Wagon Reviews

Holden is hoping a new look and a brace of new engines will boost the fortunes of its Captiva four-wheel drive.Available in two sizes and two or four-wheel drive, with five and seven seats, the Korean built Captiva competes in both the compact and medium sized SUV market segments. Leading the charge for the Series II update is an impressive 2.2-litre turbo diesel, available with both size vehicles, that is partnered with a six-speed sequential automatic. Manufactured under licence from Italy's VM Motori, it's a cracker, replacing the earlier 2.0-litre diesel and producing 23 per cent more power but using six per cent less fuel.Captiva has enjoyed mixed fortunes since its launch here in 2006. The smaller five seat version is languishing at the bottom of the table in the highly competitive compact segment. But the larger seven seater swaps places regularly with Ford's Territory for third position behind Toyota's Prado and Kluger in the medium segment.Captiva has always been a good thing and one of the better products to come out of the old Daewoo factory in South Korea. Although they look quite similar, the two are in fact very different vehicles, with the five-seater designed in Europe primarily for the European market.The seven seater, with a third row of seats that packs flat into the floor when not in use, is a homegrown Korea design, with different lights and front grille as well as a flashier looking dash. It's about 8cm longer to accommodate the extra seats.Price cuts of $2000 for most models along with power and equipment upgrades for Series II models will certainly attract the market's attention. Priced from $27,990 the five eater is available with a 123kW/230Nm 2.4-litre four cylinder petrol engine or a 135kW/400Nm 2.2-litre turbo diesel. The seven seater, priced from $32,990, gets the same engines with the addition of the 190kW/288Nm 3.0-litre petrol V6 from Commodore.All three engines come with the six-speed auto, which is tuned differently for each application. The entry level 2.4-litre Captiva 5 comes standard with a six-speed manual. The auto adds $2000 to the price and if you want the diesel it will set you back another $4000 (but this includes all-wheel drive).In the Captiva 7 the diesel adds $3000 to the price of the entry level, two-wheel drive SX but only $1000 to the price of better equipped CX and LX models.We've driven all three engine combinations and found all perform well, but the diesel is head and shoulders above the rest, smooth and quiet and a perfect match for the six-speed auto. Official fuel consumption for the diesel range from 8.1 to 8.5 litres/100km depending on model. We were getting around 9.8 litres/100km during the launch.Holden has spent some time sharpening up the steering and reducing the body roll of the vehicle, in response to customer feedback and it shows. The safety story is also a strong one, with six airbags and electronic stability control now standard across the range.Ironically, the manual change in the auto operates in the reverse direction to that in Commodore, which must be confusing for families that have both cars sitting in the driveway. Apparently, drivers rarely change gears manually anyway which makes one wonder why they include the facility in the first place?

Volkswagen's Czech brand Skoda has begun something of a product onslaught for its Australian operations with the launch of the DSG-transmission-equipped Octavia Scout 4x4 wagon.The Skoda Scout first saw the light of day in Australia back in 2009 but until now it was available only in six-speed manual guise - a decision that limited its sales success.The new DSG-equipped Scout comes in two models - the entry-level version priced at $41,790 and the Premium that tips the dollar scales at $45,790. Both of the manufacturer's list prices are $2300 more than the manual versions and Skoda believes the top-spec model will account for around 60 per cent of sales.With Subaru's petrol-and-diesel Outback firmly it his sights, Skoda Australia boss Matthew Wiesner says he and his team are excited to offer what they believe is the best all-round package in this segment.Using the DSG Scout as a product-launch springboard, Wiesner plans to follow the wagon in the next few months with the funky Fabia hatch, a sporty Monte Carlo version of the Fabia, the Yeti 2WD and 4WD and a stove-hot Fabia RS wagon.But back to the Scout.Its powerplant is the VW group's excellent new-generation 2.0-litre common-rail-equipped turbo-diesel that delivers 103kW at 4200rpm and a handy 320Nm of peak torque that is on tap between 1750 and 2500rpm.As well as its great torque delivery, what is seriously impressive about this engine is its combined-fuel-consumption of just 6.1litres/100km. Environmentally conscious buyers will also be impressed by a CO2-emissions figure of 160g/km.Safety is also one of the Scout's highlights and as well as its top-lint 4x4 system, standard kit includes six airbags, electronic stability program, ABS brakes, electronic brake-force distribution, anti-slip regulation and hill-hold control.The wagon's all-wheel drive system uses a fourth-generation Haldex clutch that works with its other onboard electronic systems to deliver super-fast fast responses.Even the entry-level Scout comes standard with a generous inventory of standard goodies and it includes satellite navigation, 17-inch alloy wheels, fog lights, heated front seats, dual-zone air conditioning, rear acoustic parking sensors, rain-sensing wipers, cruise control, roof rails, a multi-function, leather-wrapped steering wheel, twin chrome exhausts and unique