Luxury Reviews

Volkswagen have been clever by introducing its Scirocco coupe in full-on ‘R’ guise

Whenever I see a Porsche 911 Cabriolet, it's like visiting a stunning house and finding the carpet is purple shag pile. You can't help thinking, “Why did you do that? You were making all the right moves then veered off into weirdness.'' Perhaps it's about communing with nature, wind in your hair?VALUEPorsche's new 911 Carrera Coupes and Cabriolets have been on sale since late last year, although the cars available to sample so far have all been Carrera S Coupes with a 294kW 3.8-litre engine. The Cabriolet starts at $255,100 for the manual version and $294,250 for the S automatic plus on-road costs. The price premium is considerable too, at $25,000.Strange, that convertible makers go to so much trouble, with wind-deflectors and other devices, to keep the flurries out. Most convertibles have heated seats, for a price, and some even offer neck-level warm-air blowers. Without them, you couldn't drive with the roof down in cold weather, and so you wouldn't do it all, because it's impossible when the Australian sun's shining.TECHNOLOGYThis time the entire range was lined up, including a Coupe and Cabriolet with the new 3.4-litre entry-level engine. This is a version of the previous 3.6-litre unit with a shorter stroke. Like the 3.8, it adopts a suite of fuel-saving strategies, such as clever thermal management and an idle-stop system. As a result, fuel consumption is down by at least 12 per cent, with every car in the range below 10 litres per 100km.As with the 3.8, maximum outputs in the 3.4 are reached higher in the rev range compared with the engine it replaces. Peak power arrives 900rpm higher, at 7400rpm, while peak torque is achieved with an extra 1200rpm, at 5600rpm. However, neither engine has lost its driveability, with the same low-rev torque available from just off idle. In the 3.4, that means around 300Nm from get-go. It's a flexible as ever.The Coupe and Cabriolet share engineering, with the same transmission options of Porsche's seven-speed manual or dual-clutch automatic, increased wheelbase and focus on shedding weight through greater use of aluminium.DESIGNThe Cabriolet is on average more than 50kg lighter than its predecessor and 18 per cent more rigid, with a redesigned rollover protection system behind the cabin helping to add stiffness to the body. Nevertheless, the Cabriolet is unavoidably heavier than the equivalent Coupe by a substantial 85kg.Its key advance this time is a redesigned folding roof. It uses magnesium panels to smooth its contours and the result is a cabin silhouette that can match the coupe to the millimetre, Porsche says. The flush-fitting glass window helps to make it impressively smooth, without the obvious framework that usually spoils the outline of a fabric roof. Invaluably, it can be operated on the move up to 50km/h, opening or closing in just 13 seconds.The Cabrio also feels tightly put together and very solid for an open-roof car. The roof stashes neatly behind the cabin and over the rear axle, and there's no sense of panels shifting slightly that you get with some solid folding tops. So if you are going to buy a convertible, here's one that sits at the top of the class.But there's no avoiding the compromises. The Cabrio cannot be as rigid as the Coupe and the extra weight cannot be wished away. The killer compromise for me, though, is that despite its cleverness the roof needs a raised “hump'' behind the cabin to fold into. This spoils the shape. Your bum really does look big in this.DRIVINGThe convertible is two-tenths slower than the hard-top for any given engine-transmission combination. All of which makes the Coupe a no-brainer for two-thirds of Australian buyers, while the rest will find the lure of the Cabriolet harder to resist than ever. As usual, Porsche has tried to minimise the disadvantages of the Cabrio and make it as close to the Coupe as possible.The 3.4 isn't as quick as the 3.8, but you don't feel short-changed. The slowest Cabriolet 3.4 manual can reach 100km/h in 5.0 seconds and the quickest, the Cabriolet S automatic with launch control, in 4.3s. Sounds terrific, too.From the inside, roof up, the magnesium shell makes it seem almost as solid as a normal roof. It represents an effective compromise between traditional fabric and the folding hardtops favoured by some premium makers. It works with a single button-press and an adjacent switch raises the new wind deflector. On the track, roof down, it proved remarkably effective at keeping the wind out even on the straight, with speeds well in excess of 200km/h.Why get the convertible when there's a perfectly good version with a roof? The coupe is quicker, handles better and has the classic shape. The Cabriolet spoils everything. It's heavier, shakier and needs a humpback to pack the roof, spoiling the coupe's beautiful lines. So if it was my garage, there's no way I'd be tempted from the hardtop. But some will. They've already measured up the den for 1970s retro rugs.VERDICTIt's a classy convertible, but a puzzling choice if you're after a 911.

