European

There's probably a psychosis associated with being a van driver. It could well be their working environment. Let’s face it, how would you like sitting in a small moving box for up to 12 hours a day.  Not nice.VANNIESBut new vans out of Europe are making "vannies" lives a bit better with more multi-media connectivity, Bluetooth phones and even.... air conditioning and decent audio. They are becoming more like passenger cars in terms of features, drive feel, ergonomics and (little) luxuries.CUTIERenault's new Kangoo van - a real cutie to look at, benefits from obvious input by those in the know - the drivers. Renault must have lined up a platoon of drivers and pumped them for information about what they need in a vehicle.The result is Kangoo. It's a vannies delight that can make them some money, not cost them much money and keep them happy and safe. Gotta like that.ENGINEKangoo diesel manual, the one we are driving, is powered by a 1.5-litre, single cam turbo diesel four cylinder. It's good for a handy 63kW but more important, 200Nm from a low 1700rpm.What this means is strong acceleration pretty much from a standstill and strong mid range response for highway driving. The amount of kick from this engine surprises especially once you are on the move.LOADEDNo cringe factor at all. This of course translates easy load handling as the engine makes light work of lugging Kangoo's 800 kg payload.We haven’t been able to test it but have had half a tonne in there and it makes light of the load. It is ticking over the claimed 5.2-litres/100km fuel consumption with mixed driving meaning fill ups up around the 800-900km mark.Access to the load space is facilitated through the 180 degree rear barn doors and left side slider. Access to the passenger compartment is by two large doors that open right down to the bottom of the floor.COMFORT FACTORIt's comfortable for longish drives and the driving position is adjustable to suit. Renault has positioned some controls/switches in hard to find positions - to keep you on your toes. There's plenty of storage inside including an overhead shelf that will take up to about 50kg.All it needs is an auto transmission for city couriers - but that's only available with the petrol four...

GM's Opel brand launches here next week. We get an exclusive first drive of the range-topping Insignia sedan. There’s a new badge in town and it plans to lay down the law in the mid-size segment.The Opel logo may not be familiar but the cars are no strangers to local roads. In the past they've worn Holden emblems and earned a big following. The Astra we all know. Some might not know that Barina used to be an Opel Corsa.All is about to change with the launch of the German-based brand here. Carsguide has sampled an exclusive pre-production drive of the company's range-topping sedan -- and we like it.Unlike the small car class, price isn't the major buying factor in the mid-size segment. Opel has aimed for the high ground, specifying the Insignia sedan and wagon with enough standard gear to shame most of its competition.Opel's claim to fame in Australia will be German build quality wrapped around Asian car makers' spec levels. Opel isn't claiming to be a prestige brand, so it pits itself against the best of the European mass-market rivals.That means the Volkswagen Passat and Ford's Mondeo are directly in the beam of Insignia's xenon headlamps. The Accord Euro is in the mix as well -- age hasn't wearied the mid-size Honda and its dynamics are still among the best in the class.Pricing hasn't been set but Carsguide expects the base sedan to start about $39,000 -- or right on Passat money. The up-spec Select variant is likely to be about $45,000. They share a 2.0-litre turbo petrol engine -- a turbo diesel of the same displacement will probably be $2000 more -- and the wagon is similarly expected to be a $2000 premium over the sedan.Standard gear on the top model tested by Carsguide includes 19-inch alloys, seven-speaker sound system, dual-zone climate control, seven-inch infotainment display, satnav and automatic lights and wipers.The seats are heated and cooled and are the only production car pews officially approved by the German chiropractic association to help your back -- although there is only electric assistance for lumbar support and vertical adjustment.This is the 2009 European Car of the Year and for very good reason. The engine is crisp, the transmission smooth and there are enough software tweaks to satisfy first-adopter technophiles. European cars have the option of all-wheel drive and that is expected to appear here in the performance OPC model -- if and when Opel Australia announces we're getting the halo variant.A “FlexRide'' adaptive damping system will be an option. The system can be manually adjusted from sport to