Luxury Reviews

Do you really need to take out a second mortgage to afford a super sedan? If you’re looking for a muscle car without the brash looks, a super sedan without the GT price tag, Volvo -- with Polestar's help -- has the answer.DESIGNThe S60 Polestar looks subtly butch from every angle. From the quad exhausts and raked rear venturi, to the diamond cut 19-in Heico rims and wide open mouth -- ready to devour everything in its path. There is no doubt this is a headturner, and the test car’s fiery red finish further turned up the heat.INTERIORThe interior is very Ken with no hint of Barbie. Sporty, yet quietly understated. The seats are über supportive and comfortable, double stitched leather with an almost techni-fibre feel, fully electric with driver memory, and complemented by the rally-inspired steering wheel -- perfectly sculpted for fast driving.The instrument panel is clear and focused with the looks of a well-engineered sports watch. The only downside was the integrated audio satnav system. It’s typically Swedish with a menu for every setting and control, but is awkward to use without reading an entire manual. Entering a simple address proved quite a challenge. Best option: leave it off and enjoy the drive.VALUEWith a list price starting at $82,990 (incl. GST & LCT) and every feature under the sun, this presents a truly awesome value proposition. For build and exclusivity, it’s a cut above the FPV and HSV ranges, and sits very competitively against the BMW M5 and AMG models at almost half the price. Although not quite as quick as the others, it would be very hard to beat the S60 Polestar on value.SAFETYThe S60 gets a full five-star ANCAP crash rating. It has a distinguished list of non-invasive driver aids and safety features, being careful not to detract from the driving experience, yet providing that extra level of Swedish sensibility.From the active bi-xenon headlights bending round the corners, to the crash sensors all round to prevent those little knocks and scratches, I found them all useful at the right times, and invisible when not required. The traction control system proved to be well calibrated, only kicking in when pushed beyond reasonable limits on wet and twisty country lanes, unlike some others which are constantly spoiling your fun.DRIVING AND PERFORMANCETaking the S60 Polestar for a drive is an emotional all-sensory engaging experience. Squeeze, growl, push-push-push, change, whoosh. Repeat. And again. The never-ending stream of torque and power is relentless, all the way to the red line before the next gear is mercifully engaged, and the rush starts over again. Once the throttle is wide open, this car is brutal. Its power delivery is savage, corners arriving in mere moments and suddenly demanding immediate engagement of the anchors.Turn-in is a dream, with full confidence in the all-wheel drive system and oodles of traction from the P-Zero tyres to glide you round the corner onto the next straight, ready for the orchestra to kick off another explosive earfull of delight.  The drivetrain delivery is so well sorted and efficient, it feels like it has a lot more than the 242kW and 480Nm of torque quoted. The chassis dynamics are smooth and glued to the road, contrary to some reports, even on the bumpiest and roughest of country surfaces. The S60 Polestar is equally capable and comfortable just running around town as a daily driver.VERDICTThe Volvo S60 Polestar is all about driving, for the sheer indulgence and exhilaration. For a large super saloon, it felt like a mid-sized rally car. I was like a kid in a candy store and never wanted to leave it or put it down, just wanting to take it out for another drive and do it all over again. I hate traffic lights, but I found myself begging for reds.Only 50 have been built as a local experiment by Volvo Cars Australia in collaboration with Polestar, so exclusivity is guaranteed for some time to come. When I think of Lamborghini, Ferrari and Maserati, to a lesser extent this almost equates to AMG, BMW M and the Volvo S60 Polestar. This one's a keeper.Volvo S60 PolestarPrice: From $82,990Engine: 3.0-litre 6-cyl turbocharged 242kW/480NmTransmission: 6-speed automatic, all-wheel driveThirst: 10.2L/100km; 243g Co2 per km

A minor tizzy and tweak is all the BMW X1 gets for another three years in Australia.There is an eight-speed automatic to improve efficiency, as well as engine developments that bring more punch for less fuel across the board, but most of the work for the 2012 model of the smallest Xer is cosmetic. And minor.Even so, there is one change _ and it's a big one _ since Carsguide first drove the X1 and complained about the driving enjoyment of the 3-Series based soft-roader. The rear suspension is softer and more compliant, something that happened unnoticed - at least in Australia - a year into the X1's life in response to customer complaints.So the X1 feels a little better and drives a little better, but is it enough to unseat the Audi Q3 that's become our favourite in the class? We won't know for a while, but it won't be easy.VALUEWe're not expecting any sort of price hike when the updated X1 arrives in October. The changes to the final finishing should not have added any cost and BMW is pushing hard to maintain the price line against tough opposition from Audi with the sweet new Q3, although Mercedes-Benz still does not have the GLK which would be the logical rival to the X1 - if only the company had bothered to build it with right-hand drive.TECHNOLOGYThe upgrade from six to eight speeds in the automatic is the big change for the 2012 upgrade and it makes a significant difference, helped by a stop-start system and on-demand engine ancillaries, with BMW claiming improved power and torque from all the X1 engine choices but still with better economy and lower CO2 emissions.On the engine front, we're expecting 20i and 20d four cylinder power plants at the expense of the current 18i. The powerful 23d goes - even though it was the engine for the preview drive in Munich - and it's likely there will be a 28i petrol motor with 180 kiloWatts, and perhaps an 18d.The bottom line? The 20i petrol engine makes 135kW/270Nm, up from 110/200 in the outgoing 18i, and can be coupled to either a rear or all-wheel drive package. BMW says a rear-drive manual will sprint to 100km/h in 7.4 seconds and return 7.1 litres/100km.The 20d is the economy headliner at 5.0L/100km for an auto all-wheel drive, with output up to 135kW/380Nm from 130/350. BMW says owners will be able to access Google, Twitter and Facebook in the car, although those connections are not confirmed for Australia.DESIGNYou would need a keen eye - or a BMX expert with a laser pointer and a giant screen - to pick the changes for twenty-twelve. The X1's headlamps are new and get the signature 'corona' daylight rings, the nose and tail look a little more upmarket, and inside there is more chrome