Articles by Peter Barnwell

Our big cities are going the same way but we still have a big car mindset - it's silly really. We recently drove Toyota's 1.3-litre petrol iQ city car in Germany and were left wondering why it hasn't made it to Oz.VALUEPrice is probably the reason because the 3.0 metre long iQ 1.3 three and a half seater sells for about the equivalent of $16,000 on the road in Europe and Toyota isn't willing to cannibalise Yaris sales here. Pity because the iQ is a terrific little car.TECHNOLOGYThe 1.3 litre engine is a twin cam unit with variable valve timing to generate a handy 72kW/98Nm output and use a mere 5.0-litres/100km. The car we drove had a CVT auto which makes it even better in the city. Naturally, we took it on the autobahn expecting to be run off the road that wasn't the case at all.We were often in the fast lane on unrestricted sections whizzing along at 180kmh, a point at which the speed limiter cuts in. It was a bit weird to be going so fast in something so small but there were no dramas at all, we could have been in a car twice the size given the way it handled and stayed on track. Of course, 180 wasn't fast enough for many other drivers who whistled up behind us and put on the left blinker- code for get out of the way.DRIVINGWe had no preconceptions about it but were immediately impressed by the ride and handling and the zippy feel. You'd expect something this short to buck and pitch all over the place. Not so, it rides like a Corollaand has sharper dynamics thanks to the wheel at each corner design. Though diminutive in dimensions, the iQ is cunningly designed to provide plenty of room for two, three at a pinch thanks to the asymmetrical dash which allows the passenger to sit more forward than the driver.We decided to venture off one of the autobahns into the German countryside where the iQ proved even handier especially when we got lost and had to double back on narrow winding mountain roads. This little Toyota turns virtually in its own length and we even tried it between two closely spaced walls near a farm complex no problem, one three pointer was all it took. We stopped in a terrific country village for a coffee and parked at 90 degrees to the footpath because we could and the spot was right out the front of the cafe. The black forest cake was rich enough to keep us going for a day or two while the small fuel tank in the iQ was enough for it to run possibly 500km.Toyota used many clever tricks to optimise interior space in iQ such as the compact aircon/heater system, flat fuel tank, angled shock absorbers and skinny back seats. You don't feel like you are in a tiny car once you are in it and driving. But the boot is extremely small unless you fold the rear seat. It gets a five star crash rating thanks in part to nine airbags and stability control. The cute little three door comes out of a Japanese factory and has a funky but fairly Spartan interior. Our test drive car featured the latest satnav with traffic broadcasts very handy.The Toyota iQ is an impressive little package which could certainly find a home in Oz. It's much better than the Smart for Two in every measure and though tiny, looks quite purposeful and certainly not laughable.

Holden has performed magic on its Captiva SUV with new engines, transmissions, features, a new look and extra kit all thrown into the mix. It makes a powerful argument especially considering the value pricing.We got hold of the "European" look, Captiva 5 front wheel drive petrol 2.4 — bottom of the range and came away quite impressed, especially given the $29,990 pricing for the six-speed auto. The six-speed manual is two grand less.Hard to beat unless you look to the Chinese. We know where we'd put our money — on a Captiva every time. The vehicle we drove had plenty of kit including a multi mode trip computer, decent audio, remote central locking, climate control, power ancillaries, an electric parking brake and park assist to name a few goodies.Not bristling with "tech" but gets variable valve timing in the engine for efficiency gains. Six-speed auto has sequential manual change and the wheel has multiple controls for the audio. Auto headlights are handy as is the large centre console box that could be the biggest in the business.Variation on the original which was quite handsome. There's a new face this time and detail changes to body hardware — same on the inside. It has plenty of room for five and a large load space. The rear seats fold flat and the overall dash layout is easy to use even though the amber lighting on some of the instruments, particularly the trip computer, makes it hard to read.Not rated by ANCAP yet but we'd suspect it would gain a five star pass. Plenty of primary and secondary safety features including six air bags, stability control, active rollover protection, hill start assist, brake assist. Everything you'd expect in a new car today.Surprisingly good if a little thirsty clocking up 10.3 litres/100km. The 2.4-litre twin cam engine has acceptable performance with 123kW/230Nm on tap. Holden claims 9.1-litres/100km which could be do-able.It's a Euro 4 engine so emissions are low and the whole shooting match is easy on the ear and smooth running. It is capably assisted by the slick six speed auto. Ride is firmer than expected — quite sporty actually as is the handling — good for an SUV. You can punt it around corners without worrying it may tip over. The steering is pretty good to as are the brakes.

