Articles by Staff Writers

In the natural order of evolution the latest version of any new car has to be better, safer, grander and in today's world even greener than the one it replaces. That's a given.  But sometimes that natural order gets out of step.There are newcomers who don't just take one evolutionary step forward, but to borrow a line from the bloke who walked on the moon, they take a giant leap forward.Such is the F458 Italia, Ferrari's quickest road-going model and the stunning replacement for the F430, which followed the 360 which itself was a remarkable car.PricingThe 458 arrives in June with more than 100 deposit-paid "expressions of interest" being signed on the $580,000 car that's an order bank almost larger than the number of cars Ferrari sold in total last year.  So what's been happening? Has Ferrari, after a few hit and misses in its line-up, finally built a car of desire? It looks like it.Buyers have been handing over five-figure deposits to secure their place in the queue — those at the top of the pecking order will be getting their new Ferrari before Christmas; latecomers may have to wait for up to 18 months.The majority of Ferrari buyers are traditionally also big spenders: adding between $120,000 and $180,000 to tailor their cars before they leave the factory, and if they really insist on an odd colour trim combo then the amount of deposit rises substantially. Understandable, because the distributor, European Automotive Imports, doesn't want to get stuck with an expensive car with little market appeal.DrivetrainSo how good is the first all new mid-engined V8 Ferrari for in a decade? The 458 isn't just a step ahead of the 430, it's in another time zone.  The two-seater has more finesse, is more powerful, more responsive and resets Ferrari's bar on ride and handling perfection. It also has a green tinge, using less fuel and producing less harmful CO2 emissions than its predecessor.The raw figures are staggering: with 419kW peaking at incredible 9000rpm, the direct injection V8 delivers 93kW per litre which Ferrari says is a record for such a naturally-aspirated motor.And this is the first Ferrari not to offer a manual transmission and that's the rub with aficionados. Not only that, all future Ferraris will be without the traditional open-gated manual shifter as well.The diehards may weep, but there's no denying the 458's dual clutch seven-speed auto gearbox (developed for the Ferrari California with the technology now sold to Mercedes-Benz) is a gem, making the car easy as the family wagon to drive sedately in the city. If your feel the need for self shifting, there are Formula One style paddles behind the steering wheel.Ferrari counters the criticism, saying the techno-smart auto, a spinoff from Formula One, can complete gear changing far faster than any human hand and the shifting actually boosts power and doesn't momentarily lose it as you do when using a conventional clutch.EquipmentBut the 458 has other direct F1 links as well. The most obvious is the steering wheel which is crowded with all of the car's main controls including switching for lights, wipers, indicators, ignition and settings for the traction control system. Ferrari's effort to centralise controls sort of works, but you have to remember just where those buttons are when you have turned the wheel full lock, in tight turns.DrivingWhile Australia baked, here in Maranello, the home of Ferrari, the temperature didn't budge from 2 deg, fog blanketed the valley and it was snowing, meaning the fantastic hill roads above the town were out of the question for this beast shod in summer tyres.  The slush demanded extreme caution, even though the highways had been sprinkled with salt.Even with the car set on its wet road setting, to allow maximum grip, too much accelerator pedal (one of those let's try it and see what happens moments) produced an instant fishtail, which was countered almost as quickly (but not quite) by the traction control system which settled the car and our nerves.Despite the tiptoe conditions there was enough input after four hours on the road to show Ferrari has done an excellent job in body control: the car sits flat in corners, minor road bumps are well absorbed, the steering stunningly quick, the brakes are reassuring solid and benefit from an anti-lock braking system which is tuned to the road conditions.The Ferrari flyer is rewarding as it is daunting. The question remains just where in Australia, apart from track days, can its abilities be tested?The styling is a work of art — purposeful, muscular and mean. But every single curve, air intake and aerodynamic wind deflectors serve a purpose. The front winglets for example are flexible. At low speeds they channel air to the deeply angled radiators; at high speed they bend, moving the air to produce a low pressure area at the front of the bonnet, helping to reduce drag and in our case, ice which clung to the bonnet.Ferrari says the 458 produces a massive 360kg of down force at its maximum speed of 325km/h that's better than the Enzo supercar. It's not until you climb into the cockpit with its overly hard seats, that you realize just how wide the Ferrari is. Not a problem for Australian roads but it demands careful manoeuvring to negotiate Italy's narrow lanes, lined with deep ditches and shared by trucks all demanding their bit of black top.Despite that, the 458 is remarkably easy to drive. Push the red start button (we failed to see it the first time and wondered why the car wouldn't start) awakens the beast lurking behind the cabin but its there on display under the rear glass hatch window for all to see and admire.Engine noise changes pitch quite dramatically depending on the throttle opening. It's not the typical agricultural V8 sound we are used to in Australia. This is more of a high pitched growl than belly-deep guttural.At 60km/h the car quite happily plods through city traffic in seventh gear, such is the high revving nature of the V8. But it's not until you get to highway speeds and the revs build that the true character of the car shows itself. Stomp on the accelerator in auto mode for overtaking and the car drops a gear, and rewards you with a surfing wave of torque as speed and revs rise in unison all the way to 9000rpm although in these conditions redlining was out of the question.The transmission will upshift automatically if you are in manual mode and thanks to the dual clutch system cog swapping is done seamlessly.  