Articles by Craig Duff

A more menacing Ghost is haunting the dreams of the uber-rich and Rolls-Royce predicts it will be its most popular vehicle with Australian buyers.The fastback-styled Wraith coupe is being promoted as a driver’s car, a departure from the traditional Rolls line-up where the owner tends to appreciate the ambience from the rear seats. Backing up the looks is the most powerful engine ever installed under the Spirit of Ecstasy mascot. The twin-turbo V12 applies 465kW/800Nm to the rear wheels to give the luxury coupe a 0-100km/h time of 4.6 seconds.The car rides on a shortened and widened Ghost platform and is a visually stunning vehicle. The teardrop silhouette transforms the donor car’s stately sedan looks into a genuinely sporty vehicle. Rolls-Royce Asia Pacific general manager Dan Balmer says the Australian preference for performance vehicles extends even to this rarefied end of the market.“We believe the Wraith will be preferred car in the range and our Australian customers also have a very high uptake of bespoke personalisation,” he says. Bespoke treatments - ranging from the expected custom interior and exterior colours to almost any whim the buyer decrees - will add to the $645,000 base price and extend the delivery time beyond early 2014.Australian vehicles will include a birds-eye camera and satellite-assisted eight-speed automatic transmission. The former is to ensure the Wraith isn’t damaged when parking, while the latter provides a predictive application of gearing: matching the transmission to the terrain and the vehicle’s velocity.The pair of doors are rear-hinged and close with the push of a button while the interior is bedecked in open-grain wood veneer panelling, the “starlight” headliner that uses tiny LEDs to simulate a night sky and a multifunction screen. There is no touchscreen functionality: that might leave “unsightly fingerprints ate driver and passenger eye level” according to the press release.The air suspension has been adapted to provide a more engaging drive when going hard without sacrificing the Rolls-Royce “waftability” that isolates the four occupants from potential jostling on back roads - spilling one’s martini would spoil not just the mood but the acres of leather throughout the cabin. 

Desire drives our buying behaviour. Want something bad enough and we’ll sacrifice and save to get it. Jimmy Choo shoes and Prada handbags sell at a massive multiple of their component costs because people aspire to own them, not because they’re necessarily better-built than their rivals.Expectations are higher in the automotive world, where brand exclusivity and style is assumed to include engineering excellence. Mercedes-Benz has long appreciated that logic and the updated E-Class coupe/convertible epitomises the approach.VALUEThe prestige pantheon has been inverted when Mercedes is priced lower than Audi. Entry to the two-door E-Class range starts at $79,900 for the E200 coupe, ascending to $96,400 for the E250 petrol hardtop, $98,900 for the E250 diesel and $128,900 for the twin-turbo V6 E400.It costs $9000 to lose the roof on the E200, an E250 soft-top adds $10,000 to the petrol’s price and the E400 convertible plumps to the coupe’s cost by $14K. At first glance that’s a hefty premium over the roofed models but it is still cheaper than the rival Audi A5 line-up.The Audi 2.0-litre Audi A5 coupe is $80,900; the comparable convertible is $96,400, albeit with an auto transmission _ which is standard across the Mercedes E-Class line-up. Infiniti leads the price-point battle, with buyers expected to pay $75,900 for the auto-equipped GT Premium or $87,900 for the cabrio. BMW isn’t in this game, given its 6 Series coupe starts at $177,800.TECHNOLOGYSoftware theft is a crime yet Mercedes let the E-Class steal an early lead on a lot of the tech from the yet-to-arrive S-Class flagship. Dubbed the Driver Assistance Plus pack, it is standard on The E250 up (and a $4600 option on the E200). It includes active cruise control, blind spot and lane-keeping assistance.All of those features are integrated with the steering, which will move the car back into its lane if the driver is crossing white lines or about to sideswipe a car.  