Articles by Craig Duff

The results for the first quarter of 2012 have also given the industry hope of a solid year. The CBR250R and CB125E duo were first and fifth on the top 10 sales lists shifting 729 and 300 units respectively. The CT110X "postie bike" sits in second with 462 sales, with Yamaha's WR450F dirt bike in third ahead of another learners' machine in the Kawasaki Ninja 250R. Honda sold 5731 of the 25,256 bikes sales last quarter, up from Yahama on 4035 and Suzuki with 3010 units. It is the highest first quarter recorded by the Federal Chamber of Automotive Industries since 2008 when 30,460 bikes were sold. The only segment not to grow was scooters, with a 14 per cent slump to 2711 machines. Road bikes led the way with 9985 sales to grow by 14.5 per cent o on the same time last year and all-terrain vehicle sales were up 18 per cent to 5341 vehicles. FCAI chief executive Ian Chalmers says the result is a positive one. "While it is still early days, the data is a promising indication that 2012 will be a good year for the motorcycle sector," he notes. Honda general manager Tony Hinton agrees. "This is a fantastic start to 2012, not only for Honda but to see the whole market improving is really exciting," Hinton says. Honda grew in all sectors of the market. The CBR and CB contributed to a 77 per cent growth in road bikes and farmers still like the Honda brand based on a 54 per cent sales jump. Even scooters defied the trend to be up 37 per cent for the brand. "This start to the year is the best Honda has experienced in many years, to see customers supporting flagship models such as the CBR1000RR while also showing so much interest in brand new releases gives us a lot of confidence in what will be the pattern for the rest of the year," Hinton says. TOP 10 SALES            

And it quietly rolled into Honda dealerships late last month. Honda describes the 670cc parallel-twin Integra as a maxi scooter that bombines the performance of a motorbike with the ease of a scooter but you can't step through this machine.  What you do get for the Honda Integra's $10,990 asking price is a 38kW/60Nm bike fitted with a dual-clutch transmission that was first seen on the VFR1200 motorbike and can run as a full auto or be switched to manual mode. The engine's emphasis is on low and mid-range power, which fits with the maxi-scooter styling, though the 17-inch rims, rigid diamond tube frame and suspension are all off a regular bike and should help with stability over bumps and at higher speeds. A combined ABS system deals with braking duties and there's 15 litres of under-seat storage space and pockets in the fairing to take mobile phones or wallets/purses.  The look is meant to emulate the latest motorcycle styling with smooth fairing panels and the hourglass headlamp.  The Integra also beats its nearest new rivals, the BMW C600 Sport and C650 GT maxi-scooters, to dealerships. The European duo run a continuously variable transmission matched to a 647cc parallel twin with 44kW/66Nm. The engine is built in Taiwan by Kymco and, despite the names indicating a difference in output, the same mill powers both machines. The focus is on a better top end than the Honda, given the fact Europeans don't have the same genetic afflication as Australians and are therefore capable of travelling at 130km/h without causing carnage. As as result the BMWs are good for 180km/h against 130km/h aboard the Japanese machine. Honda Integra Price: $10,990 Warranty: Two years/unlimited kim Engine: 38kW/60Nm 670cc parallel-twin Transmission: Six-speed automated manual, shaft drive Fuel tank: 14 litres Dimensions: 2195mm (L), 790mm (W), 1440mm (H), 1525mm (WB) 790mm (seat) Weight: 238kg  

The NSX will be sold in the US under Honda's luxury Acura brand and the company is officially saying that the roadster was made specifically for the film. That may be the case but it has been built off the regular NSX underpinnings and there's already talk of it following the hardtop down the production line. Acura is expected to gauge moviegoers' reactions to the car before committing to build the roadster. The car was photographed late last year during filming of the movie, with suggestions the convertible would be the default NSX. That was quashed when the company revealed its NSX Concept with a roof at the Detroit Motor Show in January. Acura vice-president Mike Accavitti said at this month's New York Motor Show the NSX roadster was a "design exercise". "The appearance of an Acura model in The Avengers'_ even one that won't be on sale, further leverages Acura's ongoing association with the Marvel superhero franchise, which has seen Acura vehicles in both the second 'Iron Man' instalment and in last year's Captain America and Thor," he says. The NSX is driven in the movie by Tony Stark (a.k.a Iron Man), played by Robert Downey Jr and continues the superhero's association with supercars. Iron Man drove an Audi R8 in the original movie and backed it up with an R8 Spyder in the second film.  The NSX roadster is thought to be powered by the same Super Handling All-Wheel Drive hybrid set-up seen in the hard-top. The system uses a V6 petrol engine and three electric motors. Two of the motors power the front wheels with the third used to boost the engine's output to the rear wheels. As a result, the NSX can theoretically operate in full electric, full petrol or hybrid modes using front, rear or all-wheel drive IRON MAN'S WHEELS When he's not flying around as Iron Man, Tony Stark has an enviable collection of cars in the garage. Here's what Robert Downey Jr  has already driven in the first two movies based on the Marvel Comics superhero. Iron Man: Audi R8, Tesla Roadster, 1932 Ford Flathead Roadster, Saleen S7, Shelby Cobra Iron Man 2: Audi R8 Spyder, '32 Ford Flathead, Rolls-Royce Phantom

