Articles by Ewan Kennedy

These big Mitsubishi family cars have a well-deserved reputation for being smooth and refined and in its early days the Magna made Holden’s Commodore and Ford’s Falcon rather ordinary in the noise, vibration and harshness (NVH) stakes.Mitsubishi Verada was the name given to upmarket versions of the Magna and is sometimes regarded as a different model, though in reality, it’s just a Magna with plenty of extra kit stuffed inside.All were built in Adelaide. The first Magnas were very much Australian products, later they became more closely allied to Japanese Mitsubishi models. The Mitsubishi 380 was based on an American Mitsubishi model and was larger and plusher than the Magna.This once successful line of cars came to an abrupt end in April 2008 after slow sales of the 380 caused Mitsubishi to pull out of Australian manufacturing. In hindsight if the company had simply called the 380 the next generation Magna, the Adelaide factory might still be in operation today.Body types are four-door sedan and five-door station wagon in the Magna/Verada, but the 380 was only built as a sedan. Rear-seat width isn't quite as good as that in Commodore and Falcon, but the Mitsubishi’s seats can handle three adults in reasonable comfort.The big Mitsubishis have reasonably good handling for family cars, with the 380 feeling nice and sharp on the road. Engine performance from the old-style four-cylinder 2.6-litre engine is reasonable, but only just. The later four-cylinder models had a 2.4-litre unit with a much-improved design.Four-cylinder models slowly declined in popularity over the years and were finally removed from the Magna range in 1999. Those on the used-car market now are likely to be near the end of their lives, though it must be said they are tough old units. A 3.0-litre V6 engine was released in the Mitsubishi Verada in 1991 and the Magna in 1993.It was joined by a 3.5-litre V6 in some upmarket variants in October 1996. The bigger engine gradually spread to the rest of the range. In the later-model Magna Sports and VR-X, the 3.5 engine has additional power over the standard unit. The Mitsubishi 380’s 3.8-litre engine is a stretched version of the 3.5-litre unit.There is good torque throughout the normally used zone of the rev range and the 3.8 is very pleasant to sit behind. Magna is offered with a five-speed manual gearbox, but the great majority of the original cars came with a four-speed automatic. A sequential shifting was first fitted on four-speed Magna Sports models from September 1997.An advanced five-speed automatic transmission with a sequential shifter is fitted to the sporty variants sold from August 2000 and made its way to the other models over the next couple of years. Mitsubishi 380 came with a five-speed automatic transmission or a five-speed manual gearbox.The auto was by far the most popular and the manual could be a problem to resell in years to come as the number of drivers interested in doing their own gear changes continues to decline. Mitsubishi’s Magna offers the extra traction of all-wheel drive in some sports variants to give the car a real sporty feeling.These all-wheel drives are a real pleasure to punt hard and fast and keen drivers love their feel and grip. But they were never popular and could be hard to resell. These big Mitsubishis are spacious in their under bonnet area so servicing is relatively easy for amateur mechanics to carry out. Make sure to get a professional mechanic for safety-related work. Mitsubishi continues to operate strongly in Australia despite no longer being a local manufacturer. Spare parts for cars up to 10 years old are still carried by Mitsubishi dealers. Prices are generally reasonable and we seldom hear of any real availability problems. Insurance charges are usually moderate and most companies charge much the same for four and six-cylinder engines. There may be an increase in the premiums for the Sports model if the driver is young and/or inexperienced.WHAT TO LOOK FORRust is seldom a problem but in a few cars it gets into the bottom edges of the doors, boot lid and or tailgate, and the fuel filler flap. Look for signs of damage to seats, carpets and trim, including inside the boot. Examine the top of the dash panel and the rear parcel shelf for faded, or cracked, plastic caused by constant exposure to sunlight. Automatic transmission problems have dogged these Mitsubishis but troubles are less frequent in newer models than in older ones. Watch for an automatic that shifts gear when it doesn’t need to or suddenly shifts into neutral of its own accord. Look at and feel the front tyres for uneven wear, which can indicate front suspension problems. Check the paint and bumper bar around the exhaust tailpipe for an oily film, indicating engine problems. Make sure the brakes pull the car up in a straight line and that ABS, if fitted, sends a pulsing back through the pedal on hard application. Don’t forget to check your mirrors first!CAR BUYING TIPWhen checking out a car aimed at the family buyer make sure to spend plenty of time looking over the back seat and the luggage area. 

