Luxury Reviews

When you're spending the best part of $200K on a family SUV you want more than a little luxury and performance to go with its day-to-day practicality. Add in petrol-electric plug-in hybrid efficiency and the Range Rover Sport Dynamic HSE P460e starts to look like a compelling proposition. We spent a week behind the wheel to test its credentials.

The House of the Trident is grabbing its golden opportunity with both hands – and its timing is impeccable.In the very month production of the petrol Macan ends, Maserati is launching its facelifted three-year-old Grecale, the mid-to-large SUV that it hopes will soak up sales from those in the market for a fast, classy Porsche substitute.In the flesh, the updates are largely a success, with the replacement lower front apron and fresh 19- and 20-inch rims all adding extra visual drama that was previously missing from the current model, drawing inspiration from no less than the firm's wild track-only MCXtrema.The new aero tweaks are also said to both cut drag and improve cooling, while a new pair of air curtains and further revisions beneath the skin boost efficiency.Under the bonnet, engineers have tweaked the powertrain offering to match the former Macan.The former entry 221kW mild-hybrid 2.0-litre turbo four-cylinder that powered the base GT has been axed and replaced by a 243kW high-output version of the same engine that once powered the Modena.Peak torque remains identical at 450Nm, but it means the most affordable Maserati now accelerates from 0-100km/h in 5.3 seconds.The middle-rung Modena, meanwhile, gets a special detuned version of the flagship Grecale Trofeo – the same high-tech twin-turbocharged 3.0-litre V6 'Nettuno' engine that was first rolled out in the sublime MC20 supercar.Producing 287kW and 500Nm of torque, engineers claim the more affordable V6 will seduce you with its soundtrack while sprinting from 0-100km/h in 4.9 seconds.At the top of the Grecale tree remains the 390kW/620Nm Trofeo that takes just 3.8 seconds to launch from rest to the 100km/h benchmark.All come with all-wheel drive and an eight-speed automatic transmission, plus an electronically controlled rear differential.There's also the option of a battery-powered 410kW Grecale Folgore, but despite having a range increased to a decent 580km due to aerodynamic revisions, fresh low-rolling-resistance tyres and a front-axle disconnect, it remains an also-ran due to its outdated 400-volt electrics.In comparison, the Macan EV is quicker to charge while offering higher levels of performance.Since first being introduced in Australia in 2023, according to engineers, the Grecale has been subject to continuous improvements, with one claiming both quality and reliability have been improved significantly.Upgrades as part of the facelift include new metal gear selectors that provide haptic feedback and a fresh steering wheel that now has flat upper and lower sections.The Grecale's trademark centrepiece carriage clock has been overhauled and is now octagonal in shape and can display everything from the time, driving mode and even g-forces.One last addition is a driver attention monitor that was needed to pass inbound Euro safety regulations that can struggle to detect eyes when a driver is wearing sunnies.Inside, the Grecale feels better built than those early launch cars we drove, while the build was nearly flawless and some of the high-grade materials employed are impressive, even at its elevated price.While some might lament the familiar Android Automotive-based UConnect infotainment system, which is common to other more affordable Stellantis products, the Maserati's system – which blends a lower 'comfort' touchscreen for the climate functions – is all intuitive, responsive to touch and makes the Maserati easy to live with, even if it doesn't wow with its size or resolution.We're sure many families will also appreciate the larger dimensions of the 4.9-metre-long Grecale that provides rear-seat passengers with more than ample leg- and