Wagon Reviews

A WAGON version of the Mini is not the first vehicle that comes to mind when evacuating in the face of raging floods. However, that is one of the cars at our disposal recently in the Brisbane drama.Packed to the gunwales, rear seats down, no passengers, just my wife and much of our worldly possessions the Mini Clubman was on its way to higher ground when stopped by police. The officer was stunned by how much we had managed to pack inside the little car.The Clubman is not exactly huge. It stood in our garage next to my daughter's Suzuki Swift and was only a little bit longer. But it has enormous capacity for cargo. It would be even more cavernous if the rear seats folded down lower and flatter.VALUEConsidering it is a similar size to the Swift, but costs double, it is difficult to argue the value case for the Clubman. However, Mini is put together by BMW so it has good build quality and driving dynamics, although certainly not double that of the Swift. For most people Mini is a decision of the heart, anyway.Now the range comes with more standard features and customisation options with a modest price increase of $400. But who could put a value on the fact that you can now choose from 756 interior light colour combinations!The most important new standard feature is the inclusion of Bluetooth, although music streaming is an optional extra. Other new standard features include rain-sensing wipers, auto headlights, fog lights, and velour floor mats.TECHNOLOGY"S" used to stand for supercharged. But some time ago Mini did away with the whining supercharger that sounded like a Morris gearbox in reverse. Instead, the S stands for turbocharger. Go figure.Last year the Cooper S turbo petrol engines received technical upgrades lifting power 2kW (7kW for S) with a slight decrease in emissions, plus better economy and acceleration figures. It's a wickedly powerful little unit that lights up around 2500rpm.In the test car it was mated to a slick six-speed manual gearbox, although you can also get a six-speed auto. A "sport" button sharpens the steering and throttle response and is standard on all Mini Cooper S and JCW models.STYLESome say it looks quite odd and out of proportion. I say it looks a bit like a pie van with its double rear doors. But it is still undoubtedly a Mini and will have its fans, especially with its extra versatility and carrying capacity. The way those rear doors open and leave the taillights behind is quite a tasty little feature.Inside, the layout is much the same, with the iconic centrally located dishplate speedo, but trim quality has improved and the volume knob is now where it should be. The car is designed for left-hand-drive markets which means the door configuration is opposite to how it should be.This is a five-door car with two rear doors and a "suicide" door (front-opening door) on the right behind the driver. The suicide door cleverly takes the front seat belt with it and is designed to allow easier access to the rear seats. However, it opens out into traffic on right-hand-drive models. It should be on the left for footpath access. (By the way, manufacturers hate people calling it a suicide door, for obvious reasons.) Also, the right rear door opens before the left; again a left-hand-drive preference. At least it pops open with the remote which is handy.DRIVINGIf you think the Clubman is great for driving on flood-affected streets, think again.On several occasions it banged into massive potholes and felt like it wouldn't emerge from the other side. And the wild torque steer and huge volumes of power going through the front wheels make it difficult to keep traction and control on the slick mud-coated streets. For these conditions you might be better waiting for the soon-to-arrive Countryman SUV.Like all Minis it drives like a go-kart, but it also rides a bit like one so beware those potholes. I love the driver's door extra visor which is a great idea when driving with the afternoon sun belting in through the side window. Why can't other manufacturers add this simple, cheap, but handy device?Interior accommodation belies exterior dimensions. There is plenty of room front and back except it's a bit of a tight fit around the pedals for size 11 feet.VERDICTA fun little car with an added touch of practicalilty.MINI CLUBMAN COOPER SPrice: $43,800Engine: 4-cylinder 16-valve 1598cc turbo petrolPower: 128kW @ 5500rpmTorque: 240Nm @ 1600Economy: 7L/100kmDimensions (mm): 3958 (l), 1683 (w), 1432 (h), 2547 (wheelbase)Turning circle: 11mKerb weight: 1205kgCO2: 166g/km

LARGE family sedans are on the slippery downhill slope - at least sales wise. But not everyone wants to move from big sedans to SUVs with their perceived aura of "killing the planet".There are now quite a few sleek station wagons available that have as much carrying capacity as an SUV without the high clearance, road-dominating stature and politically incorrect label. One of the best is the Volkswagen Passat.The cargo area is so cavernous it could almost be used as a hearse. And without the all-wheel-drive transmission bulk of an SUV, it's quite frugal, especially the entry level 118 TSI version. Could this be the best Australian family car available?VALUEIt's right on the money. The 118 TSI starts at $38,990 and our review car was $40,990, but with luxury options (metallic paint, Media Device Interface, electric glass sunroof and leather upholstery) that bolstered the cost to $46,990. Considering trim levels, that makes it around the same price as a typical large family sedan.STYLESleek is not a word often associated with station wagons, but this model certainly deserves the description. Some of the new breed of "sports wagons" try a little too hard to disguise their big rear end and simply fail. The cars either look silly or are impractical with small cargo areas and low roof lines that cramp the rear passengers.The Passat has the perfect balance between style and practicality.Outside there are trendy LED taillights and a tasteful amount of chrome including practical and handsome roof rails, while inside is sedate