Range Rover Evoque is an indication that the British 4WD maker understands the reality of the so-called soft-roader vehicle. The burgeoning compact SUV market, or soft-roader if you like to call it that, initially saw Land Rover moving down in size with the Freelander. But it retained the sort of off-road ability Land Rover owners deemed to be essential. Land Rover then displayed a stunning looking concept vehicle that drew a lot of favourable comments at motor shows worldwide. A concept that eventually became the Range Rover Evoque.Evoque’s 2WD was launched midway through 2012 as a lower cost option, priced from $49,995, for buyers who have no plans to take their little Range Rovers off-road. Which is actually a very large number of owners, though not all of them will be willing to place themselves in that category – they still have distant dreams of one day tackling adventurous routes in the great Aussie outback.What looks like an unrealistically low roof is actually a clever optical illusion. Though the Evoque’s roof slopes sleekly down at the rear, the angle is not as sharp as it seems, because the rising belt line creates what looks to be an ultra-low roof. Even more importantly, it also maintains the macho look desired by SUV buyers.The design and quality of in-cabin materials is impressive and we can envisage wealthy owners of upmarket Range Rover Autobiography models buying Evoques for their fortunate children. We found the front seats of the baby Range Rover comfortable and pretty spacious, particularly for a vehicle of this size.Range Rover Evoque in four-door format has sufficient headroom for a six-footer in the back seats, though that’s probably about the limit, so check for yourself if you’re likely to have tall travellers back there. Legroom – we are talking about the four-door again – in the rear is good if the people in front are willing to give up a few centimetres of their legroom.The view to the side from the back seats suffers because of the aforementioned rising belt line and smaller children may become bored as they can’t see outside properly. Note that the two-door variant of the Evoque, which Range Rover cheekily calls a coupe, has slightly less headroom in the back seat than the four-door. Indeed, the use of the word coupe for the body probably makes sense because owners of coupes of any type don’t expect there to be a lot of room in the rear compartment. Boot space is good and we had no trouble fitting in a couple of fair sized suitcases without having to fold down the rear seats.Our road test vehicle for the last week has been a four-door Evoque with a turbo-diesel engine that produces 110 kW of power and the newly introduced 2WD system. In any case, the engineers have given the 2WD Evoque the same ground clearance as the 4WD, so it can tackle dirt tracks and the like.Fuel consumption around town was impressively low at seven to nine litres per hundred kilometres. It’s possible to get consumption under six litres per hundred on the highway without too much pussyfooting.On sealed surfaces the Range Rover Evoque handles almost as well as a good hatchback. You wouldn't exactly describe it as being sporty, but it comes closer than you might expect. We feel there is more road noise on rough sealed surfaces than is acceptable in an upmarket vehicle.It had decent performance without too much turbo lag. It’s noisier from outside the vehicle than many diesel cars. From the inside, particularly when cruising, it’s virtually indistinguishable from the petrol engine in the way sounds are suppressed.Visibility to the rear is not good as the shallow back windscreen gives a letter-box effect. A reversing camera and parking sensors make life safer.Range Rover Evoque’s use of 2WD may anger some of the purists who love the famed British marque, but the 2WD option makes a lot of sense and will help to secure the long-term future of the company in these tough times. 

A couple of years back while attending the international launch of the Volkswagen Amarok pickup in South Africa I managed to score a test drive of an almost new, very old Volkswagen Golf.That seemingly contradictory drive was due to the fact that a model called the Volkswagen Golf Citi – a mildly upgraded Golf Mark 1 – was still being built in South Africa as a low cost option to the current generation Golfs it coincided with over many years.The VW Citi was sold for some 25 years after the first Golf was discontinued everywhere else and with upgrades to the mechanical systems to keep it up to date on driving and emissions regulations. In the meantime Volkswagen has sold about 25 million Golfs, making it by far the most successful model ever produced. Just over 15 million Volkswagen ‘Beetles’ were sold in total but, as with the Golf, there’s virtually nothing interchangeable from the first to the latest models.Volkswagen apparently spotted my report on the new / old Golf so came up with a more formal arrangement for a number of Aussie journalists. We were in Germany to carry out the first road test reviews of the seventh generation Volkswagen Golf. Having arrived in the country of the car’s birth a few days ahead of the global launch