European

Volkswagen has spiced up the Multivan with a powerful TSI 350 petrol engine hooked up to a seven-speed DSG automatic transmission. Until now the people carrier Multivan was only offered with diesel engines, so the addition of the petrol engine broadens appeal. The ‘350’ indicates the maximum torque available from the engine.VALUEThe new Multivan TSI350 features the same equipment levels as the TDI 400 (diesel) models in either Comfortline of Highline. Bluetooth is optional on Comfortline and standard on Highline. Our test Multivan was the Comfortline specification starting at $54,990 (before on roads) with the Highline TSI 350 starting at $71,990.TECHNOLOGYThe 2.0-litre petrol engine with turbo intercooler and direct injection is a sophisticated piece of machinery that at no times suffers under the 2.1 tonnes of the Multivan. The new engine packs a bigger punch than you would expect from that smallish capacity. This is due to direct injection technology along with a little intercooled turbocharger.There's 150 kW of power on tap with maximum torque of 350 Nm available from a low 1500 rpm. Driveability is excellent. The engine is mounted transversely and sits low over the front wheels. The fact that maximum torque of 350 Nm is on tap over a broad band of 1500 to 4000 rpm means it is never found wanting. There is little turbo lag and torque steer is non existent.DESIGNThe last freshen up in styling came two years back when the commercials adopted the corporate VW appearance with a broad, horizontal grille which is simple, yet effective. We are not a fan of the huge rear cargo door as you need at least two metres of rear clearance for the door and the person opening it. This is because this type of door is needed for the van's role as a cargo holder in the Transporter line.The interior is all about functionality for carrying seven passengers in a 2-2-3 format, plus luggage, in as much comfort as possible. What facilitates this is sliding doors on either side and the second and third rows of seats running on floor rail system. You can have almost as much cargo area as you want - or as little - depending on where you slide the second and third row of seats. Or, you can fold the third row altogether and make it a four seater with a bundle of cargo space.Both the second and third row of seats get overhead consoles with air conditioning and lighting controls. So there's three-zone air-conditioning and four drink holders and three 1.5-litre bottle holders. We like the step inserts provided for passengers in both the front and rear plus the fact they are illuminated. There are 12 v sockets for all three passenger rows and retractable blinds on the side windows for the second and third rows. We also like the grab handles above all passenger doors, as it's a vehicle that you need to climb into.SAFETYThe Multivan seems to have just about every bit of safety apparatus going around - but not one of the most important for a vehicle of this size and use: There is no standard reversing camera on Multivan although there are front and rear parking sensors. As a seven seater you would expect to see this vehicle at hotels, airports and resorts - places that abound in people chaos, including little people.A reversing camera is available as an option. What there is, is impressive: front and side airbags and rear curtain airbags, stability program, ABS brakes, brake assist, anti-slip regulation, hill holder, rear fog lamps, auto locking after take off, electric child safety locks on rear doors and child anchor points on back of rear seats.DRIVINGOne of the things that has not changed with Volkswagen vans is the forward vision from the driving position. It has always been excellent. The interior layout of the instrument panel and dash is very Volkswagen, easy to navigate and use. The seating position is like a pilot's chair in a ship: comfortable with arm rests and support where you need it. The only reservation we had from a driving perspective is the gear lever that comes out from the dash is close to the steering wheel and indicator stalk.Three times in the first two days we knocked the gear shifter into neutral when reaching for the indicator. It didn't happen again after this, so it's something you become accustomed. During our test we recorded 8.3 litres/100 km on the open road and 10.5 litres/100 km around town. For most of the time we were one-up, so this consumption would rise with passengers or cargo aboard.Volkswagen’s DSG transmissions seem to vary a lot - some are uncertain at low speeds, others not - but we found this one performed well at all speeds. It is a lovely combination with the engine and no doubt plays a major part in making the Multivan TSI 350 feel light and lively. Despite its ride height Multivan really has good road manners. Body roll is minimal making for a comfortable ride for passengers. The straight-line acceleration is quite remarkable and this is one van that will not be embarrassed off at the lights. This is a well balance package that rates among the more enjoyable vehicles we have driven this year.VERDICTA must drive for large families looking for seven seats and those needing a commercial passenger vehicle.

