Wagon Reviews

The humble station wagon seems to be making a comeback.More and more car makers are reintroducing wagons into their lineups, but not the wagon as we remember it. These are "sports wagons", much more exciting carry alls that sacrifice some practicality to style. A prime examaple of this is Holden's stylish Sportwagon with its smaller luggage area.The latest manufacturer to add its name to the list is Swedish car maker Volvo, which has just unveiled a wagon version of its mid-sized S60 sedan, called the V60 (the V is for versatility).VALUEPriced from $54,950, it has the looks and performance to put the German big three on notice.TECHNOLOGYThe S60/V60 are all the more interesting because one of the engines offered by Volvo will soon power the Ford Falcon. The GTDI 2.0-litre turbcharged, direct injection four cylinder petrol engine is known to Ford as the EcoBoost engine and is set to replace the long serving straight six in the Falcon in the months to come.In the Volvo, it generates 177kW of power and 320Nm of torque and is paired with a six-speed double-clutch robotised manual.We've driven quite a few of these so called "manumatics" in the past couple of years and this one is the smoothest and most responsive so far.Fuel consumption for the entry level V60 T5 model with this engine is 8.7 litres/100km and the car accelerates from 0 to 100km/h in 7.7 seconds. Not bad.The V60 is also offered with a 2.5-litre five cylinder turbo diesel and a 3.0-litre turbocharged petrol six which powers the top of the line model. The diesel is good for 151kW and 420Nm of torque while the six produces 224kW and 440Nm.The cars are designated T5, D5 and T6 respectively.DRIVINGWe got to drive the T5 and T6 this week at the launch in Albury. Although the T6 hits harder, its sports suspension, larger 18 inch wheels and low profile rubber contribute to a much harsher ride.The ride in the T5 with 17s on the other hand is impressive, but smaller wheels are always a harder sell.The 2.0-litre turbo produces a satisfying amount of power. It's quiet and comfy, with a smooth ride and plenty of grip. The suspension did an outstanding job of soaking up potholes and undulations that we encountered on country roads.SAFETYAs a Volvo the V60 is of course choc-o-block with safety equipment including the City Safety system which is standard across the range.The car is fitted with a number of cameras and radar sensors and will automatically brake at speeds of up to 30km/h to prevent rear enders in traffic. We were however disappointed to learn that a reversing camera is not standard nor is the pedestrian detection and braking system. The latter is parcelled as an option with Active Cruise Control.Audible reversing sensors are standard and Volvo argues they are more useful than a camera. If you want Active Cruise Control it will cost you another $4175 or you can take the whole Driver Support Pack for $4990 which includes lane departure warning and the BLISS blind spot awarness system. Interestingly, the NRMA offers a discount on insurance premiums for Volvos fitted with City Safe.The D5 diesel model carries a $6000 premium while the T6 with the flashy R Design goodies tops out at $72,150.VERDICTThe V60 gets a big thumbs up from us.

NO-ONE tells Volvo jokes at barbecues anymore and traffic light confrontations now are instigated with great trepidation. This is a new era for Volvo in terms of performance, and from Volvo Australia's perspective, one where sales just keep on rising. The primary reason is a fresh line of product. The boxes went a long time ago but its only recently that the transition from rectangles to gentle curves hit home with buyers.Volvo Australia's new managing director Matt Braid says more than 7000 cars are forecast for sale this year, up from 4945 last year. Its mainly attributed, he says, to the mid-size S60 sedan - a rival to the BMW 3-Series and Audi A4 as well as examples from premium Japanese makes - and from this week, its wagon version, the V60. "The S60, V60 and XC60 are the strong players at the moment," he says. "They're offsetting a bit of a fall last year with the XC90 (once the most popular Volvo) and the smaller S40 and V50."The S40/V50 duo are suffering, Braid says, from intense rivalry in the compact premium sector. While the V60 has a big job to help increase sales, it carries those on broad and very capable shoulders, as I discovered this week at its launch.VALUEThere is no surprise that the V60 offers a lot for the money. Volvos now are all like that. The surprise is more that the emphasis is now on the driving experience rather than solely on keeping its occupants alive.The V60 comes with the