Luxury Reviews

We all know that Volvos are quite good to crash. But no-one buys a Volvo to go fast or just for the enjoyment of driving. Until now, perhaps.Thanks to a Swedish company called Polestar, and an Australian push for performance that includes - yes, really - V8 Supercars racing from 2014, there is something new, fairly special, and definitely memorable, in the Volvo catalogue. It's an S60 the company is pitching up against a spread of go-faster hero cars including the brilliant BMW M3 and sledgehammer Mercedes-Benz C63.The Volvo S60 Polestar will never seriously threaten the M3 or C63, but it's a fair bit cheaper and capable of cracking along fairly briskly without flicking your bowls' hat off the parcel shelf or going soft on safety. It will even sprint to 100km/h in 4.9 seconds and has to be held back to 250km/h at the top end.It's not cheap at $109,950, but it is exclusive with just 50 copies. And it's coming first to Australia because Volvo Car Australia knows its needs to be more than just the safety-first car company in a land where people still like cars and like to drive."In short, we see this a sa driver's car. And car built to work in all weather, all season and all roads, every day, and not just on the perfect day," says Hans Baath, the Swedish head of Polestar, at the S60 launch this week in Brisbane.It's also a test case, a first, to see if the car has potential for other countries and if Volvo should do more stealth work on its other models. "Choosing Australia was quite simple for us. It's a country were the car is a vital part of everyday life. There is a huge car culture here."VALUEThe bottom line is $109,950 and that's a lot when you can get a T6 all-wheel drive for $65,490 and a Teknik-tweaked version for $75,490. But Volvo wants shoppers to consider it against an M3 at $155,100 and a C63 at $154,900.The car picks up a bunch of Polestar stuff but, in reality, it's a conservative package. All the Polestar improvements are done on the regular S60 production line, unlike companies like HSV that need to get base cars into their workshops to do real improvements.Volvo calls it a Q-car - a tag snitched from the Q-ships of the World Wars, which were cargo ships with big guns - but these days it's probably better to describe it as a stealth fighter. It is definitely flying under the radar and the only giveaway - on around a quarter of the cars - is bright blue bodywork that salutes Sweden's motorsport racing colour.The only option on the Polestar car is a sunroof for $2650 and there are only 50 cars in a limited run. For now, at least.TECHNOLOGYAny turbo car is relatively easy to tweak, but the trick is getting the package balanced. It's about engine output first, but also ensuring the car doesn't turn into an unruly, fire breathing beast. There is no risk of a runaway here, for Polestar has been a performance partner at Volvo for more than 20 years and the only external changes to the engine are a free-flow exhaust. The rest is down to computer programming.The end numbers are 257 kiloWatts and at least 500 Newton-metres - obviously more - linked to a tweaked Haldex all-wheel drive system that picks up launch control, but with an engine that still won't rev to the redline and a six-speed auto that shifts faster but has no flappy paddles and a touch-change that's set for cruising not sporting.The big development on the Polestar car is Ohlins suspension that's both firmer and more compliant than a regular S60. It's even adjustable if, as if, you take the car to a racetrack. There are also bigger and better brakes, with 19-inch alloys and sticky Bridgestone Potenzas.DESIGNEven in bright blue, the Polestar Volvo is a stealthy car. There is a tiny rear spoiler and a deeper dam under the nose, as well as big alloys covering impressive brakes, but that's about it.The cabin is disappointing with only a build number and a tiny Polestar badge in the top of the shift lever. The seats are standard, so is the trim, and there's nothing to remind you that you've splashed more than $100k on the car.In a lot of ways it's like the Aurion Sportivo. So, a bit naughty for someone in the midstream of motoring but definitely not nasty. "This is the thinking man's performance sedan. We didn't go big on the external modifications," says Matt Braid, managing director of Volvo Car Australia. "The bodywork changes are for a reason. It's not about winning the brochure wars."SAFETYNothing changes on the safety front, which means five-star NCAP protection and a bunch of driver assistance schemes. But, really, this is an S60 that should do even better because it has more grip, better brakes, and is likely to be driven by someone who is actively conducting the car and not just dozing at the wheel.DRIVINGWithin 200 metres I know the S60 Polestar is not a threat to an M3 or a C63. It's brisk from the lights, with a solid mid-range turbo shove, but there is none of the excitement or theatre of the German master blasters. It's not nearly nasty enough.So I settle back to enjoy the car, and find it surprisingly enjoyable. The big improvement by the Polestar team is in the chassis, which is both rigid and compliant - a combination that's rare in a car that starts life as a