Luxury Reviews

It's a topic of debate -- some would argue the Range Rover kicked off the prestige SUV craze 40 years ago.Others say SUVs aren't serious off-roaders and the modern category was established by ze Germans. It is the latter crowd that -- regardless of the origins of the species -- have come to dominate this prestige SUV segment.Be it an upper-crust shopping centre carpark or the leafy confines of a private school's grounds, you are guaranteed of spotting three particular vehicles -- the BMW X5, Audi's Q7 and examples of the Mercedes-Benz M-Class.The brand that has built its image on sheer driving pleasure and derivations therein has the X5 on its books, the benchmark in the class for on-road dynamics and some epic powerplants.The X5 sits behind only the 3 Series as BMW's top seller and is the best of its SUVs, fitted with six and eight cylinder petrol engines and six-cylinder turbo diesels.For those not concerned with fuel economy, the petrol V8s provide much in the way of propulsion and aural amusement but the oilers are the gems. The X5 has badge cred, car-like dynamics and family wagon versatility -- even a third-row option but space isn't abundant.Audi's Q7 has been outshone to some extent by the introduction of the smaller Q5, but the big Ingolstadt wagon has space aplenty. Among its petrol and turbo diesel engines, the 3.0-litre V6 oiler is the value pick. Not as nimble or car-like as the BMW, the Audi has a more useable third row of seats but lacks low-range.The M-Class is best off the beaten track, with an optional off-road package for the more serious adventurer. It has V6 petrol and turbo diesel, and V8 options including the super-quick ML63. As with the Audi, the V6 diesel is the best all-rounder.Last year the sales of large SUVs over $70,000 topped 17,000 , up 11 per cent. This year the segment is up more than 30 per cent with all three brands' SUVs selling strongly.Getting into one of these late-model beasts is relatively not expensive. Thanks to finance defaults, leased vehicles moving on and even trophy wives wanting something new, the "pre-owned'' market has no shortage of them, some with new car warranty remaining.Top TipsAs with all used cars, signs of poorly repaired accident damage (inconsistent welds, paint and panel fit) as well as signs of water intrusion (given recent flood events and submerged new car stocks) can point to rusty consequences.Diesel powerplants are generally more frugal when towing or on the open road but the fuel economy is offset by higher purchase price, service costs and the price of diesel. Do the numbers based on your driving habits (using urban and extra-urban fuel economy figures, not the combined-cycle number) and pick the appropriate machine.If you are hauling polo ponies, dressage nags, a boat or a van, check the towing capacity details, as some 4WDs make big boasts but fall over in real-world applications.2006 BMW X5 4.4Engine: 4.4-litre V8 petrolTransmission: 6-speed automaticThirst: 14.8L/100kmCARSGUIDE SAYSThe slogan "there's nothing quite like a V8'' applies here -- while the X5 has worthy diesels, the 4.4-litre V8 on offer in the big Beemer has appeal and when used sensibly won't drink ridiculous amounts of pulp. Leather trim, the full gamut of electronic safety gear and a clever all-wheel drivetrain make the big wagon more nimble than many passenger wagons and more than a few sedans.2008 AUDI Q7 3.0 TDIEngine: 3.0-litre V6 Turbo DieselTransmission: 6-speed automaticThirst: 10.5L/100kmCARSGUIDE SAYSThe V6 turbo diesel, one of the brand's better engines, deals well with the Audi's mass. Not as nimble as an X5 but far from a truck, the Q7 has a long features and safety equipment list plus leather trim. Tips the scales over two tonnes but can drag 3.5 tonnes when asked. There are bigger diesel and petrol engines but the 3.0-litre is a good all-rounder.2009 MERCEDES-BENZ ML 350 CDI WAGONEngine: 3-litre V6 turbo dieselTransmission: 7-speed automaticThirst: 9.6L/100kmCARSGUIDE SAYSUS-built -- as is the X5, which pipped the Benz by 49 sales last year -- the ML progressed significantly from the original M-Class, maintaining a greater off-road ability while closing the gap to the X5 in on-road dynamics. The badge holds plenty of cachet. There is an off-road pack with diff locks, low range, height-adjustable suspension and under-body protection.  

Graham Smith reviews the 1998-2008 BMW 3-series E46 as a used buy.

