Articles by Craig Duff

Tradition goes out the window in terms of the BMW 125i five-door hatch. It looks and drives like a Beemer but if buyers can restrain themselves on the options list it doesn't cost prestige prices.And it goes harder than a Golf GTI while using less fuel. I'd pay the $5000 premium over the VW just for the look on the "hot-hatch" drivers' dials as the regular BMW takes them down.VALUEPrestige carmakers are pushing hard on the top-end of the mainstream market. The 125i starts at $45,700 for the six-speed manual. That's just $100 dearer than the comparable Audi A3 - and Mercedes is about to join the fray with the A-Class. Talk about spoiled for choice. In the case of the BMW standard equipment includes rear parking sensors, auto lights and wipers, fog lights, dual-zone air conditioning and Bluetooth connectivity. The eight-speed automatic adds $3077.TECHNOLOGYAdaptive cruise control is the headline act here. Autonomous emergency-braking systems are the next big thing in vehicle safety and the BMW will auto-brake if the driver doesn't detect the car ahead slowing down. The auto stop/start system in the manual relies on the driver flicking the shifter into neutral and the engine restarts as the clutch is depressed.The engine itself is a turbocharged 2.0-litre that uses an official 6.6 litres/100km, or 6.4 litres for the auto. In both cases it's dependent on drivers leaving the "Driving Experience Control" switch in Eco-Pro mode. Go for Sport and fuel economy rises on a p ar with the throttle response.DESIGNThe only compromise the 1 Series hatch makes to its BMW heritage is the departure with the signature ribbed tail-lights. The side view is still demonstrably Beemer - and no one is going to mistake the kidney grille, even if it does look squashed relative to the 1 Series sedan or 3 Series models.Nitpickers will notice the plastics aren't as plush as they are on the dearer BMWs but for someone new to the brand, it's still a classy seat at the prestige table. Back seat space isn't limo-like but few 1 Series buyers are going to be chauffeuring captains of industry around town. For the occasional 180cm-plus passengers, it's far from intolerable.SAFETYEuroNCAP has bestowed the top five-star rating and all models are fitted with six airbags and the expected brake-related software systems. Pedestrian safety is reasonable, though the leading edge of the bonnet was criticised but occupant protection for adults and infants rated highly.DRIVINGFront-drive cars are so capable these days that it's easy to forget why rear-drive cars are still the pick for driving enthusiasts. The 125i resets the memory to the days when letting the back step out slightly was the preferred method for setting up corners. Being able to steer the car with the wheel and throttle is a skill that's actively discouraged from being taught today, but it is remains the most entertaining way to experience a performance car.And that's what the 125i is, as shown in the 0-1 00km/h time of 6.4 seconds. That acceleration is matched by Servotronic steering that's light in the city and responsive on the open road, the brakes like mini anchors and butt-hugging seats that are as good as you'll find at this price. Road noise - from the engine and the tyres - is higher than I'd have hoped for and that's exacerbated by the fact the engine, while it hauls hard across the rev range, doesn't have the accompanying aural note of a performance vehicle.VERDICTThe BMW 125i doesn't look like a sports car, but it does go like one. The fact it'll take the weekly shopping for a young family - along with the kids - puts it up there with the Golf GTI as a car I'd be happy to park in the garage. It's hard to argue with practicality and performance at this price.BMW 125i hatchPrice: $45,700Warranty: 3 years/unlimited kmService Interval: 12 months/15,000kmSafety: 6 airbags, ABS with EDB, TC, ESC CRASH RATING Five starsEngine: 2.0-litre turbo four-cylinder, 160kW/310NmTransmission: 6-speed manual, 8-speed automatic, rear-wheel driveBody: 4324mm (L), 1765mm (W), 1421mm (H), 2690mm (WB)Thirst: 6.6/100km, 154g/km Co2

