European

We’ve heard it all before but rarely have we seen it executed successfully; mid-tier luxury brands attempting to move upmarket and compete with top tier brands.Volvo, too, toyed with the idea of moving upmarket when the company was taken over by China’s Geely, and even rolled out a couple of concepts (Universe and You) that some interpreted to be the automaker’s preview of a new high-end sedan designed to rival the likes of the BMW 7-Series and Mercedes-Benz S Class.However, Volvo’s recently recruited CEO, Hakan Samuelsson, has put such rumors to the rest, emphatically stating that a high-end sedan is not on the horizon for Volvo.Speaking with Automotive News (subscription required), Samuelsson said a large and powerful sedan doesn’t fit with Volvo’s new green image and that buyers of such models aren’t likely to even consider a Volvo in the first place.“We don't have any ambitions to go into a segment where we would compete with vehicles that have V8 or V12 engines,” he said. “We don't believe it would fit our brand image.”Instead, Volvo will continue with its current plan of replacing its aging lineup with a new range of models based on its modular SPA platform. The first of these SPA-based models will be a 2015 XC90 SUV due at the end of next year, followed by redesigned versions of the S80 and S60 sedans.All of Volvo’s future models will feature four-cylinder engines, and for additional performance the automaker will employ electric drive systems connected via hybrid configurations. Volvo also plans to expand into the compact car segment and is developing a second platform for these entries.Finally, Volvo is eyeing an expansion in the lucrative Chinese market by opening more dealerships and starting local production. Last year, Volvo sold just 42,000 cars in China but still has set an ambitious target of 200,000 sales by 2015.www.motorauthority.com 

Small could become the new big in SUVs. The subcompact Nissan Juke is taking off in Europe, and Peugeot has been quick with an answer in the form of the 2008 -- a softroader that will also be the wagon solution for the 208 range when it arrives here in October."The 2008 will enter into a yet to be defined market: the sub compact SUV. It captures the versatility of a hatch whilst combining the practicality and functionality of an SUV," Peugeot Australia boss Bill Gillespie says."The 2008 is a product for the inner urban resident with its compact dimensions. We believe it will appeal to buyers who would have traditionally bought a hatch due to price and fuel economy as it offers the option of an SUV-like vehicle at similar pricing to a hatch."The 2008 range will start in the low $20k area, with equipment and fit-out levels to echo the hatch. That means the chunky little steering wheel, a raised instrument binnacle, clear 7-in touchscreen and all the expected safety equipment. Overseas models get an automatic parking system but Peugeot Australia is likely to drop that in favour of locally fitting a reversing camera -- there isn't one on the French options list.Peugeot says it doesn't have any true rivals here yet, but people are likely to shop it against the $18,990 Suzuki SX4,  the $26,290 Skoda Yeti and even the $34,100 Mini Countryman.  The real competition is on the way from the Nissan Juke arriving by the end of this year or early 2014 -- the vehicle against which the French carmaker benchmarked the 2008.Based on a version of the 208 hatch platform stretched 20cm longer and 5cm wider, the 2.5cm higher-riding five-door is also 9.6cm taller -- set up to give you the practicality of an SUV in a petite package that targets metropolitan adventurers.There's a strong design cue in the stepped roofline topping tall windows that are joined by a panoramic sunroof to flood light into the cabin. Vodka-bar blue LED lighting sets off the instrument bezels and sunroof, and there are similarly stylish chrome and saddle-stitching details.But some of the materials are budget ones, and the pinstripe finish across one test vehicle's dash and door grabs will date quickly -- although the black mock-weave in another is handsome and will have more longevity.The 2008 sports the hatch's scalloped bonnet and swept-back headlights, but gives a nod to the 'parks and rec' lifestyle with beefed-up arches housing 17-in wheels shod with 'mud and snow' rubber. A wide tailgate promises easy loading  into a 360-litre boot that balloons to 1194-litres with the rear seats dropped.Black bumpers and body sills, plus and front and rear stainless steel scuff plates will help protect paintwork from scrapes with nature -- and urban obstacles.Of the eight drivetrain choices offered overseas, we're confirmed to get the 88kW/160Nm 1.6-litre petrol four-cylinder in both manual and auto, and the likely chance of the 60kW/118Nm 1.2-litre three-cylinder in manual only. One of the diesel options is also on the cards -- hopefully the 1.6-litre e-HDi we tested with 84kW and 270Nm that rises to 285Nm on overboost.It doesn't get all-wheel drive, but instead the front-wheel drive range has the option of the multi-mode Peugeot Grip Control we already get on the 3008.  The system uses a smart traction control to alter the torque sent to each of the front wheels, meaning you'll be safe tackling soft and greasy surfaces as long as you don't want to venture into really rough stuff.There has been some tinkering with the suspension -- a pseudo-McPherson front and a rear set-up with deformable crossmember -- to give more stability to the taller package.Since the 208 gets the full five crash stars, you can expect the same of its toughed-up sibling, with similar airbag complement, stability and traction controls, and anti-skid brakes with extra tech for panic stops and to allow for extra force needed for wheels under uneven loading.Those looking for a teaspoon taste of SUV won't be disappointed. The slightly higher ride height and jacked-up driving position mean the 2008 delivers the crossover feeling.The 1.6-litre diesel behaved most like an SUV on the road: slightly heavy but with a huge serving of torque via the six-speed manual to keep the 2008 humming. Peugeot does great diesels, and it shows in the sound of this one: smooth and refined with no agricultural clatter -- and with an almost seamless stop-start system keeping an eye on economy.However the four-cylinder petrol engine that followed was even better, despite having lower outputs. Being 100kg lighter helped, but largely the five-speed manual dovetailed neatly with the engine to keep the response sprightly -- which raises the question of whether it will do as well with the four-speed automatic transmission we'll also get.The 1.2-litre promises good economy at 4.9L/100km (although the diesels are the leaders at 4L) and despite being only a tiny unit it gets along well as long as you keep the revs up to it.Being a tallish box, it wasn't surprising to feel the body tipping a little going into corners, but it's still surefooted and you'd have to try very hard to get it out of order. Over the wet and winding launch route it showed good grip, only briefly scrabbling for traction in one very extreme exit.The ultra-compact size makes this a great proposition for city dwellers who want the SUV looks and practicality, but realise that a true 4WD would be entirely without point. The only unknown will be how well the sparkling petrol engine performs with the auto transmission that is likely to be a popular choice in our market.