Given the right road conditions, the 458 is capable of running at more than triple our road limit — something we never came close to exploring and can do the standing dash to 100km/h in just 3.4 seconds.Think about it. Count to four it's that quick and gives the car a rightful entry into the supercar class. Equally remarkably, it has a claimed fuel consumption of just 13.4l/100km. This is the most responsive Ferrari to date.A miracle car maybe. But it's not without its faults: there was demisting problem in our test car but a bigger problem was the lack of a rear-view camera and it's badly needed although it will be offered as an option for Australia. This $600,000 sportscar also doesn't come with vanity mirrors and cruise control was also absent, but that will probably become standard once the cars are landed in Australia.The options list is however extensive right down to matching luggage (the same leather as the seats).Ferrari 458 ItaliaPrice: $580,000Engine: 4.5-litre V8, 419kW @9000rpm, 540Nm torque @6000rpm.Transmission: 7-speed dual clutch automaticPerformance: Top seed 325km/h, 0-100km/h 3.4s, 0-200km/h 10.4s,Dimensions: kerb weight 1485kg (with forged wheel rims and lightweight racing seats) , weight distribution 42% front, 58% rear, length 4527mm, width 1937mm, height 1213mm, wheelbase 2650mm front track 1672mm, rear track 1606mm.Tyres: Front 235/35 20 inch, rear 295/35 20 inch.Brakes: Front 398, rear 360mmFuel Economy: 13.3l/100km (claimed, European test); CO2 307g/km

When I was a kid we used to play a game to while away the hours of long, boring road trips called Spotto.  Think of it as a version of the better known I Spy. The aim was to be the first to spot number plates starting with a certain letter, or an orange car or a driver wearing a hat. You get the picture.There's a modern-day version: trying to guess where a car is made. It's not an easy game to play. Australia now imports vehicles from at least 27 countries.  Some are bleedin' obvious like Japan, France and Sweden. But try China, Turkey, Spain, Slovak Republic, the Czech Republic and Brazil and you get an idea of just how global we have become in our car tastes.Which neatly brings me to Suzukis Alto, the pint-sized hatch which is cheap and cheerful and affordable to run? No, its not made in Japan, but India.  Small car specialist Suzuki has neatly shoe-horned the Alto into the light car market, one of the fiercest battlegrounds where car sales are won or lost on price.While there's a bevy of cars that sell for under $20,000, there are six that break the $15,000 barrier. The Alto has the honour of being Australia's cheapest car for now at $12,490. Other cheapies are Hyundai's Getz and Proton's Savvy ($13,990), Holdens Barina ($14,790) and Kia's Rio and Protons Satria ($14,990). Some offer drive-away or special deals so pricing is a guide only.Suzuki's claim to fame as being the cheapest will soon be shot down by Proton whose S16 sedan will be priced at $11,990 drive-away when it goes on sale next month.  So it is no surprise to see Suzuki fighting hard to get the Alto name up front in the marketplace. The company recently entered the micro in the Global Green Challenge, a gruelling 3000km fuel economy run from Darwin to Adelaide.Where at one point it returned a remarkable 2l/100km and the whole journey, according to Suzuki, cost less than $160. That's getting down to the figures you would expect to see in a hybrid. Amazing stuff. Fit-out and equipmentSo is the Alto, for the price, cheap and nasty transport? Far from it, but the little hatch is built to a price point so it's no surprise so find plenty of hard plastic in the cabin. It's a small car so back seat leg room is compromised and the seats are lacking in support.Standard kit is a bit of an odd mix. You get manual door mirrors (and I can't remember the last time I drove a car with those) but Suzuki wisely has ticked the boxes for most of the desirable stuff like air conditioning, central locking and power windows.You get power steering, disc brakes up front and old fashioned drums in the rear and a basic suspension design.  The entry $12,490 GL model gets steel wheels, remote central locking, electric front windows, air conditioning, two-speaker CD audio with MP3 input, abundant cup holders and storage bins, split folding back seat and luggage load cover.On the safety front, there are six airbags, two child seat anchorages, anti-lock brakes and an engine immobiliser.  Spend two grand more for the GLX and you add alloy wheels, fog lamps, tacho (an odd looking thing stuck on the dashboard like an after thought), four-speaker audio, height adjustment for the driver's seat and stability and traction control.DrivetrainThe Alto is powered by a buzzy three cylinder (yes, they still make them) 1-litre engine which is good for 50kW and 90Nm of torque. The numbers, on paper, should mean the performance is handicapped but Suzuki has been quite clever with gear ratios for both the five-speed manual and four-speed auto to provide the best fuel economy while still retaining some zip.The Alto only has a 35-litre fuel tank, but with a claimed fuel consumption of under 5.5l/100km it is going to win many friends who are looking for cheap city transport.DrivingBeing a triple-pot, the four-seater Alto shows all the vices of the design — the out of balance engine design shakes at idle, there's a ample torque steer through the front wheels and it sounds like a sewing machine.Steep hills will catch it out, the steering is overly light, the abundant plastic in the cabin feels cheap and the engine is just adequate.  But don't let that put you off. This is basic motoring at its best. Cute design, reasonably comfortable, superbly fuel efficient, practical and cheap. What more do you want for the money. 

