2026 Citroen E-Dispatch Reviews

Citroen's new, second generation C5 could be the car to dispel those ancient cliches about French autos. You know the ones. They ride like melting camembert — and the build quality is about as sound. A great deal more time than our 300km stint behind the wheel and 70km in the passenger seat will be needed to assess the latter. But we can say with certainty that this is the most complete Citroen in years. Not only is the new C5 a giant step forward from its predecessor (which was itself the precursor to the now outgoing first-generation range of C-designated cars), the new range-topper points to an almost radical departure in style and perception. It bodes interestingly for the forthcoming product rollout which includes the new C4 hatch, Berlingo and Nemo vans and possibly the C-Crossover SUV. While the appearance and on-road experience of the first C5 was about as invigorating as being immersed in a bath of warm milk while listening to the talking clock, the second-gen sedan is cut from a very different and decidedly designer cloth. So, too, appears to be the Touring (that would be “wagon” to us) but we'll wait to see one in the metal before making up our minds. The four-door, meanwhile, is just that. A four-door. Gone is the liftback of Gen One, now apparently deemed too dowdy and utilitarian. Whatever the reason, the new shape is sleek and striking with that trademark long front overhang and pert rear. The interior is singular, with the fixed steering wheel hub on which are positioned cruise control and audio buttons. Material quality has risen and you have to love the driver's seat massager. It's all a neat combination of functionality and funkiness. Seen from behind there's more than a hint of Audi A4, which is not coincidental. Indeed, Citroen Australia chief Miles Williams asserts that in addition to the usual mid-priced, middle-class Europeans that the C5 is pitted against (Volkswagen, Peugeot, Volvo, Saab), “we'll attract Audi A4 people in the top-end car”. It’s a measure of the new C5’s sheer presence and interior quality that you don’t laugh aloud at this. The C5 comes in two levels of specification — Comfort and Exclusive — and one fuel. “Diesel represents where our customers are,” Williams says. And as to the new range starting $10K north of the old: “There was no demand for the old 2.0-litre petrol.” So the C5 Comfort starts at 10 bucks under $50K, the Touring (when it arrives) is $52,740. These are powered by a Francophile favourite 2.0-litre turbo diesel four cylinder, good for 100kW at top revs and 320Nm from under 2000rpm. No entry-level models were available at launch, though the spec sheet suggests it will be competitively equipped for the price. Even so, the jump to $54,990 for the Exclusive 2.0 HDI sedan ($57,740 Touring) appears worth it. The 150kW/440Nm V6 Exclusive, which boasts the same superb PSA/Ford bi-turbo powertrain that's considered quite good enough for a $100K plus Jaguar, starts from $62,990 ($65,740 Touring). All models registered five-star NCAP crash safety and the full cluster for pedestrian impacts. The Exclusive gets two extra airbags (nine in all), but all have ABS with brake assist and brake-force distribution, stability program with integrated traction control. In an accident, the active front headrest moves forward to capture the neck, potentially averting whiplash or even brain damage. Options include 19-inch alloys (the Exclusive has 18s, the Comfort 17s), sunroof (full-lengthin the Touring), Bluetooth, lane departure warning and 10 gigabyte MP3. If visually the C5 has shed its cardigan fora Paul Smith jacket, on the road it retains membership at Club Comfort. It's quiet too, eerily so when combined with the effortless mid-range acceleration of the V6. Alarming numbers can register on the in-dash digital speedo before you're really aware of the speed. Thing is, with both suspension and the six-speed auto's shift program fixed to Sport (as opposed to the quite aquatic normal mode), the C5 has some dynamic life to it, though its remit remains joy through comfort. Nose-heavy understeer is, of course, the default position, but it arrives later than you'd reasonably expect. The lesser-engined model wasn't much behind the emphatic V6, weighing in well under the top dog's 1765kg. Capable dynamically, and unflustered when the road goes to rubbish, makes you wonder if the C5 is the ideal Euro sedan for this country. Really, what's of more use in speed limited Australia with its Third World road surfaces — sporting pose or composure and poise?

