Articles by Neil Dowling

It's a bit like getting a Christmas In July invitation - you think it's a bit over the top but you'll still take up the offer.“We didn't plan to launch this,'' says Audi Australia's Anna Burgdorf of the S8 slingshot limo, “because we didn't expect the demand.''Indeed, even at a projected one sale a month from when the Audi S8 hits the Australian market in the second quarter of next year, it's still business the company wants. “We expected the S6 or the S7 to take up demand from where the previous S8 left off,'' Ms Burgdorf says. “But we have had a lot of interest - that is, a lot of interest for a $250,000 car.''The S8 continues Audi's plan to reduce the weight of its cars, make them more powerful (though to be politically correct, it's called efficient) and use less fuel.It has the 4-litre twin-turbo V8 engine that replaces the previous S8's exotic V10 that continues to be used as the premium engine for the R8 and Audi-owned Lamborghini's Gallardo.The delay before the S8 arrives in Australia is attributed to waiting for the mid-life makeover model. The A8, which forms the basis for the S8, started in its current generation in 2010. Audi last imported an S8 in 2010 after selling 45 units in its four-year life.VALUEIt's at the top of Audi's saloon-car range so earns a premium price. It's expected to cost about $250,000 when it gets here about May next year, and the only good news about that is it's $14,000 cheaper than the last S8 to be sold here.The previous V10-engined model was a beast but Audi promises the new version will be more civilised and less aggressive on the owner's wallet. High-end features include double-glazed windows, adaptive cruise control, LED headlights, Bose audio, diamond-quilt leather upholstery and a buffed body clothed in subtle bulges, dominant exhaust pipes and 20-inch alloy wheels.DESIGNThe latest S8 - the one we get in May - gets relatively minor upgrades on the current A8, but remain important to differentiate the car and the temperament of its owner. The grille is finished in platinum - rather than silver - and features black slats on the front, bold S8 badges, chrome exhaust pipes and the 20-inch S8-specific alloys open the spokes over black-painted brake calipers.TECHNOLOGYIt's all in the engine. The 382kW/650Nm 4-litre gets two identical turbochargers siting within the vee of the V8. It is technically similar to the RS6's 412kW/700Nm engine, just muted to suit a less frenetic lifestyle. To save fuel, there's cylinder deactivation when cruising and stop-start for traffic congestion.Electronic engine-mount dampers cradle the V8 so you never feel it switch from eight cylinders to four. The engine drives an eight-speed torque-converter automatic to power all wheels. The body is all aluminium with an all-alloy suspension system, electric-assist steering - with drive-select modes - and despite its 1975kg weight, streaks the 100km/h dash in a very unlimousine-like 4.2 seconds. It's also capable of a 10.2 litres/100km average drawing from an autobahn-friendly 90-litre tank.SAFETYThe S8 showcases Audi's safety arsenal and most of the options on lesser models here become standard. The adaptive cruise system is one of the highlights, with the ability to use its radar to pick up danger signs from the front and rear of the car.There's also blind-spot monitor, a driver fatigue system, lane-change warning and so on. The S8 doesn't have an official crash rating.DRIVINGThis isn't exactly the car we'll get in Australia. This is the current car and gets its mid-life makeover - a soft change to the nose and tail but no driveline alterations - in production later this year. It's a chance, however, to feel what a few Australians will be able to buy come early 2014. For a start, though technically similar to the RS6's powerplant, the noise is less dominant and the power delivery less intense.Yet 382kW/650Nm isn't cheese dip and it pumps with immediate response in a predictable, linear delivery. It's more responsive and quicker than the old V10 and 23 per cent more fuel efficient, while carving a massive 54kg off the engine weight. Win, win!There's a lot of sports-oriented gear in the car - real carbon-fibre trim, alloy edging, bold S8 graphics, lowered body, fat bodykit and the paddle-shifters on the steering column - and while the engine fulfils much of the visual promise, it's still restrained.The exhaust growls as it sets off and changes pitch to a roar in proportion to the arc of the tacho needle. It's clearly quick but the cabin is too good at cocooning the occupants. But it's a superb cruiser and on the German autobahns on a quiet day, will double Australia's speed limit without appearing to stretch a muscle.VERDICTNice car but we may be living in the wrong country.AUDI S8Price: est. $250,000Warranty: 3 years/unlimited, roadside assistCapped servicing: NoService interval: 12mths/15,000kmResale: 55%Safety: 10 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 4-litre V8 twin-turbo petrol, 382kW/650NmTransmission: 8-spd auto; constant AWDThirst: 10.2L/100km; 98RON; 237g/km CO2Dimensions: 5.1m (L), 1.9m (W), 1.5m (H)Weight: 1975kgSpare: None

We are in a holding pattern ahead of the all-new, Italian-cloned roadster set for landing in 2014 and to settle our impatience and keep us amused, Mazda rolls in a reheated MX-5.It's not what we are waiting for but it's enough of a distraction to rekindle interest in a car that for 23 years has globally kept the spirit of roadsters alive. Yes, it's really good to drive. Few cars are as simple, as forgiving and as fun as the MX-5.The Toyota 86 and its sibling, the Subaru BRZ, are cut from the same cloth but - as yet - can't lose their top.Where the MX-5 falls down badly is value for money. But more than 16,000 Australian buyers have, since 1989, forgiven its price tag and bought what is arguably the cheapest classic car on the market.Not a lot, to be frank. But if you measure value in terms of emotion, fun, ownership comraderie and the simplicity of motoring, theMX-5 is a winner. It costs $47,280 in its most basic, six-speed manual guise with a metal folding roof (fabric roof models are discontinued) which is $460 cheaper than its equivalent launched