Luxury Reviews

The A45 is the AMG brand’s greatest departure to date from its roots of high performance rear-wheel drive sedans with big-capacity V8 and V12s.Over the past decade, the three-letter badge from Affalterbach has appeared on all sorts of hot Benzes; with stonking performance and ‘that’ trademark exhaust growl available in anything from coupes to convertibles, wagons and SUVs. With the arrival of the new A45 from September, it can add the hottest of hot hatches to its impressive repertoire.Despite being based on the humble A-Class small hatch, the all-wheel drive A45 promises supercar levels of performance, garnished by Mercedes’ boast that its 2.0 litre turbocharged engine is the most powerful four cylinder unit currently in series production.This may be half the average AMG cylinder count, but the A45 also more than halves the AMG price of entry, and delivers efficiency to prove the AMG formula can be successfully morphed for the future. VALUECompared to the current AMG-entry C63 sedan’s $154,900, the $74,900 A45 AMG looks like a performance bargain. The A45’s claimed 0-100km/h figure of 4.6 seconds is just two tenths behind its 6.2 litre V8-equipped sibling, and their standard spec lists and interior packaging are surprisingly comparable.Against more realistic rivals like the $64,900 BMW M135i or the segment stalwarts $59,990 Subaru WRX STi or the $56,990 Mitsubishi Lancer Evolution, the A45’s bargain status does diminish, but none can match the A45 for performance, freshness of design or spec.The A45’s list of standard features includes a panoramic glass sunroof, seven inch multimedia screen, with satnav, 10GB hard-drive and internet capability, plus 12 speaker Harmon Kardon audio, dual-zone climate control and heated seats with memory adjustment. The only remaining options are ($490) blackened wheels, ($1990) 20% stiffer coil springs, a ($1990) aero package, and a spacesaver wheel to expand on the standard puncture kit. DESIGNIn isolation, the A45 with its standard 19-inch wheels looks every bit an AMG tearaway, but alongside the already hot but non-AMG A250 Sport, there’s little visual differentiation aside from wheels and badging, extra black detailing, a unique grille and trapezoidal exhaust outlets.For those wishing to shout their AMG status from a greater distance, there is the Aerodynamics Package fitted to our test car adds black ailerons and a larger front splitter to the front apron, and a boisterous wing to the hatch.The interior is unmistakably AMG, with red highlights against perforated leather and trim, aluminium and carbon-look details, specific sports seats, and numerous AMG logos. The instrument cluster also includes a lap-timer, which is controlled by the steering wheel’s audio controls. German austerity this isn’t, but it suits the A45’s hardcore performance overtones.The only concession to practicality is the loss of lesser A-Class’s front under-seat storage in favour of a lower seating position, but a useful 341L/1157L cargo area remains in the rear. ENGINE AND TRANSMISSIONThe A45’s top-dog petrol 2.0 litre punches out 265kW and 450Nm, with the latter on tap between 2250-5000rpm thanks to a flexible twin-scroll turbocharger. The highly-strung unit is kept reliable with the finite control of piezo direct-injection, plus the added strength of a forged crankshaft and pistons. Like AMG’s bigger engines, each A45 powerplant is hand-assembled by a sole engine builder.All A45s come with a seven-speed Speedshift dual-clutch auto transmission, which incorporates an aggressive sport mode for rapid-fire shifting and launch control to show off that 4.6 second 0-100 figure. Despite all this caged mechanical lunacy, the A45 uses standard start/stop to return an amazing 6.9l/100km official combined fuel figure – less than a base model Toyota Corolla.SAFETYThe A45 builds on the lesser A-Class model’s five star safety rating, with three stage stability control offering three choices of safety net, plus Distronic Plus active cruise control, blind-spot and lane-keeping assist.DRIVINGOur drive route included a stint at the Phillip Island race circuit, with the notorious circuit’s combination of high speeds and undulating bends ideal for showcasing the little AMG’s capabilities. Using the integrated launch mode, the A45 rockets off the line, with the standard sports exhaust barking a proper worked-four snarl, with aggressive pops on heavy throttle gearchanges and lift-off.From 0-100km/h, the A45 will (just) beat an Audi RS4, so it’s capable of shaming some highly respected names. We saw 230km/h at the end of the main straight, and it was still climbing steadily toward the A45’s 270km’h speed limiter.The A45’s transmission snaps through the gears as only a twin-clutcher can. Left in Sport mode, it will downshift satisfyingly under heavy brakes. At first the transmission’s willingness to downshift can seem a bit timid, but is tuned to keep revs within the engine’s 2250-5000 torque band. There are paddle shifters behind the wheel, but we found the intelligence of Sport-automatic well up to the task of track work.The 350mm front/330mm rear steel stoppers reeled in the 1555kg A45 lap after lap without complaint, and the 235-section Dunlop Sport Maxx RTs on all corners gripped amazingly through The Island’s slower corners. The A45’s focused chassis is a huge leap above any other A-Class, with a specific four-link rear end and heavily revised front  suspension keeping the little hatch planted, with little roll and plenty of travel for swallowing bumps.The A45’s Haldex all-wheel drive system sends up to 50 per cent of drive to the rear wheels when needed, which means that the huge task of delivering power to the ground is generally left up to the front wheels. However, torque steer amazingly near-absent and the weighting and feel of the electric-assistance is a surprising delight. The flat top and bottomed leather and alcantara wheel is a lovely thing to look at and grip, but feels a bit like a 50 cent piece during heavy twirling. The A45’s sports seats are well up to the cornering forces of the track, and remained comfortable for this real-world human.While the big rear-wheel drive AMG’s are known for their tail-wagging track antics, the A45 just picks up its skirt and rockets out of corners. This safe and predictable power delivery is more like a scaled-down Audi RS or Nissan GT-R, and it’s a better real-world car for it. Left in Comfort mode on some real-world rural roads, the A45 winds back its raucous nature with softer gearshifts and the active exhaust no longer cracks and burbles. It still makes a nice rasp, and the ride is sharp but liveable over rural surface irregularities. The A45 is always a hot hatch, but it’s only an aggro beast when you want it to be.VERDICTFor the first four cylinder AMG model, Mercedes-Benz has certainly gone about it the right way. The A45’s price is sure to introduce the AMG brand to many, and it delivers easily accessed and stonking performance. The fact that it all comes wrapped within a practical five-door hatch body only sweetens the deal.Mercedes-Benz A45 AMGPrice: from $74,900Engine: 2.0-litre 4-cylinder turbo; 265kW/450NmTransmission: 7-speed auto, all-wheel-driveThirst: 6.9L/100km