You have to drive one kid to soccer, another to dance lessons and a third to swimming, and they’ve each turned up with a friend in tow AND all their gear. Time to call in a bus? Not if you have VW’s Multivan.A roomy seven-seater, the Multivan is an effective people mover that doesn’t drive like a bus. Parking the behemoth Multivan next to a group of rowdy tradies was a tad intimidating during our test drive, but after an impressive two point parallel park, the silenced working heroes gave us the nod of approval.The surprisingly maneuverable Multivan has admirable functionality, flexibility, and comfort – if perhaps less impressive looks.Price and EquipmentThe automatic, Multivan Comfortline TSI350, priced at $54,990, comes with front and rear parking sensors, ESP, ABS, ASR, MSR, EDL, Hill Holder, leather multi-function steering wheel, three-zone climate control air conditioning, alloy wheels, three-year unlimited km warranty, full size alloy spare wheel, retractable sun blinds, sliding side windows, 12-volt sockets, multi-function trip computer, brake pad wear indicator, eight speakers, MP3 and iPhone integration, and cruise control.TechnologyThe four cylinder, DOHC 16-valve engine develops 150kW of power and a handy 350Nm of torque. The Multivan Comfortline TSI350 has seven-speed DSG, front wheel drive, and a capable turning radius of 11.9 m. The petrol engine’s official combined fuel economy is 10.1/100km though we found 13.4/100km was the result with a fairly full load.DesignIf you’re attracted to sleek, streamlined vehicles, you’ll be punching below your weight on this one. But if you like vans big and chunky, then you’ll fall in love with the Multivan’s full bodied design. Externally the Multivan isn’t impressing anyone, but it’s what’s inside that counts.The Multivan doesn’t view its passengers as mere lumpen cargo. Dual side sliding doors, sliding side windows in the second row, retractable sun blinds, roof lighting, climate control, and reading lights in back evict the idea of second class seating.Yes, this people mover is definitely built for people . . . who need to be moved. The seating layout of 2/2/3 keeps a large aisle to access the back, doing away with the need to scramble, crawl, and expose too much backside while trying to clamber into the third row.The front seats have height and lumbar adjustment. Second row seats can swivel to face the back row, slide forward or back, or be removed, and have storage drawers beneath them. The third row bench seat can fold and slide forward, giving you the flexibility for transporting people, luggage, and any combination inbetween.The boot is large but so is the door, so you need plenty of room behind you to open it. Unless you’re a family needing an exceptional amount of headroom, the Multivan’s height of 1970mm (and width of 2,283mm including door mirrors) offers plenty of space in both directions.SafetyIt doesn’t have an ANCAP rating, but there are driver, front passenger, and curtain airbags, safety cell with front and rear crumple zones, ABS, ESP, BA, ASR, EDL, Hill Holder, child seat anchor points, and three-point seatbelts for all passengers keep everyone inside the vehicle safe, though a rear view camera as standard would help keep people outside the vehicle a bit safer.DrivingRack and pinion power steering is responsive, and the driver’s seat gives a clear view of the road. The gear lever feels awkward positioned up near the steering wheel, but otherwise the controls are comfortable and easy to use.Independent McPherson struts on the front axle and semi-trailing independent on the rear give a fairly smooth ride. The cabin is very quiet, even at highway speeds.The Multivan has surprisingly good pickup and handling for its size – and little body roll considering the height.Parking is easy using the sensitive front and rear parking sensors and electrical door mirrors (you can opt for the rear camera), though the vehicle’s height will keep you out of lower garages.VerdictThe Multivan caters to all passengers rather than just the front row. Everybody rides in comfort and as a people mover it doesn’t disappoint.

