Articles by Peter Barnwell

Peter Barnwell road tests and reviews the 2012 Audi Q3.

When we first drove Audi's top dog TT, the five-cylinder TTRS manual, it was a tad underwhelming. Good, but not THAT good.Late last year, they slipped a dual clutch S-Tronic manumatic transmission under the bonnet and it has made a big difference moving the TTRS to near the top of our sports car rating, ahead of the favourite Porsche Cayman S.Apart from the fact that it would blow away the Cayman S in a straight line and around corners, the TTRS has a glorious sound (a five-cylinder trumpeting snarl) and exciting feel to it that really grabs your attention.TRANSFORMERThat S-Tronic seven-speed box has totally transformed the car thanks in part to its rapid-fire gear changes, the snap, crackle and pop exhaust antics on up-changes and the throttle blip on down changes.QUICKERIt's a quicker car by a longshot and allows you to keep both hands on the wheel when you are having a bit of a go.The S-Tronic offers a couple of manual modes as well as full auto matching the car's chassis selection options that offer sport and normal.Sport is fairly firm while normal is, well normal. But you want sport engaged when you are on the right road.ENGINEPower comes from a 2.5-litre, turbocharged, five-cylinder petrol engine with direct injection and variable camshafts on both inlet and exhaust sides.The award winning engine passes Euro 5 emissions regs on the way to sipping fuel at a rate of 8.5-litres/100 average- better on the highway. It needs 98 octane to give its best but you don't mind paying extra for what you get in the TTRS.The engine is good for 250kW/450Nm, the latter at a low 1600rpm.SPRINTIt will put away a 0-100kmh sprint in 4.3 seconds when you use the launch control system that comes with S-Tronic.SPACE FRAMEIt weighs 1475kg and has what Audi calls its ASF (space frame) chassis construction with many aluminium body panels.The car we drove was a Limited Edition that featured extra goodies for no extra money. These included the interior LED lighting package, gorgeous five arm 19-inch alloys, the dual mode sports exhaust (a must) and the black pack for some body hardware.Adaptive bixenon headlights are also included as well as Bose audio and extended leather.VERDICTThe TTRS has brilliant dynamics thanks in part to its quattro all wheel drive system that pushes and pulls the car through corners. It's an impressive drive, that's for sure.Audi TT RSPrice: $139,900Engine: 2.5-litre turbocharged five-cylinderPower: 250kW at 5400 revsTorque: 450Nm from 1600 revsTransmission: dual clutch S-Tronic manumatic transmission, quattro all-wheel driveBody: Two-door hatchSeats: FourDimensions:  Length 4198mm, Width 1842mm, Height 1342mm, Wheelbase 2468mm, tracks front/rear 1555mm/1546mmSteering: Power assisted rack and pinionSuspension: Front MacPherson struts; Four-link on subframe rearFuel tank: 60 litresFuel type: Premium unleadedFuel consumption: 9.2/100km combinedSpare tyre: Mobility kitBrakes: Anti-skid discWheels: 19-inch alloysTyres: 255/35 R19Safety Gear: Dual front, side, curtain airbags, electronic stability control, traction control, LED daytime running lights, electronic differential lock, anti-skid brakes, brake assist, emergency brake distribution, Audi magnetic ride controlCO2 Emissions: 214g/km

