Articles by Neil Dowling

You're dreaming if you think the latest crop of utes are good enough to replace a passenger car or an SUV as your family's drive.After a year of being bounced around in all the "new'' utes, of trying to park in tight shopping centre bays, grinding with freeway commuter traffic, going to off-road places no-one else has visited (and realising just why no-one had previously bothered), I have become disillusioned with the purported "dual-purpose'' role of a ute.Forgive me, my family is too valuable. But if you're a tradie or farmer, enthusiastic four-wheeler or need a rugged go-anywhere machine with decent load-carrying ability, these are your toys.The Isuzu D-Max here is made in Thailand and uses many similar parts to rival Holden Colorado and though drivetrains are different, there are enough common concepts to make buyers aggressively shop these against each other.VALUECall me harsh but a ladder frame, a simple diesel engine and some bulging body panels isn't worth nearly $50,000 - especially when tens of thousands are made each year. These are a license to print money for some ute makers.The Isuzu presents as a long-awaited, all-new ute in three body styles and with a more powerful engine. But it's not really all new. The LS-U Space-Cab model seats up to two adults and has (very) occasional seating for two people in the back via a set of small, rear-hinged doors.It has reasonable equipment - Bluetooth, fold-in mirrors, cruise control and a trip computer - but its strength is in its durability. The problem is it has a voracious list of rivals, though the Isuzu is generally the cheapest.DESIGNIt's a more muscular version of the old model and for 2012, presents in its Space-Cab version that has an extended cabin with a couple of floor cushions for the reluctant passengers. These two rear "seats'' contain storage bins beneath and the cushions fold up against the rear wall.The reverse opening rear doors make it a snap to load humans and other valuables. There are not as many changes over the 2011 model as you may think.Mostly its tweaking and honing which is an excellent strategy to attract buyers to a ute that has a brilliant history for reliability. If it ain't broke, don't fix it. Changes of note include a 45mm longer wheelbase, a lower and wider tray, bigger cabin and redesigned dash.TECHNOLOGYRival Holden has a new(ish) 132kW/440Nm 2.8-litre VM-Motori turbo-diesel while Isuzu has upgraded last year's 120kW/360Nm 3-litre turbo-diesel to 130kW/380Nm. It's a strong, broad-power engine that is a bit more agricultural than rivals. But it's smart. Changes are made to improve longevity and things like the camshaft's chain drive, instead of some rivals' belt drive, will be appreciated by owners.Oil changes are out to 20,000km. The five-speed manual gearbox is made by Eaton. The front suspension is double wishbones and coils while the rear are traditional leaf springs that are unusually mounted on top of the rigid axle. Most of this is carried over from the old model. A 3000kg tow rating and 1050kg payload are good. No prize for the rear drum brakes, though.SAFETYThis is a four-star rated vehicle and, as I said at the beginning, you shouldn't put your family in a four-star car where you have a choice. The Hilux is also a four-star. But the D-Max has electronic stability and traction control, six airbags, ABS brakes with electronic brakeforce distribution and brake assist, plus occupant safety measures including a high-strength welded passenger cell. Only the top-line LS-Terrain has a reversing camera.DRIVING On the road the let-down of the D-Max is the rubbery action of its five-speed manual gearbox. Spend the extra $2200 and buy the five-speed auto option. The ride is firm - more jittery than Colorado so prefers a load in the back - though well controlled while the steering is actually quite pleasant with a light action and good control.The engine is strong throughout the sub-3500rpm range. It's beefy off the mark and especially torquey around 2500rpm with such a broad range of grunt that it will pull from fifth from 1000rpm. Slowly, but it'll do it. The turning circle is typically wide which means it's hard work in city and suburbs.Brakes are adequate. But now, in the dirt through some long, lonely gravel roads and brutal rocky outcrops near Perth, it's a different machine. Engage 4WD Low via the twist dial on the dash and it'll idle up steep hills and hold pace to a crawl while descending.The suspension remains firm but reveals its necessary compliance in hard conditions. The seats are reasonable - heaven help those in the back - and visibility is very good. Isuzu claim 8.3 L/100km but a six-hour day in the dirt and a freeway ride home resulted in my average of 9.9 L/100km.Isuzu D-MAX space-cab LS-UPrice: $43,700Warranty: 3 years/100,000km, roadside assistService intervals: 12 months/20,000kmSafety: 6 airbags, ABS, EBD, EBA, TCCrash rating: 4-starEngine: 3-litre 4-cyl turbo-diesel, 130kW/380NmTransmission: 5-spd manual; part-time 4WDThirst: 8.3L/100km; 220g/km CO2Dimensions: 5.3m (L), 1.9m (W), 1.8m (H)Weight: 1900kgSpare: Full size

Opel Astra Select and Toyota Corolla Levin go head-to-head in this comparative review.

