Skoda hot-hatch undercuts VW Polo GTI

Skoda Fabia RS.

Details and costs for Czech brand's new Fabia RS hatchback and wagon revealed online prior to launch.
Skoda Australia has revealed the pricing and details of its new Fabia RS hot-hatch on the internet.
The Fabia RS is due to go on sale in Australia next week, but the company’s website is already allowing browsers to find local driveaway prices for the car. And, following a number of phone calls to Skoda dealers, Drive has learned it will start at $27,990 plus on-road costs for the five-door hatchback and $29,990 plus costs for the longer wagon version.
Those prices position the Skoda hatchback model under the five-door Volkswagen Polo GTI on which it’s based (five-door from $28,990 plus costs), while the standalone wagon version is a touch dearer.

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Skoda Fabia RS interior.

The Fabia RS is powered by the same 1.4-litre turbocharged and supercharged four-cylinder engine producing 132kW of power and 250Nm of torque as is seen in the Polo GTI. It’s mated exclusively to a seven-speed dual-clutch automatic transmission, with power sent to the ground via the front wheels.
The Skoda is slightly heavier than the Polo and is rated at 6.2L/100km for both the hatch and wagon. Its claimed 0-100km/h sprint time is 7.3 seconds (Polo GTI: 6.9 seconds and 6.1L/100km). As with the GTI, the Fabia RS is recommended to run on premium fuel only (98 RON or better).
The Fabia RS’s specifications have also appeared online. They include standard 17-inch alloys, sports suspension, cornering projector headlights, LED daytime running lights, fog lights, alloy pedals, dual-zone climate control, auxiliary stereo input, Bluetooth phone connectivity, sports bucket seats and a leather-lined steering wheel with paddle shifters.
The wagon version is 21 centimetres longer than the hatchback, and boasts extra boot space: 480 litres versus 300L with the rear seats in place, and 1460L versus 1163L with the seats folded down. It also gains roof rails and a rear spoiler.
Standard safety equipment includes six airbags (dual front, front side and full-length curtain airbags), stability control and rear parking sensors.
Options for the Fabia RS include three different wheel designs, a sunroof and a two-tone paint finish with a silver, white or black roof (depending on the regular body colour). Those colour choices include white, red, yellow, silver, black, blue and green. There’s also a choice of black, red or grey interior fabrics.
The quirky Roomster high-topped wagon will also make its return. It was axed after three years on sale, and while details and pricing have not yet been revealed, Skoda has previously told Drive that a price tag of between $20,000 and $25,000 is expected.

What Car Should I Buy?

They’ve been looking at diesel-powered wagons and SUVs as they want some extra space in the back for  weekends away and good fuel economy as well.
They’re trying to decide between a Ford Mondeo, Hyundai i40 Tourer, Kia Sorento, Nissan Dualis and Skoda Octavia.

The budget: Up to $40,000

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The shortlist:
Rachael and Damien are well on their way to getting what they want but some of their shortlisters are more up to the job than others.
The Dualis attracts the first question mark. It’s nicely presented, great value and far from terrible to drive but its underpowered petrol engine struggles in the family-hauler role. There’s no diesel version, either, to combat this shortcoming.
There are no underbonnet issues with the Octavia. However, while it puts in a supremely solid performance in most crucial areas its back seat is just a bit tight for growing bods.
That leaves the Mondeo, i40 and Sorento playing ball and a mighty tough contest. Let’s see which one stacks up best.

Ford Mondeo TDCi wagon, from $37,340

You can get into a petrol-powered Mondeo LX wagon for about $33K but the optional 2.0-litre diesel drivetrain is well worth paying extra for.
It’s gutsier, more flexible, more economical and the ‘Powershift’ double-clutch auto is slick and decisive. Throw in the big back seat, huge boot, solid safety and impressive driving qualities and all the key bases are covered.
The Ford would be even better, though, if the cabin quality had more depth, the folding back seat was less fiddly and it had a full-size spare. It also looks plain in LX form and you'll need to spend more than $40K to get rear parking sensors and other toys.
Read Drive’s Ford Mondeo reviews: Ford Mondeo Zetec TDCi wagon road test.

Hyundai i40 Tourer Active CRDi, from $34,490

The i40 adheres to a very similar blueprint as the Ford but is nearly three grand cheaper.
If that doesn’t swing things its way the five-year warranty, comprehensive safety fitout, the cabin’s quality ambience and the boot’s user-friendliness just might. The 1.7-litre diesel drivetrain, too, while not a match for the Mondeo in terms of ultimate shove and sophistication, is flexible and frugal.
The Hyundai, though, needs more leg room to be truly adult-friendly in the back and the road manners – while competent – don’t offer much in the way of driver satisfaction. Like the other cars here you’ll need to broach the $40K mark to get parking sensors or a reversing camera.
Read Drive’s Hyundai i40 Tourer reviews: Hyundai i40 Tourer He Says She Says.

