European

But the new model on the Golf 7 package provides more headroom and a high-rider seat position that could work with older people who are reluctant to go all the way into an SUV.Look for the Plus at the Frankfurt Show in just over a fortnight. 

The A45 is the AMG brand’s greatest departure to date from its roots of high performance rear-wheel drive sedans with big-capacity V8 and V12s.Over the past decade, the three-letter badge from Affalterbach has appeared on all sorts of hot Benzes; with stonking performance and ‘that’ trademark exhaust growl available in anything from coupes to convertibles, wagons and SUVs. With the arrival of the new A45 from September, it can add the hottest of hot hatches to its impressive repertoire.Despite being based on the humble A-Class small hatch, the all-wheel drive A45 promises supercar levels of performance, garnished by Mercedes’ boast that its 2.0 litre turbocharged engine is the most powerful four cylinder unit currently in series production.This may be half the average AMG cylinder count, but the A45 also more than halves the AMG price of entry, and delivers efficiency to prove the AMG formula can be successfully morphed for the future. VALUECompared to the current AMG-entry C63 sedan’s $154,900, the $74,900 A45 AMG looks like a performance bargain. The A45’s claimed 0-100km/h figure of 4.6 seconds is just two tenths behind its 6.2 litre V8-equipped sibling, and their standard spec lists and interior packaging are surprisingly comparable.Against more realistic rivals like the $64,900 BMW M135i or the segment stalwarts $59,990 Subaru WRX STi or the $56,990 Mitsubishi Lancer Evolution, the A45’s bargain status does diminish, but none can match the A45 for performance, freshness of design or spec.The A45’s list of standard features includes a panoramic glass sunroof, seven inch multimedia screen, with satnav, 10GB hard-drive and internet capability, plus 12 speaker Harmon Kardon audio, dual-zone climate control and heated seats with memory adjustment. The only remaining options are ($490) blackened wheels, ($1990) 20% stiffer coil springs, a ($1990) aero package, and a spacesaver wheel to expand on the standard puncture kit. DESIGNIn isolation, the A45 with its standard 19-inch wheels looks every bit an AMG tearaway, but alongside the already hot but non-AMG A250 Sport, there’s little visual differentiation aside from wheels and badging, extra black detailing, a unique grille and trapezoidal exhaust outlets.For those wishing to shout their AMG status from a greater distance, there is the Aerodynamics Package fitted to our test car adds black ailerons and a larger front splitter to the front apron, and a boisterous wing to the hatch.The interior is unmistakably AMG, with red highlights against perforated leather and trim, aluminium and carbon-look details, specific sports seats, and numerous AMG logos. The instrument cluster also includes a lap-timer, which is controlled by the steering wheel’s audio controls. German austerity this isn’t, but it suits the A45’s hardcore performance overtones.The only concession to practicality is the loss of lesser A-Class’s front under-seat storage in favour of a lower seating position, but a useful 341L/1157L cargo area remains in the rear. ENGINE AND TRANSMISSIONThe A45’s top-dog petrol 2.0 litre punches out 265kW and 450Nm, with the latter on tap between 2250-5000rpm thanks to a flexible twin-scroll turbocharger. The highly-strung unit is kept reliable with the finite control of piezo direct-injection, plus the added strength of a forged crankshaft and pistons. Like AMG’s bigger engines, each A45 powerplant is hand-assembled by a sole engine builder.All A45s come with a seven-speed Speedshift dual-clutch auto transmission, which incorporates an aggressive sport mode for rapid-fire shifting and launch control to show off that 4.6 second 0-100 figure. Despite all this caged mechanical lunacy, the A45 uses standard start/stop to return an amazing 6.9l/100km official combined fuel figure – less than a base model Toyota Corolla.SAFETYThe A45 builds on the lesser A-Class model’s five star safety rating, with three stage stability control offering three choices of safety net, plus Distronic Plus active cruise control, blind-spot and lane-keeping assist.DRIVINGOur drive route included a stint at the Phillip Island race circuit, with the notorious circuit’s combination of high speeds and undulating bends ideal for showcasing the little AMG’s capabilities. Using the integrated launch mode, the A45 rockets off the line, with the standard sports exhaust barking a proper worked-four snarl, with aggressive pops on heavy throttle gearchanges and lift-off.From 0-100km/h, the A45 will (just) beat an Audi RS4, so it’s capable of shaming some highly respected names. We saw 230km/h at the end of the main straight, and it was still climbing steadily toward the A45’s 270km’h speed limiter.The A45’s transmission snaps through the gears as only a twin-clutcher can. Left in Sport mode, it will downshift satisfyingly under heavy brakes. At first the transmission’s willingness to downshift can seem a bit timid, but is tuned to keep revs within the