choice of three drivetrains, 12 paint colours, a wide range of leather colours including pairings, and if that doesn't satisfy you, an option list so big that it can add about $25,000 to the price of the $54,950 entry-level T5.The T5 also comes as an R-Design version (15mm lowered and tightened suspension, body kit, snappy interior, and so on) for $59,150 and shares the 2-litre four-cylinder turbo-petrol engine and six-speed auto driving the front wheels.Step up to the D5 (2.4-litre five-cylinder turbo-diesel) and you'll spend from $60,950 and then climb up to the T6 (3-litre inline six-cylinder turbo-petrol) for $67,950 and in R-Design trim, $72,150.TECHNOLOGYThe V60 is based on the new S60 sedan and picks up a very taut and responsive chassis and a comprehensive list - when you add in the options - of safety gear.Standard is the City Safety system that automatically stops the car when it detects low-speed impact. Options include collision warning with full auto brake, the very clever radar-camera pedestrian detection and driver alert.More interesting is the 2-litre four-cylinder engine that will also be used in the Ford Falcon. It's a beauty, though drive it like it's stolen and Volvo's official fuel economy doesn't see eye to eye with reality. Except for the neat - but optional - full multi-media system, the V60 is more about relatively simple components honed for maximum efficiency.The only cruncher in all this is the lack of a spare wheel. You get an aerosol can of goo that is one step up the ladder from walking home. Not safe, Volvo!DRIVINGThis thing is really good. It is a quiet, comfortable wagon that Volvo freely admits is more for driving than delivering cargo. For that, Braid says, get the V70. The chassis is taut and the steering rarely feels vague like similar electro-hydraulic units. You push this into a corner and it sends back positive news through the steering wheel.Don't laugh at the 2-litre in the rather porky 1870kg body - it's an eager engine that has superb low-end torque (320Nm at 1800rpm) that makes it a quick machine through tight, winding roads.Volvo claims 8.7L/100km in the front-wheel drive wagon but I got 11.9L/100km.  The T6 - inline six with a turbo - is a great engine but maybe too much and too expensive for its class. Still, it has all-wheel drive and hangs on like a limpet through the corners. It returned 10.9L/100km/h on the test route.The seats are comfy and, in the R-Design option, get cuddly with your body thanks to heavy bolstering.  Ergonomics are pretty spot on - Scandinavians can't help themselves with some nuances, as anyone who has assembled Ikea will testify - and standard child seat bolsters in the back, split fold-flat rear seats, rear vents and personal item storage just add the sauce to the herring.VERDICTI'd recommend this as a buy, but if you travel outside the city you'll need a spare wheel and that's an option.VOLVO V60Price: from $54,950Warranty: 3-years/unlimited km, roadside assistResale: n/aService interval: 15,000km/12 monthsSafety: 5-star Euro NCAPEngine: 2-litre, 4-cyl turbo-petrol, 118kW/230Nm  2.4-litre, 5-cyl turbo-diesel, 151kw/420Nm  3-litre, 6-cyl turbo-petrol, 224kW/440NmBody: 5-door wagonWeight: from 1870kgTransmission: 6-speed auto (all); front drive (2-litre), AWD (2.4 and 3-litre)Thirst: 7.1L/100km, 98 RON, CO2 188g/km (2-litre); 8.7L/100km, CO2 205g/km (2.4-litre); 10.3L/100km, 98 RON, CO2 247g/km (3-litre)"Affordable balance of pace and grace with extra room for the toys"

The four-wheel drive wagon has returned to the Skoda range in Australia with a six-speed DSG as well as a manual gearbox - the lack of an auto nobbling Scout sales when the brand returned three years ago.Skoda Australia boss Matthew Wiesner guesstimated that as much as 90 per cent of the showroom traffic for the first model were looking for automatics, which bodes well for the new model's chances of contributing to the brand's sales ambitions.VALUEMimicking its main competition - Subaru's Outback - the Scout will be offered in two models, with a base Scout and a Scout Premium.The range kicks off with the six-speed manual at $39,490, rising to $41,790 for a DSG-equipped wagon. Standard fare includes satellite navigation, dual-zone climate control, a 30gig hard-drive equipped eight-speaker sound system, a leather-wrapped steering wheel, gearshift and handbrake, cloth trim, cruise control, trip computer, 17in alloys, auto headlights and wipers, auto-dimming centre rearvision mirror, rear parking sensors, heated front seats.The Premium pack ups those prices by $4000 but adds a polished finished to the alloy wheels, a sunroof, alcantara leather trim and power-adjustment to the