There are just a handful of Lexus LFA supercars running around in Australia but already, the Japanese luxury car maker has launched a performance-enhanced model named after the legendary Nurburgring race track in Germany. It's called the LFA Nurburgring Edition and is a more track-focused version of the LFA -- if that's possible. Only 50 will be made.Where the standard LFA runs a 412kW/480Nm, 4.8-litre V10 engine, the Nurburgring model is pumped up to 420kW with the same torque output. The compact, dry sump V10, hand-built in two days at motorcycle manufacturer Yamaha by one of four engine builders, features cylinder heads by Yamaha and a block from Toyota.Yamaha has a long association with Toyota, Lexus' parent company. The LFA engine uses high quality forged pistons, valves and conrods and has direct fuel injection among a raft of high tech' features. It's fitted front/midships and is connected, transaxle style, to the rear-mounted six- speed automated manual transmission by a carbon fibre torque tube. This gives the rear drive LFA an ideal 48/52 balance front to rear. Engine redline is 9000rpm.Both the standard and Nurburgring models are capable of despatching a 0-100kmh dash in around 3.7 seconds and top out at 325kmh. This is slap bang in supercar territory and up with the latest from Ferrari and Lamborghini.The fully kitted standard model weighs in at 1580kg, the Nurburgring model is 100 kegs less. It has more down force courtesy of a large, fixed, rear carbon fibre wing, winglets on the front bumper, larger front spoiler, low 100mm ride height and carbon fibre interior trim.The double wishbone front and multi link rear suspension has been slightly retuned with stiffer responses. Lexus didn't hold back on quality components for LFA equipping it with carbon ceramic front discs of 390mm diameter with six piston calipers. The rears are slightly smaller with four pistons. Forged alloy 20-inch wheels run Bridgestone high performance rubber and the KYB dampers feature remote reservoirs for superior and consistent performance. Buyers score race tuition and a year's pass to drive the Nordscheleife (Northern Loop) of the Nurburgring.LFA is an incredible car from a technical standpoint because apart from the mind boggling engine with arguably the best exhaust note in existence, it is 65 per cent carbon fibre with the majority of the chassis and body in the stuff. The rest is aluminium. Lexus attaches the two materials to each other with aluminium brackets baked into the carbon fibre.Special carbon fibre ovens and techniques to handle it were developed during the 10 year LFA program which started in 2001. Initially, the car was to be all aluminium but this was changed in 2005 to carbon fibre. Lexus makes 20 LFAs a month with total production amounting to only 500 units. It is a loss making enterprise for Lexus which obviously places greater value on the publicity and new perceptions LFA will generate.Marking the arrival of the Nurburgring Edition was a special test week held at the Nurburgring to which we were invited and allowed five unfettered laps of the 21km Nordschleife. It was like a bucket-list tick off for anyone with benzene in their veins - a supercar drive at the world's most demanding race track with 140 plus corners and a fearsome reputation. With a degree of trepidation, we sprung out of pit lane in the orange projectile for a pilot lap behind a Nurburgring specialist leading in a Lexus ISF.This 'sighting' lap took around 9 minutes and then it was over to us. The LFA is near perfect weapon for the Nordschleife because it has almost endless power and torque, controlled and responsive dynamics and brakes that never go away. We would be ripping up to a tight turn at warp speed and simply stab the brakes, flick the wheel a touch and the LFA was around and the right foot was (re) planted to the firewall.It steers with such precision and has such prodigious grip that an accompanying Lexus ISF race car looked like a bucking dray. But that's not fair, the LFA is a tame race car built to impeccable standards while the ISF is a weighty, sports luxury sedan. It's intersting that none of the owners of the first run of LFAs has taken it on a race track. Shame, but word has it that some of the 10 Aussie LFA owners will break the cycle - here's to them.