The Skoda Fabia has a lot to offer over its parent Volkswagen Group’s similar cars. It's cheaper than its Volkswagen cousin, the Polo GTi, by about $1000 and a lot cheaper than Audi's A1 Sport.As well, there's virtually no waiting list, but you wait months for a Polo GTi. Sure it doesn't have the badge cachet of the VW or Audi but don't underestimate Skoda, which is making inroads in Europe and doing extremely well in Australia.National sales are healthy, up 86 per cent for the year from 1418 sales to 2636, with the Fabia third most popular after the Yeti and the Octavia. My first official drive of the brand is the Fabia RS light car hot hatch. Last year I hired a Superb which amazed me with its refinement and room.VALUEThere's lots of gear in the RS, including power steering, six airbags (dual front, front side and curtain airbags) and remote central locking, reach and rake adjustable steering column, height-adjustable driver's seat, electric front and rear windows, 60/40 split rear seat, an integrated CD player with a 3.5mm jack input for MP3 devices, a three-spoke leather steering wheel with radio and phone controls, multi-function trip computer, cruise control and Bluetooth connectivity.The RS also has some extras to give it the edge over lesser models and to justify its $31,500 drive away price tag. It has 17-inch Gigaro silver alloy wheels, Climatronic airconditioning, front lip spoiler, red painted brake callipers, black highlights on B-pillar and door mirrors, chrome trim on the radiator grille, power-heated door mirrors, chrome double exhaust pipe, rear black diffuser and body coloured spoiler, front sport seats, stainless steel pedals and scuff plates.TECHNOLOGYUnder the pert bonnet is the same 132kW/250Nm twin-charged (turbocharged and supercharged) 1.4-litre petrol engine matched to the same slick-shifting seven-speed dual-clutch transmission with steering wheel paddle-shifters as in the Polo and A1. The 1.4-litre engine is a punchy operator, completely belying its compact capacity and the sort of linearity not generally expected of small, forced induction powertrains, a great combination of the supercharger operating at low revs and the turbo taking over closer to the 7000rpm redline.The engine pulls strongly all the way through the rev band and is an excellent match to the transmission, which offers lightning-fast changes in manual mode and is generally on the mark in auto. It's a pity there's no manual to give the Fabia RS an advantage over the VW and Audi and more of a sporty edge.The DSG tends to hesitate and jerk at lower speeds and when taking off, although activating the automatic sport setting or flicking it to manual mode sorts that out. The firmer shock absorbers, higher-strength springs and a stiffer front axle provide the RS with the right chassis set up to cope with the fizzy powertrain.It is well sorted and the electric steering has more weight and communicates better than most.Wider 205/40 tyres and the XDL electronic differential lock system, which brakes the inside front wheel to negate understeer, add to the driving dynamics, giving the little hatch Skoda high levels of tenacity and grip, plus a fast turn-in. The fun factor is aided by the great front sports seats that offer lots of side bolstering and back support.DESIGN The styling is different, not as suave as Polo GTi or Audi A1, but there's a certain charm to the boxy exterior that gives it a point of difference. Skoda’s been growing an increasing focus on individualising its products, something it admits to have borrowed from BMW-owned brand Mini. The Fabia offers up to 26 colour combinations, contrasting roof shades and various alloy wheel finishes.Then there is the completely unique RS wagon, an extended version of the hatch that combines the same sizzling powertrain with class-leading cargo space. Skoda Australia says half the interest has been for the wagon.DRIVINGIn the twisty stuff, particularly up the Gillies Range and across the undulating and tight corners of the road between Walkamin and Dimbulah; it was a delight, refusing to flick out of line or lose grip even with traction control switched off. It just keeps on gripping with tenacity and plenty of grunt to make the drive a lot of fun.There's a fair bit of noise though from the tyres on coarse bitumen and wind roar through the A pillars, no doubt exacerbated by the door mirrors.When I started last weekend's drive, the trip computer was recording mid-12 litres/100km. By the time I finished on the journey from Cairns to Yungaburra, Atherton, Walkamin, Mareeba, Kuranda, the Northern Beaches and back to Cairns consumption had fallen to 10.2. The spirited drive up the Gillies and on the Dimbulah must be taken into account as well, but there is plenty of room for improvement. I believe it can achieve a lot better than that, particularly with Skoda claiming 6.3 litres/100km. Some have been critical of the RS ride, but I did not find it harsh at all and a lot better than some.FABIA RS VS POLO GTIThere's no doubt the Fabia RS is a fantastic hot hatch and it has just come second to the Polo GTi in Motor magazine's Bang for Your Buck awards. Sure the Fabia is $1000 cheaper and there's virtually no waiting list, but I believe it should be even cheaper.The interior of the Fabia, while well-made and free from rattles, does not feel as tactile as the Volkswagen, with harder plastics and an inferior sound system. But the Fabia RS provides a point of difference, particularly in wagon form, and it won't be as common as the Polo GTi.It has distinctive and charming looks, is practical with a sparkling engine and transmission combination, quick steering and great seats. On the downside, there's too much road and wind noise, the cabin plastics are a bit cheap and there's no manual gearbox.VERDICTOverall, Fabia RS is a charming addition to the tiny hot hatch brigade that provides some driving excitement as well as being a delight to tootle around town in.