in 2006.But the cash doesn't go far. Even Bluetooth is optional. Cruise control, four airbags, 17-inch alloys (but no spare), an electric folding composite-material roof, seven-speaker audio (but no Bluetooth) and leather seats are standard. Add $2605 for BBS alloy wheels and Recaro seats made of leather and alcantara.Same as, really. The grille is a bit deeper and there's a new bumper - which weighs 0.4kg less than the old one - and lip spoiler, and the trim colour in the cabin is different. It's still a cutey at a scratch over 4m long, is as ridiculously low as die-hard rivals from Lotus and Caterham, has a boot that can take a soft overnight bag and a roof that folds so neatly that it doesn't affect the minimal boot space. It's not made for big people and of course, it only holds two.This is a simple car that's based on the Lotus Elan principle - compact, cheap to build (but expensive to buy) and using as many off-the-shelf components as possible. There's a 118kW/188Nm 2-litre petrol engine in the front, six-speed gearbox behind and drive to the rear over multi-link suspension. Even the steering remains hydraulic and there's no annoying stop-start system. Sometimes the simpler things in life are best.This is a four-star crash-rated car with four airbags. It has all the relevant brake aids such as electronic stability and traction control. But it has no spare and to be honest, it's not a car that brims you with confidence when travelling alongside other - always bigger - traffic.Sometimes you have to forget about the price and the lack of some features that we take for granted. On the open road, the more undulating and tightly curved the better, the MX-5 revives that sense of being at one with a car. It's compact, condensed and almost cramped behind the steering wheel but it fits the body like a glove and responds immediately to the driver's deflections.The steering is sharp and the engine, looking a bit deflated in output, is actually a good balance for the handling. The engine is also broad in its torque delivery - good for the city - yet will rev cleanly to 7000rpm and above. The firm suspension and placement of the seats close to the rear axle invite the tremors of road undulations into your spine, but that comes with the territory.Roof up it's relatively quiet - though there is some wind whistle - and down, the cabin is quite comfortable when the windows are up and the standard wind deflector is in place.

What was Audi thinking when it jammed an anaesthetised gearbox into one of the market's best prestige mid-size cars, its latest A4? Crossing a busy intersection with this gearbox - a CVT than Audi calls Multitronic - asleep under your right foot is one of the scariest manoeuvres I've done in 35 years of car testing.

Invasion is easy when you have a country with well-oiled swinging doors and a neon welcome light. As the world's only country - well, with New Zealand - with a level-playing field policy on imports, Australian citizens have an enviable choice of goods and services, though mostly at the expense of its domestic businesses. It's the reason Renault exists.Its Australian sales are up 28 per cent this year to date compared with 2011 while back home in croissantville, sales are down about 30 per cent. Renault products are actually quite good. The problem is that, in many cases, the competition is better - better built, better known, better equipped, better looking though not often better priced.The Megane is a sturdy, well-priced hatch with a family in mind. The diesel engine is a willing worker that adapts well to suburban life. But would you buy one over a Hyundai?It's good value for money, especially considering its cheap running costs. The Megane gets $199 capped price service for three years and a  five-year, unlimited distance warranty with roadside assist. Residual is a low-ish 50 per cent (but a Commodore is 34 per cent) after three years, meaning Glass's Guide estimates it'll fetch $13,700 as a trade in.The Megane is regarded as a small car though will seat four ad ults, has a high level of features - audio streaming Bluetooth, cruise control, auto headlights and wipers, hands-free entry and button start, dual-zone climate control aircon, height adjustable driver and passenger seat, tilt-telescopic steering adjustment, six airbags, 16-inch alloy wheels and heated, electric side mirrors.This is the base model Megane Dynamique hatch with a diesel engine and automatic transmission and the $27,490 price tag makes it the cheapest against similarly-equipped Holden Cruze, Ford Focus and Hyundai i30 rivals. It is about $7000 cheaper than the comparative Golf while the Megane's excellent warranty and capped service put it up against the Hyundai.If there was a guide book on how to become invisible, this car is the leading light. Simply, the styling is so very ordinary that it could be any small hatchback. You may never find it in a carpark. Only the diamond badge on the bonnet marks it as a Renault and even then, probably means zip to most onlookers - if there are any. So, Renault isn't edgy anymore.But the cars are pragmatic, space efficient and - aside from the switch layout - logical. The boot is deep and long (the spare wheel is under the chassis) and split-fold rear seats make for a big cargo area. Seats are a cloth-leather combo and are reasonable in comfort. There's plenty of personal storage spaces. Better is the adjustability to create a perfect driving position.Instruments are a bit overdrawn - though the digital speedo is e asy to read - and switches are a dog's breakfast in their disproportionate size and layout. The cruise control master switch, for example, sits alone on the console between the front seats. Shouldn't it be with the other cruise control switches on the steering wheel? Tiny audio buttons are made for a three-year-old's fingers though the plastic box hanging off the steering column has remote radio controls.There's not much doubt that the French know how to make engines, particularly d iesels. The Megane's 81kW/240Nm 1.5-litre turbo-diesel is a little warrior. It's responsive, willing and tops its torque at a mere 1750rpm. But it is rattly and its coarseness at idle isn't up to the high