Volkswagen brought several examples of previous generation Golfs from the company’s museum for us to look over in detail.The original Golf is significantly smaller than any of the other models. Though each new one, seemingly inevitably, is larger than the one it superseded the size differences aren’t all that great. Some of the extra size in the newer Golfs is taken up to provide occupant, and later pedestrian, safety so the interior of the older models isn’t as much smaller as you might anticipate.Again, the Golf Mk 1 has quite a difference in styling to the ones that succeeded it, with sharp lines and a real character in the shape. From the Golf 2 onwards there’s an obvious similarity in appearance on the outside.The one feature that all cars, including the Mk 1, do have in common is the distinctive dogleg shape of the C-pillar. Indeed, Volkswagen designers now feel duty bound to carry on the tradition from the almost 40-year-old design by Giorgio Giugiaro.Cleverly, interior style in each model follows a similar theme so that a potential buyer of a new Golf immediately has a feeling of familiarity. The instrument layout stays the same, with a pair large dials for speedo and, in older cars a clock, in more recent ones a tacho. The windscreen is relatively flat and though the A-pillars have thickened for crash safety over the years visibility outwards remains good even in the Golf 6. The oldtimer Golfs fell clearly into two categories when it comes to sophistication. Mark 1 to Mk 3, then Mk 4 onwards.That is 1974 to 1997, then 1997 until the about to be superseded 2012 model. Indeed, anyone without the cash to afford a Golf 6 will find that Golf 4 is more than acceptable in ease of driving and overall noise, vibration and harshness control.Most fascinating of all was our drive in a special high economy version of the Golf 3 that in the early 1990s carried many emission reduction features that are only now coming into some new cars. The turbo-diesel engine had a stop-start system to cut its engine when the car was stationary. It even used a coasting function similar to that now fitted to the 2012 Volkswagen’s Passat, Tiguan and Touareg.As I write this we are off to the Paris Motor Show to witness the worldwide launch of the all-new Golf 7, and to fly to Italy the next day to drive the cars on demanding roads in Sardinia. We will bring you a complete report on that car immediately afterwards. 

Late last year the Australian motoring media were let loose in a range of upcoming new Audi models, including a special Limited Edition of the RS 5 coupe. The standard variation of the Audi RS 5 has been our review car all week and like its ‘Limited’ brother is a high-performance German machine that is guaranteed to bring a big smile to the face of any keen driver.VALUEAt $161,400 plus on-roads the new Audi RS5 coupe is not cheap. Two new Audi packages are available to RS 5 buyers, with Valcona leather coming with a choice of diamond quilting ($14,990) and contrasting red leather inserts (from $9400) to add even more exclusivity.Just 25 cars get the ‘special’ treatment that includes 20-inch alloy wheels, sports exhaust with dual modes and black tailpipes, panoramic sunroof and Bang & Olufsen surround sound system, all for the same price – $161,400 – as the standard RS 5 Coupe.TECHNOLOGYA worked version of Audi’s 4.2-litre V8 engine produces a stirring 331 kW of power and the RS 5 takes advantage of Audi’s seven-speed S tronic dual-clutch transmission and quattro all-wheel drive with self-locking centre differential and torque sharing on all four wheels. In addition there’s a sport differential for variable distribution of power between the rear wheels.All of this geared technology is enough to get the Audi RS 5 to 100 kilometres an hour from rest in just 4.5 seconds, no mean feat for a vehicle weighing on the high side of two tonnes if a couple of big Aussie blokes are on board.Top speed is normally electronically limited to 250 kilometres an hour. We are told that 280 km/h is available on request to Audi if the engineers there are confident in your driving ability. Top-speed is irrelevant off the race track in Australia but the smooth and instant power delivery adds driver confidence when overtaking on country roads or merging onto motorways. Perhaps even for the pleasure some of us enjoy in accelerating away from traffic lights to get clear of the pack.Audi has officially measured the latest RS 5 at an average of just 10.5 litres of fuel per 100 kilometres. Reduced fuel consumption is, in part, due to a new electromechanical power steering. Instant response, positive feedback and sharp cornering are also welcome improvements.DESIGNThe tall single-piece radiator looks as though it takes in more cool air than the Vienna Boys Choir in an Alpine concert; the 19 or 20-inch wheels would not look out of place on a Ben Hur chariot; twin elliptical exhaust ports look about the size of a ship’s funnels and create a stirring a fanfare from the booming V8.Brakes feature internally ventilated discs. Callipers are painted high-gloss black, the front units having eight pistons each and sporting RS logos. Modifications have