Luxury Reviews

Land Rover's V6 diesel does a 'Stirling' job of moving the bulky Ranger Rover. The Ranger Rover portfolio also includes V8 petrol and diesel engines as well as a supercharged petrol V6 that was added recently. But with an impressive 190kW of power and 600Nm of torque, why go past the V6 diesel? The answer is that for some, enough is never enough - especially when it comes to cars.There are four rungs on the large Range Rover ladder. Our TDV6 Vogue sits one up from the bottom. Priced from $178,900 it's not cheap. In fact, the Ranger Rover is the most expensive vehicle in its segment - but then some people will find that attractive in itself.And before you ask, it's still manufactured in a new, state-of-the-art aluminium manufacturing facility at Solihull in the UK - not on the Sub-Continent. Standard features include leather, wood veneer, satellite navigation, heated seats and even a heated steering wheel for those cold mornings - plus a hi-end Meridian sound system.They've managed to shave 420kg off the weight of the vehicle through the adoption of a totally aluminium monocoque body/chassis. In fact, it's this dramatic weight saving that has allowed them to introduce the acclaimed V6 diesel. The interior finish is impressive too.The instrument panel has been decluttered, with 50 per cent less switches and as a result it's a lot less intimidating. Even the off road dial has an automatic setting which means no driver intervention is necessary - the car will do it all.The driving position is claimed to be 90mm higher than other premium SUVs affording a clear view of the traffic ahead. Some of the more often used controls have been moved to the sides of the touchscreen to stop the screen acquiring dirty finger marks.A reversing camera is standard and it comes with more acronyms than you can poke a stick at, including Hill Descent Control (HDC), Gradient Release Control (GRC), Hill Start Assist (HSA), Dynamic Stability Control (DSC), Electronic Traction Control (ETC), and Roll Stability Control (RSC). If you option active cruise control, you also get automatic emergency braking which is particularly handy in heavy traffic.It's fitted with a ground-breaking next-generation version of Land Rover's Terrain Response system. Terrain Response 2 features an Auto setting that uses sophisticated `intelligent' systems to analyse the current driving conditions, and automatically select the most suitable terrain program.It's surprisingly quick for a vehicle that weighs in excess of 2100kg. With an eight-speed ZF auto the dash from 0-100km/h takes 7.9 seconds, but it feels quicker than this - with a top speed of 209km/h.It's quiet inside too, so quiet that you'd be hard pressed to tell it's a diesel. The thing sits on air suspension and some body roll is apparent, but it firms up once you get into it.Fuel economy is a claimed 8.5 litres/100km and that's exactly what we were getting from the 85-litre tank, giving the car a theoretical range of 1000km from on a single tank. Trailer stability control is standard and it can tow a 3500kg load.The best of both worlds. The Range Rover is tough and luxurious, a car that is as much at home in the city as it is in the back lots. Time was when Rangeys used to suck fuel like a vampire - but not so anymore.

A decade ago fundamentalist greenies accused SUV owners of damaging the planet's climate and plundering fossil fuel reserves.Today, a 5m long, near-$180,000 Range Rover SUV uses the same amount of fuel as an automatic 2012 Toyota Corolla. Argument over. The Range Rover Vogue - even in its entry-level TDV6 version - may be out of financial reach for most people but nothing can deny it a place as one of 2013's most remarkable motoring exhibits.The all-alloy Vogue's versatility, perfect form and outstanding function will arrest prospective luxury-car buyers. The equipment level, the superb ride comfort and spaciousness put it above saloon cars and its performance smothers many so-called sports cars.Show it the dirt and it'll plunge through where no normal SUV would dare. It is, in fact, the motoring equivalent of Inspector Gadget - a car that is everything to all buyers. Damn shame it costs so much.My wife wants a Thermomix because it's one kitchen appliance that does everything so we don't have to buy five devices.The Range Rover falls in the same category. Of course, like the Thermomix, the price is five times the price of a single-purpose appliance. So at $178,900 (plus $13,420 of options) the 3.0 TDV6 Vogue isn't cheap but can be all cars to all men. And women. The warranty is ordinary, the service costs are high-ish but fuel costs are low.Hot features include massage and heated front and rear seats, huge sunroof ($3080 must-have option), dual-view touch screen ($1300 option) and superb audio. Your neighbours will hate you.This 2013 model softly reflects the original Range Rover silhouette but does so with a bigger, more accommodating body.There is more subtly with the styling - note the neater grille, headlights and tail lights - while 21-inch alloys ($3240 option) give