Buying artwork is generally an emotional experience. The same logic applies to the Mercedes-Benz SL roadster: there's no rational need to own one, particularly as most SL buyers already have an S-Class or CLS (or both) in the garage. If money isn't an issue, the feel-good factor certainly is and few cars in the three-pointed star's stable make drivers.In the rarefied strata of SL candidates, six-figure sums don't mean much. It's the perception - their own and others - that matter. The SL350 starts at $225,000; the bi-turbo SL500 is $304,500. Only early adopters will pay those prices - most buyers will spend more to dip into the "designo" catalogue and customise their car.When the AMG variants arrive later this year, the SL63 will hit showrooms at $381,500; with the V12-powered SL65 at $446,500. You can't sleep in an SL but owners don't need to dream - it's already been realised.If you have a fancy, these cars have a feature for it. Take the top off and the electric draft stop, airscarf neck ventilation and heated ensure the enhanced view isn't sullied by wind. And the windscreen wiper sprayers are mounted on the blades and, with the top down, discharge on the downward stroke to ensure the no mist hits the occupants.The sub-woofers in the Harman Kardon sound system are built into the alloy chassis, literally transforming the car into a boom-box that will drown out any techno-beats from the adjacent lanes. Reach your destination with the top down and a button in the boot - which opens and shuts with a wave of the foot under the rear bumper - lifts the stowed roof to give access to the luggage.Where the SLS is sculpted for sport the SL's silhouette is all style. This is the marque's longest-running and most treasured nameplate - it's been around for nearly 60 years - and the designers have the unenviable task of creating a contemporary interpretation of a classic design. The proportions are key - long bonnet, humped cockpit and truncated tail.That said, every successive model has grown in size from the original SL300 Gullwing and the latest roadster is a mid-sized car at 4.6m long. The inside should put a smile on owner’s dials, from the scalloped seats to the standard of the stitchwork on the dash and the choice of three ambient interior colours that are housed in fibre-opted channels around the interior.Every acronym in the Mercedes range has been shoehorned into the SL but they should be superfluous, given the car's basic driving dynamics. Recycled aluminium has lifted 110kg from the body's weight - only the A-pillars are steel to improve rollover strength - and the car is noticeably lighter changing direction.The SL350 comes with six airbags, a drowsiness-detection feature and an active bonnet to protect pedestrians. Step up to the SL500 and there's adaptive cruise control, blind spot and lane-keeping assistance, tyre pressure monitors, “Pre-Safe” software that prepares the car for an imminent collision and a reversing camera.The SL takes refined ride to a new dimension. Set the adaptive damping to comfort and there's very little jostling over broken roads. Flick the switch to sport and every crease on the bitumen can be felt through the chassis. Acceleration should be measured in G-force, not seconds - though for the record the SL500 hits 100km/h in 4.6 seconds; the SL350 does it in 5.9 seconds.The scary part is both cars are more impressive in roll-on urge - and the AMG variants will up the ante again. The only criticism Carsguide can find is the electric steering is precise to the point of being over-engineered: it doesn't give the on-the-edge feedback of genuine sports cars. That'd be the SLS's role, then. In all other aspects, from driver comfort to noise suppression - top up or down - it justifies the expense. And the look-at-me factor is priceless.Mercedes Australia sold around 1000 of the fourth-generation SL and CL models. That figure grew to 2000 for the fifth-generation, which included the SLS.