Road runner would have been road kill if Wile E Coyote could have got his paws on Ford Performance Vehicles' supercharged V8.The engine is known locally as Miami but is a modified version of the 5.0-litre Coyote powerplant fitted to Ford Mustangs in the US. At first glance the range-topping GT-E looks too tame - even with that deep honeycomb grille on the front bumper - to be a tyre-shredding pursuit vehicle.That impression changes as soon you prod the right foot at a straight and unleash 335kW/570Nm. The only cars keeping up will be those with fairly exotic badges and prices north of $100,000. Not bad for a souped-up Falcon - and definitely capable of running-down the cartoon character.COSTThe biggest problem with the $82,990 GT-E is it still feels like a $47,000 Falcon G6E. The FPV team fits this executive express with leather upholstery, reversing camera, wood veneer highlights and a decent sound system, but the plastic panels, buttons and dials can all be found in taxis around the country.None of matters a damn when you're behind the wheel indulging in the sound and speed no Falcon can match. Budget-conscious buyers should look to the $76,940 F6E - it's the same car fitted with the 310kW/565Nm turbo six-cylinder engine. It is marginally slower off the line but the lighter engine helps the front wheels change direction faster in the turns.TECHNOLOGYForced induction is the road all carmakers are following.  FPV has a foot in both camps with the supercharged V8 using mechanical power from the engine to compress air while the turbocharger on the F6E is driven off the exhaust gases. A new eight-inch touchscreen has standard satnav with Suna real-time traffic updates and - bizarrely - a "green routing" mode that calculates the most economical path. Like FPV owners care - the fumes from the quad exhausts after a decent run would probably power a light car.STYLINGYep, it's a Falcon, inside and out. That's not bad, given the The GT-E and F6E are the more restrained styling duo I the FPV stable and are the pick of the fleet for it. It's hard not to notice the six-piston Brembos lurking behind the 19-inch wheels but the rest of the body kit is - by muscle car standards - subdued. The leather seats look and feel good and the grip helps cover the fact the seat isn't bolstered enough to cope with the lateral forces this car can generate.SAFETYFPV has only improved on Ford's five-star work with the Falcon. The brakes are truly impressive despite a slightly wooden pedal feel and the car feels much more planted than a regular Falcon. The usual safety software comes in to play if things do get a bit sideways and there are six airbags if all else fails.DRIVINGForty years ago the only people who didn't want a performance Ford were those who barracked for Holden. Since then the Europeans have produces a succession of lighter, faster cars that use less fuel and home grown became hackneyed. The GT-E proves that doesn't have to be the case. The Harrop-developed supercharger serves up a tidal wave of grunt so that in pure speed, it is not far off the likes of a Mercedes C63 AMG. And the FPV costs half as much. The weight over the front end means it is more at home in sweeping turns than hairpins and the suspension is a reasonable compromise between soaking up the bumps and keeping the car flat. Wider tyres would improve the grip but that's the only complaint.VERDICTThe pick of the FPV litter can hold its own against some much more expensive opposition. Buying local puts a car with stunning performance and room for five in the garage. It's the best-of-both-worlds scenario for car enthusiasts who still have to lug friends or family around.FPV GT-EPrice: $82,990Warranty: Three years/100,000kmResale: 76 per centService Intervals:  12 months/15,000kmSafety: ABS with BA and EBD, ESC, TC, six airbagsCrash Rating:  Five starsEngine: 335kW/570Nm 5.0-litre supercharged V8Transmission: Six-speed automatic, rear-wheel driveBody: Four-door sedanDimensions:  4956mm (L), 1868mm (W), 1466mm (H), 2836mm (WB), 1586/1616mm tracks front/rearWeight: 1870kgThirst: 13.7L/100km (95RON), g/km CO2

