Luxury Reviews

If you are really serious about your driving, about pure unadulterated 'drive feel', you'd be hard pressed to look past the new Lotus Exige S V6 Coupe.It's a raw experience right down to manual (non power-assisted) steering, nearly rock hard seats, cabin access with a high degree of difficulty and a rigid, racetrack-bred aluminium tub chassis.You can feel every dynamic event affecting the car through the wheel, the brakes and the seat of your pants. You can hear the whirring, bellowing engine just behind your head.This is all well and good but what you really need to appreciate is all of this Porsche beating performance is available at less than half the price of the German thoroughbred.The test car (ours had expensive option packs) is pitched from a starting price of a snip under $120 grand - about half what you'll pay for a Porsche 911 which wouldn't see which way the Lotus went.Take that back to the Porsche Cayman at around $150 grand and it's the same story. But the two Porsches are much more civilised everyday cars with nice seats, easy steering, premium audio, luxury goodies and relatively mild manners when you compare them to the Lotus.This is the latest Exige two seater and comes this time with supercharged 3.5-litre,V6 power courtesy of the Lotus Evora and before that, Toyota.Yes, it has a Toyota Avalon heart beating amidships - but the engine is substantially modified from it's whitegoods beginnings.The supercharger is a Harrop 1320 unit mounted neatly to the right top of the compact V6 which resides, on display, under a glass fastback cover.It drives the rear wheels through a six-speed close ratio manual transmission after transiting a lightweight flywheel and button clutch arrangement.Power output is a hearty 257kW at 7000rpm with 400Nm of torque available at 4500rpm. It's enough to propel the 1176kg Exige V6 from 0-100kmh in 3.8 seconds, a figure we actually achieved with the help of the launch control system. Gets 10.1-litres/100km too.The aero package includes a flat undertray, front splitter, rear wing and rear diffuser and ride height is extremely low. The Exige S V6 looks impressive on the road with elements from both the Lotus Elise at the front and the bigger Evora at the rear.It's longer and wider than the earlier four cylinder Exige and looks the better for it. Inside is functional and tight but there's aircon, cruise, a power outlet, OK audio and two drink holders.The instrument pod looks like it came off a motorcycle but who cares, this car is all about the drive.This car is an ANIMAL. We didn't even have it in Race mode and it's frighteningly quick, totally engaging.Not only in a straight line either because it corners like a big racing kart limited a tad by a lack of weight over the front wheels.Go through the Exige's spec' sheet and it's all the real deal in terms of performance component suppliers. AP four piston brakes, Bilstein dampers, Eibach springs, Bosch tuneable ECU, Pirelli Trofeo tyres in 17-inch front and 18-inch rears. The aluminium suspension is double wishbone both ends and the car can be dialled in within certain parameters. It all looks to be hewn from solid billet aluminium covered in swoopy fibreglass/plastic bodywork.We marvelled at how much get-up the Exige has -  instantly available under the right foot. It punches hard right out of the blocks through to the 7000rpm redline and then the same again and again through each gear. Wow, makes your head spin.Then, backing up the go department is an impressive dynamic package that is deceptively comfortable despite being set up hard. The dampers must have some sort of tricky blow-off system for sharp bumps because the car floats over normally jolting bumps.No other road car comes close to this level of connection with the driver though we have yet to drive something like a Caterham Seven which we suspect would be kinda similar.Lotus facilitates this back-to-basics race car drive experience with a tiny steering wheel, mechanical feeling  gear mechanism, minimal noise deadening and four-mode dynamic control including stability control `off' and launch control.

Australians are moving away from large cars into smaller ones, but many are refusing to accept any loss of comfort or performance. And if possible they would like a solid dash of prestige at the same time.Between you me and the gatepost, you'd buy an Audi A3 in front of the larger A4 every day. Why? Apart from costing substantially less, the new generation A3 looks almost the same as its bigger brother and offers only marginally less room inside.VALUEThis is the third generation A3 which has form going back to 1996. It was part of a push back then to deliver premium compact cars to more discerning buyers and nothing has changed.It means plenty of goodies for buyers - the latest powertrain technology, eco-efficiency and generous luxury kit as well as the desirability factor in a concentrate. But Audi still offers options up to your eyeballs if you so choose.Starting point for the new five door A3 Sportback (a sedan, wagon and three door variants follow), is $35,600 for the 1.4 TFSi petrol Attraction complete with a seven-speed dual-clutch S-Tronic transmission, paddle shift, auto lights and wipers, tyre pressure monitor, parking assistance, cruise control and plenty more.Driver assist features are available, many as options or part of an option pack. They include adaptive cruise control, side assist, active lane assist and pre-sense for collisions. A driver information readout is standard along with rest recommendation.The green vehicle rating is five stars.TECHNOLOGYFour engines are available, two petrol and two diesel and all are force fed turbos. The petrol 1.4 and 1.8 TFSi units feature direct fuel injection and variable valve timing.The smaller unit achieves 90kW/200Nm while the larger capacity unit is good for 132kW/250Nm. The diesels are in 1.6 and 2.0-litre capacities with the former good for 77kW/250Nm and the latter 110kW/320Nm.The 