What defines a sports car? Is it an arbitrary set of numbers--weight limits, 0-110km/h times, lateral g forces? Or is it something more emotional, something that can't easily be quantified? I tend to think it's the latter, and the 2014 Jaguar F-Type presents a convincing case in support of that tendency.Running strictly by the numbers, the F-Type falls a lot closer to the Grand Tourer class than it does to any classical (or even fairly modern) definition of a “sports car.” But behind the wheel, the F-Type's spirit, the feeling it evokes in the driver, rails against classification with 1800kg tourers.Weighing in at 1,597 to 1,665 kg, with a footprint that's 6 per cent larger than the 2013 Porsche 911's, the F-Type is no minimalist enthusiast's machine. With up to 364kW on tap -- and 250kW in its least-powerful form -- it's also not a lesson in momentum maintenance and apex speeds.But between the balanced street-tuned suspension, throaty exhaust notes, abundant torque, balanced chassis, and massive grip, the F-Type ultimately validates Jaguar's claims of a return to the sports car game--whatever the numbers say, whatever the time lapse since the last one.There are three main flavours to the 2014 F-Type: the base model, named simply “F-Type,” the F-Type S, and the F-Type V8 S. Between the three, the primary differences are engine output or type; optional equipment availability; and suspension configuration. The base F-Type sports a supercharged 3.0-litre V-6 engine rated at 250 kW. Good for 5.1-second 0-60 mph (0 to 97 km/h) runs and a top speed of 161 mph (259 km/h), the base F-Type comes standard with 18-inch wheels and cloth seats. It's the lightest of the group, weighing 1,597 kg, but it misses out on the Adaptive Dynamic Suspension system, which improves not only ride quality, but handling, in the V6 S and V8 S, where it's standard.The base F-Type also misses out on Jaguar's very well-tuned performance electronics system, available only on the S and V8 S. With a Configurable Dynamics option offering control over throttle and transmission response, steering weight, and suspension settings (for Adaptive Dynamics-equipped cars), the F-Type lets you tailor the car's driving feel to fit your uses.Jaguar F-Type with heritage cars. But what's it like behind the wheel? In base form, the F-Type is quick, but not particularly inspiring. The low-end torque is good, but, given the car's weight, not great. Once you muscle past the 3,500-rpm mark, however, things liven up greatly.If you've opted for the two-mode exhaust system (our test car was fitted with it) the sound wakes up even more, right around the same transition point. Going from quiet and understated (if a bit pedestrian) the sound comes alive, giving even the base F-Type a pleasant bark, particularly on upshifts and downshifts.When it's time to wipe away the perma-grin installed by straight-line pedal mashing and start turning corners, the F-Type is equally happy to oblige. Well, mostly, anyway. In base form the F-Type gets Continental ContiSportContact2 “max performance” summer tires.Those tires are good, but, ultimately, not great. Grip is fine, and the tires are communicative in the auditory sense, but there's little feedback returned through the wheel. Part of the blame there lies with the Jaguar's steering, however. As a non-electric power steering setup, you might think there are no good excuses for less-than-awesome feel.You'd be right, but that doesn't mean that's what you get with the F-Type. In fact, you get decidedly non-awesome, rather numb steering feel with the F-Type, particularly in base form. Part of the blame for this shortfall also undoubtedly lies in the F-Type's not-so-trim weight.Even approaching 50/50 weight distribution--with passengers, again--that means there's the better part of a ton over the front contact patches. Mid-engine and rear-engine cars (and light front engine cars) are often lauded for their steering feel--feel that is, in part, due to the relatively lightly loaded front axles, and, consequently, tires.2014 Jaguar F-Type first drive. It's not all bad news when it comes to steering, however; steering weight is good, and the variable ratio is quick and intuitive--the cars reactions are nearly as quick as the driver's.The inherent balance of the F-Type, from its spring and damper rates to its near 50/50 weight balance (again, with passengers), the F-Type is well-poised. It's just a bit less communicative about what's going on with the front end than we'd like to see in a sports car.Stepping up to the middle of the F-Type range, you have the $81,000 US (Australian pricing is still to be revealed) F-Type S. Not to be confused with the F-Type V8 S, the F-Type S is powered by essentially the same 3.0-litre supercharged V-6 engine, just in a higher state of tune, the (V-6) S is good for 279 kW and 4.8-second 0-60 mph (0 to 97 km/h) runs.Best of all, the extra power and torque in V6 S trim relieves the car of its sub-3,500-rpm dead spot and gives it a lively, quick feeling in all conditions. The bark, too, is sharper. Uncork the F-Type V6 S in Dynamic Mode with the “googly eyes” dual-mode exhaust button switched on, and I challenge you not to smile. Most will break out in giggles.In F-Type V6 S form, Pirelli PZero tires on larger 19-inch wheels take over grip duty--and the improvement is immediately noticeable. Steering communication is more abundant thanks to less sidewall flex, though, overall, feedback remains muted.But the chassis itself appreciates the extra grip and readily puts it to use. The communication lacking through the steering wheel is made up for by the input coming back through the seat and pedals; in cornering, the balance of the car is easily discernible.Power out of a corner and you'll sense the impending tail-out attitude just before it happens; hammer the brakes and the car dives just enough, maintaining stability while slowing with force. The Adaptive Dynamics suspension system takes much of the credit here, too, offering up to 500 adjustments per second to adapt to the driver's inputs and the road itself.Modern adaptive damper systems have come a long, long way from their rather recent origins, and the F-Type's system is among the most seamless. That chassis is 30 per cent stiffer in key lateral sections than any other Jaguar, ever. It's also almost entirely aluminium. And it's clear that Jaguar's engineers have spent a lot of time tuning and refining both ride and handling.The only question we have is why it's so heavy--especially given the abundant use of aluminium. Unfortunately, under direct questioning, Jaguar's