Articles by Craig Duff

And it's nearly ready for the road, judging from these shots of a car undergoing testing in regional Victoria.  Alert Carsguide reader Dave Fairley spotted this test mule at a service station in Bright and was quick enough to snap a few frames before it could drive off. The car bra camouflage can't mask the new front and rear styling, complete with projector-style twin headlights.  "The guy driving it wasn't too upset by me taking photos, but he wouldn't confirm or deny what it was," Fairley says. The Territory had a minor makeover in February with the release of the SY Series II, but that was primarily a mechanical tweak to revise the suspension — and address owners' complaints about excessive ball-joint wear. This version promises a major overhaul, inside and out. Ford has already announced it will fit a Jaguar-sourced 2.7-litre V6 turbodiesel.  The diesel engine's output should be comparable with the turbocharget petrol model, but fuel consumption should drop to around 8 litres for 100km, well down on the petrol's 11.6litres/100km. Ford's production communications manager Neil McDonald says the dealers are desperate to get the new model into showrooms.  "There's a lot of expectation about this car, especially with the diesel engine," he says. "It will keep typical Territory buyers happy and should open up a new market for us."  The Territory has been the backbone of local production for Ford after the Falcon suffered from the move away from large cars. It has recently been overtaken by the Captiva in the SUV sales race, but sales will surge when the new model goes on sale in March or April next year.

... more than any console-based game before it. The realism when you slide behind the wheel of one of the 200 "Premium" models in the game is that good, whether you're rating the cars on their looks or how they handle around some of the world's top racetracks.For driving purists, that's close to nirvana. For general gamers, it will restrict the long-term appeal of GT5, simply because it demands total commitment to master. It's the gaming equivalent to a racing school — fooling around won't do you any favours.That's not to say it isn't fun — it is hugely, time-distortingly entertaining — you don’t sell 56 million games if there isn’t a market for them.Casual gamers are welcome to pick up a controller and go for a spin, but that's just what they'll be doing. It's like the 70-year-olds who can finally afford a Ferrari — they’ll enjoy it, but are never going to unleash the car's potential. It’s some of the many niches, like the “drift trial” section, that will be of greatest interest to the casual players.Creating this game has been a five-year labour of love for Polyphony Digital creator Kazunori Yamauchi.That’s longer than many of the cars in the game actually took to go from design sketches to production and has been a source of frustration for GT5 fans worldwide.In Yamauchi’s defence, his perfectionist approach extends to all the many facets of the game and the resulting DVD is far more than just a console-clone of the cars. Owners can customise their vehicles, photograph them in picturesque locations around the globe, use the course editor to become their own track designer and — finally — go online and race up to 15 other like-minded car nuts.Straight-up racing is still the main course, but the side dishes are just as tasty and less time-consuming. The Special Events puts you behind the wheel of everything from karts to Nascars and World Rally Championship cars, complete with a coaching voice-over by reigning WRC champion Sebastien Loeb.The soul of the Gran Turismo series has always been its driving dynamics and Yamauchi has leveraged the power of Sony's PlayStation 3 to create vehicles that judder, twitch and shake as they're tormented by aggressive drivers and challenging road cambers.There's no sense of the arcade-style feel that some of its rivals rely on — you don't recover from mashing the accelerator mid-corner in a Lamborghini Murcielago, for instance — and that teaches better car control.Whether that translates into better driving behaviour off the console and into the real world will be a PhD project for an enterprising uni grad, but it certainly makes Gran Turismo 5 the most realistic racer on the market.There are 1031 cars in the game, with the vast majority — more than 800 — drafted in from previous versions of the game, which explains how Australia's VZ Commodore SS and Monara earn a start.These "Regular" vehicles don't have the polygon-perfect look of the Premium models — and none of the cars deform as they should in a crash. They now take damage — previous versions of the series didn’t have any damage modelling — but it's almost as though the Polyphony designers couldn't bring themselves to trash their vehicles.