1.6 diesel is economy king sipping an astonishing 3.9-litres/100km. All engines attain 5.6-litres/100km economy or better on the combined cycle.A3 has two grades, Attraction in the two smaller capacity engines and Ambition in the two larger. All have an S-Tronic gearbox with all but the 2.0-litre diesel getting seven cogs. It has a six-speeder.A six-speed manual 'box is available on petrol models on customer order. Drive goes to the front wheels through an electronic limited slip differential.The desirable 'drive select' system that alters calibration of the steering, gearbox and engine is on the higher grade Ambition models.Audi cut A3's weight by using aluminium for the bonnet and front guards as well as suspension components. It's shed up to 85kg compared with the previous model.DESIGNThe new A3 is built on Audi's latest modular platform shared with VW's Golf 7 that is set to underpin a whole range of models from both manufacturers into the future. The platform optimises interior space as well as forming a solid base for all functions of the recipient car.SAFETYSafety rating is five stars.DRIVINGWe drove a selection of new A3s in Queensland and found it difficult to pick a favourite. All have excellent ride and handling characteristics capable of smoothing rough roads while delivering sporty cornering and other dynamics.The 1.8-litre TFSi was possibly the pick and is the same price as the 2.0-litre diesel. Now there's a difficult call.The interior has a classy look to it with highlight metal ringed air vents and an understated look to the controls. The bank of piano key switches under the retractable info screen is a stand out interior feature.VERDICTIt's quiet, composed and classy. Better than a Golf 7? Maybe.Audi A3 Sportback Price: from $42,500 Warranty: 3 years/unlimited kmService interval: 12 months/15,000kmSafety: 5 starsEngine: 1.4 and 1.8 4-cyl turbo-petrol or 2-litre turbo-diesel; 103kW/250Nm and 132kW/250Nm or 100kW/320NmTransmission: 6 or 7-spd dual-clutch auto or 6-spd manual; front drive or AWDThirst: 4.7L/100km/5.6L/100km or 4.2L/100km; 95RON; 110/130 or 108g/km CO2Dimensions: 4.3m (L), 1.8m (W), 1.4m (H)Weight: from 1205kgSpare: Space-saver

Australians are moving away from large cars into smaller ones, but many are refusing to accept any loss of comfort or performance. And if possible they would like a solid dash of prestige at the same time.Audi invented the premium small-car category way back in 1996 and has worked hard over the intervening years to maintain its position at the head of the upmarket German field. The introduction of the third generation Audi A3 lifts the game significantly.DESIGNThe company’s designers have come up with a sleek, sporting stance that works beautifully. The shape of the famed Audi single-frame grille provide a focal point that carries back to create a continuous theme over the headlights then onto the distinctive highlights on the doors. The rear hatch is aimed at visually emphasising the horizontal shape.At this stage only the five-door hatchback is on sale. A four-door sedan will come downunder before the end of the year as will the full-on S3 variant. Quattro S3, powered by big grunt turbo-petrol engines, is something we can’t wait to sample when they arrive in the first few months of 2014. Other models are on their way, with an interesting plug-in hybrid due here in 2015.New A3 Sportback has a body and wheelbase that are greater than the outgoing model to improve cabin and luggage space. Yet a clever ‘back to the drawing board‘ redesign means its lighter and stronger.About 85 kilograms has been taken out of the A3, chiefly by the use of an all-new design of platform, tagged as the MQB. This minimises the use of materials, without the need for expensive metals. Aluminium is used in the bonnet and front guards, important crash safety areas use ultra-high strength steels.Despite the relatively steep slope of the rear, new Audi A3 Sportback has good headroom in the back seat. While aimed at the family unit of two adults and three children, it’s possible to fit three adults in the rear provided they aren’t into their large-teenage years.A3 is sold in two levels of trim, Attraction and Ambition and with several options packages to further let you customise them.TECHNOLOGYPrices begin at a handy $35,600 plus on-road costs for an Attraction with a 1.4-turbo-petrol and range up to $42,500 for the topline models with either a 1.8-litre turbo-petrol or 2.0-litre turbo-diesel engine.We drove a range of petrols and the diesel on a course chosen by Audi Australia in far north Queensland and found them to be impressively tractable at low engine revs. At the other end of the scale the petrol powerplants were more than happy to rev right up to the top of the tacho.Even the diesels can stretch out to 5000 revs, a higher than usual number for this type of powerplant, giving them a sportier feel than most others of their type.DRIVINGNimble handling shows the new Audi A3 is so well balanced it’s hard to realise it’s being driven by the front wheels. Comfort remains very high, despite the strong sporting dynamics tuned into the car.Noise and vibration levels are very low and more like those of much larger, more expensive luxury cars. Australia’s notorious coarse-chip surfaces did increase noise levels, but seldom to an irritating stage.VERDICTThe all-new Audi A3 Sportback provides an impressive combination of luxury and sportiness and seems likely to remain in a strong position in the premium small-car sales race in Australia.Audi A3 Sportback Price: from $42,500 Warranty: 3 years/unlimited kmService interval: 12 months/15,000kmSafety:5 starsEngine: 1.4 and 1.8 4-cyl turbo-petrol or 2-litre turbo-diesel; 103kW/250Nm and 132kW/250Nm or 100kW/320NmTransmission: 6 or 7-spd dual-clutch auto or 6-spd manual; front drive or AWDThirst: 4.7L/100km/5.6L/100km or 4.2L/100km; 95RON; 110/130 or 108g/km CO2Dimensions: 4.3m (L), 1.8m (W), 1.4m (H)Weight: from 1205kgSpare: Space-saver

