Luxury Reviews

What is it about this breed of machine that holds such appeal? Jaguar - oft-maligned for poor reliability but endeared to many by its performance and charisma, the XF is the brand's entry-level model. It's Jaguar's best-selling model across the world, as the brand (and its Land Rover sibling) make sales hay while the sun shines, in China and India particularly. Not so in Australia, where the big cat took a 20 per cent cut in sales as the Green Oval went a similar percentage in the positive direction.As Jags go, it's a cut-price bargain - the XF Luxury 2.2 turbodiesel starts at $78,900, which also buys an eight-speed auto when the petrol cars only only get six speeds. The Jag - as you'd expect in the price bracket - has keyless entry and ignition, Bluetooth phone and sound system link, rain-sensing wipers, 17in alloy wheels, power-adjustable front seats, a USB-input for the touchscreen-controlled 10-speaker sound and DVD system, parking sensors both ends and a rear camera, automatic headlights, leather trim, dual-zone climate control, LED running lights and LED rear tail lights.The centre and exterior mirrors are auto-dimming and the exterior mirrors have puddle lights and power-folding function so they are less chance of being removed by a passing truck.The company says the little diesel XF is the most efficient Jag ever - it has 140kW and 450Nm (including 30Nm on overboost) on offer from the 2.2-litre double overhead cam 16-valve intercooled turbodiesel four-cylinder. Jaguar says the entry-level model returns 5.4l/100km (we averaged 9l/100km) and says it has driven more than 1300km on a tank. The engine has low-friction pistons and sits on active engine mounts to help reduce the vibration and improve cabin refinement, also aided by no shortage of noise insulation material, but you still know it's a diesel. Part of the frugal nature of the 2.2 comes from the fuel-saving stop-start system, which automatically shuts down the engine in just 300 milliseconds, which the company says can improve fuel economy and CO2 emissions by between five and seven percent.The XF 2.2 gets the 8-speed ZF automatic gearbox, which claims complete gearshifts in 200 milliseconds - it's a smooth and quick unit but sometimes indecisive, perhaps being spoilt for a choice of ratios. The XF is an elegant machine, sharper than its predecessor - the front headlights in particular have a cleaner look to them. Following the new look introduced by the XJ, the XF aimed to look a little more lithe and sporting than the big limo - "We have been able to evolve and enhance that performance character to make the XF the most visually dynamic car in its class," said Jag design director Ian Callum. The cabin is as you'd expect - there's leather galore and its a comfortable interior to dwell in - although perhaps not as roomy as you'd expect. The centre stack still has the rising gearshift knob and the rolling vents at start-up, and the touchscreen, clear instruments and a new digital speed readout. The boot is not overly deep but still offers 500 litres of cargo space with a space-saver spare tyre beneath the floor.The NCAP four-star XF packs six airbags into the cabin - dual front, front-side and full-length curtain units - and has anti-lock brakes, stability and traction control, the corner brake control system and a clever front bonnet that pops up to reduce pedestrian injuries; front seat occupants also get active head restraints and seatbelt pre-tensioners.The emergency brake assist system offers the driver full braking force in a panic stop and also fires up the hazard lights to warn following drivers of an emergency stop - something not exclusive to Jaguar but a feature that should be on all cars.Long-nosed and elegant, the XF has a hint of arrogant menace about it at standstill. There haven't been too many ugly Jags - perhaps the S-Type is the exception - and the XF is a handsome machine. What flies in the face of the styling is the chuggy noise coming from the sculpted snout when you hit the ignition button that pulses red. It's not a tractor noise but it's not as smooth-sounding as the big V6 drinking the same fuel. It still lays claim to an 8.5 second sprint to 100km/h and it feels as though that's not optimistic - part-throttle pressure is all that's required to slip quickly through the eight-speed auto's ratios and leave the traffic behind. The driver is well accommodated by the updated seating and has no shortage of things at the finger tips. The sound system produces a quality noise and teams with media devices through USB or Bluetooth, but on several occasions the system was silenced by an unknown issue.Despite recognising the iPhone was integrated - for music and phone calls - and displaying as much on the screen, the XF refused to pass on the music or the person at the other end of the phone. Stop the car, switch it off, open door, lock it, wait, unlock it, re-start and - hey presto - noise a-plenty, but that didn't work the next time. Curious and as yet unanswered.It was a disappointing footnote to an otherwise decent driving experience - the ride is not too firm yet it points into bends with purpose (although the steering could still do with a little more feel), and once accustomed to the power delivery and the automatic is a quick and frugal point to point car. The high rump makes sensors front and rear, as well as a reversing camera, required features.The thirst is low and the outputs considerable, but there's something about the four-cylinder diesel noise that offsets the sporting elegance of the XF.Occupants are comfortable and well-catered for with equipment (when it doesn't go AWOL) and may not be bothered by the diesel engine noise, but anyone image-driven might prefer a quieter idle. That said, it's a $24,600 step up to the diesel V6 - what price a soundtrack?

