Wagon Reviews

The second generation i30 has done something Hyundai hasn't really done before - it built on the success of the first car and did a better job second time around. Better still, instead of the two year wait for the previous generation's CW variant, we've only had to wait nine months.VALUEThe newly-released Tourer has something of a reputation to uphold. Starting with the mid-90s Lantra wagon and eventually again with the first-gen i30 CW, Hyundai has done a great job of making cheap workhorses.The Active CRDi starts at $25,590 and asks $2000 for automatic. The model tested, the top of the range CRDi Elite lists at $31,190 and has automatic transmission as standard. On average, the Tourer is $2000 more expensive than both the current i30 Hatch and its CW predecessor.The Holden Cruze CD 2.0 ($29,990) is more powerful but lesser equipped, while the top of the range Skoda Fabia ($29,990) wagon has a sophisticated 7 speed DCT and fabled VW TSI engine, but there's no diesel. The Volkswagen Golf Trendline wagon is a 7-speed diesel, but with far less power and gear for $31,990.DESIGNThe i30 Tourer takes the front of the i30 back to the B-pillar and then grafts on a wagon addition at the rear. Externally, it does the already good-looking i30 the world of good and improves the overall balance of the design. Internally it is exactly the same as the Elite hatch, which is to say perfectly agreeable. The seats are covered in cloth, the steering wheel and shifter in leather.The seats are probably a bit soft in the squab, front and rear, but are comfortable even on longish trips of a few hours. The front seat passengers get plenty of legroom while the rear passengers make do with the same amount as in the hatch, which is reasonable if not huge.It's not really a full-on wagon, it's more a hatch-plus. Don't let anyone know how big it is inside, though, as your friends will ask you to do the Ikea run, which is as inviting as hepatitis. The rear seat squabs need a bit of encouragement to flip up, but it's worth the trouble as it does lead to a properly flat space, something a few other wagons lack.Storage abounds, even under the floor is a full-size spare wheel with yet more storage arranged around it in plastic trays and bins. Despite the full size spare, the boot floor is low and also doubles as a surprisingly comfortable place to sit when you're watching the under-8s soccer game with your thermos handy.SAFETYThe Tourer's five star ANCAP rating is supplied via stability and traction control, ABS with EBD and brake assist. Hyundai's VSM also applies steering lock to stop the car from losing control in the event of driver inaction or incompetence.Seven airbags, including dual front and side, full length curtains and driver's knee bag complete the passive safety list. The Tourer also features an unusually good reversing camera with a wide, clear field of vision.TECHNOLOGYThe dash has a big 7-inch screen that handles entertainment and sat-nav duties. The sat-nav is standard-issue Hyundai with SUNA updates and is serviceable if a little fiddly. The Hyundai-built VGT 1.6 litre direct-injected diesel is good for 94kW and 260Nm of torque. These are both modest numbers, especially compared to the 1.7 litre in the i40, which has 320Nm and does 7l/100km.DRIVINGOn the road, the Tourer feels slightly better than the CRDi hatch. The hatch is really nose-heavy, it feels like most of the weight is out in front of the headlights during moderate cornering. The Tourer is a minor improvement, perhaps because there's more weight further back, perhaps there's been a little tune-up of the front-end. Whatever, it's better and feels far less pendulous.It's very quiet inside and rides just as well as the hatch thanks to an excellent suspension tune and the mildly sophisticated multi-link rear end, replacing the torsion beam set up. The diesel engine is strong and once you're moving its got some real grunt in the mid-range, ably supported by the excellent six speed automatic. It's the pick of the engines.The engine is quite happy both around town and on the highway, returning a decent 6.8l/100km. The 53 litre fuel tank is a bit limp, however, giving a real-world range of about 770km.VERDICTThe i30 Tourer cements the opinion that Hyundai is now in the top three of cars to consider. While the hatchback battles it out with the Corolla best-selling Mazda 3, the Tourer has found a quiet little niche to exploit. The i30 Tourer is probably the best small wagon out there by some margin. The fact it's cheap to buy and run is a bonus.Hyundai i30 Tourer CRDi ElitePrice: from $32,990Warranty: 5 years, unlimitedService interval: 15,000km/12 monthsCapped servicing: $289 (15,000km/12 months for 3 years)Safety: 5 starsEngine: 1.6-litre 4-cylinder, 94kW/260NmTransmission: 6-speed automatic, FWDThirst: 5.8L/100km, 151g/km CO2Dimensions: 4300m (L); 1780m (w); 1470m (h)Weight: 1503kgSpare: full size alloy wheel