engineers weren't able to give a good reason. But the F-Type is, by sports car standards, heavy. In V6 S form, it weighs 1,614 kg. That's more than 135 kg heavier than the 2013 Porsche 911 Carrera S Cabriolet. And the 911 has 15 more kilowatts. And a back seat.There's more to the F-Type yet, however: the $92,000 US V8 S. Powered by the familiar 5.0-litre supercharged V-8 found (in similar form) in other Jaguar products, the F-Type V8 S generates a stout 364 kW. Tipping the scales at 1,665 kg, it's also the heaviest F-Type, but 68 kg heavier than the base model is a relatively small penalty to pay for all of those ponies.Surprisingly, at least to me, the V8 S doesn't feel any less nimble or ready to run than the V6 S. The extra weight—51 kg in this case -is simply too little to notice; there's no additional penalty in feel.That leaves the throaty V-8 engine to add a definite element of awesome, roared by its quad-tipped exhaust and then immediately seen on the rapidly rotating speedo needle. Jaguar quotes the 80-120 km/h acceleration time of the F-Type V8 S at just 2.5 seconds--a full second quicker than the base F-Type. I believe it.I also believe the V8 S's 300 km/h top speed--very quick indeed for a sub-$100,000 US convertible. It's surprisingly easy to get a significant fraction of the way there without realising it, too. With its abundant power and speed, the F-Type V8 S can almost feel more like a compact grand tourer than a sports car, particularly once the road opens up and straightens out.In this scenario, it has the composure and pace of a dedicated continent-crosser. But as soon as the curves return and the sight lines shorten, it perks its ears, eager for the challenge. Because of these V-8 factors, we also believe Jaguar's estimate of about half of U.S. buyers opting for the top-of-the-line F-Type V8 S, the rest split fairly evenly between the base and V6 S models.The F-Type has been almost universally acclaimed as a beautiful car. Why? It has headlights, a grille, fenders and flares, just like every other car. Because of the proportion and shape of those elements; because of the organic curves and ratios; because of the attention to detail. But also because of something less easily quantified, some essence that is uniquely Jaguar.Jaguar Director of Design, Ian Callum, admits there are few direct cues to Jaguar's illustrious sports car past--in fact, the idea was to design in an entirely new direction, but with the ethos that inspired those past designs.That ethos was put in place by Jaguar founder William Lyons; its core tenet: to do something new, original. In that, the F-Type succeeds, even while it relates to Jaguar's other new cars, particularly the XK. Inside, the idea was to capture the spirit, if not the detail, of the earlier cars as well. While the cockpit is entirely modern in look and feel, the choice of a shift lever (or joystick) instead of the round dial selector found in other Jags, as well as the shape and location of the knobs and toggles along the centre stack, were all chosen to give an impression of mechanical simplicity--despite the advanced electronics they control. The interior, like the rest of the car, is also extensively customisable. While the design is exquisite, somehow quintessentially Jaguar yet also new and modern, how does the package that design's wrapped around stack up? The answer: Fairly well--though there are a few issues.Trunk space, for one, is minimal. Even apart from the space stolen by design to stow the Z-fold soft top, the floor of the trunk is quite high, and the suspension towers intrude at the sides. The result is a space that's barely suitable even for smaller bags, and not deep enough to contain much in the way of a real suitcase--a potential issue for those wanting a weekend getaway car.The cockpit, too, is a bit short on space. In a car with a footprint 6 per cent larger than the 911--which offers a backseat and a reasonable front trunk--you'd expect ample leg room. Not so. In fact, the shortage of leg room requires a more vertical seating position (at least for taller drivers) than is truly comfortable, as the seatback runs into the rear bulkhead.For passengers, it's worse, as the floorboard doesn't extend as far forward as it does for the driver's pedals. Knee room is tight, as well, making for a bit of discomfort for long-legged drivers (like myself) on longer drives. The rest of the cockpit, however, is as spacious as it should be--shoulder, hip, and headroom are good.The seats, in particular the upgraded leather-wrapped sport seats, are fantastic. Adjustable side bolsters and lumbar support make for a highly tunable seating position, from relaxed and cruising to snug and sporty.The biggest issue with the F-Type, for some, will be the lack of a manual transmission. The eight-speed Quickshift transmission in the F-Type is a rather athletic take on the slushbox concept, with quickened shifts and a 100-per cent lockup that skips the torque converter once out of first gear. But it's clearly not a manual--and not a dual-clutch either.The Quickshift's actual gear changes are quick, indeed--on the order of dual-clutch quick--but there's a lag between driver request (via paddle or centre console joystick) and transmission action. It's a noticeable lag, even in Dynamic Mode.In some cases, the transmission simply doesn't respond, perhaps thinking better of your ill-informed manual shift point. Whatever it is, it's a touch balky and difficult to use in manual mode. Fortunately, it's quite good in fully automatic mode.So good, in fact, in Dynamic Mode, that you're unlikely to wring anything more from the car shifting on your own except frustration. When left to its own devices, the Quickshift in the F-Type downshifts intelligently, upshifts quickly, and avoids interfering in corners thanks to its Corner Recognition software.The question I started out with--the question that remained with me through much of the day and a half driving the 2014 F-Type--is whether the car can truly be called a sports car. The answer, raw and subjective as it is: it can. It's not a minimalist, pure execution of the theme, but it's a sports car. A luxurious, (mostly) comfortable, beautiful, powerful sports car. And that sound. Oh, the sound.www.motorauthority.com

