Articles by Neil Dowling

The first lesson for first-car buyers is to forget power and performance - go for safety, reliability and low running costs. Today's car choices are far wider and considerably less basic that Peter Brock's first car, a stripped-down 750cc Austin Seven. But the exercise of buying your car demands patience and - if possible - expert consideration.Compared with buying new, you will save money purchasing a used car. But be aware that a used car may require expensive repair costs, may be less fuel efficient and that its safety standards are likely to be lower than a new car. The basic safety gear you want are two airbags and ABS brakes.Every car is different because each has been treated differently during its life. Be cognisant that cheap new cars are bought on a budget and the penny-pinching owners may skimp on regular servicing and repairs. Steer away from hotted-up cars - you want reliable, easy-to-fix transport here, not a temperamental, ground-hugging runt that sounds like it's lost its exhaust pipe.There are a few quality used car models that have lasted the distance. These have retained a solid reputation for quality and reliability, have a strong spare parts back-up, simple service schedule and are renown for just being easy to live with.The only downside is they won't be the newest car on your block and they're unlikely to be the most rewarding ride of your life. But you have to start somewhere. Just like Peter Brock.CHOICESThese are some used cars, not in any particular order, that should be reliable first-time cars. But each car is different. Ensure your car is professionally checked before buying and that all the car's service papers are accurate, regular and preferably stamped by a competent service centre.NISSAN TIIDAThis model is the evolution of the Pulsar and, I admit, isn't the prettiest car on the road. Fellas, perhaps stay away from this one. But the model is enduring because of its simplicity and low running costs. It has a decent amount of metal around the passenger cell to minimise intrusion in case of a collision, a neat and functional interior with comfortable seats, big boot in the sedan model (and more than adequate in the hatchback version), and four doors so your friends won't have to squeeze past you on the way to access the rear seat.2006 TIIDA TI SEDANCost: $9200 with 79,000kmEngine: 93kW/174Nm 1.8-litre autoFuel economy: 7.8 L/100kmSafety features: ABS brakes, 4 airbags, brake assist Crash rating: 4-starMAZDA3Two of my daughters drive these and love them for their comfort and features. Later models are preferable because of the electronic stability control, but earlier versions had at least four airbags and ABS brakes plus a four-star crash rating. Because everyone loves these, they're going to cost a bit more than some rival cars. But Mazda's quality name should extend to the day you sell it allowing it to retain a high resale value.2006 MAZDA3 MAXXCost: $11,500 with 75,000kmEngine: 108kW/182Nm 2.0-litre autoFuel economy: 8.2 L/100kmSafety features: ABS brakes, 6 airbags, brake assistCrash rating: 4-star.MITSUBISHI LANCERThese have been made for decades yet nearly all carry a name for reliability. One model, bought with 247,000km on the clock, stayed trouble-free in my household for four years before finding yet another owner. That's not uncommon with Lancers. They're very simple cars but early models fall down badly in safety equipment, so look at 2003 and younger if possible. The 2007-plus models have a five-star crash rating. It doesn't really matter which model you buy but you may have better resale in the future with an automatic with four or five doors that will appeal to a wider audience.2006 LANCER LS SEDANCost: $10,000 with 70,000kmEngine: 115kW/220Nm 2.4-litre autoFuel economy: 8.5 L/100kmSafety features: ABS brakes, 2 airbagsCrash rating: 3-star.TOYOTA COROLLAThis is a stablemate of suburban living with the distinction of being a member of practically every Australian household since the 1970s. It's always been a simple and reliable car without any major hiccups, though the Toyota badge means there's a premium - justified or otherwise - on the price. Paying the extra on the Corolla name alone may not be worth it - look closely at each car before purchase. Toyota was one of the last major carmakers to introduce extra features - such as additional airbags and stability control - on base versions. Better models started from 2000 and the more upmarket versions (Levin and Ultima, for example) are preferred.2006 COROLLA CONQUEST SEDANCost: $10,500 with 75,000kmEngine: 