a Corolla-cloned chassis and suspension package.Toyota is going hard on the value front and every Rukus - there are three equipment grades - comes with six airbags, ESP stability control and anti-skid brakes, alloy wheels, aircon and keyless entry and ignition.Moving up the range brings a thumping nine-speaker sound system, auto aircon and leather-trimmed seats at the Build 2 level, and Build 3 adds a moonroof.Fuel economy is a claimed 8.8 litres/100km and Toyota Australia is bundling its fixed-price servicing, at $130-a-visit through the first six visits, to build a fuss-free purchase plan.DRIVINGIt's hard to know what to expect from the Rukus, even though I've seen it lots of times at motor shows and been looking forward to its arrival in Australia. The motor show machines have usually been tweaked beyond belief and, after some overseas seat time in the similarly-themed Nissan Cube I'm not expecting anything good on the driving side.But the Rukus is smooth and compliant, gets along well enough, is quiet in the cabin and has a body shape which gets me re-thinking everything from dashboard design to back-seat space and weekend flexibility.For me, the Rukus is definitely nicer to drive than the latest Corolla and there is plenty of punch from the 2.4-litre engine. The four-speed auto is a definite no-no, and shows the box was built for the USA and Japan, but that's about my only dynamic complaint.Toyota stacks the deck a little by supplying a Carsguide test car with all the fruit, including leather seats and a sunroof, but it's still an affordable package at around $32,000 before the on-road extras.I like the quality in the cabin, and the cushy seats, and I can see a lot of people wanting to buy into the Rukus experience. But Toyota needs to keep committed to the car, and no turn and run - as it did with when its impressive TRD Camry and HiLux ran into trouble because of high prices - if it's not an instant hit.SHE SAYS Alison WardSo the Rukus is... Designed for the young and young-at-heart, yet it is surprisingly practical. Its edgy appeal and chunky lines all add up to the funky urban look craved by new drivers and people who are plain bored with the existing hatchback and wagon shapes. The Rukus is funky, functional and fun.Its underground, gangster styling is a clever way to create wide open spaces for the interior and allows better vision for the road. Leather trim is a nice luxury touch and useful protection for the Little Man in the back seat, while the dash design and the rest of the cabin stuff keeps the cool image hip-hopping away. There are great hidey holes to scurry away your junk and the back end is easy to load with a flexible layout.As a drive, it does the job. Nothing nasty to report on that front. But I have one word of warning - don't buy it in the dark red paintwork of the test car. It definitely bursts the kool bubble. THE BOTTOM LINE: One box that doesn't need unwrapping to spring a surprise.

Fuel efficiency is becoming a giant focus in Australia, even for luxury car brands.  We have yet to see a stop-start system in a Rolls-Royce, or a petrol-electric hybrid Bentley, but both are probably on the way and Ferrari and Porsche are already committed to hybrids in their lineups.At Audi, the efficiency message is spreading fast with all sorts of changes.  Its current green flagship is an A4 called the 2.0 TDIe, although it is also mightily proud of the E-Tron plug-in electric concept cars based on its R8 supercar.The A4 fuel miser is a super-efficient turbodiesel with rated fuel economy of just 4.8 litres/100km, and the sort of car which will happily clock 1000 kilometres and more on an interstate highway run. Audi proved its potential with a fuel economy run last year through the outback which reflected its claims on the car.But this test is not about the diesel hero. Instead, we have a car that is much more like the Audi an ordinary person would buy. It runs on petrol power and, despite a couple of economy tweaks, is basically an everyday prestige car.DrivetrainThe Audi in question is official the A4 2.0 TFSI quattro manual, which picks up a stop-start engine system and a gearshift advisory which points you to the most-efficient gear for any driving situation.Audi Australia says work on the 'regular' A4 petrol has cut its fuel consumption by 20 per cent since the 2005 model year, yet the current car still has 155kW of turbo power with economy of 7.3 litres/100km.  "Being green is a bonus and a competitive edge," says Roxanne Persehais of Audi Australia."We will put a diesel TDIe through the Carsguide test soon, but in the meantime the basics of the A4 are much as before with a four-door body, quattro drive in this model, and the petrol turbo engine with a six-speed manual gearbox.PricingThe A4 is not cheap, and a few pieces of optional equipment - pearl pain, MMI navigation, wood inlays and special leather - take the test car just a whiff below $76,000. That's hefty, particularly as Audi quotes a basic price of $69,300.Driving - Paul GoverThe A4 has always been a smooth operator and this car - with its sweet turbo petrol powerplant - is particuarly good.  I come expecting a definite efficiency focus but the only giveaway is the stop-start system which triggers at the first lights - and re-lights the engine as well as any system I know - and a small gear number light which gives a green hint of the next ratio when it's time for an early upshift to save fuel.I do not know if it's anything special in this car, or just a top-of-mind focus on economy, but my time with the A4 goes quickly and I have no trouble matching the official 7.3 litres/100km fuel figure.  