There's something special about a car that flatters ordinary drivers, then shakes its tail at them - rather than shake them into the scenery - when they near the limit.Such a car is the Porsche Boxster S; a genuinely sporty two-seater with the bonus of a soft-top for the summer cruising, sans any hint of the dreaded scuttle shake. The Boxsters are the "affordable" Porsches but they don't disappoint for anyone who has grown up salivating over the iconic sports car and can finally afford to put down a deposit.VALUEMoney talks - fire up the AC/DC song in the 10-speaker Bose sound system and then fire the Boxster at the nearest twisties, or down the nearest boulevard. Both are good, if different reasons. Few cars with the Boxster's open air pose value have a chassis capable handling a tortuous, off-camber corners.For that reason alone, the Boxster S is worth the $133,800 starting price - and I'd willingly tick the $7K option for the seven-speed PDK dual-clutch gearbox.  Ego is one thing, facts are another and very, very few people can shift as quickly as this semi-automatic transmission, or blip the throttle on downshifts to elicit a head-turning pop.TECHNOLOGYThe new Boxster is bigger, wider and lighter than its predecessor. A mild rework of the 3.4-litre flat six produces incremental gains in power ... but the chassis is now more capable of handling more right foot, more often.  The interior is more 911-esque than before ... and that's a good thing. The PDK semi-auto gearbox is best-in-class and the brakes are eye-bogglingly effective.DESIGNThe larger footprint makes the Boxster a better-looking car. The fabric roof is well insulated, but this is a sports car, not a wannabe luxury roadster, so there's always some engine and tyre noise. If you're looking for luxury and insulation, buy a Merc SLK or a BMW Z4. The Boxster's top drops in a stripper-esque nine seconds - and the act can be performed at speeds up to 50km/h - which is when the exhaust note from the centrally mounted twin pipes can really be appreciated.There isn't much to complain about inside, either - once drivers familiarise themselves with where the switches to stiffen up the suspension and engage the engine's Sports Plus mode,  it's all a grin-inducingly intuitive process. The paddle-shifters are mounted into the steering wheel, not behind it, which makes mid-corner shifts just as thoughtless.SAFETYPorsche performance is allied with physics-defying brakes - they are frighteningly effective for a passenger not anticipating being suspended in their seat belt. Both front and rear are four-piston set-ups, with 330mm front discs and 299mm rear rings.They look awesome inside the lightweight 20-inch rims (a $3390 option above the standard 19s) and, together with ABS/EBD/ESC software and a chassis that's tighter than a corporate accountant's purse strings, represent all the safety you need.The Porsche Active Stability Management takes things to another level - for another $3390. Six airbags will cushion the impact - but not your grief - if things go wrong.DRIVINGLight weight and an engine with more go than a Red Bull-infused raver are a recipe for licence-losing entertainment. Do yourself a favour and book a track day - it's far and away the smartest way to find out how well this Porsche handles. If you must do it on public roads, pick one with a 100km/h limit and lots of 35km/h or lower advisory signs.The Boxster S sits flatter than any other two-seater in this price range and hangs on like a freestyling rock climber no matter the speed. The leather-accented interior and chrome highlights inside are irrelevant once the Boxster S is out of town - it's all about the steering wheel that feels like it's caressing the road and the pair of pedals that provide fore and aft momentum. Laugh like the Joker - that flat six will drown it out anyway.VERDICTThe Boxster S may well have displaced Cayman as the best value-for-money Porsche on the market. If price isn't an issue, it is ultimately not quite as agile or fast as its more expensive siblings but exploring the nuances of those lofty limits isn't possible on Australian roads anyway. That makes the Boxster a Porsche-badged bargain.Porsche Boxster SPrice: $133,300 (auto adds $5300)Warrenty: Three years/100,000kmResale: 69 per cent (three years, Glass's Guide)Service Interval: 12 months/15,000kmSafety: Six airbags, ABS, ESC, TCCrash Rating: N/AEngine: 3.4-litre flat six-cylinder, 232kW/360NmTransmission: Six-speed manual, seven-speed dual-clutch auto; rear-wheel driveThirst: 8.8L/100km, 206g/km CO2 (manual); 8.0L/100km, 188g/km CO2 (auto)Body: 4.37m (L), 1.8m (W), 1.28m (H)Weight: 1395kg (manual), 1425kg (auto)Spare: Tyre inflation kit

