Articles by Karla Pincott

So Audi is spearheading its electric push with a car based on the R8, rather than on the A1 or A3 variants currently being developed. The R8 e-tron will hit the roads next year in limited production - likely to be around 1000 cars, depending on demand. While there have been no hints about its price - which will join a petrol range starting at $271,500 - but mass-market sales are not the goal for the top-shelf e-tron. The R8 has been a promotional star for the brand, and the electric version is tasked with building a similar halo to light the way for the rest of Audi's e-trons, one of which is planned for every model range by 2020. "The R8 e-tron is more about possibilities . the car we need to show first for e-mobility is the halo," Audi corporate communications general manager Anna Burgdorf says.  "The R8 has put Audi on the map for many reasons and to be able to show that car with an electric motor and to show what it can achieve with a sports car is extremely important in terms of what the brand can do in the future." While the R8 is bound to be priced out of reach of the ordinary budget, Burgdorf denies spearheading with the exotic is entirely a case of simply attracting market attention to brand -- to be redirected when the more affordable end of the electric range is launched. "It's horses for courses," she says. "Yes, small cars are potentially more what people look to buy when they think of zero emissions, but it's equally achievable with a sports car. "It doesn't suit everybody to be in a small car. You might want a sports car but you still want to have a car that is extremely fuel-efficient. You want to be environmentally friendly. So when the R8 is available, it's a possibility."

The commercial is the latest to come from Fiat and Chrysler in the US as they try to raise the profile of their brands under the combined Fiat ownership.A previous recent ad with Jennifer Lopez trying to sex up the virtues of the Fiat 500 Gucci edition looks to be easily outdone by the Abarth one with leggy runway star Catrinel Menghia.Lopez’s spot featured her driving around New York in the 500 Gucci, extolling the cars virtues – and charring on about how elegance is hard work – while one of her songs plays in the background. Menghia’s depends on almost stereotyped Italian passion, and a strategically placed drop of latte foam.The loose translation of Menghia’s script is along the lines of: "What are you staring at… are you undressing me with your eyes? Poor man, you can't resist. Is your heart pounding? Is your head spinning?”More to the point would be: “Is your wallet opening … are you buying this?” It remains to be seen whether sex and style sells for the little cars. And whether it sells to women.Fiat USA CEO Olivier Francis said that the advertisement was intended to be a viral advertisement on the internet “but I am considering running it as a TV advertisement too, but I am not sure. It may be too much.”

Set to be unveiled at Los Angeles motor show tomorrow – and arrive here in 2013 – the new Ford Escape promises to be roomier and more user-friendly. Based on the Ford Focus platform, the 2013 Escape SUV also gets a lot of its features including the parallel park assist system. When the system detects an available parallel parking space, it steers the vehicle in with the driver just giving accelerator and brake inputs. The new Escape will also offer an automatic tailgate that uses motion technology from video game systems with a proximity sensor to open when it detects a foot being waved under the rear fascia. Ford says the new Escape also hase new cornering technology to automatically slow the vehicle when it's cornering too fast (Curve Control) or help accelerate through a turn (Torque Vectoring Control) -- a degree of nannying that is not going to please everybody.  The US and European markets will get the latest Ford SYNC infotainment system, but along with the other features, there's no confirmation of whether that will arrive in our Ford Escape, which will be built in Thailand. The engine line-up starts with a base model 2.5-litre four-cylinder but also includes the 1.6-litre and 2.0-litre turbocharged four-cylinder Ecoboost engines – all mated to a six-speed automatic transmission driving the front wheels as standard but with an intelligent all-wheel-drive system as an option. The rear seats fold flat and easy button-and-handle system and the load space has an optional two-position floor which can be configured for  either maximum luggage capacity or flat floor.  

