Articles by Neil Dowling

Fuel savings in some European cars are 10 per cent better than similar cars sold in Australia. The problem is Australia's high sulfur content in petrol that damages the new emission-reduction technology. This technology also reduces fuel consumption. Mercedes-Benz engine development director Roland Kemmler says one of his company's 3.5-litre V6 petrol engine averages 6.8 litres/100km - compared with about 9 l/100k m for a four-cylinder Toyota Camry - but the engine couldn't operate on high-sulfur petrol available in Australia. "By comparison, the 3.5-litre V6 engine without the new technology gets about 7.5 l/100km,'' he says. "So the saving of 10 per cent is not available in countries without the cleaner petrol. There is no difference in the power and performance of the two engines - just the emissions and fuel economy.'' The low-emission engine uses a stratified - or lean-burn - process that puts less petrol into the engine. "Over the old SL350, the total savings are actually more than the 10 per cent in fuel use because the new car is lighter, more aerodynamic and has a stop-start system,'' Mr Kemmler says.  "Compared with the old SL350, the new one uses 30 per cent less fuel.'' The new 3.5-litre V6 is available in Mercedes-Benz models in Europe such as the SL convertible (released this week), C-Class sedan and E-Class models. Mr Kemmler says the engine technology was "being considered'' for the V8 engine range and also for the four-cylinder models.  Mercedes-Benz Australia spokesman Jerry Stamoulis says his company isn't in a position to introduce more efficient engines for its cars until Australia adopted low-sulfur fuel standards.  Australia reduced its sulfur content in petrol to 50 parts per million (ppm) about six years ago. Previously it was 500ppm. Europe has fuel that has less than 10ppm. Sulfur erodes the car's catalytic converter that is the key component in reducing toxic exhaust emissions.

A cheap, micro-size hatch that will slash your commuting costs generally sucks out all the fun of getting to work.Not any more. Volkswagen has made a car that will make you start looking forward to driving to work, make you smile when you refill it and make your friends envious with its versatility and low running costs.However, for about $15,000, the European-made Up is just about the worse headache for any aspiring Chinese car maker.The Up gets here late this year in three and five-door formats, with one three-cylinder engine and a manual gearbox - but an automatic will be here early next year - and two trim levels.It is the sister to the Skoda Citigo that will be on sale in Australia early in the new year at a small price discount to the Up. Both share the body and drivetrain with the only distinction being minor cabin trim and different noses and tails.The Up replaces the three-door Polo variants and becomes Volkswagen’s price leader. But it’s not built down to a price, doesn’t look cheap and certainly doesn’t perform like a low-rent import.I’m driving the five-door Up in Wolfsburg in the shadow of the factory that makes Volkswagens - but not the Up because the new baby is built in Slovakia.The previous week I drove the manual version of the Skoda clone in Portugal. But, unexpectedly, Volkswagen has lent me its new automatic model. I don’t complain.VALUE So we think the Up will start at $15,000, adding about $1500 for the auto. It’s a budget car so it’s unlikely you’d opt for the sunroof. Satellite navigation is optional but consider it because it neatly integrates audio, telephone hands-free plus you won’t get lost.So you may have burnt nearly $20,000 before it’s on the road and suddenly it’s not a cheap car. Economy is brilliant - Volkswagen claims about 4.5 l/100km and I returned 5.1 l/100km without being soft on it. Commute 200km a week and you’ll get change out of $15 - catch the bus or train and you’ll blow about $35 a week.It runs on 95 petrol. Do your homework first - the Up equates in cabin space to a Yaris, Mazda2 or Hyundai Accent but is shorter on the outside. It gets a good equipment level but it’s most endearing feature is it is very practical, very simple and so cute that it’s possibly on its way to become a cult car.DESIGN It’s basically a chamfered box that is a petite 3.5m long. It’s very Teutonic in its design so looks purposeful. The tailgate is a glass panel, while the rear doors don’t have wind-down windows (they are hinged) and the boot has a double floor with room for a full-size