I have a friend - yes, it's true - who is a keen cyclist and who, among other challenges, has circumnavigated Australia on his treadly.  Despite living some distance from the CBD, he cycles to his city office on occasions when the weather is fair and may take to the road on weekends for a bit of extra legwork.  Cycling doesn't imply that my friend practices financial restraint because when he gets out of the lycra he gets into his Saab convertible."I would never have a car with a roof again," he says. "It's just like being on a bike. You see more, feel more, hear more and I get to wherever I'm going without feeling captured, closed in and stressed. I even drive a bit slower."Which answers questions about the Sunday driving style of many convertible owners and specifically ignores all the potential downsides of sunburn and erratic hair.  Convertibles, above all, are sexy. Yes, sexier than lycra. And this, Aston Martin's latest DBS Volante which is the first to land in Australia, is the sexiest of them all.Sexy is subjective but I've yet to find anyone disagreeable about the looks of an Aston Martin. Then you just take the top off and voila!  But it's more than that. Technically this V12-engined machine is identical to the DBS Coupe and V12 Vantage and one rung up from the DB9 models.It's designed for grand touring with a fang on the side, a car that will cosset you and your lady on your weekender yet at a press of the accelerator, capable of baring its teeth. Its bite really is as formidable as its bark.Pricing and fit-outAt $535,350 (plus on-road costs) this is the Touchmatic version that loses the clutch pedal and gains steering wheel paddle shifters and a civilised approach commuting. The six-speed manual, wonderful though it is, may become hard work in traffic.  It's priced to shout loudly at its arrival on the street and just in case you missed its vision, there's that distinctive "active" exhaust system to rasp its symphony up and down your spine.The Volante is a four-seater according to Aston literature. But the only way a human could occupy the beautifully sculptured leather cocoon behind the driver is to remove superfluous limbs or adjust the seat until the driver's chest is pressing on the steering wheel.  For two occupants. it's a lovely piece of work. The rear seats are good for shopping bags and that leaves plenty of legroom upfront.The cabin is pure Aston and identical to the rest of the range. Only trim and colour defines the models and in the case of the DBS Volante, includes carbon-fibre door pulls and centre console mask and the remains of selected cattle.  The roof is fabric and for the new model - identified predominantly by the clear tail light lenses - is thinner. That means more room for your head but Aston assures does not increase the intrusion of exterior noise. For heaven's sake, isn't there enough noise going on under the bonnet and out the tailpipes?The boot is just a small carpeted box and instead of a spare wheel there's an aerosol kit and the telephone number of a tilt-tray truck.  Volante owners who can be bothered also get an anti-buffeting screen for days and nights when the roof is down. They will appreciate, however, that when the wind is modest the roof can be raised or lowered at vehicle speeds of up to 48km/h.You don't have to make a spectacle of yourself stopped at the traffic lights, even if you wanted to, because the roof action is surprisingly rapid.  Running your fingers through the automatic gearbox is simply a matter of pressing the relevant button atop the centre console, with individual cogs commanded by the paddles sprouting from the steering column.The fun starts with the "Sports" button set low in the console, positioned almost out of temptation and alongside the equally fearful switch that disarms the electronic stability and traction system.  With a hot 380kW V12 under the alloy bonnet, you would think there was no need for a Sports button. In fact, it doesn't produce more power it just sharpens up drivetrain components so it reacts quicker, spins further and sounds even more magnetic.The button defaults to the off position and was so sorely missed that I had to keep turning it back on, even if it was to exaggerate the exhaust howl.DrivingDiscovering the importance of the button meant spending a cool morning on a vacant track, flicking up and down the paddles on the left and right and letting the tachometer needle close in on 8000rpm.  It has brilliant handling, with a bite in the corners and the immense torque on tap for a slingshot exit.Despite its bulk and its price tag, it's a very easy car to punt and even driven hard shows little tendency to lose the plot.  Though the Volante is mechanically identical to its DBS Coupe sister, there are distinct characteristics.  It rides so well you'd never think it had 20-inch wheels. Harsh traffic bumps that upset similar cars are simply glided over in the Volante.As if appreciating that a roof-down car invites more noise, the Volante's exhaust starts with a burble and crackle and then softens to being almost inaudible at 2000rpm before waking the dead when the engine hits 4000rpm.  This interval is where a driver - not necessarily you or me - would coast through narrow suburban streets and motor gently down a busy shopping strip.Here it is seen but not necessarily heard. You and I, of course, would select first cog and get the engine over 4000rpm and do a slow but raucous parade to make ourselves noticed and value-add the price we paid for the car. And for $535,350, we'd be within our rights.ASTON MARTIN DBS VOLANTEPrice: $535,350Engine: 6-litre, V12Power: 380kW @ 6500rpmTorque: 570Nm @ 5750rpmPerfomance: 0-100km/h: 4.3 seconds, top speed: 307km/h Economy (official): 16.4 litres/100km, (tested): 21.5 litres/100kmTransmission: 6-speed automatic, sequential; rear-driveRating: 90/100Rivals: Bentley Continental GTC Speed Conv ($480,997) 88/100 Lamborghini Gallardo LP560-4 Spyder ($502,000) 91/100 Ferrari California ($459,650) 90/100 Mercedes SL65 AMG ($502,000) _ 89/1000