Immigrants have often found Australia an unusual settlement. Nothing bad, just different. Post-war citizens from overseas learnt that by working hard, and being patient, rewards can be substantial.Right now Opel - the German arm of General Motors that once made the Astra for Holden - must be quietly bubbling in its patience. It opened its doors on September 1 and, to the end of October, has sold 279 cars. In October it sold 105 cars - the same as Fiat.A bit like Audi's early life in Australia, in fact, but look at Audi now. If the economy stays warm and buyer confidence is buoyant, Opel has a chance. If its products correctly reflect German quality and offer value for money above a voracious pack of Japanese and Korean rivals, it will do well. Judging by the Astra, success is certainly possible.This is the Opel Astra Select CDTi - the mid-level turbo-diesel hatch that costs $33,990 with automatic transmission and an extra $2500 for possibly the car industry's most comfortable leather-trimmed, heated seats. The seat option is very expensive, especially considering all the work has gone into moulding the front two and the rear seat merely feels like a reskin.Standard kit on Select includes 17-inch alloys, sat-nav, electric park brake, dual-zone climatic aircon, front and rear park sensors, seven-speaker audio with iPod/USB connectivity and Bluetooth with voice control. Good news for doubters is the $299 once-a-year capped price service for the three-year warranty period.Externally, the Astra mirrors German functionality and efficient styling. It's more rounded in its shape than rival Golf, but that at least gives Astra its identity. The Australian Astra is the latest from the factory, introduced in Europe as a facelift in June.Aggressively slanted headlights look distinctive from the front but it's best view is the rear's boat-tail rear with its bowed window. There's room for four adults inside but rear seat legroom comes up a bit short. Boot space is class average, slightly more than Mazda3.Cabin design is attractive, well finished with soft-feel plastics and tight panel gaps, and simple to navigate. Even the myriad of centre-console switches are sized to fit human fingers and have logic in their arrangement.The turbo-diesel engine is relatively new to Astra. Based on a 2009-launched engine, it has power upgrades (now 121kW/350Nm) and stop-start for a claimed 5.9 L/100km. On my primary suburban test it achieved 7.2 L/100km. There's not a lot of skimping with chassis gear.The Astra has an additional Watts link in the rear suspension to maintain ride comfort while enhancing handling, electric steering and a six-speed automatic with manual-shift mode. The ergonomic AGR seats are superb, but an expensive option.Astra is a five-star crash-rated car with six airbags, electronic stability and traction control, active head restraints, a pedal release system in the event of a collision, heated side mirrors, auto headlights and wipers, and front and rear parking sensors. The spare is a space-saver.No masking the fact this is a diesel. The engine makes itself known at idle and audibly grumbles when pushed at low revs. But it's near silent at mid-range speeds when cruising or coasting and has a delightful surge of torque when called on at anything around 2500rpm.Personally it can be a fun engine but a the 1.6-litre turbo-petrol alternative is better, and $3000 cheaper. The auto suits it perfectly and even does a decent job of countering the low-speed turbo lag - though the manual mode of the gearbox is a better remedy.Though electric, the steering is very good both in feel and its positive input to the wheels, while the handling is good though tends to cater more for occupant comfort. It is not as firm as some rivals. Perhaps the optional seats did most of the cushioning and support. Rear vision is a weak spot but there are standard park sensors.Diesel may suit country folk but turbo-petrol 1.6 wins for city buyers. Very good hatch for individual buyers but has lots of hungry competitors.