The sensors and cameras also detect crossing traffic and pedestrians and intervene as required to avoid them.Should a pedestrian hit the E-Class, the active bonnet kicks itself clear of the engine to cushion the impact. Unlike most systems, which rely on an explosive charge, the Benz bonnet uses springs, meaning it can be reset without having to replace anything. A reversing camera, automated parking and infotainment screen with separate views  for the driver and passenger are standard on all models.DESIGNRhinoplasty is usually a case of softening the nose but the face of the E-Class coupe and cabrio is now more prominent. The daytime running lights have been lifted from the air intakes to the headlamp assembly and the double-louvre grille is replaced by a more assertive and solid single strut.The overall effect is to transform the car’s corporate attire to business casual, as befits a two-door grand tourer. The interior tweaks are good, with the exception of the auto transmission lever’s move from the centre console to the steering column. There’s only room for two in the back but they’re genuine bucket seats that will support a an interstate trip.SAFETYThe crash-testing authorities deactivate the Pre-Safe systems that pretension seatbelts and close windows in the event of an imminent crash, so the real-world result is likely to better the simulations. Even so, the car earns a five-star safety rating and 11 airbags soften the blow in the event of a crash.  Its overall score, based on the 2009 launch models, is 34.88/37.DRIVINGSound is synonymous with speed so its absence in the E-Class dictates constant checks of the speedo.  Tyre thrum from the wide, low-profile rubber is a steady murmur at freeway speeds but even then it is relatively subdued. Unlike the engine. The E250 coupe Carsguide tested is a stonking powerplant that launches the car to 100km/h in 6.0 seconds. The Europeans build great four-cylinder engines and this 2.0-litre turbo mill is among the best.The suspension set-up mirrors that performance bias with ride that’s firm and relays the road surface conditions back into the chassis without being jittery. A well-weighted steering wheel rounds off the package, even though the E coupe isn’t intended to be an outright sports car. Its brief is to be a stylish, sophisticated statement that can cover ground quickly, be that interstate runs or trips to the work.Access to the rear doesn’t require a hip dislocation and the ride in the back is as cossetting as the front.  Opt for the soft-top cabrio and there’s around 130kg weight penalty to maintain rigidity in the absence of a roof, along with the a windscreen-mounted air deflector that deploys at 40km/h and an Airscarf neck-warming system. It is a more ostentatious look than the coupe and Mercedes says the split between the two will be 60:40 in the coupe’s favour.VERDICTMercedes has few rivals in this market and, based on the price and performance of the new cars, no competition.Mercedes-Benz E-Class coupe/cabrioletWarranty: 3 years/100,000 kmResale: 57 per centService interval: 12 months/25,000kmCapped price servicing: NoSafety rating: 5 starsEngines: 2.0L turbo four-cylinder petrol, 135kW/300Nm (E200); 2.0L turbo four-cylinder, 155kW/350Nm (E250); 2.1L turbodiesel four-cylinder, 150kW/500Nm (E250 CDI);  3.0L twin-turbo six-cylinder, 245kW/480Nm (E400)Transmission: 7-speed auto; RWDThirst: 6.0L/100km (95RON), 141g/km CO2 (E200, E250 coupe); 6.5L/100km, 151g/km CO2 (E200, E250 cabrio); 4.7L/100km (diesel), 122g/km CO2 (E250 CDI coupe); 7.5L/100km, 174g/km CO2 (E400 coupe); 7.7L/100km, 180g/km CO2 (E400 cabrio)Dimensions: 4.7m (L), 1.8m (W), 1.4m (H)Weight: 1560kg/1710kg (E200 coupe/cabrio); 1600kg/1725kg (E250); 1700kg (E250 CDI coupe); E400 N/ASpare: None 

The sporting prowess of BMW's mid-sized coupe is coming to the fore. The Bavarian carmaker has altered the nomenclature of its popular two-door range to 4 Series to differentiate it in price and performance from the 3 Series sedans and align it with the even-numbered naming convention already applied to the two-door 6 and 8 Series models.  Beyond the name, the ride and handling have been sharpened to match the coupe's edgier looks.VALUEThe 4 has more bang for the buck than the outgoing 3 Series Coupe, reflecting the changes in the market (read Mercedes-Benz's new C-Class). An eight-speed automatic is now standard (a six-speed manual is an option) in place of the six-cog self-shifter and the array of techno-toys is also up a couple of generations.BMW spokesman Scott Croaker says Australia is still determining final spec ahead of the local launch in mid-October. “It'll definitely be loaded with more standard features but I don't expect the price to be too far from the outgoing 3 coupe,” he says. Based on 3 Series Coupe costs, that points to a starting price in the low $70,000s for the 420d, rising to around $85,000 for the 428i and $110,000 for the 435i.TECHNOLOGYThe three engines available at launch are lifted from the 3 Series - a 2.0-litre turbodiesel four; 2.0-litre turbo petrol four and 3.0-litre turbo six. Outputs are unchanged and all engines are paired with auto stop-start and brake energy regeneration to minimise fuel use.The list of options is exhaustive, from Navigation System Pro, which uses a