Articles by Neil McDonald

Let’s face it, Renault has had a tough time trying to re-establish its credentials in Australia since its return in 2001. Local buyers have not warmed to the French carmaker in big numbers despite the brand's reputation for quality, its enviable crash safety record and outstanding turbo-diesel engines.But today there is renewed enthusiasm for the brand and executives finally realise it must tackle the dominant Japanese players head-on on prices and equipment. To do this it has slashed prices and launched an expanded Laguna hatch and wagon range.Prices have come down between $1500 and $4000 depending on the model, without losing any equipment. A 2.0-litre turbocharged petrol engine now joins the model mix, complementing the competent 2.0-litre dCi turbo-diesel.Like the Koleos too, Renault has extended the warranty to three years and unlimited kilometres. It's clear the Renault France is helping the local operations adopt a more serious marketing attitude.Exterior Like many new-generation wagons, the Estate as Renault insists on calling it, looks very sporty and not at all like a tradition family wagon. Ahead of the B-pillar, the styling follows the Laguna III hatch, launched here last June. That means the front end gets the same streamlined headlights and long, sloping bonnet.On the hatch, the crease line extends along the boot, just below the rear LED lights, which give the car a distinctive rear profile at night. Diesel hatch models also get dual chrome-plated exhausts.Both the hatch and wagon share the same 2760mm wheelbase but the wagon has a bigger luggage area as befits its load-carrying design. The wagon has 501-litres of luggage space with the 60/40 split rear seats in place, increasing to 1593 litres when folded.At 4690mm long the, the hatch is 36mm wider than its predecessor, 10mm longer and 12mm taller. Although larger and more spacious the hatch 15kg lighter than the previous model.Chrome highlights on the side windows distinguish the Dynamique wagon and Privilege hatch. Depending upon the model, Laguna gets 16-inch or 18-inch alloys. Practical design features include an integrated fuel tank flap that replaces the cap, so you don't have to get your hands dirty when refueling. The wagon gets a steeply raked rear window, while the slightly elongated and curved side windows accentuate the car's sporty lines.PricingBoth the Laguna hatch and wagon are between $1500 and $4000 cheaper than previous incarnations. Hatch prices now start from $37,990 for the entry dCi hatch six-speed Expression manual, rising to $48,490 for the dCi hatch Privilege six-speed sequential automatic. This does not include on-road prices.Three new automatic-only wagons join the lineup, the Expression 2.0-litre petrol, Expression 2.0-litre dCi and luxury Dynamique 2.0-litre dCi. Wagon prices start at $41,990 for the Expression petrol, $43,990 for the Expression dCi and $46,990 for the Dynamique dCi. However, to get a final on-road price it's best to check with your local dealer.EquipmentThe Laguna has a five-star crashing rating and is well equipped. It has that polished European flare that will appeal to buyers looking for something different from the mainstream Japanese products.Both the Expression hatch and wagon get the full complement of safety gear from electronic stability control and traction control, eight airbags, automatic headlights and rain sensing wipers, front and rear foglights, cruise control with speed limiter, automatic parking brake, 16-inch alloys, leather steering wheel and gear knob, rear side sunblinds, dual-zone climate control with carbon and odour filter, heated door mirrors, cloth upholstery and a single CD player with MP3 compatibility and satellite audio controls.The Privilege is the range topper in the hatch lineup and adds a beige leather interior with electrically adjustable heated front seats, parking sensors, 18-inch alloys, chrome window surrounds, xenon directional headlights with washers, auto-folding mirrors, auto dimming rearview mirror and a premium in-dash six stack CD stereo.The Dynamique wagon ups the ante with dark-carbon leather/alcantra trim, 17-inch alloys, rear parking sensors, auto folding rearview mirrors, premium six-disc in-dash CD player and auto dimming rear-view mirror. Both the Privilege hatch and Dynamique wagon also get tyre pressure monitors.DrivetrainThe 2.0 litre dCi delivers 110kW at 4000 revs and 340Nm at just 2000 revs. Depending upon the model, the engine is matched to a six-speed manual or six-speed sequential automatic.The 2.0 dCi hatch's combined fuel economy figure is 6.0 litres/100km for the six speed-manual and 7.0 litres/100km the six-speed automatic. The dCi engine also complies with the Euro V emission requirements.Manual diesels get a dash-mounted gearshift indicator, called “eco-shift”, which tells the driver the best gear to select to improve fuel consumption.The 16-valve 2.0-litre petrol engine is turbo-charged, delivering 125kW at 5000 revs