There's only one thing wrong with the BMW 318d — the higher-specced and more powerful BMW 320d is just $4500 more. The 320d tips buyers in to the $60,000-plus mark before they've ticked an options package, which then makes the entry-level diesel a smart entry point at $56,400 for those who aspire to the blue-and-white propeller badge. Why, because even with "only" 105kW and 320Nm, the 318d drives like a BMW should.Welcome to the jungle. Behind the prestige badges, the German trio are fighting a huge war for ownership of the small luxury segment. Audi's A4 is mid-cycle against the other two but still managed 225 sales in May. Mercedes-Benz is winning, with 495 sales last month against 425 for the BMW.Demographers would put the difference down to our ageing population — Benz shades BMW for the most luxurious interiors and best safety systems in the market; the Bavarian outfit still has the edge with the best road/tyre/ steering-wheel feel of any car this side of a Porsche.The 318d is standard with an eight-speed auto matched to a "drive experience" control that varies shift points, steering, stability control and throttle response depending on whether it is in Eco Pro, Comfort, Sport or Sport+ settings. It also comes with an adaptive cruise-control (the system brakes but won't accelerate) and has a 6.5-inch infotainment display, six-speaker sound system with iPod/USB connectivity, Bluetooth connectivity, electric front seats and rear parking sensors. Satnav will cost more than $1500, though.This is the best-looking sedan in the BMW range. The proportions just work on the 3 Series, whether it's at rest or hustling past. The kidney grille is now stretched and flattened to emphasise width and that theme continues with the two lower air intakes and small vertical intakes under the twin round headlights. BMW says the look also improves air flow around the front wheels. Open the bigger doors and there's more space fore and aft — up to 15mm more knee room in the back — along with the typically functional BMW dash. Three option lines add interior and exterior bling — the Modern at $3900 and the Luxury and Sports at $4900.ANCAP rates the BMW as the second-safest car on the road. It trails the Mercedes-Benz B-Class by just .02 of a point for the outright title, which makes the little Beemer a safe buy if you're safety-conscious. Six airbags are backed by a lighter and stronger chassis with improved crumple zones so the car is smashed instead of the occupants. Money may not be able to buy love but it can buy structural integrity.Shut the door on the BMW 318d and you have to think. The close is solid and needs a decent pull to lock. Reassuring perhaps, but not typically BMW, where the "thunk" came with little effort on the handle. Press the start button, though, and the BMW traits kicks in, from the feel through the wheel to the way the car sits over bumps and the seats lock on to the thighs through tight corners.The interior look is planed rather than plain with the horizontal lines intended to emphasise the width of the cabin. The materials and switchgear may not look as flash as some of the 318d's rivals but are just as upmarket as buyers will demand. There's a lot to like about the baby 3 Series diesel — it is an enjoyable car to drive in the city, a good long-distance hauler — though only two adults in the back, please — and only starts to lag on uphill runs through twisty corners. Which is where the 320d comes in .This is a win/win for prestige buyers. Those looking to step up to Euro ownership and want driving feel will feel at home in the 318d. Existing prestige buyers will be better off looking at the 320d — and it's there the C200 CDI starts to make Mercedes' presence felt.

Really, truly, you’d be a happy vegemite with the new base model Porsche Boxster – with no options and the manual six-speed tranny. The price is $107,500. It’s the purest form of this new generation

This is only the third totally new 911 platform since the model started decades ago. The S gets a higher level of standard kit that includes six pot brakes and other goodies.We got to drive the manual Carrera Cabrio and the S with PDK and frankly, prefer the PDK because it's a more engaging drive and has much quicker gear changes. You can also hold onto the wheel with both hands all the time - a distinct benefit at 200kmh plus on the racetrack. Purists will probably like the manual.TECHNOLOGYIt's a rear drive naturally aspirated sports car with the latest technology and thinking Porsche has to offer. That includes a downsized 3.4-litre flat six in the Carrera (with more power and torque rated at 257kW/390Nm) and a power enhanced 3.8-litre flat six in the S model rated at 294kW/440Nm. Redline in both engines is up by 300rpm to 7800.The direct injection engines are a development of the previous 997 model with revised gas flow, reduced friction, ignition upgrade, integrated stop/start, quicker throttle action and earlier torque peak. And like the coupe, there's a choice of seven-speed manual (the first of its kind) and a seven-speed dual clutch PDK manumatic.DESIGNAs you'd expect, the new 911's dynamics are finely honed making it a better thing to drive in all environments - including at the limit on a race track. The body is a hybrid of aluminium and steel and helps make the new model some 