For once, more power isn't part of the latest update to HSV's range.  The E3/WM3 models instead pick up exterior and interior refinements, headed by a sophisticated infotainment package and an optional LPG injection system that cuts fuel use without any affect on performance.It's good on the regular Holdens and so much fun it's dangerous on the HSV variants. Why dangerous? Because the temptation to look down at the centre console display - HSV calls it an Enhanced Driver Interface - to see how many G's you're pulling is almost overwhelming - and that means taking your eyes off the road.Take my advice - plug in the USB stick and review the data on a computer after the drive.  The EDI can be either a track day toy or a useful way to smooth out your driving style, depending on which mode is dialled up.In the case of the WM3 Grange, it is another weapon in the Clayton-based company's challenge to the performance European sedans that it is competing with for space in the reserved sections of corporate carparks.ValueIt's hard to argue with an $89,000 vehicle that will keep up with a Merc E63 or BMW's M5 in most situations, has much more interior space and still costs half as much. By any comparison, it's a lot of car for the price with interior space that puts its Euro rivals to shame, performance that's on a par and mod-cons that are often options in many luxury car line-ups.That said, it's still a lot of money for what visibly began life as a Holden Commodore, no matter how many dress-up kits or flashy fascia HSV tacks on. Still, go to Europe and you'll see E-Class Mercs and 5 Series BMWs being used as taxis ...TechnologyLocal engineering has gone a long way to overcoming what is an old-fashioned lump of V8 under the hood. The 325kW and 550Nm is more than drivers will ever need on the road. Adding to the image is the latest LPG injection sytem, without the gas.The natural fuel is injected into the cylinders in liquid form. HSV calls it Liquid Propane Injection; owners who tick the option will call it a bragging point. There's no discernible loss of power - and big fuel savings - as the LPI provides the go up to 5300 revs, after which the premium unleaded petrol takes over.Toss in a blind spot alert sytem, self-levelling xenon headlights, a bi-modal exhaust system that is refined or raucous depending on pedal pressure and a magnetic ride control suspension kit that, depending on the mode, noticeably changes the vehicle's attitude around corners and over bumps and the Grange starts to look like a smart package indeed.DesignThe Grange is visually the most refined of the HSV range and a definite improvement over the previous model. The front end is either overtly masculine or a a touch too much boy racer depending on who you're talking to The daytime running lights help soften the effect and from side or rear-on it looks more luxurious than "look-at-me".HSV's chief of design and styling is, not surprisingly, a fan.  "We have made the Grange a more dynamic looking car, and the update delivers greater on-road presence, he says."It definitely still retains the classy appearance and proportions that you expect from a luxury performance car; however, we have added a few more masculine-looking details like the DRLs and the shockwave inspired exhaust tips."Little touches, like the recesses for the screens mounted in the back of the front seats, help avoid problems with sun glare and ensure the rear seat passengers are quiet.SafetyThe driver-aid acronyms - ABS with EBA and BFD, ESC and STC - are all standard kit on the Grange, as they are on most cars these days. The difference is in the calibration, with the HSV allowing a bit of leeway before the electronics intervene. It's enough to be fun without getting into trouble.The self-levelling xenon headlights cast a massive spread of light even at 110km/h and the four-piston brakes aren't likely to fade this side of a racetrack.DrivingIt isn't hard to find a comfortable driving position in the long-wheelbase HSV and the leather-trimmed seats do a reasonable job of holding you in place as the pace pick up. They're more suited to larger drivers, though, which again shouldn't be a problem in this market segment - it's nothing another couple of business lunches won't fix.The flat-bottomed steering wheel helps