and high-gloss black paintwork to try and give a more upmarket look.BMW says the new console is more driver focussed and there is more soft-feel plastic, while also touting new X and Sport Line packages of optional equipment. It's the same approach as the rest of the family, mostly just chrome-and-black accents, kick panels on the door sills and nicer steering wheels - but it's hard to know where the standard car finishes and the extra-cost stuff starts.SAFETYThe X1 has a solid five-star safety rating and that should not change when the new model lands in Australia.DRIVINGThe tweaked X1 is better than expected, but not because of any of the latest changes. It's down to the smoother ride that came last year, when BMW engineers tweaked the rear suspension. It was a major job, much more than you would expect, because it meant thicker sheet metal in the rear wheel housings that had been lifted complete from the 3-Series Touring wagon.Carsguide should have known, but even BMW Australia was not aware of the running change that smoothes the X1 from a rough rider into a compliant cruiser, at least on smooth German bitumen. We could be wrong for Australian roads, but probably not.The 2012 update is highlighted in Munich with a long line of X1s, but all of them run the 25d engine that's not expected in Australia. So the drive is enjoyable, but mostly focussed on the eight-speed auto and testing that suspension change.The gearbox is good, either left on its own or encouraged with manual shifts, and definitely helps keep things quiet and comfortable. The X1 definitely has good grip and brakes, it gets along well, and you cannot argue with the 300,000 people who have bought one since it was spun into the X-car range using bits and pieces mostly from the 3 Series bin.But some of our earlier criticisms of the X1, including the inadequate boot space and tight rear seats, remain. And, after a recent run in the impressive and roomier Q3 we cannot see - at least for now - the X1 trumping its Audi rival. And don't forget there is also the ripper new Range Rover Evoque for people who want maximum SUV style and are prepared to compromise on cabin space.VERDICTNot much to see, but enough to feel to justify a second look at the X1.

It’s good to see Lexus refining its designs and implementing a corporate identiy across the range. Latest to receive this treatment is the RX, medium size SUV, a vehicle that started out in the first locally delivered iteration looking like an eggmobile but it now looks posh and purposeful.The spindle grille is a defining feature of Lexus’ look but that’s not all that comes with the revamped RX. They’ve taken a knife to pricing as well as putting in more kit and there’s a new entry level  four cylinder, petrol front-wheel drive variant called the RX270.The range is essentially the 270 in one grade and  the petrol V6 RX350 and the hybrid RX450h also with a petrol V6 (Atkinson Cycle engine) and electric engine assist in three grades apiece- Luxury, F-Sport and Sports Luxury.Apart from spec’ adjustments, the two V6 models are pretty much the same underneath as the previous model with some tweaks here and there particularly to the dynamics and the steering as well as some chassis re-inforcement.The RX270 comes in at $69,900, the lowest priced RX ever while the 350 starts at $77,900 – a reduction of $5000 on the equivalent Prestige previous model. The RX450h starts at $82,900 – a $6500 saving on the previous model All have have been subtly enhanced in key areas over the previous model.But the 270 is a complete departure homing in on burgeoning "fronty" SUV sales as savvy buyers realise they don’t need all the usual fourbie/bigger engine trappings of a more traditional  SUV. Particularly if it’s going to be used predominantly around town as a family hack – a 'fat wagon' for want of a better description.This is a completely new drivetrain for Lexus emanating from some US model we have never heard of in the Toyota family. The engine is designated 1AR-FE And no, this is  not the same donk as the earlier Prado four or the Hilux ute from aeons ago.It’s an all aluminium,  2.7-litre, dual VVTi, (variable valve timing) four pot with a maximum 138kW/252Nm output – on regular unleaded fuel. Twin contra-rotating balance shafts keep it smooth and silent most of the time and it’s allegedly capable of returning 9.7-litres/100km. Low friction technologies are used inside including a three stage oil pump and low tension piston rings and auxilliary drive belt.An acoustic control system brings noise levels down into Lexus-land. But it misses out on highly efficient direct fuel injection that is becoming increasingly common in the Lexus lineup. A six-speed automatic transmission puts drive to the front wheels only.The 270 is specified to Luxury level with generous standard equipment including DAB digital radio, SUNA traffic update satnav and a large format reverse camera with park assist – as standard.Other goodies designed to make life easier include a power tailgate, eight way power front seats, leather upholstery, smart entry and smart start, premium audio, the latest Bluetooth 2.0 phone and audio with voice control , daytime running lights and electric steering wheel adjust.More welds in key areas have stiffened the chassis helping steering feel and ride control. There’s more metal behind the dash while the RX retains a large footprint on the road and relatively low centre of gravity despite its height. Though not available on the RX270, F-Sport spec’ brings performance dampers into the equation . Lexus is looking at making elements of F-Sport available on the 270.They made numerous minor changes on this mid-model makeover including a new front "mask", bumpers at both ends, badging , tail lights and other minor body hardware changes. Something similar has been effected inside with some emphasis put on easier operation. The overall interior look is typical Lexus-classy but they still insist on making satnav inputs available only when the car is stopped. Inside, the latest RX is similar in most respects to the previous model.This was a surprise on a number of counts – available performance, the sound of a four banger in an RX, the quiet running in cruise mode, the silky auto and the overall feel of the vehicle simply driving along.It’s not as sharp as the RX350 F-Sport we drove earlier on but still has that RX appeal – big, safe, prestigious, quality. It will fill the bill as a mum or dad bus taking the fam’ all over town and then capably back up on trips away as long as you stay on the black top and don’t overload it or expect to tow a big trailer.The ride is a good compromise and there is no cringe in standard equipment which rates as generous – pretty much the same as the V6 cars. It might seem incongruous to bring in a four pot RX but buyers are becoming more pragmatic and why should they buy something they really don’t need.