tour, or left in auto to map its own settings based on the driver and car's behaviour. Not that there's anything wrong with the basic package.The sweeping roofline on the Insignia sedan almost entitles it to four-door coupe status but rear headroom is better than those vehicles. A boot lip spoiler will be standard on Aussie models but was missing from our pre-production drive and the cluttered centre console on our test car will be simplified with an infotainment controller between the front seats.The wraparound look that extends to the doors is slick, unlike the controls on the steering column stalks, which suffer from the fact they're shared with the unloved Holden Epica. But that is one of the few areas where the Opel shows its age as a 2008 model, along with the lack of stowage options for the junk most people pack into a car these days.The upside is that the 500-litre boot should satisfy most owners' haulage needs and there's always the wagon for those wanting greater load capacity.Euro NCAP says the Insignia is a five-star car for safety. All variants have six airbags, electronic stability and traction control linked to the ABS and four-way active headrests, along with seat belt reminders for both front occupants.The biggest criticism of the car from the crash-testing group was for its pedestrian safety -- the sheep who invite disaster by ignoring road rules while walking with buds in their ears might want to stroll in front of something else. Like a bicycle.The Insignia's date with a television camera meant Carsguide couldn't push its dynamics to the limit. Something about paint chips not looking good in the launch commercial. As it transpired, we didn't need to -- the chassis and suspension are right up there with those of the Passat and Mondeo at anything approaching highway speeds.The ride is consistent with Euro-built cars in that it trades initial damping over minor bumps for more suppleness as the pace or severity of the hit increases. There's a touch of play in the steering straight on, but the feel and weight improve as more lock is applied. The brakes are great -- repeated emergency stops didn't faze them -- and acceleration is class-leading at 7.8 seconds from rest to 100km/h.The Insignia ticks most of the boxes -- excluding the non-electric front seats -- for mid-sized buyers. It drives better than most cars in the class, looks good and has an upmarket interior feel. Let the battle commence.

Two long-time Australian favourites, Astra and Corsa - think Barina - are back for business as Opel sets up shop down under. There are actually three models in the Opel start-up crew for September 1, but it's the Astra that is doing the heavy lifting with the baby Corsa as the price leader and the larger Insignia aimed at families.All three feel Germanically strong and solid, based on a 'speed dating' introduction drive today in rural NSW, but it's the price and value that will be crucial as Opel positions itself against Volkswagen in Australia. "The countdown is over. Our arrival in Australia will be something special," says Bill Mott, managing director for Opel Australia.He admits that Opel is getting a head start with the Astra, which was a long-term winner as a Holden, but says the car's following could also cause problems."This Astra is both a real help to us but, as a new brand, an issue that we've got to address. We have to tell the truth and tell the truth well. The truth is that Astra was here and it was always an Opel," he says.We cannot reveal the pricing details yet, but the early impression is pretty good. Especially since Opel picked some truly awful roads that are never going to flatter any car.The Corsa is chunky and solid - although the cabin quality is more like a superseded Korean baby - with the driving feel that will impress people who might shop it against a VW Polo. The seats are a bit bench-like and the dash is dated, but it's still a car that is nice enough to drive.The Insignia is roomy, comfortable and nice to drive. It's also well equipped, but goes up against a huge range of mid-sized rivals from the VW Passat to the Ford Mondeo and the Skoda Superb, a long-term Carsguide favourite.Which brings us to the Astra, which comes as a five-door hatch, five-door wagon and great looking GTC coupe. They will turn heads and also drive well, although we can quibble about details like the overly-firm suspension in a wagon running 18-inch wheels.The headliner is the GTC 1.6 turbo, complete with magnetically-adjustable suspension similar to the system used by HSV, and it will be a solid rival to the Golf GTi. it's not nearly as brisk, but it has a good chassis and nice touches including an adult-sized rear seat.So the first signs are promising, although there is a long way to go and a lot that is still to be discovered. 

