Luxury Reviews

The devil is, as always, in the detail. By parts seen and those microscopic, the Porsche 911 for 2013 is an assembly of parts known and components new.The engine's still at the back - though it has moved slightly towards the front to fractionally reduce rear-weight bias. The shape's the same and few will pick this as a 2012 - coded 991 - over its predecessor. Underneath, however, there's lots of tricky bits. But despite its 1964 origins, it's still a stunning car with the ability not only to go fast, but to turn heads, make women consider marriage and men become your best friend.VALUEYes, it's really expensive. The Porsche Carrera 2 (rear-wheel drive) S (3.8-litre) costs $262,600 as a seven-speed manual. The seven-speed dual-clutch auto option adds a steep $5950. You may want a sunroof ($3890) and heated seats ($1050) and you'll need park sensors ($890). It comes with 20-inch wheels but the Sport Design wheels - to match your steering wheel - will add $890.Ceramic brakes are an extra $19,690 and the Sports Chrono pack - with launch control and centre-dash stopwatch - is $4790 and, to hear that exhaust music, you may need the sports exhaust (with a switch on the dash) for $5890. Want all that? $305,640 please and now add a lot extra to get it on the road.DESIGNParked in the pits at the Wanneroo raceway, it is all 911. In fact, like any 911. That same sad droop of its tail, the signature fenders that sit proud of the bonnet in a tilt of the hat to Ferdinand's first, the teardrop side glass and ancestral overhangs. But it's longer. You notice it in the wheelbase. Where other 911s look short in the leg, like a child who has outgrown his first trousers, this one is stretched.Inside, the knees-up pose needed to swing folded legs past the imposing door post to a deep footwell beyond, is fractionally more generous and more forgiving to women. But it's still not a car commendable for entry and egress. The rear seats are best left folded to lie flat to create a storage areas.The dash has overtones of the Carrera GT and the Panamera with the same rise in the centre console that pushes the gearshifter - in this case the lever for the dual-clutch auto - higher and closer to the steering wheel and with it, the driver's left hand. The switchgear continues to follow Porsche's random placement philosophy and there's virtually no provision for personal items, like the mobile phone, unless the small console or tiny glovebox is considered acceptable.Vision to the front is barely acceptable, to the side it's fair but the tail is invisible. The front and rear park sensors would help, but they're an option - in a $260,000-plus car? - for an extra $890.TECHNOLOGYHoning the engine and transmission and adding stop-start are responsible for a 14 per cent reduction in fuel use - now averaging 9.5 litres/100km - but more importantly, a breathless transition from rest to 100km/h in just 4.3 seconds. There's 294kW at a heady 7400rpm - just 400rpm shy of the red line - and the 440Nm of torque peaking at 5600rpm.The Carrera S with PDK has a pair of rocker switches on the steering wheel to manually change gears. It's a lot clumsier than the simpler, industry-standard paddles with a right-side lever for up, a left lever for downshifting. Luckily, Porsche's "proper'' paddles are a cost-free option but only with the Sport Design steering wheel. Electric-assist steering is new, designed to reduce fuel use and rid the need to have hydraulic hoses fed from the engine pump (at the back) to the steering box at the front.SAFETYNo crash-test rating for this car - indeed, few top-end, low-volume cars are test crashed by independent laboratories - but there's six airbags, electronic stability and traction control, huge four-wheel disc brakes, bi-xenon lights, heated mirrors, rear window wiper but no spare wheel.DRIVINGIt will start with almost the same note as in the past. A stumble at the turn of the key and then a blat followed by a slightly uncomfortable gargle of metal rolling and sliding on metal. Porsche's dual-clutch PDK transmission hides seven cogs and the ability to slip up and down the ratios in less time it takes to blink, so the go-factor is enhanced while the lack of any pause between the gears avoids fuel wastage.The relatively small-bore engine and the lack of a turbocharger give a false indication of the explosive power of this engine. But maximum power at 7400rpm show that it's a screamer. On a deserted Wanneroo Raceway, it only takes a stab at the accelerator at 4000rpm to instantly awaken an angry and noisy reaction to cold high-octane petrol meeting white-hot metal. Jab the gearshift forward for the upchange and there's that push on the chest and barely any restraint to the anger.It handles better than before but we're coming off a high base here. Porsche's adaptive dampers and torque vectoring are now standard after being an option previously. Significantly, fears that the electric-assist steering - a first for the rear-engined car - would kill one of the very factors that makes the 911 so sweet to drive, are extinguished within a lap of the Wanneroo circuit.The steering wheel still relays a sense that your fingers are feeling the coarseness of the bitumen, feeling the camber and touching the ro ad's imperfections. Those who say the electric assist is not as good as the old hydraulic must have a better finger than me.VERDICTThe 911 will tick and crackle while cooling down but for me, it's not a car you can switch off without leaving flushed, charged with adrenaline and itching for another ride. It's more than a car. 

