Luxury Reviews

There's something just right about the Audi Q5. It's not too big, so parking the mid-sized SUV isn't like docking a ship and a quick look at the rear seats and cavernous cargo area shows it isn't too small to cope with a fully loaded weekend away.No surprises then when a check of the latest sales figures shows the four-ringed vehicle to be Australia's top-selling prestige soft-roader.VALUEThe Q5 range starts at $62,200 for the 2.0-litre four-cylinder turbodiesel and runs to $75,500 for the V6 3.0 TDI Carsguide tested. Ticking the boxes to bring the base model to the same spec as the 3.0 will cost $6663 (18-inch alloys $2065, keyless entry $1338, three-zone airconditioning $1260, steering wheel with paddle shifts $585, electric driver's seat $1415).Buyers are effectively paying about $6600 for the engine's extra two cylinders - and it's worth every cent. Performance ramps up from sedate to sensational and the trade-off is only half a litre of diesel every 100km.TECHNOLOGYOutrageous tech isn't Audi's style - it's the sum of the quality parts that make the marque so popular. The seven-speed twin clutch automated manual transmission is as smooth as a sales spiel and there's a hill-descent function for those who do head off-road.Given that many won't, it'd be nice to see the more practical hill-hold feature standard instead of a $110 option. The famous quattro all-wheel drive system is as unobtrusive as ever and comes with a self-locking centre diff to help regulate torque on those slippery tiled driveways the Q5 is most likely to encounter.DESIGNAudi has hit the sweet spot with the Q5. It has more road presence than an X3, is more luxurious than a Land Rover Freelander and looks classier than the Volvo XC60. As far as family DNA goes, the Q7 might have more space and features but it's not the head-turner the Q5 is.Inside the elevated ride is the only concession that this is an SUV. The controls take a few minutes to get used to - you use the same dial to control the aircon's temperature and fan speed - but you don't need an electronics degree to work them out. It's posh and practical - and that's a tough act to get right.SAFETYGerman engineering, high-tensile metals and the latest electronic aids make this a five-star car, according to Euro NCAP. Volvo's XC60 is the safest car in the class with the Audi second and Kia's much-lauded Sportage third.Just as important for potential buyers is the fact it feels solid - the doors shut with a reassuring (but muted - we don't want to disturb the ambience) thud, there's no give in the dash plastics and body roll is minimal.DRIVINGThis diesel-snorting V6 shows why no one out-engineers the Germans. It is a monster everywhere except the bowser, with official fuel use of 7.5 litres/100km despite the car weighing 1865kg... In the real world that pushes up into the mid-eights - or higher if you insist on using the transmission in sports mode. The novelty will wear off after a couple of days when owners realize "D" does the job just as well 99 per cent of the time. After all, we're talking about a vehicle that hits 100km/h in just 6.5 seconds.The steering is very light around town but beefs up on the highway and the handling is good over speed humps or on gravel roads, when the ESP can be switched to off-road mode.VERDICTIf style and load are important the Audi holds a narrow edge in this segment. The BMW X3 has the better engine and is a more composed drive but few owners will push either car anywhere close to their limits. So for most it will come down to road presence . and the Q5 is a better-proportioned bus.Audi Q5 3.0 TDIPrice: $75,500Warranty: Three years/unlimited kmResale: 82 per cent (Glass's GuideService intervals: Driving dependant, up to two yearsSafety: Five starsEngine: 3.0-litre V6 turbodiesel, 176kW/500NmBody: Five-door wagonDimensions: 5629mm (L), 1880mm (W), 1653mm (H), 2807mm (WB), 1617mm/1713mm tracks front/rearWeight: 1865kgTransmission: Seven-speed dual-clutch automated manual, AWDThirst: 7.5 litres/100km, 199g/km CO2

