The Mini D is not sold in the USA but if it were it’d be an instant hit with hypermilers. This relatively new automotive subculture sees enthusiasts fiddling with cars and driving techniques to maximise economy.

To date, the favoured weapon of the well-heeled hypermiler has been the Toyota Prius. But, with its fuel-sipping diesel four-pot coupled with a raft of other efficiency measures, the Mini D could just usurp Toyota’s eco-warrior.

Here in Australia the Mini D has thrown down the gauntlet to its fuel miser rivals with a combined-cycle fuel consumption figure of 3.9L/100km, enabling the claim of “Australia’s most fuel-efficient car”. At least until the new Prius arrives.

There’s little to visibly differentiate the oil-burning ‘Brick’ from a cooking model Cooper, aside from a subtle D on its rump, a slightly different grille treatment, and curiously skinny rubber.

Those 195/55R16 tyres are one of a number of efficiency measures applied under ‘Minimalism’. That’s Mini-speak for the same measures BMW calls ‘Efficient Dynamics’.The common-rail turbo four-cylinder came in for attention, with a switchable water pump, a volume flow regulated oil pump, a friction optimised crank drive and electric power steering. Each measure is designed to save fuel by minimising parasitic engine losses.It doesn’t stop there, either, with the Mini D featuring an underbody aero panel to reduce drag, rear alloy control arms to trim weight, and a brake energy regeneration system.The car’s ultimate party trick, however, is an automatic stop-start function, which shuts down the engine the moment the car comes to a stop, the clutch is released and the manual gearbox is in neutral. Dip the clutch and the little diesel coughs back into life with the whirr of a starter motor and a faint shudder felt through the car. The system is not seamless and can be annoying in heavy traffic, but it’s switchable and undeniably effective.Over the course of a 200km drive program that took in city, freeway and country roads, one pair of scribes achieved a real world figure of 3.81L/100km at an average speed of 51.36km/h. Significantly, the worst in a sample of 10 drivers still achieved 4.66L/100km at 56.40km/h. The diesel is a torquey little unit and well capable of pulling the remarkably tall gears at low rpm that the shift point indicator frequently urges. The rest of the driving experience is pretty-much all Mini, meaning sharp steering, flat handling and a firmish ride.Hypermilers, or even regular drivers wanting to save the planet and not look frumpy doing so, need look no further.

Mini Cooper D Chilli

Engine 1560cc 4cyl, dohc, 16v t/d Max Power 80kW @ 4000rpm Max Torque 240Nm @ 1750-2000rpm Transmission 6-speed manual 0-100km/h 9.9sec (claimed) Price $37,350 On Sale Now

When is a minor facelift a disguise for heroic technical innovation? Easy – when it’s a second-generation Porsche Carrera 997. Under the blink-and-you-miss-it camouflage of new lights and exterior mirrors, different bumpers and larger air intakes, hides a compelling all-new direct-injection engine and clever seven-speed dual-clutch gearbox that ensure the new 911 is now the world’s cleanest, greenest supercar.