New life has been breathed into Alfa Romeo in Australia with the switch of control to the Italian head office; previously they were being brought in by a private importer. Price cuts and the introduction of new models have sparked buyer interest in new Alfas and Fiats.Sadly for sellers, but great news for buyers, the aforementioned change has resulted in lower prices on the used Alfa Romeo market.Though it’s supposedly just another mid-sized family car, the Italian designers of the Alfa Romeo 156 gave it plenty of verve in its design. Not only does it look great, the chassis has superb dynamics that appeal to those who really like to get out there and drive.Handling is what Italian cars are all about and the Alfa Romeo 156 doesn’t disappoint. It has a willingness to turn into a corner and once in there it has tenacious road grip. Steering is prompt and sharp and this car communicates to the driver as though it’s a sports machine.Few family sedans cry out to be taken for a run on your favourite bit of road early of a Sunday morning, but this Alfa Romeo just loves that sort of treatment.Despite looking like a sleek two-door coupe the Alfa 156 has four doors. The back doors are so well hidden that many don’t even realise they are there. The rear door handles are disguised as air extractor vents and we once had the experience of someone trying to get into the back of a 156 by squeezing in through the front doors.Once you’ve located the door handles, it’s reasonably easy to get into the back seat of the Alfa Romeo 156. However, the sporting heritage of the car’s shape shows up here and it doesn’t have the biggest of rear seats. Indeed the area back there is probably best left for children.The boot is also on the small side for a family car. The station wagon’s load area is a bit of a joke if you regard it as being a full wagon - but makes sense if you think of it as a coupe with an extended load area.Naturally, the Alfa wagon is much easier to load than the luggage area of a conventional two-door coupe. The Alfa Romeo 156 first arrived in Australia in February 1999 in sedan format with the station wagon being added in August 2000. In October 2003 the 156 got a major facelift that saw the traditional Alfa shield grille become considerably larger and stretching right down into the bumper. The tail was beefed out and a bit more brightwork added to the body.Power in the standard Alfa Romeo 156 range is provided by either a four-cylinder 2.0-litre or a 2.5-litre V6. The four-cylinder was upgraded to JTS specification midway through 2002 and we reckon it’s the one to buy. It not only has even more response, but also uses less fuel.In the usual Italian manner, the four-cylinder engine is the sporting unit aimed at the press-on driver, whereas the V6 is the luxury cruising unit. There is, of course, more acceleration from the V6 than the four, but the eagerness to work hard has been toned down.The Selespeed automated manual transmission used on many four-cylinder Alfa 156s, can be frustratingly slow and lumpy in the lower gears. We feel it’s better to buy a five-speed manual, but many have learnt to tolerate the Selespeed because they use their Alfa to commute in traffic. Try before you buy.The Alfa 156 V6 has a four-speed fully-automatic unit with semi-sequential options.An ultra-hot, very-expensive 156 GTA joined the range in August 2002. With a highly-tuned 3.2-litre V6, six-speed close-ratio manual box, bold body kit, big wheels tyres and brakes, it’s a real delight to drive. Look out for torque steer though, as it can try to take control of the wheel at times. The GTA didn’t sell all that well and was quietly discontinued in Australia in June 2004.Alfa Romeo is firmly established in Australia and there are a reasonable number of dealers. As is often the way with European cars, dealers tend to be concentrated in the major population centres and scarce in the bush.Servicing and spare parts prices are about average for this class. You can do some of the routine, non-safety items yourself but the engine bay is crowded and skinned knuckles aren’t unusual. Insurance can be expensive so make inquiries before falling head-over-heels in love with this Italian machine.Alfa Romeo 156 was replaced by the Alfa 159 in June 2006. The 159 is significantly larger so its introduction didn’t have the usual adverse affect on resale values that often occurs when a new model supersedes an old.New-generation Alfa Romeos are better built than the older models, however, we still see the occasional rough one, so be careful. We recommend that you always call on a professional before buying a car like this, although you can weed out the obvious duds by doing some initial checks yourself.A car like the Alfa Romeo 156 can fall into the hands of hard drivers because their very nature means they cry out to be driven to extremes at times. Signs of hard driving include severe wear on the tyres and lots of brake dust on the inside of the wheels and on the suspension inside of the guards.Look for body repairs; most easily spotted by mismatched paint on adjacent body panels, uneven gaps between panels, paint overspray on non-painted parts and ripples in what should be smooth metal.Make sure the engine starts easily and idles smoothly from the moment it gets going. Naturally the V6 will be smoother than the four, but the latter shouldn’t be rough.Engine performance from the 2.0-litre Twin Spark unit isn't great, but if it seems below par the engine could be suspect.A manual gearbox that isn't light in its action could be due for repairs. Do some fast changes from third down to second and feel for a reluctance to shift, or for funny noises.During your road test look for steering that wanders and feel for brakes that don't pull the car up evenly.Sports sedans don’t always get driven in a sporting manner, but it can be hard to pick which has received harsh treatment. A professional inspection should be regarded as essential. 