The best ad for a Toyota Hilux doesn’t show the ute in the gleaming state you’ll see in its marketing campaigns. Instead, this one is battered, burnt and blown-up. It sits in the UK studio for TV show Top Gear, whose hosts tried serial attempts to kill it, including crashing it, hitting it with a wrecking ball,  setting it on fire and leaving it in a building during an explosive demolition.After every assault it could be started again, and this refusal to lie down and die has earned the workhorse a reputation for being indestructible. The toughness is just one of the reasons the HiLux is Australia’s top-selling ute, and some months tops vehicle sales across all classes.Another is the almost daunting number of variants – 35 in the current line-up – which means that there’s a HiLux in just about any combination of fuel, cabin, drive and tray choices you can dream up.The revised HiLux range has carried over its three engines: a 3.0-litre four-cylinder turbodiesel, and two petrol units: a 2.7-litre four-cylinder and 4.0-litre V6. We’re testing the V6 mated to the five-speed automatic, which develops 175kW of power at 5200rpm and 376Nm of torque at a high-ish peak of 3800rpm – the latter up on the manual shifter by a handy 33Nm.Offroading duties are handled by a manually-shifted transfer case offering 2H (high-range two-wheel drive), 4H (high-range four-wheel drive) or – for real rock-crawling -- 4L (low-range four-wheel drive). Like quite a few other utes, it still uses a leaf-spring rear suspension, coupled with a coil-spring double-wishbone for the front, with the upgraded range given revised calibration.With it weighing in at 1840kg, you don’t expect it to be a fuel-sipper. But the 13L/100km combined is fairly respectable – if you can keep it down to that. We were hard-pressed to get it below 18L in a circuit that was half town and half country, while the next few days of city streets shot it up above 20L/100km. That’s going to also increase if you take advantage of the HiLux’s 970kg payload, or its towing capacities: 750kg unbraked and 2500kg braked.Toyota has tweaked the HiLux prices to fend off growing competition – particularly from the Volkswagen Amarok and just-arrived Ford Ranger. But even with that, our test vehicle in SR5 top-spec level still comes in at $53,490, which is a bit of a wallop even for something that is supposedly going to outlive you. Perhaps you can convince the kids it’ll be part of their inheritance.But at that price the workhorse gets some show pony features, like the 6-in touchscreen satnav – with traffic jam and school zone alerts – that incorporates audio, USB jack, Bluetooth phone and voice command. The list includes a leather-wrapped steering wheel with remote controls for phone and audio, automatic headlights, dark-tinted glass and climate-control aircon.So what are the rivals? Not many, if you’re set on having the combination of an auto petrol dual-cab ute with 4WD. And there’s a reason for that: people who mainly want to lugs loads or go offroad will find that diesel – whether auto or manual -- generally does it better. But if your heart’s set on petrol, there’s a Holden Colorado that will leave $14,000 in your pocket. That’s a big saving, but it’s not 4WD, has less power and torque and is just about as thirsty. Plus there’s a new one nearing, likely with a more economical and powerful V6 than the current unit.For around the same price point as the petrol HiLux – but on the diesel side of the bowser island –  the Mitsubishi Triton GLX-R turbo-oiler is $3000 less with solid spec and the Overlander 4WD of the Year trophy on its shelf.  The VW Amarok TDI in Highline spec is $1500 less, with a capable and economical engine, and good driving characteristics, but only with a manual transmission. And Nissan’s Navara ST-X D40 should also get a look in at $250 less, with a good serving of torque for towing but with only five speeds on the auto.And for exactly the same price as the petrol HiLux, there’s the diesel version but with less power and torque at 126kW/343Nm.  