Pop group U2 was hired by AMG to come up with a macho engine sound for the normally soundless electric motors of its supercar. But what they came up with wasn’t what AMG wanted. The ultra high-performance, limited edition and extremely expensive SLS-based AMG Coupe Electric Drive makes all the right noises when it comes to getting to 100km/h in just two seconds - but makes only a muted whirring sound. AMG wanted an aggressive engine note - a difficult task given the sports car has no engines, just motors. Head of powertrain, Fritz Eichler, says the car “sounds like a train’’. “It just whirrs,’’ he says. “So it now has special speakers to relay an artificial sound,’’ he says. “It may be possible for customers to have a choice of sounds.’’ The sound, which can be switched off, is only heard within the cabin but Mr Eichler says AMG is working on an exterior sound. “We have to have an exterior sound by law,’’ he says, “to warn people of the car approaching.’’ “There are no rules about the external sound because nothing is yet legislated. Until then, we’ll only make the sound for the cabin.’’ When U2 failed, Mr Eichler took to the music panel himself. AMG now has a studio to create sound and thanks to its own staff and some advisors, now has the sound it wants. “We achieved the new sound by breaking it down into smaller blocks and changing the phasing. It’s like a puzzle that you take apart and then put together in a different order.’’ Mr Eichler says the new sound is more like an internal combustion engine. “It’s based on the V12 engine. We have also the ability to change the note of the sound so the iver can tell, with his ears, that the batteries are losing their charge.’’  “We can also cancel some sounds we don’t want. For example, stones hitting the underbody of the car as it’s driving. We can apply counter-acting sounds to cancel out the stones.’’  

AMG’s screaming A45 hatch has run the BMW 1-Series M and Audi RS3 rivals into the ground at Germany’s famed 'Ring track, says its head of development. Fritz Eichler says AMG recently completed back-to-back performance testing at Nurburgring and Hockenheim tracks with the A45 "easily" beating the Audi RS3. But he says though the new Mercedes-AMG hatch was ahead of the BMW 1-M "there wasn’t much in it". “The A45 is very predictable, very fast and the handling is excellent with the variable front and rear drive," he says. Eichler, who was one of the drivers during testing, says the BMW - both 135i and 1M were tested - was the hardest competitor. “But we still beat them,’’ he says. "1M was a real competitor. We cracked it but it was hard."  Eicher, the head of engine and powertrain at AMG, says introducing the A45 into the AMG lineup next year - in Australia in August - represents "a completely new chapter for us." “We have never done a compact car before but it’s completely different from the old A-Class. We think it fits our brand dimension."  AMG has secretly worked on the new hatchback for four years. Most of that time was testing engines and Eichler says even a V8 wasn’t dismissed initially, though a V12 "simply wouldn’t fit". The Mercedes-Benz affiliate settled on an extremely modified version of the Mercedes-Benz A-Class car due here in March.  “Right now the engine has more than 250kW and more than 400Nm,’’ Eichler says. “We haven’t decided on the output yet, it’s still being developed. “But 400Nm is just the starting point. We always have to be better than the competition. Our four cylinder is already better than their (BMW) six cylinder.’’ While the engine is still being baked, AMG is close to finalising a particular - and identifying - exhaust note. “The A45 does not have a V8 sound,’’ Eichler says. “We have developed it with a special (engine and exhaust) sound which is like Rory Gallagher’s guitar rife." The statement made me reach for a Gallagher recording but no clues to how that translates to a hot hatch. The A45 gets a dual-clutch gearbox that is “completely different" from that in the forthcoming Mercedes A-Class, he says. “It’s a lot different from the standard one. “It has two more clutch discs, bigger shafts and new coupling - it’s completely different. “For the future, we will have our own transmission assembly facility and our aim is for a multi-clutch dual-clutch gearbox." AMG will also build the A45’s engine at a new facility some distance from its head office and closer to Mercedes’ Stuttgart plant. “We don’t have the room here for that engine," he says. “But it will still be built on our philosophy - one man, one engine." Mr Eichler says the A45 - which will be followed by two more models based on the A-Class platform - will boost AMG’s growth. “We have had a 39 per cent growth rate since January 2012, the most successful year on record," he says. “That’s not just because of A-Class, but other models as well.’’ AMG has 23 vehicles in its fleet from the SLK to the G-wagen and SLS. “We have ML and GL coming, as well as A-Class and there will be two other cars in our compact segment within three years,’’ he says. “We will pick three of the A-Class cars, of the five that are planned (by Mercedes). “There will be an AMG hatch (A45) and a sedan (CLA) and one more. It may be the SUV (GLA) or the wagon (shooting brake). We haven’t announced anything yet."  