The arrival of the first C5 in Australia back in 2001 marked the beginning of the revival of a brand that had long suffered the reputation for not quite keeping up with the rest of the pack. Thanks to the substantial makeover of the whole Citroen range that started with the C5, the big French marque has improved in many areas from safety, to suspension and engine technology. Citroen hopes to continue that improvement with the new C5 sedan and wagon. The all new C5 comes as a six speed auto with a choice of two diesel engines only – a 2.0- litre in-line four cylinder DOHC diesel – available in both the Comfort and Exclusive - and a larger 2.7 litre DOHC V6 – available in the Exclusive only. The smaller version produces 100kW at 4000 revs and 320Nm at 2000 rpm. For the big one, add on another 50kW and enjoy a hefty 440Nm at 1900 rpm. Using the two litre engine, the sedan burns 7.1 litres of fuel per 100km and the Tourer wagon uses 7.2. The larger engine in the sedan uses 8.5 litres of diesel per 100kms and in the wagon it uses 8.6. CO2 emission numbers for the 2.0-litre are 189g/km for the sedan and 191g/km for the Tourer. The 2.7-litre sedan releases 225g/km, again adding 2g for the Tourer. Citroen’s well-known Hydropneumatic suspension system features again this time round in the form of the Hydractive III+, which automatically alters height and firmness to improve stability and fuel consumption. With the trademark long front and short rear overhangs, the new C5 is lower to the ground and has been designed to sweep gracefully from front to back, giving it a new sleek, aerodynamic look. Its 2.82m wheelbase, unique concave rear window and high, creased waistline add to this effect but also, in a practical sense, allow for more room in the cabin and boot. Large wrap around bi-xenon headlights on the Exclusive trim level not only adjust for road surface irregularities, but turn with the car when cornering, whilst kerb lamps help to light the way. ‘Boomerang’ rear lights together with 17 or 18 inch alloys – standard on the Exclusive - bring together a package that seems to glide rather than drive. Visibility all round is very good thanks mostly to the large sloping windscreen and rear window. Inside, the C5 matches its exterior for a combination of prestige, style and practicality. Fully adjustable ergonomic seats – with massage function on the drivers side - made with quality leather in both variants, and a simple intuitive dash, allow for comfortable trips with several driving options at arms reach. But there is little need for your hands to even move that far with options like cruise control, speed limiter, stereo system and the dashboard display navigation on the fixed-hub steering wheel. Power steering, electric windows, height adjustable steering wheel and front and rear air vents and pollen filters are standard across the range, with Bluetooth, sunroof and a lane departure warning system as available options. Interior mood lighting calms the elegant cabin and the Exclusive comes with laminated acoustic side glass which significantly reduces road noise to enhance that effect. Rear parking sensors are standard in both cars. The Exclusive also gets front sensors. There are several small compartments throughout the cabin including a hidden cup holder under the centre console armrest. The C5 tourer holds 505 litres with the seats up and 1462 litres with them down. Other features specific to the Tourer are cargo tie-down rings, shopping bag hooks, a retractable cargo cover and a rear passenger protection net. The sedan’s boot capacity is 439 litres. A five-star Euro NCAP rating tops an impressive safety package for the Citroen C5. The long list of safety features includes up to nine airbags, ESP, ABS with Electronic Brakeforce Distribution Emergency Brake Assistance, energy absorbing side impact protection, hight adjustable seat belts and a fuel cut-off device. Pricing for the new Citroen C5 starts at $49,990 for the two litre Comfort sedan, and tops out at $65,740 for the 2.7 litre Tourer. Citroen predict 400 sales for the rest of this year with a further 1100 sales in 2009. We drove both engines on freeways and hilly, winding country roads, and really didn’t feel there was a substantial difference in power from the V6 down to the four. Passing large trucks was worry-free even in the 100kW variant that constantly played above its weight. Initially, it seemed a little hasty to expect people to be comfortable with a diesel-only offering, but in this case the quality combination of the smooth, six-speed auto with both engines, made up for the lack of a petrol unit. Initially the ride felt a little floaty and the tyres yelped, especially when cornering hard. But with the dampers in sport mode it firmed up just enough to grip sufficiently, without spoiling the velvet-like effect of  the suspension. Citroen have made a big effort to reduce wind and road noise and the result is frankly unbelievable – this car is pin-drop quiet and it creates a luxurious ambiance inside. The dash is well made and simple without skimping on functionality that makes life a lot easier. The fixed hub steering wheel is a little strange at first and the wheel arms angled inward makes it hard to position your hands comfortably. From the outside, the C5 certainly looks different, thanks in large part to it having a boot rather than a hatchback. Looking rather A4-like from behind, it has jumped a few spots up in the styling stakes in our minds. Seeing it side-on with its high waistline crease that flows from front to back, together with its nice big wheels, short rear overhang and low-slung stance, it looks like a car that means business. According to the marketing spiel, the new Citroen C5 is aimed at demanding, well informed buyers with an eye for detail and an awareness of competitive offerings. Coming in at better value than many of its peers, this version of the C5 is set well to attract those in need of affordable luxury - and even the odd ship-jumper.

