Does anyone else out there think wagons are pretty sexy looking?

Well, not all wagons.

There wouldn’t be too many teenagers pinning VT Commodore posters on their walls (do kids still do that ?).

But check out the new station wagon version of the Cruze and suddenly Holden’s small car starts looking pretty good; much sleeker and better resolved than the blocky sedan or sadly truncated hatch.

A substantial 157mm longer than the hatch and 60mm longer than the sedan, the Sportwagon’s luggage space climbs to 500 litres with the rear seat in place (445 litres sedan and 413 litres hatch). Split-fold the 60:40 rear seat and that grows to 1478 litres.

The Sportwagon comes in two specifications – CD and CDX. The former is available with both the 1.8-litre petrol four-cylinder ($25,790) and 2.0-litre turbo-diesel ($29,790). The CDX is only available with the 1.8 ($29,040).

The sole transmission choice is a six-speed auto. The obvious missing ingredient here is the 1.4-litre turbo-petrol engine, which is offered with the locally built sedan and hatch. But the Sportwagon hails from Korea, and plugging that engine into the small Australian production run wasn’t possible.

So you pay the premium for the 120kW/360Nm diesel, or put up with the 104kW/176Nm 1.8, which, in a brief two-up minimal-luggage drive, felt a bit sluggish.

Despite the longer body and a little more kerb weight, the wheelbase is the same as the sedan and hatch, so the handling and ride combination remains familiarly competent, inspiring neither antipathy or affection.

Hey, to my eyes, though, at least it looks good…

Lack of a centre-rear seat? Fixed. New 650Nm, 7.0L/100km twin-turbo diesel? Excellent. Odd steering sorted? Unfortunately not. Audi’s MY13 A7 delivers most of the things an MY12 owner might wish for, plus some bonuses, but the steering’s still a bit weird.

The biggest news for this year’s A7 – and the MY13 A6, both in showrooms as you read this – is the most-powerful, torquiest, and quickest variant yet – the 230kW, 3.0-litre Biturbo diesel V6.

The workings of its sequential twin-turbo system are almost as impressive as the 650Nm on tap from 1450-2800rpm. A pair of water-cooled turbochargers – one small, one large – are plumbed in series. That is, the smaller one feeds the bigger one. At first, the small turbo feeds the engine (as much as 3.2bar!), but from 2500rpm a valve connecting the turbos lets the variable turbine geometry primary begin feeding the secondary. Between 3500 and 4000rpm the valve opens wide, and only the larger turbo operates.

A sound actuator, which amounts to a speaker of sorts in the exhaust system, does its thing when ‘engine sound’ is set to dynamic via the Drive Select system. It superimposes a ‘defined oscillating pattern’ over the engine’s exhaust, resulting in a more substantial note. But the oiler’s tune is a bit like your average 2Day FM hit – the vocals sound marginally better with synthesised effects, but it’s not real music.

In comfort mode, the A7’s steering is light, the transmission’s eager to slot the torque converter auto into eighth, and ride quality is reasonably comfortable. The A7’s steering is its least impressive quality. It suffers from lost motion just off centre, is artificial, with little feel, and its self-centring effect is weak. It makes it difficult to know how much lock is dialled on, or how much grip there is, which is a pity, because the 255/40R19 Goodyears provide plenty.

There’s a sensation of understeer, in part created by the steering, but mostly because of the nose-heavy Audi’s understeer. But trail-brake, and get turn-in out of the way, before deploying twin-turbo shove via the sport differential, and AWD to quell mid-corner push, and this quicker, five-seater MY13 A7 is its own brand of fun.

OCCASIONALLY the backstory is more intriguing than the subject itself. Welcome, then, to the fall and rise of the Pulsar, dormant after seven long years of the spectacularly unsuccessful C11-series Tiida.

The latter came along because previous Pulsars had long struggled in Europe against the Golf and co, forcing Nissan to pitch – and finally strike gold with – the Dualis/Qashqai crossover instead.