If ever there is an SUV that can replicate the uneeringly quiet, supple and relaxed atmosphere of Mercedes’ flagship S-Class limousine, this is it. The Mercedes GL wagon drives to Australia from April next year with refinement that makes the SUV tag redundant.It is as big - in fact, at 5.1m long it enters the realm of colossal - as the current model and even sits on the same platform. But in terms of how it drives, how it sits on the road and how quiet and comfortable the cabin is, this is a completely different vehicle.Mercedes-Benz Australia spokesman Jerry Stamoulis says the new GL will be priced almost line-ball as the outgoing version. “But it will have a higher level of equipment,’’ he says at its preview in Germany this week.“We will increase the equipment level (of the GL350) so it gets close to the GL420, but proportionally, the price won’t increase.’’ In Australia, the line-up will shrink from four to three models as the V8 turbo-diesel GL420CDI is deleted.Mr Stamoulis says the more powerful 350CDI is sufficient in performance - it produces only about 80Nm less torque and is far more economical - to replace the 450. It’s also a better bet for your wallet. Compared with the GL420, customers will also save about $50,000 by opting for the GL350 version.Aside from the GL350 there is a V8 petrol GL500 and an AMG63 version that respectively may be about $170,000 and $200,000.VALUEThe fact that prices are expected to barely alter, yet the level of kit rises, is good news for buyers. The GL is, however, the archetypal SUV - big, big and big - and though Australians have trended away from buying this type of vehicle in the past, there is a resurgence in big, luxurious wagons.Build quality, drivetrain and equipment levels are reflected in the GL’s price. Standard for all models are air suspension, the clever 360-degree camera system, sunroofs and Merc’s Distronic adaptive cruise control with autonomous collision prevention. There remains an off-road pack with a low-range transfer case and lots of electronic diff and brake controls, but in Australia the take-up rate is only about 1 per cent of sales.DESIGNIt may look the same humungous, slab-sided wagon that would survive any traffic argument, but look closer and there’s lots of styling tweaks to the bold grille, the headlights - incorporating LEDs- and the side panels. It’s cleaner inside as well. The big feature of the GL is its outstanding cabin room and the seven-seat capacity.The split third row is activated to rise from the cabin floor or electrically retreat at the touch of a button. This third row also accepts adults with more than sufficient head and legroom. Luggage space behind this seat does suffer, but the fact it can take so many occupants in such comfort is a boon. The fact that it requires the patience of Job to get into most parking bays is a downer.TECHNOLOGYThe platform and its mechanical components is not changed much from the current model. But there is a lot of change to the way these components work. The ride comfort is excellent - better than most high-end saloons - while the electronically controlled air suspension even makes it handle very well and most unlike any rival SUVs. Engines are honed to make a bit more power and deliver less thirst. The safety gear gets all the attention because it is outstanding.SAFETYCollision prevention and its braking system that doesn’t need driver intervention is a big deal here. Mercedes will go even further with the next S-Class limo but for now, the GL is the perfect platform to show off the safety of the system. There is also the 360-degree camera system that gives a bird’s-eye view of parking the car, complete with park sensors to relay the vehicle’s proximity to panel damage. This is the only thing that overcomes the disadvantages of the GL’s size.DRIVINGYes