power to the design. Cabin design is beautiful. Lots of leather and wood, excellent graphics and switchgear, superb seats and a wide field of driver vision.It's also big inside with giant-size leg and headroom in the rear and an expanded cargo area that fits a mountain bike without removing its wheels. The electric tailgate, electric fold rear seats and rear-seat control panel adds icing to the cake.The big news is its all-aluminium body that shaves up to 400kg off the old model. The 190kW/600Nm 3-litre V6 turbo-diesel may pale against the optional V8 diesel and Porsche's new 4.2-litre oiler, but it's the right choice for owners who don't tow heavy gear.It's mated to an eight-speed auto that goes through a constant all-wheel drive system. Unlike most rivals, it has a low-range gearbox. The suspension is air adjustable, electric-assist steering, there's Terrain Response to electronically dial in the wagon for different off-road conditions and even stop-start to save a bit of fuel. Brilliant.It's (only) a four-star crash-rated car with nine airbags, electronic stability and traction control enhanced with roll-stability and cornering brake control, cruise control (adaptive is $3240 extra), all-wheel drive and a full-size spare wheel.Boat lovers will salivate over the aquatic bent of this vehicle. It moves forward like a luxury launch, cutting a fluid path and gently pitching and rolling with an unseen ocean's swell. That underbody cushioning - attributes of air suspension - and leather armchair comfort create the feeling that your loungeroom is suddenly capable of motion.There's a cautious vagueness about this marshmallow ride but even when thrown into a corner, the wagon reacts immediately, hardening the suspension and steering so it unrelentingly follows its confident line through the bend.The engine is quick to respond, though there are moments when it gets caught napping and the turbo fails to quickly ignite the engine. In terms of response though, it's a better engine than the optional V8 turbo-diesel that in comparison feels almost truck like.Acceleration to 100km/h is a quick 7.9 seconds and it feels like being pushed in the back by a powerful, velvet-encased glove. It's an incredibly quiet car as well. Electronics run this wagon, from the steering to the optional adaptive cruise to the ride-height air suspension and the five-mode Terrain Response system.In the sand and gravel this never even looked like slowing down. The low-range box, gobs of torque and diff locks sneered at sand. Pump the air suspension up to the max (from 220mm to 295mm) and while wheel travel is reduced, the wagon will clear some really big hurdles.Towing is rated at 3500kg so it may suit a lot of holiday haulers.This is a clever vehicle. Few cars come close to its flexibility while being luxurious, secure and even fun to drive.

It’s no secret that Mercedes-Benz Australia wants to compete in the affordable small-car market in this country. Well, in the top end of the affordable market - you wouldn't expect the iconic German luxury marque wanting to be down amongst the cut-throat entry-level Asian cars.This small Mercedes-Benz will appeal to the young and the young at heart. A combination of style and image means that something like 1000 Aussie buyers have already shown a serious interest in it, an interest likely to result in many names on dotted lines. If you’re halfway interested it might be an idea to get in touch with your local Mercedes dealer soon to avoid a waiting list.In September an extra-hot A45 AMG will be introduced. The ’45’ doesn’t stand for the engine size but to celebrate the 45th anniversary of the founding of AMG, the hot ‘tuning’ arm of the Mercedes-Benz group. Expect a price tag in the vicinity of $80,000.We attended the global launch of the A-Class in Europe midway through last year. Now the car has made it downunder - and has a price list starting at just $35,600 plus on-roads for the A 180.Despite that low price, for its upmarket class that is, the Mercedes A-Class is certainly not a stripped down special aimed at pulling customers into the showroom in the hope of selling them.Every model in the range has alloy wheels, cruise control, sports seats, a trip computer, a minimum of six speakers in the audio system, active park assist and a reversing camera, and an electric parking brake.The A-Class is almost an iPhone on wheels with the way it lets you communicate and/or entertain its occupants. Expect the features to become available on the bigger Benz models soon, but the A-Class has them first.All are automatics, using a seven-speed double-clutch transmission. Power comes from a choice of turbo-petrol or turbo-diesel engines. The petrol is a 1.6-litre four-cylinder unit in two stages of tune; producing 90 kW of power and 200 Nm of torque in the A 180, and 115 kW / 250 Nm in the A 200.The A 200 diesel’s peak figures are 100 kW and 300 Nm.We reported on the A 250 Sport two weeks ago on a separate launch. Its 2.0-litre turbo-petrol engine has 155 kW and 350 Nm.The third-generation A-Class has moved in a completely