Wagon Reviews

It has added the Superb wagon to the local line-up in an attempt to sway buyers away from other Euro wagons and even the Holden Sportwagon.Costing $2000 more then the equivalent sedan models, Skoda Australia believes up to 60 per cent of Superb buyers will opt for the well-equipped wagon. With two petrol engines and one turbo-diesel, prices kick off at $40,990 for the well-equipped seven-speed DSG 118TSI Ambition, rising to $57,990 for the six-speed DSG V6 all-wheel drive Elegance.Skoda Australia boss Matthew Wiesner believes the wagon has the ability to tackle the premium European wagons and some of its more affordable Japanese rivals. The big wagon has 'family' stamped all over it, from the commodious, well thought-out luggage area to the roomy back seat."Value is one of our key strategies," he says. "We’re finally beyond the 'we're here phase' and can now build the brand with even more desirable products like the wagon."The Superb wagon has a massive load area – 633 litres with the rear seats up and 1865 with the seats folded. The tailgate is also wide enough to accommodate bulky items and the car has a low loading sill, 600mm above the ground. There’s room enough under the load area for full-size spares on the front drive Ambition and Elegance while the Elegance V6 4x4 gets a space saver."It’s clearly aimed at families," Wiesner says. "I expect we will see a far higher degree of female drivers so that’s why it’s so well equipped."VARIANTS AND EQUIPMENTLike the sedan there are two models, Ambition and Elegance. Wiesner expects most buyers to opt for the $46,990 118 TSI Elegance model, with fleets tipped into the entry 118 TSI Ambition. At $57,990 the range topping V6 all-wheel drive is out to tackle the Audi A4 wagon and Volvo V70 T6 wagon.It comes standard with the VW Group’s park assist parallel parking system, which automatically parks the car into a given space. Other equipment candy includes an optional $790 electric tailgate, magnetic rear luggage bay light that also works as a detachable torch, luggage rails and optional $370 extendable luggage floor and $140 automatic luggage cover release.The entry Ambition is not short of gear. It boasts nine airbags, 16-inch alloys, stability control, dual zone climate control, foglights, tyre pressure monitoring, heated rear view mirrors, rear parking sensors 8-speaker CD stereo, heated front seats and rain sensing wipers.The Elegance ups the standard equipment list by adding satellite navigation, leater seats, electric front seats with memory, active Bi-Xenon headlights, 10 speaker premium CD stereo, alarm, heated front and rear seats and 17 inch alloys. The V6 rides on 18-inch alloys. The running gear of the wagon is based on the sedan – which shares much with the Volkswagen Passat – but Skoda has made some modifications to cope with the extra weight and load-lugging characteristics. The rear axle housing is attached to the body with anti-vibration dampers.DRIVINGWe were already won over by the sensible Superb sedan. Now the wagon, particularly the turbo-diesel, is helping reshape the options for many families. It’s roomy like the sedan, particularly in the back seat. But out back is where it makes a whole lot of sense. Physically the wagon has better proportions than the sedan.It looks a whole lot more resolved from a design viewpoint and looks smart and contemporary. The sedan may have its quirky hatch-and-boot in-one but the wagon kicks you up a whole new level with a sensible load area, plenty of tiedowns and hidden cubbies for storing valuables.Being from the VW Group means there is plenty of well thought out switchgear and the engines too are proven and well matched for the car. The ride, handling and steering all have that familiar VW touch to them, which is a good thing. The 3.6-litre V6 – shared with the Passat - is punchy and the quad exhausts are a neat touch for Dads who want to remind the world they’re still enthusiasts even if they drive a wagon.The 2.0TDI would be our pick for long distances. It’s amazingly quiet and frugal yet has plenty of mid-range urge to keep things interesting. We didn’t get a chance to try out the 118TSI but our experience in VWs and the Octavia have been favourable. The overall fit and finish of the Superb wagon was, well, superb.The wagon is yet another brand builder that is clearly going to prove to many people that this Czech brand is no longer a poor cousin to its German parent.

