Luxury Reviews

The new BMW 3 Series and i3 are both timed to arrive around the same time in the first few months of 2027. When they rock up in dealerships, they will land with pricing that might confuse some consumers. On the petrol side, the range kicks off with the entry 320 that is priced from $83,900 plus on-road costs, while the flagship and sportiest petrol, the M350 xDrive, costs $128,900 (plus ORCs). Those prices make them between $4200 and $2500 cheaper than the higher-riding X3 SUV, which makes sense. The all-electric BMW i3, meanwhile, is for some reason more expensive compared to the iX3, with the i3 40 xDrive costing $96,900 (plus on-roads), while the flagship i3 50 xDrive costs $112,900 – making them $7000 to $7400 pricier than the mechanically similar, but more spacious battery-powered mid-size SUV. In the case of the 40 grades, that may be because the iX3 40 is rear-wheel drive rather than all-wheel drive. But still, it's a big difference. Also likely to undercut the BMW i3 is its closest rival, the Mercedes C-Class Electric, with the quicker, more powerful C400 4Matic flagship priced from just $105,700, a cool $7200 less than the BMW i3 with the bigger battery and more powerful motors. The combustion-powered BMW 3 Series and all-electric BMW i3 will initially just be offered with two powertrains each. On the petrol side, the range will kick off with the 320 that comes with a turbocharged 2.0-litre four-cylinder mild hybrid that produces 155kW and 330Nm of torque for a 7.4 second 0-100km/h sprint. Sitting above that is the fast M350 xDrive, which pairs a turbocharged 3.0-litre inline six-cylinder mild-hybrid that produces 326kW and 580Nm of torque. Off the line, thanks to traction-boosting all-wheel drive, 0-100km/h takes just 4.1 seconds. The all-electric BMW i3, meanwhile, comes with dual motors that provides for all-wheel drive. The entry i3 40 xDrive produces 275kW and 520Nm of torque, for a 5.4-second 0-100km/h dash, while the punchier i3 50 xDrive dishes out an impressive 345kW and 645Nm of torque for a brisk 4.7 second sprint to 100km/h. Arriving later will be lower-powered single-motor versions, plus a faster-still i3 M60 xDrive that gets an uprated rear motor that raises its combined output to 450kW and 875Nm of torque for a claimed zero to 100km/h of just 3.9 seconds. If that still sounds too sedate, from the middle of 2027 a wilder M3 will debut that should be powered either by a turbocharged 3.0-litre inline-six, or a monstrous quad-motor EV powertrain that could pump out as much as 750kW. On the combustion side, more variants are on the way, with at least one plug-in hybrid version with an EV range of more than 100km set to rock up before the end of 2027. All variants of the new BMW 3 Series and BMW i3 are surprisingly efficient. The 320 can average a respectable 6.5L/100km and even the powerful M350 xDrive is claimed to return a reasonable 7.5L/100km on the combined WLTP test cycle. If anything, both EV versions are even more impressive when it comes to efficiency. The i3 40 xDrive with its 82.8kWh (net) battery averages just 14.3kWh/100km, enabling it to drive up to 710km on a single charge. Choose the i3 50 xDrive and you'll struggle with the concept of range anxiety, as the combination of its 13.4kWh/100km energy consumption and massive 108.7kWh battery sees its travel up to 912km before it needs plugging in. Comparing the Mercedes C400 4Matic with its smaller 94kWh battery, and the BMW wins as it pips the Benz for efficiency (14.1kWh/100km) and range (762km). Plug in the BMW i3 and both variants of the all-electric sedan come with impressively short 10-to-80 per cent battery refills. Employing powerful 800-volt electrics, the i3 50 variant's big battery can accept a 400kW peak charge for a 21-minute 10-to-80 per cent top-up. The small battery matches that time, even though its powerpack can only be topped up at 300kW. The same charge in the Benz, meanwhile, takes only a minute longer. The gap worsens if you have to rely on Australia's most common 400-volt chargers, where the BMW claims a 200kW top-up is still possible, while the C-Class sees its 330kW peak charging rate fall to a lowly 100kW. In Australia the i3 comes with the more powerful 22kW AC charger as standard, with a 0-to-100 per cent charge taking between four hours and 15 minutes for the i3 40 and five hours 30 minutes for the i3 50. Picking up where the BMW iX3 left off, the new BMW 3 Series and i3 embrace the brand's latest interior design, which is claimed to be both modern and driver-centric. Highlights include the lack of wood, carbon-fibre or piano black plastics, with the cabin stylists preferring classier fabric coverings for the surfaces. The minimalist theme that runs throughout is largely a success, aside from a lack of physical buttons that means you have to dive into the large central touchscreen to even adjust the vents' airflow. Earning points back is the configurable Panoramic Vision digital instrument cluster that stretches from pillar to pillar and is supported by a large head-up augmented reality display that is either too distracting on the move, or a godsend when it comes to displaying navigation instructions, depending on your view. Positioned next to a new multifunction steering wheel is a large 17.9-inch multimedia that is angled towards the driver. Plump for the priciest M350 xDrive and you gain a sportier M steering wheel, plus a pair of more supportive M Sport seats. Space within either the 3 Series or the i3 isn't quite as generous as the bigger Benz, but there's enough leg- and headroom in the front and second row, although the latter in the i3 isn't as comfortable than in the petrol, as it needs a raised floor to accommodate the battery that robs you of foot room. Boot space is limited to 450 litres in the 3 Series and just 420 litres in the i3, which gains a 31-litre frunk that houses the charging cables and tyre repair foam and compressor. Those figures pale beside the C-Class Electric, that has a larger 470 litre boot and a more generous 101-litre frunk. Beneath the skin, the BMW 3 Series and BMW i3 are entirely different cars, based on unrelated platforms but, despite this, there are some common traits between the two when it comes to the way they steer, handle and ride. The link is deliberate, engineers brimming with self-confidence benchmarked the combustion version of the current 3 Series as the car to emulate with the new versions, which isn't a bad call since it remains at the top of the class for handling. What's changed in the new M350 xDrive, which mechanically shares plenty with the old M340i, is that at highway speeds wind, tyre and road noise are now all better isolated. In the sports sedan even the loud horn barely intrudes into the cabin – although don't be misled, the new BMW is still an engaging steer. On a tight, twisty road, performance is strong and, thanks to all-wheel drive, you can deploy as much of its thrust as you dare. Highlights include the sweet-spinning, but muffled, inline-six and the snappy eight-speed auto, but it's the ride and agility that steal the show. The car we drove came with the adaptive dampers that are standard on Australian-spec cars, which perfectly balance a controlled ride with comfort. Push hard, preferably on track, and it feels like it's easier than ever to drive to the limit without any intervention of the stability control, egging on the enthusiastic driver. If anything, despite its 0-100km/h deficit on paper, the i3 50 xDrive feels even quicker than its petrol sibling, thanks to its instant torque. Doing without air springs, or rear-wheel steering, the battery-powered take on a premium sedan has less body roll and is blessed with more precise steering and powerful brakes. Again, traction and grip are high and levels of involvement and entertainment are beyond any of its rivals. What's missing are the lack of steering wheel paddles for either virtual gearshift, or the ability to alter brake