European

This Audi A6 is the new bad boy at the big end of town. With turbodiesel technology honed during Audi’s successful campaigns in the gruelling 24 Hours of Le Mans races, the A6 Biturbo packs solid punch into a car with refined design and fit-out.The test car took this further with an S line exterior package featuring: front and rear bumpers, side ventilation grilles, side sills in a sporty design, rear diffuser insert in platinum grey. S line badging on the front wings and chrome-plated exhaust tailpipe trims completed the dress-up.ENGINEDerived from the Le Mans winning diesel powerplant, the new Audi 3.0 TDI V6 powerplant puts out 230 kW between 3900 and 4500 rpm, plus peak torque of 650 Nm from 1450 to 2800 rpm.Amazingly, the engine is said by the maker to consume only 6.4 litres of fuel for every 100 kilometres driven on the combined urban / highway cycle. This fuel efficiency places this  A6 variant under the luxury car tax threshold of 7 litres per 100 kilometres. By ducking under the LCT threshold, Audi customers pay less tax on the fuel-efficient A6 3.0 TDI V6 Biturbo, enabling the sedan to hold down an extremely competitive manufacturer’s list price of $118,800.The mechanics of this engine’s performance are fascinating. As its name suggests, two water-cooled turbochargers are connected in series. A switchover valve directs intercooled air to a small turbo at low revs, with a large charger performing pre-compression. From around 2500 rpm, the valve begins to open and the small charger shifts most of its workload to the big blower. Between 3500 and 4000 rpm the valve opens fully, the large charger taking on all the work.During running, the common-rail fuel system develops up to 2000 bar of pressure and injects as many as eight different amounts of fuel into the cylinder. Fascinating, and the sort of thing that’s only possible due to intricate electronic sensors and controls.An eight-speed Tiptronic transmission and quattro all-wheel drive harness the prodigious power and torque to produce performance worthy of a very fast luxury vehicle.TECHNOLOGYStandard Drive select offers mastery of driving dynamics. Via a button on the centre console, the driver can call up one of three modes – comfort, auto or dynamic – ranging from limo-like to hard-line sport. Using the Multi-Media Interface the driver can construct an individual profile, tempting behaviour like a curious toddler with a Fisher-Price toy.At no extra cost comes a Technik Package which includes Audi top view camera system, xenon plus headlights with high beam assist, four-zone deluxe automatic air-conditioning and multifunctional sports steering wheel with shift paddles, and electric glass sunroof.Bose surround sound leads the way for a Bluetooth interface with music streaming, electric front seats are clothed in Milano leather and have driver memory function, MMI Navigation plus features retractable screen and touch pad.DRIVINGAt idle, the distinctive diesel rattle of the engine is all but absent, but stamp on the accelerator and, within seconds, the motor fires up a fierce growl that belies the saloon’s luxury status. The glorious aural experience is amplified by a sound actuator in a side channel of the exhaust. Essentially a loudspeaker, the instrument produces a sonorous accompaniment to engine revs rising all the way to 5200 rpm.Further menace is let into the passenger cabin via a windscreen vibrating to the deep-throated note of the motor being urged along. Onlookers have been known to stare in awe as the otherwise mild mannered A6 Biturbo takes off, leaving behind a wall of sound.However, the official fuel numbers aren’t easy to obtain in real life. During our time with the Audi A6 Biturbo sedan the best we got was an average of 5.6 litres per hundred kilometres on the motorway, rising sharply to between 11 and 13 litres per hundred in tight town traffic.Some buyers will judge this a small price to pay for a car that offers so great a mix of menace and comfort. Sports cars, even the more expensive ones, can sometimes be utilitarian. Not the big Audi A6 Biturbo, which enjoys all the accoutrements of a top-line executive sedan.VERDICTAn executive sedan of impeccable pedigree, with the bite of a junkyard dog.Audi A6 3.0 TDI V6 BiturboPrice: from $118,800Warranty: 3 years/unlimited kmEngine: 3.0-litre 6-cyl, 230kW/650NmTransmission: 8-speed auto, AWDBody: 4915mm (L); 1874mm (w); 1455mm (h)Weight: 1790kgThirst: 6.4L/100km 169g/km CO2 