Even Toyota admits its newest car is designed to create a ruckus. And it is more than just its name, which also happens to be Rukus.Toyota Australia's senior executive director sales and marketing, David Buttner, admits the boxy wagon is "the most un-Toyota car we have ever sold". "I understand the looks will polarise people," Buttner says.Buttner also says Toyota needs to attract a new style of buyer, one who is youth oriented or at least younger than the global demographic for Toyota cars, which is aged 54. "If it provides us with a chance to attract a younger buyer we believe the investment is worthwhile," he says.The Rukus is expected to attract two types of buyer, urban trendies and those whose car is an extension of their personalities. Buttner says the Gen Y car is designed to be different. "Rukus is set to invade our automotive culture, just as it has done in Japan and the United States."The car has reached cult status in its home Japanese market and also has a strong following in the US. Toyota says the car defies automotive design conventions, particularly the modern trend towards curvy, streamlined shapes. "Suddenly, it's hip to be square," Buttner says.Based on the Corolla, the Rukus shares its architecture with the hatch but borrows its 123kW 2.4-litre four cylinder engine from the RAV4. Buttner describes the boxy wagon as a Tardis – spacious on the inside and compact on the outside. Its on-road footprint is similar to the Corolla hatch, while it gains an extra 40mm of rear overhang to provide plenty of luggage space.Buttner says the car straddles the market between a wagon and a compact off-roader. Despite the quirky design, Buttner is confident the newest wagon will appeal to urban trend-setters and young couples and families. "Rukus will appeal to many people who have never previously considered a Toyota. In that sense, it's the most un-Toyota vehicle we have ever introduced," he says. "It's not for everyone – and that's OK. It's an acquired taste."Prices start at $27,490 for the opener and three models will be available, known as Build 1, Build 2 and Build 3. The Rukus accent is on safety as much as in-your-face styling and strong performance with six airbags, stability and traction control and anti-skid disc brakes all standard.Other features in every Rukus include air-conditioning, 16-inch alloy wheels, cruise control, keyless entry and ignition, power mirrors and windows and an engine immobiliser. The quirky design details continue on the inside with centrally mounted gauges and high-mounted gearshift. Audio and cruise-control switches are also on the steering wheel. The boxy shape affords plenty of room for gear. There are plenty of handy storage spaces throughout the cabin, including underneath the luggage floor.The Build 1 sound system has six speaker CD stereo, Bluetooth hands-free telephone and audio streaming, USB and 3.5mm audio input. The $29,990 Build 2 adds leather-accented seats, steering wheel and gearshift, plus upgraded air conditioning. Nine speakers for the sound system include a sub-woofer, and there's a six CD-stacker plus a 4.3-inch colour screen for the audio. The aircon gains climate-control and push-button operation. Build 3 is effectively the range topper and adds a tilt-and-slide moonroof for a further $1800.Toyota is expecting to sell between 150 and 200 a month with buyers split 50/50 between private and fleets. Buttner admits it is a low volume car but it remains an important addition to the Toyota lineup. He expects most buyers to be conquests from rival niche vehicles, small hatches, small wagons and compact off-roaders. Buyers will also have the opportunity to dress up their cars with various decals which include stripes, flames and bricks, as well as alloys. An additional lure for buyers is a fixed price servicing deal of $130 for the first six scheduled services.DRIVINGPassion is more than just a box on wheels. Although Toyota is to be applauded for getting out of its design straightjacket, they are trying a little too hard with the Rukus. The company that brought us the evocative Celica and MR2 needs to revisit these cars to try and lure a younger buyer back to the brand.The Rukus is not that car. It's good but it's hardly exciting. It drives predictably and the Toyota badge will be enough for many. It has the same 2600mm wheelbase as the Corolla but gets a 40mm longer rear which translates into a very practical and roomy luggage area.The 123kW/224Nm 2.4-litre four-cylinder is a perky performer for the size of the car. The Rukus will hurtle away from the traffic lights with plenty of zip courtesy of the standard four-speed automatic.Our time with the Toyota Tardis was all too brief but if you're familiar with the Corolla's steering, brakes and handling you will feel right at home. What we really like about the Rukus is its commodious interior. The windscreen stretches out in front of the driver like a panoramic cinema screen. There is plenty of room for even the heftiest people up front as well as in the back seat.The standard equipment list is good and the safety kit runs to six airbags, stability control and a strong body. Given that the Corolla wagon is no longer available, the Rukus could fill that niche. But as Kia is finding out with the Soul, there's more to flogging a car to Gen Y than just looks.Perhaps the most important thing about the Rukus is that it heralds a change in culture at Toyota. It could be the first of many different and interesting Toyotas to head our way.

Peugeot have added a new dimension to their small car garage with the 308 Touring. Miserly at the bowser, it is perfect for small enviro-conscious families who need just a little more space than a regular hatch, without opting for the big boofy 4WD tank.The 308 Touring is a six-speed automatic, powered by 2.0 litre diesel that puts out 100kW at 4000 rpm and 320Nm at 2000 rpm. It has a combined fuel economy figure of 7.1l/100km and it emits 187g/km of CO2. It gets to the 100km/h mark in 13.2 seconds.With body-coloured door mirrors and handles and 16 inch alloys, the XSE is noticeably primed compared with the base XE. Given it’s the Touring variant, the back half is longer and boxier than the straight hatch but the front loses none of the smaller car’s sporty appearance.Inside, you get a leather trimmed steering wheel, although minus any controls, a big glass sunroof, a nice, clean clutter-free dash, plus loads of storage. There is a decent sized drawer under the front passenger seat, map pockets, stowage bins and a centre console area for drinks.Seating is a big feature in the Touring with three independent foldable, removable seats in the back, allowing for dozens of possible seating combinations to suit. When up, boot volume is 674 litres but when down it becomes a cavernous 2149 litres of space.On top of the comprehensive airbag package the Peugeot 308 Touring safety list includes anti-lock brakes with electronic brakeforce distribution, emergency brake assist and electronic stability program.The Peugeot 308 Touring starts at $31,990 and tops out at $37,990.At first glance we weren't overly keen on the shape. The rear end seemed a bit like a tacked-on boxy afterthought, not in keeping with the sharp creases and long lines of the front. But we supposed there must be the odd sacrifice when converting a hot hatch into a seven-seat family transporter.In general terms, most European car interiors smell the same, and that smell evokes thoughts of luxury, style, quality and tradition. It's something that European cars have over other non-Euro marques, and it's exactly how we felt after stepping into the 308.There was nothing too fancy or over the top inside our Peugeot but we liked that the dash layout was simple and intuitive, and that the seats were comfortable and supportive.We only had three small kids to test the second row of individual seats and they sat snugly, so we reasoned three adults may find it a bit of a squeeze. But it's the cargo area where the 308 Touring jumps to another level. With the seats up it’s already quite spacious but with all but the front seats down and flat, the area is massive. So a young family, keen on the odd road trip, will be more than pleased with this Peugeot's ability to get them there stress free.They will also reach their destination economically, with the smooth and torquey turbo diesel. Off the mark, the 308 punches swiftly. At speed a gentle tap on the throttle swooshes the car promptly, with no lag and plenty of potential.  We noticed the lack of buttons and levers on the steering wheel – there are none – and wondered why even the basic controls were missing.Obviously the car's size makes it brilliant for city driving too. Parking is a breeze and the superior suspension set-up prevents chipped teeth when failing to avoid potholes and ruts.We couldn’t find much wrong with the Peugeot 308 Touring. It won’t do for larger, older families – and the shape does take a bit of getting used to – but for starting out as a family unit, you will be hard pressed to do better than this Pug.