and 270Nm at 3250 revs mated to the automatic. The petrol engine delivers a combined fuel economy figure of 8.9 litres/100km.DrivingIn keeping with its French credentials, the Laguna wagon has a plush, supple ride and quiet, lavishly equipped high-quality cabin. However, the soft suspension comes at the expense of some damper control. An average roads north of Melbourne the wagon could be caught out over sharp bumps, sometimes crashing to its bump stops before recovering.It's not an issue on the highway, where the plush big-car ride will eat up the kilometres with ease. Despite the suspension, the wagon's overall dynamics are crisp, grip is reassuring and there's plenty of steering feedback.Both the 2.0-litre turbo petrol and turbo diesel are smooth and quiet and the six-speed automatic seamless and well mated to either engine. Those who appreciate the low-speed grunt of a diesel will opt for the dCi but the petrol is by no means a poor cousin.Adding the turbo petrol engine into the hatch lineup should broaden model's appeal. Renault expects it to account for 75 per cent of hatch and wagon sales.Snapshot Renault Laguna hatch and wagon Engines: 2.0-litre turbo petrol and 2.0-litre turbo-diesel driving the front wheels.Power: 125kW at 5000 revs (2.0 petrol); 110kW at 4000 revs (2.0 dCi)Torque: 270Nm at 3250 revs (2.0 petrol); 340Nm at 2000 revs (2.0 dCi)Economy: 8.9 litres/100km (2.0 petrol); 6.0 litres/100km (2.0 dCi)

Most importantly, it means every car price you now see in advertising is a 'drive-away' price. And with the new Australian Competition and Consumer Commission regulations, prices will appear to rise as much as $4000 for popular family cars like the Ford Falcon or Holden Commodore, depending on the State you live, because dealers must now include the full on-road costs of a vehicle.Car dealers have to list all the costs of buying a new vehicle in their advertising. There will no longer be ‘hidden costs’ – prices cannot be advertised as ‘plus on-road costs’, for example.Advertising must include dealer preparation and delivery charges, as well as registration, stamp duty and third-party insurance fees.Stamp duty and CTPThese costs differ in each State. For example, stamp duty in Victoria is 2.5 per cent for vehicles up to $57,009 while in NSW it is 3 per cent for vehicles up to $45,000. Stamp duty also differs in South Australia, Tasmania, Western Australia and Queensland, where it is based on engine size.Compulsory third party insurance also varies in each state and from suburb to suburb.Dealer deliveryDealer delivery is the cost a dealer charges for preparing a vehicle for sale. It can be as much as $5000 on some high-end European imports and upwards of $2000 for locally built cars.This week many companies have removed any mention of prices in their print ads and websites so they don't run foul of the ACCC for non-compliance. Prices that are listed are "drive-away".Car companies are working frantically to update their websites with full disclosure of prices, as well as the "hidden costs" that add up to $3000 to a $20,000 car in each State.This will necessitate a redesign of each site's hardware to allow for price differences between states with different "on road" costs.What you need to knowWhen shopping, car buyers must be given a single, drive-away price that includes the following.1. The vehicle's purchase price;2. stamp duty;3. compulsory third party insurance (CTP); 4. Registration; 5. Dealer delivery fee.The single price should relate to the featured model of the vehicle.If a dealer or carmaker is advertising a new vehicle and the single price includes less than 12 months registration, this should be advertised clearly and conveyed to the consumer.Any vehicle advertisement should be clear and there should not be any potential to mislead or misrepresent the vehicle in any way.Differences in final costSample vehicle: Ford Falcon XT sedan five-speed automatic (white) drive-away*Melbourne: $41,740Canberra: $42,462Sydney: $41,500Adelaide: $42,806Hobart: $41,745.10Brisbane: $42,256Perth: $42,249Darwin: $41,575* Metro dealer, 12 months rego. Sample includes dealer delivery fee but does not allow for different fee between metro dealers 

The Toyota Yaris-size Fabia is considered to be a good sales prospect in the current market. However, currency exchange rates are making it difficult to build a case for the light car locally, Skoda spokesman Karl Gehling says. Earlier this year the head of Skoda Australia, Matthew Weisner, gave a glimmer of hope by saying that the Fabia RS Concept shown at Geneva could be the best way to launch the car here. The RS could help launch Fabia with a top-down strategy. Like Suzuki and its Alto, Skoda also has an option of sourcing the future Fabias from a low-cost country like India, where the car will be built alongside the new-generation Polo. The RS uses a 1.4-litre TSI four cylinder engine, from the Golf, which has a turbocharger and supercharger for performance and economy.