If you thought the Lexus GS came only in vanilla, think again. The latest model has been through the tutti frutti blender and has emerged with power, pace, refinement and handling that makes it the flavour of the times. And at surprisingly competitive prices. To prove the transition, the fourth-generation GS was let loose in the Australian Alps, home to some of the nation's most demanding roads, where it proved it had some seriously high octane juice running through its veins. The new, more aerodynamic breed has wider front and rear track and comes in two engine sizes and three spec levels, Luxury, F Sport and Sport Luxury, starting from $77,900. The starting price is about $20,000 cheaper than the superseded Lexus GS300 and the new GS250 is also 20per cent better value in terms of what you get for your buck. The GS250 Luxury is $77,900, F Sport $85,900 and Sport Luxury $99,900.GS350 is $89,900 for the Luxury, $99,900 for F Sport and $109,900 for Sport Luxury. There are also option packs for Luxury and F Sport models.The car has had a style revamp, dominated by a scary-looking grille, but we're not sure we like it. It's hour-glass look is based on a spindle  but we're told it works well on freeways. During tests on the Euro autobahns, slower traffic quickly made way for the spindle-mouthed Lexus approaching at 200-plus km/h. The now slightly larger interior can be tailored to just about anything a buyer could want.The seats in the F Sport are 20-way adjustable, and include buttons that make them curl to your shape, like a customised Recaro. Most other models get 12-way adjustments. Standard on all are blind spot and tyre monitor systems, 10 airbags, parking and clearance sonar, reversing camera, bi-xenon headlights, 17-inch alloy wheels, multi-adjustable electric front seats, digital radio, a big screen with satellite navigation and Drive Mode Select, which lets the driver switch between Eco, Normal, Sport and Sport+. Bluetooth and all associated guff is a given.The GS250 has a 154kW/253Nm output from its 2.5-litre V6, and the 350's 3.5-litre whacks out 233kW and 378Nm. Drive to the rear wheels is via a six-speed sequential electronic controlled gearbox with paddle shift. The 250 gets to 100km/h in 8.6seconds, the 350 in 6.0 seconds flat.The steering is an electric rack and pinion set-up and the F Sport 350 comes with dynamic rear steering and variable ratio steering. The laser-welded body shell is 14 per cent stiffer than before, 30kg lighter and the new suspension's dampers are outside the coil spring. There's a new double-wishbone set-up in front with a multi-link system at the back.F Sport and Sport Luxury models get electronic variable damper control. The paint is worth a mention: some colours get glass-infused sparkle, and all get `self-healing' finish. A small scratch disappears after a few hours in the sun.The new GS certainly lives up to its grand tourer status, showing excellent steering and grip through the snaking alpine terrain. The ride is supple enough for passenger comfort, firm enough to keep an enthusiast driver more than happy. Also, a shift to Sport, or more so Sport +, alters the throttle and transmission response and the stability control's intervention point. We rate Sport as best for all seasons. An added benefit is vocal back-up from the exhausts. Drive the car like a GT and the zoompipes join the chorus to put goosebumps on your skin and make your scalp tingle.We tried Eco mode for a bit, but the car is so efficient that it wasn't worth crippling its performance. A brisk 150km trip in a 350, including the twisty bits and some long, flat stretches, gave us a very acceptable average of 10.6litres/100km. Official average figures are 9.3litres/100km for the 250 and 9.7 for the 350. The GS has come of age. We'd have one in a blink. 

There are plenty of choices in the compact premium SUV segment from a range of manufacturers including BMW X1, Volkswagen Tiguan, Volvo XC60, Mini Countryman and Audi's Q3. Mercedes-Benz is noticeably absent but that will change.All of them face a serious challenge in the guise of Range Rover's stunning Evoque — possibly the most desirable SUV on the market right now regardless of size or price.Evoque 4x4 five-door pricing starts at $53,395 for the TD4 Pure. Our diesel SD4 (high output engine) mid-spec Dynamic auto with quite a few options rolled over $94,000, that's right, add on-roads and you are talking $100K.It's a big price for a smallish vehicle especially when you consider it gets you into an Audi Q7 3.0TDi, BMW X5 3.0d, two Jeep Grand Cherokee Laredo diesels or a Benz ML350CDi.But when a car looks like this, you instinctively reach for your wallet. Value in a distilled form...Gets the expected Range Rover treatment though the coarsely textured dash finish is not pretty. The interior itself is stylish and functional and the test vehicle's optional 820 watt audio system was monumental.There's a large touch screen, Bluetooth and audio streaming. It's a sea of leather inside with comfortable sculpted seats though comment from rear seat passengers suggested they were on the firm side.It's roomy too despite the sloping rear roofline. We were taken aback by the (optional) twin screen panel that shows satnav to the driver on one angle and TV to the passenger on the other side — at the same time.The wheel's chunky and has multiple controls including paddle shift for the auto transmission. They are cheap plastic paddles that are contrary to the Evoque's overall look and feel.The SD-4 uses a 2.2-litre Peugeot-built turbodiesel four cylinder with 140kW/420Nm output.The engine, pretty much the same as in LandRover Freelander, has twin balance shafts and a variable nozzle turbo to deliver strong performance over a wide operating range.It gets out of the blocks fairly smartly, has strong mid-range and will even rev to about 4500rpm without grumbling.It's aided by a slick shifting six-speed auto transmission — not a DSG in this case. Fuel economy is a claimed 6.5-litres/100km - we got close.The test car's drive select offered `sport' mode which not only makes the instruments glow red but alters how the chassis dynamics and engine respond.But it's fairly firm for everyday use. Point it at come curves and the Evoque feels like a sporty coupe, flick it to normal and it's comfortable and controlled.There's also a version of  dial-up Terrain Response for various types of off road driving. The full time 4WD system aids grip on all surfaces with the large 19-inch tyres further improving matters.It has strong brakes and the chassis feels strong. Evoque's a good thing to drive in a variety of environments and surprisingly competent off road.It gets a five star Euro NCAP crash rating but narrowly misses out on the Aussie five star rating because of a pedestrian safety.All the same, Evoque gets the full set of airbags, stability control plus plenty more like hill descent control, hill start assist, auto adjust xenon headlights, auto wipers, headlights and rear view mirror tint.What can you say — a stand out glamour from every angle. People run up to you in the street to talk about the Evoque. It has more cut through than a Ferrari — well almost.And apart from the rough textured dash, the interior is the same — incredible wow factor. The Poms still have it in styling terms.Too much money and extensive gouging on options but the queue begins over here...