here, too, but the sporty styled wheel isn't matched with a quick enough rack, meaning drivers can't turn through a 90-degree corner without shuffling their hands. That kind of defeats the purpose.A reversing camera with overlaid guide lines complements the standard parking sensors and makes manoeuvring the big car a relative breeze, but it's on the open road where the Grange justifies its existence.Overtaking is simply a press of the pedal away, no matter what the speed and switching the suspension from luxury to sports mode gives you confidence to tackle the most chopped-up roads. It's not going to outrun or outhandle a Porsche, but try fitting five people into a 911.The satnav is easy to use and alerts the driver to nearby rail crossings, speed camers and school crossings which is an intelligent features other carmakers should copy.The only criticism comes when getting into the car of a night _ unlike its Euro rivals the auto headlights don't activiate when the car is unlocked.VerdictA worthy local contender in the luxury performance market that can only be rivalled by the FPV in the value-for-money stakes. 8/10HSV GrangePRICE: $88.900ENGINE:  6.2-litre LS3 V8POWER: 325kW at 6000 revsTORQUE: 550Nm at 4600 revsTRANSMISSION: six-speed automatic, rear-wheel driveBODY: Four door sedanSEATS: FiveDIMENSIONS: Length 5203mm, width 1899mm, height 1469mm,  wheelbase 3009mm, tracks front/rear 1592mm/1590mmSTEERING: Power-assisted rack-and-pinionSUSPENSION: MacPherson strut front, multi-link rear FUEL TANK: 73 litres FUEL TYPE: Premium unleaded FUEL USE: 14.0litres/100km (tested)CO2 EMISSIONS: 328g/kmWEIGHT: 1883kgSPARE TYRE: Inflator kit.BRAKES: Ventilated 365mm four-piston front discs, ventilated 350mm four-piston rearsWHEELS: 19-inch alloysTYRES: 245/40 front 275/35 rearSAFETY GEAR: ABS with brakeforce distribution and emergency brake assist, electronic stability control and traction control, self-levelling xenon headlights

Last week's "Hottest Car" award at SEMA is official acknowlegement by the auto aftermarket industry that the Camaro is the most popular car to customise in the US.  The local connection continued when the award was received by Alan Batey, who was Holden's managing director before headed Stateside to become Chevrolet vice-president of sales and service.Batey is the latest in a long line of Holden talent GM has tapped to help its US operations and was at SEMA to oversee the four official Camaro entries on display, though they were hidden among a staggering 130 examples of the model, with everyone from Popular Mechanics to DUB magazine putting Camaros on show."We were naturally thrilled when we saw Camaro collect another accolade for its styling," Holden design director Tony Stolfo says.  "The team in the States did a great job preparing the winning entry for the show, adding even more muscle to what is a special design."Given the Australian connection to the Camaro program, it was nice that Alan Batey, a former Holden man, was there to accept the honour."  The Camaro has already been a huge commercial success for GM, with just under 100,000 cars selling in its first year of production to May this year to outsell it main rival, the Ford Mustang, by almost 20,000 vehicles.It has also been judged the World Car Design of the Year and the "Ideal Vehicle" in the sports car category by AutoPacific, which is decided on interviews with new car owners.And it's the new owners that are interesting GM, with its research showing around half of Camaro buyers are new to the Chevy brand.  That number is expected to grow when the convertible version goes on sale later this year after being previewed at this week's Los Angeles Motor Show.Even the South Africans want to toy with our hot-rod Holdens. Tuning company LupiniPower has launched a 400kW Chevrolet SuperUte pick-up. The car is based on the Commodore SS ute - sold in South Africa as the Chevy Ute SS - with a supercharger fitted to the 6.0-litre V8 and upgraded brakes and suspension.LupiniPower says its automatic SuperUte hits 0-100km/h in 4.5 seconds and is more fuel-efficient than the standard vehicle, claiming 9.9 litres for 100km against the regular model's 10.2 litres/100km.  The company is also offering the same upgrades on the Commodore SS sedan, which South Africans know as a Chevy Lumina.