been made to the layout of instruments and controls with the three-spoke, multifunction steering wheel dressed in perforated leather featuring new, more intuitive, buttons and rollers.The centre console has been reworked with the optional multimedia interface hard keys for menu functions reduced from eight to six. The ignition key and the steering column stalks have also been updated. Contrasting against the predominantly black cabin décor, pedals, footrest, air vents, shift paddles on the steering wheel, the MMI buttons and other controls are finished in an aluminium look.The two-door coupe character of the car can be a chore for passengers getting in and out of the two rear seats – it’s a four-seater only – and not recommended for the less agile. The wide doors don’t help in limited parking space. However, when ensconced in the back there is room for few complaints from occupants, the body-hugging sports seats providing plenty of thigh and side support even during the most spirited driving.SAFETYBrakes are hooked up to the usual active safety systems such as ABS with electronic brake force distribution and brake assist.DRIVINGAudi Drive Select is standard and allows the driver to select between three modes – Comfort, Auto and Dynamic – changing the characteristics of steering, the S tronic transmission, throttle valves and exhaust sound valves.The electronic stability program with Sport mode can be deactivated, while an optional sport suspension-plus with dynamic ride control makes use of variable suspension damping, while high-performance brakes, with front carbon fibre ceramic discs are also available as an optionDuring our time with the ultra-hot Audi RS 5 fuel consumption ranged from 10.6 litres per 100 kilometres in highway cruising to 18-plus litres per 100 kilometres in stop/start city traffic. While high in their own right these figures aren’t bad for a car with this sort of performance and indicate the efficiency of the big V8 powerplant.Stability is also improved by a spoiler in the rear hatch which deploys electronically at 120 km/h or at the push of a button by the driver. A flat-bottomed steering wheel, now standard, adds a further sporting feel to the RS 5.VERDICTAudi RS 5 is a stunner of a coupe both in looks and actions, displaying all that Audi stands for in style and automotive technology.Audi RS5Price: from $161,400Warranty: 3 years/unlimited kmCrash rating: n/aEngine: 4.2-litre 8-cyl petrol, 331kw/430NmTransmission: 7-speed auto; AWDThirst: 14.4L/100km, 246g/km CO2Dimensions: 4649mm (L), 1860mm (W), 1366mm (H)Weight: 1715-1790kg

Mercedes has taken a new stance in its first all-new SL sports roadster in 10 years, leaning strongly in the direction of making it a highly competent grand touring machine. Grand Touring (which is what GT really stands for though the meaning has become somewhat twisted over the years) is all about moving safely and surely at high-speeds from one upmarket destination to another in sporting luxury.VALUEThe entry level SL 350 starts from  $225,000 and goes all away to the top of the range SL 500 starting from $304,500. Sophisticated hotrod AMG variants are also available, the V8 63 (from $381,500) goes on sale at the same time as the mainstream SL models, the V12 65 (from $466,500) is coming very early in 2013.TECHNOLOGYPower comes from a choice of a Benz 3.5-litre V6 engine (the SL 350) producing 225 kilowatts of power and 370 Newton metres of torque, or a bi-turbo 4.7-litre V8 (SL 500) outputting up to 320 kW and a staggering 700 Nm.Both powerplants take drive to the rear wheels by way of a seven-speed automatic transmission that runs a sportier state of tune than we have experienced in passenger Mercedes models in recent times.On an environmental note, the engines have trimmed carbon production and petrol usage by about 10 to 20 per cent when compared with those in the outgoing generations of SLs.DESIGNGiven the severe traffic and equally severe limitations on travelling at high speeds in many countries, the designers of the Mercedes SL have worked hard at an interior which is almost a destination in its own right. The interior of a new SL is certainly a pleasant place to spend many hours enjoying the feeling of conditioned air, fine music by way of Mercedes’ longtime partner Harmon Kardon and a generally relaxing atmosphere.Quality materials are assembled in an exacting manner, resulting in a blend of form and function that looks and feels most impressive. You can choose to do your grand touring in a closed coupe, or a coupe that feels semi-open if you choose to use the Mercedes’ Magic Sky Control to let your chosen amount of light through the glass roof, or ultimately do away with the roof altogether by powering it down into the back of the car for a convertible ride.Weight has been trimmed by some 70 kilograms in comparison to the superseded model, the car plus two people and their luggage is still mighty close to two tonnes in weight.DRIVINGSuperb electronic stability and steering systems mean a Mercedes SL can grip the road with cornering loads that the passenger certainly feels as G-forces mount. Yet retains an enormous amount of safety as sensors