It's a bit like getting a Christmas In July invitation - you think it's a bit over the top but you'll still take up the offer.“We didn't plan to launch this,'' says Audi Australia's Anna Burgdorf of the S8 slingshot limo, “because we didn't expect the demand.''Indeed, even at a projected one sale a month from when the Audi S8 hits the Australian market in the second quarter of next year, it's still business the company wants. “We expected the S6 or the S7 to take up demand from where the previous S8 left off,'' Ms Burgdorf says. “But we have had a lot of interest - that is, a lot of interest for a $250,000 car.''The S8 continues Audi's plan to reduce the weight of its cars, make them more powerful (though to be politically correct, it's called efficient) and use less fuel.It has the 4-litre twin-turbo V8 engine that replaces the previous S8's exotic V10 that continues to be used as the premium engine for the R8 and Audi-owned Lamborghini's Gallardo.The delay before the S8 arrives in Australia is attributed to waiting for the mid-life makeover model. The A8, which forms the basis for the S8, started in its current generation in 2010. Audi last imported an S8 in 2010 after selling 45 units in its four-year life.VALUEIt's at the top of Audi's saloon-car range so earns a premium price. It's expected to cost about $250,000 when it gets here about May next year, and the only good news about that is it's $14,000 cheaper than the last S8 to be sold here.The previous V10-engined model was a beast but Audi promises the new version will be more civilised and less aggressive on the owner's wallet. High-end features include double-glazed windows, adaptive cruise control, LED headlights, Bose audio, diamond-quilt leather upholstery and a buffed body clothed in subtle bulges, dominant exhaust pipes and 20-inch alloy wheels.DESIGNThe latest S8 - the one we get in May - gets relatively minor upgrades on the current A8, but remain important to differentiate the car and the temperament of its owner. The grille is finished in platinum - rather than silver - and features black slats on the front, bold S8 badges, chrome exhaust pipes and the 20-inch S8-specific alloys open the spokes over black-painted brake calipers.TECHNOLOGYIt's all in the engine. The 382kW/650Nm 4-litre gets two identical turbochargers siting within the vee of the V8. It is technically similar to the RS6's 412kW/700Nm engine, just muted to suit a less frenetic lifestyle. To save fuel, there's cylinder deactivation when cruising and stop-start for traffic congestion.Electronic engine-mount dampers cradle the V8 so you never feel it switch from eight cylinders to four. The engine drives an eight-speed torque-converter automatic to power all wheels. The body is all aluminium with an all-alloy suspension system, electric-assist steering - with drive-select modes - and despite its 1975kg weight, streaks the 100km/h dash in a very unlimousine-like 4.2 seconds. It's also capable of a 10.2 litres/100km average drawing from an autobahn-friendly 90-litre tank.SAFETYThe S8 showcases Audi's safety arsenal and most of the options on lesser models here become standard. The adaptive cruise system is one of the highlights, with the ability to use its radar to pick up danger signs from the front and rear of the car.There's also blind-spot monitor, a driver fatigue system, lane-change warning and so on. The S8 doesn't have an official crash rating.DRIVINGThis isn't exactly the car we'll get in Australia. This is the current car and gets its mid-life makeover - a soft change to the nose and tail but no driveline alterations - in production later this year. It's a chance, however, to feel what a few Australians will be able to buy come early 2014. For a start, though technically similar to the RS6's powerplant, the noise is less dominant and the power delivery less intense.Yet 382kW/650Nm isn't cheese dip and it pumps with immediate response in a predictable, linear delivery. It's more responsive and quicker than the old V10 and 23 per cent more fuel efficient, while carving a massive 54kg off the engine weight. Win, win!There's a lot of sports-oriented gear in the car - real carbon-fibre trim, alloy edging, bold S8 graphics, lowered body, fat bodykit and the paddle-shifters on the steering column - and while the engine fulfils much of the visual promise, it's still restrained.The exhaust growls as it sets off and changes pitch to a roar in proportion to the arc of the tacho needle. It's clearly quick but the cabin is too good at cocooning the occupants. But it's a superb cruiser and on the German autobahns on a quiet day, will double Australia's speed limit without appearing to stretch a muscle.VERDICTNice car but we may be living in the wrong country.AUDI S8Price: est. $250,000Warranty: 3 years/unlimited, roadside assistCapped servicing: NoService interval: 12mths/15,000kmResale: 55%Safety: 10 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 4-litre V8 twin-turbo petrol, 382kW/650NmTransmission: 8-spd auto; constant AWDThirst: 10.2L/100km; 98RON; 237g/km CO2Dimensions: 5.1m (L), 1.9m (W), 1.5m (H)Weight: 1975kgSpare: None

Now that the LFA supercar has been dropped, king of the Lexus range is the LS600h  about as far away from the LFA as a car can get.But the good news is that to get into the top Lexus, you won't have to spend three quarters of a million bucks, you'll need only $217,900 much of which is taxation. You get a lot of car for the money as the 600 offers a grab bag of technology including a V8 petrol/electric hybrid power plant, all-wheel drive and adaptive air suspension.Mind you, playing in this part of town pretty much demands you have a solid features list. Competition is strong from the Benz S-Class (now and old vehicle), the new BMW 7-Series and the Audi A8.GREENBuyers with a green tinge will appreciate the 600's environmental credentials which see it scoring an impressive 4.5 star rating on the Government Green Vehicle Rating. It scores a five star crash rating.Two models are available, normal; and long wheelbase both in F-Sport spec' which brings with it active stabiliser bars to prevent body roll, Brembo brakes with large discs, BBS 19-inch alloy wheels and a torsen centre differential for the permanent all-wheel drive system.Lexus has moved the LS range more towards the enthusiast driver with the current, spindle grille equipped model. This is interesting because many cars in this segment are not owner driven.SPORTYThe 600 has sporty driving dynamics even though it's a big heavy car tipping the scales at around 2300kg. The chassis is reinforced compared with the previous model and brake feel improved. They put in variable gear steering, multi-mode (5) drive select offering: Eco, Normal, Sport, Sport+ and Comfort at the click of a button. These modes influence the car's dynamics through steering, powertrain and suspension adjustment.ENGINEIt runs a 5.0-litre petrol V8 engine with direct and port