Luxury Reviews

The more autonomy that Toyota grants its luxury arm Lexus the better.Lexus is getting better with every outing but it needs to be allowed to develop a character that is totally its own, without any influence from head office. The result will be cars that are more appealing, more aspirational and that justify the extra cost that is put on them in the eyes of the public.DESIGNThe styling is faster and edgier. Looking around the interior of the car for the first time the materials and craftsmanship shout Toyota, more so that the actual design and layout. That's not a bad thing but it's a two-edged sword because Lexus needs to cuts these ties.ENGINEThe 2.5-litre V6 in the new GS 250 features the latest direct injection techniques, with 154kW of power at 6400 revs and 253Nm of torque at 4800 revs. It's the same engine as in the smaller IS 250, but has been adapted for its new role with exhaust and acoustic improvements that deliver more power.The V6 is hooked up to a 6-speed auto in this model, complete with steering wheel mounted paddle gear shifters. Although its a larger heavier vehicle the GS 250 still accelerates from 0-100km/h in a creditable 8.6 seconds. At the same time it offers claimed fuel economy of 9.3 litres/100km and CO2 emissions of 215 grams/km.PRICEWe drove the entry Luxury and mid-range F-Sport models, priced at $77,400 and $85,400 a piece. Although the Luxury is very good its the F-Sport that shines as the one to get, even though it's $8000 more.The centre drive mode control features economy and sports settings, with an extra sport + setting in the F Sport. This model along with the range topping Sports Luxury also get Adaptive Variable Suspension (AVS).INTERIORThe interior is a giant step forward, modern and uncluttered with clean lines that feature a sports watch style analogue clock as the centre piece. The computer screen is huge and it's good to see digital radio making its way into these cars too, with a wider range of stations and crystal clear reception.SAFETYYet to be crash tested but with 10 airbags and an arsenal of electronic safety systems it is sure to score highly. Gets ABS brakes, Electronic Brake-force Distribution, Brake Assist, Traction Control and Vehicle Stability Control. Both cars that we drove also had the blind spot awareness warning, which flashes a warning in your exterior mirrrors if there is a car that you can't see.DRIVINGSmooth and quiet as you would expect from a Lexus. Not overly powerful but kick it into action and the note from the engine and exhaust is satisfying. Deciding between this and the more powerful GS 350 is purely a matter of cost (the 350 is 14 grand more).Rated at 9.3 litres/100km we were getting an exceptional 7.9 after 600km. The 2.5-litre V6 is more than adquate for the job, providing you're not a demanding driver, delivering an excellent combination of power and economy.The satnav offers SUNA traffic updates but sadly, unlike Toyota, it does not yet offer speed camera warnings.VERDICTGrows on you, especially the better looking F-Sport model.Lexus GS 350 LuxuryPrice: from $77,400Body: Four-door sedanEngine: 2.5-litre V6, 154kW/253NmTransmission: 6 speed automaticThirst: 9.3L/100km, 215 g/km CO2

The legend continues; Porsche 911 is approaching its 50th birthday and has appealed to many generations of drivers over the decades.VALUEA price tag of $268,550 for the Carrera S with the optional PDK automatic transmission may seem high, but compare it with supercars from Italy and its German competitors and it almost seems like a bargain.We found fuel consumption around town to be in the 12 to 14 litres per hundred kilometres range, but on easy country roads it could easily be brought down below nine litres per hundred.TECHNOLOGYThe Porsche Carrera S we reviewed has an improved version of the 3.8-litre flat-six engine. It now produces up to 294 kW of power. A strong emphasis on torque means the engine is amazingly flexible, with good pulling power from as low as 2000 rpm. In the ultra-high top gear of the seven-speed PDK double-clutch gearbox the engine turns at a mere 1700 revs with the 911 sitting on 110 km/h.DESIGNPorsche’s iconic 911 has its first all-new body in years. Obviously the new 911 looks similar to previous models – if it didn’t heads would roll in the design department after Porsche purists invaded the studio. However, it does have a distinctive shape that’s well-suited to the second decade of this millennium.Stand the old 911 and the new side by side and you can see the body is now larger. The wheelbase has been lengthened and the track widened.There’s slightly more interior space in the 911 than in the superseded model due to the larger body. The front seats are large and support well without being taken to the extremes of race-style seats.Though there are four seats, those in the back of the 911 are best used only by those who are desperate for transport and simply can’t get to their destination any other way. Leave this space for extra soft luggage is our best suggestion.Having said that, the deep luggage compartment in the front of the 911 absorbs a lot more luggage than you anticipate and can even manage a mid-sized suitcase with some soft bags around it.SAFETYIt also sits on a new stiffer platform to further firm up handling, as well as adding safety in a crash.DRIVINGThe sound of the new 911’s engine is brilliant. Though Porsche hasn’t built air-cooled engines for many years the acoustic engineers have retained some of the sound and feel of these traditional original units. This is the sort of car that has you powering down the windows from time to time just to let you hear the echo of the car off cliffs and tunnels.Obviously the gearing is aimed at low emissions and fuel use and at the sign of any sort of a hill the PDK immediately drops itself back to sixth gear. Fifth is selected promptly if you’re in any sort of a hurry on country roads.Porsche 911s have the engine located in an illogical position – dangling way out behind the rear wheels, instead of within the wheelbase. This does nothing for the balance and the ultimate grip from the rear of the car, but, frankly, you have to be going really hard – preferably at a racetrack – before you can really feel things happening at the tail. Then there’s that lovely, slightly unruly feel that Porsche drivers just love.The latest Porsche 911 uses electrically-assisted steering for the first time but the engineers have sorted it out beautifully and the feel and responsiveness are spot on. We really would have to test the cars back to back with a hydraulically-assisted steering system to try and find any real differences.VERDICTThose who love the concept seem sure to be more than satisfied with this new generation. Those who have never previously owned one should perhaps treat themselves to the experience one day soon.