It was only a year ago that Porsche was celebrating two million Facebook fans, which it marked by unveiling a special Cayman S decked out with a portrait of each of its fans.Since then, the sports car manufacturer from Stuttgart has gone on to surpass five million fans and to celebrate it asked each of them to help design a unique 911 Carrera 4S.Porsche has now revealed its ‘crowd-sourced’ 911 Carrera 4S and is running a competition that will enable one of its fans the chance to travel to the Silverstone race track in the UK and drive the car. Nine scale models of the car are also available for the runners-up.Later, all Porsche enthusiasts will be experience the car as it will remain at the Porsche Experience Center at Silverstone, though they will have to make their own way to the track.The special 911 is based on a 2013 Porsche 911 Carrera 4S and features a unique exterior color called Aquablaumetallic developed by the Porsche Exclusive department. The car also features 20-inch Carrera S wheels finished in white, an Aerokit package, custom door sills and a dash plaque inscribed with the message “Personally built by 5 Million Porsche Fans.”Porsche isn’t unique in its appreciation of its fans. Aston Martin previously built a special DB9 to mark one million fans and Ferrari released a humorous video when it attained ten million fans.www.motorauthority.com 

BMW’s Mini seems intent on becoming all things to all men and women, continuing to come up with new versions of the iconic British brand. The John Cooper Works high-performance range is now offered in every model: Mini, Clubman, Coupe, Cabriolet, Roadster, Paceman, Countryman and GP.HISTORYJohn Cooper, who gained legend status during the 1950s and 1960s designing Formula One and Indianapolis 500 race cars, began putting a sting in the tail of competition Minis – he designed the first high-performance Mini Cooper for the 1960 Monte Carlo Rally - and perking up the performance of production models. These days, many gentleman of a certain age glaze over at the mention of the Mini Cooper - enough to bring a tear to a glass eye. John Cooper died in 2000, aged 77. Cooper’s son, Mike, has brought the same passion to the company as his father and John Cooper Works continues to pump JCW Minis into a market attracting enthusiasts of high performance vehicles with individuality, versatility and, in this case, an impeccable pedigree. ENGINE AND TRANSMISSIONHeart and soul of the range is a new generation 1.6-litre four-cylinder engine featuring twin-scroll turbo technology, direct fuel injection, variable valve lift and timing, and a reinforced cylinder head and pistons, sodium filled exhaust valves and lightweight crankshaft, all fashioned from the racing-car list of goodies With a maximum output of 155 kW and 260 Nm of torque, (280 Nm with overboost), which increases to 160 kW and 280 Nm (300 Nm with overboost) in the ALL4 all-wheel-drive Mini JCW Countryman and Mini JCW Paceman. Mated with a standard six-speed manual gearbox, an optional six-speed automatic transmission is available for all Mini JCW variants except the GP limited edition model. TECHNOLOGYDepending on the model, a Mini JCW sports suspension, with dynamically tuned dampers and anti-roll bars, comes as standard or as a no-cost option. Stopping is guaranteed with a standard high-performance sports-brake system. A ‘Sport’ button on the centre console allows the driver to change engine response and accompaniment, as well as the power steering effort. In auto models, engaging Sport mode also quickens shift times. DRIVE IMPRESSIONSWe tested the latter models to great effect in cold and damp conditions on several sections of the Targa Tasmania route outside Hobart. A raspy motor note rang out through the narrow, twisty tree-lined avenues courtesy of the standard JCW sports exhaust system, which was cut to popping and crackling on over-run. Smiles all round. Precise speed-sensitive steering enabled the steerers to put the cars in perfect alignment over the fast and testing stages, while the tightly tuned suspension maintained the cars’ handling stability. However, there was a downside, with the Paceman producing a choppy ride over uneven road surfaces. It was similarly the case with the GP on the track, a fact that was highlighted by the media minder for the day, Mike Eady, the BMW driver trainer flown in from New Zealand. A former racer in Europe with much experience testing on the Nordschleife of the Nurburgring where the Mini JCW GP was shaken down, he suggested turning down the damping a notch or two would not have sacrificed performance to the production of a smoother ride. We spent time under the direction of Eady in the Coopers barreling around Baskerville circuit, near Hobart, weaving