Competition in the tiddler class is stove hot with perhaps 20 players vying for big sales. The whole market was thrown on its head when Chinese brand Chery lobbed with its J1 at $10,990 drive away - effectively a sub 10 grand light car.VALUEIt makes Honda's job of selling the Thai-built Jazz VTi light car somewhat problematic at around $19,190 plus on roads for the manual, more for the auto.We got a drive in the auto 1.5 VTi with metallic paint (+$400) which is around $23,500 on the road. It's a fair snip for a tiddler.Honda has added a USB audio connection plug and tacked on a Bluetooth system to the front A pillar that is difficult to use but brings the car partially into the modern "connected" era. A multi mode instrument panel gives adequate info read-outs.DESIGNJazz has been around for yonks albeit freshened last year with some new body plastic, some new colours, extra kit and some interior detail changes. It's in the now dated tall-boy idiom looking like a mini people mover and is infact quite practical because of this.The "magic" seat folding system is the best in class and allows Jazz to be used as a virtual commercial vehicle if required. The interior looks OK but is all hard, cheap plastic.TECHNOLOGYThe engine is a single cam unit with VTEC variable cam timing and an 88kw/145Nm output. It drives the front wheels through a five speed auto in this case. The engine passes Euro4 emissions regulations and sips regular fuel at a miserly 6.7-litres/100km in the auto, less in the manual.SAFETYA five star crash rating means six air bags, stability control and a host of other gear.DRIVING We found the drive acceptable dented by the auto's tendency to hunt up and down ratios in order to maintain a given speed uphill on the highway. It's really annoying. The engine drives 1115kg Jazz auto pretty well all things considered and you can always self select gears to keep it on the boil.Ride and handling have a slight sporty edge and it steers and brakes well. It's a cinch to park and is really practical for shopping trolley duties. There's a full size spare under the rear floor. Bit of a mixed bag really but definitely the 1.5-litre engine over the 1.3-litre in the entry-level Jazz.Honda Jazz VTi AutoPrice: from $22,240Warranty: 3-years/100,000kmSafety: 5 stars ANCAP ratingEngine: 1.5-litre; 4 cylinder. 88kW/145NmBody: 5-door hatchbackWeight: 1115kgTransmission: 5-speed automatic, front wheel driveThirst: 6.7l/100km, CO2 159g/km

You can put down well over half a million bucks for a new Ferrari 458 Italia, then add a few options and it shoots over the $600K mark.

We turn the spotlight on automotive's newest and brightest stars, as we ask the questions to which you want the answers. Ultimately, however, there is only one question that really needs answering  would you buy one?What is it?This is the latest and greatest from Volvo, a compact wagon with cutting-edge safety equipment and enough get up and go to stay with some of the heavy hitters. It sells against a group of European prestige wagons that come nowhere near the T6 in terms of power, torque or performance let alone standard kit.How much?This particular car tops out the V60 range at $72,150 but is super competitive against potential competition especially when you compare apples with apples. The nearest competitor is Audi's A4 Avant 2.0-TFSI quattro at practically the same money.What are the competitors?Coming from all quarters including the Mercedes-Benz C-Class CGi250 Estate, the BMW 323i wagon, the aforementioned Audi and even Alfa's Sportwagon 159.What's under the bonnet?Gets a 3.0-litre, twin turbo, petrol straight six-cylinder with new low friction internals and 224kW/440Nm output - a sweet donk with an excellent note.How does it go?Like a shot putting away a 0-100kmh sprint in a mere 6.2 seconds (not bad for a wagon tipping the scales at roughly 1800kg) and there is never a point when the engine doesn't deliver. Spins willingly to the 7000rpm redline, pulls like a locomotive everywhere. Smooth shifting six-speed auto. Fun to drive.Is it economical?Can be if you switch on the cruise control - down as low as 8.0-litres/100km on a trip. Claimed combined average is 10.3-litres/100km, a figure we wouldn't dispute.Is it `Green?'Engine passes stringent Euro 5 emissions regulations - due here in a few years. Interior is hypoallergenic so bad chemicals are minimised. We'd say it has five star green credentials.Is it safe?Best in the business, a roaring five star car.Is it comfortable?Firm suspension but not too firm, comfy seats, smooth, quite, plenty of luxury kit especially with R-Design spec'. Killer audio, leather upholstery, electric assistance, electric park brake, heated seats.What's it like to drive?Loved it especially on our favourite winding road - quick, confident, stable, precise. Impressive power from raunchy engine but expect to pay at the bowser when you turn up the wick. We engaged Sport mode all the time - because we could.Is it value for money?Against the competition, definitely. Not too much tax to pay - a bit of Luxury Car Tax, GST and Stamp Duty clicks the numbers up pretty quickly but you get a lot of car for the money.Would we buy one?Yes, impressed the heck out of everyone who drove or rode in it and the sexy coupe looks adds to the allure.