driver's seat.DESIGNThere's nothing outlandish about the design philosophy of the Scout - it's a jacked up (by 40mm) Octavia wagon that is conservative like its predecessor, but a little easier on the eye than the squared off look of the old Scout. The conventional exterior theme is carried over within, but the payoff is reasonable cabin space front and rear, as well as luggage room to the tune of 580 litres, or 1620 litres with the seat-backs down.TECHNOLOGYThe all-wheel drive system used in the new Scout is the fourth-generation of the Haldex clutch, which uses sensors for wheel speed, accelerator pedal position, engine speed and data from the stability control systems to determine how much drive goes the rear axle - Skoda says as much as 98 per cent can be sent to the front or rear wheels as required.SAFETYThe Scout is prepared for an emergency, with stability control - incorporating anti-lock brakes, electronic brakeforce distribution and a hill-holder - and six airbags. There's also the option of adaptive xenon headlights and cornering functionality for the front fog lights.DRIVEThe brief drive of the new DSG model will need to be supplemented with a longer-term stint with the car, but first impressions of the Scout are good. The diesel drivetrain is quiet and the DSG shift is typically slick and swift. While the torque figure might not be groundbreaking, there's solid in-gear acceleration and little in the way of diesel rattle intruding into the cabin. Only at the very top of the rev range - near the power peak - was there any real noise of note.Freeway cruising quickly brought the trip computer figure down toward the highway claim of 5.3 litres per 100km, although the freeway also brought a little tyre noise with it. The equipment list is decent but a glaring omission is the absence of Bluetooth phone link (even on the options list), something of an issue in the VW range as well. It's even more odd given the inclusion of satnav, which on some VW features list is teamed with the phone link.VERDICTThe price is keen and the DSG/diesel drivetrain will win it many fans, but is up against established opponents - worthy of consideration.SKODA OCTAVIA"A good all-rounder that is worth a look"Price: 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

WE turn the spotlight on automotive's newest and brightest stars, as we ask the questions to which you want the answers. Ultimately, however, there is only one question that really needs answering would you buy one?Once again I take my hat off to Holden's designer Richard Ferlazzo for his work on the Sportwagon. Rich will be remembered for his fantastic EFIJY concept, but for me he be the man who put sex into station wagons. The Sportwagon is the best looking thing that Holden has done in a long time.The V8 is priced from $49,790, the SSV with all the trimmings from $57,290 and the Redline edition from $59,790. Among other things the Redline package adds Brembo and upgraded sports suspension in the case of the sedan.Well, none really. Ford no longer offers a wagon. The closest thing is probably Chrysler's 300C wagon. Maybe the Skoda Superb wagon at a stretch (nice car but completely different creature)6.0-litre V8. In manual forms it produces 270kW of power and 530Nm of torque. The auto has a slightly reduced output of 260kW/517Nm, making it easier on the transmission.Not bad. The manual requires some finesse to get a fast, clean start. Plenty of torque means you're not changing gears often. Even though it produces less power, we'd opt for the convenience of the auto which is better suited to the wagon.The manual is rated at 12.2 and the auto at 12.3 litres/100km. The auto has the benefit of AFM cylinder shutdown technology which could make a big difference depending on what sort of driving you do. We were getting 12.7 litres/100km from our manual test vehicle.Gets three out of five stars from the Government's Green Vehicle Guide, producing 288g/km CO2 (Prius gets five).Gets a full five stars for safety. Comes with six airbags and electronic traction and stability control.Holden has been making these cars for a long time and they know how to make them comfortable. Big comfy form-fitting seats are designed especially for the Aussie frame. You're either going to love or hate the red leather interior.Unlike the previous wagon, this one shares the same 2915mm wheelbase as the sedan which means it's going to handle pretty much the same as the sedan. Rear wheel drive gives it a sporty feel.Compared to say a Euro wagon it is. You get great looks, great performance and the backing of a locally produced product. We particularly liked the stunning 19 inch polished alloys.