These hills are alive with the sound of Porsche music.VALUEThe GTS will come to Australia this September for $164,900, which is $13,600 more than the Cayenne S. For the extra cash you get a bunch of extra equipment, a more exciting drive, a pinch more power and torque and some enhanced motor music.TECHNOLOGYPorsche engineers developed a system that enables the GTS Cayenne to operate in a relatively serene manner until the driver presses the Sport button and effectively switches on an amplifier.Flaps in the exhaust open wide and two sound chambers in the engine bay draw ear-pleasing notes into the otherwise well-insulated cabin. The 4.8-litre V8 in the GTS has been tweaked with two new camshafts which bumps power up by 15kW over the S to kW and increases torque by 15Nm to 515Nm.Even with a hefty weight tally of 2085kg, this is enough firepower to sling the GTS from 0-100km/h in 5.7 seconds. It certainly feels that fast when you mash the accelerator, especially with the added soundtrack of Sport mode.The responsiveness of this engine is just brilliant and the power delivery comes on strong through to the 6700 rev cut-out without any lumps or gaps. The official fuel consumption figure is 10.7L/100km, but give it a hard time and you could uses as much a 18L/100km.Porsche says it is the most emotional largely because it has a sweet-revving naturally aspirated V8 engine that responds instantly to driver instruction instead pausing slightly for a turbocharger to spool up.The only transmission is a ZF eight-speed torque convertor automatic (not to be confused with the faster shifting dual-clutch auto from sports models) which is standard across the Cayenne range.DESIGNSilver is the standard wheel colour, but customers can have them painted all kinds of colours. One red GTS at the launch had red wheels, which looked hideous and clashed with the callipers (a different shade of red). A wide spectrum of body colours is available including an exclusive eye-ball assaulting green (with matching interior stitching).   All GTS Cayennes get a full body kit including a dual-layer rear wing, side skirts and a meaner front bumper with bigger air inlets and Cayenne Turbo headlights. Alcantara is used for the seats, doors, centre column and even the headlining.Like other Cayennes, the GTS has two easily accessible grab bars for the passenger which can come in handy if the driver is having a crack. Porsche dropped the suspension by 20mm, further reducing any chance this 4WD will ever make it off road, which helps it to sit as flat as can be expected in the turns. All Australian Cayennes get air suspension, so the driver can choose between the firm Sport mode, benign Normal mode and marshmallow Comfort mode.DRIVINGThe Cayenne sounds incredibly loud outside the car and the gravity-defying mountain cows at the highest point of our climb look at me with a form of bovine contempt. If they had opposable thumbs, they’d call the cops.Inside, the GTS sounds awesome whenever you have the throttle wide open, but is too quiet when you back off the throttle. All the cabin sound insulation that makes the Cayenne a quiet cruiser blocks out the fury of the exhaust unless you drive with the windows down.The transmission was chosen for comfort and even though it has been tuned for the GTS, the gearshifts are too slow for such a sporty car. The transmission is linked to all four wheels using a system that automatically shifts power between the front and rear wheels on the run. There’s no doubting the GTS is fast in a straight line, but what about when it arrives at corners? Thanks to a raft of changes to the suspension, the GTS corners remarkably well, for what it is. There’s no escaping the fact that this is a great big, heavy crossover wagon that seats four people comfortably (the fifth seat is near-useless) and has a big boot.  The ride is surprisingly comfortable even running in Sport mode on optional 21-inch rims (20 inch wheels are standard). After conquering the mountains, we are allowed to flog the Cayennes around a tight and twisty track, following a Boxster S.This activity does showcase the relative agility of the GTS, but also highlights the fact that while the steering is accurate, it is overly light and passes on very little feeling. The brakes also have to work extremely hard to pull it up in a timely fashion.VERDICTThe GTS is sportiest model in the Cayenne range. It isn’t the fastest, as the Cayenne Turbo out-guns it in a straight line, but the GTS is the most agile and driver-focused. I can’t help but want to be sitting nice and low in the Boxster, enjoying a real Porsche sportscar.That’s only natural, because Porsche sportscars are really something special, but the kind of person looking at a Cayenne wants an SUV and all the space and comfort that comes with it. In that case, the GTS is about as good as its going to get.