93kW/161Nm 1.8-litre autoFuel economy: 7.4 L/100kmSafety features: ABS brakes, 2 airbagsCrash rating: 4-star.MITSUBISHI MAGNAThis is something a bit bigger and yet is generally priced about the same as the smaller cars. Mitsubishi made these in Australia and progressive years honed the product to excellent reliability while ho-hum styling and performance slashed resale. That makes this big family car good buying today. Magnas ended their run in 2005 and today these are the pick of the bunch, even though the powerplant was a 3.5-litre V6 with a four-speed auto. These cars were common in government and rental fleets but don't be put off - that means they've been regularly se rviced and repaired.2005 MAGNA ES SEDANCost: $5000 with 120,000kmEngine: 155kW/316Nm 3.5-litre V6 autoFuel economy: 11.5 L/100kmSafety features: ABS brakes, 4 airbags, traction controlCrash rating: 3-star.SUBARU LIBERTYAnother biggish car that offered high safety standards for its era. The later Libertys are also attractive, well equipped - in their day they weren't a cheap car - and roomy. The downside may be lacklustre performance, so-so fuel economy and some high-priced spare parts but we're primarily chasing a reliable and safe car choice here. The Libertys are all-wheel drive sedans and wagons which aids safety on wet roads rather than giving them any off-road ability (for that, look at the Subaru Outback).2006 LIBERTY 2.5i SEDANCost: $11,500 with 75,000kmEngine: 121kW/226Nm 2.5-litre autoFuel economy: 9.5 L/100kmSafety features: ABS brakes, 6 airbags, traction controlCrash rating: 5-star.

Insurance, registration, dealer delivery costs and stamp duty are the expensive - and unavoidable - extras that can blow out your budget by up to $6000 over the price of the car. If you are buying a luxury car valued at more than $57,123, there will be a luxury car tax that is charged at 33 per cent above that figure. Costs will vary enormously depending on what you buy, where you live, how far you drive and your age and driving record. But as a guide, the RACQ estimates that a small car costs about $180 a week to run, inclusive of servicing, insurance, fuel and depreciation. Registration The car's annual licence fee and number plate cost. Prepare to pay even more for a personalised plate. Average annual cost: $200 plus $25 for the number plate. CTP Insurance Mandatory personal injury insurance that does not cover property. Varies between states and is sometimes inclusive in the registration fee or can be purchased separately from an insurance company. Average annual cost: $300. Stamp duty Varies state by state but generally is about 3 per cent of the purchase price. That's expensive. One-off cost: $750 ($25,000 car). Dealer delivery: Varies dependent on the car model and the dealer but don't think cheap cars necessarily have the cheapest delivery costs. Charges are for dealer preparation (basically transport, cleaning and checking) One-off Cost: $2200 average*. Insurance Varies widely according to the type of car and the status of the owner. Young owners, aged under 25 years, face a much bigger bill until they show a clean accident-free record. First time youngsters can be charged around $3000 a year while more mature (30-plus) drivers with an accident free record can get insurance on a $25,000 car at around $800 a year. Average annual cost: $800. Servicing New cars have warranty periods from three years to five years. The first service at 1000km is free and then charged after that. Most car makers want a twice yearly service schedule. A rough average is $250 per minor service (that is, $500 a year) and $500 for a major service. Many carmakers have fixed-price servicing for the warranty period. Ford has a fixed-price schedule of seven services from new to 105,000km and costing $255-$385 each. Toyota also has a scheme that costs no more than $130 for the first four services. Average annual  cost: $500 (non-fixed service). * Data from RACQ. Costs are averaged across Australia. Some states may charge more.

He has been caught on a speed camera sliding along the ground without his motorbike. The speed camera image released by Swiss police shows the 38-year-old careering helplessly towards the side of the road at around 110kmh. A police spokesman said: It appears that he suddenly saw the traffic control measure ahead and lost control as he tried to slow down. The motorcyclist, who was wearing protective leathers, was unhurt apart from minor cuts and bruises, as well as a degree of shock. He is still facing a fine and the withdrawal of his driving licence for up to three months.