They still don't offer a diesel RX but Lexus reckons it covers that base with the hybrid model and now, a four cylinder petrol variant called the RX270. The latter is unashamedly aimed at urban SUV buyers as it's a front wheel drive model but features most of the kit on other RX models including a six-speed auto

There are Porsches -- and then there is the Porsche 911 Turbo, the pinnacle of the performance-car maker’s line-up. With a drive-away price of close to $500,000 for one with all the trimmings you could be forgiven for scoffing at such an automotive indulgence from such a tall poppy.It’s one of the best cars I’ve ever driven, the best of its breed and I’m genuinely sad that I will never be able to afford one. It quite simply is an epic car -- and deserving of all its hype and glory. 

It’s not just we Aussies and the Yanks that love their SUVs, Europeans have really been getting into them in recent years; and the big name German marques have quickly cottoned onto the boom in these handy vehicles. BMW began its SUV range with the X5 and has gradually worked its way down in size with new models X3 and finally the X1. The reduction in size was caused by the realisation by car makers that most SUV buyers aren’t interested in exploring the wilds of their respective countries, rather they want a capacious station wagon with a driving position that’s higher than cars’.Note that BMW would like us to call its vehicles SAVs, standing for Sports Activity Vehicle, but no-one seems particularly interested in that acronym so we will stick with SUV (Sports Utility Vehicle).The midsize BMW X3 is the subject of this week’s article as it’s proving very popular in recent times. In Australia around one third of all BMW sales are in SUVs. The biggest seller is the X5, but the X3, introduced here in July 2004, is holding its own in the sales race. Interestingly, the second generation X3, sold from March 2011, is significantly larger than the original and is within a few centimetres of the first-generation X5 in many dimensions.If you’re looking for a family car the gen-two BMW X3 has ample legroom for those in the rear seat and three children will find they have good shoulder room. Boot space is good and the luggage areas are well shaped and easy to load in all X3 models.As there’s almost no demand for a BMW that can go off road, the suspension guys have gone for handling and comfort ahead of traction on unsealed surfaces. Clever electronics, further enhanced on the gen-two X3, do give it more grip in harsh going than you might expect.Four and six-cylinder engines are offered in petrol and diesel format. BMW has long been a specialist in turbocharged engines and both the petrol and diesel units work well. There’s the usual lag before things start to really motor well, but once the engines are past that stage they are beautifully responsive.Though the diesels are the more economical we do have a preference for turbo-petrol engines as they just love to rev way up in the scale, whereas the diesels give up in the high 4000s. Even better are the naturally aspirated straights sixes - one of our all time favourite powerplants. These are offered in 2.5 and 3.0-litre capacity.Six-speed manual gearboxes were offered in the early days, but were never popular and disappeared from the new-car price list during 2008. If you’re keen on DIY gearshifting you may find a few manuals have been privately imported. Be sure a private import meets all areas of Australian regulations.Automatic transmissions began with five forward speeds in 2004, this increased to six in 2006, then eight in the all-new model of 2011. There are manual overrides that give you a fair bit of control as BMW has long been an expert in sporting automatics.BMW is long established in Australia and has a well organised dealer network. The concentration is on major metro areas but there are quite a few in country cities and even large country towns. Spare parts are relatively expensive, but no more so than others in this class of SUV. We seldom here any real complaints about availability. Similarly, insurance costs aren’t low, but you generally seem to get value for money.Do it yourself work on an SUV like this should be left to minor items only. These are complex cars with a multitude of electronic items and should be left to BMW dealers. There are some ex-BMW mechanics in private practise and owners speak very highly of them, however, they may not have access to the very latest information or changes to the X3.WHAT TO LOOK FORThe BMW X3 is generally trouble free, but it makes sense to buy a used one with a full service history. The car will have been in contact by way of the internet with the technical departments in the German head office each time it was serviced at an official dealership.The use of incorrect tyres can cause problems with the transfer case due to incorrect rolling radii. Make a note of the details of tyres then contact BMW for a list of recommended tyres. If you suspect one has been off the beaten track - a rare event - examine the bumper corners, doors sills and undertray for damage - or choose an X3 that hasn’t beaten about the bush.Make sure a petrol engine starts almost instantly, or a diesel within a couple of seconds. Slow starting can indicate real problems. An inspection of the interior, including the luggage area will reveal that a car has been used as a workhorse for carting kids or other heavy-duty stuff.CAR BUYING TIPCars aimed at those who really like to drive may have been thrashed. Blindingly obvious? Yes, but too few buyers take this into account when falling in love with a potential new car. 