One of the dumbest reasons to buy a diesel is to save money. The maths often doesn't add up when you take into consideration the extra showroom cost versus potential fuel savings.But there are also some very intelligent reasons to buy diesel: you don't have to go to the servo as often, for one. BMW presents another great reason to buy a diesel - the 330d Coupe. It doesn't feel or sound like a diesel and it is an absolute joy to drive.It comes in under the Federal Government's 7L/100km cutoff so it qualifies for the 33 per cent luxury tax concession up to $75,000.At $94,700, its two-door diesel coupe comparably priced competitor are the Audi A5 Coupe 3.0 TDI at $91,900 and the much cheaper Mercedes C250 CDI coupe ($69,900) which is more economical, but down on power to both the BMW and Audi.It costs $10,886 more than the petrol-powered 325i, but has double the torque which makes it almost as puntable and pleasurable a drive as the 335i which costs $22,550 more.The 3 Series coupes are now standard with Dakota oyster-coloured leather, voice control, anti-dazzle mirrors and a better audio system.There are also many options available to personalise the vehicle, but they lift the ticket price substantially. The best way to add extra kit is to go for one of the option packages.For example, you can save more than 25 per cent with the Innovations Package which includes a range of LED light features, adaptive headlights and satellite navigation.Our test vehicle was fitted with the $8900 M Sport Innovations Package which includes M trim inside and out, adaptive headlights, a satnav with colour monitor, Harman/Kardon surround sound system, sports seats, voice control and sport suspension.It was also fitted with an electric glass sunroof ($2920) and one of 15 metallic paint options ($1840) which brings the list price up to a whopping $108,360, but still $8890 short of the 335i.The BMW turbo diesel has slightly more power than the Audi, but sips fuel at a slightly reduced rate (6.2L/100km compared with 6.6) and takes the same time to hit 100km/h (6.1s).Economy is aided by BMW EfficientDynamics features such as brake energy regeneration and electric power steering with Servotronic.Because it's a coupe the front doors are huge and that means the seat belt is a long way back. BMW gets around this with an automated mechanism that hands you the seat belt.This graceful coupe has all the proportions just right. It looks strong and muscular from every angle and the swooping roof doesn't impede rear headroom.There are three new metallic paint options lifting the choices to 15, an extra interior trim choice (bamboo grain anthracite) making it six options and nine wheel designs - four of them new - across three wheel sizes (17, 18 and 19-inch).Apart from six airbags and a crash-resistant shell, there is a raft of hi-tech primary safety gear to keep you on the black stuff. They include stability and traction control, cornering and dynamic brake control, and a brake function on the cruise control to prevent you from picking up too much speed down hills.The smooth-running 330d Coupe is almost undetectable as a diesel, except for the tachometer which shows a low 4500 rev limit and the diesel sign inside the fuel filler.Even when you wind the window down, there isn't the usual disharmonious exhaust note. It's actually quite fruity. The engine is a lusty performer from low revs with a quick and responsive transmission that deals well with the narrow power band of the turbo diesel.This makes for an effortless drive experience that leaves you feeling calm and collected, even when punting along at a good clip. All 3 Series point and shoot with aplomb (except for the convertibles) and the heavier diesel donk up front doesn't seem to introduce extra understeer.BMW has gone a long way to taking the torture out of its run-flat tyres and even its M Sport suspension by replacing the disc spring valves with coil spring dampers. Ride is firm but fair in most instances, considering the extremely low-profile tyres.However, our test drive took us through the NSW Northern Rivers area where some roads are a pocked as a teenager's face. On several occasions it hit the bump stops with a deafening bang and when we hit a rapid succession of jolts such as corrugations the suspension could not rebound fast enough to keep the wheels in solid contact with the road. The result was a nervous sideways twitch.The cabin is typical BMW fare with macho dashboard and lots of black and silver trim, a firm but supportive set of optional sports front seats and controls that take a little bit of getting used to, but are serviceable.There is only space for two in the back and the legroom is very limited when you have tall front-seat passengers. Yet it's not claustrophobic back there with plenty of headroom; a real surprise for a coupe. Cargo space is generous with a flat, carpeted floor.This diesel coupe is a real coup. It doesn't sound or feel like a diesel, but it accelerates and sips fuel like one. It's also stylish and safe.

Peter Barnwell road tests and reviews the 2012 Audi Q3.