Buying artwork is generally an emotional experience. The same logic applies to the Mercedes-Benz SL roadster: there's no rational need to own one, particularly as most SL buyers already have an S-Class or CLS (or both) in the garage. If money isn't an issue, the feel-good factor certainly is and few cars in the three-pointed star's stable make drivers.In the rarefied strata of SL candidates, six-figure sums don't mean much. It's the perception - their own and others - that matter. The SL350 starts at $225,000; the bi-turbo SL500 is $304,500. Only early adopters will pay those prices - most buyers will spend more to dip into the "designo" catalogue and customise their car.When the AMG variants arrive later this year, the SL63 will hit showrooms at $381,500; with the V12-powered SL65 at $446,500. You can't sleep in an SL but owners don't need to dream - it's already been realised.If you have a fancy, these cars have a feature for it. Take the top off and the electric draft stop, airscarf neck ventilation and heated ensure the enhanced view isn't sullied by wind. And the windscreen wiper sprayers are mounted on the blades and, with the top down, discharge on the downward stroke to ensure the no mist hits the occupants.The sub-woofers in the Harman Kardon sound system are built into the alloy chassis, literally transforming the car into a boom-box that will drown out any techno-beats from the adjacent lanes. Reach your destination with the top down and a button in the boot - which opens and shuts with a wave of the foot under the rear bumper - lifts the stowed roof to give access to the luggage.Where the SLS is sculpted for sport the SL's silhouette is all style. This is the marque's longest-running and most treasured nameplate - it's been around for nearly 60 years - and the designers have the unenviable task of creating a contemporary interpretation of a classic design. The proportions are key - long bonnet, humped cockpit and truncated tail.That said, every successive model has grown in size from the original SL300 Gullwing and the latest roadster is a mid-sized car at 4.6m long. The inside should put a smile on owner’s dials, from the scalloped seats to the standard of the stitchwork on the dash and the choice of three ambient interior colours that are housed in fibre-opted channels around the interior.Every acronym in the Mercedes range has been shoehorned into the SL but they should be superfluous, given the car's basic driving dynamics. Recycled aluminium has lifted 110kg from the body's weight - only the A-pillars are steel to improve rollover strength - and the car is noticeably lighter changing direction.The SL350 comes with six airbags, a drowsiness-detection feature and an active bonnet to protect pedestrians. Step up to the SL500 and there's adaptive cruise control, blind spot and lane-keeping assistance, tyre pressure monitors, “Pre-Safe” software that prepares the car for an imminent collision and a reversing camera.The SL takes refined ride to a new dimension. Set the adaptive damping to comfort and there's very little jostling over broken roads. Flick the switch to sport and every crease on the bitumen can be felt through the chassis. Acceleration should be measured in G-force, not seconds - though for the record the SL500 hits 100km/h in 4.6 seconds; the SL350 does it in 5.9 seconds.The scary part is both cars are more impressive in roll-on urge - and the AMG variants will up the ante again. The only criticism Carsguide can find is the electric steering is precise to the point of being over-engineered: it doesn't give the on-the-edge feedback of genuine sports cars. That'd be the SLS's role, then. In all other aspects, from driver comfort to noise suppression - top up or down - it justifies the expense. And the look-at-me factor is priceless.Mercedes Australia sold around 1000 of the fourth-generation SL and CL models. That figure grew to 2000 for the fifth-generation, which included the SLS.