front-wheel drive family bus.The car copes brilliantly with bumpy roads, sits down tight without crashing or banging, and is enjoyable to hustle - but not hassle - over some winding and undulating mountain roads out of Brisbane. It's a grand tourer with panache, although the bright-blue bodywork prevents any really stealthy attacking.But push harder and things are not so good. There is no support in the front buckets, the auto gearshift is counterintuitive for a performance car, the brakes start to stink, and the safety-net settings in the engine means it will not hold a gear or downshift on demand.So Polestar has done some great work, but I can feel the limitations of a conservative company and the need to run the car down the regular S60 production line. There is no chance to be really daring, just a bit different.Polestar began as a race team and the company clearly knows how to get a result, but this time has only produced a solid midfielder in a class studded with winners. It's a good effort for the first time in the event, but more work - and more daring - is needed to really score.VERDICTNice, not nasty, in a class where nice cars are not enough and real drives expect a bit more passion.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

Volvo is returning to Australian race tracks entering the V8 Supercars series from next year. But in the meantime it has the hottest Volvo to hit our roads since the turbocharged R models of the late 1990s. In fact, the S60 T6 Polestar is the fastest and most powerful Volvo road car of all time.Volvo’s been here before, switching safety for sex. It’s all designed to help reverse perceptions about its staid image. Volvo road cars have improved over the years but the image hasn’t move with them.For its latest campaign Volvo has teamed with its Swedish race team Polestar to add some extra urge to its already quite quick S60 T6 turbo road car. Volvo has built 50 special models, the first of their type in the world. If Australians take to it, more may follow both here and overseas.VALUELet’s get the bad news out of the way first. This is an expensive car. At $109,950 plus on-road costs it is $40,000 (or more than 50 per cent) dearer than the S60 T6 on which it is based. Ouch.For that you get a larger turbo, race-tuned Ohlins suspension (the same brand used by the Lotus F1 team and found in Lamborghini road cars), lightweight 19-inch wheels and Bridgestone RE050 tyres (the same type fitted to Porsches, Ferraris … and the new Holden Commodore SS).Standard fare includes everything that Volvo can fit to an S60 sedan, including radar cruise control, crash alert and crash avoidance (it will slam-on the brakes below 50km/h if you’re about to hit the car in front). Then there is blind-zone alert, automatic high beam dipping, and the standard count of six airbags and five-star safety. The only option is a sunroof ($2650) but the decision has already been made for you. The 50 cars in the first batch of S60 T6 Polestar sedans have already been built; only 10 have sunroofs fitted.TECHNOLOGYA bigger turbo and a bigger exhaust are self-explanatory. More air in and more air out equals more power, times a higher fuel bill and a bigger smile. The brakes are showroom standard “floating” calipers with a large-ish discs but the brake pads come from racing experts Brembo. To be frank, at this price Volvo should have gone the whole way and fitted Brembo calipers as well. The Volvo S60 T6 Polestar stops ok, but the brakes are the Achilles heel of the car if you want to drive it in the same way Volvo wants you to.The big news is the suspension. There are 20 settings to choose from on each of the four shock absorbers. The problem is you need to be handy with a spanner and don’t mind getting you suede slacks dirty. To adjust the front shock absorbers you need to turn the steering wheel on full lock and reach up into the gusset of the wheel housing and fumble your way to the adjustment point with a tiny tool that, helpfully, comes with each car.Adjusting the rear is a little more civilized: you can do this via the boot. Just watch your slacks and your tweed jacket on the dirty bumper bar as you lean in. Hopefully, one day, you’ll be able to do all this at the press of a button (as you can in a top-end Audi, or a humble HSV). The last piece of the Polestar’s party tricks is the launch control, but ther is a catch. Only Volvo could come up with so many safety measures that you’re discouraged from using it.In true anorak fashion you have to click through a complex menu on the dash, then pat your tummy and rub your head (or is it the other way around?), stomp on the accelerator and the brake and then you have three seconds to unleash the engine’s fury. Or you could ignore all this and just floor the accelerator. The result is pretty much the same.DESIGNThe Volvo S60 T6 Polestar looks stunning in sky blue (the three other colours are black, white and red). The charcoal wheels set it off too. But apart from the discreet Polestar badges on the boot, grille and gearknob, you’d be hard pressed to pick it from the standard version.We’re not sure if this is a blessing or a curse. Volvo owners may prefer the understated look. Either way there is room to add something