European

Peugeot has based the 4008 on the Mitsibishi ASX platform, with the aim of becoming a strong contender in the growing Australian SUV market.However, sales haven’t been great for the small SUV, with only 59 sales for the month of July. If you compare this to the market leaders in this segment - the Nissan Dualis with 1,183 sales, Hyundai ix35 with 942 sales, and the Subaru XV with 768 sales - something about the 4008 isn’t clicking with Aussie car buyers.VALUEThe vehicle starts from $28,990 for the base model and climbs up by nearly $10,000 to $38,490 for the Allure. We drove the Allure that comes with luxury extras like electronically operated front seats, height adjustable passenger seat, heated front seats, chrome inserts on the door sills, and black lacquer highlights.While it’s essentially a Mitsubishi under the skin, the ASX is priced nearly $2,000 lower for the top spec Aspire from $36,990. The differences are found in the features list, as the 4008 gets 18 inch alloy wheels, (ASX gets 17 inch), leather seats, power door mirrors and power steering. But the ASX gets 5 years 130,000km roadside assist compared to the 4008’s 3 years 100,000km.DESIGNIt’s a relatively simple design, which will probably be the preference for those not looking for an overly styled family car. The silhouette of the 4008 has a traditional SUV body shape - a curved back, and wide noise - with a large chrome grille flanked by two slanting chrome headlights. The abundance of leather on the steering wheel, shift knob and seats is impressive. There are also black piano lacquer highlights on the door trims and centre console and for a bit of privacy there’s dark tinted glass.The standard features are laid out clearly on the dashboard; 12V auxiliary sockets, Bluetooth connectivity and a six speaker stereo that can be controlled via the controls on the leather steering wheel. The tilt and reach adjustable steering wheel is easy to manoeuvre to your preferred position. However, for some the interior may lack personality, as the only novel touch is the “see you” text that appears on the dashboard when you switch the car off.For those with a young family the interior space should be fine but it’s not for families with long-limbed teenagers as the backseats barely seat two adults comfortably. The boot also isn’t very big with a load capacity of 384 litres, but they can be dropped to 1193 litres.SAFETYSafety features include seven airbags, ABS with electronic brake assist, emergency brakes assist, electronic stability control, hill start assist, side impact absorbing door padding, force limiting seatbelts, three-point seatbelts on all seats and three rear seat child restraint anchorage points.TECHNOLOGYUnder the skin the 4008 has the same two-litre four-cylinder petrol engine as the Mitsubishi's ASX. It comes with a six-speed constantly variable transmission with 110kW of power and 197Nm of torque. And the official combined fuel economy is 8.1-litre but on our tests we averaged 9.4-litres.You have the choice of 2WD or on-demand 4WD and there’s also “lock” mode which is made for soft surfaces. So you’ll only need to switch to this mode if you go off road or find yourself bogged.DRIVINGWith the 4008 it was hard to get past the fact that it’s the ASX under the boot and it didn’t quite live up to Peugeot’s usual standards. It’s definitely not for the avid driver, as the cabin is far from quiet, with plenty of road and engine noise.The suspension was a bit stiff due to the 18inch alloy wheels, so when we drove over uneven surfaces the car shuddered heavily. The six speed auto transmission struggled to find the right gear on hills, which resulted in a sluggish climb. In fact, we had to switch over to manual mode to get a bit of zest out of the Allure.But putting these negatives aside, for around town the 4008 does the job, manoeuvring well through traffic, holding steady in start stop traffic and providing good all round vision, through the wide rear and side mirrors.Actually, probably the best thing about the drive was the vision, especially at night. This is due to some top spec features, such as the Xenon headlights with auto height adjustments, which really provided clarity of vision. There are also double optic halogen headlights, LED daytime running lights and front fog lights.Overall, while the drive wasn’t impressive, it has all the features you need from an SUV, as well as a price tag that’s easy on the eyes.VERDICTSo if you’re looking for an affordable SUV that is suitable for the city and can go off road then the 4008 is worth a look.

