Luxury Reviews

If you could whack wheels and seats in a crystal ball, it would be akin to - in some respects- driving an S-Class, aside from the fragility of the bodyshell.The Mercedes-Benz passenger car flagship (and its CL coupe cousin) has been the chaperone for the brand's newest safety gear - airbags and anti-lock brakes are among the many innovative features brought forth by  the big German uber-sedan.Well, we're north of $200,000 so cheap'n'cheerful an S-Class is not - brimmed with features and serenely comfortable, it is. The infotainment system is equipped with satnav, TV/DVD capability within the Harman Kardon sound system, Bluetooth phone link, radar cruise control, a sunroof, parking sensors front and rear with reversing camera, auto-dimming centre and driver's side external rearvision mirrors, active bi-xenon headlights and LED running lights, an optional wood and leather steering wheel (for $1600), electrically-adjustable heated and cooled front seats, leather trim, keyless entry and start, quad-zone climate control and tri-colour ambient lighting.And that's skimming the surface, as most of the expensive stuff fits into the other categories.Aside from some of the safety highlights detailed later, the innovations within the features side of the equation are more evolution than revolution.The S350 has the new narrower 3.5 litre V6 with spray-guided direct petrol injection via piezo injectors, four valves per cylinder and adjustable camshafts, new air intake and exhaust system, which offers 225kW and 370Nm - increases of 12.5 and 5.7 per cent respectively - with 8.2 per cent better fuel consumption at 9.8l/100km.The "entry-level" S-Class sits on 19in wheels (which fill the wheelarches out nicely) but controlling the wheel/tyre package is the electronically-controlled air suspension system, which is teamed with an adaptive damping set-up that offers sport or comfort options - the former giving good control while the latter doesn't turn it into a wallower either.The standard air-suspension system automatically levels the car and at high speed reduces the ride height automatically. The S350 also has LED tail lights, active brake lights, hi-beam assist for the bi-xenon head lights.The front infotainment centre screen also has a clever Split View feature, which allows the DVD player to be viewed by passengers, but the driver only gets soundtrack and the normal display.Striking in its design, the slightly-angular look is not pretty but it has presence, while still managing to downplay the rather considerable dimensions of the S350.Sharper than the previous S-Class, which had rounded edges galore, the new car still has some softer corners - but anyone who thought the old looked as though it was shaken from a jelly mould would be happier with the current car.The interior is spacious without being cavernous (the LWB version takes that cake with ease) so four adults will be spaciously and comfortably accommodated - including luggage in the 560-litre boot.The S-Class has the now-expected full crumple zones and a count of nine airbags - dual front, side and full-length window airbag's, driver's knee airbag. The braking system has the long list of de rigeur features - anti-lock system, stability control, hill start assist, brake hold and drying function. The electronic assistance doesn't end there - the S has Distronic Plus, which keeps and eye on things in case the driver's attention wanders. There are a number of systems on duty - the active blind spot system monitors the area behind the car, including the blind spots, which turns the triangle in the mirror red if a vehicle is detected - change lanes on a red signal and the car ticks you off, or if there's a collision risk, the system can intervene using the brakes to grab one wheel and return the car from whence it came.The active lane keeping system uses the same means - taking information monitoring road markings - drifting across lane or other road markings can elicit a vibration on the wheel as a warning, or it can brake the appropriate wheel to keep the car centred.The S-Class has Presafe (the system that prepares the car for an impending impact) but there's also BAS Plus Brake Assist, which first warns the driver and then can automatically brake the car if radar sensors identify a possible collision - if the driver does eventually hit the brakes, the system will summon up the required brake force.The German car maker did a survey a while back that showed S-Class drivers were more relaxed and had a lower heart rate while driving. It's not hard to see why (although I'm not sure that applies to an S63 or S65 AMG driver) but directing the big sedan is anything but a chore.Normally I'm considered - at the very least - a pro-active driver, but the S-Class' relaxed demeanour permeates the driver - a relaxed, gentle pace is the big Merc's chosen canter. The car defaults to Eco mode for the seven-speed auto, slipping quietly between ratios, while in Comfort mode the suspension keeps disturbances in the cabin to a minimum.The three-year old has been known to resist a mid-afternoon nap but has found it difficult to avoid a snooze, such is the calmness within. It does require a genteel pace into corners in this mode, as it will lean a little, something the Sport mode counteracts a little more efficiently as you'd expect - pressing ahead on a country road, the big sedan covers ground with aplomb.The new V6 has been endowed with a little more character, as well as added pep - it sounds happier than the old V6 Merc powerplant, which didn't rate aurally or in application. Given it's propelling two tonne around it does an admirable job (0-100km/h is achieved in a claimed 6.9 seconds).The high-beam assist is helpful and useful, but not infallible - sometimes it picked up on the reflection from signage and then fails to register the lights of other vehicles, although the occurrences were rare. The infotainment system offers good quality sound, connectivity and data access, but on more than one occasion decided to shutdown and restart for no apparent reason.