engine’s 2250-5000 torque band. There are paddle shifters behind the wheel, but we found the intelligence of Sport-automatic well up to the task of track work.The 350mm front/330mm rear steel stoppers reeled in the 1555kg A45 lap after lap without complaint, and the 235-section Dunlop Sport Maxx RTs on all corners gripped amazingly through The Island’s slower corners. The A45’s focused chassis is a huge leap above any other A-Class, with a specific four-link rear end and heavily revised front  suspension keeping the little hatch planted, with little roll and plenty of travel for swallowing bumps.The A45’s Haldex all-wheel drive system sends up to 50 per cent of drive to the rear wheels when needed, which means that the huge task of delivering power to the ground is generally left up to the front wheels. However, torque steer amazingly near-absent and the weighting and feel of the electric-assistance is a surprising delight. The flat top and bottomed leather and alcantara wheel is a lovely thing to look at and grip, but feels a bit like a 50 cent piece during heavy twirling. The A45’s sports seats are well up to the cornering forces of the track, and remained comfortable for this real-world human.While the big rear-wheel drive AMG’s are known for their tail-wagging track antics, the A45 just picks up its skirt and rockets out of corners. This safe and predictable power delivery is more like a scaled-down Audi RS or Nissan GT-R, and it’s a better real-world car for it. Left in Comfort mode on some real-world rural roads, the A45 winds back its raucous nature with softer gearshifts and the active exhaust no longer cracks and burbles. It still makes a nice rasp, and the ride is sharp but liveable over rural surface irregularities. The A45 is always a hot hatch, but it’s only an aggro beast when you want it to be.VERDICTFor the first four cylinder AMG model, Mercedes-Benz has certainly gone about it the right way. The A45’s price is sure to introduce the AMG brand to many, and it delivers easily accessed and stonking performance. The fact that it all comes wrapped within a practical five-door hatch body only sweetens the deal.Mercedes-Benz A45 AMGPrice: from $74,900Engine: 2.0-litre 4-cylinder turbo; 265kW/450NmTransmission: 7-speed auto, all-wheel-driveThirst: 6.9L/100km

There are Porsches -- and then there is the Porsche 911 Turbo, the pinnacle of the performance-car maker’s line-up. With a drive-away price of close to $500,000 for one with all the trimmings you could be forgiven for scoffing at such an automotive indulgence from such a tall poppy.It’s one of the best cars I’ve ever driven, the best of its breed and I’m genuinely sad that I will never be able to afford one. It quite simply is an epic car -- and deserving of all its hype and glory. 

It's likely to have a smoother nose with a boost to the cabin, perhaps picking up some directions from the recent revisions to the 2014 Panamera.

BMW introduced the current generation Z4 quite a few years ago now and they have moved to keep the Z4 pot boiling with a Gen II version of the classically styled two seater.Kick off point for the latest line-up is the Z4 sDrive20i at $79,900, with extra features adding up to as much as $9000 additional value compared with the previous Z4. The updated version now features an eight speed automatic transmission with paddle shift as standard in the two four cylinder variants along with launch control.Also included this time around is BMW’s ConnectedDrive system that is filtering through the entire BMW line-up featuring an 8.8-inch hi-res screen. It networks features such as the internet, music interface with a smart phone, telephony, voice control and navigation among other things.The optional packages, give a different take on Z4 ranging from classy to lairy and sporty. Possibly the most popular will be the M Sport with 18-inch light-alloy wheels and an aerodynamics package with large air intakes in the front and a rear bumper inlay painted Anthracite metallic. Something similarly sporty applies inside. The brutally quick Z4 sDrive35is has a version of the M Sport package as standard -- with 19-inch alloys.Drivers will no doubt appreciate the standard-fitted Driving Experience Control to select a configuration to suit the situation at hand and satisfy personal preferences. COMFORT, SPORT and SPORT+ modes can all be called up using the rocker switch on the centre console. As well as adjusting the responses of the engine and DSC stability system, the different modes also alter the shift characteristics of the automatic gearbox, the responses of the Servotronic function and the mapping of the electronically controlled dampers, if these items are specified. These modes allow the driver to choose from a selection of distinctive and clearly differentiated set-ups for the car. Other items of equipment fitted as standard are xenon headlights, air conditioning, a heated glass rear window, the Soft Close Automatic function for the boot lid and run flat tyres with a run-flat indicator.The new Z4 is slightly tweaked externally and cosmetically inside and is a hardtop-only these days, with a two piece lid that takes a scant 19 