Luxury Reviews

You’ve heard about car names with unfortunate meanings in other languages, and it's still amusing to recall that Holden sold a Nova, which means "Doesn't go'' in Spanish, and that Mitsubishi went in for self-abuse with the most notorious example of all: the Pajero.It's delightful to come across an outfit that has stared the double entendre in the face and refused to blink. Meet Polestar, a Swedish workshop that turns Volvos into race cars. Recently it has applied its spanners to production cars, and the first one available is the S60 Polestar.VALUEI was surprised by the price. The S60 T6 starts at $64,990 and with R-Design trim previously topped out at $72,990. Effectively, the Polestar is a chipped engine and fancy wheels for another 10 grand. Once you're up at that level, German six-cylinders are almost within reach.TECHNOLOGYThe S60 Polestar is based on the S60 T6 junior exec, sedan or wagon, kitted out with Volvo's R-Design racy treatment. Polestar's main contribution is engine management software that turns up the turbocharger on the straight six.The outcome is 18kW more power, for 242kW, and 40Nm more torque, for 480Nm. That slices 0.3 seconds off its sprint to 100km/h to make it a sub six-second car. In other words, respectably rapid. There are quad exhausts at the rear, alongside a special diffuser and diamond cut 19-inch alloys, which will look terrific until they get kerbed.DESIGNIn a lot of respects, the car is identical to the R-Design version, with the same lowered and stiffened suspension. You also get sports seats in a grippy synthetic, coloured dials, shiny pedals and an attractive, if still a bit large, steering wheel.So the go-fast trim is restrained, and the result is a cabin as sensible as it usually is from Volvo, with a few reservations. The rear headrests and wide C-pillars, for example, get in the way of rear vision. The cabin is a metaphor for the car. If you buy this expecting precision performance, you'll be disappointed. It's a Volvo with more performance, but still a Volvo.Dynamically, it can't escape the handicap of an engine layout that is all wrong for quick cornering. The six-cylinder is slung out in front of the front axle and oriented east-west. So when you tip it into a bend, the suspension is trying to control a big lump of metal that straddles the centre-line of the car. The result is that you're never entirely sure where and when it's going to settle.DRIVINGVolvo has worked hard to overcome this problem, and surprisingly the Polestar doesn't understeer wildly, as physics suggests it should. It's benign, but uninspiring.The steering doesn't help. It has never been a Volvo strong point, but here it feels out of character with the ability of the driveline. It's doughy and slow, with a tendency to weight up oddly, and with this rubber, follow the road surface. It would have benefited from a little of Polestar's racing expertise.The engine itself delivers strong performance and the throttle is very direct. Despite this, if you are at the wrong place on the rev range, power delivery can fall in a hole. Sometimes this is no more than momentary turbo lag, as the air pump catches up with the engine speed. But I wondered whether the transmission had been retuned for the extra power because on a few occasions the two were singing from different hymn sheets.VERDICTOne omission here is paddle-shifters. If you want to self-shift, it's by the gear lever. Some of the changes make things worse. Those thin tyres mean a nobbly ride and the wheels thump down hard into potholes. Over many surfaces, there's too much road roar. The tuned S60 is respectably rapid, but the price seems hefty.Volvo S60 PolestarPrice: From $82,990Engine: 3.0-litre 6-cyl turbocharged 242kW/480NmTransmission: 6-speed automatic, all-wheel driveThirst: 10.2L/100km; 243g Co2 per km

I've never driven an F1, the landmark McLaren supercar of the 1990s, so this is my first experience of the brand.However I have driven its Ferrari rival, the 458 Italia, and that is a very exciting car. Stunning to look at and with a glorious sound, it's a four-alarm fire for your hair follicles. British reviews of the McLaren MP4-12C find claims for the MP4-12C borne out by their own tests. It is quicker than the Ferrari. But many came away without goosebumps.Clarkson said if the 12C was a pair of tights, the Ferrari 458 Italia was a pair of stockings. That's a powerful metaphor and there's truth in it. The 458 has more dramatic design and greater musical range. It's more of a luxury statement inside.Even the name is more sonorous. MP4-12C is difficult to say. Driving out of the McLaren showroom in Sydney this week, I caught sight of a Lotus Evora and mistook it for another 12C. It's impossible to imagine confusing a 458 with anything else.It's true but it's not the whole story. I'm going to wander into the dangerous territory of national stereotypes here. You have been warned. The 458 is flamboyant and it's loud.If it had arms, it would be gesticulating wildly. It's Italian and it's an affair to remember. If the Brits did something like that, we'd wonder what they'd been ingesting.The 12C is as restrained as the 458 is extravagant. Its virtues are less in-your-face. It invites polite curiosity rather than shrill attention. And there's something, well, British, about its knack for understatement. This isn't stockings and tights; it's Keira Knightly versus Sophia Loren.The exterior doesn't shout, but up close it's special. Those restrained curves offer plenty to dwell on. The doors open, thanks to a proximity sensor, with a caress of your hand.The interior is a beautiful mix of leather and alcantara and fascinating in its