European

Mercedes has carried out an extensive redesign of its mid-sized E-Class coupe and cabriolet and at the same time has introduced an impressive all-new turbocharged V6 engine.Mercedes-Benz Australia offers an E-Class coupe for under $80,000 (plus on-road costs). The most expensive model in the range is the E 400 cabriolet with a recommended retail of $142,900. The E 250 carries a tag of $96,400 as a coupe, and $106,400 in open-top format.All E-Class models set up for Australia are very well equipped and we feel most buyers will find the car suits their tastes without any real need to tick many, if any, options boxes.We tested the E 250 after our enjoyable 300+ km behind the biturbo V6 engine and feel that many buyers will be happy with the output of this smaller capacity unit. We are yet to get behind the wheel of an E 200.Biggest news in the E-Class is the introduction of a new V6 engine in the model called the E 400. In keeping with Mercedes’ downsizing policy – to reduce emissions and trim fuel consumption – the company’s new 400 series engine displaces just 3.0 litres, but achieves V8-like performance thanks to the use to twin turbochargers.With up to 245 kW of power, with an amazing 480 Nm of torque through most of its rev range - that peak being maintained all the way from 1400 to 4000 rpm – the Mercedes E 400 engine can move the big coupe from zero to 100 km/h in only 5.2 seconds, yet the fuel consumption is officially measured at just 7.4 litres per hundred kilometres.So impressed is Mercedes-Benz Australia with this new E 400 that it plans to concentrate on it in place of the V8 unit currently used as the topline powerplant. Though some buyers may feel they need they image of a V8, a test drive of this high-tech V6 is likely to convince them otherwise. That, and the savings of around $50,000 when they opt for the high-performance biturbo six.More realistically for Australia, the biturbo engine provides the safety of effortless overtaking on tight country roads.Also on offer in Australia will be four-cylinder turbo petrol engines in the E 200 and E 250. For the first time,Though the overall shape of the about to be superseded E-Class was very good, the frontal appearance was regarded as being overly complex by many critics. The new look is significantly neater and more attractive. We spent some time chatting to the chief designer, Robert Lesnik, during the global media launch in Germany and Denmark, where he explained how he had done this work without interfering with the impressively low coefficient of drag; just  0.24.Sporty looks are a feature of the latest Mercedes models, no more so than in the new E-Class coupe and cabriolet thanks to their large three-dimension grille centred around the iconic three-pointed star. So great is the alteration to the appearance that it’s hard to believe the bonnet and front guards remain as before. By doing so body change costs having been minimised, thus leaving more in the budget to be spent in other areas.Inside, the latest E-Class retains the same overall design theme as the original, but detail changes to the colours and finish of the materials work well and increase the feeling of luxurious sportiness.Cabin room is better than anticipated and we managed a couple of hundred kilometres in a cabriolet with a fair sized bloke in the rear. We moved the front passenger seat forward to share legroom and all three occupants enjoyed decent space.Safety 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. Thus we see monitoring of all potential dangers for 360 degrees around the car; lane keeping; radar cruise control; automatic braking and pedestrian collision protection.If you should still be caught up in a serious collision the E-Class will do its very best to minimise injuries.Most of our driving time in the revised E-Class sporty models was done behind the wheel of the all-new biturbo V6 and we loved the effortless surge of torque as we took it over the high side of 200 km/h on several occasions on the famed unrestricted sections of an autobahn.Ride comfort proved excellent on the European roads, which are generally in better condition than those in Australia. Tyre noise doesn’t intrude to any real extent, even in the cabriolet when the roof is closed. Should you open the roof – and we must admit that with the temperature generally round the 12 to 14 degree mark we didn’t do a lot of topless motoring – you can still enjoy some comfort thanks to the heated seats and optionally-fitted Airscarf. The latter blows heated air onto your shoulders.Handling is good due to the low centre of gravity and the balance offered by the front-engine rear-drive layout and by the dynamic precision built into these sporting machines.