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?What is it?This is the all singing, all dancing new generation medium large Lexus sedan that ushers in a raft of new technology as well as the new Lexus family look. We drove the GS350 F-Sport - about three from the top but unequivocally the best in the range.How much?Pricey at $99,400 but better value than before when comparing standard equipment levels and everything else.What are competitors?Numerous; BMW 5-Series, E-Class Benz, Audi A6, Jag XF, Infiniti M, HSV, FPV.What's under the bonnet?This one gets a naturally aspirated 3.5-litre petrol V6 with variable valve timing good for 233kW/378Nm output. It drives the rear wheels through a six-speed sports automatic transmission.How does it go?Really well, performance is not an issue at all because there's heaps of kick across a wide operating range. Puts away a 0-100kmh sprint in 6.0 flat. Excellent paddle shift, flat torque curve gives instant response.Is it economical?Not really at 9.7-litres/100km - premium preferred.Is it green?OK on the carbon dioxide, clever air-conditioning system. Should crack around three green stars.Is it safe?Full five star car with 10 air bags, dynamic safety systems and even driver assessment systems to make sure you are on the job and not goofing off.Is it comfortable?Super comfy even with the sporty flavour and adaptive suspension. Full array of goodies inside like premium audio, heated and cooled seats, premium satnav. But not as quiet and smooth as we can remember earlier mid-size Lexus models.What's it like to drive?Really liked driving this car for a whole range of reasons, not the least being the rear wheel steering system that transforms it into a super responsive sports sedan with possibly the smallest turning circle in the class.F-Sport not only brings the look, it also brings the feel which is filtered through to the driver through the steering, (bigger) brakes, ride quality, transmission function.Is it value for money?One hundred grand - ouch. Good if it's a company car or in a "package"...as they all are.Would we buy one?See above. It is different, handsome, well equipped, crammed with goodies and technology, wonderful interior, super big touch/info screen. Sumptuous interior. Hmmmmm.Lexus GS350 F-SportPrice: from $99,400Warranty: 4 years roadside assist, 100,00kmWeight: 1740kgEngine: 3.5-litre 6-cyl, 233kW/378NmTransmission: 6-speed sports auto, RWDThirst: 9.7L/100Km, CO2 225g/km

Those crazy Germans, they really put together a sledgehammer sedan when they put their mind to it. Think Audi RS6, Benz E63 AMG and BMW M5 - big, brash, bad and ballistic.The new M5 moves away from the previous V10 to a high-tech, "small block" 4.4-litre V8.... with two twin scroll turbochargers pumping at 1.5bar, variable valve timing and lift and direct fuel injection. It also has "eco" stop-start, brake energy regeneration and a number of other fuel and emissions saving systems that bring consumption down to an incredible 9.9-litres/100km in a car with 412kW/680Nm output. There's a seven-speed dual clutch manumatic putting power to the rear wheels via a multi-plate limited slip differential. It helps apportion drive to the wheel with the most traction. It's the most powerful M car ever to go into series production and points the way to the future for all performance BMWs - smaller capacity high-tech engines with more performance but reduced environmental impact.This one puts away a 0-100kmh sprint in a mere 4.3 seconds but more relevant is how it performs on the move and how it handles for such a big, heavy car tipping the scales at 1870kg. Featuring just about everything from the BMW technology arsenal, the new $230,000 M5 has electronic controls to all its dynamic functions, all with multiple modes ranging from normal to comfort, eco, sport through to track.It takes a while to set up the car to your particular calibration and annoyingly, some of them default back to nanny mode when you switch off. But we are told you can program that out of the car - given the know-how, inclination and time.We appreciated the low speed assist that smooths the congestion crawl and the aluminium, leather and suede interior is a place of beauty and style offering up a striking level of comfort with all the fruit. Our test car was in a matte grey that made it look even meaner capped off with a set of forged 20-inch