Turning up to the party in old clothes rarely makes a good first impression but the Opel Corsa has no choice. The brand has arrived in Australia and has to launch with the cars already on sale in Europe.The Corsa is a car that first rolled off the production line in 2006 and despite a nose job and suspension update in late 2010, the interior is right down there with the Nissan Almera. Except it's $2000 more. And that does few favours to the pretender to VW's throne as an aspirational mainstream brand.VALUEThe Corsa starts at $18,990 with a five-speed manual mated to a 1.4-litre four-cylinder engine. The four-speed auto adds $2000 and a tech pack, that adds adaptive and automatic halogen headlamps, rear park sensors, a self-dimming rearview mirror and rain-sensing wipers is another $1250.Standard gear includes cruise control, keyless entry and 16-inch alloys, along with Bluetooth connectivity. USB/iPod inputs have also been added to model year 2013 cars, in another sign the Corsa is playing catch-up with the VW Polo 77TSI and Ford Fiesta LX, both of which kick off at the same $18,990 price and come with more modern interiors. Opel does include fixed fee scheduled servicing ($249 a hit) for the first three years or 45,000km, though.TECHNOLOGYWhen you're trying to kick goals in the light car class, age does weary you. The Corsa's chassis is solid enough and the "FlexFloor" boot is a smart piece of kit but that's about it for the baby Opel. The Bluetooth system doesn't stream audio and the infotainment display, while it has plenty of features, is presented in an orange monochrome that certainly won't be highlighted by the sales staff.DESIGNThe exterior is conservative, especially when parked alongside newer vehicles. The lines are simple but effective - functionality is at the fore in what is a smartly packaged light hatch. Rear seat leg and headroom is good enough for occasional adult use and more than up to the task of transporting young teens. There aren't enough storage spaces in the interior compared to its more modern rivals ... but there's a new Corsa on the way in 2014, at which point it should jump back to near the top of the heap.SAFETYEuroNCAP gave the Corsa a five-star rating for adult protection when it was tested in 2006, though it hasn't been crashed locally. European engineering ensures the basic structure is well designed and put together. The brakes - front discs and rear drums - are competent and linked to the ABS software with traction and stability control. Six airbags soften the blow if things go wrong.DRIVINGAs basic transport the Corsa doesn't disappoint... but it doesn't excite, either. Sprinting from rest to 100km/h takes a lethargic 13.9 seconds in the manual, reflecting the lack of torque from the 1.4-litre engine. Carsguide can't see the $2000-dearer four-speed auto version doing any better. The electric steering is direct, though it favours lightness over feedback.And that doesn't inspire confidence to push through corners, despite the chassis and suspension keeping the car tidy even on roughed-up roads. The false-floor hatch set-up is a smart addition, but it isn't going to put bums in seats. In short, you'd really have to want the Opel badge to consider the Corsa. It's not Opel Australia's fault - they had to launch with the products in the range, but I'd be holding off for the new car which will be much more representative of the brand.VERDICT A solid car that was up there with the class leaders when it launched. Times have changed and others - the Polo, Fiesta and Mazda2 - reflect the advances in technology and represent better value.Opel Corsa EnjoyPrice: $18,990Warranty: Three years/100,000kmResale: N/AService Intervals: 12 months/15,000kmEngine: 1.4-litre four cylinder, 74kW/130NmTransmission: Five-speed manual, four-speed autoSafety: Six airbags, ABS, ESC, TCCrash rating: Five starsBody: 4m (L), 1.94m (W), 1.48m (H)Weight: 1092kg (manual) 1077kg (auto)Thirst: 5.8L/100km, 136g/km CO2Spare: Space-saver

If only it were. Carsguide has found that the two best established systems in this country for judging the crash worthiness of cars both leave much to be desired. Further, the Australian New Car Assessment Program (ANCAP) and Monash University's Used Car Safety Ratings are at odds, both in the methodology and results. For example, the data compiled by the respected Monash University Accident Research Centre (MUARC) analyses police-reported crashes where people were hurt or the car needed to be towed. In other words - as more than one car maker tells Carsguide - if your car was safe enough for you or the occupants of the other vehicle to escape unscathed, it won't rate a mention. Australasian Society of Advanced Engineering president Bill Malkoutzis says both sets of research are relevant but says that no two vehicle accidents are the same. “The potential range of forces and directional vectors involved are infinite. Hence no test can possibly hope to predict the safety of any given vehicle for all possible scenarios,'' Malkoutzis says. “Thus, it is critical that we have a range of data sourced through different methodologies to inform improvements to our vehicle design and engineering, and to help customers choose the vehicle most suitable to their purpose.'' On that basis, Carsguide looks at the strengths - and weaknesses - of the respective safety ratings. MUARC Monash's annual Used Car Safety Ratings reflect physics and represent vehicle safety in the real world. Bigger