You won’t find a superior expression of miserly muscle than Porsche’s 3.8-litre Carrera S. With more efficient combustion and a higher 12.5:1 compression ratio, the mighty big-bore S now permits 7500rpm (up 200rpm) to push outputs to 283kW at 6500rpm and 420Nm at 4400rpm. Impressive increases of 22kW and 20Nm, especially when mated to the optional (an eye-watering $7000) PDK gearbox for a combined 10.2 litres per 100km fuel figure and just 250g/km CO2 emissions. Among serious performance cars, the S is only bettered by the even greener, marginally slower, 254kW, 3.6-litre Carrera’s 9.8 litres and 225g/km.And the latest S is incredibly quick, the performance instantly accessible and, in PDK guise, far more consistent than the balancing dance of clutch pedal, throttle and gearlever. Engaging launch control (part of the pricey $2980 Sports Chrono option pack) demands no more than selecting ‘Sport +’ on the console, left foot on the brake and mashing the throttle to the floor to send the engine revs to 6500rpm. Lift off the brake, a momentary pause before the rear tyres light up, and the Carrera S erupts. With the traction control and stability control minutely balancing wheelspin and adhesion, the Porsche hooks up flawlessly. We ran 0-100km/h in 4.5 seconds, 0-400m in just 12.5sec. That’s a massive 0.5sec quicker to 100km/h than the previous 261kW, manual-tranny S tested (Wheels, August 2007), and 0.3sec faster than the 309kW, all-paw Audi R8 to 400m. Furthermore, the times are repeatable: in four runs the variation over the 400m amounted to only 0.03sec, an impossible-to-duplicate level of uniformity compared to the standard three-pedal operation. Still …before automatically ticking the PDK and Sports Chrono boxes, there are a couple of negatives that diminish the appeal of the long-awaited dual-clutch 911. Porsche’s decision to go with an evolution of the old five-speed Tiptronic auto rocker-switch gear selectors on the steering wheel spokes makes no sense. Instead of the left-downchange, right-up paddle arrangement adopted by most manufacturers, you push either switch away to climb gears, or pull backwards to drop down a ratio. The cheap alloy-look plastic switches are so poorly positioned we preferred to use the edge of the right thumb knuckle to change up. In a week’s driving, shifting gears manually never became intuitive.Nor does the selector lever, symbolically sprouting from the console, offer an appealing alternative. Carrera Cup racing cars are set up correctly: you push forward to go down a ratio/pull backwards to go up, the opposite of the stupid set-up in the road-going S. All of which is a shame because otherwise this is a brilliant gearbox; quickly adapting to the driver’s style when you’re in assault mode, yet near flawless as an auto in Drive. Yes, it’s better, even, than the dual-clutch BMW and Ferrari systems, while matching the smoothness of the old auto.The ratios are essentially the same as the manual: fifth and sixth are identical, except the PDK gearbox adds a tall overdrive seventh (57.2km/h per 1000rpm versus sixth’s 40.3) to help achieve those eco numbers. When asked to lope along, PDK reaches the taller gears in less time and culminates in seventh. Go for the whip in the sport modes and downshifts are accompanied by a rev-matching blip of the throttle, while kick-down will drop top gear to second without visiting any of the intervening ratios and without any perceptible delay. Thankfully, the transmission won’t upshift at the 7500rpm rev limiter nor automatically downshift while in manual mode, unless you tap into the kick-down switch at the bottom of the throttle’s travel. Porsche expects PDK to be mandatory in five years, but we reckon the manual gearbox will remain, at least until the paddle complication is resolved.Beyond the engines, the supporting cast is brilliant. Porsche played with the 911’s dampers, springs, and anti-roll bars to deal with the extra power. All steel-rotor 911s now have 330mm brakes straddled by four-piston calipers all round. The $19,900 carbon-ceramics option, fitted to the test car, bumps the rotor size to 350mm and increases the front piston count to six per wheel. Given the price, I’m pleased to report these are probably the best brakes I’ve tested: quiet, progressive and linear, fade-free and exceptionally powerful.The driving experience is, predictably, pure 911: the car communicates constantly with the driver. The thin-rimmed steering wheel performs an interpretive dance in your hands, sharing with you its fascination for changing road surfaces, cambers, and grip levels, although, sadly, the variable-ratio rack introduced on the first-gen 997 lacks the on-centre immediacy of the 996’s steering. The PASM adaptive suspension, standard on the S, delivers a ride that is all-day comfortable without ever allowing body movement to intrude. However, tyre roar is excessive to the point of being tiring, the ever-bigger rubber (now 295/30ZR19 rears) constantly feeding a drone into the cabin. The 911 still doesn’t have the handling consistency or balance of the mid-engined Cayman, but the levels of grip and adhesion mean that any sane driver rarely employs all that power, at least on the road.Of course, it’s all still recognisably 911 inside that snug cockpit, though the centre console has been tidied, many of the fiddly little switches have migrated to the new touch-screen communications interface. Focused and familiar, it’s essentially business as usual.Sales of the 911 are down 56 percent so far this year, more a measure of the lousy economy than the quality of the car. Porsche has done it again and built a better 911.

Before you discount Audi’s A5 2.0 TFSI quattro as a small-engined base model (which it essentially is), consider the upsides. Most patently, at $79,900 it undercuts the V6 FSI quattro by nearly $20K.

And, if a four seems a couple of pots short of a proper sports coupe donk, factor in this particular powerplant’s ability to lay on 350Nm of turbo-assisted twist from 1500 to 4200rpm. Zero to 100 kays in 6.5 seconds and combined cycle economy of 7.5L/100km are two figures that attest that the entry-level A5 stacks up rather well against its direct Deutsch competitors. Take, for example, BMW’s 325i Coupe (6.9sec/ 8.4L/100km), or Mercedes’ CLK200K (9.9sec/9.1L/100km).In its freshen-up, the venerable Audi/VW 2.0-litre turbo gains a larger air-to-air intercooler and various friction minimising internal tweaks.And, once it has filled its lungs, the forced four provides evidence to support the spec-sheet story, delivering seamless thrust from low in the rev range, overlaid by a tuneful tailpipe note and turbo whoosh.The 2.0 TFSI debuts the dual-clutch ‘box in A5, and the seven-speed S-tronic ‘box marks clear progress in terms of shift smoothness and throttle tip-in response. Normal driving sees 60 percent of grunt sent rearwards via a mechanical centre diff, though rear bias can increase to 85 percent.However, by far this A5’s biggest drawcard is that by slotting a four in place of the V6, its MDS platform can finally live up to the claims it would banish Ingolstadt’s long-standing nose-heavy tendencies. The big coupe’s steering remains light and accurate, if slightly inert, but the A5 now turns in with vigour and offers front-end grip that you can confidently lean on.Better still, tick the $5850 S-Line package (sports suspension, 18s, sports seats…) and be absolutely certain you’ve bought the driver’s A5.