However, Skoda Australia is confident the Volkswagen Tiguan-based off-roader will be a starter and potential best-seller for the brand. Volkswagen Group Australia spokesman, Karl Gehling, says VW Group Australia executives have assessed the car and loved it. But all he can say is that it is "under consideration at the moment". "It comes down to whether we can get it in and for the right price," Gehling says. "There is a lot of work to be done." Gehling believes the off-roader could be the one car that has a chance to propel Skoda Australia into the mainstream and lift the brand's awareness among buyers. The Czech brand is still trying to build momentum locally. It was relaunched at the end of 2007 into a strong market but since then the new car market has collapsed. However, with the refreshed Octavia petrol and TDI range on sale and the RS performance sedan and wagon and the Scout crossover due later this year, the company is planning for better times. If, and when the Yeti arrives, Gehling does not think it will compete or take sales from the competent Scout. "They are essentially two distinct cars," he says. Skoda's European executives say the Yeti would be a good fit for Australia. They believe that it could undercut the Tiguan on price, like it will do in Europe when the off-roader goes on sale in a few months. The Yeti will be available in Europe with both all-wheel drive and front-wheel drive with the opener being a 1.2-litre TSI petrol engine driving the front wheels. Buyers will also have a choice of another 1.8-litre TSI petrol engine, as well as three turbo-diesels of 81kW, 103kW and 125kW. The 81kW will be available with either front or all wheel drive, while the rest of the TDIs will use the same Haldex all-wheel drive system shared with Tiguan, which automatically engages when needed. The compact off-roader is 4200mm long a features distinctive styling. The wagon also has 1760 litres of luggage space with the rear seats removed. As it is based on the Tiguan, the Yeti is expected to handle well and cope with moderate off-roading. Momentum is building for the car across Europe and it has already received some favourable reviews. Germany's Autobild magazine has even voted the Yeti ahead of the Tiguan in a recent test of five Volkswagen cars against five Skodas.