You may laugh at the — lets say ‘brave’ — boxy styling. You may cast scorn at it. But this car is a star. A star because this Kia dares to be different. It's a car straight out of Marketing 101 — a car which is about as far removed as you can get from the whitegoods on wheels some car companies are serving up today.So congratulations to Kia for being brave enough to give us the Soul — a MPV with attitude, aimed squarely at the darlings of Generation Y. No, it doesn't appeal to the masses, but it was never intended to do that anyway. The Soul's role is to make a statement that Kia, known for its cheap and cheerfuls, can be different and can be funky.I'll confess when I first got into the Soul I thought I would be only driving it in the dark of night, least I be seen in something that looks so weird; a bit like a deformed Jeep. I'll also confess that after a week of ignoring the mirth of fellow motorists I actually got to like the Soul and appreciated it for what it is.It isn't such a bad thing to drive. You get a five-star safety rating for two of the three models and a reasonable level of standard kit for money, although with a price range of $20,990 to $30,890 this is no cheapie.The Soul is a niche player in the crowded small car market. Kia so far this year has sold less than 260 of them nationally. To put that in context, Toyota has sold more than 25,000 Corollas this year and Mazda has delivered more than 23,000 of its Mazda3. Still, the cute Kia has outsold Fiat's Ritmo, both Proton models in this segment, the VW Beetle and Renault's Megane.The Soul was conceived in the United States, developed in South Korea and aimed at the Americans and Europeans who probably better appreciate the dare to be different look. Kia has deliberately designed the Soul to be tailored - buyers can add their own personality, with a range of 30 accessories and three option packs. The idea is that no two Souls will be the same. It may not be the most cost effective way for a company to sell a new model, but accessories traditionally carry a high profit margin.So you can order your Soul dressed with LED mood lights, with wild graphics and an interior highlighted in bright red — or if you feel too much out of your comfort zone, there's a safer beige retro chic decor. With plenty of choice it pays to do your homework first before getting to the showroom floor. For a start there are three levels of specification the Soul, the Soul2 and the Soul3 before you add the extras.There's a 1.6-litre petrol or diesel engine, both offering similar power — 91kW for the petrol and 94kW for the diesel. The diesel wins out on torque — 260Nm versus 156Nm for petrol and as expected the diesel is more fuel efficient at a claimed 5.2 litres per 100km against 6.5l/100km for the petrol. A five-speed manual is standard and a four-speed auto a $2000 option. The manual is the pick of the two transmissions.The base version gets items like remote door locking, power windows and mirrors, a decent sounding, big base, six-speaker MP3/CD player with a handy USB port and iPod compatibility, power door mirrors and basic air conditioning. The safeties are covered by front, side and curtain air bags, active front headrests and anti-lock braking.Missing, surprisingly, are electronic stability and traction control on the entry model, a trip computer, reach adjustment for the steering wheel, multi-stack CD system and cruise control. You do get stability and traction control in the next level up along with fog lamps, while a sunroof and rearview camera are optional. The base model misses out on the five-star rating because it lacks two important safety features.Inside, the cabin, thanks to the Soul's boxy but highly practical design, is spacious with plenty of storage including an underfloor bin in the boot (thanks to the lack of a full sized spare wheel). The test car came dressed in black, but open the glove box or a storage bin on the dashboard and you are hit with vibrant red interior. Its not all good news though, rear vision is seriously hampered by the chunky D pillar.We drove the turbo diesel version and came away impressed with its performance and driveability. It's got good low to mid-range pulling power and for a diesel is notably quiet. For such a tall, boxy design, handling is better than expected although Kia needs to revisit the level of steering assistance provided to give it some needed crispness. At the moment it's all a bit too rubbery. Do I like the Soul? You bet. Would I buy one? I'm too old.