alloys that made children and pets run away and hide.We sampled a few set-ups but essentially went for comfort/eco for general driving and "track" for the favourite sporty drive loop. The difference is chalk and cheese. In the former, it's a big supple luxury limo type of feel while in the latter, it's like a finely honed scalpel albeit, a weighty one.But you have to activate the MDM (M Dynamic Mode) to prevent all that technology from intervening prematurely to cut the action. It can become exceedingly annoying when the car is continuously applying the brakes and vectoring the torque when you are trying to get a roll on through a set of corners. We fixed that.The level of performance from the twin turbo V8 is awe inspiring.At no time is there a point when withering acceleration isn't available. It's point and squirt stuff. And the dynamics and transmission are up for it too. All very good. But when you boil it all down, the M5 is a supremely satisfying drive in terms of performance and handling. It also sounds incredible with a rolling thunder note from the quad exhausts; not a loud blatt as expected.But BMW went all conscientious with its new M5, showing a green tinge in a car that will basically blow just about everything else off the road.

Range Rover Evoque is an indication that the British 4WD maker understands the reality of the so-called soft-roader vehicle. The burgeoning compact SUV market, or soft-roader if you like to call it that, initially saw Land Rover moving down in size with the Freelander. But it retained the sort of off-road ability Land Rover owners deemed to be essential. Land Rover then displayed a stunning looking concept vehicle that drew a lot of favourable comments at motor shows worldwide. A concept that eventually became the Range Rover Evoque.Evoque’s 2WD was launched midway through 2012 as a lower cost option, priced from $49,995, for buyers who have no plans to take their little Range Rovers off-road. Which is actually a very large number of owners, though not all of them will be willing to place themselves in that category – they still have distant dreams of one day tackling adventurous routes in the great Aussie outback.What looks like an unrealistically low roof is actually a clever optical illusion. Though the Evoque’s roof slopes sleekly down at the rear, the angle is not as sharp as it seems, because the rising belt line creates what looks to be an ultra-low roof. Even more importantly, it also maintains the macho look desired by SUV buyers.The design and quality of in-cabin materials is impressive and we can envisage wealthy owners of upmarket Range Rover Autobiography models buying Evoques for their fortunate children. We found the front seats of the baby Range Rover comfortable and pretty spacious, particularly for a vehicle of this size.Range Rover Evoque in four-door format has sufficient headroom for a six-footer in the back seats, though that’s probably about the limit, so check for yourself if you’re likely to have tall travellers back there. Legroom – we are talking about the four-door again – in the rear is good if the people in front are willing to give up a few centimetres of their legroom.The view to the side from the back seats suffers because of the aforementioned rising belt line and smaller children may become bored as they can’t see outside properly. Note that the two-door variant of the Evoque, which Range Rover cheekily calls a coupe, has slightly less headroom in the back seat than the four-door. Indeed, the use of the word coupe for the body probably makes sense because owners of coupes of any type don’t expect there to be a lot of room in the rear compartment. Boot space is good and we had no trouble fitting in a couple of fair sized suitcases without having to fold down the rear seats.Our road test vehicle for the last week has been a four-door Evoque with a turbo-diesel engine that produces 110 kW of power and the newly introduced 2WD system. In any case, the engineers have given the 2WD Evoque the same ground clearance as the 4WD, so it can tackle dirt tracks and the like.Fuel consumption around town was impressively low at seven to nine litres per hundred kilometres. It’s possible to get consumption under six litres per hundred on the highway without too much pussyfooting.On sealed surfaces the Range Rover Evoque handles almost as well as a good hatchback. You