But discontinuing Pulsar spelled trouble for the Australian arm. Apparently the behind-the-scenes battle against releasing the too-small Tiida with its oddball looks and silly name. But Japan insisted. And buyers avoided it in droves.

Now here’s where the plot thickens: Nissan reckons Aussies still revere the Pulsar badge, so it now adorns two different (and bigger) beasts – the fussy and formal four-door sedan, codenamed B17, featured here and on sale now, and the shapelier five-door hatch, known internally as the C12 (coming in July). Both are built in Thailand.

With its mini-Maxima styling, the Sedan is designed mainly for Chinese and US tastes, and hails from the old Sunny/Sentra line.

Meanwhile, the Hatch is really the redesigned Tiida, created for Asia and the Americas, where the old car was a hit. Go figure.

Compellingly, the base ST kicks off at $19,900 (a price associated with Pulsars of yore) and includes six airbags, cruise, and alloys.

Subjectively, its interior feels massive, mainly due to a cab-forward silhouette and the extended roofline. The upshot is a humungous back-seat area, with generous leg and head room, and a boot big enough to substitute for Italy.

But boo to no folding backrest. Shrugging off the reduced cargo-carrying versatility, Nissan claims it slashes cabin-noise intrusion … a fact helped out by a lighter yet 20 percent stiffer body compared to the Tiida.

Unfortunately, our pre-launch drive was restricted to several controlled laps around the Anglesea proving ground, followed by a few fast turns through witches hats, so a refinement verdict will have to wait.

What was obvious from the onset is how eager and alive Nissan’s revvy new 1.8-litre twin-cammer feels, delivering energetic and smooth off-the-line acceleration as well as strong mid-range responses, whether allied to the swift-shifting six-speed manual or ‘next-gen’ CVT.

On first impression, the auto dishes out seamless and speedy upshifts, sidestepping the usual CVT drone and lag drawbacks, except when the driver really wants to press on.

Otherwise, convention reigns supreme underneath – MacPherson struts up front, a torsion-beam rear end, and electric rack and pinion steering – but the Pulsar Sedan can hustle anyway.

On first acquaintance then, the reborn Pulsar Sedan’s spirited performance, spacious cabin, value pricing, and decent dynamics make for a compelling proposition.

Whether it – and the upcoming five-door Hatch – can outsmart the bestsellers is now the real story. Stay tuned.

Previous Outlanders have never been standout performers in the increasingly competitive medium SUV segment, but they’ve sold solidly due to their appealing seven-seat practicality and good value.

The latest, improved Outlander continues in both two- and four-wheel-drive versions and finally gets a diesel, a smooth and quiet new 110kW/360Nm 2.2-litre intercooled turbo four with pleasing driveability and combined fuel consumption of 5.8L/100km.

Happily, too, it’s linked to a six-speed automatic, which outshines the CVT used with Outlander petrol engines.

Other engine choices are a (new-to-Outlander) MIVAC 110kW/190Nm 2.0-litre petrol four which, in manual form, returns excellent 7.0L/100km economy. The MIVAC 124kW/220Nm 2.4-litre petrol is carried over.

Also fixed with the all-new range are past areas of criticism, namely interior quality, and most NVH issues.

Outlander project leader Mitsuyoshi Hattori acknowledged the need to improve active safety, and the new model is more assertive dynamically without an annoying trade-off in ride comfort.

Its progress over gravel roads or pockmarked bitumen is firm but well controlled. Despite engineers conducting driveability and NVH tests in Australia, tyre roar on coarse-chip bitumen is obvious in all Outlanders.

The safety gear adds up to a five-star ANCAP crash-safety rating.

Space isn’t compromised, even with seven seats. The two pop-up dicky seats, now with standard-sized seat cushions, pull out easily and are put away just as simply. They’re more than cosy enough for kids.

