Luxury Reviews

As the mist parted to reveal the road snaking away along the side of the cliffs in Spain, it was easy to believe I had died and gone to heaven. Classic roads such as these near the famous Montserrat Abbey perched in the mountains above Barcelona are tailor-made for drivers and our V8-powered AMG super car was certainly up to the task- rarely do the two intersect.The roar of the big high revving V8 cannoned off the rock face that towered above us as the car powered from corner to corner. Thank you God!Australians love their fast cars and it doesn't get much better than this. You get more power and torque than before, but unfortunately we miss out on the new all-wheel drive system. Like Benz's small GLK soft roader, the 4MATIC system was never designed for right hand drive which is kind of silly really. In this model the previous AMG Performance Pack has morphed into a fully-blown 'S' model with even more power and torque, as well as plenty of other goodies.No word on pricing yet, but these cars aren't cheap and, when you see the engineering that goes into them - you can understand why (the current model starts at $240,000). But that still leaves plenty of room for options like the amazing 1200 watt, 14 speaker Bang and Olufsen sound system.AMG is to Benz as HSV is to Holden, with AMG accounting for almost 8 per cent of Benz sales in Australia - one of the highest proportions in the world. Based on the new, facelifted E-Class, the AMG model features a single front facia design, unlike the donor car which offers two, along with the new single headlight cluster that employs LEDs to create the effect of twin lights - a hallmark of the car for three generations.It features a 48mm wider track at he front for improved handling, the front and rear bumpers have also been redesigned, with further cosmetic changes to distinguish the more powerful S model from its sibling, including larger wheels and red brake calipers.Inside there's plenty of logos and the S features contrast stitching on the leather plus contrasting silver coloured seatbelt webbing. Although the cars are limited to 250km/h the speedometer reads all the way to 320.Benz is renowned for safety and this car maintains that reputation, with a host of safety systems amalgamated under the heading of Intelligent Drive. Automatic braking is standard, to prevent rear enders as well as avoiding pedestrians and cameras/sensors provide a 360 degree view around the car looking up to 50 metres ahead, and even warning of traffic approaching from either side.Benz claims the 5.5-litre bi-turbo V8 is the most efficient series production V8 in the world. There's two models, both with the same size engine, but one with 410kW/720Nm and the other with 430kW/800Nm.In left hand drive form, it is also offered with all-wheel drive, split 33:67 front to back, potentially giving the car more grip and faster acceleration. To wit the all-wheel drive, 4MATIC S is able to dispatch the dash from 0-100km/h in a Ferrari-like 3.6 seconds.The rear-wheel drive S version that we are getting is good for 3.8-3.9 seconds - it hasn't been tested yet. While the rear-drive 410kW version is good for 4.2 seconds. Top speed of both cars is limited to 250km/h.18 inch wheels with 255/285 rubber are standard, while the S adds 19s with the same size tyres but with lower profiles, along with a rear diff lock - further aiding in putting all that power to ground.Both models are hooked up to an automatic, AMG Speedshift MCT 7-speed sports transmission, with paddle shifters, that blips the throttle on down changes, together with electro-mechanical variable speed sensitive steering.Start/stop is standard (but can be turned off) and the driver can select from a number of drive modes and the suspension is also adjustable, with air dampers holding up the rear.Despite the increase in power, the 410kW model consumes the same 9.8 litres/100km as its 386kW predecessor, while the 430kW model is expected to consume a fraction more - it too hasn't been tested.Basically, the car could still do with more grip. When you're pushing out this much power, the difference between 410 or 430kW is difficult to quantify, certainly well beyond our knowing.Suffice to say the E63 is mighty quick in either configuration, either off the line, in a straight line or through the twisty bits, as we discovered - although the latter requires some finesse. The sound and feel of the big V8 is almost tangible, especially in sport mode with the exhaust baffles fully open. The throaty roar from the quad pipes sounds like the hounds of hell themselves are approaching.We got to drive both the rear wheel drive 410kW model and top of the line all-wheel drive 430kW S model - both of them sedans. Just like previous E63 that we drove the back has a tendency to step out unless you're careful - traction control or no traction control. And the smaller 18 inch wheels on the standard car don't help matters.After a bit of trial and error we found the best way to drive the car, in fact the only way - is fast in and slow out of corners, braking deep and letting the car complete its turn and straighten up before hitting the throttle again. The beefy AMG brakes are superb but can be upgraded to ceramic discs if desired, at considerable cost however.Even with all-wheel drive to keep the car in check you need to remain watchful. At one point we pulled out to overtake, which can be accomplished in a nanosecond, and the car almost snapped sideways into the car we were trying to pass as we tromped the throttle.