to make it look a little more special. From the inside, the Volvo S60 T6 Polestar looks exactly the same as the regular model (but for the build number on the steering wheel).The seats are nicely shaped, good to look at and sit on. But back-seat room is cramped compared with the competition. I love the design of the Volvo “floating” centre console panel but I still bang my knee on it every time I get in one.SAFETYIt’s a Volvo. Next.DRIVINGThe turbocharged in-line six-cylinder engine (mounted across the engine bay like a large dog sitting on your lap) enables the car to do the 0 to 100km/h dash in 4.9 seconds -- the same as the latest HSV Clubsport and on par with its German and Japanese luxury competition. Thankfully Volvo has resisted the urge to make it sound like an aftermarket European hot rod. The exhaust doesn’t drone at freeway speeds or around town. Tick.Power is plentiful and comes from low revs. It’s quite elastic on winding roads, never out of breath and always wanting to surge ahead. It is genuinely exhilarating. Which is why it’s disappointing that the brakes aren’t bigger or able to handle more punishment. Room for improvement here. The steering has been completely overhauled from the standard model (which was too heavy at some speeds and too light and vague at others). It’s a big improvement but and more than adequate but still not best in class (BMW, Lexus and Mercedes steering systems feel better and more intuitive).Then there is the suspension which, let’s face it, is at the core of how the car feels. We drove it on public roads on the middle settings (10 out of 20, front and rear, whatever that means). It was firm but not uncomfortably so. Things only started to really get busy at low speeds in bumpy city streets. The good news is that if you don’t like it after your test drive, you can ask Volvo to soften it a little.VERDICTThe best Volvo road car so far -- but it needs bigger brakes and a sharper price to complete the package.Volvo S60 T6 PolestarPrice: $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

Mercedes-Benz has given its E-Class a facelift together with a combination of price reductions and extra equipment additions that combine to improve their value, according to Benz, from $7000 to $23,000 depending on the model.Earlier this year we were able to preview the coupe and cabriolet versions of the E-Class models in their home territory. They’ll be arriving here late in the year but have been preceded by the more mainstream sedan and wagon variants.STYLINGMore mainstream they may be but in terms of styling the four and five-door bodied E-Class models lose very little in comparison to their sporty siblings especially with M-B Australia’s decision to only bring in the Avantgarde specification with its big, bold three-point star embedded within the aggressive two-bar grille.External changes for the 2013 E-Class are minor with a new front end featuring one-piece headlamps and revised bonnet and bumper. The rear lights and bumper have also been changed with horizontal LED tail lights giving the new E-Class a lower stance that further enhances its sporty look.INTERIORThe interior of the new E-Class retains the same overall design theme as before but detail changes to the colours and finish of the materials work well and increase the feeling of luxury and sportiness.TECHNOLOGYWe’re used to new technology filtering down from more expensive models but in this case many of the latest features are making their debut in the E-Class prior to being passed up to the upcoming new S-Class.Most of this new technology is centred around what Benz calls its Intelligent Drive system which uses twin cameras mounted at the top of the windscreen, angled outwards at 45 degrees.These combine to provide a 3D view of the area around 50 metres in front of the car and work together with a radar sensor system to operate a range of advanced safety features such as Collision Prevent Assist which alerts the driver to a potential frontal collision and applies the brakes where necessary; Attention Assist (it monitors driver inattention and/or fatigue and issues an alert); Distronic Plus (keeps the vehicle centred within its lane on straight stretches); Cross-Traffic Assist (can detect crossing traffic or pedestrians and boost braking where a collision is imminent); Pre-Safe Braking (detects wayward pedestrians and applies the brakes if required); and Pre-Safe Plus which can recognise an imminent rear-end collision, activates the car’s hazard lights and triggers occupant protection features.Once again we just sit back and marvel at the scope and effectiveness of the safety enhancements that modern car makers are providing, effectively at no additional cost to the buyer.MODELSThere are ten variants in the 2013 E-Class range, seven sedans and three Estates. Prices range from $79,900 for the E 200 sedan through to the spectacular E 63 AMG sedan at $249,900.ENGINESAll engines in the standard E-Class models are now either four or six cylinders and turbocharged with the previous V8 E 500 now dropped in favour of a V6 in the E 400 sedan and Estate. Although the new V6 displaces just 3.0 litres it achieves V8-like performance thanks to the use to twin turbochargers with up