regeneration, although as well as high and low regen modes, BMW offers an adaptive regen mode that cleverly auto-brakes the car ahead of a corner on a country road. From debut, the BMW 3 Series and the i3 will come with a hands-off cruise control at speeds of up to 130km/h on the highway. Later on in 2027, the system will be upgraded to match what's offered by Tesla with its supervised FSD. While not officially confirmed for either powertrain, the limited luggage-carrying capacity of both the BMW 3 Series and i3 could soon be fixed by the arrival of a Touring wagon body style. We also noted that the ride on the i3 wasn't quite as controlled or compliant as the petrol because it lacked adaptive dampers, but those should be available when Australian deliveries begin later that year. Other than the odd price premium over the iX3, there's a lot to like about either the petrol or battery-powered sedan. The BMW 3 Series and BMW i3 come with high levels of standard kit in Australia, but more affordable, less well-specified versions might come later Standard on the BMW 3 Series are: 19-inch alloy wheels Panoramic Vision instrument cluster 17.9-inch infotainment 3D augmented reality head-up display Tri-zone climate control Ambient lighting Automatic tailgate Panoramic sunroof Heated front and rear seats M Sport steering wheel M Sport seats Harman Kardon 13-speaker sound system 4 USB-C charging ports Wireless charging with cooler and magnetic ring 22 AC charging 360-degree camera Auto-parking Adaptive suspension Illuminated front grille Options include larger 20-inch alloy wheels ($1539 to $2000) and higher-grade Nappa leather seats. There's also the option of the M Sport Pro package ($4410) that adds a sportier body kit that introduces a rear spoiler and black mirror caps, M Sport seats, M seat belts and the M steering wheel. Standard safety kit includes: Auto emergency braking (AEB) with pedestrian and cyclist detection Nine airbags Adaptive cruise Lane-keep and lane-change assist Blind-spot monitoring Traffic sign assist Speed limiter and warning Park assist   The BMW 3 Series and i3 come with a five-year, unlimited-kilometre warranty, which is only average nowadays, while the all-electric sedan adds a further eight-year/160,000km protection for its high-voltage battery. All new BMWs come with 24 months of free roadside assistance. BMW has not announced when the BMW 3 Series or i3 will need servicing, with the German brand continuing to prefer its condition-based intervals, but expect a check-up to be required every 12 or 24 months depending on how you drive your car. Pre-paid servicing for up to six years should be available.

Even though times are tougher now, economically, and people’s belts are a little tighter Genesis, Hyundai’s prestige spin-off, has released its GV80 line-up, which is headlined by the GV80 Black SUV and GV80 Black coupe.  These new range-toppers – based on the GV80 Signature 3.5-litre V6 turbo-petrol all-wheel drive – are aimed at setting the gold standard for plush vehicles.

Part of being a Polestar 3 owner is knowing that almost everyone you’ll meet will ask you what a Polestar 3 is. But the other part is knowing you have what I think is one of the most exceptional electric SUVs on the planet. Print this out on a piece of paper and hand it to people who ask: The Polestar 3 is the largest SUV in Polestar's line-up It’s called the 3 because it’s the third car from Polestar It takes close to 20 minutes to charge It has a bit more than 600km of range Goodbye now Stuff you don’t have to tell them is that this one, the one we’ve tested, is the cheapest Polestar 3 at $116,700, before on-road costs, and that’s because it’s the kind with just one motor (at the rear for rear-wheel drive) and the smaller battery at 92kWh. Still, that battery in this updated Polestar 3 is bigger than the 82kWh battery in the previous version and that price is less than you would have paid for this SUV last year ($118,420, BOC). This updated Polestar 3 brings some substantial changes and if you’re thinking about buying one your timing is good. Not only has the battery size gone up and the price down, the electric architecture has increased from 400V to 800V, which now allows it to charge at a super-fast 310kW for the Rear motor. Even higher spec Polestar 3s can charge at 350kW now. There aren’t a great deal of 350kW chargers around yet but the Polestar 3 is future-proofed against being outdated by new tech quickly. We only had the Polestar 3 Rear motor variant for a week and despite daily driving with plenty of urban roads and motorways the 604km range (WLPT) was way more than we needed and we handed the SUV back with 350km of range and 68 per cent charge left in the battery. That equates to an energy efficiency of 15.4kW/h/100km. I’ve become used to seeing 20kWh/100km for large SUVs, so this is outstanding. Polestar says you should see between 17.6-21.6kWh/100km, so we did well. The Rear motor variant might be the most affordable Polestar 3 but it has more range than the priciest Performance grade (593km) and a smidge less than the all-wheel drive Dual Motor (635km). This entry-grade Polestar 3 is good value considering it’s a prestige car and a rival to the closely related Volvo EX90 and Mercedes-Benz EQE.  The standout standard features include: 20-inch wheels Active LED headlights Power tailgate Panoramic glass roof Three-zone climate control 14.5-inch display (with Android Automotive operating system) Google connected services Apple CarPlay and Android Auto New-gen NVIDIA computer processor Head-up display 10-speaker audio Wireless charging Nappa leather trim (animal welfare secured) You’d be wise to also check out the Zeekr 7X because it's made by the same Chinese company that owns Polestar - Geely. Yes, Polestar is branded as a Swedish company and while its cars are designed in Sweden, many of Polestar's cars are made in China. However, the Australian-spec Polestar 3 is now sourced from the USA.  Geely owns Polestar, Volvo and Zeekr. The brands share the same tech, but with different designs although I think Polestars and Volvos look the most similar. You can see that especially in the front and rear lighting designs and also in the minimalist interior styling. Polestars are more avant garde than Volvos and nothing proves this more than the Polestar 3 which is this brand’s version of Volvo's tall, boxy and conservative looking EX90 SUV. There are elements to the Polestar 3’s design that make me go “ooohh” and other bits which make me go “huh?”. Things that make me go huh? The integrated spoiler on the bonnet is the biggest one, but so is the side profile and the rear quarter panel treatment. I don’t find it appealing and I think the sloping roofline reduces practicality and the boot’s cargo capacity. But there are lots of “ooohs” as well. I do love how futuristic and prestigious the Polestar looks and there’s also a beefy toughness to the exterior with the muscular rear haunches and the wide body look. That image here of the boot open from the rear shows off how wide this beast is.  That width isn’t an illusion - the Polestar 3 is 1968mm across and that’s not including the wing mirrors which when added bring the total to 2120mm. That's like Bentley-Bentayga SUV wide and the 2985mm wheelbase is also long and limo-like.  And that does equate to a roomy cabin, with enormous amounts of legroom and headroom in the second row even for me at 189cm tall. Boot space behind the second row is 575 litres which is about 100 litres less than the boxier EX90, but there is a 24-litre front boot, too. I love the interior. Not only is it practical with an excellent use of space for storage but the cabin is sumptuous, comfortable and modern. The quality feel is better than so many higher priced rivals. That comfort extends into the serene and effortless driving experience.  Yes, the 0-100km/h in 6.5 seconds acceleration time of the Rear motor variant we tested isn’t as brutally quick as the Dual motor’s 4.7sec or the Performance’s 3.9, but it’s definitely not slow. That long wheelbase means ride comfort is lovely, and dynamically the Polestar 3 feels stable and planted thanks most likely to not being a tall top heavy traditionally shaped SUV and more station wagon with a bit of extra ground clearance. The Polestar 3 really benefits from its Volvo connection when it comes to safety, scoring the maximum five-star ANCAP rating in 2025 with 94 percent for child occupant protection and 90 per cent for adult occupant protection.  There’s AEB (the forwards, rear and junction kind), lane keeping assistance and blind spot warning with steering assistance.   There are also nine airbags, five exterior cameras, one radar and 12 ultrasonic sensors. The Polestar 3 is covered by a five-year, unlimited kilometre warranty, while the battery has an eight-year/160,000km warranty. That isn’t outstanding compared to mainstream brands. The good news is servicing for the first five years or 100,000km is complimentary with five years' roadside assistance also free of charge. 