But while it’s 33Nm less torque, it comes in at a much handier 1400rpm rather than the petrol’s 3800rpm. But if you’re prepared to shell out $2000 more than on the Hilux, the real challenge could come from the well-specced $55,490 Ford Ranger, with a six-speed sports auto delivering 470Nm of torque.  Or you could shell out $52,710 for the same drivetrain in the Mazda BT-50 GT, with the savings perhaps compensating for its rather polarising looks.And if torque’s the main game for you, there’s the Nissan Navara ST-X 550 D40, with a whopping 550Nm on tap through a seven-speed auto – but also with a whopping $60,990 price tag. Still, it will probably tow your house if you want to take it with you.The upgrade has changed everything forward of the A-pillar, bringing a more modern grille and shaping to the front bumper and headlight clusters. It also adds chromed exterior mirrors, body-coloured fender flares and a restyled polished sports bar – which looks even flasher than the previous one but still eats into usable load space just as much.Interior changes include sports seats for the front passengers and a redesigned dashboard with clean horizontal layout. It all seems fresher and a bit more sophisticated, but still looks like you could fill it to the steering column with mud and then hose it out without it getting too bothered. Even the satnav looks tough and utilitarian. When you start using it, you’ll also find it’s simple and intuitive, which comes as a relief after some of the high-tech puzzles starting to infest interiors.Rear-seat passengers will have no complaints about room, but taller drivers could find it hard to get the right possie with the high-set seat – which means not much distance to the roof for tallies -- and lack of reach-adjustment on the steering wheel.It’s a letdown to see that the middle passenger in the rear seat gets only a lap belt rather than lap-sash. But the other disappointment for a vehicle that begs to be treated roughly is that the crash rating is only four stars. However it has a raft of safety features that includes six airbags – including side and curtain-shield -- and stability control.The HiLux might come up short on the Lux, but it definitely delivers the high side of things. Slip into the driver’s seat and you’re looking down on just about all other traffic, including most SUVs on the street. It’s an immensely satisfying position to be in, and gives instant insight into – and perhaps a few fantasies about – the world of monster truck racing. There’s a feeling you could effortlessly climb up and over any obstacle, including the moron in a BMW X5 who’s just cut you off and then slowed to a weaving crawl while calls his broker.It’s best to avoid the impulse of course, but it’s nice to feel the HiLux 4WD would be happy to give it a shot. Take it off the bitumen, and it shows it’s definitely up for the job. While it mightn’t have the more refined technology of dial-up modes, the manual-shifted low ranges are fine for overgrown fire trails and creek crossings.  And a reasonably jacked-up ground clearance will handle a lot of washout and gully work if you watch the approach and departure angles.But if you’re going to put it through its paces, you’ll ride better if you load it up first. Even on bitumen surfaces, an empty tray means you’ll be bouncing around like a terrier at teatime. It almost needs to come with a 200kg ballast as an optional extra to keep the suspension settled when you don’t have a payload. But loading it up is when you’ll remember you’ve got a petrol engine. While it’s strong enough for most everyday driving, the torque doesn’t come in low enough and strongly enough when you want it to tackle a big job. That’s the day you’ll wish you’d shelled out for the diesel.