The regular rear seats are surprisingly comfortable for long-legged adults with lots of knee, leg and head room. The versatile split-fold seats can be arranged to optimise loads/people, too.

There are three variants: entry-level ES, mid-range LS and the well-equipped Aspire.

All models have a full-sized spare but it’s under the cargo floor area (to open up more space for that third row of seats).

A plug-in 4WD hybrid variant with twin electric motors will be here mid-year.

The new Range Rover is so quiet I can hear the leather creaking, and I can’t decide if that’s a flaw or a feature.

The driver’s door panel has a creak, so does the passenger-side dashboard, and there’s one in the back somewhere. But they’re so soft and somehow pleasant I wonder if they’re deliberate aural accents.

Land Rover uses the term ‘serene isolation’ to describe the Range Rover’s cabin ambience, and it takes just a few kilometres behind the wheel to realise it’s no idle boast.

Equally impressive is that Land Rover achieved this while shedding up to 420kg from its iconic SUV. This fourth-gen Range Rover is the first with an all-aluminium body structure (monocoque and body panels) which accounts for just under half the weight loss alone.

Even so, the SDV8 we drove still weighs a hefty 2360kg; far from anyone’s definition of lightweight. Still, the weight reduction has a noticeable impact on handling, performance and economy.

The previous model’s 4.4-litre turbo-diesel V8 and 375kW supercharged petrol V8 are carried over, the former with 20kW more for a total of 250kW, thanks to intake and intercooler modifications. The aspirated 5.0-litre petrol V8 version has been dropped – although it’s available overseas and so could turn up later.

A less powerful 190kW, 3.0-litre turbo-diesel six from the Discovery and Range Rover Sport has been added to the line-up; Land Rover says the core vehicle’s weight loss made this engine practicable.

The 4.4-litre turbo-diesel V8 we drove isn’t short of urge just off idle or anywhere in its rev range, as you’d expect with 700Nm from 1750rpm.

Six-piston Brembos are standard on all models, and are a little eager initially, but nicely linear beyond that. New SLA front and multilink rear suspension geometry is supplemented by air springs and active dampers at all corners, and the ride-quality improvement is appreciable.

This high level of ride compliance doesn’t come at the expense of handling competence. Weight-loss and the suspension overhaul should take most of the credit for transforming the big Rangie into a vehicle that’s now more enjoyable to punt.

Admittedly, a 2360kg Range Rover is never going to be the car for a Sunday-morning blast, but this latest generation is far from a Titanic in the turns.

This aspect, more than any other, was Range Rover’s Achilles’ heel against its German rivals.

Now, Land Rover’s last word in luxury motoring has no obvious weakness, no glaring deficiency. Such holistic competence must mean that creaking leather was deliberate after all.

Remember Peter Weir’s The Cars That Ate Paris? Evidently VW doesn’t.

At the latest model’s local launch, the presentation included a menagerie of Beetle movie montages … without a single reference to the 1974 Aussie classic.

For those not into low-budget camp horror, an early Bug brandishing spiky armour sets out for Vee Dub The Impaler-style revenge on the eponymous NSW town’s murderous residents.

Now, VW’s oversight is ironic, because butching up the modern Beetle’s twee image was priority die nummer eins for this, only the third in 75 years.

To that end, VW has fashioned a longer, lower, and proportionally truer post post-modern Beetle to the rear-engined Type-1 original.

Minus the spikes, of course.

Both a ’60s example and a Baja beach buggy served as muses for the Wolfsburg designers during the Bug’s 2008 development.

Maybe that’s why the now-steel (instead of plastic) guards can be unbolted.

Inside, the winning American proposal continues with the aggressive retro evolution.

From the slabby dash, with its quaint lidded compartment, to the ceiling curvature and upright windscreen that’s no longer on the distant horizon, the result is more Beetle-mania; less Beetle-feign-ier.