standard of rivals.The dual-clutch (Volkswagen call it DSG) auto is actually better than the one in the Golf, with less lag off the mark and less hestitancy in on-off applications. Suspension is the same as most in its class - standard MacPherson front and torsion-beam bar at the back - which is tuned for comfort. There's disc brakes all around.The Megane is a five-star rated car that adds six airbags, all the electronic aids and helpful features like the automatic headlights and wipers and heated side mirrors that make life on a winter's morning slightly more pleasant. The Megane also has a full-size spare wheel so it's country-road approved.I like this car because it earns its stripes. The Megane isn't sugar coated and doesn't use tinsel to lure buyers. Its hones ty is, however, one of its greatest failings as Australians are embedded with the belief - probably borrowed from the US - that bright lights, lots of colour and loud music are integral ingredients of style.On the road, the little diesel engine is a bit harsh at idle and similarities with a Parisian taxi aren't lost. But it pulls strongly and the dual-clutch box's six cogs slip seamlessly and rapidly in sequence, so though it's not a particularly fast hatch, it always feels athletic and willing  to run.Though the drivetrain is commendable - especially the fuel consumption which averaged a very good 6.9 L/100km on my city/suburban cycle - the steering is a let down. Some people will like it for its lightness but to me it undid all the sportiness of the engine and gearbox.The handling should be right up there with the Golf but while it has strong cornering grip, the suspension is dialled more for comfort and so the ride gets a bit too soft for any driver enthusiasm. So what we have is a Euro car that has a lot of Asian mannerisms. Driver comfort is reasonable - the seats need more support - and cabin room is good, though headroom in the back is a bit tight.On price, features and ownership, it's a winner. But if you're more into style, maybe not.

SUVs march unrelentingly through the suburbs at a pace that has left rival vehicle types in the shade.Two questions: Do you need all that space? And aren't SUVs becoming a bit passe?The answer may be the humble wagon. Now freed of the additive "station'' -- implying expansive grazing lands and lazy windmills -- the wagon has matured to cleverly blend leisure with some family duties. Even better, thanks to their popularity in Europe, they are stylish and many share the enthusiastic engines of their sedan counterparts.Wagons are on an equal footing with their sedan sisters in equipment, safety and performance. The Skoda Octavia wagon here, for example, has the same high-output turbo-petrol engine as its sports-oriented RS sedan model -- itself a reskinned Volkswagen Golf GTI. Wagons also share the handling, agility and performance acumen of their sedan equivalents.But the wagon has a more flexible load area and the ability to haul a range of awkward-sized cargo thanks to split and fold-down rear seats. In comparison to an SUV, the wagon also retains the less cumbersome style of the sedan, in effect offering the best of both worlds.Find a good sedan and if there's a wagon equivalent, then generally it will share any of the sedan's advantages and disadvantages. These three examples are very different in origins and execution. All are current models -- though the Holden and Skoda are poised for replacement -- and will have relatively low mileage.The Skoda is the sports model and is more expensive than its rivals, though has more equipment and has a turbocharged petrol engine with a dual-clutch automatic transmission -- all quite expensive stuff.Resale values are strong for the Hyundai (50 per cent retained after three years) and Skoda (49 per cent) but weak for the Holden (41 per cent), indicating that seeking a near-new used model can be more advantageous for the Holden buyer. TOP TIPSWagons are made for work -- but check to see if it hasn't been abused. You may save big fuel money by choosing a smaller engine. A cargo net or barrier is a wise investment2012 Skoda Octavia RS 147TSI Engine: 2.0-litre 4-cyl turbo petrolTransmission: 6-speed dual-clutch autoThirst: 7.9L/100CARSGUIDE SAYS"These wagons boast an incredible amount of storage space -- there's even an extra cubby hole beneath the boot floor. Skoda makes durable cars and though the Octavia is rather plain in appearance, it has a lot of features and is well built. The RS version adds sporty equipment and gets the upmarket 147kW engine and DSG transmission. There are paddle shifters for manual-mode gearchanges, 18-inch alloy wheels, satnav, sports seats and daylight running LEDs. The car has all the safety equipment including six airbags and electronic stability and traction2011 Hyundai i40 PREMIUMEngine: 2.0-litre 4-cyl petrolTransmission: 6-speed automaticThirst: 7.7L/100kmCARSGUIDE SAYS"Hyundai has confirmed the i40 range will continue after it drops the similar i45 models, ensuring the i40 has a strong future. This is a 2.0-litre petrol-engined model -- there is also a 1.7-litre turbo diesel which is better suited to shorter duties such as in the city and suburbs. The Premium model gets a big list of standard equipment including 18-inch alloy wheels, satnav and Bluetooth, cruise control, sunroof and leather seats. There are split-fold rear seats though the available cargo space isn't as generous as the Skoda. Hyundai has a capped-price service schedule and a five-year warranty, which is reassuring for used-car buyers.2012 Holden Commodore SV6Engine: 3.6-litre V6 petrolTransmission: 6-speed automaticThirst: 9.8L/100kmCARSGUIDE SAYS"The Australian is a strong workhorse with plenty of style and ability. It's also a reliable and easy-to-fix wagon. The SV6 version is a more upmarket model that retains the 3.6-litre V6 petrol engine and six-speed automatic transmission but adds 18-inch alloy wheels, sports suspension and a sports body kit. Standard equipment includes six airbags, electronic stability and traction control, a reverse camera, airconditioning and cruise control. It also has a capped-price service schedule and buyers have a portion of the three-year warranty still intact. 