...another big Aussie race is heading into the final straight. The 2011 car sales field is being spurred on as the December finish line nears.First and second places are a dead cert. You haven’t been able to get any money on the favourite, Toyota, for – well, the whole year really. And Holden streaked away early to hold second place from the start.Ford would have to lose their jockey to miss out on third now. But it could still be a close finish – with Mazda and dark horse Hyundai thundering on Ford’s flanks, both in the running to take the title of top full-line importer.Mazda looked like a smart bet for third out of the barriers, getting a full head of 787 sales in front of Ford for January, continuing the pace through February, but slipping to a nose lead of 170 for March and finishing April with just the nostril hair out in front with a margin of 51.Ford put a spurt on and regained third in May with a lead of 838 over Mazda, widened it to 1428 in June, 2213 in July – and now sits a fairly confident 3462 ahead of the Japanese brand.That’s a big gap for Mazda to cross over the next two months, spokesman Steve Maciver admits. “We’ve had a few strong months, but at the end of the year I don’t think we’ll overtake Ford and slip into third,” he says.However he adds that the brand’s position in the top 10 – and whether or not their little star car, the Mazda3, will bridge the gap of 371 sales to the Holden Commodore and win Australia’s top model – are not the main goals.“Sales are ticking along exactly where we want them to be, and we know what we want to achieve,” he says.“The Mazda3 will certainly nail the position as Australia’s top small car, but whether or not it’s number one overall is of no consequence,” spokesman Steve Maciver says.Maciver says Mazda still expects to sell a record 87,000 cars this year (up from 84,777 in 2010) – and hopefully hold the crown as top full-line importer.But that title could pass to Hyundai -- whose goal is also 87,000 -- and could be the surprise finisher in the field. They had a burst mid-year with the Getz run-out, but have had a lift in the light and small car segments, where they’re well represented. They currently sit just 318 sales behind Mazda – and look set to make a strong dash at the finish. The Korean brand says their strength doesn’t rest with any single car but the overall mix of product.“What we’re seeing is an improved and consistent performance across a range of segments,” spokesman Ben Hershman says.“We’re seen i20 and Accent perform well, and together put Hyundai first in the light car segment with 17.3 per cent, while i30 and Elantra combined put us second in the small car segment with 14.8 per cent.“We’ve got a strong mix at that end of the market but of course the iLoad van continues to perform very well and that was first in the segment with iMax second.”Hershman says it’s too early to gauge any extra sales from the recently-launched i40 Tourer, but says interest looks to grow.“It’s early days, but the cars are now in the dealerships and there has been a huge amount of interest – there have been 175,000 hits on the Youtube ad (showing the car being used to ‘sketch’ a massive drawing on Lake Rebecca in Western Australia).Hershman says they don’t anticipate any problems meeting the year’s sales target, although he stops short of guarantees.“Our current forecast is still towards 87,000 based on current running rate, depending continuing supply. We’re in a good position now, but there are two months to go…”

The leaked images show what is said to be the production version of the new car, based on the FT-85 II concept. We’ll find out for sure when the car is revealed at Tokyo motor show in a few weeks time – along with the sports car being developed by Subaru on the same platform. The red body of the car is very close to the FT-85 II concept, but has lost the aggressive headlights and spoiler of the show car. However images of a white dressed-up version have also been leaked, reportedly from a Toyota ‘Modellista’ parts catalogue, show a range of extras. One of the close-ups confirms that for Toyota, a sequential automatic transmission will be joining the flat-four engine, six-speed manual gearbox and rear-drive mechanical package supplied by Subaru for the car.