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?The new entry point for the BMW 3 Series range and it's a turbo diesel.How much?Priced from $56,400 plus on-roads, which is $1200 less than the 2.0-litre 320i entry level petrol model.What are competitors?That would be the 2.0-litre Audi A4 TDI and 2.1-litre Benz C-Class C200 CDI BlueEfficiency. Both are more expensive, both produce more carbon and both use more fuel at 4.8 and 5.4 litres/100km respectively.What's under the bonnet?It features the 2.0-litre four-cylinder turbo-charged diesel engine that we have seen previously in the 1 Series. It produces 105kW of power and 320Nm of torque. Eight-speed automatic with Auto Stop/Start is standard along with many other fuel saving devices.How does it go?Not going to win any races. The 318d accelerates to 100km/h in a conservative 8.9 seconds. But it's super responsive in the low to mid rev range, thanks to the torquey diesel engine.Is it economical?If you're chasing fuel economy it doesn't get much better than this. Boasts a staggeringly low fuel consumption figure of 4.5 litres/100km. We were getting a rock solid 5.5 after several hundred kilometres without really trying  but it will do better than this on a long run.Is it green?Gets four out of five stars from the Govt's Green Vehicle Guide. Produces 118g/km of CO2. Prius gets five stars.Is it safe?Gets a full five stars for safety, with plenty of safety aids. All models are fitted standard with six airbags, and Dynamic Stability Control that includes ABS, Brake Assistant, Cornering Brake Control and Dynamic Traction Control.Is it comfortable?Gets fake leather and airconditioning, but bear in mind this is the entry model. Seats are comfortable and the dash is looking a lot less daunting these days.What's it like to drive?Okay. Didn't like it at first but it grows on you. Lacks the smoothness of a petrol engine, but that's soon forgotten.Is it value for money?Dual-zone climate standard, along with cruise (with brake function), electric front seats with memory, auto lights and wipers, rear park sensors, Bluetooth and 6-speaker CD audio systems with AUX and USB inputs. Misses out on satnav.Would we buy one?You bet. Many people would give their right arm to own a 3 Series. At the price and what you get for your money it's an attractive package.

Infiniti is back in Australia after a hiatus of 15 years and this time around is determined to become a major player in the premium area of the automotive arena.VALUEHeading the new Infiniti lineup is a sedan simply called the ‘Infiniti M’. The M range starts from $85,900 for the automatic M37 GT to the M35h GT Premium which starts from $99,900.The marketing guys tell us the Infiniti M is aimed at the sports luxury market currently occupied by BMW and Audi and to a lesser extent by Mercedes-Benz. But we feel it’s the technology guys who will become its biggest fans as it’s simply crammed with tech features, some of which haven’t been offered before.Incidentally, BMW is the only other marque to give buyers the choice between petrol, diesel and hybrid powerplants, in its 5 Series. (On a side note it’s good to see that the numbers in the Infiniti’s names - 37, 35, 30 - genuinely indicate the capacity of the engines, unlike the BMW powerplants where the numbering system has gone totally haywire in recent times!).Tech features abound in the new Infiniti, some of these are used in other premium European and Japanese cars, but are taken to further levels in the Infiniti.Radar cruise control is very simple to engage and seems to read the driver¹s mind the moment it¹s switched on.Infiniti drives who don¹t adjust the car¹s outside mirrors correctly are looked after by a blind-spot warning system. This is not an unusual feature these days, but Infiniti takes it one step further by also looking after drivers who aren¹t 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.DESIGNStyling is very much aimed at the sporting buyer, with a low-slung look, but with high wheel arches and a distinctive radiator grille. We find the appearance a bit untidy in places, with some bulgy bits that don¹t quite work. But there¹s no doubt that Infinitis stand out from the automotive crowd and that¹s more important than ever these days.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.Having said that, all cars in this class, and indeed in lower-cost classes, are very quiet these days, so the added sound reduction in the Infiniti, while obviously there, isn¹t all that great.TECHNOLOGYInfiniti M is offered in three distinct 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; we found the Infiniti M35h is the most interesting of them all, having a petrol-electric drivetrain using a 3.5-litre 225 kW petrol V6 and a parallel electric motor that can produce up to 50 kilowatts of power.Note that the maximum output from the M35h 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.SAFETYInfiniti 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.Infiniti drivers who don’t adjust the car’s outside mirrors correctly are looked after by a blind-spot warning system. This is not an unusual feature these days, but Infiniti takes it one step further by also