Luxury Reviews

Here's the thing…Why would you buy one of these cars when you could have a Nissan 370Z for less? They're essentially the same car under the skin with the same 3.7-litre V6 providing the oomph, but the Zed gets a bit more power.There's no denying the desirability of the iconic Zed, now in its second generation but the Infiniti is still something of an unknown quantity (at least with this badge).VALUEPriced from $75,900 (or $83,500 for the better equipped G37 S Premium model that we drove), the coupe is a nice bit of gear. The interior is finished in full leather and it is better equipped than the Zed, but not by much.One major point of difference between the two cars is that G37 actually has a back seat, albeit a small one. There's not much legroom nor much headroom back there, but it will do at a pinch.Standard features include leather, climate air, push button start, swivel bi-xenons, 30Gb navi system, 7-inch touch screen and 11-speaker Bose sound system with 10Gb hard drive. The S adds sport seats, sports suspension, 4-wheel active steer, viscous limited-slip diff and opposed-piston sports brakes, along with larger 19-inch alloys.It all sounds pretty good but bear in mind that you can pick up an imported, late model Skyline coupe with just about delivery kilometres for half the cost.TECHNOLOGYIt has two doors and a boot whereas the two-seat Zed has two doors and a hatch. The G37 actually sits on a 30cm longer wheelbase, but it's track is slightly narrower front and rear. The 3.7 litre petrol V6 produces 235kW of power at 7000 revs and 360Nm of torque at 5200 revs, compared with the Zed's 245kW/363Nm and is paired with a seven-speed auto, with drive to rear wheels.There's sport mode and downshift rev matching, along with steering column mounted change paddles. The dash from 0-100km/h takes 5.9 seconds, compared with the Zed's unofficial 5.4 seconds (it's over 200kg lighter). Fuel consumption for the coupe is rated at 10.5 litres/100km (we were getting 13.6 litres/100km after about 400km).DESIGNThe G37's look is fairly staid compared with the bright colours and lightning bolt design of the Zed's lights. As a technology and performance wannabe, Infiniti would do well to consider more aggressive styling, something spectacularly different that would really get people to sit up and take notice. Just a thought.SAFETYNo problems here. Gets a full five stars for safety in crash tests. There's six airbags along with active front headrests, plus a full gamut of safety systems including electronic stability and traction control.DRIVINGIf you like the Zed, then naturally you're going to like the G37. The V6 is a fantastic engine and delivers the urgent response that's expected from a sports car, making all the right noises in the process.The steering is direct and incredibly responsive, guaranteeing the car will go where you point it.  At the same time the tyres tracked mercilessly on Sydney's streets following every irregularity. The big problem is it looks too much like one of the grey import Skylines that the teenagers all drive. Don't know about you but if I paid big money for a car, I'd want people to know that I was driving the real deal.VERDICTSorry. Like the car but we like the look of the Zed better.Infiniti G37 SPrice: from $83,500Warranty: 4 years roadside assistEngine: 3.7-litre 6-cylinder, 235kW/360NmTransmission: 7-speed auto, RWDThirst: 10.5L/100Km, CO2 246g/km

A warning symbol has just appeared in the car I'm driving and it's one I've never seen before. It's an image of a steering wheel with a driver's hands coloured alert red. Pretty soon, a tone will sound.It's a relatively undramatic event in the singing-ringing cabins of modern luxury cars, which warn you before you've had a chance to belt-up that your pre-flight checks are incomplete or for any number of potential hazards.But this one is a landmark. I'm on a freeway heading out of Melbourne sitting on 100km/h and negotiating its gentle curves and obedient drivers. The car is steering itself.Mercedes new E-Class can, within tight limits, drive without you. The symbol is telling me that I've just exceeded the “letting go of the wheel” limit. That happens after only a few seconds. But I have another go, and another.’It's part of a system Mercedes calls Intelligent Drive and it heralds a new era of car technology that will eventually mean -- I hope -- that you won't need to take a train if you want to read The Australian on the way to work.The technology to accelerate, brake and steer a vehicle autonomously is the subject of feverish work across the industry and beyond, as the well-publicised Google project shows.Once steering and these systems are electronically assisted, as they are in almost every car now, it's not difficult to make a car that can drive itself in, say, an empty car park. We already have automatic braking, assisted counter-steering and hundreds of other software interventions when we're behind the wheel. A computer can control a car reliably and consistently in a way no human can.This E-Class, a heavy overhaul of the current model, relies on a greater array of sensors than previous Mercedes and especially two cameras mounted high on the windscreen which scan the surrounds. They build a 3D map of an area up to 50m in front and have a range 10 times that. Software adds up all these inputs and steers for you.In one sense, this is just the next step. But it's a biggy. One small beep for a car, one giant leap for vehicle-kind. The next S-Class, the model up from the E and the traditional techno flag-bearer for the brand, will take this even further. One limit to these systems is their ability to interpret complex environments, such as a busy main street. Humans are better at thinking outside the box.The other limit is regulation, although rules