Too late in life to buy a convertible? Rugrats already leaving footprints on the seat-backs? Don't despair... it's never really too late.You just need the disposable income (or appropriate company car package) to get into something like this BMW 335i M Sport Convertible.Four seats, something of a boot -- when the hard-topped folding roof is up -- and all the mod-cons, it's a mid-life crisis car that's almost versatile. It can get the endorphins pumping and yet still cart the kids.VALUEThe "v" word isn't one always associated with the Bavarian breed but if you consider the two-cars-in-one routine might soften the $126,900 blow a little - or look at the price of the not-much-quicker M3 Convertible, which is over $170,000.As tested, the 335i M Sport Convertible had the seven-speed twin-clutch automated manual transmission (for $3500) and a few other options like metallic paint ($1840) and internet accessibility for $200, although my phone didn't seem to want to help in that process.The features list is considerable - rain-sensing wipers, automatic bi-xenon headlights, sharp-looking 19in alloy wheels with low-profile runflat-tyres, remote central locking and keyless start, the broad-screened 3D satnav (although the topography has far more bumps in it for the Adelaide CBD than I remember) and infotainment screen, a first-rate sound system with hard drive and USB input.There's also dual-zone climate control, electrochromatic rearvision mirrors, trip computer, Bluetooth phone and audio link, fog lights and leather-trimmed seating with front pews power-adjustable and heated.TECHNOLOGYThe 335i droptop has lost a turbo and reduced its thirst, but maintained its considerable outputs. While there are still a few Beemers punching with two turbos, several models have changed over to a single turbocharger for the three-litre straight-six.The new intake system uses a twin-scroll unit that is pressurised by two exhaust feeds that (teamed with direct injection and variable valve timing) help it maintain the 225kW and 400Nm of the old engine but with a reduced thirst, down to 8.8 litres per 100km from 9.1.The standard drivetrain has a six-speed manual but the test car had the optional seven speed twin-clutch automated manual, which is not short of smarts and delivers super-quick gearshifts - Sports mode is aggressive without being ridiculous and can be changed via paddles on the wheel.Given that the sun floods in 23 seconds after you push the button, the leather trim has been treated with what the company calls SunReflective Technology to reduce the butt-frying effect that Australian sun can induce in convertibles. There's also the ability to use brake energy to charge the battery but no Stop-Start system.DESIGNAt first glance many may not even spot the roof seams that designate the metal roof can fold into the boot, and aside from the bootspace reductions the convertible offers the best of both worlds. Roof up it is a svelte machine and not much changes when the bootlid flips up to swallow the roof. It's still a looker.Within the four-seater cabin, occupants get by at normal speeds with minimal buffeting - only at highway speeds will longer-haired folks get grumpy with the airflow. The front seat occupants don't have to stretch back for their seatbelts, as the belts are integrated into the seatbacks (it reminded me of early Range Rovers) to allow easier access for the rear occupants.You'll want to travel light if the roof is to be removed - the 350-litre boot isn't cavernous to begin with and drops to 210 litres, so pack light.SAFETYThere's no shortage of safety gear in the elegant little Beemer - dual front and side airbags, stability and traction control and anti-lock brakes.There's also adaptive bi-xenon headlights with an auto-dipping high-beam, cruise control with braking function (great for maintaining speed down hills) and pop-up roll-bars behind the rear seats.DRIVINGAs packages go, there are few more amusing things to drive than a BMW convertible. When it's a turbo six, the pose can be quickly transformed into a swift exit, but without any fuss.Only the restricted bootspace takes the shine from the updated droptop, which is a surprisingly easy car to live with day-to-day.Despite sitting on lowered M Sport suspension and low-profile run-flat rubber that is wrapped around 19in wheels, the ride is not uncomfortably firm - it still doesn't like the nastier bits of broken bitumen but it's better than you'd expect looking at the wheel/tyre package.Crashing through the ruptured road surfaces with the roof off doesn't get the bodyshell shimmying either - at 1700-odd kg it's a no lightweight but the payoff is body strength that is palpable on a rough road.The rear leg and foot room isn't expansive but a family of four can slip, slop and slap their way to a day-trip destination in fine style.Put the driver in on their own and fire up the electronics into Sports modes and the M Sport side of the title is more than apparent - straightline speed is approaching the M3 and the chassis (while not quite to M3 levels) has enough competence to cover ground on a twisty back-road in short order.VERDICTIf you have any requirements for four seats but still feel the need to drive something that can blur the scenery, then this is a worthy contender.Cart the kids, do the shopping, perform most duties without complaint, but if you adjust the mirrors properly so you can't see the other seats, it'll stop, turn and go well enough to make you forget there's room for the boss and the little uns, at least until they call to be picked up ... sorry, the phone dropped out.BMW 335i M Sport ConvertiblePrice: from $126,900Warranty: 3 years, unlimited kmResale: 51%  Source: Glass's GuideService Interval: 25,000km or 12-monthsEconomy: 8.8 l/100km, on test 13.5; 205g/km CO2Saftey Equipment: Four airbags, ABS, EBD, stability control.Crash Rating: 5 starEngine: 225kW/400Nm 3-litre variable-valve direct-injection twin-scroll turbo in-line six-cylinderTransmission: seven-speed twin-clutch automated manualBody: 2-door, 4 seats Dimensions: 4612mm (L); 1782mm (W); 1384mm (H); 2760mm (WB)Weight: 1750kgTyre Size: 225/35 fr and 255/30 rr R19 run-flat safety tyres Spare TYRE run-flats