Hard plastics still predominate, but VW’s well-oiled switchgear ups the Bug’s ambience away from its predecessor’s scratchy cheapness.

The seats, driving position, ventilation, ergonomics, and instruments are all first class; the repositioned pillars offer improved vision; there’s no more vase; and that weird windscreen-fishbowl effect is history.

In true old-school Beetle Deluxe fashion, the 118TSI is quietly loaded, with climate control, Bluetooth phone/audio streaming, parking sensors, cruise, cornering lights, a hatch spoiler, and 17-inch alloys.

Underscoring the Beetle’s newfound maturity is VW’s rorty 118TSI Twincharger drivetrain, starring a seamless turbo and supercharger double-act, for stirring step-off performance, and supported by a sizeable torque band to help hit the overtaking high notes with ease.

While most buyers will happily settle for the snappy seven-speed DSG – featuring hill-start assist for fewer jerky take-offs – VW’s seemingly Teflon-coated six-speed manual is just a joy, and backed up by beautifully measured clutch and braking actions.

But this latest Love Bug lovefest hits stormy waters the moment the smooth road surface wavers.

Question. Why has the Beetle just caught up with the 2003 Golf V’s PQ35 platform … minus its sophisticated multi-link rear end?

While the steering and front end are willing tools that a keen driver can call upon to accurately point and shoot with, the torsion beam rear fidgets like a surly teen on anything less than the very best billiard-table bitumen.

Even on the standard 17s, both the body control and ride lack discipline and suppleness when pushed.

Why buyers of VW’s heritage icon are treated so contemptuously is baffling.

Still, the vastly improved Beetle is a likeable car.

Our advice is to stick to 17s and smooth roads, or buy a Golf and a ’70s Superbug classic with the change.

I am a Luddite.

I have clutched with feverish intensity to the good ole days of atmospheric engines that used cubes to create performance rather than embrace the emerging era dominated by snails and superchargers.

Mine was a purist’s affection based primarily on engine response and aural delights. But now, having driven the new Audi RS6 Avant, I must acknowledge that my cubic fixation is no longer justified.

Forced induction now not only holds significant advantages in specific outputs (power and torque per-litre), low-rpm driving and real-world fuel economy, but turbocharged V8s like the RS6’s 412kW monster also deliver superb soundtracks and the engine response high-performance drivetrains deserve.

Neither is the equal of a free-breathing V8 (6.2-litre V8 in the Merc SLS and 4.0-litre V8 in the BMW M3 are two that come to mind), but it’s close enough that holding to my previous beliefs is no longer defensible.

The RS6 wasn’t the first twin-turbo V8 to win my grudging respect; that was the Mercedes-Benz E63 AMG with the optional 410kW power kit.

But the RS6 proves the Merc was no fluke. Twin-turbocharged V8s rule the high-performance executive saloon world, and with good reason.

The RS6’s new 4.2-litre twin-turbo V8 replaces the old model’s twin-turbocharged 5.0-litre V10. Despite losing 14kW peak power (now it has ‘just’ 412kW) it is a significant real-world advance.

For starters the smaller engine has 50Nm more torque and yet is 30 percent more fuel-efficient (9.8 v 14), partly thanks to cylinder deactivation. The engine is also 50kg lighter, which is a fair chunk to remove directly over the front axle, and notably benefits front-end reactions and steering feel.

This more modern engine also tears seven-tenths of a second from the 0-100km/h time, now 3.9 seconds, catapulting the RS6 ahead of its main rivals because it doesn’t suffer the tractive challenges of rear-drive.

On wet roads it is possible to notice the rear tyres slip when flooring it from a standstill, but the RS6’s quattro all-wheel drive quickly brings the front axle on-tap and the scenery soon blurs.

Overall the RS6 is 100kg lighter than its impressively quick predecessor, yet is marginally longer and wider, and rides on a 70mm longer wheelbase. For the first time on an RS6, air suspension is standard.