THE world is catching the bug again. Volkswagen has gone viral, rebounding with a new, new Beetle that despite a silhouette as old as pre-war Germany, is fresh and very unlike its predecessor. It's a changed car because it's aimed at all markets, all ages and more pertinent, at both sexes. VW says 66 per cent of previous Beetle buyers were female and now expects a 50:50 split as it appeals to more men.The outgoing New Beetle was successful, but very specifically in the US market. By comparison, it was coolly received in Europe as it came under threat from the Mini. What is new is that it is much closer in engineering to the Golf. That immediately makes it a better drive (see Driving below) but also allows Volkswagen to share components and therefore reduce the price.VALUEClearly Volkswagen has Mini in its sights, but the Beetle also fires at Citroen's DS3 and intrudes into premium Euro coupes such as BMW, Audi and Mercedes-Benz. Based on the European pricing and that of rivals, the Beetle is likely to be priced from $25,000 (1.2-litre) to $42,000 (2-litre GTI). The DS3 is about $35,000; the BMW 120i Coupe at $53,000; and the Mini Cooper S at about $50,000. But - and it's a big but - the Beetle is very well equipped (again, I've based this on Euro-spec models) and quality of the Mexican-built bubble is almost up to German standards. Let downs include the dashboard of hard plastic.DESIGNIconic. It's a total change from the New Beetle. It grows in length and wheelbase and width and track, but is lower and has a flatter roofline. Things reminiscent of the 20th Century Beetle are subtle but visible - the protruding lower sills that look like running boards; big, round headlights (now the only VW with these); no discernible grille; and on the inside, a glovebox styled on the 1960s model (there are actually two gloveboxes) and a sling grip on the B-pillars. There is more room - four adults can fit and the boot is almost three times the size of the older model - and better access, including the now frameless glass on the doors and a wider hatch. The vase for the flower has gone but may return as an option.TECHNOLOGYIt's all Golf under the body, with a 50mm slice taken out of the platform. Components are shared across the VW brand and the VW Group. The front-wheel drive gets engines from 1.2-litre to the detuned GTI 2-litre turbo engine with 147kW. I drove only the 147kW with the six-speed DSG automatic transmission. Australia may get two petrols and one diesel and maybe miss out completely on a manual transmission.The rear suspension is tuned to the Beetle and is an upgraded version of the Golf unit. Steering is electric-hydraulic. Crazy but despite all this, my most memor able feature is the subtle sound of the exhaust that has been artificially tuned - by way of a sound amplifier up against the firewall - to resemble the offbeat pulse of the old air-cooled engine.SAFETYVolkswagen claims a EuroNCAP five-star crash rating, six airbags and stability and traction control, following the lead of the Golf.DRIVINGImmediately, the driving position feels like the perfection of the Golf. Gone is the enormous distance from the driver to the windscreen that typified the outgoing Beetle. The controls fall to hand easier and the instruments and switches are better placed. The engine note is very quiet - better at cruising speed - and when off the throttle, that discreet air-cooled chuff-chuff becomes a muted backdrop.In 147kW guise it's a quick car. The six-speed DSG - not seven speed - can be manually operated by the gearshift. Paddle shifters are optional. The most impressive change is the handling. The wide track - up 63mm at the front and 49mm at the rear - just grips the road so tightly that it feels glued to the bends.Ride comfort tends to firm. I drove the optional sports suspension and it felt equally as competent through the corners as the standard set-up but choppier over mid-corner bumps. Wheel choice is critical here and the 18-inch are probably the best for enthusiasts while city folk, wanting more comfort, should go for the 17-inch wheels. Visibility is its weak point (no news here) and park sensors are an advised option, unless it b ecomes standard spec.VERDICTThis is a really good car. It's a hard car to fault because it sits in a market segment where buyers traditionally forgive function in the name of fashion. But pragmatic buyers may discard style and look at the Golf and see more flexiblity and five-door convenience.