The Chevrolet Caprice Police Pursuit Vehicle was put up against Ford's ageing Crown Victoria and the new Dodge Charger in a series of on-road tests earlier this year and oupointed its US-built rivals in every aspect from acceleration to braking and outright lap times. That's given the Commodore-based long-wheelbase car the early lead in the sales battle for a market that takes around 70,000 vehicles a year.  Holden will build the Caprice PPV in Australia, with department-specific equipment requested by each police force fitted in the US. Holden spokesman Jonathan Rose says the company has had an encouraging reaction to it's purpose-designed police vehicle, but is still looking to translate that into firm export orders. "We have received initial orders for the Caprice PPV which is very exciting, but we're not in a position to provide full details just yet. The orders we have received so far are from the smaller law enforcement agencies in the US," he says. "We don't expect to receive the larger fleet orders from departments such as Los Angeles and Michigan until the first quarter of next year.  We have already started building pilot vehicles for testing and fleet marketing activities in North America and we will begin building cars for customer orders early in the new year." The Caprice PPV is powered by V8 and V6 engines, though the V8s _ rated at 265kW and 521Nm _ were the ones tested in the Michigan Police Vehicle Evaluation trials and it was the ethanol-boosted E85 version that performed best. It is competing with the Crown Victoria Police Interceptor _ which had been the backbone of the various police department's vehicles - and the Charger Pursuit.  The Crown Victoria is being replaced next year by the Taurus Police Interceptor sedan, which will have a two V6 engines - a 196kW/338Nm 3.5-litre V6 engine and an all-wheel drive model using a 3.5-litre EcoBoost twin-turbo V6 with 272kW/475Nm. Holden and it's parent company GM have invested considerable time and money to customise the Caprice PPV - and an unmarked police equivalent - for the US law-enforcement market. The front seats have been specially designed to sculpt around police equipment belts, inculding the gun, Taser and handcuffs. Trial units were fitted to vehicles for police to evaluate and the resulting shape, foam densities and hard-wearing fabric covers is a result of feedback from police on patrol. The electronics - from stability control to ABS - have also been adapted for police use and the side curtain airbags don't prevent a full-width rear security screen from being fitted. Chevrolet Caprice PPVPrice: $30,995Engine: 6-0-litre V8Power: 265kW at 5300 revsTorque: 521Nm at 4300 revsTransmission: Six-speed automatic, rear-wheel driveSeats: FiveSuspensions: MacPherson strut front, independent spring-over-shocks rearBrakes: 345x30mm ventilated fronts; 342x22mm solid rears.

"Less is more," is not a maxim that's gained much traction in the United States, the primary market for German bigger luxury SUVs.  With the GFC hangover having worn off and the free market hyenas shamelessly snarling to let the market find its own level, its back to "you gotta say yes to another excess".Yet Audi has trimmed the fat from its Q7 range. Oh, it's as formidably 2.2 tonnes plus as ever, it's just that the atmo V6 and V8 petrol models have been shed for a more efficient unit.VALUEThe revised range lurches off the mark at $88,614 for the 3.0 TDI with a more powerful yet more frugal diesel; followed by the 3.0 TFSI at $93,814 (our subject today); the 4.2 TDI quattro at $127,814 and that embodiment of excess, the V12 TDI, at $254,814.The Q7 is built on the same underpinnings as Volkswagen's Touareg and Porsche's Cayenne and this model, the supercharged petrol V6, is priced closer to the latter. The value question is shaped by that engine - the other two make do with the still impressive but scarcely competitive naturally-aspirated 3.6 FSI for their six pot petrol option. The Audi's kills it.That said, the ticking of but a few option boxes sees the Q7's price soar past the $100k plus Porsche. And though Audi's made great strides in all directions, not least brand perception, it's the former's badge that's going to win the private school run stakes.TECHNOLOGYIt's a wonder the Q7 can spring forward at all, so bursting is it with technik. The new story here, however, is the drivetrain stuff.  With the exception of the Panzer powerful V12, the revised Q7s get eight-speed tiptronic transmissions, a slusher Audi says reduces fuel consumption by about five percent by keeping the engine's speed low and near its optimum operating point. In operation, its changes are barely perceptible and all but inaudible.Quattro permanent all-wheel-drive is best appreciated in Audi's quicker passenger cars, but makes its presence felt even in this 2.24 tonne behemoth, feeding 40 per cent of power going to the front and 60 percent to the rear wheels in default running. PhD clever and cat-like in its reactions, the mechanical-action centre differential will, in extremis, send up to 65 percent of go to the front or up to 85 percent to the rear.Despite a designation that suggests a turbo as per the rest of Audi's forced induction models, the 3.0 TFSI petrol V6 is a supercharged job that packs a V8 hassling 245kW and 440Nm to exploit.  