to 245 kW of power and 480 Nm of torque all the way from 1400 to 4000 rpm, but with fuel consumption officially measured at just 7.4 litres per hundred kilometres.The E 63 AMG sedan is the only V8 model remaining and it also uses a bi-turbo to reach its stunning peaks of 430 kW and 800 Nm. All E-Class models get seven-speed automatic transmission with steering column mounted shift paddles.Another first for the E-Class, indeed for any Australian Mercedes-Benz model, is the E 300 Bluetec Hybrid. While luxury car rivals such as BMW and Lexus also offer hybrids Benz is the first to do so with a diesel rather than a petrol engine. The combination of 2.1-litre turbo-diesel and battery pull fuel consumption down to a frugal 4.3 litres per 100 kilometres.As before all E-Class Estate models are seven-seaters with the third-row bench seat facing rearwards. Benz are expecting a slight boost in sales with the previous seven-seat R-Class no longer being imported here.DRIVINGWith so many model variants in the new E-Class range our test drive options were limited however we will report in more detail when we carry out our extended tests within the next few months. We were able to drive the E 200 and E 250 petrol and E 250 CDI diesel during the launch in and around Melbourne.Expectations are always high whenever we drive any Mercedes-Benz and the new E-Class certainly delivers even in the lower-specced models. The chassis feels solid and tight and the car is superbly balanced. Ride comfort is firm but comfortable even on some of the coarse surfaces that we passed over.As is normally the case we’d opt for the diesel powerplant with the extra mid-range torque that all keen drivers savour. Having said that the 2.0-litre petrol doesn’t fall that much short if you’re planning to operate exclusively in commuter territory.VERDICTSafer, cheaper, stunning looks. All should combine to keep the new Mercedes-Benz E-Class around the top of the shopping list of anyone looking for an affordable prestige car.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

Lotus have for decades infatuated race crowds, become the envy of enthusiasts and even won a Bond girl. Nothing has changed. Back from the lip of the black hole of extinction, Lotus now says it will return to its five-car plan and marks time by delivering a road-going racer that represents the core values of the company founded by Colin Chapman's innovative mind.The Exige S is a hybrid in the sense that it morphs the chassis of the four-cylinder Elise with the drivetrain of the V6-engined Evora. Effectively, it creates a very light, very powerful small car that is fast, fascinating and perhaps a little bit fragile.VALUEIt costs $119,900 plus on-road charges and that puts it in the searchlights of cars as similarly purpose-built as the Caterham and Morgan, as balanced as the Porsche Cayman S and as more street-savvy as the BMW M3 and 335i.The Exige S is closer to the Caterham in its rawness but adds more power, a hint more civility and a roof. Standard equipment is minimalistic - as you'd expect - and really only admits it's now 2013 with the airconditioner, iPod/USB friendly audio, electric windows and the three-mode engine management mode.DESIGNLotus currently doesn't have a lot of money. That's why there's some hint of the Evora from the front. Basically it's a hardtop - though it's unboltable - Exige and only the test car's beautiful $3250 premium pearl white paint makes it stand out more than its sisters.The seats are now made for humans rather than the tipped-up fibreglass bathtubs of the Elise. The fact it sits on an Elise chassis - true, with 70mm added to the wheelbase - means no change to the intimacy of the cabin. Nor to the body-folding techniques owners and their loved ones will practice to become part of the cabin.There is a pair of simple gauges, a scattering of warning lights and LED fuel gauge - all impossible to read in sunlight - and a couple of switches. Bare aluminium floors, wrap-round alcantara seats, and a tint Momo steering wheel complete the look.TECHNOLOGYThe engine comes from Toyota and continues the relationship with the company sealed when Lotus moved to replace the Elise's Rover 1.8 with a 1.6 from Japan. Now it's an Aurion/Lexus 350 V6 that has been tweaked and modified by Lotus to pump through an Australian Harrop supercharger for 257kW/400Nm and a 7000-plus redline. There's a six-speed manual - an optional auto is coming - and Lotus-bred suspension, big disc brakes and 18-inch rear wheels. The engine has three selectable modes - Touring, Sport and Race - to alter engine characteristics and launch control is a standard fitment.SAFETYJust the basics here with electronic chassis and brake aids and no crash rating. There's no spare wheel - just an aerosol can - and even rear park sensors are a $950 option.DRIVINGIt's not as mind-numbingly noisy and bone-trembling shuddering as the Elise, so that was a pleasant surprise. Find a smooth road and a compliant gear and it will cruise quietly and comfortably at 100km/h with only about 2400rpm on the tacho dial.The seats help ride comfort a bit, now padded and unlike the glass tubs of the Elise. Other than a sense of dread at passing SUVs and the feat they will never