Audi A5

Engine 1984cc 4cyl, dohc, 16v, turbo Max Power 155kW @ 4300-6000rpm Max Torque 350Nm @ 1500-4200rpm Transmission 7-speed dual clutch 0-100km/h 6.5sec (claimed) Price $83,500 On sale Now

Aussies raised on the axiom that there is no substitute for cubic inches should drive VW’s new Polo.

The fifth generation sub-Golf model debuts a brand-new 1.2-litre turbocharged petrol four-cylinder producing 77kW at 5000rpm and 175Nm from an amazingly low 1500rpm through to 3500rpm. Thanks to its 1010kg weight, the 1.2 TSI is good for 76kW/tonne, motivates itself to 100km/h in a claimed 9.7 seconds, and delivers official combined-cycle consumption of 5.5L/100km. For historical perspective, a 1980 4.2-litre V8 Commodore produced just 87kW (for 69kW/tonne), did 0-100km/h in 10.3sec and drank 16L/100km.

However, there’s no denying that middle-age spread has beset the baby VW. Sharing its new platform with the Skoda Fabia and Seat Ibiza, the Polo is 54mm longer, 32mm wider and 14mm lower than the previous model, but, at 3970mm in length, does sneak under the four metre barrier. Front and rear tracks are 29mm and 30mm wider, respectively. However, VW’s engineers put the Polo on a diet and have dropped kerb weights by an average of 2.5 percent across the range. Illustrating the upward march of automotive classes, this Polo is about the same size and weight as the third-generation Golf.In Europe, Polo is available with seven petrol or diesel engines, but when Australian deliveries begin in April next year, VW will offer two petrols and one diesel. The pick is clearly the 1.2 TSI and it will top the local range.Available with either a six-speed manual or seven-speed DSG, the tiny four-pot is happy to trundle around at low rpm, but delivers its best in the meaty mid-range. Power drops off above 5500rpm, giving little reason to rev it to the 6000rpm redline.Either gearbox works well, although the DSG still has low-speed throttle sensitivity issues and lacks steering wheel paddles. It’s terrific on the move and keeps the engine zinging along on a wave of torque. But the manual is likely to be $1500 cheaper and with its slick, tactile operation and light clutch, gives the 1.2 TSI a more involving character.The new Polo doesn’t quite have the dynamic polish of the Mazda 2 or Ford Fiesta, especially when fitted with 15-inch wheels on 185/60R15 rubber. Some of the launch cars were fitted with optional 17-inch alloys with sticky 215/40ZR17 Dunlop Sport Maxx tyres and so equipped, the 1.2 TSI is infused with real sportiness and decent body control. But the Polo’s steering lacks any meaningful feedback.Refinement, however, is the strong suit, with muted engines and almost non-existent road noise. In fact, in terms of NVH, the Polo shames many small and medium cars.With the local launch still nine months away, VW Australia says pricing is far from finalised. The company is keen to keep the pricing structure as close as possible to the current range of $17K-23K. As a guide, UK prices have risen by an average of less than $1000.Five-door Polos arrive first, followed by three-door variants and a four-door sedan, with three- and five-door versions of the high-performance GTI (to be unveiled at the Frankfurt show in September) later in 2010.The left-hand-drive cars on the launch were built in Spain and had excellent quality, but RHD models will be built in South Africa — the source of some previous-gen Golfs where quality matched neither customer nor company expectations. Indeed, at the launch of the Golf VI, VW was delighted to point out that all Golf production had returned to Germany.The Polo brings a small car maturity to the light car class and it feels a generation and a half ahead of the old car. It may not match the handling of the Mazda 2 or Ford Fiesta, but it’s a more complete car than the 2, and from my launch drive, I’d argue it runs the class-leading Fiesta a close second. Only a Wheels comparo can confirm these suspicions but VW should confidently look forward to building on the 10.6 million Polos sold worldwide since the model’s 1975 launch.

