Articles by Karla Pincott

There's a serious risk that Volvo has produced a car you can lust after. The S60 T6 Performance Project (PP) takes the top spec level of the already respected mid-sized sedan and lifts it to new heights of performance and style.Developed in conjuction with Volvo Australia, and spotlighted at the recent Australian International Motor Show, the car starts with the stonking T6 version of the S60. Then it throws in the extra fruit and attitude of R-Design spec and adds tuning by Polestar -- Volvo's motorsport partner, and successful campaigner in years of world, British and (of course) Swedish touring car championships - plus performance garnish from German tuning house Heico.The result is something that looks sharp, goes hard and will leave you with a smile on your face. Ticks all the lust boxes, then.VALUEVolvo will be bringing in a limited edition of 50 cars starting in December, and they could disappear quickly, spokesperson Jaedene Hudson says. "There was a lot of interest at the motor show. People wanted to buy it right there and then."However she says the final price is still to be determined. The bad news is that it's unlikely to be cheap. But if kept within a competitive margin, it will offer more bang for your buck than some other European brands - and much more bang outright than you ever dreamed Volvo could produce.That means somewhere between the $70,000 of the current S60 T6 R-Design, and the nearest competitors. Mainly the Germans, of course, but with Lexus also well in the loop when you're looking for an upmarket sedan with spirit.That puts the strategic ceiling at the $81,300 of the Lexus IS350 Sport Luxury - which still leaves Volvo a fair margin for movement - with the two nearest Germans the Mercedes-Benz C300 at $84,900 and the Audi A4 3.2 FSI quattro at $91,000. There's a BMW 335i M Sport at $108,200, but at that price it's nearly in another segment - and also not best value.TECHNOLOGYThe Polestar tuning means the T6 engine - a 3.0-litre twin-scroll turbo petrol six-cylinder - develops an extra 18kW of power at 242kW and 40Nm at 480Nm. In addition, it spreads the power peak from 5600rpm out to 5400-6500, while the extra torque has a new peak of 3000-36000, rather than the lower - but flatter -- plateau of 2100-4200.Polestar marketing director Hans Baath says the tuning aims to smooth out the turbo effect and deliver the outputs more progressively.It also delivers quicker acceleration, dropping the 0-100km/h time from 6.1 seconds to 5-8 seconds, while maintaining the 10.2L/100km economy and 243g/km emissions.The six-speed auto feeds the outputs to all corners, with a Haldex all-wheel drive system.Heico's exhaust system and 19-in wheels with Pirelli tyres are added enhancements to the R-Design spec, which lowers the car by 15mm and includes sports suspension with better damping at the rear, plus stiffer springs and bushings.DESIGNThe S60 is a well-shaped sedan to start with, and adding the R-Design body kit sharpens up the styling with a more aggressive front fascia, boot spoiler and rear diffuser. It doesn't shout at you, but it's enough to get second - admiring - glances.The cabin gets the R-Design three-spoke steering wheel, sports seats with more bolstering, alloy pedals and ultra-techie blue dials.It's yet to be decided what nameplate the car will wear, with the prospect of it bristling with badges by the time you add the blue Polestar square and Heico's logo to the R-Design.SAFETYWe could just write 'Volvo' under this heading and leave it at that. But it's worth mentioning that in addition to a five-star crash rating and all the usual active and passive features - including eight airbags, flashing emergency brake light and emergency brake assist -- it has a crash-avoidance system that will prevent impact at low speeds by automatically braking you. But it doesn't have a spare wheel of any kind, so you have to rely instead on a goo kit. That's possibly fine in metro areas where the streets are swept weekly and you're not far from rescue if necessary. But if you do regular trips that mean wading through the rubbish strewn on highways, you might think about buying a fifth wheel and strapping it down in the boot.DRIVINGThe S60 T6 R-Design is already a bit of a stealth weapon, but adding the Polestar tuning gives it that bit of extra joy.Granted, it's not going to swipe the mid-sized performance sedan crown from Merc's C63 AMG - but it's not going to cost $150,000 either. It's going to be somewhere about half that price but it's much more than half that good.Polestar has lived up to their gleeful promise of smooth, strong pull from the 3.0-litre. And while it has dropped the 0-100km/h time by just 0.3 seconds - not something you're going to measure in everyday driving - it's very noticeable in the 80-110km/h overtaking range. Stamp the pedal and the S60 PP surges forward with the promise that there's more on tap when you want it.Flicking the transmission over into Sport mode produces a marked mood change, giving you earlier downchanges, and also lets you hold a gear until the revs near the limit, raising the sweet Heico exhaust note to a stirring yowl. It's also going to raise the already double-digit fuel economy to somewhere with real bowser sting.It's solid and confident on the road and you'd have to push it hard - very hard - to get it out of order in cornering. The car's weight and the all-wheel drive system means it doesn't feel as agile as something like the C63 AMG, but it's going to give the nearer price-point rivals a decent run for their money. And a share of their market.VERDICTIt's a pity the edition is limited to 50, but that's still 50 buyers who might not go home with a German prestige sedan.VOLVO S60 T6 PPPrice: $75,000+ (est)Engine: 3.0-litre twin-scroll turbo six-cylinder; 242kW/480NmTransmission: 6-speed sports auto; AWDBody: 4-door, seats 5Safety: five-star (est): 8 airbags, ABS, EBD, BA and moreWeight: 1888kg (est)Thirst: 10.2L/100km 95RON; 243g/km CO2Sharp, stylish and punchy, but it's thirsty.