The engine gives a nice surge of power from very low revs and I'm not really tempted to head for the redline, relying instead on six gears to keep things moving along. The shift is good and the car is very, very quiet at freeway cruising speeds.I'm less impressed - as I have always been - by the dynamics of the A4, even with quattro all-wheel drive. It does not feel as planted and responsive as the latest C-Class Benz or the 3-Series from BMW, and the all-new Volvo S60 I drove last week in Portugal will also be a better choice for keen drivers.But that's not what this A4 is about - it's a prestige family car.  So I like the space in the cabin and the fit-out - but not the price of the extra options - the giant boot, the Xenon headlamps and the clear dials and easy-to-use controls.Time with this particular A4, which I had planned to focus on efficiency, actually serves as a reminder of the all-round strengths of the mid-sized Audi. It has definitely moved up a few points on the Carsguide score chart and is a car I would easily recommend, although not as an all-round winner over the Benz C.She says - Alison WardWow, I didn't expect this car to cost quite so much. I'm a bit ho-hum about it in the beginning, but it grew on me over time like a nice glass of wine.  I also have to remember it's up against BMWs and Benzes.I love how incredibly smooth it is to drive, and the quietness. Even the blinker is relaxing, and that's coming from someone who cannot stand the clang-clang-clang reminder you get even in some very expensive cars.I also really like the boot, which is huge and easy to use, and the leather seats which are comfy and also give protection against the bub and those messy dogs who come riding sometimes.  I hate that it doesn't have a reversing camera and the industrial styling inside does nothing for me, but it is a quality car that is very easy to live with every day.I know if you had one of these you would still like it in 10 years time, and that's a major plus.  So I guess it has won me over and I really like that it is so easy on fuel, without resorting to hybrid gadgets.Score 79/100The Bottom LineA sweet car with impressive economy, but not cheap.Audi A4 2.0 TFSI quattro (stop-start)PRICE $69,300ENGINE 2.0-litre turbocharged four cylinderPOWER  155kW at 6000 revsTORQUE 350Nm from 1500-4200 revsTRANSMISSION Six-speed manual, quattro all-wheel driveECONOMY 7.3/100km combinedEMISSIONS 169g/kmRivalsBMW 323i: 79/100 (from $59,100)Mercedes-Benz 250 CGI: 82/100 (from $65,900)Lexus IS 250 Luxury: 76/100 (from $77,400)  

No-one does plain old family sedans these days. Well, there is still the Falcon-Camry-Commodore combo in Australia, but most of the overseas action is in sedans which have morphed in another direction. Curvy coup-style sedans came first and the big new direction is liftbacks with style.Audi got there first with its A3 and A5 Sportback models, BMW has its new 5-Series GT and Mercedes-Benz is looking for ways to grow the CLS coupes and stretch the look down into C-Class territory. The foundation in every case is a four-door sedan, even if it is a couple of steps back on the evolutionary path. It provides the mechanical platform, and the engine and suspension, but a better looking 'top hat' is dropped down in place of the regular Camry-style sedan body.Audi was first to go new-age with curves and a hatch with its Sportback, which went from the A4 sedan through the A5 coupe on the way to the Carsguide garage this week. The test car is powered by Audi's impressive 3-litre V6 turbodiesel engine, which is strong and smooth. But the the pricetag is easing way up towards six-figure land with a few extra bits to make life nicer, including an S-Line body kit and MMI navigation and a six-disc CD changer. And I cannot help thinking about the Volkswagen Passat CC, another of the new-age coupes, as I walk towards the Sportback.The newest Audi - for this week, anyway, as there always seems to be a new body or a new engine landing in Australia - is a great looker and the emphasis is on style with that flexibility in the back end. There are two Sportback models, the 2-litre petrol and 3-litre turbodiesel, both with quattro drive and a starting price of $78,400. There is a huge range of standard equipment - from eight airbags and alloy wheels, to a 'concert' sound system and rear parking camera - but the big thing is the frameless doors and a boot that starts at 480 litres and can carry a wagon-style load up to 980 litres with the seats folded flat.Audi Australia says the Sportback will be the biggest seller in the A5 range and will make a worthwhile contribution as it drives for yet another record sales year in 2010. And there is more to come, with an S5 Sportback on the way later this year.DRIVING Paul GoverThe Sportback is one of my Audi favourites. It looks good, drives well and has the sort of flexibility people want these days.It can be a bit cramped in the cabin, and the ride is a bit crash-bang harsh on poor surfaces, but there is a lot to like. Best of all, this A5 looks good and still works well. The V6 turbodiesel is incredibly quiet, smooth and responsive. It is a terrific engine and suits the character of the car, providing great range for family touring and enough punch when you want to have fun with a good looking coupe.I didn't really know what to expect from the Sportback, even though my experience of premium coupes goes way, way back to Saabs in the 1980s. They were brilliantly flexible and upscale, but you would never call them good looking. The new Audi looks good and the cabin has the premium-ness which has become a brand signature, and the target for every other carmaker on the planet. There are gadgets and buttons for playtime, but the basics are all right and the leather-wrapped seats are comfy and supportive.I think headroom is short, although no worse than the A5 coupe, but the back seat feels too narrow for three adults - or even big kids - and knee space is restricted. The payoff is in the tail, which easily handles a wide range of jobs, from shopping and Bunnings to a couple of prams-and-kids trips, and even a bicycle run. It is a great design and one which