YOU'VE almost got to wonder, who buys all those cars? To say nothing of the SUVs and commercial jiggers.  Private owners and fleets bought almost 81,500 new vehicles last month. Of course, the usual suspects - Holden, Toyota, Mazda, Ford, Hyundai - do most business among the 50 or so brands on offer. But for every no-brainer buy there's an overlooked, if not unloved, model sitting on the lot.If you fancy a bit of vive la difference, we've unearthed some hidden treasures whose lack of popularity ought to compel the sales people to do a deal for you.Alfa Romeo 159Sales in April: 29Price:$49,990-$82,990THOUGH a non-starter in the premium sales stakes led by zer Chermans, Alfa's now five-year-old midsize sedan and wagon will be with us for another two years.Upgrades have seen it shed a bit of lard and get a six-speed automatic that works with it, as opposed to behaving like a transplanted organ the body's rejecting. Most 159s sold now are TI editions with lowered suspension and lustrous, but eminently kerbable, 19-inch alloys.Hardly the sharpest tool in the shed but, my, isn't she lovely? Gorgeous, actually.  Standard equipment levels are high, so put the acid on the dealer for a good driveaway deal.* Our choice: 2.4 JTDm auto sportwagonCitroen C5Sales in April: 16Price: $45,990-$72,990DESPITE its dashing appearance, the driving reality of this almost entirely diesel line-up can be considered exciting only if you accept boules as an extreme sport. It ain't sportif, but that's the point.What it does, in its Gallic shrugging way, is provide a classically wafty Citroen ride in a package that looks equally at home in Paris, Provence or Parramatta. The 3.0 twin turbo V6 oiler would convert an avowed petrolhead but, in Australia's Third World road conditions, isn't sufficiently superior to the 2.0-litre four potter to justify the price.* Our choice: 2.0 HDi ComfortFiat 500Sales in April: 25Price: $22,990-$33,990THING is, everyone who wants a mini 2+2 convertible goes for, well, a Mini. The irresistible new Bambino now comes with a rag top, in addition to its more stalwart though hardly less cute coupe siblings.Indeed, how much cute can you cope with? Given its level of kit and customisation options, the 500 is as much a bite-sized luxury car as a city-friendly commuting device.The current lack of an auto option in all versions across the range keeps sales to niche levels but, hey, this is a compact Italian job. Over there, even the most venerable nonna can handle a stick shift. Anecdotal evidence suggests the Fix-It-Again-Tony days are way behind Fiat.* Our choice: 1.4 Lounge manualHonda Civic HybridSales: 75-80 (since January)Price: $34,490WHILE Toyota's Prius is effectively a synonym for petrol-electric propulsion, the cheaper Honda not only looks like a car it drives like one, while returning a potential 4.6 litres per 100km. Sales are down a bit at the moment, as petrol prices are too, but an oil price spike is certain at some point. If you want a green car that doesn't make you look like Clover Moore, act soon.* Our choice: There is but oneSkoda SuperbSales in April: 6Price: From $39,990MAYBE the long Czech liftback and now wagon is just too close in essence and price to its VW Passat sibling. Maybe we don't yet "get'' big cars with small but highly efficient engines (though there's a diesel and a V6 petrol variant as well). Maybe it's a cold war hangover.Whatever it is, we're wrong. With a price realignment, the Superb offers better value, more kit, lots of space and lusher feel than the VW. It won Top Gear's luxury car of the year; the previous winner was a Rolls-Royce, for heaven's sake.* Our choice: Got to be the 1.8 turbo petrol wagon

Twin turbos are on their way out at BMW, being replaced by more economical twin-scroll single turbos. The first with the new twin-scroll engine is the 535i, which is part of the new sixth-generation 5 Series models.BMW Australia spokesman Alex Brockhoff said the twin-charger engine has no more power than the model it replaces, but it hits maximum torque of 400Nm 100rpm earlier at 1200 revs and carries it all the way through to 5000rpm. Brockhoff says the twincharger is fed exhaust air through two inlets rather than one, producing a faster-spinning and more-efficient turbo.In the 535i three-litre in-line six-cylinder with Valvetronic, it achieves a 7 per cent fuel saving of 8.4L/100km over the 540i's 10.4L/100km. CO2 emissions are down to 195g/km from 250, yet power and torque remain at 225kW and 400Nm.BMW has also increased equipment levels in the 5 Series to be higher than their competitors. However, prices are up right across the range by as much as $8000. But BMW claims that if you consider the increased standard equipment levels, there is virtually no increase and even a price decrease on the 528i compared with the previous 530i.Increased standard equipment levels include an eight-speed ZF automatic transmission, bigger wheels and heads-up display – previously a $2800 option except in high-spec models – which