wouldn't exactly describe it as being sporty, but it comes closer than you might expect. We feel there is more road noise on rough sealed surfaces than is acceptable in an upmarket vehicle.It had decent performance without too much turbo lag. It’s noisier from outside the vehicle than many diesel cars. From the inside, particularly when cruising, it’s virtually indistinguishable from the petrol engine in the way sounds are suppressed.Visibility to the rear is not good as the shallow back windscreen gives a letter-box effect. A reversing camera and parking sensors make life safer.Range Rover Evoque’s use of 2WD may anger some of the purists who love the famed British marque, but the 2WD option makes a lot of sense and will help to secure the long-term future of the company in these tough times. 

In a world dominated by hulking SUV family haulers, Mercedes-Benz is bucking the trend with its CLS Shooting Brake.

Given the chance, would you go for the Audi Q5 or the Audi A6 Avant (wagon)? Both are practical carry-alls, same powertrain in the four cylinder variants.But SUVs rule right now possibly because they take practicality to high levels while neatly side stepping all that prestige palaver. They also offer impressive value for money. Audi has just expanded its medium large A6 lineup with the $81,880 Avant in 2.0-litre petrol turbo TFSi and the $82,900 2.0-litre TDi turbodiesel tested here.DESIGNIt's a real glamour that's for sure - looks much sleeker and sexier than the boxy Q5 and therein lies the attraction. Not everybody wants a prestige SUV to drive around in. Some will pay a premium to look cool or to drive something different.That's because it drives the front wheels efficiently through an eight step Constantly Variable Transmission (CVT) that slurs initially but hooks up nicely once you're underway. And there are paddles to click it up and down if you feel the need.TECHNOLOGYThe engine is good for 130kW and 380Nm output - not earth shattering in diesel terms but sufficient to give the A6 Avant a decidedly sporty feel for a largish, luxury family wagon tipping the scales at over 1700kg. Part of that pork is due to the generous level of standard kit inside the sumptuous interior.Audi really does stylish interiors and this one is up there featuring a large info' screen with Audi's excellent MMI Navigation + system, Bang and Olufsen audio and all the rest. Naturally there's metres of supple leather and seats for five with a large expandable load space. Like the clever 360 degree parking camera and assistance.DRIVINGWe took the Avant 2.0 TDi for a good squirt last week covering some 800km. We were still on the same tank of fuel which showed a further 200+ kms in reserve. It's amazingly frugal and yet, dealing with the trucks and lunatics out on the open road, the 2.0-litre turbo diesel doesn't give anything away in the go department.Driving the Avant you forget it's a wagon such is the composure with which it negotiates corners and rough roads. Audi was able to shave weight from the new Avant compared to the previous model thanks greater use of aluminium.There's drive select and efficiency mode to get the most out of the car as well as an electronic limited slip differential for greater grip. We love the sensor tailgate operation, LED driving lights and benefits of auto stop/start.Audi A6 Avant 2.0 TDiPrice: from $82,900Warranty: 3 year roadsideCrash rating: n/aEngine: 2.0-litre turbo-diesel 4-cyl petrol, 130kW/380NmTransmission: CVT; front-wheel driveThirst: 5.1L/100km; 135g/km CO2Dimensions: 4926mm (L), 1874mm (W), 1461mm (H)Weight: 1640kg

The original Lion brand has been in and out of my personal life since I first drew breath - I grew up riding in the back of a 504 and spent time in a number of models during my formative years - 405, 205, 505 and a classic 404. Having sampled the flagship 2.2-litre turbodiesel 508 GT we're spending time in a mid-spec