headroom, plus a large 570-litre boot, although the entry mild-hybrid sacrifices 35 litres of that luggage capacity to house its battery.Climb behind the wheel of the Modena V6 and it's remarkable how different it initially feels compared to the more urgent Trofeo.Engineers have worked hard on cultivating a worthy soundtrack for the lower-powered V6, with a deep growl low down in the rev range that, occasionally, thrums a little like a turbo-diesel. Pick up the pace and the twin-turbo sounds far more appealing and enthralling.In its default GT mode, the detuned Modena feels a little too lazy and lacklustre, with a dull throttle response blunting it, which doesn't quite compute with the Maserati badge, but switch to Sport and the supercar-like scalpel responses return, as well as strong acceleration that lives up to the badge and price.Ride comfort is decent in GT mode with our car's adaptive air springs, although sometimes you'll find yourself shifting the adaptive dampers to a firmer setting for a bit more body control, undoing some of the plush ride.If you've stepped out of a Macan, you might also miss that car's more direct and precise steering and greater sense of agility, but the faster Trofeo adds some of that back with its more reactive rear e-diff.For those not in the mood, the Grecale is a quiet and comfortable place and provides a high driving position that we think many owners will appreciate.In European markets like Italy or Germany, pricing for the 2027 Grecale has carried over largely unchanged.In Australia, that means the entry grade - now simply called Grecale - with the 2.0-litre turbo is likely to still cost around $122,500 (plus on-roads), the new Modena V6 from $148,000 and the Trofeo a punchy $188,500.That means the Maserati will continue to sit at $24,600-$46,800 higher than the outgoing Macan – which could prove a hurdle, not least when you consider the high cost of options.Previously, the base Grecale came with 19-inch alloy wheels, a 12.3-inch digital instrument cluster and a 12.3-inch Android Automotive-powered infotainment, with a head-up display and a powerful 21-speaker 1285-watt Sonus Faber sound system.Both Apple CarPlay and Android Auto were available, while adaptive cruise, blind-spot monitoring, lane-keep assist and rear cross-traffic alert were all standard.The Modena added active dampers and larger 20-inch alloy wheels, while the flagship Trofeo came with 21-inch rims, performance brakes, adaptive air suspension and an additional Corsa driving mode.The updated configurator now suggests the head-up display, premium sound system plus the 12-way or 14-way electrically adjustable premium leather seats will all be costly options.Then there are the glorious ways you can personalise and make your Grecale a true one-of-one bespoke build, which will prove irresistible to many.Since Maserati is a low-volume carmaker, the Italian firm hasn't volunteered its mid-size SUV for either Euro NCAP or ANCAP evaluation, but the Alfa Romeo Stelvio that shares the same platform was awarded the full five stars for protection back in 2017, suggesting that with its more modern driver-assist tech the newer, updated Grecale has the potential to deliver an impressive result.Perhaps predictably, running costs will be high, as the Maserati only averages 10.6L/100km on the combined WLTP test cycle.The Maserati Grecale comes with a short three-year unlimited-kilometre warranty that can be extended twice, but there are some eligibility requirements. The limited extended warranty also only offers protection for the engine and transmission.There's also the firm's Extra10 warranty program, which covers powertrain components up to the 10th year for unlimited kilometres, but only if they've been covered by all previous extended warranties.Other rivals, still available at a lower price point, include the more mainstream BMW X3 M50 xDrive ($126,900 plus on-roads) and the Mercedes-AMG GLC53 ($140,600) or the impossibly powerful 500kW GLC 63 S E-Performance ($194,000).