Evolution is standing firm against revolution with Suzuki joining Honda in not having traction control on its 2012 litre-class sportsbike. The GSX-R1000 might be a better bike with it but there's nothing wrong with the mechanical package and plenty to like in the $17,990 price.  A combination of no research funds during the global financial crisis and the model life-cycle have left the pair of Japanese bike makers without the electronics that earn bragging rights in marketing blurbs.  Like Honda, Suzuki is chasing real-world riders and the results show in the sales stats.The Honda CBR1000RR was the top-selling sportsbike last year and the Suzuki came home equal fifth. Ironically it tied with the smaller GSX-R750 that is a winner for Suzuki but undoubtedly costs the 1000cc machine sales.  PRICE The Suzuki is the best-priced sportsbike in the country at $17,990. That puts it $500 in front of the Honda, $1000 ahead of Kawaskai's ZX-10R and $2000 cheaper than the Yamaha R1. The money buys a slimmer bike that does away with the weighty dual-muffler set-up and helps bring the bike in 2kg lighter overall. The engine uses lighter internals and the compression has gone up a touch. Combined with a new ECU, Suzuki says the changes improve throttle response and midrange acceleration. A Brembo monobloc brake is the big change up front and the bike now rides on new Bridgestone Battlax tyres. TECHNOLOGY Look elsewhere if you want to emulate the Moto GP crowd with anti-wheelie and traction control software. What the Gixxer brings to the roads a refined and razor-sharp chassis matched to a suspension set up designed to cope with the ruts and ripples that make up our road system. Firm it up and head for a dry track and skill should counter software, especially at flowing circuiuts like Phillip Island. That's why Josh Waters took a first-up win on the bike in the Australian Superbike Championship and it is why it's wrong to equate software with speed - traction control and ABS will help good riders, but they've still got to be prepared to go hard enough to activate the systems in the first place.  STYLING The return to one muffler will have many wondering why Suzuki went down the twin-exhaust route in the first place. A single unit looks better and will have a major contribution to the 2kg weight saving from the previous model. Otherwise the looks are basically unchanged, with bigger graphics differentiating the 2012 version. The dash is one of the best on the market. A big analogue tacho is matched to a set of user-programmable shift lights and there are big digital digits for the gear position indicator and speedo. A high speed glance instantly tells you what the bike is doing and that's exactly what's required on a bike where an ill-timed glance can end in the scenery.  SAFETY Those shiny gold Brembo brakes on the front wheel aren't just there for looks. They clamp down like a spurned lover and do serious damage to the wrist tendons as the riders deals with that deceleration. Traction control is a matter of minute changes to the front brake lever - lock the GSX-R1000 up in a straight line and it is initially very forgiving. I say initally because only a fool pushes his luck... RIDING The qualitiy of the GSX-R1000's chassis and components defies the budget sportsbike label but that is this bike's selling point. It is a proven package on the track and in dealerships and is one of the better-behaved sportsbikes around town. The engine is docile enough to cope with traffic, when short-shfiting the slick six-cog gearbox keeps in reined in. Let it off the leash and 9000rpm will trigger mechanical mayhem that only increases to the 13,500rpm redline. The chassis copes with direction changes - and corrections - without a stutter and the brakes can't be faulted. The ride position isn't bad and the overall ergonimcs are what you expect in this class, but I'd be investing in a gel seadt if I owned one. VERDICT Potential buyers won't care about the absence of  traction control or ABS on the basis they haven't needed it for years and it's one more thing to go wrong. They are also likely to be part of the crowd who ride their sportsbike daily and manage the occasional trackday adventure. This is their bike. Suzuki GSX-R1000 L2 Price: $17,990 Warranty: Two years/unlimited km Engine: 136kW/117Nm 999cc in-line four-cylinder Transmission: Six-speed, chain drive Fuel tank: 17.5 litres, 95RON Dimensions: 2045mm (L), 705mm (W), 1130mm (H), 1405mm (WB), 810mm (seat) Weight: 203kg  

The carmaker has launched the program for its passenger car fleet as it joins the move to capped scheduled service pricing to keep customers loyal and returning to dealerships rather than try discount third-party servicing. Holden is a relative latecomer to the party - Ford, Toyota and Nissan are among the carmakers already using capped servicing - and corporate communications spokeswoman Shayna Welsh said yesterday the company had been looking at the program for some time. Unlike some rival programs, the Holden capped price deal applies only to new vehicles sold after Sunday, April 1. Rival brand Ford offers capped servicing for vehicles up to 6 years old or with 105,000km on the odometer. Holden's director of customer service and retention, Narelle Stack, says the three year/60,000km program will give buyers certainty on their servicing costs. "We've been listening to customer feedback and there's a growing demand for upfront service pricing. Customers well us servicing costs are a key factor influencing their purchase decision," she says. The $185 cost applies to all petrol-powered Holden cars. Diesel and LPG-powered owners are hit with extra costs to match the extra complexity of their engines. LPG variants of the Commodore are $265, while diesel costs range from $335 for the Cruze to $395 for the Colorado.

