European

The Opel Insignia Tourer aimed directly at the likes of Peugeot's 508, Passat wagon, Citroen C5 Tourer, Mondeo wagon, even the Hyundai i40 wagon. Not forgetting the new generation Mazda6 wagon due early next year. So what has Opel done to lure buyers?Opel's Aussie line-up tops out with this medium size car -- the diesel Insignia Select wagon called Sports Tourer. It sells for $48,990 but if you don't want all the luxury kit, there is another, same under the skin for $41,990.Select grade brings a generous level of features including a set of striking 19-inch alloys, leather upholstery with extendable front seat squabs (also heated and ventilated), adaptive bi-xenon lighting with auto dim and satnav, the latter being optional on all other Opels sold here.Inside you'll also find Bluetooth phone, seven speaker audio, cruise, dual zone climate control, electric park brake and sports pedals. Obviously, there's plenty more.Insignia scores a five star Euro NCAP rating with all that brings including six air bags and stability control. It also has seats designed to comply with the German Healthy Backs Association. They're excellent. Exterior styling is distinctive with handsome frontal treatment and really attractive rear styling featuring a large tailgate and integrated tail lights.They've even fitted supplementary safety lights at the rear for when the tailgate is up.Load carrying capacity is generous in a car that isn't quite as large externally as some of the competition. Fold the rear seats and you can chuck just about anything in there. We like the LED daytime driving lights and the dark privacy glass from the rear windows back. The space saver we don't like.They've really made it sporty with firm suspension, lower ride height and quick steering response and the turbo diesel engine has plenty of kick pretty much from idle.It's good for 118kW/350Nm output and sips fuel at the rate of 6.0-litres/100km. The engine isn't the smoothest or quietest diesel we've driven recently but it certainly delivers in the get-go department as well as passing Euro 5 emissions regulations.The six-speed auto transmission provides appropriate gearing for the engine and makes slick changes up and down the range, but there's no paddle shift.Insignia stacks up well on all counts: performance, safety, features, style, drive feel though some might think it's too stiff in the suspension.

Anything with the number ‘300’ on the speedo dial has to be a serious machine. Not that the needle of such a car, the new Audi S4, for example, will ever see speedo’s end.By agreement with government in Germany, its country of origin, the vehicle is electronically limited to 250 kilometres an hour. Still, the dial does have the heart racing at first sight.At $120,440, the S4 3.0 TFSI quattro S tronic sedan is shaded by the S4 Avant 3.0 TFSI quattro S tronic which adds $3500 to the bill.I loved the Audi pick of programmed music in the test vehicle. The $1550 Bang and Olufsen Surround Sound System with 10-channel amplifier and 14 speakers - a total output of 505 watts - brought out the best of everyone from Marvin Gaye to Lana del Rey. It even polished the primitive techno of Kraftwerk.Standard is a redesigned Sports steering wheel in S design, multi-function, wrapped in leather. Optional is a flat-bottomed tiller adding even more sporting cred to the car. Additional options include sport differential and damper control, dynamic steering, plus adaptive cruise control. It all makes for better ride, handling and happier passengers.In conjunction with the navigation system, an additional mode, ‘individual’, is also included, allowing the driver to specify, within limits, his or her own profile of preferred settings.The Audi S4 sedan we have been testing for the past week has had a facelift, with changes to headlights, bumpers, air inlets and the choice of colours. On the outside, the hexagonal single-frame grille, wedge-shaped headlights hooded by LED daytime running lights, LED rear lights, new bumpers and integrated boot-lid spoiler are all clues to the model updates.With spots for five occupants, the split rear seat backs can be folded in two steps without removing the head rests, doubling the cargo volume to 962 litres. Tie-down rings are sturdy chrome plated solid metal.The test car sported optional power S sport seats featuring extra-supportive side bolsters, integrated head restraints and embossed S4 in the seat backs. S4 badges also can be found on door sills, while aluminium-look shift paddles and pedals complete the picture.But, it’s the technical advancements that keep the hot Audi topping the charts. Most important are quattro drive with torque vectoring and electromechanical power steering, while the S sport suspension and 18-inch wheels give the new S4 added road grip.The