shows vital information on the windscreen in front of the driver so they don't have to take their eyes off the road.PRICING AND VARIANTSThe new 5 Series goes on sale here on June 3 - two weeks ahead of the US - with the petrol-engined naturally-aspirated 190kW inline-six 528i ($99,900), the 535i ($128,900) featuring the new 225kW twin-scroll turbo in-line six and the 300kW V8 550i ($178,900). They will be followed by the diesel-powered 380Nm four-cylinder 520d ($83,300) in September, and a six-cylinder diesel is expected to be added next year. The lean-burn engines available in Europe will not be imported because of the high sulphur level in Australian fuels. Touring 535i and 520d wagons are expected in October.BODY AND FIT-OUTThe sixth-generation 5 Series has been slightly stretched and has shorter overhangs front and rear giving it the longest wheelbase in its class. Cargo space remains 520 litres. A full-width front air dam, plus horizontal lines front and back provide a wider look.If the xenon headlight option is included there are LED daytime running lights included and a 'milky eyebrow' which is an attractive opaque LED lighting effect above the main headlights. Inside, there is little change except for a few extra aluminium accents while the dashboard has been tilted 7.2 degrees toward the driver.There is more aluminium in the construction, including the bonnet, doors and side panels, making its body 50kg lighter, as well as the all-aluminium suspension from the 7 Series and new 5 Series Gran Turismo. However, with all the new equipment, stiffer chassis and electronic driver aids, total weights are up between 40kg for the 1700kg 535i and 170kg for the 1830kg 550i.ENGINESThe three-litre 528i has 30kW more power and 60Nm more torque than the superseded 2.5-litre 525i but fuel economy is down from 9.4L/100km to 8 and CO2 emissions are down from 227g/km to 187. The new 535i features the three-litre in-line six-cylinder which combines Valvetronic and twin-scroll single turbocharging for a 7 per cent fuel consumption saving, while power and torque remain the same.The 550i gets TwinPower turbo in its 4.4-litre V8 to deliver 300kW (+30kW) and 600Nm, up a whopping 110Nm over the previous model. Fuel economy is down to 10.3L/10km from 10.4 and CO2 is 243g/km, previously 246.SAFETYElectronic technologies, driver aids, a stiffer chassis and pedestrian-friendly bonnet lift the crash rating from four to five stars. When impact is sensed in the front it electronically signals pyrotechnic actuators to lift the bonnet 5cm in the rear and 3cm in the front, creating a buffer from pedestrian impact with the engine block.DRIVINGThe wet roads of the twisting and bumpy Yarra Ranges of Victoria were the perfect test for the 535i models available at the national launch this week. We drove only 535i models, some fitted with four-wheel steering and the Adaptive Drive package of Dynamic Damper Control and Dynamic Drive and others without these fancy gizmos. If you can afford the $10,600 for them, go ahead and splurge as they are not gimmicks.Honda and Mazda gave up on their mechanical four-wheel steering technologies because they were expensive, complicated and heavy. Besides, no one really wanted them in sporty cars. In these long-wheelbase luxury saloons, it makes perfect sense. It is electronically controlled and adds only 10kg to the car's weight.The rear wheels move just 3 degrees, but it's visible if you are following one. It is also noticeable through the steering wheel. At slow speeds, such as hairpin corners, it pulls the nose in tight as it virtually shortens the wheelbase. At highway speed it has the eerie feeling of crabbing sideways as you change lanes. It may feel strange, but it's stable. Add in the flat-cornering and controllable ride of the Adaptive Drive package and it will handle any surface.On the wet surface, we chose normal and even comfort settings so the wheels had more time to react to quick irregularities and keep the tyres on the road for more grip. It also reduced the intervention of the stability control. However, over undulating surfaces, the comfort setting can make the car float and induce car sickness. If you can't afford the package, you will still have a saloon that handles nimbly with a more natural steering feel.Grip is still remarkable and brakes are sharp with plenty of feeling and no jerky ABS kickback, even on a wet Reefton Spur. Tyre noise is higher than you would expect in a car of this calibre, but the twin-scroll turbo engine is refined, powerful, responsive and quiet. At 'full noise' there is only the most polite muted induction and exhaust roar. The surround view takes some getting used to as does that overly complicated transmission knob.Seats are comfortable, if a little slippery with high lateral G forces. After a dash across the Spur, I had a raw back from sliding sideways and sore knees from bracing myself against the door skin and centre console.Strap in tight. It's a wild ride, yet tamed by innovative electronics.