There are Porsches -- and then there is the Porsche 911 Turbo, the pinnacle of the performance-car maker’s line-up. With a drive-away price of close to $500,000 for one with all the trimmings you could be forgiven for scoffing at such an automotive indulgence from such a tall poppy.But the 911 Turbo genuinely is one of a few cars in the world that epitomise how far the automobile has come in 125 years. The “haves” respect it, the “have nots” wonder why such a vehicle exists -- and query who would spend that much on a car when you could buy a house.It might be hard to believe but cars with this level of automotive excess tend to spawn technologies that eventually filter down into more affordable models. Car-makers can take a punt with new technology because the development cost, in effect, gets under-written by wealthy buyers.The new 911 Turbo, for example, has a couple of fuel-miser tricks not yet seen on other cars (see technology) even though it’s at its best when using fuel at a greater rate than most other cars on the road.But there is one other important aspect of the 911 Turbo that might even take some of the hate out of the haters. It’s a silent -- if a little conspicuous -- contributor to the public coffers. About $150,000 from each one of these Porsches is diverted to the Federal Government in the form of Luxury Car Tax and import duties. So when Porsche has a good year and sells 120 or so 911 Turbos, it’s pumping more than $18 million annually into schools, hospitals, aged care and or saving whales. Hey, I tried.In this league value genuinely is a relative term. If the $359,800 starting price of the 911 Turbo isn’t enough to give you an ice-cream headache (not only because of the lack of rounding in this stratosphere, but the stratosphere itself) then consider this.The 911 Turbo S costs $81,500 more ($441,300) than the regular model and yet is only 0.1 second quicker from 0 to 100km/h (3.1 versus 3.2 seconds for the record). It’s the most expensive one-tenth of a second in the car business.That price premium also buys carbon ceramic brakes (typically a $20,000 option), racing-style single-nut wheels, LED headlights and a more liberated engine (it revs higher and makes more power).If you want the wind to blow in your hair (or over your scalp) a convertible is available in Turbo and Turbo S guise for a $29,000 price premium over the equivalent coupe. And before you know it you’ve wound up with a half-a-million-dollar mid-life crisis.The price wouldn’t be such an issue if not for our gouging government and one small but symbolic sin of omission from Porsche. Inexplicably, a rear-view camera is an optional extra on all 911 Turbos. And yet they’re standard on a $23,990 Hyundai hot hatch. Seriously, how could a company full of so many smart people who make such a fantastic car make such an oversight?Not many cars automatically cut the engine in stop-start traffic to save fuel and also have launch control to burn fuel as fast as scientifically possible. But that’s the case with the new 911 Turbo.Press a button, put your left foot on the brake, floor the accelerator and then watch all hell break lose as you step off the brake and on to what feels like a landmine. Actually make that an anti-tank missile. By jingoes does this thing go like the proverbial slingshot. And by jingoes I said something a lot more colourful than by jingoes when it actually happened.Fortunately we got to test it again and again and again. It was like being at the start of rollercoaster ride -- but one in which you’re allowed to keep going until you get giddy. The thing is, though, I didn’t get giddy and the cars kept copping the punishment.It’s a stark contrast to the launch control system on some other performance brands. BMW and Ferrari, for example, have in the past either rationed how many launch starts you’re allowed to try or just flat out disallow it. BMW M5s have ended up on tow trucks, Ferrari minders have discouraged journalists from experimenting with launch control because “it’s hard on the car”. That it is. But the Porsche seems to be able to handle it.Porsche isn’t just clever with technology that makes its cars fast, it has also come up with some ingenious ways to save fuel when the 911 Turbo’s not being driven flat out. The engine deliberately cuts out once you slow down to 7km/h. Below 65km/h it will deliberately slip the clutch on the automated PDK gearbox to create the most economical way to deliver power when driven gently.The back wheels are discreetly angled inwards (up to 2.8 degrees) in tight turns at speeds below 50km/h. This also cuts the turning circle by 0.6m to 10.6m, says Porsche. Above 80km/h the back wheels are discreetly angled in the same direction of travel to improve high speed cornering and lane-changing. It’s fair to say it’s difficult to detect. But a feeling of sure-footedness is apparent.Most modern cars are designed to slip through the air easily but given that the 911 Turbo has a top speed in excess of 300km/h -- and planes take off at 250km/h -- Porsche has had to get better at finding ways to keep it on terra firma. To that end Porsche has come up with a front spoiler and a rear wing that poke out from the bodywork at the press of a button. It also means the front end won’t