45-60kg lighter than the previous 911 Cabrio.It sits 5mm lower has, a 100mm longer wheelbase, wider track, is stiffer and more aerodynamically efficient. The soft top can be deployed at speeds up to 50kmh and it takes around 13 seconds.DRIVEHowling down the long, sloping straight at Sydney Motorsport Park (formerly Eastern Creek) sees 220 - 230kmh click over on the Porsche Carrera Cabriolet speedo. It's seriously fast when you have to peel off left into the big sweeper at the end.But the straight also served to demonstrate just how far soft top "cabriolets" have come in terms of roof integrity. With the roof up, you simply can't tell this is a soft top sports car, even at extremely high speed. There's no bulging, flapping or whooshing as you might expect from lesser brands.No, the 911 Cabrio is tight as a drum at any speed and that applies to water too. It has a clever magnesium frame with three support panels guaranteeing a smooth, tight roofline that mimics the lines of the Carrera coupe almost exactly.Then of course, you can take down the roof and enjoy the climate "au naturale" bat the same speeds but with a degree of buffeting. This is the 991 version of the Porsche 911 Carrera Cabriolet and it arrives not long after the tin top coupe models in the same Carrera and Carrera S variants -- for the time being.The PDK is faster in both models by a couple of tenths over a 0-100kmh sprint and uses only slightly more fuel. That number is an incredible 9.2-litres combined in the Carrera Cabriolet -- in a vehicle with near supercar performance. It will knock off a 0-100kmh sprint in 4.8 seconds with the PDK. The S with PDK does it in 4.5, quicker with the Sports Chrono pack that includes launch control.VERDICTAs expected, the Cabrio is a superb driver's vehicle, engaging, flattering and with that superb flat six howl _ all the better with the roof down.  We love the evolved styling, the luxury interior, the exhaust pop on gear changes -- pretty much everything about this car.

Mud drips from the roof of our Freelander.  A passerby points it out to his wife: ‘They’ve been somewhere fun.’ Indeed we have. When taking Land Rover’s new Freelander off road there is little to limit your journey (except for a stubborn horse that wouldn’t get out of our way).TheFreelander may be a compact SUV, but it will do its best to keep up with the big boys. Dressed enough for the city streets, it truly comes alive in the bush. Through various terrain testing over the week we came to one conclusion: when you climb in a Freelander and turn off-road - adventure will follow.Land Rover’s Freelander 2 SD4 SE, priced from $56,810 comes with 18-in alloy wheels, Intelligent Power System Management for more economic battery charging, full size spare wheel, parking aids, Bluetooth, audio input socket, rain sensing wipers, dual-zone climate control, heated exterior mirrors, bright finish twin bar grille, adjustable wheel mounted audio and cruise, electronic folding side mirrors when the vehicle is parked, six-way adjustable driver seat, push button start/stop, trip computer, and perimetric security system.With 140kW/420Nm the 2.2-litre SD4 diesel engine has plenty of oomph off-road and on. The six-speed automatic transmission is seamless, but if you think you can do better, engage CommandShift and have a go at beating Freelander’s take off of 0-100km/h in 9.5 seconds.When you’re not tackling trails, the official fuel figure is an impressive 7.0L/100km, though our scoot off road and through the mountains found 9.5L/100km, not bad considering the terrain.Smaller than its Land Rover brothers, this compact SUV can still push through water at depths up to 500mm, tow up to twotonnes, and clear obstacles with axel clearance up to 210mm in front and 265mm in back.And with the assistance of Terrain Response’s four modes, and front and rear independent suspension, you’ll find a surprisingly stable ride. After dusting off on your way home, the Freelander’s smaller dimensions make it very capable in busy city driving, and hunting for the elusive parking spot, all while having enough room to accommodate five adults and gear.The exterior of the Freelander has the classic Land Rover look. True to its strong lineage, it’s stylish, but not flashy. Internally however, this 4x4 has a soft side.The interior design is clean and gives the cabin an open feeling. Keeping with this, the back seats are 50mm higher than in front. The stadium seating lets those in back enjoy a clearer view, and the middle seat converts to an armrest with cup holders. With a choice of interior colors, wheel design, and a score of available accessories you can tailor the Freelander to match your taste.Heated front seats, a six-way adjustable driver seat, and an adjustable steering wheel and armrest will make anyone feel at home behind the wheel. Wheel mounted cruise, audio, and Bluetooth add to the driver’s control, though the spacing of the buttons are a bit awkward.You can plug in an iPhone or MP3 player, but without an accessory cord you can’t use the vehicle’s controls to skip tracks, and it’s a shame in this high a model that the Bluetooth connectivity only works for calls.The back seats fold to a 60:40 split, transforming the 755L of storage into 1, 670L of room for larger items, and the 12V power socket in back can keep an