For many years Audi lagged behind arch rivals Mercedes-Benz and BMW models in the prestige car stakes in Australia.That was despite it holding equal ranking in most European countries. However, Audi is now seen as one of the ‘big three’ in the eyes of upmarket Australian buyers.The so-called single-frame grille, with its huge radiator grille has been a stroke of genius in automotive design and is arguably the main reason for the big increase in sales in recent years. In Australia, aggressive marketing and a willingness to throw serious money at marketing the brand has also played a major part. The subject of this week’s used-car review, the A6, is the mid-size vehicle in the Audi range.It replaced the Audi 100 in November 1994, but struggled in the sales race in its early days. A virtually all-new A6 reached Australia in November 1997 improved things somewhat so we will start looking in detail at the A6 from that model onwards.The aforementioned single-frame grille reached the A6 range in Australia in August 2005 and things really started to hike along. Interior design has been a strong point with Audis for many years and the cabin is close to immaculate in the way it’s themed and then constructed.The Audi A6 has high levels of noise, vibration and harshness suppression that make it a very capable high-speed cruiser. Interior space is OK for five adults, though lack of support in the centre-rear position makes it a noticeably less comfortable position than the other seats.Boot space is very good in the sedan. Audi A6 has a reasonably strong presence in the prestige station wagon market in Australia, though not to the huge extent it does on its home market. Handling is better than average for a front-wheel-drive car, though the powertrain layout, with the engine being mostly in front of the axle, means the nose-heavy machine tends to push slightly wide on corners.This has been toned down with each successive model, but is still a weak point compared with other vehicles in this upmarket German class. Owners who are more interested in the aforementioned waft-along cruising are unlikely to ever experience the understeering.There is the option of Audi’s famous quattro all-wheel-drive system for added traction on slippery roads. It too can suffer from front-end push but does so at higher cornering efforts. Quattro isn't on offer in all models, but is well worth the extra money if you’re a keen driver.Engines are many and varied, with petrol and diesel units on offer. In the petrol lineup there's everything from turbocharged, 2.0-litre four-cylinder units to a sweet little V6 with a capacity of just 2.4 litres and larger V6s displacing 2.8, 3.0 and 3.2 litres.These are complex cars and it's best that you have all work, other than the vary basics of servicing, done professionally. Audi dealers are generally restricted to major metropolitan areas but you will find some in major country centres as well. Contact Audi's head office in Sydney for further information.Insurance costs are relatively high, but no more than you would expect from quality cars built from top-end materials. Premiums don’t usually vary a lot between major players, but it's always worth shopping around for the best deal. Make sure you are comparing like with like before making your decision. As well as the standard A6 models, Audi also imports high-performance variants. Called, in ascending order of performance, Audi A6 S Line, Audi S6 and Audi RS6, the latter are sold in pretty limited numbers and are aimed at a very specialised market, so won’t be examined in detail here.WHAT TO LOOK FORRust is rare as Audi was a pioneer in using all-galvanised panels in its bodies. Poor crash repairs which didn’t see the metal being properly protected can still lead to troubles.Interiors are finished to a very high standard and last well. Nevertheless, careless owners can still cause damage so check the complete interior. Sun damage, even on cars that have been kept outside continuously, is rare, but check the upper surfaces of the dashboard as well as the condition of the rear parcel shelf.Look for oil leaks from early V6 engines and if the engine. Be sure the cam drive belt has been replaced on schedule. Look for oil leaks from the power-steering rack and the hoses connected to it.Check that the automatic transmission works smoothly and does not change gears when it shouldn’t. If a tiptronic is fitted run it up and down through the gears to make sure it selects them quickly.CAR BUYING TIPBeware the social-climbers who have bought cars they can’t afford to maintain correctly. If you can’t examine the service books be very suspicious. 