Picture this: a giant Airbus A380 passenger jet is in the background, a German ‘Stig’ in an SLS Gullwing is doing doughnuts on a soaking wet tarmac, a procession of all current model Mercs lines up to make a guard of honour. At the finale two all-new Mercedes S-Class saloons drive past their lesser brethren and onto the stage in front of an audience of 500+ senior motoring journalists from around the world.I’ve experienced some major automotive reveals over the past 30 years, but nothing on the scale of this event produced by Mercedes to reveal its most prestigious model.To our eyes the styling of the first new S-Class since 2005 is just right. Elegant with a touch of aggression, the big Mercedes looks superb on the outside and positively luxurious inside its large four-seat cabin. High quality materials are used throughout and the carefully contrasting colours work nicely.But it’s far from being all about looks. For many years the Mercedes-Benz S-Class has been used to introduce new technology to the automotive world.In particular, safety technology that eventually filters down till it reaches the lowest end of the car market resulting in saving countless lives worldwide.To try to avoid crashes, the S-Class monitors 360 degrees around itself and alerts the driver to possible dangers. If the driver ignores the alerts or doesn’t take sufficient action the car will take control and brake and/or steer its way clear. If that’s not enough it will do everything it can to mitigate the collision forces.Safety belts in the rear seats of the Mercedes-Benz S-Class have inbuilt airbags that expand the width and depth of the belt during a crash to not only provide better protection, but also to minimise ‘belt bruising’ on your body.The airbag safety belts aren’t required in the front seats as the occupants are protected by the conventional front ‘bags.Mercedes points out that its semi-autonomous car should not be regarded as an excuse for driver inattention, saying the responsibility must always remain with the driver.Intelligent headlights automatically give you as much light as possible in exactly the right spots. Using lights that not only vary in intensity, but also move from side to side as well as up and down spreads the light widely and lets you see far more than standard lights. Just as importantly the Mercedes’ lights do this without dazzling other drivers.The new S-Class looks for roadside dangers by way of cameras and radar and flashes extra light on them. For example, the car will ‘see’ pedestrians and larger animals. This not only helps the driver see the potential dangers, but also alerts the person on foot to the car’s presence.Taillights and brake lights vary in intensity according to ambient light. Showing maximum light when the car is in bright areas, such as cities, but less when it is surrounded by darkness.Still on the subject of lights, the big Mercedes has a grand total of zero light globes. Rather it uses hundreds of LED lights which use tiny amounts of energy when compared with conventional globes. This contributes to lower fuel consumption as there’s no need for a large alternator producing lots of electricity. Every little bit helps in slowing climate change.New S-Class Mercedes is expected in Australia late in the third quarter of this year, though the dates and final specifications are yet to be finalised. It’s arguably the best car in the world today and it doesn’t surprise us to learn that a queue is already starting to form to have one from the first shipment

And yes, that means not just the upcoming 918 Spyder and the 2014 Porsche Panamera S E-Hybrid, but also upcoming versions of the Cayenne, and even the 'sacred' mid or rear-engine sports cars — the 911, Boxster, and Cayman.The Panamera S E-Hybrid, which Porsche says is the first luxury plug-in hybrid (other than the Fisker Karma) was first shown at the 2013 Shanghai Auto Show and will go on sale toward the end of this year, with a sticker price of US$99,975 (AU$100,275).That system can run the vehicle on electric power alone for 35km, yet it has a combined output of 310kW and 589Nm of torque and can reach 96km/h in 5.5 seconds and a top speed of 269km/h.Cayenne next... and 918 Spyder.On the way next is a version of the Cayenne, which will continue to also use the supercharged V6, and the 918 Spyder, which as we reported earlier this week will make a phenomenal 653kW and can get to 100km/h in just 2.8 seconds (or a top speed of more than 340km/h).In that next-generation technology, you can expect a battery pack that's more energy dense (meaning it might have fewer package sacrifices, or more capability for electric-only operation), while the brand is also developing an inductive charging system that may be used by the time it hits the market.Next-generation plug-in hybrids, Autocar notes, will include map data, to help the systems anticipate when to use engine stop-start, when to coast, and when to use more electric assist—all for even better range and fuel-efficiency.Could it be repurposed for Bentley? According to Edmunds, the hybrid powertrain for the next-generation Porsche hybrid module would be built on the Volkswagen Group's MSB platform architecture, which will debut in the 2016 Panamera. And since Bentley will be using this same platform, its cars are fair game, too—if, that is, the system can be configured to fit the British ultra-luxury marque's strong-and-smooth driving personality.The early reports come via members of the press who were invited to a Panamera Hybrid Technology workshop.Porsche isn't the only automaker to be angling toward a far greater performance hybrid lineup in a few years. Mercedes-Benz performance division AMG also has long-term plans to offer hybrid performance models, whereas Porsche's VW Group cousin, Audi, may have some hybrid models yet plans to emphasise the performance potential of diesel technology in future sports cars.www.motorauthority.com