Buying a new Mercedes-Benz badge for Mazda prices is a reality with the launch of the Mercedes B-Class. The five-door hatch brings a new level of safety and sophistication to the small vehicle segment. The question now is how many people will pay range-topping Asian car prices for an entry level Merc.  The base B-Class is $38,950 plus on-road costs. That makes it cheaper than Mazda's range-topping petrol CX-5, the Grand Touring, which comes in at $43,200. The CX-5 is the most car-like of the compact SUVs and a realistic rival for the Merc.The B-Class is a compact people and cargo carrier with no direct rivals in Australia, meaning it will attract buyers from both the small SUV and small car ranks - at least until a genuine B-Class SUV arrives late next year.The all-wheel drive Mazda rides higher than the Merc but it also represents the latest technology from Japan. The 2.0-litre "Skyactiv-G" engine is comparable in terms of power output and the interior features are classy but Mazda can't match Mercedes in the safety stakes.Mercedes is counting on that fact - and the lure of the three-pointed star - to sign-up empty nesters, middle-class families and Gen X-ers who are climbing the corporate ladder.FEATURES Buy a and standard gear includes a powered driver's seat, adaptive xenon headlamps, front and rear parking sensors, a 10-speaker Bose sound system and 19-inch rims. Opt for the B-Class and the wheels drop back to 16 inches, muscles and not motors move the front seats and six speakers are the default setting. The flip side is a bigger satnav display with hi-res graphics set in a piano-black surround that looks like a scaled-down iPad.The dash itself has air vents borrowed from the $470,000 SLS supercar and the steering wheel is straight out of the $160,000 CLS parts bin. The seats are more comfortable and there's parking assistance software to manoeuvre into those tight spaces. Both models have enough rear leg and head room to comfortably guard basketballers, though the Mazda holds a slight edge here.COST OF OWNERSHIPThe big issue when buying your first prestige car is whether you can then afford to drive it. Legend has it that running a European-built car costs more than a comparable Japanese or South Korean vehicle. Like most legends, there's some historical truth to the tale but the European carmakers have tried hard to extend service intervals and make their vehicles the most fuel-efficient on the road.That's why the intervals on the Merc are now out to 25,000km or 12 months. That compares with 10,000km/six months before servicing is due on the Mazda range. In theory, then, the Merc can cost twice as much to service and, given those services will happen half as often, owners will be no worse off over the course of a year. The battle at the pump is just as close with both vehicles using features such as idle stop/start to improve efficiency. The official fuel use for the 90kW/200Nm 1.6-litre turbocharged petrol engine in the B-Class is 6.1 litres/100km using 95RON fuel.The Mazda CX-5's 2.0-litre engine uses 6.4 litres of 91RON fuel to cover the same ground on the front-wheel drive models, or 6.9 litres when matched to AWD. Assuming annual travel of 15,000km, 95RON petrol to be $1.60 and 91RON at $1.50, the B-Class will cost $1464 to fuel; the slug on the CX-5 will be $1440 for the FWD model or $1552 for the AWD.SAFETYIf keeping the family safe is a priority, the B-Class will be a no-brainer. Collision-avoidance alert and "Pre-Safe" are included in the starting price. The first will sound an alarm and pre-arm the brakes if the sensors detect the car is about to rear-end another vehicle; the second system tensions the seatbelts and closes the windows if the G-forces are high enough to convince