The Astra is back. But don't go looking at your Holden dealer for the long-time small-car favourite. This time around, everything but the name has changed as the Astra spearheads a downunder drive by Opel of Germany.Opel always did the Astra, but now it's reclaimed its prize child and is using an impressive new GTC coupe - and a reasonable $23,990 starting price for a five-door hatch - to headline for a three-model lineup that is intended to grow rapidly in a planned challenge to Volkswagen for European bragging rights in Australia.The Astra is joined by the baby Corsa - once the Holden Barina - and the family-sized Insignia, previewed already by Carsguide and available as both a sedan and a wagon called the Sports Tourer.So this is not a just a showroom launch for the Astra, even though it's the key, but a brand launch for Opel. To put the new Opels into focus, they are not pitched back against Holden but up against Volkswagen and Peugeot and some of the upscale Japanese brands. At least, that's the thinking by the Opel planners who have set up 17 dealers around Australia for the start of sales on September 1.The key message from Opel is that the brand is German, led by design, and has similar strengths to Volkswagen. How buyers will react, especially as there are more than 50 different brands in Australia in 2012, is a very big question, but Opel Australia's boss, Bill Mott, is - as you'd expect - confident."The countdown is over. "Customer choices are changing. We believe we have a product and a brand suited to this changing market," says Mott. He promises a growing range and an expanding dealer network, but says Astra is the key. "We're entering in segments which are ... headed for further growth. I think it would be considerably tougher without Astra," he says."This Astra is both a real help to us but, as a new brand, an issue that we've got to address. We have to tell the truth and tell the truth well. The truth is that Astra was here and it was always an Opel."Holden dumped the Astra because it could get cheaper baby cars from Daewoo in Korea, but Opel is doing all it can to build good value into its cars. "I'm confident we have done our homework," says Mott. It's been helped massively by the strength of the Australia dollar, which means the bottom line for an Astra is reasonable but not outstanding.So it runs from $23,990 for the five-door 1.4-litre petrol turbo. That's not great when you can get a similarly-sized Toyota Corolla for less than $20,000, but it's right in the heartland for European small cars and looks good enough against the cheapest Golf at $21,990 with less power and - Opel says - less standard equipment. The mainstream bodies are the five-door hatch and Sports Tourer wagon, while the run up the range goes to the 2-litre turbo diesel from $27,990 and the 1.6-litre turbo petrol from $28,990.An automatic gearbox is a predictable $2000 extra and there are a variety of trim levels and option packs. But the headliner is the GTC coupe, priced from $28,990 with a 1.4 turbo or $34,90 with the punchier GTC. "We really believe the Astra GTC is a unique animal. It's an attainable dream car."Opel has always done great engineering work, getting the basics right on the chassis and moving up from there. There is nothing revolutionary about the Astra package, but the various engines make solid power and torque, there are six-speed manual and automatic gearboxes - auto only in the Sports Tourer - Watts-link rear suspension and things like bi-Xenon lamps, alloys wheels and even an electric boot release and a system that flips the back seat flat in the wagon.Extra equipment includes a premium centre console and even special ergonomic sports seats, as well as an adaptive lighting system with cornering lights and auto dipping. And the GTC?The chassis is tweaked with the usual sports settings, but there is also a HiPerStrut front suspension for better grip and feedback, optional magnetically-controlled Flexride dampers - similar to those used on some HSV Commodores - and 18-inch alloys, electric power steering and more. All Astras come with Bluetooth connectivity.This is a key for Opel, which wants its cars to stand out in traffic. Australian-born Nils Loeb, who heads exterior design at Opel, is special guest at the press preview of the cars and talks passionately about the company's philosophy. "We are the emotional German brand," he says. The cars definitely look good, and the GTC really stands out even against good lookers like the Renault Megane, but it's the attention to detail that is most impressive.The dashboards are more than just flat plastic panels, the switches look and feel good, and Loeb admits Opel chooses bigger wheels for its cars "Because they look good".Six airbags in all models. All cars have five-star EuroNCAP scores. Enough said.Good, but not great. That's the bottom line. Starting at the bottom, the basic Astra hatch feels rock-solid and responsive. The 1.4-litre engine is nothing special but the 1.6 has more than enough go for the job and promises fuel economy better than 8 litres/100km.Looking around, both the hatch and Sports Tourer have impressive design and finishing - way better than the Corsa, which is like an old-generation Korean in the cabin - from the dash layout to the seat comfort. Thankfully, Opel is staying old-school with push-button switches, not a fancy iDrive-style controller, and everything you need is included from solid aircon to the Bluetooth connectivity.The wagon is slightly more impressive than the hatch, thanks to good space in both the back seat and luggage area, and gives nothing away for driving enjoyment. But ... there is wind noise, the tyres rumble a lot on nasty surfaces in regional NSW, and the general feel of the car is not as plush or refined as a Golf. It's nice, for sure, but not any sort of a breakthrough.Which brings us to the GTC. The headliner coupe is seriously cool, and a real looker, yet somehow there seems to have more space in the back seat than in the hatch. The basic car gets along reasonably, not that it will matter to fashion-conscious buyers, but it's the 1.6 with FlexRide suspension that's the one to love.The switchable FlexRide also adjusts the steering and throttle response, taking the car from OK to keen and sharp in milliseconds. It has great grip and can easily cope with more power - as we'll eventually confirm once Opel Australia gets a go-ahead for the hotrod OPC model. The first impression of the Astra is much as expected, particularly after so many years on the books at Holden.The major change is more flair in the design, and a promise that fixed-price servicing will give buyers the confidence they need to commit to the cars.So good, and good enough, but we'll know more once we line the Astra up against the Golf and our current small-car favourite, the Toyota Corolla.