S4 TFSI engine is a joy to behold. The supercharged V6 pumps out 245 kW of power and 440 Nm of torque between 2200 and 5900 rpm. The sedan sprints from zero to 100 km/h in 5.0 seconds and reaches an electronically limited top speed of 250 km/h, all the while dual twin tailpipes trumpeting a stirring fanfare from the finely tuned motor.Around town the fuel consumption of this very efficient engine usually sits in the 11 to 13 litres per hundred kilometres range, not bad for the performance it gives you. On the open road you can get it below eight litres per hundred without too much tip-toeing. That’s impressive.The S tronic seven-speed dual-clutch transmission sends the power to the quattro drivetrain with self-locking centre differential and torque vectoring. An electronic control system offers two types of operation - D (Drive) or S (Sport) – for drivers to shift between using the gear lever or steering wheel-mounted paddles.Powertrain apart, the Audi S4’s star turn is its steering. Well weighted to provide maximum feedback to the driver, it can be varied by up to almost 100 per cent from most direct in city traffic to much less so at high speeds where the system chips in to help the driver when cornering at the handling limits, if necessary, reducing both oversteer and understeer by means of load.Ignoring the top speed – please do not try it at home – it’s the sharp acceleration that comes to the fore when wanting to overtake. It’s merely a matter of tapping the downshift paddle to put the S4 in a position to pass with plenty of safety.Ventilated discs, 320 mm up front and 300 mm at the back, are worked on by black composite callipers, ensuring that heat is dissipated to maintain optimum braking efficiency, whether parking or putting in the ‘welly’ on the open road.The driver, at the touch of a button, is further blessed with Audi’s own Drive Select system, offering, through the accelerator, transmission shift points and power steering boost, the choice between ‘comfort’, ‘auto’, ‘dynamic’ and ‘efficiency’ modes.It had me sold.

The British rival to the Mercedes E63 and BMW M5 is coming next year. The XFR-S has been extensively tested at the Nurburgring to ensure it can tackle the Germans head-on.

Back in 2009 Australian tourists in Germany may have noticed an all-new Allroad Audi on many roads in the company’s fatherland. Those Aussies who already owned an Audi A6 Allroad quarto, and were keen on buying a smaller version of their versatile wagon would have seen A4 badges on an all-new Allroad model. Their eyes would have lit up in anticipation of getting into an A4 Allroad quattro. But their hopes would have been dashed on their return home, when Audi Australia apologised and said the A4 wasn’t on sale here. The reason was simple, in 2009 the A4 Allroad was only sold with a diesel engine and a manual gearbox. European drivers love the added control obtained by using a manual, and also appreciate the fuel savings it can offer. Down under, most buyers prefer the car to do its own gear changing and in our land of low-cost petrol (true!) saving a few per cent at the pump didn’t really add up to a lot of dollars. The Audi A6 Allroad quattro has been on sale in Australia for more than 10 years and had gathered a loyal brand of followers, so the local importer put pressure on head office to come up with an automatic transmission for the A4.Long story short; the Audi A4 Allroad quattro is about to go on sale in Australia – with a seven-speed dual-clutch automatic transmission. Audi Australia initially plans to import 150 vehicles and can therefore (almost) justify it as being a limited edition. Just in case imports do cease after that 150 have been retailed it might be worth getting to your local dealer quickly.VALUEImpressively the engine’s official fuel consumption figure is just 6.0 litres per hundred kilometres. That low fuel number pushes it beyond the standard threshold of the Luxury Car Tax, helping Audi Australia to keep the price of the A4 Allroad down to a very reasonable $69,900. This is a considerable saving on the LCT-inflated price of the Audi A6 Allroad quattro.TECHNOLOGYAs in 2009, it’s still only offered with a 2.0-litre turbo-diesel engine, but Australian buyers have come to appreciate the high torque and low consumption of these oil-burning engines so that’s no longer a hassle on the sales front. In any case, the A4’s diesel is imported to Australia in its highest state of tune, putting out 130 kW of power and 380 Nm of torque.DESIGNOn the appearance front the new Audi also makes the grade. The big single-frame radiator grille carries chromed highlights, the body has been raised by almost 40 millimetres - to 180 mm - for better ground clearance. The lower sections of the body are done in a neat two-tone treatment and there are