should be on the shopping list of more SUV buyers.The Sportback also drives well, with Audi-style sharp steering responsive, good grip in turns, and an excellent automatic gearbox which picks up the torque of the diesel at all times. It's not a cheap car, and some of the usual Audi foibles take a little of the gloss away, but it is a very good car and a definite contender for family duties.SHE SAYS Alison WardI get worried about re-works of things I like. Why fix a wheel that works, whether its the local shopping centres, your favourite bar, or something else on the list. Often I feel a bit duped by the change. So I was just a bit hesitant about this re-work of the Audi A4. Oh, sorry, this one is called the A5 Sportback, isn't it?Thankfully, much of my hesitation stopped at the drivers' door. This is way more than just a lick of paint and a new look for an A4 sedan. For sure, it handles better and with more gusto and who would have thought the V6 engine is a turbodiesel? It's quiet and punchy and I had to check the tacho, with the giveaway low redline, to know for sure it's a diesel.The interior features are the same I have found in other Audi models, but can forgive this carryover since it's a cog which is always working fine. The sloping boot is the greatest asset on the Sportback.  It is great for carrying everything for baby, shopping or - not for me, yet - golfing. However the compromise (and here comes that duping feeling again) is less legroom for all, especially in the back. And the shape means it does feel a bit cramped inside, particularly with a friend onboard and two baby seats in the back.Still, the Sportback is a good car and a nice drive for me. The only lingering worry is the $90,000-ish pricetag, which makes it a makeover you really need to like.SCORE: 78/100THE BOTTOM LINE: A smooth and effective family sedan, provided it's a new-age family.Audi A5 Sportback 3.0 TDIPRICE $89,100ENGINE 3.0-litre common rail turbocharged V6 dieselPOWER 176kW at 4000 revsTORQUE 500Nm from 1500-3000 revsTRANSMISSION Seven-speed dual clutch auto, quattro all-wheel driveBODY Four-door hatchSEATS FiveDIMENSIONS Length 4711mm, width 1854mm, height 1391mm, wheelbase 2810mm, tracks front/rear 1590mm/1575mmWEIGHT 1720kgSTEERING Hydraulic power-assisted rack and pinion power steeringSUSPENSION Five-link, upper and lower wishbone front; trapezoidal independent rear mounted to subframeBRAKES Anti-skid all-round discsFUEL TANK 64 litresFUEL TYPE DieselFUEL CONSUMPTION 6.6/100km combinedWHEELS 18-inch alloysTYRES 245/40 R18SPARE TYRE Space-saver spareSAFETY Front/side/curtain airbags, electronic stability control, traction control, anti-skid brakes, brake assist, foglights, Xenon-plus headlightsCO2 EMISSIONS 174g/km RIVALSMercedes-Benz CLS350 78/100 (from $152,000)BMW 530d GT 80/100 (from $143,400)Volkswagen Passat CC 3.6 FSI 82/100 (from $65,990)

Something went wrong between a good idea and the BMW X1 parked in the Carsguide driveway.The newest member of the X-car family looks right, and the idea is right, but when you get behind the wheel it lags behind the Subaru Outback which first got the world going down the compact all-wheel drive wagon trail. It's a surprise, because BMW's X5 has been the premium SUV pace-setter since the first car arrived a decade ago, and the baby 1 Series - which provides the base for the X1 - is a pocket rocket and a Carsguide favourite.What lets the X1 down? It's something about the packaging, something about the cabin quality against the price, and something about the dynamics of the chassis and the response of the two-litre turbodiesel engine. Don't get me wrong, the X1 is a sure-fire showroom winner in Australia, but that will be more about the badge and yummy mummies in trendy suburbs than the quality of the basic design and engineering. Is this harsh? Yes. Could I be wrong? Perhaps.But I jumped straight from the X1 into a diesel-engined Outback and found the Subaru ticked more of the boxes, despite a body shape which is way, way behind the BMW on style and impact. The Japanese car is roomier, the engine is quieter, and the Subaru has a starting price of $37,990 against $56,800 for the German contender, at least until the rear-drive model lands from $45,700. Don't forget the X1 also needs to be rated against a classier crew led by the Volvo XC60, Audi Q5 and even the Volkswagen Tiguan.But back to the X1 story. The car comes as BMW stretches every one of its basic models into new shapes and customer groups, moving the 1 Series customer success story on with a high-riding wagon that taps into the worldwide demand for compact cars that tick all the boxes.It has all-wheel drive to boost excellent basic safety, a higher roof and bigger tail for more cabin and luggage space, and a Steve Irwin edge to the styling intended to hint at an ability to conquer the outback.BMW Australia has gone turbodiesel on the engine front, with 2.0 single turbo and 2.3-litre twin turbo, and the X1 comes with the usual fruit including alloy wheels, aircon, cruise control with a brake function, rear parking radar, and Bluetooth, as well as six airbags, anti-skid brakes and stability/traction/hill descent controls.The biggest change from the 1 Series is a wheelbase that can optimise the length of the 3 Series sedan, which means plenty of space in the high-set cabin."The youthful, versatile and efficient BMW X1 broadens the attraction of our very successful X family and will appeal to young urban customers with an active and varied lifestyle," says the boss of BMW Australia, Stavros Yallouridis.DRIVING Paul GoverThe X1 will be a winner and nothing I say or write will change that. It's the same as the X6, which I have always believed is the answer to a question no-one asked, yet continues to crank out big showroom numbers. The X1 looks great and the idea is spot-on for today, as Subaru continues to show with the Forester and Outback. But the X1 