and comfortable with a fine balance between bling and austerity. The seats are comfortable and there is plenty of foot, leg, head and elbow room front and back.Anyone coming from a large car will be more than happy with the space. However, the fifth passenger may find the seat a little hard and space a bit cramped for long trips.SAFETYThere is a high level of safety gear on board including a suite of seven airbags, a rigid safety cell, ABS, electronic brake-pressure distribution, brake assist, and traction and stability control.TECHNOLOGYVW keeps raking in the engine awards and this 118kW turbo petrol unit is one of the gems in its range. It's powerful, quiet, refined and frugal.With four adults and a heap of luggage on board, driving through cities, highways and up and down mountains, it returned 8.2L/100km, which is not much above the claimed figure of 7.7. That provides potential range from the 70-litre tank of 850km, which is more than adequate for Australian long-distance driving conditions.The Passat also comes with a fair bit of standard technology such as handy rain sensor wipers that actually worked, an optical parking system and parking sensors that make the carpark a breeze and an SD card slot and six-disc CD changer for entertainment.However, Bluetooth with streaming is the best way to go for convenience and safety. Instead, the Passat has an aux in socket in the centre console for your MP3 player and 12V sockets at the bottom of the centre stack and behind the centre console. It's good but not good enough.For those with sensitive noses there is an air quality sensor with automatic air recirculation when you're following a smoky truck and dust and pollen filters.The optional Multi-Function Display features driving time, trip length, average speed, average and current fuel consumption, distance till empty, speed warning function, audio and convenience display. On a long trip these on-board computer functions are not only handy, but also keep the mind alert.Another couple of handy bits of low-technology are the chillable glovebox and umbrella holder in the driver's door. One bit of technology I'm not a fan of is the electro-mechanical parking brake but it worked well enough.DRIVINGMost people who move from a large sedan miss its high-speed stability, quiet cabin and no-fuss road holding. They won't be disappointed with the Passat.The 2709mm wheelbase keeps it stable under speed and the sophisticated independent front end and four-link rear suspension tackles the lumps and bumps with aplomb. The electro-mechanical power-assisted steering gives plenty of feel and feedback.It simply doesn't drive or steer like a station wagon.The key to this car is the enormous cargo area with its flat floor, automatic tailgate release, adjustable net partition and luggage cover, and storage box. You can also lay the rear seats down flat and turn it into a hearse. And under that flat floor there's also a full-sized alloy spare.VERDICTAn ideal family car for Australian conditions.VW Passat 118TSI wagonPrice: $40,990 ($46,990 as tested)Engine: 4-cylinder 1798cc TSIPower: 118kW @ 4500rpmTorque: 250Nm @ 1500-4500Transmission: 7 Speed DSG, front-wheel driveEconomy (L/100km): 7.8 (claimed), 8.2 (tested with 4 adults and luggage)CO2: 182g/kmWheels: 17 x 71.2h alloysTyres: 235/45 R17Fuel: 70-litre tankWeight: 1529kgTowing: 1500kg (braked), 740kg (unbraked), 85kg (towbar load limit)Dimensions (mm): 4774 (l), 1820 (w), 1517 (h), 2709 (wheelbase)

FITTING a small engine into a compact car is a bit like putting a potato down your Speedos - everyone's impressed by the appearance.  The audience may forever be blissfully unaware of the deception. It's only when there's a demand for performance that it all goes pear-shaped. Park the Mercedes C250 CGI in your

Extra features and a more efficient diesel engine are claimed to justify a "modest" price hike on the updated Mini range.  According to Mini Australia Product Planning Manager Sue McCarthy, the price increases have been kept to a "minimum" of $400 for Cooper and JCW and $600 for the Cooper S, while the diesel is up $1000."We understand there are a lot more competitors in the market but more competitors stimulate market demand in that segment," she says."We don't view that as a negative thing. It keeps people on their toes and promotes competition."Mini's response to the competition has been to increase the level of standard features to the mid-life model update, rather than drop prices.Corporate communications manager Piers Scott points out that they sell very few basic Minis."So by building more value, we can justify a modest price uplifting," he says.  "We don't think price will be an issue."Scott says the cosmetic changes are subtle but the upgraded technology is "significant".  "There is now more Mini: more customisation, more efficiency and more technology," he says."All changes are driven from talking to our customers. If we don't do something right we hear from our customers straight away."VALUEExtra standard features include rain-sensing wipers, auto headlights, Bluetooth (Bluetooth music streaming is an optional extra), USB input, fog lights (Cooper D already had them) and velour floor mats.Mini claims that for the extra $400 for the Cooper and JCW and $1000 more for the diesel you get $1450 of extra features ($950 for the JCW) and for the extra $600 for Cooper S you get $1150 in features.While you can't put a value on the styling changes inside and out, at least the knobs on the airconditioning and audio now feel much better quality.The previous knobs felt like flimsy plastic margarine tubs. The new knobs are more sturdy with a rubberised feel. It is debatable whether these changes warrant the extra price.Options include a $750 "radio visual boost" upgraded audio system with LCD screen, joystick control and on-board computer, and an updated $1900 "business navigation" system, previously $2900.Mini has also added several optional feature packages that are claimed to provide a substantial value saving on ordering the features separately.  