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 Mercedes-Benz's entry level petrol E-Class sedan with plenty of BlueEfficiency

If you're contemplating a compact SUV purchase, it could be well worthwhile to keep your powder dry and wait for the Mazda CX-5 with Skyactiv. Skyactiv is essentially an optimisation program adopted by Mazda to make its vehicles use less fuel, feel better to drive, offer the highest levels of safety and perform well.Rather than go all out with radical new technology, Mazda paid careful attention to the simple stuff for Skyactiv. It's their answer to Bluemotion from VW, Efficient Dynamics from BMW, BlueEfficiency from Benz and other similar programs from most leading carmakers.Mazda's work on its powertrains sees direct fuel injection, variable valve timing and a high (for a petrol engine) 14:1 compression ratio on the petrol 2.0-litre four and twin turbo charging, variable valve lift and a low 14:1 compression ration on the 2.2-litre turbodiesel.Internal engine friction has been reduced and the diesel's exhaust particle filter is the only "after treatment" required for it to achieve an imprerssive Euro 6 emissions rating. The six-speed transmissions have been reduced in size and weight, altered for efficiency with a wider lock-up range on the auto and quicker shifts.The manual gains an MX5-like shift change and gearing accurately calibrated for each engine. Other efficiency changes have been made to the steering and chassis components.Skyactiv will be progressively introduced in Mazda vehicles and ushers in a few firsts for the company including the six-speed automatic transmission and a twin-turbo diesel engine. It will be applied to four cylinder engines only in capacities from 1.3-2.5 litres.Mazda sees its motoring future using conventional reciprocating petrol and diesel engines in a quest to cut fuel consumption (and emissions) across the entire Mazda range rests with Skyactiv. This will be achieved with little or no impact on affordability. A new Kodo design language comes with the CX-5's Skyactiv technology making the vehicle one of the most important from Mazda for a decade. While donning its "green" cap with Skyactiv, Mazda hasn't turned its back on a core strength of the brand – driving pleasure.The CX-5 has been engineered to compete with Europe's best compact SUVs and was benchmarked against the likes of Volkswagen Tiguan and X3 BMW. Engine stop/start called i-Stop makes an appearance on CX-5 in both automatic and manual, petrol and diesel models. It's partly responsible for the significant 15-20 per cent fuel economy reduction in CX-5 when compared with CX7. Weight reductions of up to 200kg have been made through better design and a reduction in physical size of powertrain components.The CX-5 itself is externally slightly smaller than the CX7. All wheel or front wheel drive is available with the diesel and petrol engines as is automatic and manual transmission. A number of specification levels will be offered as yet undetermined. Pricing should be close to the CX7.The CX-5 is an excellent drive in all variants but particularly the diesel in manual or auto. It is unusual in that the engine delivers strong performance right up to 5200rpm where other turbodiesel sign off at around 4000. It's super smooth and quiet and is infact nearly impossible to differentiate from the petrol engine in this area.The European spec' cars we drove (similar to what we'll get) had excellent handling and ride qualities coupled with sporty steering and braking feel. If it was our decision, we'd get exactly this spec in Australia.Though "disguised" for our drive, the CX-5 exhibits striking form with a family Mazda look to its face and sharp crease lines running along the side. The headlights have a predatory bird look and front screen is steeply raked. It has real presence on the road.Inside is along a similar modern and functional vein – with plenty of current Mazda equipment. The dash itself is a pleasing shape and there's plenty of room inside for five with a decent load space down the back.Though possibly not on the books for Aussie consumption, CX-5 ushers in availability of blind spot warning, lane departure warning and a version of emergency braking to prevent rear end collisions. The vehicle will get a five star crash rating.

