Luxury Reviews

I love the new Range Rover. And I hate most SUVs. I'm not in love with the price, or the thirst of the supercharged V8 engine, or the long history of Rangie horror stories, but I love the idea of a full-sized luxury limousine that can turn left at any time and head out for Kakadu.And, make no mistake, the all-new Range Rover is really a luxury car that's only dressed up like an SUV. It can easily tackle the worst off-road conditions in the world, but would you honestly go bush in a car that costs more than $200,000 and has a cabin as plush as a five-star hotel?These days, the cabin of the Range Rover is as comfortable and cosseting as any Benz S-Class or BMW 7-Series, although you might need a step ladder to climb aboard if you forget to lower the air suspension to the loading level."It's the halo. The flagship. It's what people look at when they think of Land Rover," says the brand's boss in Australia, David Blackhall. "The money we put into this car, which is about $1.5 billion, tells you how important the car is. It's the one people look for, and our owners come back time and again."A couple of hundred wealthy Australians will take delivery of a Range Rover this year, with around a four-month wait from placing an order. The Vogue with a 4.4-litre diesel engine is expected to be the most popular choice.A new Range Rover has never been cheap, but you can get at least get one now - an HSE with 3.0-litre diesel V6 engine - from `only' $168,900.Blackhall describes the starting point as "pretty much unassailable", but there are cheaper quality choices including a fully-loaded and lovely Porsche Cayenne GTS from $164,400.For perspective, a Benz ML now starts below $100,000 but go for the GL that really runs against the Range Rover - arriving in April with claimed quietness to beat an S-Class - and you'll be spending at least $130,000. A BMW 7 Series also stickers from $204,700.The Carsguide test car is towards the top of the Range Rover line, priced at $234,960 thanks to a bunch of extra equipment added to the $224,200 base of the supercharged V8 Vogue SE. But there is incredible value in everything from the sumptuous leather to the safety systems, cracking infotainment package and a suspension and driveline system that sets the benchmark.Ultimately, though, the price and thirst are the worst things about the Range Rover. And the things that cost it a five-star Carsguide rating.A full aluminium body, eight-speed automatic gearbox, an updated and automatic terrain response system for four-wheel drive work, radar cruise control, air suspension, a classy touch-screen infotainment package with rear displays, remotely-adjustable electric rear seats, and even a night light that projects a Range Rover logo onto the ground beisde the doors. The Range Rover has it all.There is more and more and more, but the key things are the alloy construction that slashes more than 400 kilograms from the Rangie's heft, a modern and techno-loaded cabin, adaptive dynamics to match the drive feel to the conditions, and the safety and driver-assist systems.For perspective, the new Range Rover still runs to five metres in length, but its drag is down with a roofline that is 20 millimetres lower, fuel economy is better by as much as 22 per cent on the diesel V6.The chassis package means the car can still handle the toughest off-road conditions - perhaps not with the optional 22-inch alloys - that means it is still a paid-up member of the Land Rover crew. Horse people will be happy to know it has a 3.5 tonne towing capacity.There is no disguising the sheer mass of the new Range Rover but, for an SUV, it's not bad looking. It's not as svelte as the Cayenne GTS, but definitely nicer than a Lexus LX. Design chief Gerry McGovern says he needed to maintain a historical link to the three earlier generations of Range Rover, but developed a package with considerably more interior legroom.It's the cabin that shines, with lovely seats, lots of technology and a logical layout. It takes time to learn your way around the controls - even with voice activation for the infotainment - but even back-seat passengers are pampered and the signature clamshell tailgate is fully electric.ANCAP is not going to be slapping a Range Rover into a wall, but it's sure to be a five-star car thanks to everything from the rigid body structure to emergency braking as part of the radar cruis control system.Apart from the regulation ABS braking and ESP stability control, it comes with eveything from a roll stability control and trailer stability assist to blind-spot monitoring and hill-descent control for off-road work. There are also a variety of operating heights to match the terrain, together with the latest Terrain Response system to make any dummy into an off-road winner.The Range Rover won me in less than a kilometre. I was captivated by the cabin and the sumptuous ride, which is such a contrast to the thumping and wallowing of lesser SUVs. And then I began to pick up the sound system, and the steering feel, and the impressive brakes, and all the rest.I confess that I did not go seriously off-road, barely away from the bitumen at all, but I just know what a Range Rover can do from plenty of previous experiences with Land Rovers of all sizes and prices. And Craig Duff, who drove for Carsguide in Morocco, reports that the new Rangie is just about unstoppable and superb at speeds well beyond Australia's 110 limit.The supercharged V8 in the test car is thumping and impressive, with massie torque for towing, but not so good with economy running at 17.4 litres/100km in a mix of conditions. I'd definitely take the 4.4 diesel V8.Even passenger who rides in the Rangie is impressed by the equipment and the comfort and quietness, although they are often shocked by the price. And every day I spend with the car I find something new to enjoy, like the Range Rover logo that's projected onto the ground at night like some sort of corporate Batman callout.As I said at the beginning, I'm not a fan of SUVs. I like the new Cayenne GTS a lot, the Benz GL is plush and enjoyable, but even X5s and MLs feel bulky and I'd much prefer a station wagon to the vast majority of affordable SUVs. But I don't think of the Range Rover as an SUV. For me, it's a luxury car with the works.When the end of the world is coming, I want to be driving the new Range Rover.