looking 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.DRIVINGWe have driven several models in the Infiniti M, including all three power trains, and have come away impressed by their sporting nature. Steering is precise and nicely weighted and gives the driver the feel that the car is very much working with them.Ride comfort is generally good, though some harsh Aussie roads did let bumps come through at times. To us as driving enthusiasts this occasional lack of comfort is quite acceptable.Our initial test drives in the south-east Queensland hinterland showed the Infiniti hybrid to have immense amounts of torque for climbing hills with ease and overtaking with maximum safety.Every Infiniti M model uses a seven-speed automatic transmission and, in the manner of upmarket European sedans, are driven by their rear wheels. The engine is set well back under the bonnet to further enhance the front-mid layout. This results in excellent handling balance that we really appreciated in the challenging roads on which we reviewed several Infiniti M models.A disadvantage of having the engines set well back in rear-drive cars is that the gearbox intrudes into the cabin, resulting in relatively limited foot width for those in the front seats.RANGEThe complete Infiniti M range is:M37 GT: from $85,900 (automatic)M37 S Premium: from $97,900 (automatic)M30d GT: from $87,900 (automatic)M30d S Premium: from $99,900 (automatic)M35h GT Premium: from $99,900 (automatic) Infiniti M37Prices: from $85,900 (GT), $97,900 (Premium)Engine:3.7l petrol V6, 235kW/360NmTransmission: 7-spd auto, RWDThirst: 10.2L/100km; 235g/km (CO2)Infiniti M30dPrices: from $87,900 (GT), $99,900 (Premium)Engine: 3.0l turbo-diesel V6, 175kW/550NmTransmission: 7-spd auto, RWDThirst: 7.5L/100km; 199g/km (CO2)Infiniti M35h SPrice: from $99,900Engine: 3.5l petrol V6 hybrid, 268kW/350Nm+270NmTransmission: 7-spd auto, RWDThirst: 6.9L/100km; 159g/km (CO2)Warranty: 4yrs/100,000kmService: 10,000km/6mths

Volkswagen has announced styling changes to the 2013 model Touareg and at the same time has significantly upgraded the equipment levels of its medium-large SUV.VALUEEntry level Touareg 150TDI now has a standard Rear View Camera (RVC Plus) that improves reversing safety by displaying static and dynamic guidance lines on the display. This is an important safety features as their can be no worse feeling than reversing into a child hidden behind a large vehicle. The petrol powered Volkswagen Touareg V6 FSI was never a big seller in Australia so has been discontinued to make space for more turbo-diesel models on the importing ships.TECHNOLOGYAll Volkswagen Tuoaregs are powered by V6 engines that drive through a sophisticated eight-speed automatic transmission. The entry level Touareg is powered by a 3.0 litre, six cylinder engine with an eight speed sports automatic transmission. This results in 150kw of power and 400Nm torque.DESIGNThe Touareg V6 TDI 4Motion body now has the same exterior design as the other variants, incorporating the body coloured lower side and bumper trims with chrome mouldings as well as dual chromed triangular exhaust tips on either side. The previous styling of grey and silver coloured lower body side and bumper trims as well as oval chromed exhaust tailpipes is now being offered as an option at no charge for those customers intending to put the Touareg’s off-road credentials to the test.The Touareg 150TDI has bi-xenon headlights, LED daytime driving lights and Karakum 18-inch alloy wheels. Inside the cabin, there’s now a luxury look provided by Vienna leather seat upholstery. The driver and front passenger seats have 12-way electric adjustment and electro-pneumatically adjustable backrest side bolsters. The new design of safety-optimised front head restraints permit height and longitudinal adjustment.The rear backrest now provides the convenience of split-fold 60:40 that can be operated from within the luggage compartment creating more convenient solutions for transporting bulky items.SAFETYThe biggest news is on the safety front with all 2013 Volkswagen Tuaregs getting Volkswagen’s clever Driver Fatigue System (DFS). At the start of each trip the system analyses the driver’s characteristic steering behaviour, their use of pedals and transverse acceleration. If the monitored parameters show a significant deviation from the steering behaviour recorded at the beginning of the trip, warning lights and buzzers alert the driver and recommends they take a break. If the driver does not take a break within the next 15 minutes, the warning is repeated. Which seems rather too long a gap to us, but hopefully Volkswagen’s engineers have considered this. The optional Driver Assistance Package now also contains the added City Emergency Braking function. The City EB function is active below a speed of 30 km/h and also reacts to stationary vehicles; if necessary, it automatically initiates a braking manoeuvre, thereby contributing to avoidance of an impending front end collision or at least minimising the resulting damage.DRIVINGVolkswagen Touareg V6 TDI has received 20-inch Pikes Peak alloy wheels with 275/45 R20 tyres that team with air suspension with adaptive dampening control. This gives the benefit of the looks of the big wheels without the harsh ride that can be created by low profile tyres on rough Australian backroads.The complete 2013 Volkswagen Touareg range is:150TDI 3.0-litre turbo-diesel five-door wagon: $62,990 (automatic)V6 TDI 3.0-litre turbo-diesel five-door wagon: $78,990 (automatic)V6 TDI 4MOTION 3.0-litre turbo-diesel five-door wagon: $83,990Volkswagen TouaregPrice: from $62,990Warranty: 3 years roadsideEngine: 3-litre, 6-cyl, 150kW/400NmTransmission: 8-speed diesel, AWDSafety: n/aBody: 4898mm (L); 1965mm (W); 1732mm (H)Thirst: 7.2L/100km, 190g/km CO2