esky full of food ready for a picnic.The dash display is more uniform in design than user friendly, but once you puzzle out the numerous functions you’ll feel like a tech expert. Our test vehicle included the touchscreen satellite navigation system. At extra cost it’s a steep addition, but handy if you’re going to be driving beyond the familiar horizon.The Freelander gets a five-star ANCAP safety rating, with seven airbags, a monocoque body, front and rear crumple zones, a large battery of braking, stability and traction aids -- HDC, ABS, EBD, CBC, EBA, ETC, RSC, DSC and so on -- plus two child seat anchor points.To be honest there wasn’t much about this SUV we didn’t like. Descending a steep gravel road did little to disturb the twenty roos grazing at the road’s edge, as the Freelander’s hill descent control kept us from sliding.The HDC is handy on difficult terrain and it can be engaged at speeds up to 50km/h, using the cruise + and – to set the speed, though on anything short of moderate difficulty the HDC is almost too grabby. Still, we’d rather have the HDC overprotective than too carefree on tough descents.Terrain Response allows you to easily pick the right setting for current conditions. We played around with the grass/gravel/snow, and the mud and ruts settings and weren’t disappointed (there’s also a sand setting if you want to brave the beach in winter, or if you’re smarter this time of year and want to trek across the desert instead). The vehicle’s traction quickly adjusts to the road -- or lack thereof -- and you can drive on in confidence.The Freelander 2 is at home on the motorway as well as off, roll stability control compensates for any smidgen of body roll, and the compact size makes parking easy. While you wouldn’t use this in any stealth operation due to the external noise from the engine, internally it’s a quiet ride.Follow your friends on a 4x4 adventure and once you reach your destination, turn off the Freelander’s engine, step from your heated seats, pull a cool beverage from the esky in back, and try to pretend it was a rough drive in a compact SUV, so your mates aren’t disappointed.An impressive compact SUV, the comfortable and versatile Land Rover can handle just about anything. 

Infiniti's new M35h is easily the best hybrid I have driven to date. Think of the electric motor as a new age turbocharger and not an economy option, because this carreally goes.That's not to say the car's not economical, because it is at less than 7.0 litres/100km. But thinking of the hybrid in strictly these terms does the car a grave injustice - because it's much more than that.The rear-wheel drive Infiniti M sedan is one of two models that will lead the Japanese luxurycarmaker's return to our shores in August. The other is the all-wheel drive FX crossover.BACKGROUNDInfiniti is the luxury arm of Nissan, in much the same way as Lexus is the luxury extension of the Toyota brand. It's been around for over 20 years, but until now has made cars primarily for the US market.It did however sell a single luxury model here in the early 90s called the Q45, a sedan that retailed for $145,000 of which the company sold a grand total of 132. Over the years successive Nissan CEOs have vowed Infiniti would one day return, but not until it had a full range of vehicles to offer. That day has finally arrived.WHAT WE GETNothing brand spanking new in gloal terms but certainly nothing we've laid eyes on before. Ironically the crescent-shaped badge bears a passing resemblance to China's Great Wall Motors which unfortunately has been on the scene longer.The fourth generation M sedan was launched overseas in 2011 and is the newest of the vehicles coming our way. It will arrive in 3.7-litre petrol V6 guise, 3.0-litre turbo diesel form and the aforementioned 3.5-litrepetrol-electric hybrid petrol.Surprisingly, the hybrid with a 0-100km/h time of 5.5 secs is the fastest of the trio and billed as the fastest accelerating production series hybrid in the world. The other car at launch will be the FX, a large SUV about the size of a Nissan Murano.Launched 2009 the second generation FX will be available with a 3.5-litre petrol V6, 5.0-litre petrol V8 and 3.0-litre turbo diesel. Both vehicles share the same platform and both are built in Japan. They will be followed in November by the G sports coupe and convertibles.HOW MUCH?These are luxury vehicles and as such don't expect them to be cheap. They are designed to go head to head with the Germans (Benz, BMW and Audi), not to mention Lexuswhich by virtue of its Japanese origins will by default be seen as its natural enemy.Infiniti however argues its cars are sportier, driver-orientated cars that will appeal to a wider crosssection of buyers, especially younger buyers looking for something other than what the establishment drives. Infiniti has not revealed pricing yet, but its competitor models provide a strong indicator.Think $80K and upwards for M and probably around the same mark for the FX. Like the price features and final specifications are still to be determined, making it difficult to say what is or is not standard at this stage. Some models will come with 4-wheel active steer, sports suspension and 20 inch alloys.THE MWe only got to drive the M35h hybrid at a preview event in New Zealand this week. The drivetrain consists of