cars are safer than smaller cars; newer vehicles are safer than old ones. But the database of more than 5 million police-reported crashes focuses on driver safety rather than that of all occupants and is then “weighted'' for variables such as driver age and gender. The report also notes: “Ratings are not estimated for vehicle models where there are less than 20 injured drivers and/or less than 100 involved drivers in the Australasian crash data, as the resulting ratings estimates from smaller quantities of data than this are considered too statistically unreliable''. The other issue is social engineering - an inherent component of the Monash results. The report gives the previously provided outright “crashworthiness'' rating of the vehicle alongside a rating of its “aggressivity'' in terms of injury to other road users. UCSR results now combine those two ratings when determining the “safe pick'' vehicles. It's a laudable sentiment but it's also a policy that restricts informed choice - most people buying a car would prefer to know both factors, simply on the basis that for any two “safe pick'' vehicles, one may be marginally better at preserving the life of the car buyer while the other may be fractionally kinder to other parties. Guess which one I'd put my kids in. As such, the report is as much about regulating buying behaviour as it is about vehicle safety. ANCAP The Australian New Car Assessment Program subjects vehicles to an internationally recognised set of crashes: frontal offset, side impact, pole and pedestrian - yet in many cases, the results don't equate to the UCSR results. MUARC remodelled the ANCAP data and found variances of 55-65 per cent because “ANCAP protocols still do not reflect all-important real world crash configurations and injury outcomes to key body regions''. One reason for this is ANCAP's ratings are relative to the class, not absolute. A five-star small car won't provide the same protection as a five-star large car. If everything else is equal, bigger is better. ANCAP notes: “It is not appropriate to compare ratings across vehicle categories, particularly if there is a large weight difference. The reason is that in car-to-car crashes, the heavier vehicle has a theoretical advantage (due to the physics of the crash). Similarly, a higher ride height might be an advantage in a car-to-car crash. However in single vehicle crashes, such as with solid fixed objects, the weight might no longer be an advantage.'' ADRS All vehicles sold here must comply with the Australian Design Rules. These govern the overall construction and mandated safety features, ranging from convex side mirrors to seat belts and child restraints, anti-lock brakes with electronic stability control and airbag fitment. They are closely aligned with European standards, given many cars sold in Australia originated there. What they don't do is gauge the relative performance of the software - and these vary markedly from prestige cars to budget vehicles. The ADRs are a “lowest common denominator'' in that they reflect the minimum standard required for a new vehicles to be registered in this country. Many cars have more advanced software than the ADRs mandate - that's among the reasons we pay more for prestige cars. TEST DUMMY'S GUIDE TO CRASH TECHNOLOGY Talk of car safety technology can become mired in acronyms and arcane jargon. What do they mean? More to the point, what do they do? Anti-lock brakes Modern ABS does much more than just stop a wheel from locking. It also governs traction control by applying the brakes (and/or adjusting engine speed) when it detects wheel spin. Stability control This electronic system can stop drivers from losing control of their car in sudden manoeuvres or loss of control. Now mandatory, it's commonly known as ESP, but also as DSC, DTSC, ESC, ESP+, VDC, VSA and VSC. Electronic brake-force distribution EBD reduces brake force if grip differs at each wheel, helping to bring the car to a halt in a straight line. Lane-keeping technology Increasingly seen in affordable cars, this vibrates the steering wheel when the car strays across lanes without indicating. Pre-tensioned/load-limited seat belts Pre-tensioners take up slack in the belt when they detect a crash is imminent. Load limiters prevent injury by allowing the belt to stretch slightly in a crash if too high a load is placed on the occupant. Dual-stage airbags These inflate less rapidly in lower severity impacts, reducing the chance of airbag-related injuries. Seat-mounted side airbags These help protect the pelvis, chest and abdomen in a side-on crash and are preferable to door-mounted airbags as they stay in the correct position when the seat is moved. Side curtain airbags These usually drop down from the roof lining above the windows to protect the heads of front and rear passengers in the event of a side-on crash. Isofix child seat mounts Finally -- belatedly -- approved under design rules. The mounting points for child seats are built into the car seats, rather than the adult seat belt, making installation of the child seat much easier.  