The $1125 city package adds park distance control, alarm and auto dipping interior and exterior mirrors.The lighthouse package adds adaptive Xenon headlights and clear indicator lens and costs $700-$1600, depending on the model.  The $970 body package on the Cabrio adds a wind deflector, heated seats and a timer that tells you how long you've had the to down.There is also a cargo package that adds roof rails and a flat-load compartment floor for $825.  The popular $3900 Chilli package is retained, but with revised content.All these extras, along with the wide choice of trims, upholstery, wheels and exterior colours and striping give the Mini extended individualisation possibilities which, to a Mini owner, are invaluable.TECHNOLOGYThe big change in technology is the bigger BMW-derived 1.6-litre diesel engine that replaces the 1.4.  It has 82kW of power and a 30Nm torque increase to 270Nm.Emissions of CO2 are down to an impressive 99g/km while fuel economy is down 0.1L/100km to 3.8.  It comes with a six-speed manual gearbox with auto start/stop function, gearshift indicator to encourage frugal driving, brake energy regeneration and economical electric power steering.An automatic gearbox for the diesel will not arrive until the Mini gets the BMW 2.0-litre diesel from the 120d and 320d. It begins production in March and should arrive in June.The engine will have the same output as the current 1.6-litre unit but with different torque characteristics.  It will be mated to the six-speed ZF automatic transmission, but will not include auto stop-start technology.The first BMW group product with stop-start in an auto transmission will be the new X3.  The Cooper and Cooper S petrol engines had technical upgrades earlier this year that lifted power 2kW (7kW for S) with a slight decrease in emissions, plus better economy and acceleration figures.For the first time, Mini gets optional adaptive headlights which turn with the steering wheel to illuminate a corner. They are only available with the lighthouse package.STYLEDespite the vehicle being 99mm longer, all proportions are retained and exterior design changes are so subtle, few will notice them.  They include more pronounced fog lights, extra air ducts in the Cooper S, LED taillights and a higher Cooper bonnet to match the Cooper D and meet strict European pedestrian safety regulations.The most significant changes to design are inside.  Although the general layout with toggles and large dishplate speedo remain, there is more quality in the trim levels and feel.  McCarthy says the interior has a "quieter appearance" with more use of dark tones.IT may be cute and even pretty, but Mini is still predominantly bought by males.  Mini Australia boss David Woollcott says 55 per cent of buyers across the range are males."I think it's got to do with the fact that we (Australians) are the highest ratio of JCW buyers in the world and have a focus on racing heritage," he says.However, the Cabrio and Clubman models appeal more to women, with female buyers accounting for 80 per cent of sales.  Mini Cooper makes up 75 of total Mini sales, Clubman 10 per cent and Cabrio 15 per cent.DRIVINGTo drive home Mini's famed go-kart handling characteristics, which are unaltered with the mid-life updates, Mini launched the new models with a motorkhana in an airport hangar at Avalon, south-west of Melbourne.The surfaces shifted from painted concrete to asphalt to a concrete apron giving a feel for the high levels of grip, the nimble change of direction and the extra feel provided by the "sport" button which sharpens the steering and throttle response.Out on the road, the Mini feels precise and engaging as always. With no changes to the mechanicals, the drive down the Great Ocean Road was superfluous fun.  Even the new diesel felt little different to the old one, with the same output and handling characteristics.The real test of the changes was in the operation of the audio system which now has the confusing volume and tuning knob replaced with a more user-friendly arrangement.Another "test" was in the access to the rear seats in the cabrio which now allows the seatbelt to be hooked under the cupholder so it isn't in the way.VERDICTExtra customisation may confuse some buyers, but typical Mini owners highly value the ability to make their Mini as close to unique as you can get with a mass-produced vehicle.MINI 2011Cooper hatch: from $31,500Engine: 90kW/160Nm 4-cylinder petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 5.4-6.9L/100kmCO2 (g/km): 127-160Cooper S hatch: $40,500Engine: 135kW/240-260 Nm 4-cylinder turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 8.3-9.5L/100kmCO2 (g/km): 136-159Cooper D hatch: from $34,750Engine: 82kW/270Nm 4-cylinder turbodieselTransmissions: six-speed manualFuel consumption: 3.8L/100kmCO2 (g/km): 99g per km.JCW hatch: from $49,200Engine: 155kW/260-280Nm 4-cylinder twin-scroll turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 6.9-7.0L/100kmCO2 (g/km): 165-169Cooper Clubman: $34,800Engine: 90kW/160Nm 4-cylinder petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 5.4-6.9L/100kmCO2 (g/km): 127-160Cooper S Clubman: from $43,800Engine: 135kW/240-260 Nm 4-cylinder turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 8.3-9.5L/100kmCO2 (g/km): 136-159JCW Clubman: from $51,700Engine: 155kW/260-280Nm 4-cylinder twin-scroll turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 6.9-7.0L/100kmCO2 (g/km): 165-169Cooper Cabrio: from $40,200Engine: 90kW/160Nm 4-cylinder petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 5.4-6.9L/100kmCO2 (g/km): 127-160Cooper S Cabrio: from $48,600Engine: 135kW/240-260 Nm 4-cylinder turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 8.3-9.5L/100kmCO2 (g/km): 136-159JCW Cabrio: from $57,300Engine: 155kW/260-280Nm 4-cylinder twin-scroll turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 6.9-7.0L/100kmCO2 (g/km): 165-169 