Opel’s push for a foothold in Australia just took a turn for the better with the imminent arrival of a trio of performance models from OPC, Opel’s version of AMG. All were refined at the legendary German Nurburgring track where OPC has a test facility.Opel has been tweaking production cars for racing since the late ‘90s and has plenty of motorsport success including the silverware from a DTM, (German Touring Car) championship. But the brand has only been in Australia for about six months and is competing in some of the most competitive segments.OPC gives Opel instant cred’ with motorsport enthusiasts and this will undoubtedly flow on to the general community once the Corsa, Astra and Insignia OPC models hit the road. The Corsa OPC is up against the likes of VW Polo GTi, Skoda Fabia RS and soon, the Peugeot 208GTi and Ford Fiesta ST. Hot competition indeed.Astra OPC runs up against some real heavy hitters in VW Golf GTi (soon to go to a new generation Golf VII series), Renault Megane RS265, VW Scirocco, Ford Focus ST and even Mazda’s wild 3MPS. But the elephant in the room is Mercedes Benz’s new A250 Sport, possibly the best resolved front drive hatch available as of now.Insignia OPC sedan is more of a GT car for relaxed high speed cruising rather than for track days or corner carving. It has no direct competition being right on the luxury tax trigger and offering turbo 2.8-litre V6 power through an auto six speed transmission and all-wheel drive. The engine is courtesy of Holden.All three models hit the value button with generous levels of equipment and some high quality components from the likes of Brembo, Dresder Haldex and Recaro. Corsa OPC goes for  $28,990, Astra OPC is $42,990 and Insignia OPC is $59,990. While the latter occupies its own niche, the other two are right on the money with competitors possibly better when spec’ adjusted.Fixed price servicing is part of the deal as is roadside assist for three years. A clever OPC Power app for your phone adds a whole new element to "bench racing" sessions at the pub, dinner party or barbecue where OPC owners can spruik the talents of their car and, of course, the driver.The app records numerous technical details on cornering, braking, engine power and other info - into your phone. All three rate five star safety under Euro NCAP testing.This is possibly the best fettled of the trio from OPC’s garage and will undoubtedly be the most popular - on looks if nothing else. It’s a hottie - crouched ready to pounce with a powerful broad faced front and pumped out rear end.Astra OPC is a front driver with a healthy 206kW/400Nm output from its 2.0-litre petrol direct injection and turbocharged four banger. The turbo is a twin scroll unit designed for instant response six speed manual transmission only is available.That’s all very nice but the really good thing about this car is the way it steers and handles thanks in part to a front steering system called HiPer strut that places the steering axis away from the drive axis. No torque steer under full acceleration.Coupled with this is aggressive steering geometry that fires the Astra around corners like a race car. Impressive braking is then delivered by large diameter cross drilled discs with dual piston Brembo calipers.Three mode Flex ride offering Normal, Sport and OPC modes is fitted to this and the other two OPC models. It alters calibration for the suspension, brakes, steering and throttle response. A mechanical limited slip diff completes the traction/drive picture.Though a three door, Astra OPC can take five passengers and their luggage at a pinch. Auto stop start eco mode is fitted and the car can get as good as 8.1-litres/100km on premium. Leather, satnav, dual zone climate control auto headlights and wipers, electric parking brake - all included.This cheeky three door baby also heads the power game in its class by a significant margin, rated at 141kW/230Nm (260Nm on overboost) from a 1.6-litre turbo petrol four. Opel knows its market well and offers Corsa OPC with a swag of "branded" components inside and out.It gets Recaros inside, a digital radio, comprehensive instrumentation and subtle body add ons so people know you are driving something "special." It scores climate control, multiple wheel controls, auto lights and wipers, cruise and numerous OPC design touches.The two OPC hatches and the bigger sedan are like chalk and cheese - in every way. This is an auto only model, with all wheel drive and a Holden V6 2.8-litre turbo petrol engine. There’s nothing like it for sale unless you count the VW