Heads up because the new Mercedes-Benz E-Class touches down in Australia in six months. And, while it does not look or feel radically different from the current model, you get the feeling there has been a changing of the guard.The V8 powered E500, previously the top of the E-Class tree, has been unceremoniously dumped - consigned to an earlier time when fuel consumption and/or its detrimental effects on the environment were not the priority they are these days. To hammer home the point, the E-Class line up will also include a hybrid for the first time - and not just any old hybrid . . . but a diesel one.Benz hasn't revealed any prices yet. That won't happen until closer to the Australian launch in August. But expect prices to be "assertive'' to use their words, which in some cases might mean cheaper than the model it replaces.Benz is keen to deliver more E-Class sales and the way to do this is to kit out the car with better engines, more tech and a longer list of standard equipment. Prices for the current range start at just under $80,000 - expect the new E-Class to be close if not slightly less than this figure.Safety features are something the company is loathe to skimp on and automatic braking, to prevent costly rear-enders in traffic - is sure to be standard.One of the biggest changes has been the consolidation of the twin front lights into a single headlight cluster. It has been a hallmark of the car for three generations and was the subject of much discussion prior to its introduction.Suffice to say Benz has managed to create a twin light effect, using LED technology to separate the one light into two distinct groups instead. You wait until you see it.The other big change is the adoption of two front facias, just like Benz has done with the smaller C-Class - Elegance and Avantgarde. There's no prizes for guessing which style will be most popular with Aussies, where Avantgarde outsells the more conservative Elegance look with its raised Benz three-pointed star at a rate of almost 10 to 1.Five stars for sure. Benz wrote the safety book when it comes to technology. It doesn't get any safer than this, with the usual fare, including multiple airbags and electronic traction and stability control - plus a long list of standard/optional safety features.They include the aforementioned steering assist, high beam assist and rear ender prevention. The latter detects the presence of pedestrians up to a speed of 50km/h, at which point it will stop the car automatically and quicker than you could ever hope to do so yourself.The chance of injury continues to be lessened up to a speed of 72km/h - after which you're on your own. The high-beam assist system is so new Benz it hasn't even been seen in the S-Class yet, and the company is faced with the daunting task of having to talk the Government into it - there's just no rules to accommodate it.The system is able to dip the all-LED head lights, but only in a narrow gap around an on-coming car - not completely (maintaing the driver's view of the road ahead). Also a combination of radar/cameras and ultra-sonic sensors create a 360 degree safety envelope, 50 metres around the car which can even warn of traffic entering the path of the car from either side.We'll be getting three petrol, two diesel and one hybrid model. There's the E200 four cylinder petrol model, the entry to the range with 135kW of power, 300Nm of torque and fuel consumption of 6.0 litres/100km, the E250 four cylinder petrol with 155kW/350Nm/6.1 litres/100km, and the new E400 Bi-Turbo 3.0-litre petrol V6 with 245kW/480Nm/7.7 litres/100km.The entry level diesel is the four cylinder 250CDI, with 150kW/500Nm/5.2 litres/100km, the V6 E350 Bluetec with 185kW/620Nm/5.7 litres/100km and the four cylinder E300 Bluetec Hybrid, with 170kW/750Nm/4.4 litres/100km.The latter is basically the same engine as the E250 CDI with the addition of an electric motor to give it some extra oomph and to reduce fuel consumption. The wagon will be available withe the E250 CDI diesel, as well as the E400 Bi-Turbo V6 - but the jury is still out on whether there will be an AMG version of the wagon - Benz only sold five last year.Details of the coupe and cabriolet will not be revealed until closer to launch later in the year. All are hooked up to a 7-speed automatic in Australia and all are fitted with fuel-saving stop/start technology.We got to drive three of the models at the international launch of the E-Class this week in Spain. The E250 CDI diesel is expected to be the biggest seller in the range again and deservedly so with 500Nm of torque, for most people all you'll need.The Hybrid with its extra power and lower fuel consumption figures could be a sleeper, providing the same kind of performance, if a little smoother - depending of course on the price. The E400 Bi-Turbo petrol V6 while not quite as quick off the line as the V8, at 5.3 versus 4.9 seconds for the 0-100km/h dash is pretty damn good and will go head-to-head with BMW's twin turbo six - something that has been lacking until now.It won't be anywhere near as expensive either - but it's still a big hop, step and a jump up to an AMG for a V8. Benz says the percentage of diesels it sells is now close to 50 percent in E-Class, but drive the Bi-Turbo V6, with its satisfying snarl and rapid throttle response and you won't want to give it back - trust me.