Premium servicing costs are one of the perceived drawbacks of owning a prestige car. BMW is the first to try and shake that image by offering free servicing on its new vehicles for the first three years or 60,000km. The value of the deal is capped at up to $3171, equating to roughly $800 a service for high-mileage vehicles, given the 15,000km service intervals across the BMW fleet. The “BMW Service Inclusive Plus” deal applies to all new cars sold between now and the end of October and covers everything from oil changes and labour costs to brake pads, clutches and windscreen wipers. BMW Australia spokesman Piers Scott says the deal will make entry to the brand more affordable and give buyers added incentive to own the blue-and-white roundel. “The only thing customers will pay for is petrol - everything else is included,” Scott says. “You can’t get a better deal than that in the prestige sector and it gives buyers the reassurance that the purchase price is all-inclusive.” BMW Australia managing director Phil Horton says the “whole-of-life costs” are a key factor in the car-buying process and the deal should ensure buyers know the true value of their car. “We understand that a premium purchase is an emotional decision but we are also making sure that owning a BMW stacks up from a rational point of view,” he says.  “BMW's Service Inclusive packages, together with BMW Full Circle, which guarantees the future value of the car, show the confidence we have in the quality of our cars and their resale values.” The company has previously offered a limited version of the deal as an optional extra. Known as BMW Service Inclusive, the package covered basic scheduled service items (including the annual vehicle check, oil change and labour costs) from between three to five years or up to 100,000km, depending on the term selected. The no-cost “Plus” deal makes BMW the first prestige carmaker to include servicing costs in the up-front price of the car. Rivals, including Mercedes-Benz and Audi, are thought to be looking at similar propositions. Benz already offers a similar deal to customers leasing one of its commercial vehicles and PR boss David McCarthy has previously advised Carsguide to “watch this space” in term of passenger vehicles.  

Range anxiety isn’t an issue with Holden’s electric-powered Volt. The $59,990 price is, which is why Holden is saying the range-extending hybrid will initially appeal to early adopters.The four-seat car combines a battery with a theoretical 87km range - in reality it’s somewhere between 50-70km - along with a 1.4-litre four-cylinder engine that generates power for the electric motor, rather than drive the front wheels directly. Fitting the 200kg battery pack has cost the centre rear seat on the Cruze-based platform but other than that it drives - and goes - just like Holden’s most popular car.The high entry price is one of the handicaps electric vehicles and hybrids are still trying to overcome. New technology isn’t cheap, be it an LED TV or the latest iPhone. Early adopters tend not to care … average families will wait for the price to drop and the tech to prove itself before climbing on board.In the case of the Volt, an average daily commute of 50km will translate into roughly $1100 in annual fuel savings. The Volt can be charged at home using a regular 6/10amp power supply, in which case the charging times are around 10/six hours. Opt for a fast-charge point from Better Place and that time falls to four hours.Beyond the concept, the battery pack is the smart component of the Volt. GM-developed software monitors the 288 lithium-ion modules that make up the pack - which is fitted in a T-shape between the front seats and across the rear pews - and regulates the charge to minimise hot-spots that compromise battery longevity.The same system heats/cools the battery to keep it at the optimum operating temperature. The 1.4-litre petrol “generator” that powers the electric motor once the battery charge is depleted is a detuned version of the 1.4-litre engine fitted to the Cruze. A smaller capacity engine would have done the job just as well, but for GM it was an off-the-shelf solution that cut costs - and therefore the final price. Cruise control, Bluetooth connectivity, satnav, lane departure warning and a collision alert system are standard.The collision alert isn’t adaptive cruise control, though. Instead it sounds a warning if the Volt is approaching another vehicle too quickly.The Volt is the best-looking hybrid on the road, if you exclude the more exotic Telsa machinery. Optimising drag means the five-door hatch has a rubber front spoiler that will scrape every time its driven over a speed hump or an angled drive. The sound is disconcerting but the fact it tucks up under the car means there’s no visual damage. Inside a white centre stack houses all of the switchgear.It looks futuristic and functional, though some of the displays on the seven-inch touch screen are eco-trendy rather than geniuinely informative: I don’t need to know how efficient the aircon is; I just want it to work. The seats and steering wheel stalks are straight out of the Cruze. Rear visibility is limited by the thick C-pillars, but a reversing camera offsets that.The Volt has earned a five-star ANCAP safety rating, with an overall score of 34.56 out of 37. The safety body notes that “Protection from serious leg injury was marginal for the driver”. There are eight airbags as standard along with the usual software systems. Just as importantly, Holden is educating the emergency services about what and where to cut in the event the Volt is damaged during a crash.Despite the weight - the Volt is heavier than a Commodore - it goes and rides reasonably well. Acceleration is a flat nine seconds from rest to 100km/h and it is only the low rolling-resistance rubber that limits its ability in the twisty stuff. The hard compound means the Volt understeers earlier than a Cruze. Fit a set of decent tyres and that won’t be a problem, though it will reduce the electric-only range.The hatch sits flat through the turns thanks to battery pack being fitted low and in the middle of the vehicle, but fore/aft pitching is noticeable when pressing on over roads with humps and dips. Using petrol to power an electric vehicle seems counter-productive but it makes the Volt a genuine option in a one-car garage.During the week electric-only driving should be achievable and the petrol generator gives owners the freedom to travel where they want on weekends. Over a 300km drive, Carsguide posted 4.6L/100km despite intentionally vigorous driving. I’d be happy with that - if Holden can get the price down to $40K.