A BMW convertible: sun up, top down, wandering along quiet scenic roads in the last days of winter in south-east Queensland. Life doesn’t come much better than this. So we decided to make a weekend of it and dawdled up to Noosa to get a break away from the routine of feeding a computer with endless words.The second generation of BMW’s 1 Series was released in Australia in October 2011 in hatchback form. But the convertible in which we have just spent a most enjoyable week is carried over from the previous generation, albeit with some changes of the ‘soft’ bits of the body to give it strong visual links to the gen-two cars. These were made in April 2012, hence us being able to justify spending another week in one of our favourite soft-tops.After driving for over 500 kilometres the little 118d convertible was still showing about a third of a tank of diesel left. The efficiency of all current BMW diesels is extremely impressive. Fit a little 2.0-litre diesel engine (yes, we know, the badge suggests 1.8-litre, but it isn’t) unit into a lightish car and fuel consumption in the low fives is there for the asking.On our holiday trip the fuel consumption was in the mid five litres per hundred kilometers range, principally because the only time the roof was closed was when we left the car parked and unattended. There’s something about the Noosa region that makes you want to stop outside a trendy eating spot and leave the car open so you can admire it while you dine.With the roof closed, therefore making for better aerodynamics, it would be easy to get the fuel consumption down into the high fours on easy paced trips on motorways. Around town that would lift into the six to seven litres per hundred kilometre range in commuting traffic, even more if you are tempted to enjoy the free-revving ability of the 118d engine (free revving for a diesel, that is).Exterior changes to the shape of the new-gen 1 Series hatchbacks are relatively minor and the updated shape of the 118i and 118d convertible could easily be mistaken for a brand new model by those who aren’t into car spotting. Expect an all-new convertible sometime during 2014, though BMW hasn’t announced the date as yet.Having a soft-top rather than a folding hardtop in the modern manner means the little Bimmer looks like a ‘proper’ convertible. Whereas a hardtop with the roof raised –  which for most people is most of the time – it looks like just another coupe.The 1 Series is the smallest in the BMW range and in convertible format, interior space is further compromised by the need to provide space into which the roof can be lowered. This means the back seat is really only suited to kids and, even then, tall occupants in the front seats will probably have to give up a bit of their legroom to make room for the little darlings in the back.Boot space is also compromised by the roof mechanism, but we were able to get a couple of aircraft cabin bags in there and used the back seat for softer items of luggage. The front seats are reasonably large and are well-shaped for cornering support, without going to the extremes of large bolsters that make ingress / egress awkward.On the subject of safety, the little convertible has electronics that minimise the chances of the car going sideways, then strong rollover protection should the worst happen. Naturally even the smallest models in the BMW range gain a full suite of crash safety features.The two great attractions of BMW vehicles are their status and the driving experience. The aforementioned lack of interior space is chiefly due to a large centre console to cover the gearbox, a central tunnel to house a driveshaft and a differential under the boot.All these apparent handicaps are soon forgotten when we threw ‘our’ BMW 118d at hard corners on demanding roads in quiet hilly areas away from the tourist throngs. Superb balance is immediately obvious, as are responsive steering that almost seems to read your thoughts, and the huge amounts of cornering grip the little Bimmer provides.The ride can be rather firm in some circumstances so try to find some rough road surfaces during your pre-purchase test drive. Those who are simply looking at the prestige of sitting between spinning-propell or badges may not feel comfortable. Those who put sheer driving pleasure ahead of all else will simply love every moment they spend behind the wheel.The turbo-diesel engine provides plenty of torque after a minimum period of lag at lower revs. Once wound up it gives plenty of satisfying acceleration to get out of bends promptly, and also to make overtaking simple and safe.Lack of interior and boot space are soon forgotten when we threw ‘our’ BMW 118d at hard corners on demanding roads.

...during testing at the Nurburgring.The new look is hidden under plastic classing but it's safe to expect a chunkier new body, with looks more like the CLS coupe than the current C. The car should be a little higher and wider, but the big change will be in more efficient engines - including a baby four that switches back to two cylinders at cruising speeds. Here early in 2014 priced slightly less than today's. 