seconds to deploy at speeds up to about 40kmh. You’d be hard pressed to pick the exterior changes but Z4 has reshaped headlights with a reflective strip along the top edge, family bixenon headlights with white LED corona ring driving lights and an elongated kidney grille.A variety of paint finishes includes a stunning metallic orange called Valencia Orange and a number of interior packages are available to virtually customise the car's passenger compartment including Traction, Balance and M Sport.The three model local range consists of the Z4 sDrive20i, Z4 sDrive28i and the Z4 sDrive35is, all petrol turbos with four cylinders for the first two and a 3.0-litre straight six twin turbo in the latter. The 20i is good for 135kW/270Nm, a 6.9 second 0-100kmh sprint and 6.8-litres/100km.The 28i (same engine in different state of tune) is good for 180kW/350Nm, 5.5-seconds and 6.8-litres/100km. The fabulous 35is is good for 250kW/450Nm (500 on over boost), 4.8 seconds and 9.0-litres/100km. All pass EU6 emissions regulations and feature TwinPower technology _ direct injection, variable valve timing and lift and twin scroll turbocharging on the four bangers.We drove all three variants in sunny Queensland and to be honest, would be entirely satisfied with the entry 20i model. It has superb dynamics and plenty of punch for those legendary mountain road drives on a crisp Sunday morning. No matter which dynamic system you single out, the Z4 will not be found lacking.The 28 is a quicker and more engaging device because it has a lot more mumbo under the bonnet and is probably going to be the biggest seller. The 35i is a Boxster competitor with the required exhaust not and brutal acceleration but you have to concentrate harder as a result which can detract from the drive. The car looks sensational and we really liked the Traction package fitted to one drive car complete with orange leather inserts in the seats and dash.In terms of performance, the Z4 was and always has been a crackin' good drive regardless of the engine or transmission. High levels of driver engagement and sharp responses have been a hallmark of the model since way back.

Peugeot's Audi TT clone, the RCZ has been rejuvenated with a new look and slight spec' adjustment and remains an eminently desirable car to own, drive and look at.PRICEAvailable in 1.6 turbo petrol manual and auto, and a 2.0-litre turbo diesel all for the one price of $58,990, the sexy Pug undercuts Audi's entry TT 1.8 coupe by some $6500.Better still is the fact that there are no options or option packs to gouge your wallet. It's the way cars should be sold - fully equipped and that's it.The 'new' one has a more aggressive look to its face and flanks due to a new grille and bumper, selective use of highlight paints and matt black roof arches instead of a bright aluminium finish.It scores a set of striking 19-inch alloys, LED driving lights, active bixenon headlights with remote height adjustment and pop-up satnav inside. Other than that's it's pretty much the same as before.Interior decor is to luxury sports level with leather, a flat bottom wheel, multiple wheel controls by satellite stalks and a classy dash design with easy to use buttons and a premium audio system. The active rear spoiler remains as does the double bubble roof and rear glass.ENGINE AND TECHNOLOGYWe got hold of the manual 1.6-litre turbo petrol with 147kW/275Nm output. The same engine is used in numerous vehicles from Peugeot, BMW and Mini. It's one of the best small capacity four cylinder petrol units around right now offering strong, flexible performance, reasonably good fuel economy at 6.9-litres/100km and super smooth running. But we can't figure out why the six-speed auto is down tuned to a measly 115kW.Driver assist features include front and rear park assist, hill hold, cruise control with speed limiter, speed sensing power steering, electric seat adjust and auto headlights and wipers. None of the latest 'interventionist' driver assist functions are available such as lane keeping, radar cruise and auto brake. Safety is five star with all that entails - air bags, stability control and so forth.DRIVINGWe took the RCZ for a good long drive over a week and really enjoyed the experience. It is a glamorous looking thing, better this time around though we still like the arcing silver roof rails on the first model.The engine is a pearl, not super powerful but with enough get go to put a smile on your face.The manual change is sweet and the car's drive feel the same - sweeeeet. It has a pleasing exhaust burble but is quiet on a steady throttle. There are seats for four inside though you'd want to be of small stature to get into the rear ones. In the front seats, the RCZ is sumptuous.Dynamics are sharp and controlled. It sits flat as a tack no matter how fast you push through corners and the steering tells you precisely what's going on up front. Ride quality is near perfect - not too firm, not too soft.VERDICTWe really like the RCZ and don't really know why more haven't been sold. They are simply not on the radar.  That may change when the RCZ-R arrives here later this year with a potent 200kW engine up front. Can't wait.