You'd be forgiven for mistaking the new Golf 7 for the old one. The two look very similar. But then Volkswagen probably wanted to avoid making the same mistake it did with the Golf 5.People weren't too keen on the rounded design, with its grey, plastic undersides and sales took a nosedive as a result. You see car buyers are a pretty conservative lot. They don't like change, at least not too much, too soon  anyway.Panicked. The Board that runs VW called for the doctor and Golf 6 was born soon afterwards, prematurely some might say? That was in 2009 here in Australia.Four years later we now have a new and improved Golf, one with "reassuring'' design that we're told is bigger, lighter and cheaper to produce  thanks to a clever "modular'' production process that's reminiscent of the way they produce Ikea furniture. The line up has been rationalised and the engines (two petrol and one diesel) are all new too  although they produce at most only marginally more power.VALUEThe starting price of $21,490 is $500 less than before and you get more for your money, but you can bet your bottom dollar VW is not passing on the full savings it has made in reduced costs (and they won't put a figure on it). The entry level 90TSI model comes in two grades, base and Comfortline for another $3500 with a six speed manual as standard. If you want an auto its another $2500.The higher output 103TSI model is $31,990, comes in the more luxurious Highline grade and includes an auto. Topping out the range is the 110TDI diesel, also in Highline with an auto, at $34,490.Highline models get a combination of cloth and suede leather trim  full leather is another $2950. None of these prices include on road costs.TECHNOLOGYThe 77kW 1.2 litre petrol engine has gone and so has the crackerjack, twin-charged 118TSI, although the latter it is still available in other models. We're left with 1.4-litre turbocharged 90kW/200Nm and 1.4-litre turbocharged 103kW/250Nm petrol engines, plus a 2.0-litre 110kW/320Nm turbodiesel.The 90TSI engine is rated at 5.7 or 5.4 litres/100km depending on whether it's manual or auto, the 103TSI 5.2 litres/100km and the 110TDI 4.9 litres/100km. The two petrol engines are now made entirely of aluminium to save weight and deliver better economy, while balancer shafts have been added to the diesel to make it smoother.Timing chains have been replaced by a toothed, fibre belt which means replacement at some stage. As before, the petrol engines are teamed with a 7-speed DSG double-clutch style transmission while the high torque diesel once again gets a 6-speed DSG. A six-speed manual is however standard on 90TSI models.DESIGNAt 4255mm, it's 56mm longer with a 59mm longer wheelbase than before, with more rear legroom and space in the boot. Fuel consumption is down and active safety has been ramped up, with things like fatigue detection, automatic emergency braking and active cruise control  but to access most of the new features you're going to have to shell out for the $1300 safety pack.The handbrake is now electric and an electronic differential lock is standard along with auto-start stop and brake energy regeneration  but a reversing camera is not. Comfortline adds a rear-view camera, front and rear parking sensors, auto lights and wipers, plus dual-zone climate airconditioning and alloy wheels. DRIVINGWe had a crack at all three power trains. There's nothing disappointing about performance offered by the 90kW TSI model and most people will be more than satisfied, but to get the better Highline trim you're going to have to fork out another $4500 for the 103TSI model.The car is responsive and sure footed even in the atrocious weather we had for the launch, with the 103TSI a bit punchier thanks to the extra torque. The XDL extended differential lock from the GTI, now standard, helps maintain traction in challenging conditions. The diesel feels, well . . . like a diesel, but is definitely smoother and less agricultural than before.VERDICTVolkswagens aren't the cheap and cheerful cars on which the company forged its reputation and haven't been for a long time. They're a premium, aspirational product that features cutting edge technology. The downside is that when things go wrong, they can be expensive to repair. The surety of fixed price servicing, introduced recently, will go a long way towards getting more customers across the line. 