SUVs march unrelentingly through the suburbs at a pace that has left rival vehicle types in the shade.Two questions: Do you need all that space? And aren't SUVs becoming a bit passe?The answer may be the humble wagon. Now freed of the additive "station'' -- implying expansive grazing lands and lazy windmills -- the wagon has matured to cleverly blend leisure with some family duties. Even better, thanks to their popularity in Europe, they are stylish and many share the enthusiastic engines of their sedan counterparts.Wagons are on an equal footing with their sedan sisters in equipment, safety and performance. The Skoda Octavia wagon here, for example, has the same high-output turbo-petrol engine as its sports-oriented RS sedan model -- itself a reskinned Volkswagen Golf GTI. Wagons also share the handling, agility and performance acumen of their sedan equivalents.But the wagon has a more flexible load area and the ability to haul a range of awkward-sized cargo thanks to split and fold-down rear seats. In comparison to an SUV, the wagon also retains the less cumbersome style of the sedan, in effect offering the best of both worlds.Find a good sedan and if there's a wagon equivalent, then generally it will share any of the sedan's advantages and disadvantages. These three examples are very different in origins and execution. All are current models -- though the Holden and Skoda are poised for replacement -- and will have relatively low mileage.The Skoda is the sports model and is more expensive than its rivals, though has more equipment and has a turbocharged petrol engine with a dual-clutch automatic transmission -- all quite expensive stuff.Resale values are strong for the Hyundai (50 per cent retained after three years) and Skoda (49 per cent) but weak for the Holden (41 per cent), indicating that seeking a near-new used model can be more advantageous for the Holden buyer. TOP TIPSWagons are made for work -- but check to see if it hasn't been abused. You may save big fuel money by choosing a smaller engine. A cargo net or barrier is a wise investment2012 Skoda Octavia RS 147TSI Engine: 2.0-litre 4-cyl turbo petrolTransmission: 6-speed dual-clutch autoThirst: 7.9L/100CARSGUIDE SAYS"These wagons boast an incredible amount of storage space -- there's even an extra cubby hole beneath the boot floor. Skoda makes durable cars and though the Octavia is rather plain in appearance, it has a lot of features and is well built. The RS version adds sporty equipment and gets the upmarket 147kW engine and DSG transmission. There are paddle shifters for manual-mode gearchanges, 18-inch alloy wheels, satnav, sports seats and daylight running LEDs. The car has all the safety equipment including six airbags and electronic stability and traction2011 Hyundai i40 PREMIUMEngine: 2.0-litre 4-cyl petrolTransmission: 6-speed automaticThirst: 7.7L/100kmCARSGUIDE SAYS"Hyundai has confirmed the i40 range will continue after it drops the similar i45 models, ensuring the i40 has a strong future. This is a 2.0-litre petrol-engined model -- there is also a 1.7-litre turbo diesel which is better suited to shorter duties such as in the city and suburbs. The Premium model gets a big list of standard equipment including 18-inch alloy wheels, satnav and Bluetooth, cruise control, sunroof and leather seats. There are split-fold rear seats though the available cargo space isn't as generous as the Skoda. Hyundai has a capped-price service schedule and a five-year warranty, which is reassuring for used-car buyers.2012 Holden Commodore SV6Engine: 3.6-litre V6 petrolTransmission: 6-speed automaticThirst: 9.8L/100kmCARSGUIDE SAYS"The Australian is a strong workhorse with plenty of style and ability. It's also a reliable and easy-to-fix wagon. The SV6 version is a more upmarket model that retains the 3.6-litre V6 petrol engine and six-speed automatic transmission but adds 18-inch alloy wheels, sports suspension and a sports body kit. Standard equipment includes six airbags, electronic stability and traction control, a reverse camera, airconditioning and cruise control. It also has a capped-price service schedule and buyers have a portion of the three-year warranty still intact. 