scrape on steep driveways because the rubber “chin” can retract.For the technically minded the new Porsche 911 Turbo in standard mode has a coefficient of drag rating of 0.31Cd, and in performance mode 0.34Cd. In layman’s terms when all the 911 Turbo’s aerodynamic aids are deployed it pushes more air out of the way than a Holden Commodore (despite having a fraction of the big sedan’s surface area to cut through the air).To save you doing a web search, the new Holden Commodore’s aero rating is 0.30Cd. By comparison a Toyota Prius is 0.25Cd -- but the best mass-production car in the world is the new baby Benz sedan, the CLA, which has a rating of 0.22Cd.Central to the success of the new 911 Turbo, however, is its epic engine. The twin-turbo horizontal six-cylinder engine has 383kW in the standard model and 412kW in the Turbo S. But power is nothing without torque and to that end the new Porsche 911 Turbo has had a generous serve.On second thoughts, it’s been downright greedy. The standard car has 660Nm (that’s more than a HSV V8) but that reaches a peak of 710Nm in performance mode. The Turbo S has a 700Nm helping of torque in standard mode -- unleashing 750Nm at the press of a button and a 20-second flooring of the throttle. How does all this power behave in such a light and nimble package? Stay with us.The formula for creating a 911 Turbo is a familiar one: start with a standard 911 and then make it wider, lower and slightly longer, giving it a bigger footprint. Various weight saving measures mean the new 911 Turbo is almost the same weight as before (1595kg to 1605kg, depending on the model) despite being loaded with extra technology.Six airbags, ample grip and enough acceleration to make sure you’re safely back on the correct side of the road after overtaking in as short a time as possible.I’ve never before accelerated so quickly in a car that the glovebox popped open. But that is just how much G-force is going through the new 911 Turbo on take-off. Be assured that the Germans know how to make gloveboxes to the same standards as the rest of the car, and possibly the world’s best. But it’s fair to say Porsche may need to fit a stronger latch to the glovebox lid on the new 911 Turbo. Or supply a lighter owner’s manual.Other manufacturers may talk up the hype but few deliver it as convincingly as Porsche. The straight-line acceleration of the new 911 Turbo is the closest mere mortals will ever get to experiencing the sheer brutal energy of a top level dragster, a high-powered motorcycle, or Felix Baumgartner’s fall to earth from the edge of space.And yet, of course, a Porsche is never only about straight-line speed. The 911 Turbo has new levels of agility attributed to the automatically adjustable suspension, new tyre technology and the extra aerodynamic downforce which, incidentally, Porsche claims trimmed 2 seconds from its Nurburgring lap time to 7 minutes and 27 seconds on Pirelli P Zero tyres (7 minutes 24 seconds on Dunlop semi-slick road-legal racing tyres).It’s little wonder the extra grip is there, with wider tyres front and rear than ever before. For the enthusiasts who’ve read this far the 911 Turbo’s front wheels are 8.5-inches wide and the rears are 11-inches. The Turbo S goes wider again (9-inches and 11.5-inches respectively) but the tyres are the same size on both models (front 245/35ZR20, rear 305/30ZR20).The brakes are equally impressive. The standard 911 Turbo has crossed drilled 380mm discs front and rear while the 911 Turbo S has carbon ceramic discs (410mm front and 390mm rear). Both models come with six-piston calipers up front and four-piston calipers at the rear. On the private race track Porsche hired, a 4km ribbon of road that’s likened to a miniature Nurburgring (with equally scary bumps, sloping corners and blind curves over crests) the 911 Turbo felt frightening and yet strangely comforting.The senses are overloaded by the blurred scenery, the thwack in the back every time you floor the accelerator, and then the chest pains from the seat belt every time you slam the brakes. It’s as violent as you want to make it. And then you realise you should have been picking twigs out of your teeth long ago. The car’s stability control management system can’t control the laws of physics, but it comes damn close. It makes ordinary drivers look like a pro. But when a pro gets behind the wheel, you don’t see which way they went.The new 911 Turbo is so good it’s difficult to write about it without getting accused of being caught under the Porsche spell. But I have panned Porsche in the past for building the Cayenne SUV (the original was terrible, the second-generation model is much better).And I have ridiculed Porsche for introducing diesel engines -- after the company said it would “never” do it (the latest ones are excellent). I even got banned from driving Porsches, for a short while, after we dared to compare the performance of the Porsche Cayenne V6 SUV with a Toyota Tarago V6 people-mover (the Toyota was quicker in a straight line).So my praise for this Porsche does not come lightly. It’s one of the best cars I’ve ever driven, the best of its breed and I’m genuinely sad that I will never be able to afford one. It quite simply is an epic car -- and deserving of all its hype and glory.

