Luxury Reviews

Hot on the heels of the release of its fourth-generation petrol-powered GS models, Lexus has added the GS 450h petrol/electric variant to the range.The big news with the second-generation Lexus GS 450h is a substantial drop in price from $126,800 for the outgoing single-variant model down to $99,990 for the entry-level 2012 model.In 2006 when the original GS 450h was released we commented on the good value it represented for its class. Now, despite a mid-life price rise, six years of inflation and the addition of considerably more equipment the new model is 20 per cent cheaper so the value equation has jumped even further.Lexus and parent company Toyota are both keen on promoting their petrol-electric hybrid models and have significantly reduced prices on them.Lexus has long been the leader in luxury hybrids and it’s interesting to note that both BMW and Mercedes-Benz have competitors on the way in the form of the BMW ActiveHybrid 5 (based on the 5 Series) and the Mercedes-Benz E400 Hybrid (based on the E-Class).The GS 450h shares the same V6 petrol engine as the GS 350 although with slightly less power (215 kW compared with 233 kW) and torque (352 Nm vs 378 Nm) but modified to have an Atkinson cycle for improved efficiency and lower fuel consumption. When combined with the 650-volt nickel-metal hydride battery peak power increases to 254 kW.Lexus is planning on eventually replacing the nickel-metal hydride batteries with more efficient lithium-ion units, but could not provide a time frame when this will happen. All GS 450h variants come with six-step continuously variable transmission (CVT), unlike the GS 250 and GS 350 which get six-speed sequential automatic.For the first time, the GS 450h hybrid model comes with the same three equipment levels that are available in the two petrol models. These are Luxury, F Sport and Sports Luxury. Previously only one variant was offered.Standard equipment in the entry-level GS 450h Luxury includes ten airbags, a so-called blind spot monitor in the door mirrors, parking sensors, reversing camera, moonroof, LED daytime running lights, Bluetooth telephone and audio streaming, dual-zone climate control air conditioning, 8-inch multimedia monitor and head-up display.The flagship GS 450h Sport Luxury tops up the Luxury’s features with a 12.3-inch multimedia monitor, driver fatigue monitor, enhanced Mark Levinson audio, three-zone climate control, automatic high/low beam headlights, and leather and woodgrain trim.The official combined cycle fuel consumption figure for the Lexus GS 450h is 6.3 litres per 100 kilometres, compared with 9.3 L/100km and 9.7 L/100km respectively from the GS 250 and GS 350. Likewise combined cycle CO2 emissions are 147 g/km compared to 215 and 225.Styling of the new GS 450h is much the same as that of the GS 250 and GS 350 models released in early April 2012. The most notable change from the previous GS series is the bold grille styling of the type that’s all the rage at the moment. Lexus calls it’s a ‘spindle-grille’ because of the bobbin-like pinched in section at the top. The design is attractive and distinctive.The Lexus GS 450h F Sport adds body kit, 19-inch alloy wheels, sports suspension settings, dynamic handling system and all-speed active cruise control.One feature of the outgoing GS 450h that drew justified criticism was the limited size of the boot caused by the location of the batteries behind the rear seat. Lexus has addressed the problem in the 2012 model by stacking the batteries in two rows with the battery devices laid on top. The new arrangement increases boot capacity by 45 per cent to a reasonable 465 litres, only 75 litres less than the GS 250/350.One of the barriers to the sale of any new-technology commodity is the price premium that early-adopters have to pay. However with the release of the second-generation GS hybrid, Lexus CEO Tony Cramb says, “the hybrid price premium has all-but been eliminated” by a combination of price decreases and additional equipment which cuts into the $10,000-$12,000 extra cost of the GS 450h over the GS 350We commented in the course of our recent review of the 2012 petrol GS models that the car had made the step up from being a commuter to become a true grand tourer able to match the comfort, smoothness and quietness of the big-name German marquees that have been Lexus’s target from day one.Following our extended drive of the GS 450h to the north of Melbourne we can only re-affirm that view and add that the GS 450h provides the added benefit of significantly lower fuel consumption and emissions.With significant price drops across the Lexus GS range we can see many prospective buyers stepping into one or other of the hybrid variants instead of their petrol-only siblings. There’s no loss in comfort or performance but significant gains in fuel economy and emissions.

