European

It used to be that when you wanted a taste of outdoors you went camping. You carried your own canvas, erected it somewhere you hoped was not snake-infested, then incinerated food on that most fickle of stoves, the campfire.So along came the campsite, which introduced the toilet block. It should have been a good idea but wasn't due to the incessant sound of generators. A similar catch-22 confronts convertible makers. Remove the roof, and the rigid metal canister that was a car becomes a soggy mass of uncertainty.These are the motoring equivalents of the campsite: they appear convenient -- four seats, say, and a secure folding metal roof -- but actually ruin the very thing they set out to make acceptable. You've got wind in your hair but can't enjoy it because the ride quality is intolerable and your knees are pressed to your chin.I'd rather go behind a tree and happily some convertibles are still like this. The Lotus Elise, for example, is a loud and uncompromising sportscar with a roof from a 1950s scout manual. It's as raw as the environment you're in, a two-person bivouac on wheels.Or, if you're going to make the experience luxurious, at least do it with conviction. When we're talking tents this is called “glamping” -- glamorous camping. You're in pristine natural wilderness, of course, but never far from a comfy bed and a coffee machine. When we're talking large convertibles, this is called the Bentley GTC.If the Rolls-Royce Phantom Drophead at $1,075,000 is the Everest of convertibles, the GTC is K2. Not the tallest, but head and shoulders above everything bar one. The version I drove, with a new V8 engine, starts at $407,000.After a few essentials were added, such as deep-pile floor mats, a knurled gear lever and diamond-quilted upholstery, it came in at $497,288. The next most expensive, Maserati's Grancabrio, starts way below at $338,000.A BMW M6 Convertible is $308,500 while the most luxurious Mercedes four-seat convertible is the E500, at $188,635, which wouldn't give any self-respecting glamper altitude sickness. You could buy a convertible Aston DB9, Jaguar XK or Porsche 911, but only if you're clear about your seating needs. The rears are splendidly upholstered parcel shelves.In the Bentley, rear seating is tight for adults but at least usable by humans of some dimensions. And if its rivals' cabins are splendid, it ups the ante with sumptuous. Bentley is fond of saying that if a piece of trim looks like wood, it is wood, and if it looks like metal it is metal.That's rare these days but it's more than that. A paperclip looks like metal. In the GTC, each piece could come from an expensive watchstrap. As if to prove it, there's a little Breitling set in the dash. A nice touch, as is the silent silver arm that moves the seatbelt within reach. Did I mention the knurled gear knob? Few cabins are this lovely.The roof is large and leisurely in operation, at around 25 seconds. It doesn't open on the move and a wind deflector must be manually fitted. A bit old-school, but without it the cabin stays fairly calm and it delivers on other counts. Closed, the tight roofline gives the car great hunkered-down proportions and tightly insulates the interior.There are fold-out beds less generously padded. This is the second generation of the GTC and it follows the coupe, driven almost two years ago, in making modest changes. So modest, at the time it felt a little underdone. This is especially true of the exterior, where the crisper lines need an acute visual memory to discern from the original.But it's even more true of one crucial area: the control screen. It shares this with other brands in the Volkswagen group and even two years ago the upgrade was off the pace. Perhaps that won't matter because other impressions are more potent. Few cars take pride in their weight these days because they're shedding every conceivable gram to lower fuel consumption.Certainly, it feels better balanced than its nose-heavy predecessor, which was offered only with a huge turbocharged 6.0-litre 12-cylinder. That engine, upgraded, remains available for another $42,500. But even for a badge that relishes extremes it now looks like overkill.The 4.0-litre turbocharged V8 is shared with Audi and I was expecting it to be a bit more vocal, especially roof-down. But it has enough power for the car, with easy driveability thanks to loads of low-rev torque. The GTC gathers pace with inevitability, like a steam train.Then it's easy to exceed the speed limit. It will reach 100km/h in five seconds, amazingly quick for something this heavy. In a nod to efficiency, there are fuel-saving features such as direct injection and the ability to shut down half its cylinders when cruising.A new eight-speed automatic also helps, even if it's not the quickest changing transmission. Eight -- a lucky number for Bentley -- is also the piston count on the huge brakes. They work, thankfully.So even more than usual, a Bentley can make other cars feel like toys. It has substance. After just a few hundred metres behind the wheel this solidity betrays the badge. Blindfolded (a thought experiment!) I reckon I could tell what it was just from its road feel. Few, if any, convertibles ride this well, with just the occasional minor shudder reminding you that it's an imperfect world. One you can blithely ignore.Because at heart it's tarmac imperialism, this 2.4-tonne British expeditionary force, and it imparts a certain road swagger to the driver. You become a hoon in a pith helmet. That's because it's good to drive. Bentley claims it's the stiffest convertible in the world and the suspension engineers must have been delighted. You feel the weight in corners but it settles into the task and the chassis is surprisingly nuanced and subtle in the signals it sends the driver. Huge rubber and all-wheel drive, split 40:60 front-rear, add to its fundamental ability. Driving it fast feels like you've mastered juggling medicine balls.I've confessed before in these pages to being no lover of convertibles. But I've realised now it has to be one extreme or the other. If I'm going to commune with nature, it's got to be hardcore. Or hedonistic. And few do it as well as this Bentley GTC.