the software a crash is imminent.Dip in to the options and the B-Class can have a safety suite to rival any car in the Mercedes range, be it adaptive cruise control and headlights, blind spot warning or software to keep the car in its lane. There are nine airbags on the Merc against six in the Mazda and both vehicles have the latest versions of stability and traction control software. The Mazda also has a reversing camera across the range, while it's an option on the B-BlassOPTIONSImitation is the greatest form of flattery and Mazda has taken a leaf from the Mercedes' manual to option software-based safety improvements as part of packaged upgrades. The "tech pack" is for now only sold with the Grand Touring model.The $1990 spend adds blind spot and lane departure warning systems and a headlight high beam control system that automatically dims the light for approaching drivers. Mercedes has six options packages for the B-Class. Load a top-spec model up with them all and the cost can top $60,000. Individually the prices run from $1490-$2990. Two of the more useful are the Comand pack at $2990 for a 12-speaker Harman Kardon sound system with 10GB hard drive, a seven-inch satnav screen and reversing camera, and the Driving Assistance pack that adds lane departure and blind spot warning systems along with adaptive cruise control for $2490.DRIVINGIf the Merc earns an A for packaging, the drive is a definite B. Efficiency ahead of excitement is the motto here and the B Class feels underpowered with a chassis that can unquestionably cope with a lot more ground. And it will need to, with four more variants to be spun off the same MFA (modular front architecture) platform in the next few years, including a youth-focused A-Class range topped by a 200kW AMG model. The seven-speed automated manual transmission is so slick that the occasional glitch - it can hunt for a gear when accelerating from a near stop - really stands out. Thankfully, it doesn't occur in stop-start traffic, so most owners won't notice it. The run-flat rubber moans a bit on coarse chip surfaces but it isn't horrible and is noticeable mainly because there is zero wind noise off the bodywork at legal highway speeds. The steering has been dialled-in for families - it is light and precise without giving a huge amount of feedback. The power figures mightn't be huge but base engine is more than capable of lugging four adults, if not at breakneck speed.Claimed 0-100km/h time is 10.4 seconds, but that drops by two seconds if buyers part with another $4000 to buy the B200 petrol model with 115kW/250Nm yet still the same 6.1L/100km fuel use. The diesel engine's 300Nm of torque and 4.7L/100km fuel use  make it the pick of the litter if the B is going to cover a lot of kays.VERDICTThe last B-Class led the compact prestige segment and this is a better car in every area for less cash.  It is a hugely practical load lugger and Mercedes is already predicting short-term supply problems as it struggles to satisfy global demand.PAYING A PREMIUMAll three major prestige brands are moving to claim a bigger share of the small car market. Audi has its A3 hatch and just launched Q3 SUV, BMW has the 1 Series and X1 crossover and Mercedes has the B-Class.Merc won the sales race in this segment last year, but a two-month gap between the old model and the arrival of this one means the company will struggle to stay on top again in 2012, despite predicting at last 2500 sales. Audi's A3 starts at $41,200 while BMW's base price for a 1 Series is $39,593.Mercedes-Benz B-Class Price: from $38,950Engine: 1.6-litre turbocharged petrol engine. 90kW/200NmPerformance: 0-100km/h time is 10.4 seconds.Transmission: 7 speeds automated manual Economy: 6.1 litres/100km using 95RON fuel.