The quickest way to the shopping centre has arrived. This is the shopper's supercar wagon that gobbles up Gallardos, noshes on 911s and feasts on Ferrari FFs for breakfast.Little prepares you for the voracious appetite and dining manners of Audi's RS6 Avant - certainly not the almost benign wagon shape. But with a 412kW/700Nm twin-turbocharged 4-litre V8, the Avant - incidentally the only RS6 body on offer from Audi - is blistering fast and hunts down the 100km/h mark in only 3.9 seconds.As a term of reference, the Gallardo does it in 4.0sec, and the Mercedes SLS AMG  and Ferrari FF in 3.7 secs. Audi Australia says it will cost about $230,000 when it gets here in November. That's more than $30,000 cheaper than the 2008-2010 era of the V10-engined predecessor that was also available as a sedan."There is no need for a sedan in the RS6,'' says Audi Australia's Anna Burgdorf. "We see buyers who want that performance in a four-door body will look at the RS7 - which goes on the market in Australia in the first quarter of next year.''"The buyer will have a similar profile to an R8 owner, but with the need for more practicality.'' Ms Burgdorf expects the RS6 Avant to sell at the rate of one to two a month and rival cars including the BMW M5 and Mercedes C63 AMG.The RS6 Avant will come highly-specified in terms of equipment and offer only a few options. These will include the Dynamic Ride Control, 21-inch alloys (20-inches is standard) and the ceramic disc brakes (add $11,000) but also the ability to ramp the top speed up from 250km/h to 305km/h."There'll be some buyers who will specify the increased top speed,'' Ms Burgdorf says. "It's only offered in conjunction with the ceramic disc brake package - that's a standard for all global markets.''VALUEThe fact it's $30,000 cheaper than the previous RS6 makes it sound like a bargain. At $230,000 it's a good buy for those chasing an exotic sports-car 0-100km/h time but there's no denying it's an expensive way to get there. Where the Audi lifts its head is in its comfort and features, brilliant build quality, docile street manners and distinctive low-volume sale rate. It's on sale in November and already hands are up.Audi promotes personalisation of its cars and the RS6 is no different. But for those who simply want to drive away, standard kit includes Bose audio with sat-nav and digital TV, a 360-degree camera, 20-inch alloys, adaptive air suspension and carbon-inlay dash.DESIGNTo say it's an A6 wagon (sorry, Avant) with extra specs is to belittle the car. There's a lot of difference, notably the flared guards, huge wheels, subtle spoilers - including Gallardo-inspired twin brake inlets, lower ride height, fat grille and blackened LED tail lights. The cabin has intricately veneered timber and aluminium inserts, an all-black ambience dominated by wide-eyed gauges and a plethora of switches.The sports-seats are deeply bolstered and though the "comfort'' option includes seating for three along the back seat, many buyers may opt for a two-seat rear. The electric tailgate opens to a wide and deep - though shallow - boot area. But it's the wheels that give the game away and even parked by the sidewalk, the RS6 looks mean.TECHNOLOGYAudi engineer Stephan Reil says the 4-litre V8 twin-turbo is from a comparitively new engine family on which he started work in 2006. The RS6's engine is the same as in the S6, S7, S8 and A8 - but not the RS4 - with the big difference being that only the RS6 whacks out 412kW/700Nm. The others are either 309kW/550Nm or in the S8's case, 382kW/650Nm. The RS6 engine has cylinder deactivation and stop-start to reduce fuel use to a claimed 9.8 L/100km.Can Audi take it further? Reil won't say. He also says  it's unlikely Audi will drop the V8 for a V6 in near-future models because "too many buyers love the V8''. The RS6 also gets standard air suspension and wave-shaped disc brakes that shave 3kg off the car's weight - while there's electric-assist steering, four-mode "drive select'', new safety equipment (see below) and a part aluminium body that's about 100kg lighter than before.SAFETYThe RS6 Avant will pick up the A6 Avant's five-star crash rating. It also has 10 airbags, full electronic stability and traction control, full-view camera, all-wheel