The Audi line-up of sports utility vehicles has just been stretched with the addition of the Q3, a versatile premium compact that joins the queue as little brother to the Q5 and Q7.VALUEPricewise, at $54,500 the Q3 TDI quattro S Tronic is at the top end of the segment, with rivals such as the Hyundai ix35 Elite T/D, Kia Sportage TDI and Skoda Yeti 103TDI up to twenty grand cheaper. The difference to a great extent is made up by the degree and standard of fit-out.The Audi is very well equipped, with Bluetooth and audio streaming, rear view camera with guidelines, information system and multifunction leather steering wheel standard on all models.DESIGNAs a small(ish) SUV the Audi Q3 makes a big first impression, especially up front where an assertive stance is reinforced by Audi’s trademark tall radiator grille. It’s flanked by headlamps (with xenon lights as an option) and distinctive LED daytime running lights.The shape of these LED strips is repeated with the rear lights, again LED, just part of a sporty sign-off enhanced by twin exhaust tailpipes. In profile the Q3 follows the present-day shape common to many of this ilk – tall sides, bold wheel arches filled out by stylish 17-inch alloy wheels wrapped in low rolling resistance tyres, and with a roof that curves coupe-style to a wraparound rear tailgate.It’s a package that gives this vehicle an aerodynamic edge, with a non-SUV like drag coefficient of just Cd 0.32 to top the class in aerodynamic efficiency. The black paint job on the outside of the test car extended to the cabin interior, which featured black leather trim with dark brown inserts, the sombre feel being reinforced by dark brown leather seat upholstery.In time, however, the funereal finish became less creepy. The surroundings were also redeemed to some extent by a soft-touch dashboard surface surmounted by a seven-inch pop-up screen presenting full-colour sat-nav map and a suite of car system infoTECHNOLOGYOne of four 2.0-litre four-cylinder engines – two petrol, two diesel – on offer in the new Q3 range, our test vehicle’s powerplant combined direct fuel injection with turbocharging. It was mated with Audi’s seven-speed S tronic automatic transmission.With up to 130 kW on call, backed by 380 Nm of torque between 1750 and 2500 revs, this Q3 TDI is capable of hitting hit 100 km/h from rest in 8.2 seconds. Two shift modes are available – Drive and Sport – in ‘D’ the engine working as hard as possible at fuel saving low revs; while in ‘S’ the gears are held, changing up at higher revs.Fuel consumption on test hovered around five litres per 100 kilometres cruising on the open road at the legal speed limit - that’s hybrid territory – while in the city, with the stop/start facility in full swing, at times it ran out to twice that, the latter, as always, depending on traffic conditions and the driver’s mood.DRIVINGAn accomplished package, whatever work the car was put to the motor responded almost instantly to pedal pressure, the gearbox shifted cogs quickly and quietly in automatic or optional manual mode via a lever on the centre console. The auto in our Audi did not feature steering wheel-mounted shift paddles, which are an option.Power is put to ground via Audi’s tried and tested quattro all-wheel drive system that delivers optimal grip on the road through slip-free acceleration and directional stability even in slippery conditions.  The command driving position, thanks to comprehensive seat adjustment, is comfortable and gives good all-round visibility through expansive windows.Occupants of the test vehicle also enjoyed the benefit of Audi’s optional drive select system, which via a button on the centre console, allows the driver to choose how the vehicle should be driven. Choices are ‘Comfort’, ‘Auto’, ‘Dynamic’ and ‘Efficiency’, the last having all systems, including air-conditioning and cruise control working to deliver maximum fuel saving.The engine incorporates the latest stop/start feature which cuts power when the car is stationary. Some people say they find this fuel-saving technology annoying – the eerie silence and then the anxiety that, in the middle of heavy traffic, maybe the engine won’t start up on releasing the foot brake. You soon become accustomed to it and enjoy the feeling you’re doing something to improve the air we all breathe.VERDICTAudi says it is aiming the Q3 at what it calls ‘Urban Navigators’, young successful professionals, middle-aged couples and families who want an urban SUV that can be used for recreation, plus empty-nesters who lead an active lifestyle. It has much to offer in this context.MODEL RANGEQ3 2.0 TDI 2WD: $44,800 (manual)Q3 2.0 TDI quattro: $54,500 (automatic)Q3 2.0 TFSI quattro: $47,000 (manual)Q3 2.0 TFSI quattro: $48,950 (automatic)Q3 2.0 TFSI quattro: $56,000 (manual)

Plenty of people would think business execs would have little or no conscience because they suppress emotion in favour of the corporate good.It would be a handy attribute in the corporate jungle, that's for sure. But now, Lexus has provided an outlet for the softer centre of hard nosed execs to show through, allowing them to express a concerned "green'' side if they chose to drive the new Lexus GS450h Hybrid luxury sedan.It will cost them though — quite a premium over the "normal'' V6 petrol GS but for that investment, they get to use less fuel, considerably less and also generate a lot fewer emissions thereby being good custodians of our children's future. Oh and by the way, the GS450h is quite the performance packaged too showing a clean pair of rears to a good percentage of cars out there.This is the second generation GS450h and far surpasses the first model which was good in parts. The drivetrain is 20 per cent more efficient this time around, it's a roomier car despite sharing similar external dimensions and dynamically, they are like chalk and cheese with the new model being more of a GT car.Though encumbered with additional weight from a (stacked) battery pack (for less boot intrusion) and two electric motors in the transmission case, the new GS has a similar feel to the regular petrol GS range albeit with a stepped CVT transmission featuring paddle shift.They've made the body/chassis stiffer by a considerable degree and lighter too though the car still weighs in over 1900kg. Weight balance is a neat 50/50 which explains why it feels so planted on variable road conditions. And, remember, it's a rear wheel drive so no cheating with all wheel drive here thank you.What is somewhat perplexing is the use of a Nickel Metal Hydride battery instead of the new tech Lithium Ion which is lighter. But Lexus reckons the older type is "mature'' technology less prone to failure. Infact, Lexus has yet to replace a hybrid battery in this country — enough said. Because it's a totally new car from the wheels up, Lexus has been able to adopt refinements across the board including the suspension, steering, brakes and powertrain.The 3.5-litre petrol V6 uses the Atkinson Cycle which delays valve closure allowing a reduction in pumping losses inside the engine and a higher compression ratio for output gains. It has a direct injection system with two nozzles per cylinder. Variable valve timing operates on the inlet and exhaust sides so it's a fairly complex device. But the upside of this is a 0-100kmh sprint time of 5.9 seconds and fuel economy in the region of 6.3-litres/100km — phenomenal. This low fuel consumption is aided in the city by auto stop/start.Maximum output with the petrol and electric engines combined is difficult to nail but Lexus says it's good for 254kW/352Nm a figure that seems about right — perhaps a little under stated. The important thing is the electric motor kicks out 275Nm from zero. You can feel it off the line.There are three variants available, Luxury, F-Sport and Sports Luxury priced at $99,900, $111,900 and $121,900 respectively which is a $3000 reduction on the previous model despite all the extra stuff.All three are generously specified with all manner of luxury kit, premium audio, climate control, leather, electric assistance and five star safety rating.Though a tad noisy under full acceleration, the trademark Lexus silent running is evident most of the time in the GS450h thanks in part to new engine mounts. It's surprisingly good to drive and quite adept in tight going. Multi drive modes are available for the powertrain and other dynamic functions. And the GS is quite good to fire up using the paddle shift and full sport on all settings. The active rear steering system on the top model further sharpens responses.There's a definite European feel to its dynamics even if you can't get around that slurring CVT noise. It's supremely comfortable over a long drive with supple, fully adjustable seats and adaptive suspension.The active cruise control system where fitted will run right down to a stop then accelerate away again when it's clear. Like the look of it too particularly the new spindle grille.The new GS450h is a strong competitor for the turbodiesel Europeans offering similar fuel economy using petrol, superior performance and comparable dynamics and feel. It's a good thing to put on your remuneration "package.''