ECONOMY motoring as a genre doesn't have a sleek two-door body and a $100,000 price tag. It will, however, probably have a diesel engine. Though seemingly at odds with each other, the three ingredients aren't uncommon in Europe. BMW, Mercedes-Benz and Audi are generous providers. The primary reason for their success in Europe is buyer demand for a stylish car that has the long fuel range of the frugal diesels.The carmakers are equally as pragmatic - they put diesel engines into anything that moves because the low carbon-dioxide emissions reduce their fleet emission penalty. Australians are more emotive - they like the prestige diesels because they go like stink. That's where the Audi A5 3.0 TDI comes in.VALUEStraight up - you don't have $100,000 in your pocket and then buy a car for economy. At $91,900 the A5 Coupe 3.0 TDI is all panache. It turns a lot of heads and sparks a lot of questions. This V6 diesel-engined model is $4000 cheaper than its 3.2-litre V6 petrol sister. It has the same gear - leather, all-wheel drive quattro system, auto and sweet audio - but aside from saving on the purchase, it's quicker to 100km/h than the petrol and gets 6.6 L/100km against the petrol's 9.3 L/100km. That's about a 1000km range compared with the petrol's 700km.DESIGNBeautiful. Despite the rather heavy-handed near-vertical grille, the A5 Coupe is both balanced and head-swivelling. It looks aggressive from the front - almost dainty in profile and purposeful at its tail. Driver visibility is actually quite good - park sensors help! - though if you want to regularly cart four people, go for the A5 Sportback and its five doors. Rear seat room in the Coupe is okay for two adults on a short run, but dependant on having average-size people in the front seats. Boot space is excellent and fold-down rear seat makes it almost cavernous, but space-saver tyre mounted on a plinth ( to save money on a full-size spare) looks cheap. Instruments, quality of finish and design of the dashboard is spot on.TECHNOLOGYHmmm. Big V6 turbo-diesel driving all wheels through a seven-cog dual-clutch automated manual - DSG to us but Audi calls it S-Tronic - gearbox pretty much says it all. The electric-hydraulic steering is better than similar systems. Putting a heavy V6 ahead of the front axles invites understeer but there's a lot of trickery with metal rods and springs and relocated components to minimise the handling disadvantages of a heavy nose. Having all-wheel drive also helps.SAFETYFive stars when you hit the concrete and six airbags with all the (now) expected chassis and brake electronics. It's the full suite and that complements the Audi's feeling of solidity on the road.DRIVINGForget traditional diesel engine noise - the Audi's diesel rumble at idle is so muted that it sounds more like a big-bore petrol. That's outside the car. Inside it's just a faint growl at idle; inaudible at cruising and only present again when the accelerator is mashed. Acceleration is brilliant, more linear than you'd first expect and absolutely seamless the way it rapidly ditches one ratio and picks up the next. Fantastic punch at the mid-corner also creates eye-watering slingshot exits. It's also very comfortable (if you're in the front), has a supple ride and is so confident through the corners, unless you fang it when it gets a tad nose heavy.VERDICTUnexpectedly good. Basically the chassis and the drivetrain layout defies physics - like a mirror of the 911 - but really works well. I think you get more driving thrills out of this diesel than the equivalent petrol model. But still not a cheap car and while the five-door Sportback may make more sense, it's nowhere near as pretty.AUDI A5 3.0TDI QUATTROPrice: $91,900Warranty: 3 years, unlimited km, roadside assistResale: 59%Service interval: 15,000km or 12 monthsEconomy: 6.6 l/100km; 174g/km CO2Safety equipment: six airbags, ESC, ABS, EBD, EBA, TCCrash rating: 5 starEngine: 176kW/500Nm 3.0-litre V6 turbo-dieselTransmission: Seven-speed DSG autoBody: 2-door, 4 seatsDimensions: 4625 (L); 1854mm (W); 1372mm (H); 2751mm (WB)Weight: 1620kgTyres: 245/40R18, space-saver spare

Renault Megane Privilege and Subaru Impreza 2.0 RS go head-to-head in this comparative review.