But that's the electric future, according to green infrastructure company Better Place, which is rolling out a network of charge points and battery switch stations. And it's not inner-city greenies, but fleets, that will be the driving force. At the moment, plug-in cars are a 'chicken and egg' situation. To be successful, they need the infrastructure to recharge quickly and conveniently - rather than being tied for 12 hours to a household socket -- but on the other hand, you need enough cars on the road to justify building the infrastructure. To bypass that hurdle, Renault and Better Place are partnering for the introduction of the electric Fluence sedan, which will be the first car to hit the market here with a swappable battery. And the first time a car has hit the market maked 'batteries not included'. You buy the car from Renault, but Better Place leases you the battery - which can be removed and switched for a full one in less than five minutes - and installs your charge point. But fleet sales are driver for the deal, which echoes a strategy already used in Israel and Denmark, with other countries also setting up. "Fleet sales are about 50 per cent of new car sales - taking in user-chooser leases - and we're talking a high percentage of fleet sales for this car," Better Place corporate affairs head Alison Terry says. However the company won't yet reveal lease prices or what the range of subscriptions is likely to be, except that there will be different plans based on distance - possibly ranging from 10,000km to 40,000/unlimited. But Better Place is confident there will be strong interest from fleets looking to reduce fuel bills, service costs - which are about 20 per cent cheaper on electric cars -- and also reduce emissions, of course. "It will be of benefit to anybody who spends $80 a week of more on fuel," Terry says, pointing out that the budget point is more relevant to newer cars. The average weekly distance in Australia is about 288km but that rises to 500km for vehicles less than two years old - which is largely the passenger fleet age. With average fuel consumption at 11.5L/100km, it's not hard to imagine a weekly fill of at least 50 litres - and that tips you over the $80 mark. "It also gives fleets the ability to predict their fuel expenditure far more readily than they could with internal combustion cars and the rising cost of fuel," Terry says. "We're talking to them about total cost of ownership -- but the (pricing) details will have to follow that." Terry says another key proposition for fleets is the prospect of zero emissions at no extra cost. "While people feel for the environment, they're not prepared to pay more to be green in Australia - we all know that. And commercial fleets completely are not prepared to pay more. While the fleet's business might have emission reduction targets, when it gets down and dirty to the fleet purchasing guy, he's not there to be green, he's there to meet his bottom line. Every petrol car that's replaced by an electric car saves between four and six tonnes of carbon emissions entering the atmosphere every year," she says. "So if you're a fleet owner and have carbon reduction targets, you can achieve that by introducing some electric cars into your fleet mix." The roll-out of the car and infrastructure will start in Canberra, where Better Place has sewn up a 10-year contract for the supply of 'green' electricity, mainly from wind farms.

There's no vehicle better suited to go electric than the small delivery van. Vast numbers of them spend their days idling around the cities and their nights sitting idle back at base - or at home, if they're owned by a small business. Most of them never stray far from town, their strongest features are practicality and economy, and their drivers would rarely spend red lights planning a screeching track start.So Renault has high hopes of success for the business case they're mounting to bring the Kangoo ZE plug-in van here. Of the three vans available in Europe, the most likely to arrive is the smallest two-seater, with the Maxi two-seater also on the wish list and the five-seater very much an outside chance.VALUEAs with the Fluence ZE, you buy the plug-in van but then enter into a 'battery subscription' with prices rising according to how much distance you buy.It's similar to buying a mobile phone and subscribing to a pre-paid plan - except that in this case the phone battery is part of the lease from the carrier. While that sounds awkward, it would be great if mobile phone batteries came with the Kangoo's guarantee of maintaining charging capacity and roadside breakdown assistance.There's no indication yet of what the plug-in van's price point will be in Australia, where - despite a succession of governments braying endlessly about the environment -- we still don't look like getting any tax incentives to drive green.In Europe where the pollies seem to be genuinely interested in advances other than salary review, a ?5000 deduction means the short wheelbase Kangoo ZE comes in at ?15,000 - the same price there as the internal-combustion version - with subscriptions starting at ?75 ($100) per month.So in Australia the little plug-in will have to fend for itself, arguing mainly on the basis of running costs. It will likely come in with a price above $30,000 but will be facing off against cheaper and cheerfully dirtier rivals - including the incumbent Kangoo, at $24,490 for both the 78kW/148Nm 1.6-litre petrol that uses 8.3L/100km and the 63kW/200Nm 1.5-litre turbodiesel (5.2L/100km).The bottom line is going to balance out sooner for those with high