through cones in a rapid direction-changing exercise and scorching up the straight to come to a stop with heavy braking testing to the full the ABS effectiveness. No brake fade became evident in any of the cars – JCW hatch, Coupe, Roadster or GP - throughout the entire uncompromising workout. Star of this event was undoubtedly the limited edition GP which, with its stripped-back 1160 kg unladen weight and highly modified 1.6 litre turbo engine pumping out peak power of 160 kW and maximum torque of 260 Nm, traction control system with a specific GP mode, as well as a bespoke racing suspension and braking system, is the essence of the John Cooper Works philosophy. Aerodynamics, consisting of under-body panelling to reduce drag and a carbon rear wing to improve down-force over the rear axle, give the Mini JCW GP a strong street presence. The driver and co-driver are securely supported in heated leather Recaro sports seats with contrasting red stitching and a special knee roll for bracing during all-out driving.  The fastest series production car to come from the British marque, only 2000 with a single specification will be produced, with 55 pencilled in for Australia, on test in the ‘Green Hell’ of Nordschleife clocked a very respectable lap time of 8min23sec, 18 seconds faster than its predecessor, the Mini Cooper S with JCW GP kit.VERDICT No doubt for the driving enthusiast with a fancy for the ultimate sporting Mini, the new GP cannot come quick enough. MODEL LINE-UPMini JCW: from $50,400Mini JCW Clubman: from$51,800Mini JCW Coupe: $52,600Mini JCW Roadster: $55,100Mini JCW Cabrio: $58,500Mini JCW Countryman ALL4: $56,800Mini JCW Paceman ALL4: $58,600Mini JCW GPII: $56,900Note: These prices do not include government or dealer delivery charges. Contact your local Mini dealer for driveaway prices.Mini John Cooper WorksPrice: from $50,400Engine: 1.6-litre turbo petrol, 155kW/260NmTransmission: 6-speed manual, FWDThirst: 7.0-litres per 100km, CO2 163 g/km

I could be suffering from 'F' lag. It's like jet lag, but you get it from spending too much time in a Ferrari. A couple of days is all right but any longer than this and you simply won't want to give it back.It leaves this horrible, gnawing feeling in the pit of your stomach  an emptiness that just can't be filled. I started to feel this way shortly after handing back the keys to the fabulous 458 Spider on Friday afternoon. The first day you're too cautious to enjoy the experience, the next day you start to get the hang of it and by the third day you and the car begin to bond  then just as suddenly it's over . . .VALUEBig breath. It kicks off from $588,000 with various carbon fibre bits and pieces extra for ludicrous amounts of money. Not even my surgeon mate who owns a Porsche can afford one of these babies. This is a bloke who works 90 hours a week and can remove a brain tumour through your nose. In which case, what the hell hope is there for a paper bagger like me?DESIGNIt's incredibly low and wide, almost too wide for our driveway gates which in part contributes to its fantastic handling. Push the button and the Pininfarina styled, mid-engined sports car magically transforms into an open topped roadster, with two seats  one for you and anyone game to be your passenger.There's a penalty for this convenience because you lose the transparent engine cover of the hardtop. Most people comment on how quiet the car, that is until the baffles open and the exhaust gives full vent to the V8. Then you can hear it coming from a block away.ENGINEIt's powered by a 4.5-litre naturally aspirated V8 that delivers 419kW of power at 9000 revs and 540Nm of torque at 6000 revs, enough mumbo to propel the mid-engined Spider from rest to 100km/h in a withering 3.4 seconds. The old 'quarter mile' takes 11.4 seconds and it has a top speed where permissible of 320km/h.The state of the art V8 features direction injection and a dry sump, with fuel consumption of 11.8 litres/100km from the 86 litre tank. Although it has a trip computer, the one thing it doesn't tell you is average fuel consumption  suffice to say we got just under 500km from the 86-litre tank. But, as the service manager pointed out, if you can afford to own one, you're not going to be too concerned about how much fuel it uses.DRIVINGWe were tentative, very tentative at first. But the Spider is actually very easy to drive once you get the hang of it. Several "take me for a rides" later, we were banging through the gears like a pro. The V8 is hooked up to a seven-speed twin clutch Getrag transmission that operates as an auto, or you can change gears with the