CC V6 4Motion but it’s more of a luxo-barge than a sporty sedan.Insignia OPC achieves 239kW/435Nm thanks to a range of technologies including direct injection, twin scroll turbo charging, variable cam timing and other trickery. It’s crammed with goodies like the adaptive all wheel drive system, Flexride, rear limited slip diff, 19 or 20-inch forged alloys.Like the other two OPCs, the Insignia has a specifically developed exhaust system to provide both performance gains and better aural quality.Corsa OPC can put away a 0-100kmh sprint in 7.2 seconds and sip premium at a rate of 7.5-litres/100km. Astra OPC nails the 0-100kmh sprint in 6.0-seconds flat, offers prodigious roll on acceleration from all speeds and sips fuel at a best rate of 8.1-litres/100km. Insignia OPC stops the clocks at 6.3 seconds and uses premium at 10.9.We were able to sample the Astra and Insignia OPC cars on the road and on the track and really like the Astra in both environments. The Insignia is pleasant enough but has a big price hurdle to overcome at 60K given Opel has pretty much no profile here at all.That will change over time and with hero cars like the Astra OPC running around. We only did one lap in the Corsa and really can’t comment. It feels pretty quick for a tiddler and looks OK as well as being well spec’d. But the story as far as we are concerned is all about Astra OPC.Is it as good as the Megane and the GTi? Answer, unequivocally yes. It’s a precise instrument spoiled only a tad by the swooshing exhaust that sounds like a vacuum cleaner under maximum throttle. We are sure owners will fix that pronto. It’s a dream to look at and has plenty of kit to keep you comfy and happy.Corsa? Can’t comment sorry. Insignia? Maybe, maybe not. Astra? Yes please.

It's here, charting a rural back route between the nation's capital and its biggest city, that diesel sells itself. We're doing nothing to add to the state's road fine revenue, nor are we sparing the horses.Being the newest recipient of Audi's biturbo diesel V6, this A7 Sportback has stables full of them putting out 312 horsepower or 230kW and a fat 650Nm from its three litres. Barely animate at the legal limit pulling well under 2000rpm this latest beneficiary of Audi's Le Mans dominating diesel program can return 6.4 litres per 100km in ideal usage less than most popular small hatchbacks. Even by the end of this 340km run, we'll have enough juice in the 75 litre tank for more than week's commuting in Australia's worst traffic.As SUVs outsell cars, diesels are becoming more prevalent in driveways, if only by default. The pulling power and possible economy of diesels make them a default choice for soft- and off-roaders and a no-brainer for buyers from the bush.Yet Australian mornings unlike those in, say, Germany have not come to be filled by the sound a million cold diesels rattling into life. In fact, the take up in diesel passenger cars has fallen off since they started to come online in numbers less than a decade back a wave that included the previous generation A6. That was car showed us diesel could dwell in the same sentence as prestige. Part of it's down to the premium usually asked for diesel variants. More recently the new wave of turbo petrol engines has charted new heights of efficiency. Audi remains one of exceptions to the rule and as the A7 remorselessly reduces the distance to Sydney, it occurs that the petrol/diesel comparison is all but irrelevant a variant this accomplished should be considered on its own merits.Being introduced as the range topper of the A7 and A6 sedan ranges, the biturbo V6 is refined to the point of inaudibility at speed. There's little agricultural about it even at start up. Just as you can fiddle with throttle, steering and suspension settings via the multi-media set up, you can modulate the engine note which is fed into the cabin via loudspeaker. It's an almost worthwhile fixture for its gutsy V8 petrol-like tone, the best sounding diesel this side of a Porsche Cayenne (which employs a twin turbo diesel adapted from none other than Audi).Pushing the previous issue 3.0 TDI down the pecking order, the now range-topping A6 and A7 gain the A8's eight-speed automatic transmission, a happier marriage which does not eliminate doughy throttle response off the mark. Still, it feels more pronounced than it is in reality a 5.3 second 0-100km/h sprint time (5.1 in the lighter A6) is serious sports sedan terrain.Where the A7 it gets lost in the translation from German is (as ever with sportier Audi) in the ride. While it would crush the clicks