Some cars make you feel like a million dollars. The Mercedes-Benz SLS AMG achieves it at only half the price, making it something of a bargain.A soft-top roof means it misses out on the gullwing doors of its stablemate but it garners even more attention when it is exposed to the elements. That also lifts the lid on one of the best V8 soundtracks on the street, a mechanically composed siren’s song that invites licence-losing stabs of the right foot.VALUEIn the rarified realms of supercar ownership, cost is less of an issue than how the vehicle looks, or how the driver looks in the vehicle. An Audi R8 convertible is $100,000 cheaper than the Mercedes but Audi sold 41 R8s last year against 17 SLS sales.That makes the super-quick Merc grand tourer a more exclusive toy and means owners are less likely to be assailed by the sight of a similar car on weekend jaunts to the holiday house.The $487,000 list price is around $20,000 more than an SLS coupe, courtesy of the triple-layered fabric roof that folds in 11 seconds at speeds up to 50km/h. Most buyers spend well beyond that in personalising their ride, from $3775 for carbon-fibre mirror cowls to $29,750 for the ceramic brakes.TECHNOLOGYThe aluminium space frame houses a naturally aspirated 6.2-litre V8 that sounds as though it’s been penned in the massively long bonnet against its will. It snarls on start-up, bellows under the slightest provocation and crackles on the automated downshifts from the seven-speed dual-clutch transmission. The full suite of technical wizardry is fitted to keep this toy on the tarmac, from adaptive cruise control to blind spot assistance and multi-stage stability control. DESIGNLook at the photos and make up your own mind. Mine says the soft-cloth top detracts from the overall appeal but that’s presumably down the fact AMG wanted to trim weight and keep the centre of gravity low. Top down, it’s a better-looking beast than the Gullwing: long, low and menacing. If only they’d clad it in radar-reflecting panels …SAFETYIt doesn’t feature in EuroNCAP or ANCAP databases because it’s not cost-effective to blow $500,000 on a car that only a handful of people can afford. It is a Merc, though, so it’s safe to assume the SLS holds up under impact.Driver and passenger get four airbags each, the software monitors everything and there is extra bracing throughout the car to keep it stiff and on the black stuff in the first place. Inattention or overconfidence are about the only excuses for binning the SLS … good luck explaining either to the insurance company.DRIVINGI don’t normally name cars, but the SLS AMG isn’t a normal car. I called her Luci, which elicited sighs from friends until I pointed out it was short for Lucifer. Helluva thing, this SLS. There’s no concession to banal practicalities like boot space or interior storage - the door-pocket strips couldn’t hold my wife’s purse - that’s what the other car is for (and I’m assured SLS buyers tend to own a couple of vehicles).It is built for visual and visceral pleasure. There’s a football field of bonnet up front but the car is still relatively easy to park. And a second of button-mashing setup transforms the vehicle from cruise to charge mode. Set the springs and transmission to comfort and it is easily handled eye-candy. Hit the AMG button and you’d better know your business.Right-foot response is hair-raisingly quick, the back end will step out before being electronically hauled into line and the steering picks up laser-guided precision. The brakes are brilliant and because the engine is behind the front axle they can be absolutely hammered without affecting the car’s stance.VERDICTThe spend may be outrageous but few vehicles combine this level of outright prowess with luxurious panache. If money wasn’t an object, the SLS would be the object of my affections, given there’d be another couple of spots in the CCTV-monitored garage for more mundane vehicles.Mercedes-Benz SLS AMG RoadsterPrice: from $487,000Warranty: 3 years/100,000kmResale: N/AService interval: 12 months/20,000kmCrash rating: Note testedSafety: 8 airbags, ABS with EBD, TC, ESC. Adaptive cruise controlEngine: 6.2-litre V8, 420kW/650NmTransmission: 7-speed automatic, rear-wheel driveDimensions: 4.64m (L), 1.94m (W), 1.26m (H)Weight: 1660kgSpare: Tyre-inflation kitThirst: 13.3 litres/100km 98 RON, 311g/km CO2.

Some cars beg to be driven on a race track. Audi's mind bogglingly good RS4 Avant is one of them. The 331kW wagon, yes it's a wagon sounds fantastic and goes extemely well, even if it does cost an arm and a leg. But then, you can't expect something for nothing, especially something as good as this?The original built in 1994 but not sold here was powered by a 2.2-litre turbocharged five cylinder engine. It was assembled at Porsche's Rossle-Bau plant in Zuffenhausen, with plenty of input from Porsche and could do the dash from 0-100km/h in 4.6 seconds, with a top speed of 262km/h.It was followed in 2000 by a 2.7-litre Bi-Turbo that pumped out 279kW and was good for 4.9 seconds, with some help this time from Cosworth in the UK. Both of these earlier models were available only as a wagon. Then in 2005 the switch was made to a V8 and the decision made to diversify the model with the addition of a sedan and cabrio. The high revving naturally asipirated 4.2-litre V8  produiced 309kW of power and 430Nm of troque, revving all the way to 8000rpm, with 0-100km/h taking 4.8 seconds.The current RS4 Avant raises the bar yet again, delivering 331kW of power and 430Nm of torque in combination with a 7-speed double clutch style transmission and Quattro all-wheel drive. Unlike its predecessors, which came in manual form only, this one's an auto or at least a robotised manual.A good thing too because the DSG box takes all the hard work out of the equation, allowing the driver to get on with the job of well, driving. The result is a car that is happy to handle the shopping or if required launch from 0-100km/h in a rapid fire 4.7 seconds, not as quick as the original  but still plenty of fun.It's always intimidating to get behind the wheel of one of these cars, especially in the context of a race track. Here there are no limits on how fast you can go, apart from your own ability and of course the physical limitations of the car. The car's limits are very high (not sure about our ability though).We were among the first group of drivers to take on the challenging circuit at Sydney Motorsport Park, known to most as Eastern Creek. Tentative at first, by the fourth lap we were starting to feel right at home, discovering that the RS4 is as awesome as it is forgiving.In fact, it's so well balanced that we were able to guide the car around the second left hander, a double apex corner, with the car in full slide and only one hand on the wheel. How good's that?Amazingly, the new RS4 Avant is cheaper than the old one at $149,400. The previous one which disappeared in 2008 cost $168,100, but is still sought after, changing hands for more than $100,000.Even at this price there are still plenty of options including adjustable suspension. It can be bundled with 20 inch wheels and a sports exhaust for $7200 and there are not many buyers who won't tick that box. RS4's main competitor is the Benz C63 AMG wagon which will set you back $155,900, before options.If they weren't so damn expensive. $150K is a lot of dough in anyone's language, but if you've got it  you certainly won't be disappointed. The RS4 Avant combines the practicality of a wagon, with the performance of a sports car and a reputation that will be the envy of all your mates.

