European

A new era of style-driven wagons is adding class to the traditional load-lugger and the Mercedes-Benz CLS Shooting Brake leads the convoy.

If not the newest prestige SUV of the year it's still the one to own. Even one immune to the prevailing and seemingly preternatural urge toward wagons with an elevated driving position “gets” Audi's Q5.I'd cross-shop it against almost any car at the pricepoint. The headliner of the four variant range has - like the lot of them - got the usual negligible visual update but its value and tech enhancements are wholly worthwhile.Wayne Swan's brainless luxury car tax means a luxury SUV will be priced cheaper than any comparable sedan or wagon. The Q5's pricepoints are further held in check by excellent fuel consumption - even the V6 turbo diesel discussed here runs well under the 7.0L/100km cut-off the Greens managed to tack on to this ill-conceived and arbitrary legislation.The entry 2.0 TDI quattro S tronic (Audis run ever leaner but their nomenclature still threatens to run off the page) starts at $62,200 (the turbo petrol four is $700 more). The whooshing supercharged petrol V6 is $74,100 and the headliner tested here starts at $75,500. Audi claims some $7000 extra value in its standard kit for no price increases - multimedia system linked navigation, reversing camera, electric passenger seat, memory functions in the seats and side mirrors, drive select and hill-hold assist.Our tester came in at $82,000 with the addition of metallic paint (an absurd $1850), painted lower body and chrome sill strips ($900), 19-inch five-arm star alloys ($1750), Bang & Olufsen sound ($1550) and the useful luggage rail system with load securing set ($450).The newest turbo petrol engines are all but eradicating the perceived advantage of diesels in cars but the economy and torque delivery of the latter remain of the essence in heavier SUVs. A favoured example, this 3.0-litre six-cylinder is fettled to shed weight and increase output, to the formidable 180kW/580Nm.The transmission is a seven-speed twin-clutch automatic, feeding torque-sensing all-wheel drive - that is, proper quattro as opposed to the Haldex set-up on the essentially Volkswagen Q3. At 6.5 seconds from 0-100km/h, the Q5 is sports sedan fast. At 6.4L/100km it's more frugal than most four-cylinder hatchbacks. Too many drive-select packages do too little. This one makes distinct and worthwhile changes to engine response and suspension settings.Doubtless some will spot the visual tweaks. The point is these are subtle enough so that owners of the first-issue model won't feel aggrieved or suffer at resale time. In line with the latest round of freshened-up Audis, the drive-select mode button is usefully located on the centre stack, a hand span from the gear lever. No need to dive into the multimedia menu to switch from comfort mode to sport. The auto tailgate is so handy and convenient that SUVs lacking it suddenly seem a bit third world.Five stars, all the kit, plus the active capability to ensure the passive devices will never be troubled. Human stupidity notwithstanding, of course.We requested a diesel for our drive before last week's launch and expected the worthy four-cylinder. That we had something rather more - having climbed in without scoping the badging - became apparent when the thing got off the mark like an engorged hot hatch and with an almost petrol engine growl. It's a gun donk all right, one that with 600km (and barely more than delivery km on the clock when we got in) returned a little over 7.0L/100km.This is the point at which Audi reviews tend to get peevish about the dynamics and steering feel not reaching the heights of the drivetrain. That's far less important in an SUV but the disparity also isn't as obvious. In sport mode, this Q5 is as tied down and dynamically adept as 1850kg of kerb weight (plus the heft of four big blokes and their gear) could reasonably be.The latest version of Audi's electronic steering is a big step in the right direction. There are shifting paddles attached to wheel but this transmission is smart enough to require minimal intervention. The turbo diesel/twin clutch hook-up is apparent only when stepping off the mark, though the combination of lag and the transmission's hesitancy to engage from go is more a characteristic than an outright fault.To ever more buyers, an Audi means an SUV. This is the best of them.