interior-trim features.Opt for the Premium model and you add an electric glass sunroof, privacy glass from B-pillar, polished 17-inch alloy wheels, Alcantara leather-appointed upholstery and an electric driver's seat with memory.Ground clearance is 180mm ground clearance and Skoda engineers have modified the wagon's springs to raise the ride height by 40mm over the standard Octavia Wagon. With the rear seats occupied, there is 580litres of luggage space and this rises to 1620litres when the 60/40 rear seat backrests are dropped down.Preliminary driving impressions gleaned in the Queensland and northern New South Wales hinterland showed the DSG-equipped Scout to be a smooth, capable cruiser that is not unsettled by a bit of rough stuff. Its steering is beautifully weighted, turn-in is impressive and predictable and the car's surefootedness on rough gravel surfaces was right up there with the best of them.In fact it was surprising how infrequently the Scout's ESP kicked in, even during the most enthusiastic of gravel-road punting. The 103kW/320Nm and the DSG go together like peaches and cream and the fuel economy means visits to the diesel pump are infrequent.SKODA SCOUTPrice: from $41,790Warranty: 3-year / unlimited kilometreResale: 75% (est.)Service interval: variable, condition-basedSafety: 4-star Euro NCAPEngine: 2.0-litre, 4-cyl turbodiesel, 103kW/320NmBody: five-door wagonWeight: 1550-1570kgTransmission: 6-speed manual and DSG, four-wheel driveThirst: 6.1 L/100km, CO2 160g/km.

FAMILIES wanting a big, comfortable and economical car - that's most of us - are ideal buyers of Ford's new LPG Falcon. So why isn't there a queue outside the Ford factory for a big car that costs $7.50 to drive 100km (compared with a petrol Falcon's $13.36) and will travel a similar 700km before running out of juice? Or gas. It should be a no-brainer for households but instead, Ford is reporting much greater interest from corporates and government authorities. The EcoLPi sales represent 18 per cent of total Falcon sales, so interest is relatively strong. Now, private motorists will have to get behind the wheel to witness the benefits.On paper it looks good. The dedicated LPG-engined Falcon is $2500 more than its petrol sister at $42,790. Government rebate applies to private buyers of a new car and is $2000. So, the LPG effectively costs $500 and - compared with an equivalent petrol-fuelled Falcon - the car's economy makes the gas car's price equivalent at seven months and produces a potential annual fuel saving of $880 after that. The XT EcoLPi tested had all the comfort, features, handling and even a bit more performance than the petrol model. Yes, the boot is slightly smaller but the difference is marginal.Looks exactly like a petrol Falcon. Only a boot badge indicates its fuel type. The Falcon looks better each year and the latest is a neat big car that, by virtue of clever body tapers, doesn't look big and bulky. In fact, it's only 171mm longer than the "mid-size" Ford Mondeo.Though the underpinnings and the body have lots in common with the AU model of 1998, the intervening years have smoothed out the roof to make easier entry via the rear doors, bulked up the AU's "organic" look, refined the drivetrain and greatly boosted build quality. If one thing stands out, it's the excellent occupant comfort.LPG as a vehicle fuel produces 35 per cent less CO2 emissions than petrol and has an octane rating of about 100. So it's green and powerful - like the Incredible Hulk, actually. But it's not as fuel efficient - the EcoLPi gets 12.5 L/100km and the equivalent petrol Falcon gets 9.9 L/100km.The saving is in the purchase price of the fuel, about 55c/L for LPG and $1.40/L for petrol. Ford's liquid-injection of the LPG replaces the temperamental vapour-gas delivery to make impressive improvements to starting performance, power and torque, reliability and economy. LPG now stays in liquid form from the tank to the combustion chamber.Other than the pause when switching on the engine, you wouldn't know this runs on LPG. Ford has included a priming system so much of the LPG is automatically sent to the engine as you open the driver's door. The boot remains pretty big - helped by the split, fold-down rear seats - and the only intrusion is the side-mounted high-pressure fuel pump box.LPG vehicles came in for some slamming after a bus fire earlier this year, but it's regarded as being no more a danger than a petrol-fuelled car. The Falcon  has a five-star crash rating, six airbags and all the electronic aids. It is a sure-footed car with excellent dynamics, quality steering and brakes. We can get overwhelmed by imported cars but really the Falcon equals or betters most.Previous LPG-only tests were okay, but other than the savings at the bowser, nothing to write home about. This new one is very different. There's a two-second pause between turning the ignition key and the starter motor engaging. You get used to it. But there's virtually no engine cranking - the engine fires up immediately.The EcoLPi feels every bit as smooth as the petrol - which is far better than the Falcon's main rival - and is both quiet and responsive. It is listed as having the same power and torque as the petrol, but is more responsive and is likely to be quicker in acceleration.Perhaps Ford has dumbed the LPG engine down to match the petrol. The six-speed auto dovetails perfectly with that engine delivery. Great handling, excellent comfort and low noise from the drivetrain and suspension make it such an easy car to operate. It works well in the city but show it an open road and it excels.