An American study has revealed potholes cost motorists about $335 a year in suspension repairs.  But what about all those speed bumps in suburban streets and shopping centres? I'm sure they must wear out your car's suspension.In fact, someone should start a class action against local councils claiming back suspension repairs for the damage done by these insidious bits of Super Nanny nonsense.  If I lived on a busy street, the last thing I would want in front of my house would be a speed hump.Think of it: Cars and trucks slowing down, going down the gears, screeching to a halt, some scraping as they go over the bump and then accelerating loudly away up through the gears.  And then there are the hoons that like to use them to launch their cars and the drunk drivers who hit them too hard and leave behind their bumper bars and some sump oil.  I'd never get any sleep if I lived near one.Yet there are still people out there who want them - although "not in front of my house". It's a derivation of that much-hated NIMBY syndrome.  Apart from the noise speed bumps cause residents and the damage they no doubt do to your suspension, what about the extra wear and tear on brakes and the extra fuel you burn up?Then there is the indisputable fact that speed bumps are the biggest cause of the proliferation of large four-wheel-drive vehicles in suburbia that are used solely for picking up the kids from school and never get their tyres dirty.  Motorists have worked out that big SUVs are great for suburbia because their long-travel suspension and high clearance means they can hit speed bumps at a generous speed without having to slow down.That alone should be enough to have the greenies and therefore the politicians clammering to ban the omnipresent obstacles.  Which brings me neatly to the BMW 320d Executive Touring I have been testing on our suburban obstacle course.This streamlined wagon is actually the perfect remedy for speed bumps and a better option for soccer mums than a big fuel-burning SUV.  Runflat tyres aside, BMW has created the perfect ride for our potholed and speed-bumped streets. Their brilliant suspension engineers have perfectly tuned this car to be able to hit these obstacles at a reasonable speed without jolting the hot coffee out of the precariously dashboard-mounted cup holders.  The secret is to hit them while accelerating. Too many people jam on the brakes, compressing the suspension and dropping the nose of the car. This lowers the clearance and inhibits the ability of the suspension to soak up the bump.The 320d rides beautifully over these obstacles if you get all your braking out of the way first, then actually accelerate over the bump. This slightly lifts the nose and extends the suspension to full unsagged height for maximum impact absorption.  Shame the runflat tyres can't handle the smaller and sharper hits on the road such as small stones, squashed Coke cans and road joins.While the brilliant double-joint spring-strut front axle and five-link rear suspension absorbs the big hits and helps the car hold the road like a much slimmer sportscar, it can't negate the runflat tyre's inability to deal with the smaller surface irregularities.  And then there's that cup holder problem.There is no cup holder in the centre console, so the driver has to store his or her burning-hot latte in the spring-out holder that sits just above the right knee of the front-seat passenger.  At least if an obstacle does cause some hot coffee to spill, it won't burn the driver and cause an accident.But that's it for the criticism of this ideal small suburban family wagon.  The 320d is the only diesel in the 3 series wagon range and it's a pearler.It goes, stops, steers and handles almost like a sportscar, it has generous room in front and back for five adults, a reasonable cargo area with a flat floor and it's frugal on fuel.  And despite being a wagon, it is actually very sleek and sexy.  Just watch your coffee on those speed bumps.BMW 320d Executive TouringPrice: $61,500Body: 5-seater wagonEngine: 1995cc, 4-cylinder turbo dieselPower: 130kW @ 4000rpmTorque: 350Nm from 1750-3000rpmEconomy: 5.9L/100km (tested)CO2: 146g/kmTransmission: 6-speed autoKerb weight: 1520kgTyres: 205/55 R 16 (runflats)

Something went wrong between a good idea and the BMW X1 parked in the Carsguide driveway.The newest member of the X-car family looks right, and the idea is right, but when you get behind the wheel it lags behind the Subaru Outback which first got the world going down the compact all-wheel drive wagon trail. It's a surprise, because BMW's X5 has been the premium SUV pace-setter since the first car arrived a decade ago, and the baby 1 Series - which provides the base for the X1 - is a pocket rocket and a Carsguide favourite.What lets the X1 down? It's something about the packaging, something about the cabin quality against the price, and something about the dynamics of the chassis and the response of the two-litre turbodiesel engine. Don't get me wrong, the X1 is a sure-fire showroom winner in Australia, but that will be more about the badge and yummy mummies in trendy suburbs than the quality of the basic design and engineering. Is this harsh? Yes. Could I be wrong? Perhaps.But I jumped straight from the X1 into a diesel-engined Outback and found the Subaru ticked more of the boxes, despite a body shape which is way, way behind the BMW on style and impact. The Japanese car is roomier, the engine is quieter, and the Subaru has a starting price of $37,990 against $56,800 for the German contender, at least until the rear-drive model lands from $45,700. Don't forget the X1 also needs to be rated against a classier crew led by the Volvo XC60, Audi Q5 and even the Volkswagen Tiguan.But back to the X1 story. The car comes as BMW stretches every one of its basic models into new shapes and customer groups, moving the 1 Series customer success story on with a high-riding wagon that taps into the worldwide demand for compact cars that tick all the boxes.It has all-wheel drive to boost excellent basic safety, a higher roof and bigger tail for more cabin and luggage space, and a Steve Irwin edge to the styling intended to hint at an ability to conquer the outback.BMW Australia has gone turbodiesel on the