Porsche has continued the rollout of model grades for its all-electric Macan and the latest is the GTS. GTS grades are often the sweet spot of any Porsche model range, usually adding an extra dollop of performance and grade-specific styling.There aren't many high-end electric SUVs of this size in Australia, except for the Audi Q6 e-tron. And judging by the sales figures, Australians haven’t warmed to the electric version of the Macan. Porsche has sold 308 to the end of May this year, a 75 per cent drop compared with the same time last year.But perhaps the sportier and sexier GTS can grab premium buyers’ attention.Compared with the sleek internal combustion Macan with its hunkered down stance and hatchback-like rear, the new EV version looks much bigger on the road. But the design has grown on me and the GTS styling helps enormously.The GTS gains flourishes like wider side skirts, different front and rear aprons, a pronounced diffuser and gloss black inserts.My test car was also Carmine Red and combined with the black elements, and gorgeous but expensive ($4860) 22-inch RS Spyder Design wheels in Anthracite Grey (up from the standard 21-inch wheels), it all makes for a menacing, sexy look.The Macan gets the GTS treatment inside as well with signature red seat belts and a few other additions.The horizontal dash feels quite upright, as does the seating position. The design is appealing and functional without taking any risks.The positioning of the gear shifter on the dash is great for freeing up space and the Macan has decent storage. The device charger can be closed which is good for security.The multimedia system isn’t super intuitive - you have to drill down to multiple menus to find things. Some menu items overlap with the always-on side menu. That’s not very premium, Porsche! Even the Apple CarPlay was a little glitchy. Thankfully, air con has its own panel on the dash.There’s not a lot of knee room in the rear behind my (183cm) driving position, but lots of toe room. The middle seat feels like an afterthought, especially as the front centre console leaves virtually no legroom. But the rear seats are bucketed and super comfy.The boot can swallow 480L, down from 540L in lower Macan grades. There’s no spare wheel, just a tyre repair kit, and a massive Bose subwoofer consumes the underfloor storage. It has handy levers in the boot to lower the 60/40 rear seats and a button that lowers suspension to load heavy items.Elsewhere, the Macan GTS comes with a smallish 10.9-inch multimedia screen and this example was fitted with a passenger side digital display ($2810).Which brings me to one of my biggest issues with this car - the optional extras. The base price of a Macan GTS is $171,100 before on-road costs. That’s already pricey when you consider rivals like the Audi SQ6 e-tron (from $151,400), Hyundai Ioniq 5 N ($115,000) and upcoming BMW iX3 50e ($109,900). Then there’s the eye-watering options list.My test car was fitted with items that shouldn’t cost any extra, like $560 for black badging and $220 for ‘preparation for Porsche dashcam’. Then there’s the downright ridiculous $10,730 for the GTS Interior Package.Rear-axle steering at $3510 is understandable, but $4120 for the augmented reality head-up display that I turned off because it was too intrusive is just taking the mickey. My test car had $38,000 worth of extras, bringing the total price to $209,110.Porsche’s German rivals (Audi, BMW, Mercedes) have all improved their standard features offering in recent years, but Porsche clearly still lags.As the second-most potent Macan Electric grade under the Turbo, the GTS gains an extra helping of performance. It features permanent magnet synchronous motors on the front and rear axles, offering 380kW of power and a maximum 955Nm of torque with overboost.This is enough for a 0-100km/h sprint in a blistering 3.8 seconds on the way to a top speed of 250km/h.Porsche says the Macan GTS’s 100kWh high-voltage lithium-ion battery can be charged from 10-80 per cent capacity via a 120kW DC charger in about 46 minutes, while using its maximum charge power will take just 21 minutes. An 11kW AC home charge should take about 10 hours. One handy feature is two charge ports, one on each side of the car.Porsche claims the Macan GTS’s electric driving range is 513km. The official energy use figure is 20.6–18.5kWh/100km and after a week of mostly urban commutes and a quick back-road blast, I recorded 21.5kWh.It is incredibly quick off the mark, forcing you back into your seat when you floor it. Sport mode, which alters the chassis and ups acceleration, is brutal.Steering in any mode is super sharp and doesn’t require much input to get a response.The Macan GTS is a big, heavy electric SUV but it has a surprising nimbleness to it. It’s taller than the ICE version but it’s chuckable to a certain degree, with very little roll in corners.The grippy tyres aid roadholding and strong brakes help pull up the big SUV, too.Ride quality is undeniably firm and you feel and hear harsher corrugations and bumps. It’s far from jarring, but don’t expect a cushy ride.The Macan has a tighter turning circle than you’d think (11.1m down from 12.1m thanks to the rear-axle steering), making it surprisingly easy to park.Road noise is noticeable on coarse chip surfaces but otherwise most external noise stays out of the cabin.Another huge tick for the Macan is the advanced driver assist systems (ADAS), which works away in the background. It only kicked in once when I merged onto a new lane on a freeway and even then the steering intervention was subtle.Porsche covers the Macan with a three-year/unlimited kilometre warranty which is well behind the five-year terms of most premium rivals. The service schedule is every two years or 30,000km which is great and Porsche offers service plans of three ($1995), four ($3695) or five years ($3995). This is quite a bit more than Audi’s offer for the SQ6 e-tron ($2080 for six years).

