Luxury Reviews

Peugeot's Audi TT clone, the RCZ has been rejuvenated with a new look and slight spec' adjustment and remains an eminently desirable car to own, drive and look at.PRICEAvailable in 1.6 turbo petrol manual and auto, and a 2.0-litre turbo diesel all for the one price of $58,990, the sexy Pug undercuts Audi's entry TT 1.8 coupe by some $6500.Better still is the fact that there are no options or option packs to gouge your wallet. It's the way cars should be sold - fully equipped and that's it.The 'new' one has a more aggressive look to its face and flanks due to a new grille and bumper, selective use of highlight paints and matt black roof arches instead of a bright aluminium finish.It scores a set of striking 19-inch alloys, LED driving lights, active bixenon headlights with remote height adjustment and pop-up satnav inside. Other than that's it's pretty much the same as before.Interior decor is to luxury sports level with leather, a flat bottom wheel, multiple wheel controls by satellite stalks and a classy dash design with easy to use buttons and a premium audio system. The active rear spoiler remains as does the double bubble roof and rear glass.ENGINE AND TECHNOLOGYWe got hold of the manual 1.6-litre turbo petrol with 147kW/275Nm output. The same engine is used in numerous vehicles from Peugeot, BMW and Mini. It's one of the best small capacity four cylinder petrol units around right now offering strong, flexible performance, reasonably good fuel economy at 6.9-litres/100km and super smooth running. But we can't figure out why the six-speed auto is down tuned to a measly 115kW.Driver assist features include front and rear park assist, hill hold, cruise control with speed limiter, speed sensing power steering, electric seat adjust and auto headlights and wipers. None of the latest 'interventionist' driver assist functions are available such as lane keeping, radar cruise and auto brake. Safety is five star with all that entails - air bags, stability control and so forth.DRIVINGWe took the RCZ for a good long drive over a week and really enjoyed the experience. It is a glamorous looking thing, better this time around though we still like the arcing silver roof rails on the first model.The engine is a pearl, not super powerful but with enough get go to put a smile on your face.The manual change is sweet and the car's drive feel the same - sweeeeet. It has a pleasing exhaust burble but is quiet on a steady throttle. There are seats for four inside though you'd want to be of small stature to get into the rear ones. In the front seats, the RCZ is sumptuous.Dynamics are sharp and controlled. It sits flat as a tack no matter how fast you push through corners and the steering tells you precisely what's going on up front. Ride quality is near perfect - not too firm, not too soft.VERDICTWe really like the RCZ and don't really know why more haven't been sold. They are simply not on the radar.  That may change when the RCZ-R arrives here later this year with a potent 200kW engine up front. Can't wait.

Ewan Kennedy road tests and reviews the used Volvo XC90 2002 - 2012.

There's no point in expecting objective criticism from us of the new Benz E-Coupe and Cabriolet because we are blinded by beauty. The previous model was arguably one of Benz's best lookers and this has carried through to the latest model.It still has a tantalising mix of “sexy and strong” about its flanks and is now a better value proposition with a new E200 variant slipping in under the $80 grand mark. All the other models have more kit than their predecessors and are priced sharper in most cases. But you'll pay quite a lot more to go roofless in the Cabriolet.DISTINCTIVEThe new E-Coupe and Cabrio' have distinctive carry-over features - no B pillar for example, a seat belt feeder so you don't have top stretch and proper rear seats large enough for adults. The Cabrio is a classic soft top design with roof operation taking only 20 seconds up or down at speeds up to 40kmh.The fabric roof itself is three layers thick forming an effective barrier to noise, wind and cold. And the Cabrio' scores Benz's “airscarf” neck warming system (optional on the 200) that feeds warm air up through piping inside each front seat. Both soft and hard top two doors have 11 air bags while the Cabrio' has twin retractable roll bars and additional chassis strengthening.MID-MODELThis isn't a ground-up new gen' car but is an extensive mid-model make-over which includes a totally redesigned nose in the current Benz idiom, new lights, bumpers, grille, bonnet and other stuff. “Intelligent” LED headlights are standard from the 250 model up. The stylish interior of both soft and hard top models is to a high-end luxury standard with some classic features like the analogue clock and a selection of fascia and dash finishes.Full internet connectivity is provided along with keyless go, 19-inch alloys, thermatic climate control, and driver assistance features such as Distronic Plus cruise control with speed limiter and steering assist, active park assist, active blind spot assist, cross traffic assist, attention assist and Pre-safe Plus collision preparation. It also has Pre-safe brake assist with active pedestrian protection. Steering is now electro-hydraulic offering a range of responses from light and quick to sporty and firm.ENGINESPower comes from a 2.0-litre, direct injection, turbo petrol in 135kW/300Nm (E200 Coupe and Cab) and 155kW/350Nm (E250 Coupe and Cab) tune, a 2.1-litre four cylinder turbo diesel with 150kW/500Nm (E250CDi Coupe only) and a twin-turbo, 3.0-litre petrol V6 with 245kW/480Nm (E400 Coupe and Cab).The latter replaces the previous E500 Coupe and Cabriolet V8 petrol engine with which the V6 shares performance figures but uses less fuel. All petrol engines pass EU6 emissions regulations and achieve as good as 6.0-litres/100km fuel economy. The diesel dips deep into the 4.0s. All models get a seven-speed automatic transmission with paddle shift and multi modes.DRIVINGWe drove the E400 Cabrio and the E250 Coupe and liked both though we can't see the rational behind buying the 400 when the 250 is such a good thing. Both offer strong smooth and quiet acceleration and excellent fuel