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?Volvo's first ultra sporty jigger, a collaboration between Volvo Australia and performance partners, Polestar and Heico Sportiv. Think of Polestar in the same terms as HSV or FPV. Just 50 examples of this limited edition have been bolted together.How much?Priced from $82,990 it costs $10,000 than the T6 R-Design on which it is based. Not cheap but in the context of its of the segment it's almost a bargain.What are competitors?Anything sporty from the Germans Audi, Benz and BMW. Think S4, C350 or 335i. The S60 is cheapest but not by much after some pruning by Benz.What's under the bonnet?3.0-litre turbocharged six with 242kW of power and 480Nm of torque, underpinned by all-wheel drive and hooked up to a six-speed manumatic (but oddly no paddles). That's an increase of 18kW and 40Nm respectively over the standard S60 T6 R-Design. Polestar provides the extra herbs and Heico Sportiv, provided the dark 19-inch alloys and quad-exhaust system along with a custom rear air diffuser.How does it go?Wooshda. 0-100km/h in 5.8 seconds. Not Ferrari quick but quick enough to get the blood pumping.Is it economical?Can be. Depends on how you drive. We clocked up close to 800km at a rate of 9.4 litres/100km after a bit of play time. Before that it dropped as low as 8.9 (bear in mind it takes premium 95RON unleaded).Is it green?Gets 3.5 out of 5 stars from the Govt's Green Guide, with fuel consumption of 10.2 litres/100km and emissions of 242g/km CO2.Is it safe?Gets a full five stars, with Adaptive Cruise Control (ACC) and Collision Warning with Full Auto Brake (CWAB) including Queue Assist and Pedestrian Detection. Blind Spot Awareness too.Is it comfortable?Yep. Combo cloth and leather seats but as the top of the line S60 heated front seats should be standard. Elaborate steering wheel sits nicely in the hands.What's it like to drive?Easy-peasy. Pedal it softly or plant your foot and feel the difference. Good grip and strong acceleration. Sounds the biz under full throttle. Shame there's no digital speedo or speed camera warnings.Is it value for money?Features sports seats with firmer bolstering, leather clad three-spoke wheel, dials with blue surrounds and aluminium ridged pedals. Satnav and premium 12 speaker sound included.Would we buy one?Very attractive car at a very attractive price. Looks and goes extremely well, with high levels of comfort and performance. Forget any preconceptions you might have about boring Volvos.Volvo S60 T6 R-Design PolestarPrice: From $82,990Engine: 3.0-litre 6-cyl turbocharged 242kW/480NmTransmission: 6-speed automatic, all-wheel driveThirst: 10.2L/100km; 243g Co2 per km

It's been 10 years since Porsche launched its four-wheel drivewagon the Cayenne. The naysayers poo-pooed the idea, claiming the company had no business producing anything other than sports cars.But, as history will show, they were oh so wrong. The five-seat Cayenne was an instant hit and has gone on to become the biggest selling Porsche of all time. In fact, on the strength of its success, they're getting ready to launch another, smaller offroader called the Macan.THE GTSAbout two years after launch, the GTS model was added to the lineup, a harder-edged, road-focused powerhouse with a naturally aspirated V8 engine. The GTS quickly became the most popular petrol model, with its characteristic V8 blatt, sporty good looks and lowered sports suspension. No one really cared if it wasn't much chop off road (for that matter very few Cayenne drivers even get their cars dirty).THE NEW GTSThe new one does just about everything better. It comes in two exclusive colours: Carmine Red and Peridot Green, with glossy black highlights and colour coded wheels. The GTS has been slimmed down and is lighter, faster and more powerful but uses less fuel (how do they do that?).Going on sale from September priced from $164,900 its by no means cheap but only $13,000 more than the S and $84,000 this side of the top drawer Turbo - and you get plenty of extra kit.THE STATSCayenne is based on the same platform as VW's Touareg and the Audi Q7. It’s 4846mm long and 1954mm wide, with a 2895mm wheelbase. The 4.8-litre direct injection V8 produces 309kW of power and515Nm of torque, an increase of 11kW and 15Nm on the old one.The engine revs to 6700 rpm and is hooked up to an 8-speed Japanese Aisin automatic, with steering wheel mounted paddlegear shifts. It has a top speed of 261km/h and does the dash from0-100km/h in a rapid 5.7 seconds (the old one did it in 6.5). Fuel consumption is a claimed 10.7 litres/100km, down from 13.9 and, with a knock sensor, we're told it will run on ordinary unleaded if need be - but maybe with a loss of power.WHAT ELSE?The car features automatic stop/start that shuts the engine down at traffic lights to help save fuel. The fact that it's lighter also helps in this department. They've managed to chop 160kg out, reducing the weight from 2245kg to 2085kg with extensive use of aluminium in the bodywork and power train components.The active all-wheel drive system is predominantly rear wheeldrive, but automatically sends torque to the front wheels as required. 