spare. The 60/40 split rear seats fold almost flat.The cabin is fresh and even delights with visible painted metal, perforated cloth trim, simple controls (one main speedo flanked by a weeny tacho and fuel gauge) and yet will seat two adults in the rear. The base model (Take-Up or Move-Up) gets 14-inch steel wheels and the top-line one - called High-Up - has 15-inch alloys.TECHNOLOGY The engine is a three-cylinder turbo-petrol and Volkswagen says it has no plans to make a diesel version because this one’s economical enough. There’s a five-speed manual or five-speed automated manual (clutchless) with electric-assist steering and simple suspension. The key is its strong and rigid chassis that makes the simple mechanical bits work so well. For example, the ride comfort and handling are very good and this car is the best in its class. That makes it fun and safe to drive.SAFETY Volkswagen is claiming a five-star crash rating which is made all the more  impressive given it has - and only needs - four airbags. There’s the company’s City Emergency Braking system to prevent you running into the guy in front at low speeds, stability control and brake assist. The spare tyre size is unknown but the wheel well will fit full-size rubber.DRIVING Three cylinders may sometimes mean lots of unpleasant vibration and an unusual exhaust note, but no-one told Volkswagen. The 1-litre will spin easily to 6500rpm and pump out its 55kW/95Nm with eagerness. The manual gearbox (as tested in the Citigo) is lovely but the clutchless manual needs a bit of patience. Basically you can leave it in Drive or click up and down the five cogs via the gearshifter. There is a pause between each gear which can be annoying but take your time and it’s an easy box to use if you’re not in a big hurry. Delightfully, it blips on downchanges so you can at least pretend you’re an ace driver. Ride comfort is very good. The body is tight, there’s no suspension noise over rough bitumen and the steering is light but has sufficient feel to make it enjoyable to steer.Rear drum brakes look odd but there’s no problem with their stopping power. Basically, it’s the best small-car for the city and that may get re-rated if the Kia Picanto, Citroen C1 or Peugeot 107 make it to Australia.VERDICT Do yourself a favour and go and drive this thing when it arrives about November. Lots of fun, so sensible and very well made. Love it.VOLKSWAGEN UPPrice: est. from $15,000Warranty: 3 years/unlimited kmResale: n/aService Interval: 15,000km or 12 monthsSafety Equipment: four airbags, ABS, EBD, EBA, TC.Crash rating: 5 starsEngine: 55W/95Nm 1.0-litre 3-cyl turbo-petrolBody: 5-door, 4 seatsDimensions: 3540mm (L);1641m (W); 1478mm (H); 2420mm (WB)Weight: 929kgTransmission: 5-spd manual/5-spd auto; front-wheel-driveEconomy: 4.5 l/100km; 95 RON; 105g/km CO2

Think before you diss the Merc driver. It's the well-heeled motorists in stratospherically-priced Mercedes sports cars that are paying out big bucks to ensure your safety.Every time a car like the Mercedes-Benz SL finds a new buyer, proceeds of that purchase filter back to the car maker who donates to its safety program.No better example is anti-lock brakes, retractable seatbelts, airbags and so on - all developed by companies like Mercedes who, because of the obscene price of development, first fitted them to ultra-expensive cars like the SL. Mercedes later offers - at no cost - its findings to other car companies.SAFETYThe latest safety widgets from Mercedes are equally as fascinating and are part of the ingenious aluminium-wrapped package that wears the SL badge. For those who came in late, the SL is Merc's premium luxury sports coupe-convertible and has a nameplate that is almost as old as me.It's now in its sixth iteration. Standard fare on the SL500 tested are things like Pre-safe (reckons you're going to have an accident and prepares for the worse); Attention Assist (wake up Sunshine, the road's moved); Active bonnet (protection in pedestrian accidents); and Neck-Pro (protects the neck in an accident).But it isn't all about minimising damage in a prang. The clever SL has an automatic opening and closing boot - just point your foot beneath the rear bumper. The audio's bass sound comes from using the recesses in the aluminium body structure to deliver perfect reproduction.The windscreen wipers have 160 nozzles to squirt water right at the wiper edge, without overspray that obscures driver vision. The glass roof folds tightly in the boot and still allows a