It feels like Audi’s Q3 has been with us since the dawn of automotive time, but it’s only 15 years since the compact five-door SUV began following in the wheel tracks of its larger Q7 and Q5 siblings.And this Sportback TFSI quattro 195kW is the current flagship of the third-gen version above the front-wheel-drive TFSI 110kW and mid-range AWD TFSI quattro 150kW.At $84,400, before on-road costs, it lines up against upper grades of its traditional German ‘Big Three’ rivals, the BMW X1 and Mercedes-Benz GLA as well as other premium contenders like the Lexus UX and Volvo XC40.For that kind of money it’s fair to expect a healthy list of included features and this Q3 tips in 20-inch Audi Sport alloy rims, an ‘S line’ exterior styling package, keyless entry and start, three-zone climate control, all LED exterior lighting, a big panoramic glass sunroof, a power tailgate, heated electric sports front seats and leather-appointed seat trim.There’s also multi-colour interior ambient lighting, a heated leather-trimmed steering wheel, 12-speaker 420W Sonos audio, an 11.9-inch digital instrument display, central 12.8-inch multimedia touchscreen, built-in nav, a head-up display, adaptive cruise, a 360-degree camera view and more, including exterior mirrors that do everything except sit up and beg, suspension with damper control and privacy glass.That’s a huge wodge of standard equipment for the category and to top it all our test car featured Madeira Brown matt effect paint for $6370, an Advanced lighting package (Digital Matrix LED headlights with selectable light signatures and animations) at $4225, a Black Exterior package ($2080) and different S design 20-inch alloys ($650). All up, $97,725, including GST.It may be a product of latent colour-blindness but I see this Q3’s eye-catching matt finish as a charcoal grey rather than brown. But either way, when combined with the angular slimline headlights, sweeping coupe-style profile and jagged tail-lights it gives the car a distinctive, borderline menacing personality.The standard S line treatment includes specific front and rear bumpers while a thin red light strip across the rear and illuminated four rings logo on the tailgate add a vibrant after-dark lighting signature.The cabin is clean, contemporary and brilliantly functional. A widescreen dashtop array houses the configurable digital instrument cluster and media display touchscreen. Ventilation control is via the screen but in typical Audi style there’s a physical dial for audio volume and other functions including the ‘drive select’ system.The steering wheel is flat on the top and bottom and the controls for indicators on the left and gear position on the right are more flat paddles than conventional stalks. A (successful) space-saving measure, it takes some getting used to but quickly becomes second-nature.Partial leather trim looks and feels quality, the sports front seats are top shelf and details like semi-floating armrests are a cool design touch while making it easier to close the doors.The Q3 measures just over 4.5m long but there’s plenty of room in the front and (for me at 183cm) a surprising amount in the rear. Lots of storage options around the cabin for cups, bottles and other bits and pieces with power and connectivity including a pair of USB-C sockets in the front and another pair in the rear.The boot holds a handy 488 litres with the 40/20/40 split rear seat upright, increasing to 1289L when folded. Not only that but the reclining rear seat slides for extra load flexibility.It’s also worth noting the Q3 can tow a 2.1-tonne braked trailer, which is pretty handy and a physical temporary spare is a much better option than the increasingly common repair/inflator kit.As its name implies, the Q3 Sportback TFSI quattro 195kW is powered by a 2.0-litre turbo-petrol engine sending 195kW/400Nm to all four wheels via a seven-speed dual-clutch auto transmission and Audi’s quattro permanent AWD system. There’s no electrical assistance for the engine.Claimed zero to 100km/h acceleration time is an impressively rapid 5.7 seconds. Which not only sounds good on paper but feels great in reality.Maximum torque is available from just 1650rpm through to 4350rpm and mid-range grunt is not only healthy but delivered in smooth, linear fashion.The dual-clutch auto is sharp (in a good way) with rapid manual shifts available via wheel-mounted paddles if you’re in the mood to swap ratios through your favourite set of corners.Overall refinement is excellent and even riding on the big 20-inch rims (shod with 255/40 Continental EcoContact 6 tyres) the Q3 handles urban bumps and thumps well thanks in no small part to the damper control suspension.The system reacts to the road profile factoring in parameters including steering, braking and acceleration to continuously adjust damping for each wheel. Steering feel and response are spot-on, as are the brakes.  Claimed combined cycle (urban/extra-urban) fuel economy is 8.2L/100km and over 300km of city, suburban and highway running we saw an on-test figure of 10.1L/100km which is okay for a car with this kind of performance potential.All the active (crash-avoidance) safety features you’d want and expect in a car in this part of the market are onboard and work subtly. But if a crash is unavoidable there are seven airbags, including a front centre bag.A five-year, unlimited kilometre warranty matches key rivals like BMW, Genesis, Land Rover, Lexus, Mercedes and Volvo but it’s worth noting an increasing number of brands in the mainstream market are stepping up to longer seven, eight and even 10-year cover.Service intervals are 12 months/15,000km and a five-year plan will set you back $3330 or $666 per workshop visit, which isn’t out of order for the class. There are around 50 Audi dealers covering all states and territories including key rural centres.