injection like the Toyota 86 sports car. Variable cam timing further improves efficiency while extra performance is available through the hybrid-electric drive motor and battery pack. Interesting to see an old school nickel metal hydride battery instead of lighter, newer lithium-ion technology.The engine is actually a bored-out 4.6 litre unit from the LS460. Drive is via an eight-step CVT auto with paddle shift. The combined output from both power generators is 327kW/520Nm  sufficient to propel the big 600 from 0-100km/h in a quick 5.7 seconds in near silence consuming as little as 8.6 litres/100km of 95 RON petrol.Speaking of which, Lexus has made further improvements to its trademark smooth/quiet ride with this new model through better design and more sound deadening material.EQUIPMENTThat other Lexus hallmark  luxury features  is almost completely over the top in this model right down to a front seat ottoman for the passenger.There's a Blu-ray player with screens in the front and two in the back, a Mark Levinson audio system, comprehensive multimedia connectivity, a computer mouse style remote touch system, power adjustment to the seats that are also heated and ventilated in the front, leather, and possibly the largest touch screen in the business at 12.3 inches.Driver assistance features include radar cruise control, blind spot warning reverse camera, park assist, auto high beam and driver fatigue alert.DRIVINGThe drive feel is good if a touch remote. You seem to waft along in a sealed cocoon of luxury that, when it takes your fancy, can be driven like a large sports sedan.The adaptive air suspension is supple but controlled and the active stabilisers keep the big car flat without affecting ride quality. We tried all five drive modes and found auto to be the best.Acceleration is rapid and cruise mode a dream that helps the kilometres tick over in a flash. But there's no stirring exhaust note to speak off and the light steering still feels a tad disconnected.We can't understand why they fit relatively skinny tyres on such a big car because apart from limiting grip, it also looks bad. Cabin ambience is relaxed and hi-tech  a good placed to be. We aren't sold on the new look and suggest the spindle grille needs to be toned down a tad.VERDICTWould we go the Lexus way instead of European? Maybe. The new 7-Series is an impressive vehicle, excellent diesel and petrol engines, the Benz is due for replacement this year and the Audi, well . . .If it was going to be a Lexus, it would be the LS460 in some form. You don't really need all-wheel drive, a front seat ottoman and other superfluous features found in the LS600.Lexus LS600hPrice: from $243,314Engine: 5-litre 8 cylinder petrol and hybrid-electric drive, 327kW/520NmTransmission:  8-speed CVT-auto, 4WDThirst: 9.3L/100km, CO2 219 g/km

‘Diesel’ and ‘fast’ are not usually uttered in the same breath when it comes to mainstream cars. Diesel and strong, as in roll on acceleration, yes but fast? Not really. You want serious performance you get a turbo or V8 petrol.But Audi (and Peugeot) have dominated at Le Mans and other ‘Sports Car’ race venues with diesel powered vehicles. Really dominated. It comes as no surprise then that Audi has tapped into this technology for its street cars at the pinnacle of which is the new A6 3.0 TDI biturbo sedan.Not only does it bestow the A6 with serious performance, it also sounds incredible like no other diesel you've ever heard. Diesels are not noted for aural resonance but with an exhaust sound actuator, this car sounds as good as a V6 Alfa on full song but two octaves lower.It propels the 1790kg A6 from 0-100km/h in a scant 5.1 seconds and returns fuel economy in the low 6.0 litres bracket. Pretty good huh?VALUEThe biturbo comes in at $118,800 with a significant Luxury Tax reduction due to the sub 7.0 litres/100km fuel rating. Bose audio is included along with LED headlights, a rear vision camera with excellent park assist system, convenience key and plenty more.TECHNOLOGYThe 3.0-litre V6 is also used in an A7 model and also the forthcoming SQ5 performance SUV diesel. It's an amazing thing. The engine achieves a hearty 230kW and an astonishing 650Nm of torque from as low as 1450 revs. No wonder it gets up and boogies.The two turbos are fitted in series with a small unit handling low speed applications and a larger one taking over from mid-engine speeds. It also has variable valve timing and lift among a raft of optimisation technology that helps it pass Euro 5 emissions regulations. Engine internals are friction reduced as well.DESIGNThe problem with the A6 is that it looks too derivative. Too much like an Audi A4 which costs half as much. Look past that and you have one of the more desirable medium large prestige European cars on the market complete with quattro all-wheel drive, a steel/aluminium composite body, engine stop/start and a silky smooth eight-speed auto transmission with paddle shift.It's a five-seater with a large boot and folding rear seats. The interior is a sea of leather with a stylish and functional dash complete with a retractable large screen touch pad for info, multimedia and car set up via Audi's brilliant Drive Select system.DRIVINGThe drive feel is superb. Hit the accelerator and away it goes delivering possibly the most linear acceleration you can get. There's a moment of hesitation off idle but once it's up and running whoosh all the way through to the 5200rpm redline then imperceptibly into the next gear.There are about six modes in drive select spanning comfort through to dynamic but we mostly used auto. It has impressive handling and braking too. Offering soft through to firm feel to the suspension, transmission and steering engine. And the sports stability program. This is Australia's fastest diesel and a car that would satisfy any driving enthusiast. It has a classy appearance with 18-inch alloys and attractive body shape and lines.VERDICTOne out of the box. Completely anonymous in the Audi line-up but you'd have one every day over the lesser 3.0 TDI there are two of them. Go figure.Audi A6 3.0 TDI BiturboPrice: from $118,800 Warranty: 3 years/unlimited kmEngine: 3.0-litre 6-cyl, 230kW/650NmTransmission: 8-speed auto, AWDBody: 4915mm (L); 1874mm (w); 1455mm (h)Weight: 1790kgThirst: 6.4L/100km 169g/km CO2

What was Audi thinking when it jammed an anaesthetised gearbox into one of the market's best prestige mid-size cars, its latest A4? Crossing a busy intersection with this gearbox - a CVT than Audi calls Multitronic - asleep under your right foot is one of the scariest manoeuvres I've done in 35 years of car testing.