Not surprisingly, there's price resistance to cars above the 60 grand Luxury Car Tax trigger price. Most dinkum Aussies want to dodge it, and if they can, they love it.Logical really because the LCT is an onerous and ill-conceived tax partly on new safety systems among other things. So called luxury cars lead in the adoption of new safety equipment.But there's an LCT loophole governed by how much fuel a car uses. Under 7.0-litres/100km and the LCT comes right down - often by thousands of dollars.One wonders how long it will take the Federal Government to lower the rating to 6.0-litres/100km because more and more "luxury" cars are coming in under the 7.0 mark due to clever technology.The Mercedes-Benz E250 is a good example and the beneficiary of perhaps a $5000 tax break due to its ability to sip petrol at a mere 6.6-litres/100km. It's a "green" carbon minimisation machine. It's a very low figure for a large car the size of the E-Class.How does Benz do it? Well, they call on their century plus experience at making automobiles and get a small capacity engine to do the work (easily) of a large capacity unit with attendant fuel savings.You may think a 1.8-litre four cylinder is the province of a Corolla but when Benz produces one for its E-Class, it delivers power and torque commensurate with a 3.5-litre V6. How does 150kW and 310Nm grab you? Bit better than a Corolla. Performance is enhanced with the seven-speed automatic hooked up to the rear wheels and a variable geometry turbo force feeding the engine which also scores direct injection and variable cam timing. It produces excellent acceleration across the entire engine rev' range and is almost imperceptible inside the cabin - or outside for that matter.This is middle of the E-Class range at under $100K and a pragmatist wouldn't need anything else. It's comprehensively equipped with luxury kit upgradable with an extensive array of options. There's plenty of room for five and a large boot. It puts away long distances with ease and has light controls with a well modulated ride. Oh, looks good too...

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?This is Peugeot's penultimate new 4008 all wheel drive small SUV - a Pug version of the Mitsubishi ASX with better styling and different spec'.How much?Retails for $30,990What are competitors?Numerous; ASX, Nissan Dualis, Hyundai iX35, Skoda Yeti, Ssangyong Korando, Sooby XV, VW Tiguan perhaps.What's under the bonnet?Power comes from a 2.0-litre petrol four cylinder lifted from the Mitsubishi Lancer small car- and ASX. It's good for 110kW/197Nm output and features variable valve timing but not direct fuel injection.The manual is a five-speeder while the CVT auto has six 'steps.'How does it go?Acceptable performance is available from the manual but it needs another cog to make highway cruising easier and also give better fuel economy and acceleration through the gears.Is it economical?We got into the low 8.0s without really trying so the claim of 7.9 litres/100km seems right.Is it green?Greenish with a Euro 4 rating - needs to get better in a hurry to keep up with other makes.Is it safe?Five stars.Is it comfortable?Very. The suspension is softish, the seats are a good shape, there's adequate sound deadening and it runs smoothly and quietly. The Active scores plenty of kit despite playing second fiddle to the high spec' Allure.What's it like to drive?A good all round hack for commuting, general driving, even venturing off road (dirt roads, sand and snow) thanks to the selectable all wheel drive system with lock-up.Is it value for money?Pretty good compared with similar sized and styled cars from other European makers - thousands less actually. But it needs a diesel and a proper auto.Would we buy one?Possibly. Like the styling, the size, the features and the price is competitive but the petrol engine struggles a bit and when you work it, uses much more fuel. Perhaps a 1.6 turbo petrol is the answer.