are already being relaxed in some US states and in Europe. The E-Class is core Mercedes, used in Europe in more rudimentary forms as taxis and as executive expresses in their performance guises. It comes as a sedan, wagon, coupe and cabriolet with a bewildering variety of engines that bear little, if any, relation to the badge on the back. An E250, for example, does not run a 2.5-litre engine or have any meaningful dimension that corresponds.The luxury market has been typified by a few trends recently, with Mercedes -- in this market at least -- often taking a lead. These include the shift to smaller capacity turbocharged engines, higher levels of standard equipment or price cuts or both, and simplified line-ups.Even a simplified E-Class line-up is complex. The rollout of this upgrade begins with the most popular four-cylinder models, which fit new generation 2.0-litre petrol and 2.1-litre diesel engines. The list of technical and luxury fitments is longer but the starting price remains at $80k minus change. All but diesel wagon begin below $100k.If you do choose to leave your hands on the wheel, then even the bottom-rung E delivers the core driving virtues of the brand. Handling is quietly assured and smoothly capable. The smallest four-cylinders are worth a look but step up to an E250 is driving enjoyment is in your DNA. For those times when you're not reading the paper.Three further variants are the way, two of which also introduce new drivelines. The E300 Hybrid combines the 150kW four-cylinder diesel with a 19kW electric motor to achieve average fuel economy of 4.3 litres per 100km. That makes it the most fuel efficient large luxury car available and Mercedes' first hybrid in this market. It arrives in July, as sedan only, for $108,900 plus on-road costs.The previous E350 V6 and E500 V8 variants have been dropped, replaced a single V6. Thanks to turbocharging, though, the E400's 245kW 3.0-litre unit is good for a 5.9 second sprint to 100km/h. In other words, it's the match of the previous V8 on performance but with much improved fuel economy of 8.0 litres per 100km, even better for the sedan. It starts below the previous E350 at $128,900 while the wagon is an additional $7800.The sole V8 offered is now the E63 from Mercedes's captive tuning operation AMG. The performance pack, previously an option, becomes standard-fit and there's an S badge to denote this. That means 430kW from its 5.5-litre turbocharged V8 and a higher price of entry, at $249,900.Even without the Intelligent Drive feature, which is standard on all but the base petrol and diesel, you won't mistake this facelifted car for the previous one. Not least of the improvements is to styling, which has been a Mercedes weakness of late. Some of the heavy-handed lines of the previous car have gone without sacrificing aggression. It's the first Benz in ages that doesn't hurt your eyeballs.The racier Avantgarde style face, which dispenses with the gunsight bonnet ornament in favour of an enormous badge on the grille, becomes standard.The cabin is more welcoming with ambient lighting, a cute clock and, in base models, acres of fake leather that seems to be harder than ever to tell from the real thing. Even the E200/E220 CDI get a large control screen with maps, apps and Google, voice recognition and other goodies such as gearshift paddles that were extra until recently. There's still plenty of options to bump up the price, of course, including a sunroof, heated seats and premium audio.

Audi is often in the vanguard of vehicle design and the A3 is a classic example. Audi was the first of the iconic German makers to make the bold move of moving down into smaller, relatively affordable cars.Prior to the Audi A3 you had to find something north of $60,000 to get into one of the big make Germans. The A3 dropped the starting price to the sub-40 grand region. There were mutterings that this would devalue the prestige rating of the larger, more expensive models in the range. That didn’t happen and soon arch rivals Mercedes and BMW joined Audi in introducing smaller, affordable cars.Though the Audi A3 is considered a small car by Australians, in Europe it’s often used as a family car. Four adults are more comfortable than you might expect given the relatively small size of the car. Rear-seat access in the three-door is better than in just about any other car of its type with front seats that move right out of the way in an ingenious fashion. Having said that, the five-door is obviously more practical if the back seat is going to get a lot of use.The Audi A3 has the solid feel that’s very much part of the marque.There’s plenty of stowage space in the cabin so this is a practical machine that suits many people living in crowded suburban regions in Australia. Two good sized suitcases can be carried in the boot together with some small bits and pieces. Tie-down clips secure the load in a crash or under heavy braking.Audi A3 sales were reasonably good from the May 1997 launch of the three-door, but didn’t really get up to full speed until the introduction of the five-door models in October 1999. Many of the earliest A3s are now on the used-car market, but they may be nearing the end of their lives - and they aren’t as cheap to repair or service as more mundane cars of this size.The Audi A3 has the solid feel that’s very much part of the marque and this has shown up in good durability as the years have gone by. Handling is very good, though there is perhaps just a little too much understeer at the limit to suit the full-on driving enthusiast.Engine choices in the original A3 were a 1.6-litre single-cam unit with two valves per cylinder and two 1.8-litre twin-cam models with the Audi trademark of five valves per cylinder (three intakes and two exhausts). The 1.8 came with or without a