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Its eye-catching retro-styling puts the car in the same league as the popular new Mini Cooper and well above the less-than-gorgeous VW Beetle.In such an ideal world, a V6 engine and/or a turbocharger would help the package along nicely.Throw in a top-quality suspension and handling package, an interior with quality switches, dials and instruments, truly-adjustable driver seating and inside styling to match the bold outside look and we are really talking popularity.Of course such a machine would cost about $50,000. The 2005 PT Cruiser just released to Australian showrooms costs about $30,000.And as such, the real world clashes head on with the ideal world dreams.The previous model was criticised for being under-powered.Daimler Chrysler has tried to address this by upgrading to a 2.4 litre powerplant over the previous inadequate two-litre donk.Better, yes, but still not quite good enough.The actual engine power increase amounts to just 5kW. Torque is up 14 per cent to 214Nm at 4000rpm.As such the performance delivery is much smoother than from the previous smaller-engined model.The test car, an automatic model, comes with the novelty of a clutchless manual-style operation known as Autostick that enables the driver to flick through the three forward gears.That marginally improves the driver's feel for the car but if you want to change gears yourself, you really should buy a manual.The new model comes in three levels, Classic ($29,990 manual) Grand Tourer ($30,990) and the Cruiser Limited ($33,990). Add $2000 to each for an automatic.The Classic is the base model.As tested the Grand Tourer has better suspension, 17-inch alloy wheels (the others have 16-inch), tyres, a neat body-mounted rear roof spoiler, silver shift knob, leather steering wheels, overhead console and front and rear fog lights.Leather trim, heated front seats, an overhead console featuring a digital display giving you an outside temperature reading and compass information are among the extras on the most expensive of the trio, the Class Limited.The retro feel continues inside but is let down by some rather clunky switches.Turning on the rear window wipers for the first time proved interesting as the switch was eventually found hidden below the radio.The driver's seating position seems unnecessarily high.The dash and driving compartment are functional, but could definitely be bolder to match the striking exterior.Safety features are good with front and side driver and passenger airbags and four-wheel anti-lock disc brakes as standard.Chrysler offer a three-year/100,000km warranty that also includes 24-hour roadside assistance for its duration.The PT Cruiser has in general been well received in Australia.Since its launch in 2000, Chrysler says 4200 models have been sold, including stronger sales last year than in 2003.It's very much a car that divides opinion, clearly based on its looks.People either like it or they don't, and it has proved valuable to businesses wanting a vehicle to be noticed in.So, would I buy one? Yes, based on its great retro looks and pricing. But there are reservations about its performance and the interior feel not really matching its image.

So good, actually, that we have rushed it into our review program more than two weeks ahead of its official on-sale date in Victoria.The price is still to be confirmed, but from a likely $15,990 it's already looking one of the unexpected stars of the year.Say what? Well, the new Swift is far and away better than any car we've driven with a Suzuki badge.It makes the boxy baby Wagon R+ look like just what it was: a joke.And it also makes the Liana look as stale as last year's laptop.The Swift is curvy and good-looking, well built and enjoyable to drive. Whisper it, but there is even a hint of Volkswagen Golf about the look and feel of the cabin.It's not perfect. The pedals are cramped and it has lacklustre tyres, but that's about it for real complaints.The Swift is more than good enough to attack the pace-setting Toyota Echo and Hyundai Getz in the compact class, and a slightly higher price is offset by a five-door hatchback body.Suzuki has already been stunned by the success of the Swift, which has sold at nearly double the company's predicted rate in Japan for the first few months of the car's life.It proves Suzuki was serious when it said it was concentrating on Europe, not Japan, when developing the car.It really needs to break the mould as a maker of tinny and tiny baby cars.It also sets a high standard for the next Japanese newcomer, the Daihatsu Sirion, which has been a massive under-achiever here."We learned many lessons while developing the new Swift; lessons that we'll remember and use with all future Suzuki vehicles," Swift project leader Eiji Mochizuki says."The challenges were huge. But the rewards have been just as great. We spent months in Europe, working day and night."The result is a car that is significantly larger inside than any previous Suzuki. It has a 1.5-litre engine that benefits from variable-valve timing and a chassis that is genuinely well sorted for all roads.The body shape is one of the trendiest around. It has a smart curve up over the nose and all four corners are wrapped tightly around the wheels.We're still not sure of the model line-up, specification and prices, but there will be two Swifts for Australia – the basic car and the S, also called the Z-Series in Queensland. The basic model is from $15,990, the up-scale vehicle from $17,990. Four-speed automatic puts $2000 on to the showroom sticker.Suzuki Australia won't even preview the Swift to the Australian press for