between German cities with the best of them, the Dynamic suspension setting is borderline unbearable on the B-roads of the so-called Premier State. It's better in that respect when turned to Comfort mode, but the edge is blunted on the bends for which you'd want it. Even on the flat freeway the A7 is too apt to transmit coarse chip irregularities to the cabin.Barmy taxation means both cars, but especially this uber cool liftback, are wildly overpriced next to Audi's own SUV. The top notch Q5 is $75,800 against the $166,795 asked for this optioned up A7. Even its $148,600 starting price looks none too clever. The A6 sedan is $118,800 before you touch the options list.We bet heavily on the same engined SQ5 SUV well beneath this point.Audi A7 3.0 TDI BiturboPrice: $148,600Warranty: 3 years/unlimited kmResale: 66 per centService interval: 12 months/15,000kmSafety rating: 5 starsEngine: 3.0-litre Biturbo V6 diesel, 230kW/650NmTransmission: 8-speed auto; 4WDThirst: 6.4L/100kmDimensions: 4.9m (L), 1.9m (W), 1.4m (H)Weight: from 1750kgSpare: space-saver

The A-Class isn’t as much a case of game on as it is game over. Mercedes is touting fashion-conscious new customers to the brand with all the guile and aggression of a carnie spruiker.The latest tech, the lithest looks and low pricing put rivals such as the Audi A3 and BMW 1 Series on the back foot. The first local launch is for the A250 Sport; a hot hatch that has been fettled by the AMG performance crew for handling but doesn’t have the manic performance bent of the full-house A45 AMG A-Class.VALUEThis is where the A250 Sport really makes ground. A $49,900 price includes bi-xenon headlamps, a reversing camera, parking assist software and a panoramic sunroof. BMW’s 125i is $49,177 but misses out on all of the above. Optioning them starts to get scary - bi-xenons are $2040, a camera costs $900, park assist is $675 … It’s another $4000 to specify the eight-speed dual-clutch auto to compete with the Merc’s seven-speed self-shifter. The Audi A3 quattro costs $53,400 and comes with a six-speed dual-clutch auto. A sunroof adds $2650, the park assist is $850 and bi-xenons are $1950 for a package that includes satnav. Options for the A250 Sport include a $2990 Comand pack that adds a bigger screen with satnav, voice control and a 12-speaker Harman Kardon sound system; a $2490 Exclusive pack with leather upholstery, electric and heated front seats and a dual-zone airconditioning with vents for the rear passengers..TECHNOLOGYMerc says it is chasing the “young at heart” with the A-Class and the technology reflects that. It earns the full suite of traditional safety software along with the latest iPhone integration to make the car an office on very potent wheels. The A250 Sport will reverse parallel-park and then drive the car out of the bay if driver competence isn’t capable of the task. Clever trick -- but if you need that level of assistance, hand in the licence. The mechanics are a front-driving turbo 2.0-litre engine good for 155kW/350Nm, running through one of the best-calibrated twin-clutch transmissions in the business.DESIGNThe court of public opinion voted in favour of keeping the concept A-Class’s diamond grille and it earns its first appearance on the A250 Sport. The multi-faceted design translates into a stand-out look against its more conservative competition. It’s the same with the interior lighting - open the door and the glowing Mercedes-Benz lettering in the sill is brand reinforcement and feelgood-factor in one.The dash is A3-esque in quality and attention to detail and the faux carbon weave and alloy-trimmed circular vents give it a more youthful feel. Ultimately it isn’t as slick as a top-range C-Class but at this price the car exudes more than a sniff of the premium features buyers covet in an entry-level prestige badge.The front seats are grippy, well-bolstered and easy to get comfy in, even if they’re not power adjustable. Rear space is restricted to two adults but Mercedes Australia deliberately took the higher-cost sports seats with a contoured-back to improved rear legroom and my 170cm frame has a reassuring gap to the roof.SAFETYANCAP hasn’t crash-tested an A-Class but sister outfit EuroNCAP gave it top marks, despite Euro models not having the pre-safe accident preparation software that’s standard here, along with nine airbags, an attention assist warning and Merc’s “Collision Prevention Assist” software that flashes and chimes a warning and primes the brakes according to the speed and distance if the driver is approaching a car ahead