Small-car shoppers are spoiled for choice these days, but the spoiling and the choice have just become even better thanks to the all-new Volkswagen Golf.The seventh-generation Golf is more like a compact luxury car than any $19,990 bargain buy and will start favourite for this year's Carsguide Car of the Year award, even if Holden is about to unleash its VF Commodore.We knew the new Golf was special in Sardinia during a European preview drive and it only takes 30 minutes on home soil in Sydney to confirm the quality of the car. It's a ripper.Now, to put the Golf into focus, we've already seen the arrival of the impressive new sub-$40,000 A-Class Mercedes this year at a time when the Hyundai i30, Nissan Pulsar and Toyota Corolla have lifted the bar for value and quality in affordable small cars. So the Golf, the long-term pacesetter in the class, is caught in a squeeze between downsized luxury cars and upwardly-mobile price fighters.That's great for buyers, as Volkswagen has counter-punched by adding more safety, value and technology while holding the price line to a starting list price below $22,000.Golf 7 is also loaded with safety stuff, has an impressive multi-media package, and buying is easier thanks to pre-packaged kits of equipment in place of the tick-the-box ordering system for individual items.But it's the basics which provide the bedrock, as the Golf 7 sits on an all-new Volkswagen mechanical platform - that's shared throughout the group, to drive up numbers and push down prices - that means more space in the back and boot, less noise in the cabin, and new engine choices.VALUEThe Golf has never been the cheapest car in the compact class and that does not change, even though the bottom line now starts below $22,000 and Volkswagen says you can get a full-loaded car - "short of gold plating or sunroof" - for less than $35,000.It's also taken the prestige path on equipment, combining the most popular customer choices - in the same way as Benz and BMW - into packs. These sit above the basic car in either Comfortline or Highline levels, although the diesel car is only available to Highline standard.Even the basic Golf comes with cruise control and aircon, as well as a 5.8-inch colour touch screen for the infotainment package, and there is also a driver fatigue monitor and an extended differential lock for better grip and safety.The best things about stepping up to Comfortline are the rear-view camera and automatic parking system, as well as dual-zone aircon, while Highline brings sports seats, upgraded infotainment with satnav, and more bling in the cabin including an LED lighting package.But the starter car only has steel wheels, and a space-saver spare - a deal breaker for some Aussie buyers - is fitted to all models.As an offset, still very welcome but long overdue, Volkswagen has finally added capped-price servicing for the Golf that provides a package for 90,000 kilometres or 72 months with an annual fee pegged as low as $272.TECHNOLOGYEverything about Golf 7 tracks back to Volkwagen's new small-car platform, which provides better suspension design, more space in the back seat and a quieter cabin - thanks partly to an 'acoustic' windscreen. There are also big weight savings from the body through to the dashboard and aircon.That's the basics.But it's the tech tweaks that are built up from the platform that make life better for buyers.That's everything from an electronic parking brake to lots of extra safety equipment, including automatic braking, blind-spot detection, parking radar and a lot more.There is even an Eco Tip function which gives advice on saving fuel while you drive.The arrival of Golf 7 brings a different engine lineup, with turbos all around on both the TSI petrol and TDI diesel power plants. There is a six-speed manual on the starter car, but afterwards it's six and seven-speed DSG transmissions depending on the torque output of the engine - which means only six slots for the diesel.Power kicks off at 90 kW on the basic 1.4-litre petrol turbo, with 200 Nm of torque and fuel economy from 5.4 litres/100km, rising to 103/250/5.2 for the next step from the same capacity. Both have stop-start for fuel saving.The diesel is a full 2.0 litres and makes 110kW/320Nm for economy of 4.9 litres/100km, and its 0-100km/h time of 8.6 seconds is only marginally behind the better petrol motor at 8.4.DESIGNIt's easy to walk past the new Golf in the parking lot at Volkswagen headquarters in Sydney, which is loaded with all sorts of other Golfs and Tiguans and the classier new Beetle.That's because a Golf is always a Golf and always looks like a Golf.So the basics haven't changed, with a two-box hatchback layout, since the seventies.Golf 7 marks the change with sharper creases in the bodywork and a more elegant and, dare we say it, upmarket impact. It's just that little classier in the bodywork, from the shape of the nose to the LED trinketing.Inside, it's more of the same and more with the same, from the touch-and-feel plastics through to the way it all fits together. It's more like a Benz than a Hyundai, let's say.The highlight is the new infotainment package, which will even satisfy a tech-savvy Gen Y driver without putting a Baby Boomer outside their comfort zone.SAFETYGolf 7 has just had its five-star ANCAP tick, thanks to the strength of the basic body, a seven-airbag cabin and standard safety equipment that runs to ABS, ESP stability control, the tricky differential, fatigue detection and what Volkswagen calls 'multi-collision brake', that applies the brakes automatically to minimise the chances of knock-on impacts.As you move up the line the safety package expands to include parking radar at both ends, a rear-view camera, and automatic wipers and headlamps.For people who put safety first, the best deal is the Driver Assistance Package that bundles adaptive cruise control, city emergency braking, driving profile selection, top-level parking assist, automated reverse and parallel-parking and proactive occupant protection. But it costs more and is not available on the basic Golf 7.DRIVINGIf you were picking a small car to drive from Sydney to Melbourne you would take the Golf every time. It's quieter and more cosseting than anything else in the class, including the Benz A at one end and the new Pulsar at the other.And you could rely on the anti-fatigue system and punchier new infotainment to keep you going on the boring interstate bumble while driving a car that is more than capable and comfortable at a 140km/h motorway cruise in Europe.After driving all the Golf's rivals, I'm convinced that it is the best of the bunch and has raised the playing field to a new level. The A-Class has a classier badge, and you can get a Korean car with more for less, but the Benz is too harsh for our roads and the Koreans don't have finesse and refinement of the Volkswagen.The 90 TSI gets along plenty well for almost anyone, short of a Golf GTI fanatic, and the 103 doesn't bring much more. The diesel will be best for long-distance drivers or people who need the torque for a fully-loaded cabin.The most enjoyable thing about Golf 7 is the all-round enjoyment. It doesn't have much visual impact, but once you're inside you can see and feel the added class.On the road, the suspension is both controlled and compliant, a rare combination in a small car. So it absorbs bumps and keeps noise down, but doesn't flop or wallow in corners.DSG transmissions have been a sore point with many Volkswagen owners, and a source of lots of complaints to Carsgsuide, so we're hoping the new Golf finally gets it right. I tried the worst test of the double-clutch controls, holding it with the accelerator on a very steep grade, and it help without giving up the way we've experienced in earlier cars.I wasn't tempted to trial the safety systems, but it's good to know they're keeping a watchful eye. Especially for emergency braking.We're planning a lot of extra rounds with Golf in coming weeks and months, but the initial impression in Australia has just reinforced what we already knew. Seven is a lucky number, especially for people who want the best in a small car.VERDICTHave we found our Car of the Year champion for 2013? Almost definitely.