20 inch alloys are standard, with 275/45 rubber and our cars will be fitted with air suspension.GOODIESComes with side skirts, wider colour coded wheel arches and a rear roof mounted spoiler. There's also LED daytime runners and tinted LED tail lights, plus a set of black, menacing quad tailpipes. The driver and front seat passenger get eight-way electrically adjustable sports seats. Also features dynamic lights, with integrated dynamic and static cornering lights.SAFETYThe Cayenne doesn't have a safety rating, at least not from ANCAP or its Euro equivalent. They won't buy the cars and Porsche won't supply them for testing, so the authorities must rely on supplied figures. Suffice to say with six airbags and a full suite of electronic aids, safety should not be a concern. A reversing camera is also standard.THE DRIVEIt's one of if not the best handling four wheel drives on the market. But it's definitely more at home on the road than on a race track as we discovered this week at Worthersee in Austria. The second generation GTS might be lighter and more powerful than its predecessor, but it still weighs more than two tonnes. And, in the end, it's this figure that counts against the car when you're charging full tilt into a corner. The harder you go and faster you corner, the sheer bulk of the vehicle becomes apparent, although there's surprisingly little body roll. That's at the extreme end of the spectrum. In normal circumstances, the GTS is fast out of the gates, sits flat on the road and remains remarkably composed, with very high levels of grip and brakes that just keep on braking. The dimensions of the car also came into play on the thin winding roads that we encountered in the Alps, especially when you meet oncoming vehicles - it doesn't leave much room for passing. The six speed auto has been replaced by an 8-speed unit in the second generation model. During normal operation it is designed to change up early and delay changing down to improve economy. In sport mode, gears seven and eight are locked out and the changes are more rapid - but in operation it is overly busy and does not change down quickly enough. The sound from the V8 is loud and raucous under full acceleration, but remains subdued unless the car is in sportmode. That's when the system opens up and delivers the full and unmistakeable growl of the V8 - a sound that signals get out of the way. Off throttle the exhaust begins to crackle, like the sound ofdistant fireworks but it lacks the declarative note usually associated with V8s - that sound that hoons love so much.WHY THE GTS?The economical diesel might be the best selling Cayenne in Australia but you can't beat the sound or responsiveness of a V8. It's cheaper than the Turbo, looks arguably just as good with firmer sports suspension that has been lowered 24mm. The active damper system automatically adjusts the ride to match the surface and way the driver is driving. Options include 21 inch wheels, Alcantara suede leather and for the first time the Sports Chrono Package that comprises a dashmounted stopwatch and additional performance information as part of the computer. The one thing the GTS doesn't get and that is not available is the PDK system and with its launch control. Bugger.WHAT ABOUT THE PANAMERA?The Panamera seats five too, but is more of an executive express. The Cayenne is the all rounder, the Porsche for cashed up Dadswith a family, that have a hankering for excitement and might want to tow a boat (it can tow 3500kg).THE COMPETITIONThe BMW X5/X6 M, Benz ML63 AMG, Range Rover Sport and perhaps Audi's V12 Q7, but in terms of handling it will probably outperform all.

Driving entertainment and a design icon - there are few cars that qualify, but only one truly fits the bill - 911.It is almost criminal to get paid for driving one. Almost. The instantly-recognisable sports-coupe is longer (of wheelbase mainly), wider and equipped with fuel-saving gizmos like an electric (gasp) power steering system.The third all-new Porsche 911, since its birth in the mid 1960s, has hit our roads and rarely does the bitumen get punished like it does beneath this beasty.VALUEThe 911 Carrera S PDK is not for the faint-hearted spender - $263,100 is where the cash action starts, but as tested the steed for our week just topped $280,000.That buys a four-occupant chariot, oodles of badge cred and everyday supercar abilities, as well as bi-xenon headlights, LED running lights, indicators and rear tail-lights, a first-rate Bose 12-speaker surround sound system with noise compensation technology, power-adjustable leather seats, touchscreen satnav that can link to the phone, a leather-wrapped steering wheel with phone, audio and information display controls, auto-dimming mirrors and dual-zone climate control.The options fitted to the "Guards Red" (or Cop Bait red) 911 we're playing with include the seven-speed PDK for $5950, an electric tilt/slide sunroof (for $3890), 20in Carrera Classic alloy wheels (an extra $2590), the active headlight system for $1690, $1590 worth of tyre pressure monitoring system, heated seats for $1050 and parking sensors front and rear for $890 - perhaps the last two might be expected as standard on a quarter-million worth of German machinery.TECHNOLOGYThe flat-six 3.8-litre engine develops 294 kW at 7400rpm and 440Nm at 5600rpm using direct injection and a variable valve system that endows the boxer engine with remarkable flexibility. The optional 7-speed Porsche Doppelkupplung (PDK) twin-clutch automated manual delivers lightning shifts with no shift-shock even at full noise, which is something to experience - it can also jump from top to 2nd in a heartbeat when required for overtaking.The drivetrain also has some fuel-saving devices, including a unobtrusive stop-start system, brake energy recovery, electro-mechanical power steering and a de-coupling "coasting" fuel-saver function within the PDK, all of which contributes to a 15 per cent drop in fuel use and emissions. The S also gets a torque vectoring system (which gently brakes the inside rear wheel for better cornering) and electronically controlled dampers (with Normal and Sport mode) as standard.DESIGNEvolution of design by the crew at Porsche is done at a glacial pace. But if you're on a good thing you stick to