There's something just right about the Audi Q5. It's not too big, so parking the mid-sized SUV isn't like docking a ship and a quick look at the rear seats and cavernous cargo area shows it isn't too small to cope with a fully loaded weekend away.No surprises then when a check of the latest sales figures shows the four-ringed vehicle to be Australia's top-selling prestige soft-roader.VALUEThe Q5 range starts at $62,200 for the 2.0-litre four-cylinder turbodiesel and runs to $75,500 for the V6 3.0 TDI Carsguide tested. Ticking the boxes to bring the base model to the same spec as the 3.0 will cost $6663 (18-inch alloys $2065, keyless entry $1338, three-zone airconditioning $1260, steering wheel with paddle shifts $585, electric driver's seat $1415).Buyers are effectively paying about $6600 for the engine's extra two cylinders - and it's worth every cent. Performance ramps up from sedate to sensational and the trade-off is only half a litre of diesel every 100km.TECHNOLOGYOutrageous tech isn't Audi's style - it's the sum of the quality parts that make the marque so popular. The seven-speed twin clutch automated manual transmission is as smooth as a sales spiel and there's a hill-descent function for those who do head off-road.Given that many won't, it'd be nice to see the more practical hill-hold feature standard instead of a $110 option. The famous quattro all-wheel drive system is as unobtrusive as ever and comes with a self-locking centre diff to help regulate torque on those slippery tiled driveways the Q5 is most likely to encounter.DESIGNAudi has hit the sweet spot with the Q5. It has more road presence than an X3, is more luxurious than a Land Rover Freelander and looks classier than the Volvo XC60. As far as family DNA goes, the Q7 might have more space and features but it's not the head-turner the Q5 is.Inside the elevated ride is the only concession that this is an SUV. The controls take a few minutes to get used to - you use the same dial to control the aircon's temperature and fan speed - but you don't need an electronics degree to work them out. It's posh and practical - and that's a tough act to get right.SAFETYGerman engineering, high-tensile metals and the latest electronic aids make this a five-star car, according to Euro NCAP. Volvo's XC60 is the safest car in the class with the Audi second and Kia's much-lauded Sportage third.Just as important for potential buyers is the fact it feels solid - the doors shut with a reassuring (but muted - we don't want to disturb the ambience) thud, there's no give in the dash plastics and body roll is minimal.DRIVINGThis diesel-snorting V6 shows why no one out-engineers the Germans. It is a monster everywhere except the bowser, with official fuel use of 7.5 litres/100km despite the car weighing 1865kg... In the real world that pushes up into the mid-eights - or higher if you insist on using the transmission in sports mode. The novelty will wear off after a couple of days when owners realize "D" does the job just as well 99 per cent of the time. After all, we're talking about a vehicle that hits 100km/h in just 6.5 seconds.The steering is very light around town but beefs up on the highway and the handling is good over speed humps or on gravel roads, when the ESP can be switched to off-road mode.VERDICTIf style and load are important the Audi holds a narrow edge in this segment. The BMW X3 has the better engine and is a more composed drive but few owners will push either car anywhere close to their limits. So for most it will come down to road presence . and the Q5 is a better-proportioned bus.Audi Q5 3.0 TDIPrice: $75,500Warranty: Three years/unlimited kmResale: 82 per cent (Glass's GuideService intervals: Driving dependant, up to two yearsSafety: Five starsEngine: 3.0-litre V6 turbodiesel, 176kW/500NmBody: Five-door wagonDimensions: 5629mm (L), 1880mm (W), 1653mm (H), 2807mm (WB), 1617mm/1713mm tracks front/rearWeight: 1865kgTransmission: Seven-speed dual-clutch automated manual, AWDThirst: 7.5 litres/100km, 199g/km CO2

Q3 is shaping up as a profitable one for Audi. The vehicle marks Audi's entry into the fastest growing segment of the Australian market - compact SUVs grew by 25 per cent last year - the Q3 may be late but it has the goods - and go - to give potential BMW X1 buyers cause to cross-shop and turn heads away from everything from Volkswagen Tiguans to Range Rover Evoques.VALUECompare the BMW X1 with the Audi Q3 and there's generally only a couple of grand difference in pricing. That puts the purchase squarely down to styling, features and badge credibility.Audi manages to get the first punch in by teaming a 2.0-litre turbodiesel with a manual gearbox to achieve a $44,800 starting price for a prestige SUV with 103kW/320Nm and fuel use of just 5.2 litres/100km, while BMW wins at the top end with the 150kW/400Nm twin-turbo mill that uses just 6.3 litres/100km. High-end audio systems, dual-zone airconditioning, Bluetooth and cruise control are standard fare on both vehicles.TECHNOLOGYThe electronic wizardry is in the options list but it still shows how quickly smart features now flow through a marque's line-up. Tick a box and lane departure and blind spot warning systems are loaded up.A park assist feature will also steer the car into a vacant space, though the driver is still responsible for