With a heritage extending back to 1991 (the first-generation S model was based on the Audi 100), this fourth-generation S6 is easily the best yet.It's loaded with clever trim finishes and technology (active engine mounts and active noise control) not previously seen on cars like this, and has been fitted with an engine raised on a diet of blood-drenched red meat. Audi Australia is predicting sales of around 60-80 cars split between S6 and S7 (which will go on-sale at the same time).While prices, and Australian spec, are yet to be confirmed you can expect the new S6, when it arrives Down Under around October-ish, to be priced at less than $200,000.And possibly by some margin too so that it can line up with Merc's E500 ($183,685) and BMW's 550i ($179,900).What you can expect for that sort of coin is quattro all-wheel drive, adaptive air suspension, Audi drive select (vehicle-dynamics control system), 19-inch alloys, sports seats, quad-zone climate control, Audi pre-sense basic safety system, six airbags, stop-start, cylinder deactivation, active engine mounts and active noise control, plus much more.Under the bonnet is a 4.0-litre twin-turbo V8 (this engine is shared with the S7) making 309kW at 5500-6400rpm and 550Nm from 1400-5200rpm. This is mated to a super-smooth seven-speed twin-clutch transmission, which Audi calls S Tronic.Weighing in at 1895kg, the S6 consumes just 9.6L/100km, and that's not bad when you consider how much oomph this thing has. Fuel consumption has been kept in check through the prodigious use of aluminium (20 per cent of the body is aluminium, making it 15 per cent lighter than an conventional steel-bodied car). The S6 also gets stop-start, and cylinder on demand which sees four of the eight cylinders deactivated during part-load operation.Because dropping to just four cylinders can produce a lot of noise, Audi's engineers have included active noise control, which, in conjunction with active engine mounts, dials out unwanted clatter via a cancellation sound issued through the sound system's speakers... ad it absolutely works.The front grille has a single frame and turns up at the outer edges, there's deeper air dams in the front and a skirt right the way around the car, which gives it a hunkered down and muscular stance. Climb inside and you're met with typical Audi craftsmanship; no other maker does quite as good a job on its interiors, the design, the materials and the finish as Audi does.From behind the wheel, all of the major controls are skewed towards the driver, and the Multi Media Interface (MMI) is easily the simplest of its kind (it leaves BMW's iDrive for dead).Electric adjustment of both front seats makes it an cinch to get into the right position, and there's decent rear seat legroom, shoulder room and headroom. But forget about using the middle seat in the back. There's a long but shallow boot which offers 530 litres of space.As well as a five-star EuroNCAP safety rating (based on A6) the S6 gets the usual complement of active and passive safety aids as well as six airbags and, in Europe at least, is standard with pre sense basic, which is designed to minimise the risk of an collision by warning the driver with an audible chime, and then by applying the brakes if the driver's made no attempt to stop the car. It also has quattro all-wheel drive for impressive grip on all surfaces, and in all weather.While the S6 is quick (0-100km/h flashes up in just 4.6secs) it's the way the thing builds speed that truly impresses. With a diesel-esque 550Nm of torque from just off idle at 1400rpm right the way through to 5200rpm, the S6 flattens hills and makes overtaking an cinch.And, if you're on the Autobahn in Germany, like we were, it'll accelerate right through each of its seven gears with never a let-up in oomph... Every S6 gets adaptive air suspension, which allows you to choose from Comfort, Auto, Dynamic and Individual - we found Auto to be the best setting.Our test car was fitted with cost optional dynamic steering and a sport differential and, if I'm honest, I'd forget about the dynamic steering, it ends up feeling too assisted and artificial. We didn't get a long drive in the S6 (only 87km), but it was long enough to know that you get a bump-smothering ride, an nimble chassis, and an iron-fisted punch.Audis are sometimes criticised for their dull dynamics (the RS5 is one such disappointing example), but the S6 shows that Audi really can offer up class with clout. BMW, and Mercedes-Benz... you have until October before the S6 lands. Be afraid.

Porsche's prime number divides a little, but conquers much more. Fourteen years after Porsche adopted water cooling for its engines, there are still people who value the last air-cooled model, the 993, as the best 911.It's entirely possible a similar thing will happen this time with the steering. Perhaps the outgoing series, the 997, will be revered as the last without electrical systems interpreting the road for the driver and the driver's steering inputs for the wheels.TECHNOLOGYThe 911 in even basic form is a good drive, even though the cars on the test drive in California were all S models with every conceivable dynamic gizmo fitted.The next generation of buyers won't know what they're missing and I doubt they'll stop buying. I will know the difference, but everybody's benchmark is different. I've never driven a 993 so I don't mourn the loss of air-cooling, and everything that went with that.DRIVINGCertainly, it would be crazy to deny there's a difference. I can remember the first time I drove a 911 (a 996) and suddenly realising why its steering feel was so lauded.Jolts and other static thrown up by tarmac are absent now, filtered out. But is the steering rubbish? No, it's brilliant. Incredibly precise and direct, and still engaging. Just different.If it wasn't, it would be out of sync with the rest of the car. The 911 is quieter now and more refined, with a better ride. There's less of the stuff you don't want, such as tyre roar, and more of the stuff you do, such as the sound of six-cylinders whipping up kilowatts.What you hear from behind isn't the result of chance. Special plumbing has been developed with the sole purpose of channelling engine sound into the cabin. With the bad stuff filtered out, of course.The 911 still has its trademark handling, brought on by a layout that slings the engine behind the rear axle. Here there's screening too, with software riding shotgun on every aspect of dynamics, from brakes to the amount of grip.This isn't new, although the possibilities, if you tick the options list, are growing all the time.Truth is, purity is a lost cause to the modern carmaker and steering is simply the last thing to succumb. Computers have been gradually tightening their grip on the driving experience and there's no way back.The exceptions -- you can still buy a Lotus Elise without power steering -- are rare. They have diminishingly small appeal and in this era seem too raw and focused for general acceptance.Porsche bit the bullet on steering because fuel economy is today's over-riding imperative. But, in any case, it was probably only a matter of time. It sits sweetly with the precision and sensitivity of the throttle and brakes, and the way car adjusts to inputs. The 911 is still a great drive.VERDICTMaybe I'd love a 993 if I drove one. In which case I'd start scanning the web because 80 per cent of Porsches built are still on the road. It might go in my ideal garage alongside a 997. And this one, too.