EXPECT the unexpected from Citroen today and you’ll be disappointed. Expect a new-wave family hatch with sensible design, startling economy and a leap forward in quality and you’ve just met the next C4.Since the 1930s, a bent towards weird automobile design and left-of-centre mechanical experiments made the world know the name Citroen. But in the 1980s, innovation and absinthe-induced engineering were ejected in favour of making a buck. And time has stood still for Citroen ever since.Now there’s a new C4 - Citroen’s bread and butter compact family hatch - which replaces the old C4 that was renown for the innovative fixed steering wheel hub. Nothing else - just the hub.I’ve been driving in France the new C4 that gets here late next month. To be honest, I was expecting a bit more than a fixed steering wheel hub. But I didn’t even get that.This is the very, very important model car that aims to assure the company will make a buck. It’s up against some heavy hitters - the Volkswagen Golf is obvious - but as an affordable European, the C4 may take a bigger bite than its rivals expect. And that’s unxpected.Don’t expect a big change in the price but expect more features. The C4 Confort (Comfort) is the entry-level version tested here, fitted with a 1.6-litre turbo-diesel and a six-speed manual gearbox. Technically, it’s a simple car and I hope that’s reflected in ownership costs. Even the base model has upmarket seats, full-size spare tyre, dual-zone airconditioning, trip computer and steering wheel controls for the iPod-compatible audio and cruise control. And on that note, the audio controls are integrated into the wheel - not attached like an after thought on a box on the steering column.Think a more rounded version of the Golf and you’d be on the money. The C4 is only 50mm longer and 20mm wider than before yet cabin space feels bigger. The shape has also given it the biggest boot space in its class - 408 litres with the seats up - yet it retains a full size spare beneath the cargo floor. Why can’t other carmakers do this?It is definitely more conservative in design than its predecessor but won’t date as quick. Cabin design is almost spot on, highlighted by the attractive soft-feel dashboard. Big gauges combine a perimeter speedo encircling a digital speed readout in the centre and a conventional tacho to one side. The centre console stack is busy with switches and requires familiarity.The base model skips a sat-nav monitor and has a small digital readout for the trip meter. Upmarket models will get a different console with a big screen. Cabin room is bigger but most noticeably in rear seat room, offering Golf-size leg and headroom. All seating finds the balance between firmness for long distance driving and absorbance to cushion the body against French cobble streets.Citroen will offer Australians eight versions of the car with three engines, two petrol of 88 and 115 kW, and one diesel, the 82 kW turbo-diesel. The diesel will have a choice of two gearboxes, a six speed manual and a six speed EGS robo manual. The petrol C4 will start in the low 20s and the diesel in the mid 20s, which means lower than the outgoing car's pre-run out pricing and with better equipment. All the diesels will be e-HDi cars with the micro hybrid stop start system.Citroen has kept the car simple but introduced some fuel-saving techniques. The car is more aerodynamic than before and gets standard Michelin “energy saver’‘ tyres, gearshift indicator light (manual gearbox models) and a lower weight thanks to laser welding and lightweight materials. The green aspect is also reflected by 15 per cent of the car’s components being made of materials from sustainable sources. The engine is as simple as Simon. It’s also as common as belly buttons, shared with the Mini Cooper diesel, some small Ford cars (Fiesta included) and BMW. It’s a little ripper that is so easy on the fuel yet with gobs of low-end torque. It’s also really quiet.The C4 has recently won the maximum five star safety rating by Euro NCAP, including a score of 97 per cent in the “safety assist’’ category. It’s claimed to be the highest score for any vehicle of its type. Standard features include six airbags, ESC, emergency brake assist and hill-start assist. The test car had cornering lights which may become standard here.Is this a Citroen? It all seems so conventional that I had to pinch myself. Drive this and it’s more like a soft Golf - the tautness has been taken out by more absorbent dampers and springs but the body remains rigid. That makes this a compliant - and for a small-bore diesel, remarkably quiet - city car and for once, dips its brow to its automotive ancestors.The steering is electric but it’s a decent job that is perfect for city and suburbs and didn’t cause drama on the 130km/h autoroutes south of Paris. But all this comfort has to pinch a nerve. This time, it’s handling. The C4 - at least in this base-model guise - is a bit wallowy through the corners and taking things a bit quick will induce eyebrow-raising understeer.The C4  uses a diesel engine that’s also flogged off to other car makers - and there’s a reason why they want it. The oiler is smooth, easy to use because of its strong torque and has superb fuel economy. I ran this through France, from idling it through cities to running with the autoroute pack at 130km/h and averaged 4.8 litres/100km. That’s a range of about 1250km!The controls are easy to use - and I bet that’s the first time you’ve read that in a Citroen test - and well placed, while the driving position can be adjusted to fit pretty much any human shape.