turbocharger, with the turbo engine tuned to give flexible torque and economy at low to mid-range engine speeds, rather than flat-out sports performance.Power in most Audi A3 models is transmitted to the front wheels.The second-generation cars retained the 1.6-litre in the entry level models, but also offer a 2.0-litre FSI petrol unit, with or without a turbo. It was also available with a 2.0-litre turbo-diesel. Best of all is a 3.2-litre V6 petrol engine that gives a huge amount of get-up-and-go in a relatively small car like this one.Power in most Audi A3 models is transmitted to the front wheels, the 2.0 turbo-petrol can be specified with Audi’s famed quattro all-wheel-drive system. It comes as no surprise that quattro is mandatory with the big V6 engine.Audi S3 is the high-performance variant. The S3 has a sporting three-door body and uses a 2.0-litre turbo-petrol engine driving all four wheels through a six-speed manual gearbox.Audi has been on fire in the Australian sales race over the last few years and the number of authorised dealers has increased as a result. Naturally, there’s a concentration on the major metropolitan areas, but some regional areas are starting to get into the act as well.Spare parts and servicing are reasonably priced for a prestige car but fairly expensive for a machine of this size. If you are shifting up to an Audi from an Asian or lower priced European car ask the dealer about servicing costs.Check your insurance company’s policy on turbo-petrol engines as some charge very high premiums that can add significantly to the purchase price of a used car.WHAT TO LOOK FORMake sure the engine starts quickly and idles smoothly even when it’s cold. If there’s any hesitation from the engine under hard acceleration there could be computer problems.Check that a manual gearbox changes smoothly and quietly and that an automatic transmission doesn't hunt up and down the gears when climbing moderate hills with light to medium throttle openings.Uneven front tyre wear probably means the car has been the subject of some hard driving, so is more likely in one of the high-performance models.Uneven tyre wear may also mean one of the wheels is out of alignment as the result of a crash, though that crash may have simply been a hard thump against a kerb.CAR BUYING TIPUpmarket cars almost invariably cost more to run than everyday ones, be sure to factor this into your purchasing budget.

Another high-performance car has hit the high-performance scene in Australia - Polestar. Polestar is the tuning division of Volvo and joins Mercedes AMG, BMW M cars, even Holden HSV, in offering the excitement many Australian drivers crave.In a stunning recognition of Australian drivers, Australia is the first country to receive the Volvo S60 Polestar. Just 50 have been assembled at this time and all have been allocated to our country.The Swedish high-performance guys see Australia as being the most challenging market in the world, with a huge array of hot machines being sold here to those who appreciate the pinnacle of automotive excitement.We attended the world debut in Brisbane and came away most impressed with the S60 Polestar. Putting its money where its corporate mouth is, Polestar and Volvo are going all out in the high-performance stakes by entering the V8 Supercar series in 2014.“Australian V8 Supercar racing is the best in the world,” said Hans Baath, one of Polestar’s chiefs who came Down Under to introduce their new baby, “the racing is close and exciting and Swedish car enthusiasts love the TV coverage.”Nissan and Mercedes AMG began competing against Ford and Holden in the new-generation V8 Supercars in 2013 and it will be great to see Volvo in there as well.Of course, the V8 Supercars Volvo Polestar will be a pure racing machine, but we have just had a terrific couple of days in the road-going version of the car. Our particular car was the first off the line and appropriately numbered 01/50 on the plate on the steering wheel.With a retail price of just $109,990 the S60 Polestar is powered by the turbocharged 3.0-litre straight-six engine we have admired in other Volvos. In this iteration it produces 350 horsepower (257 kW in Australian numbers) and over 500 Newton metres of torque.DRIVINGTorque is the important thing in any engine. "Power sells a car, torque moves it," smiled Hans Baath. We just loved the endless stream of grunt produced by the straight-six. Throttle response is all-but instantaneous despite this being a turbo engine and the torque is at its peak all the way from 2800 to 4500 revs.The automatic transmission is modified version of the standard Volvo six-speed unit and provides fast changes to match the engine. Overtaking is ridiculously quick and safe with an engine like this. All-wheel drive with sporting settings to ensure the correct torque is sent to each wheel and finishes off the excellent powertrain package.As well as the sporting engine Volvo and Polestar have worked on the suspension, steering, brakes and body stiffening. This results in a sporting machine that will bring a smile to the face of even the most demanding of drivers.Even more impressive than the sports sedan feeling is the way it copes with day-to-day driving. Ride comfort is almost as good as that of the standard S60 sedan.Obviously the most impressive thing about the new Volvo S60 Polestar is its performance, but we were also amazed at how easy it is to drive in real life conditions. Hans Baath again, “This is a car for all seasons, all reasons, and all conditions.” He is so definitely right.VERDICTThis is no hard-riding track-day special and we would be happy to use one as a daily commuter – with dreams in our head of taking it for that famed early-morning Sunday drive and/or to the racetrack on the same day. 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