If Victoria Beckham were French, she’d drive a Peugeot 4008 instead of a Range Rover Evoque. The former Posh Spice had a hand - so they say - in styling the interior of the Evoque and she wouldn’t be disappointed with the 4008.While the Pug is French, there are none of the usual French quirks about styling or utilitarianism inside. The blinkers are on the right side, the handbrake is close to the driver and all the controls are intuitive – all this in a very stylish catwalk model. Kind of like having a French girlfriend with no nasty habits liking smoking Gauloise in bed.VALUEHere’s one of the best attractions about this French model - she’s not expensive. The two-wheel-drive models start with five-speed manual in Active trim at $28,990 which makes them comparable to Japanese and Korean models (Nissan Dualis, Hyundai ix35 and Mitsubishi ASX on which it is based). CVT adds $2500 and all-wheel drive an extra $2000.The Active comes with a host of features including cruise control, Bluetooth with audio streaming, chilled glovebox, daytime running lights, automatic lights and wipers, cloth seats, leather steering wheel and 16-inch alloy wheels. Allure adds 18-inch alloys and leather seats which are heated and electronically controlled up front. Top of the line is the all-wheel-drive Allure with CVT at $38,490 with all the fruit.It’s French class at Asian prices. However, the sting is in the cost of metallic paint at $800 and the “premium” shade which is an extra  $1300. Peugeot has followed the trend with fixed-price servicing of $330 a year for three years making it a practical as well as attractive proposition. This is also available on fleet sales. Peugeot even throws in a valet service.TECHNOLOGYPeugeot has been at the forefront of diesel cars in Australia and the company has championed diesel on the famous Le Mans circuit with some success. Yet there is no diesel on offer here. Instead, it’s the same two-litre, four-cylinder petrol engine from the ASX. The 110kW of power pulls the 1.4-tonnne vehicle to 100km/h in just under 10 seconds, which is ok but hardly sizzling.And it’s not as if it’s frugal at claimed figures of 7.7L/100km for the manual two-wheel drive and up to 8.1L/100km for the CVT AWD. On our tests in the Allure AWD CVT and Active AWD manual over a mix of road and traffic conditions, we scored a dribble under 9L/100km for both.DESIGN The resemblance to the stunning Evoque is uncanny, particularly in the bold front end. However, the roof line doesn’t dip as far toward coupe-like styling as the Evoque and the result is that the rear compartment is not as cramped or claustrophobic. You wouldn’t think it was based on the rather plain-Jane ASX. Inside, it is not as stylish as the Evoque, but still quite a classy place to be. And thankfully all the controls are intuitive and easy to use. This is very atypical of the French who like to make things difficult and quirky. No stalks hidden behind steering columns here or audio systems that make you guess what the buttons are for.SAFETYThe 4008 has not been crash tested here yet, but it has a maximum five-star Euro NCAP score. All models come standard with a rear camera and seven airbags. Strangely there is a full-size spare wheel under the boot floor but it is only rated up to 80km/h. It takes up cargo space, yet doesn’t really provide much peace of mind if you venture out bush to test its AWD capabilities.DRIVINGPeugeot has toughened up the suspension over the ASX to give this more off-road capability. It feels remarkably tied down on sealed roads with little wallow around sweepers or sway in quick changes of line. Yet it does crash and bang over the hard hits off road or in city potholes. There is substantial road grip out of the road-biased tyres, but these are compromised in sticky off-road situations. While the suspension is taut, the rest of the drive experience is a little on the soft side. Brakes lack initial bite and the steering feels a little ponderous. Still, they both have feel and effect. The engine is smooth and refined without being either lusty or frugal like some of its peers from VW and Mazda. It is perhaps hampered by transmissions that don’t match the performance.While the CVT is smooth and doesn’t scream like most, it doesn’t provide swift responses to throttle input. The five-speed manual just seems out of date with today’s six-cog units. The manual does have a nice gate and the clutch is very light. A hill-start hold is a handy addition. Driver and passenger accommodation is comfortable with easy access and plenty of leg and headroom. However, it will still only fit two teens or adults comfortably in the rear. Extra sound deadening material provides a quiet cabin. Surprisingly there seems to be more luggage space than the ASX.VERDICTFor French flair without the price tag, this is a good value proposition.