A wagon that massages your ego with style and performance yet minimises your environmental footprint is a winner in any language. When that language is German, you're in for something special.Enter the Mercedes-Benz E250 CDI Estate, a 2.1-litre turbodiesel that justifies its six-figure cost with an engine that hits hard in every area except the fuel bowser. Toss in the fact it's a seven-seater and you have a high-performance people-mover.VALUEThe simple face is you pay a premium for anything with Audi, BMW or Mercedes badge. Status symbols are undoubtedly part of it, the world can see you're doing well, but under the sheet metal are safety and engineering technologies that won't filter down to Japanese or South Korean models for years.The E250 CDI is a classic example of "you get what you pay for". The wagon costs $105,500 plus on-roads, and I'd buy one tomorrow if I had the cash and needed to haul seven people. It's only competition comes from the SUV sector and they don't rate on looks or handling.TECHNOLOGYThe turbodiesel engine is from Mercedes' BlueEfficiency range and it's a pearler. It cranks out 150kW and 500Nm yet uses just 6.3 litres/100km. It uses a host of small, but smart improvements to do that, from an on-demand alternator to cut engine-load to a grille shutter that smooths out the airflow when the engine doesn't need cooling.Self-levelling rear suspension automatically compensates for whatever load is in the back, and with a class-leading 1950 litres of space, it can be a fair load, and the suspension's adaptive damping improves the ride no matter who or what is onboard.There's also a parking guidance system that recommends when and to what degree to turn the wheel when parallel parking. That's handy, given the estate is nudging 5m in length.STYLINGWagons have always been the practical cousins of their sedan counterparts, but the E-Class estates are good-looking transport in their own right. The windows taper towards the rear to help disguise the boxy shape and the tailgate is arched so it doesn't look square from behind. It's still a relatively conservative design, but why tinker with what works.It's the same inside, where returning customers will be reassured by the familiar layout. New owners will need a few days to familiarise themselves with the myriad of buttons and on-screen menus that help control everything from the airconditioning to the satnav system.SAFETYThe Benz is at its best when comparing safety systems. Bi-xenon headlights and daytime running lights ensure the E-Class stands out night or day. The airbags extend to the windows in the second row of seats, and the Pre-Safe occupant protection system that does everything from pre-tension the seatbelts to closing the windows when it detects and imminent crash.The ABS braking system has a drying function to maintain stopping power in the wet, a hill-start assist, brakeforce distribution and is linked to the e lectronic stability and traction control. Hit the anchors hard and the brake lights flash to provide extra warning to following cars. It sounds simple, but definitely grabs the attention of anyone travelling behind the wagon.Sensors monitor driver behaviour and advise, via an illuminated coffee cup in the display panel, when a break is needed. If a crash does occur, the headrests push forward to reduce the risk of whiplash and the steering wheel and pedals are designed to collapse to give the driver extra room.The rearwards-facing third-row seats have enought headroom and legroom to even toss a couple of adults in for cross-town commutes and they're nearly as comfortable as the second-row seats.DRIVINGHIT the start button and head out of town and the big wagon feels small. It more than holds its own in the city where the blind spot assist and lane departure warning systems give extra reassurance, but it is out on the open road where the 500Nm can be put to best use. With that much torque the five-speed auto box isn't the handicap it might be on paper, remind E350 owners about the fuel use if they start bragging about their seven-speed transmission.Acceleration from 60km/h up is jaw-droppingly quick for this type of car and it's only under full throttle that the diesel makes itself heard. The rest of the time is a fairly serene, but not uninvolved drive, irrespective of the speed. And even hooking in only pushes the fuel consumption into the low 7-litre range.The leather-upholstered seats cosset both front occupants without deadening seat-of-the-pants (or skirt) feedback. The adaptive dampers switch from plush to performance as the weight loads up to keep the car flat and poised even through hairpin turns. And unless you're doing something wrong, the six passengers won't notice a thing. And that's not bad for a people-mover, no matter the price.MERCEDES-BENZ E250 CDI ESTATEPrice: from $105,500Engine: 2.1-litre turbodieselPower: 150kW at 4200 revsTorque: 500Nm from 1600-1800 revsTransmission: Five-speed automatic, rear-wheel driveFuel type, tank: Diesel, 59 litresFuel use, CO2 emissions: 6.3 litres/100km, 153g/km