If this is the future of electric cars, we'd have one. And it is. But we can't. Or at least, not in the exact form of the Volvo C30 Electric we've just tested.This is part of a fleet of 50 prototypes that will increase to 250 by the end of next year for evaluation around the world. Only two will come to Australia, and neither of them is likely to end up at Chez Carsguide, with the Swedish company targeting business and government fleet leases.But the car won't ever go into full-scale production, which is a pity because it seems to offer everything you could want as a green drive. The good news is that the evaluation program will feel into an electric version of the new V40 model - based on an extended C30 platform -- that is going to replace the aging S40 and V50.And by what we can judge from the camouflaged spy shots of that car, it could be just as good a plug-in prospect as the C30.VALUEIt's almost impossible to talk about value with a car that's not for sale. But it's worth considering where the V40 Electric might be positioned. The initial prices for new technology are high, but manufacturers know early adopters will often wear the extra slug.Prices will come down by the time the Volvo hits the market, but you could still expect to pay at least $50,000 in today's terms. The Mitsubishi i-Miev plug-in is $10,000 more, smaller and not pretty. The Nissan LeafTECHNOLOGYCharge is stored in a 24kW bank of lithium-ion batteries that power a 82kW/220Nm electric motor. With the 200Nm of torque being fully-delivered right from the start, Volvo says the C30E does a 0-100km/h time of 10.5 seconds.It gets to a top speed of 130km/h, with range limited to 120-150km, and a full recharge taking 7.5 hours from a household socket. Zero fuel means zero emissions, except perhaps a whiff of non-harmful exhaust from the bioethanol system that looks after the heating system - reserving the battery power for driving unless manually switched over.SAFETYThe cars will have all the Volvo safety features, with active and passive safety systems, crash avoidance technology, pre-crash warnings and post-crash protection. But there's long been concern about what happens in a crash if you've got a massive lump - or two - of battery loose in the car. So Volvo has also been working to make sure it stays where it's supposed to.Body structures are being strengthened, the pack is positioned so it won't collide with the fuel tank, and a venting system released battery gases outside the car, not into the cabin.DESIGNThe C30 end of the Volvo line-up is the logical place to start for electrification, because it's the lightest car they have. The bonus is that the fast rear line of the hatchback looks up-to-date and stylish, and that will fit better with those who want a plug-in that looks modern without resembling a space pod or attention-seeking supercar.Apart from the socket for the charging cable, from the outside it looks just like any other C30 -- until you lift the bonnet and see an electric motor instead of an engine. The two battery packs are mounted down the centre and in the (former) fuel tank area under the rear, keeping the 280kg battery weight centred, low and trailing - which avoids a weighty nose that would undermine handling.A simple, clear graphic in the instrument cluster shows the battery state and drain rate - without the need for complicated animations and little growing trees favoured in other green cars. There is a teeth-grittingly cutesy touch with a turtle icon that lights up when engine power is reduced, but apart from that it's all admirably sensible.The test car was accented with gunmetal green exterior touches to signify its role in the electric team. The signature livery was echoed in the cabin with bezels and the translucent tone of the shifter - itself a tiny streamlined sculpture that (like the Volvo floating centre console) looks like it might have been swiped from Bang and Olufsen.DRIVINGWith all the torque on tap right from the start, the C30E is snappy off the line, and keeps it coming constantly for most of the acceleration, tailing off only as you get into highway speeds. Lifting off the accelerator gives a noticeable effect of 'engine braking' but in this case it's the system harvesting energy to recharge the battery pack. The shifter lets you select a 'sailing' mode that disconnects the motor and allows the car to coast, but you can really only bring this into play at highway speeds.The positioning of the battery packs keeps the weight low, central and towards the rear, and that comes into play in the cornering. The car feels balanced and reasonably agile. You can hear the electric motor, and while it probably won't appeal to fans of the big-displacement soundtracks, there's a certain exhilaration in the rising sci-fi whine. It's definitely futuristic and prospectively fun. Beam us up, Scotty.VERDICTIt's practical, doesn't look boring - or dorky - and isn't a boring drive. If all that applies when the V40 version comes onto the market, with the right price this will be a winner.Volvo C30 ElectricPrice: NADrivetrain:  82kW/220Nm electric motor, 24kW lithium-ion battery packTransmission:  CVT, FWDBody: 4-door, seats 5Safety: five-star (est): 6 airbags, ABS, EBD, BA and moreThirst: 0L/100km; 0g/km CO2Range: 120-150kmRecharge: 7.5 hours (!0 amp)"We'd like it. We can't have it"

Final drinks are being called for the thirsty six- and eight-cylinder engines in the Swedish carmaker's line-up.Volvo says its future lies in more efficient four-three-and even two-cylinder units, with power levels raised by technology such as turbocharging, supercharging and the addition of electric motors.Global CEO Stefan Jacoby says the smaller, smarter engines are the only sensible way to go."This is a logical step. You only engineer logically for four cylinders," he says. "We can with a modern top-of-the-class engine technology get the same performance as a high-performance six-cylinder engine.""The technology available brings you the same fun to drive as with the classical six or eight cylinders," he says. "The time of (six and eight) cylinders are over. It goes into the direction of four cylinders. Three cylinders or even two cylinders. Which are powered by turbochargers and twin-chargers and compressors and all these things."The four-cylinder wave will come in with the arrival of a modular platform strategy, called Scalable Platform Architecture, which can be adapted for vehicles across the entire range.Some aspects of the SPA platform will be seen in the extended C30 architecture used for the new V40 that will arrive next year to start edging out the S40 and V50, but the first vehicle to be fully based on the new development will be the 2014 replacement for the aging XC90 SUV.