It's the car world's equivalent to a returning messiah but the latest Golf still carries dents from recent wars. There's no doubt that Volkswagen is shaken, not stirred, as quality issues with its seven-speed DSG transmission and engine breakdowns rattle owners and quietly amuse rival carmakers.It says the issues are behind it. It launches the seventh-generation Golf to an Australian small-car market that is very astute with buyers aware that there's 30 other name plates from which to choose.The market has also twisted its focus from fuel-saving diesels - a Volkswagen hallmark - to recognising a new breed of petrol engines that are almost as economical, more convenient to refuel and cheaper to buy. The Golf is a new car for a new age.VALUEVolkswagen has aggressively priced its cars over the past five years to such an extent that in Australia it almost mirrors pricing of its discount sister, Skoda. Golf Gen-7 prices start at $21,490 but that model is a bit bare and you'd be happier with the features of the Highline automatic range at $31,990 for the 103TSI petrol and $34,490 for the 110TDI diesel tested here.Choose diesel for long-distance range but for most of us, the 103TSI will save $2500 in purchase price and cost only $55 a year extra in fuel (based on averages). The diesel costs $876 to service for three years and the petrol is $931. Resale values are identical at a high 58 per cent.DESIGNCrisper, neater and oddly not too far departed from the previous Golf's style, the latest is both attractive and purposeful. No wasted line, no extraneous metal or plastic. Better, it won't tend to date. The cabin is even better.Electric park brake, lots of personal storage - including a driver-side glovebox and underseat drawers - add to the liberal passenger room and reasonable 380-litre boot (Mazda3 is 340). Soft-touch dash, piano-black and metal trim, instrument and switch clarity, the touchscreen and high-resolution reverse camera plus superb build quality put it into Audi territory.TECHNOLOGYThe platform is Volkswagen Group's MQB version designed to suit all its front-wheel drive cars. The chassis is lighter, stronger and cheaper to make. Engines are tweaked for more fuel economy and Volkswagen says the latest DSG transmissions won't have the same problems as previous versions. There's more focus on driver-focussed tools - sat-nav, smartphone integration and voice control - but nothing is complex or excessive. Golf models also get an Eco Tip function to help drivers save on fuel.SAFETYThe five-star car has seven airbags and a host of electronic aids. Aside from stability and traction control, all new Golfs get the GTI models' upmarket electronic limited-slip differential. The Highline adds daytime running lights, corner lights, auto headlights and wipers, emergency brake flashing, driver fatigue detection, hill holder, tyre pressure monitor, heated mirrors that dip when reversing, front and rear park sensors, reverse camera and a space-saver spare wheel.DRIVINGThis is so quiet. The engine is suitably muted but the cocoon-like cabin dismisses road noise like a luxury saloon. Everything feels tight and gauges are clean and simple while controls move positively and crisply into action. It reeks of attention to detail.The drivetrain is familiar and noted by the hesitancy of the diesel engine to arouse the six-speed dual-clutch automatic, the confident pull of the strong mid-range torque and the abrupt upshifting as that same torque seeks to save fuel flow to the engine.Handling is spot on and a credit to how good an electric-assist steering system can get. The ride isn't as firm as previous Golfs yet its suppleness doesn't upset the handling's fun factor. But I'm still not a fan of those awkward moments when the engine is called on for power and it's found sleeping with the transmission - a period of lag that gets very annoying.VERDICTHard to compare this to price-like rivals when the Golf is such a great drive. The diesel's love-hate relationship with the DSG means drivers must learn to be patient. Overall, the 103TSI petrol version may be better value.