Large sedan cars may not be flavour of the year but don't be deceived - most fit your family perfectly and can make economical sense.Sales of the big-car segment are down almost 30 per cent as buyers gravitate to smaller cars and SUVs. But the trend may be based more on a presumption that large cars are simply too large for the city.The truth is that this trio of family cars are similar in length, space and towing ability. They have turbocharged four-cylinder engines, automatic transmissions and seating for five adults and generous luggage areas.Yet there's a technicality. One - the Falcon - is regarded as a large car and the other two are classed as medium-size cars. That's despite a difference in length of only 225mm - the length of an envelope - and a marginally wider body.Why is a Falcon in this comparison? Because with the 2-litre, four-cylinder EcoBoost engine it makes a solid rival to the Mazda6 and the Hyundai i40.Diesel versions of the Mazda and the Hyundai are chosen here simply because they're better than their petrol counterparts in terms of performance and economy. The Falcon has a petrol engine - there's no diesel option - and though sales of the Falcon nameplate are on the slide, I think the EcoBoost model is a hidden gem.On the sales chart, the new Mazda6 has a 20 per cent stake in the medium-car class, well ahead of the Hyundai i40 with 6.5 per cent and second only to the Toyota Camry (27.6 per cent). Hyundai sales are expected to grow as it stops selling the i45, a sedan very similar in specifications to the i40. Ford's Falcon has 24.8 per cent of the large-car segment and though it is more popular than the Mazda6, its sales are falling and now about 27 per cent less than a year ago.Yet the EcoBoost Falcon has a lot of redeeming features. The engine is so good that few drivers would think it was a four cylinder. It has better economy than its six-cylinder sister - which incidentally is exactly the same price ($40,835 for the G6) - and cheaper to service ($835 for three years versus $885).The Hyundai i40 is the Euro-styled sedan with the choice of a so-so 2-litre petrol engine or, as tested here, with the far more enjoyable 1.7-litre turbo-diesel. It's roomy, very well equipped, comfortable and looks great.New boy on the block, the Mazda6, is a big car with clever engineering aimed at low fuel consumption and emissions. But it's a smart diesel-fuelled sedan that neatly combines family accommodation with a sporty driving character.The specifications here are mid-range that avoid the low-rent equipment list and appearance. You won't be embarrassed driving into the portico of the Hilton in any of these. But for buyers who want more, each has another, more expensive, model with additional indulgences.VALUEEach costs around $40,000 and while that may be a bit above what a family may want to spend, the price buys a lot of car and - in general - a lot of features. But I'm a bit disappointed with the Falcon G6.The feature list is good but pales against the other two. You have to spend a further $6000 to upspec to the G6E to get a reverse camera, leather seats, sat-nav and other bits - all of which are standard in the Mazda6 Touring and Hyundai i40 Elite. It is the area of value-for-money where the Aussie falls down, certainly not in the engineering department where the EcoBoost not only provides more verve, but feels more sure-footed.There is a similar feature list in the Mazda and Hyundai, including dual-zone climate-control airconditioning, trip computer, high-end audio (the Mazda boasts the most with an 11-speaker stereo) and leather upholstery. In this list, the Falcon G6 gets only the trip computer.Capped price servicing is available at Hyundai and Ford dealers and the Korean kicks it up a level by its five-year, unlimited distance warranty which the other two can't touch.However, over three years, the Ford is the cheapest to service. Mazda doesn't have capped servicing but is well behind the eight-ball as customers increasingly demand a transparent service deal.Subaru is the other company without the program - though it may soon start - while Volkswagen started its program a few days ago.WINNER: HyundaiDESIGNThe Ford is a well-balanced, logical design that in the FG MkII version is almost European in its lines. The deep grille helps stamp its authority on the road while the cabin is neat and friendly with a driving position that suits most shapes. Because it's taller than its rivals, it's also a far easier car to get in and out of and that especially suits older people.The Hyundai and Mazda are less conservative than the Falcon and clearly show they are products of the current era with long, low and sleek bodies. Hyundai's i40 is a cleaner design than the outgoing i45. Its dashboard is busier than the Falcon and there's some misplaced switches, but I appreciate the space offered by using a small electric park brake switch - rather than the bigger manual hand brake lever - and plentiful cupholders.The Mazda feels more like a sports car and some (larger) drivers thought the driver's zone felt a bit cramped. Part of that is illusion created by the near-all black dash. Regardless, it's the best dash here - not because it's simple, for it's not - but because it has all the right stuff in the right place.WINNER: MazdaACCOMMODATIONThe Falcon wins the boot wars with a 535-litre area (rear seat up) but has a space-saver spare wheel which helps gain extra room. By comparison, the Hyundai has a full-size spare and a 505-litre boot