Those Londoners are a strange mob of cattle, many important people rushing from some place to some place else. Much of life is lived underground, popping up from rail tunnels to discover another ancient monument and kilometres upon kilometres of fancy shops. The inner-city is all summer sparkling clean yet without the buzz of previous decades. The ring of suburbs beyond is tumble-down and grubby. Among the city's confusions is that cars drive on the left, as at home, while escalator riders are asked to stand right. Simple enough perhaps but this creates footpath confusion amid the madding crowds. Best then to head countryside, to Stratford-upon-Avon and down to Abergavenny in Wales to rediscover old work places and such. For this jaunt the all-new Citroen C5 is a recommended travelling partner, a most sensible European machine with airs of distinction. The deep red sedan was a C5 2.0 HDi VTR+ with six-speed automatic transmission, 101kW of diesel power and the only car with five stars for adult occupant protection in recent Euro NCAP crash tests. It ran for 450 kilometres over a week of motorways (at speed), B-roads (with care and suspension set to sport) and down rough and narrow lanes (with Hydractive suspension set on high and parking sensors going berserk, must have been the badgers in the hedgerow). All the while the C5 was a most comfortable conveyance, albeit one with a dearth of cupholders but many buttons for adjusting all manner of things from stereo to airconditioning and an automatic park brake (applies itself when parked, releases with a prod of the throttle). The centre boss of the steering wheel is fixed, allowing for some of these buttons to stay still. During the week, the handsome C5 averaged 50km/h and 6.3 litres/100km, much appreciated with English diesel about $3 a litre. The latest Citroen turns heads with a boldness that includes concave rear windscreen, subtle strips of chrome and stand-out wheels. It has a solid feel in style and substance, down to electronic stability control with traction control for the front wheels for positive take-offs and confidence on damp back roads. It is also most spacious — plenty of head and leg room — for four adults plus luggage and runs everywhere with only the sounds of a quite decent stereo to disturb the serenity. The ride, as expected from a mid-sized Citroen, is excellent though there was some crash-thump from the 17-inch wheels in larger potholes. The suspension's sports setting allows for a flatter ride, a little less float over the standard mode, but the C5 is never a sharp sports sedan. Rather, with communicative steering, reassuring brakes and a willing engine (in particular with the transmission in sports mode), the Citroen C5 is a most sensible, safe and smart touring machine with great comfort and a decent amount of individualism over the likes of Ford's Mondeo and other Euro-rivals. PS: In Britain this model is priced at about $42,000. Australians should see the new C5 — with two-litre petrol, two-litre and V6 diesel options — in September with prices starting in the low $40,000s.