In the quest for alternative power sources Toyota and Lexus have been at the forefront of the development of petrol/electric hybrid technology for many years.While Toyota concentrated on conservative models such as the Prius, Lexus took it a step further by using electric power to add sporting performance.At first glance this approach may have seemed odd but in fact hybrids actually make more sense in large cars than in small ones because a fuel saving of around 25 per cent in a large engine will benefit the environment far more than trimming the same percentage from a small one.Though people who can afford expensive vehicles don’t have the same fuel cost concerns than buyers of cheaper ones, more and more of them are starting to see CO2 emission reductions as a more significant issue. Interestingly, BMW, Mercedes-Benz and Porsche are now also producing luxury sports hybrids.STYLINGThe Lexus LS range was given an upgrade in early 2013 with a more adventurous look to it, extra power to all models as well as the option of F-Sport styling and performance enhancement features with both the LS 460 and the new, standard wheelbase, LS 600h. The LS 600hL remained on sale with, as before, the choice of two rear bucket seats or a traditional three-seat bench.Premium luxury cars such as the big Germans and the Lexus LS have traditionally come with quite conservative styling as befits their buyer’s status so the new angular wide-mouth treatment is quite an exciting change and one that we loved.ENGINESPower and torque are the same in all four LS models with power increased from 290 kW to 327 kW and torque unchanged at 520 Nm. Their inclusion of the F-Sport package adds a second dimension to the hybrid nature of the LS 600h because it allows the car to be driven in five different modes: Normal, Eco, Comfort, Sport S and Sport S+.The last two modes are an interesting move because, as with the styling changes, they direct the LS more in the direction of the driver than the chauffeur and his executive passenger(s). Less likely to be an issue in egalitarian Australia than in more status-conscious overseas countries. Indeed, many Asian owners of the Lexus hybrids will never drive their own cars.DRIVINGThe Lexus LS models consummate cruising vehicles with an almost floating feeling such is the level of comfort and noise suppression. Twiddle to knob to the Sport S or Sport S+ settings and you feel noticeable changes in the driving dynamics with firmer suspension through the Active Stabiliser System, tighter steering and drivetrain.While these enhancements do improve driving enjoyment the big Lexuses are a long way from being sporty – they’re far too large and heavy for that. Nevertheless the gap between the superior performance of cars the BMW 7 Series has been closed and the dynamics of the new LS models largely through a stiffer chassis than before.Interior space in the standard wheelbase F-Sport is acceptable for a pair of adults in the rear seat but with boot space restricted by the batteries to just 370 litres. Fuel consumption during our test of the LS 600h sat just over 10 litres per 100 kilometres during freeway segments and around 12 overall, quite impressive numbers for such a large vehicle.TECHNOLOGYWe could fill several more pages describing the equipment and technology within the Lexus LS but rather than do so, we’ll pick out a few highlights and let your local dealer walk you through the rest. Rear-seat passengers get access to most of the car’s infotainment features from the console located on the armrest between the rear seats, no doubt designed for the Chairman of the Board en route between business meetings and listening in to stock market reports.The front seat console employs a rectangular floating ‘mouse’ which we found much more difficult to use than the typical round one. It doesn’t come easily to hand and is so twitchy that it’s necessary to take your eyes of the road to use it.VERDICTWith on-road prices starting above a quarter of a million dollars the Lexus LS 600h is obviously aimed at an elite category of buyer for whom only the best will do. Those who appreciate technology will love it.MODEL RANGELS 600h F-Sport 5.0-litre petrol/electric hybrid four-door sedan: $217,900 (automatic)LS 600h L 5.0-litre petrol/electric hybrid five-seat four-door sedan: $249,900 (automatic)LS 600h L 5.0-litre petrol/electric hybrid four-seat four-door sedan: $259,900 (automatic)Lexus LS 600h F SportPrice: from $217,900Engine: 5.0-litre petrol/electric hybrid V8 290 kW (327 kW combined)/520 NmBody: four-door sedanTransmission: CVT, RWDTurning Circle: 11.6 metresKerb Mass: 2270-2340 kgFuel Tank Capacity: 84 litres0-100 km/h Acceleration: 5.7 secondsThirst: 8.6 L/100 km 95RONStandard warranty: four years/100,000 km

The problem with the A3 has been not so much what it is as what it isn't. It's been too much of a Volkswagen Golf and not enough of an Audi. Still, if you're going to embark on badge engineering you could do no better than to base your compact hatch on the same platform as that of the Golf, especially the deliriously received new Mk VII.If you're going to call it an Audi and charge a bulging premium before the buyer so much as ticks an option box (of which there are not a few), it had better boast some pretty dramatic points of departure. Or so goes logical thought.Audi's new boss Andrew Doyle will tell you, however, an A3 punter simply doesn't consider a Golf. Imagine a Grange lover going in for Koonunga Hill. If you don't do plonk, imagine eschewing a long neck of Cooper's Pale Ale for a can of VB.It's not that the A3 is better than the Golf in a functional sense because it isn't. This time though, it's different enough. Besides - and this is kind of its point - you look better in an A3 at the golf club.VALUEThis A3 starts at a new low price. So does the Golf (less than $23K) but enough of that for now. The auto trend of the year is affordable, compact, prestige hatches. The A3 belatedly joins BMW's 1 Series, Benz's A-Class and the V40 Volvo at the $35K starting point. It's been out for ages - before the Golf, in fact. (Sorry - it just keeps cropping up.)In entry level Attraction trim, the kick-off sticker is $35,600 for the 1.4 petrol and $36,500 for the 1.6 diesel with its meagre 3.9L/100km. Ambition is the top level before quattro and S models arrive later in the year. Starting price for both 1.8 petrol and 2.0-litre diesel is $42,500.All are decently equipped but Audis are built as essentially blank canvases to be coloured with options. There are no less than six bundles of these, Assistance package being the least expensive at $1800 for adaptive cruise control, lane departure warning and high beam assist, which dips the lights automatically as a vehicle approaches.For $2K more a Style package adds xenon lamps with daytime running lights and 17-inch alloys to Attraction variants. The Ambition version of that gives you the lights, 18s, sports suspension and 15mm lower ride. A Technik pack hits you for $2990 and adds navigation system with touchpad, seven-inch monitor and park assist with rear view camera.Had enough? Then chill with the Comfort kit, a $2200 ask