While most motorists seek reliability and economy from their cars there are those who put performance above all else.For them cars like the Mercedes-Benz C63 AMG deliver the ultimate driving thrill, they're the ones that take performance to previously   undreamt of places.The sad reality for most who lust after a true high performance car, like the C63 with its $126,000 price tag, is that they're well beyond the reach of all but the very, very well heeled.Everyone else can only look on and dream, at least until the price drops to a point they can afford to turn the dream into a reality with a secondhand example.MODEL WATCHThe Mercedes-Benz C63 rewrote the book on performance, lifting the bar even higher than its awesome rivals from BMW and Audi.The pocket rocket race can be traced back to the humble Minis, Cortinas and Escorts of the 1960s, but really started in earnest when   the Germans got in on the act in the 1980s.It was back then that BMW launched the first M3, a hot derivative of the 3-Series. Not to be outdone Mercedes-Benz answered with a hot AMG-  tweaked C-Class, and the race between the German carmakers was well and truly on.  Almost 30 years later and the race is hotter than ever, with each company quick to counter any move its rivals might make.The C63 answered BMW's move to slot a V8 into the M3, and raised the performance bar even higher with its own V8 that boasted 336 kW at   6800 revs and 600 Nm at 5000 revs.It was enough to have it doing 100 km/h just 4.5 seconds from rest, which put it in elite high performance company with cars like the Porsche 911.  Like all AMG models the C63 starts with a modest regular production model, in this case the compact C-Class sedan and wagon.It then gets a much hotter heart, in this case a thumping great hand-built 6.2-litre double overhead camshaft V8 engine.  But while the V8 gave it the grunt the C63 was much more than mere power, it had the chassis to back it up.If there was a criticism of previous C-Class AMG cars it was that they weren't very engaging for those who wanted to be fully involved in the driving. That was countered in the C63 with the seven-speed auto transmission with shift paddles under the steering wheel that gave the driver more control than in previous models, and sharper chassis tuning.It also came with a comprehensive array of electronic devices to monitor and control the car, including electronic stability control, traction control, ABS anti-lock brakes with optimum brake force distribution, emergency brake assist and the like.While these systems help keep the booming 'Benz on the straight and narrow the driver could, if they wished, switch it off and fully enjoy the full thrill of the beast beneath.  Then, if things went wrong the car would engage the electronics in an effort to save the situation before it got too out of hand.Inside, it had leather sports seats, a sports wheel, auto air, cruise, park distance control, six-speaker CD sound, power front seats with memory, power mirrors and windows, sat-nav and woodgrain trim.IN THE SHOPIndependent Mercedes-Benz specialist Peter Lennox services 10-15 C63s   and tells us that it is a robust and reliable performance car and   little goes wrong with them if they are well maintained.The V8 engine has been in production since 2006 and is very reliable.  Lennox says it's good for at least 200,000-300,000 km, and probably a lot more.The seven-speed auto is also quite bulletproof. It has been around since 2005 and like the engine doesn't give any major trouble, although Lennox says he has seen a few problems with lock-up torque converters in cars that have done 200,000-plus km.If driven hard the front-end bushes can wear out in 50,000-60,000 km.   Check for fluid leaks from the oil-filled bushes, a sure sign the   bushes need attention.Tyres don't last long, particularly if driven hard. A driver who takes care of his tyres will be replacing them every 10,000-15,000 km, but one who pushes the performance limit will be replacing them even more frequently.IN A CRASHWith an electronic arsenal of ABS brakes, Brake Assist, EBD   brakeforce distribution, ESP stability control and traction control the C63 has an impressive complement of active safety features.If that isn't enough it also has a full array of airbags, including dual front and side airbags, and head airbags.  ANCAP hasn't specifically tested the C63, but the C-Class it's based upon is rated at five out of a possible five stars.UNDER THE PUMPMake no mistake the C63 is a thirsty beast; Mercedes-Benz claims an average fuel consumption of 14.5-16.0 L/100 km.OWNER'S SAYA super car for less than 150 grand! It was a deal Carsguide reader Lindsay couldn't resist. In his mind he had attained the ultimate in   motoring utopia. As a 60-year-old who has driven competitively and owned some high performance machinery he felt more than capable of   extracting reasonable performance and pleasure out of the C63, but he finds it almost impossible to get the car off the mark quickly without spinning the wheels and invoking the ESP, and defies anyone to achieve the acceleration time Mercedes-Benz claims. He also shredded the rear tyres in just 13,000 km, something he says is   common on the C63. Despite that he says the C63 is great to drive.LOOK FOR High speed thrillsAwesome performanceRefined and sophisticatedGas guzzlerEats rear tyresGreat bang for the buckTHE BOTTOM LINEAwesome performance yet still refined and sophisticated. 90/100