efficiency.The seven speed auto is a pearl and ride quality from both vehicles is super comfy and yet sporty enough to engage the driver if called for. But the V6 petrol just doesn't cut it for feel or sound when compared with the old V8. The V6 biturbo is good but not as stirring. Benz has refined its Cabrio and Coupe breed over decades, previously as the CLK, and the latest is easily the greatest in terms of what you get for the money, the look and the features.VERDICTIt's a highly desirable indulgence no matter which model you pick.Mercedes-Benz E-Class coupe/cabrioletWarranty: 3 years/100,000 kmResale: 57 per centService interval: 12 months/25,000kmCapped price servicing: NoSafety rating: 5 starsEngines: 2.0L turbo four-cylinder petrol, 135kW/300Nm (E200); 2.0L turbo four-cylinder, 155kW/350Nm (E250); 2.1L turbodiesel four-cylinder, 150kW/500Nm (E250 CDI);  3.0L twin-turbo six-cylinder, 245kW/480Nm (E400)Transmission: 7-speed auto; RWDThirst: 6.0L/100km (95RON), 141g/km CO2 (E200, E250 coupe); 6.5L/100km, 151g/km CO2 (E200, E250 cabrio); 4.7L/100km (diesel), 122g/km CO2 (E250 CDI coupe); 7.5L/100km, 174g/km CO2 (E400 coupe); 7.7L/100km, 180g/km CO2 (E400 cabrio)Dimensions: 4.7m (L), 1.8m (W), 1.4m (H)Weight: 1560kg/1710kg (E200 coupe/cabrio); 1600kg/1725kg (E250); 1700kg (E250 CDI coupe); E400 N/ASpare: None 

The third-generation IS range is very good and will be causing quite a bit of worry at Mercedes-Benz, BMW and Audi. It is unfair to suggest that Lexus is simply a luxurious Toyota. The brand stands alone and apart from the Japanese giant but, despite this, badge snobs are reluctant to have a bar of the Lexus marque. However, to ignore the new IS is foolish.Sales of the new model are up by 6.5 per cent this year to 1437, behind the C-Class (3476), 3-Series (3284) and A4 (1610), all of which are down on this time last year. The IS 350, as tested, jumped 115 per cent last month and is up 14.5 per cent for the year. So the Germans should be anxious.The review car in metallic black was the IS 350 Luxury, which sells for $73,039 drive away. It sits at the bottom of the IS 350 range with the F Sport and the Sports Luxury higher up the ladder at about $80K and $92K a piece. There are also the smaller-engine IS 250 from about $61K and the hybrid IS 300 from $65K.There's nothing new in the engine department, apart from the hybrid-electric 300h. The third-gen model comes with the same 2.5- and 3.5-litre V6 units, which have been tickled but not given a big makeover. Still, they are smooth and, in the 350, relatively grunty.I like the look of the new IS. It's more aggressive than the previous model and looks wider, sleeker and even more aggro in F sport models, particularly in lighter colours and with the honeycomb grille. It gets a bit lost in dark colours, such as the metallic black of the review vehicle.The interior is a massive step up, more stylish and roomy. Lexus says the new IS has 170mm of clearance to the front seatbacks. There's far better rear knee and head space, thanks to a 70mm longer wheelbase, and much of the panache found in the larger GS.The cockpit has well laid-out instruments, nifty ventilation dials, a chunky steering wheel and the computer mouse-style remote-touch controller on the transmission tunnel.Standard equipment outstrips the Germans, including satellite navigation, reversing camera, smart entry with push-button start, heated and ventilated leather-accented front seats, a digital radio, eight airbags, dual-zone climate-control air, Bluetooth with audio streaming, bi-xenon headlights with daytime-running lights, a 7-inch colour media display and Drive Mode select.The base audio system has eight speakers, while two USB inputs are also standard: one for your USB thumb drive while you simultaneously charge your phone. Lexus says you would have to spend 20 to 30 per cent more to get the same levels in an Audi A4, BMW 3 Series or Benz C-Class. With the high level of gear, plus the Japanese brand's longer-than-average four-year warranty and its legendary high levels of service, it all makes for a remarkable value proposition.There's the expected suite of electronic driver aids, plus eight airbags, a reversing camera and tyre-pressure monitoring. The car also has a bonnet that pops up to minimise pedestrian injury. The downsides? The cruise control stalk on the steering column is straight out of a Toyota Corolla and the foot-operated parking brake is an ergonomic disaster. And there's no head-up display available, something you can now get on a VF Commodore and in the next Mazda3.With 233kw/378Nm on tap, the IS 350 is lively enough with the signature Lexus refinement and sound-deadening to make travel serene on all but coarse bitumen road surfaces. It still has a lovely, deep gurgling note and is smooth as butter with a delicious growl towards the redline. New to this variant is an eight-speed automatic with paddle shifters lifted from the old V8 IS F dynamo.This is smooth and slips virtually imperceptibly in most typical situations, with its only weak spot being the occasional annoying persistence to shift up - even while in manual mode. The IS 350 is composed and eager to corner with enthusiasm, although the ESP will easily intervene if you go over the top. It corners with balance, the steering is fast and accurate. It's the best-handling Lexus by far. The 350 easily devoured the mountain roads and was a lot of fun in the twisties.I was able to string a series of corners together well on the Targa Tasmania-like undulating and tightish corners, but it lost a bit of composure on the sections of second-rate surfaces. The ride can be a bit jittery around town and on the firmish side. Fuel consumption is not good, however. I recorded 13.5L/100km, when Lexus claims 9.7. Admittedly, there was some spirited driving during last weekend's tryout but on the highway stretches I stuck rigidly to 100km/h.The IS, particularly the 350, is now a true competitor to be measured against the Germans, such as Audi A4, BMW 3 Series and the Mercedes-Benz C-Class. It smashes them for equipment and warranty, the styling is distinctive and desirable and the quality top class. The cabin has stepped up to the mark and there's far more room inside.