too quickly.The car is also built on the B-Class platform, which still holds the record for top marks with the Australian crash-test authority. Top-shelf gear, like adaptive cruise control, blind spot and lane-keeping assist, is a $2490 “Driving Assistance” option across the range.DRIVINGThe A250 Sport looks, feels and smells like a Merc, will monster most hot hatches and is priced to offend its prestige - and many mainstream - rivals. Off-the-line acceleration is brisk - officially 6.6 seconds - but it’s the back roads-reality of tight corners and shorter straights where premium hatch excels. The seven-speed auto that was short-shifting every cog in the default economy mode to help come close to the claimed 6.6-litre fuel economy has an rapid response to accelerator pressure and hangs on to gears up to the redline.The hand of AMG can be felt through all five wheels, with both the suspension and steering tweaked by the go-fast gurus. Some will complain about the resultant jitteriness over small corrugations on the 18-inch low profile (40 series) rubber.  I’ll forgive the comfort against cornering trade-off - that’s why there’s a Sports tag appended to the A250 name - when the urban harshness progresses into an absorbing ride with braille-like handling feel as the pace picks up.Stability control intervention is barely perceptible unless the driver has lost the plot, at which point it will brake a wheel with enough force to be felt. Back seat passengers cop a bit more bounce and tyre noise on coarse surfaces but they’ll survive an interstate run unless they measure up well north of 180cm. If that’s the case, Mercedes has this new B-Class …VERDICTThere is no better premium performance vehicle for $50,000. Carsguide’s Paul Gover says the yet-to-arrive VW Golf VII is also a game-changer but the GTI will need to be wickedly quick, given the Merc’s inherent equipment edge and the indefinable mystique attached owning a three-pointed star. Bring on the AMG A45.Mercedes-Benz A250 SportPrice: from $49,490 Warranty: 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

Who wouldn't love to own an Audi R8 supercar? They look sensational - nearly as good as they perform. But, reality check time, it's really only dreamworthy. Back a few rungs on the ladder to a more accessible level is possibly Audi's best looking mainstream model, the RS5 coupe.VALUEIt has nearly as much road presence as the R8 and isn't far behind in performance or handling and it's a mere $161,500 plus (a lot) extra for various packages you are going to want. Achoo, you say. Yes, I know, also dreamworthy at that sort of dosh but hey, you've gotta have dreams.Mine came true when I wangled a drive in the new RS5, one of my favourite cars at this point in time. There's more high-tech stuff throughout every aspect of the car including the chassis with drive select and torque vectoring to the rear wheels.Spend more and you start accessing two optional dynamic sports packages (one of which was fitted to the drive car) and bigger 20-inch wheels, as well as other cool stuff. All it takes is money. But the net effect is awesome.DESIGNIt's even better than before with revised styling, more chromework on the front end. Inside is typically Audi classy with soft leather, carbon inlays and chic, modern styling along with a killer audio, the latest navigation system and luxury equipment levels. It's got some serious competition out there but the looks carry it for me.TECHNOLOGYIt gets a revised powertrain featuring a brilliant 4.2-litre, direct injection, naturally aspirated V8 that runs with the pack of larger capacity and forced induction V8s. Following Audi's philosophy of downsizing engines to cut emissions and fuel use, the new RS5 still manages to edge closer to the magic 500 horsepower mark (about 375kW).So the 331kW/430Nm output of this "small block" high-tech, alloy V8 is quite amazing. Mind you it revs to 8250rpm to achieve this output but on the way, sings one of the sweetest songs you'll hear from a road registered car.DRIVINGIn full dynamic mode with the ESP of, this car delivers sensational handling aided and abetted by the quattro all wheel drive. It has large powerful brakes clamped at the front by eight piston calipers. The seven speed S-tronic dual clutch transmission fires through gear changes in micro-seconds blipping the throttle on down changes if so instructed through the drive select system.VERDICTAny downside, no, not even fuel consumption which is an achievable 10.5-litres/100km Yep, better tub those kids in preparation for selling.