If you hate freezing cold mornings then you may not be jumping out of bed at 5am to ride a motorcycle or drive a convertible to work.It's not impossible - the Brits and Germans do it in even colder and nastier weather - but that doesn't make it right. Interesting then that the cold-climate countries are the ones making the best convertibles. The Volkswagen Golf Cabrio perfectly reflects how well a convertible can suit icy conditions while being fun to drive and cute to look at. Failing all that, it's a great open-top drive in Spring and Autumn. VALUE Almost as cheap as chips. The single-model Cabrio is $36,990 as a six-speed manual or $39,490 as a seven-speed dual-clutch DSG auto. Either is great. In perspective, a Mini Cabrio auto is  $42,700, an Audi A3 soft-top is $52,150 and a BMW 120i convertible automatic is $55,480. The Golf wants for nothing - it even has seat heaters.It gets an electric roof, seven airbags, a pollen filter and pollutant sensor in the airconditioner (probably pointless when the roof is down) and Bluetooth with iPod/USB connectivity. It even seats four adults - something most of its rivals can't do, so it's also a family car.DESIGN Volkswagen says it wanted to maintain light weight, have a low body profile with the roof down and yet maintain a snug cabin when the roof is up. It succeeded. It's a very pretty car that doesn't have an awful boot bulge where the folded roof hides.You can actually fit four adults inside and the boot is spacious, but the small and vertically-placed boot opening makes loading awkward. Dash design is all Volkswagen and no complaints, though the right-hand drive conversion puts the pedals close to the driver and limits space for the right foot to cleanly operate the accelerator.  Vision to the rear three-quarter is hampered by the fabric roof, but big side mirrors help out. TECHNOLOGY The sole engine is Volkswagen's 118kW/240Nm 1.4-litre twincharger that combines a supercharger - for low-engine speed boost - and a turbocharger for mid to top-end boost. A few of these engines initially failed and were repaired or replaced under warranty by Volkswagen Australia. It gave the engine a bad reputation but VW says it's no longer a problem so we can now enjoy a clever, quick, fuel-frugal and above all, fun engine to drive.The DSG automatic makes life a bit easier in traffic but the engine better suits the superb six-speed manual. Suspension and brakes are from the Golf, including a sophisticated multi-link rear end for better ride and handling than a torsion beam setup. The electro-hydraulic roof is fabric purely so it folds down tight on the body, doesn't impinge on boot space and is light.SAFETYThe standard Volkswagen offering here of a five-star crash rating, full electronic brake and chassis aids, plus the bonus of seven airbags. The cloth roof requires automatic rollbars that are fired into place when the car senses a rollover. Helping the driver are park sensors, heated side mirrors, auto lights and wipers, LED tail lights and an electronic diff lock.  The spare is a space-saver.DRIVING Expect the same as a Golf and you won't be disappointed. The electric roof zips up in nine seconds and can be moved up to a vehicle speed of 30km/h - handy in a sudden downpour. The dual-clutch transmission is annoyingly jerky off the mark, though can be tempered by being gentle on the accelerator pedal.Performance is neck-snapping though if the DSG is napping and the engine is on stream - like accelerating from a start - there can be an unexpected attempt for the wheels to spin. The ESC holds this in check but there's no subtlety in the process. This is probably why I'd opt for the manual gearbox. Ride comfort is pretty good given the Cabrio gets standard sports suspension.Handling is obviously all Golf, with a solid stance on the road and a positive steering feel and predictable cornering. The fabric roof is very tight so there's no drumming and even road noise is successfully muted. It's not as quiet as the steel-roofed Golf but still perfectly acceptable. My body doesn't feel overly comfortable with the pedals as the right foot is too close to the wheelwell.VERDICT The convertible four-seater market is mainly for the expensive models. This car breaks the mold with affordability, lots of driving appeal and neat looks. Yes, I would!

The Boxster is no longer the little brother of the Porsche family. It's more substantial, more polished and has more ability than before.Porsche has been testing the limits of buyer fidelity recently with the most thorough overhaul of its signature sportscar, the 911, since it appeared five decades ago.DESIGNThe new 911 is larger, more comfortable and some raw edges have been smoothed away. But the 911 revisions haven't triggered an identity crisis; its distinguishing features are intact. With Porsche's junior sportscar, the Boxster, there's more room for doubt.This roadster won critical acclaim after being drafted into the team in the 1990s. It came on as a sub and salvaged the company's financial results. Still a teenager next to the 911, it has earned a permanent place in the squad and so for its first complete makeover, Porsche has done more to the Boxster than to the 911."This is no longer the little brother,'' technical expert Paul Watson said "It's really grown up. ''Hardly a dimension