Not just that, but the $13,990 VW Up! is the first sub-$15,000 car with five-star safety and the first tiddler you would actually recommend to your best friend. It's not perfect, with no chance for an automatic gearbox and Bluetooth only an option, but it is a tiny tot that feels solid, gets along reasonably well, and should be more than just a disposable car at trade-in time. It also has a significant first for the size and price - a radar-guided anti-collision system that can even brake automatically at up to 30km/h if it senses an imminent crash. Pricing for the Up! is even sharper than expected, with the bottom-line $13,990 three-door car coming with remote central locking, electric power steering, aircon and a full-sized spare.It costs $14,990 to get into the five-door Up! - only a $500 advantage over the recently-tweaked Ford Fiesta - with just five extras including special paint at $500 and Maps+More including Bluetooth for $500. The Up! slides in below the Golf and Polo, measuring 500 millimetres shorter than the Polo and handily undercutting its $16,990 starting price. It is likely to spark a rash of truly tiny city car arrivals in Australia and Volkswagen is confident it will be popular with a range of people, from first-car buyers to seniors and people who are usually secondhand shoppers."We have seen there is potential for this car in Australia, and it can create a segment of its own. People in Australia are downsizing more and more. We make it more affordable and bring safety," says Anke Koeckle, managing director of Volkswagen Group Australia.VALUEThe Up! starter looks really good against a tiny-box Suzuki Alto at $11,790, a Korean-made Holden Barina Spark at $12,490 or even a 1.2-litre Nissan Micra at $13,490. Things get murkier when you chase down rivals for the costlier 5-door model, especially the Fiesta which now starts at $15,490 after a $1500 price cut that also added extra airbags. But most people are going to be going for the $13,990 bottom line, and the car has all the right stuff to easily justify that sort of spend. It's only a four-passenger car, but that's what you expect in something that's only 3.5 metres in length and only weighs 880 kilograms. The only remaining question for Up! shoppers is the running cost, but Volkswagen says it uses 95-octane, not the costlier premium, and Carsguide expects an imminent announcement of capped-price servicing costs for the car. This will definitely make a difference and also brings Volkswagen into line with rival baby cars from the Korean companies and Nissan.TECHNOLOGYThe Up! is a simple little car with a 1-litre, three-cylinder engine in the nose, a four-seater cabin that's just big enough for the job, a reasonable boot and full-sized spare. When the idea for the Up! was first floated, as a return to the people's car package that began the Volkswagen brand, the concept cars were actually rear-engined. But that idea passed quickly, mostly because of the difficulty in make it work for crash safety and assembly. There is nothing advanced on the technology front, at least in the body and chassis, but Volkswagen is brining the City Emergency Braking system as standard for Australia. It uses a forward-facing radar inside the windscreen to detect imminent collisions and can brake automatically in what VW says it is a major advance. The engine makes a meagre 55 kiloWatts of power and 95 Newton-metres of torque, but the Up is light and VW says the fuel economy is 4.5 litres/100km running on 95.DESIGNThe Up! is a box. There is nothing special at all about it, although the designers have tried to inject a big of personality with a smiley face on the nose. Otherwise it's about jamming the biggest possible cabin into a car that's less than three metres in length, including a split-fold rear seat, a boot with adjustable-height shelf to vary the capacity, and that full-sized spare. The cabin is typically Volkswagen and typically Germanic, which means efficient and not particularly inviting.But when you look around it has everything you need, with a couple of nice touches - like the flat-bottom steering wheel - to relieve the hard plastic and painted metal surfaces. The back windows don't roll down, but pop out, which is probably not good for rear-seat passengers but saves money and allows more side space for crash protection.SAFETYThe Up! has already hit the five-star standard in Europe - with a special award for the City Emergency package - and VW says the result will be mirrored in Australian testing, which is already underway.It only has four airbags, with no head support for the rear, but there is that radar system, audible seat belt warnings, and the usual ESP and ABS, but with only drum brakes on the rear.DRIVINGThe Up! looks nice enough and the first impression is good. The doors shut with a thunk, the turning circle is tiny, but the boot is surprisingly roomy. It's not a particularly brisk drive, but it gets along well in traffic and - provided you're prepared to use the gearbox - is quick enough for suburban roads and highway cruising at 110km/h. The braking is solid, it grips pretty well in corners, and all the controls and light and easy to find.There is some suspension clunky over low-speed potholes, and it's never going to win a cornering contest, but the ride smoothes over 80km/h and its fairly quiet. We'd much prefer to have the choice of an automatic, but the Up! is what it is. That means it has to be compared against its size and price rivals, where