Australia will be one of the first markets to get the Peugeot 4008 compact SUV, but may be one of the last to get a diesel drivetrain.The lack of an auto in the Mitsubishi-based 4008 diesel range means the June launch will be only the petrol drivetrain. For now, that is.“We’d like to get a diesel 4008, but we’d prefer to have an automatic and there isn’t one available in the range,” Peugeot spokesperson Jaedene Hudson says.“It’s not worth it to bring a manual diesel because there’s no demand for it here in that class. We prefer to wait and bring the automatic drivetrain when it’s available.” She says there isn’t one on the immediate horizon, but we can expect more news in the near future.TECHNOLOGYWhile the 4007 it replaces is based on the Mitsubishi Outlander, the 4008 starts from the Mitsubishi ASX platform.Overseas markets choose from the two manual diesels and two petrols. It will go on sale here with the larger of the latter: a 2.0-litre four-cylinder developing 110kW of power and 197Nm of torque. Output is delivered to either the front or both axles via the choice of two transmissions: a five-speed manual or a six-speed CVT with manual mode and paddle-shifters on the steering wheel.It’s an economical little thing in every version, with official fuel figures ranging from 7.7L/100km for the 2WD manual and 7.9L for the AWD. The CVT is 0.2L more for each of the drive versions.A console dial switches the all-paw’s on-demand system between 2WD/4WD/Lock, with varying serves of torque being dished up to each axle as requested – from 85 per cent maximum at the front in 2WD to 82 per cent maximum at the rear in Lock.VALUEPricing will be announced closer to June, but the entry is likely to be sub-$30,000 – a critical level in a highly-competitive field, about $5000 below the outgoing 4007.Spec is yet to be finalised, but Peugeot says it will arrive in two trims: Active on all drivetrains and Allure on AWD only. Features will follow those already on the 3008 that arrived about 18 months ago with a decent helping of LEDs, auto lights and wipers, Bluetooth, parking sensors, cruise, climate control airconditioning, sunroof and 16-in alloys as standard fare. Upstairs can look for leather and heated seats, darkened privacy glass, 18-in wheels and a touchscreen satnav in the goodies bag.SAFETYIt should also echo the 3008’s five-star ANCAP crash rating, with seven airbags, stability and traction controls and anti-skid brakes with extra help for panic stops and to compensate for uneven loads.DESIGNIt’s a stunner. With the front a sculpture of lines and creases flowing back from the imminently-signature floating grille and onto the flanks, it’s got an air of motion even standing still.But the shapely nose gives you no clue of where the corners are from the driver’s seat, and the protection of parking sensors will be a must.The cabin turns the other chic with elegant contours and finely-judged amounts of accent in either metal or piano black finish. The seats are contoured and comfortable, and it seems every surface and shape has been carefully decided. It’s styled-up but not overdone, accessorised but not ghetto-blinged. In a word, it’s French.DRIVINGToo many offroader test drives never get off the road. Peugeot did this one proud, digging up some of the local scenery and sculpting it into a dirt fun-park, complete with steep – about 35 degree – slopes and a healthy layer of loose surface.The 4008 took it with ease, proving the approach, breakover and departure angles handy for weekend warfare, and the AWD system skilled at finding the right torque division between axles. At the finish we were hoping the darkening sky would open so we could give it another shot garnished with le mud. We’re betting it would have been just as unruffled.But to get to the great outdoors, most buyers will have to trek a great deal of highway, and we were concerned about the CVT drivetrain’s performance at higher speeds. A quick litmus test showed at 110km/h it still had more to give for overtaking, but some planning will be needed to tackle a long truck or tight joust with oncoming traffic.There’s serious windrush around the A-pillars, and despite Peugeot’s extra work on sound-deadening, you’re always aware of the CVT’s low mooing soundtrack, with the engine chorus at higher revs.The paddle shifters are beautifully shaped and positioned to invite the hand, but feel flimsy once you start flicking them to toggle gears – with the CVT system showing some run-on when you requested a lower cog for cornering on downhill slopes. The bends also produced a top-heavy sway at any enthusiastic speed.None of that will likely bother the mostly urban owners, and – superficial as we are – we still can’t help but love the 4008 for its looks alone.VERDICTIt’s a great prospect for dirt, less so for bitumen. But it will wow on any café strip, and we can’t wait to see a diesel join it here. 