VW Polo 1.2 TSI

Engine 1197cc 4cyl, dohc, 16v, turbo Max Power 77kW @ 5000rpm Max Torque 175Nm @ 1500-3500rpm Transmission 6sp man/7sp dual clutch 0-100km/h 9.7sec (claimed) Price $23,500 (estimated) On Sale April 2010

When you turn south from Scotland’s busy A82 to give your car its head down the eastern side of Loch Fyne, there’s a stirring combination of high-speed bends and varying surfaces which, taken fast enough, can test any car’s stability, body control, steering accuracy and noise suppression.

Why noise suppression? Because the noise these coarse-surfaced roads generate can make driving unpleasant, even in good cars. These were my thoughts as I turned south in the Evora, the first all-new Lotus in 13 years.

Within a few minutes the matter was decided. I’m not saying how fast we went, but I saw the three change-up lights on the tacho a few times in high gears, and we encountered plenty of those characteristic patches of worn-out bitumen that, at speed in the wrong car, sound like a controlled explosion under your wheels. The Evora rode them as if developed for no other purpose, supremely in touch with the road’s topography but shielded from the effects of its scabrous surface.For a new Lotus, especially a A$150,000 model, this matters. We’ve known for half a century that Hethel can do class-leading roadholding and brilliant steering, and combine such things with perfect body control in soft-riding cars. But what it’s not managed is refinement – and to this day that prevents many a Lotus owner from using the car for long journeys. The Evora changes everything. It has the traditional Lotus driving virtues, but now it stands ready to take you, a passenger and all the luggage you need, from Sydney to Adelaide in comfort.Lotus makes much of the car’s status as (currently) the world’s only mid-engined two-plus-two, believing that the Evora’s ability to carry a pair of 10-year-olds in the rear will make a big difference to sales. Actually, much larger adults can squeeze in there for short rides, too. But for the most part the rear compartment will probably provide easy space for jackets and briefcases, a big problem for less spacious cars with mid-mounted engines.The Evora is a car Lotus engineers have wanted to build for years, because it answers one burning question: can the Elise’s pioneering bonded aluminium ‘tub’ chassis, emulated nowadays by the likes of Aston Martin and Morgan, progress to even greater things? You feel the benefit of the car’s improved rigidity with every kilometre you drive.All of the Evora’s running gear is from the top drawer, including the suspension (see breakout), hydraulically power-assisted steering rack by TRW and bespoke four-pot brake calipers by AP Racing. And all components get careful Lotus tuning.Lightweight components are used all over the car (even the flat-bottomed steering wheel has magnesium innards), but the claimed kerb weight of 1382kg is no better than Porsche’s steel-chassis Boxster S. That just shows how hard it is to contain weight in cars that must offer plush trim, lots of chassis electronics, sat-nav and a premium hi-fi.Lotus makes much of its closeness to Toyota, once its part-owner and now the provider of the Evora’s all-aluminium 3.5-litre V6. Hethel receives the V6 in a crate, but fits its own 32-bit engine management processor, changes its outputs and rev limits, fits a bespoke exhaust system and mates it to a six-speed manual gearbox (also by Toyota) which the maker doesn’t even use with this engine. The result is stunning, and does much to underscore the Evora’s efficiency. It emits just 205g/km of CO2, delivers 9.4L/100km on the combined cycle (and, more importantly, 8.7L/100km in real-world use) yet it can hit 260km/h flat out and sprint from 0-100km/h in about 5.0sec.Open the door and you’ll find none of the difficulty an Elise presents to entry. There’s still a sill, but it’s 20mm lower, while the hip point is a little higher. The thin but delicately contoured Recaro buckets are perfectly shaped, and there’s plenty of headroom above and elbow space on either side.The interior is leather-trimmed and the good quality of its materials is instantly obvious, though it lacks the perfection of Porsche in the fit of its panels and straightness of its edges. These are early cars, says Lotus.There’s none of the find-the-button routine of other cars: you just twist the key and it fires. There’s a zing in the engine that is instantly un-Toyota, and a promising bark from behind. The clutch isn’t heavy, but it bites with precision and the Evora moves away with the alacrity of an Elise. You have an instant impression of mid-range torque.As the engine warms, you rapidly learn how easily the gearlever moves in its compact gate, how closely the six ratios are stacked, and how the induction rasp gets more serious above 4000rpm as the inlet tracts change length in favour of top-end power. The optional Sport button on the dash sharpens throttle response, lets you use an extra 400rpm (7000rpm against 6600) and tames intervention from the electronic diff and traction control, but the truth is that if you thumb it, even in the wet, all you’ll feel are the engine effects. Riding on 18- and 19-inch Pirelli P Zeros, the Evora has reserves few drivers will fully explore.Most owners will never need the standard chassis electronics (ABS, traction control, brake-force distribution, electronic diff), let alone the full ESP that is coming with the US-market Evora next year. Lotus set out to create a chassis so capable and intuitive that it just doesn’t need help in any but the most extraordinary situations. The sweetly weighted steering has class-leading, razor sensitivity, especially at the straight-ahead.How does the Evora behave at the limit? Well, its party trick is neat power oversteer in tighter curves, provided you remove all electronic aids. But the truth is, it just goes where you point it. You might taste a hint of understeer if you arrive hamfistedly fast and brake too late into a tight bend, but even then the wonderful brakes, bristling with feel and power, will probably wash away your excessive speed.Despite the Evora’s storming 0-100km/h time, the performance doesn’t really come across as explosive. But it does seem relentless. The engine, which is as loud as legislation allows, builds thrust in partnership with a well-bred yowl from around 2800rpm, until it is giving its best beyond 4500rpm. The Sport button allows you 7200rpm momentarily, then 7000 thereafter. Without Sport, it cuts out 400rpm lower.Bottom line? The Evora is instantly impressive. It’s extremely quick, but it rewards smoothness and accuracy. New and different the Evora may be, but one immutable fact reigns above all. It’s a real Lotus.