Holden has good reason to be feeling relieved at the moment. While big cars largely remain out of favour, new car buyers are queuing for smaller, more fuel-efficient offerings. And that's where Holden's future now sits.The big five sellers in the small market last month were all well entrenched: the Toyota Corolla, Mazda3, Mitsubishi's Lancer and Hyundai's i30. The fifth was Holden's Cruze which comfortably outsold Ford's Focus. Holden has now sold more than 4800 of them in less than three months.It's a remarkable achievement from Holden because the newcomer has a lot of ground to cover to woo buyers away from its rivals. Importantly, this model has to be a winner for Holden as it fills the gap left by the Vectra and will probably endanger the future of Epica as well.The Cruze is crusin' because it ticks most of the right boxes: the sedan-only styling has a familiarity with the Commodore, it comes with a five-star safety rating, it is well packaged for the money and in diesel form at least, is reasonably economical.The fact that it, like Holden's Barina, Epica and Captiva, comes from General Motors subsidiary, formally Daewoo, in South Korea, has not dampened enthusiasm for the car either. And nor should it.The Cruze shows a level of quality and driving experience which shows that the Koreans are kicking key goals. The goal for Holden is to now match that level of build quality when production of the Cruze switches to the company's Elizabeth plant in South Australia next year. That will see the Cruze range being expanded with a hatch, maybe wagon as well, and certainly the introduction of an LPG variant. But let’s not get ahead of ourselves. In the market now is the ‘introductory’ model from Korea.You get a choice of 1.8-litre petrol or 2-litre diesel, a five-speed manual or six-speed auto and two equipment levels. Prices start at $20,990 and stretch to $25,990, plus on-road costs, which makes it cheaper than its rivals.On the safety front the Cruze comes with six air bags, anti-skid brakes, traction and stability control as standard fare. Add a spacious cabin and boot, well designed and easy to read instrument panel, leather upholstery, air conditioning, power windows, six-speaker audio system, height adjustable driver's seat, steering wheel mounted controls, cruise control, alloy wheels, fog lamps, heated front seats and park distance control and a trip computer and you get the picture.The Cruze has much going for it and I really wanted to love it. I ended up liking it instead, and that's a shame. And it’s all to do with the marriage of the petrol and engine and the automatic gearbox. It appears they pay lip service to each other and don't communicate as they should. Which is why if you are looking at the Cruze — and it’s well worth considering - my tip is go for a manual transmission or the turbo diesel. That's a much better car to drive.The baby Holden appears to be well put together and the ride reflects it. There's none of the harshness nor the crude, wallowing ride we have seen in previous models out of Korea so Holden's engineers have done a good job in setting this car up for our conditions.There's some harshness on broken surfaces and the suspension, in the CDX-spec test car at least, can be noisy, almost if lacking isolation from the cabin. Overall the Cruze is very liveable apart from some hard plastics in the cabin, shapeless rear seat and lack of a driver's foot rest.But for the money the Cruze is a real bargain. It’s a solid, well built entry into the small car market but performance is handicapped by the less than ideal match between the petrol engine, despite developing 104kW, and the six-speed sequential auto gearbox. You need plenty of revs to get moving at low speeds then the engine becomes harsh. The Cruze can be caught out, especially on moderate slopes as it tries to work out which gear is best.

As any first-year marketing student will tell you, a new product must have a USP if it's going to succeed. Frustratingly for some brands it can take time for its unique selling points to be truly appreciated by the market.Skoda is a good case in point. The Czech brand's key selling points are solid engineering, borrowing heavily on its VW links, quality and delivering big on value for money.Skoda is a big seller in Europe, but here it remains a niche player; still a little known brand with unknown models. But Skoda has the firepower to impress. Its in the form of the RS — the sports version of its volume seller Octavia — and it has the merit to be a sales hit, but it remains a sleeper in the market, accounting for less than 20 per cent of Octavia's modest volume.But Skoda's battle to build excitement in its model mix took a giant step forward this week with the launch of the face-lifted RS. The Skoda dragon has woken and been stirred into action. The RS range has been diversified, offering buyers a wider choice of petrol or diesel engines and manual and manu-matic DSG transmissions.The latest RS neatly ticks two of the important marketing boxes: it packs performance without sacrificing fuel efficiency and it comes with a comprehensive list of standard equipment at a price which doesn't break the bank.Skoda Australia boss Matthew Wiesner says he finally has a range of RS models to win incremental sales. "We were handicapped by the previous RS in that we could only offer a manual petrol version. Now we have petrol and diesel, manual and the DSG and in liftback or wagon. It will probably still only account for 20 per cent of Octavia sales but that model is showing healthy growth, so it's all incremental. "What the RS does is add another layer to our model mix. It will attract younger buyers and even female buyers, which is what we need to expand."DrivingThe new RS's styling belies its potency. Here's a versatile liftback or wagon which successfully does double duty as a performance car and family bus. A wolf in sheep's clothing? Not quite, because the clothing gives a hint there's something