read the forces on various sections of the car and adjust the suspension, brakes and steering to make the car steer itself on just the right path.The driver can dial out some of the assistance depending on their desires, right down to almost-off settings should they wish to tackle a race track. Not the SL’s intended station in life, but one that can be tackled if you’re interested in something out of the ordinary in weekend entertainment.We sampled both engines over a varied drive route out of Melbourne and back organised by Mercedes-Benz Australia. The SL 350 has plenty of performance and is probably all that is needed by many drivers. The acceleration to overtake or simply to get away from the traffic lights with a bit of verve is satisfying and the exhaust note and air intake sounds are pretty satisfying.But, and we freely admit to being revheads, the twin-turbo V8 has so much more grunt that we simply loved everything it did during our 200+ kilometres behind the wheel of the SL 500. The deep note of the V8 is addictive and the push in the back from that over abundance of Newton metres is brilliant.We spent much of the time with the roofs down on both the SL 350 and SL 500 and found buffeting is minimal when the power operated windbreak is up. Mercedes’ clever Airscarf pumps warm air over your neck and as the heat went out of the sun later in the day made life more pleasant than it would otherwise have been.VERDICTThe big Benz is first and foremost a sporting tourer and can be hammered along in a manner that defies its size and weight.RANGEThe complete new Mercedes-Benz SL is:SL 350 3.5-litre two-door convertible: from $225,000 (automatic)SL 500 4.7-litre two-door convertible: from $304,500 (automatic)AMG SL 63 5.5-litre two-door convertible: from $381,500 (automatic)AMG SL 65 V12 two-door convertible: from $466,500 (automatic)Mercedes-Benz SLPrice: from $225,000 (SL350), $304,500 (SL500)Warranty: Three years/unlimited kmResale: 58 per centService Intervals: 12 months/25,000kmSafety: 6 airbags, ABS, EBD, EBA, TC, active bonnetCrash Rating: 5 starsEngine: 3.5-litre V6, 225kW/370Nm (SL350); 4.7-litre bi-turbo V8, 320kW/700Nm (SL500)Transmission: 7-speed dual-clutch auto; rear-wheel driveThirst: 8.3L/100km, 192g/km CO2 (SL350); 9.4L/100km, 218g/km CO2 (SL500)Dimensions: 4.61m (L), 1.88m (W), 1.31m (H)Weight: 1685kg (SL350), 1785kg (SL500)

Toyota’s RAV4 has long been a major player in the Australian market, with tens of thousands having been sold over the years. Though it began life as a cheeky little vehicle for the young at heart it has grown in size in the current generation and is nowadays a family wagon rather than a toy.Toyota Australia has released a special edition of its popular RAV4 compact SUV with what it describes comes with over $3500 worth of extra-value features.The recommended retail price for the special edition Toyota RAV4 Altitude with a manual gearbox and two-wheel drive is $29,990. This is an increase of just $1000 on the RAV4 CV on which it is based. Features beyond the standard CV model grade include satellite navigation and 17-inch alloy wheels (in lieu of steel wheels). Note that the spare wheel is also an alloy unit, something that’s not always the case. Exterior features also include silver roof rails, front fog lamps, rear-quarter, rear-door and rear privacy glass, and an 'Altitude' exterior badge.Inside, the RAV4 Altitude SE also has a premium steering wheel and premium gear-shift knob, 6.1-inch LCD touch-screen audio unit, satellite navigation with 3-D display and Suna traffic warnings, as well as voice recognition for audio controls, Bluetooth phone control and navigation control.The 40-Watt audio head unit includes a single CD player, an SD Card slot, rear camera input capability, USB connectivity, iPod control, and Bluetooth audio-streaming.The RAV4 'Altitude' Special Edition is based on the 2WD and AWD RAV4 four-cylinder CV models, but at this stage at lease, there is no V6 variant in this format. Toyota won’t confirm or deny speculation that the big power V6 will also be introduced as a special edition.All RAV4 models, irrespective of their grade have electric power-assisted steering to trim fuel consumption. It is offered in 2WD with manual or automatic transmission, but the all-wheel-drive (AWD) comes only with the automatic. Automatic transmission models have the additional feature of Downhill Assist Control.Safety features include vehicle stability control, traction control, anti-lock brakes and Hill-start Assist Control as standard equipment. Toyota RAV4 Altitude also has the added security of two reverse parking sonar sensors.With Toyota’s expertise in 4WDs behind it the RAV4 is much more competent off-road than most owners realise. In 4WD format it can go well into the bush or onto beaches and even tackle pretty severe rocky slopes in the hand of a competent driver. Even the 2WD versions of the RAV4 can do a fair bit of all-road work thanks to their good ground clearance and reasonably long suspension travel.Only 2000 of this special edition RAV4 will be built for Australia, so get in touch with a dealer soon as this market is booming and supplies may not last.