It's time to bring back The Hammer. The tag that was slapped on the back of a brutal Benz created by AMG in 1986 needs to be revived and re-applied to the 2012 successor to the original V8-powered pocket battleship. The hit from the New Hammer is a real belt, good for as much as 800 Newton-metres of torque and a 300km/h top speed, as Mercedes-AMG accelerates into a new era of turbocharged V8 muscle. BMW has already converted its new M5 from a charismatic V10 to efficient twin-turbo V8 motivation and now the E63 with a similar power pack has hit the road in Australia, complete with a changeover deal that includes the return of an E63 Estate wagon and a Performance Pack that adds an extra 24 kiloWatts of power and 100 Newton-metres to the 386kW/700Nm basics.There are visual and mechanical tweaks through the new E63, but there are two key numbers. The first is 21, which is the percentage improvement in the car's fuel economy, and the second is $240,985, which is the bottom line. Neither one is going to make much difference to the sort of people with the wealth to park a new E63 in the driveway, but they show what is happening as AMG-Mercedes reinvents itself for the challenges of the 21st century.If you say it fast, $240,985 doesn't seem too bad for a four-door sedan that can smash most of the world's serious supercars. No, you're  right, it does. But, at $244,500, the E63 Estate emerges as a relative bargain if you  want to haul in a car that can really haul. For that sort of money, you expect - and get - everything in the catalogue, from the AMG performance parts through to lovely soft leather, great aircon and alloy wheels, and all the rest. Still you can get something pretty close in a top-line HSV Holden or FPV Ford for around half the money, or get two with change.What makes the E63 a reasonable buy is the bottom line on its closest direct rival, the M5. The price of the new model is not official yet, but BMW Australia is talking right on $240,000. The Jaguar XFR also comes at $210,000 and a Maserati Quattroporte costs at least $250,000. Which brings us back to the Benz, and the extra $17,900 it costs for the optional Performance Pack. Is that bit worth it? Well, there is the extra go and a carbon fibre rear spoiler on the sedan, as well as a steering wheel with suede highlights.The big changes for the 2012 model year are all under the bonnet and they are all focussed on the latest twin-turbo V8 engine. The transmission is updated with the seven-speed Speedshift, an auto with a difference thanks to a wet start-up clutch and some very clever electronics. Despite the continuation of the E63 badge - which was wrong in the first place, since the previous V8 was actually a 6.2-litre - the engine in the new car is a 5.5-litre twin-turbo. In reality, it's a 1000 Newton-metre anvil that has been wound back for safety and to keep tyres and transmissions in the car.AMG first made its name with large-capacity engines and this one is one of its best, something reflected in the economy improvement that matches the output. Benz has also been busy and there is stop-start to cut CO2 and fuel use at the lights, for a 10.0 litres/100km fuel economy figure and the potential - with a very light foot - for a 1000-kilometre cruising range in Australia.Look around and the E includes AMGs latest smart transmission with driving modes and F1 start - first seen in the SLS gullwing - as well as a heap of safety and comfort gear. And you can always wind the extravagance around to 11, and really empty your pockets, with stuff like the ceramic brakes, locking rear differential and the Driver's package that lifts the top speed to 300km/h - 'only' 280 in the Estate - for ultimate bragging rights.The brutalist design work coming these days from Benz central in  Germany works well as an AMG creation. It's not as elegant with lesser  engines and wheels, but once the New Hammer is hunkered down with its extra body bits and rolling on its giant 19-inch rims it looks the part. Inside, the AMG gear makes the car more complete but - up against rivals and even the lesser C Class - it needs a bigger display screen for more cabin impact.Five stars, of course. All the usual Benz airbags and electronic safety nets are in place,  but the AMG deal means it's possible to wind back the assistance - or remove it completely on a racetrack - for driving enjoyment.How do I begin to describe The Hammer? It's been a big year for performance cars but the new E63 is a total standout. I get my first drive in the Estate, complete with rear-entertainment package, and it's the sort of family car that will work well for someone who craves a Porsche 911 but has kids and commitments. Then I take on the E63 sedan with Performance Pack, and it's just  plain mad. I have never driven a Benz with so much front-end bite and cornering grip, and the thump from the New Hammer is madness. Let's just calibrate the commentary by saying that, in the past few  weeks, I have driven the new BMW M5 and also the Lamborghini Gallardo. As well as the new Porsche 911. The 63PP trumps them all, not just for theatre but also accessible enjoyment on Australian roads. The car almost sounds like a Top Fuel dragster as it sits idling, and so much torque means instant go in any gear at any speed. Unlike the turbo M5 there is zero lag in the Benz, and turning the transmission mode to Sport+ brings the most intuitive automatic settings in any car.It's as good, and sometimes better, than driving a manual. Of course, you pay a giant penalty in fuel economy if you go hard, and  the styling is still too brutal for me, and I don't like the teeny-tiny display screen, but that's about it.It's a struggle to find the right words for this car, and I admit my bias as I've been an E-Class fan since the early days and always  admired the AMG engineering upgrades. Bottom line? The new E63 is wicked and the New Hammer is just  outrageous.