for electrically adjustable and heated front seats with lumbar support, keyless go, auto dimming rear vision mirror and folding exterior mirrors with kerb view.Ambition owners can also chuck $4200 at the S line pack, which adds some of the above to 18s and go-fast-looking bits. These are largely superficial but it's almost necessary to add some - any - visual flair. Dual-clutch auto transmission is standard on all models. You want a manual? Really? It's special order - a free option no one will take.TECHNOLOGYHere's where the Audi begins to depart from its sister model. You begin to suspect you're in a good thing when, without prompting, a senior executive of another German car company starts praising the A3 for its use of aluminium to save weight. This model is up to 85kg lighter than the one previous with commensurate savings in fuel.If CarsGuide can at times appear infatuated with small and uber-efficient German turbo engines it's only because we are. Especially those that run on petrol. So sharp have these become that the economy advantage of turbo diesels - which is in any case largely denuded in urban traffic - is ever more slight. Generally it's a matter of about 1.0L/100km.Of the four VW Group engines in the starting line-up, the one unique to the A3 (oh, and Skoda's new Octavia) is the 1.8 TFSI, which CarsGuide drove earlier this month. No doubt capable of greater outputs than its 132kW/250Nm, this is nevertheless enough for a 0-100km/h sprint approaching that of a hot hatch - 7.3 seconds isn't much outside a MkV Golf (whoops) GTI. Its 5.6L/100km, however, would keep the A3 going long after the latter had dried up.Whether you call them S tronic, DSG or Fred Smith, the shift quality of twin-clutch automatics varies wildly between not just model lines but different cars. Audi's have as a rule been among the nicer to live with but they still frustrate those of us who believe the left foot is for braking. If you're not careful to lift clear of the stop pedal before pressing the accelerator, the throttle is electronically cut and an agonising pause can result - often just when this is least desirable.DESIGNThe car you see here is the new A3. No, really. Look again. All right, look closer. Understandably Audi has gone for design continuity, wishing to create from this still fairly recent model line the dynastic sense of, um .th.th. the Golf. This aspect of the brief just might have been taken too seriously, because if you can on first glance distinguish the new one from the 2005 model, I'd like the number of your optometrist.Our test car was of a dull grey hue. We used images of the red 90 TFSI, because these are not adjacent to invisible. Of course there are differences between old and new. For instance, the standard alloys are not as ugly as those previous.Open any of the Ambition's doors and the generational change becomes obvious, especially (but not only) up front. Not as overt as Benz's A250, this is still one of the inside stories of the year, a compacted but not diluted take on one of Audi's bigger luxury devices, such as the $80K A6.In S and special-edition variants, this interior will doubtless be embellished with coloured stitching and such-like, but not I hope to a distracting extent. The feature here is the four big circular air nozzles. As simple, functional and pleasing as these appear, they contain more than 30 separate parts, which reflects either over-engineering or pig-headed perfectionism.SAFETYPremium active safety technology is optional. To a land where the overtaking lane is for cruising below the limit and car makers might as well save themselves the cost of including indicator stalks, comes Audi's side assist.At 30km/h and above, two radar sensors in the rear monitor the area to the side of and behind to some 70 metres. If it detects activity in the blind spot or approaching it at pace to imperil a lane change, it flashes a warning in the relevant side mirror. If you are among the rare breed to activate the indicator, it blinks brightly and rapidly.DRIVINGPreviously Audi was apt to so stiffen its less able cars that they both rode and handled poorly. New platforms, lighter engines and the realisation that alert dynamics needn't mean busting your fillings have come to prevail.Even with its sporty embellishment the ride/handling character of our 1.8 TFSI is more in keeping with that of a compact grand tourer than a hellfire hatch.The steering still isn't sufficiently well-weighted for full-on apex hunting and after nearly 400km I still found myself readjusting through longer corners. It never conveys enough information as to what the front end is doing. There's a sense that more than a little is being kept in reserve for the overt variants, which arrive in coming months.Not that it lacks for straight-line pull. All of the 1.8's grunt arrives at 1200rpm and hangs in there until 5800rpm. It's difficult not to be in the fat of the range, the auto kicking down smartly for overtaking. The GT motif is emphasised by refinement not always or even often found in a small hatchback, especially not in the back.VERDICTIf you want $80K Audi refinement and luxury in a $50K five-door, here it is.Audi A3 Sportback 1.8 TFSIPrice: from $42,500 ($49,940 as tested)Warranty: 3 years/unlimitedCapped servicing: NoService Interval: 12 months/15,000kmResale: 58 per centSafety: 5 starsEngine: 1.8-litre 4-cyl turbo petrol; 132kW/250NmTransmission: 7-speed twin clutch auto; FWDThirst: 5.6L/100kmDimensions: 4.3m (L); 1.78m (w); 1.4 (H)Weight: 1280kg (unladen)Spare: space saver

Mercedes has carried out an extensive redesign of its mid-sized E-Class coupe and cabriolet and at the same time has introduced an impressive all-new turbocharged V6 engine.Mercedes-Benz Australia offers an E-Class coupe for under $80,000 (plus on-road costs). The most expensive model in the range is the E 400 cabriolet with a recommended retail of $142,900. The E 250 carries a tag of $96,400 as a coupe, and $106,400 in open-top format.All E-Class models set up for Australia are very well equipped and we feel most buyers will find the car suits their tastes without any real need to tick many, if any, options boxes.We tested the E 250 after our enjoyable 300+ km behind the biturbo V6 engine and feel that many buyers will be happy with the output of this smaller capacity unit. We are yet to get behind the wheel of an E 200.Biggest news in the E-Class is the introduction of a new V6 engine in the model called the E 400. In keeping with Mercedes’ downsizing policy – to reduce emissions and trim fuel consumption – the company’s new 400 series engine displaces just 3.0 litres, but achieves V8-like performance thanks to the use to twin turbochargers.With up to 245 kW of power, with an amazing 480 Nm of torque through most of its rev range - that peak being maintained all the way from 1400 to 4000 rpm – the Mercedes E 400 engine can move the big coupe from zero to 100 km/h in only 5.2 seconds, yet the fuel consumption is officially measured at just 7.4 litres per hundred kilometres.So impressed is Mercedes-Benz Australia with this new E 400 that it plans to concentrate on it in place of the V8 unit