The sporty RS, for Rally Sport, will continue to be available as a sedan and wagon — Combi in Skoda-speak — with the same 2.0-litre TSI petrol and 2.0-litre TDI engines.VW Group Australia spokesman, Karl Gehling, says Skoda wants to lift interest in the RS locally, which until now has had modest success. Both the VW-sourced petrol and TDI units are proof Skoda is on the right track.ExteriorWhat a difference a new grille and headlights make. Like the Octavia models, the RS benefits with some beneficial styling tweaks ahead of the A-pillar. The bonnet is more pronounced, thanks to some sharp crease lines and the headlights and grille look more purposeful. The honeycomb lower air intake also looks good.As a result, the whole front end looks more dynamic and less conservative than the old model. The rear end gets new tail-lights and a more defined bumper.Inside the cabin gets better materials for a higher quality finish, new centre console and heating controls, as well as a new three-spoke multi-function steering wheel. The heavily bolstered sports seats have new trim.PricingAlthough we're still a few months away from the arrival of the RS, Skoda Australia expects the newcomer to come in around the same prices as the current car. That means a starter around $38,000 for the 2.0-litre TSI manual, topping out around $44,000 for the 2.0-litre TDI wagon.EquipmentRS buyers can expect a 13mm lower sports suspension with stiffer spring rates, stability control, 17-inch Zenith alloys, boot spoiler on the sedan, sports seats and pedals, climate control airconditioning, three-spoke leather steering wheel and for the first time LED daytime driving lights.Safety gear includes six airbags, active front head rests, tyre pressure monitoring, anti-lock brakes with electronic brake pressure distribution and traction control. A six-speed DSG gearbox will be optional.DrivetrainThe engines and transmissions carry over. Volkswagen fans will love the silky 2.0-litre TSI four cylinder and 2.0-litre TDI, both of which are mated to six-speed manuals or the six-speed DSG gearbox driving the front wheels. Both engines comply with Euro V emissions requirements.The TSI pumps out 147kW from 5100 to 6000 revs and 280Nm from 1700 revs while the TDI manages 125kW at 4200 revs and 350Nm from 1750 revs. The TSI gets 7.5 litres/100km combined while the TDI delivers 5.7 litres/100km. The TSI wins the acceleration stakes with a zero to 100km/h time of 7.2 seconds for the six-speed manual, while the TDI is not too far behind with 8.3 seconds.DrivingVisually, the hotter Octavia benefits from the styling updates of the Octavia range but the 17-inch Zenith alloys really do set the car off. However, look closely and you won't be able to tell the TDI from the TSI. There are no badges to distinquish the pair and it’s only when you fire up the TDI that you realise it's a diesel.On the road, the TDI exhibits some turbo lag low down, which is annoying if you want to press on or are winding through mountain passes. The trick is to keep the turbo “on-song” by selecting a lower gear and then change up early to use the available torque of the TDI.Handling wise, the RS is bias to a predictable and progressive understeer. It's never a problem and most average drivers will back off before the understeer becomes a problem. Apart from the understeer, the RS has a wonderfully balanced chassis and will reward a driver who is smooth and in-tune with the car's handling and its limits.The ride is firm but not uncomfortably so and at high-speeds on the Autobahns it was rock solid and the cabin quiet. Buyers will not be disappointed with either engine. But the TDI proves that it is more than competent to wear the RS badge of honour.For more detailed drive impressions, see your Carsguide print section or check back here in a few days.

The new all-electric Mitsubishi i-MIEV is about to go on sale in the Japanese domestic market for $43,000 – more than its bigger hybrid rivals from Toyota and Honda.But despite the micro-car's high entry price, Mitsubishi Australia spokesperson, Lenore Fletcher believes it will still be popular when it arrives here, possibly next year. She does not believe its price will be a barrier for acceptance.Local pricing is not yet confirmed but Fletcher says judging by the reaction of 150 people at recent drive days around the country, the car will be a hit. "If we had 20 i-MIEVs tomorrow they would all be sold," she says. "We've had people trying to give us firm orders for the car."Participants were surprised by the power and refinement of the little hatch, she says. And she is confident prices will come down as these electric cars become more common and production ramps up to achieve economies of scale. Mitsubishi Australia is bouyed by the fact that many fleets are interested in the car to sell a green message.The rear-drive i-MIEV develops 47kW, the same as the three-cylinder petrol-powered Mitsubishi "i" but delivers 180Nm from zero revs compared to the petrol car's 94Nm. It also contributes 70 per cent less C02 emissions than a similarly sized hatchback.The car has been fully certified to Australia Design Rules and has compliance so Mitsubishi Australia is just waiting for the nod from Japan.It has a range of about 160km from its lithium-ion battery pack. With about 85 per cent of commuters travelling less than 100km a day, Fletcher says the i-MIEV is an ideal city car.Just 2000 i-MIEVs will be built in Japan this year but the car's popularity has already prompted Mitsubishi to lift production. Next year it will build 5000 cars and by 2013 it hopes to build 30,000 a year.Mitsubishi, like many leading carmakers pushing the electric button, faces a lack of supply of battery components for their vehicles. The new Toyota Prius goes on sale in July and is expected to cost slightly more than the Honda Insight. Honda Australia is aiming for a sub-$30,000 price for the Insight and had originally hoped to have it on sale here this year. However, the car's popularity overseas has pushed out its local launch to the second half of 2010.In Japan, the i-MIEV will initially be sold to fleets with private sales starting later this year. Apart from Australia, it will be sold in Europe and North America.Mitsubishi, along with Nissan Australia, wants more government incentives to get people into electric cars.