large, steering wheel mounted change paddles.Doing so elicits a much more satisfying response, with a jolt each time it changes up  bang, bang, bang! The sound is to die for. Various drive modes are accessed through the Manettino flip switch affixed to the steering wheel, from wet to sport to full off for the traction system.Reverse is engaged via a button at the the foot of the centre instrument console and there is even a button for raising the front of the car so it doesn't scrape over driveways. The JBL audio system is secreted somewhere behind the dash and the controls are accessible only though the right hand of the two computer screens which doubles as a huge digital speedometer.VERDICTIt's a cruel world. How can something so spectacularly good remain so impossibly out of reach. Then again what is the point when the speed limit is 110km/h and it can do 320km/h, with plenty of cops wanting nothing better than to put your red feather in their cap   the disconnect is enormous.Ferrari 458 SpiderPrice: from $588,000Engine: 4.5-litre V8 , 419kW/540NmTransmission: seven-speed twin clutch auto, RWDThirst: 17.2L/100km (as tested), 11.8L/100km combined cycle0-100 km/h: 3.4 seconds 

Renault is determined to be a big player amongst a host of European marques currently being imported to Australia. The French maker used to be huge in this country, building cars here for many years, and would like to return to its days of being a mainstream player downunder.Using the time honoured method of increasing sales, Renault Australia has cut prices on its biggest selling model, the Megane. It has greatly expanded the number of models on offer and, best of all, has introduced a high-performance station wagon.RANGE AND PRICESThe Megane GT 220 Sport wagon is a slightly detuned version of one of our favourite high-performance cars - the Megane RS 265 coupe. While the 265 is a semi-track model for the very serious driver, the 220 is aimed at the person looking for a family transport with a healthy dose of driving excitement.By the way the numbers 265 and 220 refer to the peak output of the engines in horsepower. The French, who invented the metric system, don’t use it when measuring power outputs of engines, preferring to use the imperial units of horsepower. May we cynically suggest that’s because 265 and 220 are bigger number than 195 and 162 (the power in kilowatts for the powerplants)?Renault Megane wagon is sold in Dynamique level specification with 16-inch alloys, dual-zone climate control, roof rails, and rear parking sensors. It can be ordered with a petrol or diesel engine, but only with an automatic transmission in Australia.The Megane CC (Coupe-Cabriolet) with its folding hard-top is now offered in three models, previously there was just a single, rather expensive, one. In a new entry level specification the Megane CC begins at just $36,990, making it bargain priced in its class.For those looking for more, there’s a Renault Sport designed GT-Line as a package on the Megane hatch, station wagon and Coupe-Cabriolet. This has a sportier front bumper design, a honeycomb grill and boomerang-shaped LED daytime running lights. Megane GT-Line is available in a signature Malta Blue colour, sometimes called French racing blue. Inside, the GT-Line Megane has sport seats and steering wheel.There’s also a standard wagon with good load carrying capacity. As well as back seats that fold flat, the front passenger seat can also fold flat. With the front seat down there’s a load length of 2550 mm.Renault Megane hatch comes in a new entry level specification, Expression. This has a recommended retail price of just $20,990 with a manual gearbox. Interestingly, the Megane Expression automatic has an rrp of $22,990 which is the same price as the outgoing manual model.DRIVE IMPRESSIONSWe spent a great couple of hours driving the GT 220 wagon in the hills behind Brisbane and were impressed by the engine responding with a minimum of lag, the endless torque provided once it was on song and the overall handling and ride package. As it’s less fierce than the Megane 265 coupe the wagon will make a competent daily driver.The GT-Line has harder suspension than the standard models. We found this to be rather firm, and created quite a bit of tyre noise on the rough and ready Aussie backroads we used on some sections of our drive program. So it might be best to try it for yourself before falling in love with the appearance changes.VERDICTA fully imported European machine for the price of an Asian car? That’s likely to spark a lot of buyer interest in the new and expanded Renault Megane range.