high-resolution display to project the satnav details on the 8.8-inch central display screen and is complemented by a touchpad on top of the iDrive controller that lets occupants write the letters of their destination with their finger. The system uses optical character recognition to read the result and copes well with abysmal handwriting.A Driving Assistant Plus pack adds forward collision and pedestrian warnings, adaptive cruise control, LED headlamps with auto-dipping function, head-up display and a surround-view camera are but a few of the options.DESIGNThis is the best-proportioned BMW in the range. Dropping a low, coupe body over a stretched 3 Series sedan chassis gives the 4 a meaner, leaner stance. The rear track is a full 80mm wider than the 3 Series but it avoids the flared-guard “boy racer” look by gradually extruding the entire rear quarter panel.That width is emphasised by the elongated rear tail lights and the front air intake that extends across the car's nose. The vents - officially known as Air Breathers - just behind the front wheel arches have a Jaguar-esque look that BMW says is the optimal design to lower drag around the wheel arches.The air intakes adorning the front apron are likewise reminiscent of the Benz “A-wing” and similarly reflect the latest aero efficiency, rather than being derivative. Inside, the regular 3 Series layout is lifted by a full leather interior. Rear legroom is more than adequate for lanky adults, though 180cm-up passengers will need to slouch to avoid their hair brushing against the tapering roofline.SAFETYNo one has crashed the 4 Series yet so it doesn't have an ANCAP rating. Given it is based on the 3 Series, it's safe to assume a five-star result. Six airbags are standard fare and the inherent safety of the brakes and suspension are reinforced by a range of optional software designed to protect the car, its occupants and other road users.DRIVINGThe 4 Series coupe is all the sedan aspires to be, minus a rear seat. The handling - on the 435i launch cars fitted with the adaptive suspension that can be set for comfort or sport - is as crisp as a fresh-cut chip. Put that down to revised suspension and an extra brace from the front suspension mounts to the body to help keep the wheels flat and on track.As the car rolls over the pockmarked cobbled roads of a Portugese village the most noticeable sensation is a muted thrum from the low profile 19-inch tyres. That level of insulation continues over a variety of road surfaces and while Australia's coarse-chip bitumen will be more demanding terrain, it shows refinement hasn't been sacrificed to achieve a sporty drive.There's no more power from the trio of engines it shares with the 3 Series but there doesn't need to be - even the 420d will hit 100km/h 7.3 seconds after launch, while the 435i does it in 5.1 seconds. All-wheel drive models will be sold overseas with BMW's xDrive moniker but Croaker says there is no plan to bring them to Australia “at this stage”.VERDICTThe coupe has the looks and the legs to be a stunningly good proposition.

Twenty per cent more grunt than a Commodore SS is a "good first effort" as Walkinshaw Performance starts to unleash the potential of the new VF range. The W310 - yes, that'd be kiloWatts - is the first "W Series" pack but certainly won't be the last.  WP general manager Tony Harris won't be drawn on

Renault has finally gotten a handle on what Australians want - and has launched a GT-Line variant of the Meganes to give to us. The hatch and newly introduced wagon join the line-up as part of a mid-life upgrade and prioritise driver involvement over vehicle acceleration.What they miss in a straight line they more than make up for when the roads start to twist and tighten. Toss in a decent ride over broken surfaces and it’s easy to see why Renault Australia expects the GT-Line to give the Megane a decent kick in sales.VALUEEntry to the GT-Line club starts at $26,490 for the 2.0-litre petrol hatch with a better-than-average continuously variable transmission. The 1.5-litre turbodiesel with a dual-clutch automatic is another $2500. Step up to the leather-clad interior of the GT-Line Premium Pack versions and the petrol model is $29,990; the diesel $32,490. Wagon versions of all models attract a $1500 premium over their hatch counterparts.GT-Line versions are easily identified by the honeycomb front grille flanked by boomerang-shaped daytime running lights, 17-inch alloy wheels and a revised chassis and suspension tune.  