Again, though best appreciated in the S4 sedan and S5/A7 Sportbacks, it's scarcely tardy in the Q7, getting it from standing to 100km/h in 6.9 seconds.DESIGNWell, it's a great big luxury SUV designed for great big luxury lovin' Yanks. In five seater mode, it's difficult to imagine anyone but them having credible complaints about passengers or storage space in the five metre bus.SAFETYGiven that the related VW and Porsche have five star ratings in European crash testing, the Q7's four is something of an anomaly. The revised version has not been tested and Audi confidently await the day.Hard to fault the active or passive packages though, with eight airbags, stability/traction control, anti-lock brakes with brake assist, parking sensors and a reversing camera standard.DRIVINGA life-affirming, smile-inducing, addiction forming engine feels merely better than adequate here. Moreover it struggles, even at freeway cruising speeds, to realise its combined conditions fuel claim of 10.7l/100km returns fuel consumption.  That, of course, is to compare cheetahs with a fat cat. Yet buyers of the latter - not unreasonably expecting cushion comfort - won't find it here, at least not without the costly optional extra air suspension.Audi is at its worst when it sacrifices compliance for the pretence of "sportiness", which it any case fails to deliver. The Q7's unsettled low speed ride would be acceptable in a hot hatchback, but not a luxury barge. The former's return comes in the form of responsive and rewarding dynamics; the Q7 falls short here too.Sure, it's capable enough for its class, with abundant grip and adequately curtailed body roll, but those globulous dimensions are always apparent. Nor can it hope to compete dynamically with BMW's X5, not with steering that is -as is almost always the Ingolstadt way - devoid of feel and feedback.  Audi can't decide what its big SUV should be and, in its uncertainty, achieved neither.VERDICTBuy the dieselAUDI Q7 3.0TPrice: $93,814Engine: 3.0 supercharged V6 petrol; 245kW/440NmTransmission: 8-speed auto; AWDThirst: 10.71L/100km (claimed)

Ford Performance Vehicle took the high ground with its 335kW Falcon GT last month but now WP, from the same stable as Holden Special Vehicles, is hitting back with a Commodore that jumps into the luxury class with a price tag somewhere between $99,990 and $117,760. Its supercharged 6-litre engine also makes 460kW with 780 Newton- metres of torque, and it comes equipped with everything from giant brakes to a body kit that echoes the original Walkinshaw Group A Commodore from 1987. Despite the hefty showroom sticker, Walkinshaw boss Craig Wilson says around half of the 23 cars in the limited-edition Series II Supercar run have been sold less than a week after it was previewed at the Australian International Motor Show, including five to show visitors. "It's really hit the mark. If you want bragging rights we've got the car," says Wilson. "There are no gimmicks. It is a go-fast car." Walkinshaw Performance has been growing rapidly since it was established two years ago as a step beyond HSV. It specialises in limited-edition packages for the Commodore, although the Series II is a new development. The cost of the Series II includes a brand-new Commodore SS, which is then comprehensively tweaked at WP's workshop in Clayton, Victoria. "It's a different beast when it comes back," says WP spokesman, Simon Frost. That's largely down to the WP 230 Edlebrock supercharger conversion, but the car also gets special Bilstein suspension with six-piston brake callipers at all four corners — with 378mm discs up front and 365mm on the rear. A specially-commissioned audio upgrade package from Rockford Fosgate is included and all 23 cars are sprayed in Panorama Silver, another tip to the original Walkinshaw Commodore that started the Holden Special Vehicles business. The package also features a three-inch bi-modal exhaust, carbon fibre lip spoiler and specially-embroidered WP headrests, sill plates and armrests The addition of the WP230 supercharger represents a new frontier for Walkinshaw Performance, and not just because of raw numbers the supercharged engine delivers. Chief Engineer Alan Hale says it's the power under the curve that is the key. "The big benefit of this package is the huge 12 inch long intake runner system which delivers massive amounts of torque under the curve, for instance 700 Nm as low as 3000 rpm," Hale says. "We're really proud of the end product and we know it is going to be popular with customers looking for something extra from their Holden or HSV.'' Wilson says the Series II is not intended to compete with HSV but to give Holden fans another choice. "We've discussed what we're doing with HSV. It's a close relationship," he says. And he promises the Series II will lead to more go-fast parts from WP. "After they're gone people will be able to buy a lot of the items separately. We're still working on that but there will be a lot of stuff." WALKINSHAW SERIES II SUPERCAR Price: $99,990 to $117,760Engine: 6.0-litres 90-degree supercharged OHV V8Power: 460kW at 6000 revsTorque: 780Nm at 3450 revsTransmission: Six-speed manualFuel type: 98 RON (PULP)Fuel tank: 71 litresBrakes: Four-wheel six-piston calipers on 378mm discs up front and 365mm rotors on the rearSuspension: Front Bilstein mono tube shocks on coil springs, direct acting stabiliser bar. Rear Bilstein mono tube shoscks, multi-link independent rearWheels: 20 x 8.5R2lw-10Tyres: Front — 245/35; rear — 275/30. 23 years ago... WALKINSHAW VL SS GROUP A SV Engine: 5.0-litre V8Power: 180kw at 5200 revsTorque: 380Nm at 4000 revsTransmission: Borg Warner BT5G five-speed manualBrakes: Four-wheel disc brakes, ventilated on the front with finned alloy caliperSuspension: Sports suspension, including Bilstein rear gas pressure shock absorbers and Bilstein front suspension strut insertsFuel tank: 83 litres Wheels 16x7R16 alloysTyres: 205x55 VR Bridgestone RE71.