It's a bit like getting a Christmas In July invitation - you think it's a bit over the top but you'll still take up the offer.“We didn't plan to launch this,'' says Audi Australia's Anna Burgdorf of the S8 slingshot limo, “because we didn't expect the demand.''Indeed, even at a projected one sale a month from when the Audi S8 hits the Australian market in the second quarter of next year, it's still business the company wants. “We expected the S6 or the S7 to take up demand from where the previous S8 left off,'' Ms Burgdorf says. “But we have had a lot of interest - that is, a lot of interest for a $250,000 car.''The S8 continues Audi's plan to reduce the weight of its cars, make them more powerful (though to be politically correct, it's called efficient) and use less fuel.It has the 4-litre twin-turbo V8 engine that replaces the previous S8's exotic V10 that continues to be used as the premium engine for the R8 and Audi-owned Lamborghini's Gallardo.The delay before the S8 arrives in Australia is attributed to waiting for the mid-life makeover model. The A8, which forms the basis for the S8, started in its current generation in 2010. Audi last imported an S8 in 2010 after selling 45 units in its four-year life.VALUEIt's at the top of Audi's saloon-car range so earns a premium price. It's expected to cost about $250,000 when it gets here about May next year, and the only good news about that is it's $14,000 cheaper than the last S8 to be sold here.The previous V10-engined model was a beast but Audi promises the new version will be more civilised and less aggressive on the owner's wallet. High-end features include double-glazed windows, adaptive cruise control, LED headlights, Bose audio, diamond-quilt leather upholstery and a buffed body clothed in subtle bulges, dominant exhaust pipes and 20-inch alloy wheels.DESIGNThe latest S8 - the one we get in May - gets relatively minor upgrades on the current A8, but remain important to differentiate the car and the temperament of its owner. The grille is finished in platinum - rather than silver - and features black slats on the front, bold S8 badges, chrome exhaust pipes and the 20-inch S8-specific alloys open the spokes over black-painted brake calipers.TECHNOLOGYIt's all in the engine. The 382kW/650Nm 4-litre gets two identical turbochargers siting within the vee of the V8. It is technically similar to the RS6's 412kW/700Nm engine, just muted to suit a less frenetic lifestyle. To save fuel, there's cylinder deactivation when cruising and stop-start for traffic congestion.Electronic engine-mount dampers cradle the V8 so you never feel it switch from eight cylinders to four. The engine drives an eight-speed torque-converter automatic to power all wheels. The body is all aluminium with an all-alloy suspension system, electric-assist steering - with drive-select modes - and despite its 1975kg weight, streaks the 100km/h dash in a very unlimousine-like 4.2 seconds. It's also capable of a 10.2 litres/100km average drawing from an autobahn-friendly 90-litre tank.SAFETYThe S8 showcases Audi's safety arsenal and most of the options on lesser models here become standard. The adaptive cruise system is one of the highlights, with the ability to use its radar to pick up danger signs from the front and rear of the car.There's also blind-spot monitor, a driver fatigue system, lane-change warning and so on. The S8 doesn't have an official crash rating.DRIVINGThis isn't exactly the car we'll get in Australia. This is the current car and gets its mid-life makeover - a soft change to the nose and tail but no driveline alterations - in production later this year. It's a chance, however, to feel what a few Australians will be able to buy come early 2014. For a start, though technically similar to the RS6's powerplant, the noise is less dominant and the power delivery less intense.Yet 382kW/650Nm isn't cheese dip and it pumps with immediate response in a predictable, linear delivery. It's more responsive and quicker than the old V10 and 23 per cent more fuel efficient, while carving a massive 54kg off the engine weight. Win, win!There's a lot of sports-oriented gear in the car - real carbon-fibre trim, alloy edging, bold S8 graphics, lowered body, fat bodykit and the paddle-shifters on the steering column - and while the engine fulfils much of the visual promise, it's still restrained.The exhaust growls as it sets off and changes pitch to a roar in proportion to the arc of the tacho needle. It's clearly quick but the cabin is too good at cocooning the occupants. But it's a superb cruiser and on the German autobahns on a quiet day, will double Australia's speed limit without appearing to stretch a muscle.VERDICTNice car but we may be living in the wrong country.AUDI S8Price: est. $250,000Warranty: 3 years/unlimited, roadside assistCapped servicing: NoService interval: 12mths/15,000kmResale: 55%Safety: 10 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 4-litre V8 twin-turbo petrol, 382kW/650NmTransmission: 8-spd auto; constant AWDThirst: 10.2L/100km; 98RON; 237g/km CO2Dimensions: 5.1m (L), 1.9m (W), 1.5m (H)Weight: 1975kgSpare: None

Now there's a new importer involved, Citroen could have a brighter future in Australia.Ateco Automotive, who previously handled the iconic French brand, tapped out at about 3000 units a few years ago - in a market of more than a million. They were possibly more focussed on Ferrari and Great Wall...Now Sime Darby has the Citroen (and Peugeot) franchise and first appearances suggest they are going to ramp it up.They should because there are many desirable cars in the Citreon lineup - arguably the best French car brand. But first of all they needed to do some "house cleaning" and re-launch a vehicle that was pretty much passed over under the Ateco umbrella - the C4 Aircross.This is a Citroen version of the Mitsubishi ASX and Peugeot 4007 small SUVs. All three are made in Japan by Mitsubishi which must cringe every time a Pug' or Cit' version of its vehicle rolls out the door.Why?The two Frenchies win the looks contest hands down with the Aircross taking the silverware as far as we are concerned.It gets more exterior chrome, the imposing chevron grille and other changes that make it look totally different to the other two cars.Added to that is roughly a $4000 price cut for the Aircross to a starting point of $31,990 drive away for the front wheel drive model. It was previously that price plus on roads and Sime Darby has added a