unfamiliarity. Controls are logically placed but not necessarily where or how you've come to expect them; the aircon switches are in the arm rests and the control screen is a vertical touchscreen panel.There's judicious use of carbon fibre and an absence of adornment. Although less sumptuous and more functional than the Ferrari, its details -- right down to the spokes of the air vents -- are impressive nevertheless.There's a small steering wheel that disdains the recent fashion for buttons. The seats are great, instruments clear and pedals solid.McLaren set out to avoid the supercar bugbear of poor vision and to a large extent it has succeeded because forward vision is excellent. When the airbrake deploys it fills the rear window, momentarily at least. But how quickly does it stop!The 12C sits lower to the ground than you expect although the way its nose and tail are chamfered makes this less of an issue than with some.The engine fires up without a contrived "explosion into life'' and there are push-buttons for gear selection -- D, N and R -- that can be found by touch alone. The engine sounds like a V8 -- a busy baritone rumble with turbocharger accompaniment. It's incredibly flexible, holding high gears up hill and quiet with the driveline selector in N for normal.Everything that's been said about the comfortable ride is true. Compliant and civilised, it could put to shame some luxury sedans. It feels solid and tight too, without the creaks and groans that are usually part of the supercar deal. As an everyday proposition, the 12C makes more sense than any of its rivals.Its spectrum of abilities is remarkable. Move the driveline and handling selectors into S (for Sport) and everything gets louder and quicker. The front doesn't lift under acceleration and the body stays flat through bends. The 12C turns in so quickly it surprises you the first time, and the steering has the delicacy of the best.The chassis responds to a corner by finding the right attitude and staying there. It's unflappable. It simply tracks around corners at phenomenal speeds and on public roads you cannot even approaching its dymanic limits.Everything goes up another notch when you select T for Track. And on a track, I would run out of ability long before the car. On outright performance there are few cars that could stay with the 12C. Zero to 100km/h is quick at 3.3 seconds, but it takes only a further 5.8 seconds to reach 200km/h as the engine gets into the meat of its mid-range. It sounds best here. Even though its lacks the spine-tingling aural qualities of a naturally aspirated V8, unless your other car really is a Ferrari you're unlikely to notice the difference.Yes the 12C does seem business-like next to a 458. But virtues are no less great for being less obvious. And qualities that reveal themselves over time can be so much more satisfying.

Good news. It’s game on among the German luxury brands, with a fierce contest for hearts, wallets and top global position.Mercedes-Benz is determined to reverse its slide from global second to third spot in 2011, overtaken by Audi – who have their eyes on the top spot BMW stole from Benz a few years back. That’s great for buyers, as the battle plans means prices will be sharpened and models stacked with equipment until the seams start to bulge.The Mercedes-Benz ML-Class launched this week is a textbook strategy – revised, refitted, re-engined and repriced to undercut the competition in the large SUV class.The opening salvo is the ML250 BlueTEC at $81,400, with a 150kW/500Nm 2.1-litre four-cylinder turbodiesel mated to the standard seven-speed automatic transmission with paddle-shifters on the steering wheel. The big news is fuel economy improvements across the range, with the ML250’s official figure of 6.4L/100km startling for a large SUV. It also has a 3000kg braked tow capacity (the rest are 3265kg).And the base model is no stripped-out package either. Standard goodies include voice-control for the 17.8cm colour-screen satnav and 40GB hard-drive infotainment system, reversing camera, park guidance, selective suspension damping, 19-in alloy wheels (18-in are optional for those who want to go offroad) and – finally – an electric parking brake instead of the clunky foot one.The ML350 BlueTEC has a 190kW/620Nm 3.0-litre turbo diesel V6 and returns fuel economy of 7.3L/100km. Priced at $99,900, it scatters extra power, heat and lighting systems around the cabin, but possibly more importantly adds extra safety equipment.The rivals for the two BlueTECs are the BMW X5 30d and Audi Q7 3.0TDI. The BMW is priced from $92,100 with a 180kW/540Nm 3.0-litre six-cylinder turbodiesel and eight-speed auto, delivering fuel economy of 7.4L/100km. The Audi is $90,500 with a 176kW/550Nm 3.0-litre V6 turbodiesel – again with eight-speed auto and 7.4L/100km.With the same spec and price as the 350BlueTEC, the ML350 BlueEfficency gets a 225kW/370Nm 3.5-litre direct-injection petrol V6 with stop-start system, and gives you 8.9L/100km. Against that, Audi has a $95,700 tag on its 245kW/440Nm 3.0-litre petrol Q7 and BMW wants $103,900 for the 225kW/400Nm 3.0-litre petrol X5.The ML500 has a 300kW/600Nm 4.7-litre direct-injected bi-turbo V8 that returns 12.3L/100km. At $119,000 it adds keyless start, powered tailgate and air suspension and adaptive damping. Audi drops out of the game here, but the BMW has the X5 50i at $134,000 with a 300kW/475Nm 4.4-litre eight-cylinder.The ML63 AMG carries the larger V8, a 386kW/700Nm 5.5-litre direct-injected bi-turbo unit with stop-start that helps it get 11.8L/100km. At $178,500 it gets a complete AMG fit-out, including sports transmission, top-shelf everything and premium audio system. Up against