carries over, with the new 981 Boxster longer by more than 3cm overall and 6cm in the wheelbase.It has wider tracks, especially the front, shorter overhangs, and a lower roof while the windscreen is set further forward and raked more acutely. The result is a car that looks a lot different and is clearly influenced by the Carrera GT, Porsche's mid-engined supercar from the noughties.It's a crisper shape, which avoids the push-me-pull-you look of the previous car, in which the front and rear were too similar. As with other Porsches, the cabin gets the Carrera GT's angled centre console and it's just as good here, with a corresponding lift in the overall quality of the cabin.TECHNOLOGYLike last time, there's some engineering overlap with the 911. The two cars are the same underneath up to the A-pillars, although this Boxster gets more unique panels, such as the doors. Specific to the roadster is an increase in overall rigidity by 40 per cent and a redesigned roof.This opens in just 9 seconds, has larger rear glass and no longer has a metal cover when lowered. Instead, the fabric incorporates one solid magnesium panel so that when folded, the roof aligns with the bodywork.Roof up, cabin noise has been halved. Like the 911, the Boxster has become more civilised. Porsche also addressed the problems of weight and efficiency in the same way it did in the 911. So the body is no longer just steel but a mix of steel and almost 50 per cent aluminium.Its centre of gravity is lower and weight has been trimmed by 25-35kg so that it comes in at under 1.4 tonnes -- substantially less than the Audi TTS Roadster, BMW Z4 35is and Mercedes SLK 350.That gives it a head start on efficiency, which is reinforced in the engine bay with direct injection, energy recuperation, thermal management and idle-stop, among other features. The result is a 15 per cent improvement.Both engines gain a smidgin more power and develop their peak outputs higher in the rev range. The 3.4 is a version of the previous engine while the 2.7-litre downsizes the previous 2.9. It loses 10Nm of torque, but what's there is more accessible. The six-speed manual transmission carries over while the double-clutch automatic is still a seven-speed.DRIVINGPerformance improvements are modest but neither car is a slouch, with the slowest Boxster manual reaching 100km/h in 5.8s and the fastest S automatic with launch control achieving 4.8s and recording a sub-eight minute Nurburgring lap time, an improvement of 12 seconds.They sound fantastic and the 2.7 feels good until you sample the mid-range and top-end of the 3.4. Other changes include revised suspension geometry, bigger wheels and brakes, and access (at a price) to Porsche's entire suite of dynamic trickery, including active suspension, torque vectoring and a limited slip diff.The Boxster follows the 911 in switching to electric steering and an electric park brake, while the rear spoiler becomes a proper wing instead of the previous air dam. Prices rise a little but the pay-off is a more confident car. It feels tight and rigid on the road, with little suggestion that the open-top design has involved dynamic compromise. It steers well, has the same excellent balance and minimal unwanted body movement.At the same time, it hasn't lost one of its most endearing qualities: its forgiving nature. So it's more substantial, more polished and has more ability than before. Yet it doesn't feel like a different carOnly this time it can beat its rivals on more than just dynamics. It's the one I'd pick. The Porsche revamp of its sportscars still has a long way to go. It will include for the Boxster a four-cylinder turbocharged engine that will lower the price of entry and give Porsche some welcome volume in its core business. Meanwhile, it expects this Boxster to repeat the success of the original, meaning 350 sales a year here.VERDICTCarmakers often complain that brand loyalty ain't what it used to be. But Porsche is the tectonic plate of carmakers when it comes to big shifts. Slow but sure. Maybe other brands only have themselves to blame.RANGEBoxster $107,500 (manual), $112,800 (automatic)Boxster S: $133,800 (manual), $139,100 (automatic)2012 Porsche BoxsterPrice: From $107,500Crash rating: not availableEngines: 195kW/280Nm 2.7-litre; 232kW/360Nm 3.4-litreBody: 2-door, 2 seats.Transmission: 6-speed manual, 7-speed PDK; rear-wheel-drive

Out there there’s the sedate sedan man who covets a sporty two-door coupe; there’s a coupe owner who craves the convenience of four doors. Now both can have it all with the new BMW 640i Gran Coupe.VALUEPriced at $184,800, plus on-road costs, to say it’s a blend of heart-racing good looks and eye-watering performance is not to overstate the Gran Coupe. Efficiencies are obtained through the use of an Eco Pro driving mode, auto stop/start engine function, brake energy regeneration, electromechanical power steering, ancillary units used only on demand, an air-conditioning compressor that can be disengaged, active air flap control to cut drag and the use of lightweight materials throughout the vehicle. Advanced chassis technology, which includes the use of aluminium for strength and weight saving, ensures premium ride quality and dynamic performance of the Gran Coupe. Also standard is a full-colour head-up display projected onto the