and the Mazda (with a space-saver) has a smaller 438-litre boot.The Mazda's smaller luggage area is despite the car having 105mm extra length and a 60mm longer wheelbase. It's a pity Mazda didn't continue with its flexible Mazda6 liftback model, though it argues space-watchers will opt for the wagon.The Falcon has the longest wheelbase - though is only 8mm more than the Mazda6 and 68mm up on the Hyundai - which helps make its the more accommodating for rear seat room and boot space. Blame my body if you must, but I felt more at home in the Falcon.The seats are softer, the driving position more “open” and roomy, and it's easier to adapt to the larger glasshouse, the extra visibility and the simpler dashboard environment.WINNER: FordTECHNOLOGYFord's EcoBoost tag is applied to its turbo-petrol engines, in this case a 179kW/353Nm 2-litre unit that is also used in some Focus and Mondeo models as well as by Volvo. It's brilliant - so much so that a driver can barely pick it from the common 4-litre six-cylinder Falcon engine. It drives the rear wheels through a six-speed sequential auto transmission and at this point the chassis is virtually identical to the other Falcons.The turbo-diesel Hyundai and bi-turbo diesel Mazda are front-wheel drive cars also with six-speed automatics. The Hyundai is the smallest engine at 1.7-litres though is a crisp and torquey unit pushing 100kW/320Nm.The Mazda6's engine is part of the company's SkyActiv technology and has two small turbochargers driving a 2.2-litre engine with 129kW/420Nm. The car has a new capacitor energy storage system to boost battery power to cater for the stop-start system. SkyActiv is also applied to the suspension and body and while it rides as competently as the others, its big impact is in vehicle weight.At 1503kg the Mazda6 diesel is 145kg lighter than the Ford and 123kg down on the Hyundai. This affects handling as much as fuel economy and, in the latter department, the Mazda6 averages a mere 5.4 litres/100km. In comparison, the Ford's figure is 8.1 L/100km and the Hyundai is 6.0 L/100km.WINNER: MazdaSAFETYBuyers, especially those seeking a car for the family, demand top-shelf safety. These three don't disappoint with each having a five-star crash rating and plenty of sheet metal to help ward off intruders.Electronic stability and traction control, brake assist and ABS brakes, a rear park sensor and a minimum of six airbags (the Hyundai has nine) are standard.The Hyundai and Mazda add reverse cameras and front park sensors, while the Hyundai gets daytime running lights.Only the Hyundai has a full-size spare wheel though Mazda has an “adult-sized” temporary spare that puts more tread on the road than some motorcycle-tyre sized examples.WINNER: HyundaiDRIVINGDon't think that a diesel always falls behind a petrol engine in terms of driver enjoyment. The Mazda is the best performer in terms of linear power delivery - it has two turbochargers and their urge is felt right down from idle with a strong kick in the mid-range, just about where you want to be when overtaking another car. It's the biggest-capacity engine here but the story is about its torque. At 420Nm, it's a real pumper that makes driving so effortless and - at speed at least - so quiet.The Hyundai's engine is also a very predictable unit but it doesn't have the capacity or technology of the Mazda and isn't as responsive. I'll add that driving the kids around the suburbs isn't a race and the Hyundai does the job more than sufficiently.For real engine smoothness and quietness, however, it's hard to beat the Falcon's EcoBoost unit. The silky way the petrol engine produces its power also benefits the gearbox's upchanges which are also less detectable than the Mazda or Hyundai. But that is more likely attributable to the torque-rich, low-speed character of the diesel engines.There's nothing wrong with the Hyundai's delivery, it's just not as quick as the others.  The fact that the Falcon is the only petrol-fuelled car here means it can't keep up with the miserly consumption of the Mazda and Hyundai diesels.Ride comfort goes to the Falcon, mainly thanks to its softer foam in the seats but also because of the more spacious driving position. The suspension is more compliant and less prone to low-speed bump harshness that was evident - marginally - in the Hyundai and Mazda.The Falcon's steering is more positive and has excellent road feel compared with the electric-assist steering of he others that tended, in some cases, towards vagueness. But the Falcon is hampered by weight.By comparison, the Mazda feels lithe and eager and the driving position is bait to go out and enjoy the car. Top marks to the Hyundai, but it doesn't evoke the Mazda's lust for having fun in a car.WINNER: MazdaVERDICTThe Falcon's engine is its shining light. The car makes sense but its feature list is poor and so its value for money suffers.The Hyundai's ownership costs and extended warranty will give confidence to long-term buyers, as will its solid engine and meagre fuel thirst.The Mazda and Hyundai are neck and neck but across the line, the Mazda gives more. It's a big car but it is both comfortable and very driver friendly while its technology is spot on for today's market.It does, however, need to have a capped-price service deal. More importantly, it was the one I really wanted to drive.Ford Falcon EcoBoost G6   Price: from $40,835Warranty: 3 years/100,000km, roadside assistResale: 40%Service interval: 12mths/15,000kmService cost: Capped price, $835 for 