The Mercedes-Benz SL name is synonymous with sports cars and has been since the the middle of last century.Benz has cranked out a succession of delectable, low-slung, two-door, two-seaters bearing the famous nomenclature and now, there's a new one that takes SL to a new level.This time around it's built entirely from aluminium except for the two steel A pillars either side of the windscreen. It cuts SL's weight by 140kg compared to the previous model and boosts safety and reduces noise, vibration and harshness.Not only that, high-tech 3D design makes the new SL more rigid and therefore safer and more dynamically responsive than ever and aerodynamically it rates an impressive 0.27Cd. Benz says the new SL is the safest car in its class due in part to flow down technology from the S-Class range.The interior gets the full leather high tech benz treatment with one of the best sounding audio systems we've heard — even with the roof off. Internet access is provided in-car through the large info screen.It's powered by a range of so-called BlueDIRECT engines with Eco Stop/Start offering more power, more performance and lower fuel consumption and emissions. Our SL500 test car ran a 4.7-litre, direct injection, twin-turbo V8 good for 320kW/700Nm driving the rear wheels through a seven-speed automatic transmission complete with blip function on the downchange.There's clever technology too like the "frontbass" audio system that utilises apertures in the firewall to mount a pair of sub-woofer speakers for maximum effect. There's also "magic vision" control which adaptively helps clean the screen with banks of small water jets on each wiper. Hands free boot access makes an appearance as does the optional Magic Sky sunroof with variable tint.It has the requisite body looks that owes plenty to the smaller SLK and, like its smaller sibling, the SL is all about driving fun coupled with everyday useability. It is a car designed as much for local errands as it is for high speed, long distance applications.We had the opportunity last week to drive the new SL500 in Spain at the international launch and thoroughly enjoyed the open-top, wind in your hair experience — who wouldn't. Right away the new car's lighter weight is evident in the SL's behaviour. It doesn't feel big and cumbersome like the previous model.Still, at 1785kg it's no lightweight. Part of the sporty feel is attributable to the SL's direct steering and more to its new suspension, optionable to sophisticated Active Body Control but unnecessary we think. Quantifying the SL500's sporty prowess is a 0-100kmh sprint time of a mere 4.6 seconds.It has super sharp steering response and with the dynamics dialled up to Sport, the drive feel is "fully connected." Other aspects of the car's dynamics are impressive — the monstrous brakes, the wide, grippy tyres, the taut ride control, the rock solid chassis — all contributing to the car's sporty capabilities.It's safe too with a swag of active and passive systems to either help avoid a collision or mitigate injury. Attention Assist, Adaptive Brakes, Pre-Safe and Distronic Plus (radar cruise control) are all part of the package.