When Volvo announced in June that it would enter V8 Supercars next season, I couldn't help thinking about bowling hats sliding around on parcel shelves and wondering how to tie them down. What would the race regulations have to say about an unsecured piece of headgear?An absurd idea, of course. A case of reflex brand association.  But it's precisely the sort of connection we all make. It shows how much mental reorganisation is needed to put the two ideas in the same sentence. Volvo and racing? Come on.For those with longer memories, this will be less of a struggle. Volvo competed with its S40 in the 2.0 Litre Super Touring Cars series in the 1990s, winning at Bathurst in 1998 and taking the manufacturers' title a year later. It has kept its eye in with stints in overseas events, including the Scandinavian Touring Cars Championship.As the V8 Supercars rules have changed, but the general perception of Volvos has stayed broadly the same, it has come back for another go. This time the race car is an S60 powered by a V8, which is not a combination you can actually buy. Although that matters only if you think that, beyond the badge, V8 Supercars actually have something in common with their showroom equivalents.However, there is a link. Volvo's pet motorsport operation, Polestar, which prepares its track racers in Sweden for the STCC, has come up with a specially tuned version of the S60. It's called S60 Polestar, and it's Volvo's pitch for the performance sub-brand buyers who have a huge appetite for BMW M cars, Mercedes AMGs and Audi Quattros.The S60 Polestar trials the idea in an Australia-only limited edition of 50 cars that went on sale in June, as Volvo announced its V8 Supercars involvement.VALUEThe S60 Polestar is based on the regular performance flagship S60 T6 R-Design, the top-spec version of its mid-size junior exec, which comes with a turbocharged inline six-cylinder engine and body-hugging seats for $75,140. The S60 Polestar is almost half as much again; at $109,950 it is easily the most expensive Volvo you can buy.DESIGNThe S60’s Polestar package includes revised suspension, 19-inch wheels instead of 18s, and Polestar calipers for the brakes with performance pads. The transmission is the same six-speed automatic, although tuned by Polestar, and the car retains the electric steering system on the S60. Its quoted dry weight of 1684kg equals a T6 R-Design.On the outside, the Polestar gets a body kit including a rear wing and discreet badging with the tuner's square blue logo. The same blue is also available for the whole car, although red and white are alternatives.  Inside you'll find heated leather-faced seats, satin highlights, a soft dashtop and unusual metallic trim on the centre console that is reminiscent of Scanpan cookware, although that probably wasn't the goal. It's a typically excellent Volvo interior with just a few inherent issues, such as rear headrests that restrict vision. The dials are straightforward and include a helpful speed limit indicator but, as far as I could tell, no digital speedo. There's a counter-intuitive electric park brake that you pull for off.From a buyer's perspective it is not much of a lift over the donor car, with most of it unchanged from the R-Design treatment. The logo under the transparent gearshift cap is a nice touch but it could do with a bit more Polestar badging, since that's what you're paying for. The steering wheel is too large for the context and features a naff numbered inset showing which one of the 50 examples you're in. For the extra you could expect more nice textures and colours, more satin trim.The equipment level compensates a bit, with everything you get in a T6 R-Design plus some. So it includes intelligent lights, parking sensors, premium sound, sat nav, Bluetooth and adaptive cruise control. There's little to add except a sunroof, which is another $2650.For passengers, there's just as much room as a standard S60 but the boot is a different matter. A spare tyre sits on the cargo floor, getting in the way. In an Orwellian use of language, this is what's known as a “space-saver”. But it doesn't save any space at all, it occupies it.ENGINE AND TRANSMISSIONVolvo’s Polestar enhancement adds a bigger turbocharger, new intercooler and race exhaust to the S60’s 3.0 litre straight six. The result is 33kW more power, for 257kW, and 60Nm more torque, at 500Nm.  The 250km/h top speed is unchanged from the S60 T6, which is where most luxury brands set the limiter. Surprisingly, fuel use is unchanged at 10.2 litres per 100km average. The difference comes in acceleration; with launch control, the Polestar is more than a second quicker to 100km/h than the donor car, at 4.9 seconds. That's quick in anybody's language, Swedish or German.SAFETYVolvo is better known for safety than performance and the Polestar includes all the brand's safety software, such as auto-braking at low speeds if it detects an imminent collision with a car or human. However, the pedestrian airbag that debuted on the V40 hatchback recently has yet to be fitted to the S60 range.  Some of the driver alert systems are becoming obsessive in their coddling. I particularly liked the “rain sensor with tunnel detection”.DRIVINGThe S60 Polestar drives as well as any Volvo I've sampled although, like the cabin, it feels constrained by its starting point. The engine is mounted high and transversely under the bonnet, which is not ideal from a handling perspective, and with all-wheel drive it ends up feeling more like a performance Audi than a performance BMW or Mercedes.So there's plenty of grip, but the chassis feels a bit tall and doughy. Turn in could be crisper. There's no shortage of power or pace, and the engine has a pleasing snarly tone although it's a background soundtrack.  