The vehicle in question is more than just a new car. The M sedan launches a brand: Infiniti. It's the premium arm of Japanese maker Nissan, in much the same way Lexus is the luxury division of Toyota. It arrives here as part of a global strategy to expand beyond the US.It defines itself as a challenger brand for those who don't follow the luxury crowd. Carlos Ghosn, the charismatic leader of the Renault-Nissan group, says: “Infiniti is not about being all things to all people, but everything to some people.”With a 500,000 sales target dangling like a noose over his appointment, de Nysschen focuses on the fundamentals. “I don't live or die by the number.” He says it's more important to focus on the product, organisation, retail network and pleasing the customer and if you get all those things right...the sales absolutely will follow.VALUEThe large SUV Infiniti FX is priced from $83,900, while the large sedan Infiniti M is slightly more expensive priced from $85,900. The M goes up against the BMW 5 Series/Mercedes E-Class/Audi A6 and brings four-wheel steering, active noise cancelling and, happily, a hay fever-free cabin to the brand's tech showcase.If Infiniti is to claim a significant share, it will need to move quickly to its next generation of products and fill out its range. As a value proposition and break from the norm, it will attract a few. Like Audi, Infiniti must offer better value to lure people away from the established luxury leaders. “We will price directly against the competition but in terms of overall equipment, the content of our package will be a bit richer,” he says.“We will use that additional value to offset for the customer what is still to be done in building the brand awareness, presence and recognition.” But he believes that Infiniti can avoid falling into a “value trap” of always undercutting your rivals -- something that in China, especially, undermines brand status. Two more models are due this year. The G37 coupe and hard-top convertible are now halfway through a model cycle that starts afresh next year with the arrival of a sedan pitched at junior executives.DESIGN AND GADGETSThe Infiniti execs charged with taking the company global have jetted into the Gold Coast hinterland to explain how a brand that finished seventh in the US luxury charts last year will climb into the top tier alongside the Germans. When a car presentation turns to unusual cabin gadgets, alarm bells ring. If the somersaulting cup-holder is cutting edge, then the engineering priorities were surely wrong.If a fingerprint reader is essential, the car must be sorely deficient somewhere else. I'm being distracted by tinsel and it's the oldest trick in the book. But I'm listening intently to an explanation of a plasma cluster and can't get enough of the grape polyphenol filter. I can just about follow it through my constant sniffs. They sound -- the gadgets, not my sniffs -- like gimmicks but a chance they'll work means I'm interested.TECHNOLOGYIn Australia, Infiniti's 48th market, it begins with two products, the M large sedan mentioned above and the FX large SUV (see panel). A hybrid driveline is available in the top-spec M or two V6s, petrol and diesel. Its V6s are shared with the M and the diesel, sampled at the event, hauled four plus luggage with ease and refinement.Meanwhile the brand's commitment to alternative drivelines was flagged by a striking sportscar concept called Emerg-e at Geneva earlier this year. It's powered by batteries recharged on the run by an internal combustion engine. It will be reinforced by an all-electric midsize sedan study to be shown in Paris later this month. Both are candidates for production and both leverage the resources of the Renault-Nissan group, which has spent billions trying to get pole position on electric vehicles.DRIVINGAfter a short drive in the hybrid M35h, I can vouch for the air-conditioning. But its claims to be the quickest hybrid remained untested and it's difficult not to be aware of its US market origins, with evidence in features such as a foot-operated park brake. Ride and refinement were strong, but from behind the wheel it felt remote.For a “challenger brand”, leading with such a traditional luxury car is itself a challenge. The FX’s dare-to-be-different design works more successfully and although it has similar stateside traits to the M, it was more interesting from behind the wheel.VERDICTDespite being older, the FX was easier to like and should be more popular here.