Canberra is no Le Mans and the road leading to Parliament House is certainly no Mulsanne Straight. No matter, Audi used the national capital to launch its race-bred turbocharged diesel engine in Australia.Audi now features diesel power in all segments but the R8, with diesel sales last year taking up 43 per cent of the Australian market. The A6 already has a strong TDI presence in the market, with 53 per cent of buyers favouring an oil burner. The biturbo pair will be joined later this year by the SQ5 high-performance SUV.VALUEThe fuel efficiency places both models under the luxury car tax threshold of 7.0 litres per 100 kilometres, allowing Audi to gain a distinct price advantage over rivals. The A6 sedan has a manufacturer’s list price of $118,800, while the A7 Sportback carries an MLP of $148,600.Both vehicles share many features with other high-end Audis. For example, the A6 sedan includes18-inch alloy wheels in 10-spoke V design, Audi drive select with efficiency mode, Audi music interface and Audi parking system with rear-view camera.Bose surround sound leads the way for a Bluetooth interface with music streaming, electric front seats are clothed in Milano leather and have driver memory function, MMI Navigation plus features retractable screen and touch pad and Xenon plus headlights show the way at night, while an electric sunroof brings enjoyable weather outside inside.The A7 Sportback adds 19-inch alloy wheels in 10-spoke design, while four-zone deluxe air-conditioning puts occupants seated on premium quality Valcona leather upholstery at ease.TECHNOLOGYThe new 230 kW 3.0-litre TDI biturbo V6, which owes much of its high performance technology to the Le Mans 24 Hour-winning Audi engine, can now be found in the A6 sedan and A7 Sportback.‘Fast and frugal’ is the biturbo byword with both vehicles sprinting to 100 km/h from rest in a tick over five seconds – making the A6 sedan, at 5.1 seconds, the quickest diesel-powered vehicle in Australia – and fuel consumption down at 6.4 litres per 100 kilometres with carbon dioxide emissions of 169 g/km.In the process, a sound actuator in a side channel of the exhaust orchestrates a glorious symphonic note in tune with the robust performance of the cars. Essentially a loudspeaker, the instrument produces a sonorous accompaniment to engine revs rising all the way to 5200 rpm. Further ‘philharmonic’ is carried into the passenger cabin via the vibrating windscreen which dances to the deep-throated note of the motor when hurried along. Nothing ‘largo’ here.The heart and soul of the pair is the biturbo engine, which features, as its title suggests, two water cooled turbochargers connected in series. A switchover valve directs intercooled air to a small turbo at low revs, with a large charger performing pre-compression. From 2500 rpm, or thereabouts, the valve begins to open and the small charger shifts most of its workload to its big brother. Between 3500 and 4000 rpm the valve opens fully, the large charger taking on all the work.The engine itself has come in for modifications, with the cylinder head cooling, the timing and lift of the intake cam shafts, the pistons and their oil jet cooling all being improved. A special coating reduces the friction of the piston pins, while plate honing and laser exposure, are used during the fabrication of the engine block at the plant in Gyor, Hungary.The common-rail fuel system develops up to 2000 bar of pressure and injects as many as eight partial amounts of fuel into the cylinder. The regulated oil pump and the water pump have been optimised for maximum efficiency. The top-of-the-line TDI provides peak torque of 650 Nm from 1450 to 2800 rpm.DRIVINGAt idle, the ‘dieselness’ (i.e. the distinctive rattle) of the engine is indiscernible, but tramp on the pedal and the ‘orchestra’ fires up through the aforementioned exhaust sound system. Wagner would have approved. A heavy foot once or twice had the engine hesitant to respond, which we put down to the electronics of engine management rather than turbo lag.An eight-speed Tiptronic transmission and quattro all-wheel drive make sure both biturbos are model performers in either bustling city driving or on the open road, a fact that was borne out by a launch test drive between Canberra and Sydney. Parking is a breeze thanks to front and rear cameras, and electric tailgate operation makes for easy access to a generous cargo area, the latter being a welcome feature of both vehicles.VERDICTThe state-of-the-art technology results in immensely powerful performance.MODEL LINE-UPA6 3.0 TDI quattro 230 kW sedan: $118, 800A7 3.0 TDI quattro 230 kW Sportback: $148,600Audi A6 TDI QuattroPrice: from $118,800 driveawayWarranty: 3 years/unlimited kmEngine: 3.0-litre 6-cyl, 230kW/650NmTransmission: 8-speed auto, AWDBody: 4915mm (L); 1874mm (w); 1455mm (h)Weight: 1790kgThirst: 6.4L/100km 169g/km CO2Audi A7 TDI QuattroPrice: from $148,600Warranty: 3 years/unlimited kmEngine: 3.0-litre 6-cyl, 230kW/650NmTransmission: 8-speed auto, AWDBody: 4969mm (L); 191mm (w); 1420mm (h)Weight: 1850kgThirst: 6.4L/100km 169g/km CO2