Peugeot has based the 4008 on the Mitsibishi ASX platform, with the aim of becoming a strong contender in the growing Australian SUV market.However, sales haven’t been great for the small SUV, with only 59 sales for the month of July. If you compare this to the market leaders in this segment - the Nissan Dualis with 1,183 sales, Hyundai ix35 with 942 sales, and the Subaru XV with 768 sales - something about the 4008 isn’t clicking with Aussie car buyers.VALUEThe vehicle starts from $28,990 for the base model and climbs up by nearly $10,000 to $38,490 for the Allure. We drove the Allure that comes with luxury extras like electronically operated front seats, height adjustable passenger seat, heated front seats, chrome inserts on the door sills, and black lacquer highlights.While it’s essentially a Mitsubishi under the skin, the ASX is priced nearly $2,000 lower for the top spec Aspire from $36,990. The differences are found in the features list, as the 4008 gets 18 inch alloy wheels, (ASX gets 17 inch), leather seats, power door mirrors and power steering. But the ASX gets 5 years 130,000km roadside assist compared to the 4008’s 3 years 100,000km.DESIGNIt’s a relatively simple design, which will probably be the preference for those not looking for an overly styled family car. The silhouette of the 4008 has a traditional SUV body shape - a curved back, and wide noise - with a large chrome grille flanked by two slanting chrome headlights. The abundance of leather on the steering wheel, shift knob and seats is impressive. There are also black piano lacquer highlights on the door trims and centre console and for a bit of privacy there’s dark tinted glass.The standard features are laid out clearly on the dashboard; 12V auxiliary sockets, Bluetooth connectivity and a six speaker stereo that can be controlled via the controls on the leather steering wheel. The tilt and reach adjustable steering wheel is easy to manoeuvre to your preferred position. However, for some the interior may lack personality, as the only novel touch is the “see you” text that appears on the dashboard when you switch the car off.For those with a young family the interior space should be fine but it’s not for families with long-limbed teenagers as the backseats barely seat two adults comfortably. The boot also isn’t very big with a load capacity of 384 litres, but they can be dropped to 1193 litres.SAFETYSafety features include seven airbags, ABS with electronic brake assist, emergency brakes assist, electronic stability control, hill start assist, side impact absorbing door padding, force limiting seatbelts, three-point seatbelts on all seats and three rear seat child restraint anchorage points.TECHNOLOGYUnder the skin the 4008 has the same two-litre four-cylinder petrol engine as the Mitsubishi's ASX. It comes with a six-speed constantly variable transmission with 110kW of power and 197Nm of torque. And the official combined fuel economy is 8.1-litre but on our tests we averaged 9.4-litres.You have the choice of 2WD or on-demand 4WD and there’s also “lock” mode which is made for soft surfaces. So you’ll only need to switch to this mode if you go off road or find yourself bogged.DRIVINGWith the 4008 it was hard to get past the fact that it’s the ASX under the boot and it didn’t quite live up to Peugeot’s usual standards. It’s definitely not for the avid driver, as the cabin is far from quiet, with plenty of road and engine noise.The suspension was a bit stiff due to the 18inch alloy wheels, so when we drove over uneven surfaces the car shuddered heavily. The six speed auto transmission struggled to find the right gear on hills, which resulted in a sluggish climb. In fact, we had to switch over to manual mode to get a bit of zest out of the Allure.But putting these negatives aside, for around town the 4008 does the job, manoeuvring well through traffic, holding steady in start stop traffic and providing good all round vision, through the wide rear and side mirrors.Actually, probably the best thing about the drive was the vision, especially at night. This is due to some top spec features, such as the Xenon headlights with auto height adjustments, which really provided clarity of vision. There are also double optic halogen headlights, LED daytime running lights and front fog lights.Overall, while the drive wasn’t impressive, it has all the features you need from an SUV, as well as a price tag that’s easy on the eyes.VERDICTSo if you’re looking for an affordable SUV that is suitable for the city and can go off road then the 4008 is worth a look.