here with more than average driveability.The RS comes to the party with lowered and stiffer suspension, new front and rear lamps, including for the first time, daytime LED running lights, 18-inch alloys, sports seats, alloy pedals, obligatory rear wing, chromed twin exhaust pipes and red-painted brake calipers. They all neatly lift the otherwise homely appearance of the Octavia. But if you are looking for the petrol or diesel badges to tell the RS twins apart you won't find them.Skoda has delivered two models which between them have an impressive set of numbers — starting with the price from $37,990, up just $300 on the previous version. That gets you into a Euro import with plenty of solid German engineering and better than expected Czech build quality.There's a generous level of standard bling for the money including dual zone air conditioning with air quality sensing, remote central locking, six-stack MP3 audio system, heated front seats, rain sensing wipers, rear park sensors and multi function trip computer. On the safety list you can tick the boxes for six airbags, advanced anti-lock brake system, traction and stability control and onboard tyre pressure monitoring. Luggage space in both the liftback at 560 litres and wagon 580 litres with rear seats up.Options include sunroof, front park sensors, satellite navigation with 30GB hard drive which replaces the CD stacker, Xenon headlamps and leather upholstery. The hardest choice for buyers is picking the petrol or diesel.There's an interesting balancing act here: the gap has narrowed between traditionally slower but more frugal diesels and the quicker but thirsty petrols.Skoda says the turbo-packing direct-injection petrol version can hit 100km/h in a claimed 7.3 seconds which is 1.1 seconds quicker than the diesel, but for a diesel a sprint time of 8.4 seconds for a vehicle which tips the scale just under 1.5 tonnes and is 35kg heavier than the petrol version is no embarrassment.The petrol version delivers peak power of 147kW over a 900rpm band, with maximum torque of 280Nm available from 1800 to 5000 revs, that's a huge broad band, giving the RS strong and long legs.The petrol version delivers where it counts. For a performance car the RS shows few vices: it feels well balanced, there's a degree of expected understeer which gets more aggressive as speed rises; only the brakes could benefit from more stopping power. But I just love the diesel alternative as well.It has a different driving dynamic but it probably is the better car to live with, especially if you do a lot of country running, that's to its massive low to mid range torque and good fuel economy. The secret is to keep the revs up.The diesel, now the most powerful in Skoda's range, sips a claimed 5.9l/100km for a mix of city and highway running compared to the petrol's 7.7l/100km.The common rail turbo diesel delivers 125kW, but its secret is the fat 350Nm of torque on tap from 1750 to 2500rpm. There's some turbo lag, but for a diesel, the engine is remarkably quiet so there's little of the old fashioned rattle and chatter.My pick? The diesel is impressive, but my choice is the petrol wagon. It offers the best of both worlds — a family-sized and versatile load carrier with potent performance. That's hard to ignore.

Unless your name is Rip Van Winkle (those under 30 go and look it up), you can't help but notice something grand has happen in Volvo land. The boys and girls in the styling department have discarded their cardigans, or whatever the Swedish equivalent is, and rediscovered the world of style.So boring and boxy Volvos are out and sexy curves are in. Cabins have become fashionably cool while safe but pedestrian performance has been replaced with cars that are safer and impress. Evolution? No this is more revolution. Which brings me neatly around to Volvo's C30 T5 R-Design. Yes, it's a mouthful but all those badges do actually mean something.The front-wheel drive C30 is Volvo's smallest car sold here; the T5 means it has a turbo five-cylinder engine neatly tucked away under its snout and R-Design is Volvo-speak meaning the car comes dressed in a sportier, stylish set of the clothes than normal. And just to clear up another point, while Volvo is Swedish, this one comes from Belgium.Pricing and options The T5 R-Design costs almost 10 grand over the price of a normal C30 but Volvo is out to prove a point with this model - that it can match it in motoring's fashion stakes. The basic car costs $42,450 (plus on-road costs) but the T5 R-Design adds the design styling package ($3700), stylish 18-inch diamond-cut alloy wheels ($1600), Volvo's excellent blind spot detection system BLIS ($1275), Dynaudio premium sound system ($975), a hard load cover ($375) and a whopping $1550 for metallic white paint. That brings the grand total to $51,925 plus registration, stamp duty and insurance.Now … in the new car game, there are a couple of price point psychological barriers: dealers find it easier to sell a car for $19,990 than $20,500. The second barrier is the $50,000 mark so this latest Volvo steps over the line - and by some distance. Despite that, there's still some value for money here. The now ageing C30 has a couple of minor flaws, but overall it comes well packaged and impresses.Pros and cons The flaws: it's only a three-door and the front doors are heavy; the boot and rear leg room in this four seater are less than generous and the five-cylinder motor is not that frugal, returning an average 11.6l/100km for a mix of city and rural running.That however is an improvement on the last C30 I drove a couple of years ago which returned 11.9l/100km. The virtues outweigh the niggles: this car has quality written all over it. It feels solid, is tight and has a level of craftsmanship which is class leading.Styling I love the rear retro styling (based on the P1800 coupe driven by Roger Moore in The Saint), with its huge glass tailgate. The C30 has one of most logical dashboard designs in the business and