is noisy and unrefined in some areas, not particularly quick, and the cabin quality is down a bit on BMW's usual standards. As a drive, it feels wonky and wobbly. Not just compared with an X1 five-door hatch, but those Subarus and serious showroom rivals led by the XC60 and Tiguan.But there is good stuff. The cabin feels roomy, there is plenty of flexibility in the back end, and I know the X1 will take owners with X-drive confidence to the beach or the snow or the other places Gen-X families and singles like to go. The pricing is also pretty good until you dig deeply into the list of extra equipment, but that's a BMW trap that runs right through the range.But I cannot help criticising the 2-litre single turbodiesel engine, which is very noisy at idle and needs to be stirred to give its best. In combination with a notchy six-speed manual gearbox, this can be tough. The engine would work much better with an automatic, which is how most will be sold in Australia, but I'm not a fan yet.It's the same with the handling. The car has a smooth ride and is quiet for the class, but push it into a corner - even at speeds well below 1-Series pace - and it feels wonky, unresponsive and lacking grip. But I know BMW can do it because the X5 and X6 are class leaders.So I'm stepping away from the X1 with questions and doubts. Perhaps more time and an automatic gearbox, or the punchier but costlier 23d TwinPower turbodiesel or the rear-drive petrol X1 in June, can win me over. Right now, though, it's not a car I will recommend.SHE SAYS Alison WardWhen I saw the BMW X1 on display at the local shopping centre, I couldn't wait to drive it. I've owned Beemas in the past and love the brand, but this car lacks the Beemaliciousness I expect. It's a disappointing car and falls short, for me, in many ways. I feel this new model wasn't an upgrade or a new design - like seeing a comedy show twice, when you laugh the first time but the jokes run thin on the second viewing.The exterior promises a sporty, fun and roomy car, but the engine rattles like Flo - the tractor of my childhood - and unlike the bigger X cars lacks agility and steering response. I really like the fuel saving stop-start system, which is a great feature and works really well. The interior is standard BMW stuff and a bit too plastic in some places. I also question the value.Practically, the X1 is ok. It can fit a pram. It can fit (just) my giant baby bag, the dogs, the kid and my mum. But what the X1 cannot fit is my expectation for a car that promises so much - but then fails to deliver.THE BOTTOM LINE: Where did the love go in the X-car family?RIVALSVolkswagen Tiguan 2.0 TDI: 82/100 (from $36,690)Audi Q5 2.0 TDI: 80/100 (from $60,500)Volvo XC60 D5: 84/100 (from $58,950)Skoda Octavia Scout 2.0 TDI: 77/100 (from $39,490)

In a world filled with hulking SUVs, the Mercedes-Benz GL is a bit like a blue whale. It is an absolute giant, a litte shy, and rarely seen. The GL sits above the ML in the Benz lineup and comes with a LandCruiser-size body, seven seats, plenty of real-world off-road ability, and plenty of potential as a tow machine.Sales are relatively modest in Australia, at less than 400 last year, but it has just had a value tweak with the sort of specification upgrade which gives more for the same money. It sits at the very top of the SUV world and it's impossible to think of the GL and not also put the Toyota LandCruiser - or its Lexus-badged clone - into the same sentence. There is also the Audi Q7 and a couple of others. Benz believes the GL is worth a look by the people who buy into LandCruiser land, even if the pricetag for a GL 500 will top $170,000 by the time you get it on the road."The luxury isn't just put on like a veneer over some sort of truck," says David McCarthy, spokesman for Mercedes-Benz in Australia. He says the GL hit its sales peak during its first year in 2007, but it is being revisited as a potential hero following the upgrade work. "It's been around for a while and its first year was its biggest year. But it's just had a bit of an update and improvement and we want people to have another look. The update is mostly about adding value."The GL is a full seven-seater wagon, has low-range gears, but also gets a full leather interior, a boom-box sound system, electric assists on everything you like and plenty of safety including a cabin packed with airbags. The engine choices are a turbodiesel and a V8, but the decision is obvious for the most people outside the ritzy suburbs."The majority of cars are delivered with the turbodiesel. It is bought as a family vehicle, and some off-roaders and grey nomads also like it," says McCarthy. "It's more capable off-road than almost all of its luxury rivals, and it's great for towing."DrivingI wanted to hate the GL, because it is so big and so outrageous. It also guzzles fuel at a rate around 17 litres for every 100 kilometres of forward motion. But it's like chocolate, and the more time I spent with it the more I liked it. I knew it was bad for me, and the environment, but I could not say no.The GL is quite a cushy drive, from the comfort of the seats to the way it crushes bumps. It's not like other heavyweight off-roaders, which tend to crash and bang their way down the road. In fact, it is one of the most car-like SUVs I've had through the Carsguide garage in recent times. Ok, so you always know it is massive and loaded but it's not hard to fire it up for a run to the coffee shop.I know it will go off road and tow a couple of horses, but I didn't need to prove it. It's a given for me, and the sort of people who have lots of money for a multi-purpose family SUV.So, what's not to like? Well, there is the thirst. And the first shock of a $118 bill to fill the tank, even when the petrol gauge still reads quarter-full. It's also a bit impractical if you want to carry seven people and stuff, because the luggage space behind the third-row seats - I love the electric assists - is pinched.But the GL is a vehicle, unlike Benz's other family seven seater the silly R-Class, that can make a lot of sense. It's not a real rival to a LandCruiser, but I can see lots of reasons to choose it ahead of a Lexus LX and, for me, it's way ahead of Audi's Q7.She says - Alison WardThe GL 500 has it all. It's spacious, has plenty of seats, lots of gadgets, it looks expensive and it is expensive. First looks suggest it is a gangster getaway car, but it could also be Mr and Mrs Smiths' runabout - from the Brangelina movie in 2005 - or something for a big family in the plush suburbs. However, once inside, you can see that this car has been tailored to suit almost anyone.  