protective grey-coloured plastic wheel arch extensions to add to the sporty look at the same time as they minimise damage.The rear bumper has a diffuser look. Up top there’s a handy set of roof rails. Obviously the A4 is smaller than the A6, but during our introductory drive program in south-east Queensland we found it had plenty of interior space in the front seats, and that the back seat can be used by adults with a minimum of compromising with those in the front. Children will be fine in the back. Luggage space in the rear of the A4 Allroad is 490 litres, which compares favourably with the A6 Allroad’s 565 litres.SAFETYNumerous electronic safety aids help the all-wheel-drive Audi A4 to stay out of trouble both on sealed and unsealed surfaces. Up to eight airbags can be triggered in different stages should an unfortunate driver still manage to get into strife.DRIVINGEngine performance is excellent, with strong torque at low to midrange revs and we loved the rapid response to the ‘throttle’ and the way it picked up speed to overtake as safely as possible. As is usual in today’s best turbo-diesel engines, the Audi unit was only really recognisable as being a diesel when cold, when there was some clatter, and accelerating hard. Other than that it may well have been a petrol unit. We really like it.Handling feels nimbler in the A4 Allroad quattro than in the A6 we also tested on the day. The lighter weight obviously helps but the new wagon is aimed at a younger, sportier buyer and its steering and suspension have been tuned to suit. Not visible, but very much appreciated in the rough, is underfloor protection that means the A4 Allroad quattro can be used in moderate to medium all-road running. This certainly isn’t intended to be a bush basher, but the versatile wagon can go exploring in areas not available to conventional station wagons.VERDICTAll-in-all the new Audi A4 Allroad is an impressively versatile package that deserves to sell well.Audi A4 AllroadPrice: from $69,900Engine: 2.0-litre diesel, 130kW/380NmTransmission: 7-speed S-Tronic dual clutchThirst: 6.0L/100kmAudi A6 AllroadPrice: from $117,900Engine: 3.0-litre V6, 180kW/580NmTransmission: 7-speed dual clucth, AWDThirst: 6.3L/100km

In one week we went straight from the entry level 3-Series model to the top of the line - from the 320d to the 335i Sport. The contrast was big but the elements for which BMW is famous shine through - sporty drive feel, high tech engines, quality fit and finish, arresting style. But the 335i Sport we had was something special, almost the M3 you'd have when you're not having an M3... or can't afford one. The 335i Sport isn't a V8 like the current M3 having much more in common with earlier six pot versions - potent six pots at that.Only this time, there's a twin-scroll turbo bolted to the exhaust to stir things up without giving the car a drinking problem. Infact, the petrol powered 335i Sport is a smidge away from qualifying for the Luxury Car Tax reduction, missing the 7.0-litres/100km cut off point by recording a depressingly close 7.2-litres. It would make a difference of a few thousand dollars to the price.Never mind, for the asking price of just under $100 grand, the 335i Sport delivers driver engagement in spades along with sporty dynmics and almost rude performance, rated at an impressive 5.5-seconds for the 0-100kmh sprint. And don't forget, this is an automatic executive sedan, albeit, with an eight speed auto driving the rear wheels.Is it too many cogs? No, you can barely feel or hear the changes up or down the scale and the paddle shift system is linked into the car's drive-mode select system giving a range of operation choices right through to full sport with throttle blip on the down change.The car gets an electronic diff lock for better traction and a sports suspension set-up, in this case with optional adaptive suspension. Needless to say it was a sharp piece of kit.That 3.0-litre turbo engine, with variable valve timing and lift is good for 225kW/400Nm output, the latter at barely above idle. It translates into super strong acceleration and quick response across the entire engine rev range. Even sounds pretty hot - a mad six cylinder wail not unlike those earlier M3s.But this car is tailored for executive suits who want luxury with their sporty sedan car and to that end, the 335i is crammed with goodies expected of this breed of buyer. Leather, voice control, high end satnav, bi-xenons, on board computer, premium Harman Kardon audio, full connectivity, dual zone climate, cruise with auto brake,electric seat adjustment. In line with BMW's green aspirations, the 335i also gains auto stop/start to save fuel in traffic, regenerative brake energy , eco pro systems optimisation to deliver the best economy and stuff like electric power steering.