Efforts by Volkswagen to entice buyers to the latest generation of the Touareg appear to be paying off. Monthly sales are up more than four-fold since the 2012 models went on sale in August. For good reason.The latest version is roomier, lighter, better proportioned and easier on fuel than its predecessors, the first of which arrived here eight years ago.DESIGNThere are four models -- three diesels and one petrol -- and all have been to the gym. They are up to 90kg lighter and look slimmer, yet are 114mm longer and 37mm wider than previous models. The big gains show in greater cabin space, especially backseat leg-room and a larger load volume.PRICES AND DRIVETRAINSPrices reflect the competitive nature of the luxury SUV market. The entry level 150kW TDI 3.0-litre V6 diesel is $62,990 -- or $13,000 less than the outgoing 176kW TDI, which was the only Touareg available after the V6 petrol and V10 diesel were dropped late last year.Next is the 206kW FSI petrol V6 at $77,990, the same price as the 180kW TDI. Top of the range is now the 180kW TDI 4XMotion at $82,990. All models come with eight-speed automatic transmissions, up from six, and all-wheel-drive that, in the 4XMotion, includes low-range gearing. For an extra $5000, the 4XMotion has serious off-road gearing, with a 2.72:1 reduction and a lockable centre diff. The wide spread of gear ratios provides a short first gear for launch and two overdrive top gears for touring, the diesel being slightly taller geared than the petrol.The all-wheel drive versions are well set up for moderate off-road forays. They have high clearance, off-road settings and a torque-sensing centre differential to vary drive from a normal 40:60 front to rear up to 20:80 and 60:40.ECONOMYFuel-saving tricks include lower drag, the multi-speed gearbox, engine stop-start, brake energy recuperation and fast warming of the driveline. Fuel efficiency improves by up to 20 per cent.On test, the 3.0-litre 180kW diesel had a combined average of 7.4l/100km and the 3.6-litre petrol FSI a combined average of 10.1l/100km, both about 2l/100km less than their predecessors.Both engines are smooth and quiet and perfectly matched to the silky and decisive eight-speed auto, reaching 100km/h in a sprightly 7.8-seconds, a little more than a second quicker than previously and impressive for a 2.2-tonne wagon.DRIVINGThe Touareg is easy to drive and feels more agile than its size and weight suggest. Handling is accurate and poised, with minimal body roll. The ride is mostly composed and compliant, although there is still some tyre thump over rough edges. Fit and finish are excellent, the interior has a quality feel and the controls are clearly marked and mostly easy to use.The front seats are wide and firm, with plenty of adjustment. The rear seats are well padded, recline and have generous leg and headroom. Load space is useful and benefits from the extra length in the latest models.EQUIPMENTStandard equipment includes nine airbags, stability control, leather seats, alloy wheels, dual-zone climate control, hill descent control, hill-hold assist, active rollover protection, multi-function display, Bluetooth, an equal-top-of-class 3500kg towing capacity, heated and folding mirrors. But there is no full-size spare wheel, not even as an option, just an inflation kit.Volkswagen Touareg V6 TDI AmbitionPrice: $77,990Warranty: 3 years, 100,000km, roadside assistResale: 55%Service interval: 15,000km or 12 monthsEconomy: 7.4 l/100km; 196g/km CO2Safety equipment: nine airbags, ESC, ABS, EBD, EBA, TCCrash rating: 5 starEngine: 180kW/550Nm 3-litre turbo-dieselTransmission: Eight-speed automaticBody: 5-door, 5 seatsDimensions: 4898 (L); 1965mm (W); 1732mm (H); 2904mm (WB) Weight 2159kgTyre size: 255/55R18, collapsible space-saver, compressor.Volkswagen Touareg V6 FSIPrice: $77,990Warranty: 3 years, 100,000km, roadside assistEngine: 206kW/360Nm, 6 Cylinder, 3.6 LitreTransmission: Eight-speed sports automaticBody: 4-door, 5 seatsDimensions: 4898 (L); 1965 (W); 1732(H); 2904(WB) Weight 2097kgTyre size: 255/55 R18, alloy, space saver/temporary 

If there's one certainty in a vehicle market that doesn't know whether to laugh or cry, it's that SUV sales are going up.