It's a great achievement for Mercedes, with an eye-catching two-tone look and tasteful, well-chosen features.The GL is very easy to drive, despite its grand size. Parking is easy thanks to the reversing camera and decent-sized rear window. I didn't feel as overwhelmed as I thought I would be. It handles beautifully, even over gravelly hills and muddy driveways.But I am surprised Mercedes went for the column-shift gear lever. I found it was easy to knock out of gear into neutral, which is not only annoying but a teensy bit dangerous.  Not the ideal situation for a car brand priding itself on high safety standards.The seating is fantastic, easy to use and are very comfy, but pram space in the back is limited if you really want to use all seven seats. And that surprised, and annoyed, me in a vehicle as big and comfy as this one.SCORE: 75/100THE BOTTOM LINE: A gentle giant you cannot help liking. Mercedes-Benz GL500PRICE from $168,900ENGINE 5.5-litre V8POWER 285kW at 6000 revsTORQUE 530Nm between 2800 and 4800 revsTRANSMISSION Seven-speed automatic, 4matic all-wheel driveFUEL CONSUMPTION 13.5/100km combinedEMISSIONS 322g/kmRIVALSLexus LX570: 74/100 (from $145,000)Range Rover Vogue: 77/100 (from $153,400)BMW X5 4.8: 72/100 (from $121,908)Porsche Cayenne 4.8 S: 68/100 (from $144,500)

Any Audi with an RS badge is going to be special.  I know that before I even catch sight of the latest TT for the first time, or hear the uneven thump of its five-cylinder turbo engine.The RS4 is one of my favourite drives of recent years and I expect more of the same, but different obviously, as I face up to the funky coupe with the go-faster tweaking from the RS team.PriceIt comes in at $133,700 and that makes it more costly than a range of rivals, right up to the Porsche Boxster and Cayman. Can an Audi, even a TT RS, really be better than a Porsche? Audi Australia is confident, even describing its speedy new hero as an 'ultimate sports car'.DrivetrainAudi is touting the car’s 250 kiloWatts of 'grin inducing power' and 450 Newton-metres of 'neck snapping' torque.  The numbers seem good, with a sprint time of less than five seconds to 100km/h, and a top speed inevitably restricted to 250km/h.The aluminium-bodied RS is also claimed to hit the right numbers on the green side of the ledger, with economy of 9.2L/100km and CO2 emissions of 214g/km.But the RS is really about going fast and having fun, dropping in at the top of a TT range that now starts with the 1.8-litre model at $64,900. The model is now into its second generation, retaining its familiar rounded look but picking up everything from a bigger body with more cabin space to improved suspension and mechanical package.The mechanics in the RS are special, as the five-cylinder turbomotor is new. Audi says it has its roots in the company's competition history and anyone who remembers the eighties will know Audi revolutionised the World Rally Championship with the original five-cylinder Quattro turbo coupe.Equipment The TT RS ticks most of the boxes for a driver-focussed sports coupe, from its powerful engine to grippy sports leather seats, a go-faster bodykit, 19-inch alloy wheels and re-tuned sports suspension.Cars for Australia — and Audi is only aiming for 80 sales a year — are fully equipped with everything from Audi magnetic-ride suspension to unique alloys, DVD-based navigation, a short-shift gearbox and hill-start assist.The magnetic-ride suspension is similar to the system used by HSV and the Chevrolet Corvette and the brakes have also been tweaked for better stopping.Inside, the full-leather cabin has a familiar flat-bottom steering wheel, a giant central display screen and, best of all, a Sport button on the console to unleash the full RS package.Driving -- PAUL GOVERThere is a lot to like in the TT RS. It has tonnes of punch, crushes corners, and has the right look for the job. It is still a TT, but one which has spent a lot of time in the gym. And looks good in a fitted Boss-style suit.My first few kilometres reveal the comfort and support of the front seats, the solid feel of the steering and the surprising compliance of the seats. But the engine feels a bit underwhelming and I'm reminded, as usual, of the poor visibility in the TT and the prospect of tough parking.Then I trigger the S button the console and the car comes alive. The throttle response is instant and impressive, the suspension sits taut and firm, and every gear is a new fun run.The five-cylinder motor is very quiet but reveals real meat when you head to the redline, which is when the RS shows why you might shop it against a Porsche. It has an incredible top-end thump and keeps eating gears.The shift is short and impressive, but the test car has some driveline snatch and a nasty differential whine. It does not sound good for long-term ownership in hard use.The cornering grip and balance is good, and sets a new standard for any TT as well as making a BMW Z4 feel a bit bouncy and nervy. But it's not going to drive away from a Porsche.The brakes are great, the sound system and satnav are good, and the aircon is great. The finishing in the cabin is best-in-class, as I now expect from Audi, and there is plenty of boot room.I also like the rear wing, which is obviously more than just a tuner tweak.  