If an M5 sedan is too mainstream but four doors are a must for your driveway, then BMW's M-division has unleashed a new flagship that will fit your bill. BMW's latest M-monster is a four-door - the M6 Gran Coupe, a svelte and muscular coupe with easy rear seat access.Anything around $300,000 that doesn't have an ensuite and off-street parking is not really going to be considered value, but it depends on what price you put on stupendous speed or a features list that could take up the rest of this page. The exclusivity of just 20 cars being on the road might well be worth the extra $70,000 - that's a top-spec 1 Series or a mid-spec 3, remember - over an M5.The Gran Coupe gets quad-zone climate control system and roller sunblinds for the rear windscreen and rear side windows to set it apart from the coupe and add to the extensive features list: ventilated and heated leather seating, insulated windscreen, model-specific 20-inch M light-alloy wheels, alcantara rooflining with a leather trim centrepiece, adaptive LED headlights, full internet and sound system integration for smartphones and electric sunblinds for the rear windscreen and rear side windows.The BMW M6 Gran Coupe also brings with it a couple of sizeable options, among them a 12-speaker $14,000 Bang & Olufsen Surround Sound System, digital radio reception, a heated steering wheel and $4500 for BMW Night Vision with pedestrian recognition.Twin-scroll turbos - two of them - puffing away atop an already-potent V8 is recipe for rapidity, even in a two-tonne Teuton. The engine has variable valve timing and lift control on both sides, as well as direct injection, to generate 412kW and 680Nm (from just 1500rpm through to 5750rpm) to send through the rear wheels. On the other side of the powerplant equation is the fuel economy, which is a claimed 9.9 litres per 100km.New to the M6 range and arriving with the new coupe is the $12,000 Competition pack, available from July which adds 11kW, Competition wheels and gives more aggressivesuspension and power steering tune.The extra grunt takes the sprint to 100km/h down from the standard car's 4.2 second claim by 0.1 of second, or 0.2 quicker to 200km/h - given the "standard" car's gusto it wouldn't really seem worth the extra moolah.The drivetrain goodies also include the double-clutch seven-speed "auto" (with stop-start and launch control) and the active rear differential, which teams with the electronics to get the grunt to ground and distributed to whichever of the rear wheels can best use it.The trend of coupe-styled four-door machinery spawned the 6 Gran Coupe and the M version adds to the imposing presence of the mainstream car.  It has the visible carbon-fibre roof, aluminium door and bonnet panels and plastic front guards - all of which help the centre of gravity and keep weight to about 1.9 tonnes.The Gran Coupe gets a carbon-fibre reinforced plastic rear under-bumper diffuser that wraps around the four exhausts. The stance is low and muscled, with wider track, flared wheel arches and larger front air intakes, the brooding and imposing "coupe" sits just 110mm off the tarmac on 20 inch wheels wrapped in liquorice instead of tyres.Cabin space is for four (although there's a fifth seatbelt, the centre console is broad) and the four occupants are generally well accommodated.At 191cm I can sit behind my own driving position with only rear headroom being an issue, while cargo space is good - not grand - at 460 litres, with a split-fold rear seat function to increase that to 1265 litres should you need it.The full arsenal of safety features as you'd expect at this level - front, front-side and curtain airbags, multi-stage stability and traction control, anti-lock brakes with six-piston front calipers, cruise control with braking function, active front head restraints, auto-dimming mirrors, several cameras, parking sensors, lane departure warning, tyre pressure monitoring,head-up display and auto high-beam function. Or if you are hell-bent on slowing the earth's rotation, you can ante up $24,000 for carbon-ceramic stoppers.Sauntering out of the pit lane and the sense of quiet refinement, the comfort of a big lazy V8 and being snug down truly behind the wheel is a relaxed place to be.Lapping the Sepang track we're testing on doesn't give any sense of ride quality - for that we'll have to wait for local roads - but the clever steering and suspension systems do great things for the Gran Coupe's body control.The front can come under pressure if you're heavy on the brakes, and the rear can slip sideways under duress without too much provocation, but the extra bit of wheelbase and the active rear differential, which teams with the electronic nursemaids to varying degrees, makes it an easy catch with the hydraulic power steering.Some time on the wet skid-pan demonstrated the clever teamwork between the electronics and the clever rear diff, as well as the playful abilities and the immense outputs that can be employed when the restrictions are lifted.With 412kW and 650Nm on offer from the right foot it is an easy game to play, belying its size to some extent - it's no M3 in being nimble in the bends on change of direction, but the torque of the twin-turbo engine makes the M3 feel slow.The brutal straight-line force, which can be unleashed using launch control, slings the big coupe away from standstill to 100km/h in around four seconds, although BMW staffers say 3.9 in the right conditions is not impossible - I'd believe it.As a German ubercar for daily use, we'll wait for a taste of the ride on our roads, but its ability to play hard on a racetrack and obliterate tyres is not in any doubt. Lavish in cabin materials, with no shortage of gear, it's more sledgehammer than scalpel, but not often is blunt force trauma so entertaining.