After persevering with the Noddy-style 3008 “mum-bus'' for a long time, Peugeot now has a butt-kicker in the small SUV segment thanks to an alliance with Mitsubishi.The “model sharing'' arrangement has already yielded the 4007 for Peugeot built on the Mitsu' Outlander platform, and from that was spawned another, smaller vehicle called the 4008 due here in July.VALUEPeugeot Australia's pricing for the newcomer starts at $28,990 for the 2WD, manual base model. The Allure is available in 4WD with CVT only for $38,490. Generous comes instantly to mind as Peugeot Australia strives to get on buyer's shopping lists, as both models get a full size steel spare but satnav is optional in a package costing an additional $1495.The Active model features stuff like 16-inch alloys, multiple steering wheel controls, Bluetooth phone and audio, auto wipers and headlights,  auto dim mirror, climate control, cruise, privacy glass and a full size spare. The Allure gets more including leather, xenon headlights, 18-inch alloys, power adjust heated front seats and more.DESIGNThough considered “European'' the new 4008 actually rolls off a Mitsu' factory in Japan with its own distinctive style and character. It represents the best of both worlds Euro style and flavour/Japanese build quality you can't really go wrong. The lineup is fairly simple... two grades, Active and Allure, one engine, two transmissions and 2WD or AWD. Peugeot offers a couple of optional “packages'' specific to each grade.It has to rate right up there in the style department along with Kia's handsome Sportage and well ahead of the others. Not as macho-looking as Subaru's XV the 4008 shows a more sophisticated, elegant look to its flanks. The front looks powerful, the profile dynamic and the rear athletic. It's stands out on the road with chrome body hardware highlights and LED daytime running lights.The interior has a typical classy European look to it with a stylish dash featuring chrome highlights and piano black fascia, soft touch panels at every point and comfortable seats. There's room inside for four, five at a pinch and a reasonable amount of luggage.TECHNOLOGYThe engine is straight out of a Mitsubishi catalogue a 2.0-litre, twin cam, four cylinder, petrol four with variable valve timing on the inlet and exhaust sides for efficiency gains but no direct fuel injection. Maximum outputs are 110kW/197Nm with the best fuel economy from the base 2WD manual car rated at a respectable 7.7-litres/100km.A diesel powerplant is under consideration possibly with a six-speed auto option. The transmissions are a five-speed manual in Active only and a stepped CVT optional in Active and standard in Allure which is also only available all wheel drive. The AWD system has a four wheel lock-up mode for slippery conditions as well as 2WD and variable split torque 4WD It's all selected by a dial on the centre stack.SAFETYPeugeot has put safety at the top of its 4008 agenda with all variants scoring five stars and a reversing camera. This is on top of numerous other primary and secondary safety features.DRIVINGSurprisingly good for a little petrol SUV offering decent performance and fuel economy, easy highway cruising and low interior noise levels thanks to liberally applied noise suppression material within the body. It offers a comfortable ride with a sporty edge though cornering limitations are clearly defined.We found the CVT equipped model to be a more satisfying drive as it efficiently captures available power and is almost imperceptible in operation. You feel good driving 4008 partly because of the handsome “expensive'' appearance that puts the compact Pug ahead of the Audi Q3 and BMW X1 at half the price. Can't argue with that.VERDICTYummy mummies are gonna love this one and so will the dads. Low-cost fixed-price servicing is a major consideration. The 4008 is a bit of class at an affordable price.