Until now the Lexus GS has been a smaller edition of its big brother, Lexus LS. With a big emphasis on quietness, smoothness and refinement, the just superseded GS, but no real sporting ambitions, it was steadily losing sales to the German luxury marques.All that has changed and we have just stepped out of a pair of the all-new, fourth-generation GS sedans with big smiles on our faces. In the manner of the BMW 3 Series, Mercedes E-Class and Audi A6, the upmarket Japanese sedan provides plenty of driving pleasure.Cleverly, the Japanese engineers have managed to give the GS 250 and GS 350 twin desirable attributes –it’s smooth and quiet in the Lexus manner when cruising gently but becomes a true sports sedan when you push it along hard. The engine has great induction and exhaust note and the transmission sharpens its actions to get the best torque on tap moment by moment.This truly is an excellent grand tourer, or GT, in the true sense of that often misused acronym. You could travel at high speeds in the Australian bush all day and come back feeling relaxed and refreshed.The styling has taken a new direction at the front and back, though the profile still carries cues of the just superseded GS. At the front the designers have come up with what they call the ‘spindle-grille’. This sees a tightening of the sides of the area to create a most distinctive shape that makes the mid-sized Lexus stand out from crowd.Our only criticism is that the lower areas of the bumper/spoiler look as though they will be vulnerable in carparks and over poorly designed gutter ramps. Lexus is not alone in this – but that won’t reduce the size of the bill from your favourite panel repairer.We love the interior styling of the all-new Lexus for its elegant simplicity. It could be mistaken for an Italian machine in the way the primary instruments are large, clear and easy to read at the fastest glance.The stitching of the leather on the dashboard adds to the Italian theme, as does the centrally mounted analog clock, a feature Maserati has used with great effect for generations.The integration of the centre information and entertainment screen into the central region of the dashboard is brilliant. Too many other marques have satellite navigation screens that look like an afterthought, the Lexus’s is just right. As well as being aesthetically pleasing, the central screen is well shielded from light.We don’t like drivers taking their attention off the road, but in many cases they will do so even when it creates danger, so Lexus has done the right thing in helping people minimise distraction.Lexus GS 250 is powered by a 2.5-litre V6 petrol engine that’s a heavily revised unit installed in the now superseded model. It produces more power and torque (the peaks are 154 kW / 253 Nm) than previously, but the official fuel consumption has been significantly reduced.It’s a similar story with the 3.5-litre powerplant in the GS 350, with 233 kW and 378 Nm it gives the keen driver plenty of sporting flair, yet using less fuel and producing fewer emissions than in the superseded unit.We tested both engines on demanding roads in and out of Albury and up into the Snowy Mountains and found the 2.5 is probably best described as adequate in its performance. Compensating for that is the fact that it’s well mated to its six-speed automatic transmission. The auto is quick to sense the need for more grunt and change down gears at a moment’s notice.As revheads we would go for the 3.5-litre V6 any day, but saner drivers will be more than happy with the 2.5-litre.Up to four modes are offered on the auto and on the sporting models with adjustable suspension and steering the sportier the mode, the more the driver feels in control of the GS. Four-wheel steering on topline models adds further to the sporty feeling of this bid sedan.A hybrid version of the new Lexus GS, tagged the 450h, will be introduced on May 15th. As before, the number 450 doesn’t indicate engine capacity, but the fact that Lexus considers it provides the sort of driving feel that would normally demand a 4.5-litre engine.With a staggering array of passive safety features to help you stay out of trouble, as 10 airbags should things still go badly wrong, the Lexus must be one of the safest cars on our roads.Lexus is currently importing the GS to Australia in no fewer that six grades. Rather than filling in about 10 pages with all the details, may we suggest making an appointment with your local Lexus dealer and you can work together to tailor the best car for your needs.What we will say is that there numerous body and interior colour choices; driver’s seats with as many as 20 electrically adjustable settings; Mark Levinson topline audio systems with 17 speakers; air conditioning that moistens your skin - and much, much more...Lexus’s stunning change of direction with its GS series is a bold move. But we feel it will be immediately successful. 