Being first isn’t always best but the move is likely to pay off for Audi as it sets the pace in the prestige compact sedan. The A3 might lack the dynamics of a BMW or Mercedes-Benz - and that’s yet to be established, given its rivals haven’t hit the streets yet - but Audi research shows premium compact sedan buyers invest in style and brand.The A3 sedan backs that up with build quality and on-road manners to tempt potential owners behind the wheel and keep them there.VALUEA $3000 premium over the comparable A3 Sportback models adds a 425-litre boot and a similarly large lift in style. Local prices haven’t been finalised - the cars won’t land here until January or February - but expect prices to start around $38,600 for the 1.4-litre petrol that will be sold in Attraction specification, rising to $45,600 for the 1.8-litre petrol and 2.0-litre turbodiesel in the higher Ambition spec.The dual-clutch S-tronic transmission is the default option, with six or seven gears; a six-speed manual is a no-cost special order. Sitting behind the wheel, the car feels more expensive and expansive than the price suggests, to the point potential A4 buyers may decide they can do with marginally less space. Standard gear is fairly basic at this level but Audi has bundled its best features in a variety of packages that cost from $2000-$3000.TECHNOLOGYCylinder deactivation flows to the compact class in the base 1.4-litre petrol launch engine (the same size engine without deactivation will arrive next year). It’s a clever approach that uses camshaft sleeves with two different profiles.When the engine is under low load and running at 1000-4000rpm, the sleeve rotates to avoid activating the valves on two cylinders Audi says it trims fuel use by 0.4 litres/100km and shut down is all but imperceptible, with a tiny jolt when the driver accelerates and the cylinders kick back in.Weight savings are evident across the range and in every area of the car, from an aluminium bonnet to the alloy crank. Audi continues to turbocharge all engines to satisfy power/economy targets to the point even the 1.4 is capable of axle tramp on a wet road yet officially uses just 4.7 litres/100km.DESIGNAudi has gotten kinky and it transforms the A3 sedan into the edgiest-looking sedan in its range. The sharp crease-lines typical of the brand now extend into three dimensions - the shoulder and character lines aren’t creases so much as extruded edges and it gives the profile a genuinely sporty look.Flared guards with a recessed rim enhance the effect. The back is just as distinctive - identifiably Audi but with more character than other models. The VW Group’s MQB chassis let the engineers trim the front and rear overhangs and the body is wider and lower than the five-door A3 Sportback.The interior is at least a match for the quality seen in the larger, more expensive, and supposedly more luxurious A4 sedan. All surfaces are soft touch or hi-gloss contrast inserts and the tactility of the switchgear, from the vents to the electronic park brake is as good as you’ll find in any vehicle.The seats are supportive and a pair of 180cm adults can sit in the front or back, though the centre rear seat doubles as the ski port, so it is hard on the back and will be uncomfortable after more than a couple of blocks.SAFETYThe A3 is a five-star car and the sedan is a step up on the Sportback. Gas-charged struts pop the bonnet to counter ANCAP noting the already-released Sportback poses a potential risk to passengers. Seven airbags are standard, though buyers will pay around $1990 for the advanced safety systems such as adaptive cruise control, lane departure and blind spot warnings.A reversing camera isn’t standard - it is paired with the MMI Navigation Plus package that extends the pop-up infotainment screen from 5.8-inches to 7-inches and adds satnav and auto-parking software. The package is expected to match the $2990 cost on the Sportback.DRIVINGA patchwork of repaired potholes and distinct wheel track ruts make the Hungarian back-roads close to Australian country conditions and the compact sedan shines. The ride is expectedly firmer than Asian cars without being harsh and will only be improved when Audi releases its optional magnetic dampers soon after the car’s local launch.It handles like a small car but rides like a mid-sized sedan and even in the back seat there is little perception of body roll or pitching. Wind noise is subdued but Carsguide suspects the optional low-profile 19-inch rubber fitted to the 1.8-litre petrol car will generate some tyre noise on our coarse-chip bitumen.The steering is light and direct but lacks the feedback of its German rivals, so cornering is based on visual rather than visceral stimulation. The 221kW S3 sedan should arrive in March to satisfy four-ringed fans who want more driving dynamics. A quattro system for the regular 1.8 model will be available at launch for those who want to take advantage of the ski port in the rear seat with trips to the snowfields.VERDICTAudi needs something special to take on the Mercedes-Benz CLA and the still gestating BMW 1 Series sedan. The A3 is that car - at least for those who want a premium sedan that performs but aren’t too bothered about buying a pseudo sports car.Audi A3 sedanPrice: from $38,600 (est)Warranty: Three years/unlimited kmCapped servicing: NoService intervals: 12 months/15,000kmSafety rating: 5 starsEngines: 1.4-litre turbo 4-cylinder, 103kW/250Nm; 1.8-litre turbo 4-cylinder, 132kW/250Nm; 2.0-litre turbodiesel 4-cylinder; 110kW/320NmTransmissions: 6-speed manual, 7-speed dual-clutch auto, FWDDimensions: 4.46m (L), 1.8m (W), 1.42m (H)Thirst: 4.7L/100km, 109g/km CO2 (1.4), 5.6L/100km, 129g/km CO2 (1.8), 4.1L/100km, 107/km CO2 (2.0)Weight: 1250kg-1315kgSpare: Space-saver