windscreen directly in front of the driver giving speed, sat nav guidance, messages and alerts from the lane departure system and night vision.A range of interior finishes are also available. Topping the lot is an M Sports package that includes M aerodynamics up front, side skirts and rear apron, dark chrome tailpipe tips, and black brake callipers on 20-inch alloy wheels with double spoke design, plus M body colours.TECHNOLOGYFollowing the well travelled road of full-on sporty performance with exceptional fuel economy, the Gran Coupe calls on BMW’s award-winning 3.0-litre six-cylinder engine with precision petrol injection and twin scroll turbocharger. Peak power of 235 kW comes up between 5800 and 6000 rpm and 450 Nm of torque from 1300 to 4500 revs. This means the car will clear the line on the way to hitting the 100 km/h tape in just 5.4 seconds.With the motor matched to an eight-speed Sport automatic transmission and benefiting from BMW’s Efficient Dynamics technology, average fuel consumption is claimed to be 7.9 litres per 100 kilometres on the combined urban / highway cycle, while putting out 183 grams of carbon dioxide every kilometre.DESIGNAs the name suggests, the luxurious Coupe makes itself known in a Gran(d) manner. With limousine proportions - the car measures 5007 mm long thanks to a 2968 mm wheelbase, 113 mm more than the 6 Series Coupe and Convertible - the winners here are the back seat passengers who enjoy increased leg room.Indeed, it is the longest vehicle in the segment, one that includes the likes of the Aston Martin Rapide and the Maserati Quattroporte. The extra couple of doors mean there are more windows, letting more light into the cabin. The front of the vehicle returns to the beloved company shark nose and kidney radiator grille, while the BMW emblem itself dominates the long bonnet which reaches out to the set-back passenger cabin.In profile, there’s no missing the fact of the Gran Coupe’s low centre of gravity, which is only emphasised by sharp horizontal lines across the rear and a third stop lamp which runs the full width of the top edge of the rear window. Exterior paint includes a matt finish Frozen Bronze which, among others, produces a facial Max Factor would have been proud to call his own.Despite the low lines, the vehicle height is increased over the Coupe model and the 460 litre boot is capable of carrying three golf bags, expanding to 1265 litres with the rear seat backs folded flat. Inside the cabin it will comfortably seat four adults, with the option of using the centre rear position for a fifth providing he or she is prepared to straddle the centre console. All seats are wrapped in Dakota leather, with the option of Nappa hides with contrasting stitching adding extra class.SAFETYSafety is high on the list of Gran Coupe features. These include active cruise control which will keep the vehicle at a pre-determined distance from the vehicle in front. A collision warning system automatically sounds an alarm and applies the brakes to slow down the vehicle can be activated via the car’s iDrive menu.A park distance alarm and a reversing camera which projects the rear view onto the in-car screen are standard and can be added to with a surround view system that incorporates a side view too. Optional park assist helps the driver seek out a potential parking space and takes control of parking, steering into the space with the driver operating only the accelerator and brake.At night standard high beam assist sets high beam and dips the lights automatically for oncoming, or close-ahead, traffic, while an optional night vision system uses a thermal imaging camera to pick up pedestrians, animals or anything emitting heat and show them on the control display in the cabin.DRIVINGAn option unique to the class is integrated active steering in which the steering angle of the rear wheels is altered to match the power assistance and steering angle of the front wheels. Agility is improved on tight bends, in lane changing and in city traffic.When it comes to driving, the Gran Coupe could well be described as being ‘all cars to all men’. A so-called Driving Experience Control button on the centre console dishes up Comfort, Sport and Sport+ modes which work on accelerator pressure and engine response, gear shifts, power steering and stability control to suit the driver’s style and the occupants wishes. The button also brings into play Eco Pro which highlights driving style and how to match it to maximum fuel economy.While all this is going on, cabin occupants can be entertained by a premium Bang and Olufsen audio and for an extra $16,000 a high-end surround sound system with 14 speakers and two sub-woofers in thrall to 1200 Watts of power. Notes from the engine finding their way into the comfortable and classy cabin were perfectly in tune with the sporty aspect of the vehicle.Adaptive LED headlamps feature white LED corona rings as parking and daytime running lights. These are flattened at the bottom and overlapped at the top edge with a further LED light. It’s almost as if the car were sharply concentrating on the road ahead. The 6 Series Gran Coupe standard package is a whole box and dice of what is best about BMW’s adherence to producing drivers’ cars, a point repeatedly illustrated on our run.VERDICTThe Gran Coupe offers a great example of luxury with a touch of larrikin ladness.BMW 6 Series Gran CoupePrice: From $184,800Warranty: 3 years roadsideSafety: Not ratedEngine: 3.0-litre, 6-cyl turbo petrol, 235kW/450NmTtransmission: 8-speed auto, rear-wheel driveThirst: 7.9L/100km, 183g/km CO2Body: 5007mm (L), 1894mm (W), 1392mm (H)Weight: 1750kg