it comes up a winner.You can say that it will cost $17,000 to put a fully-loaded Up! on the road, but that would be a tasty little car with equipment you cannot get in something like an Alto or a Spark. It feels more substantial - read that as safer - than an Alto, Spark or Micra, as well as having parts and assembly work that lives up to the Volkswagen badge. It's not a Polo or a Golf, but it's impossible to build that sort of car for $13,990.So what you get is an Up! that resets the bar for the smallest cars sold in Australia today, and in a good way. It deserves four Carsguide stars, not when you think about cars as classy as a Benz C or a Porsche 911, but because of how it relates to its direct rivals, and the way it beats them.VERDICTThe Up! has just joined the shortlist for this year's Car of the Year judging, as well as winning a rare four-star tick from Carsguide.Volkswagen Up!Price: from $13,990Engine: 1-litre 3-cyl petrol, 55kW/95NmTransmission: 5-speed manualThirst: 4.5L/100km

“That’s a Skoda?” Yes, it’s true, we heard that question. It wasn’t rehearsed, just a genuine remark of surprise when a friend saw Skoda’s Superb Wagon and mistook it for a more upmarket brand. It shows that while Skoda is still an unknown to a lot of people, their first impression is pretty good. And the car backs that up by offering a lot.You have kids and need a wagon, but you also have a sense of style and a desire for some pampering? You want heated seats, without the kids in back whimpering that they’re missing out – or fighting to ride shotgun. You want a cooled glove box, plenty of space, and a suave exterior, you want -- but probably didn’t know it --  a Skoda Superb Wagon Elegance.VALUEFor $50,490 Skoda’s Superb Wagon Elegance 125 TDI comes with ESC, ABS, EBD, ASR, Hill Hold Control, heated front and rear seats, memory function electric driver seat, Park Assist, front and rear parking sensors with acoustic warning and optical display, 17 inch alloy wheels, multi-function leather steering wheel, tinted glazing, dual-zone climate control, Sat Nav, Bluetooth, MP3 auxiliary input socket, cruise control, cooled glove compartment, 12V sockets, and an umbrella . . . yes, an umbrella, because honestly, what would you do without one?TECHNOLOGYSkoda’s Superb Wagon Elegance 125 TDI, six-speed DSG has 125kW/350Nm that gets it from 0–100Km in 8.9 seconds. The official fuel combined for this front-wheel diesel is 6.5/100km. We found a close 6.9/100km combined and 9.8/100km urban.DESIGNAn attractive external design highlighted with touches of chrome add to the Superb Wagon’s sophisticated look. Tinted glazing, decorative front and rear door sill trims, and decorative double exhaust pipes, further the Superb’s aspiration to subdued classiness.The interior design is great (don’t worry we’ll get to that) but first we have to vent about one thing - tiny cup holders. We know, not exactly a life-altering feature, but they were ridiculous. The only place we could fit a bottle or a medium size coffee cup was in the folded down middle seat in back -not very convenient if you’re driving solo.  Many of Skoda’s vehicles come with the nearly pint-sized holders, but come on, in something christened Superb Elegance, we would like to have the superb elegance of fitting our coffee beside us while driving.Okay, now that we got that off our chest - other than our obsessive beverage issue, we had none. The refined interior looks great with wooden inlays and a largely leather interior.The seats are extremely comfortable, and heated front and back – which may be a more practical feature for a European winter, but will still feel great on a crisp Aussie night. Rear seat passengers have side air vents, heaps of space and storage, and a small display screen.If you flip down the middle seat you get an extra storage compartment, the envied decent size cup holders, and, if you pull down another cover, access to the boot. Back seats fold 60/40, and an array of luggage restraint systems, hooks, and side storage keeps valuables secure in the massive boot (633 litres seats up, 1865 litres seats down).It’s a smart wagon, providing just about everything you could want, to the point you grow suspicious it was fitted out by your nanna. There’s a magnetic LED flashlight in the luggage compartment incase you need to change a flat tire at night, an umbrella holder in the left rear passenger door with an included umbrella so you don’t get wet. The only things missing are a handknitted sweater in the boot’s storage compartment and a fruit cake keeping cool in the glove compartment to know nanna’s been at work.SAFETYSkoda’s Superb Wagon Elegance comes with driver, passenger, side, driver’s knee, and curtain airbags, ESC, ABS, EBD, ASR, Hill Hold Control, and the assurance of a five-star ANCAP safety rating.DRIVINGThere aren’t a lot of negatives. The wagon is responsive, cabin noise is at a minimum, there is no body roll, and the engine gives plenty of power. The driver’s seat is comfortable, controls are easily accessible (though we still prefer a dial rather than buttons to adjust the air), and MacPherson suspension on the front axle and multi-element on the rear keeps bumps to a minimum.Park Assist comes standard which helps you negotiate the blind spots to the rear and sides, but overall the Superb Wagon is just a smooth, comfortable ride.VERDICTClassy, comfortable, with plenty of perks, Skoda’s Superb Wagon Elegance is a family-friendly vehicle that breaks the Skoda mold.