But the Concept BlueSport still lives and is capable of taking on the mighty Mazda MX-5 if a full-scale production plan gets the go- ahead from Volkswagen headquarters in Wolfsburg, Germany.The gorgeous little BlueSport roadster was rolled out to test its potential at this year's Detroit motor show, but since then the mid- engined sporty has been off the radar. Until now.Volkswagen executives are now saying the Concept BlueSport could become a reality despite the global downturn short-circuiting many short-term development plans for many car companies.VW's global production communications chief Christian Haacke admits the almost-production-ready MX-5 fighter remains a challenge in the current global market but it could still become a reality."The first challenge is to come up with a plan how to build the volumes required to earn money from such a car," Haacke says. "The second challenge is to finish it and, as you can imagine in the current environment, this presents a problem."But Haacke believes the concept would be a perfect fit in the growing VW portfolio, which spans everything from budget Skodas up to luxury Lamborghinis. "With our nine brands we are in an excellent zone to help build a car like this. The idea of a small two-seater has been around VW for a long time," says.Haacke says if the Concept BlueSport gets the green light there are plenty of engine options to fit to the compact sports car, from the new 1.2-litre TSI in the latest Polo to larger 2.0-litre TSI and TDI engines. "Of course we have plenty of engines available," he says.If the Concept Blue becomes a reality, the car will be built using a similar strategy to that adopted by Fiat with the X1/9 and Toyota with its MR2, taking existing off-the-shelf engines and mechanical pieces before fitting them in purpose-built bodies.VW will not admit it publicly, but it has looked on with envy at the global success of the MX-5 and thinks it could replicate or better that success with a similarly sized VW-badged sports car that could give the Porsche Boxster and Audi TT a run for their money.Based on the MX-5 experience, this could mean a mid-engined VW sports car could sell for between $40,000 and $65,000, depending on engine and specifications.The Concept BlueSport is 4000mm long but tips the scales at less than 1200kg. The show car has a 2.0-litre TDI diesel sitting mid-ships that develops 134kW at 4200 revs and 350Nm from just 1750 revs, through VW's new seven-speed DSG gearbox. This gives the car a zero-to-100km/h sprint time of 6.6 seconds and top speed of 226km/h.However, apart from outright performance, what makes the BlueSport different is that it averages 4.3 litres/100km yet emits just 113g/km of harmful CO2 emissions.The show car is no lightweight toy, either, with massive 235x35ZR19 tyres up front and 245x35ZR19s at the rear, bi-xenon LED headlights, touchscreen controls and an easy-to-use soft-top roof that could be removed in seconds. Its leather-clad seats are made from light-weight materials and have single-piece backrests.