drive, heated side mirrors, blind-spot assist, lane-change monitor, adaptive cruise control, heads-up display, night vision and so on - but no spare wheel.DRIVINGThe bass-beat thrum-thrum of the V8 engine is pure music. It's aural tune is all natural - not enhanced by sound boxes under the bonnet - and is as impressive in settling the car's character as the power of the engine. The wagon starts with a roar, settles to an angry hum and proceeds to strike multiple notes on its way up and down the eight-speed automatic's ratios. The "drive select" is angrier in the "dynamic'' mode though the steering is a bit firm and it exposes more of the electric-assistance's artificial feel.But the steering can't be dismissed for its positive feel once the big wagon is pointed into a corner. The "auto'' mode, where the steering ratio changes slightly with the result of a lighter feel, is the best overall. The ESC can be switched off and ev en with that safety net thrown from the carriage, the wagon has tremendous grip thanks to its all-wheel drive. But constantly this car is about that engine.Rather than having a linear fluidity - like the RS4 - the RS6's turbos dominate power delivery with less of a kick immediately off the mark but then a rush as the boost starts. The engine will run, with all the noises of an orchestra, to 6600rpm before upchanging. And though the drivetrain dominates, the car is surprisingly comfortable and when cruising, the engine settles into a muted burble.VERDICTPerformance with sensibility. A wagon for all men and women and children and dogs. Only quicker. But is the R8 (from $271,000), for example, a better buy when it comes to oneupmanship?AUDI RS6 AVANTPrice: est. $230,000Warranty: 3 years/unlimited, roadside assistCapped servicing: NoService interval: 12mths/15,000kmResale: 48%Safety: 10 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 4-litre V8 twin-turbo petrol, 412kW/700NmTransmission: 8-spd auto; constant AWDThirst: 9.8L/100km; 98RON; 229g/km CO2Dimensions: 5.0m (L), 1.9m (W), 1.5m (H)Weight: 1935kgSpare: None

Why don't wagons attract an Aussie audience? It's a mystery worthy of a CSI episode. Yet we line up like sheep to get into a five-door load-lugger if it's got more than 180mm of ground clearance (ie, a compact SUV), even if we're no more likely to drive it on dirt than through a combat zone.The latest wagon from BMW's top-selling 3 Series range provides yet further evidence that SUVs aren't the duck's guts for shifting offspring and their gear. The Touring (as BMW labels its wagons) is lighter than most soft-roaders, better looking to boot (so to speak) and outperforms them.VALUEMost of the Touring's features carry over from the sedan range, which has been on sale for more than a year. The petrol versions - 320i and 328i, running differently tuned versions of the same turbo petrol engine - join the diesel 318d.The Touring comes at a $2500 premium over the corresponding diesel sedan and $4000 over the equivalent petrol sedan. Pricing starts from $58,900 for the 318d which has three upgrade options, from $3768 to the $6000 M Sport pack. Petrol versions start from $62,600 for the 320i with $3152 for Luxury, Sport or Modern packs. For some reason M Sport is even dearer at $6385.At least the petrol models have paddle shifters for the eight-speed auto transmission, which is standard on the range, with stop-start function. All versions get an automatic tailgate as standard. A reversing camera is standard on the two petrol models.Rolling off the production line from this month is the 328i priced from $69,900, with the upgrades adding $1538 or, for the M-Sport, $5000. It too sits on 17-inch alloy wheels but gets electrochromatic mirrors (with folding function for the exterior), "fine-wood burled walnut" interior inserts, Dakota leather trim and top-spec satnav and audio.The Sport Line option pack adds high-gloss black exterior trim bits, 17 or 18in alloys, black and red accents in cabin, red stitching on the sports steering wheel and standard leather upholstered sports seats.Those looking for the finer things can tick the Luxury Line box - high-gloss chrome exterior trim bits and wood trim inserts for the interior, 17 or 18in alloy wheels and model-specific leather