If you looked around a service station forecourt a year ago, you'd easily spot the motorists with a diesel vehicle. They were the ones filling up their fuel tanks with a smug expression. That's history. Now diesel refuellers have furrowed brows and mechanically watch the dollar signs roll over on the bowser gauge. Which is what I was doing when it came time to top up the Citroen C4. I wasn't happy about that $11.20 I had to put in that thing to travel 100km, let me tell you. Highway robbery. But the time has come to do your calculations before jumping in and buying a diesel vehicle. Work out how many kilometres you would average each year of ownership. Consider the price difference between the purchase price of a diesel car compared with a petrol car. If the diesel car is more expensive — some aren't — then that difference is practically the value of the “free” petrol you could put in the petrol model. The Citroen C4 comes in 2-litre diesel and petrol versions. They cost $35,990 and $33,990 respectively for automatic versions. Based on an average of 15,000km a year, the diesel will cost about $1750 a year to refuel at $1.77 a litre. The petrol model's fuel bill would be about $1798 a year at $1.48 a litre. The difference is about $48 a year. With a $2000 premium on the car's purchase price, the diesel model would take 41.7 years of ownership to finally equal this difference. It's very unlikely anyone would own a car, especially in today's fashion-car market, for 41 years. So you're not smug anymore are you, diesel owners. But if the price of diesel and petrol were equal — and who's to say that can't happen again — the story would favour the diesel. And it's a lovely ride. The C4 with the “big” 2-litre turbo-diesel — Citroen also makes a 1.6-litre diesel version — is quick off the mark and almost silent at cruising speed. Part of its economy and brisk manners is the silky six-speed automatic, but a lot comes back to the diesel engine for which the Peugeot-Citroen group — called PSA — are renowned. The C4 has similar features to other C4 models and that includes a welcome cabin that will seat four adults in comfort. It has a bright and airy disposition that is enhanced by simple controls and a perfumed air freshener, but there are some aspects of the dashboard that could be better constructed. Citroen quality is improving each year but it still needs a kick even to reach Peugeot standards, let alone that of the Japanese. The C4 handles well and has a supple ride. However, anyone thinking this car will match the cloud-nine ride of older Citroens will be very disappointed. Most of the underpinnings are shared with Peugeot. In the 1970s, Citroen owners wore tweed, had beards and lived in the hills. It was pretty much the same for the women, though not all lived in the hills.   Now Citroen has a broader market although it is still a car for the motorist who seeks something a bit different. The C4, in diesel especially, will guarantee that difference.

A check of the NRMA's Petrol Watch website revealed the average price of petrol in Sydney this week was 164.1 cents a litre compared to diesel at 182.1 cents a litre 18c more. The thing is, even at this price a diesel vehicle is still going to be cheaper to run, at least in terms of the amount of fuel consumed. But most people only see the price and have difficulty grasping this fact. We had a look at the 12 fuel savers this week in the booming small car segment, comprising two hybrids and 10 diesels. We compared the fuel consumption of petrol models to that of the fuel-saving hybrid or diesel alternative, along with the difference in purchase price of the two. Our comparison shows the average fuel consumption of the petrol model followed by that of the diesel or hybrid, with the extra cost of purchase for the fuel saver shown in brackets. In the case of the Prius, which has no directly comparable model, we compared it to the most expensive Corolla, the Ultima sedan. The cheapest of the fuel savers is Hyundai i30 CRDi at $21,490, with the most expensive by far and away Toyota's much-vaunted Prius hybrid at $37,400. There's more to the story than just fuel economy as the initial cost of the car has to be taken into account as well as its resale value, which in the case of a diesel is going to be higher. For example, take Hyundai's i30, a car that comes in 2.0-litre petrol and 1.6-litre turbo diesel form, both with a five-speed manual gearbox. Both have a 53-litre tank but the petrol model uses 7.2 litres/100km compared to the diesel's 4.7 litres/100km. That makes the cost of filling up the petrol car $86.97 and the diesel, $96.51 $9.54 more. That's a significant difference and enough to put