Big expectations for this car from us and from Peugeot. It is upper-echelon in France and is a showcase of Peugeot's new design direction. We like the look and the keen local pricing and the car certainly gives nothing away to its competitors apart from the Ford Mondeo wagon which scores a dual clutch auto and is just as keenly priced from $45,990.DESIGNBig arcing roofline is a grab-you feature of the new Pug wagon as is the new face and rear end treatment. You certainly won't miss it in a crowd. And the clean exterior design carries through on the inside with an elegant dash layout with three different fascia materials and easy to use controls. It offers plenty of room for five and a large load space.Most of the roof is sliding glass that has a retractable blind to keep out the sun. The tailgate is electrically operated and the Pug's overall dimensions are average for the medium class.TECHNOLOGYPower comes from a 2.0-litre turbodiesel with 120kW/340Nm output. It's the same 2.0-litre as you'll find in the 308, 3008 and RCZ and scores a Euro5 emissions rating while using a mere 5.7-litres/100km in the 508 Touring.Drive is to the front wheels via a slick shifting six-speed auto with sequential change paddles on the steering column and sequential stick shift too.It has strong performance if a little tardy off the line. You can hear a muted engine growl at low speeds. No real complaints about the powertrain at all. Gotta love the fuel economy.FEATURESPlenty of kit for the money including Bluetooth , a multi-info screen, multi-function steering wheel (gorgeous to hold), decent audio, leather upholstery and four zone aircon to name a few goodies. Rolls on handsome 18-inch alloys with low profile rubber. Electric park brake, front and rear park assist - doesn't lack much at all.SAFETYRates a strong five stars and comes complete with multiple air bags and stability control. Strong chassis structure capable of withstanding front side and rear collisions as well as offering a high level of pedestrian safety.DRIVINGPeugeot seems to be back on the rails with its ride and handling if the 508 is anything to go by. It offers up a comfortable ride but corners flat as a biscuit with absolutely minimal body roll - impressive for a weighty wagon. You can jump on the brakes hard and it tracks true and the electric steering adapts to your driving providing accuracy and plenty of feel.We hammered it over some fairly crappy sealed roads and the 508 simply floated over the bumps - just like the good old days at Peugeot. We took it to our favourite winding road and were surprised at how adept it was. Just needed about 240kW but that's not really a family wagon is it? Loved the drive, no complaints at all.HOW MUCHThis is the second most expensive 508 at $45,990 but compares favourably with competitors. They got the price right this time and the car is good value with all the standard kit.VERDICTYep, would shop it against the Mondeo but the Pug has more class than that though not quite as big. No Mazda 6 diesel wagon in auto ... Passat wagon a direct competitor. The 508 is a car you could easily live with, rarely visit the servo and chuck all the kids and your own stuff in the back.

Goes to 2.5-litre, four cylinder engineSix-speed auto transmissionNew model called Atara in various gradesHybrid model continuesStriking new interiorSheds 35kg, has better fuel economy.Toyota's new generation Camry continues with a petrol and hybrid powertrain line-up, this time with a larger capacity 2.5-litre four cylinder engine (Atkinson cycle on hybrid) as the motivator for its front wheel drive. The arrival of a new Camry also heralds a new Aurion V6 which isn't too far away.Camry is a huge seller internationally and Toyota has a lot riding on the model. It has traditionally been a rather conservative four-door family sedan with broad acceptance, a formula that has been tweaked this time around to offer more emotional appeal thanks to the styling and also engine performance.TECHNOLOGYCamry has shed 35kg through the use of high strength steel and optimised design which also makes it stronger. Better aerodynamics and energy saving (fuel and emissions reduction) measures extend to low rolling resistance tyres and other hidden stuff like a variable output oil pump.The engine has been in US Camry for a few years and is designated 2AR featuring low friction, roller camshaft rockers and dual variable valve timing to generate around 135kW/235Nm, possibly a little more in Aussie spec'. It misses out on direct fuel injection.A new model called Atara in 2.5S, 2.5SX and 2.5SL replace Ateva, Sportivo and Grande while base Camry Altise starts the ball rolling. The “S” models feature a large touch screen, Bluetooth (probably on all models), rear view camera and other goodies. Radar driven blind spot warning is a likely starter as is high beam assist.Though not yet tested locally, new