The most electrified Porsche 911 yet has arrived.Yep, the 2026 Porsche 911 Turbo S breaks from tradition with the electric motor wedged into its eight-speed PDK dual-clutch automatic transmission.And then there's the twin electric turbochargers fitted to its 3.6-litre six-cylinder boxer engine.That is one more e-turbo than its 911 Carrera GTS sibling, which debuted Porsche’s new power-boosting T-Hybrid system two years ago, complete with a 1.9kWh battery.In the all-wheel-drive Turbo S it helps it produce an astounding 523kW of power (+45kW) from 6500-7000rpm, and 800Nm of torque from a far broader 2300-6000rpm.Sprinting from zero to 100km/h in the coupe on test here now takes just 2.5 seconds (-0.2s), while 200km/h can be reached in 8.5 seconds (-0.5s) on its way to a top speed of 322km/h (a nice even 200mph).Needless to say, in reality this level of acceleration is neck-snappingly immense in any of the three available drive modes (Normal, Sport and Sport Plus).The PDK whips through its eight gears in a seemingly uninterrupted blur, during which the engine feels like it is always on boost thanks to its newfound electrification.That said, the Turbo S increasingly offers too much straight-line performance for Australian public roads, which have speed limits of up to 130km/h in limited locations.But I suppose it is nice to know you can accelerate faster than almost any other car you come across on your drive.You also can probably decelerate sooner than most other cars thanks to the mammoth carbon-ceramic brakes fitted to the Turbo S.The 420mm front and 410mm (+20mm) rear discs are the largest to be fitted to a street-legal Porsche yet and offer equally immense stopping power.The T-Hybrid system contributes plenty to the Turbo S coupe’s 74kg weight gain, to 1725kg, but the reality is you won’t really notice the difference in a straight line, let alone around corners.Handling wise, the Turbo S does not match the prowess of its track-focused GT3 and GT2 siblings, but it is still a 911, which means it's still among the best when it comes to despatching corners with its high level of AWD grip.The T-Hybrid system also helps to power the new active anti-roll bars, which reduce body roll when cornering hard. They are simply phenomenal when it comes to delivering lateral balance.And if you want even more body control and road feel, the adaptive dampers can be firmed up via a dedicated physical switch at any time, or via the Sport Plus drive mode.At this point the ride comfort is firm enough that you seemingly feel every little road imperfection.I prefer the adaptive dampers in their Normal setting, which is still stiff but can easily be lived with day to day.The 911’s electric power steering is the one of the best available today, with the level of feedback provided almost as good as a traditional hydraulic system.In any of the drive modes it is as direct as you would expect a high-end sports car to be, partly thanks to its brilliant wheelbase-shortening rear-axle steering.The beauty of the Turbo S is its split personality: it can be relatively docile when you are navigating city traffic, or it can be an otherworldly performance machine when you are lucky enough to find an open road.It is this duality that its GT siblings simply cannot match.Now, do not make the mistake of thinking the Turbo S coupe’s T-Hybrid system significantly reduces its fuel consumption because it is performance-focused after all.In fact, claimed fuel consumption on the combined-cycle test is 11.8L/100km, up 0.3L/100km.But in the real world I averaged a reasonable 14.3L/100km over 366km of driving, all of which was very much worth the high fuel bill.Design wise, the Turbo S has had an obligatory nip and tuck as part of this midlife facelift, one that Porsche says makes it 10 per cent slipprier, partly thanks to active aerodynamics front and rear.Either way, the 911’s iconic design elements remain, making it arguably the most recognisable multi-generation sports car of all time.I mean, look at those deliciously wide rear haunches!The 911 is also still one of the most practical sports cars you can buy, with two rear seats, which, while