another two weeks, but is prepared for a showroom rush and admits prices will be in line with Queensland, where the Swift hit the road on January 1.Equipment in the basic car will run from twin airbags and anti-skid brakes to power steering, electric windows, central locking and airconditioning. The more expensive car also gets head-protection airbags, alloy wheels and front foglamps.ON THE ROADWe were won over in the first few minutes with the Swift. And that was despite carrying some nasty emotional baggage from previous Suzuki cars, including being laughed at by other drivers while in the Wagon R+.The car looks good, the quality is impressive and the Swift is quiet and enjoyable to drive.Our test car, a Z-Series in Queensland, which should be identical to the Swift S, was still tight in the engine and the gearbox had a slightly baulky shift, but those would likely smooth out over time. We also found foot-space tight on the driver's side, particularly for resting the left leg. The boot is only just big enough for the job, and the tyres gripped well below the limit of the chassis.But that was it. Nothing big and a few problems that would clear up with more kilometres.We enjoyed our kilometres in seats that are extremely comfortable and supportive, particularly for the class. And the car is truly nice to drive. The suspension is commendably cushy, noise levels are low and handling is safe and predictable, though the tyres do slip a bit on damp roads at relatively low speeds.The cabin is well designed, the equipment is good for the price and even the back seat is reasonable for adults.The engine is keen, though lacking a bit in torque, and the fuel economy of 7.3 litres/100km is good. The gear ratios help move it along and there is none of the breathless feel that comes in some 1.5-litre motors.Lined up against its rivals, the Swift is more costly than the three-door price leaders in the compact class, but compensates with its equipment and quality.We also prefer the feel of the car, and that's everything from the seat fabrics to the steering, over rivals such as the Hyundai Getz and the ageing Echo. We've tried to give the Swift a leg-up by comparing it with five-door price rivals, instead of lining it up against three-door price players. It could even face up well against baby-car pacesetters Mazda2 and Honda Jazz.It has everything needed for success in Australia. Now it's back to Suzuki for the official price, so we can do final comparisons. 

If the company cannot break into the luxury car segment in Australia with a vehicle of the calibre of the new A6, then it has no right calling itself a premium brand, says caretaker manager Wayne Griffiths.Mr Griffiths was speaking on the eve of the car's launch in Sydney, an occasion marked by the resignation of Audi Australia boss Graham Hardy who is leaving to pursue a career with parent company Volkswagen.The announcement follows close on the heels of the resignation of Volkswagen Australia boss Peter Nochar.Sales of both company's cars have been below the expectations of their parent company.The luxury car market is unusual in Australia because it is dominated by just two brands – Benz and BMW.The rest of the pie is divided between a sprinkling of other makes, Audi among them.It must be a bitter pill for the German company to swallow, especially as it manages to outsell BMW in its hometown.That said Audi might just be on to a winner with the new A6, although it must be said that it is up against some stiff competition in the form of BMW's new 5 Series and the Benz E Class.Until now the nondescript A6 has puttered along, barely distinguishable from the the smaller A4 and chalking up modest sales of about 200 cars a year.In stark contrast to the old A6 the new model has broad muscular lines, with a deep, dominant Jaguar style front grille.The large, trapezoidal shaped grille signals a distinct change in direction for the future design of all the company's models.At the rear of the car twin tailpipes flank a black cut out section not unlike the rear apron of the new Holden Monaro.On diesel models the tailpipes turn towards the ground, no doubt to keep soot from soiling the paintwork.From the side the profile is poised and sporty, with a short, pert upraised rump.Large alloys and plenty of rubber fill the guards which are perhaps not as pronounced as previous models.The new A6 comes with a choice of 2.4 or 3.0-litre V6 petrol engines, a 4.2-litre V8 or a 3.0-litre turbocharged diesel.The V6 is unfortunately not the new hi-tech 184kW 3.2-litre FSi engine that Audi had been hoping for (our low grade fuel has seen to that).But, regardless, the diesel is clearly the pick of the bunch, with 165kW of power and 450Nm of torque from a low 1400rpm.With the ability to zip from 0-100km/h in 7.3 seconds, you can have your cake and eat it too with this one.Yet again Audi has demonstrated that diesel is just as good as petrol, even better really with its superior torque.We like the stronger lines of the new A6 and continue to wonder why Audi has not been more successful here?The build quality of the cars is certainly on par with anything from Benz and BMW.We have been able to sample all three engines at the launch and can report all perform well.The 130kW 2.4-litre engine is adequate in most circumstances and cruises just easily as either of the others.The larger 3.0-litre V6 offers better performance but is really just warming the seat for the 3.2-litre FSi.The V8 is of course the consummate performer with its unmistakable burble, but commands a steep premium.Prices for the A6 start from $83,900, topping out at $151,950 for the V8 Quattro model.