While the focus at Benz has shifted to the new, small A-Class, the larger E-Class four door sedan and wagon is the "core" of the company. They've been making E-Class for decades to the point where it's everywhere, in just about every country.For the latest model, Benz asked owners what they thought and implemented many of the suggestions that included a styling tweak, more power, improved economy and safety, more driver assistance features, better value.Benz has delivered on all scores with the mid-life update to the E-Class. The value equation sees prices reduced and some are down by 20 per cent compared to a similarly spec'd previous model. It has the Gorden Wagoner prominent nose with a "four eyed" face, three bar grille with large Benz emblem and more style lines along the body capped with a pair of large tail lights.VALUEThe entry level E200  goes for $79,900 and rolls on 18-inch wheels, gets park assist, blind spot warning, collision warning, sports pack and LED headlights and tail lights.The range goes up to the E400 V6 biturbo at $128,900. It replaces the previous E350 and E500 models. An AMG 63S version arrives later in the year at $249,900 complete with 430kW/800Nm V8 petrol power and all the goodies associated with the AMG brand.Estate (wagon) variants are available in a number of powertrain choices. All offer seven seat capacity. Some of the new E-Class range fall under the 7.0-litre/100km Luxury Car Tax reduction trigger point with commensurate price reductions.DESIGNThe classy interior is better than before with a sports multi function wheel, analogue clock, decorative features and a choice of three two-tone colour schemes. It's simpler to operate, better looking and has more features.TECHNOLOGYFrom the E250 up the cars get adaptive LED headlights while all variants score the exterior sports package popular on the previous model, direct control suspension, cross drilled discs and splashes of chrome inside and out. Technology improvements see 'Command III' make an appearance in E-Class, a system that integrates with the iPhone 5 or Android equivalent for direct internet connectivity.Under the bonnet, the base engine moves from a 1.8-litre turbo petrol four to a 2.0-litre with EU 6 credentials. In the entry level E200, this engine is good for 135kW/300Nm output while in the 250, it's uprated to 155kW/350Nm.Standard transmission across the range is a seven-speed auto driving the rear wheels. The E250CDi diesel retains the strong 2.1-litre turbo diesel engine from before. An E400 twin-turbo petrol V6 is coming soon as a replacement for the previous V8 model. It has a similar output but uses less fuel and generates fewer emissions.There's also an E300 'Bluetec' hybrid with an in-line electric assist motor and a lithium ion battery pack capable of super low fuel consumption. E-Class Bluetec has multi modes including the interesting `sailing' when the car is on electric power alone at freeway speeds.SAFETYDriver assist functions abound and include attention assist, high beam assist, and Distronic cruise control with lane keeping function. It uses a stereo camera to monitor the driving environment, altering the car's dynamics to suit, even to avoid pedestrians or potential cross street collisions. Active park assist makes an appearance for parallel and end on parking. DRIVINGWe drove the first three variants to arrive, E200, E250 and E250CDi. We would be happy with any of them with the sporty E250 petrol a stand out. The new E-Class has poise and control on the road, is quiet and sophisticated and can be super economical.There's plenty of room inside and a large boot. Even the base car will please in performance terms thanks in part to the willing new 2.0-litre engine and slick seven-speed transmissionVERDICTStill the benchmark in the medium large premium Euro segment. Looks better, goes better than the competition  and with price reductions and  extra kit, makes the proposition even more tempting.The complete 2013 Mercedes-Benz E-Class sedan and wagon range is:E 200 2.0-litre turbo-petrol four-door sedan: $79,900E 220 CDI 2.2-litre turbo-diesel four-door sedan: $82,400E 250 2.0-litre turbo-petrol four-door sedan: $97,400E 250 CDI 2.2-litre turbo-diesel four-door sedan: $99,900E 300 Hybrid 2.2-litre turbo-diesel / electric four-door sedan: $109,900E 400 3.0-litre bi-turbo petrol four-door sedan: $129,900E 63 AMG 5.5-litre bi-turbo petrol four-door sedan: $249,900E 200 Estate 2.0-litre turbo-petrol five-door wagon: $86,900E 250 CDI Estate 2.2-litre turbo-diesel five-door wagon: $107,700E 400 Estate 3.0-litre bi-turbo petrol five-door wagon: $137,700Mercedes-Benz E200Price: from $79,900Warranty: 3 years roadside assistEngine: 1.8L four-cylinder, 135kW/270NmTransmission: 7-speed automatic, RWDThirst: 6.6L/100Km, CO2 154g/km

The Ghibli will put the wind up Maserati’s luxury large car rivals when it lands in Australia late this year. Most Carsguide readers will only dream of owning a $200,000 car but as the entry model for the range the Ghibli is expected to account for annual global sales of 25,000 by 2015- four times the entire number of cars the company now sells.It has the luxury and performance to satisfy owners, even if it isn’t (yet) fitted with a V8. Just as importantly, it looks different to the crop of German cars that dominate the segment.VALUEThe numbers game puts the Ghibli up against the Mercedes CLS and BMW 6 Series Gran Coupe. It will be more expensive than its German opposition but will add badge exclusivity its rivals can’t match. Standard equipment includes bi-xenon headlamps, an eight-speaker sound system, eight-speed automatic transmission, a reversing camera and powered leather seats with inbuilt