Mercedes-Benz has never been afraid to pioneer new tech, trends and styling. But you could argue the brand’s more conventional, old-school, take on what a compact family car could be, was the B-Class’ biggest hurdle. Certainly, by the time the world arrived at 2019, and the W247 (in Benz-speak) landed in showrooms, the concept Mercedes was chasing was definitely out of fashion. While other carmakers were adding plastic wheel-arch flares, larger bumpers and a jacked-up ride height to cash in on the tidal wave of compact SUV ownership, Mercedes-Benz stuck with a more traditional people-mover concept. The writing was already on the wall, of course, and you suspect that was the mood even within M-B, as the B-Class range shrunk from a choice of engines and trim levels to a single drivetrain package and a single trim level. And by 2024, it was all over for the concept as far as Mercedes-Benz in Australia was concerned, and the B-Class disappeared from price-lists. But a lack of fashion-sense has never meant a particular car has no other redeeming features, and the Mercedes B180 (as the single model was badged) certainly had its followers. You get the feeling, however, that much of the appeal might have been an adverse reaction in some quarter to the march of the SUV. But that was never enough to sustain the B-Class as a stand-alone, single-spec model (although, like many M-Bs, there were packages the buyers could specify). Mechanically, the B180 used a 1.3-litre turbocharged petrol engine driving through a seven-speed dual-clutch transmission to the front wheels. It was a five-door vehicle with seats for five and sold against vehicles like the Audi A3, BMW 2-Series Active Tourer and Volvo V40. The B180’s biggest problem was that it was simply an old-fashioned concept; a people-mover at a time when everybody wanted an SUV. But it was also flawed in terms of its driveline and the combination of the small turbocharged engine which could feel slow to build boost, and the dual-clutch transmission meant progress was not always as composed or serene as a Mercedes-Benz badge suggested. Quality, however, was better than some less recent Benzes and the multimedia system was modern and sophisticated. The B180 was also a very safe car with a great package of inclusions to keep you safe before and after a crash, including side-curtain airbags for every outboard seating position. As such, it makes decent sense for a younger or first-time driver, as well as smaller families. Modern Mercedes-Benzes don’t seem to share the same reputation for bank-vault reliability as some of the brand’s previous efforts. But to be fair, the B-Class of this era was a decently reliable car. That’s on the condition, of course, that it’s been serviced and maintained correctly and driven appropriately. The major problem areas with the Mercedes B180 are shared with many other cars of this era and this level of technology. Probably the main issue is the dual-clutch transmission which can be jerky on take-off and then shift harshly. Often, this is traced to old or dirty transmission fluid which a full service should solve. In some cases, the problem may be with the electronic control module for the transmission. Oil leaks are not unknown on the W247, so check under the car or on the ground where it normally parks. The fuel injectors are also somewhat prone to carbon build-up which reduces their efficiency and plays against performance and fuel economy. You should also perform a full and complete check of all the car’s electronic functions before making a decision to purchase. Make absolutely sure that every button and switch does what it is supposed to and run through all the functions of the multimedia system. Don’t forget to check the air-con blows cold and that the cruise-control works properly. The B180 was recalled only once, to warn owners that the emergency call function (after a crash) was potentially not working. A software glitch meant the car may have deactivated this function without the owner knowing. The good news was this recall required no action by the owner, as the software update was to be delivered to the car over-the-air from Mercedes-Benz. This vehicle was not subject to a facelift or other revisions during its lifespan, so there are no 'good' or 'bad' production years. In any case, as with any second-hand car, you should buy on condition, kilometres travelled and – above all else – the service history. Since the B180 was largely reserved for urban duties (and the fact that it’s still a relatively young car) only a handful for sale right now have travelled more than 100,000km, and the vast majority a lot less than that. That makes it a bit difficult to forecast what the useful life of a B180 might be, but you need to consider that the small turbocharged engine works pretty hard and that any car like this can fall victim to slack maintenance and servicing. The other point to remember is that racking up big distances in this model will make it potentially a lot more difficult to move on when it’s time to trade up. There was only one model and trim level offered in the B180 of this era, so there are no real choices to be made in terms of which variant to buy. That said, Mercedes-Benz has always been very keen on extras packages and this car was no different. With that in mind, we’d look for an example with the upgrade from synthetic leather to genuine hide, and what’s called the Vision Pack which included the full-length panoramic sunroof. The B180 was a sub-$50,000 car when it was brand-new, which means prices are getting more reasonable now, but still a substantial outlay for what is a small people-mover. The most affordable examples are now popping up for sale in the high-teens and for that you’ll be buying a car with something like 100,000km on its odometer. A fully loaded B180 with super low kilometres (less than 30,000km) on board will be closer to $30,000 with $35,000 being asked for the very best examples with all the option packs. The M-B brand has been around in Australia for a long time now, and even though its dealer network is not as extensive as some, you’d be surprised at some of the regional centres that do, in fact, boast a Mercedes dealership (the cars were always popular with farmers in the good years). But beyond that, there’s also an extensive network of independent specialists who know their way around the brand and the cars. They can also often supply parts at a lower cost than dealerships. There’s also a huge online supply of M-B parts thanks to its status as an established global brand. Mercedes cars are highly regarded in many countries, meaning there are some good bargains to be had by shopping globally on the internet. The B-Class generally and the W247 B-Class specifically, were never great sellers for Mercedes-Benz in Australia. It’s difficult to know how many were sold overall, but estimates put the number at around 3000 examples.