Camry should get a five star crash rating thanks in part to its seven air bags and stability control system.DRIVINGA "sporty" Camry family sedan? Well, almost. It's definitely more engaging to drive and stands out from the crowd, particularly from the rear view. Toyota has taken every aspect of the car and improved it - fuel economy, smoothness and quietness, safety, handling and ride stability and interior quality.It has stronger acceleration, particularly the hybrid model with maximum torque from its electric engine delivered from the get-go. Illustrating the new found urgency of Camry's performance is the hybrid model's 0-100kmh sprint in 8.4 seconds. The conventional petrol takes around 10 seconds. A six-speed auto is fitted to the petrol 2.5 while the hybrid gets a CVT continuously variable transmission.We were able to sample the new generation NG Camry in US spec' a couple of months ago in Arizona and came away more impressed than we expected, particularly with the hybrid which will be manufactured here alongside the petrol four.Exterior styling is a mix of evolution and revolution with the frontal area a refined version of the current model and the rear a totally new look. The side profile has an arcing coupe-like line to it and the car is quite handsome from all angles set off by side air intakes and well defined panel creases. The interior is where Toyota has made the biggest improvements lifting Camry from boring to striking with luxury European overtones to the dash and centre stack.It's a roomy sedan for five with a large boot, even on the hybrid model which has its battery pack mounted more towards the middle of the vehicle. Naturally, Toyota Australia is in the process of localising Camry with its own suspension and (electric) steering tune among other things.Along with the new look, expect more goodies inside, more room despite being roughly the same size externally as the current model and a quieter interior. All good...CAMRYWHAT DOES IT MEAN?Camry: From the Japanese Kan-Muri, meaning "crown".WHERE IS IT BUILT?Camry and its four-cylinder engine are built at Toyota's Altona manufacturing plant in Melbourne, Victoria. Toyota directly employs 3,200 people in Victoria and more than 4,400 nationally.HOW MANY?Approximately 100,000 four-cylinder Camry sedans are produced at Altona each year. Approximately 70 per cent are exported, mainly to the Middle East. Camry has been produced in Australia since 1987.HOW SUCCESSFUL?Camry is now in its 18th year as Australia's best-selling mid-size car. It is also Australia's biggest automotive export earner, being shipped to more than 20 destinations.BACKGROUNDLaunched in the wake of the oil shocks of the late ’70s, Camry has established itself as a true world car.Planning for the Camry began in 1977, at a time when manufacturers globally were turning to smaller front-wheel-drive vehicles to overcome soaring fuel costs and stricter fuel efficiency regulations.The emphasis of the program was on aerodynamics and lightweight materials.Engine development focused on fuel efficiency, with engines built specially to drive the front wheels.Around the world, Camry production has now passed 15 million units.1983 – first generation (imported)The Camry was introduced to Australia as an import in liftback guise in 1983.It won several "best car" awards, including Modern Motor magazine’s Car of the Year.The car featured a new five-speed manual and ECT-equipped four-speed automatic transmissions with wide gear ratios.The front-wheel-drive layout, without a transmission tunnel, allowed for a spacious interior.Innovations in the first Camry included equal-length driveshaft arms, two-stage air conditioning and multi-adjustable seats.That tradition of innovation continued throughout the life of the Camry and the brand is now synonymous with world-leading sophistication and quality.1987 – second generation, but first locally produced CamryIt wasn’t until the second-generation Camry that the car was built locally.AMI-Toyota was the first Toyota subsidiary in the world to build the Camry and the local version incorporated extensive design changes – including three locally designed wagon variants.The Australian-made Camry made its showroom debut in April 1987, replacing the locally built Corona.With this generation, Toyota introduced a locally built twin-cam 2.0-litre 16-valve four-cylinder engine, followed in May 1988 by a new 2.5-litre quad-cam 24-valve V6. The engine was the world’s first quad-cam V6 engine to feature in a mass production sedan.This generation also saw the release of a station wagon to replace the hatchback.Camry allowed Toyota to compete on equal footing with the other leading medium cars of the day – Mitsubishi’s Magna, Holden’s Camira and Nissan’s Pintara.The Australian-built car featured independent front and rear Macpherson-strut suspension, engine-speed-sensitive power