In France, what the gendarmes want the gendarmes get and thank goodness for that. It has prompted Renault to produce arguably the best front drive sporty coupe currently available  in the handsome Megane RS 265.The gendarmes (police) have rapid response cars to get officers to crime scenes or collisions as quickly as possible and their latest vehicle tender specified 265 horsepower (195Kw) as the minimum for a rapid response vehicle. The Megane RS250 didn't measure up so Renault went to work, upping output to 265hp and implementing a series of other revisions along the way.The earlier RS250 was already an impressive piece of kit but this... this 265 is something else again.POPULARThe 250 has been popular in Australia with 700 units sold in the last two years. It makes Australia the third largest market in the world for the RS250 behind France and Germany. It has some stiff competition in the VW Scirocco R and the soon to be released Ford Focus ST five door hatch.PRICEThe Renault has a significant price advantage over Scirocco starting at $42,640 for the Cup model. Two other versions are available featuring more kit and larger wheels; the Trophy and the Trophy+ with a limited, 100 unit edition Trophy 8.08 celebrating the RS265's recent record for a front drive car around the legendary Nurburgring track in 8.08 seconds.CHANGESSubtle exterior changes mark the 265 over the 250 with dual lines of LED daytime running lights, black-out trim panels, gloss black body hardware and matte black 18-19-inch wheels. More changes are evident inside including a revised and classier looking dash with new carbon look fascia and piano black highlights. The instruments have white face dials and there's a range of new goodies, model dependent.ENGINEThe engine has been tweaked for more power and improved torque. It's a 2.0-litre petrol unit with a twin scroll turbo, variable inlet valve lift and other detail changes. Boost pressure has been upped to 2.5bar but the engine complies with Euro 5 emissions and uses less fuel than the 250 at 8.2-litres/100km.Outputs are 195kW/360Nm, the latter from 3000rpm. Renault claims a conservative sounding 0-100kmh sprint of 6.0-seconds. Feels quicker than that. Some work has been done on the exhaust for better flow and improved note.DYNAMICSThough the 250 had a reputation as one of the best handling front drivers around, the 265 is better again. It uses a mechanical limited slip front differential to apportion drive and a clever independent steering axis front suspension system to avoid torque steer under heavy throttle applications.Renault specifies the base car to the same chassis spec as the previous top line model adding superior rubber into the equation and a new `dial-up' dynamic management system offering Normal, Sport and Off. It acts on various functions including throttle response and power delivery.THE DRIVEWe drove the base model and the 8.08 on a good long fang in country Queensland in possibly the ideal RS265 environment - mountain switchback roads followed by country B roads with wide sweeping corners and short straights. It was eye opening to say the least.Front drive cars just don't handle like this - or they didn't. It makes all wheel drive redundant because not once did either car put a wheel out of place, even under extreme pressure on pitifully uneven and winding roads with rough bitumen.We guess being as intimately involved in F1 as Renault is pays dividends on the street. Surfing the wide torque band is a pleasure, hooking hard into tight corners a buzz. It sits flat and stays controlled all the time but the brakes did fade a tad on one downhill mountain run.VERDICTPity the 0% Renault finance deal doesn't apply on Megane RS265. That would make it even harder to resist than it already is. But why would you resist something as good as this?Renault Megane RS265Price: from $42,640
Warranty: 3 years/unlimited km
Service interval: 12 months/10,000km
Safety rating: not tested
Spare: space saver
Engine: 2.0-litre turbocharged 4cylinder; 195kW/360Nm.
Transmission: 6-speed manual, front-wheel drive
Body: 2-door coupe
Weight: 1374kg
Thirst: 8.2L/100km, 190g/km CO2

I've driven lots of cars that park themselves, some that drive themselves and a bunch that do everything they can to stop you killing them — and yourself — including automatic braking.BMW is working on a smart key that allows you to start the car and also unlocks a hotel room, provided of course that your car has made a booking and paid in advance. The next Mercedes-Benz S-Class limousine, due in November, will have not one but a pair of 30cm display screens in the dashboard to handle data transfer — the only way to describe it these days — to the driver and front-seat passenger.Do I like all this technology? Sometimes. Satnav is marvellous when you're out of town or overseas. It's nice to have a range of entertainment choices linked to my iPhone, and Bluetooth has made in-car conversations much safer. Land Rover has a tricky dual-display screen (using alternate-pixel technology) that allows the driver to see the satnav while the passenger plays on Google or watches a movie.It will migrate rapidly to almost everything priced above $35,000. But if the level of distraction in cars today is bad, it's only going to get more toxic. A lot of the future-tech stuff isn't about making driving easier or safer, it's just toys.When I worked (briefly) at Hyundai I discovered buyers were far more likely to pay extra for a better sound system than anti-lock brakes that could save their life. When ABS was packaged with alloy wheels, sales jumped.Fifteen years later, nothing much has changed beyond the cost and complexity. BMW knows the best settings for its hotrod M3 but provides driver-adjustable controls for the steering, transmission and engine so drivers can fiddle and fool themselves that they know better.It's a similar story at Audi and Mercedes-Benz. Even Honda and Hyundai have special "Eco'' settings so we can blame the car if we're not getting optimum fuel economy.The day is coming when GPS and satnav could easily be used to ensure you never break the speed limit. And that's a day I don't want to see. 