kilometres. But the running costs payoff includes about 20 per cent less in service costs with an electric motor, while medium to large businesses that have an emissions reduction target can use the Kangoo's zero output against their green bottom line. That will doubtless make them feel and look good, but in the end it's the dollars that count.TECHNOLOGYBehind the grille is a 44kW/226Nm electric motor powered by a 22kWh 400V lithium-ion battery pack - which Renault says has a 10-year lifespan.The 260kg pack is in a low central position under the rear floor, so there's nothing stolen from the 650kg payload and 3000-litre capacity (up to 4600 for the Maxi depending on the number of seats).The front wheels are driven via a CVT automatic - which is going to be welcomed by a lot of business drivers who find a manual shifter just adds to the day's chores in city traffic.Range is claimed to be 170km, but that will be with careful driving and unladen. Just as with petrol and diesel, carrying more weight will empty the 'tank' faster.However, unlike the fossil fuels, the erratic on-off pedal work of city traffic can help build reserves by capturing energy as you decelerate, although the Renault system doesn't scavenge during braking like the hybrid systems that are more familiar here.An 'eco' mode further conserves the charge by limiting the motor's torque, and shutting down the airconditioning, which means the button won't get touched during Aussie summers -- if ever.Recharging takes six to eight hours from the dedicated charge points, which increases to 10-12 hours from a standard household socket. But even an hour will top you up with about 20km range, Renault says.DESIGNFrom the outside, you can't tell it apart from any other Kangoo until you spot that there's a 'filler flap' in the grille for the charging socket - and that it's missing an exhaust system.In the cabin, the instrument cluster includes gauges for load and remaining charge, while you can keep an eye on the reserve of range through the trip computer.Built on the Scenic people mover platform, it's configured with choices of short or long wheelbases -- with the latter having a five-seat option - with a single sliding door and rear barn doors accessing the cargo area.The load floor height is a very accessible 575mm, which means it should continue to be popular for wheelchair mobility conversions.SAFETYIt doesn't have an ANCAP crash rating yet, and it's not reassuring that it only gets a single driver-side airbag - the passenger one is an extra option. However there are anti-skid disc brakes with brake assist for urgent stops and brakeforce distribution to compensate for the extra needed at some wheels when loading is uneven.DRIVINGYou slide into a high seat, but it's an uneasy spot with no reach adjustment on the steering wheel, and no rear-vision mirror on the 'blind box' smaller wheelbase of the two versions we tested.That leaves you relying entirely on side mirrors for reversing and parking. It's a manoeuvre that delivery vans do a lot of, and in the little European Kangoo it's not easy, but Renault Australia guarantees ours will have rear windows.Take-off is silent, with the motor giving a rising whine as speed climbs. But it's still very quiet at lower speeds, so an optional louder noise system is available for those who aren't keen on bouncing pedestrians off the bodywork.Both the short and long versions were quick to get going, but the smaller one kept the action up and switched direction more readily - although with a touch of jitters that suggested it would benefit from a load in the back.No surprise that the longer wheelbase felt calmer, but it was also a bit more reluctant to keep tipping in toque so smartly. It's just 160kg heavier, but it makes a noticeable difference, which suggests that the shorter wheelbase will be similarly less urgent with freight on board.The Renault electric system's 'motor braking' is so strong that the lift-off deceleration is often enough to slow you down by itself. We went for quite a while without hitting the brakes both in some urban stretches and a patch of gentle downhill bends.The steeper uphill runs meant jamming the throttle pedal to the floor to maintain speed, and that's going to suck up the charge and slash the range. But overall the Kangoo was an easy drive - even a fun one in the short wheelbase.VERDICTIt's going to do nearly everything the any other small van can -- except for more than 200km without stopping. If it comes in at a price that pays for itself in a reasonable amount of time, you'd have to consider it. That will change to 'buy it' if the government ever puts our money where its mouth is.RENAULT KANGOO ZEPrice: $30,000 + (est)Warranty: 3-year 150,000km (est)Engine: 44kW/226Nm electric motor and 22kWh 400V lithium-ion battery packTransmission: CVT, FWDBody: 2-door plus rear doors, seats 2Safety: no crash rating, 1 airbag, ABS, EBD, BAThirst: 0L/100km; 0g/km CO2Top speed: 130km/hRange: 170kmRecharge: 6 to 8 hours (16amp) 10-12 hours (10amp)Payload: 650kg, capacity 3000Weight: 1410kgDimensions (mm): length 4213mm, width 1829mm, height 1805mmWheelbase: 2697mm, tracks front/rear 1521/1533