new direction – from being quirky at its 1997 launch to becoming a leading-edge contender for top marks in the automotive fashion scene.New Mercedes A-Class will sell on style alone. Just look at the bold front that carries more than passing styling cues to the high-performance AMG Gullwing SLS and Roadster. Then admire the way the style lines on the doors swoop up boldly to almost join the taillights.The all-new A-Class isn’t just about style; under that shapely skin it has the features you just don’t see in this class. Because in luxury, connectivity and safety it’s as well equipped as its big brothers.Mercedes has fitted the A-Class with multiple crash avoidance items of the type previously only found in much more expensive Mercs. Lane departure, blind-spot and tailgating warnings are all offered. Should everything still go wrong, the Mercedes-Benz A-Class has occupant protection systems to minimise harm to occupants.You are given the choice of multiple driving modes ranging from sedate to sporting. This isn’t really intended to be a sports hatch – at least not until you get into the A 250 – but if a keen driver turns on all the correct settings in the lower cost models it gives them plenty of driving pleasure.New Mercedes A-Class has a nicely balanced feel and almost gives the dynamics of a rear-wheel-drive car. Throttle control is easy and the steering feedback is excellent. Yet, even with the sports setting turned on the car didn’t lose a lot in comfort, even on some of the interesting backroad Mercedes-Benz Australia Pacific chose for our initial drive program out of Melbourne.

As if the Audi A6 allroad quattro were not special enough, the German automobile manufacturer has brought out a Limited Edition for those automotive Oliver Twists who ask for more.VALUEThe third generation of the Avant (that’s Audi speak for station wagon) has just dropped in Down Under and with only 150 cars, replete with the latest features on offer, is odds-on to have buyers digging deep for the $117,900-plus to park one in the garage.Highlights include adaptive air suspension with controlled damping, four-zone air-conditioning, electric opening and closing tailgate, 20-inch five-parallel spoke alloy wheels, heated front seats and a choice of four metallic paint colours.The multimedia information system features a touchpad by which the driver can enter a destination or telephone number by drawing them on the control panel with a finger. The system repeats each entry audibly, so the driver can keep looking at the road.TECHNOLOGYSluggish? Tramp on the accelerator pedal and the wagon will hit 100 km/h in 6.6 seconds from rest before being pulled up at a strangely odd speed of 236 km/h – 180 kW of power and 580 Nm of torque from the 3.0-litre turbo-diesel V6 see to that.A seven-speed S tronic transmission with torque vectoring through the Audi quattro drive looks after the traction equation. The motor is fitted with a stop / go function to conserve fuel.Want to throw the big fella around? You can thanks to electromechanical power steering, Audi drive select dynamic handling system adaptive air suspension with controlled damping, while big brakes go to work on those big-diameter wheels.DESIGNAt almost five metres long and two metres wide the Audi A6 allroad quattro has an imposing on-road presence, from the expansive 23-slat aluminium look single radiator grille through broad fenders filled out with 20-inch wheels and on to a sculpted rear, finished off with a stainless steel underbody guard.Xenon lights, including daytime running lights, are standard, with the option of LED headlamps featuring an automatic dipping function which takes into consideration the approach of oncoming traffic.On the downside, from the rear the vehicle has a dated look – a mish-mash of angles and surfaces appear to be competing with each other for attention, while the rear view from the driver’s seat, severely limited, is alleviated only by an efficient rear-view camera and distance warning sensors.Chromium plating was once considered the sign of class in a European car. In the case of the American automobile, excessive use means the less said about the corrosion resistant decoration the better.These days such highlights can still be found on the more expensive machines but the use of aluminium has the added advantage of being lighter than steel. Both feature to great effect in the A6 allroad quattro Limited Edition, the chrome as restrained highlights, including twin flat-bottom exhaust tailpipes, the latter in weight-saving aluminium components making up 20 per cent of the body.A wheelbase of close to three metres means there’s ‘broad acreage’ inside the A6 allroad quattro. Leg room front and back is expansive and shoulder space up front benefits from the seats being 20 millimetres further apart than in the previous model.The luggage area is impressively versatile with room for 595 litres of kit. With the back seats folded away this is increased to 1680 litres. Loading width is 1050 mm, the lip 624 mm high. Load length is 1181 mm, 785 mm more with