It used to be that when you wanted a taste of outdoors you went camping. You carried your own canvas, erected it somewhere you hoped was not snake-infested, then incinerated food on that most fickle of stoves, the campfire.So along came the campsite, which introduced the toilet block. It should have been a good idea but wasn't due to the incessant sound of generators. A similar catch-22 confronts convertible makers. Remove the roof, and the rigid metal canister that was a car becomes a soggy mass of uncertainty.These are the motoring equivalents of the campsite: they appear convenient -- four seats, say, and a secure folding metal roof -- but actually ruin the very thing they set out to make acceptable. You've got wind in your hair but can't enjoy it because the ride quality is intolerable and your knees are pressed to your chin.I'd rather go behind a tree and happily some convertibles are still like this. The Lotus Elise, for example, is a loud and uncompromising sportscar with a roof from a 1950s scout manual. It's as raw as the environment you're in, a two-person bivouac on wheels.Or, if you're going to make the experience luxurious, at least do it with conviction. When we're talking tents this is called “glamping” -- glamorous camping. You're in pristine natural wilderness, of course, but never far from a comfy bed and a coffee machine. When we're talking large convertibles, this is called the Bentley GTC.If the Rolls-Royce Phantom Drophead at $1,075,000 is the Everest of convertibles, the GTC is K2. Not the tallest, but head and shoulders above everything bar one. The version I drove, with a new V8 engine, starts at $407,000.After a few essentials were added, such as deep-pile floor mats, a knurled gear lever and diamond-quilted upholstery, it came in at $497,288. The next most expensive, Maserati's Grancabrio, starts way below at $338,000.A BMW M6 Convertible is $308,500 while the most luxurious Mercedes four-seat convertible is the E500, at $188,635, which wouldn't give any self-respecting glamper altitude sickness. You could buy a convertible Aston DB9, Jaguar XK or Porsche 911, but only if you're clear about your seating needs. The rears are splendidly upholstered parcel shelves.In the Bentley, rear seating is tight for adults but at least usable by humans of some dimensions. And if its rivals' cabins are splendid, it ups the ante with sumptuous. Bentley is fond of saying that if a piece of trim looks like wood, it is wood, and if it looks like metal it is metal.That's rare these days but it's more than that. A paperclip looks like metal. In the GTC, each piece could come from an expensive watchstrap. As if to prove it, there's a little Breitling set in the dash. A nice touch, as is the silent silver arm that moves the seatbelt within reach. Did I mention the knurled gear knob? Few cabins are this lovely.The roof is large and leisurely in operation, at around 25 seconds. It doesn't open on the move and a wind deflector must be manually fitted. A bit old-school, but without it the cabin stays fairly calm and it delivers on other counts. Closed, the tight roofline gives the car great hunkered-down proportions and tightly insulates the interior.There are fold-out beds less generously padded. This is the second generation of the GTC and it follows the coupe, driven almost two years ago, in making modest changes. So modest, at the time it felt a little underdone. This is especially true of the exterior, where the crisper lines need an acute visual memory to discern from the original.But it's even more true of one crucial area: the control screen. It shares this with other brands in the Volkswagen group and even two years ago the upgrade was off the pace. Perhaps that won't matter because other impressions are more potent. Few cars take pride in their weight these days because they're shedding every conceivable gram to lower fuel consumption.Certainly, it feels better balanced than its nose-heavy predecessor, which was offered only with a huge turbocharged 6.0-litre 12-cylinder. That engine, upgraded, remains available for another $42,500. But even for a badge that relishes extremes it now looks like overkill.The 4.0-litre turbocharged V8 is shared with Audi and I was expecting it to be a bit more vocal, especially roof-down. But it has enough power for the car, with easy driveability thanks to loads of low-rev torque. The GTC gathers pace with inevitability, like a steam train.Then it's easy to exceed the speed limit. It will reach 100km/h in five seconds, amazingly quick for something this heavy. In a nod to efficiency, there are fuel-saving features such as direct injection and the ability to shut down half its cylinders when cruising.A new eight-speed automatic also helps, even if it's not the quickest changing transmission. Eight -- a lucky number for Bentley -- is also the piston count on the huge brakes. They work, thankfully.So even more than usual, a Bentley can make other cars feel like toys. It has substance. After just a few hundred metres behind the wheel this solidity betrays the badge. Blindfolded (a thought experiment!) I reckon I could tell what it was just from its road feel. Few, if any, convertibles ride this well, with just the occasional minor shudder reminding you that it's an imperfect world. One you can blithely ignore.Because at heart it's tarmac imperialism, this 2.4-tonne British expeditionary force, and it imparts a certain road swagger to the driver. You become a hoon in a pith helmet. That's because it's good to drive. Bentley claims it's the stiffest convertible in the world and the suspension engineers must have been delighted. You feel the weight in corners but it settles into the task and the chassis is surprisingly nuanced and subtle in the signals it sends the driver. Huge rubber and all-wheel drive, split 40:60 front-rear, add to its fundamental ability. Driving it fast feels like you've mastered juggling medicine balls.I've confessed before in these pages to being no lover of convertibles. But I've realised now it has to be one extreme or the other. If I'm going to commune with nature, it's got to be hardcore. Or hedonistic. And few do it as well as this Bentley GTC.