When the Benz CLS four-door coupe first appeared it attracted plenty of criticism by a bunch or wowsers but went on to spawn a whole new class of vehicle. Benz has just started a new trend using the same CLS formula - in a 'wagon' though they don't like the CLS Shooting Brake referred to as such.ARCING ROOFWhatever, it's a wagon with sexy lines and the characteristic CLS arcing roofline, full stop. Like the "coupe" before, the Shooting Brake boasts a blend of luxury and sportiness this time with a greater measure of practicality.Is it as confronting a design as the coupe? Well, yes, possibly even more so. We have never seen anything like it and the sheer audacity of styling a "carry-all" vehicle like this is to be admired.PREMIUMOne thing's certain, when you see one on the road, you won't forget it in a hurry. The "Shooter" is likely to be compared with a brace of premium, luxury, mid-size European "estates" like the Volvo V70, BMW 5-Series and Audi A6 but that would be missing the point.It's a stylemeister more than a load toter... pure and simple. Built more for conveying you and your passengers to the golf, yacht club, polo, skiing or scuba diving rather than take the tribe to the footy.ATTENTIONA look at me vehicle for someone who enjoys being the centre of attention. And when you actually get behind the wheel and drive one, that attention from other drivers is clearly evident. It's almost like driving art on wheels.LINEUPWe get CLS Shooting Brake in two models with the diesel-engined 250 CDi and petrol-powered 350. A 5.5 litre, twin-turbocharged, V8-engined AMG is possible later on. The diesel is a 2143cc, turbocharged, four-cylinder seen in numerous other Benz models.A cracker of an engine good for a wall of torque, it propels the largish Shooter like a sports sedan while using as little as 5.5-litres/100km. The numbers are actually 150kW/500Nm thanks in part to a twin-turbo installation under the curving bonnet.ON THE ROADDrive goes to the rear wheels through a seven-speed automatic transmission. Automatic stop-start shuts down the engine when the car comes to a stop to save fuel in traffic. The 350 has a naturally-aspirated, direct-injection, 3.5 litre V6 and develops 225kW and 370Nm.It too is used in numerous other Benz models. Like the diesel, it powers the rear wheels through the same 7G-tronic conventional auto. Stop-start helps the 350 achieve 8.2 litres/100km. So, you get head turning looks, generous standard equipment, impressive ride and handling characteristics and something really special though it's an option that should be standard.TIMBERIt's a cherrywood timber load floor done in boat deck style available for $4900. Now that's something no other car currently offers - a real talking point with a wow factor guaranteed to hit the envy button. And after all, isn't that what the Benz Shooting Brake is all about...HOW MUCH?The diesel is $129,000 while the petrol is $173,000.Mercedes-Benz CLS Shooting Brake 250 CDIPrice: from $129,000Resale: N/AService interval: 12 months/25,000kmCrash rating: Not ratedSafety: 6 airbags, ABS, EBD, EBA, TC, ESCEngine: 2.1L twin-turbodiesel, 150kW/500NmTransmission: 7-speed automatic, RWDDimensions: 4.96m (L), 1.89m (W), 1.42m (H)Weight: 1801kgSpare: Space-saverThirst: 5.5L/100km (diesel), 144g/km CO2

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering — would you buy one?This is the kick off point for BMW's new range of M-enhanced cars as opposed to fully blown M cars. They use selected hot bits from the M operation and also performance bits from the general parts bin to produce higher performance versions at more affordable prices.The six speed manual five door hatch is $68,400, four grand more for the eight speed auto. Also available are a three door hatch and a convertible.Not many really. The hot front wheel drive Euro hatches that recently came onto the market - Focus ST and Renault Megane RS 265. Not forgetting the Golf R and even WRX and Evo. M135i is rear wheel drive.Generous performance comes from a twin scroll 3.0-litre turbo straight six with direct fuel injection and fully variable cam timing and cam lift. Power is 235kW with 450Nm from a low 1250rpm.You won't be disappointed. Sub 5.0-seconds for the 0-100kmh sprint, superb roll on mid range response, cracking of the mark zip. Screams right through to redline at about 7000rpm. Rolls on Michelin 18s, has variable gearing steering, huge brakes, adjustable sports dampers.Surprisingly so. We recorded 8.0-litres/100km without trying. BMW says it will do 7.5 on 98 octane.Yes, the engine is super efficient and passes Euro5 emissions regs Car also has auto stop/start to reduce emissions in city driving.Five gongs.In a sporty way. The Comfort mode is still firmer than your average hatch or family slush box but the M135i has plenty of luxury and high quality components inside and out.Sensational. The four mode drive select system really changes how the M135i behaves from relatively benign right through to full race mode.This is the sort of car you would get up early on a Sunday morning for - to take it for a spin on your favourite road almost unencumbered.Extremely so for the level of performance and luxury you get.Standard kit includes premium audio, voice control, multi media connectivity, Bluetooth phone and audio, leather, body aero kit, LED daytime running lights, bi-xenons, auto high beam.Not a shadow of a doubt.BMW 135i five-doorPrice: from $68,400Warranty: 3 years/unlimited kmCrash rating: 5-star ANCAPEngine: 3.0-litre 6-cyl, 235kW/450NmTransmission: 6-speed manual; 8-speed auto, RWDDimensions: 4340mm (L), 1765mm (W), 1411mm (H)Weight: 1430kgThirst: 8.0LL/100km, 188g/km CO2

You can't argue with the figures - Audi's Q5 is one of the German manufacturer's most popular models here. That's due to a number of factors not the least being price, practicality, size and style.