upholstered seats are among the highlights.The Modern option pack adds satin-finish aluminium trim, 17 or 18in alloy, a light-coloured dashboard and a steering wheel in dark oyster, leather upholstery in oyster or black and a choice of four trim strips in pearl-effect chrome or optional wood surface in three-dimensional structure.The M Sport package has aerodynamic add-ons, 10mm lower sports suspension, an optional brake upgrade, as well as the exclusive optional exterior paint shade Estoril Blue' metallic, 19in M-design alloy wheels, an M leather steering wheel and aluminium hexagon trim.TECHNOLOGYDiesel power propels the entry wagon. The 318d Touring has a 2.0-litre turbo diesel producing 105kW/320Nm. It gets to 100km/h in 9.2 seconds but also sips 4.7L/100km.The 320i and 328i share a turbo direct-injection four-cylinder, which in the mid-spec model has 135kW/270Nm and gets to 100km/h in 7.5 seconds for a 6.2L thirst. The 328i develops 180kW/350Nm, cutting the sprint time to 6.0 seconds and raising consumption to 6.5L.The range gets the fuel-saving stop-start system, brake energy recovery and the Eco Pro mode, which encourages economical driving and claims up to 20 per cent improvement in economy by way of "intelligent energy management" engine systems.DESIGNFrom the nose to the front occupants' shoulder at the door pillar, the Touring mimics the sedan. It's longer and roomier than the superseded 3 Series wagon. The cargo area is 495 litres with the rear seats up, on par with most big sedans. This trebles when the seats are folded flat.Access is via an electric-opening tailgate (which works via remote or by “kicking'' underneath the rear bumper when the key is in range), which also has a glass-only opening function, with extra clever underfloor storage in the cargo area.SAFETYThe European NCAP program ranked the sedan five stars so the wagon will surely win full marks too. The active electronic driver aid list is long stability and traction control, anti-lock brakes, cornering and dynamic brake control, as well as brake drying and electronic "limited-slip" for the rear differential, activated when the "DSC Off" function is employed.Also fitted standard is the Active Protection safety package, which readies the car's myriad safety systems if it detects a imminent impact. The options list has the obligatory raft of choices, including active cruise control (with stop-go function) and head-up display, surround-view camera system and high-beam assist.DRIVINGThe 320i's engine is willing, smooth and works well with the eight-speed auto. It hesitates a little when exiting corners, but is fuss free in fast open country running.Fans of older BMWs will miss the six-cylinder engine soundtrack, but they'll welcome the new car's Sport Plus mode and its steering wheel paddles for changing gears manually. A highlight is the ride afforded by the optional adaptive suspension it remains settled and unperturbed through mid-corner bumps.Switching to the diesel is anything but a stepdown. Its torque is reasonable and the noise intrusion minimal. The noisiest thing on the diesel drive was the climate control's fan. The diesel doesn't get the paddleshifters but has little need for them with the two sport modes offering clever shift patterns, but the more powerful petrol engine is our choice.VERDICTA versatile wagon that offers chassis balance, ride comfort and driving ease. A serious rival for an SUV.BMW 320i TouringPrice: From $62,600Warranty: 3 years/ unlimited kmCapped servicing: NoResale: 54% (Glass's Guide)Service interval: 12 months/25,000kmSafety: 5 starsEngine: 2.0-litre 4-cyl turbo petrol 135kW/270NmTransmission: 8-speed automatic; RWDThirst: 6.21/100km,Dimensions: 4.6m (L); 1.8m (w); 1.4m (h)Weight: 1495-1595kgSpare: None

The choices available to car buyers today can be bewildering. Where once you chose between a sedan and a wagon todays car buyers have a vast range of models to choose from, models that are specifically targeted at particular parts of the market. Families can now choose from sedans, wagons, SUVs and peoplemovers,