Canberra is no Le Mans and the road leading to Parliament House is certainly no Mulsanne Straight. No matter, Audi used the national capital to launch its race-bred turbocharged diesel engine in Australia.Audi now features diesel power in all segments but the R8, with diesel sales last year taking up 43 per cent of the Australian market. The A6 already has a strong TDI presence in the market, with 53 per cent of buyers favouring an oil burner. The biturbo pair will be joined later this year by the SQ5 high-performance SUV.VALUEThe fuel efficiency places both models under the luxury car tax threshold of 7.0 litres per 100 kilometres, allowing Audi to gain a distinct price advantage over rivals. The A6 sedan has a manufacturer’s list price of $118,800, while the A7 Sportback carries an MLP of $148,600.Both vehicles share many features with other high-end Audis. For example, the A6 sedan includes18-inch alloy wheels in 10-spoke V design, Audi drive select with efficiency mode, Audi music interface and Audi parking system with rear-view camera.Bose surround sound leads the way for a Bluetooth interface with music streaming, electric front seats are clothed in Milano leather and have driver memory function, MMI Navigation plus features retractable screen and touch pad and Xenon plus headlights show the way at night, while an electric sunroof brings enjoyable weather outside inside.The A7 Sportback adds 19-inch alloy wheels in 10-spoke design, while four-zone deluxe air-conditioning puts occupants seated on premium quality Valcona leather upholstery at ease.TECHNOLOGYThe new 230 kW 3.0-litre TDI biturbo V6, which owes much of its high performance technology to the Le Mans 24 Hour-winning Audi engine, can now be found in the A6 sedan and A7 Sportback.‘Fast and frugal’ is the biturbo byword with both vehicles sprinting to 100 km/h from rest in a tick over five seconds – making the A6 sedan, at 5.1 seconds, the quickest diesel-powered vehicle in Australia – and fuel consumption down at 6.4 litres per 100 kilometres with carbon dioxide emissions of 169 g/km.In the process, a sound actuator in a side channel of the exhaust orchestrates a glorious symphonic note in tune with the robust performance of the cars. Essentially a loudspeaker, the instrument produces a sonorous accompaniment to engine revs rising all the way to 5200 rpm. Further ‘philharmonic’ is carried into the passenger cabin via the vibrating windscreen which dances to the deep-throated note of the motor when hurried along. Nothing ‘largo’ here.The heart and soul of the pair is the biturbo engine, which features, as its title suggests, two water cooled turbochargers connected in series. A switchover valve directs intercooled air to a small turbo at low revs, with a large charger performing pre-compression. From 2500 rpm, or thereabouts, the valve begins to open and the small charger shifts most of its workload to its big brother. Between 3500 and 4000 rpm the valve opens fully, the large charger taking on all the work.The engine itself has come in for modifications, with the cylinder head cooling, the timing and lift of the intake cam shafts, the pistons and their oil jet cooling all being improved. A special coating reduces the friction of the piston pins, while plate honing and laser exposure, are used during the fabrication of the engine block at the plant in Gyor, Hungary.The common-rail fuel system develops up to 2000 bar of pressure and injects as many as eight partial amounts of fuel into the cylinder. The regulated oil pump and the water pump have been optimised for maximum efficiency. The top-of-the-line TDI provides peak torque of 650 Nm from 1450 to 2800 rpm.DRIVINGAt idle, the ‘dieselness’ (i.e. the distinctive rattle) of the engine is indiscernible, but tramp on the pedal and the ‘orchestra’ fires up through the aforementioned exhaust sound system. Wagner would have approved. A heavy foot once or twice had the engine hesitant to respond, which we put down to the electronics of engine management rather than turbo lag.An eight-speed Tiptronic transmission and quattro all-wheel drive make sure both biturbos are model performers in either bustling city driving or on the open road, a fact that was borne out by a launch test drive between Canberra and Sydney. Parking is a breeze thanks to front and rear cameras, and electric tailgate operation makes for easy access to a generous cargo area, the latter being a welcome feature of both vehicles.VERDICTThe state-of-the-art technology results in immensely powerful performance.MODEL LINE-UPA6 3.0 TDI quattro 230 kW sedan: $118, 800A7 3.0 TDI quattro 230 kW Sportback: $148,600Audi A6 TDI QuattroPrice: from $118,800 driveawayWarranty: 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 CO2Audi A7 TDI QuattroPrice: from $148,600Warranty: 3 years/unlimited kmEngine: 3.0-litre 6-cyl, 230kW/650NmTransmission: 8-speed auto, AWDBody: 4969mm (L); 191mm (w); 1420mm (h)Weight: 1850kgThirst: 6.4L/100km 169g/km CO2