As a result there is a lot riding on the development and success of the fifth-generation Polo, which has just been launched in Europe.As one of the most popular VWs globally and best seller in Germany, VW Australia has high hopes for the new car.Sales of the current car are up 36 per cent this year, thanks to a strong marketing push.The head of exterior design for the new Polo, Oliver Stefani, says there was a desire to give the new car a “simplicity and elegance” but connect with the VW family DNA.“It is the first Polo to get a distinct shoulder line and this, combined with the larger wheels and wraparound headlight and grille treatment helps give it a VW identity,” he says.Volkswagen has benchmarked the Polo against its key European competitors, the Opel Corsa, Peugeot 207 and Ford Fiesta. In the Australian market it must also tackle the Mazda2, Ford Fiesta, Toyota Yaris and the budget-end Koreans.The five-door arrives to market first but VW will also build a three-door, sedan as well as a three and five-door GTi version.ExteriorVW has borrowed some of the front-end styling cues from the Golf to give the Polo a bigger, more sophisticated look. The car has grown slightly. It is 54mm longer, 32mm wider but 14mm lower in height than the previous model and the front and rear tracks are 29mm and 30mm wider.The wheelbase has edged up ever-so-slightly to 2470mm, a 4mm increase while the ride height has been lowered 20mm. In size the new Polo mirrors the Golf III.VW says the goal with the Polo was to deliver a level of quality, both technical and visual, generally found on cars several classes higher. They’ve succeeded.Pricing The Polo is still more than nine months away from Australia so it’s difficult to gauge pricing for either the three or five door hatch.However, VW Australia spokesman, Karl Gehling, says the aim is to bring the car in close to the current models. That means an opener around $16,990 for the 1.4 and upper models in the $19,990 to $21,990 bracket.As a guide, UK prices have risen just over $1000 for the new hatch.Platform and equipmentThe Polo sits on an all-new platform shared with the Skoda Fabia and Seat Ibiza, but like the Golf, much of the architecture has been refined, honed and polished into a car that will comfortably fill out the top end of the light car class.In Europe three models are available, Trendline, Comfortline and Highline and these models are likely for Australia.The latest fifth-generation Polo is almost a generation and a half above the old car; such is the level of engineering integrity in the vehicle. There’s soft-touch plastics around the cabin in the high-end models and thoughtful touches abound like the recess in the glove compartment to house the large owner’s manual and free up glovebox space.Electronic stability control is standard on Euro Polos, with six airbags also available. Satellite navigation and tyre pressure monitoring are also available.The entry 1.4 is tipped to get 15-inch wheels, cloth interior, electronic stability control, six airbags, hill hold control, electric windows, height and reach adjustable steering, pollen filter, air conditioning, and central locking. Upper end models are expected to get 15-inch alloys, cruise control, climate control, parking sensors and electric windows and mirrors.Like the Golf, premium CD stereos are also expected to be available, along with satellite navigation.The new body is significantly stronger. VW has reduced crash intrusion into the footwell area by 50 per cent and side intrusion by 20 per cent.VW expects the Polo to get a five-star crash rating in the new, tougher, EuroNCAP testing.Drivetrain In Europe the front wheel drive Polo comes with a choice of seven petrol and turbo-diesel engines, five of which are new.There will be three engines for Australia. A 1.4 normally aspirated four cylinder carried over from the old model but updated to Euro IV emission levels, a 1.2-litre TSI that will replace the 1.6-litre petrol and a 1.6-litre TDI, which will replace the 1.9-litre TDI.The 1.4 petrol engine develops 63kW/132Nm while the 1.2-litre TSI pumps out 77kW/175Nm. The TDI engine chosen for Aussie-spec Polos develops 66kW/230Nm.The 1.4 petrol and 1.6 TDi get five-speed gearboxes, while the 1.2 gets a six-speed.All are expected to be available with optional seven-speed DSG gearboxes.The 1.2 TSI and 1.6-litre TDI are new engines in the Polo family. VW claims a 20 per cent fuel economy improvement in the TSI and 15 per cent in the TDI. The TSI’s combined fuel figure is 5.5 litres/100km, the TDI 4.2 litres/100km and the 1.4 5.9 litres/100km.Ultra-frugal Bluemotion engines are available in Europe but are unlikely for Australia in the short term.DrivingIn the photos the Polo looks like a small car. It’s only when you walk up to the little five-door hatch that reality sets in.It is actually destined for the light car class but the large-car looks and mini-me Golf design will certainly help sales.The driving