A few months ago we had the pleasure of driving the latest versions of the new Mercedes-Benz E-Class cabriolet and coupe in their home country of Germany as part of the international launch. Now the cars have reached Australia and we’ve had a chance to test them under local conditions.DESIGNThough the profile of the just superseded E-Class cabriolet and coupe was very good, the frontal styling was overly complex, with numerous shut-lines at the front interfering with the otherwise smooth shape. The new look is significantly neater and more attractive. Indeed, so great is the alteration to the appearance that it’s hard to believe the bonnet and front guards remain as before.  Cleverly, the appearance changes haven’t interfered with the impressively low coefficient of drag of 0.24.Inside, the latest E-Class cabriolet and coupe retain the same overall design theme as before, with the exception of a reworking of the central area of the dash. Changes to the colours and finish of the materials give the cabin a different look as well.ENGINESThe biggest news in the E-Class range is the introduction of a new V6 engine in the E 400. In keeping with Mercedes’ downsizing policy – to reduce emissions and trim fuel consumption – the engine displaces just 3.0 litres, but achieves V8-like performance thanks to its twin turbochargers.With up to 245 kW of power, it has a huge 480 Nm of torque all the way from 1400 to 4000 rpm. On our road test out of Melbourne we loved the effortless surge of torque. This Mercedes biturbo engine not only makes for effortless long distance touring, but also provides the safety of effortless overtaking on tight country roads.Also on offer are a four-cylinder turbo-petrol and turbo-diesel engines in the E 200 and E 250 coupe. The cabriolet only gets the petrol units as buyers of the previous model steered well clear of the diesel option offered at the time. Many buyers will be happy with the output of the E 250 petrol, we are yet to get behind the wheel of an E 200.PRICEFor the first time, Mercedes-Benz Australia offers an E-Class coupe for under $80,000 (plus on-road costs) in the form of the $79,990 E 200 coupe. The most expensive model in the upgraded range is the E 400 cabriolet with a recommended retail of $142,900.SAFETYSafety is of increasing importance to Australian drivers and these mid-sized Mercedes have many crash avoidance features designed for the much more expensive S-Class. To try and avoid crashes these German machines looks for potential dangers for 360 degrees around themselves. There’s also lane keeping assist, radar cruise control, automatic braking and pedestrian collision protection.If you should still have a serious collision these Mercedes E-Class sports models will do their very best to prevent or minimise injuries.DRIVINGWe are pleased to report that the sporty Mercs work as well here as in Europe. Tyre noise on coarse-chip surfaces doesn’t intrude to any real extent, even in the cabriolet when the roof is open. Similarly big bumps on roads that have seen better days are generally dispatched with disdain. However, we did bottom out the suspension a couple of times when pushing hard over big undulations. Nothing to worry about when you remember these are low slung sports models.Handling is excellent due to the low centre of gravity, as is the balance offered by the front-engine rear-drive layout and by the dynamic precision the suspension offers.Cabin space is better than you might expect given the sleek lines of these cars. If those in the front seats want to stretch right out the coupe and convertible are two-plus-two machines, rather than four-seaters. However, moving the front passenger seat forward to share legroom does give an adult behind that seat surprisingly good space.Though we were testing the car on a day of eight to nine degree temperatures, the heated seats and Airscarf that blows heated air onto your shoulders made for comfortable travel. The clever Aircap, that rises up from the top edge of the windscreen and lifts the airflow by about ten centimetres, further improves life inside the open-top car.VERDICTMercedes-Benz has long been a leader in sporting coupes and convertibles. This new E-Class pair, with their prices trimmed, performance increased and added standard features seems sure to attract even more buyers.The complete Mercedes-Benz E-Class coupe and cabriolet range is:E 200 two-door coupe: $79,900 (automatic)E 250 two-door coupe: $96,400 (automatic)E 250 CDI two-door coupe: $98,900 (automatic)E 400 two-door coupe: $128,900 (automatic)E 200 two-door cabriolet: $88,900 (automatic)E 250 two-door cabriolet: $106,400 (automatic)E 400 two-door cabriolet: $142,900 (automatic) Mercedes-Benz E-Class coupe/cabrioletWarranty: 3 years/100,000 kmResale: 57 per centService interval: 12 months/25,000kmCapped price servicing: NoSafety rating: 5 starsEngines: 2.0L turbo four-cylinder petrol, 135kW/300Nm (E200); 2.0L turbo four-cylinder, 155kW/350Nm (E250); 2.1L turbodiesel four-cylinder, 150kW/500Nm (E250 CDI);  3.0L twin-turbo six-cylinder, 245kW/480Nm (E400)Transmission: 7-speed auto; RWDThirst: 6.0L/100km (95RON), 141g/km CO2 (E200, E250 coupe); 6.5L/100km, 151g/km CO2 (E200, E250 cabrio); 4.7L/100km (diesel), 122g/km CO2 (E250 CDI coupe); 7.5L/100km, 174g/km CO2 (E400 coupe); 7.7L/100km, 180g/km CO2 (E400 cabrio)Dimensions: 4.7m (L), 1.8m (W), 1.4m (H)Weight: 1560kg/1710kg (E200 coupe/cabrio); 1600kg/1725kg (E250); 1700kg (E250 CDI coupe); E400 N/ASpare: None  