engine front, with 2.0 single turbo and 2.3-litre twin turbo, and the X1 comes with the usual fruit including alloy wheels, aircon, cruise control with a brake function, rear parking radar, and Bluetooth, as well as six airbags, anti-skid brakes and stability/traction/hill descent controls.The biggest change from the 1 Series is a wheelbase that can optimise the length of the 3 Series sedan, which means plenty of space in the high-set cabin."The youthful, versatile and efficient BMW X1 broadens the attraction of our very successful X family and will appeal to young urban customers with an active and varied lifestyle," says the boss of BMW Australia, Stavros Yallouridis.DRIVING Paul GoverThe X1 will be a winner and nothing I say or write will change that. It's the same as the X6, which I have always believed is the answer to a question no-one asked, yet continues to crank out big showroom numbers. The X1 looks great and the idea is spot-on for today, as Subaru continues to show with the Forester and Outback. But the X1 is noisy and unrefined in some areas, not particularly quick, and the cabin quality is down a bit on BMW's usual standards. As a drive, it feels wonky and wobbly. Not just compared with an X1 five-door hatch, but those Subarus and serious showroom rivals led by the XC60 and Tiguan.But there is good stuff. The cabin feels roomy, there is plenty of flexibility in the back end, and I know the X1 will take owners with X-drive confidence to the beach or the snow or the other places Gen-X families and singles like to go. The pricing is also pretty good until you dig deeply into the list of extra equipment, but that's a BMW trap that runs right through the range.But I cannot help criticising the 2-litre single turbodiesel engine, which is very noisy at idle and needs to be stirred to give its best. In combination with a notchy six-speed manual gearbox, this can be tough. The engine would work much better with an automatic, which is how most will be sold in Australia, but I'm not a fan yet.It's the same with the handling. The car has a smooth ride and is quiet for the class, but push it into a corner - even at speeds well below 1-Series pace - and it feels wonky, unresponsive and lacking grip. But I know BMW can do it because the X5 and X6 are class leaders.So I'm stepping away from the X1 with questions and doubts. Perhaps more time and an automatic gearbox, or the punchier but costlier 23d TwinPower turbodiesel or the rear-drive petrol X1 in June, can win me over. Right now, though, it's not a car I will recommend.SHE SAYS Alison WardWhen I saw the BMW X1 on display at the local shopping centre, I couldn't wait to drive it. I've owned Beemas in the past and love the brand, but this car lacks the Beemaliciousness I expect. It's a disappointing car and falls short, for me, in many ways. I feel this new model wasn't an upgrade or a new design - like seeing a comedy show twice, when you laugh the first time but the jokes run thin on the second viewing.The exterior promises a sporty, fun and roomy car, but the engine rattles like Flo - the tractor of my childhood - and unlike the bigger X cars lacks agility and steering response. I really like the fuel saving stop-start system, which is a great feature and works really well. The interior is standard BMW stuff and a bit too plastic in some places. I also question the value.Practically, the X1 is ok. It can fit a pram. It can fit (just) my giant baby bag, the dogs, the kid and my mum. But what the X1 cannot fit is my expectation for a car that promises so much - but then fails to deliver.THE BOTTOM LINE: Where did the love go in the X-car family?RIVALSVolkswagen Tiguan 2.0 TDI: 82/100 (from $36,690)Audi Q5 2.0 TDI: 80/100 (from $60,500)Volvo XC60 D5: 84/100 (from $58,950)Skoda Octavia Scout 2.0 TDI: 77/100 (from $39,490)

Buoyed by the success of the Carsguide Car of the Year award for the Golf, Volkswagen Australia has taken a big punt and added a wagon to the lineup.  Although the playing in a segment with few direct rivals, Volkswagen Australia managing director, Anke Koeckler, believes the Golf wagon will find a following.However, she is naturally cautious about sales numbers.  "It is a ‘taste it and see’ type of car," she says.  "But we're confident it will do well."Koeckler is mindful too that smaller families might visit a showroom to look at a Golf hatch and walk out with a wagon.   Small wagons have never been big sellers locally but Koeckler believes this could change.  "In Europe they are very popular," she says.Price and marketWith the Toyota Corolla no longer competing in the small wagon segment, the Golf wagon can count its direct prestige rival as the Peugeot 308, with the lower cost Hyundai i30CW nipping around the edges.  Just like the Golf hatch, the wagon approaches its duties with that German thoroughness in design detail and engineering with a price of $33,990 – a handy premium of just $2000 over the hatch.Fit-out and equipmentThe chrome-ringed flip-out shopping bag holders reek quality and the nifty secret hideaway under the luggage cover has enough room for a laptop and other valuables.  The regular shape of the luggage area and fold-flat floor can swallow a fair amount of gear.The wagon is built on the same platform and engines and has the same 2574mm wheelbase.  In keeping with its extra duties though, the wagon is 432mm longer than the hatch - most of it at the back - and 45mm higher.  This translates into a respectable load area with plenty of room for small families.With the rear seats up there is 505 litres of space under the luggage cover. Folded flat this expands to 1495 litres. By comparison, the Peugeot 308 wagon has 674 litres with the seats up and 2149 litres with the seats down.For added safety there is a sturdy cargo net. A red indicator pops up on the seatbacks if they are not properly secured.  Our wagon came with some tasty extras like the $3000 satellite navigation system, $270 media device interface, $3300 leather seats, $400 foglights, $2000 panoramic glass sunroof and $1400 park assist.But you do not need to load this car up with creature comforts to appreciate the German engineering.Engine and gearboxBoth share their 1.6 and 2.0-litre turbo-diesels and high-tech 1.4-litre TSI petrol engines.  