It seems that the iconic German brand Mercedes-Benz can do no wrong when it comes to maintaining its excellent public image.Once seen only as a maker of large, expensive, very upmarket saloons, Mercedes first of all moved to midsize sedans with a vehicle now called the C-Class. Despite dire predictions the brand image remained as high as ever. The move into the 4WD and SUV field with the M-Class (made in the USA of all places) was less controversial, again the public was willing to accept the change in Mercedes’ thinking without blinking.Then came the biggest movement of all, Mercedes-Benz introduced a small city car called the A-Class. Not only did it have front-wheel drive, but also a price tag that wasn’t much higher than that of topline models from marques like VW, Mazda and Honda. Was this a scandal? Did traditional buyers of large, expensive, very upmarket Mercedes saloons desert the company? Nope, the brand continued on its profit-making, buyer-gathering course.As it moved its centre of gravity down into the relatively affordable field, Mercedes-Benz also moved from pure upmarket luxury to sporting performance, with the AMG division scoring big marks in sales. Indeed, Australia is number one in AMG global sales on a per capita basis.So when Mercedes-Benz Australia discovered that close to 50 per cent of pre-orders for its all-new A-Class were for the A250 Sport, which had design involvement from AMG, it decided to put on a special media event for A250 Sport a couple of weeks ahead of the launch of the rest of the A-Class models.DRIVINGWith a smile on our faces a small group of motoring journos has just stepped out of the little Merc hotshots. With up to 165kW of power and 350Nm of torque from the four-cylinder turbo-petrol engine and the ability to accelerate from zero to 100 km/h in 6.6 seconds was it any wonder?Throttle response is better than average for a turbo engine and once it is on song the engine not only sounds great but also provides virtually instant acceleration. Handling is superb for a front drive car and it’s possible to get a fair bit of throttle control in the A250 when you push it hard. There’s some torque steer and even axle tramp if you’re brutal in your driving, but that’s all part of the fun in a car like this.VALUEWith a recommended price of $49,990 the Mercedes A250 Sport doesn’t cost a lot more than the high-performance variants of cars from Ford, Renault, Subaru and Volkswagen. Mercedes-Benz A250 Sport is due to go on sale in early March at the same time as the rest of the all-new A-Class range.DESIGNObviously if you’re driving a performance car with Sport on its badges you will want to tell the world about it. So the A250 has a grille with a fascinating design that has an almost surreal look in the way it circles the Mercedes three-pointed star. There’s a body kit to set off the 18-inch AMG alloy wheels and lowered suspension.There are numerous touches of racing red, with details in the front splitter, rear diffuser and brake callipers, as well as inside the car in areas such as the surrounds of the ventilation outlets. The latter sit in a dash made sportier by pseudo carbon fibre. Dark privacy glass in the rear area give a luxury touch, the design of the sports seats and the leather trimmed steering wheel works nicely.Frankly, though we could do without the giant panoramic sunroof; not only does it add weight high up in the body, it also reduces rear seat headroom to the extent that some adults may not be comfortable back there. Which is a pity because the rear legroom is quite generous for a car of this size. Conversely, the high waistline makes it difficult for young kids to see out of the back seats.VERDICTIf the Mercedes A250 Sport sounds great, just wait till the A45 AMG arrives later in the year. With all-wheel drive and a predicted power output on the high side of 200 kW it should be really special. Expect a price tag of around $80,000.Mercedes-Benz A-Class A250Price: from $49,990Warranty: 3 years/unlimited kmResale: N/AService interval: 12 months/25,000kmCrash rating: 5-star (EuroNCAP)Safety: 9 airbags, ABS with hill hold, TC, ESP, Pre-Safe, Attention Assist, Collision Prevention AssistEngine: 2.0-litre turbo 4-cyl, 155kW/350NmTransmission: 7-speed dual-clutch auto, FWDDimensions: 4.29m (L), 1.78m (W), 1.43m (H)Weight: 1445kgSpare: Inflation kitThirst: 6.6L/100km, 152g/km CO2

Opel’s push for a foothold in Australia just took a turn for the better with the imminent arrival of a trio of performance models from OPC, Opel’s version of AMG. All were refined at the legendary German Nurburgring track where OPC has a test facility.Opel has been tweaking production cars for racing since the late ‘90s and has plenty of motorsport success including the silverware from a DTM, (German Touring Car) championship. But the brand has only been in Australia for about six months and is competing in some of the most competitive segments.OPC gives Opel instant cred’ with motorsport enthusiasts and this will undoubtedly flow on to the general community once the Corsa, Astra and Insignia OPC models hit the road. The Corsa OPC is up against the likes of VW Polo GTi, Skoda Fabia RS and soon, the Peugeot 208GTi and Ford Fiesta ST. Hot competition indeed.Astra OPC runs up against some real heavy hitters in VW Golf GTi (soon to go to a new generation Golf VII series), Renault Megane RS265, VW Scirocco, Ford Focus ST and even Mazda’s wild 