it’s big but the chassis control and the sharpness of the steering make it feel so much smaller. The GL350 CDI was the only version driven in Germany though there were two versions - the standard drivetrain and one with the off-road package. The latter also allows the driver to select different modes dependent on road or off-road conditions, so it’s very similar to the Terrain Assist program from Land Rover.The diesel pushes surprisingly hard considering the SUV weighs 2.5-tonne without fuel or occupants. It will compete with most traffic off the mark but is especially strong in its mid-range rev band where the torque pours through the automatic gearbox to all wheels. But the quietness is incredible and the suppleness of the ride is like a big limo. The vastness of its size obviously creates a huge cabin and/or a giant cargo space but though its versatility is appealing to many families, the GL also has big advantages for people who need to tow.VERDICTI was prepared to dislike this warehouse-on-wheels but the fact it is so enjoyable to drive and so comfortable that I just ended up a fan.Mercedes-Benz GL350 CDIAvailable: April, 2013Price: est. from $120,000Warranty: 3 years/unlimited kmResale: n/aService Interval: 12 months/15,000kmSafety: 6 airbags, ABS, EBD, EBA, TCCrash Rating: 5 starsEngine: 3-litre V6 turbo-diesel; 195kW/620NmTransmission: 7-spd auto; AWDThirst: 7.9L/100km; 202g/km CO2Dimensions: 5.1m (L), 1.9m (W), 1.9m (H)Weight: 2455kgSpare: space-saver

The lower-cost production is three years away for Audi's bread-and-butter A4 model, but Audi confirmed this week that the A4 will get a similar one-size-fits-all platform from 2015 as Volkswagen Group introduces its MLB system -- the sister design to the radical MQB platform just launched in the Audi A3 and Volkswagen Golf. MLB is the platform for longitudal engine layouts while MQB is for transverse layouts. The A4, which has its engine placed in line with the car, will enjoy the same advantages as the A3 with MQB - the potential for lower car costs in the future, lighter weight, better fuel efficiency and lower emissions, the simplicity of common components and faster production. Like the A3's platform - which is now being morphed into underpinning the Tiguan, Q3, Skoda Octavia and Seat Leon plus a raft of future models - the A4's new design will be used on the next Audi models but has direct applications in the Volkswagen Phaeton (effectively an Audi A8); SUV models from Volkswagen, Audi and the upcoming Skoda; Bentley Continental; and even the 2014 Porsche Macan SUV. Audi is by far the biggest user of platforms with the engine mounted in line with the car and predominantly driving the front wheels. A spokesman says the current Audi A4 has a platform that uses the principles of MLB but that the 2015 model will employ all the common design points that will allow it to be used in other makes and models. Volkswagen Group plans four distinct platforms - MQB and MLB, one for rear-engined cars and one for mid-engine sports cars - in its quest to boost production, lower costs and maximise profitability on a path to become the world's biggest vehicle maker by 2018.  

Audi plans a five-door S3 model (it showed a three-door S3 at the Paris motor show) which is already being organised for sale in Australia. It is expected here late next year. Audi isn’t saying too much about the five-door rocket yet, though Carsguide learns it has a 221kW version of the 2-litre turbo-petrol engine, gets a stronger version of the A3 quattro’s drivetrain and a six-speed dual-clutch transmission. It also has a unique electric steering system based more on the S5 and with a sharper rack ratio. Audi spokesman Tobias Sollner also says there is a 225kW RS3 coming but Audi Australia is yet to confirm it. Australia missed out on the previous RS3.  