The RS6 also gets the S8’s 8-speed torque convertor auto to go with its new engine, its shift times improved to impede the wagon’s brutal acceleration as little as possible.

This is a seriously quick performance car with few drawbacks.

It is as much fun in the twisties as it is on the straights, and has all those wonderful aural accompaniments — gravelly engine note, trailing throttle backfires, up-change overrun — that elevate the experience beyond the mere thrilling to truly exhilarating.

And the best bit: The 2013 RS6 will carry a $230k price tag when it arrives in Australia in November, $47k less than the previous model’s 2008 launch price.

That’s line ball with the M5 which it beats for acceleration and economy.

And don’t forget the practical benefits of the wagon body style – and the sleeper cred it brings.

Do buyers of SUVs place much importance on razor-sharp handling, or are there more pressing priorities?

Toyota has decided that the new fourth-gen RAV4 should wear myriad changes – mostly positive – including more evolved and involving dynamics.

The new-gen is even fun to drive, though less so on poor surfaces.

Such is the dramatic overhaul of the RAV’s design and engineering that the latest iteration of the original SUV is unrecognisable as such.

Old styling cues, including the characteristic tailgate-mounted spare, are gone.

Yep, a top-hinged rear ’gate is the go. With a standard space-saver.

If you want a full-sizer, it’s now a $300 option that can be found under the cargo floor.

Replacing the slow-selling 3.5-litre V6 engine is a 2.2-litre turbo-diesel clearly aimed at taking on the Subaru Forester and Mazda CX-5.

An oldie but a goodie, it dates back to 2005 in the Avensis and more recently has been doing duty in the Lexus IS.

Two petrol four-cylinder engines – a recalibrated 2.0-litre from the Corolla Ultima, and a 2.5-litre – are also available.

The new RAV4 five-door wagon continues to be offered as either front-drive or with a new all-wheel-drive system.

There are also three gearbox types. Different six-speed manuals are mated to each of the three engines.

Then there’s a CVT option for the 2WD variants, and six-speed autos for the 2.2-litre turbo-diesel and 2.5-litre petrol.

Trim levels are GX, GXL and a flash new Cruiser range-topper.

Prices have been reduced or contained despite more gear, and swing from the base 2WD GX at $28,490 (with seven airbags, stability and traction control, Bluetooth, 17-inch steel wheels et al), to $42,990 for the 2.5 Cruiser auto, replete with HID ’lights, rear camera, tailgate memory function, smart entry multi-information display and blind-spot monitor.

Though about the same size externally as the outgoing RAV, the new one offers more interior space, with good knee and legroom for the three perched in the back seat. The seats give improved support, too.

Toyota must have noted the warm reception accorded the 86, because the new RAV has a revised suspension tune that gives a more nimble driving experience. The old lazy, rollicking feel isn’t there, which is good, but we sense not everyone will endorse the idea of an SUV with sports-car intentions.

The new diesel AWD GXL auto has unobtrusive noise levels, and, pleasing urge and responsiveness.

The latest AWD system, which has a bias to the front wheels in normal running, ladles out more drive to the rears on demand.

This all takes places with surprising subtlety, with the RAV4’s newfound poise hard to shake. This version’s claimed 6.5L/100km will have some appeal, too.

Journalists, by nature, are cynics.

So when Honda Australia declared its first ever diesel, fitted exclusively to the Civic hatch, is as refined and as quiet as its petrol offerings, I sniggered into my morning coffee.

Jump behind the wheel however, and you quickly realise Honda isn’t telling porkies.

The new 1.6-litre i-DTEC oiler is a gem, offering a satisfying blend of efficiency, performance and refinement.

The first engine to use Honda’s ‘Earth Dreams’ technology in Australia, the new turbo-charged oiler produces 88kW and 300Nm – not enough power to feel blisteringly quick, but more than adequate for daily driving.

Power delivery is linier, with maximum torque available from 2000rpm.