BMW introduced the current generation Z4 quite a few years ago now and they have moved to keep the Z4 pot boiling with a Gen II version of the classically styled two seater.Kick off point for the latest line-up is the Z4 sDrive20i at $79,900, with extra features adding up to as much as $9000 additional value compared with the previous Z4. The updated version now features an eight speed automatic transmission with paddle shift as standard in the two four cylinder variants along with launch control.Also included this time around is BMW’s ConnectedDrive system that is filtering through the entire BMW line-up featuring an 8.8-inch hi-res screen. It networks features such as the internet, music interface with a smart phone, telephony, voice control and navigation among other things.The optional packages, give a different take on Z4 ranging from classy to lairy and sporty. Possibly the most popular will be the M Sport with 18-inch light-alloy wheels and an aerodynamics package with large air intakes in the front and a rear bumper inlay painted Anthracite metallic. Something similarly sporty applies inside. The brutally quick Z4 sDrive35is has a version of the M Sport package as standard -- with 19-inch alloys.Drivers will no doubt appreciate the standard-fitted Driving Experience Control to select a configuration to suit the situation at hand and satisfy personal preferences. COMFORT, SPORT and SPORT+ modes can all be called up using the rocker switch on the centre console. As well as adjusting the responses of the engine and DSC stability system, the different modes also alter the shift characteristics of the automatic gearbox, the responses of the Servotronic function and the mapping of the electronically controlled dampers, if these items are specified. These modes allow the driver to choose from a selection of distinctive and clearly differentiated set-ups for the car. Other items of equipment fitted as standard are xenon headlights, air conditioning, a heated glass rear window, the Soft Close Automatic function for the boot lid and run flat tyres with a run-flat indicator.The new Z4 is slightly tweaked externally and cosmetically inside and is a hardtop-only these days, with a two piece lid that takes a scant 19 seconds to deploy at speeds up to about 40kmh. You’d be hard pressed to pick the exterior changes but Z4 has reshaped headlights with a reflective strip along the top edge, family bixenon headlights with white LED corona ring driving lights and an elongated kidney grille.A variety of paint finishes includes a stunning metallic orange called Valencia Orange and a number of interior packages are available to virtually customise the car's passenger compartment including Traction, Balance and M Sport.The three model local range consists of the Z4 sDrive20i, Z4 sDrive28i and the Z4 sDrive35is, all petrol turbos with four cylinders for the first two and a 3.0-litre straight six twin turbo in the latter. The 20i is good for 135kW/270Nm, a 6.9 second 0-100kmh sprint and 6.8-litres/100km.The 28i (same engine in different state of tune) is good for 180kW/350Nm, 5.5-seconds and 6.8-litres/100km. The fabulous 35is is good for 250kW/450Nm (500 on over boost), 4.8 seconds and 9.0-litres/100km. All pass EU6 emissions regulations and feature TwinPower technology _ direct injection, variable valve timing and lift and twin scroll turbocharging on the four bangers.We drove all three variants in sunny Queensland and to be honest, would be entirely satisfied with the entry 20i model. It has superb dynamics and plenty of punch for those legendary mountain road drives on a crisp Sunday morning. No matter which dynamic system you single out, the Z4 will not be found lacking.The 28 is a quicker and more engaging device because it has a lot more mumbo under the bonnet and is probably going to be the biggest seller. The 35i is a Boxster competitor with the required exhaust not and brutal acceleration but you have to concentrate harder as a result which can detract from the drive. The car looks sensational and we really liked the Traction package fitted to one drive car complete with orange leather inserts in the seats and dash.In terms of performance, the Z4 was and always has been a crackin' good drive regardless of the engine or transmission. High levels of driver engagement and sharp responses have been a hallmark of the model since way back.

As winter fades and summer fast approaches thoughts often turn to open-top cars and convertibles. For some there's nothing better than cruising around in an open car with the roof down.NEWFor those the selection of makes and models of open cars has never been greater. Most carmakers offer at least one convertible, some more than one. The Italian carmaker, Alfa Romeo has always offered convertibles, they're part of the company's DNA.The Spider has been a long and well-established model in the Alfa range and the company launched a new car in 2006, which was based on the Brera coupe. Like all Alfas the Spider is high on style and is packed with the flair that only comes with Italian cars.Two models were launched in 2006, the 2.2-litre four-cylinder JTS and the 3.2-litre V6 JTS. Both had performance-oriented engines boasting continuously variable valve timing and efficient direct injection.They each had six-speed manual gearboxes with the option of a six-speed auto; the smaller engine model was front-wheel drive, while the V6 had permanent all-wheel drive. While the engines deliver the punch expected of a sports car the chassis delivers the handling that allows it to be fully exploited.With double wishbone front suspension and a new multi-link rear suspension the Spider offers the sort of balanced handling and responsive steering to make open-road cruising the enjoyable experience it should be.The power soft top can be raised and lowered quickly and efficiently so you're never caught in a downpour. Inside the driver and passenger are accommodated in supportive, comfortable seats, the controls are nicely laid out within easy reach of the driver.Without a spare wheel the boot is quite large. On the road the Spider delivers the sort of driving experience expected of a sports car with the sort of heritage Alfa possesses.NOWAlfas, like most Italian cars, can be most alluring. They're stylish, make the right sort of noises and ache for the open road, but history says they can be troublesome.There was a period through the 1970s and '80s when Italian cars were slapped together by people who didn't seem to care, and the people who bought them suffered the consequence. They were poorly built, generally unreliable and rust was a major issue.Thankfully that's in the past and the cars are much better built, more reliable and rust doesn't appear to be a problem now, but