Kia Sorento Si Diesel, from $39,990

There’s little a five-seat SUV does that a regular wagon can’t but go for a seven-seater like a Sorento and you really do get an added degree of versatility.
That in itself could be just the ticket and the Kia’s generous space, handy boot (when the final-row seats aren’t in use), competitive safety and five-year warranty add to its appeal. The 2.2-litre diesel drivetrain, too, is strong and economical.
You’ll need pretty much every dollar of your $40K budget to get into a diesel Sorento, though, and if you want an auto or features like parking sensors you’ll need to spend even more. A crashy low-speed ride and unremarkable road manners are other reasons to think twice,

Front-drive BMW to be previewed at Paris

As previously reported, the second-generation 1-Series is set to be last small BMW to be rear-wheel drive.

The first ever front-wheel-drive BMW is expected to be unveiled as a concept car in September as part of the Paris motor show.
The underpinnings of the Mini brand’s five-door hatch forms the basis of a broader front-wheel-drive platform strategy instigated by parent company BMW.
Developed under the internal working name UKL (an acronym for the German words “unter klasse”, or entry level), it aims to not only increase the number of front-wheel-drive models offered by Mini but also provide the basis for a ground-breaking new front-wheel-drive BMW that is planned to form part of an increased number of 1-Series models by the middle of the decade.
Likely to be called the 1-Series GT, the new entry-level BMW reported previously by Drive is set to be previewed in concept form at the Paris motor show in September, ahead of a planned introduction in late 2014 or early 2015.

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As well as running the front-wheel-drive underpinnings developed by Mini and BMW, the new Mercedes B-Class-rivalling hatchback will use the firm’s new turbocharged 1.5-litre, three-cylinder petrol engine, which will also be used in the next generation of Minis.
Relying on the same modular construction techniques evident in its diesel engines, the new petrol engine shares its 500cc individual cylinder capacity and other key elements with BMW’s classic 3.0-litre straight six-cylinder petrol unit.
The new 1-Series GT will represent a radical departure for BMW, which has long boasted of the dynamic and performance advantages of rear-wheel-drive cars.
However, front-wheel-drive cars bring benefits in packaging and reduced weight, which helps reduce fuel use and improve environmental performnance.
Then it’ll be up to the marketing department to convince buyers a BMW driving the front wheels still lives up to the “ultimate driving machine” promise.

First look: Mercedes' 410kW 4WD

German brand set to launch monster off-roader.
Mercedes-Benz Australia is “seriously considering” introducing an AMG version of the GL-Class SUV.
Based on the second-generation GL-Class which arrives in April, the GL63 joins the recently introduced ML63 and utilitarian G63 as part of AMG’s growing SUV family.
The GL63 is powered by the same 5.5-litre twin-turbo petrol V8 as its siblings, albeit retuned to develop 410kW and 760Nm of torque - up from 386kW and 700Nm - for a 0-100km/h sprint time of just 4.9 seconds.

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Mercedes-Benz Australia manager of corporate communications Jerry Stamoulis is confident the GL63 will arrive in local showrooms given the popularity of the smaller, $177,900 ML63 AMG, which traditionally accounts for about 5 per cent of M-Class sales. Pricing is likely to exceed $200,000, rivalling the Range Rover Vogue.
“[The GL63] is a unique proposition for that segment. There won’t be many seven-seat, 410kW-powered SUVs,” Stamoulis says.
The vehicle’s Australian introduction will be confirmed before September.
“It’s one of those vehicles that a handful of our customers will want to upgrade to, but it might also attract customers from different brands.”
Australia is a strong market for AMG, ranking fifth in the world for sales of performance vehicles.
Mercedes-AMG chairman Ola Källenius says the GL63 completes the company’s performance-oriented all-wheel-drive offering.
“Combining the first-rate comfort of the S-Class with the performance of an AMG sports saloon, the GL63 AMG is unique in its segment,” he says.
Mated to a seven-speed automatic transmission and permanent all-wheel drive, the GL63 officially uses 12.3 litres per 100 kilometres on the European cycle and emits 288 grams of CO2 per km, making it about 10 per cent more efficient than the lesser-powered GL500.
Fuel-saving features include stop-start, electric steering and demand-responsive control of all ancillary units.
Dynamic aids come from air-controlled sports suspension, adaptive dampers, automatic levelling control and active roll stabilisation to reduce bodyroll through corners. It also benefits from larger sports brakes and rides on 21-inch alloy wheels.
The GL63 is visually distinguished by signature AMG touches including flared wheel arches, a larger front apron and revised lower air intakes for improved cooling, twin chrome tailpipes, and LED daytime-running lights.
Inside it gets leather-trimmed sports seats and artificial leather inserts across the dash, door panels and armrests, a flat-bottomed steering wheel and a revised AMG instrument cluster.
Standard equipment highlights include Mercedes’ pre-collision anticipation system, bi-xenon headlights, automatic tailgate, sunroof, keyless start, seat massagers, three-zone climate-control and “crosswind assist” to aid stability at high speeds.
Mercedes is still finalising the line-up of regular GL-Class range, which will include at least one diesel variant.'
The most likely contender is the entry-level GL350 BlueTec, which accounts for 80 per cent of GL sales. The slower-selling diesel V8-powered GL450 remains an uncertainty at this stage.
Priced from $131,490 (plus on-road and dealer costs), the GL350 BlueTec is powered by a 3.0-litre twin-turbocharged V6 that develops 195kW of power and 620Nm of torque. Despite the current model’s 2500-kilogram-plus kerb weight, it officially uses 9.2L/100km and emits 242g/km of CO2.
The other likely offering is the petrol-powered GL500, to cater for the 10 per cent of “traditional ‘500’ customers” and slot in the middle of the range. It is powered by a 300kW/600Nm 4.6-litre twin-turbo V8 already found in the ML500, S500 limousine and its CL500 coupe sibling.