generous 364 litres    of storage with the roof down and 504 litres when up. But the best news is the way it drives.This is an entirely new model over the steel predecessor and feels remarkably agile, quick and very comfortable. Just not pretty.VALUEIs in the eye of the beholder, or something like that, as $380,000 for the 4.7-litre V8-engines SL500 is equivalent to a suburban-fringe house. But the technology is breathtaking. It comes up against more rivals now than a decade ago so has to fight hard.Look at convertibles such as the Porsche 911 Carrera ($260,000); Maserati GranCabrio ($330,000); Jaguar XKR-S ($365,000); BMW 650i ($250,000); and Audi R8 ($380,000). Also, the SL 350 V6-engined version may cost about $80,000 less and may be a better buy.DESIGNThe SL is a great piece of engineering. But its styling is at odds with its mechanical acumen and its target buyer. Styling is heavy-handed, especially it's commercial-vehicle grille that looks like an iron gate that does no favours to the SL's (mostly) esteemed ancestors. Particularly, it lacks the elegance expected by an audience that is dominated by women. The tail is too rounded and though it's hard to shape a big tail when there's layers of folded metal and glass roof to hide, there may be a better ways. But the cabin is excellent with kudos to the electric park brake that finally replaces the ancient, US-inspired foot-operated ironwork; the neat, twin-dial instrument panel; small-diameter steering wheel; and the softer hues of the perfectly-supportive and perforated leather seats, use of more personal storage space and yet a sense that the driving compartment is more user friendly than before.TECHNOLOGYSafety ranks as the highlight here though full marks to the all-aluminium body (well, about 95 per cent) that is up to 140kg lighter than the previous car. The 4.7-litre engine is a bi-turbo unit that punches a smooth delivery with a slightly-menacing exhaust growl and sends it all the rear wheels via a seven-speed auto with paddle shifts and three response modes.The suspension can be changed from "comfort'' to "sport'' and the latter makes firmer adjustments to the steering feel. There is also the "magic sky'' translucent glass roof option. It's a good package that is more definitive than most rivals - but you kinda expect that at $350,000-odd.SAFETYThe safety issue is huge, both as standard equipment and as options. No other car company offers as much. Even the aluminium body is stressed not just for handling, but made compliant to absorb crash damage. A five-star rating is expected and the six airbags become almost insignificant when you recognise that this car can automatically either move you out of an accident situation or afford all possible protection should a collision occur. No spare tyre though!DRIVINGOkay, so I'm going to get shot down because I think the styling is a bit like a tank. But behind the wheel, this is a very well balanced machi ne. The engine is strong but cleverly less excitable than is possible with two eager turbochargers. That's because the SL's market is more about luxury sports driving. If you want to be frightened, buy the SLS. The engine delivery is as expected - smooth, fuss-free but with the ability to growl all the way to the redline.The most impressive feature is the suspension. It is soft and yet supportive on its "comfort'' setting but remains supple even when switched to "sport''. At the same time, the steering - an electro-hydraulic system - becomes a tad firmer. Some people have raved about the steering and I'd admit it's good. Good for the SL's market, good for the blend of city parking and country highways. The roof is quick and very quiet to erect and collapse, but I'd suggest the "magic sky'' option that puts a tint through the glass is almost mandatory in Australia.VERDICTI really like this car and while it's a big step on its predecessor, it's not pretty or elegant or as visually appealing as its rivals. As for the engineering - no contest. This is a great piece of mechanical architecture.MERCEDES-BENZ SL500 Price: est. $380,000Warranty: 3 years/unlimited kmResale: n/aService interval: 15,000km or 12 monthsSafety: six airbags, ABS, ESC, PRESAFE, drowsiness alert.Crash rating: 5 starsEngine: 320kW/700Nm 4.7-litre V8 bi-turbo petrolBody: 2-door, 2 seatsDimensions: 4612mm (L); 1877m (W); 1315mm (H); 2585mm (WB)Weight: 1785kgTransmission: 7-spd auto; rear-wheel driveEconomy: 9.1 l/100km; 98 RON; 212g/km CO2

