Articles by Peter Barnwell

Without stretching too far, you could conceivably opt for Peugeot's 308 2.0-litre diesel Allure instead of a BMW 3-series and come out driving a vehicle with quite a few similarities at about 25 grand less.FAMILIARThere's a familiar drive feel between BMW's 2.0-litre turbo diesel 3-Series and the Pugs and the ride and handling package is sporty/comfortable in both. They offer about the same interior room and are similarly economical. The Pug is just as luxurious as a diesel 3-Series offering a swag of high-end goodies and it now looks classy outside thanks to a toned-down face and other styling tweaks.Still a front wheel drive though but that shouldn't trouble the average punter as the 308 is a good thing to drive, a good thing to own especially now that Peugeot has fixed price servicing and fun to drive.VALUEPeugeot revamped the 308 about 18 months ago adding new equipment.  The test vehicle, top of the five-door hatchback range, goes for $37,990 but you get more car than you think because the styling tricks your eye. It's quite well endowed technically with a wide range of multi media kit, Bluetooth phone and audio, auto wipers and headlights, an electrochromatic rear view mirror, dual zone climate control air and a modern technical look to the dash. Not quite to VW levels at this stage though.TECHNOLOGYWe like the way it goes with plenty of kick from the 2.0-litre turbodiesel engine driving the fronts through a six speed conventional auto. With 120kW/340Nm on tap it matters nought. Fuel economy rates a combined 6.1-litres/100km.DESIGNIt's quite a large "small" car with adequate room for five inside and a decent boot. Peugeot have added a smaller grille with more of a V-shape as well as myriad other changes. The sporty seats have partial leather but cloth where it counts and a useful range of lumbar support adjustment. The folding rear seats add to its practicality.SAFETYAs expected, the new 308 gets a five star safety crash rating.DRIVINGYou'll never find it lacking. It's just a matter of pushing your right foot and away it goes -- whoosh. Up to 35kg has been shaved off 308's weight but this particular model still tips the scales at a hefty 1427kg.VERDICTThe 308 is growing on us. We are about to embark on a Christmas holidays road trip of a few thousand kays. That will be the real test. Will keep you posted.Peugeot 308 2.0 HDi AllurePrice: from $37,990Warranty: Three years/100,000kmSafety: 5-star ANCAPEngine: 2.0-litre diesel 4-cyl, 120kW/340NmTransmission: 6-speed auto, FWDDimensions: 4.3m (L), 1.8m (W), 1.5m (H)Weight: 1427kgThirst: 6.1L/100km (as recorded), 164g/km CO2

Holden hasn't had a genuine off road passenger 'fourbie' for more than a decade, ever since the demise of the Holden Jackaroo and before that, the 'postcode' size Holden (Chevy) Suburban.Smaller Captiva SUV has limited dirt credentials and the Colorado ute on which the 7 is based is too much of a tradie truck for people wanting a family vehicle with off road capability.Colorado7 was developed alongside it's ute sister and is built on the same Thai production line but differs in a number of areas, in particular, the rear live axle/coil spring suspension and the wagon body (on-chassis ute style). Front suspension remains a double wishbone setup.With a Toyota Prado GX five-door diesel wagon nudging the $60 grand mark on the road, Holden's new Colorado7 medium large, genuine off-roader seems like a real bargain at a starting price of $46,990 for the LT model. It's more of a competitor for the awful Mitsubishi Challenger and costs about the same.Two models are available; the LT and leather equipped $50,490 LTZ which scores 18-inch alloys, LED tail lights, chrome body hardware and climate control among a somewhat generous equipment list for the ask.Both vehicles have plenty of kit - the usual stuff you'd expect in a new model like Bluetooth, multi-function steering wheel, trip computer, power ancillaries and cruise control. Nothing really clever though... like some of the Europeans.We only got to drive the LTZ with leather, climate control and electric adjust driver's seat. It was OK. The seat is a bit flat and that overpowering grey plastic is not nice. It shares a similar boof-head style with the Colorado ute which might be to some people's taste (not ours) and is a good size for general duties - not too big though it's a fair hoik up into the cabin.The third row of seats folds into the floor