But I cannot avoid comparisons with Porsche. The TT RS is better than the quickest Z4 and is more refined and enjoyable than the raunchy - and much costlier - Mercedes SLK AMG.But it costs more than $130,000 and you can get a Boxster or a 2.9-litre Cayman for less. They have less power, and only have two seats, but the TT is so cramped in the back that it's really only a two-adult car and power is not everything.The RS is a very good car and a fun drive. But would - could - I pick it ahead of a Porsche Cayman? No way.She says - ALISON WARDAfter driving and loving the basic Audi TT and the speedy RS4, I was expecting an enjoyable grunty ride and unbiased appeal to any owner. But I also wanted to know how Audi would do the go-fast job on a car like the TT, which is really a sports car and nothing like the RS4 I love.Starting up it doesn't have that familiar meaty V8 sound, which is disappointing as I expect that from a fast car. Still, the TT does talk when you floor it in second or third gear. I expect it to be a bit more responsive, but it has what I'm told is turbo lag and I also find the steering too heavy.Gearchanges need to be done quickly to avoid a clunking sound, although the shift is light and positive.  Disappointingly, the sound system is the same as all the other Audis so scores lower on the 'cool-o-meter' for me.The standard leather seats are comfortable, but only once you're in them. It can be a real squeeze and the back seats are only for tiny tots - even fitting a car seat in the back is a major hassle.Boot space is excellent for the type of car and I could fit the weekly shopping in the boot. Buyers need to choose carefully on colours, as the gunmetal grey on the car I drive is not remotely sporty.At more than $133,000 I think the TT RS is pretty expensive, and even more than a Mercedes SLK or Porsche Boxster. However, it's fun to drive - especially if you hit the S button to make it give its best - and is pretty practical. So I like it.Score 79/100THE BOTTOM LINESomething very special in the TT family, but runs up against the powerhouse of Porsche.Audi TT RSPrice: $133,700Engine: 2.5-litre turbocharged five-cylinderPower: 250kW at 5400 revsTorque: 450Nm from 1600 revsTransmission: Six-speed manual quattro all-wheel driveBody: Two-door hatchSeats: FourDimensions:  Length 4198mm, Width 1842mm, Height 1342mm, Wheelbase 2468mm, tracks front/rear 1555mm/1546mmSteering: Power assisted rack and pinionSuspension: Front MacPherson struts; Four-link on subframe rearFuel tank: 60 litresFuel type: Premium unleadedFuel consumption: 9.2/100km combinedWeight: 1450kgSpare tyre: Mobility kitBrakes: Anti-skid discWheels: 19-inch alloysTyres: 255/35 R19Safety Gear: Dual front, side, curtain airbags, electronic stability control, traction control, LED daytime running lights, electronic differential lock, anti-skid brakes, brake assist, emergency brake distribution, Audi magnetic ride controlCO2 Emissions: 214g/kmRIVALSBMW Z4 sDrive 35i: 80/100 (from $116,900)Mercedes-Benz SLK 55 AMG: 76/100 (from $175,000)Nissan GT-R: 82/100 (from $155,800)Porsche Cayman 2.9: 84/100 (from $114,000) 

There are a lot of reasons to like Australia's newest green car. But here is the clincher: it's a great drive.  The Ford Fiesta Econetic hit Australia with all sorts of claims about fuel economy and emissions, as the blue oval brand touts it as a Prius beater. And with a $15,000 price advantage over the Toyota hybrid.I looked and listened, but tried to avoid getting caught in the hype despite the judging panel picking the Econetic as the Carsguide Green Car of the Year for 2009.  Me? I took the safe road and voted for the Prius, since I had not driven the Econetic Fiesta.  Now I have and it's become my first-choice car for green driving.The little Ford has a hugely economical turbodiesel engine that easily returned 4.8L/100km economy during my test drive, with the promise of excellent emissions at the same time, as well as delivering reasonable comfort, a great looking body and the sort of dynamic driving response that made the 'regular' Fiesta my small-car pick for 2009.The Econetic takes a little adjustment, because you need to shift early and often in the five-speed manual gearbox, but it is a surprisingly rapid little car which can also devour corners without causing any upsets or disappointments.It's a real pity Ford delivered the test car with giant advertising slogans down the side — it was plain embarassing to be seen at the wheel — because there is so much to like.and approach to green motoring. The next for Australia is the new Focus.DrivetrainIts heart is a 1.6-litre common-rail turbodiesel engine tuned for maximum efficiency. It does not have a stop-start system to kill the engine at the lights, and it's not as advanced as the 'belt-less' Prius petrol motor on cutting parasitic drag, but it has low-resistance tyres, a unique transmission and gears, a lower ride height and wheel covers to cut drag, and a shift light to signal when to pick the next gear. Ford even says it dropped the spare tyre to cut weight, although it obviously also saves money.The engine makes only 66 kiloWatts, but compensates with 200 Newton-metres of torque, up by nearly 25 per cent from the regular 1.6-litre petrol Fiesta. Its official efficiency claims are 3.7L/100km economy and 98g/km of CO2, joining the Prius as the only cars sold in Australia at less than 100.SafetyApart from the green stuff, the latest Fiesta comes with five-star ANCAP safety including seven airbags - one for the driver's knees - and the usual punchy sound system, aircon, power steering and the rest.The Econetic comes to Australia at a time when the BMW group is making a lot of noise about its BMW 118d and Mini D fuel misers, but the Ford has a massive price advantage. The cheapest Mini is $36,100 and you need at least $44,370 to go shopping for a 118d.  