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 driveInfiniti FXPrice: from $83,900Engine: 3.0-litre turbocharged V6 diesel; 3.7-litre V6 petrol; 5.0-litre V8 petrolOutputs: 175kW and 550Nm (FX30d); 235kW and 360Nm (FX37); 287kW andTransmission: seven-speed auto, all-wheel drive

Totally decadent is how we'd describe the new Mercedes-Benz SL and that's the way buyers would like it. Gen’ 6 of the big Benz sports coupe is as much about image as it is about sporty driving and style.The SLS is an AMG product and is hardly “mass production.” We get the SL350 and SL500 initially to be followed by an SL 63AMG and an SL65AMG. If you buy one of these, it tells everyone you are at the top of your game. Why else would you be in a large, two seater, drop top sports car selling from a starting point of $225,000. Beats driving an S-Class limo every day.There's plenty of other new stuff in SL this time around including relatively simple magic view control (wipers fitted with numerous washer nozzles), electric draught stopper (a large screen behind the seats) and ‘Front Bass’ technology developed by Harman Kardon that places sub-woofer speakers in chassis voids within the firewall.Higher up the technology food chain is stuff like hands free access to the boot, and SUNA satnav. There’s also a myriad of goodies like an 18cm info screen, electric park brake button, rear view camera, 40 gig hard disc drive with a 10 gig music register, Bluetooth phone and audio streaming and much more.This new car is something special in the Benz family being the only all aluminium mass production model in the lineup. And true to the SL (Super Light) acronym coined back in the early 1950s, this new gen' car actually sheds up to 140kg compared with the previous model. The entire body/chassis is only 256kg.The new model is slightly larger overall than the previous model but is still relatively compact. The interior is up to S-Class Benz standard but in the latest idiom with stitched leather dash, four spoke vent covers and a high tech centre stack.Comfort is boosted by the inclusion of heated seats and the airscarf seat-based neck warmer system. The tiller is chunky in your hands and is equipped with paddle shifters and a number of other controls for the audio, cruise (radar controlled), phone and other stuff. The entire interior is a study in modern function and attractive design.They are all petrol engines starting with a 3.5-litre V6 in the 350, a 4.7 twin turbo in the 500, a 5.5-litre twin turbo in the 63 and a 6.0-litre V12 twin turbo in the 65. Power and torque ratings for the first two are 225kW/370Nm and 320kW/700Nm of the V8. The other two will have much more of both and will cost a lot more too.Fuel economy is better than ever thanks to BlueDirect technology a reference to the direct fuel injection in the V6 and V8 engines as well as auto stop/start and numerous other refinements designed to reduce fuel consumption and cut emissions.Of course, safety is rated at five stars but the SL gets many more active and passive safety systems than a five star rating demands. Pre-safe collision preparation, pop up roll bars, active park assist, blind spot warning, lane keeping assist and an active bonnet for improved pedestrian safety are some of them.Power goes to the rear wheels via a seven speed automatic transmission with multiple modes. Dynamic responses are also dial up offering a range from comfort to sporty. As you'd expect, the SL in either V6 or V8 form is superlative to drive offering convincing handling with luxury at a high level and super performance. The V8 is a missile in a velvet glove.