If any single model has embodied the disparity between executive sedans from Europe and those from Japan, it’s been the GS.Even in the most sedate versions, the mid-size wares of BMW, Mercedes-Benz and even Audi have at least a hint of sport saloon about them. By polar contrast, the well-intentioned Lexus GS has been as croquet is to base jumping.The fourth generation, however, comes with the suggestion of no one less than our own Paul Gover - who tossed one about in preproduction form last year - of being something more than a floaty, flatulent, rear-wheel-drive Toyota.As ever, Lexus takes a katana to the Germans, deftly undercutting them on substantial, if not perceived, value. For in prestige cars, perception is - if not all - then at least the half the market,  and for this lot the L badge can't equate to those from Europe.If you are one such, then you're reading the wrong auto publication. And  if you want to pay two grand for metallic paint - as per the Euro norm - you need more help than I can give you.The GS 250, which we hadn't got into by publication time, starts from $77,900 topping out at $99,900. The 1-litre bigger engined 350 starts with the Luxury ($89,900). In several respects the $10k dearer F-Sport is the one we'd have, with its tail taming rear wheel steer on top of an adjustable chassis.Luxury Sport looks and feels every bit of its $109,900, banks of soft leather rising over the top of the dashboard, a multi media screen bigger than some hotel windows and still priced against the competition in such a way as to be a bargain.Interior fittings, most of them standard  from the entry level or included in $3k enhancement packs,  read like a luxury lifestyle catalogue. A mouse controlled  system in place of the more usual touchscreen, linked to a split-view 12.3inch widescreen dashboard display. Other stuff runs to  surround sound, front 20-way power seats; pre-collision system, heads-up display, blind spot monitor, lane keep assist, and Driver Monitoring System.An entirely new body and platform house a typically Lexus-esque array of tech, it's just that you get them for about $20k under anything speaking with a Stuttgart accent. Each GS them get three driving modes, Eco, normal and sport, each distinct and worthwhile in their own right.To this F-Sport adds Sport plus, which to some slight extent reduces the interventionist tendencies of Lexus's formidable battery of electronic safety measures.The dynamic highlight of a model lineup that had been the luxury car equivalent of a milky cup of tea followed by a nice lie down, is the F-Sport's rear steer. Rather more sophisticated than the four-wheel-steering systems of yore, the system turns the rear wheels opposite to the direction of the front at an angle of up to two degrees at speeds of up 80km/h.Shoved fast through a slalom course demonstration, it provides a kick in the rear completely at odds with the comfy cruising image previously synonymous with the bigger Lexus models.But the naturally aspirated 3.5-litre V6 – though enduringly effective in most circumstances – feels like last week's newspapers next to the hugely effective turbo fours being slung by the Germans, let alone the boosted sixes of the 535i and Audi's supercharged S4.The real engine story, you feel, comes in six weeks with the arrival of the GS Hybrid. So I guess we'll be doing this all over again then.This is a tale of two ends, each having the appearance of being designed by separate studios, which if not exactly beyond speaking terms, are somewhat further apart than 4.8m ought to be.The front end - especially the mildly blinged F-Sport - might have been drawn by boys racers, all jutting bits and rear vision mirror filling intimidation. Then there's a butt drawn by someone whose idea of daring is a tie with spots. As though to rekindle the cliche that Japanese designers can't disregard anyone's ideas, it looks variously like a 5 Series or an A6, depending on how you squint.Nothing equivocal about the interior, which is simply first rate, a tactile enveloping pleasure in which to sit at any spec level. Driver's will love the cossetting cockpit feel and impossibility of not finding the perfect position. And even the tallest of us present at this week's introductory drive were able to sit comfortably behind our own set driver's seat.I'd sit happily in these all day, pews that manage to be comfortable when tootling and torso hugging through bends. In fact, let's not equivocate, the GS has the best cabin in the game - a harmonious meeting of comfort, function and a dash of  funk with that cool analogue clock in the dash.You'll need to try awfully hard to kill yourself in a GS, what with 10 airbags and what until recently would have seemed a sci-f  array of active and passive measures. Excellent - and standard - fixtures that should, surely come with every car at the price are the heads up speedometer and emergency brake lights.Like all really sorted cars, the GS seldom feels as fast as its travelling. Though still (literally) weighted toward grand tourer than sports sedan, it's difficult to imagine how the former could have been more adeptly seasoned with flavours of the latter.It's a sedate and even deathly quiet cruiser, that - at least with dynamic options added - is an almost equally capable and smile inducing  corner carver. Evenly balanced, sitting almost billiard table flat, the front wheels left free to steer, you'd want to spend your life on test tracks to harp on any perceived BMW superiority.Especially not when optioning up the latter to Lexus standard spec can blow the buy out by 50 grand. You'll be struck by the sheer effortlessness of the Lexus - both in its "natural" habitat of boulevard/freeway running and almost staying with the best of them when previously it wouldn't have kept them in sight.Pity then, that the atmo V6 so lacks the low down torque that happens to be a standard feature the Germans can boast. Again, this where the Hybrid could be a real gameFar better than we had any precedent to expect, the best is likely still to come. See you in six weeks then.