3MPS. But the elephant in the room is Mercedes Benz’s new A250 Sport, possibly the best resolved front drive hatch available as of now.Insignia OPC sedan is more of a GT car for relaxed high speed cruising rather than for track days or corner carving. It has no direct competition being right on the luxury tax trigger and offering turbo 2.8-litre V6 power through an auto six speed transmission and all-wheel drive. The engine is courtesy of Holden.All three models hit the value button with generous levels of equipment and some high quality components from the likes of Brembo, Dresder Haldex and Recaro. Corsa OPC goes for  $28,990, Astra OPC is $42,990 and Insignia OPC is $59,990. While the latter occupies its own niche, the other two are right on the money with competitors possibly better when spec’ adjusted.Fixed price servicing is part of the deal as is roadside assist for three years. A clever OPC Power app for your phone adds a whole new element to "bench racing" sessions at the pub, dinner party or barbecue where OPC owners can spruik the talents of their car and, of course, the driver.The app records numerous technical details on cornering, braking, engine power and other info - into your phone. All three rate five star safety under Euro NCAP testing.This is possibly the best fettled of the trio from OPC’s garage and will undoubtedly be the most popular - on looks if nothing else. It’s a hottie - crouched ready to pounce with a powerful broad faced front and pumped out rear end.Astra OPC is a front driver with a healthy 206kW/400Nm output from its 2.0-litre petrol direct injection and turbocharged four banger. The turbo is a twin scroll unit designed for instant response six speed manual transmission only is available.That’s all very nice but the really good thing about this car is the way it steers and handles thanks in part to a front steering system called HiPer strut that places the steering axis away from the drive axis. No torque steer under full acceleration.Coupled with this is aggressive steering geometry that fires the Astra around corners like a race car. Impressive braking is then delivered by large diameter cross drilled discs with dual piston Brembo calipers.Three mode Flex ride offering Normal, Sport and OPC modes is fitted to this and the other two OPC models. It alters calibration for the suspension, brakes, steering and throttle response. A mechanical limited slip diff completes the traction/drive picture.Though a three door, Astra OPC can take five passengers and their luggage at a pinch. Auto stop start eco mode is fitted and the car can get as good as 8.1-litres/100km on premium. Leather, satnav, dual zone climate control auto headlights and wipers, electric parking brake - all included.This cheeky three door baby also heads the power game in its class by a significant margin, rated at 141kW/230Nm (260Nm on overboost) from a 1.6-litre turbo petrol four. Opel knows its market well and offers Corsa OPC with a swag of "branded" components inside and out.It gets Recaros inside, a digital radio, comprehensive instrumentation and subtle body add ons so people know you are driving something "special." It scores climate control, multiple wheel controls, auto lights and wipers, cruise and numerous OPC design touches.The two OPC hatches and the bigger sedan are like chalk and cheese - in every way. This is an auto only model, with all wheel drive and a Holden V6 2.8-litre turbo petrol engine. There’s nothing like it for sale unless you count the VW CC V6 4Motion but it’s more of a luxo-barge than a sporty sedan.Insignia OPC achieves 239kW/435Nm thanks to a range of technologies including direct injection, twin scroll turbo charging, variable cam timing and other trickery. It’s crammed with goodies like the adaptive all wheel drive system, Flexride, rear limited slip diff, 19 or 20-inch forged alloys.Like the other two OPCs, the Insignia has a specifically developed exhaust system to provide both performance gains and better aural quality.Corsa OPC can put away a 0-100kmh sprint in 7.2 seconds and sip premium at a rate of 7.5-litres/100km. Astra OPC nails the 0-100kmh sprint in 6.0-seconds flat, offers prodigious roll on acceleration from all speeds and sips fuel at a best rate of 8.1-litres/100km. Insignia OPC stops the clocks at 6.3 seconds and uses premium at 10.9.We were able to sample the Astra and Insignia OPC cars on the road and on the track and really like the Astra in both environments. The Insignia is pleasant enough but has a big price hurdle to overcome at 60K given Opel has pretty much no profile here at all.That will change over time and with hero cars like the Astra OPC running around. We only did one lap in the Corsa and really can’t comment. It feels pretty quick for a tiddler and looks OK as well as being well spec’d. But the story as far as we are concerned is all about Astra OPC.Is it as good as the Megane and the GTi? Answer, unequivocally yes. It’s a precise instrument spoiled only a tad by the swooshing exhaust that sounds like a vacuum cleaner under maximum throttle. We are sure owners will fix that pronto. It’s a dream to look at and has plenty of kit to keep you comfy and happy.Corsa? Can’t comment sorry. Insignia? Maybe, maybe not. Astra? Yes please.