The Infiniti M is a large luxury Japanese sedan with a fair dash of sporting prowess. Though aimed at the American market it’s starting to make waves in the sales races in other countries, including Australia.High-tech features abound in the new Infiniti. Some of these electronic aids are used in other premium European and Japanese cars, but are taken to new levels in the Infiniti. There are a huge number of features within the sub models of the Infiniti M range – GT, GT Premium and S Premium. TECHNOLOGYInfiniti M is offered in three models, the Infiniti M37 is powered by a 3.7-litre 235 kW V6 petrol engine; Infiniti M30d uses a 175 kilowatt 3.0-litre V6 turbo-diesel; and the Infiniti M35h petrol-electric hybrid drivetrain has a 3.5-litre 225 kW petrol V6 and a parallel electric motor that can produce up to 50 kilowatts of power.As is always the way with hybrids, the maximum output isn’t the sum of the two powerplants. In the Infiniti M35h the peak is 268 kW as the petrol and electric motors aren’t both delivering their best output simultaneously.In the way of all electric motors the Infiniti’s produces big torque at low revs, whereas the petrol engine concentrates on mid and upper levels.Every Infiniti M model uses a seven-speed automatic transmission and is driven by its rear wheels. The engine is set well back under the bonnet to achieve good front to rear mass balance.DESIGNStyling leans in the direction of sports sedan, with a low-slung body, high wheel arches and a distinctive radiator grille. We feel the M’s shape is a bit untidy in places, but there’s no doubt that Infinitis stand out from the automotive crowd and that’s vitally important if you’re aiming to attract attention to a new marque, or rather to a revived marque – Infiniti sold a few cars in Australia in the mid 1990s before disappearing off the radar until mid 2012.Sound reduction in the cabin not only has the usual strengthening and noise damping items, but also uses active noise cancelling of the type seen in headphones used by travellers. Working in conjunction with Bose, a longtime expert in the field, Infiniti engineers have managed to further reduce interior noise.A disadvantage of having the engines set well back is that the gearbox intrudes into the cabin, resulting in relatively limited foot width for those in the front seats.SAFETYInfiniti drivers who don’t adjust the car’s outside mirrors correctly are looked after by a blind-spot warning system. Infiniti also tries to look after drivers who aren’t paying attention. If they wander from their lane the Infiniti M will apply the brakes on one side of the car to help steer it out of danger.Other Infiniti safety features include Intelligent Brake Assist (IBA), Forward Collision Warning (FCW) and Pre-Crash Safety Belts (front seats only). Should you still crash the Infiniti M has dual-stage front airbags, seat-mounted side impact airbags on the front seats, and roof-mounted curtain airbags.Radar cruise control is very simple to engage and seems to read the driver’s mind the moment it’s switched on.DRIVINGThe big Infiniti sports hybrid has immense amounts of torque for climbing hills with ease and overtaking with maximum safety. The engine placement results in excellent handling balance that we really appreciated in the challenging roads on which we reviewed several Infiniti M models.Ride comfort is generally good, though some harsh Aussie roads did let bumps come through at times. To driving enthusiasts this occasional lack of comfort is probably acceptable; passengers may not agree, so it’s wise to take them on your initial personal road tests.Steering is precise and nicely weighted and gives the driver the feel that the car is very much working with them.VERDICTWe have driven several models in the Infiniti M range, including all three power trains, and have come away impressed by their sporting nature.Infiniti MPrice: from $85,900Engine: 3.0-litre turbocharged V6 diesel; 3.7-litre V6 petrol; hybrid 3.5- litre V8 petrol plus electric motorOutputs: 175kW and 550N (M30d); 235kW and 360Nm (M37); 268kW combined (M35h)Transmission: seven-speed auto, rear-wheel drive