the back rests folded.The test vehicle included Audi’s load-securing kit consisting of a telescopic bar and belt for flexible partitioning of the space. The tailgate is electrically operated at the press of a button and works in conjunction with an automatic cargo cover.A range of roof racks is on offer to allow for the transport of sports and recreation gear, and modifications to body components and engine management mean the A6 allroad quattro can tow up to two-and-a-half tonnes.Interior trim of the test car – black leather with brown inserts – had me wondering at the designer’s colour sense but I grew to almost like it. I could have got used to optional head-up display, ambient lighting, front seat ventilation and massage function had it been included.SAFETYLimited Edition the new A6 allroad quattro may be, but Audi has loaded it up with active and passive safety and driving aids. There’s vehicle distance warning with the adaptive cruise control, lane assist, side assist and park assist with a camera giving an all-round view close to the vehicle.Hill start assist, a tilt angle display plus hill descent assist help prevent the bulky wagon from escaping the driver’s clutches on awkward hilly terrain on or off road.DRIVINGDuring my stint with the car there was odd time there was some hesitancy to react for a second or two until the turbo spooled up. On the upside, the new motor has cut fuel consumption by 16 per cent over its predecessor.With an SUV-like ground clearance of 175mm, the air suspension lowers the body by 15 millimetres at high speed and raises it by 35 millimetres at the push of a button.Without venturing into the wilds, the A6 allroad quattro showed itself to be a relatively spritely performer for such a bulky vehicle but surrendered itself to some understeer on corners at speed, especially if they tightened up late in the manoeuvre.Over an easy cruise on the motorway the A6 allroad quattro Limited Edition went through a frugal 5.9 litres of fuel per 100 kilometres, most impressive for a big car with a high-power engine. Around town, it hovered around eight litres per 100 kilometres, still an impressively low number.Audi A6 allroad quattro 3.0 TDI S tronicPrice: from $117,900Warranty: 3 years/unlimitedCrash rating: n/aEngine: 3.0-litre 6-cyl petrol, 180kW/580NmTransmission: 7-speed; AWDThirst: 6.3L/100km 165g/km CO2Dimensions: 4940mm (L), 1898mm (W), 1452mm (H)Weight: 1715kg; 1790kg

Choosing the right car can open the door to the executive floor, or confirm your corner office and that overdue promotion to the big league. Just as the right suit, tie, shoes or watch send a message to management, so does the right car.Working on the basis that you should always dress for the job you want, not the one you have, there are some impressive buys around in the prestige class. And, better than anything, a smart second-hand purchase is a great way to reward yourself.You still need to think about the obvious stuff -- maintenance and repair costs, insurance, fuel economy and resale value -- but driving a tasty import doesn't have to mean a second mortgage. Buying near-new, with just a couple of years on the clock, can open the doors to some impressive cars.Here are three that tick the boxes for the Carsguide undercover crew:(Search for hundreds more choices)HOT TIPSIf out of warranty use a brand specialist mechanic. If you can find a manual you're sure to save even more. Prestige cars cost to maintain so budget for this.2009 BMW 323iEngine: 2.5-litre 6-cyl petrolTransmission: 6-speed autoThirst: 8.8L/100CARSGUIDE SAYSA BMW badge is enough for many people and it needn't break the bank. The upmarket E90-model 3 Series sedan has balanced and subtly arresting style. The 323i (or the E92 325i if you spend $50K) gets a six-cylinder engine and earns more street cred than the four-cylinder 318i and 320i. It's not cheap to own or run, but the 323i still has lots going for it. It has room for four adults, is an exhilarating drive with solid handling, and even the fuel use isn't too bad. A thorough service history is mandatory and new owners are expected to continue this trend.2009 Lexus IS250 PrestigeEngine: 2.5-litre 6-cyl petrolTransmission: 6-speed automaticThirst: 9.7L/100CARSGUIDE SAYSAn underestimated car that's perfect for first-time executive buyers. This particular example is the desirable 2009 upgrade model and gets extra kit such as the heated and cooled front seats and satnav. The IS is similar in size to a 3 Series but more focused on comfort and equipment than performance or rip-roaring cornering. Lexus builds beautiful cars and owners report very good customer service.2009 Mercedes-Benz C280 AvantgardeEngine: 3.0-litre 6-cyl petrolTransmission: 7-speed automaticThirst: 9.4L/100CARSGUIDE SAYSThis C-Class variant is a cut above the 1.8-litre petrol and 2.1-litre diesel models that sold best in 2008-10. Its 3.0 V6 gives punchy performance, at the cost of a greater thirst, as well as a distinctive exhaust note. There is commendable safety and reasonable equipment, although it's not a match for the Lexus.