You'd think more power would mean higher fuel consumption. But amazingly the Mercedes-Benz SLK 55 AMG uses 30 per cent less fuel than its predecessor.The clever engineers in the Benz go-fast department (the equivalent of Holden's HSV) have called on a bag of tricks to bring down the 5.5-litre V8's fuel consumption including start/stop which turns the engine off at traffic lights and cylinder shutdown that as its name suggests shuts down up to four of the eight cylinders to save fuel when they are not needed.THE V8The same 5.5-litre capacity as the previous model. Based on the force-fed V8 that powers the E63 and other models. It's been totally re-engineered, with a new cylinder heads and induction. Produces 310kW of power and 540Nm of torque, compared with 265kW and 510 before.HOW FAST?0-100km/h takes a rapid 4.6 seconds and the top speed is electronically limited to 250km/h. The cheaper C63 with the performance pack fitted does it in 4.4 secs and the fabulous SLS Gullwing is good for a blistering 3.8 seconds.FUEL CONSUMPTIONA claimed 8.5 litres/100km, down almost 30 per cent. Benz claims it's the most economical V8 available anywhere int the world. We didn't see anything like this on the launch but we tend to go a bit harder than the average punter. Our lowest figure for the day was 11.2 litres/100km.HOW MUCH?$155,000 plus on-roads ($24K less than the previous model). But there are some options you may wish to consider including the aforementioned handling pack for $8825. The magic sky roof adds another $4500.THE ROOF The sectioned metal roof takes 20 seconds to raise or lower transforming the car from a coupe to a cabrio for that unequalled wind in your hair experience. The roof panel can in fact be replaced with a polycarbonate section that can be changed from opaque to transparent at the push of a button  just like magic.PRECIOUSThe catalytic convertor, one of them at least, is coated with palladium which is one of the most expensive precious metals in the world. Just another reason not to leave it parked anywhere.THE DRIVEIt's a sports car and as expected accelerates quickly and has very high levels of grip, but the short wheelbase means it tends to move around a lot on bumpy country roads. The smoother the road the better it is and the more relaxed the driving experience.With such a big engine in such a small car straight line performance is impressive and overtaking is always an option. Punch the throttle and it simply a matter of pulling it back before things becomes illegal. The seven-speed auto is slick, never caught short and even blips the throttle on downchanges, with three modes included controlled efficiency. The four-piston front brakes bite hard but can be upgraded to ceramic ones for additional sum.THE SOUNDLovely when you can hear it. Employs a variable baffle system that progressively raises the volume the harder you push. Too bad you can't turn it off because the best time to appreciate the blat of the V8 is when you're taking it easy cruising down the boulevarde with the top down.MERCEDES-BENZ SLK55 AMGPrice: from $155,000Engine: 5.5litre, V8Outputs: 310kw/540NmTransmission: 7-speed automatic

There's something about Renault that is not quite getting the Australian public's attention. Although that may slowly be changing. The Clio and Megane side of the French brand's catalogue, as well as the Koleos SUV, are finding some favour but the larger vehicles have historically are yet to make a big impact. The Laguna was a low-key model in sales terms for the brand here but the car maker would be hoping the Latitude gives the sales figures more altitude.VALUEWe're in the top-spec petrol V6 model that has so far this year proven the most popular - the Luxe, priced at $42,490 (one of the few models that charges the same money for the turbodiesel), the Latitude has a features list that suggests a higher pricetag might be expected.The Luxe flagship (which represents over 90 per cent of sales since April) has a 10-speaker Bose surround sound system, filtered tri-zone climate control with ioniser and a "fragrance diffuser," TomTom satellite navigation, Bluetooth phone and audio link, the obligatory (for Renault) key card with auto-locking doors and keyless go, power-adjustable front seats with heaters, the driver gets a massaging function as well, reach and rake adjustable leather-wrapped steering wheel, a switch-operated electric parking brake, power-adjustable folding heated exterior rearvision mirrors, leather trim, 18in alloy wheels (including a full-sized spare) and a two-pane glass sunroof.TECHNOLOGYThe Latitude's petrol V6 has come from the Nissan Maxima - with the six-speed auto in place of the CVT - so not a cutting edge drivetrain, but perhaps proven might be an appropriate adjective. The Latitude does get some interesting features that are far from common - the air ioniser, fragrance diffuser and air filtering  system within the tri-zone climate control.The Luxe employs a Samsung air ioniser which Renault says produces active hydrogen atoms and