Mercedes-Benz surprised the motoring world in 2003 by launching the CLS four-door coupe. People said a coupe could not have four doors and that the CLS wouldn't work.Tens of thousands of sales have proven the doubters wrong and cheekily, Mercedes has introduced what it calls a coupe-estate, a stylish five-door CLS station wagon. Or rather a CLS Shooting Brake.The name shooting brake was coined centuries back for horse-drawn wagons used to carry shooting parties to country estates. Over 100 years ago the term reached the automotive field when Rolls-Royce built what it called a shooting break. We first admired the stylish Mercedes CLS wagon at the 2010 New York Motor Show and later attended its world debut at the famed Brooklands racing oval in England. Now we have finally had the chance to drive one in Australia.Priced from $129,000 the most fascinating thing about the all-new Mercedes-Benz CLS Shooting Brake is that it exists in a field of one. Sure there are other upmarket competitors, but none of them has the style and elegance of this one.Jaguar has already shown a concept of what it calls a Sportbrake at recent European motor shows and it will be interesting to see if other topline marques try to chase Mercedes into what could become an expansive niche in the market.At the rear the roof slopes down in a similar manner to that of the CLS four-door coupe. We particularly like the way the side windows finish at their rear point and love the old-style shiny finish that surrounds them. A nice retro touch. Inside, the Shooting Brake is finished in quality materials giving a pleasant appearance and a warm ambiance. In very Mercedes’ fashion there are easy to read dials that will be familiar to all Mercedes owners.While the Shooting Brake’s shape is unashamedly sleek it doesn’t do too badly in the practicality stakes. The rear seat has good headroom and legroom and we would have no problem sitting back there for a long interstate trip. Sensibly, the rear area is set up for two individuals, however there’s also a somewhat cramped centre seat so five can be carried for short, but not particularly comfortable trips.Luggage space is surprisingly good as well, the extravagantly long tail of the Shooting Brake means substantially long objects can be transported. However, large boxy items are restricted by the slope of the roof. In a lovely touch harking back to the days of the horse drawn shooting brakes and the old motor wagons, the Mercedes-Benz CLS Shooting Brake has the option of a mahogany timber-lined floor complete with shiny cross bracing.Two versions of the CLS Shooting Brake are now on sale in Australia, the $129,000 250 CDI powered by a twin-turbo diesel engine producing up to 150 kW of power and 500 Nm of torque. Its official fuel consumption rating of just 5.5 litres per hundred kilometres means it avoids some Luxury Car Tax (LCT).Then there’s the 3.5-litre V6 petrol unit in the CLS 350 Shooting Brake comes with 225 kW and 370 Nm. Its fuel usage of 8.2 litres per hundred kilometres means it attracts the full ire of the Australian taxation people, as LCT adds a whopping $26,277 to the price, bringing it up to $173,000.On the road we only had the chance to test the four-cylinder CLS 250. It has plenty of performance, indeed we suspect the great majority of owners would never ask for more. Once minimal turbo lag has been passed the engine has strong acceleration. Overtaking speeds, typically getting as fast as possible from 80 to 120 km/h are despatched quickly to maximise safety.Road noise is well damped, though we suspect there may be slightly more intrusion into the rear of the cabin because of the wagon body. Comfort levels are high and this is the sort of car that could transport four people across vast expanses of Australian countryside, leaving them cool and relaxed at the end of a long day’s driving. Handling is neat and precise with good steering feel and the ability to get the large Shooting Brake hustled into corners with ease.

BMW’s latest version of its smallest SUV, the X1, shows it has been heading in the right direction since it first entered this ever growing market segment with the X5 in 1999.While other makers saw buyers of their SUVs as being adventurous families wanting an off-road vehicle to explore the Australian bush, BMW realised from the start that buyers were only looking for a station wagon with a bit of tough style. One that would perhaps be used to transport the families taking part in various sporting events, serious or otherwise.BMW likes to refer to its models as SAVs (Sports Activity Vehicles), not SUVs (Sports Utility Vehicles), but are not sure the public is particularly interested in the fine distinction. But you have to give the German marque points for sticking to its guns.Over the years