it, and this is probably the most enduring automotive design around, save for the original VW Beetle..... Anyway, the extra width and wheelbase, as well as the shorter overhangs, do little to detract from it - if you like 911s you're going to go weak at the knees over the new one. If you're not a fan, seek medical advice.Entering the cabin and snuggling into the interior - a long downward journey - but once in and set there's plenty of toys - adjustable suspension, touchscreen, the three-dial instrument panel and a grippy leather-wrapped steering wheel with the ridiculous manual-change buttons on the spokes, paddles please Porsche. The tombstone-style electrically-adjustable buckets are surprisingly supportive and comfortable but the flip-forward function doesn't move the seat base for rear occupants' egress.SAFETYWhile ANCAP probably doesn't have the budget to smash one up against something resilient, you'd expect a pretty good result from a car that has six airbags, anti-lock brakes, stability and traction control and feels as though its been hewn from one piece of steel.The six-pot front and four-pot rear brakes feel as though they should have a build-up of bitumen in front of the tyres in an emergency stop, such is the force of its retardation.DRIVINGTwist the car-shaped key and the flat-six fires into life with a familiar rough and raspy cough; slip the PDK auto into D and hit the Sport button (which gives all the electronic stuff cause to toughen up) and prod the long throttle pedal. The engine note on part throttle has a delicious growl that only gets better with more throttle input, rising to a metallic bray that is evil, orchestral and intoxicating.Conducted by super-slick instant cog-swaps from the PDK, the S is quickly and easily into licence loss territory - Porsche says 100km/h arrives in 4.3 seconds and the old 100mph mark would (on a racetrack or an autobahn, of course) be reached in an additional five seconds.But straight line speed is only part of the appeal - the chassis (which delivers a remarkably good ride quality given 20in wheels, 35 and 30-profile tyres and sporting intentions) makes mincemeat of bends.The new steering set-up is anything but an issue - there used to be an element akin to a kelpie with ADHD - the steering wheel bobbing, weaving and moving about a little in the bends - but not now.It sits solidly on the road and goes where it's pointed without hesitation, firing out of corners with alacrity and considerable pace - there's no need to baby the throttle as this is no widowmaker. The rear seats are still extremely tight but concessions from front passengers on short trips can have all four seats occupied.It's even able to have child seats employed, much to the delight of my four-year old son who is destined to remain annoyed well past his next birthday that I had to return it. But with 135 litres of luggage space you're probably going to need the back seat for baggage if your taken the Porsche on a roadtrip.Porsche says there's a fuel use improvement despite the extra urge, claiming 8.7 litres per 100km on the combined cycle - the trip computer showed 13.7l/100km (at an average of 40km/h) after more than 600km in the urban rat race and on country roads under the heavy influence of my right foot.The new 911 delivers an epic performance, made even more enjoyable by the fact that this is a car that can easily be driven every day.

In line with a raft of changes to the Audi A5 model line-up, we spent time in an A5 Sportback followed by a week in the sleek A5 Coupe. From roof to rubber and nose to tail the two make bold styling statements.VALUEThere’s little to choose between the A5 Sportback and Coupe 2.0 TFSI quattro S tronic. The ‘twins’ even share the same $83,200 manufacturer’s list price.Standard equipment includes concert audio system, a 6.5-inch colour screen with driver info system, electromechanical parking brake and automatic air conditioning that maintains constant temperatures in three zones.Additional options can take their toll on owners’ wallets but remain attractive for those who want to stamp the car with a distinct mark and imposts are well within the market segment. TECHNOLOGYBoth test cars were powered by the award-winning 2.0-litre TFSI four-cylinder petrol engine that takes advantage of Audi’s advanced engine technology which includes adjustable intake cams, exhaust valve-lift system, two balance shafts, low internal friction, new turbocharger and regulated oil pump.Mated with the S tronic seven-speed transmission and Audi’s quattro all-wheel drive system, the engine puts out 155 kW of power and 350 Nm of torque between 1500 and 4200 rpm. It’s enough to push the cars from zero to 100 kilometres per hour in 6.5 seconds on the way to a top speed of 245 km/h where conditions permit. With the aid of engine stop-start technology, fuel consumption slipped under seven litres per 100 kilometres on the motorway – very impressive – and was backed up with eight to ten around town in medium-to-heavy traffic.The continuously variable seven-speed S tronic is two transmissions in one, with alternating dual clutches enabling lightning fast gear shifts. Taking a few hundredths of a second, it is extremely smooth and unfussed. A fully automatic mode has two modes – Drive and Sport - the driver switching via the central console mounted lever or option steering wheel shift paddles.Mention quattro and it’s impossible not to speak of Audi in the same breath. For years the German automobile maker has been using this form of all-wheel drive, which in this case directs 40 per cent of power to the front wheels, the rest to the rear.In the event of wheel slippage, an automatic centre differential shifts the majority of