NEWS flash: Beetles aren't accomplished skaters on the polished stone surface of a Berlin street. Putting a 1958 model against the next model showed that.Built in the days when traction control merely meant being alert enough to avoid ice patches on the footpath, the 1958 Volkswagen Beetle perfectly reflects its origins in a simpler era.Few cars embrace simplicity like Volkswagen's Beetle and even fewer dive into the comparative starkness of a 1950s model.It only takes one drive through a traffic-clogged Berlin CBD during a rainstorm to recognise how quickly cars have advanced - in safety, performance, comfort and pretty much everything else except weight - and how lucky I am that I don't have a car from the 1950s as a daily drive.Which is ironic because my first car was a 1959 Beetle, with semaphore indicators, a wooden stick with graduated marks for a "dip and read" fuel gauge, a cabin heater operated by a screw valve on the floor and a 6-volt electrical system that decided when it felt like operating. The original valve radio took about five minutes to warm up, timed to coincide with me closing the choke lever.So it makes me laugh at claims that the 1950s Beetle and the 2012 Beetle share a bloodline. Even the Volkswagen badge and the curved body panels wouldn't convince a sharp lawyer arguing a case against awarding inheritance.1958 Volkswagen BeetleThe 1958 arrives in the allotted carbay in pristine condition, in regulatory cream paint over a cabin with red leatherette upholstery. The steering wheel is on the wrong side but it's the same deal as my car, right down to the dull clunk of the gearshifter in its socket, the half-hearted action of the wire-thin wipers on the flat glass, the coolness of the white, thin-rimmed plastic steering wheel and the odd feel of the bottom-hinged clutch pedal.The noise from the 1.2-litre engine is the same, the steering is as firm and direct and the forward motion is an odd collaboration of an eager engine note and ridiculously low first gear ratio. And it feels so fragile.It could have been quite an enjoyable ride. But thrust into traffic, alone and without the reassurance of a GPS or a map - the instructions were to "go around the block" which turned out to be more than a simple series of right turns - or an indicator that anyone could see. Or, as the first corner taught me, brakes.These brakes had two actions - off or on - controlled by a pedal that had a 5mm movement and felt like stomping on concrete. You can easily lock the brakes on the cobblestone sections of the street, especially if a bus pulls out in front - as one did.2003 Volkswagen BeetleThe silhouette is practically the same and the detail - removable mudguards, foot runners and clamshell boot and bonnet lids - is similar but the 2003 Beetle steps up in comfort and roadholding.Ending a run of more than 21.5 million, this is the last aircooled Beetle ever made and its importance means the Brazilian is now part of Volkswagen's collection in Germany.With water-cooled, front-wheel drive platforms firmly cemented in Volkswagen's manifest by 2003, the last Beetle represents the end of a the longest-running car of a single design platform.Which is a good thing. I admire Beetles and could have one tomorrow, but their limitations in handling, safety, cabin space, ergonomics and a trail of other things, demands they be driven at their designed pace. Which is slower than modern traffic.The light-beige 2003 sits firmly on the road and the fuel-injected 37kW 1.6-litre engine is responsive and willing. Bulky black plastic padding unseemly covers the original metal fascia and there are seatbelts - the 1958 had none - and form-fitting, high-backed seats.There are still four forward gears and the pattern is the same - including the push-down and forward movement for reverse - but this time the steering and the brakes are lighter and have more feel.But cabin room is only marginally better than the older model, regulating the rear seat to children. It feels as new as when it was made eight years prior but while the packaging is fresh the contents still clearly show their origins.2012 Volkswagen BeetleIt's easy to follow the thread from 1958 - indeed, from the first Volkswagen of 1938 - through to the Brazilian-built finale of 2003. Then it's a generational step into 2012.This isn't a real Beetle. It's a Golf shaped like a Beetle and though it's roomier and quicker, has more power and far better roadholding than the New Beetle that preceded it, it's not much more than a design exercise.But it is a rewarding drive, especially the 147kW version that uses a detuned Golf GTI engine and a seven-speed DSG.It is more about driving and practicality. Compared with the outgoing New Beetle, the boot is almost three times the size and the driving position has returned to "normal" - gone if the huge distance between the steering wheel and the windscreen.Volkswagen in July debuted the Beetle in Berlin saying it will be about 10 per cent cheaper than the Golf - so start-up will be about $25,000 - but it won't get here until early next year.After a production period of 77 years, the Beetle may be again worth the wait.