And those prices don't include on-road costs, where the Fiesta is a $24,990 all-in, driveaway deal.Ford was hoping for big things and the initial reaction has been very positive, with at least 300 delivered since sales began at the start of December.  "Dealers are sold out of our initial stock, which is a good sign," says Sinead McAlary, spokesperson for Ford Australia.DRIVING - Paul GoverThe Econetic Fiesta is expensive for a car its size, but it is very good value.  You can buy some baby diesels for less but they won't match the Fiesta as a drive or for green-ness, and the hybrids and high-flier Euro greenies are way more expensive.My only complaints are the manual-only gearbox package, because the vast majority of Australians buy autos, and the lack of electric windows in the back doors. That's it.  It would have been good to have stop-start to cut the engine at the lights, but Ford says it was not available at Fiesta time and is coming first on Focus.The Econetic test car is tight and responsive with a driver-friendly cabin that also works well for storage, visibility, comfort and light. The front seats could have a better shape, but they are good enough for the job.As a drive, the Econetic tuning demands you shift as low as 2500 revs — with a green arrow in the tachometer as a reminder — but then pulls strongly anyway. It is a surprisingly brisk little car that punches way above its weight.It's the same in corners, where the Michelin 'energy' tyres should rob grip as they cut drag. But the car is light, well balanced, responds well to the steering and carries surprising pace through twisties.I also love the punch for overtaking, and the ability to take most corners a gear higher than normal. The pulling power from the turbodiesel means you can easily kick around a second-gear junction in third and just accelerate away.The engine is also surprisingly quiet — "To think I used to wear ear muffs to tune a diesel," says Jonathon of the Carsguide team — and the range between fuel stops can easily push beyond 800 kilometres.The regular Fiesta is good but the Econetic is plain great. It's a class leader with a new edge and the sort of car many more Australians should have on their shopping list.SHE SAYS - Alison WardThe Econetic Fiesta is a worthy little party crasher, and not just because of its fuel economy.    This is a grunty little car and Fiesta drivers should feel the good time vibes when behind the wheel. First impressions are positive thanks to its balanced styling and a clever ability to look bigger than it is. I don't much like the chunky, front grill, but its not enough to distract you from the party going on inside the car.The baby diesel engine is a gutsy drive, smooth and easy to handle. The gearshift is light and the pulling power means you don't have to change down as much for suburban turns or roundabouts.I drove through dry and wet weather and the car continued to handle well. It felt safe cornering. The suspension is good, considering the size of the car, with far less road noise than some of its competitors.  I'm not sot sure about this model only being available in a manual, luckily it is a fun drive and you won't have any trouble with those pesky hill starts.The seats aren't very comfortable, but you're not going to need a trip to the chiropractor.  At least I didn't need therapy after driving around town and a couple of longer runs on sealed country roads.The sound system is fantastic.  The entertainment controls on the wheel and centre console are sleek in design and keep the good times rolling. The Bluetooth, voice control and USB port will tick all the boxes for those savvy enough to use them.But the air-con is disappointing on hotter days and lags behind its Asian-car rivals. Boot space is also a compromise for parents, with little room for a pram or stroller, and I don't like the manual window winders for the rear seats.  The newest Fiesta is not cheap, but it works for youngsters and - get ready for the pun - the Eco-nomically driven among us.Score 85/100The Bottom Line: A new benchmark for affordable, environmentally friendly motoring. And a great drive.Ford Fiesta Econetic LX Price: $24,990Engine: 1.6-litre four-cylinderTorque: 200Nm at 1750 revsTransmission:  Five-speed manualBody: Five-door hatchSeats: FiveDimensions:  Length 3950mm, Width 1722mm, Height 1471mm, Wheelbase 2489mm, tracks front/rear 1473mm/1460mmSteering: Power assisted rack and pinionSuspension: Front MacPherson struts; twist-beam/coil springs rearFuel Tank: 40 litresFuel Type: DieselFuel Consumption: 3.7/100km combinedWeight: 1088kgSpare Tyre: Mobility kitBrakes: Anti-skid disc/drumWheels: 14-inch steelTyres: 175/65 R14Safety Gear: Dual front, side, curtain and driver's knee airbags, electronic stability control, traction control, anti-skid brakes, brake assist, emergency brake distributionCO2 Emissions: 98g/kmRIVALSVolkswagen Polo 1,9 TDI: 77/100 (from $22,990)Hyundai i30 1.6 CRDi: 81/100 (from $22,890)Citroen C3 1.6 HDi: 78/100 (from $23,990)Peugeot 207 1.6 HDi: 77/100 (from $29,490)