most people off. But here's the thing. Because the two cars consume fuel at a very different rate, the petrol model will, in fact, cost $11.81/100km to run, while the diesel one will set you back $8.55 a saving of $3.26/100km. Taking this argument a step further, diesel would have to hit 252.1 cents a litre before the two cars would start costing the same to run. Doubting Thomases will point to the difference in the cost of servicing the cars as well as the higher initial cost of buying a diesel vehicle. My mechanic reckons there's very little difference in the cost of servicing the two. But, in most cases, you'll certainly pay a premium of some kind for a hybrid or diesel vehicle at least $2500 more or, in the case of the Prius, $5410. Using the i30 as an example again, the SX petrol model is priced from $18,990 while the same model with a diesel engine is $21,490 a difference of $2500. With the cost of fuel at the current prices, that means you'd have to travel 76,000km before you'd recoup your initial outlay and start to reap the benefits of diesel's lower fuel consumption. Therein lies the rub because, for the majority of people, that's about when they'd begin thinking about getting rid of their car and updating to a new model.   COMPARATIVE CONSUMPTION: extra cost of purchase in brackets Citroen C4: 7.1 vs 4.7 litres/100km (+$4000) Dodge Caliber: 8.0 vs 6.1 litres/100km (+$4000) Fiat Ritmo: 7.1 vs 5.6 litres/100km (+$3500) Ford Focus: 7.1 vs 5.6 litres/100m (+$4000) Holden Astra: 7.8 vs 6.0 litres/100km (+$3000) Honda Civic: 7.2 vs 4.6 litres/100km (+$4000) Hyundai i30: 7.2 vs 4.7 litres/100km (+$2500) Mazda3: 8.6 vs 6.0 litres/100km (+$4000) Peugeot 308: 6.7 vs 4.9 litres/100km (+$4000) Renault Megane: 8.2 vs 5.8 litres/100km (+$3000) Toyota Prius (Corolla): 7.7 vs 4.4 litres/100km (+$5410) VW Golf: 7.5 vs 5.5 litres/100km (+$2500)  

The quirky but pedestrian-friendly little French car, with its five-star safety rating and full glass roof, has sold nearly 900,000 models so far around the world. The second generation will be unveiled at the Paris International Motor Show in October, before making its Australian debut in the middle of next year. The two new 1.6-litre petrol engines, co-developed with BMW, are the 88kW VTi, which features variable valve lift and timing injection, and the 110kW THP (Turbo High Pressure). They replace the current 1.6i 16V and 2.0i 16V powerplants. While the petrol engines will be changing, the C4 will nevertheless retain its current 1.6-litre and 2.0-litre diesel engines. The C4 has been known for its unique styling, which has been updated with a snazzy front end that borrows from its new big brother, the C5. Citroen points to added chrome, a curvier bonnet and a restyled grille as signs the car's image will be more dynamic. Inside, the C4 is distinctive because of its dominant central dashboard display unit. In the new model, the rev-counter will be repositioned there to keep information in one spot. European models get Citroen's navigation system, MyWay, which comes with an 18cm (7-inch) screen, Bluetooth, USB connectivity plus a 10-gig hard drive built into the audio system. However, how much of this is included in the Australian models won't be clear until next year when pricing will also be revealed. The C4 currently sells from $23,990 for the 1.6-litre VTR two-door coupe. Top of the current range is the $36,990 VTS coupe with the diesels from $29,990.  

A replica of the Citroen Xsara WRC, as driven by Colin McRae in the 2003 World Rally Championship, will be showcased alongside 10 other significant vehicles from the late rally champion's career. This will form part of a special tribute to the Scottish racing legend. Citroen also will display its concept supercar, the C-Metisse, which features an aviation-inspired cockpit, gull-wing doors and fighter jet-style roof controls. Debuted at the Paris Motor Show in 2006, it showed that a high-performance car also could be green. It is capable of a top speed of 250km/h, sips fuel at 6.2 litres per 100km and emits 174g/km of CO2 thanks to its three drivetrains, economical 155kw V6 HDi diesel engine, plus two separate electric motors on the rear wheels to develop an additional 400Nm of torque and allow the car to run in Zero Emission Vehicle Mode. The specially designed carbon fibre body reduces the car's total weight to just 1400kg including the batteries, enabling the C-Metisse to hit 0-100km/h in 6.2sec. A boost function activated under heavy acceleration engages the electric motors to combine with the combustion engine, enhancing the power and performance without increasing the fuel consumption. The Goodwood Festival of Speed runs from July 11-13.  