In the wagon a seven-speed DSG gearbox is standard on the 118 TSI Comfortline with a six-speed DSG on the 103 TDI Comfortline.  The Trendline models make do with five and six-speed manuals and optional seven-speed DSG gearboxes.DrivingThe Golf 118 TSI wagon combines a solid reputation with sparkling performance.  It might also be small in stature but it is practical where it counts - out back.  The wagon arrived on the carsGuide test fleet just as several friends went of a furniture buying spree.It was pressed into service to carry irregularly shaped Ikea flat-pack furniture and even a few bags of mulch. Everything was swallowed easily with the cargo net and luggage tie-downs keeping things snug.  If you have drive the 1.4-litre hatch the wagon will be no surprise.As we've said before the Golf's diminutive four cylinder has a big heart.  VW has wisely not put any "1.4" badges on the car because in reality, this 1.4 behaves like a spirited 2.0-litre.The wagon is quick off the line. The sweet revving engine spins eagerly and the seven-speed DSG, standard on the Comfortline, is well matched to the engine.  Although dual-clutch gearboxes have come a long way, the Golf's still has some lag when moving away from the traffic lights. It was a little hesitant but much better than past DSGs. But once it decides to engage, the perky engine performs.  Beyond 1700 revs the car slingshots forward, perhaps a little too eagerly, chirping the tyres even with modest pressure on the accelerator.  At highway speeds the 1.4 is very efficient, getting 5.5 litres/100km. There is a surprising amount of urge from 80km/h upwards for overtaking.The peppy performance is not at the expense of ride or handling. The wagon behaves like the hatch and that's a good thing.  However, there is some road noise over harsher bitumen but it is noticeably free of the drumming associated with big-boxy wagons.VW has added an acoustic windscreen to help subdue wind and engine noise up front but even back seat passengers will appreciate the rustle-free cabin.  Its Euro credibility will not be lost on inner city buyers who value function over form.It may not have the seating versatility of the Peugeot wagon but the build quality and superior dynamics push it past the post.  The Golf wagon is proof that practical family duties can sit well with driving pleasure.THE BOTTOM LINE: A more practical Golf with room for more.Score 82/100Volkswagen Golf 118 TSI wagonPrice: $33,990Engine: 1.4-litre turbocharged four-cylinderPower: 118kW at 5900 revsTorque: 240Nm from 1750 revsTransmission: Seven-speed DSG automaticEeconomy: 6.3/100km combinedEmissions: 148g/kmRivalsPeugeot 308 1.6 HDI Touring: 81/100 (from $35,447)Hyundai i30 2.0 Sportwagon: 78/100 (from $29,990)Skoda Octavia 1.8 TSI DSG wagon: 80/100 ($35,290)Subaru Liberty 2.5i CVT wagon: 83/100 ($37,990)

The first generation Mazda 6 was launched in 2002, the second in 2008 and it is due for a third generation about 2012, so the current update is basically a tart-up to maintain buyer interest.Outside it gets larger Pikachu-style headlights, matching “eyes” underneath for the foglamps and brake cooling duct, a larger Mazda “M” on the grille and some models get new wheel designs and LEDs in the rear taillights. Inside, there is piano-black gloss finish, a sunglasses holder, a host of chrome plating, more features such as Bluetooth connectivity for phone and iPod in some models, and a new vinyl trim.Mazda Australian national marketing manager Alistair Doak says the vinyl trim has “more dimples, but they’re shallower” to give the car a more upmarket feel. Under the skin there are steering and suspension adjustments that improve ride, handling, noise and vibration.The 2.5-litre petrol is also quieter thanks to a more rigid block. Power, economy and emissions are unchanged. The updated diesel arrives next month with a smaller turbo that sacrifices 4kW of top-end power for a quicker response and more midrange power. It also has marginally better fuel economy and emissions.However, Mazda still doesn’t have an automatic transmission for the diesel models. Doak believes an automatic diesel model will not be available until the next generation.He expects to sell 680 Mazda6 models a month with the hatch representing half of those sales, the sedan 30 per cent and the wagon 20 per cent.  Prices have been reduced as much as $935 on the base model manual ($27,310).“And that’s on top of the import duty savings we passed on from late last year,” Doak says. “And remember, Mazda doesn’t charge extra for mica or metallic paint, even though metallic white is painfully expensive.”Mazda6 has been the second-top seller to Toyota Camry in the medium car segment until recently when it was overtaken by the new Subaru Liberty. “We have been running down supply pending the new model and they have just launched a new model,” he explains. “But among private buyers, Mazda6 is still the top seller. We don’t chase fleet sales.”Two new safety features for the Mazda6 are adaptive headlights that swivel with the steering to illuminate a corner and hill launch assist to prevent the vehicle rolling back on hill starts.Mazda also now offers a factory fit satellite navigation system on some models. It costs a whopping $2800, but Doak says it includes touch screen and voice activation. It comes in a choice of eight body colours with mica and metallic paint offered at no extra cost.The improved level of features brings the updated Mazda6 up to par with the Liberty, while the improved engineering refinements lift the ride comfort and cabin noise closer to Camry levels. The exterior certainly looks smarter and sexier, while the interior trim updates give it a more prestigious feel.It features a new centre LCD display that contains a host of information such as ambient temperature, fuel economy, time and climate air readouts that you can toggle through via a button on the steering wheel.The display is a bit crowded and confusing and the red-on-black letters and numbers can be a little difficult to see in broad daylight. The steering now feels more natural with less sensitive twitch at high speeds, the brakes still feel a little spongy while the clutch and gearshift are light and buttery, yet precise.