If you look at the pictures of the new Golf above and wonder, as I did, whether Volkswagen has changed anything at all, then its designers won't be offended. On the contrary, they will consider it a job well done.The charge that the seventh generation looks the same as its predecessor is worn as a badge of pride. It's a promise, in effect, that this Golf will be more of the same. That is exactly what Volkswagen believes its buyers want.With 29 million sold, it has strong grounds for that belief. Golf inherited the mantle of people's car from the Beetle and overtook its sales total a decade ago. “The Golf is a classless vehicle,” exterior designer Stefan Wallburg says at the launch in Italy early this month. “A car for everyone.” His inspiration came from the 1974 original.Golf VII has the same horizontal grille; light and shade play on its flanks in just the same way. But it could have been any of the previous six. They are variations on a theme; visual chords that resonate across the generations, the same song in a different voice.“If you had to hear one song for the rest of your life which one would it be?” ask the adverts. “Which car?” There's scarcely a nation where Golfs are not sold, but the hatchback heartland is Europe and this one arrives as the region is under siege from economic uncertainty.Car sales this year will be the worst in decades. That's only encouragement to Volkswagen. Marketing chief Jurgen Stackmann says the new Golf arrives at just the right time. “The global economy is changing,” he says. “People are insecure, they are looking for safe choices.”Predictable, anti-fashion, future-proof Golf is that car, he says. Young people aspire to one, old people think it's timeless. However, the challenge it faces goes deeper than showroom-shy buyers. Luxury makers are moving into volume segments, fashioning small cars with desirable features at oh-so-nearly-attainable prices.They have amplified the effect of the buyers' strike and left Ford, Peugeot, Opel, Fiat and Renault deeply in the red, haemorrhaging money on every sale, forced to slow factories to walking pace. The Golf already has the measure of those rivals. It's unassailable as Europe's favourite car. It's the luxury brands it has to worry about.VALUEVolkswagen has reached into its deep pockets and spent big. This Golf is as thoroughly new as new cars ever are. The chassis, the engines, the control systems, the interior -- little beyond the transmissions have been untouched. The options list bulges with technology that many premium cars have yet to offer.And prices will barely move, if at all. Volkswagen can afford to do this because the Golf is about more than the Golf. It is the centrepiece, the tarmac zero, of all the small cars offered by Volkswagen brands from Skoda to Seat to Audi.TECHNOLOGYAt its core is a new platform, called MQB, that will make all these cars lighter. Two new families of turbocharged petrol and diesel four-cylinders employ all the latest techniques for improved economy.The diesel available at the launch drive in Sardinia, a 110kW 2.0-litre, is smoother and more flexible than the previous unit while the 103kW 1.4-litre petrol has a new feature that can shut down two cylinders when coasting. These will be core engines for Golfs that come to Australia and either would be easy to live with for their quiet efficiency, with the manual 2.0 TDI the economy champion at 4.1 litres per 100km.The range will swell to include performance petrols and diesels for the GTI and GTD models, as well as smaller capacity (1.2 petrol, 1.6 diesel) units. Golfs with less than 90kW adopt a lightweight torsion beam rear axle while the higher power cars retain an improved version of the previous independent multi-link set-up. Or they can be set independently.DESIGNDespite being longer and wider, it sheds as much as 100kg. Fuel economy makes removing weight the highest priority. There's more premium steel, finessed for thickness and geometry, surplus metal pared back. Inside, space has increased in almost every dimension except headroom, although it's still ample. The car is lower than before to improve aerodynamics.On the top-spec cars available at the launch the interior has a finely turned answer to the assault by luxury brands. It's a clean and appealing design, impeccably turned out in soft plastic textures, pleasing fabrics and with a high level of detailing. Control knobs are wrapped in soft knurled rubber, the centre console, angled towards the driver, is glossy piano black. The wheel has well-organised controls and looks fabulous.There are tasteful metallic garnishes in all the right places, ambient lighting and a first-rate finish. It's possible entry-level cars, stripped to basics, lack this gilt-edged invitation. But in Sunday best the Golf is a luxury conveyance in all but name. Especially impressive is the control system, generously displayed on an 8-inch screen in premium variants. It sets fresh standards in graphic quality and logical excellence. Any iPhone user will recognise the result and it's at the cutting edge of these systems in any sort of car.DRIVINGOn the smooth roads of Sardinia it rides and handles with familiar Golf assurance. It drives very much as you would expect -- without wrinkles. As easy as a non-iron shirt. The front suspension is a revised MacPherson strut design. An optional new Dynamic Chassis Control system offers different modes from Eco to Sport for the engine, suspension and steering.The new electrically assisted steering is a highlight for its precision and that bodes well for the performance Golf variants to come. Variable ratio steering is an option -- an uncommon feature at this level of the market. It's just one of many technology introductions. Others include active cruise control, intelligent headlights that automatically adjust the beams to oncoming traffic and a traffic sign detection system that displays speed limits on the navigation screen.SAFETYThere are also safety systems new to this level, such as automatic emergency braking at speeds below 30km/h if the radar sensor detects an imminent collision, and a system that tightens seatbelts in anticipation of an impact. If the airbags are triggered the car automatically applies the brakes to prevent a multi-car pile-up.VERDICTJust four years after the previous generation, Volkswagen has jump-raised its rivals and set out an enticing stall for anyone tempted to stretch to the premium badges. Golf VII is a classless car that reeks of class. VW wins another round with the seventh-generation Golf.