I’m confused. We all know the mid-size commercial van was often transformed into a passenger-carrying people mover; and that the four-wheel drive wagon made way for the sport utility vehicle capable of toting up to seven occupants.Now Peugeot claims to have created the ‘people carrier’, a new interpretation of the family wagon, which looks -- and behaves -- suspiciously like a people mover to me.ENGINESWith a choice of 1.6-litre petrol or 2.0-litre diesel engine, both turbocharged, power is put to ground via a six-speed automatic transmission.The Peugeot 5008 Touring Active petrol comes onto the market at $36,990, with the diesel version costing an extra $3500. The only option is a $3000 leather upholstery pack.INTERIORComfort, convenience and versatility were a Peugeot priority in interior design, with three rows of seats accommodating up to seven people. Particular attention is paid to the two rear rows, the second capable of taking three in equally divided sections, all with reclining capability.The third row two seats are easily accessed by the second row seat cushion lifting and the seat back moving forward. Third row occupants have the luxury of individual air-conditioning vents in the side pillars and the safety of curtain airbags.Noise intrusion into the cabin has been restricted to such a level that it is possible to continue a normal conversation between front and back-seat passengers. Too much noise from the back can be stifled by making use of the car’s multi-media system which includes two 7-inch screens incorporated in the front head restraints, along with two Bluetooth wireless headsets.The system can connect with external inputs such as iPods, game consoles and DVD players. Two separate video and audio sources allow rear passengers to watch one programme on both screens, or take part in two different activities.The dash-mounted 7-inch flip-up screen for the standard satellite navigation system can be elevated to your chosen angle at the push of a button, making it possible to prevent image wipe-out by reflection in bright sunlight.The cargo space can be made to measure by folding the rear seat to form a flat floor space. An area of van dimensions can be obtained by flipping the second row seat backs forward, while extra long objects – a market marquee, for example – can be carried by folding the passenger seat back which also doubles as a flat desk top.  A handy cargo area feature is a light that doubles as a torch that can be unclipped for use outside the vehicle.SAFETYWith disc brakes all round, the front discs are ventilated, stopping is in firm hands (feet?) and is backed up by a suite of safety systems which include ABS with Electronic Brake Force Distribution, Emergency Brake Assist and Hill Start Assist, the last for tricky takeoff on inclines if you choose to use the same foot for the brake and accelerator pedals.DRIVE IMPRESSIONSOur test vehicle was powered by a four-cylinder 1.6-litre turbocharged petrol engine putting out maximum power of 115 kW when spinning at 6000 revs. Top torque of 240 Nm is available from just 1400 rpm.On the outside, much emphasis has been placed on aerodynamics in order to cut fuel consumption and minimise exterior noise. A sharp nose links up with a large raked windscreen, while large windows run around the entire vehicle for maximum light penetration to the interior. A panoramic glass roof adds to the light and airy feeling of the passenger surroundings.The command driving position and cockpit layout of the instruments make sure the driver is presented with as much as they need to know for safe passage of the passengers.The family, especially grandma, need have no fear of the 5008. Getting in and out is easy with no huge step up; the stadium-style seating offers an extensive all-round view; and the ride and handling on varying road conditions are firm yet supple thanks to Peugeot’s high-performance suspension.From a standstill the wagon takes a leisurely 11.1 seconds to reach 100 kilometres an hour, passing through each gear change confidently and quietly.Steering, with 2.7 turns lock to lock, responds to the driver’s input without question, while feeding back important info about direction and stability of the vehicle.VERDICTThe Peugeot 5008 Touring Active Petrol people carrier really does ride and handle like a car, while going the distance with family, friends and their stuff.