They have to pamper their owner's ego, and make an instant impact at anything from the golf club to the Logies.That's just the way it is when somebody puts down more than $200,000 for a car that does the same basic transport task as a $13,990 Toyota Echo.On luxury alone, the latest Audi A8L is close to the best, and does a brilliant job on value.But, and it's a big one, no Audi has the instant impact of a Mercedes-Benz S-Class or a BMW 7-Series.This is one of the reasons Audi has created the A8L, which puts an extra 130mm into the length of its luxury flagship.It makes the L impossible to miss, and gives it the something extra to create an entrance.But it costs, and an A8L comes in close to $50,000 beyond the starter car in the A8 line-up. The "shortie" 3.7-litre A8 quattro is $173,900, and the 4.2-litre A8L costs $221,800.The A8L is a new member of the Audi family, but it's not as new as the mid-sized A6 and coming A4.They are proof Audi is serious about challenging Benz and BMW at every level.Creating the L was easy for Audi, which already had its A8 complete with a 4.2-litre V8 engine and signature quattro all-wheel-drive.It put an extra 130mm into the body, and left it in the back seat.Audi included plenty of luxury items: a Bose concert-hall sound system, leather trim, an MME computer control centre and electric windows and seats.It's all inside the A8's aluminium body, and powered by an engine with 246kW – enough for a 0-100km/h sprint in 6.4 seconds.It's great value, and should put the A8 on more shopping lists.ON THE ROADWE TRIED something different with the A8L, collecting the car in Sydney and using it on the long round trip to Bathurst and back for the Bob Jane T-Marts 1000.The route was chosen to taste the car in the city and on a range of highways, with a little more time for relaxation than our regular one-week run on home territory.The car turned heads among the V8 Supercar crowd, who are more focused on Falcons and Commodores.The first impression is always vital and the A8L made a hit with its big body, superb final finishing and the gear in the cabin.You really get a buzz when you find so many toys and trinkets.The A8L is fairly sprightly, provided you push the pedal down and are prepared to pay for premium unleaded gulped at a rate about 17 litres/100km.It has a nice gruff engine note, a six-speed automatic that encourages you to take manual control – with change paddles on the steering column – and sure-footed quattro grip in corners.There is a lot of space in the back, and it's great to stretch out and enjoy the comfort, but Audi's focus is on driving enjoyment.But it's not perfect, as we discovered on some twisty roads. The front suspension allows the wheels to crash and bang through bumps and the A8L can be upset by corrugations. Its weight and the tuning of the adjustable suspension isn't always perfect for Australia.All the switches in the cabin make it a fantastic play room for adults, and all you need for a perfect back-seat journey is a DVD system.The Bathurst trip was over in a flash, or so it felt, which is always the measure of a class car.Once again we come back to the reason why people buy cars such as the A8L. They might rate them on quality and equipment and value and performance, but they really buy with their hearts.The A8L is a winner, but still doesn't have a silver star on the bonnet.THE BOTTOM LINEAN IMPRESSIVE luxury express that still doesn't have the following of a Benz.