offers perky performance and well balanced manners on the road.SafetyThe money buys you a comprehensive safety package including the BLIS which warns (by shining an orange light near the side mirors) if there is another car in your blind spot, leather seats, park distance control, central locking and air conditioning.Equipment You can also tick the boxes for life's little luxuries like door mirrors that neatly fold flat when you park, fog lamps, headlamps that come on at night when you remotely unlock the doors (great for finding the car in a dark carpark) and washers for the headlamps. The R-design adds 17-inch alloys, mild body kit and so-called sports upholstery.Drivetrain and performance The five-cylinder produces 169kW, produces plenty of pull from its 320Nm of torque and is well matched to the excellent six-speed manual box. Zero to 100km/h takes a claimed 6.7 seconds. We didn't get a chance to test that, but the C30 is quick but doesn't feel like a firecracker.Volvo C30 T5 R-Design Price: $51,925 plus on-road costsEngine: 2.5-litre five-cylinder turboPower: 169kW at 5000rpmTorque: 320Nm at 1500-5000rpmTransmission: six-speed manualEconomy: 8.7L/10KM (claimed); 11.6l/100km tested; CO2 224g/km

It boasts revamped styling, good value for money and the backing of one of the best warranties in the business.The downside: you also still get what you pay for, so in the Cerato you will find some hard plastics, doors that don't feel solid and a ride which gets a little untidy on gravel roads.Mind you, the same can be said of many of its rivals. So the tip here is admire the value and enjoy the features but understand this is not a prestige car — despite Kia's advertising, which implies it could be.But Kia (and stablemate Hyundai) have improved far beyond their past reputation as “cheap, nasty, unsafe rubbish” (to quote some buyers to whom I suggested Korean brands recently0.I'll concede that when badges from Korea first launched here decades ago, they had a steep learning curve to try and match the quality and finesse of the Japanese, which itself went through the same exercise long before that. And the newcomers from China that are on the way will no doubt face the same marketing challenge.The truth is, nowadays the Koreans can play with the Japanese on a level playing field. Now that may surprise, many but Kia has been quietly kicking some important goals lately. And its latest Cerato sedan – launched at the start of the year — is a shining example.For a start the car is larger, deliberately looks European rather than Korean (the bloke who designed it was a German who also gave us the VW Beetle); the pricing is sharp, and the car comes loaded with most of the equipment buyers want.The $18,990 entry model gives you six airbags and anti-lock brakes as standard, but not the all important electronic stability control or traction control, so you can see how Kia kept the price well under the $20,000 barrier.You do get a five-speed manual (a four-speed auto is an extra $2000), air conditioning, 15-inch steel wheels, power mirrors and windows, remote locking, MP3 compatibility, USB input and sunglass holder.You can tick the box for the optional safety pack for $1000 which adds ESP, traction control, cruise control and remote audio controls on the steering wheel and is well worth the money.The top-flight SLi version which is the pick of the two, starts at $22,990 for the manual and comes with the full raft of safety features, alloy wheels, cruise, rear park assist, climate controlled air conditioning, trip computer and fog lamps.As for the warranty: try five years with unlimited kilometres for peace of mind in case you still had some concern about the badge.The Cerato's cabin is refreshingly different from what Kia has offered before. While the plastics are still hard-looking and hard-feeling, the cloth upholstery and black and polished alloy look to the dashboard is modern and smart.The cabin also gets ticks for being spacious, reasonably comfortable for four (five is a squeeze) and having a roomy boot. The rear seat folds flattish (by pulling a couple of levers in the boot itself). Annoyingly, the car locks itself once under way.Power comes from a 2-litre, four-cylinder with the test car fitted with the standard five-speed manual, handicapped by a super lightweight clutch which made smooth changes sometimes difficult. Most buyers would opt for the optional sequential four-speed auto which has plenty of gap between the ratios and was designed with fuel economy not performance in mind.That can't be said for the manual we drove. The fuel consumption, according to the car's trip computer, returned an average of 11.4l/100km. I didn't believe it and reset it, only to get a similar reading, although it did drop to 9.2l/100km on the highway which is still not impressive. Kia quotes an official figure of 7.9l/100km so something was amiss.I like the Cerato. No, it's not perfect but it’s honest and has more going for it than not. It is comfortable, offers loads of space and has an impressive sound system.Its performance is better than some in this family-sized class, and while the engine feels perky the Cerato doesn't pretend to be a sprint car.It gives its best at lower revs where the torque can work its magic. Higher up the rev range nothing much happens apart from added engine and wind noise.In most driving conditions — the daily fight in commuter traffic or cruising the highway — this newcomer is pleasant enough, but the driving experience is tarnished by the overly-light clutch which makes smooth starts at traffic lights a hit or miss affair. Even though it only has an old fashioned four-speed auto, that's the transmission to go for.Light steering also takes away some of the feel for the road; conversely it makes the car easy to drive in the city and that's what most buyers want.On sealed roads the Cerato offers a comfortable, sure-footed ride; on gravel it becomes nervous and twitchy.Did I mention it was from Korea?