What's in name? Not a lot if it's the GT version of Peugeot's suave 508 - or is there? The term "GT'', or gran turismo, is usually reserved for high-performance sports models, a definition that doesn't really apply to the 508 GT, even though this diesel-powered sedan is no slouch. In this case the GT tag stands for 'gran tourer', and if you dig deeper you'll find the GT tag is steeped in Peugeot's history, firstly with the 505 GTi in the late 1970s to early 1980s and then in a long line of hot hatches - GTi versions of the 205, the 206 and the 207.So does the 508 deserve the GT tag? Yes, if your priority is serene open-road cruising where the engine's effortless and elastic performance shines.DESIGNVisually the GT is hard to pick from the other sedans in the 508 stable. It is based on the 2.0-litre diesel Allure, but there are no badges to give the game away, only the alloy wheel design.The dash layout is clean and uncluttered and mostly easy to master. Full marks to the head-up display, which pops out of the dash top on start up and displays road speed - a bonus around town given the ease with which it gains momentum.However oddment storage, which is not great in the normal 508, is even tighter in the GT. The sat nav and heated seat controls take up the space aft of the gearshift, relegating the key to the ashtray or the cramped centre box. Almost everything else has to go in the door bins.TECHNOLOGYIt gets a bigger engine, a 2.2-litre turbo diesel that pumps out an impressive 150kW at 3500rpm and 450Nm of torque from 2000rpm, or 30kW and 150Nm than the 2.0-litre diesel in the other 508s. And it doesn't use any more fuel than a 2.0-litre, both scoring 5.7l/100km on the combined cycle. On test it returned 6.3l/100km With a 72-litre fuel tank, the GT has a generous touring range in excess of 1200km.VALUEAt $52,990, the GT is $10,000 more than the 2.0-litre diesel Allure sedan. The extra outlay adds the bigger engine, 18-inch alloy wheels, a head-up display screen, directional xenon headlights with washers and adaptive main beam, an alarm and tyre-pressure sensors, but a space-saver spare instead of a full-size steel wheel. This is in addition to the Allure's six airbags, stability control, quad-zone climate control, leather trim, cruise control, parking sensors, electric park brakes, engine stop/start button, trip computer, hill-start assist, heated and folding mirrors, single-CD eight-speaker audio with Bluetooth and USB connection, side and rear sun blinds, finger-touch locking and unlocking, auto headlights and wipers, fog lights and day lights.Options include satellite navigation, Nappa leather seats and a power driver's seat with memory. Like the Allure, the interior is warm and inviting, well-appointed and thankfully free of gimmicks and complex controls.DRIVINGIt is not so rewarding in the twisty bits where the front-drive layout shows its shortcomings lacking the fine cornering balance and steering agility of a true GT.While the double wishbone aluminium front suspension delivers superior grip and a more disciplined ride than the MacPherson strut layout of the normal 508, there is still some scrabble and thump from the front inside wheel on lumpy corners and rough edges. The result is more muscular acceleration and lustier mid-range response.From rest, not much happens until 1700rpm, then the GT erupts with strong and fluid shove without any hesitation from the smooth and decisive six-speed automatic transmission. A tall sixth gear has it cruising serenely at 1750rpm at 100km/h. Noise levels are so low most passengers won't pick it for a diesel. Overall, the GT forte is serene long-distance touring and is well equipped for the price, which coincidentally is the same as a Subaru Liberty GT.