Lotus Evora

Body composite, 2 doors, 4 seats Drivetrain mid-engine (east-west), rear-drive Engine 3456cc V6, dohc, 24v Power 206kW @ 6400rpm Torque 350Nm @ 4700rpm Transmission 6-speed manual Size l/w/h 4343/1848/1223mm Wheelbase 2775mm Weight 1382kg 0-100km/h 5.0sec (estimated) Price $149,990 (2-seater), $156,990 (2+2) On sale September

Audi’s TT has been on a gradual path of self-improvement.

The first generation looked the part, but never delivered as a driver’s car. The second generation gets closer and the recently arrived TTS is enough to make the Porsche Cayman sit up and take notice.

Now we have the brawniest TT yet, one complete with an RS badge and 250kW from the firm’s first five-pot engine since the original, legendary Quattro. So has the RS team worked that same magic that transformed the ordinary S4 into the sensational RS4? And can any TT really be worth $140,000?These questions take a back seat at first, though, because the RS just seems keen to make the point of how different a 250kW TT feels from the already pretty brisk 200kW S.The TT traits are still there, but now it all happens with added urgency. Yes, the RS is a TT like no other, with the pace to not only outpunch a Cayman S but also trouble a 911 Carrera. It’ll do 0-100km/h in a claimed 4.6sec and, if you pay extra, an unrestricted 280km/h top speed.What’s also immediately apparent, is the feistiness of the engine. A ‘sport’ button moves the throttle map to a more aggressive setting and opens the bypass flaps in the twin oval exhausts. With it pressed, the TT RS is not for the shy and retiring and marks a welcome return of the distinctive five-pot thrum to the Audi stable.It’s a charismatic engine that wills you to get the most from it. With 450Nm available from 1600rpm all the way to 5300rpm, the TT RS will pile on the pace regardless of engine speed or gear.To handle beefier outputs, Audi has toughened the six-speed gearbox (manual only for now, although there are rumours the company is working on a dual-clutch version).There are faster cars than the TT RS, but across narrow roads with odd cambers and tightening apexes, the list would be short and include serious names like the 911 GT3. What makes the TT RS so quick? In part, it’s that engine and its flexibility, and in part the car’s size, but also the ease with which it can be accurately placed on the road.As with the transmission, the steering is recognisable as that of a regular TT, but with more weight and less slop. And the turn-in on the lower, stiffer suspension is more immediate and grip levels are higher. Thanks to all-wheel drive, the TT RS will only break traction in the dry when exiting the slowest corners, and even then only in first or (occasionally) second gear.As a tool for hacking across challenging backroads, then, the TT RS is effective. But is that enough? What unifies the old RS4 and R8 and places them beyond the regular Audi range is a lightness of touch that makes them engaging when driven hard.That and the fact that with the RS4, Audi turned rear-drive stalwarts into quattro converts.As capable and brisk as the TT RS is, it’s a disappointment to discover that it hasn’t inherited the RS4’s rear-biased torque delivery (in normal circumstances 85 percent of the drive is sent to the front). Pushed hard, the TT RS behaves like a well-controlled and agile but resolutely all-wheel-drive Audi, and as such, it doesn’t offer its driver much in the way of interaction. You drive up to the limit of front-end grip and that’s about it. Dial in more power and it just understeers. The only way to get any rear-end movement is to come off the throttle sharply on the way into a corner. Perhaps I was expecting too much, but the TT RS behaves much like a regular TT with the wick turned up, and that’s not the transformation I’d hoped for.Nor does the TT RS take well to the sort of bumpy roads it will face in Australia. The ride does its best to keep the worst hits from crashing into the cabin, but the body is constantly jostled by smaller imperfections, producing a restless fidget. This is not so much of an issue for grip or comfort, but the restlessness distracts from the job of actually driving the thing. And again, Audi has demonstrated with previous RS models that it can make a performance car ride with decent composure.So has Audi stepped up to the mark and delivered an all-conquering driver’s machine in the TT RS? One thing is for sure: by borrowing an engine from VW (the five-cylinder unit is used in atmo form in the US market) and strapping on a turbocharger, it has unleashed a cracking powerplant.However, the engine is so boisterous that it tends to dominate the rest of the car. Steering, handling and gearchange — while perfectly good — do not match the charm or character of the engine.What we’re left with is an extremely brisk and agile TT, but one not as beguiling as some of Audi’s more recent RS products, making the premium over the TTS difficult to justify.