a 3.5-litre petrol V6 that puts out 225kW of power and an electric motor that adds another 50kW to the equation, for a combined total output of 268kW (6.9 litres/100km).Maximum torque from the petrol engine is 350Nm, with another 270Nm available from the electricmotor - but no figure is provided for the total torque output which is difficult to quantify. It's a parallel hybrid that provides full decoupling of the V6 when the car is in electric mode orregenerating power.The M37's 3.7-litre V6 puts out 235kW of power and 360Nm of torque (10.2 litres/100km), while the M30d turbo diesel is good for 175kW and 550Nm of torque (7.5 litres/100km). Neither provide the same kind of performance or economy as the hybrid.All three are fitted with a 7-speed automatic with a facility to change gears manually, although the hybrid's auto is a little different with an electronic clutch instead of a torque convertor.THE FXWe were able to drive the FX37 and FX50. Like the M37 the FX37's 3.7-litre V6 produces 235kW of power and 360Nm of torque (12.1litres/100km). It's basically the same engine as in the superb Nissan 370Z along with the 7-speed tranny too.It's interesting they didn't opt for a CVT which seems to be the preferred option in the Nissan-Renault Alliance. Similarly the diesel generates the same 175kW and 550Nm (9.0 litres/100km) while the grunty 5.0-litre V8 pumps out an impressive 287kW and 500Nm (13.1 litres/100km). The petrol engines all prefer top drawer 98RON unleaded but will accept 95 Premium.SAFETYThe FX has been crash tested in Europe where it scored five stars, but has not received a rating from the Australian authority yet which has even more stringent regulations these days that have seen some vehicles score only four. The M is yet to be tested.Suffice to say the cars come with a full complement of safey equipment, including six airbags, stability control and forward collision warning with intelligent brake assist that automaticly applies the brakes if a collision with the car in front is imminent (and the driver hasn't braked).The FX takes lane departure warning to the next level with Lane Departure Assist that automatically applies the brakes on one side of the vehicle to bring it back into the confines of the lane if the driver strays.BIG SOUNDThe 16-speaker Bose sound system in the hybrid we drove is the most advanced Bose system available in any car in the world, with active noise cancellation just like hi-end headphones. It includes two personal speakers mounted in the top of each front seat and can be teamed with a satnavguidance system that provides a 9.3Gb worth of music storage to which you can download your CDs or stream audio from Bluetooth phones or audio devices like iPods.THE DRIVEThe roads around Queenstown in New Zealand's South Island provide plenty of scope to put the cars through their paces. Of the three cars that we drove the hybrid M35h stood out in terms of performance and refinement.NZ's coarse chip roads generate a lot of tyre noise, but the hybrid was noticeably quieter and morerefined. Straightline performance is strong, with plenty in reserve for quick, sharp overtakes and the carremained surefooted in often damp conditions.A console mounted dial allows the driver to select from four driving modes: Standard, Eco, Sport and Snow. The steering in the hybrid is electro-hydraulic and feels direct and responsive, with wheel mountedgear change paddles.The result is a car that is engaging and satisfying to drive, and its appeal grows the more you drive it. We don't normally get excited about hybrids but we'll make an exception in this case. Of the two FX models that we drove, the V8 was by far and away the nicer drive, not just because it has more power but because it was more refined, more composed and held the road more confidently.In normal operation the FX remains predominantly rear wheel drive, with torque transferred to the front wheels as required. Both cars were fitted with the sports pack that includes sports suspension and 21 inch wheels, with 265/45 series rubber.The active damping system modulates the shocks, allowing the driver to dial in a firmer ride - with auto and sport settings. On the downside we found the transmission a little slow to hook up, more so in the V6 and the stability system cut in too early at times. We look froward to driving the diesels when they become available.FINAL THOUGHTSThe jury is out on the styling. At the very least it is going to get the cars noticed and that for a new entry is not such a bad thing. The M looks generic from some angles while the FX with its long bonnet and chromed side ventsexudes an air of aggression. We note however the boot in the hybrid is hatchback size and could be an issue while it is necessary to watch your head getting in and out of the FX with its plunging roofline. There's certainly a smorgasboard of features available but which we will have to pay extra for remainsto be seen.Infiniti concedes it will not be trying to undercut competitor prices, but rather float a value for money arguement, with a strong emphasis on delivering a rich flexible customer experience. Lexus of course is stifll trying to crack the German nut so it will be fascinating if nothing else to see what impact the new comer has?2012 Infiniti M35hPrice: from $80,000Engine: 3.5-litre petrol V6, 268kWTransmission: 7-speed automaticThirst: 6.9 litres/100km 