A new wave of baby SUVs is breaking on Australian shores and Renault is hoping to surf to success with its all-new Captur. The youthful newcomer should land early next year with a starting price just below $20,000 and the emphasis firmly on 20-somethings buying their first new car.That means design is king - including bodywork with contrasting roof colours - with everything from in-car Apps for the infotainment system to zip-off washable seat covers.The Captur's SUV body is built up over the mechanical package used for Renault's new baby, the fourth-generation Clio, which means front-wheel drive, small-capacity turbo petrol engines and impressive suppression of mechanical and road noise. Fuel economy should also be good.Renault now sees the baby SUV class as a potential gold mine, just like its Euro rivals and even Ford and Holden in Australia, which means buyers will have plenty of choice and lots of bargaining power."We think it will be a worldwide tendency for a long time. It is a strong trend, crossovers, globally," says Christophe Pejout, the Captur project leader.It's tough to really rate the Captur without running it back-to-back with its new rivals - including the Ford EcoSport and Opel Mokka - but it does well enough for a small SUV. It's never going to excite a sports car fan, but it's a good looker that hits the right notes for Gen-Y buyers coming to cars for the first time.And it might also do well with older people looking for that essential higher seating position for their suburban runabout.VALUEHow do you rate the Captur without a solid bottom line? It's impossible. But, based on a pricetag that is likely to limbo just under $20,000 for the base model - with a tiny 900cc turbo engine - and hover around $23,000 for the popular model, the French contender should be right on the money.The Captur also promises miserly running costs, with 4.9 litres/100km thirst for the baby engine and 5.4 for the larger 1.2-litre turbo that was available for test driving in France. On the downside, the petrol engines take premium unleaded and Renault Australia has no intention of taking diesel engines, at least for the foreseeable future.But ownership will be helped by the five-year warranty with $299 capped-price servicing for the first three years. "We wanted a car that looked like a crossover, and acted like a crossover, but didn't consume like a crossover," says Pejout.There are likely to be three trim levels in Australia, with even the basic car getting Bluetooth connectivity and an Eco driving mode but no rear-view camera."There is a lot of competition coming and it will be priced and specified appropriately," is all Renault Australia's Emilie Ambrosy says on pricing plans.TECHNOLOGYThe mechanical package of the Captur is solid and basic. Just think of the Clio, add a new body on top, and there you go - right down to the cost saving rear drum brakes.In fact, the Captur is only 150 kilos heavier than the Clio 4 and the same weight as the previous-generation baby car.Where it scores is with the sort of stuff that young buyers want and need these days, especially the impressive R-Link with giant display screen and access to more than 50 Apps. The system even has a text-to-voice system that can read out tweets and emails, which is going to be essential during the inevitable safety crackdown in coming years.The tablet-style display screen in the Captur test car - although not confirmed for the starter model - is clear and impressive, with satnav that works well thanks to the TomTom operating system that even keeps a track of the speed limit.On the mechanical front, the big tech news is the 900cc engine that makes 66 kiloWatts at 5250 revs and 135 Newton-metres of torque at 2500 revs. But, like most starter cars, it's only mated to a five-speed manual gearbox - and it was not available to drive in France.The larger 1.2-litre motor makes 88 kilowatts and 190 Newton-metres at just 2000 revs, with a six-speed dual-clutch auto called the 'Efficient Dual Clutch' by Renault.DESIGNThe Captur turns heads and will make great bait in showrooms, especially in the light blue-with white roof colour combination. But the best looking combination is reserved for the diesel cars during the French test and we're relegated to the black-over-brown look for our drive.There are nine body colours and three roof colours for owners to mix and match, with 16 and 17-inch alloys.Renault's crazy-talented design guru Laurens van den Acker - he always has a new wild looking pair of sneakers on display - has done a great job in overseeing a car that looks both youthful and inviting. It's not your typical blunt-edged SUV truckster.And the latest version of Renault's corporate 'face' gives the car a striking nose that manages not to offend. "We think it's more of a family car than Clio 4," says Pejout.The really classy work is inside the Captur, from the dash layout - which can be customised with colour splashes on things like the switches and air vents - to a sliding rear seat and the zip-off seat covers. They should make clean-up work easier, as well as potentially boosting resale values with a last-minute change to all-new fabric.The seats are cushy but not particularly supportive and the steering wheel sits too flat - bus-style - for my liking. And the impressive slide-out drawer on the passenger side - which is much bigger and more practical than a traditional glovebox - will be chopped to fit in a right-hand drive dash.SAFETYThe Captur is almost certain to score five stars from NCAP, since the Clio is a five-star winner that's rated as Europe's safest baby cars.Neither has any rear airbags but that has not affected the Clio's Euro NCAP rating, although it could cause a problem in Australia next year if ANCAP sticks to its plan to downgrade any newcomer without rear bags.Pejout admits safety development was focussed on costs and the NCAP targets but points to ESP stability control and ABS brakes in the Captur's favour. "In Europe, people don't count the number of airbags, they look at the EuroNCAP rating. For us, it's important to have a good EuroNCAP rating," he says.DRIVINGIt's impossible to really rate the Captur without driving its rivals. It's trendy enough, and has some cute design touches and lots of technology, but it is nothing special to drive.It's soft and cushy, not great for cornering grip, but has solid brakes and is quiet at all speeds. For people who just want trendy transport, or something for short-and-sharp city or suburban runs, it ticks the right boxes.The 1.2 turbo motor needs to be encouraged, which definitely means dumping the Eco mode unless you're in stop-start traffic or cruising at highway pace. At its best, it still only gets to 100km/h in 10.9 seconds and the baby 900 will take 12.9.The twin-clutch auto is smooth and efficient and, based on comparisons with anything Volkswagen short of the latest Golf 7, beats its German opposition for both smoothness and response. There is no jerking during parking manoeuvres and it holds well on hills.The Captur is not as good to drive as the Subaru XV, even though it's smaller and likely to be cheaper, and who knows what will happen when it goes up against the more powerful Opel Mokka and Holden Trax twins in the GM line, as well as the Ford EcoSport and the rest.The cabin package is impressive and the infotainment package is impressive, even the surprisingly-meaty sound system. The adjustable rear seat looks good but only really makes the leg space passable for adults, so is focussed on flexibility for load work, and I'm disappointed that the great dash drawer won't be coming downunder.So, what to do on the star-score front? Right now, I don't have enough information to make a seriously solid judgement on the Captur, but it's looking like a potential podium finisher in the new SUV class and that means it gets 3.5 from 5 with the potential for a re-score - up or down - once its lands in Australia.VERDICTThe Captur looks great and is good fun, but it's not for people who like to drive.