Expect the unexpected as Audi unrolls its budget A3 that gets more technological sophistication than its $250,000-plus siblings. But it’s not only the breadth of in-cabin equipment that puts the A3 Sportback - here in April in a single, five-door body style - a step ahead of its A6 and A8 siblings, but a healthy stride away from its German rivals. The A3 will be the first of the Volkswagen Group’s models to have the single-design platform dubbed MQB or, in normal speak, transverse-engine platform. The Volkswagen Golf will be the second MQB model before others - the Audi Q3 and Volkswagen Tiguan among them - join it.The single-design platform potentially saves billions of dollars in design and production over the expected life of numerous models. That equates to cheaper cars. But though it costs less to make, the unexpected by-product is a car that drives with the confidence, safety and roadholding grip far beyond its price tag.Even without a three-door variant - blinkered buyers will be ushered to the A1 range - the next A3 will become an extremely important sales cog in Audi Australia’s sales growth. Spokesman Shaun Cleary says there will be “substantial’‘ improvements on the current 100-odd monthly A3 sales. “We’re not talking numbers.The A4 is still our most important model in terms of sales, but the A3 will become a very popular car and we expect it to quickly narrow the gap,’’ he says. Australia’s final specification isn’t confirmed though the A3 will be a three-engine lineup. Mr Cleary says Audi Australia is looking at either the 90kW/200Nm or 103kW/250Nm versions of the 1.4-litre turbo-petrol engine.There will also be a sportier 132kW/250Nm 1.8-litre turbo-petrol and a 110kW/320Nm 2-litre turbo-diesel. “But the 103kW version of the 1.4 is more sophisticated and so will likely be a bit more expensive,’’ he says. “We’re still making a decision on which one of these engines we will get.’’ But the 103kW engine is the one that Audi Australia wants - and for good reason.This is the latest development in petrol-fuelled four-cylinders with a cylinder deactivation system that stops the movement of two pistons and turns off their fuel supply when coasting. It will also be available in the Volkswagen range. Like the other engines, the 1.4-litre, in either power output, is a new design for Audi. It weighs 21kg less than the outgoing engine of the same capacity - the aluminium crankcase alone shaves 15kg - and gets 5.3 litres/100km in its 90kW guise.But the more powerful version with the ability to switch off fuel to the two middle cylinders, gets consumption down to 4.7 L/100km. Transmissions will be a six and seven-speed dual-clutch automatic and a six-speed manual. Mr Cleary says the manual gearbox will be offered though admitted take-up on this box in the previous A3 was “low’’.“The manual may become a special order for those buyers who really want it,’’ he says. “But we’ll make a judgement on that after the car has been in the market.’’  Audi buyers will also be in for a treat with the car’s infotainment and telephone links.But not as pampered as European A3 owners who get an enviable list of internet-based systems that introduce Facebook and Twitter as a verbal accompaniment to SMS dictation; a three-map overlay of Google Earth, Google streetview and traffic maps; voice command access to petrol stations and fuel prices, concerts, plane and train timetables, travel information and online news from your favourite feeder services.Mr Cleary says it will eventually come and that it’s not Audi’s fault. “We don’t yet have a provider in Australia that can give us what Europe gets,’ he says.VALUEPrice is yet to be confirmed though history says it will remain about the same. Even trim levels - Europe offers three - hasn’t been confirmed. If the model is successful, Australia could get the three trim levels and could even expand the drivetrain lineup. Value for money is a moot point.Audi’s spokesmen say the company is aggressively winning a war on European soil with Mercedes and believes the A3 is superior to BMW’s 1-Series. Audi’s intuitive MMI driver information system becomes standard on all A3s and the level of features is good even on the entry-level Attraction. But Ambition and the top-line Ambiente win in the looks and equipment stakes.The fact that Audi Australia won’t take the three-door A3 - preferring to send such buyers to the A1 line - indicates it could also neglect the base Attraction. The cars