BMW gave the 3 Series a final upgrade before an all-new model breaks cover mid-way through next year.

Here's the hardest-working model in the Skoda range. Why? Because it's called Superb and that's a tough badge to carry, but the big Czech does an admirable job. The family wagon range has been expanded to include a new keener-priced model - an all-wheel drive load-lugger with a 103kW/320Nm turbodiesel powerplant that sits in the low-$40,000 range, placed neatly (along with its smaller Octavia sibling) to nibble at the sales of the AWD Subaru Liberty and a few other kid-carters. VALUEAt $43,990, the 103TDI Ambition all-wheel drive model charges a $300 premium over the front-drive model, but the features list also has dual-zone climate control, with rear vents, a decent eight-speaker sound system, Bluetooth phone and audio link, heated front seats, a trip computer, cruise control, power windows and auto-dimming and heated exterior mirrors, auto-dimming centre rearvision mirror, rain-sensing wipers, three 12-volt sockets, a luggage holding system in the large boot and split-fold rear seats.TECHNOLOGY The powerplant is a turbocharged common-rail direct-injection four-cylinder diesel with particle filter and there's plenty to like about it. It uses a common-rail direct injection fuel system that uses high pressure (up to 1800 bar injection pressure) and piezo injectors for quick and accurate direct injection, which Skoda says makes for quiet and efficient fuel use. The drivetrain has the six-speed version of the VW Group's twin-clutch automated manual "DSG" -  while there's been ongoing issues with this transmission it seems to be getting smoother and smarter with every incarnation; we'll reserve judgment on longevity. It operates with the new-gen Haldex AWD system that uses electronic clutch packs to direct drive as it sees fit, predominantly to the front wheels - in normal conditions only 4 per cent heads aft.Skoda says the system quickly responds to send drive to the wheels with the best grip, using wheel and engine speed sensors as well as info from the electronic stability control system - as much as 98 per cent can be sent to the rear wheels if conditions dictate.DESIGN It's conventional looks border on boring until you park it next to a Volkswagen - then it looks almost adventurous. There's not much to say about the exterior beyond it being functional and the same can be largely said for the interior. It shows its family resemblance to the VW group and offers useful in cabin storage and plenty of head and legroom, with the back-seat occupants benefiting in that area as well. The Superb wagon is 65mm shorter, 82mm narrower, 34mm taller and 151mm shorter ni wheelbase than a Commodore Sportwagon, but it's only the width where it feels lacking in comparison to Holden's wagon. Where three adults can sit across the Holden's rear bench, the Superb would be best left to two in the rear. There's ample luggage space - 633 litres according to the company - in the back for those four, all of which can be hidden by a screen and prevented from rolling around in the back by the clever adjustable luggage bar.SAFETY A top-shelf five-star ANCAP safety rating is carried by the Czech wagon, which has dual front, side and curtain (front and rear) and a driver's airbag. The safety features list also includes the clever all-wheel drive system, stability and traction control, fog lights with cornering function, lap-sash seatbelts for all five occupants, parking sensors front and rear, and tyre pressure monitoring. DRIVINGThe VW heritage shines through in the Skoda product and if you can get past the old image of the Czech brand there's much to like about the Superb wagon - space, comfort and efficiency. With 141mm of ground clearance the Superb wagon is not a 4WD, it's an all-wheel drive that runs mainly front wheel drive. That perhaps is not an ideal split given that it has to react to changes in traction, the Haldex system is far better at hiding changes - I'm still a fan of the more even split employed by the likes of Subaru and Audi among others.But fuel economy benefits outweigh (at least in this family truckster side of things) any dynamic payoffs - having shown an average of 7.6 l/100km during its time carting around my brood and their associated paraphernalia, the drivetrain is easy on the 60-litre tank. The two-litre turbodiesel does lend itself to a relaxed driving mode, with 320Nm of torque spread across the bottom half of the tacho - gentle throttle pressure allows the DSG to slip between gears smoothly without being left behind in traffic. Peak power is 103Kw at 4200rpm but it's not really a peak you need to ascend - surf the torque wave, keep the fuel use down and cruise. It can be hustled if required - and keeps it's composure without leaning alarmingly and ride quality (thanks in part to 16in wheels and 55-profile tyres) is still good.VERDICTDwelling in the bottom half of the $40,000 bracket is going