Peugeot has given its head-turning RCZ coupe a facelift, an equipment upgrade and, purely from a selfish point of view, the opportunity for us to take this delightful little car for a drive on both the open road and the racetrack.STYLINGAdopting the “if it ain’t broke, don’t fix it” philosophy, changes to the styling of the 2013 RCZ are minor. The grille, while retaining the distinctive Peugeot wide mouth look, has been toned down a little with a wide lower intake that extends to the edges of the car and finishes with an upward kink fringed by daytime running lights that gives it a smile-like look. And why shouldn’t the car smile ... its drivers surely will.While the RCZ looks great from any angle it really comes into its own when seen in profile and from the rear. The roof slopes back to the rear almost from the time it leaves the top of the windscreen giving it a shape like no other coupe on the road especially with its distinctive ‘double bubble’ that runs from the back of roof through the rear window is an outstanding feature.The unusual shape of the Peugeot coupe does mean that there’s more front headroom than we’ve come to expect from sporting coupes. The back seat in the RCZ is an occasional seat that can be used by children, or very tolerant adults for short distances.The Peugeot RCZ is a wide car, and looks even wider thanks to the lowset rear styling. There’s a two-stage rear spoiler that raises automatically at pre-set speeds to provide added downforce. It can also be operated manually.The extra width of the RCZ also assists in providing 384 litres of boot space which can be expanded to 760 litres with the rear seats folded flat. The new RCZ now gets xenon headlights with titanium surrounds and 19-inch alloy wheels which were previously optional.VALUETalking of options – there aren’t any. In a move that will appeal to those potential buyers who would otherwise have to bring a calculator to the showroom to try and work out what they did and didn’t want, the Peugeot RCZ comes with one specification level and one price.But with the high value of the Australian dollar we’re becoming used to the prices of imported cars remaining the same or even dropping, so it’s a bit of a surprise to see the price of the RCZ increasing by $4000 to $58,990.However Peugeot has valued the additional, previously optional, equipment now standard at $5800. In addition to the xenon lights and 19-inch alloy wheels this includes satellite navigation which is displayed on a pop-up screen from within the dashboard.Unusually, that price of $58,990 is the same regardless of which of the three powertrain alternatives you choose: 1.6-litre turbo petrol, six-speed manual; 1.6-litre turbo petrol, six-speed automatic; or 2.0-litre turbo diesel, six-speed manual.ENGINESThe engines are unchanged from before with the petrol automatic having peak power and torque of 115kW and 240Nm and the petrol manual 147kW and 275Nm. The diesel version wasn’t available at the time of the RCZ’s Australian launch but we’ll report on it when we carry out our extended road test in the coming months.DRIVEThe Peugeot’s launch was based at Melbourne’s Sandown Park racetrack, with a 120-kilometre morning drive around the Dandenong Ranges in the automatic and then two hours of track driving with the manual in the afternoon.We have to admit returning from the road section of the drive program a little disappointed with the performance from the lower-powered engine and its automatic partner. As regular readers will know we are biased in favour of doing our own gear changing in sporty cars and while there is a tiptronic manual override with the auto RCZ it doesn’t come with the paddle shifts that we’ve come to expect in cars of this type.On the positive side this is a beautifully balanced car and there is plenty of grip and very little body roll even when pushing hard through corners. Although relatively firm the ride is still quiet and relaxing enough for long trips albeit with the usual problem of tyre/road noise on the typical coarse chip surfaces found on many Australian rural roads.Any lingering doubts about our preference for the manual RCZ were quickly dispelled when we hit the racetrack. As any driving enthusiast will confirm there’s a real buzz in getting the maximum from a small engine and doing so by working the gears to their optimum level. The sharp turns combined with the long straights at Sandown allowed us to let the little Pug show what it was capable of doing.There’s enough torque to go through the tight Sandown bends in third gear and we were able to hit 175km/h in the long straights. The buzzy engine note adds to the enjoyment.

In the old days they used to jack up cars to steal the wheels. These days car makers do it to turn them into 4WDs and sell more cars, although the modern day off-roader has very little to do with going off road. For a start, most of them don't have four-wheel drive and even if they did, the majority of drivers would be unlikely to get them dirty.Nope. It's got more to do with the coveted high driving position that makes it easier to navigate traffic and the increased cabin height that makes them easier to get in and out of.And, just like cars, SUVs are shrinking. Demand for the large, hard core 4WDs is dropping as people gravitate towards smaller, softer "crossover" style vehicles that bridge the gap between the traditional car and the 4WD.The latest wave is imminent. Smaller or sub-compact crossovers are about to hit town like VW's Taigun, the Holden Trax and its Opel stablemate Mokka, as well as a couple of French offerings - the 2008 from Peugeot and Captur from arch rival Renault.Renault, whose star is in the ascendant is pretty excited about Captur's prospects that arrives early next year and we got a taste of things to come this week in France. Captur (no E) we're told is a combination of MPV, SUV and family hatch. One thing's for sure - it's no shrinking violet.The bloke that designed the smiley Mazdas has jumped ship and his stamp is starting to emerge, with bright candy colours and a bold, new face dominated by a beefed up Renault badge.VALUEIt's early days yet and Renault is still finalising prices and equipment levels. Trying to nail down what we will and will not be in our cars is no easy task. We can confirm there will be three trim levels but that the car's defining feature - the two-tone paint job - is in fact not standard, at least overseas.Nor are we sure at this stage whether we'll get the full suite of multimedia components, with a large tablet-style computer screen, voice control for many functions and full internet connectivity on the car we