that, BMW offers the X5 M at $178,200 with a 408kW/680Nm 4.4-litre eight-cylinder.The designers haven’t gone all-out, but the restrained changes here and there result in a sleeker overall style, with less boxiness – camouflaging the ML’s taller, longer and wider measurements. The size has grown but the weight has dropped, with the help of aluminium front fenders and bonnet. Rear design gets a more cohesive look, with a new wide taillight cluster and metal-look undertray the main changes.The cabin gives plenty of elbow and legroom with the test vehicles’ two seat rows, and a larger colour screen now also sits higher in the dash, making it easier to see. But the cruise control and indicator stalks behind the left side of the steering wheel are still annoying so close together, and the column shift on the right is an unsatisfying way to change gears.Saddle-stitched ‘pleather’ and metal accents everywhere add a hint of business-class, while the second row shares some of the pampering with adjustable backrests.No prizes for guessing it gets the top rating, with nine airbags, high-tech anti-lock brakes with all the electronic helpers - including one that coordinates with the transmission for driving up and down slopes - active bonnet pedestrian impact protection and a host of the best safety technology around, including a drowsiness alert.Weight loss and well-sorted engines are a winning combination. Both the ML250 and ML350 BlueTECs we tested felt lighter than most SUVs could ever hope, and there was never any sense the engines were straining to cope with the load.We would have noticed, because both the engine and cabin are so quiet you could easily hear approaching traffic, even on the highway. They move well from standstill, and there’s more than enough torque for extra acceleration in the 80-110km/h overtaking stints - or to lug a horse float, which is going to be on the cards in view of both the tow rating and the target market.And those buyers won’t be concerned by the steering’s light touch and lack of feedback, which will serve them well in city traffic and the inevitable parking battle of school drop-offs and carparks. They’ll possibly also enjoy the firm suspension’s handling of smooth corners, where the system keeps things on the level.But the penalty is the lack of composure over rough and undulating surfaces, particularly noticeable on the 20-in wheels of the ML350. Hitting rough patches in corners unsettles it, and even in straight stretches there’s still enough movement to mean you’ll be banning food - and food-stuffed kids -- from the cabin.   

I remember the `Wow' that escaped my lips when I laid eyes on this car for the first time overseas in Wales.Driving the Evoque months later in Sydney it still had the same effect on me and I'm not on my Pat Malone. Whatever else you want to say about the baby Rangey, it's certainly an attention getter.Not everyone likes the look though. Our office courier prefers the squarer look of the Freelander, but Alan strikes me as a conservative kind of bloke. Each to his own.THE COSTPriced from $49,995 the Evoque comes in three and five-door guise, two and four-wheel drive, with a choice of diesel or petrol engines. Our test vehicle the three-door, all-wheel drive petrol Prestige SI4 auto, is priced frm $77,395 but a few extras brought the grand total cost at the time of testing to $98,759.THE ENGINEIt's a 2.0-litre turbocharged four cylinder engine that delivers 177kW of power and 340Nm of torque. This is the same engine that powers the just released four cylinder Falcon, but in a slightly different state of tune.It's hooked up to a six-speed Japanese auto with paddle shifts (note there's no shifter lever as such). As with other Jags and Rangies initial gear selection is performed via a space saving rotary knob.PERFORMANCE0-100km/h takes 7.6 secs, top speed is 217km/h and fuel consumption is rated at 8.7 litres/100km (we were getting 10.1). We're still not completely sold on this engine. It's still a little slow to respond sometimes and makes some odd noises on occasion.But generally it provides lively performance and relatively good fuel economy. The electric steering is good with plenty of feedback, but perhaps not as good as BMW's variable ratio steering.OFF ROADYes. Despite its manic urban appeal you can still take yourself seriously off road in this car. Not that most owners would even consider the possibility. It actually has 12mm more ground clearance than the Freelander on which is is based.THREE OR FIVE?The more practical five door costs $1500 less. The roof line is actually 30mm higher than the coupe, but you wouldn't pick it unless the two were side by side.BACK SEATThere's plenty of room back there but getting accessing it can be challenging. The front seats slide forward electrically but they are oh so slow to do so. The resulting opening is okay but still requires some athletic ability to negotiate the opening.PRESTIGEThis model represents the ultimate in Range Rover luxury. It also includes all the latest safety gear, but sadly scores only four stars in crash tests. Comes with 19 inch alloys, xenon/LED lights, and a 380 watt, 11-speaker sound system.The finish inside is first rate with a two tone colour scheme that featuring premium twin-stitched leather and real wood and metal finishes. There's still plenty of options to chose from, like the Prestige tech pack for $5900 that includes such things as satnav, front parking sensors, a reversing camera and power operated tailgate.VERDICTYou know you want to. Goes as well as it looks. This car has way more character than a BMW and we suspect that Land Rover is going to have trouble keeping up with demand.