There's an easy way to get a grip on the latest Renault Megane RS 265. Think of it as the much-better-looking French equivalent of the Subaru Impreza STi. Without all-wheel drive.The Megane hero hatch has been a familiar sight in Australia over the past couple of years, firstly as the Renault Sport 225 and then the 250, delivering the same sort of turbocharged thrill ride that's familiar to anyone who has jumped into Subaru's charismatic WRX.Now the upgrade to the RS 265 level lifts things to an STI standard, polishing the RS halo with extra power and torque, visual tweaking and extra equipment. It even has the sort of inlet-and-exhaust fireworks that provide the punctuation to time with an STI.The name change on the 265 is the reflection of the horsepower number in the engine room, even though the French are responsible for the rule of kiloWatts in Australia. Adding 15 horsepower - that's 11.2kW - doesn't seem like much, but it is the way the punch has been packaged that makes it special.The car starts on the button as a regular 250, but when you toggle the ESP into Sport model it unleashes the whole package. That means a different exhaust beat, much more response to the throttle, and an almost-total lack of turbo lag, as well as a bigger mid-range surge and the 265 top-end power.The RS range - including the pocket rocket Clio - has been very good for Renault during a massive rebuild in Australia, doing a WRX-style job of bringing newcomers to the brand."We love RS dearly. Renault Sport has been very good to us, and for us," the managing director of Renault Australia, Justin Hocevar, tells Carsguide. "We're now the third-largest market in the world for Megane RS and closing on number two, which is Germany. It's an authentic performance car and Australians have come flocking."VALUEThe RS now comes with three levels of trim and equipment - Cup, Trophy, and the new Trophy+ with more focus on luxury. None of the cars qualifies as cheap, but for the money - from $42,640, up slightly from $41,990 for the RS250 - they are well equipped and the finishing is top class. Everything you can see and touch in the cars is classy and substantial, and some of the 2012 changes - the radio interface, for one - have been made in response owner feedback.The standard stuff runs from 18-inch alloys on the Cup chassis package to dual-zone aircon, LED running lights and an RS monitor. The Trophy adds Recaro cloth bucket seats, 19-inch alloys, a tyre pressure monitor and hands-free ignition. The full-loaded Trophy+ gets electric front seats, fixed glass sunroof and a satnav and reversing camera package that lots of people now demand although they will be paying $51,640.Sitting between the Trophy cars, until they're sold, is yet another limited-edition Megane RS. This time it's called the 808 - after the car's 8 minute 8 second lap of the Nurburgring racetrack - and it comes with 19 inch alloys, Recaro leather seats and bi-xenon lamps, special Bridgestone tyres and decals for $49,990. Renault says there are only 100 cars for Australia, half each with special yellow or white paint.TECHNOLOGYMost of the update work on the RS is dancing around the edges, including the engine. It has more turbocharger boost and some inlet changes to liberate the extra power and torque, as well as the special sport driving mode. Renault Sport developed the package to win a French police tender for pursuit cars, which meant matching - ironically - the Subaru WRX.So the Euro5 compliant engine - although testing is done with only the 250 package - brings those 195 kiloWatts and 360 Newton-metres of torque at 3000 revs. Renault says it means a 0-100km/h sprint time of 6.0 seconds, with fuel economy of 8.2 litres/100km and emissions of 190grams/kilometre of CO2. "We've got a 5.7 per cent improvement in fuel economy and emissions over the RS250," says Hocevar.Elsewhere, the RS monitor alloys the driver to track their action - and gives access to five throttle maps and a lap timer - and the car gets 'highway mode' turn signals that flash three times in a single touch. I've found this system, which is even in the latest Ford Falcon, is a good indicator of the age of any car since it's now compulsory in Europe. To make things a little nicer inside, there is an air-quality monitor that automatically switches to recirculated air if things get putrid outside.DESIGN The giveaway to the RS265 is a predictable bank of LED daytime running lamps, while the nose also has black masking around the headlamps and a front spoiler that Renault says was inspired by its involvement in Formula One. Inside, there are red seat belts and colour-coded stitching on the leather pieces, as well as a new digital speedometer. The 18-inch alloys are a new design, the bigger satnav screen is welcome - but means you cannot have the RS Monitor on the Trophy+.SAFETYNone of the RS cars has been belted into a wall to produce an NCAP score, but Renault has a very strong corporate focus on safety and it's likely the RS265 would make the five-star standard. The protection package includes eight airbags, ABS and ESP, brake-force distribution and brake assist, automatic headlamps and a limited-slip differential which is fitted for performance but also improves the chance of avoiding a potential collision.DRIVINGThe Megane RS looks terrific, with a combination of class and menace, and it's the