Britain’s Range Rover had the luxury 4WD market all to itself for many years until the Germans finally entered the arena. Led by the M-Class, Mercedes’ first luxury SUV, this market segment has become highly competitive. There are now also entrants from Mercedes’ biggest rivals, BMW and Audi.Mercedes-Benz M-Class arrived in Australia in September 1997 and has sold well since then thanks to a combination of image, price (more about this in a moment) and genuine 4WD ability. While the M-Class is used by most owners as a luxury station wagon rather than a 4WD, if you choose the right off-road packages it is pretty competent on unsealed surfaces.You wouldn't tackle Jeep’s Rubicon Trail in an M-Class, but it will cope with far tougher conditions than likely to be attempted by 99 per cent of owners. Why mention the famed ultra-tough Rubicon Trail? Because the Mercedes SUV was primarily aimed at the American market - and is made in the USA.Build quality was poor in the early days, but following some serious overhauls in the factory systems things improved greatly. Vehicles from the early 2000 update are noticeably better than the original units. The body on the original vehicle had a fair bit of movement, even squeaks and rattles in the really rough stuff, but was stiffened up for the year 2000 model.The high centre of gravity when compared to a car reduces the cornering ability of the big Mercedes 4WD on sealed roads. But electronic aids in the form of traction and stability controls make it cling to the road remarkably well. Amazingly, the big Merc M-class corners safely at speeds far higher than are likely to be attempted by the average owner.The generation-two models (W164) replaced the original W163 in October 2006 and the gen-three (W166) came to us in April 2012. Each version increased the stylishness of the vehicle, but put ever more emphasis on on-road performance. However, the Off-Road Pro packages are there for those who want to get down and dirty in the serious stuff.There's good interior space and the boot is a good size. As is the norm in the car business each model was larger than the previous, came with more a luxurious finish - and sold in greater numbers. Mercedes-Benz offers a staggering range of V6 and V8 petrol and engines. Diesels come with five or six cylinders, with the great majority featuring the V6 powerplants.Automatic transmissions are fitted to all vehicles, with five forward ratios in the early days and seven since the introduction of the W164 in 2006. At the top of the performance tree are the AMG variants of the M-Class. Improbable as they may seem, the ML 55 AMG and later the ML 63 AMG rocketships are much loved in Australia and ours is one of the world’s biggest market on a population basis.The Mercedes-Benz dealer network is very well established in Australia. Spare parts aren't overly expensive for what the vehicle is. Insurance charges are surprisingly moderate for an imported German luxury vehicle, reflecting some of the cost cutting that has gone into the manufacture of the M-class.Few vehicles are more popular on the Australian used-car market than Mercedes-Benzes with full service records. You will usually be asked to pay more, but wise men say they are well worth the additional money.If you don’t want to be seen driving a large 4WD why not consider a Mercedes-Benz R-Class. These are much more conventional-station wagon in appearance than the M-Class, but are driven by all four wheels and share many major components under the skin.WHAT TO LOOK FORVery few M-Class will have been used in serious off-road conditions; clues are light scratches to the body sides caused by squeezing past bushes and trees, scars on and/or under the bumper corners or scrapes on the underbody protection plates.Carting kids around the suburbs isn't all that easy on a 4WD, either. So have a good look over the interior, particularly at the seats, door pockets and the door controls.Make sure the engine starts easily, even the old-style turbo-diesels in the first models only take a second or two on the glow plugs.Check that the engine idles smoothly from the moment it fires up.On your road test make sure the engine pulls strongly without any initial hesitation, diesels won’t be as responsive as petrols but if you feel one is too slow to react be very careful.The automatic transmission should work almost imperceptibly, even when worked hard by the driver.Try engaging all the 4WD modes to make sure that they operate.Having done your preliminary inspections, always call on the services of a professional before committing yourself.CAR BUYING TIPAnyone buying an upmarket vehicle without a professional inspection - or a large budget on standby - is taking a major risk. 