The new Citroen C4 Aircross is based on the Mitsubishi ASX and shares many of its mechanical components and underbody parts with that successful Japanese car.A solid restyle gives the Aircross a nice dose of French chic and it’s a real looker. All the external panels, with the exception of its doors and roof have been designed by Citroen.Citroen’s designers have penned a two-segment grille with the company’s ‘interlocking gears’ chevron in its centre. Daytime running lights sit vertically at the outer edges of the grille. To be quite honest we are getting somewhat tired of the currently fashionable, and often aggressive looking, large grilles and it’s good to see Citroen going in its own direction.Interior space is good at the front and acceptable for adults in the back seats. The front seats are well-shaped and generally comfortable, but don’t offer a lot of side support. Which probably makes sense as few are likely to drive hard and fast in a vehicle like the Aircross. Handling is safe enough but the steering is on the dead side in the straight ahead position and doesn’t provide as much feedback as we like.Boot volume ranges from 442 litres with the rear seatbacks upright (though this reduces to a safer 384 litres if all the cargo is kept below the parcel shelf) to 1193 litres with the seatbacks folded.At this stage the Citroen C4 Aircross only comes with a 2.0-litre petrol engine that drives thorough an efficient CVT automatic transmission. The engine produces a maximum of 110 kilowatts of power and a strong 199 Newton metres of torque.The CVT auto has six preset forward ratios to give the driver a degree of manual control. Engine performance is nothing to get excited about, but the auto does a good job of keeping it in the middle of the torque band and there weren’t many occasions when we felt the need to manually shift the gears.Mitsubishi has recently introduced a turbo-diesel engine on its ASX and Citroen is considering it for importation to Australia. In these early days on the Australian market there’s just one specification level for the new Citroen SUV, tagged as the C4 Aircross Exclusive. Standard are 18-inch alloy wheels, a leather trimmed steering wheel, cruise control, Bluetooth phone and audio steaming, steering wheel mounted audio controls as well as voice activation.Citroen Aircross Exclusive is priced at $31,990 for the 2WD and $33,990 for the 4WD. Both are driveway prices. Citroen’s prices are only marginally above those of the Mitsubishi ASX on which it is based and this gives potential buyers a chance to shop around. Believe it or not, there’s another French entrant in the mix - the Peugeot 4008 shares the same underpinnings.Our test vehicle was the Citroen C4 Aircross with front-wheel-drive, likely to be the bigger seller as almost all buyers in this class want a people mover rather than a vehicle to be used on unsealed roads.However, may we suggest that the all-wheel-drive model opens up new horizons for families who like to explore the great Aussie bush? We did a fair bit of driving on dirt roads during the launch of the Aircross and found it competent and comfortable. There’s a 4WD Lock setting for more demanding terrain, but we can’t see many people tackling anything more than mild off the bitumen running.Fuel consumption on sealed roads was typically in the seven to eight litres per hundred kilometres range in highway driving, increasing to a reasonably good nine to eleven litres around town.Safety equipment levels on this new French SUV are good with seven airbags, ABS brakes with emergency brakeforce distribution and brake assist, ESP, hill-start assist, reversing camera with rear mirror display, rear park assist and auto hazard light activation under rapid deceleration.