same when you drive. The cabin is comfy, well equipped and nicely finished, so it's easy to sit back and relax. The minor switches can be confusing and hard to find, the RS Monitor display is too small for me, and parking and lane-change visibility is crimped by the car's hunkered-down rear end. But that's pretty much the end of my complaints.I expected the latest RS to be over-firm in the suspension but it's actually complaint on all surfaces, not too noisy, and gives good grip and feedback at the wheel. I begin with the engine in the 250 default settings, where it's easy to keep up with traffic, ease along on the freeway, and sprint a bit by pushing beyond 4500 revs. It's already a car that delivers on its RS promises.But then I switch across to unleash the 265 package and the car goes wild. It's not untamed, or nasty, just wicked. I'm now getting instant response to the tiniest tickle on the accelerator, all turbo lag is banished, and the car is eager, eager, eager. This is a French WRX with more style and classier quality than the Japanese car and I really begin to enjoy myself.Corners come and go without the slightest fuss, as the RS has really substantial cornering grip and I can used the limited-slip differential to get onto the power early and hard for some fun running. The six-speed manual - there is no auto - is slick and the RS Monitor hints at the best gear for any situation. Then I flick it back to 250 and things quieten for a stop-start run back to through the city. And no-one has to know that we've both been a little bit naughty on a quiet Tuesday afternoon.VERDICTThe update to the Megane RS brings much more enjoyment that expected from relatively minor changes.

The 4008 is French carmaker, Peugeot’s, first entry into the booming compact SUV market.It is part of a joint venture between Peugeot and Mitsubishi and comes off the same Japanese factory as the Mitsubishi ASX. The ASX was launched here in July 2010 nearly two years ahead of the Peugeot.VALUEWith a price range of $28,990 to $38,490 the Peugeot 4008 offers excellent value for a European SUV, or more correctly a European-styled SUV. The value is increased when Peugeot’s new Assured Service Plan is factored in.The plan places a $330 capped price on all services during the first three years of its life and applies to all buyers, be they private, business, fleet and or government. It also transfers if the car is sold within that three-year period. Equipment levels are high and it offers excellent value for money. The Active gets 16-inch alloy wheels, reversing camera with rear vision mirror display, cruise control, automatic headlights and windscreen wipers, reversing camera with a rear-vision mirror display, rear parking sensors, Bluetooth telephone and audio, USB and auxiliary sockets, climate-control air conditioning, coloured multifunction monitor and a full-sized spare wheel/tyre.The higher-specced Allure adds xenon headlights, leather trim interior, 18-inch alloys, powered and heated front seats.TECHNOLOGYPeugeot 4008 comes in the Active (with 2WD and AWD, manual and CVT) and Allure (AWD and CVT only). Unusually, for a company that for many years bucked the petrol-only trend in Australia by selling diesel-powered passenger cars, the 4008 is only offered with a 2.0-litre petrol engine, with power and torque peak at 110 km and 197 Nm (at 4200 rpm).Diesel engines are available for the 4008 however, in line with the European preference, only with manual transmission, a combination that Peugeot Australia believes would not attract sufficient sales in our auto-centric market to justify them being imported. By contrast, Mitsubishi, with no history of diesel passenger cars, has included a 1.8-litre manual-only diesel in the ASX range.DESIGNAlthough the two vehicles are almost identical under the skin the Peugeot 4008 and Mitsubishi ASX have their own distinctive styling. Except for the roof and doors, all external panels are different. Styling is a very personal thing but we’ve long been fans of the current Peugeot design theme especially the wide-mouthed grille that stands out as the 4008’s dominant feature.Inside is a soft texture fascia and lacquered piano-black centre console which adds a gentle ambience. The controls are large and well-placed with an instrument panel that’s back-lit day and night, unlike some others that, annoyingly, turn off when the car enters a tunnel.Interior space is about par for the course with reasonable rear headroom despite the dipping roofline. The rear seat is only really suitable for two adults or three pre-teen children with borderline rear legroom when the front seat is well back.Boot capacity is 416 litres with a relatively high loading lip partly the result of having a full-sized spare wheel under the floor. The rear seats fold to a storage space of 1193 litres, with the alternative of a ski hatch behind the folding armrest.SAFETYSafety features include seven airbags, ABS brakes with Electronic Brakeforce Distribution and Brake Assist, Electronic Stability Program and front foglights.DRIVINGWe’ve just completed back-to-back tests on an automatic AWD Allure and a manual AWD Active on a mixture of suburban, motorway, rural (including gravel) roads. Although it’s among the lighter models in its class (between 1375 kg and 1470 kg) its performance, although capable enough in everyday conditions is