smattering of extra kit.The all wheel drive model goes for $33,990 drive away.Both models (Exclusive grade only) get a Continuously Variable Transmission (CVT) auto as standard along with a rear view camera, Bluetooth with voice control, steering wheel controls for cruise and audio, paddle shift and high quality interior materials.Climate control and a pollen filter are included. They also get hill start assist and rear park assist, seven air bags and stability control. The ANCAP rating is five stars.Obviously a practical vehicle, Aircross has easy to fold rear seats and a decent size load space. They've fitted additional sound deadening material and a ski flap in the rear seat.Aircross is differentiated from the other two cars by frontal styling, tail lights and other minor exterior changes. The interior is also different though in our opinion, not up to the usual Citroen chic.The suspension is recalibrated compared to the other two cars and it has a wider track thanks to bigger tyres. The 4WD system has three modes; 2WD, 4WD and Lock that can be selected from the dash .The engine is out of Mitsubishi's Lancer small car and is a petrol 2.0-litre four pot with variable valve timing (MIVEC) and regenerative energy harvesting from the alternator during braking and deceleration.It's good for 110kW/199Nm and in this case, requires premium unleaded. The engine is a fairly old design and misses out on the more efficient direct injection system which, ironically, Mitsubishi developed for mainstream automotive use more than a decade ago.We like the look of it and the five seat interior is practical and roomy for such a compact vehicle. It has generous standard equipment and is good to drive in an unban environment.Hauling 1400kg dents engine performance a tad when you put the car under pressure with a full passenger load and the air conditioning on. But otherwise, it's acceptable - unobtrusive and relatively economical at around 8.0-litres/100km.The suspension is soft and could do with a little more local fettling to better handle rough roads. It handles OK, rides comfortably and is easy to drive thanks in part to the electric power stering and good turning circle.The CVT causes the engine to slur away unless you utilise the paddle shift..

The Citroen C4 Aircross is one of three compact SUVs produced from a joint venture between the French PSA Peugeot Citroen group and the Japanese giant Mitsubishi. It sells alongside the Peugeot 4008 and Mitsubishi ASX.The sales figures for the three vehicles make an interesting example of the value of brand marketing. All three are built in the same Mitsubishi factory albeit with some styling differences and, allowing for variations in equipment levels, are priced within the same ballpark.Despite this, during the nine-month period that all three have been on sale, nearly 90 per cent of total sales have been of the ASX. The Peugeot 4008 and Citroen Aircross each arrived in Australia in mid-2012, nearly two years after the ASX, and so were at a significant disadvantage.The Aircross was further hampered because its arrival coincided with the imminent switch in Citroen’s local importer/distributor which meant that it received virtually no marketing or advertising support.The new importer, Sime Darby Motors Group, has now re-launched the Aircross and we’ve now been able to spend a day with this cute-looking small SUV, Citroen’s first venture into this booming market.Prices are straightforward: $31,990 for the 2WD and $33,990 for the 4WD. While these prices are the same as when the Aircross was launched by the previous importer in June 2012 they are now national driveaway prices and include a reversing camera as standard and so making it significantly cheaper – Citroen claims nearly $4000 – than previously.Also standard are 18-inch alloy wheels, leather trimmed steering wheel, cruise control, Bluetooth phone and audio steaming, steering wheel mounted audio controls and voice activation.While the Aircross and the ASX share most of their mechanical components and underbody parts and have a similar styling theme, all external panels, with the exception of its doors and roof are different.The Aircross also takes a different approach to the all-important frontal styling. While its two siblings have gone for the trendy wide-mouthed grille Citroen has adopted a wide two-bar arrangement with the familiar Citroen double chevron built into the centre.Daytime running lights are growing in popularity and the Aircross again takes a different tack by having them on the extreme edges of the grille and vertically mounted rather than the normal horizontal line fringing the headlights.Beauty is of course in the eye of the beholder but we do prefer the look of the Allcross to that of the 4008 and ASX. Interior space is good at the front and acceptable for adults but fine for children in the rear. Boot space ranges from 442 litres with the rear seatbacks in place (384 litres below the parcel shelf) to 1193 litres with the seatbacks folded.The model range for the Citroen C4 Aircross is nice and simple. There’s one engine (2.0-litre petrol), one transmission (CVT automatic), one specification level (Exclusive) and two drive options (2WD and 4WD).The Aircross engine generates up to 110 kilowatts of power and 199 Newton metres of torque. It’s capable enough in normal city and motorway driving but does struggle a bit on hilly terrain although once we started using the paddle shift manual override feature we were able to enjoy the test drive a lot more.It’s not a sporty vehicle but neither are the majority of its competitors in what is very much a small family focussed market segment. Other engines, including diesel, are available but are not in Citroen’s Australian importers sights at this time of low local petrol prices.Fuel consumption on the combined urban/highway test is listed at 7.9 litre per 100 kilometres for the 2WD model and 8.1 L/100 km with 4WD.Safety equipment levels 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.Our 250 kilometre media test route included around 30 km of moderately rugged dirt roads to display the off-road credentials that Citroen saw as distinguishing the Aircross from its softer competitors.Although we were in the 4WD model during this stage we switched between modes and apart from the occasional rut that sent shudders through the car, it handled the conditions without any real problems. There’s also a 4WD Lock option for more demanding terrain.