drove - with access to more than 50 apps from the dedicated R-Link store.The system is so smart it is even able to read out tweets and emails if you ask it to. Unfortunately, the infrastructure to support most of these features is not yet in place in Australia.Prices are expected to kick off from less than $20,000 and it will be covered by a five-year warranty with fixed price servicing for the first three years, or three 15,000km services - whichever comes first (at $299 per service). TECHNOLOGYThe five-seat Captur is available in front-wheel drive only. We're getting two engines and neither of them is a diesel. There's a turbocharged, 900cc three cylinder unit that produces 66kW of power and 135Nm of torque and a turbocharged, 1.2-litre four cylinder engine with the latest direct injection technology that produces 88kW and 190Nm.Both incorporate a maintenance free timing chain avoiding the need to replace costly timing belts. The first will be available with a five speed manual, the latter with a 6-speed dual clutch auto that Renault refers to as EDC (Efficient Dual Clutch).Both power plants outgun Peugeot's direct competitor the 2008 but will be no match for the 1.4-litre turbo from Cruze that will power Trax and Mokka. The dash from 0-100km/h takes 12.9 and 10.9 seconds respectively, with a top speed in the 1.2 of 192km/h.Captur has a 45-litre tank and runs on premium unleaded, with fuel consumption rated at 4.9 for the 900cc engine and 5.4 litres/100km for the 1.2, with an ECO button that is said to improve fuel consumption by as much as 10 per cent.DESIGNBased on the Clio hatch and built in Spain, it's flashy and curvaceous, especially with contrasting roof and other coloured embellishments. It's 4.1 metres long and weighs up to 1180kg, and is about 100kg heavier than the hatch.Our test car was finished in a bright metallic orange with a black roof that had a orange graphic splashed across the roof, and was fitted with 17 inch alloys and 205/55 series tyres.The clever rear seat slides 160mm fore and aft depending on your needs, with 75mm more legroom in the back than the hatch and a small luggage compartment that hides a second, lidded storage area underneath.Left hand drive models get a large pull-out bin in place of a glove box but unfortunately there's no room for the bin with the steering wheel on our side of the car.There's nine colours and three roof combinations from which to chose: black, white or orange - along with other colour-coded accents. Coloured highlights are also fitted inside, with zip-off seat covers on the top drawer model that can be washed or replaced.SAFETYThe jury is still out over this one. It gets a full five stars from the Euro crash test people, but like the Clio comes with only four airbags. There's no curtain airbag to protect rear seat passengers. It will be interesting to see what the Australian NCAP organisation has to say about this one.In all other ways it features the full arsenal of electronic aids including electronic traction and stability control as well as rollover intervention - but no reversing camera on the entry model.In its defence, Renault has been at the forefront of safety for many years and points out that these type of vehicles rarely carry rear seat passengers - so the extra airbags are not warranted. They have however spent some time making sure the car is more pedestrian friendly in the event of an accident.DRIVINGSurprise, surprise - we only got to drive the more powerful 1.2-litre model. It goes okay but left us hankering for more (like the 1.6-litre turbo from the Clio RS for instance). It would fit, but meeting emissions standards could be tricky, explained Captur's program manager Chrstophe Pejout.A more powerful 1.2-litre engine would be easier and more likely, Pejout explained. But the Frenchman was at pains to point out that no decision had been made yet, although he conceded the matter is under consideration.The 1.2 is more than adequate for city and highway cruising, in situations where it is not stressed - but lacks any real punch, especially down low. Changing gears manually via the shifter elicits a sharper response but drives up fuel consumption (change paddles are not fitted). Although the Renault Captur is rated at 5.4 litres/100km but we finished the the first day with 11.0 and the second day of driving with 8.1 litres/100km.Captur is certainly no sports car and is not intended to be, sitting higher than the hatch with plenty of bounce and body roll from the comfort-orientated suspension. Having said this it remains confident even when pushed to the limit, with high levels of grip and refused to step out of line on the mountain roads encountered.Surprisingly, though fitted with rear drums, the brakes feel up to the job. With testing limited to French, Swedish and Spanish roads it will be interesting to see how it adapts to our blacktop.VERDICTThe striking design is a drawcard, but it's almost too pretty in some respects and likely to appeal more to women. The split is almost 50/50 in Europe, but then they have a penchant for some mighty funny clothes too. A bit more punch would be nice and a Renault Sport edition would be particularly welcome. Over to you Renault.

Australia is one of the biggest markets in the world for the Volkswagen Golf GTI. About one in four Golfs sold locally are the hot hatch version.It’s popular not because we’re a nation of revheads, but because it’s priced at a $40,000 sweet spot that’s accessible to the masses.By choosing a GTI it’s as if Australians are saying “if I’m going to downsize to a small car then I’m damn well getting one with the works”.Just as many buyers choose a Golf GTI for its impressive equipment list, fuel economy and practicality as they do for its turbocharged engine and driving thrills. It also has enough visual appeal to say “I’m not driving a Corolla”, but nor is it enough of a hoon to attract unwanted attention from the constabulary.So a new Golf GTI is big news. This one is the seventh generation in 37 years, and the first new-from-the-ground up model in almost a decade. With 1.9 million global sales, it is the world’s top-selling hot hatch.It is so important Volkswagen put a former Porsche engineer in charge of the development of the latest Golf GTI. This time around, though, Volkswagen delivered two versions: a regular model and a premium-priced Performance Pack which has more power, bigger brakes and heavy-duty hardware that helps it better handle corners.As we would discover, however, this two-pronged strategy has created a dilemma. Which is the real Golf GTI, and has Volkswagen held too much back on the base model to