3yrsSafety: 6 airbags, ABS, ESC, EBD, TCCrash rating: 5-starsEngine: 2-litre 4-cyl turbo-petrol, 179kW/353NmTransmission: 6-spd auto; rear driveThirst: 8.1L/100km; 95RON; 192g/km CO2Dimensions: 5.0m (L), 1.9m (W), 1.5m (H)Weight: 1648kgLuggage: 535-litresSpare: Space-saverHyundai i40 Elite  Price: from $39,590Warranty: 5 years/unlimited kmResale: 44%Service interval: 12mths/15,000kmService cost: Capped price, $987 for 3yrsSafety: 9 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 1.7-litre 4-cyl turbo-diesel, 100kW/320NmTransmission: 6-spd auto; front driveThirst: 6.0L/100km; 159g/km CO2Dimensions: 4.7m (L), 1.8m (W), 1.5m (H)Weight: 1626kgLuggage: 505-litresSpare: Full-size steelMazda6 TouringPrice: from $40,350Warranty: 3 years/unlimited kmResale: 50%Service interval: 6mths/10,000kmService cost: NoSafety: 6 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 2.2-litre 4-cyl turbo-diesel, 129kW/420NmTransmission: 6-spd auto; front driveThirst: 5.4L/100km; 143g/km CO2Dimensions: 4.9m (L), 1.8m (W), 1.5m (H)Weight: 1503kgLuggage: 438-litresSpare: Space-saver

Audi's hot baby is back but three doors gives way to five. Nimble, a fiery disposition and remarkably roomy, Audi's compact five-door S3 gets ready to knock loudly on Australia's door.It's a welcome return. In the short list of cars that thrill and delight, there is a smaller list of cars that live not only in our minds, but live on in remarkably fresh condition in our garages.The Audi S3 is one of the rare, performance-oriented small cars that is built to levels of quality that few, if any, of its rivals can match. Now it's back - and on sale in December - with the same impressive perfection of construction but enhanced with more power, less fuel consumption and more features.But some things do change. Australia is to miss out on the three-door, hot hatch Audi S3 and instead get the same dynamic drivetrain in the five-door Sportback body. “There's no sufficient market for a three-door in Australia,” says Audi Australia spokesperson Anna Burgdorf.“We have found sales for the three-door model to be very slow. So the A3 is not available as a three-door and even the A1 has the bulk of sales as a five-door.” But there will be a four door. Buyer interest in sedans are strong so the A3 - and particularly the S3 - both arrive in the first quarter of next year.Audi sold 880 S3 examples in its previous generation from 2007 to 2012. For 2014, it expects the latest generation to sell about 200 units.VALUEPricing is yet to be fixed, Audi expects the S3 Sportback to slot in the $65,000 to $70,000 bracket. That makes it a bit cheaper than its aligned rival, the Mercedes A45 AMG hatch, that's due in September.For a compact car the S3 is expensive but repays with exceptional build quality, clever engineering and driving dynamics that will make any critic rejoice. Equipment levels include a high-end sat-nav integrating Google Earth imaging, driver fatigue monitor, xenon headlights with LED tail lights, leather upholstery and 18-inch alloy wheels.DESIGNAudi design is as conservative as its parent Volkswagen but regardless, its cars are neatly balanced and always look as crisp and contemporary as a Zegna suit. The S3 makes up for a degree of muscle with its 20mm lower stance, wide fenders, 18-inch spidery alloy wheels, and deep rear diffuser with four oval tail pipes.The cabin is leather and soft plastic, highlighted by large gauges, sporty flat-bottomed steering wheel and an overwhelming shade of black. The sports seats - there are options here including heavily-bolster quilted chairs - are superbly shaped and repeat the sense that even as a small car, the decor is of a standard normally applied to cars well beyond the S3's price.TECHNOLOGYThe 2-litre engine is all new, despite having the same cylinder dimensions as the old model. It weighs 5kg less, too. The 221kW/380Nm output is up 33kW/50Nm on the previous unit, while fuel use for the six-speed dual-clutch gearbox is claimed at 6.9L/100km, down massively from 8.3L/100km.It equates to a new 0-100km/h time (auto) of 4.8 seconds (previously 5.2). The chassis is the latest MQB design shared with Volkswagen's Golf Mk VII, and pushes the front axle further forward for better balance. The suspension is also new, as is tuning for the electric-assist steering. Magnetic dampers are optional.SAFETYThe car is five-star crash tested, has seven airbags, electronic stability and traction control, all-wheel drive and a driver fatigue monitor. The option list is huge and includes lane-change assist, active cruise control, automatic parking and a preventative crash control system. Still no spare wheel, though.DRIVINGIf it wears an S - or RS - badge there's one aural quality shared with Audi's cars. Exhaust noise. The S3 is no exception, enhancing all the mechanical and gaseous conflicts with an exhaust system with a bypass, a sound box under the bonnet, plus the action of a high-revving four-cylinder engine.That's the background and, many times, replaces the need to glance down at the tachometer. The performance is predictably rapid but the seemingly endless urge of the engine isn't. The dual-clutch gearbox has less slip and lag than most rivals, so all this urge is constantly on tap. The launch control is a neat addition. Handling is superb.The S3 was tested back to back with the new RS6 Avant and the S3 is a sharper piece of work when thrown at some winding roads. Audi's new chassis feels immediately tauter than before but doesn't sacrifice ride comfort.There's more suppleness right at the end of the bump stroke (this is the standard suspension tested, not the magnetic dampers) which makes bumpy bitumen roads less painful to occupant kidneys.VERDICTStill one of the best hot small cars. Build quality is outstanding but now competes with new-found performance and a delightfully tractable drivetrain.Audi S3 HatchbackPrice: est. $65,000-$70,000Warranty: 3 years/unlimited, roadside assistCapped servicing: NoService interval: 12mths/15,000kmResale: 48%Safety: 7 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 2-litre 4-cyl turbo-petrol, 221kW/380NmTransmission: 6-spd dual-clutch auto; constant AWDThirst: 6.9L/100km; 98RON; 159g/km CO2Dimensions: 4.3m (L), 1.8m (W), 1.4m (H)Weight: 1430kgSpare: None