heaters and fans. A 3.0-litre turbodiesel will be the starter engine, with a pair of twin-turbo V6 petrols turning up the wick on price and performance.DESIGNA smaller, tauter version of the Quattrporte can’t be a bad thing. It looks more aggressive, too, with the curved bonnet and pronounced wheel arches giving it a predatory stance. Boot space and rear leg room is down on the QP but will still accommodate enough luggage to carry four adults, providing they aren’t all basketballers. Scalloping the back of the front seats would help here without.Despite sharing the Quattroporte’s chassis and drivetrain, the Ghibli’s track is wider and the reduced length - it is almost 30cm shorter - makes it more engaging to look at and drive. The 8.4-inch touchscreen effectively divides the dash into driver and passenger zones and the smell of Italian leather pervades the cabin.SAFETYSeven airbags and enough structural alloys to build an office block should ensure the Ghibli stands if it is involved in a collision. The car is also built without any electronic aids. Only when Maserati is satisfied with the inherent stability of the vehicle does it move to install the electronic aids. Toss in a 50/50 weight balance and there are few reasons why the Ghibli will venture off the bitumen.DRIVINGThe base twin-turbo V6 petrol is a convincing car, despite having “only” 243kW and 500Nm. It hits 100km/h in a claimed 5.6 seconds and stops from that speed in 36m. A ZF eight-speed automatic works well and the engine barks and fizzles on over-run up and down the cogs.Gearchanges in manual mode have to be performed using the alloy paddle shifters and they’re fixed to the steering column rather than moving with the wheel. Ferrari uses the same system based on the principle it saves drivers having to remember which shifter is which when the wheel is cranked over mid-corner. The absence of cabin noise - at least on the Italian roads chosen for the international launch - makes it a genuinely serene environment. The balance superb and the adaptive suspension markedly stiffens up the ride, though it comes at the expense of occupant comfort. It is far more supple in normal mode but can then be caught out by unanticipated ripples or potholes at high speed.The higher-spec V6 wasn’t available at launch in rear-wheel drive guise and Australia won’t get the AWD system. For those who prefer to lubricate their social conscience by buying an economical luxury car, the diesel will arrive early next year.VERDICTThe Ghibli is a great car at a good price and will give luxury car buyers a more exclusive option without a major price premium. It still needs a V8 to satiate our preference for hi-po luxury cars and give the range a halo car.Maserati GhibliPrice: from $195,000 (estimate)Warranty: 3 years/unlimited kmCapped servicing:  NoService interval: 2 years/20,000kmSafety: not rated; seven airbagsEngine: 3.0-litre twin-turbo V6, 243kW/500NmTransmission: 8-speed auto, RWDThirst: 9.6L/100km, 233g/km CO2Dimensions: 4.97m (L), 1.95m (W), 1.46m (H)Weight: 1810kgSpare: Space-saver 

Convincing buyers that passion and pragmatism can coincide is the key for Maserati to increase sales eight-fold to 50,000 vehicles by 2020. The new Quattroporte V6 and V8 are the first steps in that process.The Quattroporte will be the headline act in a play that Maserati expects to earn mainstream appeal on the basis of the smaller - and cheaper - Ghibli sports car and the Levante SUV.The logic follows the Porsche approach of maintaining top-end cache while developing volume models that spin the sports car heritage in a new direction. First impressions of the Quattroporte show the Italian carmaker is on the right road.VALUEThe Quattroporte V8 arrives in Australia in September with the V6 following two months later. Prices haven't been finalised for either model but Maserati Australia head Glen Sealey says they will reflect the lift in standard features.Carsguide expects the V8 to cost somewhere around $320,000; the six should be around $40,000 cheaper. Sealey won't be drawn on pricing but says the V8 will come loaded with all the features buyers of a premium grand tourer expect. He is still deciding whether to include the premium leather and alcantara roof lining on the starter car. Rivals range from the Mercedes-Benz S Class and BMW 7 Series to Jaguars and Aston Martins.TECHNOLOGYThe V6 uses a direct injection twin-turbo engine that is good for 301kW and 550Nm. To put that in perspective, BMW's brilliant turbo three-litre engine generates 225kW and 400Nm. The Maserati engine is mated to an eight-speed auto to achieve a 0-100km/h time of just 5.1 seconds.The Quattroporte six is so good the V8 will only tempt buyers who demand the ultimate in power or prestige. A sport button sharpens throttle response and extends transmission shift points and the suspension can be tightened using a computer-controlled valves in the dampers that uses anti-dive, anti-squat, and anti-roll algorithms.DESIGNIt's fashionable for cars to grow in size and at 5.26 metres, the Quattroporte is an expansive car. The exterior styling disguises a lot of that size - the proportions are right - and it is only in carparks and on hairpin turns that drivers appreciate just how big this car is.That size translates into saloon-style space front and rear; needed to keep the Chinese market happy and make room for the Ghibli sedan to slot underneath in as an E-Class and 5 Series rival. Build quality is expectedly high with tight panel gap tolerances and a luxury-finished interior that doesn't shudder even when navigating rough roads at speed.SAFETYThe Maserati hasn't been crash-tested an isn't likely to be, given the expected price of the car. Monstrous Brembo brakes bleed