Technology bundles itself up within Audi's mid-life, five-engined model range that promises more economy, more luxury for only a little bit more money.The most popular single Audi model on sale in Australia, the Q5 continues to win tight fights with rivals and now takes technology into battle. Now revised for, perhaps, another five years, it goes on sale in Australia in December priced from about $65,000.High on the list of changes is the introduction of clever safety and infotainment systems that sit beneath Audi's smart Connect system. Prices are likely to remain about the same as before but Audi Australia spokesperson Anna Burgdorf says it's likely that local customers will get more features for the price.For example, options such as a rear camera and the adjustable drivetrain system, Drive Select, could be bundled into the price of the V6 models, while the four-cylinder models could get extra features such as bigger alloy wheels, keyless entry and dtart and Drive Select.Ms Burgdorf says pricing is still being worked on. The model that will get a lot of interest is the 3-litre V6 supercharged petrol TFSI - a new engine from Audi that replaces the 3.2-litre V6 petrol.VALUE Given Audi Australia's stance on remaining highly competitive, the updated Q5 range looks good. A final opinion will come when the car is launched but for now, the model sits well with market demands for a prestigious SUV with very high build quality and a remarkable drivetrain mix.The new supercharged V6 petrol will cost about $75,000 - based on the price of the outgoing 3.2 - which is at the top of the food chain aside from the new SQ5 sports SUV. It gets extras over the outgoing model including an eight-speed automatic and better fuel consumption while being faster. Rivals are keen not to let this one get too far ahead but on drivetrain technology alone, this SUV has an edge. DESIGN Changes for the new series are minimal. Overall, the Q5 has xenon headlights and LEDs listed as options though the supercharged engine may - indeed should - have these as standard. Cabin trim is typical Audi and the quality has not been compromised even though prices have barely altered. There are subtle body tweaks but you have to look hard. For example, the dual tail pipes have flattened bottoms.TECHNOLOGY There are changes to the existing engines plus the new electric-mechanical steering system that is designed to save engine load (and therefore improve fuel economy) while making it easy to integrate into the Drive Select system.The supercharged engine boasts 200kW/400Nm (up 5kW/70Nm on the 3.2) yet slashes one second in the 100km/h sprint to 5.9 seconds and reduces fuel use to an average of 8.5 L/100km. There is also an eight-speed automatic gearbox with shift paddles.All engines in the Q5 range are boosted - either turbocharged or supercharged - starting with the 2-litre pair of the TFSI and TDI. Audi sells a hybrid Q5 in Europe, China and the US but it's a no show for Australia. Just as well for its fuel use is similar to the 2.0 TFSI.There are other interesting bits such as the Connect infotainment system that picks up on Google Earth and has internet access for rear-seat passengers. Audi's optional MMI navigation now has just four fixed keys for the navigation, telephone, radio and media functions. Also, only one button is needed to operate the Drive Select system.SAFETY The Q5 range carries over the five-star crash rating of the previous model. It also has a similar airbag count and electronic aids. Australia gets a space-saver spare.DRIVING The supercharger's performance is impressive in terms of its acceleration and on-tap power, but it misses the aural theatre of other engines with a booster. For one, I miss the subtle whine as the supercharger winds up. But maybe modern families want peace and quiet - a feat the V6 does well even at 200km/h plus speeds on the German autobahn.But though very strong from idle and with immense muscle in the mid-range of the tachometer dial, its deliver is almost equal to the remarkable performance of the 2.0 TFSI version also driven on this launch. This is a much modified small-bore turbo-petrol that is worth a long hard look. Okay, back to the supercharged V6 that adds solidity on the autobahn with accuracy through the bends.Enthusiasts must opt for Drive Select (if it's an option) to tailor their driving demands. The SUV remains roomy, comfortable and flexible but the choice of engine is critical for the owner to get the best from the car. In this regard the V6 is really, really nice but unless you are towing, the 2-litre TSFI is probably better (and certainly cheaper) while the diesels cover all ground.Audi Q5 V6 TFSIPrice: est. $75,000Warranty: 3 years/unlimited km, roadside assistResale: n/aService interval: 15,000km/12 monthsSafety rating: 5-starSpare: Space-saverEngine: 3-litre V6 supercharged petrol 200kW/400NmTransmission: 8-spd Tiptronic auto, AWDBody: 4.6m (L); 1.9m (w); 1.6m (h)Weight: 1845kgThirst: 8.51/100km; 98RON; 199g/km Co2