and is relatively easy to access for smaller people. Second and third row seats tumble-fold into the floor to create a large load space.Power comes from the same 2.8-litre four-pot turbodiesel out of Colorado ute that achieves a strong 132kW/470Nm output while consuming fuel at a claimed average of 9.4-litres/100km. The engine and a six-speed conventional auto transmission are standard on both models.As is selectable 4x4 with 2WD and 4L and 4H available by turning a dial in the centre console (on the fly too) though we couldn't get it to work on our test drive. This type of 4x4 system is old-school but preferable for serious off road driving.Crash rating is five stars and it has safety features such as a reversing camera and rear park assist.Despite it's on road ride/handling shortcomings (like a truck), Colorado7 is quite handy off road where the soft suspension comes into its own as does the ride height/ground clearance and other off-road features. Still, one of the drive cars got stuck on a slippery hill off road due to the road biased tyres losing traction.It will tow 3.0-tonnes though we wouldn't like to do it to a Colorado7 we owned. There's a sump guard for rough roads and other handy stuff like hill start assist and a limited slip rear diff. We were left in two minds about this vehicle. It's only average on sealed roads, bit of a bus actually but is pretty good off road.So... good if you get out into the bush or tow a smallish trailer/boat/van, not so much if you intend using it as a people mover around town.

Despite being a contradiction in terms, the four door coupe look has legs with a few manufacturers going down that path including Mercedes-Benz and Hyundai. Most notable is the arresting Benz CLS that really lit the wick for this type of car more than a decade ago.VALUENow sporting the square-set VW front and rear end styling, CC cuts a fine silhouette on the road from all angles and backs this up with a level of luxury not often seen this side of $100 grand.But the CLS spells big bucks unlike the Volkswagen CC - a similar style car but at an affordable starting price of $54,990 for the front wheel drive 2.0Tdi we drove. There's also an all wheel drive 3.6 litre V6 petrol model at ten grand more - still a bargain in the greater scheme of things.It used to be called the Passat CC but that's now been abbreviated to simply CC - just like corn chips. But there's nothing corny about the VW CC - it's the real deal and a sheer delight - to look at and to drive.FEATURESGoodies include Nappa leather upholstery, a high tech Satnav system, rear view camera, premium audio with a multi device interface, comprehensive trip computer, dual Bluetooth, auto bi-xenon headlights, paddle shift, adaptive cruise and plenty more. The test car also came with Driver Assistance Package that features lane assist, side assist with steering intervention (yes), adaptive cruise and front and rear emergency braking.We were taken aback by the level of intervention all this equipment can deliver when activated. It will actually steer you away from the sides of the road if you stray, it will stop the car if you miss a stationary object in front, it will maintain a pre-selected distance behind a leading car over  a wide variance of speeds.Where does it all end? Cars will drive themselves we reckon - and not too far into the future.TECHNOLOGYThe CC runs a 2.0-litre turbodiesel four cylinder engine we've seen in numerous other VW products, with, in this case, a six-speed (DSG) dual clutch manumatic driving the front wheels through an extended locking differential (XDL) similar to that in the Golf GTi.The transmission is well suited to the engine giving short increments between gears that are selected imperceptibly up and down. There's a sport mode if you want sharper responses.The engine is good for 125kW/350Nm and can get as good as 5.7-litres/100km thanks to extensive use of Bluemotion "eco" technology - brake energy regeneration, auto stop/start optimised aerodynamics, low rolling resistance tyres and other stuff. CC has strong performance and makes minimal noise or vibration.DRIVINGThe ride is sports/luxury, capable yet cossetting, cruisy but corner friendly. Safety is five stars with eight airbags and stability control doing its stuff. On the road it feels luxurious and sporty. You can waft along at the speed limit in a cocoon of near silence. Hit out on secondary roads and it's the same - supple and controlled.The