The A8 and A6 models would fall into the category of "exec-express" vehicles and Audi calls the A7 Sportback an exec sports coupe.Coupe used to imply two doors and a liftback rump but that no longer seems to apply - Volkswagen does the Passat CC (soon to be just a CC).The E-Class-based Mercedes-Benz CLS shoved this style of car into the spotlight, but Audi took the liftback road perhaps as a point of difference to the Merc.BMW did the X6 - a mixed-marriage of an SUV and a coupe - but there's a reason why BMW sells at least six times as many X5s, as Forest Gump says, that's all I have to say about that.Regardless, we're in the A7 Sportback 3.0 TFSI - the supercharged V6 petrol model with plenty of bling.ValueThe sticker price for the A7 Sportback 3.0 TFSI is $147,800, so we're in deep-pocket territory.The standard car gets 19in alloy wheels with 255/40 rubber, power-adjustable folding mirrors, powered tailgate, automatic rear spoiler, power-adjustable driver's seat, leather trim, automatic bi-xenon leadlights, LED running lights, quad-zone climate control, keyless entry and ignition, a multi-function sports steering wheel with paddleshifters.The standard infotainment system is has Bluetooth phone and audio link, with the Audi-specific connection for iPods, USB storage media and MP3 players, satnav, hard drive for map and music storage and a top-notch Bose 14-speaker surround sound system.The test car also has adaptive cruise control, stop-start fuel saver system and the blind spot warning system ($4850), $1000 worth electric steering adjustment, LED headlights with automatic high beam (a $2700 extra), the head-up display (for $3400), metallic (pearl effect) paint for $2300, digital TV (for $3180) and soft-closing doors for $1450.The big, black A7 also had the $7900 S line Sports package, which adds 20in Audi alloy wheels with 265/35 tyres to fill the wheelarches nicely, sport suspension and sports-styled front seats, an S line multifunction sports steering wheel, upgraded Valcona leather trim and aluminium trim bits, all up the as-tested price is $182,040.TechnologyThe drive comes from the brand's smooth, quiet and impressive supercharged direct-injection three-litre DOHC variable intake valve V6 that we've seen in the S4, albeit with 245kW. The A7 has 220kW on tap between 5250 and 6500 rpm, with 440Nm of torque between 2900 and 4500 rpm, headed for the wheels via a seven-speed twin-clutch auto.The V6 has a stop-start fuel saver system and a driving mode set-up to change the car's driving characteristics, although if you really want to do that there's the optional adaptive air suspension. The A7 also has active cruise control with stop and go function, which holds a set speed when on a clear road (regardless of terrain) and follows traffic at a set distance down to standstill.The all-wheel drive system on the A7 was optioned up to include the sports differential (for $2570) which actively plays with the drive between the rear wheels to best effect, firing the beefy four-door out of bends with gusto.The quattro all-wheel drive system already endows the big coupe the ability to vary the drive between front and rear, with as much as 70 percent able to go forward and up to 85 percent to the rear.DesignThere's no doubting the designers in Ingolstadt are earning their keep - cranking out some vehicles with presence and attitude. The A7 has a broad, bold stance, made even more aggressive by the optional wheels filling out the guards. With the optional LED headlights and LED daytime running lights, there's no missing it at night either.The hatchback rear doesn't stand up to scrutiny - it's broad in the hips and a bit droopy in the tail, although it still manages 535 litres of shallow and long cargo space, rising to 1390 litres with the seats folded. For such a large machine the cabin space is not cavernous - the front occupants won't feel hemmed in but rear passengers won't want to be tall, as head and legroom isn't copious.SafetyThe safety features list is extensive, although there's no NCAP rating as yet but five stars would be a good bet you'd think, given it has the Presense accident prep safety system, dual front, seat-mounted side, full-length side-curtain for front and rear passengers.There's also anti-lock brakes with electronic brake force distribution and emergency brake assist, stability and traction control, tyre pressure monitoring display, active headlights (standard bi-xenon or optional LEDs) and the optional night vision with pedestrian detection for $4890.DrivingDressed in a black hue, the A7 Sportback, at least from the front, has authority and arrogance about its broad road stance. With LEDs galore and the broad-shouldered presence, there's no mistaking it for anything other than an Audi.Getting to grips with it from behind the wheel, you're a little conscious of the girth early on - helped by cameras and radar front and rear in a carpark situation.Despite its size there's pace a-plenty - 100km/h comes up in 5.6 seconds and it has a governed 250km/h top speed - and the clever all-wheel drivetrain comes into its own on the bendy bits, despite the near-tow-tonne kerb weight.Sling the Sportback through a series of bends and the average ride quality from low-profile rubber and sports suspension becomes less of an issue.On a sweeping country road the A7 has grip a-plenty and turns in surprisingly well, sitting flat in the corner and then firing out far quicker than you expect for something that is not far off two tonnes - the clever diff under the bum does wonders for corner exits.The two seated in the back might not have oodles of room but the seats are comfortable and there's dual-zone climate control in the rear. There's plenty to like about the Sportback but while some like the coupe lines, I'd be more inclined to stump up for an A6 sedan and spend the considerable difference on some options.Audi A7 SportbackPrice: from $147,800Warranty: 3 years/unlimited kmResale:  47 per cent (Source: Glass's Guide)Service interval: 15,000km/12 monthsSafety rating: n/a starSpare: space-saverEngine: 3-litre supercharged direct-injection V6, 220kW/440NmTransmission: 7-speed twin-clutch automated manual; AWDBody: 5m (L); 1.9m (w); 1.4m (h)Weight: 1770kgThirst: 8.21/100km, on test 13, tank 75 litres; 190g/km CO2 