The first thing the other half said when he first saw Peugeot's new SUV was: "Gee, it looks like that Mitsubishi ASX." He'd be right. And unsurprisingly, the next question was the one on everyone's tongue: "Why would you buy the same car with a different badge?"Why indeed. For $3000 less, you can get the shared chassis/engine/gearbox combination from Mitsubishi. In a few more months, you will be able to buy yet another version with a Citroen badge on its bonnet. But as it turns out, three grand buys you more than a badge and the cachet that comes with it. And in the competitive compact SUV market, it's the fruit inside and out that wins the buyers, not its beating heart and bone structure.VALUEFor a Euro SUV, the price point is pretty impressive. The base Active manual starts at $28,990 in 2WD form, with a continuously variable transmission (CVT) costing $2500, and on-demand, lockable 4WD a further $2000. Standard features include cruise control, dual-zone air-con and air-cooled glove box, parking sensors and a reversing camera which flashes up in the rearview mirror, and a six-speaker stereo with steering wheel buttons, Bluetooth and auxiliary connections.It sits on 16-inch alloys, but for $1000, the Active can be optioned with the Allure's two-tone 18-inch alloys and chrome side skirts; a pretty persuasive argument. The Allure is available in 4WD with CVT only for $38,490 - almost $10K more. It strangely misses out on standard sat-nav, but gets leather electric and heated seats and trim, chrome highlights, piano black trim on the doors, and those huge 18-inch alloys.The only options available are metallic or pearlescent paint ($800/1300), leather trim and electric heated seats on the Active ($3500), and the centre-mounted sat-nav and multimedia centre on both models ($1495). Peugeot Oz is also offering a capped price service plan that stays with the car, not the owner; $330 a year for three years or 60,000km.TECHNOLOGYUnfortunately, there's nothing new about the Mitsubishi-sourced 2.0-litre four-cylinder; the manual is only a five-speed, and the on-demand AWD system, which switches quickly enough, still has overt front-wheel-drive characteristics. Peugeot is lauded for its diesel technology, so why a conventional 2.0-litre four? Simple: no auto. Not yet, anyway. The excellent Peugeot RCZ coupe has both options, but the manual-only diesel accounts for just 10 per cent of sales. Plus, compact SUV sales are about 80 per cent automatic. So Peugeot saw no reason to offer the engine here - yet. We should see a diesel and six-speed auto in about a year's time.DESIGNThe 4008 is quite sleek and resolved, while retaining a French essence and air through individual and up-spec treatments both inside and out. Look a little closer, and the design lines such as squared-off wheel arches, relocated license plate recesses and soft-touch interior panels and trim set it apart from the Mitsubishi. In fact, only the door panels, roof and rear glass are carried over from the ASX; everything else is pure Pug. It also manages to avoid that 'adolescent kid with braces' look of some of its stablemates, such as the polarizing 3008 people-mover/crossover, or the bulky imposition of the outgoing Outlander-based 4007 mid-sized SUV.SAFETYFor its five star rating, the Pug works with seven airbags, a well-calibrated ABS and traction/stability control, hill holder, rear parking sensors and reversing camera. The ABS is sharp, but the stability control is buried pretty deep, and didn't dull all engine power delivery for seconds after coming on either - all good attributes in off-road applications. There is also a full-sized spare, though the 16-inch steel wheel is rated to 80km/h in the 18-inch shod cars.DRIVINGGiven those 18-inch rims, firmer spring and damper rates and recalibrated ABS and steering, we were a touch skeptical when turning off the beaten track and onto potholed, corrugated dirt roads south of Sydney on the local launch earlier this week. Only a few years ago, one wouldn't dream of taking an 18-inch-shod softie onto unsealed roads covered in potholes and cut up by causeways.But surprisingly, the car is quite deft both on and off the road with more speed than would be typically used by its buyers, provided you set it up and balance it for each corner. Body control is admirable, and while the steering is a little artificial in its speed detection, it is easy to drive if you drive it smoothly without any sudden jerky moves. The paddle-shifters on the CVT are easy to use, and the manual has a nice throw and seemed well-geared.In fact, the limiting factor to its cornering dynamics seemed to be the all-terrain tyres; simply not bitey enough on the hard-packed dirt with a layer of dust, and tending to give up a little at the front in faster corners. The trade-off on tarmac is a tendency is to push incrementally, not squeal or fold under, and the 225/55 profile has enough rubber to absorb without extricating mercury from molars. The 16-inch alloys and 215/70 rubber were not available to test, and will likely dull the steering and handling, but possibly offer more front-end bite on dirt depending on the rubber.While the ride and handling is a pleasant surprise, the drivetrain is disappointing in contrast. Neither the manual nor the CVT can hide the obvious hole in the torque, which leaves the car slowly building speed, brick by boring brick, until it climbs over the 3500rpm wall. It does acquit itself well once the wheels are rolling, but in this era of turbocharging small fours and excellent diesels with mounds of low-down torque, the conventional two-litre with a relatively peaky power and torque band (110kW at 6000rpm, and 197Nm at 4000rpm) is frustratingly weak from standstill or on steep inclines.Add four or five passengers and some luggage to its 1375kg - 1470kg kerb weight, as is this car's demographic, and your ears will no doubt fill with the whine from both engine and gearbox as they nab power from the peak, and no extra Pug padding in the uprated cabin will stifle it. You could add double-figure fuel use to that mix as well. But in the end, some may not notice nor care about such things. The downsides of slower initial acceleration can be countered by lofty specification and equally down-to-earth pricing, making the once unattainable Euro SUV a genuine proposition.VERDICTA solid SUV with decent spec and a distinctive look. It's no revolution, French or otherwise, to the compact SUV segment, but a diesel auto would be - will be - a different story.