THE battle for buyers' dollars is heating up as BMW fights back against the Japanese incursion into its markets. The X1 sDrive range swaps all-wheel drive for power just from the rear tyres. That earns them a hefty price discount and puts the Bavarian brand back on the radar of shoppers considering Subarus, Toyotas and Hondas, whose compact SUVs have started to nibble at the prestige sector.You get what you pay for and for close to $50,000, this is a car that deserves to be shopped against mainstream compact SUV models.VALUEThe 2.0-litre petrol and diesel-powered sDrive models — the petrol is confusingly known at the sDrive 18i — are the bargains of the BMW X1 range priced at $43,500 and $49,300 respectively.The baby X models are already a success — more than 1300 people have bought X1s this year — but BMW says some buyers prefer the raised seating height but don't necessarily want the weight of an all-wheel drive system.``Many customers enjoy the ride-height, load space and all-round practicality of a lifestyle vehicle without necessarily wanting all-terrain capabilities,'' BMW Australia managing director Stavros Yallouridis says.``For these customers, the new sDrive X1 wagons have better fuel economy, even better on-road agility and exceptional value for money.''That value equation is the one BMW is counting on, with the range-topping Toyota RAV4 now $49,990, Honda's best CR-V $42,790 and the Subaru Forester as high as $45,490. If BMW is right and a lot of people are more worried about sitting up than straying off-road, the sDrive range may be a winner.TECHNOLOGYBy BMW standards there's nothing innovative about the sDrive 20d but the basic features are good for a car in this segment. The rearview mirror has an anti-dazzle function, the sound system has Bluetooth and USB compatibility, the wipers automatically start up when the rain comes down, the rear parking radar will impress friends with graduated beeps as the car get closer to the wall and there's cruise control as standard. Everything else costs.The diesel engine is typically Euro-efficient, with an official combined fuel use of 5.9thlitres for 100km with the optional automatic. The manual uses 0.6thlitres/100km less and comes with stop/start technology and a light on the dash that advises of optimum shift revs.BMW is not the only company to use this, so it's not the only one that irritates me. It's smart technology — but I'm driving a diesel. If I was a card-carrying member of the local greens branch, I'd rave about it, but until then if I'm paying for the fuel, I'll decide when I want to change gears.Anyway, given there's 350Nm available, the auto is the smarter option. Both transmissions come with brake energy regeneration.SAFETYThe brick-solid body is backed by ABS and what BMW describes as Cornering Brake Control, which is obviously German for ``if you're too stupid to judge a corner, we'll still rein you in''. Couple that with electronic stability control and traction control and the driver has to be trying really hard to punt the sDrive 20d off the road.STYLINGThe styling is unmistakably BMW and that will be a big part of the sDrive's appeal. The high-riding look is well proportioned and has all the signature lines owners of the brand expect. The interior is a surprise. The colours and basic layout follow the family theme, but the iDrive controller in the centre console is notably absent. In its place is a menu button that, along with the radio channel selector buttons, allows you to program the various functions.It works, but regular Beemer drivers will find themselves having to check the manual before they can get the most out of the system. Love it or hate it, the iDrive rotary dial has improved with every generation, so it's presumably only cost that sees it deleted from the X1.DRIVINGThe engine is noisier than most BMW diesels at idle, but it disappears once underway and it gets along at a fair clip — the official 0-100km/h time is 8.3 seconds for the six-speed automatic. The automatic will try to hold on to too high a gear on steep hills but flick the selector left into sports mode and the problem goes