position is typically VW. That means everything is set out in a thoroughly planned way but unlike VWs of the recent past, the look and feel is not austere. The cabin has a VW family feel and that carries over to the quality levels. The doors shut with that Germanic “thud” and VW can be confident that the cabin ambience will attract buyers looking for prestige in a class dominated by highly-competent but “built-to-a-budget” rivals. Buyers who do not want to sacrifice quality and class when they downsize will love the Polo.The caveat on this German build quality is that Australian Polos will come from South Africa so we hope the quality levels are as good as the Spanish built cars we drove. Previous-generation Golfs out of South Africa had patchy build quality.On the road, the Mazda2 and Ford Fiesta may feel and drive more dynamically, but the Polo responds well to measured driver inputs and finesse. Smoothness is the name of the game in this car and it repays such precision with fatigue-free driver and passengers.Press-on drivers may be disappointed that the chassis is not a bit sharper and the damping a bit firmer but we’d suggest that the vast majority of Polo buyers will be very happy with the ride and handling. The electro-mechanical steering, like many VWs we’ve driven, does lack some feedback though.Those buyers wanting a crisper driving experience will have to wait for the GTi.The 1.4-litre petrol engine is smooth, revvy and elastic at low revs. It is not overly endowed with urge but is a very sweet engine.Pushed into corners the 1.4 will understeer – push wide through corners - but the all-round composure is reassuring and confident. The TSI, fitted with 17-inch wheels and tyres, feels flatter and more precise without any loss of ride comfort.The front McPherson strut suspension and rear semi-independent suspension have been tweaked for better stability and ride comfort.Both the five and six speed manuals are smooth and precise and the seven-speed DSG is seamless. VW expects that most Aussie Polos buyers will go for the DSG gearbox. They won’t be disappointed.Although there is nothing wrong with the 1.4, the TDI and TSI engines are the pick.They are such sophisticated little engines there is little to separate them. The petrol engine revs harder but the TDI has better low-down torque.The 1.2-litre TSI version could easily wear a GTi badge and you’d be happy, such is the mid-range performance for overtaking. Maximum torque of 175Nm is available between 1500 revs and 3500 revs.Forget all you know about 1.2-litre four cylinder engines, the TSI Polo engine rewrites the book on how good small capacity engines can be. The TSI is deceptively quick with a top speed of 190km/h, yet flexible enough to pull away in third gear under 40km/h.We spent time in the higher capacity 77kW/250Nm Polo TDI but all TDIs share a common rail design that is sweet revving, quiet and demonstrably strong.All three engines are impressively quiet too. At 110km/h all engines are muted and suppressed and wind noise is virtually absent. Even with the rear seats folded and piled with luggage the cabin remains quiet and free of any road noise or “booming”. The overall body integrity shines through here.It feels substantial, well planted on the road and even back seat passengers are not treated as second-class citizens. Where some of the rivals pamper front seat passengers but are let down in the back, the Polo is a complete, quality package. Luggage space is also a respectable 280 litres with the reat seats up and 952 with the seats folded.The previous generation Polo may have lacked a clear on-road identity that set it apart from its rivals.But the new car has rectified this. It has a strong sense of sophistication and on-road composure that is likely to push it to the top of the light car class.For more a detailed test drive report, see Carsguide print sections or check back here this weekend.Engine: 1.4-litre four cylinder, 1.2-litre four cylinder turbo (TSI), 1.6-litre common-rail turbo-diesel (TDI)Power: 63kW at 5000 revs, 77kW at 5000 revs (TSI), 66kW at 4250 revs (TDI)Torque: 132Nm at 3800 revs, 175Nm between 1500 and 3500 revs (TSI), 230Nm between 1500 and 2500 revs (TDI)

The wraps came off the Opel-designed Astra hatch this week ahead of its September Frankfurt motor show debut but the small car faces an uncertain future locally. GM-Holden is currently reviewing its small car line-up, which means the newest Astra may not have a future in Holden’s Australian lineup, particularly given the imminent arrival of the petrol and turbo-diesel Cruze sedan. The Cruze arrives in GM-Holden dealers next month. The company has halted imports of the current Astra for two months because of currency fluctuations and pricing problems with Opel, the European arm of General Motors. GM-Holden executives say there is room for both models but the Astra needs a favourable business case to be profitable. Initially available as a five-door