The combination of turbo lag -- the delay between throttle application and acceleration -- plus a transmission that isn't the quickest to shift means engine response from low revs requires patience.It's better when asked to deliver while already rolling. The transmission can hunt for gears a bit in D. Sport mode turns up the wick although there are no steering wheel paddles for manual shifting; you must use the lever, which operates counter-intuitively with a push for an upshift.There's a hard redline at 7000rpm, but left to its own devices the transmission changes up earlier regardless of mode. The steering, usually a Volvo weakness, is among the best I've encountered from the brand but it could be more engaging and the car's turning circle is a wide 11.9m. The 19-inch wheels also generate quite a lot of tyre noise and ride quality can be brittle.VERDICTOverall, the S60 Polestar moves the bar for Volvo but doesn't change its character. It's a corduroy car in running shoes and, while it delivers on outright pace, it lacks the sort of excitement dividend you should expect for a $34k premium. It nibbles at German performance territory rather taking a wholehearted bite.  That may be the fate of Volvo's race return too. This year's newcomers Nissan and Mercedes have been rolling chicanes for the Holdens at the front of the pack.Volvo S60 T6 PolestarPrice: from $109,950Engine: 3.0-litre in-line six-cylinder turboPower: 257kW and 500NmTransmission: Six-speed auto, all-wheel-driveThirst: 10.2L/100km0 to 100km/h: 4.9 seconds

Remarkably the Jaguar name has maintained its traditional position as a leading prestige brand in the automotive business despite the ownership changes that have taken place in recent years.Indian interests now own the grand old British brand, but for a time it was part of the Ford empire, and it was during this period that it produced the compact X-Type.The X-Type was conceived to compete with the prestige models from other makers that ruled the luxury mid-sized market segment, cars like the 'Benz C-Class, BMW's 3-Series and the Audi A4.Traditionalists moaned that the X-Type wasn't a real Jaguar, that it was simply a dressed-up Ford Mondeo and owed little to the proud heritage of the brand.While that was true, Ford's stylists did quite a good job in making it look like a Jaguar with styling cues that clearly recalled the big cats that ruled the road in the 1960s and '70s.It had a low and heavily sculpted look that was reminiscent of the old XJ sedans, and plastic woodgrain highlights and leather trim in the cabin passed for the real thing. The cabin itself, however, was a little on the cramped side and the boot was rather small.The X-Type lobbed in local showrooms late in 2001 with 2.5-litre and 3.0-litre all-wheel drive V6 versions, to which a 2.1-litre model, this one a front-wheel driver, was added in 2002, followed by a turbo-diesel in 2008.There was a five-speed manual gearbox available, but most of the petrol models left the showrooms with the five-speed auto that was also offered. The turbo-diesel was equipped with a six-speed manual.When let loose on the road the small-engined cat was a comfy cruiser; it wasn't over-endowed with performance and you needed to work it hard to extract what zip it did have. The larger engine models offered more of the get up and go you'd expect of a Jaguar.For anyone lacking the funds to buy a new prestige model the lure of buying a second-hand one can be irresistible, but buying a used model can be a road to financial ruin. Just because a car costs more when it's sitting in a glitzy showroom doesn't mean it's any more reliable than the cheap-and-cheerful model at the budget car dealer down the road. Prestige models, like the Jaguar X-Type, can be a joy to drive, but they can also become a nightmare.For starters servicing can be expensive if you take it to the factory dealer to have the oil changed, and if it breaks down expect to pay plenty for the replacement parts needed to get it going again. Do your homework on whom you might get to service your car; an independent service mechanic with knowledge of Jaguars is highly recommended.As we've reported in this column before the prices charged by the factory dealers for prestige car parts can be outrageous, but savvy buyers and smart machines can source them for a lot less from overseas on the internet.The X-Type is a generally sound car, but it's still vitally important that you have your chosen cars checked by an expert before handing over your cash. As with any second-hand car check the service record to make sure your chosen car hasn't been neglected. Missed servicing will likely cause you considerable pain later on.There was one recall that affected the X-Type here in Australia. It was in 2012 and related to the cruise control in the diesel version. The problem could occur of there was an error in the electronics controlling the cruise, in which case the cruise would be disabled and a fault indicated on the dash, but if it happened while the cruise was engaged it is not possible to disengage the cruise using the cruise cancel button, the brakes or changing gear. Check the owner's manual for a record of the recall rework having been carried out.It's a cat, and that counts, but there are better used prestige buys.