A plastic electric car is just about the last thing you'd expect from the company that builds the stonking M3, the X5 family hauler and the luxury 7 Series. It sounds much more like a kiddie's toy than a breakthrough new BMW that is heading down the road to the future. But the i3 is not just a car.It's a new take on 21st century motoring, from its body design to the plug-in power pack and the way it's built, and is seriously impressive. The i3 is roomy, classy, perky, fun, and almost certain to go into the history books as a landmark car.The new-age electric car has a 200-kilometre range that grows to 300 if a buyer adds a tiny motorcycle engine for battery top-up charging and pioneers a new production process that could see plenty of body designs sitting on the same rolling battery pack.After spending time with the brilliant dinosaur called the Mercedes-Benz S-Class - one of today's glorious apex predators - my first drive in the i3 is like discovering the first mammal on the evolutionary road. So the S is brilliantly now, but the i3 is futuristically promising.I've got less than 10 kilometres and three hours to dip into the i3, at the first press preview drive in Munich, but it's enough. For now. The big questions will come for home-ground use from the middle of 2014, where things like the cost of plug-in coal power and the real-world range on Australian roads will be answered.Next year is also when we will know the driveaway pricing, the support system - which sets a new standard in Europe - and the ongoing warranty and service costs. For now, BMW Australia only admits the i3 will cost more than $50,000 and less than $70,000 and that it's doing its best on a dealer network that will sit inside but outside its regular system.The dealership differentiation is because the i3 is not just a car. Apart from the landmark construction process, where its carbon fibre-reinforced plastic body is bonded to a skateboard-style mechanical package like a life-sized Airfix kit, the i3 is the start of a new BMW Group sub-brand that's been created in a similar style to Mini. It will be closely followed by the i8 super coupe and other electrified newcomers.In Europe, the i line means everything from cheap energy deals to special home charging units and a satnav system that's all about finding the next plug-in spot and plotting routes that get maximum range from the lithium-ion battery pack under the floor.“BMW is playing an active role in changing the face of urban mobility. We come another step closer to reality,” the head of planning for Project i, Dr Martin Arlt, tells Carsguide, ironically, at a former World War II airfield.“Our development work has spawned a car that differs significantly from the current automotive industry norm in many ways. We haven't reinvented the car, but we have totally re-defined the basis on which it is created.”There is plenty to see, touch and hear about the i3, but this time it's all about driving. The technology can wait. There are four i3s ready to go, with only a small strip of silly camouflage on the bodywork but big cloth patches covering the cabin detail. Each is fully charged for driving on a course that's laid out to put the emphasis on acceleration, braking and cornering.So I jump onboard, stepping over the wide plastic door sills and through clamshell doors that give great access to the back seat, and slide in behind the wheel. Reassuringly, there are still two pedals on the floor, the wheel is nothing new, and - when I pull back the covers for a sneak peek - there are two big TFT screens to handle the gauges and infotainment.There is no key, just a press button, and once the dash lights up I flick a small switch into D and off we go. Select R and it spins the electric engine, which turns the rear wheels, the opposite way in the single-speed transmission.There is instant and eager response to the accelerator and I can easily believe BMW's claim of a 7.2-second sprint to 100km/h - which compares brilliantly to the 11.9 for a Nissan Leaf. There is no need for braking at first, thanks to a powerful regenerative system to top the battery, as a slight ease on the accelerator has it slowing fine for the first slalom.The i3 responds eagerly to the wheel and is well balanced without too much roll, but the tyres - just 155x19s in the interest of low rolling resistance - start to hum and then squeal long before the chassis reaches its limit.There are three driving modes - Comfort, EcoPro and EcoPro+ - but the difference is about range, although extracting maximum range does dull the response to the accelerator. There is a predictable whirring noise from the electric motor in the tail and a slight wibber-wibber-wibber harmonic at times which is apparently an aberration that will be removed before full-scale production.So I head back to a series of workshops in an aircraft bunker that fill in the detail. BMW claims the i3 is the world's first premium electric car and is intent on lifting any barrier that allows a showroom shopper to say “No thanks, not for me” to a plug-in electric car.There are already other nice electric cars including the Nissan Leaf and Renault Zoe, but not the awful Mitsubishi iMiEV, and the range-extender Holden Volt is also leading on the road to electrification of motoring. But they are really just converted petrol projects, not