very tight for adults, is still a lot better than not having them at all.You even get two cupholders in the front row, which is two more than you get in most supercars.There are also plenty of physical buttons and switches for nearly all of the key functions, including the all-important climate controls.And let us not forget the frunk and its 128 litres of storage capacity, which is again a lot more accommodating than what you get with the 911’s mid-engine rivals.The price? The new Turbo S coupe costs $577,300 plus on-road costs, which is ‘just’ $39,700 more than its predecessor but more than reasonable against its competitive set, including the Ferrari 296 GTB ($604,000) and Lamborghini Temerario ($534,169).Despite its high price, in typical Porsche fashion several features that should be standard in the Turbo S coupe are not, including its sunroof ($4720), cooled front seats ($2220), Porsche InnoDrive highway assist ($2190) and all-important front-axle lift ($4950).All the regular advanced driver-assist safety features are otherwise present and work well, meaning they will not annoy you day to day, which is increasingly rare in 2026.But you do get shortchanged with Porsche Australia’s three-year/unlimited-kilometre warranty, which while comparable with the likes of Ferrari, Lamborghini, McLaren and Aston Martin, is off the five-year pace of BMW, Mercedes-Benz, Audi and other premium brands.

The higher of two pure-electric Mercedes CLA models, and the flagship of the five-model line-up is the CLA350 4Matic electric, priced at $91,300, before on-road costs.

It's laughable the new Bentley Bentayga Speed doesn't have a plug-in hybrid powertrain tucked up under its snout.After all, the luxury British carmaker has invested billions in electrification and gone ahead and developed its own high-performance plug-in V8 from scratch.But to focus on its lack of hybrid is a big mistake, says the British brand. Given the choice, Bentley says buyers of its fastest, most extreme Bentayga would prefer a pure-combustion V8 any day of the week.They might have a point. Even though it misses out on the massive 575kW of power and 1000Nm of torque of the hybrid, the Speed's twin-turbo 4.0-litre V8 still musters 478kW and 850Nm. Not exactly meek.Without an extra high-voltage battery, electric motors, inverter and all the extra wiring, the latest 2026 Bentayga Speed is at least 200kg lighter than it would have been if it came with a plug.While some might lament the loss of the old hard-charging twin-turbo 6.0 W12, the uprated twin-turbo V8 is more than up to the task. To earn its Speed badge, engineers threw on some bigger turbos, upgraded the fuel injection system and then lowered the compression ratio.Finally, for the first time Bentley is throwing caution to the wind by adding an Akrapovič titanium exhaust that also shaves off around 12.5kg.Off the line, the Bentayga Speed shrugs off its 2.5-tonne kerb weight by launching from 0-100km/h in just 3.6 seconds – exactly the same as the latest BMW M5 Touring – and 0.3 seconds quicker than the old W12.Top speed rises to 310km/h – 4.0km/h higher than before.The gains keep coming.Since the V8 is 25kg lighter than the old W12, the latest Bentayga Speed also has a better weight distribution, allowing engineers to comprehensively update its flagship SUV's chassis to improve the way it drives.While most of the air springs, adaptive dampers and 48-volt electric active anti-roll bars carry over, for the first time the big Bentley gets rear-wheel steer for extra nimbleness around town or on tight and twisting alpine roads.Highlighting the dramatic changes, for the first time there is something called an 'ESC Dynamic' mode that is said to, in the right circumstances (like a track), allow the driver to indulge in small drifts. It's not quite a proper drift mode but still almost unprecedented in a Bentley.Select 'Sport' mode and the dampers also firm up by 15 per cent, suggesting some serious intent by those honing the new Speed model.In the flesh, the fastest Bentayga adopts a pair of darkened front lights, smoked tail-lights, darker chrome, a larger tailgate spoiler, tweaked