see me and my 1.1m-high white plastic shell, it coped well with traffic.But not as well as the open road. Long country roads with frequent repair patches of bitumen will bounce the car around and with it, the occupants. Not pleasant. But the long sweeps of Wanneroo Raceway treat it as royalty.The Exige S will flow perfectly through the corners, the direct and unassisted steering picking up every stone and peeled tyre rubber fragment and relaying it accurately to the driver's fingers. Learn how it moves through the arcs and you can apply some more power.And this is where the car erupts. It's more about the push of the torque that urges from just above idle through to a big hit at 3500rpm then on a plateau through to 7000rpm. It's such a strong, effortless flow and the noise from the exhaust - oddly, the supercharger whine is modest - so addictive that you can quickly drain the small 43-litre fuel tank.Sport mode is good for the track but “race” is the best, sharpening the engine further, turning off the ESC and making it feel like a deranged go-kart. You arrive back at the pits tired and smiling and wanting more, the essential emotions of a true sports car.VERDICTSadly, this is at least the second car in the driveway. For any Sunday or any track day or any excuse to leave the house and clear the mind.Lotus Exige SPrice: from $119,900Warranty: 3 years/100,000kmCapped servicing: NoService interval: 12mths/15,000kmResale: 67%Safety: 2 airbags, ABS, ESC, EBD, TCCrash rating: noneEngine: 3.5-litre V6 supercharged-petrol, 257kW/400NmTransmission: 6-spd manual; rear driveThirst: 10.1L/100km; 95RON; 236g/km CO2Dimensions: 4.1m (L), 1.8m (W), 1.1m (H)Weight: 1176kgSpare: none

There are those who will disagree strongly with this statement: “The new Porsche Cayman is simply the best vehicle ever produced by the iconic German marque that specialises in sports machines.”The disagreement will come from those who insist that the famed Porsche 911 is better. They will insist that the character and personality of the Cayman simply doesn’t match that of its big brother 911.Let me put my argument in favour of the Cayman; the Cayman has its engine in exactly the right spot - behind the seats and in front of the rear axle, thus making it a true mid-engined machine. This placement of the engine (the gearbox is mounted immediately behind it) gives the best possible chassis balance and is used by all pure racing cars, from Formula One down.VALUEThe fact that the Cayman/Boxster cost about half the price of the 911 is a major factor in the equation. While a starting price of $107,100 doesn’t exactly put them into the affordable category, anyone with a decent income can certainly put them seriously onto their wish list.The all-new Porsche Boxster arrived in Australia in June 2012; exactly a year later its closed-coupe brother Cayman now takes pride of place in Porsche showrooms Down Under.DESIGNCayman shares most of its body parts with the Boxster. Indeed, there are many components from the 911 under there are well. Obviously, the fixed roof of the Cayman takes an altogether shape to that of a Boxster with its roof closed.To our eyes the styling of this fixed hardtop Porsche is simply brilliant. There’s a strong hint to the iconic rear window shape to please 911 purists, yet the Cayman definitely makes its own statement.Porsche Cayman differs in appearance in its lower areas of the body, with changes to the style of the the front air intakes and rear diffuser. Like the Boxster, the Cayman has been on a diet and uses a substantial amount of aluminium to trim weight. This results in even nimbler handling, reduced fuel consumption (down by about seven per cent on official measurements) and lower emissions.TECHNOLOGYPowertrains on offer are a 2.7-litre flat-six with 202 kilowatts and 290 Newton metres driving through a six-speed manual or seven-speed double-clutch PDK automated manual. Or a 3.4-litre 239 kW / 370 Nm unit with the same transmission options.Zero to 100 km/h acceleration from the smaller engine is 5.4 seconds, that from the larger unit is an impressive 4.7 seconds, in both cases this requires the PDK gearbox and the Sports Chrono package.DRIVINGThough our initial road testing of the all-new Porsche Cayman involved far too much Sydney traffic crawling (OK, it’s what people do in real life, but…) the open road and twisting segments of the Porsche organised program showed just what a stunning car this is.The close-to-perfect balance, well sorted suspension that comes with various electronic settings, and low centre of gravity make it a delight to push hard and fast. Steering is nimble and Cayman is more than happy to change direction mid bend if need be.Tyre noise is extreme at times on coarse-chip surfaces, to the extent that the occupants have to significantly raise their voices.The sound from the engines, we tested both powerplants, is sensational and even at low speeds there’s an eagerness from the flat sixes that makes the driver feel alive within the car.VERDICTNew Porsche Cayman is a brilliant sports machine at an extremely affordable price when compared with the supercar brigade. We would be more than happy to have one in our garage – or better still out of it – any day.