create a second tier?ValueVolkswagen rolled back prices for the new Golf range when it was introduced last month, but we will have to wait until October to find out what the new GTI will cost when it goes on sale locally.Volkswagen says it is still negotiating the final price with Germany. But based on VW’s recent form the GTI will also need to be priced more sharply than before (its current RRP is $40,490 plus on-road costs but has been advertised at $39,990 drive-away in runout), especially given the new competition from the Ford Focus ST and Renault Megane RS.Volkswagen Australia has confirmed the three-door Golf GTI will not be introduced with the new model. So we reckon a smart move would be to bring the five-door at or under the price of the three-door ($38,990 on its debut in 2009, but discontinued a couple of years later).There was no “nudge-nudge, wink-wink” from VW with this pricing insight. It is our own guesswork, so don’t be surprised if dealers give you a strange look and lots of denials if you try to leave a deposit at this price. It’s our shot at the dartboard.TechnologyGiven it’s the flagship, the new GTI will be available with every gadget introduced on the regular Golf range. The problem is, this far out, we don’t know what will be standard and what will be optional.So here’s our second attempt at the dartboard. The basics such as Bluetooth and a full assortment of airbags and the usual array of remote control this and push-button that will of course be standard.The base model will probably come with 17-inch wheels (yet again) because Australia is viewed by VW’s German head office as being a market with harsh road conditions. We can’t blame them. Clearly they’ve travelled on the major arterials of our capital cities.The good news is the snazzy and newly-designed 18-inch wheels you see in these pictures are expected to be readily available options. Other bling such as the cool LED tail-lights and the ice-cube-style headlights will likely be options, as will the high-end audio system, radar cruise control and sunroof, among other things.You can bet the first batches of Golf GTIs into the country will come fully loaded with these extras whether you need them or not. Typically, when a new Golf GTI arrives those at the front of the queue have a choice: pay close to or in excess of $50,000 for the one with all the extras that’s in stock, or order yours without all the gear and wait up to six months. (It was actually nine months at its peak in the mid 2000s).So do your homework and assess which of the gadgets you really need, versus what you think you really need (lane keeping, blind zone warning, radar cruise control, emergency braking, road sign recognition, self parking, dynamic chassis control, etal).One gadget we really like but sadly is unlikely for Australia (for now) is the built-in WiFi. In Europe, where mobile data is cheaper than it is in Australia, you can tether your mobile devices to a built in SIM-card. It also enables the navigation to use Google Maps, so you can see the route amid images of the actual terrain, roads and buildings you’re driving past.DesignUnlike the sixth-generation Golf (which was in fact a reskin of the previous model) the seventh-generation is a new model from the ground up using Volkswagen’s brand new global architecture that will underpin most of its models for the next decade.This explains why Volkswagen has been able to trim 42kg from the Golf GTI’s overall weight (from 1393kg to 1351kg) even though it is longer, taller, and wider than before. Although you can’t see its cleverness, it’s a smarter engineering layout that also delivers a bigger footprint.As for external appearance, car buffs will have already noticed that this is the most overt-looking Golf GTI for some time. The red highlight trim in the grille now extends through the headlights, and the fog lights are framed inside a set of plastic whiskers that appear to be clawing the car (this treatment was much more subtle on the previous model).Consider it a sign of a conservative Volkswagen bravely stepping outside its comfort zone. It is also a visual nod to the GTI’s new capabilities -- depending on which model you buy.DrivingI love the new regular Golf line-up. I voted for it in the World Car of the Year awards. It will likely clean sweep this year’s awards in Australia. And I like the new Golf GTI but (deep breath) it doesn’t feel like the previous two models, which hugged the road like extensions of your arms and legs.As odd as it sounds I fear the new Golf GTI is almost too good for its own good. It feels so clinical it’s almost numb to the senses. The engine noise lacks the character of the Ford and Renault hot hatches. The Golf GTI’s exhaust blurt between gears is still there, but it’s muted by extra noise deadening.In terms of dynamics the grip is there, the flat handling is there, and it’s relatively nimble (even though it is wider than before), largely thanks to the clever new steering system (two turns lock to lock for the diehard propeller heads).But with the previous two Golf GTIs, you could feel the car wriggle into its groove like a dog rolling around on its back trying to scratch an itch. The new one feels like you’re driving something from The Jetsons. Figuratively speaking, it feels like you’re hovering above the road, not glued to it like the old one.There’s another minor issue: the 2.0-litre turbo engine is now underdone compared to power outputs of the Ford Focus ST and Renault Megane RS. The Golf GTI has a delay in power delivery below 2500rpm which I never noticed before -- or maybe the Ford and Renault engines respond better. I suspect it’s the latter. Thankfully, the six-speed twin-clutch gearbox disguises this trait by not falling off boost as often.Will Golf GTI fans love the new model? Absolutely. The new Golf GTI elevates hot hatch refinement to a new level, but Volkswagen is teasing us with the base model. Deep down, it feels like VW has held something back for the Performance Pack, which will come with a price premium when it goes on sale after the regular model either later this year or early next.Ford and Renault have thrown everything at their hot hatches in an attempt to over-deliver (and in Ford’s case, undercut on price). But Volkswagen is now metering out its goodies: one power output for the Golf GTI, another for the GTI Performance Pack and then yet another for the top-line R version.At the time of writing we had only sampled the regular Golf GTI. The Performance Pack has the rest of the motoring press in a blather. We are due to test it in the coming days. Would the real Golf GTI please step forward?