engine delivers strong roll on response thanks in part to 350Nm being available from just 1700rpm. But we found the side assist system caused a disconnected, wandering feeling in the steering. Lucky you can turn it off.The cabin has ample seats for five, slightly compromised in rear headroom , and a large boot replete with a full size alloy spare.Park assist is handy as are the rain sensing wipers and dusk sensing headlights (bi-xenons). We really like the looks of this car - it's a class act inside and out. The interior is right up there with the heavy hitters in the luxury class. It's no sports car but is elegant and stylish from all angles.VERDICTNo need for the V6 because the turbodiesel has plenty in reserve....and the front drive system is capably controlled by that electronic diff.Volkswagen CCPrice:  from $54,990 (diesel), from $64,990 (petrol)Warranty: Three years/unlimited kmResale: 47%Service interval: 15,000km/12 monthsSafety: five starSpare: Full-sizeEngines: 2.0-litre turbodiesel, 125kW/350Nm; 3.6-litre petrol V6, 220kW/350NmTransmissions: Six-speed dual-clutch automatic, FWD (diesel) AWD  (petrol)Weight: 1526kg -1656kgThirst: 5.5 litres/100km diesel, 144g/km CO2; 9.3 litres/100km petrol, 215g/km CO2

Audi's RS range of high performance cars occupy pride of place at the Ingolstadt feed lot but the line between them and slightly lesser models is becoming blurred if the new S4 Avant is any indication.The S cars don't cost as much as the RS cars but in this case, you'd be better off saving the (considerable) dosh and go for the penultimate model S4 Avant. It gets within a whisker of RS performance and the S cars are possibly better all rounders for everyday driving.This is the first time an Avant S4 has been available here ($123,900) and it's a cracker of a drive as well as looking the business. A sedan version is also available for a few grand less.The S4 is a repository for plenty of desirable kit from the extensive Audi equipment list but you can still inflate the price considerably by ticking the boxes. There's no need really because S4 boasts, among other things, Audi's Drive Select system that offers five modes: dynamic, auto, comfort, normal and individual. It changes calibrations for engine, throttle, transmission, steering, suspension and even the aircon' system.Should be on all prestige and performance cars. We settled for `auto' or `dynamic' modes most of the time. Other handy features include radar cruise control, lane assist and attention assist but a reverse camera is optional - on a high end Euro wagon... We love the auto wipers and headlights and electric tailgate but the space saver spare is a bummer.The interior is full-glam' in muted metallic and grey tones complete with classy leather upholstery, sports seats and a beautifully finished and integrated dash. There's a large info screen with controls for many functions and a premium audio with 20 gig music register.There isn't much lacking inside that's for sure. Exterior styling  features the new A4 mask and minor body tweaks that came when the model was revamped earlier this year. It looks better than ever, in this case accentuated by optional 19-inch titanium coloured alloys, minor body aero add-ons and brushed alloy roof rails.Exhilarating performance comes from the supercharged  3.0-litre, petrol V6 engine with direct injection and variable valve timing. It clocks a 0-100kmh sprint in 5.0 seconds and thanks to stop start and other efficiency measures, uses as little as 8.1-litres/100km. The 3.0-litre is in other Audis but they don't drive as well as this one which seems to go better and certainly sounds better - arguably the best sounding V6 currently available.A rumbling blatt on full throttle upchanges comes from the quad-tip exhaust and is a new sound dimension compared with the exhaust pop of other makes. It's good for 245kW/440Nm, the latter at around 1750rpm through to 5000 plus.Drive is to all wheels via Audi's refined quattro system after moving through a dual clutch S-tronic manumatic. The test car had the optional sports differential with torque vectoring providing a higher level of grip and traction. Sporty driving is aided by paddle shift on the fat, flat bottom, multi controller steering wheel. It's practical too with room for five and a large, expandable load space.We'll have to change our opinion of 3.0-litre V6 petrol engines after this experience. The car looks a million bucks too. 