IF strength and durability were the marks of a good small car, then history states that one of the best was the Holden Astra. We bought thousands of them, in fact, in 2005 alone, 34,000 Astras found homes in Australia. It was Holden’s mainstay for years and even if it did start out as a rebadged Nissan Pulsar, it quickly revealed its own identity when Holden invited it into Australia from its European maker, Opel. Holden and Opel are both part of the General Motors conglomerate.The problem was that everyone knew Astra. No-one in Australia knew Opel. Get ready to learn all about Opel because the Astra returns along with sister models the Corsa, which you may remember as the Holden Barina, and the Vectra predecessor, the Insignia.Opel wants a slice of the Australian market to expand its business. Holden wants a European line-up that adds cache to its dominant Korean-made range.The process sounds simple. But Opel has a problem with its identity and Australians may not be willing to pay a premium for another German import, the first being Volkswagen.Opel says pricing, which won’t be known until closer to the mid-2012 launch date, will be "very similar" to the Volkswagen Polo (for the Opel Corsa), Volkswagen Golf (Opel Astra) and Volkswagen Passat (Opel Insignia).Without knowing the price or final specifications, this is a hard call. Buyers in this segment, however, will be wise to wait and see what Opel will dish up — there could be some surprises here and the Astra may come out as a bargain. Quality and performance is on par with the Volkswagen Golf, but Opel doesn’t get overly innovative with technology as Volkswagen. The cars are very well made, comfortable, safe and in German spec as tested, handle extremely well.There has been a more recent upgrade to the Astra’s look since it finished its tour of duty in Australia in 2009. The five-door hatch, which will become the main flagbearer for the Opel name here, is boldly styled with pronounced hips and a strong waistline. It is far more distinctive than the, by comparison, conservative style of the Golf and this facet alone will garner a lot of buyer interest.The cabin is equally as alluring, keeping the onlooker busy with an array of dials and switches and a comprehensive list of standard features. The seats, incidentally, are Europe’s best in any small car and are approved by Germany’s fussy orthopedic association.Astra will come as 1.6 and 2.0-litres diesels and 1.4, 1.6 and 2.0-litre petrols with and without turbochargers. The transmissions are six-speed units in manual and automatic that drive the front wheels. There is electric assistance to the steering and suspension is pretty conservative, with a torsion beam rear end tempered by a Watts link, a system regarded as being somewhat inferior to a multi-link suspension but one that Opel defends by reasons of space efficiency and low-cost manufacture. Opel says, and Holden agrees, that there will be no tweaking of the chassis for Australian conditions. Basically the cars are quite simple and that indicates durability.Like the Golf, the Astra wins with a five-star crash rating. It gets six airbags and all te electronic aids. Final specifications for Australia will be announced closer to the launch date.Overwhelmingly, the Astra feels very solid on the road. The steering weight is just about perfect, earlier Astras were heavy, but actual road feel is on par with rivals. The seats are impressive, form fitting with a soft centre yet firm bolsters and with extendable thigh cushions to give support on long trips. There is an optional FlexRide suspension with three modes. This will come to Australia and a good thing, too, because it really tailors the car to varying roads and driving styles.The engines tested were a 1.7 turbo-diesel with an automatic gearbox and a 1.4 turbo-petrol with a six-speed manual. The diesel is surprisingly quiet and though it seems a bit disinterested in accelerating hard, picks up the pace when the tacho hits 2000rpm. Autobahn touring is so easy in this, cruising at 130km/h in sections with the ability for occupants to talk in whispers.The 1.4 is more responsive, capable of revving faster and giving the illusion that its quicker. It is, but only by one second to 100km/h with a 9.9 second time. The 1.4 was driven through the autumn-painted hills near Frankfurt, so its journey centred on handling. The optional FlexRide allowed the choice of a firmer "Sport’’ ride or "Tour’’, which is the comfort setting, to suit the roads. Handling is very good, yes, on par with Golf, though the Astra felt slightly less inclined to show its understeer.Opel says it is committed to Australia but is yet to reveal details of its new-car warranty or its spread of dealers, so we have to wait for some answers. But the Astra is certainly a classy car. It’s impressive for its quality and ride comfort, cabin room is very good and even the two-level cargo floor, adjustable centre console and alternative storage for personal items shows someone is thinking about the buyer’s needs. It’s definitely worth considering.