The quickest way to the shopping centre has arrived. This is the shopper's supercar wagon that gobbles up Gallardos, noshes on 911s and feasts on Ferrari FFs for breakfast.Little prepares you for the voracious appetite and dining manners of Audi's RS6 Avant - certainly not the almost benign wagon shape. But with a 412kW/700Nm twin-turbocharged 4-litre V8, the Avant - incidentally the only RS6 body on offer from Audi - is blistering fast and hunts down the 100km/h mark in only 3.9 seconds.As a term of reference, the Gallardo does it in 4.0sec, and the Mercedes SLS AMG  and Ferrari FF in 3.7 secs. Audi Australia says it will cost about $230,000 when it gets here in November. That's more than $30,000 cheaper than the 2008-2010 era of the V10-engined predecessor that was also available as a sedan."There is no need for a sedan in the RS6,'' says Audi Australia's Anna Burgdorf. "We see buyers who want that performance in a four-door body will look at the RS7 - which goes on the market in Australia in the first quarter of next year.''"The buyer will have a similar profile to an R8 owner, but with the need for more practicality.'' Ms Burgdorf expects the RS6 Avant to sell at the rate of one to two a month and rival cars including the BMW M5 and Mercedes C63 AMG.The RS6 Avant will come highly-specified in terms of equipment and offer only a few options. These will include the Dynamic Ride Control, 21-inch alloys (20-inches is standard) and the ceramic disc brakes (add $11,000) but also the ability to ramp the top speed up from 250km/h to 305km/h."There'll be some buyers who will specify the increased top speed,'' Ms Burgdorf says. "It's only offered in conjunction with the ceramic disc brake package - that's a standard for all global markets.''VALUEThe fact it's $30,000 cheaper than the previous RS6 makes it sound like a bargain. At $230,000 it's a good buy for those chasing an exotic sports-car 0-100km/h time but there's no denying it's an expensive way to get there. Where the Audi lifts its head is in its comfort and features, brilliant build quality, docile street manners and distinctive low-volume sale rate. It's on sale in November and already hands are up.Audi promotes personalisation of its cars and the RS6 is no different. But for those who simply want to drive away, standard kit includes Bose audio with sat-nav and digital TV, a 360-degree camera, 20-inch alloys, adaptive air suspension and carbon-inlay dash.DESIGNTo say it's an A6 wagon (sorry, Avant) with extra specs is to belittle the car. There's a lot of difference, notably the flared guards, huge wheels, subtle spoilers - including Gallardo-inspired twin brake inlets, lower ride height, fat grille and blackened LED tail lights. The cabin has intricately veneered timber and aluminium inserts, an all-black ambience dominated by wide-eyed gauges and a plethora of switches.The sports-seats are deeply bolstered and though the "comfort'' option includes seating for three along the back seat, many buyers may opt for a two-seat rear. The electric tailgate opens to a wide and deep - though shallow - boot area. But it's the wheels that give the game away and even parked by the sidewalk, the RS6 looks mean.TECHNOLOGYAudi engineer Stephan Reil says the 4-litre V8 twin-turbo is from a comparitively new engine family on which he started work in 2006. The RS6's engine is the same as in the S6, S7, S8 and A8 - but not the RS4 - with the big difference being that only the RS6 whacks out 412kW/700Nm. The others are either 309kW/550Nm or in the S8's case, 382kW/650Nm. The RS6 engine has cylinder deactivation and stop-start to reduce fuel use to a claimed 9.8 L/100km.Can Audi take it further? Reil won't say. He also says  it's unlikely Audi will drop the V8 for a V6 in near-future models because "too many buyers love the V8''. The RS6 also gets standard air suspension and wave-shaped disc brakes that shave 3kg off the car's weight - while there's electric-assist steering, four-mode "drive select'', new safety equipment (see below) and a part aluminium body that's about 100kg lighter than before.SAFETYThe RS6 Avant will pick up the A6 Avant's five-star crash rating. It also has 10 airbags, full electronic stability and traction control, full-view camera, all-wheel drive, heated side mirrors, blind-spot assist, lane-change monitor, adaptive cruise control, heads-up display, night vision and so on - but no spare wheel.DRIVINGThe bass-beat thrum-thrum of the V8 engine is pure music. It's aural tune is all natural - not enhanced by sound boxes under the bonnet - and is as impressive in settling the car's character as the power of the engine. The wagon starts with a roar, settles to an angry hum and proceeds to strike multiple notes on its way up and down