Honda Jazz is the smallest model from the at-times quirky Japanese car maker that’s sold in Australia. Since its launch in October 2002 the Jazz has gained an excellent reputation for build quality and trouble free running.Quality is of particular interest as the Jazz comes from Thailand, not Japan, to hold down manufacturing costs. We have visited Honda’s Thai plant and came away impressed, though hardly surprised, to note Honda's big emphasis on quality control.Honda Jazz has a high roofline to maximise interior space in what is a relatively small body. It can seat four adults with little compromising on legroom, but in Australia is more likely to carry either a couple or a family with young children. It fulfils both tasks with ease.There’s reasonably easy entry to the back seat, but some may find the rear door opening is a little tight in the original model. Those sold from the new model of 2008 this mild problem had been rectified. The Jazz has one of the best folding rear seat designs of them all. The rear seat slides backwards and forwards to let you choose your own compromise between people and/or luggage.And it can be folded in a few moments to create a huge luggage area. Even better, the front passenger seat backrest can be reclined all the way down to let you carry long loads extending from the dashboard to the rear window. In August 2008 Honda introduced a new Jazz that looked the same as the first generation, but was actually a major evolution of the old.The gen-two car is larger and sits on a longer wheelbase, so has significantly more space inside, particularly in the rear area of the cabin. Boot space increased and the 60/40 split rear seats could be folded flat without having to move the front seats a few notches forward as in the original model. At the same time the body was more rigid to improve NVH (Noise, Vibration and Harshness). The post-08 Honda Jazz has the sort of refinement that normally requires a car a size larger.Honda Jazz comes with a 1.3- or 1.5-litre four-cylinder engine. Though the engine sizes remained in the second-generation Jazz, they were actually all new. Power and torque were both increased, yet fuel consumption and emission decreased. Best of all, the torque graph has stretched to give you more grunt at the bottom end of the rev range.The gen-one Jazz has a continuously variable transmission (CVT). The 1.5 CVT comes with a sports mode offering seven preset gear ratios operated by steering wheel shifters. The 1.3-litre engine runs purely as an automatic. However, Honda decided to go back to a conventional torque-converter automatic transmission in the gen-two Jazz. Honda made this decision because potential buyers didn’t like some of the characteristics of the CVT, particularly the way it selected relatively high engine revs to gain maximum efficiency.Handling of the little Honda is good if roads are reasonably smooth, but it can be bounced about on bumps. On surfaces that suit it, the Jazz turns in easily, is happy to change direction in corners and is generally well set up for everyday driving. Enthusiastic drivers may find it a little lacking in steering precision. While the Jazz is reasonably easy for the amateur mechanic to work on, there is some underbonnet crowding that’s inevitable on a car of this size. Keep some band aids handy - and don’t forget the workshop manual.The Honda Australia dealer network is widespread in the heavily populated areas, but isn’t all that established in remote areas. We seldom hear of any real hassles with getting hold of spare parts, but if you are concerned about this it may be smart to make local enquiries before falling too deeply in love with one of these cute little models. Spare parts prices for Hondas are more reasonable now than they have been in the past.Insurance costs for Honda Jazz generally sit in the mid-range of the field. There doesn’t appear to be any real differentiation between companies on premium charges. It’s always wise to spend some time shopping around for the best deal, though.WHAT TO LOOK FORCheck that the engine starts easily and responds quickly and positively to the throttle, even when it’s completely cold. A continuously variable transmission should be crisp in its reactions to changes in throttle position and road conditions. Because a CVT transmission sounds and feels different to conventional automatics, have an expert drive it if you are not confident it’s working correctly.Make sure the brakes stop the car without any pulling to one side and that no one wheel locks while the others are still turning. Bodywork should be undamaged and free from rust. Corrosion is not common unless the car has been poorly repaired after a smash. Look over the interior to make sure it hasn’t suffered at the hands of uncaring owners, especially bored young kids. As always, it makes a lot of sense to get a professional inspection after carrying out initial checks to the best of your ability.CAR BUYING TIPCars that are always used in cities or close-in suburbs can suffer from a lot more parking scars than those that live in more spacious surroundings. Small cars are often city cars, so check them very carefully. 