The standard gear in the midsized Mercedes is as extravagant as the pricetag. The $133,000+ spend is around $12,000 dearer than the comparable Audi A6 and $3000 up on a BMW 535i. In short, the E350 is a car that tells the world you're in business and doing alright, thanks very much.DESIGNSharper and stronger lines tapering up from front to back give the E-Class a more angular look. It's not as aggressive as a Beemer, but there's enough understated menace to steer well clear if you're not holding the keys.Horizontal bands of wood, leather and chrome in the interior reinforce to the impression of space and luxury and the faint but distinct clicks as the dials Harman Kardon sound system is cranked up highlights the attention to detail.TECHNOLOGYThe E-Class has picked up some clever toys and the E350 rolls standard with blind spot and lane departure assistance. The reversing camera is standard and displays on a hi-res seven-inch infotainment screen. The engine is a 200kW/350Nm 3.5-litre six-cylinder that runs through a silicone-smooth seven-speed auto transmission.SAFETYEleven airbags inflate the Merc's safety credentials but it's the software and sensors that should stop them from deploying. On the E350 that runs from adaptive brakes that automatically dry themselves, a driver fatigue warning system, the Pre-Safe system that sets the seat belt tensioners according to the occupants' size and lane departure and blind spot warnings. Toss in the fact this 1.7-tonne beast is built from the ground up to protect you and the E-Class is a safe choice.DRIVINGCompromises are for people who can't afford cars in this class. In the case of the Merc there's enough grunt to handle traffic light launches but it is 70-100km/h overtaking where the engine's 350Nm shines.The default suspension mode is lightly biased to comfort compared to the 5 Series, but flick the suspension switch and it tightens as quickly as the passenger's grip on the grab rail. Wind noise is a whisper over the A-pillars at highway speed and the E-Class would make a classy interstate commuter.VERDICTThe strength of the four-cylinder engines is rightly attracting new owners but for those who can afford it, the V6 powerplants (petrol and diesel) are a treat. That will only improve when the direct injection V6 arrives late this year with more power and torque but fuel use down from 9.4 litres to around 7 litres. Bring it on.Mercedes-Benz E350Price: From $132,635. Warranty: 3 years roadside, unlimited km.Economy: 8.5 l/100km; 199g/km CO2.Safety Equipment: 11 airbags, ABS, EBD, ESP. Crash rating: 5 stars.Engine: 225kW/370Nm 3.5-litre 6 cylinder.Transmission: seven-speed sports automatic, rear wheel drive.Body: Sedan 4-door, 5 seats.Dimensions: 4868mm (L); 1854mm (W); 1472mm (H); 2874mm (WB)Weight: 1735kg.Tyre size: 245/40 R18, Alloy.Spare tyre: Space saver/Temporary. 

When BMW entered the small car market with the 1 Series eight years ago some thought a car using rear-wheel drive wouldn't work in a machine of this size. They pointed out that tight interior space would tell against it when all its competitors had space-saving front drive.Over a million sales later BMW has proven it was right in sticking to rear-drive. Indeed the unique selling proposition (USP) and the upmarket air inherent in a rear-drive car has no doubt been a factor in the success. There are plenty of keen drivers more than happy to trade the mundanity of interior room for the joy of excellent chassis balance and superb handling.Now we have the second-generation BMW 1 Series with more space in the back seat, more about that in a moment. ValuePricing starts from $43,500 for the manual and $46,577 for the automatic.Better still, the 1 Series has been trimmed in price, partly due to the value of our dollar, but also because the continuing weakness in the European market means the Australian branch can push a tougher deal through head office. To sweeten the deal, higher equipment levels than in the outgoing 1 Series add to the value equation.DesignVisually, the new BMW ‘1 Series is a solid evolution of the first model, but clever shaping has given it more style. You wouldn't exactly say it competes with the Italians in its body shape, but it’s certainly less severely German in its lines than in the past.Though there is 21 mm more rear legroom, the back seat is still not a comfortable place to accommodate adults travellers any more than short distances.Try the kids for size during your own test drive if they are likely to grow into the hulking teenage years before the end of your ownership period. The height of the little Bimmer is unchanged because there was already good headroom in all seats.Boot space has benefited from the longer body, up 10 per cent to 360 litres, which is pretty handy in a car in this class.The first models to be released are in Australia are five-door hatches with the choice of two 1.6-litre petrol and one 2.0-litre diesel engines, all turbocharged. Larger engines, three-door hatches, coupes and convertibles will follow over the next few years.DrivingThe BMW 118d we have lived with for the past week uses an upgraded version of the 2.0-litre diesel from the first generation 1 Series.It now produces 105 kW and 320Nm (up 20Nm). The official fuel consumption number is 4.5 litres per hundred kilometres. During our review period it sat in the five to six litre range on the open road and rose to six to eight litres around