Incredible. Some of us have been carping for years that the very notion of "prestige" badges is not only obsolete but actually quite fatuous. But would anyone listen?  Then BMW proves it with one of their very own models.VALUEBMW want $82,300 for their entry-level 5 Series sedan, the 520d with its very good four cylinder turbo diesel. Says it all for the obscenely inflated prices Australians pay for prestige cars that this seems almost acceptable.  The Touring (that's wagon to us) is $92,800. Uh, sorry?An almost $10K premium for the slightly more practical yet far heavier and, it must be said, daggier version. Oh, plus almost eight grand "dealer and statutory charges" and you're at $100,000 before so much as opening the encyclopedic options list. Six figures for what is, I'm sorry, a superannuated family jigger.Hey, if you've got the wherewithal, go for it. If you haven't and you must have it, by all means hock an organ or two. But paid in one dump or spread over a lease, if you're ready to drop 100 big ones on a station wagon with a four pot oiler then you've more cash than cranial filling.This is where the "prestige" thing  whether it's a blue and white badge, a tristar or four rings  looks puerile, especially when "lesser" Europeans such as the Skoda Superb, Volkswagen Passat or Citroen C5 come in wagon versions every bit as nice to sit in with diesels as good at up to $50,000 cheaper.TECHNOLOGYBMW's flacks are telling everyone who'll listen that twin-clutch automatics, such as those used in Audis and Mercedes-Benz, are a self-shifting cul-de-sac. Nein, ever more sophisticated versions of the old style torque converter auto are the go.It is, of course, merely coincidental that BMW have imbued the latest 5 Series with a new eight-speed auto. As to what this suggests for the excellent twin-clutch units in the M3 and 335i coupe, they have yet to say.That's not a misprint by the way. It does indeed say "eight" speed. Why? Because Mercedes use a seven speed. Say what they will, this is one upmanship, pure and simple.I not long ago asked engineering guru Graeme Gambold how many forward gears you really need in an automatic. He reckons five. Six is nice.In terms of other tech, the heads-up display (a holographic speedo and sat-nav director projected at the driver's eyeline in the window just above the steering wheel), is an oustanding example of form meeting function. It also happens to be standard, as are adaptive headlights, parking assistance, iPhone and iPod Integration, optional Bluetooth internet on the wide-screen navigation system.DESIGNHey, honey I've pimped the wagon.  What's the last thing you'd do to a stolid, dignified and above all four cylinder diesel family car? That's right; stick a sports kit on it.A redeeming feature of the previous generation 520d was its 16-inch conventional tyres. The M-Sports kit of our test car adds 18-inch run flats and lowered suspension; precisely what you wouldn't be looking for in this variant. It also adds several more grand.Access to the load space, the reason you are paying up from the four door, is a clever split tailgate in which the top glass half can open remotely with the keyfob and the cargo cover folds back electronically. Good room within, the 560 litres cargo storage becoming 1670 with the rear seats folded almost flat.There are various semi-up-down configurations.  Unlike the previous Chris Bangle-designed 5 Series, BMW has acknowledged it is driven by (high) paying customers, as opposed to political prisoners whose possessions have been confiscated and identities erased. Glory be, there are storage spaces for phones and stuff.What was an austere, borderline unpleasant cabin, is now aptly lush with front pews that are beautifully accommodating though not especially supportive when the steering wheel is turned hard.SAFETYIt's all there, as it should be. Five star safety with a full outfit of active and passive injury prevention.  No spare tyre, though unlike Volvo's S60, there are at least run flats on which you have a hope of making civilisation in the event of a puncture. But if you're distant from the metropolis it's anyone's guess whether the tyre store (a) is open and (b) stocks compatible rubber.DRIVINGBMW either don't know who the 5 Series is for any more or they want a bet each way. They're after easy riding E-Class patrons, but in order not to alienate those who buy into the "ultimate driving experience", a plethora of settings to alter the ride, throttle response and steering can be had. At least these annoyances were absent in our test car.While I was among the few participants in Carsguide's 2010 Car of the Year judging who disliked the 535i sedan for more than its hilarious $135K price tag, I was but one of the 10 present who loved Skoda's clever and ample Superb Elegance TDI.It mattered not a lick that the latter does its steering and driving at the front end and BMW sticks with rear wheel drive purity (at least for the foreseeable future). It matters a sight less in the 520d.These are  repeat  diesel family buses and this is Australia, land of the unmarked speed camera and the third rate road surface. The BMW's rear wheel advantage asserts itself mainly in terms of a smaller turning circle.Interestingly that octo-auto can't mask obvious lag when the 1715kg wagon is prodded off the mark. At CCOTY, no one complained about the Skoda's twin clutch six speed DSG.VERDICTBuy two cars instead or one and save 50 grand. 60/100

Being a prestige model the Passat was generously equipped with standard gear.