A few months ago we had the pleasure of driving the latest versions of the new Mercedes-Benz E-Class cabriolet and coupe in their home country of Germany as part of the international launch. Now the cars have reached Australia and we’ve had a chance to test them under local conditions.DESIGNThough the profile of the just superseded E-Class cabriolet and coupe was very good, the frontal styling was overly complex, with numerous shut-lines at the front interfering with the otherwise smooth shape. The new look is significantly neater and more attractive. Indeed, so great is the alteration to the appearance that it’s hard to believe the bonnet and front guards remain as before.  Cleverly, the appearance changes haven’t interfered with the impressively low coefficient of drag of 0.24.Inside, the latest E-Class cabriolet and coupe retain the same overall design theme as before, with the exception of a reworking of the central area of the dash. Changes to the colours and finish of the materials give the cabin a different look as well.ENGINESThe biggest news in the E-Class range is the introduction of a new V6 engine in the E 400. In keeping with Mercedes’ downsizing policy – to reduce emissions and trim fuel consumption – the engine displaces just 3.0 litres, but achieves V8-like performance thanks to its twin turbochargers.With up to 245 kW of power, it has a huge 480 Nm of torque all the way from 1400 to 4000 rpm. On our road test out of Melbourne we loved the effortless surge of torque. This Mercedes biturbo engine not only makes for effortless long distance touring, but also provides the safety of effortless overtaking on tight country roads.Also on offer are a four-cylinder turbo-petrol and turbo-diesel engines in the E 200 and E 250 coupe. The cabriolet only gets the petrol units as buyers of the previous model steered well clear of the diesel option offered at the time. Many buyers will be happy with the output of the E 250 petrol, we are yet to get behind the wheel of an E 200.PRICEFor the first time, Mercedes-Benz Australia offers an E-Class coupe for under $80,000 (plus on-road costs) in the form of the $79,990 E 200 coupe. The most expensive model in the upgraded range is the E 400 cabriolet with a recommended retail of $142,900.SAFETYSafety is of increasing importance to Australian drivers and these mid-sized Mercedes have many crash avoidance features designed for the much more expensive S-Class. To try and avoid crashes these German machines looks for potential dangers for 360 degrees around themselves. There’s also lane keeping assist, radar cruise control, automatic braking and pedestrian collision protection.If you should still have a serious collision these Mercedes E-Class sports models will do their very best to prevent or minimise injuries.DRIVINGWe are pleased to report that the sporty Mercs work as well here as in Europe. Tyre noise on coarse-chip surfaces doesn’t intrude to any real extent, even in the cabriolet when the roof is open. Similarly big bumps on roads that have seen better days are generally dispatched with disdain. However, we did bottom out the suspension a couple of times when pushing hard over big undulations. Nothing to worry about when you remember these are low slung sports models.Handling is excellent due to the low centre of gravity, as is the balance offered by the front-engine rear-drive layout and by the dynamic precision the suspension offers.Cabin space is better than you might expect given the sleek lines of these cars. If those in the front seats want to stretch right out the coupe and convertible are two-plus-two machines, rather than four-seaters. However, moving the front passenger seat forward to share legroom does give an adult behind that seat surprisingly good space.Though we were testing the car on a day of eight to nine degree temperatures, the heated seats and Airscarf that blows heated air onto your shoulders made for comfortable travel. The clever Aircap, that rises up from the top edge of the windscreen and lifts the airflow by about ten centimetres, further improves life inside the open-top car.VERDICTMercedes-Benz has long been a leader in sporting coupes and convertibles. This new E-Class pair, with their prices trimmed, performance increased and added standard features seems sure to attract even more buyers.The complete Mercedes-Benz E-Class coupe and cabriolet range is:E 200 two-door coupe: $79,900 (automatic)E 250 two-door coupe: $96,400 (automatic)E 250 CDI two-door coupe: $98,900 (automatic)E 400 two-door coupe: $128,900 (automatic)E 200 two-door cabriolet: $88,900 (automatic)E 250 two-door cabriolet: $106,400 (automatic)E 400 two-door cabriolet: $142,900 (automatic) Mercedes-Benz E-Class coupe/cabrioletWarranty: 3 years/100,000 kmResale: 57 per centService interval: 12 months/25,000kmCapped price servicing: NoSafety rating: 5 starsEngines: 2.0L turbo four-cylinder petrol, 135kW/300Nm (E200); 2.0L turbo four-cylinder, 155kW/350Nm (E250); 2.1L turbodiesel four-cylinder, 150kW/500Nm (E250 CDI);  3.0L twin-turbo six-cylinder, 245kW/480Nm (E400)Transmission: 7-speed auto; RWDThirst: 6.0L/100km (95RON), 141g/km CO2 (E200, E250 coupe); 6.5L/100km, 151g/km CO2 (E200, E250 cabrio); 4.7L/100km (diesel), 122g/km CO2 (E250 CDI coupe); 7.5L/100km, 174g/km CO2 (E400 coupe); 7.7L/100km, 180g/km CO2 (E400 cabrio)Dimensions: 4.7m (L), 1.8m (W), 1.4m (H)Weight: 1560kg/1710kg (E200 coupe/cabrio); 1600kg/1725kg (E250); 1700kg (E250 CDI coupe); E400 N/ASpare: None  