currently used as the topline powerplant. Though some buyers may feel they need they image of a V8, a test drive of this high-tech V6 is likely to convince them otherwise. That, and the savings of around $50,000 when they opt for the high-performance biturbo six.More realistically for Australia, the biturbo engine provides the safety of effortless overtaking on tight country roads.Also on offer in Australia will be four-cylinder turbo petrol engines in the E 200 and E 250. For the first time,Though the overall shape of the about to be superseded E-Class was very good, the frontal appearance was regarded as being overly complex by many critics. The new look is significantly neater and more attractive. We spent some time chatting to the chief designer, Robert Lesnik, during the global media launch in Germany and Denmark, where he explained how he had done this work without interfering with the impressively low coefficient of drag; just  0.24.Sporty looks are a feature of the latest Mercedes models, no more so than in the new E-Class coupe and cabriolet thanks to their large three-dimension grille centred around the iconic three-pointed star. So great is the alteration to the appearance that it’s hard to believe the bonnet and front guards remain as before. By doing so body change costs having been minimised, thus leaving more in the budget to be spent in other areas.Inside, the latest E-Class retains the same overall design theme as the original, but detail changes to the colours and finish of the materials work well and increase the feeling of luxurious sportiness.Cabin room is better than anticipated and we managed a couple of hundred kilometres in a cabriolet with a fair sized bloke in the rear. We moved the front passenger seat forward to share legroom and all three occupants enjoyed decent space.Safety 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. Thus we see monitoring of all potential dangers for 360 degrees around the car; lane keeping; radar cruise control; automatic braking and pedestrian collision protection.If you should still be caught up in a serious collision the E-Class will do its very best to minimise injuries.Most of our driving time in the revised E-Class sporty models was done behind the wheel of the all-new biturbo V6 and we loved the effortless surge of torque as we took it over the high side of 200 km/h on several occasions on the famed unrestricted sections of an autobahn.Ride comfort proved excellent on the European roads, which are generally in better condition than those in Australia. Tyre noise doesn’t intrude to any real extent, even in the cabriolet when the roof is closed. Should you open the roof – and we must admit that with the temperature generally round the 12 to 14 degree mark we didn’t do a lot of topless motoring – you can still enjoy some comfort thanks to the heated seats and optionally-fitted Airscarf. The latter blows heated air onto your shoulders.Handling is good due to the low centre of gravity and the balance offered by the front-engine rear-drive layout and by the dynamic precision built into these sporting machines.

The BMW 5 Series is a medium-large German machine that’s aimed as much at the sports sedan market as at the buyers of luxury saloons.Older 5 Series are rather smaller inside than you might expect. That’s chiefly because it has rear-wheel drive and the engine is set well back in the bay, meaning the gearbox is beside your feet. Recent cars, since about 2004, are better off in this respect, but it’s still wise to try all seats for size.Handling is enhanced by the near-perfect weight distribution that’s the result of rear-wheel drive and the engine’s position. This is a car that feels just wonderful; seemingly the harder you drive at a bend the better it feels and responds.The really clever thing is that this sports handling is achieved without upsetting comfort. Some of the worst of Australian roads may catch it out at times, but it generally makes light work of rough surfaces.The great majority of BMW 5 Series sold in Australia are four-door sedans, but in recent years we seem to be joining our European cousins in choosing station wagons. Called ‘Touring’ wagons in BMW speak, these have a reasonable carrying capacity, though, as is often the way in the boutique-wagon class the slope of the rear end does restrict the entry of bulky objects.Engine performance is good, even from the models with relatively small capacity. The non-turbo straight-six with a relatively small size of 2.0 litres, but has enough performance for many owners. The silky smooth nature of the straight sixes is excellent.Big capacity BMW straight-sixes are some of our all-time favourite powerplants, providing effortless performance and a willingness to rev that’s delightful.Many recent BMWs have turbocharged four-cylinder units that have plenty of torque. Though the engineering to minimise turbo lag is impressive, they still don’t provide the near instantaneous response we have loved in BMW non-turbo engines for many decades.Rounding out the petrol engine range are superb V8 units. Big on power and torque they are much loved by enthusiastic drives. Their fuel consumption isn’t as high as you might anticipate as they are an excellent design.BMW Australia was one of the early adopters of turbo-diesel technology downunder. These have become increasingly popular over the years. Turbo lag is better than average, but can still be a pain at times. But once that lag has gone and you’re into the big-torque midrange, you will love the endless grunt they provide.Insurance can be expensive due to the cost of parts and the high status of trained repairers. So if you are moving up from a more mundane car to a BMW for the first time, shop around on premiums before becoming over-committed to the dream car.Spare parts and repairs are about average in price for a vehicle of this type and prestige rating.BMW is well represented in most major areas in Australia. Some factory-trained BMW mechanics have since left the company and set up independent repair shops. They don’t have the same factory contacts as the official dealers, but are often highly regarded by owners. This is certainly not a car for the amateur mechanic to attempt to work on.WHAT TO LOOK FORCheck on the insides of the front wheels and brake callipers for excessive brake-pad dust. That may be a sign of a hard driver.Make sure all electronic and electrical items are operating correctly. Use the owner’s handbook to make sure you find everything as these are among the most complex cars on the planet.Look over the car for body damage and previous repairs.Be sure the engine starts virtually immediately and idles smoothly from the moment it fires up, even when it’s stone cold.The engine should accelerate without hesitation and not blow smoke from the exhaust, no matter how hard it is worked.Automatic transmissions should change smoothly and, except for some changes on big throttle openings, should be all but impossible to feel.CAR BUYING TIPIf moving upmarket to a European car after a series of sensible low-cost Asian models make sure you budget for the high cost of servicing and repairs. 