IF NOT for a nun in an old station wagon, John Howard could still be wandering the Outback looking for Mount Isa.  This is one of many motoring stories for one of Australia's most prolific and beloved actors, who plays Dr Frank Campion on Seven's drama All Saints and also fronts the stories on Real Seachange series. Howard is a 55-year-old actor who graduated from NIDA in 1978 and went on to star in top-rating televisions series Seachange -- a role which won him the 2001 Silver Logie Award for Most Outstanding Actor -- Changi, Always Greener and numerous feature films including Jindabyne, A Man's Gotta Do, Japanese Story, The Man Who Sued God, Dating The Enemy and The Club. He rates the Amalfi Coast in Italy as his favourite drive and has a Citroen in the garage. But Howard reckons if he won Lotto, he would buy a Mack truck.  So you have been warned. What was your first car? Vauxhall Victor. What do you drive now? Citroen C4 HDi turbodiesel. Do you have a favourite drive and who would you take? The Amalfi Coast with my beautiful wife Kim Lewis. How far would you drive in an average year? 20,000km. Do you have a favourite motoring memory? Returning from Chatsworth cattle station, in far-west Queensland, we broke down miles from nowhere. We were rescued by a nun in a Holden station wagon who took us into Mount Isa. What would you buy if money was no object? A great big Mack Truck. What music is playing in your car? Mariza! How much is too much for a new car? A car's worth is in one's enjoyment of it. It's hard to enjoy a mountain of debt on wheels. What should be done to make driving safer? Annual psychiatric tests for the nuts behind the wheel! Are you sponsored by a car company? Je le souhaite! Which is French for I wish -- are you listening Citroen?

The C2 is largely overlooked as smaller-car buyers desiring the chevron badge grab the C3 model instead. The C2 sells only a fraction of the number of the C3 in Australia. After all, each starts at the same $19,990 price and it takes further study to discover the C2 is the better equipped of the two at this entry price. The C2 in the $19,990 VTR trim, for example, includes alloy wheels, climate-control airconditioning, fog lamps, sequential shift automatic transmission and leather-trim steering wheel, which the standard C3 does not. The face-lifted C2 has been revealed in Europe, where nearly 500,000 have been sold in five years. It's picked by a new radiator grille and surround and new front bumper. At present the C2 is sold in Australia only with 1.6-litre petrol engines of 83kW and 90kW power, making them slightly higher tuned than the 80kW base C3. Any diesel engine for the C2 has not been confirmed for Australia but in Europe it offers a 1.6 diesel delivering fuel economy of 4.4 litres/100km. The C2 shares the same platform as the C3 but is 18cm shorter at 3666mm, 6cm lower at 1461mm and on a 14cm tighter wheelbase at 2315mm. It is designed for only two rear passengers but each gets an individual seat that slides forward and back depending on whether priority is for rear legroom or luggage space. Citroen Australia says the updated C2 is due here early next year.  