But I reckon it's one of the best buys around.  It's based on a lengthened Corolla chassis, yet has more passenger room and cargo space than the bigger Camry.It's powered by a Camry 2.4-litre engine, yet it punches out more kilowatts than the Camry Sportivo.  It's shaped like a brick, yet it is quieter on the road than an aerodynamic Lexus.If Camrys are known for their practical approach to motoring, then why aren't Camry owners swarming over this model which is cheaper, roomier, more powerful, more economical, more versatile and more practical?VALUEThe Rukus comes in three models, Build 1, 2 and 3 from $27,490 to $31,790, slotting in between Corolla and Camry prices.  Even the base model comes with a host of creature features such as six-speaker sound system, Bluetooth capability for your mobile with audio streaming to play your music, USB and 3.5mm audio input, CD player and keyless start.The next level gains leather seats, steering wheel and gearshift knob, an even better near-arctic airconditioning system and upgraded sound system.  The only extra for the top-of-the-range car is a moonroof, which makes the airy interior even more open.TECHNOLOGYThe Camry Sportivo engine pumps out 117kW, but the same engine is wicked up to a lively 123kW in the Rukus.  It costs less than a Sportivo ($33,990), but the Rukus only comes with a four-speed automatic transmission, while the Camry Sportivo has a choice of five-speed manual or auto.Despite the extra power, its fuel consumption is rated at a respectably frugal 8.8 litres per 100km.  However, on test it actually beat that in town driving with a very healthy 8.3L/100km. On the highway, it sipped at a miserly 7.5L/100km - well, miserly for a 2.4-litre engine with 123kW of oomph.SAFETYApart from the standard safety features of six airbags, stability and traction control and anti-skid disc brakes, it also addresses an often overlooked aspect of safety - especially in hotter climes - and that's UV exposure.  Modern aerodynamic cars often leave passengers bathing in direct UV rays.One of the benefits of the boxy Rukus shape is that it provides more cabin shade.  This is not only good for skin cancer protection but it also means the cabin is cooler after being left locked in the sun while parked.DRIVINGOk, it wobbles around a bit.  It's not exactly a sports car, but it's not bad either.  However, it's surprising that Toyota gave it so much power.It's not more than it can cope with and when the engine gets a little too excited for the wheels there is no heavy handed intervention from the stability control.  It all seems to run quite well with little fuss.  Even the seemingly underdone four-speed automatic transmission copes quite well.Clearly it doesn't need an extra top gear because economy is good and with 224Nm of torque it doesn't need to swap cogs all that frequently, anyway.I exected the boxy shape to relate to wind noise, but the engineers have done some clever things with the aerodynamics and it is actually quieter than even the hushed tones of a Lexus. Not even any buffeting from the big wing mirrors.Build quality is typically high and the doors close with a sturdy thud.  The truly best part of the Rukus, though, is its roomy and flexible cabin.The boxy shape provides plenty of room, especially around the head and shoulders, plus a convenient flat-floored cargo area.  Toyota has provided plenty of convenient and capacious storage cubbyholes around the cabin for iPods, phones, purses, drinks, etc and there is also a nice little receptacle for the key fob.However, the unconventional dashboard has the instruments placed in the centre with a blank spot in front of the driver. At night when there are no display lights there it is particularly unnerving.  Also, the rear passengers might be sheltered from the sun and have plenty of room, but there are no air vents.VERDICTIf you are in the market for a sensible car like a Camry and you like the funky look or can tolerate jibes from friends about the boxy shape, this is definitely worth considering.