Buying a new Mercedes-Benz badge for Mazda prices is a reality with the launch of the Mercedes B-Class. The five-door hatch brings a new level of safety and sophistication to the small vehicle segment. The question now is how many people will pay range-topping Asian car prices for an entry level Merc.  The base B-Class is $38,950 plus on-road costs. That makes it cheaper than Mazda's range-topping petrol CX-5, the Grand Touring, which comes in at $43,200. The CX-5 is the most car-like of the compact SUVs and a realistic rival for the Merc.The B-Class is a compact people and cargo carrier with no direct rivals in Australia, meaning it will attract buyers from both the small SUV and small car ranks - at least until a genuine B-Class SUV arrives late next year.The all-wheel drive Mazda rides higher than the Merc but it also represents the latest technology from Japan. The 2.0-litre "Skyactiv-G" engine is comparable in terms of power output and the interior features are classy but Mazda can't match Mercedes in the safety stakes.Mercedes is counting on that fact - and the lure of the three-pointed star - to sign-up empty nesters, middle-class families and Gen X-ers who are climbing the corporate ladder.FEATURES Buy a and standard gear includes a powered driver's seat, adaptive xenon headlamps, front and rear parking sensors, a 10-speaker Bose sound system and 19-inch rims. Opt for the B-Class and the wheels drop back to 16 inches, muscles and not motors move the front seats and six speakers are the default setting. The flip side is a bigger satnav display with hi-res graphics set in a piano-black surround that looks like a scaled-down iPad.The dash itself has air vents borrowed from the $470,000 SLS supercar and the steering wheel is straight out of the $160,000 CLS parts bin. The seats are more comfortable and there's parking assistance software to manoeuvre into those tight spaces. Both models have enough rear leg and head room to comfortably guard basketballers, though the Mazda holds a slight edge here.COST OF OWNERSHIPThe big issue when buying your first prestige car is whether you can then afford to drive it. Legend has it that running a European-built car costs more than a comparable Japanese or South Korean vehicle. Like most legends, there's some historical truth to the tale but the European carmakers have tried hard to extend service intervals and make their vehicles the most fuel-efficient on the road.That's why the intervals on the Merc are now out to 25,000km or 12 months. That compares with 10,000km/six months before servicing is due on the Mazda range. In theory, then, the Merc can cost twice as much to service and, given those services will happen half as often, owners will be no worse off over the course of a year. The battle at the pump is just as close with both vehicles using features such as idle stop/start to improve efficiency. The official fuel use for the 90kW/200Nm 1.6-litre turbocharged petrol engine in the B-Class is 6.1 litres/100km using 95RON fuel.The Mazda CX-5's 2.0-litre engine uses 6.4 litres of 91RON fuel to cover the same ground on the front-wheel drive models, or 6.9 litres when matched to AWD. Assuming annual travel of 15,000km, 95RON petrol to be $1.60 and 91RON at $1.50, the B-Class will cost $1464 to fuel; the slug on the CX-5 will be $1440 for the FWD model or $1552 for the AWD.SAFETYIf keeping the family safe is a priority, the B-Class will be a no-brainer. Collision-avoidance alert and "Pre-Safe" are included in the starting price. The first will sound an alarm and pre-arm the brakes if the sensors detect the car is about to rear-end another vehicle; the second system tensions the seatbelts and closes the windows if the G-forces are high enough to convince the software a crash is imminent.Dip in to the options and the B-Class can have a safety suite to rival any car in the Mercedes range, be it adaptive cruise control and headlights, blind spot warning or software to keep the car in its lane. There are nine airbags on the Merc against six in the Mazda and both vehicles have the latest versions of stability and traction control software. The Mazda also has a reversing camera across the range, while it's an option on the B-BlassOPTIONSImitation is the greatest form of flattery and Mazda has taken a leaf from the Mercedes' manual to option software-based safety improvements as part of packaged upgrades. The "tech pack" is for now only sold with the Grand Touring model.The $1990 spend adds blind spot and lane departure warning systems and a headlight high beam control system that automatically dims the light for approaching drivers. Mercedes has six options packages for the B-Class. Load a top-spec model up with them all and the cost can top $60,000. Individually the prices run from $1490-$2990. Two of the more useful are the Comand pack at $2990 for a 12-speaker Harman Kardon sound system with 10GB hard drive, a seven-inch satnav screen and reversing camera, and the Driving Assistance pack that adds lane departure and blind spot warning systems along with adaptive cruise control for $2490.DRIVINGIf the Merc earns an A for packaging, the drive is a definite B. Efficiency ahead of excitement is the motto here and the B Class feels underpowered with a chassis that can unquestionably cope with a lot more ground. And it will need to, with four more variants to be spun off the same MFA (modular front architecture) platform in the next few years, including a youth-focused A-Class range topped by a 200kW AMG model. The seven-speed automated manual transmission is so slick that the occasional glitch - it can hunt for a gear when accelerating from a near stop - really stands out. Thankfully, it doesn't occur in stop-start traffic, so most owners won't notice it. The run-flat rubber moans a bit on coarse chip surfaces but it isn't horrible and is noticeable mainly because there is zero wind noise off the bodywork at legal highway speeds. The steering has been dialled-in for families - it is light and precise without giving a huge amount of feedback. The power figures mightn't be huge but base engine is more than capable of lugging four adults, if not at breakneck speed.Claimed 0-100km/h time is 10.4 seconds, but that drops by two seconds if buyers part with another $4000 to buy the B200 petrol model with 115kW/250Nm yet still the same 6.1L/100km fuel use. The diesel engine's 300Nm of torque and 4.7L/100km fuel use  make it the pick of the litter if the B is going to cover a lot of kays.VERDICTThe last B-Class led the compact prestige segment and this is a better car in every area for less cash.  It is a hugely practical load lugger and Mercedes is already predicting short-term supply problems as it struggles to satisfy global demand.PAYING A PREMIUMAll three major prestige brands are moving to claim a bigger share of the small car market. Audi has its A3 hatch and just launched Q3 SUV, BMW has the 1 Series and X1 crossover and Mercedes has the B-Class.Merc won the sales race in this segment last year, but a two-month gap between the old model and the arrival of this one means the company will struggle to stay on top again in 2012, despite predicting at last 2500 sales. Audi's A3 starts at $41,200 while BMW's base price for a 1 Series is $39,593.Mercedes-Benz B-Class Price: from $38,950Engine: 1.6-litre turbocharged petrol engine. 90kW/200NmPerformance: 0-100km/h time is 10.4 seconds.Transmission: 7 speeds automated manual Economy: 6.1 litres/100km using 95RON fuel.