It’s the automotive equivalent of the sibling rivalry between Mark and Steve Waugh. Both are cricket legends in their own right, but the spotlight tended to fall on one player over the other.So you can imagine how the new HSV Clubsport might be feeling at the moment, if its heart weren’t a high-performance V8 engine. Its bigger and brasher brother, the supercharged HSV GTS, has stolen the limelight lately because it is the fastest and most powerful car Australia has ever produced.But given that the hyper-Holden is still at least two months away from showrooms, it’s time for the rest of the range to shine.The cut-price Clubsport is the hidden gem in the new HSV range. Starting at $60,990 it is $4000 less than the previous model and the same price a Clubsport was 10 years ago.It bridges the price gap between the Holden Commodore SSV Redline, at about $51,000, and the flagship GTS which is close to $100,000 by the time on-road costs are added.The 6.2-litre LS3 V8 gets the same power as before -- 317kW -- but the car is 68kg lighter, the biggest weight reduction in the entire VF Commodore line-up. For those who want a little more, the Clubsport R8 steps up to $71,000 and gets the 325kW output of the previous GTS.The Clubsport R8 also comes with a Bose stereo, heads-up display, machined alloy wheels, bi-modal exhaust and HSV’s EDI system, that allows you to tune the car for the road or the track at the touch of a button. Or, in this case, a touch screen.For those who want even more, there is an optional SV Performance Pack. That includes lightweight wheels, black accenting on the bodywork, and an engine upgrade to 340kW and 570Nm, thanks to a clever bi-modal air intake (the same air box as the GTS, it sucks in more oxygen at certain revs) and a specially-tuned exhaust.As a package deal it lists for $4995 but the by the time GST and Luxury Car Tax are calculated the option adds at least $6000 to the drive-away price of the car.That might sound a bit steep but it’s money well spent. The Clubsport R8 with the SV Performance Pack was going to become the HSV GTS, just in case the supercharged engine didn’t get over the line. It explains why HSV now has an embarrassment of riches.The power ugrade may sound subtle but unlike those on HSVs before it you can feel and hear the difference. It’s as if HSV engineers have been listening to high performance Mercedes-Benz AMG soundtracks in their spare time.As before, the power from the LS3 V8 is smooth and linear, but it has more of a growl and then a bark. It’s at complete odds with the refinement of the rest of the car.Faux-suede, real leather and an extremely convincing chrome finish on the plastic highlights on the interior give the Clubsport an upmarket appearance it’s never had before.Which is why, despite all the Clubsport R8’s finesse, I’m torn between it and its $10,000 cheaper sibling, the basic Clubsport. Sure the entrée to the HSV range misses out on some of the electronic gadgetry such as a heads-up display and electric seat adjustment. And it also only comes with Holden Commodore SS seats (with HSV head-rests).But the cooking-model Clubsport -- the single burner BBQ in a world of 18-burners -- feels lighter and more responsive than the R8 and lacks nothing in the way of agility, grip and grunt.The Clubsport was a car I was expecting to clamber over in the scrum for the keys to the tastier models on the test drive at Phillip Island race track this week. But you know what? I think I like it more than the others. Add the price cut into the bargain and it’s a no-brainer.The only option worth considering on the base model Clubsport is the lightweight 20-inch wheels from the 25th-anniversary GTS released last year. They’re a $1500 stand-alone option. I’m struggling to think of $1500 better spent anywhere else in the car industry.The Clubsport is usually a price-leader for HSV, what the 30-cent ice cream cone is to McDonald’s. As the cheapest ticket into the HSV brand it typically spends its life in shopping centres as the raffle prize for local charities.But it deserves to be set free from a world of sticky fingers and having raffle tickets tucked humiliatingly under its windscreen wipers. If the Clubsport is the starting point, I can only imagine how good the GTS is going to be. Meantime, I’m off to buy a raffle ticket.