Like people, cars sometimes go through a mid-life crisis that sparks extreme changes. But for the Mazda6 – which is about halfway through its second generation – it seems to be less crisis and more just a case of mild angst.It’s more an evolution than a revolution, with main changes being the adoption of the Mazda face already seen on the CX-7 and Mazda3, upgrades to trim, and the arrival of a leather-clad fit-out for the wagon.But it’s not all cosmetic. There are improvements to the fuel economy, and the steering and suspension have been revised to give better stability, feel and ride comfort.When it first arrived here in 2002, the Mazda6 zoom-zoomed the badge’s sales and helped lift its profile.While sales have long fallen back from their best month of more than a 1000, the medium-sized sedan, hatch and wagon have held fairly strongly in the private sector, and Mazda hopes to see around 700 of them move per month with the new arrival.There is different grille treatment – with a larger badge -- to set the top spec versions apart, but basically the dynamic lines of the ‘Nagare’ design that is spreading across the Mazda stable have been blended into the 6’s nose.There’s extra visual spark from strong character lines and sharply angled light clusters, but the excitement dilutes a bit by the time you get round to the rear of all three bodies.But those who opt for the new 17-in and 18-in wheels won’t be disappointed, with the larger choice particularly looking sharp and expensive.Mazda has revised the trim choices and materials – even talking up a different dimple pattern for the primary plastics – but says they’ve also made the gauges and centre display easier to read. However the red digital read-out is still cramped on the narrow horizontal screen, and it takes your eyes off the road for a little too long until you become familiar with it.Standard equipment starts with the usuals at Limited spec level, but includes cruise control, audio auxiliary jack, tilt and reach steering column and a comprehensive safety fit-out, with front, side and curtain airbags, anti-skid brakes with brake assist and brakeforce distribution for emergencies, stability and traction control, and hill start assist on the manual versions.From the next level and further up you start adding in Bluetooth, CD stacker, rain-sensing wipers, leather, dual-zone airconditioning and similar goodies.Both the petrol and diesel drivetrains carry over from the outgoing model, with some refinements. While it’s still some weeks away from our shores and wasn’t available at the launch, the manual-only 2.2-litre four-cylinder common-rail diesel has a smaller turbocharger, which reduces turbo inertia to improve both engine response and fuel economy.It’s dropped the power 4kW to 132kw at 3500 revs, but Mazda says there’s no loss in performance and that there’s been an improvement in mid-range power ‘where most people live’ – most notably in the 80-120km/h area used for overtaking. Fuel economy has improved 0.1L/100km on the wagon, which joins the hatch at 5.9L/100km, while a revised exhaust system has brought emissions to 154g/km and tweaking at low engine temperatures has reduced engine knock. And it still has a whopping 400Nm of torque, which leads the class.The 2.5-litre four-cylinder petrol unit has unchanged outputs, developing 125kW of power at 6000rpm and 226Nm of torque at 4000rpm. And it’s mated to the same six-speed manual or a five-speed automatic transmission. However a number of revisions have resulted in fuel consumption also dropping 0.1l/100km with the manual box, now starting from 8.3L/100km depending on body type, with the auto coming in at for 8.7L/100km.The first thing that struck us in the new Mazda6 cabin was how quiet it was. Despite there being some noticeable tyre noise over rough-chip bitumen, the interior was hushed enough to speak in low voices.But that changes when you start using either the manual shifter – or the manual side of the automatic – to punt the little car up hills and around trucks.The 2.5-litre petrol engine we tested certainly still makes its presence felt to your ears. But it takes a bit of effort to have it make an impact on some of the harder tasks. It muttered a little when we tried to encourage it up a steep slope, and we couldn’t help wonder how it would fare it joined by another pair of adults.While a five-speed is starting to look a bit under-slotted these days, the auto box is smooth and easy to use. But it was the little manual we warmed to, with its tractable shifts and happy little snicking feel. Most people won’t be happy to deal with it in stop-start traffic, but outside town on our test drive it added a bit of fun to the day.We aimed at a few potholes to test out the suspension improvements and came away impressed at its compliancy, but still able to get it through corners without any sense of marshmallow. And the promised improvement in steering feel has resulted in a ‘not too heavy, not too light’ middle ground that is expected in the medium car segment.And that middle ground sums up most aspects of the Mazda6 – and admittedly all its rivals in the segment. They’re inoffensive and pleasant. And they’re meant to be exactly that. Noice. But at least the 6, with its new styling, looks a little edgy.