Money talks. but Infiniti won't reveal prices or spec details until closer to the late-August launch of Australia's newest luxury brand.That makes rating it in the prestige hierarchy — Lexus, Audi, BMW and Mercedes-Benz — all but impossible.Infiniti Cars Australia general manager Kevin Snell says he won't chase volume by making it a "budget prestige" brand. "That just defeats the purpose of being in this market. People buy these types on vehicles on value and image, not price," he says."The younger Gen Y buyers are looking for something different. In many cases they see European prestige cars as representing their parents' values."So Infiniti wants to be different, right down to the design of its cars with the signature bulging front guars pushing up in to the bonnet. Snell knows the look won't suit the conservative crowd — and is happy about it.THE RANGEThe FX all-wheel drive SUVs are expected to account for more than 80 per cent Infiniti cars for the first 12-18 months, headlined by the V8-powered FX50S.The M35h hybrid will be the only sedan in the line-up at launch but will be followed by the small-sized G Coupe and G Convertible towards the end of the year and the next-generation G sedan is due in late 2013.Infiniti can tap the resources of Nissan and Renault and has grabbed two of the best engines in the alliance's inventory in the 3.0-litre V6 turbodiesel from Renault and the 3.7-litre petrol V6 that is best known in Nissan's sporty 370Z.PRICINGWith no news from the Australian arm, a look at the British Infiniti website shows the FX range has four basic spec levels, GT, GT Premium, S and S Premium. Prices start around $74,000 for the base FX37, with the diesel engined FX30d just $135 more. At the top of the tree, the FX50S Premium sells for $92,500. In comparison, BMW's X6 range — the closest in terms of looks to the FX — starts at $74,200 in the UK for the xDrive30d, steps up to $75,500 for the xDrive35i and costs $92,000 for the xDrive50i. The range-topping, turbodiesel xDrive50d adds another $8000. Expect local prices to be more than the UK figures but still on a par with Infiniti's Euro rivals.DRIVINGThe focus on performance is obvious in all the cars during a brief drive in New Zealand this week. They go hard and hold the road better than a high-riding 2.1-tonne vehicle should be able to.FX37 normally rolls on 20-inch rims but the test vehicles were S variants with stiffer suspension and 21-inch wheels covered with 265/45 rubber. Tyre noise on the coarse chip surfaces around Queenstown was noticeable from 80km/h up, but it was made more obvious by the lack of wind noise coming off the A-pillars and chunky side mirrors.The FX37 officially uses a litre less fuel over 100km than the V8, but that ain't the case when it's trying to catch its bigger brother. The six-cylinder's fuel use of 14.6L/100km was above the 13.1 Carsguide in the FX50.That was largely due to the transmission kicking down a couple of gears on when attacking hills to keep the 3.7-litre engine revving. The V8 was generally happy to cover the same ground in a higher cog.The BMW X6 has the edge in on-paper performance but in the real world there won't be much between the two vehicles. The heated and ventilated front leather seats in the Infinitis are snug, supportive and stylish and the FX doesn't want for standard kit.It also has the safety software to suit this class, from adaptive cruise control to lane departure warning and a tyre pressure monitoring system. And the sloping roofline that helps give the car its stand-out shape doesn't limit headroom for 180cm-plus rear passengers.VERDICTInfiniti has the vehicles to compete on the road. Now we need to know the value equation to see how the newest prestige player will compete in showrooms. Don't expect the other brands to sit back and watch, though, which can only be good for all potential prestige buyers. .Infiniti FXPrices: TBAWarranty: TBAResale: NAService intervals: TBAEngines: 3.0-litre turbodiesel V6, 175kW/550Nm (FX30d); 3.7-litre V6, 135kW/360Nm (FX37); 5.0-litre V8, 287kW/500Nm (FX50S)Transmission: Seven-speed automatic, all-wheel driveBody: 4.86m (L), 2.13m (W), 1.68m heightWeight: NAThirst: 9.0L/100km, 238g/km CO2 (FX30d); 12.1L/100km, 282g/km CO2 (FX37); 13.1L/100km, 307g/km CO2 (FX50S)Infiniti M35hPrices: TBAWarranty: TBAResale: NAService intervals: TBAEngine: 3.5-litre V6 petrol-electric hybrid, 268kW/620NmTransmission: Seven-speed automatic, rear-wheel drive Body: 4.95m (L), 2.06m (W), 1.5m (H)Weight: NA Thirst: 6.9L/100km, 158g/km CO2