This Audi A6 is the new bad boy at the big end of town. With turbodiesel technology honed during Audi’s successful campaigns in the gruelling 24 Hours of Le Mans races, the A6 Biturbo packs solid punch into a car with refined design and fit-out.The test car took this further with an S line exterior package featuring: front and rear bumpers, side ventilation grilles, side sills in a sporty design, rear diffuser insert in platinum grey. S line badging on the front wings and chrome-plated exhaust tailpipe trims completed the dress-up.ENGINEDerived from the Le Mans winning diesel powerplant, the new Audi 3.0 TDI V6 powerplant puts out 230 kW between 3900 and 4500 rpm, plus peak torque of 650 Nm from 1450 to 2800 rpm.Amazingly, the engine is said by the maker to consume only 6.4 litres of fuel for every 100 kilometres driven on the combined urban / highway cycle. This fuel efficiency places this  A6 variant under the luxury car tax threshold of 7 litres per 100 kilometres. By ducking under the LCT threshold, Audi customers pay less tax on the fuel-efficient A6 3.0 TDI V6 Biturbo, enabling the sedan to hold down an extremely competitive manufacturer’s list price of $118,800.The mechanics of this engine’s performance are fascinating. As its name suggests, two water-cooled turbochargers are connected in series. A switchover valve directs intercooled air to a small turbo at low revs, with a large charger performing pre-compression. From around 2500 rpm, the valve begins to open and the small charger shifts most of its workload to the big blower. Between 3500 and 4000 rpm the valve opens fully, the large charger taking on all the work.During running, the common-rail fuel system develops up to 2000 bar of pressure and injects as many as eight different amounts of fuel into the cylinder. Fascinating, and the sort of thing that’s only possible due to intricate electronic sensors and controls.An eight-speed Tiptronic transmission and quattro all-wheel drive harness the prodigious power and torque to produce performance worthy of a very fast luxury vehicle.TECHNOLOGYStandard Drive select offers mastery of driving dynamics. Via a button on the centre console, the driver can call up one of three modes – comfort, auto or dynamic – ranging from limo-like to hard-line sport. Using the Multi-Media Interface the driver can construct an individual profile, tempting behaviour like a curious toddler with a Fisher-Price toy.At no extra cost comes a Technik Package which includes Audi top view camera system, xenon plus headlights with high beam assist, four-zone deluxe automatic air-conditioning and multifunctional sports steering wheel with shift paddles, and electric glass sunroof.Bose surround sound leads the way for a Bluetooth interface with music streaming, electric front seats are clothed in Milano leather and have driver memory function, MMI Navigation plus features retractable screen and touch pad.DRIVINGAt idle, the distinctive diesel rattle of the engine is all but absent, but stamp on the accelerator and, within seconds, the motor fires up a fierce growl that belies the saloon’s luxury status. The glorious aural experience is amplified by a sound actuator in a side channel of the exhaust. Essentially a loudspeaker, the instrument produces a sonorous accompaniment to engine revs rising all the way to 5200 rpm.Further menace is let into the passenger cabin via a windscreen vibrating to the deep-throated note of the motor being urged along. Onlookers have been known to stare in awe as the otherwise mild mannered A6 Biturbo takes off, leaving behind a wall of sound.However, the official fuel numbers aren’t easy to obtain in real life. During our time with the Audi A6 Biturbo sedan the best we got was an average of 5.6 litres per hundred kilometres on the motorway, rising sharply to between 11 and 13 litres per hundred in tight town traffic.Some buyers will judge this a small price to pay for a car that offers so great a mix of menace and comfort. Sports cars, even the more expensive ones, can sometimes be utilitarian. Not the big Audi A6 Biturbo, which enjoys all the accoutrements of a top-line executive sedan.VERDICTAn executive sedan of impeccable pedigree, with the bite of a junkyard dog.Audi A6 3.0 TDI V6 BiturboPrice: from $118,800Warranty: 3 years/unlimited kmEngine: 3.0-litre 6-cyl, 230kW/650NmTransmission: 8-speed auto, AWDBody: 4915mm (L); 1874mm (w); 1455mm (h)Weight: 1790kgThirst: 6.4L/100km 169g/km CO2 

Desire drives our buying behaviour. Want something bad enough and we’ll sacrifice and save to get it. Jimmy Choo shoes and Prada handbags sell at a massive multiple of their component costs because people aspire to own them, not because they’re necessarily better-built than their rivals.Expectations are higher in the automotive world, where brand exclusivity and style is assumed to include engineering excellence. Mercedes-Benz has long appreciated that logic and the updated E-Class coupe/convertible epitomises the approach.VALUEThe prestige pantheon has been inverted when Mercedes is priced lower than Audi. Entry to the two-door E-Class range starts at $79,900 for the E200 coupe, ascending to $96,400 for the E250 petrol hardtop, $98,900 for the E250 diesel and $128,900 for the twin-turbo V6 E400.It costs $9000 to lose the roof on the E200, an E250 soft-top adds $10,000 to the petrol’s price and the E400 convertible plumps to the coupe’s cost by $14K. At first glance that’s a hefty premium over the roofed models but it is still cheaper than the rival Audi A5 line-up.The Audi 2.0-litre Audi A5 coupe is $80,900; the comparable convertible is $96,400, albeit with an auto transmission _ which is standard across the Mercedes E-Class line-up. Infiniti leads the price-point battle, with buyers expected to pay $75,900 for the auto-equipped GT Premium or $87,900 for the cabrio. BMW isn’t in this game, given its 6 Series coupe starts at $177,800.TECHNOLOGYSoftware theft is a crime yet Mercedes let the E-Class steal an early lead on a lot of the tech from the yet-to-arrive S-Class flagship. Dubbed the Driver Assistance Plus pack, it is standard on The E250 up (and a $4600 option on the E200). It includes active cruise control, blind spot and lane-keeping assistance.All of those features are integrated with the steering, which will move the car back into its lane if the driver is crossing white lines or about to sideswipe a car.  