Nissan Australia managing director Bill Peffer Jr last week confirmed performance variants are high on the agenda as the importer looks to resurrect the Pulsar name - and the company's share of the small car class - but refused to give details. “The sedan will arrive early 2013 and the hatch versions will follow about 90 days after,” Peffer says. “We will offer vehicles across the price range that will be hot hatches.” Just as Pulsar is instantly identified with Nissan and small cars, so is the SSS moniker seen as the performance variant. Both badges will be pivotal in regaining sales lost when Nissan was forced to adopt the Tiida name. The Tiida was introduced in Australia in 2006 and was an instant dud. Nissan's share of the small car segment dived from around 10 per cent in the Pulsars final years to about1.5 per cent last year. Nissan has sold fewer than 2000 Tiidas to the end of July this year, which is less than the monthly sales of the Mazda3, Toyota Corolla, Holden Cruze and Hyundai i30. Nissan is claiming a “product renaissance” over the next 18 months and the revived Pulsar plate will do most of the heavy lifting as the company looks to step up from being the sixth most popular brand in the country. “Pulsar - our 500-pound gorilla as I call it - 82 per cent of our plan for growth next year comes on the back of these two cars: sedan and hatch,” Peffer says. The Pulsar will be joined by a new Patrol four-wheel drive and the mid-sized Altima sedan, which will replace the Maxima. A new Pathfinder will follow in 2014. Nissan has already launched the Almera light sedan - based on its popular Micra hatch - and is aiming for 250 sales a month. “We won't get a lot of sales out of Almera, it's not one of our core models and around 80 per cent of the light car segment are hatches,” Peffer notes. “The Accent and Barina (sedans) are doing 3000-4000 a year and we think we can do around that number. “It's part of our strategy to compete in any segment where there is growth and the light car market is one area we need to be.”  