THE battle for buyers' dollars is heating up as BMW fights back against the Japanese incursion into its markets. The X1 sDrive range swaps all-wheel drive for power just from the rear tyres. That earns them a hefty price discount and puts the Bavarian brand back on the radar of shoppers considering Subarus, Toyotas and Hondas, whose compact SUVs have started to nibble at the prestige sector.You get what you pay for and for close to $50,000, this is a car that deserves to be shopped against mainstream compact SUV models.VALUEThe 2.0-litre petrol and diesel-powered sDrive models — the petrol is confusingly known at the sDrive 18i — are the bargains of the BMW X1 range priced at $43,500 and $49,300 respectively.The baby X models are already a success — more than 1300 people have bought X1s this year — but BMW says some buyers prefer the raised seating height but don't necessarily want the weight of an all-wheel drive system.``Many customers enjoy the ride-height, load space and all-round practicality of a lifestyle vehicle without necessarily wanting all-terrain capabilities,'' BMW Australia managing director Stavros Yallouridis says.``For these customers, the new sDrive X1 wagons have better fuel economy, even better on-road agility and exceptional value for money.''That value equation is the one BMW is counting on, with the range-topping Toyota RAV4 now $49,990, Honda's best CR-V $42,790 and the Subaru Forester as high as $45,490. If BMW is right and a lot of people are more worried about sitting up than straying off-road, the sDrive range may be a winner.TECHNOLOGYBy BMW standards there's nothing innovative about the sDrive 20d but the basic features are good for a car in this segment. The rearview mirror has an anti-dazzle function, the sound system has Bluetooth and USB compatibility, the wipers automatically start up when the rain comes down, the rear parking radar will impress friends with graduated beeps as the car get closer to the wall and there's cruise control as standard. Everything else costs.The diesel engine is typically Euro-efficient, with an official combined fuel use of 5.9thlitres for 100km with the optional automatic. The manual uses 0.6thlitres/100km less and comes with stop/start technology and a light on the dash that advises of optimum shift revs.BMW is not the only company to use this, so it's not the only one that irritates me. It's smart technology — but I'm driving a diesel. If I was a card-carrying member of the local greens branch, I'd rave about it, but until then if I'm paying for the fuel, I'll decide when I want to change gears.Anyway, given there's 350Nm available, the auto is the smarter option. Both transmissions come with brake energy regeneration.SAFETYThe brick-solid body is backed by ABS and what BMW describes as Cornering Brake Control, which is obviously German for ``if you're too stupid to judge a corner, we'll still rein you in''. Couple that with electronic stability control and traction control and the driver has to be trying really hard to punt the sDrive 20d off the road.STYLINGThe styling is unmistakably BMW and that will be a big part of the sDrive's appeal. The high-riding look is well proportioned and has all the signature lines owners of the brand expect. The interior is a surprise. The colours and basic layout follow the family theme, but the iDrive controller in the centre console is notably absent. In its place is a menu button that, along with the radio channel selector buttons, allows you to program the various functions.It works, but regular Beemer drivers will find themselves having to check the manual before they can get the most out of the system. Love it or hate it, the iDrive rotary dial has improved with every generation, so it's presumably only cost that sees it deleted from the X1.DRIVINGThe engine is noisier than most BMW diesels at idle, but it disappears once underway and it gets along at a fair clip — the official 0-100km/h time is 8.3 seconds for the six-speed automatic. The automatic will try to hold on to too high a gear on steep hills but flick the selector left into sports mode and the problem goes away. Too heft a right foot exiting tight corners will then light up the traction control warning, but that's to be expected when 350Nm is unleashed without any careFor the majority of the time the ride is refined and it's only when you push the sDrive beyond the point of tyre traction that it will give a disapproving shake. It's not enough to engage the stability control, but 3 Series sedan owners might wonder what went wrong. Then they'll remember the price ...The sDrive is not a performance car and doesn't deserve to be treated as such. Fold down the rear seats and it will happily take whatever you throw at it, from bikes to removal boxes.More importantly for potential owners, it will also collect the kids after school and ferry the family to the shack on weekends with a look that says if you haven't yet made it to the top, you're working at it.Inside viewBMW X1 sDrive 20dPrice: $49,300Engine: 2.0-litre turbodieselPower: 130kW at 4000 revsTorque: 350Nm from 1750-3000 revsTransmission: Six-speed automatic, rear-wheel driveFuel use, CO2 emissions: 5.9thlitres/100km, 155g/km

Getting Skoda circa-1970 mixed up with Skoda 2010 is like mixing up your restaurant table and sitting down with Margaret Thatcher instead of Monica Bellucci. The brand is owned and run by Volkswagen, is the most profitable arm of Volkswagen and regularly gets quality car and value car awards. What kicks it in the nether regions is a belief that it's a discounted Volkswagen and should be cheap. Rubbish!VALUEThe bad news is that someone probably said that Skodas should be cheap because they're made in the Czech Republic. More rubbish. The tech-savvy nation - also known for pilsner and its citizens' ability to drink it in volumes - knows how to build things. If it wasn't for those crazy Russian occupiers in 1968-1990 and their slap-happy assembling technique, Skoda would have always had a quality name.The Octavia wagon here costs $29,290 as a seven-speed DSG automatic. That's not cheap but Skoda has refrained from stripping out the car, including alloys, cruise, eight-speaker iPod-compatible audio, trip computer and for those cold mornings, heated mirrors.As a hauler, the wagon is Tardis-like, being relatively compact on the outside and roomy on the inside.TECHNOLOGYIt doesn't break the automotive mould - having four wheels, an engine and steering wheel - but it has some tricks.The engine is a weeny 1.4 litres but delivers the goods thanks to a turbocharger and, as a $2300 option, the direct-shift gearbox (DSG) transmission that makes the car more fuel efficient than the manual version. The drivetrain comes from Volkswagen's Polo and claims a miserly 6.5 litres/100km (I didn't try and got 7.2 l/100km) with low emissions.The rest of the car is, well, a