While the full powertrain line-up for the new model - which will go on sale next year in Europe - isn't confirmed yet, Polestar is already working on tweaking an engine for it. The Swedish performance specialists - who are Volvo's motorsport partner in the World Touring Car Championship - are using the T5 2.5-litre four-cylinder from the C30 and C70. While the engine will also sit in the line-up as a standard unit with 169kW of power and 320Nm of torque, in Polestar's hands those outputs will be upped to 184kW and 370Nm, similar to the tuned version of the C30 T5. However other characteristics will be changed for the new car, which is built on an extended version of the C30 platform. "Even if it's the same engine, we want to adapt the 'personality' to the car," Polestar marketing manager Hans Baath says. "We will probably not change the numbers, but there is a huge difference we can make in characteristics . how it drives, whether the torque comes in earlier and how steep it is. There are so many variables - it's about throttle response, it's about how you get the transmission to work in. It's about how it will feel for the driver." The car was sitting under wraps in a corner of Polestar's Gothenburg headquarters when we visited last week, but the silhouette confirms that under the camouflage of recent spy shots is a fast-angled five-door hatch that has been built on an extended version of the C30 platform. The new model will be unveiled the Geneva motor show in March - along with  a new treatment of the Volvo naming convention, with V40 likely to turn out to be just an internal working title. It will go on sale in Europe next year, eventually edging out the S40 and V50 in the mid-sized segment. Volvo Australia has confirmed that the car will be here within 15 months, and will be strategically priced to win buyers from German and top-level Japanese brands, possibly starting around $40,000 for the base model. While managing director Matt Braid says it's too early to determine Australian spec or price, he suggests that "ideally we'll have a couple of petrols and potentially a couple of diesels". If the local line-up follows the pattern of the C30, we'll get the T5 - and the Polestar version too, if we're lucky.

Korean brand Hyundai is steadily pushing away from its downmarket history, and the i40 Tourer - station wagon in Aussie - is the next step on that road.There's not a huge amount of choice if you're looking for an affordable mid-sized wagon, so the arrival of another contender was always going to be welcome. And with the i40, Hyundai is launching the range here with the wagon this month. It will be joined by a sedan by the end of the year in overseas markets, but i40 Tourer will serve here as the wagon complement to the brand's i45 in the mid-size field.VALUEThe i40 Tourer is available in three trim levels - Active, Elite and Premium. Prices start at $32,490 for the manual petrol drivetrain in Active trim with standard kit including daytime running lights and 'static bending' headlamps, electronic park brake, Bluetooth, cruise control, 16-in alloys wheels, full-size spare and premium steering wheel with audio and phone controls.Adding $2000 gets you the automatic transmission, and a further $2000 swaps the petrol engine for the diesel across the range.The auto-only Elite spec is $39,490 for the petrol, and includes premium audio, 17-in alloy wheels, larger disc brakes, alloy pedals, foglights, front and rear park assist, powered driver's seat and rain-sensing wipers.The same drivetrain in Premium spec is $44,490, and includes 18-in wheels, heated/cooled leather seats front and rear, adaptive cornering high-intensity headlights, reversing camera, panoramic glass roof and extra cosmetic garnish.With Toyota's Camry wagon having exited, the i40's main rivals are the Ford Mondeo, Mazda6 and Subaru Liberty wagons. But while it's priced and equipped to nip at their sales, it could be in trouble if people ever stop ignoring the great drivetrains and fit-out of the even better-priced Skoda Octavia.DESIGNThe signature for this car is bound to become the arabesque LED running lights. It's a startling feature but some people are going to find the curvilinear accent too fussy. The body is a sharply-penned translation of Hyundai's 'fluidic' design language, and every panel seems to be creased, folded and curved.The car sits low - which lends a sporty hint to the looks but means the front fascia is in danger of scraping over deep driveways - while a large roof spoiler and elongated light clusters add a sense of attitude.The stylish cabin relies mainly on the sculpted surfaces and lines of the dash flowing through onto the doors, picked up with metallised accents in the Premium spec. At this level you also get top-flight finishes and well-matched perforated leather for the heated/cooled seats front and rear. The centre console wouldn't look out of place in a German premium brand, but the steep angle means a lot of the digital information is unreadable in bright light.Hyundai has gone big on a vast array of blue-lit dials and instruments - 14 lights on the steering wheel alone - transforming the cockpit into an uber-tech display, but it risks attracting a queue of dazzled nightclubbers if you stray into the wrong postcode.TECHNOLOGYThe i40 Tourer range arrives with just two engines. The petrol unit is an all-new direct-injection 2.0-litre developing 130kW of power and 213Nm of torque.Official fuel figures for the petrol engine are posted as 6.8 l/100km when it's mated with the six-speed manual (in base