So why does Porsche charge more for the Cayman coupe than its roadster sibling the Boxster?Drop tops cost more to make, what with all the stabilising reinforcement needed to compensate for the lack of a rigid roof. So it must be a calculated marketing driven thing, right? Can't have the junior coupe priced too far under the perennial 911.But while there's no such thing as a willingly downsizing 911 owner, the most affordable new Cayman is $115,500. The most affordable 911 is almost exactly double. Sorry, but the 911 isn't anywhere near twice as good as the Cayman Carsguide has driven in Portugal ahead of its April 27 release here.Against that, the impost over the  Boxster is now some $8K in base form and some $17k for the ripping S. So why does Porsche charge more for the Cayman? Well, mainly because they're Porsche and they can. Also because if the Cayman is not the best  Porsche in outright terms, it is the best pound for pound.VALUENow that the Cayman, like the Boxster, has something like 50 per cent commonality with the fabled 911 and is, as we say, rather more than half the car, you'd have to say the value is fairly sensational.That's even if you - like more than 90 per cent of buyers - accept the premium for the exceptional PDK twin clutch auto transmission. So realistically the range kicks off at $120,800 for the Cayman PDK with the 2.7 six cylinder engine - a $400 increase on the previous model. But then the S slithers into the equation, at $2900 over the previous model.A six speed manual - not a seven like the 911 - is $150,400 with $155,700 for the range topping auto. That's some $17,000 above the equivalent Boxsters, in which you can convert from topless to soft top up in a matter of seconds at the push of a button. To justify (sort of) that impost, the Cayman gets more power and bi xenon headlights as standard. Also non optional are 17-inch alloys on the base car and 20s on the S.Although packages are being finalised, including Sports Chrono, it will be possible to option the S up to $200,000, at which point you're within tens of dollars of a base 911's lease repayments. Which is Porsche's point in this positioning.Among the excellent, diverse but not really comparable cars in the Cayman's price  range are BMW's M3, Audi's top TT and Benz's SLK.TECHNOLOGYElectrical  steering is the most obvious and important piece of tech devolved from the 911. Some can bore for their countries on the verities of the classic hydraulic steering, but as Porsche kindly explain, such people are wrong. Porsche's own test driver, the great rally pilot Walter Rohrl, might be paid to spruik these cars but there's little doubting his belief in its "positive feel".Much is made of the Cayman's superiority to the Boxster -it is much stiffer, has all of 10 horsepower and 10 Newton metres more, it's light so quicker and less thirsty. But it's the commonality that's most telling. With the engine mid-mounted behind the seats, the Cayman enjoys inherent balance - 40/60 front to rear - with all the poise and confidence that conveys.The first Cayman to achieve the magical 100hp per litre figure, the lesser car's 2.7 six is good for 202kW/290Nm and a 5.6 0-100kmh sprint. The S gets there a good 1.3 seconds faster, putting out a comparatively blistering 239kW/370Nm. It has done the ultimate test of the Nordschleife in 7:55.The bantam weight 1310kg makes rivals look porky. The die hard manual people will revel in throttle blipping that comes in during Sports Plus mode, maintaining engine speed during changes. Or maybe they won't. Burmester sound with all of 12 speakers permeates the cockpit, but what need have you of any soundtrack other than that from behind your seat?DESIGNA feeble but unfortunately persistent  quip is to ask Porsche people when they'll do up a hardtop Boxster. Well, here's another one, though no folding metal roof yet devised looks quite so shapely as the Cayman's rigid hard hat. You can train spot the 911 and the 918 visual cues. The air intakes are literally cool, the low slung roof stretches the profile, accents like the enveloping rear lights emphasise the width of the rear track into which the pop-up spoiler fits seamlessly.Cockpit quality had lifted to reflect the quantum leap of the latest 911. There are proper shifting paddles, rather than buttons, but there are idiosyncrasies. The back of the optional sports seats cannot be adjusted. Again though, it's not the seats that are wrong. It's you. A car intended for daily driving, there's decent storage too, with a small hatch like 275 litres under the back lid and another 150 up front. You'll get the shopping done or be able to take a holiday's worth of luggage for two.SAFETYThere's no nonsense about pranging one of these into a safety agency wall. Stars are left to brands that need selling points. This is a Porsche and therefore as bulletproof as it is alluring. Active safety is its chief asset. The wider diameter of the rear tyres increase grip to a limit you won't reach on public roads. Options include mighty ceramic brakes and adaptive cruise control. You'd want to be trying awfully hard to get out of shape.DRIVINGIt says everything for Porsche's notion of the Cayman's intended buyer that they could strap into the cockpit and go without the least feeling of unfamiliarity or awe. It's that intuitive to drive, a device that forms around and feels part of you. The more familiar it becomes, the more gratifying the experience. Congratulations on your purchase, you're on a delightful journey of discovery.Even without a back to back comparison, the entry engine feels lacking. There's not a lot of twist - only 10Nm more than a Golf GTI - and it comes in late. PDK can't mask that, but if you like  shifting gears for yourself this deficit could be a plus.In either guise, the Cayman reflects the dynamics of the Boxster and raises them slightly. There's seemly endless grip and a willingness to hold speed through corners. It's when leaving them that the S model with PDK comes into it's own, grabbing just the right gear at the just the right moment and letting you punch out hard accompanied by a glorious rising whine note.You needn't be Rorhl to get indecent levels of gratification from the Cayman. If not exactly attainable in terms of price, it rewards and cossets the average.VERDICTThe 911 - especially the imminent 4S - has become by Porsche's admission quite sensible, growing up and out. Still, there's nothing Carsguide would rather own - except this.