town in some quite heavy traffic conditions.Though this wouldn't be our engine of choice in a BMW, the turbo-diesel can do the 0-100km/h acceleration test in a reasonable 8.9 seconds so has a semi-sporty feel to it. In gear acceleration is more important than pure sprinting in real life driving and the solid torque from the revised powerplant gives the little BMW a strong feel once the turbo lag has been passed. Slide down a gear in anticipation of overtaking so you get the torque up and running, and you spend a minimum of time on the wrong side of the road when overtaking. We will try to get ourselves into the more powerful of the two petrol powerplants and report on them. Somehow economy engines and BMW don’t make a good combination in our minds. Even better will be the high-performance 1 Series models that are further down the track.The ride is relatively firm at times, but the excellent balance, wonderfully responsive steering and excellent cornering grip the little Bimmer provides will appeal to those who see cars as more than mundane transport.Stylish in a way that was missing in the original manner, the all-new BMW 1 Series will attract many new customers to the marque. The reduced prices and the choice of several comprehensive options packages will do it no harm at all in the upperclass end of the small car market.VerdictIf you’re moving down from a larger car or getting out of one of these boring compact SUVs then be sure to put one of these small BMWs on your short list.BMW 1 Series 118dPrice: $43,500 (manual), $46,577 (automatic)Warranty: Three years/unlimited kmService interval: Variable (condition-based servicing)Thirst: 4.5 L/100kmSafety: Not assessed (previous model five-stars)Equipment: Six airbags, ABS, ESPEngine: 2.0-litre four-cylinder turbodiesel, (105kW/320Nm)Transmission: Six-speed manual, eight-speed automatic; rear-wheel driveSuspension: Aluminium double link hinged tie bar front, multi-link rearDimensions: 4324mm (L), 1765mm (W), 1421mm (H), 2690mm (WB) 

Sometimes things just seem ... odd. Like when Mercedes-Benz trotted out the incredibly exclusive C63 AMG Black Series coupe -- and it was white.VALUEOnly 32 of the C63 Black Series cars are being imported to Australia plus another three for our Kiwi cousins in New Zealand. They're priced at $245,000 apiece but unfortunately they've all been sold, such is the demand for this unique motor car.It's the third in a string of Black series models to be offered by Benz in Australia and follows on the heels of the CLK 63 AMG Black Series in 2008 (40 units for Australia/NZ) and the awesome SL 65 AMG Black Series in 2009 (7 units for Australia/NZ).Each of C63 Black Series comes with a certificate of authenticity, along with a letter of provenance signed by Mercedes-Benz Australia/Pacific verifying the limited edition status of the vehicle.TECHNOLOGYThe highlight of the car is a killer 6.2-litre V8 that produces 380kW and 620Nm of torque  an increase of 44kW and 20Nm respectively compared with a standard C63.The V8 is hooked up to a 7-speed AMG Speedshift MCT wet clutch transmission, with a rear diff lock and 50 per cent larger oil cooler.DRIVINGThe dash from 0-100km/h takes just 4.2 seconds (or 3.9 secs with special tyres fitted)  just a tenth slower than the incredible SLS. It has a top speed of 300km/h.DESIGNInterestingly the coupe can be ordered as a two or four-seater, depending on your fancy and is equipped with flashy red seat belts. Most customers have ordered the two seat version. The car is visually different too, with a wider track front and rear and a secondary front spoiler with weird looking cooling fins called `flics' attached at either side.It rides on special 19 inch alloys fitted with 255/35 front and 285/30 Dunlop rubber. A large adjustable rear wing takes pride of place on the rear deck and can be manually tilted four degrees to provide greater downforce for track work. Although all the cars have been sold Benz reveals it is hoping to get hold of another dozen.VERDICTAfter driving the amazing Mercedes-Benz SLS AMG Gullwing, nothing is ever going to really measure up. But the Black Series comes close. As fantastic as it might be, however, we can't tell you very much about its performance, not after a just one lap of the Albert Park circuit, with James Brock calling the shots.Just as we were getting started it was over (it was one lap more than most people got to complete though).Mercedes-Benz C63 AMG coupePrice: From $169,700 (including Performance Pack) plus on-road costsWarranty: 3 years/100,000kmEngine: 6.2-litre V8 petrolOutputs: 380kW/620NmDimensions: 4707mm (L), 1795mm (w), 1391mm (h)Weight: 1730kgTransmission: Seven-speed manual automatic, rear-wheel driveEconomy: 12.1 litres per 100km

AMG may as well stand for Ah Mein Gott, such is the the impact the acronym can have on those in the passenger seat, or trying to keep up.While there are svelte and subtle machines in the AMG arsenal, like the CL63, and snaky-tailed hooligans like the C63, the SLK 55 AMG sits somewhere in between. It's hardly a hairdresser's car, but anything with "scarf" (even an Airscarf) on its features list, you have to wonder....VALUEWhen there's six digits in the pricetag then value isn't the first adjective that springs to mind. The SLK 55 AMG has been cut by nearly $25,000 to start from $155,000, which buys you the most powerful SLK of all time and near the cheapest - the C63 slides in at $152,000.Performance aside, the features list has satnav, full iPod integration via cable (thankfully now in the centre console, not the glovebox), Bluetooth phone and audio link, adaptive bixenon headlights, cruise control, power windows, a subtle AMG bodykit, dual-zone climate control, seat heaters and the Airscarf neck-heaters, voice control for the iPod/USB/hard-drive equipped infotainment 10-speaker surround-sound