Look familiar? Well it's not. This is the new Volkswagen Golf. New. Seriously. It looks so much like the last one you wonder what the designers do other than buy pointy shoes and manicure their sideburns.Volkswagen assures us this is the seventh generation of the small hatch that was launched in 1974, with the sales tally about to hit 30 million. Selling that many cars tends to stifle any move to make a radical change between generations, so this Golf is only slightly larger than the previous model and has an almost identical silhouette.The design evolution may be glacial, but Volkswagen has made substantial changes to the Golf's innards. The result is a car that is significantly better than the last, which instantly sets a new benchmark for the class. Yes, it really is that good.PRICES AND SERVICINGThe range starts with the 90TSI manual at $21,490 and moves up to $24,990 for the better-specified Comfortline version running the same engine. Picking an auto adds $2500.Two new Highline models sit at the top of the range, the 103TSI petrol at $31,990 and the 110TDI diesel $34,490, with gear such as Alcantara seat trim, satellite navigation and small touches that contribute to a prestige feel for the cabin.Volkswagen Australia has decided to make life even more difficult for its rivals with the starting price, $500 less than before. It has ditched the undercooked 77kW base engine that reminded the owners they should have spent more money every time the traffic lights went green, replacing it with a 90kW unit.More standard equipment has been added, weight trimmed and fuel consumption has been cut. All this makes the Golf a formidable opponent. The Australian small car segment is still divided in two, with Hyundai and Kia duking it out with Toyota, Nissan and Mazda around the $19,990 mark while semi-premium European cars such as the Ford Focus and the Golf perch about $1500 above.While there is some quality new product among the cheaper models, this Golf is so much better, even in standard form that the premium suddenly looks like small change. That leaves the fear of servicing costs and durability problems as the only real reasons to doubt the Golf -- apart from the understated design.Motoring club technical query lines field a disproportionate amount of calls regarding Volkswagen faults these days and driving beyond the warranty period can cause anxiety. The durability of this particular model can only be proved with time, but Volkswagen Australia has at least moved to alleviate running cost concerns with a capped-price service program.It sets a standard fee of $2113 for the first 90,000km or six years for petrol models ($2371 for the diesel). Like similar programs it doesn't include consumables such as oil, brake pads and tyres, but goes some way to protect customers from dealers charging above the odds (not that dealers of European models would consider such a thing).PLATFORM DESIGNAs for the car itself, it is almost completely new and is the first to use the Volkswagen Group's new Lego-style system to be shared by its many brands, including Volkswagen, Audi, Skoda and Seat. The company has been sharing like this for years, but the new system allows for sections of the car to be mixed and matched. Front axle units, rear axle units, front ends, rear ends and so on can be arranged in different configurations.The Golf is the first of the new MQB models, which is abbreviated German for a front-drive car with a transversely mounted engine. The Audi A3, which is on sale here next month, uses many of the same modules, as will the next Skoda Octavia.The Golf employs two different rear axle units in the same range: a basic torsion beam system and a premium multi-link unit that delivers the ride and handling synonymous with Golf. The torsion beam is fitted only on the least powerful Golfs that Europeans are happy to tolerate and has not made the boat trip to Australia.That's quite a relief and means the Golf maintains its position as a model with a comfortable ride and capable handling. Pressing the car through the winding ribbon of the Toolangi State Forest near Victoria's Healesville revealed it is a joy to drive -- delightfully responsive and agile, benign but not dumbed down.ENGINESEngines have been revised and Volkswagen has discontinued the fascinating Twincharger four-cylinder that used both a supercharger and turbocharger. Now that turbo technology has improved, the supercharger has been left on the shelf.The 1.4-litre four-cylinder turbo, which benefits from a range of minor upgrades, now produces 90kW and 200Nm in the base car and 103kW and 250Nm in the mid-range 103TSI model. Both of these engines move the car along swiftly, rev out without much fuss and have enough torque to avoid any wringing of necks. The entry-level engine is teamed with a manual (six speeds) or dual-clutch automatic (seven speeds), while the mid-spec engine is auto only.Only one diesel is offered, an upgraded 2.0-litre four-cylinder with 110kW and 320Nm that provides loads of effortless torque for the 110TDI version. It is relatively quiet, for a diesel, although the stop-start system means the engine is intrusive when it fires up again. Auto only, the diesel has fuel consumption of 4.9 litres per 100km. Surprisingly the petrol Golfs, which also have stop-start, are not far behind with figures ranging from 5.2l/100km to 5.7.DRIVINGThe entry-level 90TSI is a revelation. It has an interior that belies its position in the range. The premium look and feel of the plastic surfaces, seat trims and switches is complemented by excellent suppression of tyre, road and wind noise, which have been reduced to Lexus levels.It absorbs the bumps without fuss, yet is not so soft that it wallows. Better-specified models are still easy to live with but the larger wheels and tyres do pick up a few more of the surface bumps.The new electric steering is lighter than before, which helps in tight spots, although there is always the risk of taking away some of the feel through corners at higher speeds. Volkswagen engineers spent a lot of time and effort on this and it has paid dividends.The result is a range of models that go beyond the best on offer in the small car segment in most respects by a long margin. While the Focus may match it through the corners and most rivals feature far more adventurous design, the Golf has so many strengths and is so well rounded, it is the new leader. It even rivals the more expensive Mercedes-Benz A-Class and BMW 1 Series in many respects.The step forward is such that I asked visiting Volkswagen board member Ulrich Hackenberg, who is in charge of development, why anyone would pay more for the Audi A3 when it uses many of the same underbody components. He mentioned the additional features, sportier focus and different design, before offering up, after a second question along the same lines that the answer could be found on the bonnet and boot.“The Audi customer would not consider buying a Volkswagen. They have reached Audi and will not go back,” he said. “The value of a brand, of the image, is very high.”VERDICTCheck out the A3 and other luxury hatches by all means, but don't overlook the brilliant Golf if you can live with the badge.