hatch, the Astra will also be available as a wagon, cabrio and two-door GTC coupe. The new car’s design team was led by vice president of GM Europe Design, Mark Adams, the British designer responsible for last year’s European car of the year-winning Vauxhall Insignia, which has replaced the Vectra in Europe. With a strong, cab-forward design, steeply-raked windscreen and sloping rear roofline, the hatch borrows some of the design cues found in the Insignia. Like the Insignia, the Astra went through more than 600 hours of wind tunnel testing aimed at delivering strong performance, economy and overall refinement. Adams says he wanted the car to have the same premium cues as the Insignia “inside and out”. The hatch is 4400mm long and has a 71mm longer wheelbase and all-new chassis to improve passenger room and packaging. The car gets wider front and rear tracks and a new rear axle design to improve stability and agility. Opel says the rear axle also enhances ride comfort. Opel has held off showing off the car’s interior but like the Insignia, it is expected to be curvy and driver focused with a wrap-around dashboard and high quality materials. In Europe the Astra will be available with a range of Euro 5 petrol and turbo-diesel four cylinder engines. The highlight of the engine line-up is an all-new, 104kW/200Nm turbocharged 1.4-litre petrol four, part of Opel’s commitment to engine downsizing and reduced emissions/fuel consumption, while retaining the performance of a larger capacity vehicle. The 1.4T joins a turbo-charged 1.6-litre four cylinder that delivers 134kW and replaces the existing 1.8-litre four. The four diesel engines range in capacity from 70kW to 120kW. Like the Volkswagen Golf, the Astra has moved up a notch with equipment. It will be available with the latest-generation adaptive headlights, which have bi-xenon lights that change in intensity depending on speed. A similar system was introduced on the Insignia. The hatch will also be available with GM’s optional FlexRide three-mode active damping system. It has three damper settings, standard, sport and tour, yet is also fully adaptive to driving style and cornering speed. The Astra is GM-Holden’s most popular small car and most popular car after the Commodore. In the UK it accounts for 30 per cent of all Vauxhall sales.

Even though the mean-looking CST-R did the rounds of the Sydney and Melbourne motor shows to gauge public reaction it was overshadowed by two other stars, the GT-R and new 370Z. However, Nissan Australia's brand manager, Darren Holland, says he would like to have a hotter-looking Tiida in showrooms soon. Although he is reluctant to put a date on it, he sees the CST-R as the perfect vehicle to help rev up interest in the Tiida, now in its fourth year of local sales. A small run of possibly 250 CST-Rs could lift the model until the next-generation Tiida arrives around 2012, he says. "It's certainly something we're looking at," he says. "It's on the to-do list. "We could do a couple of hundred and I think the dealers would be happy with that." Holland says some dealers are already taking matters into their own hands, doing their own tricked-up Tiidas with 17-inch wheels and bodykits. Despite the urge to resurrect the SSS name for a hotter Nissan, Holland reckons the special Tiidas would not warrant the SSS tag, a performance 2.0-litre model made popular by Nissan in the 1990s. "The SSS is a completely different style of car," he says. "We wouldn't call it the SSS." Holland also has his eye on the new Maxima, which goes on sale next month. He thinks a tricked-up Maxima will lift its image. "I think this new car is definitely a candidate," he says. "Probably more so than the previous-generation Maxima." However, Holland is not rushing into either the CST-R or a body-kitted Maxima. He wants to bed down the new Murano, GT-R, just-launched 370Z and launch the front-wheel drive Dualis later this year before looking at other potential candidates. The CST-R concept was built by Nissan's aftersales department to get some customer feedback. It grabs an array of bits and pieces from Nissan Japan's Impul accessories line. Impul versions of the Tiida, Note, Cube and Micra are popular in Japan. The CST-R received a lowered suspension, 17-inch wheels with black alloys, chrome exhaust, leather interior and Bluetooth compatibility. In Japan Impul can also chip engines for more power or fit a supercharger, however this is unlikely for Australia, Holland says. The Tiida name replaced the well-known Pulsar name when it was launched in 2006 but the small car has never sold in the numbers, nor experienced the Pulsar's popularity. Nissan moved production to Thailand and cut the entry price from $19,990 to $17,990, which has helped push sales. This year Nissan has sold 2974 Tiida sedans and hatches, down almost 11 per cent compared to last year. In its first full year on sale in 2006 11,014 were sold, compared to 17,643 Pulsars in 2005.