system, power-adjustable sports seats, a suede/leather sports steering wheel with paddleshifts.The only option fitted to the test car was the AMG 18in alloy wheels for $1275.TECHNOLOGYAMG has whipped the turbos off the 5.5-litre direct-injection V8 and given it (by necessity) a new intake and cylinder heads. Compared to the out-going SLK AMG there's a hike of 45kW and 30Nm to put power at 310kW and deliver 540Nm, making it the most powerful SLK yet.Benz also says its the most fuel-efficient petrol V8 around, thanks to a cylinder drop out system and stop-start that drops by 30 per cent the claimed combined fuel consumption figure over its predecessor - 8.5l/100km. The SLK can run on four cylinders while cruising, shutting of cylinders 2, 3 and 5 when they are not needed.Also on the highlight reel for technology is variable power steering - "Direct Steer" in Merc-speak, which helps broaden the steering's ability, to make it useful when parking and pelting through a series of bends, but still doesn't endow the hefty droptop with the sharpest cornering manners.Torque Vectoring is a fancy way of explaining a braked inside rear wheel to help the car turn - it's effective when press-ahead driving is underway but seems to be a little bit of technology to counteract the pushy nose.It's not going to be an issue for most driving, but if you are interested in turning with purpose and poise at pace .... something else starting with P is a better bet.DESIGNThe new SLS-themed sportscar styling has been applied to the SLK and the AMG variant has plenty of aggression. The bull-nose is long and the rear end and cabin look somewhat abbreviated, with the rear end highlighted by a under-bumper diffuser and quad oval exhausts.The test car was coloured red within, a stark contrast to the grey exterior, but the two-seater's cabin is a picture German efficiency and ergonomic accuracy. The round, rolling retro vents, were a favourite, as was the grippy sports steering wheel with paddleshifts, which are worth using when the genuine manual change mode is engaged.Cabin storage is useful enough for phone and wallets, and if you don't want to drop the top there's 335 litres of bootspace, which shrinks to 225 litres if you want to up your Vitamin D.SAFETYThe watchword for the three-pointed star and its has plenty to back that claim - roll-bars, dual front, head and thorax airbags, seat belt tensioners with belt force limiters, active head restraints, three-stage stability control, tyre pressure warning system and the Presafe safety system which also has a drowsy driver detection system among its features.DRIVINGPrevious experience in the cooking SLK cars was not unpleasant but there was no suggestion of delivering scalpel-like sharpness in the bends. The AMG model gets closer to that point but it's still going to be other open-topped cars first on the shopping list for those inclined to cornering.But the gap is far closer than it used to be and while the flat-six has aural appeal, the Benz bent-eight has plenty of character too. Thankfully the SLK AMG has a nice V8 burble that's not squashed by a couple turbos - it's demure (fitting for the style-counsel model) at part-throttle, smooth and economical when in C and Eco Mode, slipping gently between gears for unfussed progress.The ride is less frenetic than some of its AMG siblings, although it still does a bit of crash and thump over some of our nastier roads. With the top dropped there were a few squeaks from behind the rollbars on nastier bumps, something not present when the lid was locked up.But dropping the roof, selecting Sport mode on the transmission and stability control and introducing the throttle pedal to the firewall and the serenade transformed into something more akin to a hair-metal title track.This is the personality that best befits the AMG SLK V8 - the cruisy economy mode is fine for getting good fuel economy figures, but if you want that there's an E-Class cabrio diesel that's $40,000 cheaper. The active exhaust system leaves little left unsaid at full throttle, when the flaps within the exhaust opening right up.There's a nice crackle on over-run as well, with a neat "whaffle" of a noise between cogs on the upshift, but the AMG 6.2-litre natmo engine still has it beat for a soundtrack. The numbers are impressive - 4.6 seconds to 0-100km/h, which means in a straight line it'll pip (just) the Boxster S (by 0.6) and the TT-S Roadster by 0.8, and it's one second quicker to 100km/h than $36,000 SLK 350.Where the other German coupes might make up ground on the AMG is in the bends - the SLK 55 does the job in fine style but the front end just doesn't quite bite like the Porsche Boxster (hence the torque vectoring thing to give it a hand) and the TT S has grip in bucketloads.All of which would make a point-to-point time trial between them very interesting - all I have to do now is find the time, the cars and two volunteer drivers. Any takers?Mercedes-Benz SLK 55 AMGPrice from $155,000Warranty 3 years/unlimited kmResale 53 per cent (Source: Glass's Guide)Service interval 25,000km/24 monthsSafety rating five NCAP starsSpare mobility kitEngine 5.5-litre 32-valve V8, 310kW/540NmTransmission 7-speed automatic; RWDBody 4.1m (L); 1.8m (w); 1.3m (h)Weight 1610kgThirst 8.51/100km, on test 16l/100km,  tank 70 litres; 197g/km CO2 