THE sixth-generation 5 Series Touring comes with six BMW firsts and includes features not even found in the 7 Series. For the first time since 1997 a 5 Series Touring arrives costing less than $100,000. Other BMW firsts are a diesel variant, 20/40/20 rear seat split, an optional digital radio, split tailgate and standard inclusion of an auto-parking feature, which is not even available in the 7 Series as the flagship has hydraulic, not electric steering.The Touring completes the upgraded 5 Series range which also includes the GT.PRICEThe diesel-powered 520d Touring arrives at $92,800, saving about $5000 on the luxury tax because its fuel economy of 5.3L/100km is well under the 7L/100km threshold. It comes standard with head-up display, adaptive headlights and most of the features available in the 7 Series.The petrol-powered 535i Touring starts at $138,900 and adds 18-inch wheels, gearshift paddles, auto tailgate, keyless access, rear sun blinds, fully adjustable electric seats, ambient lighting, Bi-Xenon headlights, a better hi-fi and high beam assist.DESIGNAn obvious highlight of the Touring is its wagon area. It comes with a split tailgate where the top glass half opens remotely with the keyfob and the cargo cover folds back electronically or the whole tailgate can open as one unit. In the 535i, the tailgate also opens remotely.The 560 litres of cargo space increases to 590L with the rear seats tilted forward or 1670L with the rear seats folded almost flat. The rear seats can also be folded down in three variations thanks to the 20/40/20 split, allowing four occupants with a set of skis stored down the middle.In the front, it is similar to the sedan with a driver-oriented dashboard.Outside, the diesel and petrol models can be distinguished by the larger front air dam on the 535i and by the twin tailpipes on either side of the 535i and together on the left on the 520d.TECHNOLOGYThe 520d diesel engine produces 135kW of power and 380Nm of torque, but most importantly sips fuel at just 5.3L/100km and emits 139g of CO2 per kilometre.The omnipresent twinscroll turbo engine in the 535i Touring has the same power (225kW) and torque (400Nm) as in the sedan and is faster than the 540i wagon it replaces. Economy is 8.5L/100km with 197g/km of CO2.Fuel savings are achieved through a variety of means including use of lightweight aluminium in panels and chassis; electric power steering that uses energy from the engine only when steering rather than hydraulic which uses energy from the engine all the time; eight-speed transmission; air flaps behind the kidney grille that close to quickly heat the engine on start-up and open for better aerodynamics on the highway; low rolling resistance tyres; and battery charging only when decelerating.Technology abounds in the wagons including the standard addition of parking assistance for automatic parallel parking, iPhone and iPod Integration, optional Bluetooth internet on the wide-screen navigation system, and digital radio which can be ordered now.In May, BMW will also offer an "Office" infotainment package that will integrate email, calendar, notes and text message functions from a mobile phone. It will even read aloud the text of emails and text messages when stationary.SAFETYEuro NCAP has awarded a maximum five-star safety rating, thanks to a pedestrian-friendly bonnet and a raft of safety features. The wagons have not yet been tested for an ANCAP safety rating. There is also the usual swag of passive safety gear and active driver aids.Optional safety features include adaptive cruise control with a semi-automatic emergency braking function to avoid rear-end collisions, cameras that monitor road speed signs and show them on a head-up display on the windscreen in front of the driver, lane departure warning and night vision.DRIVINGBMW launched the wagons with a drive through rural Victoria over narrow, bumpy roads that the vehicles took in their stride. Key to their sure-footing is the aluminium double wishbone front axle and integral rear axle air suspension with self-levelling that adjusts for loads. It is so good, you can easily forget you are driving a wagon, rather than a sedan. For better stability, the 6.5cm longer wagon now has an 8cm longer wheelbase measuring 2.97m, the same as the sedan.Diesel buyers can also option stiffer and lower M sport suspension or Dynamic Damper Control suspension in which each wheel adjusts to road conditions 400 times a second. The 535i also comes with an M Sport option and DDC with adaptive drive to reduce body roll. The dynamic suspension easily accounted for rough shoulders when we had to get two wheels off the road on narrow roads to allow oncoming vehicles to pass.The standard speed-variable electric steering feels a little artificial, while the optional