Why drive when you can be driven? With its Ghost EWB, Rolls-Royce is appealing to the chauffeured classes.The hotel driveway is crammed with cars that catch the eye: Maseratis and Bentleys, lots of Mercedes and BMWs. And one Rolls-Royce. It's outnumbered, but commands the forecourt with an effortless patrician air. Not to mention colossal presence. This could be a hotel anywhere, of course, because luxury cars speak a universal language of affluence.But in China, where this gathering happens to be, it's a snapshot of a moment before its wealthy buyers became the most influential. When taste was still determined by the West. In a few years, after the elite in the world's largest market have worked their purchasing magic, this forecourt will have changed.The rich are different from you and me, and China's rich are different again. They like limousine-length vehicles. They prefer to be chauffeured and their self-esteem is measured in legroom and long bonnets. Expansive rear seats bristling with gadgets are more important than an ability to beat all-comers away from the lights.China's car market may be slowing to a simmer but luxury demand remains on the boil. This year, observers expect growth around 20 per cent - double the overall rate. Rolls-Royce is one brand alert to the opportunities.In 2011, its centenary year, China overtook the US to become its largest single market and Beijing its top dealership. At the 2011 Shanghai motor show it launched a car in China for the first time: the Ghost Extended Wheelbase, an XXL edition of its junior limo. The Ghost EWB, as it's known, arrives before the upcoming Ghost Coupe makes its pitch to Western buyers. It's a sign of priorities to come. The standard Ghost was the main reason last year's sales soared to a record 3,538.VALUEFor Australian buyers the Ghost EWB is a less formal, less expensive option to the million-plus Phantom. It plays country manor to the Phantom's stately home. The latest Rolls-Royce Ghost starts at $645,000.TECHNOLOGYFrom behind the wheel, the Ghost EWB loses little to the standard car, with the same 6.6L turbocharged V12 and the same giant strides to reach 100km/h in five seconds.DESIGNThe EWB reinforces the Ghost's claim to Chinese attention. Its extra 17cm is all in the back and the car's proportions are sweeter as a result. The rear doors open gatewise for dignified entry to a commodious compartment with all the toys you could want. Everything opens and shuts, is heated or cooled. The wraparound lounge poweradjusts.The doors swing shut at the push of a button and feet sink into lambswool rugs. There are rear screens and a 16-speaker hi-fi, frosted glass and ambient lighting. Everything is weighty and substantial, from the bull's-eye aircon vents to the tiniest piece of trim.DRIVINGYou hear the engine if you put your foot down but nothing disturbs the serenity of the cabin and a sense that the car is looking after things. Forget sports buttons and suspension settings, it doesn't have any. Just put it in D and let Rolls decide. Power delivery is smooth and relentless. It's got adjustable damping, active anti-roll bars and a whole lot more. Its refinement and comfort are first-rate.Of course the steering is slow and lazy. Of course it needs a football field to turn around. Around town it's an urban sailboat, only a bit more floaty. But if you're on the bridge (or the recreation deck if Chinese), the world is spread out below (some SUVs excepted).VERDICTThe Ghost defers only to the Phantom in being a paramount statement of luxury motoring. Ghost EWB, the Chinese luxury buyer awaits.Rolls-Royce Ghost EWBPrice: from $645,000Warranty: 4 yearsSafety rating: not testedEngine: 6.6-litre 12-cyl petrol; 420kW/780NmTransmission: 8-speed auto, RWDBody: 5399mm (L); 1948mm (w); 1550mm (h)Weight: 2360kgThirst: 13.6 L/100km, 317g/km CO2

The devil is, as always, in the detail. By parts seen and those microscopic, the Porsche 911 for 2013 is an assembly of parts known and components new.The engine's still at the back - though it has moved slightly towards the front to fractionally reduce rear-weight bias. The shape's the same and few will pick this as a 2012 - coded 991 - over its predecessor. Underneath, however, there's lots of tricky bits. But despite its 1964 origins, it's still a stunning car with the ability not only to go fast, but to turn heads, make women consider marriage and men become your best friend.VALUEYes, it's really expensive. The Porsche Carrera 2 (rear-wheel drive) S (3.8-litre) costs $262,600 as a seven-speed manual. The seven-speed dual-clutch auto option adds a steep $5950. You may want a sunroof ($3890) and heated seats ($1050) and you'll need park sensors ($890). It