It comes as no surprise that Peugeot’s new 208 is all about style, after all the French and flair are synonymous. In an unusual move we will discuss the style of the 208’s interior before we get on to talk about it body. That’s because of a radical new shapes and ideas within the car.The new Peugeot 208 Active starts at $18,490 for the 1.2-litre three cylinder. The 1.6-litre four cylinder Allure starts at $21,490, while the top of the range 1.6 four cylinder turbocharged Allure Sport comes in at $26,490.Lower set, and in the centre of the car, a seven-inch multifunction touchscreen provides access to the satellite navigation and onboard audio systems. The latter comes complete with the usual inputs for music and telephone, but, interestingly no CD player. Peugeot feels the era of the audio CD is now history.Power comes from a choice of three engines, 1.2-litre with three cylinders, a four-cylinder 1.6 with natural aspiration, or the latter unit with a turbocharger to push along the Active Sport model. Five-speed manual and four-speed automatic transmissions are offered.The first thing you will notice stepping into the Peugeot 208 is the tiny steering wheel, the sort of wheel you would expect to find in a sports car, not in a family hatchback. The miniature wheel is there not to make a styling statement, but to leave space above itself so the driver can view the high-set instatement layout.The intention is that the driver takes their attention off the road for a minimum amount of time to scan the instruments, and thus increases road safety. These instruments are set within a dashboard design that’s classy and finished to a high standard. The plastics have pleasingly soft finish and the minor controls not only look good but function in an easy to use manner.Peugeot 208‘s all-new body comes in three and five-door format. However, the three-door isn’t simply a five-door with fewer openings, it takes quite a different approach to style. Thus the three-door has a real sporty appearance, while the five-door has a slightly less radical shape. The latter still hasn’t lost out in the flair stakes, though.Peugeot was in the vanguard of the latest car ‘big-grille’ styling theme, with close to a decade since it first moved in what was considered a provocative new direction. Now Peugeot has left the others, who have been copying its ideas in recent times, and set off in a new styling direction.While the Peugeot 208 still has a large grille the focus isn’t on the complete grille, but rather on the central section. This is raised in what Peugeot calls a ‘floating’ manner, leaving the main segment of the grille in the background to frame rather than dominate the frontal appearance. Depending on which of the grades of 208 you select – Active or Allure – you get a different finish to the floating segment.The smaller, lighter body has more interior space than the outgoing cars, particularly in the back seat. You wouldn't want to cram five big Aussie blokes in this small car, but two plus a trio of kids will fit nicely.The 208 is marginally smaller on the outside than the 207 it replaces, but intelligent design works gives it even more safety in a crash. Peugeot is proud of the fact that its 208 is the first car in the world to score five stars in the recently toughened-up European NCAP crash testing.On the road on a drive program organised by Peugeot in the Gold Coast hinterland we were able to sample the 1.2 and 1.6 engines, but only with manual gearboxes as imports are still pending. The 1.6 naturally aspirated probably has enough performance for most drivers, but interestingly our favourite was the little 1.2-litre three-cylinder.We like the willingness and character of three-cylinder units and the way they are happy to rev. Though it has to be said that the latter is a handy feature because in the interests of economy this engine isn’t designed as a high-performance powerplant. So you do need to use lower gears on any sort of a hill and keep in mind that on level roads the fuel consumption is going to be well down.Steering and suspension are brilliant and the feel through the tiny steering wheel is great. You really do get the feel you’re in a sports machine, not just a family hatch.In typical Peugeot manner the ride comfort is good despite this excellent handling ability.

Skoda has approached its return to Australia in a canny European manner. Rather than rushing in with bottom end cars to gain quick sales, and then trying to lift its image by aiming at the medium-premium segments, Skoda started at the top end. By doing so it has gained credibility and is now pushing down into the affordable car area.VALUEThe result is that Skoda, now five years into its revival in Australia, has just sold its 10,000th car downunder. It’s also quickly making its name in the affordable end of the hot-hatch scene with the great little Fabia RS as well as a five-door station wagon should the hatch rear end not supply enough luggage space for your needs. The RS starts at a modest $27,990.TECHNOLOGYSkodas use major mechanical components from Volkswagen – having been controlled by the giant German company since the early 1990s when the communist era ended in the Czech Republic – and the Fabia RS shares a Twincharger 1.4-litre petrol engine, transmissions and suspension with the Volkswagen Polo GTI.We were most impressed with the hot little Fabia’s performance. With 132 kW of power, and a strong 250 Nm of torque all the way between 2000 rpm and 4500 rpm, the Fabia RS is a pocket rocket. It goes from zero to 100 km/h in just 7.3 seconds.The use of both a supercharger and turbocharger provides strong push throughout most of the rev range. From about 1500 you can feel the torque working, it quickly rises when you get to 2500 revs and pulls in a very linear manner when it’s comfortably over 5500 rpm.This straight-line speed is enhanced by the seven-speed DSG dual-clutch gearbox. In flat-out mode the transmission is great to sit behind, switching gears faster than humanly possible.DESIGNThe Polo GTI and Fabia RS have quite different appearances, with the Volkswagen leaning in a mildly conservative direction, while the Skoda has gone for a chunky out-of-the-ordinary look that we love. There’s a hint