steering and disc brakes front and rear. It brought a new level of sophistication and technology to the local market.A revised Camry appeared in August 1989, incorporating local steering modifications that were to gain international acceptance within Toyota. An Australian team revised the steering valve and geometry to improve driver feel and response. The changes were later adopted for worldwide Camry production.Toyota continued to push for quality improvements. It was determined that investment in a new plant was necessary to achieve further gains.The proposal to build a new Camry plant at Altona was presented to Toyota Motor Corporation, which approved the plan to build a $420 million assembly plant at Altona.1993 – third generationIn February 1993, the new wide-bodied Camry was launched publicly by Prime Minister Paul Keating, who described the car as “another quantum leap in the history of the Australian automotive industry”.Wheels magazine agreed and Camry came out on top in a comparison with Magna, Mazda 626 and Liberty. Camry was also the top-ranked local car in Wheels’ annual quality survey and won the NRMA’s gong for best medium car.Camry grew up for this generation. It was larger in every dimension than the previous model, and became classified as "mid-size". The car was wider and longer than Cressida, with better performance, improved fuel economy, ABS and reduced NVH. It also had more local input into design and development. Built at a cost of $140 million, the range also featured a new brand name – the Vienta – for its V6 models.Engines were now 2.2-litre four-cylinder units (producing almost as much power as the previous V6, but with four-cylinder economy), and 3.0-litre V6s.That same year, Toyota began exporting the Camry to Thailand. By 1994, Altona exports were worth $160 million and the company announced that, by the year 2000, it aimed to export 30 per cent of its Altona Camry production. The year also saw Camry take over the mantle of Australia’s best-selling medium car.The last Camry to be built at Port Melbourne rolled off the production line in December 1994. Two weeks later, the Camry was being built at Altona. There was little difference between the Port Melbourne and Altona vehicles, except for a new water-borne, environmentally friendly paint process at Altona.In 1996, Victorian Premier Jeff Kennett was on hand to send off the first shipment of Camrys to the Middle East.1997 – fourth generationA new range was launched in August 1997.It was quieter, lighter and more powerful with better ride quality and improved handling.With an additional 5cm in wheelbase, a lowered beltline and swept-back windscreen, the 1997 Camry’s cabin was more spacious and inviting.By this time, 40 per cent of Camry production was being shipped overseas to 24 destinations.The line-up of four-cylinder Camry models consisted of the CSI, Conquest and CSX models, available as sedans or wagons. Camry V6 models consisted of CSI and Conquest.Both of Camry’s engines received power and torque increases.In October 2000, a revised Camry range was launched with improved handling, higher feature levels, improved headlamps and reduced noise, vibration and harshness.Two models were added to the Camry line-up - Touring Series wagon and top-of-the-range sports-luxury Azura sedan.The Vienta V6 range was discontinued due to the launch of the Avalon sedan.

Great Wall's V240 ute has found a home in plenty of Aussie garages and driveways thanks in part to sharp pricing. Now, the reason to buy becomes stronger with a new V200TDi turbodiesel model selling alongside the V240 petrol four. Great Wall Motors has been here for two years now and is shaping as a serious player in

One of Volvo's most popular models, the right size XC60 comes in various flavours including the entry level T5 front wheel drive version we have in the carport for the next three months. It is attracting plenty of attention.VALUEThis one goes for an affordable $54,990 and is all you really need in a compact, luxury SUV. Alternatives are smaller and possibly more expensive in the luxury market. The price has jumped $800 in the last month but Volvo has added nearly $2500 worth of goodies including a rear view camera and a power operated tailgate.High-performance multimedia is now standard in the T5 and the large info' screen is full colour. The Bluetooth has been updated to include audio streaming. The vehicle itself is handsomely equipped offering all manner of luxury including leather, climate control, cruise, rain sensor wipers, auto headlights, park assist and 17-inch alloys.TECHNOLOGYThe recently-released T5 engine is a 2.0-litre four-cylinder turbocharged petrol GTDi (Gasoline Turbocharged Direct Injection) unit producing 177kW/320Nm. The all-aluminium 16-valve engine meets the latest Euro 5 emissions standards and in the XC60 T5 consumes 8.7L/100km with 207g/km of CO2. A 