most other makers of SUVs have backed away from the original off-road SUV theme by reducing ground clearance and installing two-wheel-drive systems in vehicles that look like four-wheel-drives. Interestingly, the driven wheels on the 2WDs are almost invariably those at the front of the car.BMW has a big advantage over the others in using rear-wheel-drive in its 2WD models in keeping with its aim of providing what it calls sheer driving pleasure. This fact immediately became obvious when we began our review of the facelifted BMW X1 at the press launch out of the Gold Coast and interesting mountainous regions of northern NSW.VALUEThe complete BMW X1 range is sDrive 18d 2.0-litre turbo-diesel five-door wagon, $44,500 (automatic) sDrive 20i 2.0-litre twin-turbo petrol five-door wagon, $46,500 (automatic) xDrive 20d 2.0-litre turbo-diesel five-door wagon, $54,500 (automatic) and xDrive 28i twin-turbo petrol $57,800 (automatic).DRIVINGWe had the pleasure of not only driving a RWD BMW X1, but also in enjoying the lighter weight of a petrol engine. We tried other combinations of 2WD/4WD and petrol/diesel X1s during a full days driving, but our hearts always drew us back to the nimble handling and responsive feel of that first lightest, nimblest 1.The added throttle control of RWD combined with precise steering and the strong engine torque brought smiles to our faces on more than one occasion.TECHNOLOGYThe petrol engine we loved so much was the lower powered of the two new-design 2.0-litre turbocharged units on offer. With 135 kW of power and 270 Nm of torque the 20i BMW powerplant doesn’t have the sporting kick of its big brother the 28i (180 kW / 350 Nm) but in the real world most drivers will be more than satisfied with the smaller engine – and with significantly lower price.There are also turbo-diesel engines on offer, again with a capacity of 2.0 litres. They come in two states of tune: the 1.8d produces up to 105 kilowatts and 320 newton metres, the 2.0d has 135 kW and a hefty 380 Nm. Note that in BMW speak, sDrive indicates two-wheel drive, while the all-wheel-drives get the tag of xDrive.All models have an eight-speed automatic transmission to give a good combination of acceleration and minimal fuel consumption in all driving conditions.DESIGNStyling of the facelifted BMW X1 is interesting because it too gets away from the SUV look and is unashamedly family station wagon. Thus there are more painted areas and fewer tough-looking black-plastic panels in the newly shaped front and rear ends.While BMW’s X1 suffers the usual fate of any sporty looking wagon rear end – that is the luggage versatility lost by the sleek slope to the rear glass – the designers have come up with some clever cargo features. The rear seat backrest can be set at different angles, with the most upright one compensating for the roof’s rake to some extent.Cleverly, the rear seats have a 40/20/40 per cent split rather than the more common 60/40 in many other SUVs. This gives you more options of juggling passengers and luggage. The interior has taken the high-gloss look in some models and there’s the option of the sort of ambient lighting we have admired in the bigger BMW sedans.VERDICTMany families looking for a sporting station wagon around $50,000 in their automotive budget will find the latest BMW X1 fills just about all of their needs.BMW X1Price: from $44,900Engine: 2.0-litre turbo diesel, 2.0-litre turbo petrol (105kW/320Nm) sDrive18d, (135kW/270Nm) sDrive20i, (180kW/350Nm) xDrive28iTransmission: 6-speed manual or 8-speed autoThirst: from 4.9L/100 km to 7.8L/100 km

So the 5-Series crossover is being given a big tweak and the same front and rear update - check the crazy camo - seen across almost the whole range.It should be seen at the Detroit Motor Show in January. 

Slingshot. Staggering. Subtle even. The S6 prompts several adjectives - as well as a few terms a number of people consider unsuitable for publication.No wild wings, belly-scraping ride heights or straining at the leash - the fastest S6 ever launched by Audi slides in beneath five seconds for the trip to 100km/h but push a few appropriate buttons within and it might well be hard to believe that it's capable of such ferocious feats.The new Audi S6 starts at $168,900, which is a $30,000 drop from the old V10 car - just 50 will be offered here and there's plenty on the features front to make the pricetag seem a little less steep. The leather-clad interior is comfortable and a quality cabin and it has a head-up display, a Bose infotainment system, digital TV, powered bootlid, heated and power-adjustable front sports seats, quad-zone climate control, side and rear sunblind, satellite navigation, auto-dimming mirrors, parking sensors front and rear, a reversing camera, automatic headlights (with