Bursting with standard equipment at $29,990, the crossover wagon shows just how far the South Korean carmaker has come since it made its name with a flood of cheap and basic Excels in the 1990s.The Honda CR-V competitor is the first South Korean car with six airbags and the first Hyundai to be fitted with suspension tuned for European (and Australian) tastes.Hyundai Australia sales and marketing director Theo van Doore says the Tucson will pass the barbecue test."When you have a car you are proud of you arrive early at a barbecue and park on the driveway so everyone can see it, rather than parking down the street so it's out of sight," van Doore says."We are confident Tucson owners will want to arrive early and show it off."The Tucson has a 2.7-litre V6 engine with a four-speed automatic gearbox featuring manual-shift mode.It has an on-demand all-wheel-drive system, but can also be locked into AWD.It is about 15cm shorter than the Hyundai Santa Fe but has a slightly longer wheelbase.The Tucson comes standard with anti-skid brakes, traction control, dual airbags, 16-inch alloys wheels, cruise control, MP3 CD sound, cargo cover, roof rails and front and rear fog lights. It also has, unlike many new cars, a full-size alloy spare wheel instead of a space saver.There are also lap-sash belts for all five seats and the back row can be folded flat to create enough room to carry a surfboard.The $32,490 Tucson Elite adds front side airbags, side curtain airbags, sunroof, leather steering wheel cover, trip computer, alloy-look dashboard trim and six-spoke alloy wheels.Color-coded bumpers ($175) can be ordered only on silver or gold Elite models.The Tucson comes with Hyundai's five-year, 130,000km warranty.It was designed at Hyundai's South Korean design studio and has a less polarising shape than the Santa Fe.It has been built to appeal to drivers aged 25 to 30 and features twin exhaust pipes set in the rear bumper to give it a sporty look.Hyundai Australia is confident it could sell 500 Tucsons a month, but will be able to secure only 200 a month until early next year.THE Tucson is the first Hyundai I would be happy to own.The Hyundai badge will still be a problem for people who like to show off their keyrings at dinner parties, but there is nothing wrong with the car itself. It is really good value when you compare it with its competitors, which come with less gear and miss out on a V6 engine.Slide inside the cabin and you notice the Tucson doesn't have that cheap plastic smell that most South Korean cars have. The plastic surfaces are smooth and clean and give a quality impression.It is slightly smaller than the Santa Fe and has a tighter rear storage area, but the Tucson has good leg and headroom for all the passengers.The 129kW engine is not the best V6 powerplant around, though it has good pulling power in the bush and around town.It is likely to use more fuel than most of its four-cylinder rivals, but is more torquey.You have to plant your foot to overtake at highway speeds, but the Tucson is quick enough.The suspension setting is good and much firmer than the often soft and wafting suspension that comes from South Korea.That means the Tucson rides well around corners without too much body roll and doesn't float around over bumps.It also performs well on the dirt on all but the roughest roads and is as good if not better here than the Japanese Nissan X-Trail, Toyota RAV-4 and Honda CR-V.The Tucson also tackles a run along the beach, after we take air out of the tyres, without showing any signs it would become stuck or be swept out to sea.It has 186mm ground clearance, which is good enough for mild off-road work, even though the biggest obstacle most Tucsons will encounter will probably be the speed-hump at the supermarket.The spare wheel is under the floor at the back of the car, rather than on the tailgate.This means the rear window can be opened separately from the tailgate and the shopping can be slipped in the back easily.

In less than 12 months since its debut Down Under, it has taken leadership in the luxury-car segment, deposing the Holden Statesman.Honda set what it thought was a fairly reasonable sales targets for Accord of 375 units a month.Last month, the tally was three times that – taking the January-April total to 4233.Honda is happy to admit it was spectacularly wrong.Place an order today for a specific colour and trim combination – and do not expect delivery for at least two months.There are not that many cars in the marketplace that can illustrate that level of demand – almost a year following release.The brand may have made a blue on sales estimates. But its design philosophy was right on the money.Honda set out to sculpt Accord in two clear-cut body forms to appeal to two defined group of buyers.Critics claimed following the launch the concept of sticking the same nameplate on two cars was a recipe for total confusion. Not any more. The move has paid handsome dividends. Accord comes in a sleek, sporty guise powered by a spirited 2.4-litre four-cylinder motor with variable valve timing, called the Euro, with prices starting at $34,250.Then Accord comes with three-litre V6 power in a bigger, wider-bodied form for buyers who want something more conservative – with prices starting at $39,990.In a clever move, Honda offers the larger car with the smaller engine – for a saving of $5740. With two bodies, two engines and three specification levels on offer, little wonder Accord Euro and Accord V6 are commanding such a following.The V6 already has been tested