Can I be totally frank here and say I wasn't a fan of the first model Holden Captiva - in any variant. Cheap, nasty and underdone. But our test drive of the Captiva 7 seven seat model was a revelation - quite stunning actually as the CX version tested stacks up strongly against anything in the class and, comparing apples with apples, costs less into the bargain. I am guessing here but wouldn't be surprised if the latest model is the fruit of input from Holden engineers on secondment to GM in Korea to "work some magic."VALUEThe mid-spec CX we drove is the one you'd buy because it has ample kit and the right look for a keen $39,490 - two grand under the previous model and sharper than competitors.There are plenty of wow features too including self levelling suspension, auto headlights, fold flat second and third row seats, roof rails, hill and descent assist, rear park assist, climate control and Bluetooth phone and audio streaming.Even the seats have faux leather side bolsters and multiple adjustment for the driver. Captiva7's appearance has been upgraded with a distinctly Hyundai Santa Fe front and funky clear lens tail lights being the focal points.It rolls on stylish 18-in alloys with a 16-in spare under the load floor. The electric park brake is easy to use and frees space for a large storage area between the front seats.TECHNOLOGYThey have succeeded in making a silk purse from a sow's ear in the Captiva 7 diesel. It has a slick six-speed auto with sequential change mode and a willing, economical turbo diesel engine driving all four wheels on demand. The diesel is good for a healthy 135kW/400Nm output and around 8.3-litres/100km fuel economy. That will keep Ford's new Territory diesel honest.SAFETYSafety gear includes six air bags, rollover mitigation and stability control. It has a four star crash rating. DRIVINGAn engaging mainstream diesel SUV?  You bet. It handles and rides like a good European medium size SUV. We wouldn't bother with either the 3.0-litre V6 (out of Commodore) or 2.4-litre four cylinder petrol engines. SUVs and diesel engines go together like a hand in a glove, better again with automatic transmission. But there's more good stuff - refinement for example has taken a serious step forward in chassis dynamics, sound insulation, steering and driving feel.  The interior is roomy and the seats are easy to operate providing a large load space when folded. The interior looks modern and functional with a mix of media for the various fascia and contact surfaces. The audio is impressive for a vehicle in this price range. But for satnav you'll have to buy the next model up - or use a portable system like everybody else. We didn't take the Captiva7 off road but hope it's better than the previous model which proved useless in sand.There's no 4x4 lock up mechanism and you can't switch off the stability control so anything more than dirt road driving could be problematic. On the positive side is the Captiva7's towing capacity of 1700kg with a braked trailer.The vehicle itself weighs nearly two tonnes. In the main, we give the new Holden Captiva7 diesel a big tick. It's an engaging drive, has tidy dynamics, goes well, uses minimal fuel and has a genuine seven seat capacity. Oh, and the price is ultra-competitive.HOLDEN CAPTIVA CXPrice: $39,490Warranty: 3 years, 100,000kmResale: 56%Source: Glass's GuideService Interval: 15,000km or 12-monthsEconomy: 8.3 l/100km, on test 10.5; 220g/km CO2Equipment: six airbags, ABS, EBD, stability, traction and roll-over controlCrash rating: 4 out of 5 starEngine: 135kW/400Nm 2.2-litre DOHC 16-valve common-rail direct-injection turbodiesel four-cylinderTransmission: six-speed auto, all-wheel driveBody: 5-door, 7 seats Dimensions: 4673mm (L); 1849mm (W); 1727mm (H); 2707mm (WB)Weight: 1903kgTyre size: 18in alloy wheels. 235/55 R18 tyres (4)Spare tyre: 16in steel

Great Wall is about to tick over 20,000 sales in this country, many of which were the X200/240 SUV. It sells on price but now there's more to recommend the medium-size Chinese SUV. VALUE Still bargain-priced, often up to $10,000 under comparable vehicles similarly specified, the new powertrain gives X200 much more