Something is missing from the new M5. All the numbers alongside BMW's newest go-faster hero car add up to something special, from the torque and power figures to a genuine 305km/h top speed.But when you drive the car those numbers don't add up to a special car in the same way as the previous V10-powered M5 rortmobile. This one doesn't tug you on the sleeve and suggest you should head out - right now - for some naughtiness. Instead, what the M5 of 2011 has become is an adult grand tourer with the sort of serious slugging power that keeps it near the top of the heavyweight class of sports sedans.It can be soft and almost gentle for highway cruising, something you could never have said about the previous M5 with its Formula One-inspired engine and an almost M3- style approach to sporty driving. But open the taps in the new twin-turbo V8 at almost any speed and this M5 is capable of pinning you in the seat and opening your eyes. It's a new benchmark for the big daddy in the M-car family and, because it also hangs onto the basics that make the everyday 5 Series the current benchmark in its class, it's a serious contender at every level.The new one came in at $230,000 – well below the outgoing M5’s price of $241,000. However, the new M5 gets substantially more equipment and that means a major value boost that's becoming typical for the brand as BMW fights hard to retain its current owners and win converts in Australia.The car is fully equipped in the way you expect of an M5, from a soft leather interior with sports seats to a full suite of entertainment choices, impressive split-system aircon, a head-up display for the driver - but don't bother with your polarized sunglasses - and M badges and fixtures including the steering wheel and even the driver's footrest.It looks as if BMW plans to undercut its biggest rival, the Mercedes-Benz E63 AMG at $240,985, as well as making things much tougher for anything from Audi with an RS badge, and even the Jaguar XFR at $207,905 and upcoming XF-RS.The Efficient Dynamics drive at BMW has even caught up to the M5. It's  designed to go light on fuel, with economy as much as one-third better than the old car, but that's only when you're taking it easy on the GT. If you want to boogie, the technology in the M5 starts with the multi- mode twin-turbo 4.4-litre V8. Cynics will say it's just the same force- fed lump designed for the un-M SUV twins, the X6 and X5 Ms, but it's had a lot more work for M5 work on everything from the cylinder heads and inlet system.So the car makes 412 kiloWatts with 680 Newton-metres, with claimed economy of 9.9 litres/100km and CO2 emissions of 232 grams/kilometre. The biggest change from the SUV tuning is an extra 1000 revs at the top end, although that's still more than 1000 short of the old V10... For the record, the new M5 will thump to 100km/h in 4.4 seconds and has a Nurburgring time below eight minutes, undercutting the 8:05 of the old model.The new M5 has the expected multi-mode settings for engine/ transmission, steering and suspension, as well as significantly upgraded brakes - although there is nothing special on the rear, because of the electronic park brake fitted to the ordinary Fives - and ESP settings. The gearbox is now a seven-speed twin-clutch automated manual that removes, M says, any need for a manual while making full-auto life much easier than before.The M5 is not intended to be a 'look-at-me' car and there are plenty of stories from Europe of people buying a car without the badges, and downgrading the alloys, to blend into traffic like a basic 520d.Although the rocket-launcher exhaust pipes give things away these days. The car is relatively subtle despite pump-up work on the guards, those hefty alloys, a more-aggressive nose to keep the V8 happy and primed with air, and the tiny lip spoiler on the bootlid. Inside, the look and feel is more luxury than loonatic, as BMW believes M5 buyers are considerably older and softer than the hard cases who go all the way with an M3 GTS for track time.A five-star ANCAP rating is a gimme for the M5. The basic Five has already cleared the bar and there is nothing to suggest anything different for the M-car, despite the gaping cooling holes in the nose that don't look particularly pedestrian friendly. Its line-up of active safety systems - from the brakes to the electronic stability and steering and brake packages - also means it's much more likely to help you avoid a crash than other Fives, or lesser cars. Not that it's an easy car to tame.The new M5 is a great drive. It makes life easy and enjoyable on boring freeway stretches yet you always know there is a sledgehammer hidden beneath the luxury stuff. When I crack on through the first twisty bits it responds with everything I expect from a new M car. Almost.The performance is epic, particularly through the middle range when the turbos are forcing the pace, when the V8 fires the car from corner to corner. The gearbox is great, too, with almost-seamless changes and the ability to downshift late for tightening curves or unexpected traffic. The turbos also provide some WRX-style exhaust thumps and pops that remind you of the M connection. But…There is a noticeable turbo delay when you first crack the throttle, especially during low-speed overtaking, and the huge torque easily overpowers the giant rear tyres and has the traction control working overtime. On the race track the M5 cranks out its laps and allows some tail sliding silliness.The basic chassis setting gives slight front-end push, as I found on public roads, but the power and weight - more than 1800 kilograms - means its always up for a slide, even with the M. The V8 engine is a thumper. The M5 has abilities beyond most drivers yet I find - despite an annoying pace car - that it's not as sharp as I expect.It's more like a Nissan GT-R, whose computers overrule the driver, than an M3 or even an E63. And that's the bottom line. The new M5 is not intended as a track car, but as a hugely fast GT for adults who like their performance without any rawness or unpleasantries.BMW M has done a top job as always and so the new M5 is a relaxed and relaxing tourer that can easily cover vast distances, and make fewer fuel stops than in the past along the way, but also get up and go, go, go and go. It's a car to cherish and enjoy, and one that's going to make a lot of grown-ups very, very happy.A brilliant new M5, just missing the final edge of greatness.