There's something very feline about this car. Like a big cat it sits coiled, muscles bunched, ready to spring into action. Renault describes the latest Megane RS 265 8:08 limited edition as the ultimate hot hatch and we're inclined to agree.VALUE AND RANGEMegane RS 265 is available in three editions; entry level Cup ($42,640), sporty Trophy ($47,140) and luxury Trophy+ ($51,640). This one the limited edition Trophy 8:08 is $49,990 and only 100 examples are coming to Australia. The 8:08 is for the time the car set at the Nurburgring where it holds the lap record for a front drive car.TECHNOLOGYThe 2.0-litre turbocharged four delivers an extra 11kW of power and an additional 20Nm of torque but only in sport mode. The rest of the time it's 184kW/340Nm. The engine is mated to a short shifting 6-speed manual transmission, with 0-100km/h taking 6.0 seconds flat. It's not as fast out of the gates as some but that's beside the point. Mid-range response is ferocious and Renault Sport's Cup chassis together with a limited slip diff deliver unbelievable traction.DESIGNA series of subtle exterior changes have been made, to project a more forceful image. The front end has been designed, with the F1-style front blade, characteristic of Renault Sport models, now featuring two rows of six LEDs and chrome highlights. In addition, the front headlight masks are now sporty black. New 18-inch matt black wheels rims are standard but the 8:08 gets black 19s fitted with 235/35 Bridgestone Potenzas the same tyre used for the record.There's also leather trimmed Recaros, bi-xenon directional headlights and limited edition Trophy decals. In addition the Trophy 8:08 is available in two limited edition colours: pearl white and Renault Sport's signature liquid yellow.Unfortunately the inside doesn't quite live up to the outside. It's all a bit drab apart from the yellow seatbelts and yellow stitching on the upholstery, steering wheel and gear lever knob. Other sporty appointments include a black lacquer finish for the centre console and air vent surrounds, plus a carbon-effect finish for the door panel inserts. The Recaros could do with some tilt adjustment and the forward mounted door handles lack leverage making it difficult to pull back when the large doors are swinging towards another car or a wall.DRIVINGWhat a ripper. You won't want to give this one back. The new model benefits from some exhaust tuning and enhanced engine acoustics. Suffice to say it purrs like a pussycat on the motorway, turning over a lazy 2500 revs at 110km/h. Acceleration is strong, the clutch action is heavy at first and gear changes are not always as smooth as we'd like.But it's in the twisty bits that this car really comes alive. Mid-range acceleration is phenomenal and it has an indecent amount of grip for a front wheel drive car. The four-pot 340mm Brembos allow braking deep into the corner.VERDICTAnyone considering a WRX or EVO should seriously have a long, hard look at one of these babies. It's really that good and you really won't be disappointed.