Beyond the “Cool Grey” heated leather seats, the Premium Pack adds a sunroof, reversing camera with overlaid guidelines and driver assistance software.TECHNOLOGYThe drivetrains carry over, making the Visio software the biggest innovation in the facelifted Meganes. The system uses windscreen-mounted cameras to scan the road ahead and will automatically switch the headlights from high to low beam if it detects approaching lights, the tail-lights of a car ahead or street lights indicating the vehicle is in an urban area. The system includes a lane-departure warning chime if it detects the Megane is starting to cross the white lines.DESIGNThe Renault exterior has aged well and still looks contemporary from any angle. It’s a different story inside where the layout has some obvious shortcomings against its competition - including a marked absence of cupholders. The single drinks stowage spot nestles at the front edge of the centre console, meaning tall bottles, or large cups of coffee, can block access to some of the sound system controls.The sound system itself has been overhauled and is operated with a logical joystick/button setup between the seats, rather than the in-car remote seen on earlier versions. The seats are wonderfully comfortable but the pedals are slightly offset to the right. It isn’t huge and drivers adjust within moments. The steering wheel adjusts for reach and height but Carsguide suspects the inclined instrument panel may be prone to reflections with the sunroof open. A road test will tell. Rear legroom is modest to the point not many adults will be prepared to spend much time down back. That’s common in the small-car segment so it’s more of a caution than a criticism.SAFETYRenault stacks up well on the safety front. ANCAP rates it a five-star and it earned a score of 35.83/37, with the local crash-testing authority noting of the offset test: “The passenger compartment held its shape well. There was a slight risk of serious chest injury for the driver”.  Six airbags are standard and the fundamentals - steering, chassis and brakes - are good enough to avoid most problems in the first place.DRIVINGThe driving experience has been as sharply honed as the price on the GT-Line Meganes.  The chassis and suspension are tauter than regular models without losing the ability to absorb smaller bumps. The steering has always been a Megane highlight and that continues, with a well-weighted heft and precise feedback on what the front wheels are doing. The focus is on handling rather than outright power, so it shares its engines with the rest of the range. The naturally aspirated 2.0-litre is the straight-line hero but a 0-100km/h time of 10.3 seconds shows it isn’t a hot hatch (the wagon takes another 0.3 of a second).The engine is matched to a continuously variable transmission that doesn’t exhibit the dreaded drone unless the pedal is to the floor. The 1.5-litre turbodiesel is the pick of the engines and has a better engine note than most oilburners when underway and there’s only a hint of diesel clatter when the engine is cold and idling. The dual-clutch auto can hesitate on take-off and occasionally slurs when chasing a higher or lower cog with the foot down. Less enthused driving is its preferred mode and in those conditions it is hard to fault. Natural rivals include the better-sorted cars in the small-car class such as the Ford Focus and Mazda3.VERDICTThe GT-Line Meganes are for drivers who value on-road dynamics without wanting to break the sound barrier. It’s a smart formula on our over-restricted roads and is at least a match for the local suspension tuning that has earned accolades for the South Korean carmakers.

Light cars used to be the second car, the one that'd begrudgingly be taken to the supermarket when the real car was out. Not anymore. Light cars now make sense as the sole vehicle for city dwellers without kids - they're easy to park, will carry four adults in varying degrees of comfort and don't cost a fortune to fuel up.The rush to downsize means more than one in 10 cars sold today is from the light category. Carmakers have responded to that growing market with more standard gear at lower prices. They also understand a positive first experience could get you back to the dealership for your next vehicle, so you won't be ignored for looking at the “cheap” cars.They will try to upsell you into a higher model, though, so beware of alloy wheels and dual-zone aircon if steel rims and a power window is all you need. The average cost of the light cars in this field - entry level autos - is just north of $17,000. The Volkswagen is the dearest at $19,490 and is the only car here to demand premium unleaded petrol. It also feels to be the best built, but all of these cars are sturdy, reliable transport. Budget buyers should consider the Mitsubishi Mirage if outright performance isn't an issue. It costs $15,290, is the cheapest to refuel and annual servicing costs are just $250. The Mazda2 proves this segment isn't entirely