When famed sportscar maker Porsche entered the SUV market with the Cayenne in 2003 many thought it could be the end of the marque. Doubters said Porsche 911 was the purest model in the German marque’s range and that diluting it could ruin the Porsche image. Yet, in many countries the Porsche Cayenne outsells the 911 and the pure sportscar’s sales certainly haven’t suffered.Porsche deliberately gave the Cayenne a family resemblance to the 911. Some have described it as looking like a 911 on steroids, saying the stylists have simply added 250 millimetres to the underfloor of a 911. We have to say that the design of the original Cayenne isn’t one of our favourites and it’s interesting to see the Series 2, launched in Australia in July 2010, has taken a different direction in style.The Cayenne Series 2 is larger than the original model, particularly in the back seat which provides comfortable space for two adults. The backrest can be adjusted for rake to further let you tailor your space. Luggage space is slightly more voluminous than before and can be significantly increased by sliding the back seat forwards to create extra length. Up to 160 mm of seat travel is available.Rather than pour huge amounts of money into the all-new Cayenne, Porsche collaborated with Volkswagen and Audi, so the Cayenne, Touareg and Q7 share some out-of-sight components. Unlike the other members of the team, who aimed for quality on-road cruisers with some off-road ability, Porsche leaned very much in the sports wagon direction. This big Porsche SUV has on-road dynamics that defy the bulk of this large wagon.The Porsche Cayenne S Series 2 no longer tries to be a full-on off-road vehicle; it doesn't have a two-speed transfer case to provide low range for extreme driving. That, and others changes have resulted in a mass reduction of about 12 per cent which not only makes it slightly nimbler, but also lowers fuel consumption and emissions.Cayenne was launched in Australia in June 2003 with a 4.5-litre petrol V8 in either naturally aspirated or turbocharged format. Even more power, 383 instead of 331 kW, arrived in a special version of this engine, called the Turbo S, in February 2006.New designs of V8s with a capacity of 4.8 litres were introduced in April 2007, again as turbo and non-turbo engines. A 3.6-litre petrol V6 became optional at the same time, though it doesn’t provide the exhilaration of the V8s it does have enough performance to suit some owners.A V6 turbo-diesel displacing 3.0 litres joined the range in April 2009. With plenty of torque, up to 550 Nm, it performs well and turbo lag isn’t too bad. Naturally fuel consumption is lower than on the the petrol V8s.An interesting hybrid option is offered in the Series 2 Cayenne S. This uses a 3.0-litre supercharged V6 petrol engine and an electric motor. However, the Cayenne S hybrid costs significantly more than the equivalent Cayenne S in petrol format – and uses more fuel than the Cayenne turbo-diesel.The great majority of Australian imports have a six-speed tiptronic automatic transmission. Some six-speed manuals were brought in, but these haven’t been big sellers and may prove unpopular when you come to trade up.Porsche has had a presence in Australia for many decades and runs an efficient dealer network. These focus on major population centres so if you have any problems out back o’ Bourke you might have to get the Cayenne trailered back to the big smoke. Not a cheap exercise.Many Cayennes will have been serviced by these Porsche dealers strictly by the book. We recommend these as used vehicles; you will probably be asked to pay more, but it’s money well spent. Follow this up by keeping to the same servicing routine and you will benefit at trade-up time.Insurance charges are higher than average, but not outrageously so considering the type of buyers attracted to Porsche Cayennes. You will find quite a difference on quotes so it’s worth shopping around. As always make sure you do accurate comparisons between companies.WHAT TO LOOK FORCheck the interior for signs of rough usage, particularly in the back where bored kids can do a lot of damage. Make sure the engine starts easily and settles into a steady idle almost immediately.  The diesel isn’t quite as good as the petrol unit, but isn’t far behind them.The Porsche Cayenne has more off-road ability than you would expect, but few will have been bush bashing. If you do come across a used Porsche Cayenne that’s been on more than dirt roads it’s probably best to pass it up.Few Cayennes are used as heavy-duty towing vehicles, but if you inspect one for sale at a horse riding school, or similar, it might pay to ask a few questions.Cayennes with V6 engines were recalled in 2008 because of a possible fuel line problem that could lead to a fire. Check the problem has been rectified by talking to the seller. Or click on www.porschecars.com.au.Repairs can be expensive so make sure to get a quote on even apparently insignificant problems.CAR BUYING TIPSporting SUVs are likely to be driven harder than those bought as kid carters and probably have greatly accelerated wear rates as a result.