Passat is a medium-large German car that appeals to those who refuse to pay big dollars for a similar car from one of the more prestigious marques from the same country. Audi won’t thank us for saying so, but there are quite a few out of sight components that are shared by Passat and upmarket Audi vehicles.The Passat in all its formats offers better than average comfort thanks to well-shaped seats and suspension which is able to soak up just about anything thrown at it. Handling is good, with virtually neutral road behaviour at normal speeds, gradually changing to safe understeer if the big car is pushed hard.In the earlier days almost all Passat imports were four-door sedans but with the introduction of the 1998 model, five-door wagons were offered. Wagons have been a popular choice ever since as their squared off rear end makes for a practical load area.An interesting style called Passat CC was introduced in February 2009. Virtually a four-door coupe in the manner of the Mercedes-Benz CLS, the sleek CC is just right for those who seldom use the back seat but want the convenience of rear doors. The back seat is reasonably comfortable and is certainly much better than that of the typical two-door coupe.Volkswagen went all cute with the marketing of the latest CC when it arrived in June 2012, dropping the Passat from its name and calling it simply the CC. Don’t forget to check out both names if you’re doing a search for the pretty coupe on used-car sites.Engine options show a fascinating variation, with four-, five-, six- and eight-cylinder layouts. The V5 and V6 use an interesting design with a narrow-angle V which enables it to run one cylinder head covering both cylinder banks.Though smaller engines aren’t always accepted by Australian buyers, even the four-cylinder Passats have enough performance for many buyers. Many of the later petrol – and all diesel – Volkswagen engines use a turbocharger to generate significantly extra torque.Volkswagen started a strong push on turbo-diesel engines in Australia in 2006 and these days the company often sells more diesel cars than petrol ones in Australia.A four-speed automatic was used in the pre-1998 model, followed by a five-speed unit with tiptronic. The forward ratios were increased to six with a DSG installation from 2006, and to seven forward ratios from early 2010.All-wheel drive isn't all that common in Australian Passats but gives better traction coming out of corners and on slippery surfaces and is worth considering if you are doing a lot of driving on unmade surfaces, or even on the snow and ice for which it was originally designed.For the revhead, Volkswagen imported the Passat R36 from June 2008. R36 has a 220 kilowatt engine, all-wheel drive and is sold in both sedan and wagon bodies.Volkswagen Group Australia has put a lot of work in recent years in getting its supply of spare parts up to international best practice. Prices are similar to those of other European imports in its class. Similarly, the dealer group has grown markedly in recent years and VW is represented in most population centres of significant size.Passat is a relatively complex machine in the modern manner, but a competent home mechanic should be able to do a fair bit of work on it. Always have a workshop manual on standby, and please leave safety items to professionals.Insurance is generally not expensive but make inquiries from a number of companies as there can be quite a difference in premiums.WHAT TO LOOK FORLook over the condition of the interior in case the Passat has had a hard life. It’s not common in a car like this, but can happen and rectification can be expensive.The engine should start within a second of the key being turned and should settle into a steady idle within seconds. If there is a flat spot in acceleration there could be fuel-injection problems.Check the insides of the front wheels for signs of severe brake dust build up, indicating hard driving. This is more likely on one of the sporting models, but Passats do seem to attract people who like to pedal along hard.Look over the body for signs of crash repairs, especially paint that doesn’t match and panels that don't fit exactly. Check the complete body, including hard to reach areas under the bonnet, in the boot and under the car.CAR BUYING TIPBefore settling on any car it makes sense to check on availability of spare parts and servicing in your home and work neighbourhoods. 