Road test review: BMW 640i coupe

 

New wagon version of German brand’s large luxury car appeals to the practical and financial senses.
The humble station wagon isn't at the top of most family buyers shopping lists - most are choosing to sit up high in traffic in an SUV instead.
So does Audi expect the new A6 Avant luxury wagon to sell by the thousand? Not at all. But following our first local drive of the practical new variant, we'd suggest some well-heeled buyers flocking to luxury high-riders may well be tempted.
The boot is the business end of the A6 Avant. In comparison to its sedan sibling, which went on sale last year, it's only slightly larger in terms of capacity (565 litres versus 546L) – but there's no shortage of load-lugging goodies hidden away in the back.

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If your hands are full and your key is in your pocket or handbag you can simply kick your foot and a hidden sensor under the rear bumper bar will open the electronic tailgate and retract the cargo blind. It's very clever – provided you learn the correct "kick" action (some people on the launch needed a few lessons).
That cargo blind also features a net that can extend to the roofline behind the rear seat if you need the load up the cargo hold to its full capacity. If the rear seats are folded flat for extra storage (the capacity jumps from 565L to 1630L), the luggage net can be installed behind the front seats.
Keeping your stuff stuck fast in the boot is made easy with a standard luggage rail system with an included luggage strap and hooks. The carpeted floor can also be folded back to reveal a plastic section that allows you to store wet or dirty items - a nice touch.
The inside of the A6 Avant, as with the sedan version, is a nice place to be. Leather lines the seats, door trims and parts of the centre console, and buyers have the choice of metal-look inlays or a knotty wood finish which looks spectacular.
The front seats are comfortable if lacking some bolstering, and both chairs offer electronic adjustment (the driver's gets memory settings) and the rear seat is roomy and offers good foot, knee and headroom.
There are good storage pockets in all four doors and good space in the covered centre console and glove box, but the mesh map pockets on the backs of the front seats are a bit cheap looking.
The media system offers Bluetooth phone and audio streaming, satellite navigation as standard and an optical readout for the front and rear parking sensors. No rear camera is standard, which is a disappointment considering cars a quarter the price of the A6 offer the technology at no cost. Test cars were fitted with the optional four-camera "overhead" view system which increased visibility impressively.
There are a few notable equipment shortcomings, too: there's no USB input (you need to buy the Audi cord to connect your media player - about $100), and you won't find a fog-light switch because there are none. Those eye-catching Audi LED daytime running lights are standard, though.
The first model we tested was the 2.0 TFSI turbocharged petrol four-cylinder, impressively priced from $81,800 plus on-road costs. It's mated to a continuously variable automatic transmission and they combine fairly well for comfort-focused cruising, but the transmission is slow to wind up from a standing start, and the engine can feel as though it's a bit small for the circa-1630 kilogram weight.
The turbo diesel version – priced $1100 higher from $82,900 plus costs – is slightly heavier, but the oil-burner offers better low-rev response both from a standstill and when you plant foot on the move. It's easily the pick of the two.
On the road, the suspension copes reasonably well with bigger lumps and bumps, but the ride pitter-patters over smaller inconsistencies on rougher roads. Find a smooth section, though, and it's commendably plush.
There was some body-roll through bends, and it can feel nose-heavy with a tendency to understeer - where the car pushes on straight despite the driver's instructions. The steering also weighted up at the wrong times in the twisty stuff. However, the steering is thankfully light at low speeds and feels more substantive as the needle rises.
Overall the A6 Avant offers a convincing argument for those in need of a family car – and if you're realistic about how often you'll actually need a high-riding all-wheel-drive SUV, it could be a better option.
Nuts and bolts
How much? From $81,800 - $82,900 plus on-road costs.
Engine: 2.0-litre 4-cyl turbo petrol / 2.0-litre 4-cyl turbo diesel.
Transmission: "Multitronic" continuously variable automatic transmission.
Power: 132kW (petrol) / 130kW (diesel).
Torque: 320Nm (petrol) / 380Nm (diesel).
Weight: 1630kg (petrol) / 1650kg (diesel).