power to the other axle, thus returning grip all round. Electromechanical steering is a new addition to the A5. Speed sensitive, the system uses no energy when the vehicle is traveling in a straight line, thus adding to fuel savings.Audi A5 owners can invest in more help by optioning adaptive cruise control, Audi active lane assist and a system that profiles the driver’s style and warns him or her of the onset of driver-affecting tiredness.However, the granddaddy of them all is Audi Driver Select which changes the accelerator pedal characteristics, transmission shift pattern and power steering. The driver can dial up comfort, auto, dynamic or efficiency mode, the last of which is new and controls air-con and optional adaptive cruise control or standard cruise control boosting efficiency.Further options include Audi side assist which looks out for vehicles in the car’s so-called blind spots on both sides and active lane assist which keeps an eye on lane markings ahead and if the vehicle drifts to the edge of the lane without the turn indicator being activated the steering automatically coaxes the driver to stay in the lane.DESIGNThe Audi A5 Sportback and Coupe can carry up to four occupants, the two rear seats being very much individual units with a handy centre armrest. Passengers can take advantage of a plethora of storage compartments and drinkholders.Ample legroom in the back is augmented by a boot capable of carrying up to 455 litres (Coupe) and 480 litres (Sportback) of cargo, which in the latter swells to 1263 litres with both rear seatbacks folded.Seats are covered in high-grade Milano leather – Nappa or Valcona skin are options – and this can be extended to armrests on request. Further customisation is available with two-tone leather.Long bonnet and wheelbase, and short overhangs give the Audi A5 an air of being primed and ready for action. Up front the deep one-piece black radiator grille is dominated by the Audi signature rings. On either side are redesigned headlamp clusters which contain xenon-plus headlights and a string of LED daytime running lights.The reworked bumper is home to large air inlets with honeycomb grilles, foglamps and flared cross ribs which ape race car blades. An air inlet under the grille has a new look too.Sportback and Coupe windscreen and roofs curve unhindered from front to back producing a vehicle profile that is pleasing to the eye and, in aerodynamic, thus fuel economy, terms easy on the pocket.The Sportback comes with a standard slide-and-tilt glass sunroof, the Coupe a panoramic tilting sunroof and rear window shade. Body panels in both models have sections of ultra high-strength steel and the fenders are made from aluminium, both adding safety and security, at the same time saving weight.SAFETYThese structural features also improve safety by providing crumple zones. There is an intelligent front, side and head airbag system, head restraints and roll-over protection that stand ready to shield occupants in case of a crash. Further automatic safety systems include electronic stability program, ABS anti-skid brakes with electronic brake force distributionDRIVINGWe found the steering was light yet, at all speeds, provided reassuringly positive feedback from the road. Powerful brakes did their bit in putting the driver at ease when pulling up. An adaptive brake light flashes rapidly under heavy braking to warn following drivers.Audi A5 2.0-litre TFSI quattro S Tronic Sportback/CoupePrice: from $66,900 as testedWarranty: 3 years/unlimited kmEngine: 2.0-litre, 4-cyl, 155kW/350NmTransmission: 7-speed S Tronic duel clutch, AWDThirst: 7.0L/100kmDimensions: 4710/4630mm (L); 1850mm (W); 1390/1370mm (H)Weight: 1525/1455kg (depending on engine)

The brushed alloy analogue clock centred in the Lexus dash is so neat, so understated and so, well, Jaguar, that its simplicity is almost lost within the electronic efficiency of the dashboard.That's a clear, and timely, pointer to the disparate nature of the Lexus GS450h - the "h'' is for hybrid - that holds pieces of the past and melds with the future. The GS450h platform, for example, is virtually unchanged from the outgoing model yet the drivetrain reeks of a fresh look at creating a civilised handshake between electric and combustion power sources.Now - if you want it - you have a spacious, luxurious and even sensibly-priced saloon that uncompromisingly offers big-bore performance with small car economy. The only question is that, stacked up against its more conservatively engineered rivals, is a hybrid worth the bother?Out the gates at $99,900, the GS450h is already a winner. Only Euro diesels combine price, economy and features but even then Lexus keeps upping the equipment level. The test car is the F Sport model, adding even more kit and wearing new body adornments, that is $111,900.An "enhancement pack'' with LED headlights, 17-speaker audio and the monster 308mm monitor lifts your invoice to $116,900. But across the board, equipment levels are exhaustive and will outpace  rivals costing up to $50,000 more.Self-healing paint (which I have subsequently used on my body), Volvo-inspired blind-spot warning, sunroof, five-mode selectable driving options, digital radio, HDD sat-nav, heated and vented front seats, head-up display and adaptive suspension are just some of the items on the base-model GS450h standard list.It uses the same platform but this second-generation GS450h gets the corporate grille - shaped like a spindle - and ensures buyers find distinct ion in its 330 colour and trim combinations.The new car's size is almost identical to its predecessor but boasts a bigger boot thanks to a new battery layout, upping space by 45 per cent on the old model to 465 litres. The