As if the Audi A6 allroad quattro were not special enough, the German automobile manufacturer has brought out a Limited Edition for those automotive Oliver Twists who ask for more.VALUEThe third generation of the Avant (that’s Audi speak for station wagon) has just dropped in Down Under and with only 150 cars, replete with the latest features on offer, is odds-on to have buyers digging deep for the $117,900-plus to park one in the garage.Highlights include adaptive air suspension with controlled damping, four-zone air-conditioning, electric opening and closing tailgate, 20-inch five-parallel spoke alloy wheels, heated front seats and a choice of four metallic paint colours.The multimedia information system features a touchpad by which the driver can enter a destination or telephone number by drawing them on the control panel with a finger. The system repeats each entry audibly, so the driver can keep looking at the road.TECHNOLOGYSluggish? Tramp on the accelerator pedal and the wagon will hit 100 km/h in 6.6 seconds from rest before being pulled up at a strangely odd speed of 236 km/h – 180 kW of power and 580 Nm of torque from the 3.0-litre turbo-diesel V6 see to that.A seven-speed S tronic transmission with torque vectoring through the Audi quattro drive looks after the traction equation. The motor is fitted with a stop / go function to conserve fuel.Want to throw the big fella around? You can thanks to electromechanical power steering, Audi drive select dynamic handling system adaptive air suspension with controlled damping, while big brakes go to work on those big-diameter wheels.DESIGNAt almost five metres long and two metres wide the Audi A6 allroad quattro has an imposing on-road presence, from the expansive 23-slat aluminium look single radiator grille through broad fenders filled out with 20-inch wheels and on to a sculpted rear, finished off with a stainless steel underbody guard.Xenon lights, including daytime running lights, are standard, with the option of LED headlamps featuring an automatic dipping function which takes into consideration the approach of oncoming traffic.On the downside, from the rear the vehicle has a dated look – a mish-mash of angles and surfaces appear to be competing with each other for attention, while the rear view from the driver’s seat, severely limited, is alleviated only by an efficient rear-view camera and distance warning sensors.Chromium plating was once considered the sign of class in a European car. In the case of the American automobile, excessive use means the less said about the corrosion resistant decoration the better.These days such highlights can still be found on the more expensive machines but the use of aluminium has the added advantage of being lighter than steel. Both feature to great effect in the A6 allroad quattro Limited Edition, the chrome as restrained highlights, including twin flat-bottom exhaust tailpipes, the latter in weight-saving aluminium components making up 20 per cent of the body.A wheelbase of close to three metres means there’s ‘broad acreage’ inside the A6 allroad quattro. Leg room front and back is expansive and shoulder space up front benefits from the seats being 20 millimetres further apart than in the previous model.The luggage area is impressively versatile with room for 595 litres of kit. With the back seats folded away this is increased to 1680 litres. Loading width is 1050 mm, the lip 624 mm high. Load length is 1181 mm, 785 mm more with the back rests folded.The test vehicle included Audi’s load-securing kit consisting of a telescopic bar and belt for flexible partitioning of the space. The tailgate is electrically operated at the press of a button and works in conjunction with an automatic cargo cover.A range of roof racks is on offer to allow for the transport of sports and recreation gear, and modifications to body components and engine management mean the A6 allroad quattro can tow up to two-and-a-half tonnes.Interior trim of the test car – black leather with brown inserts – had me wondering at the designer’s colour sense but I grew to almost like it. I could have got used to optional head-up display, ambient lighting, front seat ventilation and massage function had it been included.SAFETYLimited Edition the new A6 allroad quattro may be, but Audi has loaded it up with active and passive safety and driving aids. There’s vehicle distance warning with the adaptive cruise control, lane assist, side assist and park assist with a camera giving an all-round view close to the vehicle.Hill start assist, a tilt angle display plus hill descent assist help prevent the bulky wagon from escaping the driver’s clutches on awkward hilly terrain on or off road.DRIVINGDuring my stint with the car there was odd time there was some hesitancy to react for a second or two until the turbo spooled up. On the upside, the new motor has cut fuel consumption by 16 per cent over its predecessor.With an SUV-like ground clearance of 175mm, the air suspension lowers the body by 15 millimetres at high speed and raises it by 35 millimetres at the push of a button.Without venturing into the wilds, the A6 allroad quattro showed itself to be a relatively spritely performer for such a bulky vehicle but surrendered itself to some understeer on corners at speed, especially if they tightened up late in the manoeuvre.Over an easy cruise on the motorway the A6 allroad quattro Limited Edition went through a frugal 5.9 litres of fuel per 100 kilometres, most impressive for a big car with a high-power engine. Around town, it hovered around eight litres per 100 kilometres, still an impressively low number.Audi A6 allroad quattro 3.0 TDI S tronicPrice: from $117,900Warranty: 3 years/unlimitedCrash rating: n/aEngine: 3.0-litre 6-cyl petrol, 180kW/580NmTransmission: 7-speed; AWDThirst: 6.3L/100km 165g/km CO2Dimensions: 4940mm (L), 1898mm (W), 1452mm (H)Weight: 1715kg; 1790kg

The term shooting brake isn’t a common one here, but it’s a more common term in Europe for a prestige wagon.

Medium is now something of a misnomer when the conversation turns to the Mazda 6.