model Active spec only) and 7.7 l/100km when it's joined to the six-speed auto.The turbodiesel engine is a 1.7-litre four-cylinder that develops 100kW of power and 320Nm of torque when mated to the auto transmission, giving a fuel figure of 5.6-6.0L/100km, while going for the manual gives you an extra 10Nm of torque while improving economy to 4.7L/100km.Like the i45 sedan it joins, the i40 Tourer's suspension set-up is MacPherson struts for the front and multi-link for the rear. However, after the poor reception to the i45's dynamics - which resulted in Hyundai recalibrating the sedan's suspension and steering - the Australian HQ's in-house engineers have reworked the wagon to bring it more in line with local driving styles and conditions.SAFETYIt has just a five-star ANCAP crash rating, with the local body awarding the stars based on the results of the i40's European NCAP test. The car has a standard list that includes nine airbags, stability and traction control, and anti-skid brakes with brakeforce distribution to counter uneven loading and brake assist to give extra 'boot' for panic stops.DRIVINGThe work done to 'Australianise' the steering and suspension shows, with a noticeable improvement on the revised i45. The steering is accurate and has much better-considered weight, although it's still on the light side. There's still nothing in the way of feel, but that's not out of order for buyers of a family wagon. They'll be similarly satisfied with the reasonably compliant ride and safe, dependable cornering, but it's not a car for the hard-driving enthusiast.We tested both engines with the six-speed auto, and found while the petrol unit is very quick from standstill, the torque doesn't keep tipping in as you climb.  You can use the paddles for quick-think changes to pre-empt what the economy-focused transmission will do, but otherwise it's responsive enough without being spectacular.Our pick is the diesel, which isn't as zippy off the line, but delivers comfortably as you climb the rev range above 2000rpm, and never sounds agricultural on the job. It's the heavier unit, but you don't notice the difference.While the sharply angled front and rear windscreens enhance the looks, they undermine the visibility - compounded in the top spec by the larger rearview mirror, which includes a reversing camera to help you see out the back but leaves you a slot to peer underneath out the front.VERDICTWhile the i40 Tourer loses to some its rivals dynamically, it's a practical family package. It's well-priced against the competition, and better-styled than most of them. The fit-out is excellent at all levels, but the base model is especially good value - it leaves you wondering why you'd spend the extra to cram in any more features and garnish.HYUNDAI i40 TOURERPrice: from $32,490 - $46,490Warranty: 5 years/unlimited kmResale: N/AService: 15,000km/12mthsThirst: 6.8-7.7L/100km, 91RON, CO2 159g/km; 4.7-6.0L/100km diesel CO2 124g/kmSafety equipment: 9 airbags, ESP, ABS, EBD, traction control, stability controlCrash rating: N/AEngines: 2.0-litre 4-cyl petrol 130kW/213Nm; 1.7-litre turbodiesel 100kW/325NmTransmissions: 6-speed manual, 6-speed auto with paddle-shifters, FWDBody: 4-door sedan, 5 seatsDimensions: Length 4770mm, width 1815mm, height 1470mmWheelbase: 2770mm, tracks front/rear 1591mm/1597mmWeight: 1420-1514kgTyres: 16x7.0; 17x7.5; 18x8Spare: Full-size alloy

You had to fight your way through a scrum to get into a few of the cars at the Michelin Challenge Bibendum green car summit in Berlin earlier this year. Porsche's electric Boxsters, the Monaco-bred Venturi supercar, Citroen Survolt and Peugeot EX-1 concepts were all mobbed. And so was a Volvo station wagon.The drawcard was the V60 PHEV, the Volvo's prototype of what will be the world's first plug-in hybrid diesel-electric system. Even then, a single short run around Templehof airstrip didn't really give a thorough idea of what the vehicle was like - but we weren't game to risk bodily harm by hogging the keys.However we've had a second, and slightly longer, chance with the vehicle at Volvo's Gothenburg headquarters in Sweden.And while it was again in one of the prototypes - with some elements that will be changed for the final model - it gave us a clearer idea of what's in store for most aspects of the car, and Volvo's vision of a plugged-in future."Electrification is necessary to reach sustainable mobility," says V60 PHEV technical project leader Per-Arne Reinholdsson. "Volvo aims to secure a leadership position focusing on customer needs and lifestyle without compromising performance. The V60 PHEV vision is that it would be a real car that could be used without compromises."VALUEOne unknown is the bottom line. While the V60 PHEV will go into production late in 2012 - initially for markets in Europe -- there's no confirmation yet of whether it will go no sale or be obtainable only as part of a lease program in its first years."The price will be higher than a normal car, but we are still negotiating to keep it down as much as possible," Reinholdsson says, adding that prices will improve over time as increases in production bring economies of scale.The current V60 range starts at $54,950 here, and Volvo Australia believes that while the PHEV will be at a premium price when it arrives here in 2013, it will still be competitive at somewhere between $75,000-$80,000. "I think $80,000 will be the upper ceiling," managing director Matt Braid says. "But it's so much early days, that we haven't even had discussions about material costs for the technology