Why don't wagons attract an Aussie audience? It's a mystery worthy of a CSI episode. Yet we line up like sheep to get into a five-door load-lugger if it's got more than 180mm of ground clearance (ie, a compact SUV), even if we're no more likely to drive it on dirt than through a combat zone.The latest wagon from BMW's top-selling 3 Series range provides yet further evidence that SUVs aren't the duck's guts for shifting offspring and their gear. The Touring (as BMW labels its wagons) is lighter than most soft-roaders, better looking to boot (so to speak) and outperforms them.VALUEMost of the Touring's features carry over from the sedan range, which has been on sale for more than a year. The petrol versions - 320i and 328i, running differently tuned versions of the same turbo petrol engine - join the diesel 318d.The Touring comes at a $2500 premium over the corresponding diesel sedan and $4000 over the equivalent petrol sedan. Pricing starts from $58,900 for the 318d which has three upgrade options, from $3768 to the $6000 M Sport pack. Petrol versions start from $62,600 for the 320i with $3152 for Luxury, Sport or Modern packs. For some reason M Sport is even dearer at $6385.At least the petrol models have paddle shifters for the eight-speed auto transmission, which is standard on the range, with stop-start function. All versions get an automatic tailgate as standard. A reversing camera is standard on the two petrol models.Rolling off the production line from this month is the 328i priced from $69,900, with the upgrades adding $1538 or, for the M-Sport, $5000. It too sits on 17-inch alloy wheels but gets electrochromatic mirrors (with folding function for the exterior), "fine-wood burled walnut" interior inserts, Dakota leather trim and top-spec satnav and audio.The Sport Line option pack adds high-gloss black exterior trim bits, 17 or 18in alloys, black and red accents in cabin, red stitching on the sports steering wheel and standard leather upholstered sports seats.Those looking for the finer things can tick the Luxury Line box - high-gloss chrome exterior trim bits and wood trim inserts for the interior, 17 or 18in alloy wheels and model-specific leather upholstered seats are among the highlights.The Modern option pack adds satin-finish aluminium trim, 17 or 18in alloy, a light-coloured dashboard and a steering wheel in dark oyster, leather upholstery in oyster or black and a choice of four trim strips in pearl-effect chrome or optional wood surface in three-dimensional structure.The M Sport package has aerodynamic add-ons, 10mm lower sports suspension, an optional brake upgrade, as well as the exclusive optional exterior paint shade Estoril Blue' metallic, 19in M-design alloy wheels, an M leather steering wheel and aluminium hexagon trim.TECHNOLOGYDiesel power propels the entry wagon. The 318d Touring has a 2.0-litre turbo diesel producing 105kW/320Nm. It gets to 100km/h in 9.2 seconds but also sips 4.7L/100km.The 320i and 328i share a turbo direct-injection four-cylinder, which in the mid-spec model has 135kW/270Nm and gets to 100km/h in 7.5 seconds for a 6.2L thirst. The 328i develops 180kW/350Nm, cutting the sprint time to 6.0 seconds and raising consumption to 6.5L.The range gets the fuel-saving stop-start system, brake energy recovery and the Eco Pro mode, which encourages economical driving and claims up to 20 per cent improvement in economy by way of "intelligent energy management" engine systems.DESIGNFrom the nose to the front occupants' shoulder at the door pillar, the Touring mimics the sedan. It's longer and roomier than the superseded 3 Series wagon. The cargo area is 495 litres with the rear seats up, on par with most big sedans. This trebles when the seats are folded flat.Access is via an electric-opening tailgate (which works via remote or by “kicking'' underneath the rear bumper when the key is in range), which also has a glass-only opening function, with extra clever underfloor storage in the cargo area.SAFETYThe European NCAP program ranked the sedan five stars so the wagon will surely win full marks too. The active electronic driver aid list is long stability and traction control, anti-lock brakes, cornering and dynamic brake control, as well as brake drying and electronic "limited-slip" for the rear differential, activated when the "DSC Off" function is employed.Also fitted standard is the Active Protection safety package, which readies the car's myriad safety systems if it detects a imminent impact. The options list has the obligatory raft of choices, including active cruise control (with stop-go function) and head-up display, surround-view camera system and high-beam assist.DRIVINGThe 320i's engine is willing, smooth and works well with the eight-speed auto. It hesitates a little when exiting corners, but is fuss free in fast open country running.Fans of older BMWs will miss the six-cylinder engine soundtrack, but they'll welcome the new car's Sport Plus mode and its steering wheel paddles for changing gears manually. A highlight is the ride afforded by the optional adaptive suspension it remains settled and unperturbed through mid-corner bumps.Switching to the diesel is anything but a stepdown. Its torque is reasonable and the noise intrusion minimal. The noisiest thing on the diesel drive was the climate control's fan. The diesel doesn't get the paddleshifters but has little need for them with the two sport modes offering clever shift patterns, but the more powerful petrol engine is our choice.VERDICTA versatile wagon that offers chassis balance, ride comfort and driving ease. A serious rival for an SUV.BMW 320i TouringPrice: From $62,600Warranty: 3 years/ unlimited kmCapped servicing: NoResale: 54% (Glass's Guide)Service interval: 12 months/25,000kmSafety: 5 starsEngine: 2.0-litre 4-cyl turbo petrol 135kW/270NmTransmission: 8-speed automatic; RWDThirst: 6.21/100km,Dimensions: 4.6m (L); 1.8m (w); 1.4m (h)Weight: 1495-1595kgSpare: None