Chinese vehicles are now well established in this country thanks to Great Wall. Other players are arriving including LDV, a 21st century version of the Leyland/DAF Van (LDV) company that was popular in Europe a while back.It went broke due to competitive forces but the entire manufacturing plant was purchased by China's biggest automaker, SAIC, and re-established in the city of Wuxi where it is once again cranking out commercial vehicles including vans, tray back utilities and small passenger buses.More than that, the new LDV V80s are quite possibly a much better mouse trap than the originals due to a number of reasons, not the least being SAIC's deep pockets which allowed new machinery and upgrades, new designs and quality components used on its vehicles.LDV hits the market in this country early next year with a 40 strong dealer network selling a seven model range of 1.3 tonne vans including short and long wheelbase in a variety of roof heights.VALUEThey all share the same powertrain and similar styling inside and out and the word is, the LDVs will undercut other players in the van market by as much as $5000 comparing apples with apples. Better yet is the fact that LDV vans will be well equipped right from the entry model and all will have side sliders both sides capable of allowing forklift pallet loading as well as twin rear barn doors that open to 180 degrees.All will get LED driving lights and alloy wheels, cargo mats, full size spare, half height load protection panels, six heavy duty tie-down lugs, aircon, power windows and mirrors, cargo barrier and reverse sensors. LDV is being distributed by WMC the same outfit that distributes Chinese made Higer buses here.TECHNOLOGYThe LDV's engine is a 100kW/330Nm 2.5-litre VM Motori turbodiesel four out of Italy -- the same manufacturer used by umpteen other carmakers. The manual transmission is a ZF unit and so will the five or six-speed auto when it arrives later on.DESIGNAll doors including the two for passengers are large and the load doors give full pallet access for two pallets in the short wheelbase, three in the long. But WMC is still in the process of sorting out the audio system that currently isn't available with a CD player. They use USBs everywhere else. Presumably a replacement unit will also feature phone and audio Bluetooth. Storage in the cabin area is adequate, better in the larger vans.DRIVINGWe got Australia's first drive of the short wheelbase entry level model and the long wheelbase high roof variant last week in Sydney. Neither was registered and both were here for evaluation purposes but are representative of what we'll be getting. Both were just like driving an equivalent size European van, better in some respects. It is like any other van in terms of comfort, ride quality and drive feel. Some local calibration to steering and suspension has taken place.The VM Motori engine offers excellent performance and pulling power with both vehicles hardly noticing the 500kg ballast that had been loaded for the test drive. The five-speed manual change feel is as good as any in the class, possibly better than the others. It has a tight turning circle, well weighted steering and easy to use controls.Drive goes to the front wheels with the rear axle boasting triple leaf springs for heavy loads. And it looks good - a bit like a Benz Vito or an Iveco. WMC has plans in quarter two next year for a cab/chassis version with a tray back as well as a number of passenger vans offering seats for between 8-15 people depending on the size.Presumably, all will have the same powertrain. Wheelchair access vehicles and motorhomes are also under consideration. 