We live in strange times — or at least under a Federal Government that has some strange ideas about things on four wheels. A big, heavy luxury SUV cops less tax than a more efficient, cleaner imported car. Diesel is less expensive to produce than petrol yet costs more at the pump than premium unleaded. Diesel cars are more fuel efficient than petrol equivalents, yet continue to command a price premium. Perhaps the only surprise is that Federal Treasurer Wayne Swan hasn't stuck an import duty on the cars we present here for being too efficient. It would be in keeping with the logic of his budget. All cars listed here offer official or claimed fuel consumption of less than five litres per 100km (56 miles per gallon by the old measure) in ideal conditions. Fiat 500 1.3 JTD Pop $25,990 4.2L/100km Such was the demand for diesel that Fiat Australia has expanded its availability to the top of the 500 range's Lounge trim. If the existing Pop lacks the Lounge level of spec, it has all its desirability and efficiency. In fact, official figures place this immensely cute and quite practical re-born 500 as the most fuel-efficient auto on the Australian market. The smallest of the Fiat Group's turbo diesel, the 1.3 is a shade laggedly but winds up nicely to provide a cruisability that belies itscapacity. The DINK's city car par excellence: if the 500 doesn't raise a smile, then it's you that's wrong. Citroen C3 HDi $23,990 4.4L/100km While the French marque's reputation for reliability gets nowhere near Japanese surety, Citroen does chic in a way that, shall we say, Toyota doesn't. That Prius-equalling consumption is achieved with 65kW/215Nm 1.6-litre turbo diesel that utterly erases the petrol C3s for efficiency and performance. It typifies the “downsizing but upspeccing” paradigm that has seen sales of light and small cars overwhelm the “Falcodores”. While we do try to be enlightened, we gotta to say that if the C3 is chic, it's also for chicks. Sorry. Toyota Prius II $37,400 4.4L/100km The world's most successful automotive marketing exercise, one which has caused denuded whole forests for paper devoted to its praise, the Prius is synonymous with lean and green motoring. Another paradox is that being as visually appealing as a chunk of cheddar has enhanced rather than damaged its appeal. It's distinctive and that's what counts. What's the point of making an eco-statement if no one knows you're making one? The Prius comes into its own in commuter traffic, where the constant throttle needed to extract the best return from diesel is hard to maintain. If anodyne to drive in the Toyota fashion, it's by no means awful with quite responsive and reasonably direct handling. Too dear, though. Fiat Punto 1.3 JTD $25,490 4.5L/100km Rather more practical than the 500, the larger Fiat achieves its frugal consumption via a robotised six-speed sequential manual; one that does without a clutch pedal and provides an automatic drive mode, minimising the emission spikes that occur when gear changing in a conventional manual. If you can do without the rear seat headroom and don't mind joining a queue, take the 500. Fiat have invested too much in this car for it to flop qualitively. The Punto's interior does not inspire the same confidence. Audi A3 1.9 TDIe $38,900 diesel 4.5L/100km This hugely efficient and incredibly clean (119g of CO2/km) turbo diesel is absolutely a Prius rival, both in terms of its figures and mad pricing. An eco-conscience can come with a considerable cost but, in this instance, at least you get a decent badge for your splodge (never you mind that it's all Volkswagen Golf underneath). We've yet to test this particular car — that comes in a few weeks — but on the basis of other Golf/A3 diesels, the 77kW/250Nm provided by this unit promises to make being green slightly easier to bear. Citroen C4 SX HDi $30,990 diesel 4.5L/100km Again you've got to go for the sequential/robotised transmission to realise this figure from the 1.6-litre 80kW/240Nm diesel — which is probably no hardship given how most of you bleat about having to change gears for yourself. Harden the frack up, Australia ... Anyway, this version of Peugeot's 307 in a smarter suit is a cleverly-designed number that manages to afford more usable passenger space than certain bigger cars. You'll not quickly tire of instruments and features that initially appear quirky but are indeed highly practical. Though not the most composed drive on RTA roads and never in danger of providing excitement, the C4 would probably be the family pick from those here. Honda Civic Hybrid $32,990 4.6L/100km This Honda would run the Citroen close, though. A 1.3-litre petrol-electric hybrid that's much cheaper than the Prius, the Civic attracts infinitely less attention just by virtue of the fact it looks like a common-or-garden Civic, rather than an advertisement for itself. A good but almost forgotten thing, we'll be revisiting the hybrid Honda in depth in the coming weeks. Hyundai i30 SX CRDi $21,490 4.7L/100km Carsguide's Car of 2007, in case we haven't mentioned it recently, at least with the $1300 safety pack that includes stability control and the full complement of airbags. With its responsive 85kW/2455Nm 1.6-litre diesel, the i30 is a spacious, European-designed hatch that dispels any lingering notions about Korean cars. If such doubts do linger, there's always its five-year, unlimited kilometre warranty. Steering feel and standard rubber leave something to be desired, but we liked it. So will you.   What do you think about hybrid cars, bio fuels and all things green? Have your say.