The sensors and cameras also detect crossing traffic and pedestrians and intervene as required to avoid them.Should a pedestrian hit the E-Class, the active bonnet kicks itself clear of the engine to cushion the impact. Unlike most systems, which rely on an explosive charge, the Benz bonnet uses springs, meaning it can be reset without having to replace anything. A reversing camera, automated parking and infotainment screen with separate views  for the driver and passenger are standard on all models.DESIGNRhinoplasty is usually a case of softening the nose but the face of the E-Class coupe and cabrio is now more prominent. The daytime running lights have been lifted from the air intakes to the headlamp assembly and the double-louvre grille is replaced by a more assertive and solid single strut.The overall effect is to transform the car’s corporate attire to business casual, as befits a two-door grand tourer. The interior tweaks are good, with the exception of the auto transmission lever’s move from the centre console to the steering column. There’s only room for two in the back but they’re genuine bucket seats that will support a an interstate trip.SAFETYThe crash-testing authorities deactivate the Pre-Safe systems that pretension seatbelts and close windows in the event of an imminent crash, so the real-world result is likely to better the simulations. Even so, the car earns a five-star safety rating and 11 airbags soften the blow in the event of a crash.  Its overall score, based on the 2009 launch models, is 34.88/37.DRIVINGSound is synonymous with speed so its absence in the E-Class dictates constant checks of the speedo.  Tyre thrum from the wide, low-profile rubber is a steady murmur at freeway speeds but even then it is relatively subdued. Unlike the engine. The E250 coupe Carsguide tested is a stonking powerplant that launches the car to 100km/h in 6.0 seconds. The Europeans build great four-cylinder engines and this 2.0-litre turbo mill is among the best.The suspension set-up mirrors that performance bias with ride that’s firm and relays the road surface conditions back into the chassis without being jittery. A well-weighted steering wheel rounds off the package, even though the E coupe isn’t intended to be an outright sports car. Its brief is to be a stylish, sophisticated statement that can cover ground quickly, be that interstate runs or trips to the work.Access to the rear doesn’t require a hip dislocation and the ride in the back is as cossetting as the front.  Opt for the soft-top cabrio and there’s around 130kg weight penalty to maintain rigidity in the absence of a roof, along with the a windscreen-mounted air deflector that deploys at 40km/h and an Airscarf neck-warming system. It is a more ostentatious look than the coupe and Mercedes says the split between the two will be 60:40 in the coupe’s favour.VERDICTMercedes has few rivals in this market and, based on the price and performance of the new cars, no competition.Mercedes-Benz E-Class coupe/cabrioletWarranty: 3 years/100,000 kmResale: 57 per centService interval: 12 months/25,000kmCapped price servicing: NoSafety rating: 5 starsEngines: 2.0L turbo four-cylinder petrol, 135kW/300Nm (E200); 2.0L turbo four-cylinder, 155kW/350Nm (E250); 2.1L turbodiesel four-cylinder, 150kW/500Nm (E250 CDI);  3.0L twin-turbo six-cylinder, 245kW/480Nm (E400)Transmission: 7-speed auto; RWDThirst: 6.0L/100km (95RON), 141g/km CO2 (E200, E250 coupe); 6.5L/100km, 151g/km CO2 (E200, E250 cabrio); 4.7L/100km (diesel), 122g/km CO2 (E250 CDI coupe); 7.5L/100km, 174g/km CO2 (E400 coupe); 7.7L/100km, 180g/km CO2 (E400 cabrio)Dimensions: 4.7m (L), 1.8m (W), 1.4m (H)Weight: 1560kg/1710kg (E200 coupe/cabrio); 1600kg/1725kg (E250); 1700kg (E250 CDI coupe); E400 N/ASpare: None 

Doctor Frankenstein could not have done a better job on the new BMW 3 Series Gran Turismo. The family hatch with the 3 Series tag is more like a 5 Series in the body, more like a 7 Series in the cabin, and has - just quietly - more than a touch of Saab 9000 in the tail.It's also got frameless doors like a Subaru Impreza, a giant hatchback tail similar to a Ford Mondeo, and a pop-up rear spoiler that reminds me of a Porsche Cayman.And the styling? Well, even the Carsguide fans of the car admit it has a pregnant paunch, while others suggest it just looks butt ugly. If this sounds a bit confused or confusing, or a bit mix-and-match, it's not. It's monstrously good for anyone with a young family who craves the boot space of a wagon, the flexibility of a hatch, and the driving enjoyment of a 3 Series.I think the GT is an even better drive than a regular 3 Series and it's a car I would recommend to friends. It's definitely a leap forward from BMW's first GT, the over-hyped and under-done 5 Series model. As many as 500 Australian families are expected to choose a 3 GT for their next car, or around 10 per cent of total 3 Series deliveries.And it could easily mean the end of the Touring wagon down under. “We've had a bigger reaction to this car than we expected. It's got more interest than anything else recently,” says Tom Noble, head of marketing at BMW Australia. “It's one of those cars that people go, 'What's this then?' It's already working better for us than the 5 Series GT.”VALUEWould you pay more than $9000 over a 3 Series sedan to get a GT? That's what BMW is asking, even though it says the compensation comes with more equipment and a car that is majorly bigger than a four-door Three. The starting price for a 320i GT is $69,599, against $58,600 for a 320i four-door, rising to $71,800 for the 320d and $76,500 for the 328i Gran Turismo.The package includes an eight-speed automatic gearbox, a full suite of safety equipment, leather in the cabin, great aircon and a big infotainment display, as well as the electric assists you expect in a prestige car. As usual now at BMW, the specification choices are Modern, Luxury and Sport, but you can also spend big on things like M equipment and customised cabin pieces.