The world is spoiled for family car choices. And now Subaru has landed another, with a six-seater wagon called the Liberty Exiga.  It's hard to pigeonhole the newcomer, because it sits outside the usual family-first range of showroom choices in the SUV and people mover classes. It's not a high-rider and it's not a full-on family van.A first glance it looks like a lightly-tweaked Liberty wagon, which it is. But it has six seats and that makes it more like Subaru's heavyweight people mover, the Tribeca.Subaru itself says the Exiga is a development of the Liberty and got the big green light following a successful tease at the Tokyo Motor Show a couple of years ago. It seemed people were interested in a Liberty with more, at least on the seating side.It is being rolled into action as an alternative to a Honda Odyssey or a Mitsubishi Grandis, or even the lacklustre Toyota Avensis, with lots of equipment and a starting price that is well under the Honda but not as sharp as the class-leading Kia Carnival.  It sounds good, but there is a catch. And it turns the Exiga into a bit of a Frankenstein.See, there is an all-new Liberty in Australian showrooms but the Exiga is based on the previous model. And there is some Forester stirred into the mix.  The result is a car which looks good on paper, but is not as good as it should be once you get it into the driveway.Subaru Australia is keen on the Exiga and has set it for the sort of families who have given its brand the best customer-loyalty scores in the country. There are two models and both come with an easy-driving 2.5-litre engine and constantly-variable transmission, as well as a crucial DVD entertainment system for the back seats.The Exiga Premium, which jumps the price from a basic $37,490 up to $41,990, is very well loaded with kiddie-friendly leather seats, satnav, a reversing camera, Bluetooth and iPod links, electric front seats and alloy wheels."Liberty Exiga is a versatile family wagon that adds a new dimension to our mid-size wagon line-up," says Nick Senior, boss of Subaru Australia.  Not surprisingly, he is also trumpeting Subaru's usual five-star ANCAP safety and all-wheel drive. DRIVING - with Paul Gover  I got a surprise when I first jumped into the Exiga.  I expected a car which would drive as impressively as the new Liberty, our Carsguide class leader and a solid Car of the Year contender for 2009, and the Exiga does not.  It is not as fluid, or quiet, or refined and the engine feels less responsive and far less impressive.I immediately got on the phone to ask about the car. And got the news from Subaru Australia that the Exiga is built from the previous-generation Liberty.  So a car that could have been very good is only . . . alright.That is harsh, but Subaru knows better than to fiddle with a successful formula and the expectations of Australians who know and trust the brand. It is good to have a six-seater in the family, and it's likely to be more suitable for more people than the larger Tribeca, but it is not good to have a car with compromises.You can see and feel the difference in the seats and quality of the cabin, as well as a CVT transmission that needs stirring - at least with tasty paddle shifters - and can struggle to keep the car at 110km/h on freeway inclines.But the Exiga is not all bad. It is very quiet, the middle-row seats are comfy and have plenty of adjustments, the cabin is easily converted for storing stuff, and the back-row seats are not nearly as bad as I expected.It is also very easy to park, with an excellent rear-view camera, and the leather seats and DVD player in the Premium test car are right on the money for families. I also like the flexibility in the centre console, which can carry more stuff or a couple of cups, as well as the light steering and the good visibility.It works well as a six-seater for people, but they will have to pack light because there is not much space in the tail. Fold the back seats _ one or the pair _ and things get a lot better, but it is never going to rival a Carnival.The Exiga gets marked down for its failings, and because it does not have the pulling power to win most people away from an SUV, but it will work very well for some families. And, at the end of the day, it's still a Subaru.SHE SAYS - with Alison WardI didn't know what to make of the Exiga at first. It didn’t dazzle me with a fast engine or amazing interior design.  So what is this car- an SUV or a people mover? I’m not sure myself, but I think it suffers an identity crisis.Don’t get me wrong, this car is good. It will serve owners well with its six-seat capacity, roomy interior and economical drive.  But body is a bit on the ugly side, reminding me of a gigantic windowed hearse, although inside is better.It’s comfortable and easy to drive.  It handles well, is easy to park and has minimal blind spots.  The entertainment system is the standard easy-to-use touch screen found in the latest Subarus.  So what could this car be good at? It’s all down to the extra third-row seat layout.This allows the Exiga to compete with chunkier SUVs while retaining that smaller car feel. But I cannot figure out why they couldn’t design the second-row seat to include an extra spot This will remain a mystery and a possible deal breaker for some families.  The Exiga will also frustrate families when all seats are taken because there isn’t much boot space left.  Not great for prams, shopping or hiding presents.On value, the leather, DVD player and loads of safety air-bags for less than its rivals makes it worth a look and I hope the Exiga survives.   It’s a ‘bums up’ from me but not sure if it will be for larger families.Score 70/100THE BOTTOM LINE: Good idea, not-so good resultSubaru Exiga 2.5i PremiumPrice: $41,990Engine: 2.5-litre four-cylinderPower:  123kW at 5000 revsTorque: 229Nm at 4000 revsTransmission: Lineartronic Continuous Variable Transmission, all-wheel driveBody: Five-door wagonSeats: SixDimensions:  Length 4740mm, Width 1775mm, Height 1660mm, Wheelbase 2750mm, tracks front/rear 1525mm/1530mmSteering: Speed sensitive rack and pinion power steeringSuspension: Front MacPherson struts; double wishbone rearFuel tank: 65 litresFuel type: Petrol 90-98 RONFuel Consumption: 8.6/100km combinedWeight: 1568kgSpare tyre: Space saver spareBrakes: Anti-skid all-round discsWheels: 17-inch alloysTyres: 215/50 R17Safety Gear: Dual front, side, curtain airbags, electronic stability control, traction control, anti-skid brakes, brake assist, front seatbelt pretensioners, reversing cameraCO2 Emissions: 202g/kmRIVALSDodge Journey 2.7 SXT: 68/100 (from $37,990)Kia Carnival 2.7 EXE: 76/100 (from $33,890)Mitsubishi Grandis 2.4 VRX: 77/100 (from $44,950)Toyota Tarago 2.4 GLi: 75/100 (from $53,250)