It's 1-litre engine is smaller than most touring motorcycles but the Kia Picanto shows the way with performance far beyond its size. Indeed, it will even get better fuel economy that these motorcycles.Drive the Picanto and it feels like most small cars - peppy away from the traffic lights, eager through the gears and ignorant to service station bowsers.But it stretches its abilities to places other small cars dare to tread. Even in transit across part of the south-west of Germany on high-speed autobahns, the 1-litre, three-cylinder petrol Picanto held steady at 160km/h and felt capable of more.Autobahns are not, however, Kia’s favoured ground for the Picanto. Rather, this is a light car that will comfortably and efficiently transport up to four adults across town. It will become a preferred shopping trolley, a cost-effective commuter and even a fun car for the young at heart.The big stumbling block concerns its arrival in Australia - in fact, we may never see it.Kia Australia spokesman Kevin Hepworth says Kia wants it here and is pushing hard.“It’s certainly a car we want to have in Australia,’’ he says. “But no decision has been made yet.’’Kia makes the Picanto in Korea and Slovakia. The small hatchback comes with five or three doors, diesel and petrol engines, manual and automatic transmissions - so the field is ripe to pluck a model or two for Australia.There are three petrol engines - 1.0, 1.2 and 1.4-litres - but Hepworth says Australia is more likely to get the 1.2-litre and 1.4-litre petrol models in manual and automatic.“But I can’t see us taking the diesel,’’ he says of the highly-praised 1.1-litre three-cylinder turbo-diesel that gets a remarkable 3.2 litres/100km and a CO2 output of a mere 85 grams/km.“The diesel is a wonderful concept and is brilliant on fuel but the problem is that Kia may have trouble supplying it to our market. It is in huge demand in Europe and they’re taking every one that’s made. So our chances are very slim.’’We don’t know the price - but I reckon it’s a $13,000 opener and up to about $14,500 for the whole Monty - and the delivery date if it comes (but mid-2012 isn’t impossible). It’s probably well worth waiting for.Okay - so we don’t know the price but if we say $13,500 for one with some decent kit, then it’s up against the Nissan Micra and other light cars. It’s in a whole different arena to the Suzuki Alto - which is more about budget motoring - and the Hyundai i10 on which it’s based but not sold here.For me, the Picanto is really biting at the heels of the Volkswagen Polo. If Volkswagen send out tits new sub-Polo small car, the Up, then that will become its natural rival. That’s a rare statement putting a high-tech German up against a newbie Korean.Features are yet to be specified for us, though the highlights included the iPod integration, Bluetooth, generously proportioned and comfortable seats, good build quality and excellent driving position. I didn’t like the hard plastic trim throughout the cabin.This is one of Kia design boss Peter Schreyer’s handiworks. It has a lot of the new Rio hatch within its lines, though is a tad bolder with the side crease line. The new Kia grille is a shrunken version of that used by other Kia models and looks more like a fascia adornment than a functional intake. The five door I drove had easy access to the rear and space - for short trips - for two adults. The boot is small - no surprises there - through the rear seat can fold forward.Making small engines work across the demands of modern motoring is very difficult. The 1-litre petrol tested here is promoted by Kia as the world’s first three-cylinder car engine with dual-variable valve timing. lt’s a beauty and it’s a pity it’s not on Australia’s shopping list.The 1.2-litre four-cylinder petrol was also driven, this time attached to a four-speed automatic. This works, despite the four cogs, thanks to a strong flow of low-rev torque. Steering is electric-assist and it’s not bad. Certainly it is light at low speeds - so will suit inner-city driving - but it has good stability at high speeds.Kia says that if the Picanto gets down under, it will recieve localy-adapted steering, brake and suspension work in line with the successes the company has had with localised Sportage, Optima and Cerato models.No crash testing data was available but it’s believed the car would have the full suite of safety gear and six airbags if it gets here.This is so easy to pedal, weaving through the manic Frankfurt afternon rush hour with absolute ease. The 1-litre petrol as the optional Eco version that gets stop-start and a dashboard gearshift indicator to maximise fuel efficiency. The steering is really light but the car responds positively and feels well connected with the road.The engine is really eager off the mark and it’s only when you crank it up to start the autobahn test that you realise the pick up in speed is quite leisurely. Far better is the 1.2-litre - even attached to the four speed auto - that spins quickly to 6000rpm before upchanges and sounds rorty and purposeful. Ride comfort was very good but the German roads are a lot smother than the harsh, coarse Australian asphalt.So good was the quietness that I could hold a near-whisper conversation whle cruising at 160km/h. Cabin room for the two front occupants is sufficient, but recognise that this fits in the light-car class and is more compact than the small-car segment.