One of the biggest mistakes a car company can make is to hand its rivals a free hit by vacating the market. In this business where brand loyalty is supreme it can take a long time to play catch up - unless of course you have some serious ammunition to fire back at the opposition.Mitsubishi only has two serious full-on performance cars, the awesome Lancer Evolution MR SST ($72,190) and the slightly less potent but still full-on Evolution ($59,990).But missing in action has been a more affordable road warrior in the sub $50,000 bracket to slot in under the Evo twins — a model which could go head to head with Subaru's WRX or Ford's Focus XR5.Enter the Lancer Ralliart and Mitsubishi is back in the game with plenty of bang for the buck. It's essentially a detuned Evo and priced at $42,990 for both sedan and sportsback.Mitsubishi has been quite clever here, borrowing many of the Evo's go-faster bits but giving the Ralliart a more comfortable ride to broaden its appeal.Power comes from a detuned 2-litre four cylinder with single scroll turbo as against the Evo's twin-scroll. It also shares in part the active differential all-wheel drive system which is switchable to suit road, gravel or snow conditions, a twin-clutch transmission and alloy bonnet to reduce weight.There's 177Kw on tap at 6000 revs (down by 50kW on the Evo) and a fist full of 343Nm torque (down 23Nm) with little in the way of turbo lag. While not as potent at the Evo, the Ralliart's performance nevertheless is surprisingly surefooted and quick on and off road.But you need to get the Ralliart above 2000 revs before that power comes into play. Peak torque is on tap from 2500 to 4750rpm, just where you need it for swift overtaking or tackling twisty mountain roads.The downside: power comes at a price in the form of thirsty fuel consumption.Given a choice, in my book the sportback looks better than the more practical sedan but the hatch's rear visibility is limited by the heavy C-pillar. The cabin will fit four adults in comfort, even the back seat; the front buckets offering excellent support.The dressed in black cabin styling also gets a tick of approval, especially the instruments, although I am still coming to grips with the exterior lines, particularly the elongated nose with what Mitsubishi describes as a jet fighter grilleThe suspension set up is softer than the Evo so there's a bit more body roll and pitching in the twisty stuff. But the car is far more liveable and quieter on a day to day basis, unless you like, of course, the Evo's annoying bone jarring ride.The six-speed twin clutch manual-auto gearbox is also borrowed from the Evo with slightly modified top end ratios to provide better fuel consumption. It's better than the VW DSG setup but isn't as slick as the PDK system from Porsche although it still offers seamless gear changes. It has two modes — sport and normal — but not the track-ready Super Sport mode featured in the Evo.The shift paddles on the steering wheel are cumbersome to operate and I dislike the invasive nature of the transmission in auto mode by holding the car in too lower gear descending hills. Flicking the paddle shift takes it back to manual mode solves the problem.So, is it as good as an Evo? No, but it comes so close. You can have just as much fun and the Ralliart version for $16,000 less and it's easier to drive.SnapshotPrice: $43,890, sedan or sportbackEngine: 2-litre turbocharged four-cylinderPower: 2-litre in-line 4, 177kW @6000rpm, 343Nm @2500-4750rpmTransmission: Twin-clutch, six-speed manual/auto.Rivals: Golf Gti, Ford Focus XR5, Subaru WRX

Honda's latest lightweight but pricey addition to its Australian line up (popular in Asia but new to our shores) is a sedan version of Honda's Jazz hatch.Think of it as a small car with big car aspirations. But does it live up to them? Let’s count the reasons down from seven to one.That's the average fuel consumption the sedan returned after a week's rural and stop-start urban driving — and without any regard to driving with efficiency in mind. That certainly got my attention in these days of watching your household budget.That's what you can achieve in fuel consumption if you drive the City smoothly on the highway, so the fuel story gets even better.Honda's own claimed fuel figures are 5.3l/100 on country runs but you probably won't achieve that in real-world driving conditions. Honda boasts a combined city/highway consumption of 6.3l/100km (manual) or 6.6l/100km (automatic). The downside: the tank only holds a meagre 42 litres.The manual and auto gearboxes both get five ratios and five is better than four but not as good as six. The gearing is aimed for fuel economy not performance so don't buy the City if you are looking for spirited motoring; on the hills it borders on disappointing.Honda has done a fine job with the four-door sedan's baby Accord styling and a modern airy cabin which comes dressed in the obligatory polished alloy and black trim. Some of the design elements, like the red instrument dials are a bit over the top, but the City stands out from the small car pack.The cabin itself is reasonably comfortable but the front seats could do with even more support and front headroom can be tight if you are tall, thanks to the seats being mounted above the fuel tank.It is overall well executed, the controls fairly simple to understand and operate. One wonders why a five seater needs seven cupholders though.Top marks for the huge boot (more space than a Commodore) which is deep and long.Honda gets two but not all three of the expected safety features. It offers smart anti-lock brakes, front and side airbags and curtain air bags. But Honda shoots itself in the foot by not offering electronic stability control. Honda promises it will be available next year.A choice of specification levels and while the City commands a premium price there's not a bad value for money story here. The Vti comes standard with big ticket items: keyless entry, power windows and mirrors, air conditioning, cruise control, a good single CD sound system with steering wheel controls, iPod integration and USB compatibility (but you only get four speakers).The Vti-L adds more in the way of bling like better quality seat upholstery, fog lamps, reach adjustment for the steering wheel and larger alloy wheels. Missing: No remote release for the boot which is standard fare on most new cars nowdays and shows where Honda has penny pinched, as does the lack of boot liner in the base model.The capacity of the in-line four-cylinder engine. Honda has been a master at building fuel-injected motors and this one is typical but peak power and torque come high on the rev band so its all rather busy under the bonnet. Borrowed from the Jazz, it's good for 88kW and 145Nm of torque. The figures don't mean much on paper but they translate to mixed performance on road. The gearing is the engine's main handicap. Pity about that.Suspension, also pinched from the Jazz, is a conventional MacPherson system up front with torsion beam axle in the rear which is common in the light car market. Despite some tyre noise, the ride is smooth and comfortable, but don't expect anything outstanding. Same goes for the power steering which is light and lifeless but for most owners will be just fine.Overall, it’s City by name and city by nature. An expensive, but easy-to-drive car if you keep the revs up for urban living.