The just launched all-new Mercedes-Benz M-Class demonstrates just how good the concept was when launched 15 years ago. No more so than in the styling.In profile the new Mercedes M-Class is instantly recognisable by the shape of the swept C-pillar and the way the D-pillar is blacked out to make it seem all but invisible. At the front the changes are more noticeable, with the new, very bold face being closely allied to the sporting look of the latest range of Benz sedans.Aimed at the American market right from the start, the German SUV is actually built in that country, the factory being situated in an area once struggling economically, but now doing very well thanks to the foresight of Mercedes. Being aimed at the Americans means the Mercedes M-Class is very much suited to Australians as well.Though similar in external size to the outgoing second generation M-Class - it’s marginally longer and wider and slightly lower - the gen-three vehicle is noticeably more spacious inside than before. Even better, it has a light and airy feel that makes it appear larger again. Again, the dash area follows the latest Mercedes’ style, with large, easy-to-read speedo and tacho directly in front of the driver and a good-sized multifunction central display screen sitting high to minimise driver distraction.A new range of control stalks gradually being introduced throughout the Mercedes range are a feature of the new M-Class. To our fingers they don’t have the same solid feel as the long-standing older units, but we will probably become used to them with practice. Another change that will be noticed by longtime drivers of M-Class, is the replacement of the somewhat awkward foot-operated parking brake with a finger operated unit near the bottom right of the steering wheel. That is, in the same position occupied by the release lever for many years - a sensible move.The complete 2012 Mercedes-Benz M-Class is priced between $81,400 and $177,900. Pricing of the all-new Mercedes-Benz M-Class is impressive, with drops of several thousand dollars compared with the outgoing model, and that despite the new M-Class having significantly more equipment than its predecessors.A full range of connectivity is offered in the new Mercedes SUV, with Bluetooth streaming, USB and even an SD card. A total of 40 Gb is used in the complex information and entertainment system that, among other things, provides Suna traffic management. Around 10 Gb is available for storage of music and similar files. At this stage only two engines are being imported to Australia due to high demand in other countries stretching the factory’s production output. These are both turbo-diesel units; a four-cylinder 2.1-litre producing up to 150 kilowatts of power and a stunning 500 Newton metres of torque; and a 3.0-litre V6 with an even more impressive 190 kW and 620 Nm. Fuel consumption figures of 6.4 and 7.3 litres per hundred kilometres, respectively, are quoted for the two diesel engines described below. Driven carefully on country trips the ML 250 could cover 1500 kilometres between fills. These new-design diesels, working with a stop-start system, seven-speed automatic, low rolling resistance tyres, clever body aerodynamics and numerous smaller changes have pulled the fuel consumption down by an average of 25 per cent across the new model range.These are astonishing improvements that would have been considered all-but impossible as recently as 10 years ago. These engines, called BlueTec by Mercedes, meet the tough Euro 6 emission control requirements. Making them about five to six years ahead of Australian regulations. Well done, Mercedes. Petrol powerplants with six and eight cylinders are scheduled to arrive as soon as the Australian importer can get hold of stock from the American factory. Also in the pipeline is a red-hot AMG model, we were fortunate enough to test one in the USA earlier this year - and can’t wait to see it downunder...Primary safety is provided by a host of electronic systems, many of them pioneered by Mercedes in the topline S-Class models, as well as daytime running lights (DRLs). Secondary safety sees the fitment of no fewer than nine airbags (including side units front and rear and a driver’s knee bag).Over a two-day period we sampled both new turbo-diesels - the ML 250 and ML 350 - on an extended drive program set by Mercedes-Benz out of Melbourne, along the famed Great Ocean Road and in the hills behind the coast. Even the 2.1-litre engine is likely to provide enough performance for the average owner, with strong torque, and good response from both the engine and transmission. The 3.0 is there for those who like a bit of sport from their diesels. The vehicles are smooth and quiet to ride in, though we did find the ride on vehicle fitted with the 19-inch wheels and 45-series tyres a little on the jiggly side on broken bitumen roads. The front seats are large and support well and there’s a feeling of quality and refinement in the interior that will impress all who travel within it. The thick windscreen pillars - to make the M-Class safer during a crash - blocked our view on some bends, particularly when the roads were dropping downhill and sweeping to the right. Steering is by a new electrically assisted system (part of the fuel reduction package) provides good feel and has the added advantage that the big SUV can parallel park itself should the driver so desire. Road grip is well above that likely to be demanded by the typical owner, thus providing huge levels of safety.The complete 2012 Mercedes-Benz M-Class range is:ML 250 BlueTEC 2.2-litre turbodiesel five-door wagonML 250 BlueTEC Exclusive 2.2-litre turbodiesel five-door wagonML 350 BlueTEC 3.0-litre turbodiesel five-door wagonML 350 BlueEFFICIENCY 3.5-litre Biturbo petrol five-door wagonML 500 4.7-litre Biturbo petrol five-door wagonML63 AMG 5.5-litre Biturbo petrol five-door wagon