comes with 20-inch wheels but the Sport Design wheels - to match your steering wheel - will add $890.Ceramic brakes are an extra $19,690 and the Sports Chrono pack - with launch control and centre-dash stopwatch - is $4790 and, to hear that exhaust music, you may need the sports exhaust (with a switch on the dash) for $5890. Want all that? $305,640 please and now add a lot extra to get it on the road.DESIGNParked in the pits at the Wanneroo raceway, it is all 911. In fact, like any 911. That same sad droop of its tail, the signature fenders that sit proud of the bonnet in a tilt of the hat to Ferdinand's first, the teardrop side glass and ancestral overhangs. But it's longer. You notice it in the wheelbase. Where other 911s look short in the leg, like a child who has outgrown his first trousers, this one is stretched.Inside, the knees-up pose needed to swing folded legs past the imposing door post to a deep footwell beyond, is fractionally more generous and more forgiving to women. But it's still not a car commendable for entry and egress. The rear seats are best left folded to lie flat to create a storage areas.The dash has overtones of the Carrera GT and the Panamera with the same rise in the centre console that pushes the gearshifter - in this case the lever for the dual-clutch auto - higher and closer to the steering wheel and with it, the driver's left hand. The switchgear continues to follow Porsche's random placement philosophy and there's virtually no provision for personal items, like the mobile phone, unless the small console or tiny glovebox is considered acceptable.Vision to the front is barely acceptable, to the side it's fair but the tail is invisible. The front and rear park sensors would help, but they're an option - in a $260,000-plus car? - for an extra $890.TECHNOLOGYHoning the engine and transmission and adding stop-start are responsible for a 14 per cent reduction in fuel use - now averaging 9.5 litres/100km - but more importantly, a breathless transition from rest to 100km/h in just 4.3 seconds. There's 294kW at a heady 7400rpm - just 400rpm shy of the red line - and the 440Nm of torque peaking at 5600rpm.The Carrera S with PDK has a pair of rocker switches on the steering wheel to manually change gears. It's a lot clumsier than the simpler, industry-standard paddles with a right-side lever for up, a left lever for downshifting. Luckily, Porsche's "proper'' paddles are a cost-free option but only with the Sport Design steering wheel. Electric-assist steering is new, designed to reduce fuel use and rid the need to have hydraulic hoses fed from the engine pump (at the back) to the steering box at the front.SAFETYNo crash-test rating for this car - indeed, few top-end, low-volume cars are test crashed by independent laboratories - but there's six airbags, electronic stability and traction control, huge four-wheel disc brakes, bi-xenon lights, heated mirrors, rear window wiper but no spare wheel.DRIVINGIt will start with almost the same note as in the past. A stumble at the turn of the key and then a blat followed by a slightly uncomfortable gargle of metal rolling and sliding on metal. Porsche's dual-clutch PDK transmission hides seven cogs and the ability to slip up and down the ratios in less time it takes to blink, so the go-factor is enhanced while the lack of any pause between the gears avoids fuel wastage.The relatively small-bore engine and the lack of a turbocharger give a false indication of the explosive power of this engine. But maximum power at 7400rpm show that it's a screamer. On a deserted Wanneroo Raceway, it only takes a stab at the accelerator at 4000rpm to instantly awaken an angry and noisy reaction to cold high-octane petrol meeting white-hot metal. Jab the gearshift forward for the upchange and there's that push on the chest and barely any restraint to the anger.It handles better than before but we're coming off a high base here. Porsche's adaptive dampers and torque vectoring are now standard after being an option previously. Significantly, fears that the electric-assist steering - a first for the rear-engined car - would kill one of the very factors that makes the 911 so sweet to drive, are extinguished within a lap of the Wanneroo circuit.The steering wheel still relays a sense that your fingers are feeling the coarseness of the bitumen, feeling the camber and touching the ro ad's imperfections. Those who say the electric assist is not as good as the old hydraulic must have a better finger than me.VERDICTThe 911 will tick and crackle while cooling down but for me, it's not a car you can switch off without leaving flushed, charged with adrenaline and itching for another ride. It's more than a car. 