car.DESIGNYes, the Russians did leave a legacy. Conservative is a word that springs to mind about the wagon's looks. It's functional, unobtrusive but doesn't get your attention in the way that, say, a Kia Sportage drags the eye.Inside it's simple, utterly workable and beautifully assembled. There are hiccups - some switchgear has illegible markings - but the impression is solid, durable and resoundingly one of quality.As mentioned, it's big on the inside with a boot that will accommodate vast volumes of luggage. This massive boot still has a bit left over for a full-size spare - can every other carmaker hear this?SAFETYNo scrimping when it comes to family safety, too. The 90TSI gets six airbags, electronic stability control, four-wheel discs and ABS, electronic brakeforce distribution and anti-slip regulation. It's all gobbledygook, of course, but it means the Octavia is up there in the safety department with the big boys.Its predecessor has an ANCAP four-star crash rating that appears to have been done before curtain airbags became standard. The test has yet to be repeated.DRIVINGYou wouldn't know this has a 1.4-litre unless you start pushing very hard. The wagon, at 1425kg dry, isn't particularly light but it gets along very smoothly and surprisingly briskly. It will perform well despite four adults aboard - a feat achieved primarily by the low-end performance of the turbocharger and the ratio spread of the gearbox's seven cogs.Most notably, it feels very solid. The feedback through the steering wheel is positive and lacks the vagueness of many similar electro-hydraulic systems. Bumpy roads transmit virtually no noise and fail to produce any hint of body flex. This all results in a wagon that has surprisingly high levels of road adhesion and defies its rather bland appearance by being a bit of a fun car.VERDICTMakes sense for people who want durability, versatility and frugal ownership costs and less of the pizzazz and baubles of some modern cars. It's probably the next best thing to a Peugeot 404 or 504 or Renault 16 of the 1970s.

If you've dreamed of buying an old classic, doing it up and driving it around BMW has invented the car for you. While old cars have plenty of style and a great feel about them they are encumbered with brakes, safety gear, comfort and engines from another period and most of it is not good.BMW though did the next best thing and reinvented an old classic, the Mini. And they did it well. The new Mini has much of the feel of the old car with its round headlights, large dials and retro styling but importantly is bigger, safer, more powerful and more comfortable than the old one could ever be.The Mini has been the stand out success of the retro motor movement leaving the re-made VW Beetle in its wake and proving more versatile than the little re-born Fiat 500. But then Mini invented the Clubman.While it has been around for a while I revisited it again last week in readiness for the arrival of the next generation Mini, the AWD Countryman which is due here early next year. The Clubman offers much more space, including useable rear seats, than the standard Minis and the Convertible droptop. But the Clubman is a bit of a mix and match job with both seriously good and somewhat ordinary features.People don't buy Minis for value. At $45,550 there are plenty of larger, more practical and sportier cars you can buy and have change in your pocket. But very few of them can offer the fun and the big wide grin on the driver's face from being the centre of attention that comes from driving a Mini. The range does start $9000 cheaper with the Cooper but the Cooper S offers much more power and fun.The 1.6-litre in-line four cylinder engine is a cracker. With 128kW of power and 240Nm of torque it is well suited to city traffic with its spritely acceleration and lively manners. The manual gearbox is a delight with its slick shifting but the reverse gear is a little awkward to get used to. The manual is also more fuel efficient than the auto by a not insignifcant 2L/100km. It reaches 100km/h from a standing start in 7.6 seconds.There's no getting away from it, while the standard Mini is accepted as a great looking machine people are far more divided over the longer Clubman. The real problem is the silly third door. The fact that is placed on the driver's side and therefore opens onto the traffic side means it is going to be a risk to open at times which limits its use. Though when open it does make accessing the rear much easier.The cute rear doors, copying the styling of the original little Mini wagon are easy to open. One pops open with the press of the key fob button while the other opens by a more conventional handle. The doors open wide to provide easy loading access. There's not a great deal of space (260-litres) but if you fold the rear seats down there's plenty of room (930-litres) for the shopping, a pram or more likely for Mini owners, a folded down bike or two.One thing you do get for your nearly-$50,000 is a car packed with safety features. There's everything from six airbags to stability control, brake assist driving and electronic brakeforce distribution. The car also has one of the best hillstart assistance packages I've tested to ensure it doesn't roll backwards when starting on a slope. Handbrake starts are virtually unecessary.Looks are everything with this car, whether its behind the wheel in the retro cockpit or its outside where the stand-out Mini front wins praise. With the Clubman though the back, while quite square, splits opinion. The driver's seat is adjusted manually, which while suiting the retro-feel, is a bit cheap in a nearly-$50,000 car.On the road the Mini is a handy device, you whip through the gears with ease though getting into reverse is a bit clunky. It accelerates from a standing start smoothly and is a happy highway cruiser. Rear vision through the two club doors is a big improvement over the normal Mini and the Convertible.The test car came with a sunroof that opens slightly but it tends to make the road noise louder so it will probably be of limited use.