price-driven. The little hatch leads the sales field this year, followed by the Toyota Yaris and Hyundai i20.They're not the cheapest cars to buy or run but they have a reputation for reliability and value that - at least in the case of the Mazda2 - has it campaigning strongly despite its age. Honda's Jazz has the best resale of this bunch, reflecting the brand's (slowly waning) reputation for producing better-built vehicles. The Barina is the thirstiest, needing 7.3 litres to travel 100km. That's half a litre more than the Mazda2.Carsguide has used the national average of $1.49.4 for unleaded petrol and added 8 for the 95RON fuel needed to keep the VW on the street. We have each car travelling 15,000km a year for three years. Price: from $17,290Residual value: 48 per cent $8299.20Servicing: $780 ($260 first year)Thirst: 6.3L/100km $4235.49   Price: from $17,490Residual value: 46 per cent $8045.40Servicing: $840 ($280 first year)Thirst: 6.1L/100km $4090.05   Price: from $17,990Residual value: 46 per cent $8275.40Servicing: $740 ($246.67 first year)Thirst: 7.3L/100km $4907.79      Price: from $15,240Residual value: 45 per cent $6858Servicing: $750 ($250 first year)Thirst: 4.6L/100km $3092.58   Price: from 17,690Residual value: 48 per cent $8491.20Servicing: $1284 ($398 first year)Thirst: 6.2L/100km $4168.26   Price: from $17,440 (Neo)Residual value: 48 per cent $8371.20Servicing: $1949 ($599 first year)Thirst: 6.8L/100km $4571.64   Price: from $17,990Residual value: 55 per cent $9894.50Servicing: $1711.58 ($537.42 first year)Thirst: 6.6L/100km $4437.18   Price: from $19,490Residual value: 50 per cent $9745Servicing: $1085 ($347 first year)Thirst: 6.0L/100km $4249.80   Price: from $18,590Residual value: 50 per cent $9475Servicing: $567 ($189 first year)Thirst: 5.9L/100km $3966.57   Price: from $18,290Residual value: 42 per cent $7681.80Servicing: $841 ($239 first year)Thirst: 6.3L/100km $4235.49  

Every young boy dreams of being able to fly and driving a race car. The Ferrari F12 Berlinetta realises both ambitions.It is — until the launch of the hybrid La Ferrari — the fastest Prancing Horse in the road-registered stable, hitting 200km/h in 8.5 seconds, or less time than most cars take to hit 100. It defies supercar conventions by being smaller and cheaper than its predecessor, the 599 GTO. And if grandma keeps the tacho under 4000rpm and has a light right foot, she can safety drive it to the shops.A lot more car for a lot less money should motivate potential owners to at least test drive the F12 — and the first example landed in Sydney last week.The $691,000 sticker price undercuts the 599 GTO by $200,000. That makes cheaper than a Lamborghini Aventador — though still more than double the cost of a pair of Porsche 911 Carrera 4Ss. Standard gear runs from carbon-ceramic brakes to a Bose sound system, voice activation of the stereo and phone, satnav, magnetic suspension damping and a massive boost to the occupants' egos.Where do I start? As the Ferrari flagship, the F12 gets the latest and greatest toys the Maranello masterminds can conceive.Engineers took the 6.3-litre V12 of the FF, gutted it and fitted lighter and stronger internals. Many components — carbon-ceramic brakes, traction control and seven-speed dual-clutch auto transmission among them — are evolutions of Ferrari's F1 technology.The spaceframe chassis uses 12 alloys, with key components fashioned from aeronautical-grade metals for their lightness and strength. Ferrari doesn't use structural carbon fibre in the F12, arguing the relatively big distancesF12 owners clock up make alloy a more practical choice if the car needs to be repaired. Weight distribution is 46:54 front-to-rear, a momentous achievement given the F12's engine is front-mounted, even if most of that weight sits behind the front axle.It looks stunning from any angle but the shape of the F12 is determined by fusing style and stability. The signature elements — the bonnet vent, the "aero bridge" channels above the front wheel arches, the side scoops and the multi-vaned rear diffuser — have been designed using computational fluid dynamics to meld aerodynamics with aesthetics.Slip into the enveloping driver's seat and the big central tachometer dominates the view, flanked by a pair of TFT screens. The left display toggles through various readouts on the car's dynamics and shows which performance setting has been chosen from the steering-wheel mounted knob Ferrari calls a manettino.Each of these displays includes a small digital speedo in the bottom right corner. It's clear at constant velocity but dissolves into a whirl when the go pedal is pushed. The right screen is reserved for the satnav and infotainment displays and is relatively small, but high-res. An alloy bridge (carbon fibre is an option) arcs from the dash to the centre console and houses a trio of buttons; one to select reverse gear, another to engage full auto and a third simply marked "launch".There are no stalks behind the wheel — Ferrari doesn't want anything getting in the way of the paddle shifters — so the ancillaries are in the dash or, in the case of the indicator switches, mounted on the steering wheel hub.Life will never be the same again. A leisurely jaunt towards the hills above Maranello shows just how tractable and easy to operate the F12 is in traffic. Then the road clears and starts to twist and climb so I use the last decent straight to brake test the Ferrari and learn how it stops before plumbing the Marianas Trench-like depths of car's abilities.The pedal travel is longer than anticipated, so I abort for another go. This time the carbon ceramic discs are warming to the task. They display brutal efficiency. The seat belt is the only thing stopping me from splattering the inside of the windscreen and I still haven't activated the ABS. I've ridden in a couple of race cars that haul up quicker but that was accompanied by tortured protests from the brakes and squeaks from the chassis. The F12 is serene.Time to get serious. Switching the manettino to "CT" dispenses with the traction control but leaves the reassurance of ESP to ensure the F12 doesn't become a scenic feature. The corners are calling a siren song and the F12 launches at the first with all the intent of Odysseus going overboard.The steering is quick — two turns of the wheel take it from lock to lock — so incremental adjustments are the only way to play. A gentle throttle application metres before the apex to get the car to build up pace almost proves my undoing. Much like the steering, there is no delay in power application in the F12, as the quick twitch of the rear end and twin spires of smoke in the rearview mirror attest. So it's not just fast, it forgives average drivers who overstep the mark.I'm now more skittish on the broken Italian bitumen than the car is. It translates every undulation into steering and chassis feedback but at the speeds the F12 is doing, that's more sensory input than most people can react to, especially when the driver is enduring a high-speed "massage" as the car rocks and thumps over bitumen that would make Aussie road repairers proud.It dispenses with straights like a charging cheetah and devours corners with the same relish. Concentration must be absolute — you anticipate reference points because the closing speed means non-race drivers will overshoot them.Gradually I find a rhythm and the next 12km are a succession of increasingly high lateral G-forces and faster entry and exit speeds. Grip taxes credibility — unless you are in the car it just can't be appreciated. I pull up with a shuddering chest and sweaty palms, calm down and repeat the exercise for 120 minutes of driving nirvana that will take some beating.If your child has an interest in cars but isn't trying at school, pay for a ride in an F12. If that doesn't transform them into wannabe millionaires, adopt new ones, because they're a lost cause.Those who can afford the F12 Berlinetta will be rewarded with the best combination of supercar performance and daily driver I've had the privilege of steering. The rest of us will have to dream on.

A3 product head Frank Hermann revealed at this week’s global sedan launch that a cabriolet will round out the range and will share the sedan’s edgy styling. “The car will debut at Frankfurt and it will launch in Europe in February or March," he tells Carsguide in Hungary. “Like all of the A3s, the cabrio proportions are right. It will be based on the A3 Sportback but the body has been taken from the sedan.” He makes the distinction because, despite the joint drivetrains, not one exterior panel is shared between the five-door hatch and sedan. Hermann oversaw the development of the A3 range and says the cabrio is a huge step up from the outgoing car. “The last A3 was designed eight years ago and we have come a long way since then,” he says while noting the lightness and strength of the modular MQB chassis that underpins all new compact cars in the VW Group stable has been a major asset in improving ridigity of the roofless model. “Flex is always an issue with a cabrio but the (MQB) platform has given our engineers a head-start in this area,” he says. “It will share drivetrains with the other A3 models and, as you have seen, they are strong engines with good character. The interior is also important for cabriolet buyers - they want high-quality - and we have this also.” Hermann adds there are no plans to develop an A3 coupe to compete with the Mercedes-Benz CLA and BMW 1-Series “at this time”.  