a ground-up electric deal that's already been tested using converted 1-Series ActiveE cars that have covered vast development kilometres.I've tried the ActiveE and found it great, if overweight, while the Leaf is nice for a while and the Volt is good for long trips but very cramped in the back and boot. The Zoe will be better but not an i3.What makes the BMW different is a rear-wheel drive layout, lightweight construction that means it weighs just 1195 kilograms, and a no-compromise approach that even means the plug-in port is in the right-rear corner of the car - where you would normally find a petrol point - because it cuts the length of cable needed to feed the battery.Engineers have cleverly sited the 125 kiloWatt electric engine at one side of the multi-link rear suspension, leaving a balancing void on the other side that can be occupied by the range-extender motor. Moving to create comforts, BMW has left the wood in the cabin unvarnished for a motor natural look, there are hemp-fibre door trims, and the lights are low-drain LEDs.In the past, BMW has rushed new technology to the road before it was really ready - I can still recall the original iDrive disaster - but the company is taking no chances with the i-car division. It's promising 30-minute fast charges, affordable eight-hour charging at home, an extended battery support package, and has even created a range of new buzzwords - like eDrive.The full production version of the i3 will be unveiled at the Frankfurt Motor Show in September, when we're also expecting firmer news on pricing and the dealer network for Australia. But, right now, the i3 looks impressive and headed for success.BMW i3Price: estimate $60,000Engine: 125kW/250Nm hybrid synchronous electric motorBattery: 360 volts, lithium-ionCharging time: 30-minute fast charge, 8 hours at domestic socketDrive: single-speed, rear-wheel driveSuspension: front MacPherson struts, rear multi linksTyres: 155x19Performance: 0-100km/h, 7.2s; top speed 150km/hRange: 130-300km

Mercedes-Benz has quietly added a new nine-speed automatic to its E-Class range, and the option is likely to arrive in Australia next year. The transmission, labelled a 9G-TRONIC, is selectable on the configurator of the automaker’s German website and so far is only available with E350 BlueTEC trim, where it replaces a previous seven-speed 7G-TRONIC.“We currently don't take the E350 Bluetec but are looking at taking it,” Mercedes-Benz Australia spokesman David McCarthy says. “Basically we tried to trim the E-Class range, but there is still some demand for the E350 so potentially we'll bring it here.“In terms of the nine-speed flowing through to the rest of the E-Class range, we expect it will happen next year, but the E350 Bluetec is the first application. We also expect the nine-speed to be offered on the new S-Class range, so in a nutshell we could see it here next year but don't have any more accurate timing at the moment.”McCarthy says the arrival of new technology on models that sit below the flagship S-Class -- traditionally the tech leader for Mercedes (and the rest of the industry) -- has been rare but not unknown.“Some of our safety technology was launched first on the B-Class,” he says. “Sure, in the past everything appeared first on the S-Class and then filtered down, but these days the technology is often being developed over more than one vehicle.  And the reality is that you are competing in every segment, so you are considering which other cars to put it in.”Land Rover was the first to announce a nine-speed automatic for one of its cars, a ZF unit designed for transverse applications. However, the Mercedes transmission is designed for longitudinal applications and has been developed in-house.The extra gears are said to yield significant improvements in fuel economy and CO2 emissions. Advantages over dual-clutch units include lighter weight, better reliability, less complexity and cheaper manufacturing and repair costs.In the E350 BlueTEC diesel sedan, which rates at 185 kilowatts, the nine-speed automatic helps the car achieve 0-100km/h acceleration in just 6.6 seconds and fuel economy of 7.7L/100km in the city cycle, up from 8.3L/100km with the previous seven-speeder. The highway figure remains unchanged at 5.6L/100km.The 9G-TRONIC will eventually feature on other Mercedes models, though its availability will be announced at a later date. Numerous other automakers are looking to additional gear ratios to eke out further savings in fuel consumption. The aforementioned ZF ‘box will soon be added to some Chrysler products and Ford and General Motors have announced plans to develop new nine- and ten-speed automatic transmissions together.www.motorauthority.com 