that we can base our price on."With no other plug-in diesel hybrid around, we can't really make a close value comparison for the Volvo, except to shop it against other medium-sized diesels - including its own V60 D5 at $60,950.Other choices in terms of practical space, upmarket fit-out and frugal engines include the 5.4L/100km BMW 320d at $62,600 – although it’s looking very tired – and the 5.5L/100km Mercedes-Benz C200 CDI Avantgarde at $67,150. But if you can stretch to $69,900, there’s the powerful and frugal 5.3L/100km Mercedes-Benz C250 CDI Avantgarde, which is proof that you can have it all, if you’re prepared to pay for it.TECHNOLOGYThe V60 is powered by a 160kW/440Nm 2.4-litre five-cylinder turbodiesel driving the front wheels, with the rear wheels driven by a 52kW/200Nm electric motor that draws its power from a 200-cell 12kWh lithium-ion battery pack.It's operated via a six-speed automatic transmission and three driving modes - offering what  Reinholdsson refers to as "three cars in one" -- depending on how frugal or feisty you're feeling.The electric-only Pure mode will give a range of 50km and fuel economy and emissions of, well, zero. In this mode, the system conserves electric charge by fending off 'drains' like airconditioning. Hybrid mode has a less stringent attitude but aims for overall efficiency.Largely alternating between the electric motor and the diesel engine, the range will be 1200km, but Volvo claims that in normal combined driving, the fuel economy will still be a miserly 1.9L/100km with CO2 emissions of just 49g/km.Power mode pulls in combined extra help from both the diesel engine and the electric motor's push to the rear wheels, delivering a total output of 212kW - and a 0-100km/h time of 6.9 seconds with a top speed of 200km/h, Volvo says. However they haven't been able to tell us the fuel economy and emissions for this mode.The car can be charged in 4.5 hours with a 10-amp household socket, with that time cut to three hours with a 16-amp supply. The battery pack has an integrated cooling system - which operates during charging to optimise the 'refuel' and longevity - with a computer system monitoring the temperature and charge in each of the 200 cells.DESIGNIt looks like any other V60, except for the charging socket behind the front wheel - on the left-hand side for the initial roll-out, but likely to be offered on the right-hand side for our market.With the diesel engine driving the front wheels, the weight of the two battery packs and the electric motor is distributed through the centre tunnel area and under the boot floor - which has been raised about 6cm to accommodate it.However, the system adds about 300kg in the prototype, although Volvo says some optimisation work should reduce this for production. The only other external difference on the prototype was the addition of 'blades' to give a better aerodynamic flow over the wheels, reducing drag and aiding fuel economy.The main changes in the cabin are the new instruments and switchgear to control the plug-in hybrid systems, with driving modes and levels of charge indicated by a refreshingly simple animation in the central cluster behind the steering wheel.SAFETYIt's a Volvo signature to offer five-star safety, and they've gone to great lengths to ensure this one shouldn't be any different. That includes stringent consideration of what could happen in a crash to the heavy lithium-ion battery packs.This has meant strengthened body structures to secure the pack and hold it separate from the fuel tank. They recently crashed a PHEV to demonstrate the ability to keep the pack - and its gases and 400 volts - contained, and are also training European rescue workers on how to approach a PHEV after a crash.That new technology aside, you can expect the usual Volvo arsenal of airbags, safety systems, crash avoidance, pre-crash warnings and post-crash protection.DRIVINGWe're usually a bit skeptical about marketing-tinged statements like "three cars in one. But in this case, they're onto something. While you don't really feel the changes back and forth from electric to diesel when you're running at good speeds in Hybrid mode, what you can see is the differences between that and the other two modes.Pure is very quiet except for the tyre roar and wind rush - although Volvo is working on amplifying the noise of the electric motor as a pedestrian safety strategy - with more relaxed steering and pedal characteristics.Hybrid mode feels like a normal vehicle, albeit still a somewhat torpid and heavy one despite the wheel and accelerator maps hardening up. And while it's not transformed into a track day weapon, Power mode gives the PHEV a fairly satisfying response to the boot, with even sharper steering and throttle response - and the increased surefootedness of both axles coming into play.However in every mode you're aware of the extra weight of the vehicle in every corner, and losing some of that extra poundage will be crucial to making the V60 plug-in a more comfortable drive - even a pleasure, with a bit more work.VERDICTWhile the prototype still has some issues, we can see where it's headed - and what's headed our way. If the price is competitive and there's enough supply, we can see this being a winner.VOLVO V60 PHEVPrice: from about $75,000Engine: 160kW/440Nm 2.4-litre five-cylinder turbodiesel 52kW/200Nm electric motor and 12kWh lithium-ion battery pack.Transmission: six-speed auto, FWD/AWDSafety: five-star (est)Thirst: 1.9L/100km; 49g/km Co2 (Hybrid"Solid, sensible, signature Volvo. But a bit overweight at the moment."