rain-sensing function), rain-sensing wipers, electric automatic park brake and power-adjustable folding exterior mirrors.It sits on 20in alloy wheels with 255/35 Pirelli P-Zero tyres, with a seven-speed auto, adaptive air suspension, LED head and tail lights, auto-dipping high-beam system and the clever quattro sports differential.The heart of this executive machine is a four-litre V8, fed by two twin-scroll turbos to produce 309kW and 550Nm, the former hanging around from 5500 to 6400rpm and the latter on offer from 1400 through to 5200rpm. The muted but monstrous V8 has a cylinder-dropout  system that shuts down cylinders 2, 3, 5 and 8 whenever the system sees a need, which allows it to lay claim to a frugal (for its performance potential) fuel use figure of 9.6 litres per 100km, a 24 per cent drop on the old 320kW/540Nm V10 (lighter yet slower) S6.Getting all that grunt to ground in the new car is a seven-speed dual-clutch gearbox and a rear-biased (but variable) quattro all-wheel drive system that includes the clever rear diff. The quattro sports rear differential delivers drive to both rear wheels as required, which gives the S6 phenomenal drive out of corners. The adaptive air suspension varies the damping and ride height according to driver preference (unless left to its own devices in auto mode) and delivers a much improved ride quality - not brittle and wooden like some of its Audi S-car forebears.Also on offer is a start-stop fuel-saving system, active engine mounts to counteract the vibrations developed in four-cylinder mode (it works well) and an active noise control system that cancels unwanted cabin noise (detected via tiny microphones hidden in the vehicles headlining).Sharply-cut, the A6 foundation vehicle is given a subtle tailoring to quietly suggest to those at the traffic lights that they really shouldn't bother. The S6 has a twin dual-pipe exhaust set-up either side of a small under-bumper diffuser, a tiny bootlid rear spoiler, alloy mirror housings, ample front air intakes and a wheel-tyre package that ups the styling ante just enough.Five stars from NCAP are worn by the alloy and steel A6 and have been for more than a few years, so the S version is a fair chance of doing similar things - it has the presafe accident preparation system, tyre pressure monitoring, dual front, front and rear side and full length curtain airbags. The all-wheel drive system, stability and traction control and anti-lock system for the six-piston front, single-piston rear brakes all add to the bank-vault feeling of security on the road.I slid into the comfy "tombstone" sports seats expecting two things - serious straight line speed, a haycart ride quality and no feel through the steering. The new S6 was more than happy to oblige on the first count - floor it and the melodious but far too remote V8 sings as it slings you toward the middle of next week. The Audi claim for the sprint to 100km/h is 4.6 seconds with anelectronic limit of 250km/h - so I'm told - but there's nothing in the real world to suggest that time is optimistic.The adaptive suspension has been given a whole new dose of smarts that has improved the ride quality - comfort mode is almost exactly that (it's still on the firm side) but even in the dynamic mode there's little about which to complain. The trick rear diff gives the big German an inordinate amount of exit speed - it can feel a little nose heavy on the way into a corner but fires out of them with gusto - so a A-to-B hills drive is completed in double-quick time should the need arise.Sadly, the steering remains inert, although there's better weighting but still an absence of info for the driver, something that is not a complaint when it comes to the instrumentation. The dash and centre stack offers ample functionality without too much confusion, with a top-notch sound system; the MDI cable-connected iPhone didn't want to talk to the sound system, unless it was through the Bluetooth.In cruising or commuting mode, the S6 is quiet, refined and comfortable, with little to betray when it's in four-cylinder fuel economy mode. There's decent rear space, with headroom a little tight for those north of the old six-foot mark, but four adults would have no reason to complain, with climate controls for all four and rear sunscreens for the rear occupants. Bootspace is good at 530 litres, a long but shallow load space that can swallow a solid amount of gear without issue.Extroverts might want to look elsewhere in the Audi range for vehicles that scream to be looked at, but the new S6 is a subtle machine - too demure if you like to hear the orchestral noises that emanate from an engine bay. The pricetag is sharp, there's plenty of gear and it's a seriously swift sedan - there's no excuse for late arrival at meetings in this one.