When Skoda returned to Australia in 2007 it did so with two models, the mainstream Octavia sedan and a quirky, boxy little city car called the Roomster. While the Octavia has been successful, the Roomster didn’t appeal to local buyers, partly because of its relatively high price and partly because of its awkward looks, and was dropped from the Czech carmaker’s Australian range in 2010.VALUEThe past couple of years have seen a marked change in Australian car buying habits with smaller cars growing in popularity so Skoda has decided to give Roomster a second chance. While the styling remains much as before, the price has been cut by over $4000 from the 2007 model.The 2012 Skoda Roomster sells for $22,490 with five-speed manual and $24,790 with seven-speed DSG automatic transmission. Government and dealer charges need to be added to these prices.Equipment levels are modest with standard features that include front, side and curtain airbags, ABS brakes, electronic stability control, cruise control, air conditioning, black roof rails, protective side mouldings and Bluetooth phone connectivity. The options list contains a panoramic sun roof $1690), rear parking sensors ($390), climate control air conditioning $390), front fog lights ($340), and leather trim ($1190).DESIGNStyling of the Roomster is distinctly different and likely to polarise opinions. But it will gain a tick of approval from those who bemoan the sameness of contemporary cars. We were able to talk with Skoda’s chief designer back in the 2007 and he explained the design philosophy: “We wanted to make our Roomster look like an aircraft at the front and a house at the back.” His logic being that it was possible to produce a vehicle that looked sleek at the front but which also functional.Despite its compact exterior dimensions (4214 mm long and 1684 mm wide) Roomster provides plenty of interior space. Leg and head room will only provide problems for the tallest of occupants, most contact will between shoulders and elbows.As always check it out with the broadest of potential testers on your road test before making your final decision – but make sure to check out the options provided by the clever rear seating system first.The Roomster’s rear seats are raised above the level of the front seats to allow better vision and the rear windows are large, two big plusses for young passengers. Likewise, visibility from the driver’s seat is also very good with the exception of the front side where the A-pillars are bulkier than we prefer.There are numerous interior features such as storage drawers beneath the front seats and stowage areas for sunglasses, mobile phones, diaries and suchlike. We did try it out with five adults on board for a short trip and they just managed to squeeze in. Certainly not a long distance cruiser – but it’s not intended to be one.Skoda calls this seating system Varioflex and we’ve seen it previously in the Yeti compact SUV. It offers a number of different seating and cargo variations including the ability to easily remove one or more of the rear seats and gain up to 1780 litres of storage space, effectively turning this versatile little hatch into a light commercial van. Even with all seats in place the maximum boot space is an amazing 530 litres – that’s more than many a family sedan. There are also some useful storage areas within the boot to prevent small items from rolling around.When carrying four passengers the centre rear seat (it comes with a 40/20/40 split) can be removed allowing the two remaining seats to slide towards the centre of the car and spread the available space. Alternatively the centre rear seatback can be folded down to create a small table with built-in padded armrests and holders for drink containers.TECHNOLOGYThe original Roomster came with the choice of 1.6-litre petrol or 1.9-litre turbo-diesel engines. This time around there’s just one, an all-new turbocharged 1.2-litre petrol engine with an official fuel consumption reading of just 5.9 litres per hundred kilometres. The previous diesel engine returned 5.5 L/100 km so the decision to not import it does make sense given our relatively low petrol prices.DRIVINGOn the road Skoda Roomster handles surprisingly well for such a tall, boxy vehicle with little body roll at normal cornering speeds. Steering is neutral at normal to higher-than-average cornering speeds. Even at freeway speeds, despite the small engine, it cruises comfortably.VERDICTSkoda’s decision to give Roomster a second chance in Australia is much more likely to succeed than before. While the unusual styling will polarise opinions the mini MPV’s functionality and versatility, together with a much better price, could make it a valuable addition to the Czech carmaker’s range.