Being first isn’t always best but the move is likely to pay off for Audi as it sets the pace in the prestige compact sedan. The A3 might lack the dynamics of a BMW or Mercedes-Benz - and that’s yet to be established, given its rivals haven’t hit the streets yet - but Audi research shows premium compact sedan buyers invest in style and brand.The A3 sedan backs that up with build quality and on-road manners to tempt potential owners behind the wheel and keep them there.VALUEA $3000 premium over the comparable A3 Sportback models adds a 425-litre boot and a similarly large lift in style. Local prices haven’t been finalised - the cars won’t land here until January or February - but expect prices to start around $38,600 for the 1.4-litre petrol that will be sold in Attraction specification, rising to $45,600 for the 1.8-litre petrol and 2.0-litre turbodiesel in the higher Ambition spec.The dual-clutch S-tronic transmission is the default option, with six or seven gears; a six-speed manual is a no-cost special order. Sitting behind the wheel, the car feels more expensive and expansive than the price suggests, to the point potential A4 buyers may decide they can do with marginally less space. Standard gear is fairly basic at this level but Audi has bundled its best features in a variety of packages that cost from $2000-$3000.TECHNOLOGYCylinder deactivation flows to the compact class in the base 1.4-litre petrol launch engine (the same size engine without deactivation will arrive next year). It’s a clever approach that uses camshaft sleeves with two different profiles.When the engine is under low load and running at 1000-4000rpm, the sleeve rotates to avoid activating the valves on two cylinders Audi says it trims fuel use by 0.4 litres/100km and shut down is all but imperceptible, with a tiny jolt when the driver accelerates and the cylinders kick back in.Weight savings are evident across the range and in every area of the car, from an aluminium bonnet to the alloy crank. Audi continues to turbocharge all engines to satisfy power/economy targets to the point even the 1.4 is capable of axle tramp on a wet road yet officially uses just 4.7 litres/100km.DESIGNAudi has gotten kinky and it transforms the A3 sedan into the edgiest-looking sedan in its range. The sharp crease-lines typical of the brand now extend into three dimensions - the shoulder and character lines aren’t creases so much as extruded edges and it gives the profile a genuinely sporty look.Flared guards with a recessed rim enhance the effect. The back is just as distinctive - identifiably Audi but with more character than other models. The VW Group’s MQB chassis let the engineers trim the front and rear overhangs and the body is wider and lower than the five-door A3 Sportback.The interior is at least a match for the quality seen in the larger, more expensive, and supposedly more luxurious A4 sedan. All surfaces are soft touch or hi-gloss contrast inserts and the tactility of the switchgear, from the vents to the electronic park brake is as good as you’ll find in any vehicle.The seats are supportive and a pair of 180cm adults can sit in the front or back, though the centre rear seat doubles as the ski port, so it is hard on the back and will be uncomfortable after more than a couple of blocks.SAFETYThe A3 is a five-star car and the sedan is a step up on the Sportback. Gas-charged struts pop the bonnet to counter ANCAP noting the already-released Sportback poses a potential risk to passengers. Seven airbags are standard, though buyers will pay around $1990 for the advanced safety systems such as adaptive cruise control, lane departure and blind spot warnings.A reversing camera isn’t standard - it is paired with the MMI Navigation Plus package that extends the pop-up infotainment screen from 5.8-inches to 7-inches and adds satnav and auto-parking software. The package is expected to match the $2990 cost on the Sportback.DRIVINGA patchwork of repaired potholes and distinct wheel track ruts make the Hungarian back-roads close to Australian country conditions and the compact sedan shines. The ride is expectedly firmer than Asian cars without being harsh and will only be improved when Audi releases its optional magnetic dampers soon after the car’s local launch.It handles like a small car but rides like a mid-sized sedan and even in the back seat there is little perception of body roll or pitching. Wind noise is subdued but Carsguide suspects the optional low-profile 19-inch rubber fitted to the 1.8-litre petrol car will generate some tyre noise on our coarse-chip bitumen.The steering is light and direct but lacks the feedback of its German rivals, so cornering is based on visual rather than visceral stimulation. The 221kW S3 sedan should arrive in March to satisfy four-ringed fans who want more driving dynamics. A quattro system for the regular 1.8 model