The German group is promising massive cost savings and a rush of new car models with a "one size fits all'' platform design to suit cars as small as the Volkswagen Polo and up to the Passat. But the secret also lies in the ability for the platform to be used by cars from some of Volkswagen Group's subsidiaries - Audi, Skoda and Seat - which in the first year alone involves a huge 3.5 million cars. Volkswagen's executive vice president and the architect of the flexible concept known as MQB, Dr Ulrich Hackenberg, says by 2018, all cars in the group will be built on the same lines. "The rollout starts with the Audi A3 (now in production), then the Golf, Seat Leon and Skoda Octavia,'' he says. "When you buy all similar components and apply them to 40-plus car models, you can save about 20 per cent on material costs alone. "Then there will be savings on the time it takes to make the cars.'' The MQB (the acronym is German and stands for a modular chassis) concept is part of Volkswagen's grand plan to become the world's biggest car maker by 2018. But it's not the only tool in the shed to realise that goal. Dr Hackenberg says Volkswagen is ready to release a new family of petrol engines that expand on the current engine range yet are built to similar specifications. "There will be two new engine families for petrol - one for capacities up to 1.6 litres in three and four-cylinder layouts for Volkswagen products, and the second the 1.8 to 2.0 litre capacity for Audi,'' he says. "The family also has diesels, CNG and LPG-fuelled engines, and hybrids, plug-ins and full electric powerplants.'' The engines have common fix points to suit the MQB platform. Dr Hackenberg says that allows a three-cylinder turbo-petrol engine as fitted to the new Up model, to be fitted to a Golf. In addition, it means MQB will need no changes to accommodate LPG tanks, batteries for an electric vehicle and faciities for hybrids. Dr Hackenberg says MQB allows flexibility in the platform's width, height (by allowing different seat heights), length (including overhangs) and wheelbase. "The Audi A3 will be the smallest in the A-version of the platform with a wheelbase of 2530mm,'' he says. "Wheelbases then go up in steps of 50mm. We have one platform that is cut to length.'' In addition to the A-version, Volkswagen makes a 0-version for smaller cars and will make a C-version for cars such as the Octavia and Passat. All have the capacity to accept front-wheel or all-wheel drive systems which immediately expands Volkswagen's ability to quickly make alternative vehicles - such as a small SUV or a coupe - off the same platform. Mr Hackenberg says even the Porsche Panamera will get another version of the MQB concept.

Just don't call it an AMG. The Mercedes-Benz owned tuning division - more known for its hot V8 engines - is poised to make a 200kW, all-wheel drive version of the just-launched A-Class within a year.AMG isn't saying much about the car but is known to want a compact sports model. AMG is responsible for some tuning of the new A250 Sports, but AMG's chairman Ola Kallenius refuses to put his division's name anywhere near this model."It's not an AMG,'' he says flatly. "It's light years away from an AMG. We won't talk about an AMG version (of the A-Class) but for it to be an AMG it would have to have a performance feel."I believe, to make it serious, a compact AMG based on the front-wheel drive A-Class would have to be all-wheel drive. It can't be a front-wheel drive."We are not concerned about how many cylinders one of our cars has, but we are very concerned about making it live up to our premium driving experience.'' Mr Kallenius says any four-cylinder AMG would come with a signature exhaust note."Sound and power delivery is very important and is so much better (than a diesel) in a petrol engine,'' he says."So AMG is married to the petrol engine. We won't do a diesel but never say never. "I prefer a normally-aspirated petrol engine for power delivery and the exhaust sound. But we have to face facts - cylinder capacity downsizing and charging (super or turbo) is the way to go.''He says the key to future development lies in cutting vehicle weight, improving handling and enhancing power delivery. "With that, we have to take out a huge chunk of fuel consumption,'' he says. "But we can't forget aesthetics. Design is equally as important.'' The A-Class comes to Australia in the beginning of 2013, priced from about $34,000. No price has been put on the AMG version but is likely to be a $50,000-plus proposition.