The term shooting brake isn’t a common one here, but it’s a more common term in Europe for a prestige wagon.

The A200 ticks all the boxes in the prestige small hatch class by not having as many boxes to tick. This isn’t a battle about the quickest car - that’s the domain of the A250/A45 AMG duo. It is a battle about price and features, to the point where potential top-end Golf owners will cross-shop with the baby Benz.And as the newest car on the lot, Mercedes has the edge, especially when it also channels the tactile feedback of a BMW 1 Series with the build quality and interior refinement of Audi’s A3. Add to that the badge snobbery of owning a three-pointed star and getting stock may be the biggest problem Mercedes Benz has.VALUEThe A200 is predicted to be the volume seller at a starting price of $40,900. The car is fitted with a 1.6-litre turbo petrol engine that hits 100km/h 8.3 seconds after stomping the accelerator and comes with Bluetooth streaming, a reversing camera, self-parking software, cruise control, auto lights and wipers and a seven-speed dual-clutch transmission.Audi’s A3 1.4TFSI is slightly dearer at $41,200; Beemer’s 116i is slightly cheaper at $39,690. Neither of these is as quick or fitted with as much standard gear.TECHNOLOGYThe engine is good without being sensational. It uses 5.8L/100km to put it on a par with the Audi and BMW powerplants and the dual-clutch auto rolls through the gears with silicon smoothness. It is inside where Mercedes takes the lead.Self-parking software is standard as is a reversing camera and front/rear parking sensors. There are a range of “packs”, the dearest being a Command set-up that adds a bigger touchscreen with satnav, voice control and a 12-speaker Harman Kardon sound system and digital radio.DESIGNChasing younger buyers needs a fresh approach and Mercedes has gone to town on the design of the A-Class.  It’s a stylish car that will earn looks in traffic, especially for the early adopters.The high sill line means young kids won’t get to see much in the back and the C-pillars are chunky enough to warrant a second glance in the mirrors before changing lanes. The interior channels SLS aspirations with the circular air vents and carbon-fibre weave across the dash and the switchgear is typically top end.SAFETYANCAP has yet to officially rate the A-class but the family oriented B-Class is based on the same platform and is the safety car the crash-test body has reviewed. Nine airbags are standard, along with a rear-end crash avoidance system, drowsiness detection software and the Pre-Safe setup that primes the car if it determines an accident is about to happen.DRIVINGTaut suspension gives the A200 a firmer ride than the Audi and big potholes will be felt in the cabin. That’s the trade-off for having feedback and roadholding to match the rear-drive BMW.  A full road test will be needed to see whether the compromise works in daily urban driving but given it’s aimed at younger buyers, I can’t see it being a deal-breaker.The seven-speed auto takes a second to fire up from standstill. Get going and it shifts gears with the speed of a Tour de France frontrunner, while the turbo engine provides the steroids to keep its nose in front of the competition.It’s no rocket but a low eight-second sprint time ensures it won’t disgrace itself against bigger capacity opponents. The 341-litre boot is good without being class-leading and will easily cope with a couple of bags or the weekly shopping.VERDICTThe new A-Class puts Mercedes-Benz on the front foot in the prestige compact hatch class. The firm ride suits the sporty look and the standard gear makes the Mercedes best in show for value.Mercedes-Benz A200Price: from $40,900Warranty: 3 years/100,000kmResale: N/AService interval: 12 months/25,000kmCrash rating: Not tested (five-star EuroNCAP)Safety: 9 airbags, ABS with EBD, TC, ESC, collision prevention assistEngine: 1.6-litre turbo four-cylinder, 115kW/250NmTransmission: 7-speed auto, FWDDimensions: 4.29m (L), 1.78m (W), 1.43m (H)Weight: 1395kgThirst: 6.1L/100km (95RON), 141g/km CO2

Audi's RS4 Avant is a good car, but is it much better than its predecessor? Every year I drive about 100 cars, but the actual number is much larger than that. Or much lower. It depends how you count.Most models come in a variety of body styles. If I drive the sedan, does the coupe count as a different car? How about the wagon? Or convertible?The problem multiplies when you factor in engines and transmissions. Both can change the character of a vehicle completely. By the time you get to the differences between the bottom and top of a well-populated range, say the span from a BMW 320i to an M3, there's an awful lot that separates them. But where do you draw the line?VALUEWhen I play the motoring parlour game of, “If I had to buy one of (brand), which would it be?”, the RS4 Avant is usually the Audi answer. Compared with a standard A4 Avant, it has been lowered, has aluminium-rich suspension, a wider track and a sports