Audi TT RS

Engine 2480cc 5cyl, dohc, 20v, turbo Max Power 250kW @ 5400rpm Max Torque 450Nm @ 1600-5300rpm Transmission 6-speed manual 0-100km/h 4.6sec (claimed) Price $140,000 (estimated) On sale Fourth quarter

Occasionally a car comes along that completely sabotages your best efforts to like it. Exhibit A: the previous-gen Audi S4.

On paper, its free-revving V8, sports-tuned chassis and four doors sounded tempting. Then you experienced the remote, feel-free steering, the nose-heavy cornering stance, brittle, edgy ride, and suddenly parking it overnight in downtown Baghdad was a tempting proposition. Its CV suggested professional athlete, yet the reality was a dumb jock with a learning disorder who cried in chick flicks.

Thankfully, the ghosts of the past are largely exorcised in this, the latest generation of Ingolstadt’s most sporting mid-sizer below the RS. For the uninitiated, this is Audi’s retort to BMW’s 335i; a focused sports sedan aimed at keen drivers who aren’t sufficiently committed or cashed up to stretch to an M3 … or RS4, if those non-multi-tasking types at Quattro GmbH ever get around to building the next generation one.The most obvious departure here from the previous model is the engine. Gone is the 4.2-litre V8, replaced by a warmed-over version of the 3.0-litre supercharged V6 first seen in the recently revised A6 range.To continue the nomenclature nonsense created by rival BMW, Audi sticks V6T badges on the flanks in a baffling attempt to suggest there are turbochargers, rather than a Roots-type supercharger, lurking under the snout. Never mind, the fact is the new blown V6 is slightly down on power compared with the old V8 (245kW v 253kW) but compensates with a far more muscular torque curve (440Nm from 2900-5300rpm) and reduced thirst (9.4L/100km). Transmission? Anything you like, as long as it’s a seven-speed dual clutch.Any lament for the V8’s cultured warble is quickly forgotten when tapping into the new V6’s reserves. It digs in with far greater stoicism from middling revs, yet still spins eagerly into the upper reaches. It preserves all the expected qualities of smoothness and general refinement, with only a slight low-revs drone when cruising drawing unwanted attention. Held wide open through the rapidly plucked gears, the S4 feels seriously swift rather than ridiculously rapid. Audi claims 0-100km/h in 5.3 seconds for the 1685kg sedan, but the more pressing question is: will it stay with the twin-turbo 335i? The definitive test awaits, but with the Audi packing an extra 20kW and 40Nm, but penalised by an additional 75kg, it’ll be close.More telling will be the issue of dynamics, because it’s here the S4 really redresses its previously dead-ordinary game. Although this claim does come with a couple of provisos — the launch in Queensland only gave us the chance to drive an example equipped with the rear limited-slip sports differential packaged as part of the $6700 ‘drive select’ option. The effects of the sports diff feel pronounced as soon as driving intensity rises, but first you need to configure your preferences for steering assistance, level of electronic damper control and gearbox shift speed, which some owners may love, but I reckon is more a marketing affectation than a genuine breakthrough for keen drivers.The steering has reasonable weight and directional sense in the most dynamic mode, but never feels entirely natural or organic. Much better is the body control, which remains resolutely poised through fast undulations, while the suspension blots up big hits and rarely allows crash-through.Yet it’s the sense of improved balance and greater involvement of the rear end that really stands out. The sullen nose-heaviness of the old model is gone, replaced by more eager turn-in and loads less understeer. Push the chassis hard and the benefits of the sports diff are felt with small but agreeable levels of rear-steer, and power-down traction on wet roads that would leave a 3 Series driver either sideways or in an ESP-flashing frenzy.Then there’s the cabin, which is more stylish and better detailed than the slightly dour 3 Series effort. But whether S4 can woo 335i buyers is a question for another day. Right now, what’s important is this is a proper Audi sports sedan that will never ask you to pass it a tissue in a Jennifer Aniston film.