to bring it more attention from buyers and that will certainly get more out on the roads - this is a very competent, well-equipped and composed family wagon, delivering a decent drive without breaking the bank at the bowser.Skoda Superb 103TDI AmbitionPrice: from $43,990Warranty: 3 years, unlimited kmResale: 41% Source: Glass's GuideService Interval: 15,000km or 12-monthsEconomy: 6.5l/100km; 171g/km CO2Safety: Equipment 9 airbags, ABS, EBD, stability and traction  controlCrash rating: 5 starEngine: 103kW/320Nm 2-litre turbocharged common-rail DOHC direct-injection four-cylinderTransmission: six-speed twin-clutch automated manualBody: 5-door, 5 seats Dimensions: 4838mm (L); 1817mm (W); 1510mm (H); 2761mm (WB)Weight: 1700kgTyre size: 205/55 R16 alloy wheels  (full-size spare wheel)Others to considerHolden Commodore Omega SportwagonPrice: from $41,990 Engine: 3-litre, V6 petrol, 190kW/290Nm Trans: 6-speed automatic, rear-wheel drive Body: 5-door wagon Thirst: 9.2l/100km, 91RON, CO2 218g/km"All that the sedan is, as well as being better looker than the oldCommodore rep-mobile wagon."Subaru Liberty Sports wagonPrice: from $44,490 Engine: 2.5-litre, flat-four petrol, 123kW/229Nm Trans: CVT automatic, all-wheel driveBody: 5-door wagonThirst: 8.3l/100km, 91RON, CO2 193g/km"The Subaru wagon has always been a popular all-rounder."Ford Mondeo Zetec wagonPrice: $41,240Engine: 2-litre, 4-cyl turbodiesel, 120kW/340NmTrans: 6-speed twin-clutch auto, front-wheel driveBody: 5-door wagonThirst: 6.2L/100km, CO2 165g/km "Dynamically well-sorted and a spacious interior, the diesel is the pick of the Mondeo bunch"Hyundai i40 Elite wagonPrice: from $41,490Engine: 1.7-litre, 4-cyl turbodiesel, 100kW/330NmTrans: 6-speed automatic, front-wheel driveBody: 5-door wagonThirst: 6L/100km, CO2 159g/km "A sharp-looking value-for-money kid-carter that will overshadow the sedan"

The Holden VZ Commodore was the last hurrah for the generation that began with the VT in 1997 and served Holden well.By any measure the VT was an attractive car, but by 2004 when the VZ was launched it was looking a little shabby even with the best efforts of the Holden designers to refresh it with some fairly minor cosmetic changes.The major changes occurred under the skin in the form of a new V6 engine, new transmissions, new safety features, and a new six-cylinder sports model. After 16 years Holden decided it was time for an under-bonnet change and replaced the faithful old 3.8-litre OHV V6 with an all-new, all-alloy double overhead camshaft 3.6-litre V6 with the latest technology.There were two versions of the new Alloytec V6; one with 175 kW and 320 Nm that powered the mum-and-dad models, and another with 190 kW and 340 Nm for the new SV6 sports model. Both engines delivered more performance than the old V6 and Holden claimed they were also two percent more fuel efficient on average.There was a small performance improvement for the 5.7-litre V8, which continued in the SS until the Series II upgrade in 2006 when it was replaced by a new 6.0-litre engine. Along with the engines Holden also revealed new automatic and manual transmissions.The 190 kW V6 was linked to an all-new five-speed auto with paddle shifting on the steering wheel, the regular V6 was bolted to an upgraded four-speed auto without the paddle-shifting feature. There was also a new six-speed manual gearbox that was available with the 190 kW V6.The VZ range began with the Executive fleet model, and included the Acclaim and Calais, while there was now a sports model, the SV6, in addition to the V8-powered SS. Holden continued to offer two body styles, the sedan and wagon.IN THE SHOPNow up to seven years old the VZ is showing its age with odometer readings as high as 200,000 km. The message from that is that it needs to be approached with caution. The VZ was sturdily built and is generally proving to be quite durable if properly maintained, so look for a service record that shows what servicing has been done. Check for oil leaks around the engine and gearbox, inspect for coolant leaks, and examine the body for poor crash repairs.IN A CRASHThe Commodore's safety arsenal was boosted by the addition of Electronic Stability Program on some models, including the Acclaim. It was part of a larger package of safety systems that included ABS braking, Corner Brake Control, Electronic Brake Assist, Electronic Brakeforce Distribution, and traction control. ANCAP ticked four out of the five possible safety boxes.UNDER THE PUMPHolden worked hard to extract as much fuel efficiency out of the Commodore as possible, but there was no escaping the fact that it was a large and somewhat heavy car. The company claimed an average of 11.0-11.6 L/100 km for the V6 and 14. 0-14.5 L/100 km for the V8. The VZ is not the car for you if you are concerned about fuel economy. If that is your concern and you want a large car perhaps look at the dual-fuel version, which came from the factory with a quality IMPCO system.AT A GLANCEPrice new: $33,160-$50,090Engine: 3.6-litre petrol V6, 175 kW/320 Nm; 3.6-litre petrol V6, 190 kW/340 Nm; 3.6-litre dual-fuel V6, 175 kW/320 Nm; 5.7-litre petrol V8, 250 kW/470 Nm; 6.0-litre petrol V8, 260 kW/510 NmTransmission: 4-speed auto, 5-speed manual, 6-speed manual, RWDEconomy: 11.0 L/100 km (175 kW V6), 11.5 L/100 km (190 kW V6), 14.0 L/  100 km (V8)Body: 4-door sedan, 4-door wagonVariants: Executive, Equipe, Acclaim, Lumina, SV6, SV8, SSSafety: 4-star ANCAP.