... and a new treatment of its naming convention. Both of which will be seen here within 15 months. Tipped to be developed on an extended version of the C30 platform, the new model was caught on camera while being tested this week, hinted at by Volvo CEO Stefan Jacoby in comments to Australian journalists in Sweden – and then later confirmed as being headed for the Australian line-up. “We will have a more compact type of vehicle, succeeding the S40 and the V50, in the market next year,” Jacoby said while outlining Volvo’s future product cycle plans. He said the new model would be sized to be “more in the sweet spot of (the C) segment” – the most competitive field in Europe, and one that is growing in nearly every other global market. Jacoby has previously hinted that Volvo was working on a five-door version of the C30, and the car snapped in spy shots this week looks to be a five-door hatch developed on an extended version of the C30 platform. “We believe it’s based off the existing car but probably including some new developments as well,” says Volvo Australia managing director Matt Braid, confirming that the car should be here within about 18 months. It will be positioned to take on the German brands in the compact four-door market – the BMW 1 Series, Mercedes-Benz B-Class and Audi A3. There are also rumours that a crossover version is in development, which would face off against the BMW X1 and Audi Q3. Jacoby did not give a name to the new model, and nameplate rumours include V40 – although C40 and V30 have also been suggested – to help segue into the S40’s spot as it retires. Braid says only that the name – when announced – will be a signal of a new direction at the Swedish brand. “This will be first car that the nomenclature stays the same but the way it’s been utilised will be different,” he says. “The letters being used for the models are one thing – and that’s something we’ve hung our hat on – but the numbers are going to take on a new meaning. “And that’s where you’ll see a change with this car that will set the groundwork from here on.” Braid says there will be an overlap between the new car and the S40, rather than the old model being axed to make way for the newcomer. “They’re not necessarily competing with each other, so there’s no reason why they can’t coexist for a while,” he says. However there’s no confirmation yet of drivetrains, specification – or price. But there are some early pointers as to the directions and position. “Powertrains are starting to be set and we’ll have a choice there. Ideally we’ll have a couple of petrols and potentially a couple of diesels. But capacities and outputs are still being finalised,” Braid says. He agrees there is the possibility that at least one drivetrain will be an efficient turbodiesel with stop-start technology, following the 1.6-litre C30 DRIVe pattern. “Given that it’s a proven technology, I’d be surprised if it didn’t carry across in some iteration,” Braid says. And while he says it’s too early to indicate a price range, he’s clear about where Volvo Australia will look to lure sales. “The car for us is realistically still 12 to 15 months away, and we’ll probably only determine our price about six months before arrival,” Braid says. “But we know which category it’s going to fit into, and it’s going to be competitive – it’s going to be well-specified, certainly – but exactly where we’re going to place it we don’t know yet. It’s too early to tell.” However Braid outlined that the price will be set to not only be competitive against the premium European brands but also to lure buyers from the upper end of the Japanese market. “If you look at the way we position other models, we want to see ourselves as a bit of an aspirational step from other brands beneath us,” he says. “We don’t just look at the other brands that are on our level or above us, it’s those below us as well. So we obviously want to – if we have the opportunity – get buyers from those brands as well. So pricing is key to that.” But with the main European rivals having entry prices at $37,500 for the Mercedes-B-Class, $39,900 for the Audi A3 and $42,300 for the BMW 1 Series, while the upper end of the Mazda6 is just over $43,000, you could do worse than to start saving about $40,000 if you want the new Volvo – and maybe have some left over for the onroad costs.

The Rio was the car that really carved Kia a place in the Australian market in 2000. A cheap but not always cheerful bargain box, the Rio staked its claim on decent fuel economy and great drive-away prices. However the styling and fit-out were undesirable, build quality was questionable, and the driving experience almost unbearable.A decade on, and all that has changed - except for the fuel economy. It's still decent, but now so is the car. And while Kia is trying to move out of the bargain basement, the Rio is still well-priced for what you get.The Kia Rio's top spec GDI SLi is priced from $21,990 - a considerable jump over the previous model, which topped out about $3000 below that.Part of that extra is an equipment list that includes daytime running lights, 17-in alloy wheels with full-size alloy spare, larger disc brakes, projector headlights with 'cornering' front lamps, cruise control, heated mirrors, hill holder and touches of leather.Suzuki's Swift GLX beats the Rio's price by $1300 and is a solid choice for the budget, but has considerably less power and torque with no economy benefit, outdated auto, and styling that needs another update to take it beyond the once-over-lightly from earlier this year.The popular Toyota Yaris YRX hatch undercuts the Rio by $600, and while it's got a good features list, it suffers the same woes as the Swift: less oomph, less style and getting out of date.The sales topper is the Mazda2, which in Genki spec is just $155 more than the Rio, still looks sharp and is well kitted-out. While it can't match the Kia's usable space, outputs and economy, it's still a great little driver and a great buy.The class benchmark is still last year's Carsguide COTY, the Volkswagen Polo 77TSI, which looks dull but for $360 more gives you a spicy and frugal little turbo engine, 7-speed twin-clutch and the kind of dynamics that always leave a smile on your face.The Rio's family rival is the (also newly arrived) Hyundai Accent hatch whose platform it shares, and while costing $1000 more it misses out on a little of the Rio's spec and is down two gears, 12kW and 11Nm -- and a bit thirstier too.Also $1000 more and with less power and torque is the Ford Fiesta, but with a great twin-clutch auto, matching economy and a fun drive.The signature 'tiger face' penned for Kia by design chief Peter Schreyer (who moved across from Audi) looks great on the little Rio, giving it a bold entry point. It backs that up with proportions that make the most of a longer and wider mark-up, with a lower sloping roofline reducing the 'tall box' impression that plagues the light car class.The interior is fantastic above base level, with excellent upholstery on well-shaped seats, quality dash and door finishes, a steering wheel that feels good in the hand, and a feeling of light and space - helped by folding rear seats that more than triple the 288-litre cargo space.The new arrival hasn't yet been given an ANCAP rating, but will hopefully do better than the previous model's three stars. To help it in the safety stakes, it comes with six airbags (the old one had two), hill-start assist, stability and traction controls, anti-lock brakes with brake-force distribution that calculates what's needed at each wheel for uneven weight loading, and brake assist for panic stops.The SLi carries a direct-injection 1.6-litre petrol engine that develops103kW of power and 167Nm of torque - an improvement on the 82kW and 145Nm of the previous model. It gets that to the front wheels via a six-speed sports automatic that helps deliver official fuel economy of 6.1L/100km on a combined cycle (although we were getting closer to 7.1 through most of our mixed driving and shot up above 8 when it was just city circuits).Like the rest of the Kia range, the Rio's underpinnings have been localised for the Aussie market. The works gives tweaked dampers to the MacPherson sturt front/ torsion beam rear suspension and a heftier stabiliser bar up front, while the power-assisted rack and pinion steering is sharper than the previous hydraulic set-up.We put the little Rio through something of a torture test, demanding it cart a full load of five grain-fed Aussie adults around. And it came through with a decent mark, especially for shoulder space.While none of the labrats wanted to spend the rest of their life in the back seat, everybody agreed it was comfortably snug, rather than outright cramped. It's wider than most of its rivals by just a couple of centimetres - but they're important ones.The engine coped relatively well with the job, except when we needed to head uphill or try to grab a gap in the traffic. That demanded a firm slap down with the gearshift to try and get more torque, and even then it felt a bit begrudging.This is also when things got a bit noisier, but otherwise the cabin was adequately quiet except when the tyres hit rough-chip surfaces.Handling is surprisingly agile, helped by the splayed stance, firm-ish ride and grippy tyres, but the choppy bumps and cracks make themselves felt more than they would on smaller wheels. But that aside, the Rio is a car you can actually enjoy driving.It's far from perfect, but it's also far from the exiting model in every important way. The more time you spend with the Rio, the more you appreciate the progress it's made in quality, style and equipment.