Peugeot has given its head-turning RCZ coupe a facelift, an equipment upgrade and, purely from a selfish point of view, the opportunity for us to take this delightful little car for a drive on both the open road and the racetrack.STYLINGAdopting the “if it ain’t broke, don’t fix it” philosophy, changes to the styling of the 2013 RCZ are minor. The grille, while retaining the distinctive Peugeot wide mouth look, has been toned down a little with a wide lower intake that extends to the edges of the car and finishes with an upward kink fringed by daytime running lights that gives it a smile-like look. And why shouldn’t the car smile ... its drivers surely will.While the RCZ looks great from any angle it really comes into its own when seen in profile and from the rear. The roof slopes back to the rear almost from the time it leaves the top of the windscreen giving it a shape like no other coupe on the road especially with its distinctive ‘double bubble’ that runs from the back of roof through the rear window is an outstanding feature.The unusual shape of the Peugeot coupe does mean that there’s more front headroom than we’ve come to expect from sporting coupes. The back seat in the RCZ is an occasional seat that can be used by children, or very tolerant adults for short distances.The Peugeot RCZ is a wide car, and looks even wider thanks to the lowset rear styling. There’s a two-stage rear spoiler that raises automatically at pre-set speeds to provide added downforce. It can also be operated manually.The extra width of the RCZ also assists in providing 384 litres of boot space which can be expanded to 760 litres with the rear seats folded flat. The new RCZ now gets xenon headlights with titanium surrounds and 19-inch alloy wheels which were previously optional.VALUETalking of options – there aren’t any. In a move that will appeal to those potential buyers who would otherwise have to bring a calculator to the showroom to try and work out what they did and didn’t want, the Peugeot RCZ comes with one specification level and one price.But with the high value of the Australian dollar we’re becoming used to the prices of imported cars remaining the same or even dropping, so it’s a bit of a surprise to see the price of the RCZ increasing by $4000 to $58,990.However Peugeot has valued the additional, previously optional, equipment now standard at $5800. In addition to the xenon lights and 19-inch alloy wheels this includes satellite navigation which is displayed on a pop-up screen from within the dashboard.Unusually, that price of $58,990 is the same regardless of which of the three powertrain alternatives you choose: 1.6-litre turbo petrol, six-speed manual; 1.6-litre turbo petrol, six-speed automatic; or 2.0-litre turbo diesel, six-speed manual.ENGINESThe engines are unchanged from before with the petrol automatic having peak power and torque of 115kW and 240Nm and the petrol manual 147kW and 275Nm. The diesel version wasn’t available at the time of the RCZ’s Australian launch but we’ll report on it when we carry out our extended road test in the coming months.DRIVEThe Peugeot’s launch was based at Melbourne’s Sandown Park racetrack, with a 120-kilometre morning drive around the Dandenong Ranges in the automatic and then two hours of track driving with the manual in the afternoon.We have to admit returning from the road section of the drive program a little disappointed with the performance from the lower-powered engine and its automatic partner. As regular readers will know we are biased in favour of doing our own gear changing in sporty cars and while there is a tiptronic manual override with the auto RCZ it doesn’t come with the paddle shifts that we’ve come to expect in cars of this type.On the positive side this is a beautifully balanced car and there is plenty of grip and very little body roll even when pushing hard through corners. Although relatively firm the ride is still quiet and relaxing enough for long trips albeit with the usual problem of tyre/road noise on the typical coarse chip surfaces found on many Australian rural roads.Any lingering doubts about our preference for the manual RCZ were quickly dispelled when we hit the racetrack. As any driving enthusiast will confirm there’s a real buzz in getting the maximum from a small engine and doing so by working the gears to their optimum level. The sharp turns combined with the long straights at Sandown allowed us to let the little Pug show what it was capable of doing.There’s enough torque to go through the tight Sandown bends in third gear and we were able to hit 175km/h in the long straights. The buzzy engine note adds to the enjoyment.