in Carsguide. This time around, the Euro was put through its paces.Both the Euro and V6 share some worthwhile enhancements, including five-speed automatic transmission with grade logic control and improved double wishbone suspension. The two bodies are claimed to be 27 per cent stiffer than before to optimise suspension dynamics.And both versions come with dual-stage front airbags and, for the first time, side airbags, controlled by a sensing system.Styling aside, one of the highlights of the Euro is the 2.4-litre double overhead camshaft motor which comes with full i-VTEC variable valve technology. The motor puts out 118kW compared with the 110kW output from the former single overhead camshaft VTEC motor of 2254cc capacity. Torque is up from 206Nm to 218Nm.To differentiate between the driving feel of the two models, engineers have tuned Euro's chassis for a more agile, sportier feel and the hydraulically power-assisted rack-and-pinion steering is improved for greater stability. The standard anti-lock braking system, which is standard along with electronic brake force distribution, has been enhanced to reduce braking distances and better pedal feel.While the V6 Accord clearly has been penned for older drivers, the Euro is aimed at the younger buyer.The front features a bold grille flanked by shallow, wrap-around headlights which give the model a rakish face.The front is set nice and low allowing the belt line to sweep upwards towards the trailing edge of the boot. Complementing the wedge-shape is a nicely rounded roofline which presents a four-door coupe profile. Inside, the main instruments are enclosed under a hooded binnacle and the centre console houses the information system.Seating is ultra-supportive and comfortable and the fully adjustable steering column will help drivers of all sizes to set themselves in their chosen driving position.Once under way, the low levels of mechanical and road-induced noise make a significant contribution to the enjoyment of driving the Euro.Honda "floats" the body subframes on rubber mounts to minimise vibration transfer. The 2.4-litre iVTEC motor is a willing power source which gives the car top response to the fly-by-wire throttle input.The new five-speed automatic is an excellent transmission, changing up and down in seamless manner.What a giant stride forward from the days of three-speed automatics which could discover a number of set speeds and conditions at which they would get terribly confused and jump first up, then down, making life behind the wheel far from pleasant.The car steers precisely and the ride and handling gains which result from the re-worked suspension is easy to spot.Both the Euro and Accord V6 pick up stability and traction control as part of the basket of additional finery.At a glanceAccord has been one of the pillars of Honda's towering presence since the first-generation model was launch way back in 1977.The debut model was a 1.6-litre engined two-door hatchback which helped the brand establish itself – along with the superb Civic.The new two-model Accord takes the nameplate on two parallel journeys which is an interesting exercise.Roughly 70 per cent of Accord sales are Euro – which still makes the Accord V6 a highly profitable proposition.In sum, Accord is two winners in one.

Mazda's light car arrived well before the Mazda6 and Mazda3 both of which have been a runaway success.Although the Mazda2 continues to impress in terms of style, equipment and performance, it has never managed to equal the success of its larger brethren.That's the car industry for you.The light car segment is extremely competitive and price usually rules the day, no matter that your car might have five doors instead of three, a more powerful engine or longer equipment list.Front runner is currently the Toyota Echo, followed by the Hyundai Getz and Kia Rio, based on the latest industry sales figures.Mazda has continued to throw equipment at the car in a bid to jump start sales but with little effect.As well as two airbags and airconditioning, our test car the base model Neo now boasts power windows and mirrors.The five-door Neo is priced from $17,490.The Mazda2 is powered by a lusty 1.5-litre four cylinder engine that delivers 82kW of power at 6000rpm and 141Nm of torque from 4000rpm.It is a sweet thing that loves to rev and rev hard with rewarding results.What's even better is that the car has the drive dynamics to match with one of the best handling packages that we have seen in this segment.Flog it and flog it mercilessly and the Mazda2 just keeps coming back for more – it's a lesson from which others could learn.A five-speed manual transmission is standard and combines beautifully with the car, with a short easy to use action.Brakes are discs with drums on the back but do a good job of stopping the car nevertheless.You don't get alloys with the Neo but the 14-inch steels wheels are adequate for the job.A $1200 safety packs adds another four airbags as well as ABS brakes wth brake force distribution and brake assist.Fuel economy is excellent at a claimed 7.6L/100km city and 5.2L/100km highway.Inside the cabin is tall and airy with comfortable seating for four adults, five at a pinch and good legroom in the back.The load space is nothing to write home about and it is unfortunate that Mazda did not opt for the two-tier rear shelf.Standard equipment includes a CD player and a load cover.The only thing we found really annoying with this car is the central locking system which is key operated and operates only from the driver's door.