Well that didn’t take long. General Motors’ German brand Opel has been in the country just six months and it has discovered Australians love hot hatches.About one-in-four Volkswagen Golfs sold locally are the GTI version – compared to a global average of just five per cent – so it makes sense Opel would expedite the arrival of its hi-po hatch.It comes to us with a familiar name, the Astra OPC (the latter standing for Opel Performance Centre), and a similar philosophy to the world’s best hot hatches: a lot of power in a pint-sized package.The last time we had a car like this from Opel it was called the Astra VXR and wore a HSV badge (2006 to 2009). But this one is an all-new model.The price of the Opel Astra OPC starts at $42,990 plus on-road costs, which is dearer than the five-door Ford Focus ST ($38,290) and VW Golf GTI ($40,490).Bravely, the Opel Astra OPC is even dearer than the starting price of the highly regarded Renault Megane RS265 ($42,640), the world’s fastest hot hatch judging by that global benchmark, the Nurburgring. With that in mind, you'd expect the Opel to come with the works – which it does in some areas but not others.It gets leather sports seats as standard, but metallic paints adds $695 (ouch) compared to $800 in the Renault Megane RS (double ouch) and $385 in the Ford Focus ST (that’s more like it).The Astra OPC’s turbocharged 2.0-litre engine (the class staple) has the most power and torque among its peers (206kW and 400Nm), but this doesn’t translate to quicker performance (see driving).The interior has a much more upmarket appearance than the Renault (although equal to the glossy materials in the Ford Focus ST) and its superb sports seats are a win.But the Opel’s buttons and controls are fiddly to use, like setting a radio station for example. Navigation is standard – but a rear camera is not available at any price. (A rear camera is standard on the Ford and optional on the Renault and Volkswagen). Rear sensors are standard but front sensors have not been designed for the OPC’s aggressive front bumper.However, the biggest consideration for value is what the car will be worth when you go to sell it. Depreciation is the single biggest cost of ownership after the purchase price.The Renault Megane RS and Ford Focus ST don’t have the strongest resale values either (the Renault because it’s a niche product and the Ford because it is still building its reputation with the new ST badge).But the wholesale trade says the Opel brand is still too new to forecast what the Astra OPC will be worth in a few years, which means they will initially play it safe and low-ball it at trade-in time.The Astra OPC has a suspension system it calls “Flexride”, but they could easily have called it “magic carpet ride”.Despite riding on massive 19-inch wheels and Pirelli P Zero tyres (the in-vogue performance tyre among all the thoroughbred brands) the Astra OPC glides over the worst roads that our respective state governments can throw at us – despite the trillions they take in tolls (sorry, wrong forum).It has a rather low-tech (but highly effective) mechanical limited slip differential which, Opel helpfully points out, drives the front wheels. This installation of a stronger, tighter lump of metal to help get power to the road is a welcome move at a time when some other manufacturers (we’re glaring at you, Ford and Volkswagen) try to convince us that electronics can do the same job.A mechanical limited slip differential, favoured by the Renault Megane RS and the Opel Astra OPC, helps drive power to the inside front wheel in tight turns.Electronically-controlled front traction systems (which I dare not call an electronic limited slip diff as some car makers do – glaring at Ford and VW again) are okay in normal driving conditions. But when corners start to tighten they’re all but useless – despite what the brochure says.So thank you Opel (and Renault) for avoiding technology in this instance. Need further proof a mechanical LSD is the way to go? VW will offer it as an option on the new Golf 7 GTI later this year.Stunning. The car is so well proportioned and so smooth you can’t help but admire it. You may even find yourself walking around it a few times before you get inside. As mentioned earlier, the interior is a cut above most of the competition with high gloss finishes, stylish lines and superb front seats.But good design needs to go all the way in my opinion and be functional. Unfortunately the Opel audio and air-conditioning controls seem more of a challenge than a welcoming invitation to the interior. Too many buttons that take too long to figure out.We drive more than 250 cars a year and if we need to consult the owner’s manual after 30 minutes of trying, that’s a fairly good sign that it’s not intuitive. Looks great guys, but make it easier to use next time.And, if I’m honest, the 19-inch five-spoke alloy wheels on our test car looked a bit plain compared to the more dramatic-looking 20-inch wheels (a $1000 option and $1000 well spent).Six airbags, five-star safety and a three-stage stability control setting (depending on how brave you want to be). The Renault gets eight airbags (if you’re counting) but the crash score is the same.Good road holding also deserves credit here, and the Opel Astra OPC has that in spades. The Pirelli tyres are among the grippiest in the wet or dry on the road today. It’s why they’re favoured by Mercedes-Benz, Porsche, Ferrari and others.The four-piston race-bred Brembo brakes are good but don’t have the same precise feel as the Renault Megane RS265 we tested back-to-back.The only blots on an otherwise impressive report card are the lack of front parking sensors or a rear camera – even as an option. A job for the facelift then.Opel has done a brilliant job of blending excellent grip and dynamics with tyres and suspension that won’t have you visiting the chiropractor every week. It’s definitely one of the better executions of ride comfort and handling prowess.In terms of outright pace, the Opel matches the Renault Megane RS265 with a 0 to 100km/h of 6.0 seconds – despite the Astra OPC having more power and torque. In reality, though, the Opel has a little more turbo lag – power delay – from low revs compared to the Renault Megane RS265, which makes the engine's awesome power less accessible.Opel likes to say its car is more capable around town than its hot hatch peers – but in addition to the turbo lag it has the broadest turning circle (12.3 metres, bigger than a Toyota LandCruiser Prado, which is 11.8m if you’re wondering).The Astra’s brake pedal travel is a little longer, as is the gearshift throw. Neither feel like a true performance car. In the Renault Megane RS265 each movement feels like you’re operating a pair of scissors, so precise are the responses.The sound of the Opel's engine sucking as much air as possible during hard acceleration is not as characterful as it is in other cars of this type. The Renault Megane RS265 rewards you with a subtle turbo whistle and crackle of the exhaust between gear changes. The Opel Astra OPC sounds like a cat coughing up a fur ball.The Astra OPC is a highly credible hot hatch – it’s just not quite as good, as complete or as affordable as the competition. If you want style and pace, buy the Opel Astra OPC. If you want the best hot hatch – for now, at least – buy the Renault Megane RS265. Or wait and see what the new VW Golf GTI is like when it arrives later this year.