The big daddy of the Volkswagen range just got bigger.  You might not be able to tell from the pictures, but the second generation Touareg crossover wagon is actually larger than the previous model.  Even so, it is up to 220kg lighter and VW has managed to significantly improve its fuel economy. Its boffins have also made it ride and handle a bit more like a car than a truck.The company aimed to lift the quality of the new vehicle and the on-road feel, making it more like an alternative to a luxury sedan than the original version which was developed with a focus on off-road ability.  Like the first Touareg, the new model is closely related to the new Porsche Cayenne and the pair also run a lot of the same components.It has a constant all-wheel drive system but the standard car is not designed as a serious mud-plugging off-roader. There is an optional Terrain Tech version with a more rugged transfer case, centre and rear differentials and reduced gearing.  Some Australian models will have airbag suspension, but it is also possible regular spring and damper versions will be standard.The new VW is already on European roads, but it won't arrive in Australia until some stage before the middle of next year. VW won't give us a more accurate date. Until then, VW is only selling a V6 TDI version of the existing Touareg.VALUEVolkswagen hasn't set the pricing of its new Touareg, but it is unlikely to come in higher than the current model which would mean a price below $75,990 for the V6 TDI.Whatever the final pricing, the Touareg is going to be substantially cheaper than any Porsche Cayenne. They do have their differences, and the VW doesn't have a Porsche badge, but it is still a good way to get a similar product for a lot less money.TECHNOLOGYAll of the Touareg's engines have either been overhauled or replaced. The range kicks off with a 3.6-litre V6 petrol with 206kW and 360Nm and moves up to the revised 3.0-litre turbo diesel with 176kW and 550Nm. VW has ditched its monstrous V10 diesel for a far more sensible 4.2-litre V8 version which generates 250kW and a whopping 800Nm. The V8 diesel won't be available at launch but could come later.There is also a petrol-electric hybrid version, but that certainly isn't coming to Australia.  Fuel efficiency has been improved across the range, the petrol V6 now uses an average of 9.9 litres per 100km and the diesel V6 uses a miserly 7.4L/100km.The Toaureg gets all the gear you can expect from a high end prestige car as well as some nice extras. An eight-speed automatic transmission is standard, which is a first for the class. A high resolution entertainment screen is a highlight of the interior as well as a crisp colour display between the speedo and tacho dials.SAFETYThe Touareg is available with nine airbags and has electronic stability control on all models. It can also be fitted with a system that lets you know if you are drifting out of your lane and another that alerts you to rapidly approaching cars when you change lanes. Adaptive cruise control, which can brake the car to stop it from hitting a car in front is also available.STYLINGThose Volkswagen designers are clever. I naturally assumed when I first saw the Touareg that is was smaller than the last model, not larger. It has ditched the bloated look of the previous vehicle for a hunkered down design with more dramatic curves. Dramatic U shaped daytime LED running lights are available. The interior is far classier, with a smart and functional layout and high-end details.DRIVINGThe Touareg gives the instant impression of being substantially better than the model it replaces, at least on road. Our test drive took us across the west of Germany, through Belgium, The Netherlands and a short run to Paris. Most of the work was on Autobahns, with no speed limits, and tight city streets.Australian Touaregs will operate in very different conditions, but our taste test revealed that VW has lifted its game.  The Touareg might look smaller, but it still feels big, especially on narrow European streets.It appears to handle better than the existing model, which is a bit of a tank, but we really didn't get to test it on any really twisty roads. Our cars had airbags suspension and were a slightly floaty at low speed, but the standard suspension might be a bit better planted.We only drove the V6 turbo diesel and it is a ripper. Despite a weight loss campaign, this Touareg still weighs a hefty 2174kg so the diesel's low down pull is much appreciated. This is a smooth revving engine too. It works well with the brilliant eight speed automatic transmission which changed quickly with little fuss. The amount of gears means the Touareg can cruise at 110km/h doing little more than 1600rpm.It is extremely quiet at highway speeds and even at the kinds of speeds you can do on German autobahns. The interior is luxurious, although our vehicle was packed with options. What really stands out is the remarkable amount of interior space. There is ample legroom and shoulder room and so much headroom that you could wear a big afro and still not touch the roof. The boot is a reasonable size but not cavernous.VERDICTWe'll need to test it on rough and ready Australian roads, including some dirt tracks, but a taste test suggests the new Touareg is a very impressive crossover wagon. It's quieter, more comfortable, has more space and is easier to drive. So far so good.Volkswagen TouaregPrice: TBAEngine: 3.0-litre V6 TDI turbo diesel, 3.6-litre V6 petrolPower: 176kW at 4000revs (diesel), 206kW at 6200revs (petrol)Torque: 550Nm at 2000revs (diesel), 360Nm at 3200revsTransmission: Eight speed automatic, all-wheel drive Fuel economy: 7.4L/100km (diesel), 9.9L/100km (diesel)Emissions: 195g/km (diesel), 236g/km (petrol)