The Lexus ES has come a long way and the latest eighth-generation version is the most advanced and diverse yet. Lexus launched the electric version a few months back and now the petrol-electric hybrid has arrived. A favourite of airport limo operators, the 2026 ES hybrid is expected to attract a similar clientele while also appealing to private buyers that aren’t ready for full electric power. My esteemed colleague Byron Mathioudakis already covered the ES EV in detail in July so check out the review for his deep dive on design, ownership and safety. I’m focusing on the ES300h for this review. One quick note on design - the new ES is a stunner. Easily the best looking Lexus sedan in years, it gets a lot of attention from curious admirers. The ES EV is offered in Sports Luxury spec with either front- or all-wheel drive, but the hybrid is offered solely in front-wheel drive Luxury guise. It’s $75,000, before on-road costs, which is only $2000 less than a FWD Sports Luxury EV. Given the extra spec and smooth electric powertrain, I’m not sure why you wouldn’t just pay the extra $2.0K and opt for the EV. Unless you have a serious aversion to battery electric vehicles. The new hybrid is $9460 pricier than the previous-generation ES300h Luxury ($65,540), which is a significant jump, however it is a vastly different car with next-gen tech and an uptick in luxury and standard features. There are few direct rivals for the big hybrid Lexus, but as an alternative you could look at a plug-in hybrid like the Audi A5 e-hybrid ($89,900) or Mercedes-Benz C350e (from $98,200) but nothing else in its class has the rear-seat space (more on that later) or standard gear. A size up is the Genesis G80 2.5T but that’s $104,128. That $75,000 starts to look pretty good against its premium rivals. Standard gear in the ES300h Luxury includes: 19-inch alloy wheels Auto-levelling LED headlights Acoustic windscreen glass Synthetic leather upholstery (in black, white or hazel) Panoramic roof with power sunshade Auto-dimming rear-view mirror Heated front seats and steering wheel Eight-way power front seat adjustment 14-inch multimedia touchscreen with embedded sat-nav Apple CarPlay and Android Auto 12.3-inch digital instrument cluster Five USB-C ports 10-speaker audio The example I’m testing comes with the $7000 Enhancement Pack, bringing the price to $82,000. That pack includes: Auto-dimming driver’s side exterior mirror Electronic rear-view mirror Ambient lighting Head-up display Ventilated front seats Power adjust lumbar on passenger seat Driver’s seat slide with memory function Panoramic view monitor Intelligent park assist 17-speaker Mark Levinson audio system Wireless charging Digital key Again, I won’t go into too much detail on cabin design, but there is no doubt this is a premium car. The intricate Japanese-inspired pattern of the door inserts is a highlight. The steering wheel is another highlight. It’s sporty, not overly thick, smallish, beautiful material. One of the best I’ve seen in years. The front seats are comfortable, as you’d expect from a Lexus ES. They’re not overly supportive but offer enough bolstering for a car like this. Byron isn’t a fan of the ‘hidden’ controls for cruise and phone functions on the steering wheel or climate under the screen that appear illuminated when you hover near them, but I don’t mind it. You can turn them on all the time in settings. For details on multimedia, storage and more, check out Byron’s review. That extra ride height makes getting in and out of the Lexus ES easy, which is a positive, especially given the more mature average age of a Lexus buyer. Slotting into the second row behind my 183cm (six-foot) driving position, it’s clear what the Lexus ES is built for. There is so much legroom it’s almost ridiculous. This is the sort of space you’d get in a BMW 7 Series or Mercedes S-Class. It is the ideal business class airport transfer car. Headroom is also ample and there’s plenty of space across the bench. There is a smaller transmission tunnel, but because the two outboard seats are bucketed, the middle seat is set higher up and feels like an afterthought. Use only in emergencies. Those rear seats with high-grade synthetic leather are incredibly comfortable and easy to sink into, while still offering support. This really would be a lovely place to spend a few hours. A wide centre fold-down armrest oddly doesn’t have cupholders, instead it includes a rubber pad for holding your phone. The rear-row seatback is fixed so you can’t fold it down for extra storage in the incredibly long boot, which swallows 493 litres. No spare wheel is offered, just a useless tyre repair kit. The new Lexus rides on Toyota Motor Corporation’s TNGA-K architecture, albeit a heavily revised version compared to the old ES. The hybrid powertrain is a 2.5-litre Atkinson cycle four-cylinder petrol engine with a front permanent magnet synchronous motor, driving the front wheels via an electronic continuously variable transmission (CVT). The Atkinson combustion cycle effectively shortens the engine's compression stroke relative to the expansion stroke in the name of optimal fuel efficiency. Power is rated at 144kW - up from 131kW in the old car - but Lexus doesn’t provide torque figures for its hybrids. Fuel use is 4.5 litres per 100km on the combined cycle and CO2 emissions are 103g/km. I saw urban figures ranging roughly from the official claim to the low fives across the week. Full disclosure - I haven’t driven the electric ES, but Byron spoke highly of the EV’s on-road performance in his review. He briefly drove this hybrid and for his money, he’d pick the EV. I spent a bit of time behind the wheel of the previous generation ES and it was perfectly fine to drive - pleasant, quiet, inoffensive but somewhat forgettable. Lexus has upped the ante with the new ES when it comes to how it drives, but it’s not all sunshine and roses. Firstly, it sits quite high on the road for a sedan. I was sitting as high up as the drivers of some mid-size SUVs I passed. So, if you’re considering an SUV over a sedan because of ride height, the ES has you covered. The ES hybrid is responsive enough without being blisteringly fast in Normal mode. When you floor the accelerator, the petrol engine feels like it’s working hard. It doesn’t sound too unpleasant, but drones a little. Sport mode gives it a bit more bark and it feels quicker. At lower speeds the brakes have that hybrid sponginess to them but an 80km/h emergency brake test proved they’re strong when needed. Steering lacks a bit of engagement but it’s still direct. The ride is a little floaty, particularly on undulating roads. The hybrid lacks the adaptive dampers of the EV. It handles potholes well, and there are a lot around Melbourne right now. The Michelin 235/55 R19 tyres with high sidewalls help to soak up those bumps. Tyre noise creeps in only on the coarsest of road surfaces, but otherwise it's a well insulated, hushed cabin experience. The ES shines in urban settings and on freeways. I suspect it would be a dream on a long-distance road trip. But it’s no performance sedan. Sadly Lexus doesn’t have one of those after the demise of the IS. The ES undoubtedly feels like a premium car on the road, but it’s less convincing when pushed on twistier roads at higher speeds. But arguably, that’s not the point of this car. It has a big turning circle, not surprising given the 5145mm length and near three-metre wheelbase. You will notice its size in tighter urban streets. When it comes to safety and driver aids, the driver distraction warning is the only slightly annoying feature, but can be turned off in settings. All other functions like lane keeping only intervene when necessary. It’s a smooth and unobtrusive set-up.