A lot of numbers are thrown around in talk about electric cars. But there are only three that really matter: range, recharge time and price.And with the Renault Fluence ZE plug-in that will start arriving next year, we only know two of those three, with the final price depending on a battery lease program for which we don't yet have details.Renault is racing to be first to market with an all-electric sedan, and is partnering in Australia with Better Place, who will provide the battery and 'distance subscription' and also roll-out battery swap stations and fast-charge points around the country.You can think of the strategy as being similar to buying a mobile phone and subscribing to a pre-paid plan - except that you are also leasing the phone battery from Telstra.The program will start with "select customers" in Canberra in the second quarter of 2012, with cars arriving at Renault dealers towards the end of the year.VALUERenault says the Fluence EV will arrive in a single high-specced version priced under $40,000. But that doesn't include the cost of leasing the battery.Nor do we yet know if the cost will include charges for swapping batteries over, or how long the lease terms will be.The French brand wants to make a mark with the car, so the price will be as strategic as they can bear. At the moment Mitsubishi is offering the tiny i-Miev for $48,000, so an unscientific calculation for the total cost of the Fluence would be: somewhere under $40,000 + $8,000 wriggle room + possible extra amount because the Fluence is larger. Not much help at this stage, we know.What buyers will have to weigh up when the Better Place prices are revealed next year is how quickly the total cost pays for itself compared to their weekly bowser bill. Better Place spokesperson Alison Terrey says any driver paying an average of $80/pw at the bowser will be better off with a Fluence EV. So if that's your bowser bill for a compact small/medium sedan with a touch of le style Francaise - le electrique could be the answer. As long as you don't live far from town.The internal-combustion engine (ICE) Fluence sedan is $29,990 for the top-spec Privilege, with CVT transmission, 'smart card' key, dual-zone climate-control airconditioning, Bluetooth with music streaming, satnav, premium audio with multimedia connection, electric sunroof, leather upholstery, passenger seat height adjustment with lumbar support, rear parking sensors and 17-in alloy wheels.So the electric could get pretty much all of that - except for the smart card, which has been replaced by a normal key because the transponder system location has been cannibalised by the battery. However the nav system will include locations of charge spots and battery swap stations.TECHNOLOGYLet's look at those other two crucial numbers first.Range is claimed to be 185km with careful driving, but without having to be a green zealot about it. Zealotry will apparently get you to 200km. Our Aussie approach gave less than 100km on the test drive.Recharge time will be six to eight hours with the special 16amp fast charger Better Place will fit at your home - and in public places - but that blows out to10-12 hours if you plug into a normal 10amp household socket. Alternatively, a complete battery exchange will take less than four minutes, once the swap stations are built.Renault claims a 0-100km/h time of 13 seconds while the top speed is limited to 135km/h.With a continuously-variable transmission driving the front wheels, the effort comes from a high-revving 70kW/226Nm electric motor powered by the 22kWh lithium-ion battery pack, mounted behind the rear seats - which has meant a strengthened structure to cope with the 280kg weight.Although Renault and Nissan are partners, the motor is not the one from Nissan's electric Leaf, but a coil-rotor one that Renault says gives better range.The drivetrain has to haul 184kg more than the ICE car, but several strategies are used to keep the drain on the battery pack low, including low rolling-resistance tyres on the 16-in wheels and an 'eco' mode that stops the airconditioning. You can precool/heat the car - and check charge and battery life - through a smartphone app.DESIGNThe ICE Fluence on sale in Australia is a very roomy small sedan, but not roomy enough to cater for both the massive battery pack and usable boot space. So the electric version has grown about 13cm - but that still drops the car's 530-litre capacity to 317 litres, leaving you about enough room for a single large suitcase. So if you're having a weekend away with the family, you might be buying clothes at the other end.Apart from the bluff butt's even longer rear overhang, the clean styling is much the same as the non-electric - and