away. Too heft a right foot exiting tight corners will then light up the traction control warning, but that's to be expected when 350Nm is unleashed without any careFor the majority of the time the ride is refined and it's only when you push the sDrive beyond the point of tyre traction that it will give a disapproving shake. It's not enough to engage the stability control, but 3 Series sedan owners might wonder what went wrong. Then they'll remember the price ...The sDrive is not a performance car and doesn't deserve to be treated as such. Fold down the rear seats and it will happily take whatever you throw at it, from bikes to removal boxes.More importantly for potential owners, it will also collect the kids after school and ferry the family to the shack on weekends with a look that says if you haven't yet made it to the top, you're working at it.Inside viewBMW X1 sDrive 20dPrice: $49,300Engine: 2.0-litre turbodieselPower: 130kW at 4000 revsTorque: 350Nm from 1750-3000 revsTransmission: Six-speed automatic, rear-wheel driveFuel use, CO2 emissions: 5.9thlitres/100km, 155g/km

News of a French attack doesn't normally worry the German luxury heavyweights, but very few French fighters are like the Peugeot RCZ.

Volkswagen already does big business with the compact vehicle in both people-mover and van guises, but is relying on a major upgrade of its drivetrains and a move to sedan styling to haul in more capacity. The cars arrive in Australia in mid-December and VW Commercial Vehicles director Phil Clark says Caddy is a key growth area for the world's biggest carmaker.  "Small vans in 2004 were 8 per cent of the market; now its 18 per cent," he says. "Caddy has done very well for us. "With this model, everything forward of the windscreen is new."  The latest range was internationally launched in Germany last week, where they proved themselves capable of reaching speeds _ even with 350kg of ballast in the back _ that would have you locked away for life in Australia. More importantly, the interior fabrics and plastics look like the soft-texture stuff out of the VW parts catalogue, but have a much more durable feel to them. The driving position is similarly sedan style, wtih the six-speed manual shifter easy enough to work that it takes little effort to drive in peak-hour traffic.  The six-speed wet-plate DSG shifter is still the go, but it is slightly vague at speeds under 30km/h, so stop-start operators will have to trade off the precision of the manul of the ease of the self-shifter. Conversely, the automatic is the box of choice for families, who will find it saves fuel and hassles Clark says prices haven't been finalised but he doesn't expect dramatic rises. Opening the bidding for budget-conscious families is the five-seat Caddy Life. It's powered by a 1.2-litre TSI petrol engine that has cut fuel consumption by 21 per cent and increased torque by the same amount over the outgoing model, with fuel use of 6.6 litres for 100km and outputs of 77kW/175Nm. The test drive was notably missing hills, but the Caddy punches well above its weight on the autobahns, with serious mid-range urge with two people on board.  We'll wait until it lands Down Under for a full review, but it looks like a capable entry level vehicle. Pulling power won't be an issue for the long-wheelbase Caddy Maxi Life, which will carry seven with reasonable rapidity thanks to the 2.0-litre TDI diesel engine producing 103kW/320Nm.  Strip out the seats and buy the Caddy as a van and the DSG will hit the sweet-spot with fleet operators and owner-operators who don't want the hassle of constant gear changes. Clark admits the manual's biggest buyers will be tradies who won't change their clutch-operated ways and says the auto version will be the dominant player.  "A lot of these guys are couriers _ they prefer a diesel with an automatic and that's why we've done so well with Caddy Maxi." "If they don't need a one-tonner (the Maxi's rated to lug 813kg) and are looking at carrying capacity, that's were we've got the edge."  The Caddy's obvious rival is Mercedes' one-tonne Vito range, but the two share similar internal volume.