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?This is the top of the range Opel Astra wagon with the diesel auto powertrain and all the fruit.Start price is $35,990 but this vehicle had options taking the price up to and over $40,000.Golf, Focus, Lancer, Mazda3, Corolla, you name it, they've got heads on them like white mice.Power comes from a 2.0-litre turbodiesel four with 121kW/350Nm output driving the front wheels through a conventional six speed automatic transmission.Remarkably well. With 350Nm of torque on tap from just 1750 revs, finding power to overtake is never a problem. Steering is tight with reasonable driver feedback and the brakes are excellent, with the auto gearbox providing nice engine braking to compliment the brakes.It's a diesel, so the answer is a big, smelly, noisy YES. That's a bit unfair, however, with the little diesel engine purring as smoothly as most petrol engines. Agricultural diesel engines appear to be a thing of the past for modern cars. Expect around 6.0 litres/100kms.In terms of fuel use, yes. Low carbon dioxide output too and the car would have a relatively green manufacturing process.Sure is. Along with a Five-Star ANCAP rating, it has six airbags, countless electronic safety devices and, for passive safety, the excellent brakes and handling keep it out of trouble.It's a tight-ish cabin, but very comfortable. Might be a little claustrophobic for those with larger frames. The load space is generous and expandable to huge. Access to the cabin is facilitated by decent size doors and the rear hatch open high and wide.Great. Certainly doesn't feel like a diesel, there's great steering feedback for a car of this kind and it has a suburb set of brakes. Steering is quite direct and the suspension tuned to give a nice balance of handling and comfort.It's a great kit, but perhaps not the greatest value for money given how many good deals are around and how cheap the near new secondhand market is.No. As enjoyable a drive as it is, at around $40,000 there's a lot of choice. If it was a little cheaper it would feature more prominently on our `wish list'. 

Remember that short, kind of stocky looking kid everyone underestimated in gym class? Well he’s grown up and created a vehicle that will leave comparative, image-conscious SUVs in the nurse’s office.While the Abominable Snowman may have trouble fitting into this compact SUV, Skoda’s Yeti offers human families the opportunity to pursue a little adventure. Strength and tight handling on road, stability off, and a sturdy body - the Yeti brings a neat bundle to Skoda.PRICE AND EQUIPMENTThe automatic, 1.8-litre Yeti 112TSI 4x4 is priced at $35,290. It comes with 17-in alloy wheels (16 inch steel spare), eight-speaker stereo, ABS, ESC, ASR, EBD, Hill Hold Control, 12-volt sockets, Bluetooth, cruise control, trip computer, dual-zone climate control, pollen filter, auxiliary input socket, and a multi-function leather steering wheel.TECHNOLOGYThe six-speed DSG Yeti prowls with 112kW/250Nm, going from 0-100km in 9.0 seconds. 8.2L/100km is the official fuel combined, but we found 11L/100km on our mostly urban and off road test. The DSG slides through quick and smooth gear changes as the Yeti seeks new territory with confidence...as long as there isn’t a log or large ditch in the way, but we’ll get to that later.DESIGNExternally the boxy Yeti isn’t as well groomed as sleeker compact SUVs, but the Yeti isn’t one to worry about looks when the open road is calling. Internally the cabin is quiet and airy (except for an extremely high pitched noise on our test vehicle).The dash display looks slick, and the leather steering wheel adds a nice, high quality, touch. While the radio display screen gives plenty of programming options, it isn’t easy to navigate while driving, and the fan controls would work better as a dial than the easy to miss buttons.Drink holders are only able to hold small cups, leaving any long distance traveller with a serious lack of caffeine. Seats in back are a bit rigid and narrow for three adults to sit comfortably on a long trip, but kids will have no trouble. The middle seat flips down, providing two more insanely small cup holders, and vents in back will keep all types of creatures cool.The boot is small for an SUV, but storage compartments beside the spare wheel (which isn’t full size), sliding hooks for groceries, and the VarioFlex ability to separately fold down and remove each back seat, gives plenty of storage options, assuming you’re not carrying five people.SAFETYA five-star rating, seven airbags, height-adjustable front headrests with WOKS, ESC, ABS, EBD, and ASR, make the Yeti one safe little monster.DRIVINGThe Yeti can tackle moderate off road terrain. The frame sits tight over bumps and there’s no trouble stopping quickly on loose gravel and sand. The limitation comes with the vehicle’s clearance. With a low frame this 4x4 has difficulty with obstacles and scourged tracks. While the underbody protection can shelter a few dings, it won’t take much to bottom out, leaving the Yeti willing, but not able, to follow the pack. An optional off road technology pack brings a few more tricks for adventurous travellers, but the clearance will still limit you.Obstacles aside, responsive handling, very little body roll (especially considering the high interior), smooth DSG, and a fair dose of zip makes the Yeti a fun on road vehicle, with the ability to get a little dirty off road. VERDICTWrangle this beast and the Yeti becomes a solid, compact SUV for the family or moderate adventurer. 