And it may have to prove that, if price tips are that otherwise the V40  may be too expensive for Australians. Volvo is preparing for a fight on German soil but may face stiff buyer resistance. The Swede wants to put its brand new V40 hatch - in Australia early 2013 - against BMW, Audi and the new Mercedes-Benz A-Class. But Australians may not shop the V40 against these Europeans and may not be prepared to pay mid-$40,000s prices - the field Volvo appears to aim at with plans to charge the same price as the outgoing S40. The pricing issue, which is yet to be confirmed by Volvo Australia, is further complicated by Mercedes' plans to aggressively market its new A-Class in Australia at about $34,000. The A-Class and V40 are similar in powertrains and size, but the Volvo edges ahead in equipment levels. It is roomier and better equipped than the BMW 1-Series range that starts at $39,563 for the entry-level 116i and on par with the new Audi A3 that will enter Australia with a $42,000 price tag. Buyers may shop the Volvo against the Lexus CT200 hybrid, which starts at $39,990, or even a premium-spec Ford Mondeo ($37,740 for the Zetec), Peugeot 508 1.6 Allure ($39,490) and the 1.8-litre Volkswagen Passat sedan at $38,990. So if Volvo is chasing volume, it may not be available in Australia unless the V40's price starts down around $32,000. That said, it's a very well shaped five-door hatch with excellent cabin space, a beautifully simplified dashboard and cabin trim treatment (the single gauge dash is pretty and easy to use), and lots of Swedish panache. Volvo Car's senior vice president for product strategy, Lex Kerssemakers, says the V40 is "not a Golf rival''. "It's much better than a Golf. We developed thie V40 on the S60. It's not sustainable as a low-cost car.'' The V40 is claimed to be the company's safest car yet. It comes standard with a world-first pedestrian airbag system that, when the front of the car makes contact with a pdestrian, raises the bonnet and inflates a U-shaped airbag that covers the lower edge of the windscreen and the two windscreen pillars. The car also gets a lane-keeping aid, park assist, an automatic road-sign recognition system (not yet developed for Australia), active high beam, a cross-traffic alert that senses oncoming vehicles at 90-degrees to the V40, and the City Safety technology that has now been upgraded to work up to 50km/h. Volvo's senior safety advisor, Thomas Broberg, says the V40 has class-leading safety that "is an important step towards our vision that nobody should die or suffer serious injuries in a new Volvo car by the year 2020.'' The engine range spans everything from Volvo's low-emission turbo-diesel that claims CO2 emissions of only 94g/km, to the turbo-petrol T5 engine with 187kW/360Nm and a 0-100km/h acceleration time of 6.7 seconds. All petrol and diesel engine versions have start-stop and braking energy regeneration. The T5 is also available in a 2.0-litre version; and two versions of a 1.6-litre turbo-diesel engine. Volvo Australia is yet to confirm engines for our market. Volvo expects to sell 90,000 V40s a year, with 85 per cent of the total volume will go to European customers. Production starts in May and the car will be built in Volvo's plant in Belgium. VOLVO V40 Price: est. from $35,000  Warranty: 3 years/unlimited km Resale: n/a Service interval: 15,000km or 12 months Safety: seven airbags, ABS, EBD, EBA, TC. Crash rating: 5 stars Engine: T4 - 132kW/240Nm 1.6-litre 4-cyl turbo-petrol; T5 - 187kW/360Nm 2-litre 5-cyl turbo-petrol; D4 - 130kW/400Nm 2-litre 5-cyl turbo-diesel Body: 5-door, 5 seats Dimensions: 4369mm (L); 1783m (W); 1420mm (H); 2647mm (WB) Weight: from 1360kg Transmission: 6-spd manual or 6-speed dual-clutch auto; front-wheel-drive Economy: T4 - 5.9 l/100km; 138g/km CO2; T5 - 7.9 l/100km; 185g/km CO2; D4 - 5.2 l/100km; 136g/km CO2

The silent yet explosive AMG high-performance electric supercar is parked just around the corner. AMG boss Ola Kallenius has confirmed the all-electric Mercedes-Benz SLS "e-cell'' gullwing starts production later this year and goes on sale in 2013. There is interest from Australian enthusiasts who are among more than 100 people who have expressed interest in owning the coupe, despite no price being announced. Mr Kallenius won't even hint at a price - but figure on a few cents short of $800,000 - is listed as having a 392kW/880Nm powerplant but he indicates the production model would have more. "We actually don't know how well it will sell,'' he says at an interview in Geneva. "We're going into this with an open mind.'' Mr Kallenius says the biggest challenges for the electric sports car are the same as any electric car - weight and range. "We want a range of 200km plus,'' he says. "We know that the batteries add more than 500kg to the weight of the petrol SLS but are equally aware that the e-cell has a lot more torque - so performance won't suffer - and that the batteries are located low and central in the chassis, so it can actually benefit handling.'' Mr Kallenius also admitted that the e-cell had ben run hard (and quietly) at the Nurburgring track. "I won't say how fast it was. It's quick - maybe I can say that it is very quick but not quite as quick as the petrol version.'' He says that people who buy the e-cell "want the ultimate technical machine''. "We'll launch the car later this year. We don't yet have enough information to give to potential buyers so we will wait until that's ready closer to the launch. We will also know by then if we will make a right-hand drive version. We're discussing that now. It is technically possible to make it in right-hand drive, but it takes a lot of work and is expensive.''  