The original version of the Volkswagen Touareg was designed to have good off-road ability - in the mistaken belief that buyers wanted a 4WD. The new model has been backed off in its standard format as very few people ever take their SUVs away from sealed surfaces.The Touareg 150TDI we tested is priced from $62,990, and also came with the $5400 driver assist package that includes active cruise control, lane assist, front assist and occupant protection system.TECHNOLOGYThe engine sits in front of an automatic transmission with eight forward speeds, there is no manual option. The automatic is a conventional torque convertor unit, not a double-clutch DSG as the latter are notoriously awkward at very slow speeds, such as in off-road driving.The Touareg 150TDI we tested had the basic 4Motion AWD system which does not include low range transfer case or differential locks. It is ideally suited to gravel roads as opposed to 4WD tracks or fire trails and rock hopping.The transition from ‘on-road’ to ‘off-road’ is achieved by turning a knob in the console that changes the traction control for better grip on loose surfaces. On dirt tracks, forest trails and the like we found it to have excellent traction and it retained it good on-road ride comfort.The Touareg has sensors fitted to the underneath of the external rear view mirrors and these monitor road markings. If the vehicle starts to drift to one side or the other the steering wheels shudders alerting the driver. Front assist lets the driver know there is insufficient braking space between the Touareg and the car in front.Weight reduction has been achieved as a two-speed transfer box is no longer fitted as standard. Instead it is an extra-cost option for those who do want go into the bush. The 4WD system without a transfer case uses the tag of 4Motion. The heavy-duty 4WD with a transfer case is called 4XMotion.DESIGNThe second generation Volkswagen has styling that follows the latest neat and tidy VW theme that is likely to remain timeless. Europeans are becoming increasingly anti-4WD in their thinking so Volkswagen has been sensible in making the Touareg look more like a sensible station wagon than an off-road vehicle.Though it looks smaller than the superseded gen-one model, the new Touareg is significantly larger inside due to its longer body and stretched wheelbase. This results in a spacious back seat so there's legroom for the tallest of adults. Comfort in the rear has been further improved by making the backrest adjustable for rake.VW has given the interior an all-new look, with a classy appearance and intelligent use of soft feel materials on the dash. There is the usual neat and easy to read Volkswagen instrument layout as well as an integrated LCD multifunction display that’s also simple to use and minimal in the distraction it causes,The Touareg’s luggage area has also been increased in size and is easy to load thanks to the squared off rear end, though the height of the floor may cause hassles for smaller owners.The cargo area is large at 580 litres and with the rear seat folded there’s a cavernous 1642 litres. The rear seat has a 60/40 split and the centre section of the backrest folds down to create an armrest with cup holders. It also folds down completely to create a ski hatch.DRIVINGThe new VW SUV has a solid feel and excellent refinement in noise, vibration and harshness control. At a cruising speed of 110 to 120 km/h there is almost no wind noise so the big VW wagon offers quiet relaxed travel for hours on end.We found the front seats comfortable and supportive. Leg and headroom is not an issue in front or back. The rear seat passengers also enjoy dual air conditioning vents at head height. However, the middle seat in the rear is rather firm - not a place we would like to be on a long trip.The interior has a good number of usable storage bins that makes it an ideal family vehicle.Visibility outwards is excellent thanks to the slimming down of the windscreen pillars and the moving of the windscreen slightly closer to the front seats. The view out to the rear is also very good and one of our shorter road testers said she had no trouble at all in normal driving and reverse parking.Touareg is predictable in the way it handles and only a tiny number of owners will ever come close to finding its limits, when the aforementioned safety electronics will get them out of trouble. Body roll for a largish SUV is minimal.Cleverly, though it has increased in size, the new VW Touareg is almost 100 kilograms lighter than the outgoing model. This weight reduction has been achieved not only by the different 4WD systems, but also in many other areas throughout the vehicle.Clever engine and transmission design, as well as the aforementioned trimming of weight, has reduced fuel consumption and emissions by as much as 20 per cent compared with the outgoing Touareg. Our review vehicle used about seven to nine litres per hundred kilometres in country running, increasing to nine to eleven litres around town or in hilly country. These are excellent figures for a large vehicle in this class.VERDICTAll-in-all the new Volkswagen Touareg has logical improvements on the original in almost all areas and should be a big seller with appealing combination of style, space and safety.MODEL RANGE150 TDI 3.0-litre V6 turbo-diesel five-door wagon: $62,990 (automatic)V6 FSI 3.6-litre V6 petrol five-door wagon: $67,990 (automatic)V6 TDI 3.0-litre V6 turbo-diesel five-door wagon: $77,990 (automatic)V6 TDI 4XMotion 3.0-litre V6 turbo-diesel five-door wagon: $82,990 (automatic)Volkswagen Touareg 150TDIPrice: From $62,990Warranty: 3 years/ unlimited kmSpare: space saver/ temporaryEngine: 3.0-litreV6 diesel 150kW/400NmTransmission: 8 gears, sports automaticBody:  4898mm (L), 1965 mm (W), 1732 mm (H)Weight: 2154 kgThirst: 7.2 L/100km, 190g/km CO2