Ever since its 1973 global launch, Volkswagen's Passat has been one of the burgeoning German brand's hottest-selling products. In fact, with total world-wide sales of more than 15 million units including 34,000 in Australia it is  after the original Beetle and the Golf - VW's third-biggest seller of all time. With this firmly established pedigree behind it, the seventh-generation 2011 Passat sedan-and-wagon range goes arrives in Australian dealer showrooms next month and clever new technology, stronger value-for-money and safety credentials and impressive new-found fuel efficiency will ensure the continuation of this success. VALUEPricing kicks off from $38,990 for the 118TSI sedan, rises to $43,990 for the 125TDI and tops out at $55,990 for the V6 FSI Highline. Wagon versions carry a $2000 premium over the sedan prices. Fuel-efficiency improvements apply across the range of up to 12 per cent.TECHNOLOGYThe new Passats come in entry-level and Highline guises and three outstanding engines are on offer. The 1.8-litre,118TSI petrol engine with 250Nm is mated to a seven-speed dual-clutch DSG transmission while for top-spec Highline, buyers can choose between a 2.0-litre 125TDI with 350Nm and six-speed DSG combination or a V6 FSI petrol engine with 220kW/350Nm that also uses a six-speed DSG.The V6 Highline also has VW's 4Motion all-wheel-drive system and can put away a 0-100kmh sprint in 5.5 seconds. Standard kit for the Passat includes Bluetooth and USB connectivity, leather seats, a dashboard-mounted analogue clock, heated front seats, dual-zone climate control.Electro-mechanical power steering, electric windows, an outside temperature display, an electronic parking brake with auto-hold function, automatic boot-lid opening, a fancy RCD 510 audio system with MP3 playback capability, a multi-functional leather-wrapped steering wheel, electric lumbar and backrest adjustment for the driver's seat, and a leather gearshift knob.DESIGNWhile styling-wise, the Passat does not appear vastly different from the current model, VW says that other than the roof, all its panels are new. New also is the grille and headlight treatment and there are also design tweaks for the side and rear of the sedan and wagon. Build quality like all VWs these days is exceptional and there is a feeling of solidarity and refinement that's right up there with the very best from Europe. While I believe VW's Audi cousin does the world's best interiors, the new Passat's treatment is now right up there.The dash styling is clean and ergonomically excellent and nice soft-feel plastic is used on the top of the dash. The leather-clad seats  both front and rear  are superbly crafted and comfortable and the overall feeling for the driver is one of behind-the-wheel confidence and relaxation.DRIVINGPreliminary driving impressions gleaned during the media-launch drive program confirm the new Passats as top-line mid-size sedans and wagons. The styling, while evolutionary is clean and classy and the design tweaks have given both versions an enhanced, more handsome road presence.SAFETYPassat scores a five-star Euro-NCAP rating helped by eight airbags, electronic stability program, an electronic differential lock and a low-pressure tyre indicator. New safety goodies for 2011 include a driver-fatigue-detection system, seatbelt-fastening detection for the rear seats and front-seat head restraints that now also adjust horizontally to reduce the risk of whiplash injury. Radar-controlled adaptive cruise control is optional in a package. It includes an emergency-braking system and an equally clever radar-controlled lane-departure system. This package also includes goodies such as dynamic-cornering bi-xenon headlights, LED daytime driving lights and tail lights, and front fog lights. VERDICTNew Passat is another clear confirmation of why Volkswagen is doing so well. It is one of the finest mid-size offerings around.