Screaming wagons have been star turns at the four-ring zircus since 1994, based always on an existing model (in this case the amiable A4 Avant of 2008 vintage) though one that's spent a year training with Daniel Geale.VALUEStandard kit includes multimedia system, xenon lights, 19-inch alloys, electronic tailgate, parking system with rear camera and nice paint. A $7200 package adds alloy 20s, sports exhaust and suspension with dynamic ride control.TECHNOLOGYWhat's wonderful is that 4.2-litre 331kW V8 with better than 100Nm per litre, spinning a fluent dual-clutch seven-speed auto. The urge gets to the ground via the torque-sensing quattro AWD that shovels almost all the torque rearwards (or up to 70 per cent forward as needed).You can complain — and some surely will — that this performance shopping trolley has become too clinically efficient for fun's sake, as maturely staid as its station wagon shape has always misleadingly suggested. And it's true that if compared to the last and fabulous 2006 model, the new Audi RS4 Avant is almost top-heavy with tech, suffused with switches.We'd argue that away from the track (where limits can be relatively safely gauged) and on the public roads (which are way scarier in their random way), this RS4 is almost precisely what a performance-cum-family car should be. Especially one that reaches 100km/h from standing in 4.7 seconds.DESIGNIt has a weapons grade physique — flared arches to accommodate at least 19-inch but often 20-inch wheels, side skirt, vast aluminium mesh masked air intakes, matt silver accents and gaping tail-pipes.DRIVINGAs I make my usual hash of the hairpin turn two at Sydney Motorsport Park, the twin-clutch transmission automatically drops back and lowers to almost a croon the roar of the high-revving, naturally breathing V8. The RS4 Avant could be saying: "There, there, you silly middle-aged boy, let me sort this out."With minimal input from me, the super smart all-wheel-drive system abetted by rear axle differential hauls the uber wagon back into line and allows the next apex to be made with some sort of aplomb.It makes for an extraordinarily tolerant and  forgiving construct. If not idiot-proof per se, when pushed its behaviour pretty much defines progressive.Although this generation RS4 has been bought in for an unexpectedly low $149,400 — some $25K under the one previous — anyone who was lucky enough to know and thus to love its predecessor might wish for a less sophisticated version, one with a single button labelled "Sport" to turn all the juice on or off rather than the multi-mode frippery.VERDICTThis engaging yet cosseting car remains the coolest shopping trolley in town.Audi RS4 AvantPrice: from $149,400Engine: 4.2-litre V8 petrol; 331W/430NmTransmision: 7-speed twin clutch auto; 4WDThirst: 10.7L/100km

I believe this is the Japanese marque's best-kept secret, a delight to drive, both hard and easy, to own and to keep. Alas, I had to return the test car, but the 350 proved to me how enticing and liveable the mid-range IS model is.It certainly is a step above the base 250 version and provides more than adequate performance without a costly move further up the ladder to the wild V8-powered IS-F. It's a convincing luxury model that is not only fast and fun on twisty roads but sharply priced too.The 350 is well worth the jump of about $5000 for the Prestige and F Sport and $8500 for the flagship Luxury Sports from the IS 250. The key is the brilliant 3.5-litre V6 engine, far stronger than the 2.5 and better suiting the car. I reckon the IS is the best looking of the Lexus range, with a very clean and sleek design.The Sports Luxury is $87,700 drive away and stacked with gear.Standard equipment on the Sports Luxury are satellite navigation, electronic stability control, eight airbags, HID head lamps with cleaners, LED daytime running lamps (DRL), multi-spoke 18-inch alloy wheels, reversing camera with sensors, Bluetooth, multi-information display, leather trim and ventilated and heated front seats. Also standard are body kit, power-adjustable IS F-style sport seats with drivers' memory function, power tilt and telescopic steering column adjustment, auto-retract and self-dimming exterior mirrors, rain-sensing windscreen wipers, Mark Levinson 14-speaker premium audio system, active cruise control, Lexus pre-collision safety system (PCS), smart start-stop and woodgrain-look trim.Many of these standard items are costly optional extras in rivals from Audi, BMW and Mercedes-Benz.The $5000 or $8500 extra (depending on the model) for the bigger engine is well worth the extra dosh. It's a superb powerplant with 233kW of power and 378Nm of toque. It zips to 100km/h in just 5.6 seconds.It is remarkably fast and smooth. The engine note has a quiet growl that grows on you and adds to the refinement. Indeed, on smooth roads there is virtually no noise at all from the road, the engine or the wind, although coarse bitumen does transmit into the cabin.The linear power delivery helps hide the car's speed and a close eye needs to be kept on the speedo. This lovely powerplant spins smoothly all the way through to 6600rpm. There is no low-down surge of a forced induction engine and no kick at the top end of other naturally aspirated engines.This will be a big plus for some drivers who enjoy winding the engine out. The six-speed automatic is not the world's fastest shifter, but it is more than adequate. Lexus has fitted the IS 350 with steering wheel-mounted paddles that are fun to play with.Even better, the transmission has been designed to not change up until you want it too, which is not the case with rivals. On tight, incredibly twisty sections, the IS revelled in the corners, but they also emphasised that the 350 rides over bumps pretty well. The suspension was firm and yet it was quite comfortable over lumpy bits.It allows for more body movement that you might expect from a dedicated sports model. It also means the IS350 leans a little more in turns. It doesn't wallow around, but doesn't sit as flat as a comparable German, although rides a lot better.The steering is not the sharpest in the class, but it is not too bad either. The interior is similar to the previous model and is probably just what you would expect from a car in this price range, although there is more standard gear in here than is offered by competitors.Delightful touches, such as the orange rings on the inside ring of speedo and tacho that glow when you go past a certain speed or rev point are pleasing to see. The seats are great and support the upper body well, but your bottom can start to slide off the flatter seat squab that has less pronounced bolsters.The steering wheel is sporty without being overly chunky with just the right number of buttons for functions such as the phone and stereo. The cruise control system is an additional lever below the indicator stalk - a bit old-fashioned these days.One glaring anomaly is the foot-operated parking brake. Definitely a no-no when others offer simple electronic push button systems. A large and centrally located standard satellite navigation is welcome as is the rich sound of the Mark Levinson sound system.The IS 350 is a five-seater with the two outer rear seats shaped to support those occupants. There is a reasonable amount of head and legroom in the back and the IS has quite a spacious boot.The IS 350 is the pick of the Lexus range and offers good value compared to newer rivals from BMW (3 Series), Audi (A4) and Mercedes-Benz (C-Class). It's now the oldest in the class, which shows in areas such as the foot-operated parking brake and the tighter rear seat room.But the styling hasn't aged and it's a commonsense car with a lot of good value when rivals cost more, particularly when you have to pay more for the extras that are standard in the Lexus. It looks nice as well as aggressive with the mild body kit, without getting too carried away. However, the LED daytime running lights look like an afterthought and don't flow with the design.The addition of the IS 350 adds some muscle to the IS range and provides the perfect model for customers who find the IS 250 a bit underdone but cannot stump up the considerable additional cash required for the V8 IS-F.It's fast but not so furious, is still fun on the twisty bits and is quite comfortable. Given the strength of the engine and the value of all the standard features, this is a convincing version of the IS. The more I drove it, the more I liked the IS 350. 