You might as well skip this. You're going to buy the CLA no matter what the likes of me say. Such a meeting of relative affordability and outright desirability has seldom been seen. The CLA will, as one observer pungently put it: "Sell its tits off," when it arrives for Christmas.For what it's worth, you're unlikely to regret investing in the cheapest ever Mercedes four door. Though at some $50,000 it's a good deal dearer than the same under the skin A-Class hatchback, the CLA sedan - or four door coupe as it is styled - is a good deal more evocative and cooler than something so utilitarian as a hatchback.VALUEWe're barely used to the reality of a fully equipped, good to drive Benz priced substantially under a basic Commodore. Such is the entry A-Class. Carsguide has gleaned that this new and madly stylish departure will start just north of $50K - eight grand under the ridiculous luxury car tax and nine under the Mercedes C-Class, which sells its chest assets off despite it.Benz has been here before, albeit with the two door and too poor CLC, a device to give hairdresser's cars a bad name. The CLA is cut of a very different cloth, essentially an A-Class in a classier suit, but with all that's substantial about that landscape altering model.Standard is a seven speed twin clutch automatic transmission driving a choice of four cylinder turbo petrol or diesel engines and multimedia screen possibly with satnav. The probable starting price is higher than we expected, but Mercedes promise a bountiful kit level, though the desirable options will be plentiful and costly.Initially we'll see the two turbo petrol variants - the entry CLA 200 and the stove hot 250. The former can be optioned with sports suspension and 18-inch wheels to match the latter's handling if not its punch. A diesel follows next year if you must go that way, as does the CLA 45 AMG with all-wheel-drive and blistering performance. You'll go that way if you can.TECHNOLOGYOf the opening lineup, the 250 is that which all with petrol in their veins will desire. The 200 is the one almost everyone will buy and feel satisfied by. Both have a three mode drive system that at a button's push shifts engine response between normal, sport and manual which is operated within strict limits by shifting paddles.While most Mercedes except SUVs remain rear wheel drive, its latest models suffer little from the fact of the one end doing both the steering and driving. All variants get Direct Steer which is smart enough to react to changes in grip, gradient and gratuitous driving.Few cars punch so cleanly through the air. The term "drag co-efficient" may mean nothing to you; suffice that the sharp angled CLA's is one of the lowest of any production car and a major contributor to its exceptionally low fuel use and emissions.The newest versions of Merc's multi-media system brings photo realistic map display, an additional Bluetooth profile to enable net access via iPhone and real time traffic data. Connoisseurs need to know that while the A250 Sport was developed from the get go with the input of that mighty tuning arm AMG, the top CLA lacks that. Mind you, we who drove between Marseille and St Tropez reckon that counts for close to nothing, so adept is the newcomer. Anyway, CLA 250 Sport to sit beneath the full on AMG model is on the way.DESIGNBasically this is the A-Class in a shell sculpted down from the imposing CLS, the model that started the mania for so-called four door coupes. The effect of those accents concentrated in a smaller shape - though one longer than the current C-Class sedan - is confronting."Aggressive" is invariably used to describe the styling of sporting cars - for once the adjective is warranted. Seen live in the metal the CLA is stunning. The shapely nose mirrors that of the hatchback, but we're assured that not a panel is shared.The inside story is, to our eyes, yet more successful even with the lurid and mercifully optional yellow stitching and striped seats of our test 200. The cabin is otherwise a model of class and taste, from the bare centre console and largely unadorned but quality expanses to your front.The five circular vents are the more effective, both functionally and in form, for standing out. It isn't classist to say this defines the difference between a try hard car from the lower orders and a true patrician. It just is. Now to the caveat. No one standing more than 180cm in height will want to sit in the back. In fact, they can't.There's also the minor matter of the driver being barely able to see out the back, so thick are the pillars and small the rear portal. Blind spot alert had better be standard. But this is, of course, a coupe, albeit one with two extra doors than usual and if functionality is too impeded for your liking, Mercedes will sell you a mechanically compatible hatchback.SAFETYWe do tend to go on about active safety and so we should. By that we mean the ability of the car to co-operate with you in not making necessary all those airbags and crumple zones. While the five star cars rating of the A-Class will surely carry over, it's the CLA’s inherent balance and instinctive drivability that will do most to save you from yourself.DRIVINGThere has been considerable disquiet among the petrol sniffing fraternity as Benz and soon, BMW, moves away from the holy rear-wheel-drive paradigm. Likely buyers (ie: real people) are hardly likely to be bothered and even the doom mongers will be hard put to complain.The 200, running the smaller turbo petrol engine, is going to be more than enough for most of us. Never mind that its 0-100kmh time of 8.6 seconds is more than two ticks of the clock behind the guts and glory 250. We talk about torque for the damn good reason that it's far more important than power in most modern driving situations.This is another compact turbo petrol engine that summons all the torque has almost immediately both for efficiency in general running and rapid response when overtaking. That responsiveness is allied to refinement fully in keeping with one of Merc's luxury saloons - the CLS for example.Hastily leaving a toll booth on the test drive (at that point it's a rat race in France) the guttural growl of the engine is almost shocking, so quiet was it till this moment. Mercedes might be after younger buyers, but it's not about to forsake its traditional virtues.That applies to the driving experience as a whole. The 200 is not the sportster of the lineup, though the optional suspension keeps it in that ballpark. It is, however, recognisably of Mercedes DNA. You can well imagine a CLA owner for whom family responsibility has come either trading up to a C-Class or getting an