There's much to like about a hook-up between the French and the Japanese. The Nissan Renault team has produced a worthy compact SUV range in the updated Koleos, it's just a shame they've priced themselves out of contention, particularly when considering the opposition.We've spent some time in the turbodiesel Dynamique and - without looking at the pricetag - there's plenty to like, but bring in the damage to the hip pocket and the dynamic abilities of it's immediate opposition and it's a different argument.VALUEThere's a decent features list that includes dual-zone climate control, rear passengers get vents at the rear of the centre console, there's a six-speaker Arkamys sound system with USB input or an optional eight-speaker Bose unit (including a woofer), satnav and Bluetooth phone and audio link.The Koleos also has reach'n'rake adjustable steering, leather trim, a leather-wrapped steering wheel, heated front seats with powered adjustment for the driver, a trip computer, rear side retractable sunblinds, power-adjustable and heated external mirrors, a full-size spare wheel, several 12-volt sockets and 17in alloy wheels.TECHNOLOGYThe diesel Koleos runs a 110kW/320Nm two-litre particle-filter equipped turbodiesel with a "normal" torque-converter-equipped six-speed automatic transmission, not a CVT that is teamed to the petrol-powered vehicles.The little four-pot engine has two balance shafts to counteract engine vibrations and runs common-rail direct fuel injection (running at 1600-bar, says Renault) using piezo injectors and a variable-geometry turbocharger to help reduce lag.The Koleos takes much from its Nissan cousins on this front, with a rotary-switch to flick between 4WD modes - front wheel drive, auto (front-drive biased but varying the torque as required) and locked mode, which puts the drive 50/50 front to rear below 40km/h for the rare moments when you'd take something from this segment off the bitumen.There's also hill start and hill descent assistance systems on the 4Wd Koleos models.DESIGNMost of the design budget for the new Koleos was spent on rhinoplasty, with the updated snout a nicer and less-polarising look than that of the outgoing car.The split rear tailgate will be welcomed by some and loathed by others - it makes for a wide-open load bay (which has remote levers to drop the backrests from the rear) and it's a good place to take a pew for tailgate parties, but shorter folk might lament the long stretch into the cargo area.The seats are comfortable but the front buckets need a little more lateral support. Some of the driver's controls for the sound system and phone (on a stalk behind the steering wheel) are not easy to decipher quickly, although the satnav buttons on the centre console are less difficult to use.There has been plenty of thought put into the storage with the snug-but-comfortable cabin - any space that could be used for storage has been (Renault says there's 70 litres of in-cabin stowage), with other helpful touches including the child-monitor mirror, folding tables for rear seat occupants and side sun blinds.SAFETYRenault was the first brand to score five stars under the NCAP regime and it has plenty of safety gear to maintain that crash-test cred - anti-lock brakes with emergency assist function, traction and stability control, the aforementioned all-wheel drive system and dual front, side and full-length curtain airbags all on the list.All seatbelts are equipped with load-limiters and the front seatbelts are also endowed with pretensioners.There's also a cruise control with speed limiter function, automatic wipers and headlights, and in the event of crash, Renault says the car's doors unlock automatically, the ECU stops the fuel injection system and the hazard lights turn on.DRIVINGThe Koleos has picked tough territory into which it has waded - established players like Subaru, Mitsubishi and now VW have diesel offerings.The VW Tiguan and Mazda's CX-5 promise to redefine diesel engines, the latter with its new Skyactiv-D drivetrain. Toyota's RAV4 doesn't do diesel and neither does Jeep's renewed offerings in the segment, but the Renault feels a little leisurely when compared to its opposition.The payoff comes with reasonably good fuel economy, which was 8.9l/100km when we finished our stint in the car - not far off the claimed 7.6l/100km and suprising given the Koleos was largely used in surburbia.Dynamically it's a cruiser too, endowed with a reasonable ride comfort but not with the dynamic ability that the Volkswagen or the Mazda bring to the fight.With 186mm of ground clearance listed in the specs, it isn't a number that's going to mean peace of mind if you're getting into rougher terrain.That said, the all-wheel drive system does a good job of maintaining grip in loose conditions and it is not shy of getting its wheels muddied more than the soft-roader brigade.VERDICTThe Koleos has plenty of gear and (I think) improved looks but is up against renewed and all-new models in the segment. It's a competent and comfortable machine but is pipped for on-road dynamics by the Tiguan and the new CX-5.If you want to get it dirty doing more than traversing a long unsealed farm driveway then the Koleos can cut it. It also completes metropolitan duties without any issues but it's not a segment-topper.2012 Renault Koleos Dynamique dieselPrice: from $40,990Warranty: 5 years, unlimited kmResale: 50% Source: Glass's GuideService Interval: 15,000km or 12-monthsEconomy: 7.6l/100km, on test 8.9, tank 65 litres; 200g/km CO2Safety: Equipment six airbags, ABS, EBD, stability and traction control.Crash rating: 5 starEngine: 110kW/320Nm 2-litre common-rail direct-injection particle-filtered turbodiesel four-cylinderTransmission: six-speed auto, four-wheel drive.Body: 4-door, 5 seatsDimensions: 4520mm (L); 1865mm (W); 1710mm (H); 2690mm (WB)Weight: 1789kgTyre size: 225/60R17Spare tyre: full size