The new Jaguar XFR-S sports sedan has been one of the worst kept secrets of the year. A string of prototypes have been spotted lapping Germany’s Nürburgring for months--with minimal camouflage--and Jaguar itself has dropped numerous hints along the way.Now the automaker has confirmed that a reveal of its new XFR-S will take place at next week’s 2012 Los Angeles Auto Show, and to get us all riled up has released this single teaser image.The teaser image reveals the look of the car’s front-end styling, which like the existing XKR-S adopts some very aggressive treatment for the intakes as well as a splashing of carbon fibre for the aero pieces.No other details were revealed apart from the fact that the new XFR-S will be the fastest and most powerful sedan in Jaguar’s history. Also shared with the XKR-S will be a supercharged 5.0 litre V8 tuned to deliver 405 kilowatts  and 691 newton-meter of torque.All of this will be channelled to the rear wheels, most likely via the latest ZF eight-speed automatic. Expect 0-100 times of less than 5.2 seconds and a top speed of approximately 299km/h. First sales are to start in early 2013 overseas. Also on display on Jaguar’s stands in LA will be the new 2014 F-Type in its Black Pack performance trim.www.motorauthority.com  

Immigrants have often found Australia an unusual settlement. Nothing bad, just different. Post-war citizens from overseas learnt that by working hard, and being patient, rewards can be substantial.Right now Opel - the German arm of General Motors that once made the Astra for Holden - must be quietly bubbling in its patience. It opened its doors on September 1 and, to the end of October, has sold 279 cars. In October it sold 105 cars - the same as Fiat.A bit like Audi's early life in Australia, in fact, but look at Audi now. If the economy stays warm and buyer confidence is buoyant, Opel has a chance. If its products correctly reflect German quality and offer value for money above a voracious pack of Japanese and Korean rivals, it will do well. Judging by the Astra, success is certainly possible.This is the Opel Astra Select CDTi - the mid-level turbo-diesel hatch that costs $33,990 with automatic transmission and an extra $2500 for possibly the car industry's most comfortable leather-trimmed, heated seats. The seat option is very expensive, especially considering all the work has gone into moulding the front two and the rear seat merely feels like a reskin.Standard kit on Select includes 17-inch alloys, sat-nav, electric park brake, dual-zone climatic aircon, front and rear park sensors, seven-speaker audio with iPod/USB connectivity and Bluetooth with voice control. Good news for doubters is the $299 once-a-year capped price service for the three-year warranty period.Externally, the Astra mirrors German functionality and efficient styling. It's more rounded in its shape than rival Golf, but that at least gives Astra its identity. The Australian Astra is the latest from the factory, introduced in Europe as a facelift in June.Aggressively slanted headlights look distinctive from the front but it's best view is the rear's boat-tail rear with its bowed window. There's room for four adults inside but rear seat legroom comes up a bit short. Boot space is class average, slightly more than Mazda3.Cabin design is attractive, well finished with soft-feel plastics and tight panel gaps, and simple to navigate. Even the myriad of centre-console switches are sized to fit human fingers and have logic in their arrangement.The turbo-diesel engine is relatively new to Astra. Based on a 2009-launched engine, it has power upgrades (now 121kW/350Nm) and stop-start for a claimed 5.9 L/100km. On my primary suburban test it achieved 7.2 L/100km. There's not a lot of skimping with chassis gear.The Astra has an additional Watts link in the rear suspension to maintain ride comfort while enhancing handling, electric steering and a six-speed automatic with manual-shift mode. The ergonomic AGR seats are superb, but an expensive option.Astra is a five-star crash-rated car with six airbags, electronic stability and traction control, active head restraints, a pedal release system in the event of a collision, heated side mirrors, auto headlights and wipers, and front and rear parking sensors. The spare is a space-saver.No masking the fact this is a diesel. The engine makes itself known at idle and audibly grumbles when pushed at low revs. But it's near silent at mid-range speeds when cruising or coasting and has a delightful surge of torque when called on at anything around 2500rpm.Personally it can be a fun engine but a the 1.6-litre turbo-petrol alternative is better, and $3000 cheaper. The auto suits it perfectly and even does a decent job of countering the low-speed turbo lag - though the manual mode of the gearbox is a better remedy.Though electric, the steering is very good both in feel and its positive input to the wheels, while the handling is good though tends to cater more for occupant comfort. It is not as firm as some rivals. Perhaps the optional seats did most of the cushioning and support. Rear vision is a weak spot but there are standard park sensors.Diesel may suit country folk but turbo-petrol 1.6 wins for city buyers. Very good hatch for individual buyers but has lots of hungry competitors.