just as unlikely to either raise your pulse or offend you - with the main cues being larger air intakes to boost cooling, a charging socket behind both the front wheels, black rear diffuser and the blue-tinted light surrounds and badges.Inside is a well-built cabin with quality materials and switches, but with the instrument cluster's tacho has been replaced by a power meter that lets you know much charge - and distance - you have left in the battery pack.SAFETYThe Fluence is yet to be crashed independently, but Renault has done internal testing to demonstrated the safety levels - including piercing the battery with a large nail.Safety equipment includes six airbags, stability control, cruise control with speed limiter and anti-skid brakes with brake assist for help in panic stops and brakeforce distribution to counter uneven loading.DRIVINGDelivering all its torque right from the start, the electric motor is reasonably snappy, and the whisper of noise when you set off builds quickly to a Jetson-esque whine as you demand more from the system. Unfortunately it also demands more drain, and will savage the claimed range.Lifting your foot off the pedal helps by recapturing energy -- although it doesn't capture from braking like some other system - and also deccelerates so strongly that you can often use the effect in place of brakes.Over smoother surfaces, the ride is as composed as a much larger car, and well-balanced -- helped by the fairly even distribution of weight, with a bit of bias towards the rear.But the suspension and tyres transmit rough patches to the steering wheel and into the cabin, and you notice it more because there's little noise from the motor.Steering is very light at city speeds - which makes for easy parking - but some faster driving through hills showed that it firms up as the speedo rises, although it still lacks feel.But the hill run also showed that the Fluence changes direction deftly, and sits flat even when pushed through corners at speeds well beyond your everyday commute.VERDICTIt's aimed mainly at fleets, of course, and at families who want to drive without emissions. And it works well as a tractable clean sedan - if a little short on family luggage space. But any verdict on how well it will suit a private household will depend on how the final price fits that household's budget.It will come down to how much you're prepared to pay to reduce emissions. So you might not buy one, but there'll come a time when you'll wish the driver blowing smoke in front of you had.

We've just had a dose of PCP, and we're hooked. No, not the drug known as angel dust, but an equally addictive and street-lethal prospect: the Volvo C30 Polestar Concept Prototype (PCP).You don't often get to fling a one-off motor show concept around a track. And of you're going to do it, who better to do it with than a World Touring Car Championship driver.So we've just done a few track laps with Robert Dahlgren around the Swedish brand's tight 2km test track in Gothenburg. And even by the time you read this, we'll still be grinning.It's a blue streak on steroids, with the hot turbocharged 2.5-litre engine used by the blistering Ford Focus RS - upped by Volvo's racing partner Polestar to deliver 300kW of power and 510Nm of torque to all wheels via a tweaked race-spec six-speed manual.Polestar was given free reign to draw on their experience in developing successful Volvo touring car championship vehicles - but in the PCP's case without being hampered by the restrictions of race regulation specs.In Dahlgren's hands, on a track he knows intimately, it's an expertly-guided missile - swift, deadly and unerringly on-target.And even under the control of our amateur mitts and boots, the car is good enough to get around the laps with a respectable amount of aggressive accuracy.That's helped by razor-response steering, the prodigious grip of a race-spec Haldex all-wheel drive system, Ohlins racing suspension that gives the car remarkable composure even at ridiculous cornering speeds -- and massive Brembo braking ability when you need to call on itIt's fast enough off the line, but slamming the pedal wakes up the turbo and the C30 almost instantly teleports forward. Polestar claims a 0-100km/h time of 4.6 seconds, and we believe it.Under acceleration, the visceral growl from the straight-though exhaust is beyond anything you'd ever expect from Volvo.  It would be stealthy fun to idle up beside any Aussie street hoon's side - and then leave them blistered in the aural afterburn.And the styling would get an aftermarket fan fluttering, with an aggressive bodykit, black 19-in alloys, plus an interior with Polestar blue dials and acres of dark sueded finish stretched over the Recaro seats and steering wheel. And dashboard. And centre console.The concept car is worth more than $200,000, but Volvo says it won't ever be put into production. So - just like the street drug - you're not allowed to have it.