“There is more specification in the car than the standard 3 Series sedan, and you've got more functionality and more space. And there is more metal in the car,” says Noble. “I think there is good value in it, because I don't think you get that combination in anything else. To put all those bits and pieces together, to get it to work, that's where the value is. I don't know if anyone else could build a car like that and get it to drive the way it does”.TECHNOLOGYThe Gran Turismo is predictably BMW in the raft of electronics inside the cabin and under the body, but the real technology is in building the body. The car is so different from a regular Three that it comes down the 5 Series assembly line in Germany, where they apply finishing touches that include a back end with everything from 520 to 1600 litres of storage, a big storage bin under the boot floor, an electric tailgate, rear-view camera and more.I'm not convinced by the 'active' rear spoiler, which only rises from the tail at 110km/h and can hardly make much difference at legal Australian speeds. The GT still comes with runflat tyres that have been despised by the Carsguide crew, although these latest Continentals are easily the best I've tried - even on 19-inch alloys. All three models come with stop-start.DESIGNThe GT wears a 3 Series badge but it shares very few panels with the sedan. In fact, it could be just the boot, as even the front guards pick up an extractor vent to cut drag, and the roof, frameless doors, and everything in the tail is new. The proportions of the car are somewhat, well, stretched. And not always in a good way, despite the curvy coupe-style roofline. There is a lot of bulk around the tail, although it's needed to package a car that is a full 200 millimetres longer than the 3 Series sedan and also 81 millimetres taller. The best thing is the 110mm stretch to the wheelbase that means rear legroom to trump a 7 Series and a more compliant feel to the ride.Inside, the rear seats are set slightly higher in the latest 'theatre' style for a better view, and they obviously split and fold - 40:20:40 in this case - to maximise the choices for carrying, as well as offering a slight recline.SAFETYWe have no reason to question the competence of a car that's almost an automatic 5-star NCAP car. There are six airbags, ESP and ABS, an active crash-preparation system, dynamic braking lights that vary their intensity in a panic stop and automatic wipers.DRIVINGThe early mail on the Gran Turismo is not promising, based on the bloated back end and driving responses that are more leisurely than we expect from a 3 Series. Then again, the latest Three is being smashed in showrooms and was easily trumped by the Benz C-Class in our last prestige comparison.So it's time for a fresh look and some family time, which quickly highlights the advantages of the GT. The boot really is huge, there is great space for a four-year-old in the back seat, and the car is comfy and quiet.On some nasty, bumpy roads in northern NSW - not recommended in the BMW drive route - the GT is surprisingly compliant and enjoyable. I'm spoiled a little by starting in the 328i, which makes 180 kiloWatts of turbo power with 350 Newton metres of torque from its force-fed four, but time in the 320i with 'only' 135/270 shows the same pattern.It's not a car to hustle or fuss, but the extra length between the wheels makes it more stable and the suspension settings are firm but not too sporty. It's also nicely quiet, although there is more tyre thrum in the 320, and well equipped with a punchy sound system. But I'm disappointed not to find a digital speedo readout and - horror of horrors - there is no wiper on the giant rear window, which means zero visibility until you're moving fast enough for airflow to clean the glass. After time with the 5 Series GT, which is a car I'm happy to forget, the new 3 is a pleasant surprise and definitely suitable for nuclear family work. The boot is a treat, there is lots of flexibility in the cabin and storage, and I'd take it every time ahead of the Touring wagon.It's nothing like an M3, but sales of SUVs prove there are lots of people who put families ahead of fun. And the GT is definitely better than an SUV to drive, with a boot that even beats an X3 or any of BMW's rivals. I had come to the 3 Series GT expecting to be disappointed, but find myself surprisingly happy with the car. It could have been created by Frankenstein, but it's not a monster.VERDICTThe best of both worlds, once you look beyond the bloated body.BMW 3 Series GTPrice: from $69,500Warranty: 3 years/unlimited kmResale: New modelService interval: determined by onboard computerSafety: 6 airbags, ABS, ESP etcCrash rating: 5 stars (estimate)Engines: 2-litre petrol turbo, 135kW/270Nm; 2-litre turbodiesel, 135kW/380Nm; 2-litre turbo petrol, 180kW/350Nm.Transmission: 8-speed auto, RWDThirst: 4.9-6.5L/100km, 129-151g/km CO2Dimensions: 4.82m (L), 1.82m (W), 1.50m (H)Weight: from 1560kgSpare: none