A BMW convertible: sun up, top down, wandering along quiet scenic roads in the last days of winter in south-east Queensland. Life doesn’t come much better than this. So we decided to make a weekend of it and dawdled up to Noosa to get a break away from the routine of feeding a computer with endless words.The second generation of BMW’s 1 Series was released in Australia in October 2011 in hatchback form. But the convertible in which we have just spent a most enjoyable week is carried over from the previous generation, albeit with some changes of the ‘soft’ bits of the body to give it strong visual links to the gen-two cars. These were made in April 2012, hence us being able to justify spending another week in one of our favourite soft-tops.After driving for over 500 kilometres the little 118d convertible was still showing about a third of a tank of diesel left. The efficiency of all current BMW diesels is extremely impressive. Fit a little 2.0-litre diesel engine (yes, we know, the badge suggests 1.8-litre, but it isn’t) unit into a lightish car and fuel consumption in the low fives is there for the asking.On our holiday trip the fuel consumption was in the mid five litres per hundred kilometers range, principally because the only time the roof was closed was when we left the car parked and unattended. There’s something about the Noosa region that makes you want to stop outside a trendy eating spot and leave the car open so you can admire it while you dine.With the roof closed, therefore making for better aerodynamics, it would be easy to get the fuel consumption down into the high fours on easy paced trips on motorways. Around town that would lift into the six to seven litres per hundred kilometre range in commuting traffic, even more if you are tempted to enjoy the free-revving ability of the 118d engine (free revving for a diesel, that is).Exterior changes to the shape of the new-gen 1 Series hatchbacks are relatively minor and the updated shape of the 118i and 118d convertible could easily be mistaken for a brand new model by those who aren’t into car spotting. Expect an all-new convertible sometime during 2014, though BMW hasn’t announced the date as yet.Having a soft-top rather than a folding hardtop in the modern manner means the little Bimmer looks like a ‘proper’ convertible. Whereas a hardtop with the roof raised –  which for most people is most of the time – it looks like just another coupe.The 1 Series is the smallest in the BMW range and in convertible format, interior space is further compromised by the need to provide space into which the roof can be lowered. This means the back seat is really only suited to kids and, even then, tall occupants in the front seats will probably have to give up a bit of their legroom to make room for the little darlings in the back.Boot space is also compromised by the roof mechanism, but we were able to get a couple of aircraft cabin bags in there and used the back seat for softer items of luggage. The front seats are reasonably large and are well-shaped for cornering support, without going to the extremes of large bolsters that make ingress / egress awkward.On the subject of safety, the little convertible has electronics that minimise the chances of the car going sideways, then strong rollover protection should the worst happen. Naturally even the smallest models in the BMW range gain a full suite of crash safety features.The two great attractions of BMW vehicles are their status and the driving experience. The aforementioned lack of interior space is chiefly due to a large centre console to cover the gearbox, a central tunnel to house a driveshaft and a differential under the boot.All these apparent handicaps are soon forgotten when we threw ‘our’ BMW 118d at hard corners on demanding roads in quiet hilly areas away from the tourist throngs. Superb balance is immediately obvious, as are responsive steering that almost seems to read your thoughts, and the huge amounts of cornering grip the little Bimmer provides.The ride can be rather firm in some circumstances so try to find some rough road surfaces during your pre-purchase test drive. Those who are simply looking at the prestige of sitting between spinning-propell or badges may not feel comfortable. Those who put sheer driving pleasure ahead of all else will simply love every moment they spend behind the wheel.The turbo-diesel engine provides plenty of torque after a minimum period of lag at lower revs. Once wound up it gives plenty of satisfying acceleration to get out of bends promptly, and also to make overtaking simple and safe.Lack of interior and boot space are soon forgotten when we threw ‘our’ BMW 118d at hard corners on demanding roads.

Our newest brand has stalled on the starting line. Infiniti is to Nissan what Lexus is to Toyota. Except Lexus has a host of models and dealers all over the country while Infiniti has launched with just two models, two dealers and no showrooms yet.Over the next few months a Melbourne dealer will join Sydney and Brisbane and their showrooms will be open. Dealerships in Adelaide and Perth will follow by the end of next year. It's a big call for the American-centric brand and none of the global chiefs who attended the press launch on the Sunshine Coast last week is shying away from the fact.But at least the two models they have launched are quality vehicles that will target growing sectors where customers seem to be seeking even wider choice. The models are the FX mid-sized luxury SUV and the M luxury saloon.The FX is competitive on price with the Audi Q7, BMW X5/X6, Mercedes ML and Lexus RX. It's a larger vehicle than the Lexus, but like its Japanese colleague, it comes with a full suite of standard features while the Germans charge substantially more for those "extras".The M competes with the Audi A6, BMW 5 Series, Mercedes E-Class and Lexus GS, and has a similar high level of standard features. However, both models charge an eyebrow-raising $1500 for metallic paint.Warranty is four years and 100,000km which seems low kilometres for our wide, brown land.Resale is not yet established, but Infiniti won a major award in Canada for residual values. Infiniti says services can only be done at qualified centres and with just two dealers currently in Australia that could be problematic.However, their generous roadside assistance program has provisions for accommodation, accident coordination, alternate vehicle supply and will even extend to Infiniti customers' other cars or other vehicles they are driving but don't even own. Infiniti