BMW's product manager for the all-electric i3 commuter - in Australia as early as next year - says upgrading the battery is vital. "The i3 has a range of 160km but that is under ideal conditions,'' says Heinrich Schwackhofer at the Geneva motor show.  "Upgrading the batteries will happen within the i3's lifecycle (estimated at five years) but what type of batteries we use has not been decided. We have to stay ahead of the market.'' In the interim, BMW aims to offer the i3 with an optional petrol engine to charge the batteries. Mr Schwackhofer declined to say which engine would be used, only to say it was a "small petrol engine''. BMW is rumoured to be preparing one of its motorcycle engines for the task. The addition of the range-extender engine will overcome the relatively short-range of the i3 and make it more suitable to commuters in outer suburban areas. Mr Schwackhofer has confirmed that the i3 concept will have an almost identical exterior to the production model that starts production in Germany in early 2013. It will be on show at the London Olympics this year. But the interior will be changed, losing the open dashboard but retaining the flat floor that covers the car's removable platform. This platform will be used for a variety of body shapes, including a small SUV and a coupe-convertible. BMW's i8 sports car, by contrast, will go into production in 2014 almost as it is as a concept. The i8 is a plug-in hybrid with a 1.5-litre turbo-petrol three-cylinder engine that is conncted to the drive wheels. "We have no plans to increase the power of this car,'' says Mr Schwackhofer. "It's light enough to offer plenty of performance.' The i8 also has a removable platform. It has an electric-only range of 35km but BMW won't disclose what the range is with the  petrol engine. "There are a lot of gaps in our i-series but we're not developing anything else at the moment,'' he says. "The first step is to get the i3 and i8 to the market. Then we'll talk about derivatives.''

But Volvo points out it's not alone and won't be the first European to use China's enormous manufacturing and labour expertise to make vehicles for smaller markets such as Australia.Volvo Cars product strategy vice president Lex Kerssemakers says it was "likely'' that cars would be made in China but insists there would be no difference in quality or performance."I can see Volvo cars for Australia coming from China,'' he says. "The only issue may be customer perception. But China makes the S80 for its own market that is equal in quality to the S80 that we make in Sweden. Quality is not an issue.'' Mr Kerssemakers says Volvo was "a small car manufacturer''. In an interview at the launch of the latest V40 small car in Geneva, he says: "We don't source parts from different manufacturers because we can't afford to.''"So all components that would go into a Volvo car built in China would be exactly the same as the components that went into a car built in our Swedish or Belgium factories. The way the car is made also would be no different. But the savings in distribution and duty (taxes) as well as the time frame make it very attractive."Customers don't really care where a car is made. They do care about quality, performance, reliability and so on. That wouldn't change.''Volvo currently makes two cars in China and all are only for domestic sale. The cars are a long wheelbase version of the S80 - which is exclusive to China - and the S60. The V40, revealed this week at the Geneva motor show, will also be built in China. Mr Kerssemakers says part of the reason Volvo is looking at increasing the number of its factories was to cope with predicted sales growth."We aim to sell 800,000 cars a year within a few years,'' he says. "Of that, 600,000 cars would be made in Europe and 200,000 in China. "Geely (the Chinese parent of Volvo) wants us to be financially self-sufficient and there's no hand-out from Geely. So we have to very carefully plan how we do business.''But he says that if the sales figures change and the need to build cars for export in China is reduced, Volvo wouldn't do it. However, given the upbeat predictions for the V40 small car, Mr Kerssemakers admitted that a China solution was "likely''.