0-100km/h sprint takes 8.1 seconds.A dual clutch six-speed Powershift transmission offers extremely quick and smooth gear changes and improved efficiency.DESIGNLooks great inside and out with family Volvo styling similar to the chic S60 and V60. Tail light treatment is outstanding and the front looks assertive and stylish. Room for five inside and plenty of load space. Love the centre stack and entire dash layout - they do a good job at Volvo. Hypoallergenic materials = sneeze free.SAFETYTicks all the boxes and scrubs up against all-comers even without optional features.Gets City Safety to prevent rear enders, emergency flashing brake lights, roll over stability control and multiple air bags among an impressive array of safety kit. Five stars no problem.DRIVINGHas a firm, controlled ride and satisfying response from the 2.0-litre boosted engine. Handles as well as a sporty wagon offering up sharp steering, that excellent six-speed double clutch manumatic transmission and strong brakes. Gets off the line quickly, is smooth and quiet most of the time and is actually a really engaging drive.VERDICTCan't see why you'd bother with the all wheel drive models. The diesel might appeal on the basis of more torque and frugal thirst. This is the one we'd get.VOLVO XC60 T5Price: $54,150Warranty: 3 years, 100,000km, roadside assistResale: 69% Service Interval 15,000km or 12 monthsEconomy: 8.7 l/100km; 207g/km CO2Equipment: six airbags, City Safety, ESC, ABS, EBD, EBA, TC.Crash rating: 5 starEngine: 177kW/320Nm 2-litre turbo-petrolTransmission: Six-speed dual-clutch autoBody: 5-door, 5 seat, wagonDimensions: 4627 (L); 1891mm (W); 1713mm (H); 2774mm (WB)Weight: 1740kgTyre size: 235/65R17Spare tyre: Space-saver.

Down in "Tiddlerville" Ford has a cracker of a competitor with its recently revamped Fiesta. Now available in sedan and five-door hatch, Fiesta has also shifted up a gear in terms of drive-feel and appearance.It comes out of Thailand now, off the same line as the Mazda2 but don't hold that against it. This little puppy has plenty in its favour not the least being price and style.We got hold of the base CL sedan but that includes Ford's excellent six-speed Powershift dual-clutch "auto" as standard.It makes this light car a treat to drive, even if you miss out on power rear windows and a spare tyre.VALUEYou can't argue with $18,990 for the CL sedan - it has plenty of kit for the dosh, offering up Bluetooth (not in Mazda2) impressive audio, aircon, a decent trip computer, power front windows and exterior mirrors and that six-speed "manumatic" as standard _ a master stroke from Ford as Fiesta will be bought mostly by urban females who are generally not fussed shifting cogs by hand. They can now have their cake and eat it too because the Powershift transmission offers a sequential change mode as well as D. Capped price servicing is a big plus.TECHNOLOGYTargeting a young audience, Fiesta has plenty of connectivity to make them happy including voice control of some electronic functions. There are multiple plugs for iPods and MP3s and standard Bluetooth is a bonus this far down the food chain.The plucky 1.6-litre four cylinder engine offers plenty of pep thanks in part to variable valve timing which also aids fuel economy rated at 6.1-litres/100km. Maximum output is 88kW/151Nm. And it runs on anything from 91-98 octane fuel.DESIGNFiesta is an example of Ford's current "Kinetic Design"" styling theme  - inside and out. It's a cute little beast with a high bum and wedgey profile. The front has an assertive look to it but not too tough. The inside has some soft feel surfaces and an eye grabbing, V-shaped metallic centre applique that livens up the look no end.All controls are legible and easy to find and use.The interior has plenty of room for four, five at a pinch and the boot is huge for a car this size - 430 litres.SAFETYNothing less than five stars for the latest Fiesta thanks in part to seven air bags and stability control as well as the strong body/chassis.Even the base model we drove with the skinny tyres has inherent safety thanks to its sporty dynamics that would help avert a crash in the first place. It steers like a sports car.DRIVING We have been big turbodiesel fans for yonks but this car made us think again about petrol and it isn't even turbo charged.The CL sedan is a hoot to drive any way you like - cruisin', commuting, even having a bit of a crack on a winding road -Fiesta puts its best foot forward - within limits.You don't have to be going fast to have fun partly because of the sporty drive feel. It has reasonable seats and plenty of kit to keep you informed and entertained.VERDICTReally impressive. We'd have it on a short list in this segment especially considering the six-speed "auto" is standard. The temporary mobility kit is a problem as are the wind up rear windows but overall, the CL sedan is right up with best in class.