There's basically only one thing we don't like about the Hyundai i40 Premium diesel wagon and that's the hokey chimes it plays when you switch off the ignition or turn it on after getting in the car. It's tacky. But as for the rest, the car itself is a cracker - albeit at the top of the scale in the i40 wagon range.This is the top of the tree Premium diesel i40 selling for $46,490 which puts this medium size wagon in some exalted and bigger company. You can get a Holden Sportswagon SV6 for similar money or a diesel Skoda Superb Ambiente wagon.But we reckon you get more for your dosh with the i40 as the Premium model is crammed with practical, luxury and safety goodies to say nothing of the exceptionally frugal 1.7-litre turbodiesel mated to a six-speed auto.Though following the current Hyundai design language, the i40 has a distinct European flavour thanks in part being designed in Germany. It is a handsome looking car from all angles and definitely stands out in a crowd - inside and out. It pretty much ticks all the boxes in terms of specs although it has crazy LED front daytime running lights that really stand out to the point of rendering headlight use for safety in the day unnecessary. It has decent audio, satnav, plenty of luxury kit and a stylish dash greet front seat passengers. Everyone notices the i40 on the road from the front, and the sides and the rear - it's a stand-out looker, especially for a wagon. People don't know what it is thinking it's something out of Europe but that's OK because it puts plenty of similar size cars to shame in the style department. And it's practical. The five seater test car has a load restraint system that adjusts to suit different cargo holding it firmly in place. Easy to use too. The load space is a decent size expandable to large proportions by folding the rear seats -a simple operation that can be done by kids if necessary.The 1.7-litre turbodiesel is a willing worker kicking out some 100kW/320Nm in an unobtrusive manner. Some noise is audible under full acceleration but it's nearly silent in cruise mode. Fuel economy is and excellent 6.0-litres/100km which is good for a car this size and weight - 1659kg. Performance is strong, particularly around the 2-3000rpm mark. The paddle shift is easy to use and effective. Hyundai's six speed auto is smooth and well suited to the 1.7 turbodiesel engine.The i40 scores a five star crash rating and as such, boasts a bevy of safety equipment including multiple air bags and stability control. The test car has security tint on the rear side windows and at the rear. It keeps out prying eyes and hot sun.We like the drive experience too especially the roll-on acceleration readily accessible and also the smoothness at all engine revs. It's uncanny to be whizzing along the freeway at 110kmh with about 1800rpm ticking over on the rev counter. The i40 engine is relaxed and frugal with a mere 6.0-litre/100km average showing on the trip computer. That translates into a range of up around 1000km without trying too hard. The memory drivers seat is handy and the leather interior is comfortable and looks classy. Little room for criticism that we can see. It's the best Hyundai yet.

“Cheap Chinese” is a reflection not only on the purchase price but also the build quality of some Chinese car brands operating here.  The latter point will change once the European-designed Maxus V80 van arrives here later this year. Maxus is a brand of vehicles built by China's largest automaker, SAIC, and owes its very existence to the now defunct European LDV which SAIC bought lock, stock and production line a few years ago. LDV was a joint venture between Leyland and DAF and carved out a goodly slice of the light commercial vehicle pie in Europe back in the day. SAIC picked up where LDV left off  and came up with a totally new style van made for the 21st century, added safety equipment with a four star crash rating and then sourced the powertrain from Europe - VM Motori for the 2.5-litre turbodiesel engine (100kW/330Nm) and ZF for the five-speed manual gearbox. An Allison automatic is optional. This is the initial entry into the Australian market from SAIC and heralds the beginning of a much more concerted effort from China manufacturers to get a strong foothold here. SAIC itself makes over 4 million vehicles a year. The Maxus V80 arrives late 2012 in short wheelbase, low roof delivery van spec' followed soon after by a cab/chassis and a small bus/people mover version. Numerous variants of the V80 are available in short and long wheelbase and low and high roof. Plans for seven models are in train. SAIC made the decision to come to Australia only a few weeks ago and chose the Melbourne Truck Show to debut its van - which generated huge interest from patrons. Though prices were not available last week, SAIC officials said indicative pricing will be between 20-30 per cent under existing players in the market. It will be distributed here by White Motor Company (WMC) which also has the JAC franchise and was until recently, the front runner for Foton Chinese utilities until a pricing issue stymied those plans. Maxus will restrict itself to light commercial vehicles locally as there are no plans to import passenger cars at this stage. SAIC also owns the prestigious MG brand it bought from the UK and also Rover which it markets under the Roewe nameplate. It also has joint ventures with VW and GM. The new generation Maxus vans have front wheel drive and come with a load capacity of between 9-14 cubic metres and a payload up to 1.8 tonnes. The four passenger van variants will include models with 11 passenger  through to 15 passenger capacities. WMC spokesman Jason Pecotic said Maxus vehicles will be sold here with more kit than their competition  and have a strong European feel. "The Maxus range will go head to head with some established brands in Australia. Maxus vehicles will come with some standard features not offered on some competitor vehicles. These include rear barn doors, tyre pressure monitoring, 16-inch alloy wheels, dual sliding doors and door integrated electric entry steps.''