If anybody still doubts Kia's intention to move up in the charts, one look at the mid-sized Optima should change that opinion. As a package intended to win sales votes, it's got more luxury goodies than an Academy Awards schmooze bag. And red carpet looks to match.Filling the line-up gap left by the unpopular Magentis, the Optima is unfortunately in fairly short supply at the moment, with Kia Australia only able to get 1000 this year. But those arrive here in a single upscale Platinum spec level, with great looks, and some successful effort to make the suspension and steering better suited to Australian tastes.The $36,990 Optima is as well - or better - kitted out than some higher-priced competitors. The standard list includes full leather upholstery, eight-way powered driver's seat (four-way for front passenger and heating/cooling for both), premium Infinity audio system with AUX/USB/iPod compatibility, electric folding mirrors, headlight washers, panoramic sunroof, cooling glovebox, rear parking camera with direction guides integrated into the rear view mirror, reverse parking sensors and dusk-sensing automatic headlights. Sadly, no satnav at this stage.The Belgium-built Ford Mondeo Zetec hatch is $750 more and misses out on most of the Optima's upper levels of equipment, but has a better engine with the benefit of turbocharging. There's a non-turbo Mondeo hatch for $30,990, but it's the base model and so far down on the Optima's spec you'd think the countries of origin were reversed.The Optima's kissing cousin is the Hyundai i45 Premium sedan (there's no hatch) at $2000 more with the same platform, great styling and similar spec - while it misses out on things like the CD stacker and rear camera, and adds satnav - but poorer ride and handling.The Toyota Camry Grande is $3000 more, and has similar spec to the Optima, although it rides on 17-in alloys and a sunroof costs extra. It leads the sales race with more than double the Mondeo in second place, and that's probably not going to change any time soon. But it's not going to win any style contests - although a new one is on the way with a les bland face.Honda's Accord Euro Luxury is $3150 more, but is still the best all-rounder package in the segment, combining a good engine with solid quality, excellent comfort and well-stacked equipment list, including 10-speaker stereo, front parking sensors and trailer sway sensors.The Mazda6 Luxury sedan is the most expensive of the sales leaders at close to $4000 more, and is also about on par with spec, with the major omission a reversing camera. This is the one to go for if you want a fun drive, but the firm ride could be tiring if it's intended as a family vehicle. There's a Mazda6 hatch in Luxury Sports spec, with the main extras being premium Bose audio and adaptive bi-xenon headlights, but the $43,415 price is $7000 more than the Optima - a psychological jump too far for most shoppers.It looks classy and sharp, but with styling inside and out pitched to appeal across a broad range of tastes. Visibility is good, and the panoramic double sunroof helps to open up the cabin visually - although it's a trial for tall-torso drivers - while split-fold rear seats help make the most of the space.Touches that give it that 'bit extra' include the alloy sports pedals and illuminated badging on the door sills, and we're big fans of little practicalities like the sun visor extensions - all cars should have these. But we would be happy to ditch the fake woodgrain with its slight glitter effect in the sunlight.It hasn't yet been given an ANCAP rating, however earlier this year it got the full five stars in US crash testing. Safety is looked after with six airbags, front seatbelt pretensioners and active headrests, hill-start assist, stability and traction controls systems, anti-lock brakes with brake-force distribution that calculates what's needed at each wheel for uneven load weight, and brake assist for panic stops.It gets the Hyundai i45's 2.4-litre direc-injection four-cylinder engine, developing 148kW of power and - a much-needed - 250Nm of torque, and delivering that to the front wheels via a six-speed sequential automatic with paddle-shifters on the steering wheel.Optima gets the benefit of underpinning revisions to suit Aussie driving styles. Work on the new hydraulic power steering and the springs and dampers of the suspension system - McPherson Strut front and fully-independent rear - have given the car better ride and handling than the i45 with the same components.The Optima's only really jarring note is the one you hear when you turn the key. Cold starts produce a sound so coarse you'd be forgiven for thinking it's a diesel. That improves as it warms up, and settles down to being merely a bit unrefined.It's willing enough, but there's just no sparkle. Above 80km/h it's searching for more torque, and has to reach up to 4500rpm to find it. At that stage, the noise suggests you're about to take off smartly, but instead it delivers only a sedate climb up the speedo.The transmission is smooth and the paddles on the steering wheel are handy to try and tickle the engine, but the insipid effect when you use them doesn't match up to the promise of their existence. It kicks down quickly enough on a gearchange, or on hills, but the engine sound is not matched by the result.However there's no complaint about its road manners. It's both comfortable over bad surfaces and at the same time very surefooted, with even swift cornering not a bother for it, while the brakes are strong and progressive.And aside from the outdated fake woodgrain, the overall cabin impression is of quality and refinement, with little noise intrusion except for a bit of wind rush around the upper windscreen - and that cold engine.Kia has put a high price on the Optima - about $10,000 more than the 2009 Magentis it replaces - but with all that equipment, it's still a bargain. However, the Korean tiger has got so many things so right with the car, it's a shame it doesn't have a better unit under the bonnet. It deserves one.