Wow, what a good looking car. Opel's new Astra Sport hatch is right up there with the best of them in terms of style. It really cuts a fine silhouette on the street, especially the one we were driving - the top of the range Astra retailing for $33,490 for the six-speed manual.Our drive car was a $40 grand plus proposition with six-speed auto, Flex-ride chassis and adaptive forward lighting all adding two grand apiece as well as another $700 for metallic paint and a grand for the 19-inch wheels over the standard 18s.We were somewhat sceptical about Opel Australia's mission to lift itself into the premium category but this car could carry it off. It offers a premium drive feel, the interior is attractive and functional and build quality is at least the equal of the competition.But at the money, it's going to struggle against the likes of Mazda3 SP25 (two grand less), Lancer VRX (four grand less) and Ford Focus Sport (nearly six grand less).This is the newest car on the block featuring a swag of goodies including lowered sports suspension and sporty steering, rear spoiler, dual zone climate control, premium audio, satnav, seat heaters, chiropractic seats, Bluetooth phone with voice control, auto dim rear view mirror, auto wipers and head lights, cruise, electric park brake and a speed limiter among its generous equipment.But there's no paddle shift and it has a space saver spare. Minor complaints in the greater scheme of things.Power comes from a turbo 1.6-litre petrol four rated at 132kW/230Nm output. It goes better in Sport mode offering quicker throttle response and a more “live” feeling from the chassis. Fuel economy is a creditable 7.3-litres/100km for the manual, a little more from the auto which does a 0-100kmh sprint in 9.0 seconds.Comfortable with a sporty edge is how we'd describe Astra's ride which also makes the car quite handy in the twisty bits. Love the seats and the large load space but rear seat legroom is a bit tight with large front seat passengers.From the driver's seat it's all positive - nothing to complain about - goes well, plenty of roll on acceleration, smooth, quiet, controlled.It's just the price that's the issue... because the competition is stove hot.

Topping out BMW's impressive M performance vehicle lineup are the M6 twins in coupe and convertible variants.They sell in the $300 grand bracket so will be, um, fairly exclusive with BMW hoping for about 50 sales a year of each. If you do buy one, you can feel good within yourself for contributing around $100 grand to the Federal Government's Luxury Car Tax so us wage hacks don't get stung as hard - as if.Inside is a treasure chest of goodies you simply don't get further down the food chain including safety equipment to keep you in your lane, change to high beam automatically and keep you entertained through a 12 speaker audio system.Did I mention internet connectivity, high end satnav, head up info display and park distance control. That's on top of the heated and ventilated leather clad seats. BMW hasn't held back with these puppies offering both variants comprehensively equipped.Both cars look sensational on the road, big, imposing and powerful all of which they unequivocally are. Roof deployment/stowage takes mere seconds in the heavier convertible, the one we prefer in styling terms. It looks the goods with the roof on or off. And the plebs get to see you driving around in what is the ultimate M-car.But they're heavy artillery tipping the scales at around the 2.0-tonne mark - old school big GT cars made for Euro autobahn burning. There’s seating for four adults in individual seats but the rears are tight even though new M6 has been redesigned to provide more rear seat room. The boot size is OK.The M6 is basically a shorter wheelbase M5 under the skin sharing the same powertrain and all the same dynamic technology and luxury kit. The cars have adaptive suspension, variable steering, multi mode transmission and adaptive limited slip differential with its own multi plate clutch.The flow of power comes from a 4.4-litre, V8 petrol engine with two, twin-scroll turbochargers, variable valve timing and variable lift, direct fuel injection and other technology designed to optimise performance both in sporty terms and emissions.The engine is good for a whopping 412kW and 680Nm, the latter at just 1500rpm through to 6000. The effect would be best describes as a rocket sled with this big coupe/convertible capable of clocking a 4.2-4.3 second 0-100kmh split.This while using petrol in the 10.0-litres/100km range. It scores an EU5 emissions rating and even has engine stop start to cut fuel consumption in city driving. Launch control is at the other end of the spectrum aided by the super slick shifting seven speed dual clutch transmission (with paddle shift).Naturally, safety isn't lacking either with a full array of primary and secondary equipment designed to either help avoid crashing or surviving in one piece if you're in one.Having said that, the cars belie their bulk in drive feel offering an engaging drive that's almost totally electronically modulated. You can't really tell except for the over active stability control system that intervenes too early and too often in all modes except off.Push the big coupe/convertible a tad hard and you can feel the brakes being applied, the power being cut or redirected from one side to the other rear wheel. It's exactly the same as in the M5 sedan. Apparently, there's a half off mode for the Dynamic Stability Control system that you need to nail for optimum driving.Dynamics on these cars and indeed most BMW M cars is carried out at Germany's legendary Nurburgring race track. It shows. Drivers can spend a good deal of time setting up their M6 or simply push the MDM (M Dynamic Mode) button for full-noise driving. And what a noise it makes - a stirring burble morphing into an angry V8 bellow when the taps are opened complete with a whip crackin' bang at full throttle upchanges.Their drive feel will appeal to the most discerning driver as will the level of luxury in the cabin.