or two of the cheeky shapes favoured by the British Mini in the character lines of Czech Skoda, these are emphasised by the availability of numerous colour combinations. Letting buyers design their own car by way of accessories is an excellent idea and can result in real fashion statements.Our Skoda Fabia RS road test car came in yellow, which is a bold move in a conservative market like Australia. But, hey this is a sporting model for the young and for the young at heart. Indeed the young at heart could be big buyers of these little cars because in their teenage years bright colours were all the rage in cars, clothes, interior design – you name it.We are currently in the standard Fabia (not the RS) that is a metallic blue and while that shade also works well with the Fabia's lines it doesn’t exactly leap out on the street scene.SAFETYElectronic Stability Control (ESC), ABS brakes with EBD and Brake Assist are standard to minimise the chances of having a crash – as are six airbags should you still get it wrong. The Skoda Fabia has been designed with pedestrian impact in mind, so the front bumper and bonnet are designed to deform on impact and absorb energy.DRIVINGWhile the DSG works well under hard acceleration and deceleration, like many of its type it is a bit of a dog in slow situations. Even worse, it can surprise when parking in first or reverse gears by responding too quickly to any throttle input. For some reasons no two double-clutch gearboxes are identical in the way they perform, which must be so frustrating for engineers trying to make them work to perfection.The Skoda Fabia RS will really suit those who like to ‘drive' cars. It is stable on all but the worst of Australia's roads and feels really sound in hard cornering. There is some steer torque, which is hardly a surprise in a sporty small hatch with a modified engine, but it is manageable and those who like a bit of character in their car will love that gentle tugging on the steering wheel under hard acceleration.We like the chassis, it uses MacPherson struts at the front and a semi-independent read end, is a relatively sophisticated setup for a car in the affordable class. The suspension is on the firm side at times, but on the whole it soaks up most bumps without any banging and thumping. Those who like sporting cars will forgive the hot RS for its actions. At 10 metres the Fabia has a tight turning circle and the all-round driver's view is excellent.VERDICTThe hottest Fabia is a great little hot hatch around town and a superb tourer for steep and winding roads where you can really get stuck into the corners.

The legend continues; Porsche 911 is approaching its 50th birthday and has appealed to many generations of drivers over the decades.VALUEA price tag of $268,550 for the Carrera S with the optional PDK automatic transmission may seem high, but compare it with supercars from Italy and its German competitors and it almost seems like a bargain.We found fuel consumption around town to be in the 12 to 14 litres per hundred kilometres range, but on easy country roads it could easily be brought down below nine litres per hundred.TECHNOLOGYThe Porsche Carrera S we reviewed has an improved version of the 3.8-litre flat-six engine. It now produces up to 294 kW of power. A strong emphasis on torque means the engine is amazingly flexible, with good pulling power from as low as 2000 rpm. In the ultra-high top gear of the seven-speed PDK double-clutch gearbox the engine turns at a mere 1700 revs with the 911 sitting on 110 km/h.DESIGNPorsche’s iconic 911 has its first all-new body in years. Obviously the new 911 looks similar to previous models – if it didn’t heads would roll in the design department after Porsche purists invaded the studio. However, it does have a distinctive shape that’s well-suited to the second decade of this millennium.Stand the old 911 and the new side by side and you can see the body is now larger. The wheelbase has been lengthened and the track widened.There’s slightly more interior space in the 911 than in the superseded model due to the larger body. The front seats are large and support well without being taken to the extremes of race-style seats.Though there are four seats, those in the back of the 911 are best used only by those who are desperate for transport and simply can’t get to their destination any other way. Leave this space for extra soft luggage is our best suggestion.Having said that, the deep luggage compartment in the front of the 911 absorbs a lot more luggage than you anticipate and can even manage a mid-sized suitcase with some soft bags around it.SAFETYIt also sits on a new stiffer platform to further firm up handling, as well as adding safety in a crash.DRIVINGThe sound of the new 911’s engine is brilliant. Though Porsche hasn’t built air-cooled engines for many years the acoustic engineers have retained some of the sound and feel of these traditional original units. This is the sort of car that has you powering down the windows from time to time just to let you hear the echo of the car off cliffs and tunnels.Obviously the gearing is aimed at low emissions and fuel use and at the sign of any sort of a hill the PDK immediately drops itself back to sixth gear. Fifth is selected promptly if you’re in any sort of a hurry on country roads.Porsche 911s have the engine located in an illogical position – dangling way out behind the rear wheels, instead of within the wheelbase. This does nothing for the balance and the ultimate grip from the rear of the car, but, frankly, you have to be going really hard – preferably at a racetrack – before you can really feel things happening at the tail. Then there’s that lovely, slightly unruly feel that Porsche drivers just love.The latest Porsche 911 uses electrically-assisted steering for the first time but the engineers have sorted it out beautifully and the feel and responsiveness are spot on. We really would have to test the cars back to back with a hydraulically-assisted steering system to try and find any real differences.VERDICTThose who love the concept seem sure to be more than satisfied with this new generation. Those who have never previously owned one should perhaps treat themselves to the experience one day soon.