We turn the spotlight on the Renault Megane Renaultsport 250 Cup and ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?What is it?Renault's feisty 2.0-litre hot hatch. If you fancy an EVO or STI, do yourself a favour and have a good, long hard look at one of these. It's that good (without qualification).How much?The Megane Renault Sport 250 Cup is priced from $41,990 while the harder edged Trophee version is $46,990.What are competitors?Mitsubishi's Lancer Ralliart and of course Sooby's evergreen WRX, both of which are around the same price (avantgarde styling might put conservative punters off)What's under the bonnet?Motivation comes from a 2.0-litre turbocharged four cylidner engine that pumps out 184kW at 5500 revs and 340Nm at 3000 revs. 80 per cent of torque is available from 1900 revs. Drive is through a six-speed manual box, with a limited slip diff and Brembo stoppers.How does it go?0-100km/h in 6.1 secs. Don't fall into the trap of arguing this has got more power than that. This has got all the get up and go you need and is one of the finest handling fronties you'll ever experience. With 80 per cent of the torque available from 1900 revs, acceleration is smooth and responsive thanks to the twin scroll turbocharger and continuously variable intake valve timing.Is it economical?Takes premium unleaded. Rated at 8.7 litres/100km (bog standard car 8.2). We clocked up 400km at a rate of 9.0 litres/100km (even with a bit of twisty stuff thrown in).Is it green?Surprisingly, it gets 3.5 out of 5 stars from the Govt's Green Guide, producing 201g/km of CO2.Is it safe?You bet. Scores five out of five in crash tests.Is it comfortable?Fits like a glove. Short shifting manual is forward mounted and falls easily to hand. Features an independent steering axis layout at the front where the suspension and steering functions have been separated to ensure a particularly high standard of handling and traction performance.What's it like to drive?Let's just say it will put a smile on your dial. Not a lot of rear vision, but you're going to be more worried about what's in front rather than behind. Ride quality depends on the surface, but it remains suprisingly settled on bumpy country roads. Wicked turn of speed with incredible levels of grip  who needs all wheel drive?Is it value for money?For the price it's a steal. Only option metallic paint at $800. Pity it doesn't include satnav.Would we buy one?Show me where to sign. Bang for your buck, this rates up there with the best of them.

Audi has added a third member of its ‘Q’ SUV family in Australia. The all-new Audi Q3 is smaller than its older brothers, the Q5 and Q7, but carries the same styling theme.Thus resulting in a ‘matched-luggage’ look with each car looking like a slightly enlarged version of the others as the numbers rise.DESIGNWhile this looks excellent when you see the Audi SUVs neatly arranged side by side, it resulted in a complete lack of notice by the general public. Normally on the drive program for a launch in Australia more than one bystander or fellow motorist will give the new vehicle a long and hard stare.Then probably point it out to others as we cruise past. Or call out to us at red lights and ask, “Is that the new (whatever)?” This is then followed by positive - occasionally negative - comments on the all-new model.With the Audi Q3 – nothing. Which must be a disappointment to the design team, because despite the obvious similarities between the new Q3 and the well established 5 and 7, the Q3 really does have a style of its own. An extremely pleasant style that we thoroughly enjoyed during the two-day media introduction in northern NSW and southern Queensland.Audi’s latest iteration of the trademark ‘single-frame’ grille works well and in conjunction with the slim headlights and sporty sub grilles creates a purposeful stance.The rear end is new Q3 is almost a hatchback rather than a station wagon. The roof slopes down for improved aerodynamics and the hatch has a sleek shape. However, the luggage area is incapable of carrying tall boxes if the rear seats are occupied, because the angle of the tailgate means its upper edge sits over the top of the seat backs.TECHNOLOGYPower for the new Audi Q3 comes from a quartet of 2.0-litre four-cylinder engines. There are two turbo-petrol and a pair of turbo-diesel powerplants. The petrol units produce up to 125 kW or 155 kW of power and are quiet, smooth and reasonably economical. The diesels are rated at 103 kW and 130 kW and have characteristics almost as good as their petrol brothers.Though the ‘Q’ in the name of the Audi SUVs stands for ‘quattro’, Audi’s name for all-wheel-drive (AWD), the lowest priced Q3 achieves its $44,800 price tag by being driven only by the front wheels.Which won’t matter to most buyers as they have no plans to go off-road in the first place. However, these suburban dwellers looking for an upmarket trendy German SUV will be shocked to find the cheapest Audi Q3 only comes with a manual gearbox.DRIVINGAutomatics are offered in every other Q3 model and are seven-speed double-clutch units that we found worked well during our introductory drive stints.Handling is impressively good, all the more so when you remember these are family wagons not sports machines. We pushed several different variants of the Audi Q3 over sealed and unsealed roads and found them to have excellent grip. Grip that’s so good that there is little need for intervention from any of the electronic safety aids.The all-new Audi Q3 is a highly competent