using the accelerator/brake. The "drive select" software is worth $350 and lets drivers choose four modes, from efficiency to dynamic.DESIGNBuy the Q3 and all the neighbours will know it's an Audi - the family DNA runs true inside and out. The vertical grille that identifies all Audi Q models dominates the front, while the slim horizontal rear lights closely resemble the Q5's rear. Side-on, it is the sportiest-looking of the Q range, with what chief external designer Achim Badstuebner calls a coupe-style look. He admits it compromises rear head space but says the compact prestige segment still calls for a premium on style and this was one compromise the designers won on. The interior looks good and the front seats hold their occupants well despite the flat look.SAFETYThis is a high-rider without threatening to succumb to gravity and topple over. Actually, it's more a mid-height drive and that helps with the sporty look. It rides on the same platform as the Volkswagen Tiguan and Golf - neither of which are known as bad-handling vehicles. Audi endows that platform with a suspension that rolls over potholes and patches without a shudder.Press on and it minimises body lean and only a rare kickback through the steering wheel betrays you are hitting decent sized ridges at pace. Six airbags and an advanced ABS/ESC system earned it a five-star Euro NCAP rating.DRIVINGThe Q3 puts a smile on your face. The commanding ride height is going to find favour given it has little affect on handling well past the extent SUV drivers expect their vehicles to perform.The base front-wheel drive turbodiesel has a 0-100km/h time of 9.9 seconds and a much more practical mid-range urge that is easily found via the six-speed manual. The engines only get better from there - and pick up the reassurance of Audi's all-wheel drive system. Wind noise is all-but unheard at highway speeds but choosing the 18-inch rims over the standard 17s will increase tyre roar on coarse chip surfaces. It is typically well built, though one of the five test cars had a rattle where the aircon controls module joined the dash. Frustrating, but it gives the dealer something to do at the next service.VERDICTThe Q3 may be late to the party but it should prove to be a leading light. Its style and handling will resonate with modern urban types and the basic kit is worth the expense. An added bonus is the Audi also has more off-road capability than the 30-somethings, young couples and empty nesters expected to be its main buyers are ever likely to use.Audi Q3Price: $44,800-$56,000Warranty: Three years/unlimited kmResale: N/AService intervals: 15,000kmSafety: Six airbags, ABS with EBD, ESC, TCCrash Rating: Five-starsEngines: 103kW/320Nm 2.0-turbodiesel four-cylinder, 130kW/380Nm 2.0-litre turbodiesel,125kW/280Nm 2.0-litre turbo petrol, 155kW/300Nm 2.0 turbo petrolTransmission: Six-speed manual, seven-speed auto, front-wheel and all-wheel driveBody: Five-door wagonDimensions: 4385mm (L), 1608mm (H), 1831mm (W), 2603mm (WB), 1571mm/1575mm tracks front/rearWeight: From 1445kgFuel use: 5.2L/100km, 137g/km CO2 (103kW); 5.9L/100km, 156g/km CO2 (130kW), 7.3L/100km,174g/km CO2 (125kW), 7.7L/100km, 179g/km CO2 (155kW)

He is unapologetic about the corporate façade that dominates the look of Audi's fleet and says the marque must come ahead of the model. "The brand identity is more important than the vehicle," Badstuebner says. He cites emerging markets such as China as areas where Audi wants to impress with the four-ringed philosophy ahead of specific models as examples why design must focus on an underlying identity. "If we've achieved with the Audi rings so they are identified as the Nike 'swoosh' then than is the first stage," he says. "After that it is important to identify cars within vehicle families - like the 'Air' range from Jordan that equates to our S models. The Q3, for example, has the vertical louvres in the grille that is one of the signature styling elements of the Audi Q (SUV) range to emphasise height over size. Ourcars stick to horizontal louvres." Badstuebner is proud of his rival to the BMW X1 and points to its better boot space - 460 litres against 420 litres - as just one of the reasons the Audi is the more practical - and emotive - product. "We believe in the math but only to a certain extent. Simulations can give you so much but in the end you want a physical model," he says. "That is true of the Q3. It had class-leading aero but the shape is still identified by the height and the sloping rear roof that is coupe style and says this is a premium SUV. Audi (identity) comes a moment later." If the Q3 is Audi's answer to the BMW X1, the upcoming Q6 will challenge the coupe-style X6 from Beemer. BMW's swoopy SUV outsells the X7 in Europe but is well off the pace here, where the more utilitarian X5 rules the roost. Both Audi and Mercedes-Benz plan to challenge the X6's dominance, in the form of the Q6 and GLS respectively. Mercedes is expected to be first to market in late 2014, with Audi following soon. Audi test mules have already been spotted around Europe as they evaluate the platform ahead of settling on specific powertrains. "It's it too early to talk about (the Q6)," Audi Australia marketing head Janet Markus says. "It is still only rumours and spy photos . but BMW has shown this area has potential."