Big engine, little car - good start. Front straight-six, rear drive - even better. BMW and M badges, no run flats - bring it on. Seating for five, every-day practicality - a necessary evil, but for the BMW M135i, a small price to pay.Those passing a first glance will possibly dismiss the bodykit and wheels as accessory overload on a little German shopping trolley, but big stoppers, twin exhausts and the engine note will suggest otherwise, particularly when it rapidly shrinks into the distance.If you are prepared to pay for the performance then the M135i is a bargain at $68,400 - sitting squat on 18in alloys, with low profile (40-series tyres on the front, 35s on the rear) conventional rubber, peeping through "startled-eyes" bi-xenon headlights, the little five-door boasts leather trim, the $4000 optional eight-speed auto, remote central locking and keyless ignition to get the fun underway.The M-spec gear also includes the chunky leather steering wheel with paddleshifters, climate control, Bluetooth phone and audio link as well as USB connectivity and split-folding rear seats for loadspace versatility.Among the options fitted - apart from the auto - were a glass sunroof (at $2920), parking sensors front and rear (worth $600) and the satnav (BMW calls it Navigation system professional) for $3500.The top-spec 1 Series hatch gets the rather confusingly named TwinPower Turbo six-cylinder - rather than the twin-turbo of its recent forebears, it has a single twin-scroll turbocharger, as well as direct injection, variable valve and camshaft systems controlling the three-litre 24-valve six-cylinder.The result - 245kW at 5800rpm and 450Nm (including an overboost surge) between 1250 and 5000rpm, propelling a vehicle that weighs just over 1500kg. Just two decades ago those figures were V8 muscle-car numbers, although the little Beemer's kerb weight is not far off either.The six-speed manual is standard but stepping up to the eight-speed auto drops the sprint time to 100km/h from 5.1 to 4.9 seconds, as well as slicing 0.5 of a litre from the thirst, which sits at a claimed 7.5l/100km.While the clever ZF auto gives it long legs - as well as 200-millisecond shift times - it also keeps its appetite for PULP down using a start-stop system, brake energy regeneration, electromechanical power steering and an Eco Pro mode to put the car into fuel-miser guise and only using the car's pumps and systems sparingly.The M bodykit does a good job of butching up the little hatch, which has a surprised look on its face thanks largely to the headlights.It's balanced up a bit by larger air intakes added as part of the M-body kit and the rear diffuser gives it plenty of purpose - but woe betide anyone who mistakes it for a pretender away from the lights.The interior is snug front and rear, but not uncomfortable - at 190-odd cm I'm a little larger than the mainstream buyer but a comfortable position is achievable.Space in the back makes it mostly a pre-teen domain but at least headroom isn't eroded by a descending roofline.Bootspace is useful without being cavernous - 360 litres in five-seater mode or 1200 with them folded flat.As seems to be par for the course in this price range, it's a five-star car - the airbag count is six (front, front-side and curtains), as well as the beefier M Sport Brake package with four-pot front calipers, fade compensation and disc-drying system and an electronic diff lock.The list also includes anti-lock brakes (including the cornering brake control system to apportion braking where it is best applied), a cruise control with braking function, anti-dazzle interior mirror, stability and traction control, a rain sensor function within the automatic headlight system, and rain-sensing wipers.Having been lucky enough to drive some very quick Beemers, I wasn't expecting as much as I would had it just been a consonant and a number on the rump.But the first proper prod of the right-hand pedal - even before I'd started playing with Sport and Sport Plus modes - offered a surprising surge of acceleration.Anything claiming around 5 seconds or less to hit the state limit is not hanging around and the M135i is one of the quickest ... at least until the Mercedes-Benz AMG A45 gets here in September.Meatier steering than expected - it is electric assistance now, not hydraulic - and an eagerness for corners hasn't completely ruined the ride.It's a choppy ride around town and that would make the $2200 adaptive damping option money well-spent if you have a deep desire for more compliance - forget the sunroof.But drivers are going to like the standard suspension set-up, which allows for a work ethic and a bit of play-time.The M Sport suspension has stiffer spring and dampers, dropping the ride height by 15mm and the ride quality issue fades into the background after the first series of switchback bends.Turn it in and it is immediately obedient, with impeccable balance - straights feel very short, such is the rapid pace from the straight-six turbo.It sings with gusto, devouring revs and talking back on over-run, even without playing with the paddleshifters it's more than amusing - the ZF auto's brains (in Sport modes) leave both hands to deal with the helm, working with the driver even in twisty switchbacks.The electronic nursemaids are from the school of positive reinforcement - put them down for a nap and they still manage to keep you heading in the right direction without being a complete killjoy with the rear axle.The driver's seat was endowed with adjustable side bolstering that was more than welcome when pushing the little hatch harder. 