Here’s a mildly deflating fact. Outperforming BMW’s brilliant 3 Series, the X2 is the one-time “Ultimate Driving Machine” brand’s fourth best-selling model in Australia, behind three more SUVs, the X5, X3 and X1. The swoopier version of the latter, it competes against other popular if dull premium small crossovers, like the Mercedes-Benz GLA and Volvo XC40, and is closely related to the Mini Countryman. But a week in the newly revised and de-specced base sDrive20i M Sport forced us to reassess our attitude. Not much visually, given that the second-gen version only landed in 2024, remains quite fresh, and still possesses the same surprised-looking nose and somewhat odd proportions. The X1 is prettier. However, mechanical updates see new cleaner Euro 6e powertrains. These include a switch in the base X2 from the $77,300 (all prices are before on-road costs) xDrive20i M Sport with a 150kW/300Nm 2.0-litre four-cylinder turbo petrol engine and all-wheel drive (AWD), to a $72,800 125kW/280Nm 1.5-litre three-cylinder turbo unit with 48-volt mild-hybrid electrification and front-wheel drive (FWD). Remember back in the 2000s when BMW ribbed rivals for being FWD… Note that, to reinstate four cylinders and AWD in an X2, you’ll now need to spend an extra $20K for the (albeit more-powerful) M35i xDrive AWD from $96,700. Sneaky. Equipment levels include: • Adaptive LED headlights • Adaptive cruise control, as part of a long list of standard advanced driver assistance systems (ADAS) • Head-up display • Wireless Android Auto and Apple CarPlay • Wireless smartphone charger • BMW’s connected services subscription service with emergency callout • Digital key with auto entry with walkaway lock • Artificial suede and leather upholstery • Heated and powered front sports seats with driver’s side memory • Sat-nav with augmented view • Surround-view reverse camera with auto-parking assist • Powered tailgate • xLine sports body kit and interior package • 19-inch alloy wheels Our car is fitted with a $6500 Enhancement Package, which adds metallic paint, sunroof, 12-speaker audio upgrade, front-seat lumbar with massage function and a heated steering wheel. Or, in other words, nearly $90K drive-away for a base X2 FWD. Oof. That said, the interior presentation really is up to brand expectations. Getting in and out isn’t too bad for a sleekly silhouetted SUV, and once in, the front row feels both vast and cosy all at once. Much of that has to do with the utterly superb bolstered front seats, that hold and caress you in all the right ways, whilst providing vast legroom. Unsurprisingly, the X2’s driving position is first class, with thoughtful access to all the main controls, starting with the gear shifter, which is surely one of the best in the business. The same applies to the auto climate set-up and performance, offering each occupant the luxury of personal temperature control. And storage is downright abundant. Quick and crystal clear, the extended curved display screen features one of the best multimedia operating systems in the business, with set-and-forget connectivity and bombastic audio quality. Moving into the back-seat area, headroom should also be fine for most folk, despite the fastback roofline and small-ish apertures, and legroom is OK too. The comfy seats offer a nicely shaped cushion and reclinable backrest, along with access to a full array of expected amenities. These, together with a tight fit and finish, compelling textures and alluring lighting ambience, help explain why today’s BMW small SUVs are such a big hit. Our only notes are fat pillars and shallow side glass do limit vision and the hexagonal instrumentation is no patch on BMW’s historic dials that remain paragons of elegance Further back, the X2’s cargo capacity extends from a useful 515 litres to 1400L with all three (fiddly) backrests folded flat, and there’s some extra underfloor storage too, but the lack of a spare wheel is a black mark. Tyre repair kits are insufficient for Australia. At the other end of the BMW, behind that crass illuminated oversized kidney grille, is that 125kW/280Nm 1.5-litre three-cylinder turbo-petrol engine with 48-volt mild-hybrid electrification, complete with a 0.9kWh Lithium-Ion battery. For maximum efficiency, it sends power to the front wheels via a seven-speed dual-clutch transmission (DCT), and is assisted by an integrated electric motor providing an additional 15kW and 55Nm. Now, this really is a powertrain of two halves. In regular driving modes, the performance is adequate, with lively off-the-line acceleration, unless you’re in a hurry, because flooring the throttle only seems to result in further delay. We found that selecting Sport helped reduce that. One spooled up, though, the three-pot turbo really comes alive, roaring along as the revs soar, providing strong yet silky-smooth performance. Find a string of corners, pull the left paddle shifter into Boost mode, and there’s an added wallop of thrust, accompanied by a rorty exhaust note that puts you in mind of the Toyota GR-developed Lexus LBX Morizo. Combined with the X2’s lovely, tactile steering, fluid handling and sturdy, controlled chassis, the BMW SUV turns into a frenetic and fun driving machine. Very on-brand. Unfortunately, so is the stiff suspension’s hard ride, as well as the endless tyre drone, on anything other than ultra-smooth surfaces. Pity. At least the sDrive20i delivers on economy, with the trip computer displaying an impressive 6.8 litres per 100km – against the 6.5L/100km claim. Top the tank up with premium 95 RON unleaded, and over 800km between refills is possible. There’s no ANCAP crash-test rating, but the high level of safety tech suggests you’re in safe hands, while the ADAS tune is mercifully nuanced so unobtrusive. The X2 comes with a five-year/unlimited kilometre warranty and the X2 has condition-based service intervals. We recommend annually or every 10,000km. There is no capped-price servicing but pre-paid packages are available, including a five-year/80,000km one for $2495. This is cheaper than five-year service packs for the Audi Q3, Volvo XC40 and Mercedes-Benz GLA.