Australia general manager Kevin Snell expects the FX will account for about 80 per cent of sales.FX is the older model of the two and comes with older technology. It is powered by a choice of V6 petrol or diesel engines and a 287kW five-litre petrol V8 that guzzles fuel at 13.1L/100km.The M range is all V6-powered with a petrol, diesel and hybrid set-up. The latter has an impressive total output of 268kW that sips fuel at a lower rate than the diesel. It will also operate in full electric mode up to 100km/h if there is enough battery charge.Snell expects only 10 per cent will opt for the V8 or the hybrid models while the others will be evenly split. All models have seven-speed automatic transmissions with downshift rev matching and magnesium paddle shifters. Drive in the FX is via an intelligent system that defaults to 100 per cent rear-wheel drive and delivers up to 50 per cent torque to the front wheels when the lights go green, when the back wheels start to slip or in cornering.The M is a more traditional rear-wheel drive. The analogue clock on the centre console of both vehicles is contradictory to the digital technology that abounds, especially in the M. While both have Bose sound systems, the M includes active noise cancellation that is similar to Bose headphones.There are two microphones in the ceiling that monitor engine noise between 2000-6000 revs, and then creates a reverse soundwave to cancel that sound. It works whether the sound system is on or off, but it doesn't negate road noise and it deactivates if you open a window or door.You can breathe easy in the saloon which has a "Forest Air" airconditioning system with humidity control, a grapeseed polyphenol filter to decrease allergies, airflow that replicates natural breezes, aroma tropical oils that can reduce stress levels of occupants, sensors that switch between fresh and recirculating air depending on oxygen levels and aromas, and an ion generator to remove bacteria and smells.M also has active four-wheel steering in the top trim level where the back wheels turn the same direction as the front. At up to 40km/h the front wheels turn more than the back, but at higher speeds, the back wheels steer more. FX has an auto tailgate which is a must with any SUV with such a large rear door.These Japanese-made vehicles are specifically designed for Americans, so there are some bold slaps of chrome and a macho grille outside and fake wood, big cup holders and wide, wide seats inside.But neither will offend Aussie tastes.The FX is actually a delicate and almost feminine design that looks more like a Porsche Cayenne than the macho X5. It's also lower and wider than an X5 for a very dynamic, road-holding appearance. There is a Jaguar S Type feeling about the exterior design of the M and a not unlike Jag feeling of gentlemanly glamour in the cabin.Rear seat accommodation in both vehicles is generous although the transmission and seat hump in the middle of the back row means being the fifth person is a little uncomfortable. There is also plenty of boot space in both models, except in the M hybrid which positions the large battery behind the rear seats leaving a puny amount of luggage space.FX has been crash tested in Europe for a five-star result, while the M has yet to be tested. Both come with a suite of standard safety features including six airbags, rearview cameras and blind spot warning.Product planning manager Zac Loo says the M has two world firsts in safety: blind spot intervention and total surround view, both available in the Premium trim. They go further than similar systems found in most other luxury cars.The flagship M models also get distance control assist which is similar to adaptive cruise control, but way better.Instead of only working when you select a speed at which to cruise, when this system is activated, it works at any speed whether you have selected cruise speed or not.It also actively warns when you are closing on a vehicle in front too quickly by pushing back on the accelerator. If you are closing to overtake, then you can easily override the system by pressing harder on the throttle.Since it's designed for litigious Americans there is a plethora of annoying warning beeps that you have to manually disengage to preserve your sanity. Neither model has a full-size spare. Instead, they get a mix of a repair kit or temporary tyres depending on trim level and model.Infiniti Australia managing director and CEO Bill Peffer hates being comparisons with Lexus, but it's unavoidable. There is more of a sense of being in a Lexus than a German car when you ride in either of these vehicles.Both have high quality build, tasteful amounts of bling, a quiet environment and a feeling of super-refined engines. Peffer says their vehicles are more performance oriented and a quick dash through the hills and dales of the Sunshine Coast hinterland testify to that.All engine variants we tried were strong and powerful and the cars and SUVs handled with a nimble agility expected of much smaller vehicles. The four-wheel steering takes some getting used to, initially feeling dead and then becoming more alive as your hands relax and stop fighting for control.Certainly the old "Elk test" (a high-speed swerve-and-recover test) is much more controllable with four-wheel steering, cancelling any whiplash effect. It also pays dividends in tight and twisty sections of smooth tarmac, however the diesel models feels more nose heavy with a slower turn into corners.There is plenty of grip available in both models yet the ride is on the plush side over the broken patches of country road pummeled by milk trucks. Seats are big and wide without a lot of support, so you slide around in corners, but they are comfortable with a supple leather.Some of that Lexus quietness is due to the Bose noise-cancelling system as well as double-glazed windows, yet there is still some road noise evident. As for the Forest Air, we noticed a faint diesel smell as we tailgated a colleague in the diesel model for a while, but it quickly disappeared again.We love the distance control assist system and would prefer it as the default setting rather than having to turn it on every time you get in the car. You can't even program the computer to accept it as a default.The M sedan is bristling with technology and style that should attract those who are tired of the competitors and crave something different. The FX is a big and comfortable luxury SUV that will appeal to those who aren't particularly concerned with fuel prices. A hybrid is not coming until the next model.