certainly not exciting. The manual gearbox is a five-speed unit which revs a bit too high when cruising and could do with an extra gear. Otherwise it’s light and easy to use.The all-wheel drive system in the 4008 has three settings: 2WD for urban conditions and lower fuel consumption, 4WD with electronically controlled torque distribution between the front and rear axles, and 4WD Lock for conditions that require maximum grip.Around town the 4008 is an excellent commuter with the higher driving position that appeals to female drivers and also adds to safety. The car cruised smoothly and quietly on the freeway, offset only by the annoying CVT noise when under hard acceleration or the excess revs at motorway speeds.The suspension compromise tends more towards the firm than the soft which will attract the driving enthusiast but it’s not so harsh as to deter the average commuter. On our initial test when Peugeot launched the 4008 they did send us along on some relatively harsh roads where a number of potholes sent some body-rattling shudders through the car.The positive side to the firm suspension is that it provides safe and precise handling and steering. It’s more at home in an urban rather than a rural environment where the combination of relatively heavy weight and small engine means that it can struggle in hilly areas.VERDICTOverall the Peugeot 4008 is a neat, well-built and well-engineered compact SUV that combines the best from its two source continents.

Two decades ago Peugeot started to lose the plot. Its armchair-soft ride and sense of toughness - both in feel and in its chunky styling - drifted into mainstream and suddenly the French car was easy prey for the Asian car makers.Thanks to its 508, I think it's back to the old days. There is a return to that elegance yet strength of design, the comfortable chairs and a cockpit that appears simple yet is quietly comprehensive.This is Peugeot for the masses, unlike some previous models that appealed only to Europhiles. The 508's contemporary styling, sensible cabin and dash and a sweet drivetrain make it a very attractive buy for a broad range of motorists.VALUEVery good. The Allure HDi (turbo-diesel) isn't the top-line version yet has an excellent equipment list including leather, four-zone airconditioning, Bluetooth with audio streaming, keyless start and entry, front and rear park sensors, cruise control with brake function, panoramic glass roof and a “parking assistant” that calculates if the car will fit a chosen parking bay.Clearly, eyeballs are now redundant. It matches the endearing Volkswagen Passat wagon in price (but beats it on features) and is more expensive than the pragmatic Skoda and spacious Mondeo. These big-hitting rivals make it a close call. Peugeot's capped service plan (Ford also has one for six years but Volkswagen has none) helps it here.DESIGNYou'll miss this on the road and probably never find it again in a shopping centre carpark because it has few distinguishing features. Bland is a word that springs to mind yet it still has appeal for its clean lines and simplicity.The wagon shape is less boxy than most yet is remarkably spacious. But it's the cabin that gets more attention. It boasts a subtle blend of quality materials, upmarket design and comprehensive features.But personal storage space, especially in the tiny centre console, is poor. Clever ideas are the puddle lamps that shine at night beneath the mirrors, soft orange cabin lighting and backlit controls on the steering wheel. There's some discreet chrome edging trim to piano black highlights and quality carpets for the cabin and boot floor. The rear windows get sunshades to protect occupants, which is great for children.TECHNOLOGYThere's a lot of clever stuff hidden beneath that simple, aerodynamic exterior. The bonnet is aluminium, the 508 is 85 per cent recyclable and materials from sustainable sources make up 14 per cent of the car's 230kg of green polymers. These green materials are used in 30 car parts.The 120kW/340Nm turbo-diesel has a particulate filter (called FAP which reduces hydrocarbons) mated to a six-speed auto with paddle shifters. The 508 Allure gets MacPherson front suspension yet, oddly, the more expensive 508 GT has double wishbones.SAFETYThere are six airbags, a five-star crash rating, high pedestrian safety, automatic headlights and wipers and even a full-size spare on an alloy wheel. The Allure also gets cruise control with sensors to brake the car automatically.DRIVINGEverything points to a great drive but though the 508 wagon is very capable, there are a lot of soft corners. The engine is strong and well mated to the six-speed auto. This box tickles the engine's capabilities best by using the paddle shifters and the only downer is the typical turbo-lag at low revs and a gearshift pattern that changes up too quickly.It is a quiet, long-distance machine well suited to highways but isn't a sharp handler when pushed. The electric-assist steering is too vague to relay much information to the driver and though the car grips well through the bends, becomes a bit uncomfortable as the compliant suspension leads to bodyroll. Peugeot's switchgear has come a long way in the past few decades and now equates to the Asians in terms of ease of use and simplicity. The driver's seat could do with more padding or support.VERDICTPut this on your shopping list.