Wow, what a good looking car. Opel's new Astra Sport hatch is right up there with the best of them in terms of style. It really cuts a fine silhouette on the street, especially the one we were driving - the top of the range Astra retailing for $33,490 for the six-speed manual.Our drive car was a $40 grand plus proposition with six-speed auto, Flex-ride chassis and adaptive forward lighting all adding two grand apiece as well as another $700 for metallic paint and a grand for the 19-inch wheels over the standard 18s.We were somewhat sceptical about Opel Australia's mission to lift itself into the premium category but this car could carry it off. It offers a premium drive feel, the interior is attractive and functional and build quality is at least the equal of the competition.But at the money, it's going to struggle against the likes of Mazda3 SP25 (two grand less), Lancer VRX (four grand less) and Ford Focus Sport (nearly six grand less).This is the newest car on the block featuring a swag of goodies including lowered sports suspension and sporty steering, rear spoiler, dual zone climate control, premium audio, satnav, seat heaters, chiropractic seats, Bluetooth phone with voice control, auto dim rear view mirror, auto wipers and head lights, cruise, electric park brake and a speed limiter among its generous equipment.But there's no paddle shift and it has a space saver spare. Minor complaints in the greater scheme of things.Power comes from a turbo 1.6-litre petrol four rated at 132kW/230Nm output. It goes better in Sport mode offering quicker throttle response and a more “live” feeling from the chassis. Fuel economy is a creditable 7.3-litres/100km for the manual, a little more from the auto which does a 0-100kmh sprint in 9.0 seconds.Comfortable with a sporty edge is how we'd describe Astra's ride which also makes the car quite handy in the twisty bits. Love the seats and the large load space but rear seat legroom is a bit tight with large front seat passengers.From the driver's seat it's all positive - nothing to complain about - goes well, plenty of roll on acceleration, smooth, quiet, controlled.It's just the price that's the issue... because the competition is stove hot.

During a 40th anniversary celebration at the Nürburgring last week, BMW showed its upcoming M6 Gran Coupe to a select group. Now, it has released teaser images of the car from that event online.The images don't tell the whole story, but they tell most of it. As we've already gleaned in our spy shots and spy video, the M6 Gran Coupe will not vary too terribly much from the look of the standard Gran Coupe--and where it does, it will closely resemble the standard M6 coupe.The looks are largely unchanged but the stylish four-door picks up the twin-turbo V8 mechanical package from the latest M5 sedan and M6 coupe and convertible twins. The force-fed V8 is lifted straight from the M5, complete with 412 kiloWatts of power and 680 Newton-metres of torque  from 4.4 litres.There is no such thing as a manual M6, but the seven-speed double-clutch manumatic is driver adjustable between slur and speed shift and the car will thump to 100 in 4.2 seconds with a top speed in the M6 Carsguide tested last week - if you're prepared to pay a little extra on tyres and things.Tie that in with a promise from BMW that "more details on the all-new M Automobile will be available in December," and you have what's shaping up to be a Detroit Auto Show debut for North America.As always, stay tuned for more details as they emerge, and look forward to our live coverage of the Detroit Auto Show in January.www.motorauthority.com 

The orca of the BMW family has landed. And it's not half bad. The M6 is big and bulky but still deadly serious and seriously quick, with the sort of performance you rarely find in a luxury coupe or convertible.The downside is prices that straddle $300,000 and mean an M6 buyer can also consider a wide range of exotics - including Aston Martin and Porsche - and not just make a straight-out choice against a Benz SLS with the AMG treatment.After driving the M6ers at the global press preview in Spain I was not sure how they would translate to Australia and Australian roads. Driving on sand-slicked summer roads in Europe they felt heavy, slightly unwieldy and over-powered in a lot of conditions.But it's possible to drive an M6 in Australia without fear, and also to crack the whip and enjoy the experience - and whip-crack exhaust bangs on serious up changes - without worrying about your license. You can also cruise and collect some smiles, or just go for the whole luxury experience in a car that's wrapped up in leather, carbon fibre - including the roof in the coupe - and a thumping sound system.How does $292,500 sound? What about $308,500? If that's too rich for you, and it likely is, then the orca twins will only ever be a dream. But BMW Australia says the prices for the new Msters are actually slightly lower than the cars they are replacing, and also loaded with a lot more standard equipment.That means everything from a 2+2 cabin to the old-school folding canvas top on the convertible, which comes complete with a roll-up electric wind blocker just ahead of the boot that doubles as the back window when the roof is in place.The M6 deal is sweeter because so much of the car is shared with the M5 sedan, from the twin-turbo engine to the chassis and the latest iDrive infotainment system, but it's still a big and heavy car. BMW Australia says the most-likely rivals are the Benz CLS and perhaps the lovely SL roadster - which I drove and loved as the SL63 earlier this year - as well