...and BMW 328i Sport Line.Two old enemies fight a perennial civil war on the Australian frontIt's almost tediously inevitable yet the comparison between the BMW 3 Series and Mercedes C-Class has also never been more pertinent nor so closely fought. Hitherto the BMW has embodied the compact sports sedan, the rear-drive, perfectly balanced corner carver - the driver's default choice. The Benz signified aspiration, entry to the prestige touring club, a step to the E-Class.In terms of performance and perception, the entry levels of both were pretty parsimonious. A bit try-hard. Overpriced and underdone. You needed to drop closer to $100,000 than $60,000 to get a decently kitted 3 or C, or one with an engine to keep a Corolla honest.In terms of go for your dough and fruit for your finance package, these longstanding adversaries have never been better value. That you can say “value'' in this context without dislocating an eyebrow says much in itself. The 320i and C200 CGI are not only nothing to sneer at, they're almost too good for you to spend more money.Yet people will and do, climbing to the mid-range 328i and C250. These have the full-cream versions of the turbocharged fours that fling along their respective entry level cars. The Bimmer and the Benz have coalesced in more ways than similar engines and newly non-extortionate options list.What was once the undisputed choice for those who fancied themselves behind the wheel now enjoys not so nearly clear cut an advantage. In this regard BMW has kicked some own goals, four of which are found at each corner.Value remains a pertinent formula at this end of the prestige equation. As tested the C250 Avantgarde's list price climbs some nine grand north. None of the contributing options are are necessary, perhaps only metallic paint (a fairly outrageous $1600) is desirable.The 328i starts and finishes significantly lower, but the $1692 Adaptive M-Suspension is crucial and $1538 Sport Line package includes smart 18-inch alloys. Previously M kits have, in concert with run-flats, ruined many a 3 Series. This one is of the essence. Without it, the 3 Series is shockingly poor at dealing with bumps and corners simultaneously.The smart suspension imbues the Comfort and Sport settings of the Driving Experience Control with real meaning, making the latter the one to select at every opportunity. Am I alone in thinking it’s not good enough that a BMW should need artificial enhancement to deliver on the drive that badge promises? The C-Class needs and is equipped with no such frippery. There's the default Eco setting or the Sport mode. The seven-speed auto is slower than BMW's eight, but kicks down emphatically and informatively. The Tristar car is simply less adulterated, something that extends to its cornering attitude. Its slightly greater mass is felt, but not negatively, even next to the Bimmer's more alert turn-in and adroit stance.Run-flat tyres have become more pliant than the first-generation shockers but their presence is still felt, though more in the ears than the spine. In contrast, the Benz is as aurally ambient as it is absorbent of the road's irregularities.The C-Class's cabin insulation is A-plus as are its material quality, fit and finish. It's sombre in there but this cabin is as sure a sign of the marque you've bought into as the Tristar emblem in the grille of this Avantgarde edition sedan.Having a wonderful time driving a 328i Sport Line in Spain last year at the model's international launch, I still expressed mild misgivings about the pre-production car's cabin quality. Nine months later in this identically specified South Africa-built example, I've made up my mind - it's pretty damn ordinary. As I write this a $31K Ford Focus (German-made as it happens) is parked by the 328i in my garage. The former's cabin is demonstrably superior.The Sport Line is the most popular 3 Series trim package but none are worthy of the sum asked. The accents and plastics are strikingly tacky and cheap. The 3 Series' sole advantage is its driver's position, which wraps you in a cockpit as opposed to the more upright and alert C-Class pew.But in the latter car you're not gripping an unpleasantly scratchy wheel. All the Merc's materials are more tactile and - crucially in a country where staring at the speedo is held to be more important than watching the road - the Bimmer lacks the Benz's digital readout. Nor, incredibly irritatingly, did the 328i accept the Apple lead for the iPhone.Neither has rear seats in which to spend interstate trips, though you've a slim hope of seating a human in the middle of the Merc. The BMW's Himalayan transmission tunnel renders it a four-seater. Better use of space extends to the C-Class's boot, which accommodates a temporary use spare. As ever, the 3 Series has none, although there's room for one. In Europe this matters not. Cop a serious rubber malfunction in this part of the planet, though, and it'll matter a whole lot.The 3 Series is the one that encourages you to seek out bendy stretches of bitumen where - at least when equipped to the optimum - it more readily conveys that sheer driving pleasure cliche. Some moan about the eight-speed auto, but they're wrong.This is a brilliantly adept transmission that's impossible to catch out, so much so that you might as well chuck out the paddle shifters. It slurs though the middle gears without the obvious shifting sensation of a box endowed with fewer gears but - as the speed dial tells you - with deceptive rapidity. The 3 is by far the quicker car.Mercedes steering remains lighter in all circumstances. Equally it is a little more linear that BMW's although the electronic set up with Servotronic imparts distinct and worthwhile feedback. Again though, why not simply have one setting that works? It’s passed the point where tech is unnecessary. Now it’s merely irritating.When equipped with its full optional panoply, the 3 Series remains the recreational device of choice. But its advantage is marginal. The Merc is vastly more than adequate on most roads most of the time and of discernibly higher quality within. The C-Class is, simply, a better prestige car.