Playing it safe has always been a Mercedes-Benz hallmark but the German carmaker is breaking with tradition by installing its updated mid-sized E-Class as the occupant-protection pioneer. It is part-acknowledgement that technology evolves too quickly to delay innovations for the new flagship S-Class due late this year and partly a reflection of the fact the E is now a more important vehicle for Benz as sales of large limousines continue to decline. Either way, it’s a win for E-Class buyers when the car goes on sale in Australia in August.Pricing for Australia hasn’t been confirmed but company spokesman David McCarthy says an “assertive” strategy will mean minimal changes to the existing numbers, which start at $80,000 for the petrol-powered E200 four-cylinder car.  “We’re still finalising specifications for the range,” McCarthy says. “Expect the E-Class to lead the way on pricing and features.” Holding the prices in check will be a big achievement for a car that has had 2000 new components.There will be a choice of three petrol and three diesel engines in the sedan. The highlights are a bi-turbo V6 petrol E400 that will give Mercedes a vehicle to rival BMW’s 535i and a diesel hybrid that uses just 4.1 litres over 100km. Wagon buyers will have the option of a four-cylinder diesel or the bi-turbo V6.There are 11 new or updated safety systems in the E-Class, headed by automatic braking to prevent rear-end crashes and a system that detects pedestrians or crossing traffic at an intersection and hits the stoppers to avoid them. A single windscreen-mounted camera has been replaced by dual cameras linked to radar sensors to provide a virtual 3D field of vision that constantly monitors a 50m space around the car for potential hazards.Unlike the new Volvo V40, Australian E-Classes won’t read speed signs. Put that down to rural signs often being used for target practice by gun and 4WD owners and the fact many of our major cities have such a gaggle of signs that it is almost pointless to try and monitor them. “Like all our safety features, until it works perfectly every time, we won’t implement it,” McCarthy says.The basic structure of the E-Class hasn’t changed but just about everything else has. The headlamps are now a single unit with a pair of daytime running lights in a tick layout. The lamps are housed in a new front end that still comes in two guises - the traditional “Elegance” design with a bonnet-mounted three-pointed star and three-strake grille and the sportier-looking “Avantgarde” style that uses a larger Mercedes roundel mounted in a two-band grille.The interior updates are more subtle but reflect the move to improve refinement. It’s a sum-of-the-parts equation: touches like a new “split view” seven-inch screen that can project one display for the driver and another for the passenger and an analogue clock nestled between the redesigned vents aren’t instantly obvious but in combination make a big difference to the cabin ambience.Mercedes is still assessing which features will go into which cars, but the range-topping regular model, the bi-turbo V6 E400 will pick up everything. That includes adaptive cruise control with “steering assist”, which uses the dual cameras to keep the E-Class in the centre of the lane. A lane-keeping assist function also scans the road for solid and broken lines.It automatically brakes a wheel to avoid crossing solid lines and alerts the driver with a vibration in the steering wheel if they are veering over a broken line. If the system detects oncoming traffic in that situation, it also brakes a corner to bring the Mercedes back into its lane. A five-star rating from ANCAP is pretty much guaranteed.The four-cylinder models are expected to account for the vast majority of E-Class sales and the performance from the lightweight engines is more than acceptable. The pair of 250 engines - the entry level E200petrol wasn’t available at the international launch in Spain - pull the 0-100km/h sprint in around 7.5 seconds.The E220 CDI is the diesel price-leader to take on BMW's 520d, which heads 5 Series sales. The E250 diesel is the pick, courtesy of an expected $95,000 price backed by 500Nm that gives a decent shove in the seat at any speed.Step up to the hybrid and the reward comes in even less fuel use. The diesel-electric system adds around 100kg but still uses just 4.1 litres over 100km. That weight can be felt in the wagon over badly broken roads, where there’s a muted bang over seriously big bumps. We’re reserving judgment on that until we can try the car on local roads but around town the behaviour is impeccable.The E400 is a weapon and it’s only the sound from the bi-turbo V6 that gives away you’re not in a V8. The electric steering now has more weight at speed without sacrificing feel and makes the mid-sized car a lively vehicle when the road starts to wind.