We recently jumped out of the stunning Audi A6 3.0 Tdi (diesel) biturbo performance sedan, now this... Audi's SQ5 medium size SUV with the same engine.Like the sedan, the SQ5 is quick -- the quickest production diesel SUV on the planet to be exact and capable of stopping the clocks in around 5.1-seconds for a 0-100kmh sprint.That from a fully equipped luxury vehicle tipping the scales at nearly 2.0 tonnes. And it's pitched at a tempting $89,400.The engine is a V6 with two turbos, a smaller variable geometry unit and a larger single scroll helping it achieve 230kW/650Nm, the latter from a low 1450rpm. It makes light work of propelling this chunky but handsome looking customer off the line or pretty much anywhere else simply by pressing the right foot. Instant go --  like a rocket sled with no discernible peaks or troughs.The feeling could almost be marketed as a sideshow ride. And if that's not enough, you won't be bothered by incessant visits to the servo to refuel because this genuine performance vehicle is capable of returning 6.8-litres/100km. Try getting that from your HSV or FPV with which the SQ5 shares a similar performance potential -- more, thanks to that mountain of torque.Sub 7.0-litres/100km fuel use means the SQ5 qualifies for a reduction in the Luxury Car Tax which partially helps the price. That impressive economy is due to technology such as energy recovery, engine stop/start and a regulated oil pump that only operates on an as needed basis. Audi also utilised clever thermal management under the bonnet to further cut fuel use.Adding icing to the cake is a sound actuator in the exhaust system that bestows the SQ5 with a deep baritone voice unlike any other diesel we have driven. No rattle, no clatter, no turbo whistles, just a raunchy growl. Great stuff.Drive goes to all four wheels (quattro) via an eight-speed auto transmission with paddle shift. Stiffer S sport suspension lowers the body by 30 mm, and 255/45 tyres are mounted to the 20-inch wheels.Multi mode drive select is part of the package offering calibrations for comfort, dynamic, auto and individual. The SQ5 looks a lot like other Q5 -- with more attitude and a purposeful stance. Big wheels and tyres, subtle body add ons, some body brightwork and a different grille set it apart. Still gets the attention grabbing LED daytime running lights along with a raft of other lighting systems.Inside is a study in leather and good Germanic taste. The superb dash, dash not only looks the biz but is totally functional in a way other luxury vehicles fall down due to over complexity.Heck, we could actually use the myriad functions that include MMI plus navigation and media system, voice control and Bluetooth phone and audio. Driver assist features include a rear camera, hill descent control and park assist, tyre pressure monitor along with the drive select system.Our 300km drive of the SQ5 was punctuated by repeated use of the extraordinary roll on acceleration. It's an addictive feeling. The vehicle is just the right size too -- fits easily in the average garage and there's plenty of luxury kit to make you feel good. It goes around corners like a sports car and with the drive select system, you can dial up ride quality, steering feel and throttle response.A launch package is available for a snip under $15 grand that includes many desirable options including the recommended dynamic steering.Look out BMW and Merc. And everyone else, for that matter.

Want supercar looks without a supersized price tag? This is the French way to get them... it's Peugeot's RCZ - a sleek coupe so sexy it's almost NSFW (not safe for work). The design has been revised and it's ditched the previous gaping maw that gave the first version the look of a recently hooked cod. The face is now more in tune with the rest of the gorgeous body.The swelling flanks, the curvaceous roof, the low glasshouse, all add up to a headturner that echoes the style of a supercar without the huge price. The cabin gets great detailing with hints of luxury and some quality materials at the touchpoints. There's a substantial spec list, including alloy pedals, powered seats with memory settings, and a massive flip-up infotainment and satnav screen.'Add in electronic parking assistance, leather covered sports steering wheel, 19-inch alloy wheels, daytime running lights and projector headlights and you've ticked plenty of boxes.There's a heap of room in the front, and the boot's not bad -- you can take quite a bit of gear for a two-person weekend.  The hatch and the boot floor are huge, and folding the back seat down boosts the capacity. But the stunning slope of the roof means the back seats are little more than a parcel rack -- you can climb in but there's no room for heads -- or legs if you're already past primary school age.The automatic is slick in the mock manual mode -- even if it misses out on the trigger change satisfaction you could get from steering wheel paddles. You can get a 147kW petrol engine with a manual -- and there's also a punchy turbodiessel version, but we've tested the milder petrol engine here. It gives you just 115kW of power, but the numbers can be decieving -- this engine  rewards you with a bit of sparkle if you give it some revs and wake the turbo up.Get that going and the car comes to life, and with the competent handling it can be a fun drive. It feels planted and sure on the road, and turns even low speed corners into some legal fun. The handling is helped by the suspension being fairly firm, but the ride quality only gets undermined by really bad surfaces.It's not a hardcore sports car but its got enough bang for the buck to keep most people happy. And its 'beauty for the buck' ratio is off the scale. Some of the finishes may not be quite up to the standard of, say, its German sports rivals. But nor is the price.