Nissan's Almera ain't pretty with a dated, upright look only a mother could love.Nissan needs to lose the pancake boot, slab sides and kooky face and head hunt a decent designer to give (most of) their cars a lift. This one is like a booted Micra and is a size up on most competitors in the light car segment. That's a positive.We got hold of the $18,990 Almera ST auto and there wasn't a rush to get hold of the keys. The Almera ST is also available in manual for $16,990. Goodies include Bluetooth phone and a multi function trip computer with the reset button in the middle of the instrument pod. The audio is acceptable and there are some wheel controls for audio and phone.It runs the same powertrain as high spec' Micra; a twin cam, 1.5-litre, petrol four cylinder with 75kW/139Nm output. The auto is a four-speeder. Go for the manual and you get one extra cog, something the auto desperately needs.Why? Because it hunts (flicks between gears) between third and fourth incessantly on the highway and particularly on hills unless you push the overdrive off button locking it in third cog. On a short stretch of hilly highway, we left it in D and counted 18 "hunts" from the bottom of the hill to the top -- about eight kilometres further along.This has the effect of increasing fuel consumption alarmingly which was difficult to ascertain because fuel info' is given in kilometres per litre instead of litres per 100km. Nissan says it uses 6.3-litres/100km average. A possibility we think. Engine performance is OK and once you're up and running on the flat, it's relatively smooth and quiet.Then you only have to put up with the totally hard interior bereft of any soft surfaces except for the seats and carpet. The dash has a bulging passenger side for some reason and a control panel cluster in the middle which is easy to use. On the plus side is generous kit (to a point), impressive room particularly in the rear seat and headroom areas. The boot is large and there's a full size spare.You get six airbags and seeing as the Micra scores four stars from ANCAP so Almera should be the same...It has a fairly standard small car feel to the ride with a degree of sportiness. But the drum rear brakes are out of the ark. It's comfortable and composed through turns but don't bother pushing it as you might with a Ford Fiesta. The suspension is a strut front/torsion beam rear which is simple and effective.

The Opel Insignia Tourer aimed directly at the likes of Peugeot's 508, Passat wagon, Citroen C5 Tourer, Mondeo wagon, even the Hyundai i40 wagon. Not forgetting the new generation Mazda6 wagon due early next year. So what has Opel done to lure buyers?Opel's Aussie line-up tops out with this medium size car -- the diesel Insignia Select wagon called Sports Tourer. It sells for $48,990 but if you don't want all the luxury kit, there is another, same under the skin for $41,990.Select grade brings a generous level of features including a set of striking 19-inch alloys, leather upholstery with extendable front seat squabs (also heated and ventilated), adaptive bi-xenon lighting with auto dim and satnav, the latter being optional on all other Opels sold here.Inside you'll also find Bluetooth phone, seven speaker audio, cruise, dual zone climate control, electric park brake and sports pedals. Obviously, there's plenty more.Insignia scores a five star Euro NCAP rating with all that brings including six air bags and stability control. It also has seats designed to comply with the German Healthy Backs Association. They're excellent. Exterior styling is distinctive with handsome frontal treatment and really attractive rear styling featuring a large tailgate and integrated tail lights.They've even fitted supplementary safety lights at the rear for when the tailgate is up.Load carrying capacity is generous in a car that isn't quite as large externally as some of the competition. Fold the rear seats and you can chuck just about anything in there. We like the LED daytime driving lights and the dark privacy glass from the rear windows back. The space saver we don't like.They've really made it sporty with firm suspension, lower ride height and quick steering response and the turbo diesel engine has plenty of kick pretty much from idle.It's good for 118kW/350Nm output and sips fuel at the rate of 6.0-litres/100km. The engine isn't the smoothest or quietest diesel we've driven recently but it certainly delivers in the get-go department as well as passing Euro 5 emissions regulations.The six-speed auto transmission provides appropriate gearing for the engine and makes slick changes up and down the range, but there's no paddle shift.Insignia stacks up well on all counts: performance, safety, features, style, drive feel though some might think it's too stiff in the suspension.