Nissan has put a boot on the Nissan Micra. If light sedan buyers are more interested in style than space, they'll soon boot the Almera off their shopping lists.The Almera isn't a bad car: it's just budget vanilla in a segment where similar money will let you enjoy the taste of real beans. Still, Toyota gets away with the same thing in the more expensive and marginally less roomy Yaris, so Carsguide could be proven wrong.The Almera ST starts at $16,990 with a five-speed manual gearbox and features like keyless entry, Bluetooth connectivity and an auxiliary jack for the iPod. That price puts it up against the Hyundai Accent sedan. The Accent has the edge in specification, looks, performance and fuel use. It loses out in steering response, rear legroom, and boot space.Spend another $2000 and the Almera can be had with a four-speed auto rather than the five-speed manual. At that point it runs into the better looking Ford Fiesta, which comes with a six-speed dual-clutch auto and is our pick in this class for driving dynamics.Invest $20,990 in an Almera Ti and there's climate-controlled aircon, reverse parking sensors, alloy wheels in place of steel, fog lights and a rear lip spoiler.A monochrome display shows fuel use, driving range and a service reminder. The sound system is basic but no worse than many rivals. A USB input would have been appreciated, though. The Almera isn't the only light car with a four-speed auto, but it certainly doesn't flatter the 1.5-litre four-cylinder engine.The Almera is far from the best-looking Nissan in the showroom. It lacks the quirkiness that made the Micra pug-dog appealing. And the humped roof makes a mockery of the rear legroom claim: it needs the class-leading space to let 180cm occupants slouch and avoid hitting their heads on the roof. It might stop the kids from kicking you in the back, though.The boot is cavernouse but limited by the fact the rear seats don't fold down, ruling out the option of loading long objects, or a bike. The interior is well put together but looks and feels cheap with hard, textureless plastics and a silly storage slot above the glovebox that's great for throwing things at the passenger.ANCAP hasn't crashed the Almera yet. Given its based on the Micra, expect a four-star rating - the hatch's passenger cell was deemed reasonably strong but the pedals moved enough to cause "moderate" damage feet in a prang. The sedan has all the safety software and six airbags, but needs an official crash credential to compete with the five-star cars in this class.Nissan was at pains to point out the Almera will be an urban runabout - and that explains the absence of cruise control. It also means Victorian owners will spend a lot of time watching the speedo instead of the road. Around town the four-speed auto is no worse than the Yaris's similarly restricted transmission and it will be an acceptable shopping trolley. The manual gearbox's extra cog is a better match for the modest engine outputs - but around 80 per cent of buyers in this segment buy an auto. So expect it to kick down hard when going up hills, with a matching rise in engine noise. Sharp steering makes this a nimble car to commute in but it is a touch too sensitive on 80km/h-plus B-roads. The good news is the suspension is well tuned to handle typical road corrugations and the solid chassis means understeer, while it occurs early, is progressive and easily tamed.

There have been no reports of physical injury as a result of car hacks, but researchers warn it is a matter of time. Carmakers see infotainment systems, in-car internet access and smartphone connectivity as ways to get a competitive edge. Hackers see them as embedded systems: mini-computers that lack security software. As such they're access points and loading a virus in to any one of them has been shown to let a malicious user: Steal contact details transferred from the phone to the car's hard drive Track where the vehicle goes using the GPS in the satellite navigation system Take control of any of the car's systems that are computer-assisted. That includes the engine, brakes and even the steering wheel. Given modern cars are now mobile computing platforms, it's no surprise PC virus-protection companies are getting on board to add their expertise in preventing malicious attacks. McAfee is leading the way and has devoted a research team to address the problem “before it becomes one''. The company's chief technology officer for the Asia-Pacific region, Michael Sentonas, says the potential exists for hackers to take control of a car. “We’re not seeing attacks in the wild but it has been demonstrated, so the whole idea behind the project is we want to work with other researchers and get ahead of it before it is an issue,'' he said. “If you think about all the entertainment systems that link in with Bluetooth that link in with vehicle diagnostics ... it needs to be addressed. It's not like your PC having an issue where you go online and get a fix. If it happens in a car you have to go back to the manufacturer. Worst case, you'll have an accident.'' The focus on security follows a report last year by researchers from two US universities that showed it is possible to transfer a virus into a vehicle using wireless signals or a virus-laden MP3 file. Most worryingly was their ability to install a Trojan program by using the Bluetooth functions of a smartphone that had previously been paired to the car. That then let them remotely “take control'' of everything from the sound system to the vehicle's brakes and engine.  Because the phone was directly communicating with the car's computers, the driver was powerless to over-ride the remote signals. Their report describes network security within modern cars as “rudimentary''. iSEC consultant Don A. Bailey was similarly successful at last year's Black Hat conference in the US in demonstrating that SMS messages sent from a laptop could remotely open and start a vehicle by over-riding its alarm system. “When we looked at this car's security and control system we determined within the first few hours that it was completely ownable, front to back," Bailey said. Carmakers contacted by Carsguide declined to discuss the security measures in their vehicles, citing the need for secrecy to minimise exposing potential vulnerabilities. Ford announced in 2010 it was fitting firewalls and virus protection to its infotainment systems and GMs latest cars, including the Holden Volt, uses a process similar to credit card transactions to verify data sent between any of its systems.