small-medium SUV that will appeal to many Australians shopping in this, the fastest growing area of our car market. Our feeling is that the Q3 is so good that it may well steal sales away from big brother Q5. Biggest brother, Audi Q7, is safe from internecine competition as its chief selling feature is the ability to carry seven people.The complete Audi Q3 model range is:Q3 2.0 TDI 103 kW: $44,800 (manual)Q3 2.0 TDI 130 kW quattro S tronic: $54,500 (automatic)Q3 2.0 TFSI 125 kW quattro: $47,000 (manual), $48,950 (automatic)Q3 2.0 TFSI 155 kW Quattro: $56,000 (manual)AUDI Q3Price: $44,800-$56,000Warranty: Three years/unlimited kmResale: N/AService intervals: 15,000kmSafety: Six airbags, ABS with EBD, ESC, TCCrash Rating: Five-starsEngines: 103kW/320Nm 2.0-turbodiesel four-cylinder, 130kW/380Nm 2.0-litre turbodiesel,125kW/380Nm 2.0-litre turbo petrol, 130kW/300Nm 2.0 turbo petrolTransmission: Six-speed manual, seven-speed auto, front-wheel and all-wheel driveBody: Five-door wagonDimensions: 4385mm (L), 1608mm (H), 1831mm (W), 2603mm (WB), 1571mm/1575mm tracks front/rearWeight: From 1445kgFuel use: 5.2L/100km, 137g/km CO2 (103kW); 5.9L/100km, 156g/km CO2 (130kW), 7.3L/100km,174g/km CO2 (125kW), 7.7L/100km, 179g/km CO2 (155kW)

I hated school. All I learned was that the meek shall inherit the earth, great things come in small packages and Volvo's are boxy and boring. Oh, and pie-ar-squared is 3.14. That stuff is either wrong or useless. Especially the bit about the Volvo, though in the case of the S60 T4, perhaps the small-engined version is something great in a small package. The T4 will shatter generations of ideals based on the formula that engine capacity equals performance.Volvo isn't alone on this thought - see what Ford, Mercedes and Volkswagen Group are doing - but there's no argument that this 1.6-litre petrol-fuelled mid-size S60 sedan is almost the perfect car, blending economy with excellent cabin space, top-notch build quality and safety, lots of features within a pretty body design, and is even sporty. Stick that in your classroom.VALUEA Swedish car for $48,990 is pretty attractive. Even though the car's made in Belgium and Volvo is owned by Geely of China, the S60 is heavily ingrained with Swedish fanatical attention to detail, ergonomic simplicity, harmonious styling and durable engineering. But no sense of humour, of course.The hardest bit here is trying to find rivals that have the same mix of style, features, performance, quality and safety. Goodies include City Safety (see safety section below), leather, quality audio, Bluetooth, alloy wheels and so on. It's even a great drive.DESIGNThe S60 looks compact yet is actually relatively roomy and manages to look distinctive on the road. In fact, its styling adds a few thousand dollars to the actual price. Cabin treatment is as subtle yet elegant as Ikea loungeroom furniture - but you don't have to assemble it yourself - with an uncomplicated switchgear design that doesn't confuse the driver.The S60 seats five adults - with only tall people objecting to the headroom of the rear seat - with a large boot. Unfortunately it does n't have a spare wheel which takes off a lot of bonus points.TECHNOLOGYThe big one is the drivetrain, with the tiny 1.6-litre shared with Ford Focus (in Europe) under the EcoBoost name and delivering a hefty 132kW/240Nm. It is the sister of the 2-litre EcoBoost also used in Volvos and Fords and, in its smallest guise, is just as impressive.The little four drives a six-speed dual-clutch transmission (also used by Ford) which delivers quick, seamless upshifts that ensures little momentum is lost between the cogs. Works beautifully.SAFETYVolvo's acclaimed City Safety - which is now being copied or being bought by other carmakers - is a boon for motorists and insurance companies. Just don't hold your breath for a big premium reduction. It works by cameras and radar to detect an object in front of the car.At speeds of up to about 30km/h, it will automatically brake the car before it hits any object, such as in a traffic queue. This goes with a five-star crash rating, lots of anti-slip and stability control systems, and six airbags. It's what you expect from Volvo.DRIVINGLove that engine. Despite its size, it's not a revver and has plenty of strong low-end torque. The six gears also help. The dual-clutch does have its moments when it gets lost between ratios so, to maximise performance end ensure the engine stays on heat, it's best to manually use the gearshifter.So it's surprisingly quick and delivers almost sporty performance that's matched by a subtle exhaust growl. The front-drive layout doesn't detract from handling, either, with precise cornering feel and a nice, flat cornering stance. Matched to that is the comfort of the wide, leather-trimmed seats and the ergonomic driving position. Rear parking sensors are standard and vital given the shape of the boot.VERDICTSmall works so well in this car that unless you regularly cart lots of people or tow a boat, it's a better bet than the 2-litre T5 version of the same car. Nice $3000 saving, too.VOLVO S60 T4Price: $48,990Warranty: 3 years, unlimited kmResale: 56%Service Interval: 15,000km or 12 monthsEconomy: 7.4 l/100km; 173g/km CO2Safety Equipment: six airbags, ESC, ABS, EBD, EBA, TC.Crash rating: 5 starEngine: 132kW/240Nm 1.6-litre 4-cyl turbo-petrolTransmission: Six-speed dual-clutch autoBody: 4-door, 5 seatsDimensions: 4628 (L); 1865mm (W); 1484mm (H); 2776mm (WB)Weight: 1495kgTyre size: 235/45R17Spare tyre: none