Arriving three years after its launch, the Ferrari Purosangue Handling Speciale isn't an unhinged track-focused creation in the same vein as the latest 296 Speciale. Instead, it's the Prancing Horse's answer for those current Purosangue owners who wish their four-seat, four-door Ferrari drove more like a lighter supercar. What's wild is the Purosangue was hardly a dynamic dunce and, even without the €40,000 ($A65,000) option ticked, it remains in contention as one of the sportiest SUVs ever, but as the Ferrari nudges middle age the upgrade could help it maintain its edge. Under the bonnet, engineers have left the glorious naturally aspirated 6.5-litre V12 well alone, with it still producing 533kW and 716Nm of torque for an identical 0-100km/h sprint of 3.3 seconds and a 310km/h top speed. The current car's eight-speed dual-clutch rear-mounted transaxle-style transmission also carries over but now punches home more aggressive upshifts over 5500rpm in Race mode and can kick down for the optimum gear around 25 per cent quicker than before. Further recalibration of the valved sport exhaust, meanwhile, provide for a noisier cold start and extra V12 noise when you're in the mood to annoy the neighbours. Achieving its aim of adding extra nimbleness to the 2033kg Purosangue, engineers say the big Ferrari benefits from all the work that went into developing both the F80 hypercar and upcoming Luce EV that all share the same active suspension. The suspension differs from usual active or adaptive dampers by using 48-volt motors to apply force to each individual wheel and reduce the pitch or drive associated with accelerating or braking. The same system effectively cancels out body roll too, with the tech able to adjust the trick dampers every 0.05 seconds. Without any hardware changes, engineers say the HS calibrations slash body movements by 10 per cent – crucially – without any penalty in ride comfort. A subtle advertisement that you've ticked the box for the HS upgrades, the sharper Purosangue comes with black diamond cut alloy wheels, black carbon-fibre fender shields, special kick plates, satin black exhaust tailpipe finishers and a black Prancing Horse. Inside, all models come with a Handling Speciale plaque but no other changes. Ferrari says it won't offer the pack retrospectively, with it only available from the latest 2027 Model Year Purosangue as a factory option. Behind the wheel, the Ferrari SUV still takes time to adjust to, not least once the V12 fires up. It's still hard to compute that such an exotic soundtrack accompanies something with four seats and a reasonable 473-litre boot. Select first gear via the oversized carbon paddles and the Purosangue smoothly shifts away and, if we're completely honest, it doesn't feel as fast as its claimed figures suggest. Of course it is, we're just spoilt by both turbocharged V8s and, whisper it, EVs. To extract the best from the Ferrari SUV, you have to drive it like a proper supercar. Luckily on a proving ground owned by the carmaker's former owner, we can stretch the Purosangue's legs. It's then you find how noise regulations have muted some of the Ferrari's voice. Over some narrow undulating blacktop that mimic an Italian country road, grip mustered from the wide rubber is overwhelming, while the body control is exemplary both when cornering and under hard braking. The Ferrari, of course, still isn't a supercar on stilts, it scuffs its snout too easily and feels too nose-heavy for that but it's still easy to extract plenty of joy from the driving experience and provides lots of confidence to push. Does it matter that it wouldn't be able to keep pace with a Cayenne Turbo Electric? Or an Aston DBX feels like it offers added mid-gear punch for more effortless overtakes? Probably not, the Italian still feels special in a way the other fast SUVs just can't. Fuel consumption is unaffected with the new pack and remains high at 17.3L/100km which limits range, even with a large 100-litre tank, to around 578km. What could be a problem is whether most owners will be able to tell the difference between a car that is and isn't fitted with the fancier suspension tune? Again, we doubt it, but when most owners easily spend between $100,000-$200,000 on options to make their Purosangue their own, what's another $65,000 in the mix? In Australia buyers are given a wide range of colour choices, with its classic Ross Corsa (Ferrari red), Blue Pozzi (navy) and Giallo Modena (bright yellow) all included in the price. Most ignore the free hues and splash out on premium colours that include everything from shades lifted from classic racing cars to more daring four-layer paints, like Rosso Magma. Standard features in the Ferrari Purosangue include: 22-inch front and larger 23-inch rear alloy wheels Carbon-fibre roof Power-closing rear doors Electric tailgate Leather and Alcantara seats Twin screens with Apple CarPlay and Android Auto 21-speaker Burmester sound system Four heated, massage seats Safety hasn't been neglected in the family-friendly V12 wagon, even though there's no official EuroNCAP test or ANCAP crash test result. Standard safety kit includes: Auto emergency braking (AEB) Adaptive cruise Lane-keep assist Blind-spot monitoring Rear cross-traffic alert Traffic-sign recognition Hill-descent control Every Ferrari arrives with a three-year, unlimited-kilometre warranty, with the option of extending coverage for up to seven years at the point of purchase. Also available is Ferrari's 'Power20' protection, which covers the engine, transmission and all other major mechanical and electronic components for 20 years from the point of purchase. The recommended service interval is 12 months/20,000km, and there's also a seven-year capped-price servicing program, called '7-Year Genuine Maintenance', which allows you to prepay for all your servicing needs.