A rash of new sub-compact SUV style vehicles is about to flood into the country with Holden bringing in the Trax, Opel the Mokka, and Peugeot the 2008. Others will follow soon after. It's predicted to be the next big thing as people around the world downsize their vehicles and go for quality, features, practicality and compact size.The change makes sense particularly in our increasingly urbanised world.Peugeot's entrant is due here by October this year and will sell from a starting point in the low $20,000 range.At that money, the 2008 is a tempting proposition.We drove three versions of the car in France last week and came away sold on the idea of "small is good" in terms of SUVs.Why pay for more vehicle than you need.It's a front wheel drive five door wagon on stilts for want of a better description and is built in France using the same basic platform (stretched a tad) as the recently introduced 208 hatchback.It uses the same powertrains too with a big emphasis on a new three cylinder 1.2 litre petrol engine that is available in turbo and non-turbo form. The turbo is actually the performance leader in the 2008 rangeWe drove the 1.6-litre turbo diesel and 1.6 litre naturally aspirated petrol four bangers and the 1.2-litre petrol triple non-turbo.All had their own character, strengths and weaknesses. The diesel has gobs of torque and pulls like a train rated at 84kW/270Nm but is a tad laggy at low revs and there's no auto, just a six speed manual which is fine.The 1.6-litre naturally aspirated petrol four was the best of the three we drove, with 88kW/160Nm it sings sweetly and gives the 2008 a light responsive feel.The 1.2 was a surprise as we were expecting it to be a dunger, but that couldn't have been further from the truth. It actually goes well and doesn't sound like a ride-on lawn mower.No decision on specification or the model range has been made for our cars yet. That will happen closer to the launch date.But we reckon the three we drove will be on the short list.It's a good looker with a pleasant face and stylish lines around the body including a stepped roof and roof rails.Peugeot built on knowledge gleaned from the ugly but good 3008 model for the creature features inside 2008 which isn't that much smaller inside.It has a decent boot, folding rear seats and comfortable driving position. All Aussie cars will get a reverse camera.All models also get a clever Grip Control system that splits drive between the front wheels and applies the brakes all round to optimise off road driving. It works pretty well but this is no mud plugging, stump jumping, rock crusher.The 2008 is a pleasant little all-rounder capable of delivering safe, entertaining, economical transport in multiple environments aided by the latest in multimedia connectivity and other tricky stuff with apps that may make it to Australia. Cruise control is standard and some models will likely get the big 7-inch info screen which also houses satnav if fitted or optioned as the case may be.We drove the cars over an extensive route through mountain roads, on auto-routes at high speed and on dirt roads. It was up for anything we demanded and was actually quite handy in the tight going, sporty even.The 2008 gets a five star Euro NCAP rating with all that brings and the engines are capable of sipping as little as 4.0-litres/100km depending on the model. The auto we are likely to get is a four speeder on the 1.6 petrol, possibly the only let down on this fine little car.  

The fastest Mini allowed on the road will be remembered for corners rather than flat-out speed. The Mini John Cooper Works GP Edition hammers to 100km/h in 6.3 seconds.It’s impressive, but not nearly as appetising as this car’s capacity on the twisty stuff. A reinforced chassis, race-spec suspension, massive brakes and close-ratio six-speed gearbox helping keep the engine on boost make this a back-roads or track-day weapon. Australia secured 55 of the 2000-vehicle global production run and there’s still a handful in dealers.The price is $56,900 with no options boxes to tick. That buys a track-day car fitted with xenon headlamps, foglamps, airconditioning, stability control with a ‘GP mode’ for bigger slip angles, and a Sport button to sharpen up the already acute response.Competition comes from the Renault Megane RS265 Trophy Plus at $51,640, the $56,990 Mitsubishi Evolution and Subaru’s $59,990 WRX, though they all at least pretend to take passengers in the back. A massive strut brace just in front of the rear wheel arches restricts the Mini to two-seater duties only.This hot hatch is track ready, courtesy of adjustable coilover suspension to adjust the ride height by 20mm and a set of six-pot vented front brakes with more bite than a cornered politician. The stability control’s GP mode takes advantage of the upgraded hardware by only braking the inside wheel instead of also cutting engine power.The 1.6-litre turbo engine is common to the JCW family and uses an alloy cylinder block and bearing mounts, stronger cylinder head, reinforced pistons, low-weight crankshafts and sodium-filled exhaust valves. Torque is rated at 260Nm with a 20Nm overboost feature. In this well-sorted chassis, that’s enough to propel the lightweight Mini around the Nurburgring in 8 minutes and 23 seconds.The bewinged Mini JCW GP edition started out life as a regular hatch so there’s nothing wrong with its basic proportions. The designers didn’t have much say on the inside, with the rear seat ditched to make way for the brace.A chunky steering wheel fits well with the “go-kart with a roof” ethos. The exterior enhancements are all in the name of aerodynamics (red stripes excepted). A front apron spoiler and engine undertray shield have cut front axle lift and contributed to a six per cent drop in drag.The rarity of the GP Edition means it is unlikely to be officially crash tested, but the Mini Cooper base car is a five-star vehicle. There are head, side and curtain airbags along with ABS brakes linked to traction and stability control. An electronic front diff lock is also part of the safety repertoire.This is the purist’s Mini, in the sense it tracks and handles with more authority than any Mini before it and is a point-and-go rocket without being a handful. The biggest gripe with the GP Edition is the way it copes with back-road bumps, when the combination of rutted bitumen, taut suspension and rapid acceleration can briefly leave it without purchase on the road.Even then it’s predictable: the suspension refuses to squirm to the point of unsettling the car on landing and the steering resumes tracking to the degree of steering lock. Settle the nose down into the corner and the GP Edition follows the white line like Road Runner. The windier the route, the better the GP does. Passengers tend to hang on and loose items need to be secured. At least the Mini gives a moment’s warning as the turbo alters the exhaust note, or the driver downshifts entering an approaching corner …