The $50,000 question. Neither BMW nor Benz has played here. Neither has had a properly hot hatch that could be got on road under the ludicrous luxury car tax without undue deprivation of luxury.These turbo Teutons start at -- or not much above -- the norm for a European quick compact such as RenaultSport's Megane or Volkswagen's Scirocco. Indeed the entry Mercedes-Benz A-Class and BMW 1 Series variants have never been cheaper. It's at $50,000, however, they warm up. Benz's A250 Sport is the range topper until September when the A45 AMG arrives to take on the BMW's 135i. The 250's true rival is the 125i.VALUEUnadorned, both cars start just shy of $50K. Optioned to the extent of our test cars they're just shy of 60. The 125i's $46,100 starting price is illusory. Manual sales are next to zero and BMW want all of $3077 for its eight-speed auto.That's $49,117 to the auto-standard Benz's $49,900. The latter includes bi-xenon headlamps, reverse camera, parking assist software and a panoramic sunroof. For these, the 125i buyer drops $4000.  Both gouge for metallic paint. It’s $1308 on the BMW, $1190 on the Benz.As driven, the Bimmer is $58,116 -- the balance of that sum reached with the sunroof ($2246); sat-nav system ($1385) and the M Sports kits which includes taut suspension, 18-inch wheels and negligible visual adornment ($5385).Our Benz is $59,060 before charges, the cool red-cut leather upholstery and lurid seatbelts being standard. The "COMAND" pack with eye level screen and multi media set up including voice control and digital radio is $2990.An AMG Exclusive pack which brings real visual lustre adds $2490 with the same sum again for the Driver Assist kit's array safety warnings. You're getting into a fully equipped, fast and fun prestige cars for well under the starting point of an interesting 3 Series or C-Class.TECHNOLOGYIndeed, in terms of sophistication these little luxury cars lose little except space to a full-size 5 Series or E-Class. Both engines are 2.0-litre four-cylinder turbo with direct fuel injection. BMW uses an eight-speed torque converter (i.e.: conventional) automatic to transmit 160kW and 310Nm to the rear wheels. With all of the latter turning up from about 1300 revs, the 125i returns 6.2L/100km and 0-100km/h time of 6.4 seconds.The Benz's auto is of the twin clutch type (strictly speaking an automated manual, much like Volkswagen's DSG) with seven ratios to pluck its 155kW/350Nm for the figure of 6.6-litres in juice use and 6.6 seconds in the sprint. Drive goes to the front wheels.DESIGNNext to the lustrous 'look-at-moi' Benz, the BMW is a sombre Mormon. The barely discernible sports kit does nothing to lift it. Even the five-spoke 18-inch alloys somehow look undersized in a construct that remains visually and functionally awkward in its second generation.Unremarkable without, underdone within. This interior is worth 30 grand, not the double charged. BMW's much-vaunted dynamic advantage of rear-wheel-drive is a design dead end in a small hatch, the transmission tunnel rendering useless the centre rear seat. The other back pews are intolerable for anyone over average height. Not for nothing is this to be the last rear-drive 1 Series.By polar, shining contrast the Benz's cockpit could be that of a $150K sports car. It's one of the interiors of the decade to date, an outstanding interface of function and cool; sophisticated yet simple. In exterior terms there's hasn't been a more striking five door hatch. Each time you approach it will gladden your heart.SAFETYStaggering levels of front end grip and neutral handling are the best means of ensuring you never trigger the Benz's nine airbags. So it is with the BMW's intuitive and progressive driving character. Naturally both cars have the maximum crash rating.Unfortunately both have run flat tyres without a spare. The Merc has a proper colour reversing camera to the 125's dated colour coded proximity graphic. Only the former leaves no doubt as to when a child strays into your path. The BMW also lacks the Benz's digital speedo and blind spot warning lights.DRIVINGHere the 125i regains ground. With the crown of the 3 Series slipping, this has become the brand's default driver's car.Yet the expensive sport suspension is crucial to its full enjoyment, disciplining the ride without making it impossible as have previous combinations of M Sport and runflats. It's a tasty engine, one from which this intuitive transmission gets the best whether urban grinding or dashing from apex to apex.In Comfort mode, but particularly Sport, delivery is hot, strong and smooth in a way the Merc's twin clutch auto is not. That not the fact power goes to the nose is the Benz's shortcoming. In Eco mode it climbs the gears as rapidly as revs allow. In Sport it holds gears interminably. Manual selections made through the shifting paddles are too readily refused. It can be irritating.The ideal setting would be somewhere between Eco and Sport. So it is with the forthcoming CLA. We bet someone in Stuttgart is tweaking the software even now.It's almost a matter of indifference that front wheels have to steer and drive. The Benz is supremely sorted. The DNA of the AMG tuning arm is felt everywhere, not least through the tiller. If the ever terse ride is too a high a price to pay for body control of this order, try the cheaper A200.That said, the BMW's unadulterated steering feel — light at low speed, firm when needed — is delicious. Such trueness of feel made BMW's rep and the hardcore will consider this worth the compromises the 125i otherwise entails. But they will be alone.Mercedes-Benz A250 Sport4.5/5 starsPrice: From $49,900Engine: 2.0-litre 4-cyl turbo petrol; 155kW/350NmTransmission: 7-speed twin clutch auto; FWDThirst: 6.6L/100kmBMW 125i Auto3.5/5 starsPrice: From $49,177Engine: 2.0-litre 4-cyl turbo petrol; 160kW/310NmTransmission: 8-speed auto; RWDThirst: 6.2L/100km