speed faster than a haemophiliac and the inherent steel structure is reassuringly solid. If things do go wrong, six airbags protect all occupants.DRIVINGEngaging driving generally doesn't come in a car this commodious but that's part of Maserati's point of difference. It aims to be a more involving drive than its Euro rivals and to that effect the software nannies can be switched off to purify the drive experience.Either way, the V6 Quattroporte is a seriously quick car and a quantum leap over the outgoing model in the way it drives and cossets its occupants. It officially hits 100km/h in 5.1 seconds, just 0.4 off the V8's sprint time.The Quattroporte's natural environment is the autostradas and autobahns where it cruises at 130km/h with virtually no wind or road noise. So good is the insulation that owners will need to wind the windows down to appreciate the snarl and pop from the bi-modal exhaust on downshifts.B-grade roads are a revelation as the car hunkers down and handles tight corners and patched pavement without complaint. The 8.4-inch touchscreen controls most of the car's functions and is easy to operate. The reversing camera is a must-have - touch parking a car this big isn't a good look. The only real quibble is the paddle-shifters are fixed to the steering column and don't move with the wheel. That makes mid-corner shifts a problem when the transmission is in manual mode.VERDICTThe first instalment of Maserati's move into the mainstream is a good as anyone could desire. If you have the coin, the Quattroporte is now a legitimate contender in the upper luxury market rather than a niche player. Passion now has a practical side.Maserati Quattroporte V6Price: $280,000 (est)Warranty: 3 years/unlimited kmService interval: 2 years/20,000kmSafety: Not rated; six airbagsEngine: 3.0L twin-turbo V6, 301kW/550NmTranmsision: Eight-speed auto, RWDThirst: 10.5L/100km, 244g/km CO2Dimensions: 5.26m (L), 1.95m (W), 1.48m (H)Weight: 1860kgSpare: Tyre repair kit 

Although this car is a hybrid it should not be confused with fuel misers like the Toyota Prius. In this case the term hybrid translates into performance and plenty of it, with 268kW of power on tap. Think of the electric motor as a new age turbocharger.VALUEInfiniti is the luxury arm of Nissan -- just as Lexus is to Toyota -- and says it aims to offer something that set it apart from other prestige brands. At $99,900 our M35h GT Premium sedan is the most expensive of the sedans. But, with the S Premium diesel model priced the same, it makes for an interesting choice.The hybrid comes with a swag of luxury appointments like leather, wood grain dash, heated front seats, a heated steering wheel, satellite navigation and a hi-end Bose sound system. The standard wheels are smallish 18s with 245/50 Dunlop Sport Maxx tyres and an alloy space saver spare is supplied. The 16-speaker Bose system features active noise cancellation just like some headphones.TECHNOLOGYThe drivetrain consists of a 3.5-litre petrol V6 that puts out 225kW of power and an electric motor with another 50kW, for a combined total of 268kW (and fuel consumption of 6.9 litres/100km). Maximum torque from the petrol engine is 350Nm, with another 270Nm from the electric motor but a combined torque figure is not provided. It's the same acclaimed 3.5-litre V6 that has seen service in Nissan's 350Z sports car but that has now ben upsized to 3.7 litres. The engine is hooked up to a 7-speed auto that allows the driver to change gears manually, although steering wheel change paddles are absent.DESIGNThe goal is luxury with a sporting bent. If you're in the market for a Benz or a Bimmer, you might want to give this one a look, particularly if you're after something a little different. With drive to the rear wheels the hybrid does the dash from 0-100km/h time of 5.5 secs and is billed as the fastest-accelerating production hybrid in the world.SAFETYIt's designed to get five stars and does so from the American National Highway Traffic Safety Administration (NHTSA) which some might say is a tougher standard than we've got  but as yet it does not have a rating from the Australian NCAP organisation.Suffice to say the car comes with blind spot warning, lane departure prevention, and forward collision warning automatically brakes if a collision is imminent.DRIVINGMove off slowly and the car creeps along in near silent, full electric mode. Apply some pressure to the accelerator and the petrol engine springs to life. Punch the accelerator and it takes off with a satisfying growl from the twin exhausts. This car is a chameleon, a car with two very different personalities. A knob allows the driver to dial in four drive modes: Standard, Eco, Sport or Snow. With each setting the system adjusts throttle sensitivity and transmission mapping to help optimise performance. It's quiet inside but perhaps not as quiet as a Lexus, and this changed quickly over coarse bitumen that generates quite a bit of tyre noise. We clocked up more than 600km behind the wheel at a rate of 8.8 litres/100km.The steering is light and the car is prone to wander unless the driver's attention remains focused. The active cruise control system can be annoying and the speedometer reading seems conservative. Because of the hybrid battery pack's location behind the back seat the boot is cut short but deep, smaller than you'd expect in a car this size.VERDICTIt's comfortable enough and it's certainly got plenty of get up and go, but does not generate the kind of excitement that is going to make you run out and buy one.Infiniti M35h GT PremiumPrice: from $99,900Warranty: 4 years roadside assist, 100,000kmEngine: 3.5L six-cylinder, 225kW/350NmTransmission: 7-speed auto, RWDThirst: 6.9L/100Km, CO2 159g/km