Well that didn’t take long. General Motors’ German brand Opel has been in the country just six months and it has discovered Australians love hot hatches.About one-in-four Volkswagen Golfs sold locally are the GTI version – compared to a global average of just five per cent – so it makes sense Opel would expedite the arrival of its hi-po hatch. It comes to us with a familiar name, the Astra OPC (the latter standing for Opel Performance Centre), and a similar philosophy to the world’s best hot hatches: a lot of power in a pint-sized package.The last time we had a car like this from Opel it was called the Astra VXR and wore a HSV badge (2006 to 2009). But this one is an all-new model.The price of the Opel Astra OPC starts at $42,990 plus on-road costs, which is dearer than the five-door Ford Focus ST ($38,290) and VW Golf GTI ($40,490).Bravely, the Opel Astra OPC is even dearer than the starting price of the highly regarded Renault Megane RS265 ($42,640), the world’s fastest hot hatch judging by that global benchmark, the Nurburgring. With that in mind, you'd expect the Opel to come with the works – which it does in some areas but not others.It gets leather sports seats as standard, but metallic paints adds $695 (ouch) compared to $800 in the Renault Megane RS (double ouch) and $385 in the Ford Focus ST (that’s more like it). The Astra OPC’s turbocharged 2.0-litre engine (the class staple) has the most power and torque among its peers (206kW and 400Nm), but this doesn’t translate to quicker performance (see driving). The interior has a much more upmarket appearance than the Renault (although equal to the glossy materials in the Ford Focus ST) and its superb sports seats are a win.But the Opel’s buttons and controls are fiddly to use, like setting a radio station for example. Navigation is standard – but a rear camera is not available at any price. (A rear camera is standard on the Ford and optional on the Renault and Volkswagen). Rear sensors are standard but front sensors have not been designed for the OPC’s aggressive front bumper.However, the biggest consideration for value is what the car will be worth when you go to sell it. Depreciation is the single biggest cost of ownership after the purchase price. The Renault Megane RS and Ford Focus ST don’t have the strongest resale values either (the Renault because it’s a niche product and the Ford because it is still building its reputation with the new ST badge).But the wholesale trade says the Opel brand is still too new to forecast what the Astra OPC will be worth in a few years, which means they will initially play it safe and low-ball it at trade-in time.The Astra OPC has a suspension system it calls “Flexride”, but they could easily have called it “magic carpet ride”. Despite riding on massive 19-inch wheels and Pirelli P Zero tyres (the in-vogue performance tyre among all the thoroughbred brands) the Astra OPC glides over the worst roads that our respective state governments can throw at us – despite the trillions they take in tolls (sorry, wrong forum).It has a rather low-tech (but highly effective) mechanical limited slip differential which, Opel helpfully points out, drives the front wheels. This installation of a stronger, tighter lump of metal to help get power to the road is a welcome move at a time when some other manufacturers (we’re glaring at you, Ford and Volkswagen) try to convince us that electronics can do the same job.A mechanical limited slip differential, favoured by the Renault Megane RS and the Opel Astra OPC, helps drive power to the inside front wheel in tight turns. Electronically-controlled front traction systems (which I dare not call an electronic limited slip diff as some car makers do – glaring at Ford and VW again) are okay in normal driving conditions. But when corners start to tighten they’re all but useless – despite what the brochure says.So thank you Opel (and Renault) for avoiding technology in this instance. Need further proof a mechanical LSD is the way to go? VW will offer it as an option on the new Golf 7 GTI later this year.Stunning. The car is so well proportioned and so smooth you can’t help but admire it. You may even find yourself walking around it a few times before you get inside. As mentioned earlier, the interior is a cut above most of the competition with high gloss finishes, stylish lines and superb front seats.But good design needs to go all the way in my opinion and be functional. Unfortunately the Opel audio and air-conditioning controls seem more of a challenge than a welcoming invitation to the interior. Too many buttons that take too long to figure out. We drive more than 250 cars a year and if we need to consult the owner’s manual after 30 minutes of trying, that’s a fairly good sign that it’s not intuitive. Looks great guys, but make it easier to use next time.And, if I’m honest, the 19-inch five-spoke alloy wheels on our test car looked a bit plain compared to the more dramatic-looking 20-inch wheels (a $1000 option and $1000 well spent).Six airbags, five-star safety and a three-stage stability control setting (depending on how brave you want to be). The Renault gets eight airbags (if you’re counting) but the crash score is the same. Good road holding also deserves credit here, and the Opel Astra OPC has that in spades. The Pirelli tyres are among the grippiest in the wet or dry on the road today. It’s why they’re favoured by Mercedes-Benz, Porsche, Ferrari and others.The four-piston race-bred Brembo brakes are good but don’t have the same precise feel as the Renault Megane RS265 we tested back-to-back. The only blots on an otherwise impressive report card are the lack of front parking sensors or a rear camera – even as an option. A job for the facelift then.Opel has done a brilliant job of blending excellent