Audi S4

Engine 2995cc V6, dohc, 24v s/c Max Power 245kW @ 5500-7000rpm Max Torque 440Nm @ 2900-5300rpm Transmission 7-speed dual clutch 0-100km/h 5.3sec (claimed) Price $118,900 On sale Now

Skoda Australia has recast and re-jigged its Octavia range to coincide with a minor facelift.

Be it liftback or wagon, the Octavia remains a pretty dour-looking car. No surprise, considering the exterior changes are restricted to little more than headlights, tail-lights, bumpers, alloy wheels and badge fonts.

Inside, there have been minor adjustments, but it remains familiar Skoda fare; functional rather than fashionable, spacious and imbued with VW build quality. Pretty good, then.Octavia shares its mechanical underpinnings with Golf V and there’s been some fossicking around in the communal parts bin for this makeover.From yesteryear comes an eight-valve 1.6-litre four-cylinder petrol engine. The primary purpose for its introduction is to drop Octavia’s entry price by $3000.At the opposite end of the technology spectrum is a new seven-speed dry clutch DSG gearbox, which plugs into the excellent 1.8 TSI (turbocharged) four-cylinder, giving it an auto option here for the first time. The TDI 2.0-litre turbo-diesel continues unchanged.Dumped are the 1.9-litre turbo-diesel and 2.0-litre normally-aspirated petrol engines, the Ambiente and Elegance trims and the wagon’s 4×4 drivetrain (although it lives on in the high-riding Scout).The 1.6 is now the equipment starter, but hardly a pauper pack. The TSI and TDI are a little better off. Commendably, all models continue with six airbags and stability control.Skoda committed to the 1.6 when diesel fuel pricing was skyrocketing. The irony is that as an economy option the 1.6 doesn’t really stack up, as it has the worst fuel figures of any engine in the range.Its 75kW and 148Nm don’t promise much, either. Nor does the five-speed manual’s claimed 12.3sec 0-100km/h (14.3sec for the six-speed auto). But the reality is, the 1.6 gets along okay. It is flexible enough to handle urban sprints and country cruising. Heavy throttle use is mandatory but, thankfully, engine noise is not too intrusive.Across the range, the Octavia rides most imperfections with surprising control and comfort. Handling is predictably benign, steering remote yet fuss-free. It is a car at home on Aussie roads.The TSI is clearly superior to the 1.6, apart from its preference for 98 RON fuel. Quieter, cleaner, more responsive and truly capable of coping with a kerb weight range beyond 1500kg, it adds up to a convincing package when accompanied by a DSG transmission and mid-$30K pricing. So convincing, in fact, the Bulmer clan has just climbed aboard a 1.8 TSI DSG wagon long-termer for the remainder of the year.

Skoda Octavia 1.8 TSI DSG

Engine 1798cc 4cyl, dohc, 16v, turbo Max Power 118kW @ 4500-6200rpm Max Torque 250Nm @ 1500-4500rpm Transmission 7-speed dual clutch 0-100km/h 7.8sec (claimed) Price $33,790 On Sale Now

Identifying the most attractive Kia used to be like trying to find a swimwear model at a Jenny Craig meeting: plenty of candidates, but most with bulges and creases in all the wrong places and nothing you’d really want to see in high-gloss detail. Well, until now that is.

The Cerato Koup is easily the sexiest piece of metal to ever roll out of South Korea. It smacks of ‘sports’ even parked kerb-side. Problem is, Kia seems to have forgotten to actually fulfil the promise of the low-slung stance and sports car sheetmetal.The Koup is based on the torsion-beamed Cerato sedan, although it’s lower, shorter, stiffer and around 20kg lighter than its four-door brother. Any definitive dynamic assessment will have to wait for a drive on Aussie roads, but the suspension tune felt of the super-stiff springs and damper variety, rather than subtle chassis brilliance. Turn-in, however, was keen and the hydraulic steering reasonably quick and accurate.My biggest single gripe lies with the 2.0-litre four-cylinder petrol engine and four-speed automatic drivetrain combo (the only one available on our drive; a five-speed manual will be offered). Peak outputs of 115kW/194Nm look competitive, but max torque isn’t achieved until 4300rpm, and the 0-100km/h jog takes a lazy 10 seconds.But it’s the gappy four-speed auto that’s really frustrating. Second gear stretches out to 125km/h, which in the real world means there is no kick-down at traffic speeds. Spot the gap, punch the throttle at 50-60km/h and hope the taxi zeroing in on your rear bumper has good brakes because you’ll be languishing in the torque-free zone below 3000rpm in second gear, going nowhere fast.But perhaps that’s not the point. We’re expecting the Koup to land here from a very sharp $26K, and while the model mix is yet to be finalised, we’re expecting two grades, with the entry-level version offering 16in alloys, four airbags, ESP and keyless entry. The top-spec model should add 17s, six airbags, climate control and parking sensors.So, if dynamics aren’t a priority, here’s a slinky body offering plenty of fruit at a bargain price. It even looks good in a bikini…