there remains a suspicion that affects the reputations of all but the most exotic Italian brands and Alfa is one of them.It not only affects the new car sales of the brand, but also the resale and that needs to be appreciated and understood by anyone thinking of buying one. It's a good idea to find an Alfa specialist to service your chosen car, as they tend to be less expensive and have a genuine enthusiasm for the brand.Check the operation of the roof, which should be go up and down smoothly. Some owners complain that it doesn't, and there are reports of the lining inside the well where the roof is stored when lowered comes away preventing the roof from fully lowering.In 2009 there was a recall of 3.2-litre Spiders equipped with automatic transmissions to correct a problem that resulted in the brake pedal being stiff when pressed the first few times after a cold start. Examine the service record to see that your potential choice has been maintained as it should be and that it has been done by a creditable service outlet, preferably one familiar with the brand.SMITHY SAYSA stylish and thoroughly enjoyable and reliable sports car that's perfect for summer cruising.Alfa Romeo Spider 2006-2011Price new: $76,950 to $100,950Engine: 2.2-litre, 4-cylinder, 136 kW/230 Nm; 3.2-litre, V6, 191 kW/322 NmTransmission: 6-speed manual, 6-speed auto, FWD, AWDEconomy: 9.4 L/100 km (2.2), 11.5 L/100 km (V6)Body: 2-door convertibleVariants: 2.2 JTS, 3.2 JTS V6Safety: ABS, Traction Control, ESPCOMING UPDo you own a BMW 1-Series? If so tell us what you think of it by sending your comments to Graham Smith at grah.smith@bigpond.com or Carsguide, PO Box 4245, Sydney 

The best AMG from this hallowed performance house is the newest and the cheapest by as much as $75,000. This car is nothing less than an historic event.In almost literally reversing the paradigm of what an AMG has been, Benz and its tuning partner conspire to deliver not only the greatest hot hatch, but effectively future proof this line against the coming day when the V8 rear-drive autobahn stormer is, if not actually illegal, so socially abhorrent as to make no odds.That this partly all-wheel-drive, but mainly bum dragging, five door is the fastest car under $100,000 is to some extent only to be expected. AMG was hardly going to halve its cylinder count and swap its drive wheels in order to bring the world a superannuated Golf GTI. This is a game changer, a paradigm buster, an accomplishment to make any thinking performance car buyer reconsider every perception and prejudice they've ever held dear.With the next rung up C63 AMG starting at around $150K, the A45 not only opens AMG to punters who would never previously have considered this brand while sober, it makes a powerful case for being the best value car on sale.Alright, $74,900 is a few grand over BMW's comparable M135i auto, but the latter is not a full-fledged M car and the A45 shows that the A-Class was in no little part conceived with an eventual AMG incarnation at top of mind, as marketing types say. Indeed, it is the whole 10 metres, a literally fully blown AMG.That “entry” sum buys the whole package. Only nice paint, sun roof and a few fancy fiddly bits are optional. You get COMAND satnav, hugely grippy 19s on cool alloys, enough body kit to satisfy all but the irredeemably kitsch, fireworks exhaust and seven-speed twin clutch auto with an aggressive sport mode and neck-snapping launch control.Factor in the capability of smoking most anything this side of a Porsche 911 S, but with suburban compatible passenger and load capacity, and you have a package that asks questions of everything from WRX STI to HSV. To the latter, particularly, it says: “This is 2013.” Arriving soon at some $10K more is the decidedly more stylish but twin under the skin CLA 45 AMG.I wasn't overjoyed to discover this version of 4Matic all-wheel-drive is not only part-time but channels only 50 per cent of the available torque to rear. Visions of the dull-witted, insincere devices typically attached to compact SUVs are rapidly banished. You'll need to dial off the stability program (and find a track) before the Pirellis are tested. The world's most powerful four cylinder packs more kilowatts than the six pot turbo135i and equals its torque.If the basic A-Class makes even those dismissive of hatches look twice, they won't be able to take their eyes off this. She's pretty sick, mate, especially from the rear three quarters where the rising waistline is set off by haunches like an East German shotputter, full of 'roids and ready to rush. It's a great cabin, rich and dark with performance accents that allude to its ability. I'd prefer the gear shifter on the floor rather than the tree, but that arguments been lost.Stop me if you're hearing this a lot lately, but five star crash rating aside, the A45 is all about active safety. It is mightily competent even under levels of duress you won't chart in civilian surrounds.“You don't have to brake for this,” scoffs the bloke in the passenger seat, for the A45 does indeed, as he asserts, “Benz the law of physics”. That line'd be lame if the littlest AMG didn't so much take corners as dismiss them.If there's not the engagement that you'll have in a truly sorted rear-drive device (such as, yes, the 135i) I'll swap that for the exhilaration of carrying so much pace through low speed bends with complete surety and safety. Indeed, on public roads I get nowhere near the limit of this spectacular hatch's mechanical grip.Power down, even in launch mode, is stunning. Not so much as a twitch through the front or the always communicative steering; power transfer takes some infinitesimal, imperceptible fraction of a second and 100km/h is achieved in a claimed 4.6 seconds, though the Benz bloke says 4.4's been realised in unofficial testing. You're apt to believe it.A track is of the essence if one is to climb over some sixth-tents of this blazingly quick and capable device. We strongly suggest all AMG owners take the offer of professional lessons. Even in the hands of a middling driver like me, the cheapest AMG by half is going to be the quickest by some way on interesting roads. Its compact competence ensures that.If it out-dances its boofy V8 stablemates, the A45 can't sing like them. Still, the assault rifle crackle of the exhaust in sport mode enlivens any domestic drive. Sport flays hopes of realising the claimed fuel figure, even as it rides as decently as any focused five door could be expected.A caveat is the twin clutch auto. In drive it races up the ratios, in sport it holds on while overruling manual down shifts. The latter matters only a little with so much grunt so readily obtainable and its aptitude for intuiting your intentions.Addictive and delightful. A landmark.