are front drive with the exception being the 1.8TFSI that is a quattro all-wheel drive.DESIGNGlance across a shopping centre carpark and it’s an Audi. A closer look and trainspotters will tell you it’s an A3. So though this is a third generation and Audiphiles will talk at length about a lower waist created by a new body crease, it’s externally an evolution of the previous model. But thanks to a 58mm longer wheelbase, it has more room on the inside and therefore a longer boot that ranges in capacity from 380 to 1220 litres.There’s a new dashboard which is actually quite pretty - and the MMI knurled rotary dial now is less obtrusive. The knob actually does more work than before - the top is a write-on surface - so there’s less ancillary buttons cluttering up the console. The park brake is electric so there’s also additional room created by deleting the manual handbrake lever. The A3 will also be optional with LED headlights.TECHNOLOGYDespite sharing the style with the old A3, the new A3 is completely new. It sits on the Volkswagen Group MQB platform - same as the next Golf - which is considerably lighter, stronger and ultimately cheaper to make than the outgoing platform. Then there’s the engines.The capacities are similar but there’s no common component. The 1.4-litre comes with cylinder deactivation - it stops the two centre pistons when the car is coasting on on light accelerator load - and is entirely made of aluminum.Audi even shaved kilos off the turbocharger. All up, the new and longer A3 1.4 is 90kg lighter than the outgoing version. Then there’s the MMI system with a range of infotainment and internet-related features. Many won’t be available in Australia at launch until a network supplier can be found.SAFETYThe car will be rated as a five-star and Audi says it’s now close to finalising complying with 2015 safety standards that include roll-over protection. There are seven airbags and the high level of chassis and brake-assist technology, but there is also an exhaustive list of safety-related options including pre-collision with autonomous braking, blind spot monitoring, lane assist, traffic sign recognition, adaptive cruise control and automatic parking.DRIVINGThe concept of the MQB platform is to have one basic chassis design and then modify it only by length and width to suit a myriad of models. Because so many millions of cars and SUVs will be based on this one platform, production costs dwindle. I don’t have a problem with that. Unexpectedly, this budget-driven concept has given rise to a brilliant driver-related chassis.The A3, even in its 1.6-litre turbo-diesel version, is snug, so poised, very nimble and so precise through the corners - yes, even with the excellent electric steering box - that you’d think you’re in a very expensive sports car. Even that engine - not coming to Australia - is a gem, Better is the 103kW 1.4-litre with its cylinder deactivation.No, you can’t feel the pistons stop then restart. It’s a very powerful little engine that is fitted to a seven-speed dual-clutch auto. Like the other cars, there’s a ‘’driver select’’ button on the dash that changes steering feel, transmission shift points and some engine management functions. It just sharpens up the car.I also drove the 132kW 1.8 which has all the ability of a GT car let down only by a dual-clutch auto that never felt happy in the marriage. It wasn’t as smooth as, for example, the 1.4 with the six-speed auto.The 2-litre turbo-diesel feels more perky than the current equivalent engine, probably because it was driven only attached to a six-speed manual. Ride comfort is very good, Audi balancing the need for a firm, sporty ride - its major point of difference with the Golf - and occupant comfort.VERDICTTop-notch small car with a broad appeal. Wonderful quality and low fuel use are to be expected but chassis control and ride comfort are bonuses.Audi A3 SportbackAvailable: April, 2013Price: est. from $42,000Warranty: 3 years/unlimited kmService interval: 12 months/15,000kmSafety: 6 airbags, ABS, EBD, EBA, TC CRASHEngine: 1.4 and 1.8 4-cyl turbo-petrol or 2-litre turbo-diesel; 103kW/250Nm and 132kW/250Nm or 100kW/320NmTransmission: 6 or 7-spd dual-clutch auto or 6-spd manual; front drive or AWDThirst: 4.7L/100km/5.6L/100km or 4.2L/100km; 95RON; 110/130 or 108g/km CO2Dimensions: 4.3m (L), 1.8m (W), 1.4m (H)Weight: from 1205kgSpare: Space-saver  

Honda Jazz and Volkswagen Up go head-to-head in this comparative review.