Four-door coupes make a lot of sense in today’s world. As the baby boomers get older and their limbs get stiffer they want the convenience of a four-door sedan, but love the idea of driving a sleek, stylish two-door coupe.Mercedes-Benz began the four-door coupe trend with its CLS in the early years of the 21st century. Volkswagen’s Passat CC was the first of the affordable cars in the class. In an interesting move the German giant has decided not to call the all-new model a Passat, but simply a ‘CC’. Giving it a market niche all to itself within the extensive VW range.VALUEThe CC range consists of two models in Australia. The 125kW/350Nm 2.0-litre turbodiesel delivers 125kW/350Nm via the front wheels and is priced from $54,990 while the petrol all-wheel drive 3.6-litre V6 starts from $64,990.In a cheeky move Volkswagen is aiming the CC at the upper crust German marques, albeit at the lower specced versions of standard sedans, not the coupes. The local importer says it would just love to steal buyers from the Audi A4, BMW 3 Series and Mercedes-Benz C-Class.TECHNOLOGYVolkswagen CC comes with the choice of two engines – a 3.6-litre V6 FSI petrol putting out 220 kW of power and a 2.0-litre TDI common-rail turbo-diesel delivering 125 kW. Both engines produce 350 Nm of torque, the petrol between 2400 and 5300 rpm, the diesel from a low 1750 revs.This V6 FSI powertrain can accelerate the big coupe to 100 km/h from rest in just 5.6 seconds, the sort of acceleration that required a gas guzzling V8 engine only half a generation back.On test we found the VW CC using only eight to ten litres per hundred kilometres around town. Getting petrol consumption below seven litres per hundred when touring was simple with a bit of attention to economy driving.Both engines sit beside a six-speed DSG double-clutch automatic that has a semi-manual mode using either the gear lever or steering wheel-mounted shift paddles.DESIGNNew generation Volkswagen CC follows the latest VW design theme at the front with its ultra-neat nose having a slim horizontal shape in the grille and head and foglights. These blend well with the lowset bonnet.Viewed from the side the CC has sleek lines that pull the shape into a low profile admired by all who commented on the car during our recent week’s review.The large VW badge in the bootlid acts as the boot handle and also houses the rear-view camera. Thus keeping up the uncluttered look that’s such a feature of the rest of the CC.Despite the low, sleek exterior, cabin headroom has not been compromised. There’s 955 mm (949 mm with panoramic glass roof) in the front and 922 mm in the rear seats. It comes as no surprise that we found ourselves closer to the roof in the CC than in a conventional four-door sedan, but at no time did we feel cramped. Friends in the back seat for a mid-range trip made similar comments about their seating positions.Those in the rear compartment greatly appreciated being able to get in and out through normal doors, instead of having to crawl past folded front seats as is the norm in a two-door coupe. They added that you have to be aware of the lower than average door opening, particularly when getting into the CC.Soft-touch cabin surroundings and leather trimmed seats continue the feel of the exterior quality of the Volkswagen CC. We really loved the optional ambient lighting system that provides a relaxing lounge-like atmosphere at night.The boot is relatively shallow if you compare it with a four-door sedan of the same size, but that’s to be expected. Cleverly, the boot can be opened by making a kicking movement under the rear of the car making life much simpler when both hands are carrying stuff. You need to have the key in your pocket or bag so that the CC senses you’re authorised to open the bootlid in this manner.SAFETYStandard safety features include Driver Fatigue Detection; Side Assist that warns of vehicles in blind spots if you haven’t set the mirrors correctly; Lane Assist that prevents unintended wandering between lanes by intervening in steering; and City Emergency Brake function.DRIVINGOur test car was the petrol, which not only has the extra smoothness provided by a V6 engine and petrol injection, but also VW’s 4Motion all-wheel drive system. The latter provides added traction on slippery surfaces or when pulling sharply out of a side street into a small gap in heavy traffic.Just the thing for helping us make time during the school holiday period on the Gold Coast where we are plagued by dithery drivers slowing us locals up. Apologies to all you folks from down south who do the right thing...On road handling and comfort are good, with a nice compromise seeing the CC riding well on all but the roughest of sealed surfaces. Even when it did hit near-Outback roads and Australia’s notorious coarse-chip surfaces it wasn’t overly upset.Handling is neutral at normal driving speeds and remains so even when we started to push our test CC hard on our favourite stretches of hilly roads. Go really hard in a sporting manner and you can feel the heavy front engine location pushing it into marginal understeer. But a lot of that is cancelled by the all-wheel-drive system.VERDICTVolkswagen CC’s not really aimed at full-on sporty coupe drivers, but will certainly please those who look at cars as mere providers of transportation.