The sporting prowess of BMW's mid-sized coupe is coming to the fore. The Bavarian carmaker has altered the nomenclature of its popular two-door range to 4 Series to differentiate it in price and performance from the 3 Series sedans and align it with the even-numbered naming convention already applied to the two-door 6 and 8 Series models.  Beyond the name, the ride and handling have been sharpened to match the coupe's edgier looks.VALUEThe 4 has more bang for the buck than the outgoing 3 Series Coupe, reflecting the changes in the market (read Mercedes-Benz's new C-Class). An eight-speed automatic is now standard (a six-speed manual is an option) in place of the six-cog self-shifter and the array of techno-toys is also up a couple of generations.BMW spokesman Scott Croaker says Australia is still determining final spec ahead of the local launch in mid-October. “It'll definitely be loaded with more standard features but I don't expect the price to be too far from the outgoing 3 coupe,” he says. Based on 3 Series Coupe costs, that points to a starting price in the low $70,000s for the 420d, rising to around $85,000 for the 428i and $110,000 for the 435i.TECHNOLOGYThe three engines available at launch are lifted from the 3 Series - a 2.0-litre turbodiesel four; 2.0-litre turbo petrol four and 3.0-litre turbo six. Outputs are unchanged and all engines are paired with auto stop-start and brake energy regeneration to minimise fuel use.The list of options is exhaustive, from Navigation System Pro, which uses a high-resolution display to project the satnav details on the 8.8-inch central display screen and is complemented by a touchpad on top of the iDrive controller that lets occupants write the letters of their destination with their finger. The system uses optical character recognition to read the result and copes well with abysmal handwriting.A Driving Assistant Plus pack adds forward collision and pedestrian warnings, adaptive cruise control, LED headlamps with auto-dipping function, head-up display and a surround-view camera are but a few of the options.DESIGNThis is the best-proportioned BMW in the range. Dropping a low, coupe body over a stretched 3 Series sedan chassis gives the 4 a meaner, leaner stance. The rear track is a full 80mm wider than the 3 Series but it avoids the flared-guard “boy racer” look by gradually extruding the entire rear quarter panel.That width is emphasised by the elongated rear tail lights and the front air intake that extends across the car's nose. The vents - officially known as Air Breathers - just behind the front wheel arches have a Jaguar-esque look that BMW says is the optimal design to lower drag around the wheel arches.The air intakes adorning the front apron are likewise reminiscent of the Benz “A-wing” and similarly reflect the latest aero efficiency, rather than being derivative. Inside, the regular 3 Series layout is lifted by a full leather interior. Rear legroom is more than adequate for lanky adults, though 180cm-up passengers will need to slouch to avoid their hair brushing against the tapering roofline.SAFETYNo one has crashed the 4 Series yet so it doesn't have an ANCAP rating. Given it is based on the 3 Series, it's safe to assume a five-star result. Six airbags are standard fare and the inherent safety of the brakes and suspension are reinforced by a range of optional software designed to protect the car, its occupants and other road users.DRIVINGThe 4 Series coupe is all the sedan aspires to be, minus a rear seat. The handling - on the 435i launch cars fitted with the adaptive suspension that can be set for comfort or sport - is as crisp as a fresh-cut chip. Put that down to revised suspension and an extra brace from the front suspension mounts to the body to help keep the wheels flat and on track.As the car rolls over the pockmarked cobbled roads of a Portugese village the most noticeable sensation is a muted thrum from the low profile 19-inch tyres. That level of insulation continues over a variety of road surfaces and while Australia's coarse-chip bitumen will be more demanding terrain, it shows refinement hasn't been sacrificed to achieve a sporty drive.There's no more power from the trio of engines it shares with the 3 Series but there doesn't need to be - even the 420d will hit 100km/h 7.3 seconds after launch, while the 435i does it in 5.1 seconds. All-wheel drive models will be sold overseas with BMW's xDrive moniker but Croaker says there is no plan to bring them to Australia “at this stage”.VERDICTThe coupe has the looks and the legs to be a stunningly good proposition.

Much has been made of the significance of the two-door M3's name change to M4. But both M3 and M4 will live on in the 2014 model year, despite the nomenclatural bifurcation.The real test, of course, will be how the new M4 drives. If it's lighting lap times on fire and stunning stoplight racers, the name will be a technicality.Fortunately, we may not have long to wait now. In an interview with Motor Trend, BMW M Performance Automobiles's managing director Friedrich Nitschke has confirmed both the M3 sedan and M4 coupe will be at the 2014 Detroit Auto Show.So what can we expect next January? The 2014 BMW M4 is expected to focus on performance through lightness, shaving weight from the standard 4-Series wherever possible. Add to that a turbocharged in-line six-cylinder engine cranking out something north of 310kW and you have the start of a good recipe.The same engine is expected in the 2014 M3 sedan, and most of the rest of the performance equipment should be shared between the two, though adjustments to account for tuning differences will be made. Among the other performance-enhancers expected for the M3/M4 duo is an electronically controlled limited-slip rear differential, lower and stiffer suspension, wider wheels and tires, upgraded brakes, and a range of aerodynamic changes to the exterior. For more details, see our 2014 BMW M3 spy shots.www.motorauthority.com