will be available at launch for those who want to take advantage of the ski port in the rear seat with trips to the snowfields.VERDICTAudi needs something special to take on the Mercedes-Benz CLA and the still gestating BMW 1 Series sedan. The A3 is that car - at least for those who want a premium sedan that performs but aren’t too bothered about buying a pseudo sports car.Audi A3 sedanPrice: from $38,600 (est)Warranty: Three years/unlimited kmCapped servicing: NoService intervals: 12 months/15,000kmSafety rating: 5 starsEngines: 1.4-litre turbo 4-cylinder, 103kW/250Nm; 1.8-litre turbo 4-cylinder, 132kW/250Nm; 2.0-litre turbodiesel 4-cylinder; 110kW/320NmTransmissions: 6-speed manual, 7-speed dual-clutch auto, FWDDimensions: 4.46m (L), 1.8m (W), 1.42m (H)Thirst: 4.7L/100km, 109g/km CO2 (1.4), 5.6L/100km, 129g/km CO2 (1.8), 4.1L/100km, 107/km CO2 (2.0)Weight: 1250kg-1315kgSpare: Space-saver

The Ghibli will put the wind up Maserati’s luxury large car rivals when it lands in Australia late this year. Most Carsguide readers will only dream of owning a $200,000 car but as the entry model for the range the Ghibli is expected to account for annual global sales of 25,000 by 2015- four times the entire number of cars the company now sells.It has the luxury and performance to satisfy owners, even if it isn’t (yet) fitted with a V8. Just as importantly, it looks different to the crop of German cars that dominate the segment.VALUEThe numbers game puts the Ghibli up against the Mercedes CLS and BMW 6 Series Gran Coupe. It will be more expensive than its German opposition but will add badge exclusivity its rivals can’t match. Standard equipment includes bi-xenon headlamps, an eight-speaker sound system, eight-speed automatic transmission, a reversing camera and powered leather seats with inbuilt heaters and fans. A 3.0-litre turbodiesel will be the starter engine, with a pair of twin-turbo V6 petrols turning up the wick on price and performance.DESIGNA smaller, tauter version of the Quattrporte can’t be a bad thing. It looks more aggressive, too, with the curved bonnet and pronounced wheel arches giving it a predatory stance. Boot space and rear leg room is down on the QP but will still accommodate enough luggage to carry four adults, providing they aren’t all basketballers. Scalloping the back of the front seats would help here without.Despite sharing the Quattroporte’s chassis and drivetrain, the Ghibli’s track is wider and the reduced length - it is almost 30cm shorter - makes it more engaging to look at and drive. The 8.4-inch touchscreen effectively divides the dash into driver and passenger zones and the smell of Italian leather pervades the cabin.SAFETYSeven airbags and enough structural alloys to build an office block should ensure the Ghibli stands if it is involved in a collision. The car is also built without any electronic aids. Only when Maserati is satisfied with the inherent stability of the vehicle does it move to install the electronic aids. Toss in a 50/50 weight balance and there are few reasons why the Ghibli will venture off the bitumen.DRIVINGThe base twin-turbo V6 petrol is a convincing car, despite having “only” 243kW and 500Nm. It hits 100km/h in a claimed 5.6 seconds and stops from that speed in 36m. A ZF eight-speed automatic works well and the engine barks and fizzles on over-run up and down the cogs.Gearchanges in manual mode have to be performed using the alloy paddle shifters and they’re fixed to the steering column rather than moving with the wheel. Ferrari uses the same system based on the principle it saves drivers having to remember which shifter is which when the wheel is cranked over mid-corner. The absence of cabin noise - at least on the Italian roads chosen for the international launch - makes it a genuinely serene environment. The balance superb and the adaptive suspension markedly stiffens up the ride, though it comes at the expense of occupant comfort. It is far more supple in normal mode but can then be caught out by unanticipated ripples or potholes at high speed.The higher-spec V6 wasn’t available at launch in rear-wheel drive guise and Australia won’t get the AWD system. For those who prefer to lubricate their social conscience by buying an economical luxury car, the diesel will arrive early next year.VERDICTThe Ghibli is a great car at a good price and will give luxury car buyers a more exclusive option without a major price premium. It still needs a V8 to satiate our preference for hi-po luxury cars and give the range a halo car.Maserati GhibliPrice: from $195,000 (estimate)Warranty: 3 years/unlimited kmCapped servicing:  NoService interval: 2 years/20,000kmSafety: not rated; seven airbagsEngine: 3.0-litre twin-turbo V6, 243kW/500NmTransmission: 8-speed auto, RWDThirst: 9.6L/100km, 233g/km CO2Dimensions: 4.97m (L), 1.95m (W), 1.46m (H)Weight: 1810kgSpare: Space-saver