With its mid-mounted engine you could argue the Porsche Cayman is a better proposition than the hallowed 911. It's certainly better balanced, with incredible mid-corner poise that makes great drivers out of ordinary ones.You've got to wonder however whether Porsche has arbitrarily limited development of the car to prevent it from challenging the 911? The potential is certainly there.VALUEYou can get into the two-seat Cayman from as little as $115,500, or the more powerful Cayman S version from $150K. That's almost $80,000 less than a 911 Carrera and, as much as we love the naturally aspirated Carrera  we'd take the Cayman every time (unless you're a wally). There's just no downside.In fact, we'd even be happy with the entry Cayman and wack on a few options like larger wheels and the PDK auto. PDK is an extra $4990, Sports Chrono $3890, PASM active suspension management $2710, and a set of 20 inch wheels $5420 (18s are standard). The $4790 sports exhaust system would be tempting too  not that it doesn't sound fine to start with.TECHNOLOGYBoth engines develop maximum power at a higher 7400 revs. They're up to 15 per cent more fuel-efficient thanks to direct injection, along with thermal management and electrical system power recuperation.Cayman gets a 2.7-litre boxer six with 202kW of power and 290Nm of torque. In standard form it does the dash from 0-100km/h in 5.7 seconds, 5.6 secs with PDK or 5.4 seconds with the optional Sports Chrono pack.Cayman S on the other hand is powered by a larger, 3.4-litre flat pack six with 239kW of power and 370Nm of torque and is capable of putting away the dash in 5.0, 4.9 or 4.7 seconds respectively (with the same options added).A six-speed manual is standard while a 7-speed PDK twin clutch transmission is optional. Fuel consumption for the two engines is 7.7 and 8.0 litres/100km respectively (both with the auto).DESIGNWith this model Porsche has moved to put some distance between it and its convertible twin the Boxster. The look is wider, lower and more aggressive, with larger air intakes at the front. New from the ground up Cayman is 33mm longer with a 60mm longer wheel base and a 40mm wider track.Almost half of the car is now made of aluminium making it 30kg lighter than before and 5kg lighter than Boxster. It also more powerful than a Boxster, at least in standard form.Porsche Australia boss Michael Winkler said if you liked the previous model, then you'll find this one is a "huge" step forward. "It has more presence and is not as much of a toy" he said. "It's a fully blown sports car now."SAFETYIt may be quick but it's also as safe as houses, with a full suite of safety systems and more powerful braking.DRIVINGThere's nothing disappointing in the way the smaller engined car performs. The big decision is whether to get the automatic. If you do a lot of city driving, then it will have to be the auto. If not then you may enjoy the greater involvement offered by changing gears manually  after all this is a driver's car.The other big difference between the two cars we drove was in the size wheels and PASM active chassis management system. PASM is great way of modulating the ride, even with 20s fitted  but you can still leave it in sport for sharper throttle response.VERDICTWhat's not to like? It's lighter, stronger and more powerful than before and quicker than the car it replaces. It even uses less fuel thanks to the addition of auto stop/start (don't panic you can turn it off).Porsche Cayman PDK (automatic)Price: from $115,500Warranty: 3 years/100,000 kmEngine: 2.7-litre six cylinder petrol; 202kW/290NmTransmission: 7-speed twin clutch auto; RWDThirst: 7.7L/100km, 180g /km CO2Dimensions: 4.3m (L), 1.9m (W), 1.3m (H)Weight: From 1319kgSpare: none

By international standards Volvo is a small carmaker