grip and dynamics with tyres and suspension that won’t have you visiting the chiropractor every week. It’s definitely one of the better executions of ride comfort and handling prowess.In terms of outright pace, the Opel matches the Renault Megane RS265 with a 0 to 100km/h of 6.0 seconds – despite the Astra OPC having more power and torque. In reality, though, the Opel has a little more turbo lag – power delay – from low revs compared to the Renault Megane RS265, which makes the engine's awesome power less accessible.Opel likes to say its car is more capable around town than its hot hatch peers – but in addition to the turbo lag it has the broadest turning circle (12.3 metres, bigger than a Toyota LandCruiser Prado, which is 11.8m if you’re wondering). The Astra’s brake pedal travel is a little longer, as is the gearshift throw. Neither feel like a true performance car. In the Renault Megane RS265 each movement feels like you’re operating a pair of scissors, so precise are the responses.The sound of the Opel's engine sucking as much air as possible during hard acceleration is not as characterful as it is in other cars of this type. The Renault Megane RS265 rewards you with a subtle turbo whistle and crackle of the exhaust between gear changes. The Opel Astra OPC sounds like a cat coughing up a fur ball.The Astra OPC is a highly credible hot hatch – it’s just not quite as good, as complete or as affordable as the competition. If you want style and pace, buy the Opel Astra OPC. If you want the best hot hatch – for now, at least – buy the Renault Megane RS265. Or wait and see what the new VW Golf GTI is like when it arrives later this year.

It's here, charting a rural back route between the nation's capital and its biggest city, that diesel sells itself. We're doing nothing to add to the state's road fine revenue, nor are we sparing the horses.Being the newest recipient of Audi's biturbo diesel V6, this A7 Sportback has stables full of them putting out 312 horsepower or 230kW and a fat 650Nm from its three litres. Barely animate at the legal limit pulling well under 2000rpm this latest beneficiary of Audi's Le Mans dominating diesel program can return 6.4 litres per 100km in ideal usage less than most popular small hatchbacks. Even by the end of this 340km run, we'll have enough juice in the 75 litre tank for more than week's commuting in Australia's worst traffic.As SUVs outsell cars, diesels are becoming more prevalent in driveways, if only by default. The pulling power and possible economy of diesels make them a default choice for soft- and off-roaders and a no-brainer for buyers from the bush.Yet Australian mornings unlike those in, say, Germany have not come to be filled by the sound a million cold diesels rattling into life. In fact, the take up in diesel passenger cars has fallen off since they started to come online in numbers less than a decade back a wave that included the previous generation A6. That was car showed us diesel could dwell in the same sentence as prestige. Part of it's down to the premium usually asked for diesel variants. More recently the new wave of turbo petrol engines has charted new heights of efficiency. Audi remains one of exceptions to the rule and as the A7 remorselessly reduces the distance to Sydney, it occurs that the petrol/diesel comparison is all but irrelevant a variant this accomplished should be considered on its own merits.Being introduced as the range topper of the A7 and A6 sedan ranges, the biturbo V6 is refined to the point of inaudibility at speed. There's little agricultural about it even at start up. Just as you can fiddle with throttle, steering and suspension settings via the multi-media set up, you can modulate the engine note which is fed into the cabin via loudspeaker. It's an almost worthwhile fixture for its gutsy V8 petrol-like tone, the best sounding diesel this side of a Porsche Cayenne (which employs a twin turbo diesel adapted from none other than Audi).Pushing the previous issue 3.0 TDI down the pecking order, the now range-topping A6 and A7 gain the A8's eight-speed automatic transmission, a happier marriage which does not eliminate doughy throttle response off the mark. Still, it feels more pronounced than it is in reality a 5.3 second 0-100km/h sprint time (5.1 in the lighter A6) is serious sports sedan terrain.Where the A7 it gets lost in the translation from German is (as ever with sportier Audi) in the ride. While it would crush the clicks between German cities with the best of them, the Dynamic suspension setting is borderline unbearable on the B-roads of the so-called Premier State. It's better in that respect when turned to Comfort mode, but the edge is blunted on the bends for which you'd want it. Even on the flat freeway the A7 is too apt to transmit coarse chip irregularities to the cabin.Barmy taxation means both cars, but especially this uber cool liftback, are wildly overpriced next to Audi's own SUV. The top notch Q5 is $75,800 against the $166,795 asked for this optioned up A7. Even its $148,600 starting price looks none too clever. The A6 sedan is $118,800 before you touch the options list.We bet heavily on the same engined SQ5 SUV well beneath this point.Audi A7 3.0 TDI BiturboPrice: $148,600Warranty: 3 years/unlimited kmResale: 66 per centService interval: 12 months/15,000kmSafety rating: 5 starsEngine: 3.0-litre Biturbo V6 diesel, 230kW/650NmTransmission: 8-speed auto; 4WDThirst: 6.4L/100kmDimensions: 4.9m (L), 1.9m (W), 1.4m (H)Weight: from 1750kgSpare: space-saver