It seems that the iconic German brand Mercedes-Benz can do no wrong when it comes to maintaining its excellent public image.Once seen only as a maker of large, expensive, very upmarket saloons, Mercedes first of all moved to midsize sedans with a vehicle now called the C-Class. Despite dire predictions the brand image remained as high as ever. The move into the 4WD and SUV field with the M-Class (made in the USA of all places) was less controversial, again the public was willing to accept the change in Mercedes’ thinking without blinking.Then came the biggest movement of all, Mercedes-Benz introduced a small city car called the A-Class. Not only did it have front-wheel drive, but also a price tag that wasn’t much higher than that of topline models from marques like VW, Mazda and Honda. Was this a scandal? Did traditional buyers of large, expensive, very upmarket Mercedes saloons desert the company? Nope, the brand continued on its profit-making, buyer-gathering course.As it moved its centre of gravity down into the relatively affordable field, Mercedes-Benz also moved from pure upmarket luxury to sporting performance, with the AMG division scoring big marks in sales. Indeed, Australia is number one in AMG global sales on a per capita basis.So when Mercedes-Benz Australia discovered that close to 50 per cent of pre-orders for its all-new A-Class were for the A250 Sport, which had design involvement from AMG, it decided to put on a special media event for A250 Sport a couple of weeks ahead of the launch of the rest of the A-Class models.DRIVINGWith a smile on our faces a small group of motoring journos has just stepped out of the little Merc hotshots. With up to 165kW of power and 350Nm of torque from the four-cylinder turbo-petrol engine and the ability to accelerate from zero to 100 km/h in 6.6 seconds was it any wonder?Throttle response is better than average for a turbo engine and once it is on song the engine not only sounds great but also provides virtually instant acceleration. Handling is superb for a front drive car and it’s possible to get a fair bit of throttle control in the A250 when you push it hard. There’s some torque steer and even axle tramp if you’re brutal in your driving, but that’s all part of the fun in a car like this.VALUEWith a recommended price of $49,990 the Mercedes A250 Sport doesn’t cost a lot more than the high-performance variants of cars from Ford, Renault, Subaru and Volkswagen. Mercedes-Benz A250 Sport is due to go on sale in early March at the same time as the rest of the all-new A-Class range.DESIGNObviously if you’re driving a performance car with Sport on its badges you will want to tell the world about it. So the A250 has a grille with a fascinating design that has an almost surreal look in the way it circles the Mercedes three-pointed star. There’s a body kit to set off the 18-inch AMG alloy wheels and lowered suspension.There are numerous touches of racing red, with details in the front splitter, rear diffuser and brake callipers, as well as inside the car in areas such as the surrounds of the ventilation outlets. The latter sit in a dash made sportier by pseudo carbon fibre. Dark privacy glass in the rear area give a luxury touch, the design of the sports seats and the leather trimmed steering wheel works nicely.Frankly, though we could do without the giant panoramic sunroof; not only does it add weight high up in the body, it also reduces rear seat headroom to the extent that some adults may not be comfortable back there. Which is a pity because the rear legroom is quite generous for a car of this size. Conversely, the high waistline makes it difficult for young kids to see out of the back seats.VERDICTIf the Mercedes A250 Sport sounds great, just wait till the A45 AMG arrives later in the year. With all-wheel drive and a predicted power output on the high side of 200 kW it should be really special. Expect a price tag of around $80,000.Mercedes-Benz A-Class A250Price: from $49,990Warranty: 3 years/unlimited kmResale: N/AService interval: 12 months/25,000kmCrash rating: 5-star (EuroNCAP)Safety: 9 airbags, ABS with hill hold, TC, ESP, Pre-Safe, Attention Assist, Collision Prevention AssistEngine: 2.0-litre turbo 4-cyl, 155kW/350NmTransmission: 7-speed dual-clutch auto, FWDDimensions: 4.29m (L), 1.78m (W), 1.43m (H)Weight: 1445kgSpare: Inflation kitThirst: 6.6L/100km, 152g/km CO2