BMW’s mid-sized sedans and station-wagons have always represented a classy, high-end way to move a family. Competing directly with vehicles such as Audi’s A6-based models and the Mercedes-Benz E-Class, the BMW 5 Series has won its share of admirers over the years as a quality car albeit at a premium price. But now that they’re second-hand, premium models like the BMW 5 Series tend to drop retained value pretty sharply, making them great used-car buys provided you buy the right one. As with any conventional sedan or wagon, however, the BMW has suffered in popularity terms at the hands of the SUV. In fact, while this generation of 5 Series sedans lasted from 2017 to 2023 as the G30 model, the G31 station-wagon that launched alongside it in 2017, left showrooms in 2020 as demand for SUVs made selling a conventional wagon a very tough job. BMW also made the 5 Series line-up a pretty complex, constantly changing animal, so there are the mainstream models to look for as well as some quite specific variants that are worth investigating. Of the mainstream four-door sedan versions, things kicked off with the 520i with its 2.0-litre, four-cylinder petrol engine, 135kW and 290Nm. The 520d was next with a 2.0 diesel, 140kW and 400Nm. The 530i was also a 2.0L four-cylinder, but claimed 185kW and 350Nm due to a different tune. The first of BMW’s famous inline sixes arrived with the 530d with its 3.0 inline six-cylinder diesel and 195kW and 620Nm. The 540i was a 3.0 petrol six-cylinder with 250kW and 450Nm, while the big hitter was the M550i with its twin-turbo 4.4-litre petrol V8, 340kW and 650Nm. In station-wagon variants, there was a 520d (diesel) and a 530i (petrol). The more specialised variants included the 530e PHEV with 185kW and 420Nm and a small EV battery and electric motor. And then there was the really specialised 530d xDrive wagon with the 530d’s engine teamed with an all-wheel drive platform. There was also a sedan called the M550i xDrive which was more or less a 550i sedan with all-wheel drive, 390kW and 750Nm. If that all sounds a bit complicated, that’s because it is. And it also means when you’re shopping for a second-hand G30 or G31 BMW, it’s vital to know exactly what you’re looking at as the used prices vary enormously. The BMW 5 Series has always been portrayed as the driver’s choice in four-door sedans and it remains an entertaining drive in this form. Its interior space has grown over the years to remain relevant in the face of SUVs and the level of standard equipment is good. The best thing about these cars is the way they depreciate heavily in the first few years, making them good value (compared to their new price) as relatively new used cars. BMW’s reputation for building a quality product has been questioned before this model was ever on sale. However, many of the potential issues are the same ones facing other modern cars with their complex drivelines and requirement to meet ever stricter emissions and fuel economy targets. While many owners of this make and model have had great experiences, the BMW 5 Series is not without its problem areas. Like any modern, high-performance engine, the turbocharged engines in the G30 5 Series are fairly highly stressed in their search for maximum performance with minimum fuel consumption. As such, turbochargers have a pretty hard life and can sometimes require complete replacement. Increasingly, the turbo unit is being seen as a consumable item in modern car design. The BMW’s is no different. Plastic fittings in the cooling system of modern BMWs have also caused their share of problems. Thousands of heat cycles can eventually take their toll on these plastic fittings, and relacing them is often the only option. Due to the engine layout, this isn’t always an easy or cheap job. Diesel engines have been known to experience premature crankshaft wear (if you’re unlucky) and crankshaft pulley failures are also not unknown. The turbo-diesel engine also shares a problem seen on many modern diesel designs, of having oil and soot clog the intake system, requiring disassembly and manual cleaning. EGR (Exhaust Gas Recirculation) systems can also fail. V8 engines have a reputation for poor valve stem seals which sees them start to consume oil. Brake wear will be high on performance models and like a lot of European cars, replacement often includes rotors as well as pads, making the job much more expensive. Tyre wear on all-wheel drive versions can also be very high. Beyond that, the LED DRLs can become yellow or fail, and the active flaps in front of the radiator (designed to get the engine to operating temperature quickly) can fail either through an actuator not working, or a simple physical fault in the plastic linkages. It also makes sense in the complex car like this to make sure every electrical function, from the power windows to the sunroof to the central locking, operates correctly. The G30 5 Series has had a relatively trouble-free run in terms of recalls, but there are a few to check if you’re buying this car. The first was for a batch of 2020-built hybrid cars that had the potential for their high-voltage batteries to catch fire. The problem was to do with foreign objects entering the battery, rather than a battery flaw per se. The second recall was to check cars that had been given some software upgrades, In some cases, these upgrades could cause the engine to fail with predictable results if you were on the road at the time. The other recall affected many models across the entire G30 lifespan and was to check starter motors that could allow moisture in and catch fire as a result. For the full details of what cars were affected and what to do if yours is one of them, check out https://www.vehiclerecalls.gov.au/. There’s no particular build date to avoid here, but as is often the case, BMW got better at building the car the longer it did so. That’s why the earlier cars (2017 to 2020) tend to have more problems than later versions. Of course, as with any high-end car, you should always buy on the condition and service history of the car in question, rather than any rule of thumb. It’s not uncommon to see this make and model for sale with better than 200,000km on its odometer, which is impressive for a car so relatively new. That speaks highly for the overall robustness, but also – in an individual car sense – might be pointing to a history as a high-end taxi or city-hotel courtesy car. Most for sale now, however, have covered between 100,000km and 200,00km, and fewer kilometres is always better in a high-end car like this. You should also give any hybrid example a battery-health check to make sure the EV battery is still within specification and can provide a useful electric-only range. BMW’s diesel sedans have always been popular and with good reason. They’re refined, smooth and offer exceptional fuel efficiency. A V8 sedan or wagon with all-wheel drive is also an appealing prospect for skiing weekends and general safety, albeit with higher running costs. But for our money, the sweet spot in the range is the 530i which retains the four-cylinder turbocharged petrol engine, but in a fairly sharp and entertaining state of tune. It’s also one of the cheaper ways into G30 ownership right now. Plenty of these were sold with the M-Sport option pack, and that makes them even better. For low-kilometre, V8, all-wheel drive examples, you can still easily pay $70,000 to $80,000. But that’s against a brand-new price of about $150,000. At the other end of the price ladder, relatively high-mileage diesels and four-cylinder cars start at about $25,000, while there’s lots of choice across a range of specifications in the $30,000 to $45,000 region. You often hear owners of European cars complain about parts prices. And it’s true. If you want genuine BMW service and replacement parts, you’ll generally be slugged quite hard. But if you can live with non-genuine bits and pieces, then the picture is a bit different. The same goes for service and repairs. Use a BMW dealership and the cost will usually be higher than an independent BMW specialist. And because BMW is a global brand, there are lots of online sellers all over the planet who will have what you need. The BMW 5 Series often played second fiddle to the Mercedes-Benz E-Class in the sales race. That said, it usually finished second in its category, but BWM still often sold less than 100 units per month. Of those, the station-wagon accounted for less than five per cent which is largely why it didn’t survive the facelift in 2020 and disappeared from showrooms. Right now, you’ll find the bigger online sales sites will be listing a few dozen G30 5 Series cars.