Spin, spin, spin. It feels like I'm in a tumble drier as the scenery swirls past in a wall of whiteness.I'm frantically spinning the wheel and desperately trying to regain control in a losing battle against the elements. The $153,000 Mercedes-Benz C63 AMG seems to have a mind of its own, bellowing and belching, skittering and sliding, as I work the throttle on its high-powered V8 engine in a pointless search for grip.Then I remember it's all happening in the controlled safety of a New Zealand ski field and I relax a little. Then I smile and start to laugh out loud. After all, I'm only doing 25km/h. "The whole idea is to lose control. That's what we want," says Peter Hackett, chief instructor at the AMG Snow Challenge."Most people never know they are out of control until it's too late. This program allows us to teach people in a safe environment and let them experience things you would never normally want to encounter on the road." Most driving schools concentrate on the basics. They show you the correct seat position, how to set the mirrors, holding the wheel the right way and coping with panic stops.But this is AMG and that means a minimum of nanny-state lecturing and maximum enjoyment - with $3 million worth of German pocket rockets on specially-groomed surfaces at the Ski Farm in the mountains outside Queenstown in the South Island.It's the latest development that allows AMG owners to sample some of the world's fastest cars on track days at Phillip Island and Albert Park, home of the Australian Grand Prix. It's not cheap - $4500 for the snowfield excoursion - but AMG provides everything from the cars and instructors to lunch and a special beanie. It's a Top Gun course where the jet fighters are swapped for Benz's best belters.The C63s - sedans, coupes and wagons - are showroom stock apart from special Continental 'winter' tyres designed to provide the best possible grip on the snow and ice that's all around. "When it gets as cold as it does here a normal tyre is almost like plastic. Zero grip," says Gordon Jones, technical chief at Mercedes-Benz Australia."We are taking the cars into some extreme conditions. So what we're trying to find with these tyres is grip. They have a special compound for cold weather and a special design to help the snow bind and give grip." With 30 kilometres of snow roads around us, and a very special ice pad where it's almost impossible to stand, any help is going to be welcome. The seat heaters, for a start, are switched for a toasty bottom.The day starts with a bang, as we attempt a full-on, straight-line V8 blast. It should be straight forward and simple, but there is a twist. Hackett and his instructors disable the electronic traction and stability controls which make the C63 so user-friendly on the road, leaving the driver - and their right foot - to handle the balancing act between giant power and tiny grip.Some people spin, most wiggle-waggle, and I reach the finish line on the verge of a spin after discovering ABS brakes are near-best-thing to useless on ice. "You are going to have a truly remarkable experience. You will be completely frustrated. Just be patient," Hackett says.Next up, we hit the 200-metre ice pad and discover that first gear and a tiny tickle on the throttle will leave you almost powerless against spinning. One car has to be pushed out of the snow bank lining the edge of the ice. "We're the only people game to come here without all-wheel drive," laughs Hackett.As the day goes on, and we get more familiar with the cars and the snow, there is more fun and almost-endless V8-powered slides and skids. It's not hooning, but it gets close as the instructors encourage everyone to explore their personal limits. "If you're not here to slide around, then you might as well sit with a coffee and watch," says Hackett.Drift king Ken Block would love this place, and so does everyone in the snow today. But there is a serious side to the course. The instructors are always passing on advice about looking ahead, planning your actions, gentle use of the controls, and driving within your limits. It's impossible to ignore them, as they always seem to have a better solution to any challenge - from starting on the ice to recovering from yet another spin.They're also giving a lesson that will make anyone better in their day-to-driving. The cars, too, make a contribution, since the AMG answer to go-faster motoring also brings a greater margin of built-in feedback, control and safety. There is lots of power in the engine room, but the brakes balance the deal, the steering has great feel and instant response, and the seat heaters are marvellous.To provide some perspective, I try one run through a set of slalom conces with all the electronic safety nets back in place. Now the C63 is brilliantly controlled and, although nowhere near as much fun, it shows how 21st century driver aids make us all better - and help us avoid potential disasters.Compared against some other ice drives - and I've tried Saabs in far northern Sweden and Lamborghinis on a frozen lake in Italy - the AMG experience is intensive and rewarding. It's not as much flat-out fun as a Gallardo supercar on a simulated rally road, but it comes close. And there are a couple of twists in the tale.First, Hackett takes me on a taxi ride over a snow-wrapped road where an all-wheel drive Subaru would skitter and struggle. The C63 is incredibly quick and totally controlled, as Hackett uses his skill and the strengths of the AMG engineering to demonstrate what is really possible at the Snow Farm.Then, while he is still twirling the wheel and his feet are dancing across the pedals, he issues a combined invitation and challenge. "What you've done today is only Level One. Next year, we'll have Level Two, including roads like this one. So, are you up for it?," he asks, already knowing the answer. 