Australians love an underdog whether it’s on the sporting field or in Hollywood. But when it comes to cars we have few opportunities to strut our stuff. The arrival of the new HSV GTS -- the fastest and most powerful production car ever designed, engineered and built in Australia -- is our best chance yet at hitting the big time. And not a moment too soon.As reported earlier the new HSV GTS is a fitting exclamation point for the Australian car industry. The 2017 ‘Commodore’ will likely be a globally-developed hum-drum front-drive sedan that’s about as Australian as a Toyota Camry.We’ve been blown away by the performance and refinement of the new supercharged HSV GTS but what we really wanted to know is how it compares on a global stage. With all due respect to the highly capable Ford Falcon GT -- in particular the limited edition R-Spec version released last year -- the new HSV GTS has moved beyond the decades-old Ford v Holden comparisons.Both local hero cars may have supercharged V8s but the hot Holden and all its technology (forward crash alert, heads-up display, blind-zone warning, self-parking and cross traffic alert when reversing) means it really is in another league these days.There really is only one rival, the twin-turbocharged Mercedes-Benz E63 S-AMG. It’s a bit of a tongue twister but the ‘S’ is important. It’s not just any E63 but the updated 2014 model with an optional Sports pack (standard in Australia) that delivers the same power as the HSV GTS (430kW) but an epic 800Nm of torque from its twin turbocharged 5.5-litre V8 (instead of the HSV’s also-considerable 740Nm from its supercharged 6.2-litre V8).With those numbers the Mercedes absolutely flattens the fast sedans from Audi and BMW; by comparison they look plain pedestrian. That only leaves the small matter of a rather large price difference, a pair of keys and an open road to explore. PERFORMANCEDon’t worry we won’t keep you in suspense. The HSV GTS is a fraction slower to the speed limit than the Mercedes-Benz E63 S-AMG. But the Mercedes’ 0.3-second advantage costs $150,000 -- or $50,000 for every 0.1 of a second if we use the manufacturer claims as the benchmark. HSV says the GTS can reach 100km/h in 4.4 seconds, Mercedes says its car in “launch mode” can achieve the same feat in 4.1 seconds. We didn’t get near either time in either car.We squeezed a 4.7-second time out of the manual HSV GTS and a 4.5-second time out of the automatic Mercedes-Benz. So a $75,000 difference per 0.1-second then. Both cars struggled to get grip off the line despite wearing identical Continental tyres (20-inch diameter on the HSV, 19-inch on the beastly Benz). They both used electronic wizardry to try to ration their power as gently as possible but it turns out you just can’t keep good engines down. And power really is nothing without control.A sidenote, we actually got a better time out of the GTS by launching it ourselves rather than in HSV’s launch mode (press a button, step off the clutch and hope for the best; we got repeatable 4.8-second times if you’re curious).We’re assured the automatic HSV GTS is slightly quicker than the manual version and we believe it, especially as the manual needs to grab second gear just before it eclipses the 100 mark. Can you feel the acceleration difference between the two? Can you #@*% what. The Mercedes’s twin turbo 5.5-litre V8 has much more oomph from lower revs and the adrenaline boost lasts longer.What the 0 to 100km/h times don't show is how the Mercedes in much more toey, more ready to launch at any moment from whatever speed you're doing with just the slightest dab of the throttle. Its in-gear acceleration is significantly quicker than the HSV.The only minor letdown with the Benz is the gearbox. Mercedes’ seven-speed multi-clutch auto can be a little sluggish between gears when it’s not being floored (even with four shift modes to choose from). The HSV is no slouch but the Mercedes-Benz E63 S-AMG snots it in the right conditions. The power is, quite simply, more readily available.PRICEWould a Mercedes customer ever consider a Commodore? Don’t scoff until you’ve sat in the new Holden. The HSV GTS has a much more upmarket feel to it. Sure, few potential buyers of either of these cars are going to cross-shop them. The only downside is that, inside, the GTS looks exactly the same as the HSV Clubsport R8. In the GTS you’re paying for an engine, a heavy-duty differential, a gaping front bumper, big yellow brakes and three years of engineering work. If you can comfortably afford a Mercedes-Benz E63 S-AMG then there really is no need to consider anything else -- from Germany or Australia. But if you simply can’t bring yourself to part with a quarter of a million dollars on a car that, unlike property, will ultimately go down in value, then the HSV GTS may be for you. It may even hold a little more value in the long run given that it’ll mark the end of an era in Australian muscle cars.In isolation the new HSV GTS seems expensive but when you consider it in this company the numbers start to add up. You could buy a manual and an automatic GTS and still have change from the purchase price of the Mercedes-Benz.The HSV GTS starts at $92,990 plus on-road costs. The price of the Mercedes-Benz has crept up $9500 to $249,900 but comes with the lot, including an AMG diff and the power upgrade (from 410kW/720Nm to 430kW/800Nm) that other countries must pay a hefty premium for.HANDLINGBoth of these cars can easily handle the daily grind or a race track. The HSV GTS rides on suspension technology shared with Ferrari; tiny magnetic particles adjust the amount of damping in milliseconds. The result is the most comfortable HSV to date despite riding on massive 20-inch wheels and tyres. The press of a button makes it switch from being suited to track work or city cruising.The Mercedes-Benz is just as comfortable and adjustable but without as many gadgets. The slightly lighter and lower body of the E63 means it doesn’t lean as much in corners as does the big Commodore. The Mercedes just feels lower and more agile.The biggest surprise, however, was the