A- or B-Class as a second car to fulfil life's grimmer tasks.Once you've had a Benz in the driveway, you're not willingly going back to the farm. On the first world roads in the south of France, the CLA 200 is to all intents and purposes faultless. The ride won't thrill a traditional Benz buyer, but even on sports suspension it is absorbent without losing dynamic poise.By no means the most involving drive (the manual mode is too apt to block selections - you're best to leave it to pick its own gears in the sport setting), it points and goes where it should when you want it to abetted by completely linear steering.It's looking looking likely that Benz Australia will take a CLA 250 Sport over the 250 with sports enhancements we drove. That means the quicker steering, rorty exhaust and stabiliser bars of the equivalent A-Class added to an already formidable package. The 2.0-litre turbo four puts out a stonking 155kW/350Nm, the latter all from low 1200rpm.It gives the CLA a knockout punch over the deft jabbing 200. Although the transmission's tendency to scale the gears quickly can exasperate, we'd give it an extra half star to add to lesser car's four.VERDICTStill with us? Looks as though you were right in the first place. Where's mine?Mercedes-Benz CLA 200Price: From $50,000Warranty: 3 years/100,00kmCapped servicing: NoplppResale: N/AService interval: 12 months/15,000kmSafety: 5 starsEngine: 1.6-litre 4-cylinder turbo petrol; 115kW/250NmTransmission: Seven-speed auto; FWDThirst: 5.5L/100kmDimensions: 4.6m (L); 1.4m (h); 1.7m (w)Weight: 1395kgSpare wheel: none

Would you believe me if I said the new Audi R8 supercar had something in common with a Toyota HiLux ute -- apart from having four wheels?Well it does, kind of. Much like workhorses go on forever between new model updates, supercars also take an eternity before they get a makeover.This mid-life update of the Audi R8 has just arrived -- almost six years after it went on sale. Which means it’ll be close to 12 years old by the time a new model replaces it. Even a Toyota HiLux only gets a 10-year run. Luckily the Audi R8 is the result of one of the better automotive acquisitions in the modern era.It all started when German car maker Audi bought the Italian supercar firm in 1999. Audi’s first point of business was to develop an all-new model, the Gallardo, to help get the company back on its feet. That car, introduced in 2003, would become the best selling Lamborghini of all time and is still on sale today.But more importantly it gave Audi the perfect ingredients for a thoroughbred supercar of its own. The R8 was born in 2007 and now we’re about to find out what Audi has done to make it better over the past seven years.VALUEThat’s a relative term. With a starting price of $279,500 for the V8 model it could hardly be accused of being in the bargain basement. But it is cheaper than a Porsche 911 Carrera 4S (at $289,400 the most powerful, non-turbo all-wheel-drive 911) and much cheaper than the Lamborghini Gallardo with which the Audi shares its genes ($455,000).But if you’re going to go this far you may as well buy the V10 version of the Audi R8 at $366,900, he says with indifference. Actually, let’s go the whole way: the new 5.2-litre all-wheel-drive R8 V10 Plus, at $408,200. It’s only money. But that premium price buys a car that’s 50kg lighter than the standard V10 and is 0.1 second faster to 100km/h (3.5 seconds). Could there ever be a better way to spend $42,000?That money also buys a more powerful engine and carbon-ceramic brakes (as found on Formula One cars, presumably ones with better reliability than Mark Webber’s Red Bull machine, whose clutch mechanism failure led to another awful start at the Australian F1 Grand Prix last weekend, and whose push-to-pass system didn’t work for the first half of the race. Sorry, I digress).TECHNOLOGYTiny magnetic particles in the suspension mean that, at the press of a button, the Audi R8 transforms from track weapon to kitty-cat. It’s a race car for the road that won’t break your back. But the big news is the new transmission. The Audi R8 originally had an old-school robotised manual. There was no clutch pedal (the car clutch engaged automatically) but it created a see-saw affect between gears.The new gearbox is a dual-clutch arrangement. Translated: it has faster and more seamless changes, and it’s more economical thanks to having seven gears instead of six. Oh that’s right: fuel economy. Yes, the new model is 0.9L/100km more efficient. So you’ll save about $150 off your annual fuel bill on your new $408,200 supercar.SAFETYAirbags? Check. Brakes? Check. Superb road-holding? Read the next bit.DRIVINGAudi bravely let journalists behind the wheel of all three models -- the V8, the V10 and the V10 Plus – on the Phillip Island race circuit earlier this week. The fastest Audi of all time on the fastest permanent race track in Australia. We have to say “permanent” because Mount Panorama Bathurst is quicker, but it’s a public road and a milk run most of the year.The V8 felt okay on the recently resurfaced track. The gearbox is a definite improvement and it feels less sluggish than before. And then you drive the V10, and all of a sudden the V8 feels pedestrian. It’s amazing what two extra cylinders can do, but this is probably the best use of them yet.The V10’s power is phenomenal, available from low revs and all the way up to what feels like infinity. The sounds are thrilling. The grip of the Pirelli tyres is superb (aided a little by the brand-new bitumen). It’s the closest responsiveness a car can get to a motorcycle. Okay, maybe that’s an exaggeration, as I don’t have the guts to ride a high-powered motorcycle. But it’s what I’d imagine it to be like.VERDICTForget the V8. If ever you’re in a position to treat yourself to an Audi R8, wait until you can afford the V10 -- or wash windscreens at traffic lights to save the difference. Otherwise you’re just driving around in a muscle shirt without the muscles.Audi R8 V10 PlusPrice: $408,200Engine: 5.2-litre V10Power: 404kW/540NmTransmission: Seven-speed dual clutch, all-wheel-drive0 to 100km/h: 3.5 secondsEconomy: Who cares? Ok 12.9L/100kmSafety: Four airbags, no safety rating (too expensive to crash)Warranty: Three years/unlimited kmCapped price servicing: NoWeight: 1570kgSpare wheel: None