rear differential.It's a practical wagon that's not too big, not too showy, has all-wheel drive and a big, high-revving naturally aspirated 4.2-litre V8. Just the thing for a trip to Ikea. And since Audi has given up its former ban on producing more than one RS variant at a time, it's also very like the RS5, the RS5 Cabrio and probably some other RSs I haven't encountered yet.Which leaves you wondering why there has been a five-year gap since the last RS4. There is one way, though, that you'll know the difference between the 2013 car and the one from 2008: price. At $149,400 plus on-roads, this one is about $20,000 cheaper. On that basis, I'm prepared to say it's absolutely all new.DESIGNWhen is a new car really “new”? When every last nut and bolt has been redesigned from scratch is one answer. But that rarely happens, if ever. A proportion of the same bits carry over from one generation to the next.Car companies like to gloss over this. Regardless how minor an upgrade, every car is “new”. The term has become so devalued that “all-new” is now the default. And that means “Mostly stuff we've used before” as well.Often, large swathes of engineering are carried over and only the pressed metal is different. If that's indistinguishable, then you're really in trouble. This problem is starting to creep up on Audi. Any Audi you see on the road is unmistakeably from the Ingolstadt maker, so distinctive are its designs.But which one? Is that the new A3 or the old?Inside it's a similar story. The Audi cabin was lauded as best-in-class a few years back. Then Audi set the backrest to a comfortable angle and put its feet up. The materials and layout have barely changed and the novelty of having to press a button umpteen times to change the fan speed has long worn off. Now when I enter an Audi cabin I'm craving innovation.TECHNOLOGYThe newcomers include two of the fastest diesels you can buy in the A6/A7 3.0 TDI, which develop 230kW thanks to clever turbocharging. They leverage Audi's race success with diesels at the Le Mans 24-hour race, which it has dominated since 2006, and employ some of that know-how to hit 100km/h in a whisker over five seconds.They feed an increasing fondness for diesel engines in Australia, with 43 per cent of Audis now sold with one. At 4.7 seconds to 100km/h it's quicker than the previous RS4, too, by 0.2s. A seven-speed double-clutch automatic transmission replaces the previous six-speed unit and the engine has been reworked to deliver 21 per cent better fuel economy.DRIVINGAn A7 example driven to Sydney from Canberra left me cold. The engine sounds good when you're giving it an absolute hiding, but most of the time it doesn't sound like much at all. There's a distinct lack of drama or excitement.The suspension was unsettled by country roads and the ride was poor even in comfort mode. There's the performance of a V8 but the diesel lacks the fizz of an old-fashioned petrol donk and I looked forward to the next day, when the latest RS4 Avant was available.It's terrific to be driving a non-turbo engine for a change and this one revs freely, delivering sound and power in equal measure all the way to 8250rpm. Now I'm sure if I drove old and new back to back the differences would be glaring. I'd probably notice the extra couple of hundred kilos for a start.This one feels like a heavy car. It would certainly be more than simply, “It's been a long time since I've filled up -- 21 per cent longer than I thought it would be.'' But it wasn't possible to do that, so the way I feel about the RS4 is unchanged.On one hand, it has the sort of performance any enthusiast would like in any vehicle, regardless of function. It's a wagon, but it goes like stink. If you must go shopping, then it might as well be in one of these. It's a prize fighter in civvies who knows he can whip anyone in the room. Because of that, it's the sort of car you end thinking can be exploited fully only on a track.Then you go to a track and it's confusing because it doesn't seem quite right there either. The all-wheel drive system is amazing and you can feel it shuffling torque from front to rear as grip levels change. In some fast corners this can also be a bit disconcerting. It's not the simple equation delivered by a rear or front-drive car, where you get a sense of its limits.In an RS4, it's difficult to work out where they are. The all-drive system always seems to have tricks up its sleeve. The result is invariably that you go steaming into corners a bit too quickly and get understeer -- going straight on when you want to turn. You're going faster in the first place because it's possible, and because it's difficult to tell how fast is too fast.I remember this from other performance Audis and perhaps it's a question of familiarisation. A few laps wasn't enough last time and isn't enough this time.VERDICTIs it new? Well, some of it is. The bits that deliver an extra 18kW and burn less fuel. In approach and much else, it's the same.Audi RS4 AvantPrice: from $149,400Vehicle: Performance wagonEngine: 4.2-litre 8-cylinder petrol, 331kW/430NmTransmission: 7-speed dual-clutch automatic, AWDThirst: 10.7L/100km 