Kia Cerato Koup

1998cc in-line 4, dohc, 16v 115kW @ 6000rpm 194Nm @ 4300rpm 4-speed automatic 10.2sec (estimated) $26,000 (estimated)

The first 3 MPS, launched here in 2006, was a bit like most politicians: conservatively-dressed, offering candy (in Mazda’s case, searing turbo grunt), then literally ripping it from your hands when pressured to make good on those promises. Over 1500 people voted for it anyway, but many were swayed by more democratic candidates.

For its second tilt at the polls, Mazda has done much to address the 3 MPS’s two biggest criticisms: torque steer and design conservatism.In the previous generation, a flattened right foot resulted in a sharp crack on white knuckles; the torque steer palpably reinforcing the MPS’s segment-leading front-drive power. The throttle needed judicious moderation to harness the engine’s 190kW and 380Nm. For this new wild child, sanity prevailed and Mazda hasn’t increased power or torque, but rather played with the delivery and introduced some trick tech, and the resulting balance between diff, drive and grip is much sweeter.The local launch was held at the Sutton Road Driver Training Centre near Canberra; its old, undulating circuit built to mimic the worst Aussie roads, and used by Mazda to shake down its successful 3 MPS tarmac rally cars.And this punishing track served to highlight a chassis built to blitz bends and scorch straights.Nail the throttle in a second-gear bend, and the new car’s revised diff and shrewdly-calibrated stability control work in concert to pound down the power. There are still traces of understeer and tugging through the wheel, but it’s vastly more polished than its predecessor.Standing starts are still quicker with ESP on, but the wheel now doesn’t try to tear free of your grasp, and the lighter (though still meaty) clutch and throttle are easier to balance.Gear ratios and synchros have been revised for more fluid shifts from first through fourth, and the shifter itself is physically closer to the driver although, thankfully, there’s now proper elbow clearance above the centre console.The brakes are a standout, with little fade evident and decent feel through the pedal, and under hard braking the front suspension barely dives.Damper settings are five percent softer in the front but eight percent stiffer in the rear, and larger anti-roll bars front and rear increase roll stiffness and reduce understeer.Body and suspension rigidity is also much improved, meaning body control is taut and reassuring on rough roads, and there’s virtually no kickback over corrugated bitumen. The trade-off here is a stiff-legged urban ride.The steering is well weighted (if a little remote, especially when the diff is juggling the full 380Nm) and new, wider 225/40R18 Dunlop SP Sport rubber produces less chatter than was evident in the previous MPS, although tyre noise remains an issue on coarse-chip surfaces and above 80km/h (even though Mazda claims both NVH and wind noise have been reduced).And, for a sports variant, the MPS is incredibly well-specced. Despite all the added tech, the base car’s price has been cut by $300, to $39,690. The Luxury version adds bi-xenons, full leather, Bose stereo, rain-sensing wipers and adaptive headlights for $43,290 (now $400 cheaper).The Q-car appearance of the previous 3 MPS was a good idea in theory, but with more than $9K separating the base MPS from the SP25, the punters told Mazda they want the world to know that they’ve bought the bad-boy boosted version and Mazda has obliged. The tough-guy stance and banzai bodykit certainly get noticed, but the bonnet scoop is also functional, feeding air into the (carry-over) top-mount intercooler.The swoopy new sheetmetal has also reduced the MPS’s drag coefficient by 0.02 to 0.32, helping shave 0.1L from the ADR figure to achieve 9.9L/100km.Although still wild at heart, this newly polished, better balanced 3 MPS deserves your hot-hatch vote.

Mazda 3 MPS Luxury

2261cc 4cyl, dohc, 16v, turbo 190kW @ 5500rpm 380Nm @ 3000rpm 6-speed manual 6.1sec (claimed) $43,290