front and rear spoiler, plus Speed badging.Large 22-inch wheels are standard, but most will opt for the bigger-still 23s.Within, the Bentley is as glorious as ever and the perfect antidote for those who have grown weary of minimalistic cabins and boring pillar-to-pillar screens.From the lashings of chrome, proper dials and buttons, to the diamond-quilted leather and machine turned veneers, the attention to detail lavished on the cabin delights – but it's the experience behind the wheel that really counts.It's not all good news from the move from W12 to V8.The old twin-turbo 6.0-litre used to develop its peak torque from just 1500rpm, providing almost EV-like responses, while the new engine's 850Nm (50Nm lower) only arrives a little later at 2250rpm, providing a less instant response.The eight-speed auto is also a little slow to downshift, but once on the boil sees the big SUV fly and is accompanied by a far more appealing woofly V8 soundtrack than the old booming W12.We love the optional exhaust' too, which is never silly enough to upset your neighbours and adds plenty of drama with its pops and bangs in its sportiest mode.In its 'Comfort, mode the optional 23-inch rims added an unwanted edge to the ride at lower speeds and became quite busy at low speeds, which doesn't bode well when it arrives in Australia.The good news is, up the speed, and ride comfort is mostly decent, while the steering is accurate and, like many of its best rivals, manages to feel much lighter than it is.On public roads, we didn't get to see if the new Bentayga Speed can drift for England, but other rivals, like the Aston Martin DBX are perhaps even faster and more agile, while the latest Porsche Cayenne Turbo Electric is in another league for straight-line performance.As standard the Bentayga Speed bags matrix LED headlights, LED rear lights and a 10.9-inch multimedia screen that works with Apple CarPlay and Android Auto.A head-up display, night vision, park assist and traffic sign recognition are all part of the driver-assist tech.Out of the box the Bentley features a 12-speaker 590W sound system, but there are plenty of reasons to visit the options list.Our car came with the titanium sports exhaust that cost £7740 (A$14,500), the £10,370 (A$19,500) 'Dynamic Pack' that adds carbon-ceramic brakes and launch control and the upgraded £7350 (A$13,800) Naim premium audio.While there's the choice of seven standard colours, 56 extended hues, Bentley can also colour match to any shade under the sun. There are also five standard leathers, a further 10 premium hide options, plus up to eight different veneer trims.While not tested by ANCAP, the Bentayga Speed gets six airbags as standard, lane-keep assist, blind-spot monitoring, front and rear cross-traffic alert and autonomous emergency braking (AEB) with pedestrian detection.The 2026 Bentley Bentayga comes with a three-year/unlimited-kilometre vehicle warranty, which includes complimentary scheduled servicing for up to five years at no cost up to 100,000km.The latest Bentayga Speed service intervals are likely to be every 12 months or 16,000km, whichever is sooner.When the 2026 Bentley Bentayga Speed arrives in the next couple of months it will be priced from $525,000, before on-road costs.That means it will command a six-figure premium over the Aston Martin DBX ($429,000 plus on-roads) and cost significantly more than the Lamborghini Urus Performante ($465,876) but seem an absolute bargain beside both the Ferrari Purosangue ($728,000) and the Rolls-Royce Cullinan Black Badge ($810,000).

The first of two pure-electric Mercedes CLA models, the CLA200 electric kicks off at $72,200, before on-road costs.

The top-spec hybrid model in the new CLA line-up is the AWD 220 4Matic, sitting at $84,300, before on-road costs, which puts it in the same price ballpark as primo versions of its German ‘Big Three’ rivals, the Audi A3 sedan and BMW 2 Series.

The first rung up the Mercedes CLA ladder above the entry-level 180 is this CLA200 at $68,100, before on-road costs, which puts it in the same price ballpark as its German ‘Big Three’ rivals, the Audi A3 sedan and BMW 2 Series.