F Sport gets mesh side grilles, unique bumper and lip spoiler, a rear spoiler and dark-finish 19-inch alloys.The seats have diamond-shaped perforations and the cabin wears a sports theme accenting alloy and leather. Spacious seating is for five, though the saloon genre bette r suits four. Despite the apparent complexity of the dashboard and the wealth of functions, it's intuitive.Lots here. The platform may be regenerated but the suspension is new, especially the rear that is now a multi-link system to better suit the rear-wheel steering and the bulky transaxle that comprises two electric motors - one for motive power and the other as a generator.The 3.5-litre V6 petrol engine, which has an electric water pump and runs on standard unleaded, now is a more efficient Atkinson cycle design - as is Prius - yet together with the motor, is 20 per cent more fuel efficient than before and is faster with a 0-100km/h time of only 5.9 seconds. But Lexus claims an average of 6.3 L/100km.The suspension is electronically adjustable through a drive-mode select function that includes five features from all-electric to sport and, including firming the suspension and steering feel and sharpening engine response, the sport-plus mode.The transmission is a CVT with paddle shifters for manual gear selection. The new regenerative system that recharges the battery when the car is coasting and braking is responsible for lowering fuel use over the old model by 20 per cent.Expect the best here and Lexus delivers with a five-star crash rating, 10 airbags, standard equipment Blind Spot Monitor - which uses two radar sensors to detect other vehicles in either adjacent lane - and tyre pressure monitoring.There's also an eight-sensor parking sonar syst em, a reverse camera with rear guide assist, bi-xenon headlamps with cornering lights, the usual electronic brake suspects such as stability and traction control. The F Sport gets a pre-collision safety system including an all-speed active cruise control feature that will bring the car to a stop.There's an unsettling initial period where the GS450h doesn't feel as planted as its European rivals. The steering is too light, too distant from the road to engage the driver. But familiarity exposes two things - you become accustomed to it and then you find the Sport+ button.By default the car selects a lethargic, yet fuel efficient engine-transmission program. Dial in Sport or Sport+ and the big sedan tightens. It's nowhere near BMW in feel, yet strangely the electronics and rear-wheel steering make it surprisingly agile and quick through the bends.Acceleration is sparkling, both off the mark - where the electric motor's instant torque bites hard on the bitumen - and when overtak ing. Invigorating as this all is, it's the comfort, serenity and sheer gadgetry of the Lexus that will win its buyers.For me, the fuel economy benefits of a $111,000 car are almost futile. But the near-perfect build quality, the ocean of gadgetry, the urge of the hybrid drivetrain and the superb ride and comfort should win canny buyers.Understated and clever luxury car at prestige-car prices.

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 Audi's entry point for the classy A5 range comprising more than 20 variants in sportback four door hatch, coupe and cabrio variants. It also ushers in a new 1.8-litre, turbo petrol four cylinder that's economical enough to win Luxury Car Tax concessions - gotta like that.How much?The price is $66,690 but there are plenty of options and option packs to hike that.What are competitors?Very few actually. The Sportback could be termed a four door coupe by other manufacturers. The gorgeous Volkswagen CC would be the closest competitor.What's under the bonnet?There's a small capacity force fed petrol 1.8 under the bonnet of this particular model. It has direct injection and turbocharging as well as variable valve lift and timing to boost efficiency as does auto stop and start, recuperative energy from the brakes and a CVT eight step "auto" transmission with sport mode. It's good for 125kW and 320Nm from a low 1400rpm.How does it go?Really well with plenty of kick in the mid-range and a strong top-end. But the stop and start system causes rather lethargic acceleration from a standstill. Takes too long to fire up and start driving the car.Is it economical?Impressive at 5.8-litres/100km. We saw better at a steady 90kmh on the freeway but you can average in the 7.0s combined without trying - of 95 octane.Is it green?Yes, passes Eu 5 emissions and has a swag of economy technology that also cuts emissions.Is it safe?Five stars.Is it comfortable?Comfort levels are high with sporty, well shaped seats and leather upholstery. Electric front seat adjustment is handy and the driving position offers plenty of options. The cabin is roomy enough for four adults and the load space under the large hatch is big.Good audio, plenty of driver assist technology, Bluetooth phone and audio. Pretty much all you need.What's it like to drive?Sporty with a firm, well controlled ride, sharp steering response, powerful brakes and grippy rubber. Typical Euro sporty drive feel with a half decent exhaust note (when you can hear it).Is it value for money?Tempting especially with the discounted Luxury Car Tax thanks to low fuel consumption.Would we buy one?Probably not, we'd go for the 2.0-litre diesel A5 Sportback for a couple of grand more. Keep it for years, spend little on fuel, surprise other drivers with striking turn of speed.2012 Audi A5 TFSI SportbackPrice: from $66,690Warranty: 3 year roadside assistWeight: 1525kgEngine: 1.8 litre, 4 cylinder, 125kW/320NmTransmission: 8-speed, constantly variable transmission, front wheel driveThirst: 5.9l/100Km