the eight-speed automatic's ratios. The "drive select" is angrier in the "dynamic'' mode though the steering is a bit firm and it exposes more of the electric-assistance's artificial feel.But the steering can't be dismissed for its positive feel once the big wagon is pointed into a corner. The "auto'' mode, where the steering ratio changes slightly with the result of a lighter feel, is the best overall. The ESC can be switched off and ev en with that safety net thrown from the carriage, the wagon has tremendous grip thanks to its all-wheel drive. But constantly this car is about that engine.Rather than having a linear fluidity - like the RS4 - the RS6's turbos dominate power delivery with less of a kick immediately off the mark but then a rush as the boost starts. The engine will run, with all the noises of an orchestra, to 6600rpm before upchanging. And though the drivetrain dominates, the car is surprisingly comfortable and when cruising, the engine settles into a muted burble.VERDICTPerformance with sensibility. A wagon for all men and women and children and dogs. Only quicker. But is the R8 (from $271,000), for example, a better buy when it comes to oneupmanship?AUDI RS6 AVANTPrice: est. $230,000Warranty: 3 years/unlimited, roadside assistCapped servicing: NoService interval: 12mths/15,000kmResale: 48%Safety: 10 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 4-litre V8 twin-turbo petrol, 412kW/700NmTransmission: 8-spd auto; constant AWDThirst: 9.8L/100km; 98RON; 229g/km CO2Dimensions: 5.0m (L), 1.9m (W), 1.5m (H)Weight: 1935kgSpare: None

A tax cut, low ownership costs, outstanding performance and luxury accommodation for five people. It's not a negatively-geared property but one of the most comfortable, fastest and longest point between two fuel stations.It's a win-win situation. The only catch is the $148,600 for the Audi A7 Bi-Turbo diesel to start the ball rolling. This is Audi's third, and most expensive, A7 with the extra dollars supporting an extra turbocharger for the V6 diesel engine, extra chassis components to compensate for the extra oomph plus a higher equipment level.VALUEDistinction has its price. The A7 is no cheapie and even the frugal fuel economy and the tax savings - it avoids luxury-car tax because of its low fuel consumption - will take some time to compensate for the $5000 premium over the A7 petrol model.The A7 is mainly a styling exercise - see also the Mercedes CLS and BMW GT models - and canny buyers realise the equivalent bi-turbo A6 is about $30,000 cheaper. The change could buy an extra car.DESIGNThis is a big car, its swoopy lines making it hunker down to 1.4m high and stretching to 5m in length. It's not the easiest car to enter and exit and rear seat headroom won't take anyone higher than 1.8m.The rear seat was built for two but recently changed to three, so the centre is a rather uncomfortable perch. Boot space is excellent in length but shallow as the tail slopes down towards the bumper.Dash treatment is superb with easy-to-rear screen and switches. Quality is brilliant and little touches like the four ventilation outlets for the rear passengers shows thought.TECHNOLOGYThis is more than just bolting on another turbocharger. Now the smaller turbo pumps until 2500rpm, then starts handing over the boost duties to the big turbo that takes over from 3500rpm.Peak torque of 650Nm is from a very low 1450rpm and flat to 2500rpm, while the 230kW of power hits at 3900rpm and assists in the sparkling 0-100km/h time of 5.3 seconds - about a second quicker than its rivals.This engine is also in next month's SQ5 SUV. There's all-wheel drive, big 19-inch wheels and a sophisticated multi-link suspension set up.SAFETYA five-star crash rating, lots of electronic aids, constant all-wheel drive, 10 airbags, reverse camera and park sensors, heated mirrors, xenon headlights though the spare is a space-saver.DRIVINGIt sounds meaty at idle, without the typical diesel clatter, but squeeze the accelerator pedal and this transforms into a guttural roar.Audi has upspecced the exhaust with a loudspeaker so it sounds nothing like a diesel and more like a big-bore petrol V8 that is tuned to within a millimetre of its life. It's an addictive sound that may cause owners to become unwary fodder for speed cameras.You have been warned. It's such a responsive machine, from the locomotive torque of the engine to the rapid upchanges of the torque-converter auto to the firmness of the electric-assist steering.It boasts excellent handling, ride comfort that is compliant rather than plush, and it quickly endears itself to the driver. The downside is its size and limited driver visibility, though the sensors do help.VERDICTDistinctive car for the individual owner. Sensational performance and features but the A6 equivalent is the better buy.Audi A7 TDI Bi-TurboPrice: $148,600Warranty: 3 years/unlimited, roadside assistCapped Servicing: NoService interval: 12mths/15,000kmResale: 47%Safety: 10 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 3-litre V6 bi-turbo diesel, 230kW/650NmTransmission: 8-speed auto; constant AWDThirst: 6.4L/100km; 169g/km CO2Dimensions: 5.0m (L), 1.9m (W), 1.4m (H)Weight: 1850kgSpare: Space-saver

Buying a Chinese vehicle has become as quick, as easy and as inexpensive as buying Chinese food. It's the same philosophy - simplicity and low prices - that is slowly starting to make Chinese-made vehicles just as appetising. Hebei Zhongzing - simply, ZX Auto though it advertises as Grand Tiger - is a 22-year-old