Playing it safe has always been a Mercedes-Benz hallmark but the German carmaker is breaking with tradition by installing its updated mid-sized E-Class as the occupant-protection pioneer. It is part-acknowledgement that technology evolves too quickly to delay innovations for the new flagship S-Class due late this year and partly a reflection of the fact the E is now a more important vehicle for Benz as sales of large limousines continue to decline. Either way, it’s a win for E-Class buyers when the car goes on sale in Australia in August.Pricing for Australia hasn’t been confirmed but company spokesman David McCarthy says an “assertive” strategy will mean minimal changes to the existing numbers, which start at $80,000 for the petrol-powered E200 four-cylinder car.  “We’re still finalising specifications for the range,” McCarthy says. “Expect the E-Class to lead the way on pricing and features.” Holding the prices in check will be a big achievement for a car that has had 2000 new components.There will be a choice of three petrol and three diesel engines in the sedan. The highlights are a bi-turbo V6 petrol E400 that will give Mercedes a vehicle to rival BMW’s 535i and a diesel hybrid that uses just 4.1 litres over 100km. Wagon buyers will have the option of a four-cylinder diesel or the bi-turbo V6.There are 11 new or updated safety systems in the E-Class, headed by automatic braking to prevent rear-end crashes and a system that detects pedestrians or crossing traffic at an intersection and hits the stoppers to avoid them. A single windscreen-mounted camera has been replaced by dual cameras linked to radar sensors to provide a virtual 3D field of vision that constantly monitors a 50m space around the car for potential hazards.Unlike the new Volvo V40, Australian E-Classes won’t read speed signs. Put that down to rural signs often being used for target practice by gun and 4WD owners and the fact many of our major cities have such a gaggle of signs that it is almost pointless to try and monitor them. “Like all our safety features, until it works perfectly every time, we won’t implement it,” McCarthy says.The basic structure of the E-Class hasn’t changed but just about everything else has. The headlamps are now a single unit with a pair of daytime running lights in a tick layout. The lamps are housed in a new front end that still comes in two guises - the traditional “Elegance” design with a bonnet-mounted three-pointed star and three-strake grille and the sportier-looking “Avantgarde” style that uses a larger Mercedes roundel mounted in a two-band grille.The interior updates are more subtle but reflect the move to improve refinement. It’s a sum-of-the-parts equation: touches like a new “split view” seven-inch screen that can project one display for the driver and another for the passenger and an analogue clock nestled between the redesigned vents aren’t instantly obvious but in combination make a big difference to the cabin ambience.Mercedes is still assessing which features will go into which cars, but the range-topping regular model, the bi-turbo V6 E400 will pick up everything. That includes adaptive cruise control with “steering assist”, which uses the dual cameras to keep the E-Class in the centre of the lane. A lane-keeping assist function also scans the road for solid and broken lines.It automatically brakes a wheel to avoid crossing solid lines and alerts the driver with a vibration in the steering wheel if they are veering over a broken line. If the system detects oncoming traffic in that situation, it also brakes a corner to bring the Mercedes back into its lane. A five-star rating from ANCAP is pretty much guaranteed.The four-cylinder models are expected to account for the vast majority of E-Class sales and the performance from the lightweight engines is more than acceptable. The pair of 250 engines - the entry level E200petrol wasn’t available at the international launch in Spain - pull the 0-100km/h sprint in around 7.5 seconds.The E220 CDI is the diesel price-leader to take on BMW's 520d, which heads 5 Series sales. The E250 diesel is the pick, courtesy of an expected $95,000 price backed by 500Nm that gives a decent shove in the seat at any speed.Step up to the hybrid and the reward comes in even less fuel use. The diesel-electric system adds around 100kg but still uses just 4.1 litres over 100km. That weight can be felt in the wagon over badly broken roads, where there’s a muted bang over seriously big bumps. We’re reserving judgment on that until we can try the car on local roads but around town the behaviour is impeccable.The E400 is a weapon and it’s only the sound from the bi-turbo V6 that gives away you’re not in a V8. The electric steering now has more weight at speed without sacrificing feel and makes the mid-sized car a lively vehicle when the road starts to wind.