It's the latest hot hatch from the world's oldest car maker. But there's nothing old about the new A-Class compact car, here early next year priced from about $35,000. The A250 - a turbocharged petrol dynamo to challenge the VW Golf GTI - is the hero of a five engine, three-trim model line-up built around a single platform shared with the bigger B-Class range, in Australian showrooms next month. The prestigious Mercedes-Benz small car is also being moulded to create three other models - an SUV, a convertible and a sedan. "I can confirm two of the three derivatives,'' said Mercedes-Benz chairman Dr Dieter Zetsche when interviewed by Carsguide at the A-Class launch in Geneva. "The first will be an SUV, or rather an SUC (sports utility crossover), and the second will be a dynamic sedan. The new models will be about six months apart in their launch.'' The third model is expected to be a coupe-convertible. For now the A-Class represents a new era for Mercedes. But Dr Zetsche says it doesn't mean Mercedes is changing its focus. "No, we're not taking our eyes off the prestige market,'' he says. "We have a new S-Class next year, then a new E-Class and the SL and C-Class models. The compact car (A-Class) will further enhance our growth plans.'' Mercedes made 2.1 million of the previous A-Class but says the new car will be even more popular. "Global demand for compact cars will be more than four-million units annually within 10 years,'' Dr Zetsche says. "Prestige compacts will outperform that growth rate. The A-Class is an important volume driver."  FIT-OUT AND EQUIPMENT The A-Class boasts a sophisticated level of standard safety equipment gleaned from the more expensive Mercedes models. To lure younger buyers, it also has the latest infotainment systems and has been described by Dr Zetsche as "a smartphone on wheels''. Mercedes worked closely with Apple to develop an interactive app-based system that has full connectivity with social networks such as Facebook and Twitter, plus iPhone integration, even on its base model. ENGINES AND MECHANICAL Drivetrains comprise three petrol engines - 90kW A180, 115kW A200 and 155kW A250 - and three diesels - the 80kW/250Nm A180 CDI, 100kW/300Nm A200 and a bigger-engined 125kW/350Nm model. Six-speed manual and seven-speed dual-clutch automatics are available. DESIGN The A-Class is longer, wider but 180mm lower than its predecessor. It is based on the concept car shown at the Frankfurt moor show last year but, in the flesh, loses a lot of that car's dynamic lines. In fact, though the design is distinctive, the A-Class doesn't really sizzle. It does, however, have a beautifully-styled cabin with excellent gauge and control layouts - including the unusual right-side column gear shift for the automatic model - and room in the back for 1.8m-plus passengers. The rear vision is, however, narrow and rear-three quarter vision is thwarted by heavy C-pillars. The model shown at Geneva also had no spare wheel, but Mercedes Australia says it's too early to confirm specifications for this country. Carsguide will test the A-Class on the road when Mercedes officially launches the car in Europe next month. MERCEDES-BENZ A-CLASS PRICE: est from $35,000 WARRANTY: 3 years/unlimited km RESALE: n/a SERVICE INTERVAL: 15,000km or 12 months SAFETY Equipment: six airbags, ABS, EBD, EBA, TC. CRASH: 5 stars ENGINE: 90kW-115kW 1.6-litre 4-cyl turbo-petrol 155kW 2-litre turbo-petrol 80kW/250Nm and 100kW/300Nm 1.8-litre turbo-diesel 125kW/350Nm 2.2-litre turbo-diesel BODY: 5-door, 5 seats Dimensions: 4292mm (L);1780m (W); 1433mm (H) WEIGHT: n/a TRANSMISSION: 6-spd manual or 6-spd dual-clutch auto; front-wheel-drive ECONOMY: from 4.5 l/100km; diesel; 99g/km CO2