When you are at the cutting edge of F1 racing you have a fair old leg up if you also happen to make production cars. Therefore, it's hardly surprising that Renault can produce a car like the Megane RS265 - arguably the best front wheel drive car ever built.VALUEThat's a huge call but the Megane RS265 delivers the kind of drive feel you expect from a car costing over $100,000. It costs from $42,640 and don't forget, it's a FRONT wheel drive.TECHNOLOGYSpawned from the French Gendarmerie's requirement for a quick response car (read pursuit vehicle), the Megane RS 265 achieves 195kW(265hp)/360Nm output from its 2.0-litre turbocharged petrol engine. It's a lot of grunt to feed through the front wheels but Renault equips its stove-hot hatch with a tricky differential as well as an independent steering axis to completely eliminate the dreaded phenomenon of torque steer that can hinder a high powered front driver.DESIGNMore than that, the chassis is so well dialled in as to render all wheel drive redundant on all but icy roads. That means a substantial weight saving. Further saving weight and complexity is the RS265 six speed manual only suspension. There's not a dual clutch system to be seen and it doesn't need one.DRIVINGOn a drive program for the RS265, we covered roads previously driven in the latest Porsche 911. And there was precious little difference in the pace of the Renault compared with the Porsche - selling at five times the price. And you can actually accommodate two people in the back seat of the Megane RS265.It has cornering capabilities like few other cars and really does feel like it's on rails at silly speeds. We took the car to a race track to extend the envelope but came away humbled because not once did the stylish Renault put a wheel out of place. It makes mug punters look like hero drivers.But there are some shortcomings. The engine redline is set at about 6500rpm and it needs to spin a little harder to eliminate unnecessary upchanges. The car also resets to Normal mode instead of staying in Sport where the extra power is available and the chassis is fully dialled up. The radio is still a challenge with fiddly small dials and labels.Apart from that, we'd have one of these cars over a WRX, Evo or anything else in the performance all wheel drive segment.VERDICTIt's just a better mouse trap, a bargain performance car that looks as good as it goes (and sounds). Santa, where did you go.... 

Italian design house Pininfarina will unveil a new concept car honoring the late Sergio Pininfarina at next month’s Geneva Motor Show, with the first teaser image released by the company today.It’s still too early to gauge any details, apart from the concept’s sultry hue, but we know that it will be called the Sergio and that it has been designed with exclusivity, innovation and passion in mind.Sergio Pininfarina, son of Pininfarina founder Battista Farina, passed away in his home in Turin, Italy, in July, 2012.He originally started working for the family design business in the 1950s and during his reign was responsible for some impressive cars, including the Fiat 124 Spider, Peugeot 406 Coupe, the Ferrari Testarossa and more recently the Ferrari Enzo and Sintesi concept.Last year Pininfarina used the Geneva show to unveil the Cambiano concept, a stylish sedan powered by a extended-range electric drivetrain consisting of a diesel engine, lithium-ion battery array and four electric motors.Given the description of the latest Sergio concept, we have a feeling Pininfarina is planning something a little sportier this year.www.motorauthority.com  

Who wouldn't love to own an Audi R8 supercar? They look sensational - nearly as good as they perform. But, reality check time, it's really only dreamworthy. Back a few rungs on the ladder to a more accessible level is possibly Audi's best looking mainstream model, the RS5 coupe.VALUEIt has nearly as much road presence as the R8 and isn't far behind in performance or handling and it's a mere $161,500 plus (a lot) extra for various packages you are going to want. Achoo, you say. Yes, I know, also dreamworthy at that sort of dosh but hey, you've gotta have dreams.Mine came true when I wangled a drive in the new RS5, one of my favourite cars at this point in time. There's more high-tech stuff throughout every aspect of the car including the chassis with drive select and torque vectoring to the rear wheels.Spend more and you start accessing two optional dynamic sports packages (one of which was fitted to the drive car) and bigger 20-inch wheels, as well as other cool stuff. All it takes is money. But the net effect is awesome.DESIGNIt's even better than before with revised styling, more chromework on the front end. Inside is typically Audi classy with soft leather, carbon inlays and chic, modern styling along with a killer audio, the latest navigation system and luxury equipment levels. It's got some serious competition out there but the looks carry it for me.TECHNOLOGYIt gets a revised powertrain featuring a brilliant 4.2-litre, direct injection, naturally aspirated V8 that runs with the pack of larger capacity and forced induction V8s. Following Audi's philosophy of downsizing engines to cut emissions and fuel use, the new RS5 still manages to edge closer to the magic 500 horsepower mark (about 375kW).So the 331kW/430Nm output of this "small block" high-tech, alloy V8 is quite amazing. Mind you it revs to 8250rpm to achieve this output but on the way, sings one of the sweetest songs you'll hear from a road registered car.DRIVINGIn full dynamic mode with the ESP of, this car delivers sensational handling aided and abetted by the quattro all wheel drive. It has large powerful brakes clamped at the front by eight piston calipers. The seven speed S-tronic dual clutch transmission fires through gear changes in micro-seconds blipping the throttle on down changes if so instructed through the drive select system.VERDICTAny downside, no, not even fuel consumption which is an achievable 10.5-litres/100km Yep, better tub those kids in preparation for selling.