The brawny British sports car is back from the dead, thanks to Jaguar and its impressive new F-Type roadster. It's taken 40 years for the cat car company to find the cash and commitment to re-join the Porsche players, but it's done the job right.Say what you like about the styling, or the supercharged V6 and V8 engines fitted old-school in the nose, but the F is a rorty romp to drive and a car that grows on you with every passing kilometre. And the soundtrack from both engines is fantastic.The prices are not great, starting at $139,000 in Australia, and the F-Type is a bit chunky despite its alloy construction, but all my doubts are erased during a fast blast out of Pamplona during a personal running of the bulls. I'm not draped in white, and I don't have a red scarf around my neck, but nothing can catch me this morning and the F-Type smears me with a smile that won't quit.The first of the new Fs lands in Australia in August and it's likely there will be a queue - especially for the mid-range car, the F-Type V6 S that balances everything the best and makes the most compelling case to reject a Boxster S or 911 Cabrio for something boldly British.The pricing is not as sharp as some people had hoped, but the showroom stickers sit exactly where Jaguar always said they would be. That means the $139,000 opener for the regular F-Type is pitched between the Boxster and 911 numbers, and closer to the lesser of the Porsches.Standard equipment is exactly as you would expect, from aircon and 18-inch alloys to sports suspension and brakes, electric leather seats with suede facings and twin exhaust pipes.Skip up to the V6 S from $171,400 and you also get an active sport exhaust, 19-inch alloys, a limited-slip differential and full leather seats. The top-line V8 S adds four exhaust pipes under the tail, 20-inch alloys, an electronic active differential and more.There is a giant touchscreen in the dashboard, punchy Meridian sound in all cars. To put the prices into perspective, a Boxster S starts at $133,000 and a 911 Cabrio from $254,600. And Jaguar has also gone all working class with the F-Type, including free scheduled servicing for three years or 100,000 kilometres.The starting point for the F-Type is an all-alloy body with what Jaguar calls a Z-fold canvas roof, which does its work in 12 seconds at up to 50km/h.So the basic structure is very, very strong and quite light - not just a coupe that's had its top chopped - and the engines are all supercharged, and hooked to Jaguar's regular eight-speed automatic with heavy re-tuning for manual-style sports shifts.The engine numbers are 250kW and 450Nm for 0-100km/h in 5.3 and 9.0 litres/100km in the starter car, rising to 280/460 and 4.9/9.1 in the V6 S and then 364/625 and 4.3/11.1 in the V8 S.The cars come with satnav and plenty of cabin fun stuff, but the basics are old-school with fully-independent suspension, big brakes at each corner, and rear-wheel drive with wide tyres. Jaguar has even rejected electric power steering because it says its variable hydraulic system gives better feel, although the cars all have stop-start systems for a little better efficiency.You have to sit the F-Type alongside its predecessors to really understand it. Yes, it's chunky - and, for me, a bit like a more-muscular Honda S2000 - and it sits away from the other members of the current Jaguar family.But that has been the Jaguar way in the past and it looks right beside the C-Type roadster and D-Type Le Mans racer. In this company, the classic E-Type looks way too dainty and - call it sacrilege - and out of place.The shape is tightly drawn, the cabin is roomy with some nice design touches - including a passenger grab handle on the centre console - there is reasonable boot space and the folding top is well integrated into the design. It also sits nicely away without forcing Jaguar to include a heavy folding metal roof.No-one at Jaguar talks ANCAP scores because "this is a limited-run sports car" and it is not likely to be crashed through the full battery of tests. But the structure is strong, there are four airbags and built-in rollover protection, and the usual ABS-ESP electronic systems are backed-up by classy dynamics that makes it tough to get into trouble.You can talk all you like, and fire up endless facts and figures, but the only thing that counts for a sports car is how it drives. And the F-Type is a great drive. My first experience of the F-Type is not as emotional as a dropping into a Porsche, but the brawny Brit really stars with things like blacked-out wheels and the right sports car colours. But when the V6 engine starts cracking up towards the redline I'm hooked.You sit right down in the car and there is terrific wind protection with the top down. With the roof in place you might as well be riding in a coupe. Over two days we begin in the basic car, then move to the V6 S for track and road driving, then graduate to the V8 S on the second morning.It's a smart move by Jaguar - no surprise there - because the cars get quicker and more involving as you gain experience. That also means you can push harder and find more to enjoy, and exploit.The basic F-Type impresses with its rigid chassis and an engine that just does the job. It needs a rev but the gearbox is terrific, slurring around the Spanish cities like a regular auto but delivering rifle-crack manual shifts when you unleash the sports programs in the car's electronics.The V6 S is the Goldilocks car, just right in every way, with an engine that gives everything you need - especially with the active sports exhaust delivering a cracking soundtrack to the action - a chassis with limited-slip assistance for turns, and great brakes and a very supple ride.The V8 S delivers almost supercar-style straight-line performance that is intoxicating, and sure to win people across from Porsche, but the downside is extra weight in the nose that upsets the chassis balance. It's not bad, but keen drivers will notice the deterioration in front-end grip and a need to pre-plan any quick cornering."My favourite is the V6 S, because it all works so well together," Jaguar's chief test driver, Mike Cross, tells me during a special Carsguide tuition session. "In the V8, you need a lot of talent or a lot of road."What's not to like? The steering wheel is not very sports car, with too many 21st century fiddly buttons, there's not much boot space and the pricing means a lot of Jaguar wannabes won't be able to afford an F-Type.But the more time I spend with the F-Type the more I like it. And, yes, it's even a car I could come to love as a V6 S. The chassis is always incredibly well balanced, you can brake late and hard without worry, and all three engines provide enough crack to get you going. The V6 S is easiest to keep in the sweet spot, either fast or slow, and the V8 is the right choice for long-legged touring.The F-Type is a real sports car in every way, yet you can also sit back and cruise in traffic and even dribble through stop-start commuters without the car getting grumpy. It's impossible to give a final verdict after such an exhilarating Spanish preview drive, because Jaguar has presented the car in the best possible way and there are no Porsches - or even AMG droptop Benzes or costly Aston Martins or Maseratis - for comparison work.But the F-Type is a landmark car, a special car that is a fantastically rewarding drive, and certain to be a success. I'm giving it four stars for now, with space to lift the grade once I have driven it at home in Australia.It's been a long time coming, but the F-Type is worth the wait.