By any measure the Lexus GS450h is a top-shelf prestige sedan. And with its second generation car priced from $99,900 Lexus says the premium on hybrid technology is all but gone.Drivetrains aside, the standard specification for the three-model range is better value than its German-based rivals and the quality of the ride and interior is on a par. That gear runs from 10 airbags to xenon headlamps, a moonroof, heated and vented front seats with 12-way adjustment, head-up display and adaptive suspension dampers.The biggest point of difference for the Lexus, though, is the method of locomotion that differentiates it from the Audi A6, BMW 5 Series and Mercedes-Benz E-Class.The second-generation of the hybrid drivetrain is more efficient than ever, with official fuel use of just 6.3 litres for 100km. And that is starting to resonate with luxury car buyers. Lexus won't nominate a number for GS sales but it is a niche but growing market.If hi-tech toys tick the boxes, so will the Lexus. The top-range Sports Luxury packs a massive 12.3-inch screen. That's bragging rights in this class but it is also a smart way to show other functions even when the satnav display is on.The drivetrain uses the same 3.5-litre V6 found in the regular GS350 but for hybrid application it has been modified to extract maximum efficiency. The total power from the V6 petrol engine is 254kW, and acceleration to 100km/h is a more-than-respectable 5.9 seconds.The interior gadgets are virtually indistinguishable in application or effectiveness from the Euro rivals, from bind-spot assistance to driver drowsiness monitoring and adaptive cruise control. Depending on the model, the seats adjust in 12 or 18 ways — either approach enough to ensure comfort. Toss in xenon or LED headlamps and there is a lot to like about the new GS range.So who buys a Japanese luxury model that ranges in price from $100,000 to $122,000 — and why? Lexus CEO Tony Cramb says the average GS buyer has an income of $402,000 and wants a vehicle with the latest and greatest features."Buyers in this class have owned luxury cars before and are generally looking to stand out from the crowd," he says. They will do that in the GS. The revised front looks more aggressive than its Euro rivals and Lexus focused on improving the handling and ride for this model after feedback from customers and journalists. Adaptive suspension damping is standard across the range and the suspension itself has been overhauled to boost responsiveness.  Inside, the infotainment display dominates the dash and there's a mouse-style control unit on the centre console to navigate through the menus.The four driving modes — from Eco, Normal, Sports and Sports + — adjust throttle and transmission response from enviro-slushy to revhead sharp. An EV-only mode will power the vehicle for 2km at speeds up to 50km/h.On the road the GS feels as refined and relaxing as buyers could want in a prestige car. It isn't built to tackle hairpins but the four-wheel steering gives it an edge across Victoria's Black Spur.It turns in as quickly as a motorbike and can take a couple of corners to adjust to. That is matched by a reasonably direct steering wheel — go the no-cost bamboo option if you really want to stand out — and suspension that squashes most irregularities out of the cabin.It is a cossetted place to be. Wind noise is all but non-existent and tyre roar is muted even on coarse chip bitumen. The dreaded CVT drone can faintly be heard, but only under hard acceleration.This is not, however, a five-seat car — not unless the fifth member is a small child or a contortionist. The middle rear pew would do for a trip to the local shops but I wouldn't like to perch there for much longer. The drive experience is supremely competent without being quite as engaging as it can be in a Merc or a BMW. It is not that the Lexus does anything wrong, it just does it differently.It's a precision watch that works perfectly in any situation. but doesn't have the character of the scratched timepiece that you've been wearing forever. Not too many mid-sized buyers flog their cars, however, and when it comes to the comfort, it is hard to argue with the Lexus's price.Lexus may still be the road less travelled but it is becoming a smarter route with every new model. 

If you fancy a nifty, not-so-thrifty top-down car, this could be the one for you. (If you don’t have a spare $1500 for every 1 km/h of speed you want to squeeze out of a car, look away now.)Top speed is 317km/h. The base model costs a fraction shy of $490,000. But boy, is it fun. Very naughty. But fun. Rocket-like acceleration. The raw figures — from 0-100km/h in 3.8 seconds — don’t do it justice, especially if you have the top down.This is an awesome, fire-breathing dragon, and it sounds like one when you press the ‘start’ button to ignite the engine. Chief engineer Scotty from the Starship Enterprise would struggle to get more warp speed out of this beast. It makes a sweet and deep noise from the exhaust when you floor the accelerator. Three modes of driving — comfort, sport and sport plus. I had it in sport for most of the time. It hares off as if dragged by wild horses. The torpedo-like bonnet is a beauty to behold. Snug and sumptuous inside while still being sporty. Nice brushed metal switches and tactile feel to the leather interior and dashboard.You sit low as if you’re a pilot, in a spacecraft-like cockpit. This car will certainly get you noticed. I attracted an inordinate amount of female attention (and not all down to my stunning good looks). The car’s pulling power had something to do with it.Let’s face it, unless you are a top footballer or a business chief with enough spare wonga to splash out the equivalent of a one-bedroom flat in a desirable suburb, forget it. The base price of this car is $487,500, but there is a long list of extras that can be loaded on to it. AMG ceramic brakes or the AMG Designo metallic silver paint will each set you back close to $30,000, carbon fibre engine cover is $12,600, cabron fibre interior styling package is $11,025..,that's just a taste of the top shelf options.And at 13.3L/100km — and 20L/100km around town — it’s a true gas-guzzler. It certainly awakened the inner ‘flash git’ in me. But it also raises the ire of other drivers. They really don’t like you. Best to wear shades. Amazing how many white-van men and young punks with their seats set low and their baseball hats high want to race you. Get a life. Rise above it. You can’t compete.