THE homegrown V8 power war has been ceded to FPV.  Instead of increasing power for the new HSV E Series 3, the performance car company has chosen to fit a range of hi-tech electronic gadgetry to its E3 models, offer dual gas/petrol power, increase the price by up to $1000 and give it a facelift.So the HSV range stays with the 317kW/550Nm 6.2-litre V8 (GTS and Grange are 325kW), while FPV will this week release its new range with a 335kW/570Nm five-litre Coyote V8.  HSV boss Phil Harding says that while there is no increase in power and torque, fuel consumption and CO2 emissions are marginally down."We didn't have increased power and torque on our list of actions for this model year update," Harding says.  Engineering general manager Joel Stoddart admits the 6.2-litre V8 engine is "getting close to its maximum potential".  There is no talk yet of moving to the coming compact global GM V8.PRICING AND DRIVETRAINPrices have increased by $1000 on all but the Senator which is up $560. HSV justifies the price rise on the increased technology and inclusion of standard satnav and reversing camera.The E3 range also includes a 20th anniversary Maloo ute model which is limited to 100 vehicles. It costs $67,600 in manual which is $3000 more than the standard model and $69,600 for the auto.TECHNOLOGYHSV boss Phil Harding says the E3 is "more than just a facelift", pointing out three "firsts" for an Australian manufacturer.  They are an automatic liquid propane injection (LPi) system, side blind zone alert system (SBZA) and an enhanced driver interface (EDI) which is like a computer game for the performance car."There are more ideas generated internally than we can afford to make business decisions on," Harding says.  "We're never short of ideas on sales, product, marketing and manufacturing to make our business more efficient and exciting."HSV is proud of its LPi system that automatically and seamlessly switches between gas and petrol, even though they only expect about 5 per cent take-up. It is offered as a $5990 option ($6390 on Maloo) on all but the ClubSport R8 Tourer.Stoddart says it has the same performance as in petrol-only mode, although it does switch seamlessly back to petrol when the car operates above 4000rpm.The EDI is an elaborate graphic system displayed on Holden's new touch screen that provides a wealth of information from G forces to "race" information such as brake and throttle percentages and a stopwatch.The information system was developed in conjunction with race technology company MoTec and details can be downloaded on a USB stick and analysed on a laptop just as a race engineer would in Formula One or V8 Supercars.The Windows-based software can also work with the GPS satnav system to record lap times on major Australian racetracks which are loaded into the vehicle, or plot new tracks.SAFETY The $1990 optional blind spot warning system is similar to the one developed by Volvo. When selected it shows a blue light on the side of the dashboard which turns red when the ultrasonic sensors detect a vehicle in the blind spot. If the driver indicates and moves into that occupied spot, it flashes.There is no audible alarm. The system can be turned off and it defaults to how it was left when the car was last used.To overcome continued adverse comments about the dangerous lack of rear vision caused by the rear spoiler, all HSVs now come with a reverse camera with rear parking assist sensors and a lower spoiler.STYLINGInside are new trims colours and materials, more leather, restyled instruments and gauges, and a HSV welcome and build number displayed when the touch screen is switched on.Outside, there is more chrome, a "superflow" rear spoiler, chrome exhaust tips integrated into the rear bodywork like in the Honda Civic Type R, a new fascia and, for the first time, the Grange gets an engine power designation badge on the boot to mark the increase in power to match the GTS.DRIVINGWith no mechanical changes to the new models, driving dynamics are the same. But even though HSV engineers say there are no changes, the clutch felt a little lighter in the manual models.HSV's clever LPi system is seamless. The EDI will display when it is in petrol or gas mode, but you wouldn't feel any difference. Ride is firm but fair on the road, although the rear can be noisy over sharp hits.  Magnetic ride which is standard on the Grange, Senator and GTS has a "luxury" damper setting which takes the sting out of the bumps.The cars felt more at home in a short session at Broadford motorcycle race track north of Melbourne. Here the magnetic ride was switched to "performance"and the cars flowed through the tricky set of corners.Switch the traction control to "competitive" mode and you can play hero, allowing the back to drift out, but not far enough to cause alarm. Traction control can also be turned off totally.The extra width in the front tyres of the Grange give it more directional stability and turn-in, allowing quick change of direction on the Broadford esses.VERDICTThe addition of the EDI and data logging is a gimmick that some will find enticing, while the satnav is past its due date and should justify some of the price rise.  But it is unlikely that the data gimmick will be a key selling point for buyers of Senator and Grange.HSV E3Prices:ClubSport R8 $67,600 (manual) $69,600 (auto)ClubSport R8 Tourer $68,600 (m) $70,600 (a)Grange $88,900 (a)GTS $82,900 (m) $84,900 (a)Maloo R8 $64,600 (m) $66,600 (a)20 years of Maloo R8 $67,600 (m) $69,600 (a)Senator Signature $83,990 (m/a)Engine: 6.2-litre V8Power: 317kW (325kW GTS, Grange) @ 6000rpmTorque: 550Nm @ 4600rpmTransmissions: 6-speed manual and auto (Grange auto only)Options:SBZA $1990 (standard on Grange and Maloo 20th); LPi $5990 (ute $6390); Turismo Rosso leather $1490 (GTS and Senator)