This is the "it" car of 2012 for sure. Jennifer Hawkins picks up her Range Rover Evoque this week and punters have been lining up at dealers to plonk down their money.This is the new Land Rover Range Rover in distilled form and in this case small doesn't make it a lesser vehicle. It will go almost anywhere in comfort and style, has great on and off-road manners and is crammed with luxury goodies. An extensive options list allows buyers to virtually "custom make" the Evoque of their choice with budget being the only limiting factor.THE LINE-UPTwo body types are available, three door coupe and five door wagon in Pure, Prestige and Dynamics grades. Currently, all have 4x4 transmission but a front wheel drive will be available early next year.STYLEEvoque springs from the LRX concept and is infact extremely close in overall design and appearance. Evoque embodies Range Rover family heritage styling with its clamshell bonnet and "floating" roof. The interior is text book Range Rover but smaller. It has the same ambience as the larger model.POWERTRAINSThree engines are available. In Evoque TD4 and SD4 it's a four pot 2.2-litre turbodiesel with 110kw/400Nm and  140kW/400Nm respectively. They are the same as in Freelander and come with a six-speed manual or optional six speed paddle shift auto from Japanese manufacturer Aisin.The petrol is a 2.0-litre turbo with direct injection shared with Ford Mondeo, Volvo and soon Falcon. It's good for 177kW/340Nm and features a clever sheet metal turbo housing and exhaust manifold that virtually eliminates lag.Best fuel economy comes from the TD4 coupe and wagon at 5.7-litres/100km. Both diesel enjoy a luxury car tax-break because they use less than 7.0-litres/100km.THE RIDEEvoque engineers have been able to do wonders with a relatively simple strut and coil spring suspension that provides an excellent compromise between comfort and sporty dynamics. The rigid chassis forms a solid platform for the vehicle's underpinnings. Large wheels and tyres give impressive grip and an optional Dynamic Package includes magnetic adaptive suspension for a step up in handling (and looks).TECHNOLOGYEvoque boasts the latest in media connectivity including Bluetooth phone and audio streaming. A eight inch centre touch screen controls many functions including dual view which allows the driver and passenger to look at completely different content at the same time.Terrain Response offers four modes of off road and on road driving at the turn of a dial. It has hill descent control and numerous other electronic traction and drive aids.THE DRIVEImpressive ... feels like a sports car in the coupe turbo petrol model. The diesels are similarly impressive but no quite as quick. They offer strident torque and excellent fuel economy and are virtually inaudible on the highway.We sampled a few versions but none with the magnetic adaptive ride. Can't see why you'd bother really. The petrol has an exhaust note generator for aural appreciation. All versions feel good to drive and there's even adequate room in the rear seat of the three door coupe (the best looker).Off road capability is surprisingly good for what is essentially a soft roader without low range. Doesn't really need it as we found out driving up a half metre deep creek then up the muddy bank.PRACTICALITIESRoomy inside for four, five at a pinch. Load space is adequate, expandable if you fold the rear seats. The temporary spare will let you limp home (maybe).PRICESThe TD4 manual five door Pure starts at $53,395. The two wheel drive will be from $49,995 when it arrives.VERDICTYes please. Difficult call between the diesel and petrol. Would go with an auto -in red with a contrast white roof please.