difference in braking performance. The HSV GTS has the biggest brakes ever fitted to an Australian production car (390mm discs up front, clamped by six-piston calipers, just in case such detail comes in handy on a trivia night) and they feel utterly superb.The brakes, sourced from AP Racing but wearing a HSV label, have a level of precision that makes the mighty GTS feel as lithe as one of those tiny hand-built club cars with frames that appear to be made out of old tube steel offcuts.The Benz has smaller brakes (360mm discs and six-piston calipers up front) but has slightly less weight to pull up. As hard as this is to believe, however, especially for Euro-philes, the Benz brakes feel quite basic in comparison, lacking the bite and precision of millimetre perfect adjustment of the HSV.VERDICTPatriotic pride and price differences aside the Mercedes-Benz E63 S-AMG is a knockout winner -- not least of which is because it highlights the many strengths of the homegrown HSV GTS. This is the closest an Australian car has ever been to matching the world’s best sports sedan, which is all the more remarkable given the $150,000 price difference. If this were a World Cup soccer match, the score would be Germany 2, Australia 1. That we landed one in the net against a bigger team with a vastly bigger budget is a victory in its own.This reporter is on Twitter: @JoshuaDowling  HSV GTSPrice: $92,990 plus on-road costsEngine: Supercharged 6.2-litre V8Power: 430kW and 740NmTransmission: Six-speed manual or six-speed torque converter auto ($2500 option)Weight: 1881kg (manual), 1892.5kg (auto)Safety: Six airbags, five-star ANCAP rating0 to 100km/h: 4.4 seconds (claimed), 4.7 seconds (as tested)Consumption: 15.7L/100km (auto), 15.3 L/100km (manual)Warranty: 3 years, 100,000kmService intervals: 15,000km or 9 monthsSpare tyre: Full size (above boot floor)Mercedes-Benz E63 S-AMGPrice: $249,900 plus on-road costsEngine: Twin-turbo 5.5-litre V8Power: 430kW and 800NmTransmission: Seven-speed multi-clutch autoWeight: 1845kgSafety: Eight airbags, five-star Euro-NCAP rating0 to 100km/h: 4.1 seconds (claimed), 4.5 seconds (as tested)Consumption: 10L/100kmWarranty: 3 years, unlimited kmService intervals: 20,000km / 12 monthsSpare tyre: inflator kit

Most people understand what a hybrid is these days. It's a car with two engines, one of them an electric motor that helps to make it more environmentally friendly. Not only do they pump out less of the bad stuff, they're also more fuel efficient, especially around town where people do most of their driving. Until now, the main engine has been a petrol one and it begs the question, why didn't they start with a diesel which is more fuel efficient to start with?VALUEPriced from $108,900, exactly $10,000 more than a regular E250 CDI  the E300 BlueTEC is the answer to that question. It's the only diesel hybrid currently available in Australia (not counting buses or trucks) and features a 2.1-litre turbocharged diesel engine together with a 20kW electric motor.Apart from this it is basically the same as the E250 CDI on which it is based. Benz says it sets a new benchmark for fuel efficiency and engine emissions in the large car segment. Standard features include full LED headlights, Active Park Assist, reversing camera, PRE-SAFE Brake with active pedestrian protection, Distronic Plus with Steering Assist and the sports package with 19 inch alloys.TECHNOLOGYThe hybrid system adds about 100kg to the weight of the car. The diesel engine produces 150kW of power and 500Nm of torque while the electric motor delivers and additional 20kW/250Nm. That doesn't mean the total system output is the sum of these figures it's more complicated than that.The combined output we're told is 170kW and 590Nm, the latter from 1800 revs -- sufficient to push it from 0 to 100km/h in a brisk 7.5 seconds (same as E250 CDI). Drive is to the rear wheels through a seven-speed auto.Fuel consumption is a claimed 4.3 litres/100km compared with the E250 CDI that uses 4.9 -- an improvement of just over 12 per cent. Interestingly, that's less fuel than a tiny Smart uses. At the same time CO2 emissions are just 113g/km.DESIGNYou don't lose any boot space with this one, unlike other hybrids. The lithium-ion battery pack is located under the bonnet and the hybrid system or electric machine as it is called is integrated into the transmission housing. But there are two normal 12 volt batteries distributed to locations either side of the boot. The hybrid system is supplemented by other systems designed to reduce fuel consumption and engine emissions. The regenerative braking system feeds surplus energy to the battery when the vehicle is slowing down. The ECO start/stop function can switch the internal combustion engine off, for example when halted at traffic lights.SAFETYWe counted nine airbags along with numerous safety systems that make it a very safe car, with automatic braking, blind spot and lane departure assistance as standard.DRIVINGPerformance is generally strong and while the overall effect is impressive, it is not as smooth as a petrol engine. The car can travel about 1km in fully electric mode and with very light pressure on the throttle the driver can maintain motorway speeds using the electric motor only.In reality however this "sailing" mode is difficult to achieve on anything but flat or downhill stretches, because the diesel kicks back in as soon as there as is a load on the system is detected. During our short test drive we recorded 6.7 litres/100km.VERDICTIt's good, but purely from the point of view of economy or performance it is probably not worth the extra dough. But technology freaks are going to love it and we're not surprised to learn that Benz is now lobbying for a tax break that would be applied for vehicles that use less than 5.0 litres/100km (the threshold is currently 7.0).Mercedes-Benz E300 Bluetec hybridPrice: from $108,900Warranty: 3 years, unlimited kmWeight: 1845kgEngine: 2.1-litre 4-cylinder 150kW/500Nm turbodiesel/20kW250Nm electric (170kW/590Nm combined)Transmission: 7-speed-auto, RWDThirst: 4.3L/100Km, 113g/km CO2