Alfa's Tonale is a hit overseas, but you wouldn't know it in Australia. Are the latest updates for 2026 enough to reverse its fortunes from just a handful of sales in 2025?

As its name implies, the Junior is a city-sized Alfa Romeo SUV and Ibrida is Italian for hybrid, which reflects this car’s 1.2-litre, three-cylinder turbo-petrol engine working in concert with an electric motor housed in its six-speed dual-clutch auto transmission. But that Junior badge has history on various iterations of the much-admired 105-series Alfa GT coupe that polished the brand’s sporty road and race car cred through the 1960s into the ‘70s. So, is that bloodline strong enough to make an impact on the 21st century Junior? We spent a week behind the wheel to find out. Although it’s classified as a ‘light’ segment SUV, at $46,990, before on-road costs, the Junior Ibrida competes on price with next size up small hybrids like the Hyundai Kona Premium Hybrid ($45,950), Nissan Qashqai ST-L e-Power ($45,850), Renault Symbioz Esprit Alpine ($45,990), Subaru Crosstrek Hybrid S AWD ($47,590) and Toyota Corolla Cross GXL AWD ($44,190), all before on-road costs. When you’re starting to give $50K cost-of-entry a nudge it’s fair to expect a decent basket of standard fruit and included feature highlights for the Junior include: 18-inch alloy wheels LED matrix headlights (plus LED tail-lights and DRLs) Privacy glass Leather-trimmed steering wheel Alloy pedal covers 10.25-inch multimedia screen 10.25-inch instrument display Wireless Android Auto/Apple CarPlay Six-speaker audio (with digital radio) Climate control air (single-zone) Keyless entry and start Power-adjustable driver’s seat Heated front seats That list’s okay rather than outstanding for the money and relative to the competitors mentioned above. In terms of design, a car’s looks are always subjective, but my two bob’s worth on the Junior is… there’s a lot going on. The nose has strong hints of traditional Alfa with the V-shaped grille, angled heritage typeface branding and offset licence plate.  But then, the slim, angular LED headlights and DRLs as well as the big egg-crate vents lower down state their case for a more contemporary presentation. You may love it, but to me it looks like at least two styling teams couldn’t resolve their differences. Other signature elements like the ‘teledial’-style wheels are in line with the rest of the current Alfa line-up and the rear is dominated by a horizontal tail-light graphic with a moustache-like droop at either end.     Inside there are more hints of classic Alfa in the dual-hooded shape of the instrument binnacle and racy red highlights through the cloth and synthetic leather seats and ambient lighting. It’s a cozy cabin because at just under 4.2m long, close to 1.8m wide and 1.5m tall with a 2562mm wheelbase there’s no denying the Junior’s diminutive footprint.  Up front, the car feels small and rear room is modest even for an SUV of this stature. At 183cm tall, sitting behind the driver’s seat set to my position I’ve got just enough legroom, although headroom is fine. Forget three full-size adults for anything other than short, awkward journeys in the rear. Up to mid-teenage kids will be fine, though.    And when it comes to storage, the front door bins are a decent size with room for medium bottles, there’s a small-ish glove box, a lidded bin between the seats, an extra cavity with adjustable cupholders in front of it and a wireless charging bay ahead of that.   There are USB-C outlets front and back, but the rear space comes up short in terms of practicality. No door pockets, no fold-down armrest, no adjustable air vents and no cupholders. Backseaters have to make do with small map pockets on the back of the front seats. That’s it. Over and above that, the interior feels insubstantial. Push that carefully shaped instrument hood or the front centre console and they instantly shift with an audible creak. The car lacks the solid feel of its key rivals.  Other gripes? I’m not a fan of the vertical rear exterior door handles (on any car), the Apple CarPlay proved flaky with occasional disconnects and a stuttery wireless link and the driver’s door armrest feels as solid as a piece of granite. Boot capacity is an impressive 415 litres, expanding to 1250 litres with the 60/40 split-folding rear seat lowered. There are numerous bag hooks and a 12-volt outlet in there and the floor can be set at two levels for extra space or a flat load surface. No spare tyre, though, just a repair/inflator kit which isn’t good enough. This is a mild-hybrid with the 107kW/230Nm turbo-petrol triple doing the heavy lifting and the 21kW electric motor, powered by a 48-volt lithium-ion battery, playing a supporting role, particularly at slow speeds. The small-capacity engine uses a Miller combustion cycle which effectively shortens the compression stroke relative to the expansion stroke in the name of optimal fuel efficiency. Its official combined cycle (urban/extra-urban) economy figure is a thrifty 4.1L/100km but over a week of city, suburban and some freeway running we saw a real-world average of 5.9L/100km. A sub-6.0L/100km result is still easy on the bank balance but beware you pay a price in terms of driveability. This powertrain is unrefined relative to the competition. The car feels on edge, with stilted throttle response and the dual-clutch transmission lacks polish. Even the stop-start function is rough.  There’s enough oomph. Claimed 0-100km/h acceleration time is a reasonably rapid 8.9 seconds, there are ‘DNA’ drive modes and the Junior is well balanced in cornering with accurate steering and good road feel. But it’s not a particularly relaxed drive. The Junior boasts a full suite of advanced driver assistance systems (ADAS) tech and none of the assists, monitors or alerts are overly intrusive, although the speed sign recognition was regularly misfiring, including a 40km/h advisory on the deck of the Sydney Harbour Bridge. Back of a bus, perhaps? Six airbags are onboard, the Junior missing out on the increasingly common front centre bag.  Alfa covers the Junior with a five-year, unlimited kilometre warranty with roadside assist included for the duration. Servicing is every 12 months/15,000km with each workshop visit averaging just under $670 over the first five years. Not the worst, not the best.    And it’s worth noting there are only eight primary Alfa dealerships and 18 service centres across Australia.