Integral Active Steering will take time to get used to. It allows the rear wheels to steer in the opposite direction by 2.5 degrees under 60km/h and in the same direction over 60km/h. This reduces the turning circle by 50cm at slow speeds and creates stable lane-changing at highway speeds.As expected, the three-litre straight-six engine is a high-revving delight, but the diesel is the surprise package. Despite being just a two-litre four-cylinder, it gallops along quietly and efficiently with no-fuss acceleration. The eight-speed transmission is so smooth the changes are almost imperceptible.VERDICTA diesel variant in this sleek and stylish wagon package will reel in buyers who prefer a car-like experience without sacrificing the load-carrying practicality of an SUV.BMW 5 SERIES TOURINGPrice: $92,800 (520d), $138,900 (535i)Engine: 2.0L, 4-cylinder diesel; 3.0-litre straight-six petrolPower: 135kW (520d), 225kW (535i)Torque: 380Nm (520d), 400Nm (535i)Economy (L/100km): 5.3 (520d), 8.5 (535i)CO2 (g/km): 139 (520d), 197 (535i)

YOU wake up one morning and suddenly the world's a different place. When you try to go back to bed your wife has taken all the sheets out to wash and you're left there, standing alone in a strange new world. That's pretty much me each week but increasingly it's new car buyers who walk back into the vehicle market to find that everything has changed and they're lost.The station wagon that took the children on holidays and taught them to drive is almost extinct. Now it's SUVs (whatever!) and hatchbacks, crossovers (dressers?) and MPVs. But despite the newcomers and the demise almost a year ago of the Falcon wagon, there's comfort in the Holden Sportwagon that will appease the traditionalists.VALUEThe Berlina Sportwagon costs $45,490 plus on-road costs and extra for things like a spare wheel - whoa, was that the noise of you falling off your chair? Yes, it's all changed. It's a fair price for what you get - the equipment level is subtle but sufficient - but the Europeans, particularly VW and Skoda, are offering more bling.TECHNOLOGYEven though you clearly have been sitting on your hands while the world changed, Holden hasn't. The engine range includes the Berlina's 3-litre direct petrol injection V6 with an adequate 190kW/290Nm running through a six-speed automatic with the ability of the cogs to be manually changed.The engine is smaller than  before but just as powerful, lighter on petrol and can run quite happily on E85, an 85 per cent blend of sustainable oil from crop waste and 15 per cent petrol.STYLINGThe Sportwagon shares all the VE sedan's muscular torso features and adds a racy tail profile with narrowed side glass. It is smaller in length (by 136mm) and cargo space than its VZ wagon predecessor but the available room is excellent, the rear seats fold dead flat and the hatch is top-hinged so reduces swing length when opening.Better ergonomics inside and the latest touch-screen controller for most major functions is very welcome - but the buttons are small - though plastic fit isn't great.DRIVINGAny V6 is inherently imbalanced both in the odd pulsing of the exhaust and the awkward throw-weight of the three-a-side pistons. The Holden V6 doesn't disappoint with the 3-litre - like its 3.6-litre sister - being harsh in feel and noise when pressed. It settles nicely when cruising but the impression isn't great.The 3-litre is as enjoyable as the 3.6, with sufficient zing to get it away from the lights. Most of that is due to the six-speed auto that closes up the ratio gaps. The box also helps economy with the 11.2 litres/100km coming mainly from suburban driving.Handling is pretty good for such a big - relatively - car. The steering bites in nicely and there's always the sense that the wagon is confident. The ride is quiet and cushy with the Berlina seats notably streets ahead in comfort compared with the Omega model.It certainly is a wagon that could swing you back from alternative SUVs.FEATURESDual-zone climate airconditioning6-speaker CD/iPod/USB audio6 airbagsRear park sensorTrip computer.HOLDEN BERLINA SPORTWAGONOrigin: AustraliaPrice: $45,490Engine: 3-litre, V6Power: 190kW @ 6700rpmTorque: 290Nm @ 2900rpmFuel: Standard unleaded/E85Fuel tank: 71 litresEconomy (official): 9.2 litres/100kmEconomy (tested): 11.2 litres/100kmGreenhouse: 220g/km (Corolla: 174g/km)Transmission: 6-speed automatic, sequential; rear-driveBrakes: 4-wheel discs, ESC, ABS, EBD, brake assistTurning circle: 11.4mSuspension: MacPherson struts (front), multi-link, coils (rear)Wheels: 17-inch alloy, 225/55R17 tyres; aerosol kitDimensions: 4897mm (l), 1899mm (w), 1476mm (h)Wheelbase: 2915mmWeight: 1770kgTow (max): 1600kgBoot (seat up/down): 895/2000 litres (Corolla: 450/1121)Warranty: 3yr/100,000km, roadside assistService: 15,000km