There's a lot of competition for sub-$40,000 wallets in the small cars class. The Mazda3 is leading - and gaining more ground - with around 29,000 sales giving it close to 19 per cent of the market this year, with a big gap to the Holden Cruze's 23,000 and 15 per cent. Ford's Focus is seventh with 9000 and 5.5 per cent, but is trying hard to regain the attention it once used to have.The Ford Focus hatch has an entry level of $21,990 but asks $26,790 for the petrol engine and dual-clutch 'Powershift' auto transmission tested here in Trend spec, which lifts you to 16-in alloys (the base model has steel), front fog lights, rear parking sensors, cruise control, Bluetooth and voice control.The Hyundai i30 SLX is $900 cheaper, but while it won the Carsguide COTY gong a few years ago, its 2.0-litre engine offers less power and torque, and features like the four-speed auto will make it start to look outdated among the competition.Holden's Cruze CDX 1.8 is $300 less at $26,490.  Its smaller engine also delivers less power and torque but uses more fuel, albeit 91RON rather than the more expensive 95RON Ford recommends for the Focus. The Cruze has similar safety features, and adds leather heated seats, but not Bluetooth - a feature that should be standard at this price.The Toyota Corolla Levin SX hatch is $200 more than the Focus, and like the Cruze, has a 1.8-litre engine that delivers less power and torque while using more litres of the 91RON.The class benchmark is the VW Golf, which you can in 90TSI from from $700 more with a great little turbo engine and twin-clutch transmission that combine for better economy and sparkling response, but it has staid style, smaller 15-in wheels - which don't hamper its dynamics - standard manual aircon and space-saver spare.Mazda3 Maxx Sport hatch is $1570 more and has one less gear and a thirstier 2.0 litre engine, but on 91RON delivers similar power to the Cruze and Corolla - around 20 per cent less than the Focus. But the Mazda also adds satnav, six-stacker CD player and dual-zone climate control aircon among its extra features.The new Focus hatch needs to stand out on the street - and it does, looking like a Fiesta on steroids with funky body styling, hints of sport kit around the front fascia, and a pronounced rear spoiler.But the interior takes it a bit too far, with a lot of visual buzziness stretching from the cluttered centre stack across the driver's cockpit area. The blue-lit instruments look great, but there seem to be more buttons and controls than anybody would ever need.The new Focus has earned a five star ANCAP rating, and ticks all the boxes for safety.  A battalion of 10 airbags is joined by stability and traction controls, front seatbelt pre-tensioners, hill start assist, and anti-lock brakes with brake force distribution to compensate for uneven loads and brake assist for panic stops.The Trend hatch tested here carries Ford's 2.0-litre engine with common-rail fuel injection, developing 125kW of power and 202Nm of torque, and with the choices of either the six-speed dual-clutch sports automatic version we drove, or the five-speed manual (which drops the price $2300 to $24,490).The auto is the more economical of the two, with official thirst of 6.6L/100km to the manual's 7.2L - both of them on the more expensive 95RON fuel. But while most sports transmissions use a side-gate for you to then row the shifter back and forth for 'manumatic' changes, the Focus instead has a little button on the knob that you toggle up and down with your thumb - a technique that's fiddly and unsatisfying.The Focus is composed and predictable on the road, with its good grip, accurate steering and comfortable ride clearly the car's main highlights. With well-damped suspension and steering, you hear, rather than feel, the bumps. However, the rubber and road don't meet quietly, and there's tyre noise over all but the smoothest surfaces.It's easy to manoeuvre in most parking situations, but it's got an oddly poor turning circle for something this small, and that shows in tighter city spots. Despite the sport aspirations of having a twin-clutch transmission, the system is clearly geared for economy rather than performance.Unless you're manually controlling the gear selection with the button, the transmission changes up very quickly in normal mode. That will keep the thirst down a bit, but it can be annoying when it keeps jumping the gun well before you'd want it to. But we applaud the 'grade logic control' set-up that gives you extra engine braking to control descents, which means it doesn't run away when you're heading down a slope. Tap the brakes, and the transmission changes down and reins you in to a safer speed.Heading up a hill, and the transmission selects the best gear and stays there without hunting back and forth. That's clever. And, along with the dual-clutch transmission, it's the kind of technology we've too seldom seen on small and affordable cars until recently.The 2.0-litre is a capable engine for most tasks, and will cope well with overtaking and hauling even a full load of adults. But you need to push the revs to achieve that, and there's no sign of a truly inspired response. For that, you need to look to the turbodiesel Focus - or the Volkswagen Golf.