This is the sort of car most people should be driving. The Mercedes-Benz B-Class is immensely practical, with a spaciou interior (you need a large Mercedes S-Class to get more rear legroom, and then only just), a tall seating position to provide good visibility and variable luggage space that can be tailored in many ways. Yet the Benz B-Class is too often overlooked by buyers caught up in the macho craze that sees SUVs increasingly dominating the car market.The B-Class is smaller on the outside than most compact SUVs, yet has more space inside, is easier and safer to drive and, best of all, is lighter and therefore more economical and kinder to the air we breathe.Mercedes-Benz Australia would like to see sales climb significantly for all of the above reasons.DESIGNThe local Benz branch will benefit from the complete redesign of the new-generation B-Class. It has more style than before - just look at that sensational sweep up of the lower style line on the doors and the way the D-pillars taper downwards to take the visual bulk out of them. Lowering the roof by a significant 47 millimetres hasn’t affected headroom as the floor has been dropped by more than the roof.That’s because the original Mercedes B-Class was an extension of the A-Class and both were designed to accept a future power train using electricity produced from hydrogen by fuel cells. That didn’t happen - though we did take part in an experimental around the world run when the hydrogen powered vehicles visited Australia midway through 2011.Refinement of fuel cell design in the intervening years mean that less underfloor space is now required, so what Mercedes-Benz considers to be the powerplants of the future can be installed in today’s B-Class. The lower position of the seats in the new B-Class hasn’t adversely affected the ease of sliding in and out of them, an important factor for the ageing baby boomers. Boomers who will love to be sitting behind the Mercedes three-pointed star, love the sensible design and, best of all, will find the B-Class even more affordable than the superseded model – because the price list begins at an impressively low $38,950 plus on-road costs. ENGINE AND MECHANICAL Power is provided by a 1.6-litre turbocharged petrol engine in two stages of tune - 90 kW of power and 200 Nm of torque; and 115 kW / 250 Nm. Strong torque at low revs is a big feature of all the engines and we found them happy to hold onto high gears in the interests of lower consumption and emissions. There’s also a turbo-diesel option by way of a 1.8-litre unit with 100 kW and 300 Newton metres. If you’re considering the 90 kW petrol engine may we suggest you load it up with passengers and take it onto some hilly roads? We feel it has enough power, but there’s not a lot to spare. Our favourite powerplant during our introductory drives was the turbo-diesel. All three engines run through a double-clutch, seven-speed automatic transmission to the front wheels. We found it smooth and easy at all speeds. DRIVING The driving position is more ergonomic than in the old B-Class, which had a steering wheel that was rather too vertical for our tastes. We found the seats comfortable and supportive in the 300+ kilometre drive program at the launch of the vehicle in Australia.Comfort is everything you would expect from an upmarket German car and will prove a big selling feature. As befits a compact people mover there are numerous stowage areas including a handy centre console and sensible door pockets. Access to the rear seats through wide opening doors is excellent and there’s the ability to stretch your legs out even if those in the front are claiming lots of space. It’s great to have limo-like space in car that’s simple to drive and easy to park. Noise levels are generally well isolated, but Australian coarse-chip surfaces did create more noise than we expected. Handling is neat and tidy and there’s no real sensation that you are in a front-drive family wagon. The full suite of electronic stability aids will assist if traction looks like slipping.If something still goes wrong Mercedes-Benz’s Pre-safe system will do everything it can to minimise the effects of the crash. Finally, no fewer than nine airbags will do what they can to cushion the occupants. (There are two curtain airbags on each side due to the extended interior, hence the larger than normal number of ‘bags.) VERDICT The all-new Mercedes-Benz B-Class is an immensely practical family car that will appeal to a lot of different buyer groups. The outgoing model sold moderately well, but much bigger things are expected from this all-new one. It’s offered in several models, each with a number of option packages. Rather than crowd way too much information into this review may we suggest you call into your local dealer to look at the permutations on offer. This B-Class is only the start of a suite of all-new models based on the same platform; an A-Class that’s far most stylish than its predecessors is next, with a coupe and small SUV in the pipeline. And a secret new model is being hinted at.The complete 2012 Mercedes-Benz B-Class range is:B 180 BlueEfficiency 1.6-litre petrol five-door hatch: $38,950B 200 BlueEfficiency 1.6-litre petrol five-door hatch: $43,950B 200 CDI BlueEfficiency 1.8-litre turbo-diesel five-door hatch: $43,950Mercedes-Benz B-Class Price: from $38,950Engine: 1.6-litre turbocharged petrol engine; 90kW/200Nm. 1.8 litre turbo-diesel 100kW/300NmPerformance: 0-100km/h time is 10.4 seconds.Transmission: 7 speed automated manual, 6 speed manualEconomy: 6.1 litres/100km using 95RON fuel. 5.8 litres/100km diesel.