Goldilocks is a great name for a car with a rare combination of grace and pace that means she is 'just right' despite a price tag that could soar beyond $450,000 in Australia.The new high-class Benzmobile would make an ideal Bond girl, thanks to great DNA and some hardcore bootcamp training at AMG. What a pity, then, that the boring blokes from Mercedes have played it staid and settled on a predictable combination of numbers and letters that spells out SL63 AMG. We've even seen that line before, but not like this.Goldilocks can make an elegant entrance or run with the guns, and the choice is down to you. She has the latest two-seater roadster body, and all the luxury gear you expect from an SL, with the addition of a twin-turbo 5.5-litre V8 engine that makes with up to 900 Newton-metres of torque and serves up 0-100km/h sprints in 4.2 seconds with a top speed as outrageous as 280km/h.It will take series money to put the new SL AMG in the driveway, but this is a very, very serious car that you could buy and keep for a long time. So, why Goldilocks? For a start, the SL is more feminine than blokey-bloke despite its muscles. And, for me, the hottie SL is the 'just-right' choice among the AMG roadsters.The baby-bear SLK55 AMG is raw and flawed, with too much engine for the chassis and suspension, while the big daddy SLS AMG is too big and too hot, from its look-at-me styling to an engine that's wasted for anything but frying the rear tyres. Without worrying about the $487,500 pricetage.So the SL sits sweetly in the middle with potential appeal to Bentley convertible buyers on one side and even Porsche Boxster enthusiasts on the other. But let's get on with the story, as we go exploring in the forests in the south of France.VALUEPeople who can afford cars like this one don't have the usual worries about mortgages and pump prices, but everyone wants a bargain in 2012. So there is a lot of good new stuff in the SL, from the basic aluminium body through to the value-added key with the silver AMG crest.Buyers can always ask for more, and the obvious choice is the Performance Pack that brings more power and torque - up to 415kW and 900Nm - as well as red paint on the brake callipers. The SL63 currently sells for $418,670 and that's the target for the newcomer later this year, even though the total changeover has cost plenty."The price is going to follow the existing car fairly closely. We're doing what we can to hold the price line," says David McCarthy, spokesman for Mercedes-Benz Australia. He says the importance of the car cannot be over-rated. "It's pretty small numbers in Australia but it sets a benchmark. We sell a couple of dozen a year."For people who want even more, and not a Gullwing, McCarthy confirmed there will also be an SL65 AMG - with twin-turbo V12 - engine. "That car will only be to customer order. We have V12 owners who come back time and again, because for them there is nothing else."TECHNOLOGYIt starts with the alloy body and ends with the giant 19-inch alloy wheels, but the highlights include the 5.5-litre twin-turbo V8, a tweaked seven-speed automatic gearbox, electric power steering and even a carbon fibre frame for the folding convertible roof. And there is an analogue clock in the centre of the grille, thanks to AMG's tie-up with the top-end watch maker, IWC."The car in total has a lot of AMG parts. We changed the major parts," says Thomas Rappel, head of product strategy at AMG-Mercedes. Even the remaining Benz basics, like the suspension and safety systems, are tweaked to give a more sporty feel. "All the parts you see, touch and feel - and the IWC clock on the dash - are AMG. This one is more the enthusiast. He's not taking it on a track every day, but he wants the noise and the agility," Rappel says.DESIGNGoldilocks is the first car with a new twin-spar grille that will become an AMG signature. It's applied to a car where the AMG tweaking works well with the chunkier new look at Mercedes-Benz.Some of the latest Benzes look too heavy, or a bit cartoonish, but the SL works and fits into a range where the latest A-Class also reflects the successful change of direction under design chief Gordon Wagener. Inside, there is restrained strength about the look and feel of the SL. The finishing, as you would expect, is flagship material with everything you want and need.SAFETYFive stars is a given for this car. ANCAP will never test one, and even Euro NCAP is unlikely to have a budget that runs to killing an SL, but Benz has a long history of setting the standard for safety. In the case of the SL AMG, that means ABS and ESP tweaked for performance use, as well as the sort of big brakes and giant tyres - the Performance Pack cars get 255x35 and 285x30 - that improve grip and safety.DRIVINGMy time with the SL starts in the passenger seat, where I am happy to find plenty of legroom, brilliant aircon, cushy leather seats and a very quiet cabin. The car seems to dribble along happily, the ride is not too soft and not too firm, and - despite the erratic efforts of my Brazilian driver - the SL can obviously go hard, with the overtaking power you usually only get on a big-bore motorcycle.Sliding into the driver's seats, on roads close to the course for the Porsche Boxster preview drive last month, I'm not expecting too much. The SL has always been a cruiser car and I'm worried that recent experience of the SLK55 - which bucked and bounced on Victorian country roads - would be repeated.The SL has a restrained rumble as I idle onto the French backroads but it turns to thunder when I floor the throttle. The car positively erupts and devours any stretches of straight roads. But it also crushes bumps and undulations and the nose happily follows my commands to turn, giving great grip and balance through corners before more thunder on the next straight.I had expected a lazy loping beast with added stoplight speed, but the AMG hero is a well rounded package that can easily waft before switching to warp speed. I even believe it would defeat the Boxster on these roads, not because of better response or balance, but because it gets briskly through corners and has so much torque on tap.The SL63 is also quiet with the roof up, surprisingly unruffled with it down, is easy to park and has acceptable boot space. There is an annoying rattle in the dash of one car, and the price is outrageous, but Goldilocks is a car to like a lot, and potentially love.VERDICT:The midstream model of the AMG-Mercedes roadster family is just right.Mercedes-Benz SL63 AMGPrice: estimate $450,000+Warranty: 3 years/100,00kmResale: 49 per cent, $205,100 (Glass's Guide)Service interval: 15,000km/12 monthsSafety rating: Five star (estimated)Spare: Space-saverEngine: 5.5-litre twin turbocharged V8 395kW/800NmTransmission: 7-speed auto; RWDBody: 4.63m (L); 1.87m (w); 1.3m (h)Weight: 1845kgThirst: 9.9/100km; 231g/km Co2