Combined fuel usage is claimed at 4.0-L/100km – we achieved just under 5.0L/100km on test – while C02 emissions are quoted as 105 grams per kilometre.

Drive it economically then, and the diesel Civic can achieve economy figures better than many hybrids – including Honda’s own hybrid Civic – and beat its small-car rivals save for Volkswagen’s Golf Bluemotion (3.8L/100km) and the Mini Cooper D Hardtop (3.8L/100km).

Thinner cylinder walls and lighter pistons and connection rods provide pleasing levels of refinement, with the new engine mated to a bespoke, lighter, six-speed manual.

No automatic option is available, a fact Honda admits could harm sales.

“Look obviously we’d sell more if we had an automatic available,” said Honda Australia Director Stephen Collins. “And we’re working on getting one. But for now, there’s just no automatic option available to us.”

Standard equipment includes 17-inch alloys, auto stop-start, Hill Start Assist, automatic headlights and wipers, dual-zone climate control, economy mode, reverse camera, daytime running lights, tyre pressure detection system and Honda’s ‘Magic Seat’ system.

Honda aims to sell a modest 50 diesel Civics a month, with the new model on sale now from $26,990.

Among 2012’s more eventful moments were Lance Armstrong’s performance-enhanced fall and the meteoric rise of Mazda’s CX-5. But after several extended drives in the petrol-powered latter, we confess that thoughts of the former’s alleged banned “activities” kept cycling through our minds.

Namely, why couldn’t Mazda also find a way to squeeze a bit more from its sweet-revving but under-endowed SkyActiv-G powerplant? Sure, the Maxx 2.0 manual version feels fine schlepping about with a light load and a heavy right foot. But add the extra ballast of the best-selling 4WD/auto combo, and the 1543kg Maxx Sport AWD loaded up might struggle to peel a ‘My Family’ sticker off a rear window if faced with a sizeable incline.

And that’s a shame, because there’s so much going for the neatly styled, fresh-from-the-ground-up Japanese SUV – from sweet steering, agile handling and controlled ride goodness, to an interior that majors on above-average packaging smarts.

Yes, with 420Nm available from the optional 2.2 SkyActiv-D, the diesel is punchier than Rhianna’s ex. But from $40K-plus, your wallet is also in for a hit.

Happily, Mazda’s slinky new 6 has swooped in to the rescue, transplanting its 2.5-litre SkyActiv-G heart to turn the Mazda CX-5 petrol – note in AWD-only guise since the 2.0 lives on in all FWD models – from a shouter to a torquer.

To prove its mettle, Mazda let us loose through the Sunshine Coast hinterlands on roads that at times mimicked river crossings.

Now, the 2.5 isn’t slap-in-the-face fast from standstill, but as revs rise, the acceleration feels palpably more vigorous – and a whole lot less strained – than before.

As with the 2.0, the 2.5’s tacho swings effortlessly past 6200rpm, but with a lot more torque now along for the ride, so all it takes is an ankle flex – rather than a pedal stomp – for overtaking or maintaining momentum up a mountain road.

Far from shrinking from the challenging conditions, the newcomer sailed through like Noah’s SUV, with steely insouciance, utterly unfazed by the deluge.

Unfortunately no 2.5 manual is available, but Mazda’s trick six-speed torque-converter auto is no slouch, acing the appropriate ratios selection test on our drive.

Yet we’ve saved the best bit til last. While the 2.0L AWD didn’t have enough poke to stoke the chassis into action, the 2.5L version – adding just 15kg over the front axle – lights a firecracker under it, providing exceptional handling agility and throttle-adjustment capability, and backed up by huge reserves of grip.

Now eclipsing the 75kg-heavier AWD Diesel, the 2.5 AWD is the driver’s choice. Only the occasional pitter-patter from the higher-grade 19-inch wheels grated. So there you have it. A bit of claimed performance enhancement breaks one career and unmistakably makes another.