The sixth distinct new-age Mini model makes its mark. Not since the Suzuki Mighty Boy has such outrage hit the bitumen.In yet another variation on a theme, the Mini franchise has produced a pocket-book two-door model that appeals to anyone who wants to be seen. There is no classification for a buyer of this car and, indeed, probably competes with cars that tend to be a little on the quirky side of the street. Like the long-gone Might Boy and the Suzuki Move. The Mini Coupe appears short, yet is based on the original hatchback platform, and wide, snub-nosed in arrogance and beetle-tailed - a rear styling quirk that looks like the proceeds of an incident with a large truck or a randy Land Cruiser. Not a lot, but who can put a price on being distinctive? It's well built and the feature list is average. The option list is huge, but that's what creates the exclusivity of the car. The Coupe makes some sense for single buyers, even couples, but at $45,340 it's an expensive two seater and there's probably more than a few dozen rivals that'll do the transport aspect of the job better and cheaper.But not as obvious. There's four models - Cooper, Cooper S, a diesel and a hot John Cooper Works - with the tester being the S with its turbo-petrol engine and auto gearbox. Price is $45,340, up $2350 on the manual gearbox, and includes 17-inch alloys, sport button, bi-xenon headlights, climate aircon and cloths seats. Options include leather ($1560), the must-have Harman-Kardon audio ($1500) and metallic paint ($900).Different. As the platypus of the Mini family, the Coupe looks convoluted and even awkward, but hides a neat liftback to access the expansive room once used by folded rear-seat passengers. It's a better solution to the near-zero space offered by the hatch model's rear seat. There's a centre hatch to prod long objects from the boot into the cabin, a main glovebox and a secondary "secret'' dash compartment. The pop-up rear spoiler is merely a talking point.The biggest surprise about the dashboard is that Mini hasn't changed it (though future models get window switches on the doors) and it remains a mish-mash of switch gear designs and locations set beneath an enormous, perspex-covered and highly reflective speedometer that harks back to the original Mini's folly. It's 2012 guys.The six-speed dual-clutch automatic transmission is a highlight here. It works well with the power characteristics of the S-model's turbo engine, is responsive and doesn't have the chasms of indecision that often plague Volkswagen's DSG system. The engine, made by PSA and seen on its Peugeot RCZ, is also a top-notch powerplant. The suspension is firm yet not too hard on the body, while the electric steering is nice and sharp.This is a five-star car with four airbags (there's only two occupants) and all the BMW-inspired electronic aids. That 's stability and traction control, rear park sensors, a hill-holder and auto bi-xenon headlights and wipers. There's no rear wiper and no spare wheel as it uses run-flat tyres. Predictable, firm and reminiscent of a go-kart for kids, the Coupe loses none of the precision of the other (except Countryman) Minis. It is a very enjoyable drive, the only distraction being the need to keep a few brain neurons free to memorise the erratic switch placement. The coupe roof crimps the cabin space a bit and thanks to a multi-pillared C-section, reduces visibility to the rear three-quarters - not helped in lane changing by the small mirrors.It's not particularly quiet with some wind noise and even more tyre noise over coarse bitumen. But the engine cooling fan wins the gold medal for noise. It runs after engine switch and produces colourful language from neighbours when arriving home late at night. But I love driving Minis. The handling is so confident that you can change tack mid-corner, while the engine just keeps on giving.