Opel is pitching itself as a "premium" brand, but you don't have to be very old to remember earlier Opel products sold here as 'garden variety' Holdens; Barina and Astra. So what changed between then and now. Not much really if you look at the Opel Corsa.PREMIUM?We got hold of a Corsa Enjoy five door auto last week and it's pretty much like all the other cars in the segment, a little behind the times in some areas, a bit bigger in some areas, a little different. Premium? We think not. Our car had wind up rear windows, something we thought had been consigned into car history. It misses out on a centre console arm rest, has an overwhelmingly hard plastic dash and a four-speed auto.VALUEThe Enjoy model brings with it plenty of kit including climate control, trip computer, piano black dash trim, steering wheel controls, cruise, keyless entry, seven speaker audio and other goodies.Our car had the $2000 tech pack that included adaptive headlights, rear park assist, auto dim rear view mirror and auto lights and wipers all what you'd consider premium features. The striking light blue metallic paint costs an extra $600 on the Enjoy auto's ticket price of $20,990.TECHNOLOGYThe Corsa’s engine is a twin cam 1.4-litre petrol four cylinder with variable valve timing lifted from the Cruze (without the turbo) Barina and other GM products and is good for 74kW/130Nm. The best fuel economy we saw was 7.4-litres/100km. It passes Euro 5 emissions regulations.DESIGNIt looks cheeky with a pert rear end and eagle-eye headlights -- in this case fitted with the optional adaptive see-around-corners system. The interior is roomy for the light class and there's a decent load space with a cunning two-tier floor for hiding stuff. The seats were comfortable with some side bolster support for fast cornering and the handling itself isn't too bad to a point.SAFETYIt gets a five star crash rating with six air bags and stability control among safety features.DRIVINGInitial steering turn-in is sharp with a sporty feel but push harder and the Corsa struggles. It loads up the front outside wheel and lifts the inside rear so the limits are clearly defined. Ride comfort is good from the strut front and torsion beam suspension but the rear drum brakes were a bit of a shock.We found the four-speed auto annoying particularly on highway uphills where it hunts from third to fourth to maintain a given speed. Performance can best be described as adequate. It might be different in the manual. We drove the Corsa for about 600km on the highway and urban roads and found it pleasant enough. The ride is comfortable but the trip computer and other electronic controls such as the air conditioning are difficult to master. It has a space saver spare.VERDICTCorsa is in against a swag of really good light cars: Ford's Fiesta, Holden Barina, Hyundai Accent and the Kia Rio to name a few. Against competition such as this, the more than four-year-old Corsa struggles a bit.Opel CorsaPrice: from $18,990 (manual) and $20,990 (auto)Warranty: Three years/100,000kmResale: N/AEngine: 1.4-litre four cylinder, 74kW/130NmTransmission: Five-speed manual, four-speed auto; FWDSafety: Six airbags, ABS, ESC, TCCrash rating: Five starsBody: 3999mm (L), 1944mm (W), 1488mm (H)Weight: 1092kg (manual) 1077kg (auto)Thirst: 5.8L/100km, 136g/km CO2 (manual; 6.3L/100m 145g/km CO2 (auto)