Although it’s one of Europe’s longest-established brands in Australia, French carmaker Peugeot has been in the doldrums recently with a limited vehicle range, supply problems and an ageing buyer base suppressing sales.The company is looking to stage a revival in 2012 led by two all-new models both aimed at younger buyers. We’ve just attended the launch of the first of this pair, the 4008 SUV. It will be joined later this year by the new 208 city hatch.The 4008 is one of three vehicles produced from a joint venture between the PSA Peugeot Citroen group and Mitsubishi, being built on the same platform as the Mitsubishi ASX.The other two are the slightly larger Peugeot 4007 / Mitsubishi Outlander and the all-electric Mitsubishi iMiEV and Peugeot iOn. Citroen variants of all three vehicles are also produced but we know of no plans for them to come to Australia at this stage.PRICE AND EQUIPMENTWith a price range of $28,990 to $38,490 the Peugeot 4008 offers excellent value for a European SUV, or more correctly a European-styled SUV. Peugeot lists its main competitors as Nissan Dualis (from $24,990), Mazda CX-5 (from $27,800), Subaru XV (from $28,490) and Volkswagen Tiguan (from $28,490). Strangely its Mitsubishi ASX twin (from $25,990) is not seen as a direct rival, supposedly because of its lower equipment levels.Adding to the Peugeot’s value equation is the Assured Service Plan that places a $330 capped price on all services during the first three years of its life. The plan applies to all buyers, be they private, business, fleet and or government and is transferable if the car is sold. Two equipment levels are offered, Peugeot 4008 Active (with 2WD and AWD, manual and CVT) and 4008 Allure (AWD and CVT only).Standard on all models are seven airbags, ABS brakes with Electronic Brakeforce Distribution and Brake Assist, Electronic Stability Program, front foglights, 16-inch alloy wheels, cruise control, automatic headlights and windscreen wipers, reversing camera with a rear-vision mirror display, rear parking sensors, Bluetooth telephone and audio, USB and auxiliary sockets, climate-control air conditioning, coloured multifunction monitor and a full-sized spare wheel/tyre.For an additional $5000 the Allure provides xenon headlights, leather trim interior, 18-inch alloys, power and heated front seats.DESIGNWe found the styling of the ‘French’ SUV that much more appealing than the ‘Japanese’ one especially the large, vertical grille that gives it an imposing stance on the road.Inside is a soft texture fascia and lacquered piano-black centre console which add a gentle ambience. The controls are large and well-placed with an instrument panel that’s back-lit day and night, unlike some others that, very inconveniently, turn off when the car enters a tunnel. There’s good head and legroom in all five seats. Maximum boot space is 416 litres with the rear seatbacks in place and 1193 with them lowered.TECHNOLOGYA little surprisingly for a company with a long history of diesel engines in this country, Peugeot 4008s only come here with a 2.0-litre petrol. The problem is that diesels are not yet mated to an automatic transmission, something the local Peugeot people consider all but essential for local buyers.Incidentally, the larger Peugeot 4007 does come with a 2.2-litre turbo-diesel with manual or DSG automatic transmission but only with 4WD.The four cylinder petrol engine generates 110 kilowatts of power at 6000 rpm and 197 Newton metres of torque at 4200 revs and is mated to either a five-speed manual or continuously variable transmission (CVT).As is now the norm in the small SUV segment the 4008 comes with the choice of two or four-wheel drive. The former wasn’t available for our launch road test but we’ll report on it when we carry out our extended test in a few weeks.The Peugeot 4008’s 4WD system comes with three modes: 2WD for urban conditions and lower fuel consumption, 4WD with electronically controlled torque distribution between the front and rear axles, and 4WD Lock for conditions that require maximum grip.DRIVINGOur test drive took us on a 300 km route to the north of Sydney with an even spread of motorway, rural and dirt roads. The 4008 cruised smoothly on the freeway with the additional soundproofing above that on the ASX doing its job and providing a relaxed, comfortable trip. The next section of the route was on some enjoyable back-country roads where the Pug handled at least as well as other similarly sized SUVs that we’ve driven.On the downside we found the steering to be a little too wooden for our tastes and we had our usual issues with the irritating noise from the CVT under hard acceleration.With only AWD models available for our test, Peugeot included a moderately demanding 60 km section of dirt road between Wollombi and Wisemans Ferry to display the off-road credentials that the company feels should distinguish the 4008 from its softer competitors. Apart from a number of pot holes that send shudders through the car, it handled the conditions without any real problems.Our biggest issue came in the latter stages of our test when we had to climb up the steep slope out of Wisemans Ferry on the Hawkesbury River and the little petrol engine was really found wanting. On two occasions we needed to drop back to first gear to keep it moving.VERDICTThe Peugeot 4008 and Mitsubishi ASX share most of their mechanical components and underbody parts and have a similar styling theme, all external panels, with the exception of its doors and roof are different.