Think Forester before it morphed into just another high riding SUV and you've got the Skoda Scout. That's not doing the Scout an injustice because as a small wagon with some off road ability it is a very practical and appealing vehicle.Skoda (VW's Czech subsidiary) has just added to this appeal with the addition of a 'manumatic' robotised manual gearbox that promises swift gear changes and frugal fuel consumption.There's just two models — the Scout and better equipped Scout Premium — and they're both powered by the same 2.0-litre turbo diesel engine. It's Volkswagen's 103kW/320Nm direct injection diesel and can be paired with either a six-speed manual or the aforementioned six-speed DSG transmission. It's the same engine that can be found in the Golf and other models in the Volkswagen range.Priced from $39,490 the attraction in the case of a Skoda is the opportunity to purchase Volkswagen technology but at a greatly reduced price. The downside, if you can call it that, is Skoda's low resale values but this will improve as time goes on.There's nothing wrong with the cars. Our test vehicle was the top of the line Premium model with the DSG box, priced from $45,790.The Scout is an offroad version of the Octavia wagon with a 40mm lift kit and some body cladding to provide protection from bumps and scrapes. The fourth-generation Haldex clutch, the heart of the all-wheel drive system, represents the latest in all-wheel drive technology. It works with other onboard electronic systems to transfer drive between the front and rear wheels.An electronic control unit evaluates information such as wheel speed, accelerator pedal position, engine speed, and data from the chassis stability programs. This information is used to vary the torque distribution ratio between the front and rear wheels, up to 98 per cent in either direction.But with only 180mm of ground clearance any off road adventures are limited strictly to snow and the odd dirt track.The all-wheel drive system does however add an extra safety dimension to the car, especially in the wet. We clocked up close to 600km in the Scout.With fuel economy rated at 6.1 litres/100km, we were getting closer to 6.5 litres/100km from the 60-litre tank.The Scout delivers a punchy drive experience, if at times a little noisy because of the intrusion of the diesel. Acceleration is surprisingly rapid and the steering is if anything a little too responsive at times, requiring constant attention to stay on track. The brakes on our test vehicle were also very aggressive, but you get used to them.Rear legrom is good as is the size of the luggage area behind the rear seat. Even the base model Scout is well equiped with six airbags, a full complement of safety technology and satellite navigation system with a 30Gb hard drive and eight speaker audio. There's also climate air, heated front seats and an off side mirror that dips when reversing.The Premium adds electric glass sunroof, privacy glass from B-pillar, and cool 17 inch polished alloys, suede-leather upholstery, and electric driver's seat with memory. It's what you don't get that is annoying. Bluetooth is noticeably absent from both models - it's $550 plus dealer fitting charges.SKODA SCOUTPrice: from $41,790Warranty: 3-year / unlimited kilometreResale: 75% (est.)Service interval: variable, condition-basedSafety: 4-star Euro NCAPEngine: 2.0-litre, 4-cyl turbodiesel, 103kW/320NmBody: five-door wagonWeight: 1550-1570kgTransmission: 6-speed manual and DSG, four-wheel driveThirst: 6.1 L/100km, CO2 160g/km.