Truth be known, the Lexus RX270 is all you really need in the RX range of medium large SUVs. We would bet a week's wages, 99 per cent of RX owners simply never need all wheel drive. They might tow sometimes but their vehicles would not see anything dirtier than a gravel road to the hobby farm. So, why pay more when you don't need to?They still don't offer a diesel RX but Lexus reckons it covers that base with the hybrid model and this four cylinder petrol variant. The RX270  is unashamedly aimed at urban SUV buyers but features most of the kit on other RX models including a six-speed auto transmission with sequential shift mode.More buyers are discovering the advantages of two wheel drive SUVs and Lexus is in there kicking with its RX270 at an affordable $69,990. That's the lowest price the RX has been ever and just because it's (relatively) low priced doesn't mean cheap and boned-out. Far from it.The RX270 scores a swag of goodies expected in a Lexus - stylish dash, smooth leather, near silent operation, incredible reliability, even "badge power." When you think the top of the range RX450h at over 100 grand, this is a bargain. Looks the same, goes well, plenty of kit.Handy kit includes a reverse camera, a large format info/satnav screen with the SUNA traffic warning system, premium audio, auto tail gate operation, eight way adjustable front seats, Bluetooth phone and audio, climate control and the excellent remote touch control system that's a bit like a computer mouse in the centre console.Lexus upgraded the RX lineup late last year introducing the family “spindle” grille as well as a host of under the skin improvements.All are palpable in the RX270 complete with its Toyota family sourced 2.7-litre, petrol four cylinder engine driving the front wheels through a six speed auto with sequential change mode. For tech heads, the engine is a "stroker' meaning the cylinder bore is smaller than the piston stroke which has benefits in terms of torque feel.It achieves 138kW/252Nm output but feels better than that thanks to appropriate gearing and various technical features to boost launch and mid range response. It does a great job of moving the 1950kg RX270. Once up and running, the vehicle adopts the expected Lexus level of smooth and quiet.We know Lexus has put its eggs in the hybrid basket but can't help feeling a good low emission 2.2-litre diesel with 500Nm and sub 7.0-litre economy would be the ideal set up for the RX 0- all of them. It would also put Lexus on a firmer footing with its main competition all of whom have turbo diesel power in their line-up.The look is different enough to take your eye especially from the front but is unmistakably a Lexus RX. Inside the leather clad interior is plenty of room for five passengers and their luggage capped off by a classy looking dash and switch gear and a new you beaut version of the already handy Remote Touch Control system.It is engineered to score a five star crash rating and boasts 10 airbags, stability control, a reinforced passenger cell and all the usual safety kit expected in a 2013 vehicle.We have chalked up quite a few kays in our RX270 because it's so comfy and a good size. Long trips are a breeze and there's no issue with luggage space for five. We have also achieved better than the claimed fuel economy dipping under the 10 mark on trips and just nudging over around town.Lexus stiffened the chassis on RX this time around giving a better platform for all the dynamic functions to work off. It rides and steers better and has a sporty feel though still comfy. The 18-inch wheels carry chunky, grippy rubber.The lack of all-wheel drive is irrelevant for potential buyers of this vehicle who will use it as a practical wagon for general duties while saving on purchase price and running costs.