as the chunky and punchy Jaguar XK-R S hotrod.M6s will never be common in Australia but there are still plenty of people who want one and are prepared to pay their $300k. "We will deliver close to 30 cars this year. As for next year, we would expect to out-perform the predecessor model and that sold 65 cars in the first year," says Piers Scott, BMW spokesman. In total, BMW sold 156 of the outgoing model but it has - slightly - higher hopes for the newcomers."This is the most responsive turbocharged engine in the world. And the benefit is not just the performance, but way better fuel economy," says BMW Australia's M6 product manager, Christoph Priemel. The force-fed V8 is lifted straight from the M5, complete with 412 kiloWatts and 680 Newton-metres from 4.4 litres.There is no such thing as a manual M6, but the seven-speed double-clutch manumatic is driver adjustable between slur and speed shift and the car will thump to 100 in 4.2 seconds with a top speed - if you're prepared to pay a little extra on tyres and things.As Priemel says, the fuel economy is impressive with an official rating of 9.9 litres/100km kilometres for the coupe and 10.3 for the convertible. Look under the M6 and you find an M5, although the wheelbase is a little shorter despite a slight increase in length, the coupe is 20 kilograms lighter, and there is an active differential to improve handling. Extra work went into the M6 to ensure there was enough cooling for the engine room and a late change to the coupe brought a tiny spoiler at the tail edge of the boot.Orca looks big and tough, but still M6 sleek and purposeful. For me, the coupe is a little sweeter without the complication of the flying buttresses at the tail of the convertible, but the design is really about making an impact. That means an aggressive nose, giant alloys and the M division's signature four-pipe exhaust system.Inside, M tweaking includes special seats, a driver focussed wheel and a bunch of switches to control the various engine, transmission and suspension settings. Thankfully, the designers have worked with the engineers to add a pair of programmable M buttons on the steering wheel that allow you to drive sedately at the start, then switch to M1 for more fun, then M2 for extra excitement up to and including a full-on track attack with super-slick shifts and zero intervention by the stability control.We're never going to get an ANCAP rating on the M6ers, but they should rate a five-start tick with all their technology. They might be big and fast, but BMW has built in all sorts of airbags and electronic safety systems that go way beyond standard ESP. The idea is to have fun but always with a safety net, regardless of the roads or conditions. But the only safe place to really run wild in an M6 is at a racetrack. Full stop.The sun is shining on a lovely Brisbane morning as we head for the hills. And the promise of Lakeside raceway hot laps. Heading out of the city, the pod of orcas - close to $2 million worth - keeps close company and there is fun and big smiles as the drivers thump away from the lights and whip-crack the exhausts on the 1-2 changes.But things settle down quickly and there is time to settle into the comfy sports buckets, enjoy the punch of serious zircon, and also marvel at BMW's latest 3D satnav display. There's not a lot of boot room in the M6ers, and you could only carry kids in the back, but it's not intended to rival a Kia Carnival for family hauling.As the road climbs and turns twisty it's time to see what the suspension can do. And it's surprisingly compliant for such a heavy car with such big wheels. It's obviously not a Porsche, or even an SL, but this is a big GT car and not an all-out sporty.As I start to enjoy the drive, I realise the M6 convertible is much more helpful than the M6ers I had driven in Spain, which felt floppy and never really connected with the road. I now realise it was probably the very slipper Spanish roads.This time around, the M6 puts its power down well, turns relatively sweetly - it's not a Toyota 86 in size or response - and is always ready with a brutal twin-turbo thump. It's not a quiet car, but there is minimal disturbance with the top down at 100km/h and you get what you get with wide low-profile tyres on coarse Australian bitumen.The kilometre roll past as easily as you expect in a $300,000 car, and then it's time for Lakeside. The track is very fast with some serious corners, but the orca coupe is right in its element. There is more than enough power for anyone, the brakes handle things surprisingly well, the gearbox is a delight, and the steering has just the right balance between grip and feel.It's not as quick as I remember an Audi R8 or a Nissan GT-R, but it definitely lives up to the M heritage. The weight works against it, and the front wants to push wide at times, but it's a car you could happily thrash on weekends. Not that BMW expect many M6 owners to do it.The combination of road and track time has softened my complaints about the M6, and made me more of a fan. I'm never going to love it the way I do a Porsche Cayman, or crave it the way I do a Benz SL63, but the M6 is better than I expected and definitely better than I thought in Spain.Which just goes to prove that you should never pass final judgement on any car until you get it home. I was only lukewarm on the new M6 when I drove it in Europe, but now I can see it's a good thing and a worthwhile member of the BMW M family. But I'm still not sold on the deal when the price is so high.The M6 twins are not for everyone, but for some people they will be everything they want and need.