Something this big should almost have an ensuite - in fact I think it's bigger than some of the studio apartments in Sydney's inner-eastern suburbs. Anyone who has ridden a tandem bike with no one on the back seat will have some idea of what it's like to drive the GL Mercedes-Benz 4WD. This is a BIG bit of US-built German SUV and if space and seats are what you need, the GL offers ample of both. We're sampling the GL 350 CDI Luxury model, which features the uprated turbodiesel 195kW/620Nm V6 to shift its considerable girth a little quicker than previously, thanks to 30 extra kiloWatts and 90 more Newton-metres.VALUEWith a six-figure pricetag the term value is something of a misnomer, but in metal-for-money terms it's a half-decent deal. The $131,490 start price gets a long features list - as you would expect - auto-dimming mirrors inside and out, bi-xenon active headlights, ambient lighting, electric front seats with memory, leather trim, front and rear climate control, 20in alloys (up from 19in on the "entry-level" 350CDI), satellite navigation, a 6-disc CD/DVD player, parking sensors front and rear, a reversing camera, an electrically-operated rear bootlid, active bi-xenon headlights, LED running and tail lights. The test behemoth was carrying the optional Premium and Vision packages; Premium - which adds $4600 to the bottom line - puts heated and ventilated front seats and the Distronic active cruise control on the features list.The Vision Package - a $4900 step up in the asking price - puts the impressive Harman Kardon Logic 7 surround sound system, keyless entry and start, a sunroof, pop-out rear "vent" windows and useful bi-folding front sun visors.TECHNOLOGYThe GL's updated V6 engine builds on an already-strong package - the common-rail direct-injection V6 is equipped with piezo injectors and delivers reasonable outputs almost like a petrol engine - albeit it with more torque. The 620Nm is on offer from 1600 through to 2400rpm - not the widest rev-range but peak power arrives at 3800rpm. The all-wheel drive system can be left to its own devices or the driver has the option of locking the centre and rear differentials, as well as access to low range at the push of a button. Ride height is adjustable - up to a useful 307mm maximum in the highest off-road mode - although the system feels a little slower than some of its opposition. DESIGNThere's not much in the way of creativity when it comes to this segment - long, tall, wide and brawny of stance, the GL seven-seater is elegant in an elephantine manner. Passenger space is not an issue inside, with all three rows of seats offering enough space for adults, although the electrically-controlled third row would best be left to the rugrats for a long journey. The third row does take some of the depth from the bootspace, but there's still a decent load capacity, if not as cavernous as the exterior would suggest. SAFETYThe three-pointed star brings an expectation of high levels of safety and the GL doesn't disappoint. There's stability control (including the trailer stabilising function), anti-lock brakes, the Presafe accident preparation system, eight airbags (dual front, 1st and 2nd row side airbags and full length curtain airbags), active front head restraints and a tyre pressure warning system are among the safety features highlights. DRIVINGCombining a wide range of tasks into one machine - that's the fundamental principle behind an SUV and the reason for their growing popularity. The GL model range is part people-mover, part off-roader, part prestige car and it completes all of these jobs with reasonable ease. Granted, it's not going to chase down a sportscar but the GL feels like it can cover all manner of terrain without serious concern. There's a reason why people like to drive these things - the feeling of complete security almost regardless of the road conditions - with the auto mode on the adjustable suspension being the most useful setting for occupant comfort and the driver's control. Sport mode tries manfully to fight bodyroll but becomes too brittle for the passengers, while comfort mode goes a little too far in the other direction, becoming somewhat "roly-poly." The turbodiesel V6 is impressive, although the long travel throttle pedal needs a big prod to get things underway at anything more than a leisurely pace; once into the meaty part of the engine's outputs, the big Benz surges forward with gusto. The driver is well looked after, with active cruise control, wheel-mounted controls for most of the information and entertainmentsystems, which includes the Bluetooth phone and the integrated iPod, tucked out of reach in the glovebox (perhaps the centre console might be a more convenient locale). One bugbear is the stalk for the automatic transmission - while it frees up more centre console storage space but it's too easy to flick it by accident, something that would take quite some time with which to become familiar. The adjustable suspension dawdles a bit when changing ride heights, but once up, with the pushbutton low-range and centre and rear diff locks engaged, the big Benz clambers over mud and slippery stuff without complaint, even on the road-biased rubber. The side steps are tickled a little - thanks to the long wheelbase perhaps - but getting seven people to a remote locale would be easily achieved.VERDICTThe leviathan of the Mercedes-Benz range is a capable and comfortable all-rounder, but those faint-of-heart may well be optioning up a few more proximity systems until they get used to the girth. Kid-carting, towing and prestige factors are well covered by the big Benz - in the same manner as the Range Rover and Lexus opposition, the GL will (if the bank balance can sustain the damage bill) go a long way off the beaten track.Unlike the new Range Rover Vogue, it's weight is not as well hidden from the driver, who is always conscious of its girth.Mercedes-Benz GL 350Price: $131,490 (as tested $140,990)Warranty: 3 years, unlimited kmResale: 78%Service Interval: 25,000km or 12-monthsEconomy: 9.2 l/100km, on test 12.2l/100km; 242g/km CO2Safety Equipment: eight airbags, ABS, EBD, ESP. Crash rating: n/a starEngine: 195kW/620Nm 3-litre direct-injection turbocharged V6Transmission: seven-speed auto, four-wheel driveBody: 5-door, 7 seats Dimensions: 5099mm (L); 1920mm (W); 1840mm (H); 3075mm (WB)Weight: 2505kgTyre size: 265/50 R20Spare tyre: Space saver