negative oxygen ions to counter positive ions which can lead to stress and fatigue, according to the French car maker.The system can also produce scents (from a choice of six and in varying degrees) via the climate control system. The Latitude also has the brand's auto-locking function, which comes into effect if the driver walks away from the vehicle and doesn't use the manual lock button on the keycard.The car then locks itself and can be opened keylessly; lock it manually and it requires a button-push to unlock the car. The nicest (for the driver at least) feature is a massage function for the driver's seat, which uses five rollers within the driver's seat backrest to massage the driver - just the thing to reduce stress behind the wheel ... "cut me off, I don't care."DESIGNSomething of a Renault staple, the Latitude seems to have had a bypass on the design styling front - given that it shares plenty with the Nissan Maxima perhaps that's no surprise. It's no monstrosity but it's not going to win any design awards either, but Renault calls it generously-proportioned and elegant. The Latitude's cabin is not built for taller folk - seat adjustment range and headroom suggest occupants under 190cm would be well looked after, but above that the dimensions will start to struggle. Four adults within normal height ranges would be easily accommodated in head and leg room, with a 477-litre boot also able to swallow a decent load as well.SAFETYThis brand made a name for itself with active safety and the Korean-built Latitude follows that path - anti-lock brakes with brakeforce distribution and emergency brake assist (which kicks the hazard lights into action), stability and traction control (with an understeer control function), dual front, side and curtain airbags.Also on the list are seatbelt pretensioners and load-limiters on the front seats, lap-sash seatbelts for all seating positions, parking radar front and rear, a cruise control with speed limiter function, automatic windscreen wipers, automatic headlights, anti-dazzle rearvision mirror, a reversing camera and a tyre pressure monitoring system.DRIVINGA Maxima with a Korean dad and a French accent would be a cynic's view of the Latitude. The conservative exterior won't win any beauty contests and the interior takes the low-key line as well, but it's comfortable and well-equipped. The Nissan-sourced V6 was last experienced with a CVT directing outputs to the front wheels - the V6 is a smooth, if not overly powerful unit that requires a solid amount of force on the right pedal to get things underway with purpose.A relaxed gait is this car's forte - an attitude easily adopted with ionised air, soothing tunes on the excellent Bose sound system and the massager working nicely on the vertebrae.The serenity is ruined to a small degree by the six-speed auto, which has a tendency to roughen up the mood with sharp shifts without provocation.Nasty Australian bitumen - especially the oft-repaired roads with lots of little imperfections - don't always agree with the 18in wheel/tyre package, but aside from that the ride quality is good.The Latitude can be hustled along a little to maintain a brisk pace on a country road, turning in with more intent than first expected and able to corner with reasonable dexterity, but it's no super-tourer road-racer. Seating front and rear looks inviting and are comfortable if a little small in area (in the front), but the rear half of the cabin is a little tighter than you'd expect from the generous exterior dimensions. The highset rear bench and the falling roofline conspire to keep headroom at a premium for taller adults - children dwell easily and are fond of the door-mounted and rear window blinds. Satellite navigation is controlled by an iDrive-like set-up, which is easier to use and much better than the remote-control system offered in the smaller Renaults.VERDICTThis multi-cultural UN style Renault sedan should easily eclipse its Laguna predecessor for sales volumes, thanks to a sharp pricetag that belies an extensive features list and a smooth petrol V6 drivetrain that's only let down by the auto's sporadic clunks. With German, Japanese and French product all wading into the mid-size battleground, the medium car buyer is becoming spoilt for choice. The Latitude falls more into the cruiser category.

Q3 is shaping up as a profitable one for Audi. The vehicle marks Audi's entry into the fastest growing segment of the Australian market - compact SUVs grew by 25 per cent last year - the Q3 may be late but it has the goods - and go - to give potential BMW X1 buyers cause to cross-shop and turn heads away from everything from Volkswagen Tiguans to Range Rover Evoques.VALUECompare the BMW X1 with the Audi Q3 and there's generally only a couple of grand difference in pricing. That puts the purchase squarely down to styling, features and badge credibility.Audi manages to get the first punch in by teaming a 2.0-litre turbodiesel with a manual gearbox to achieve a $44,800 starting price for a prestige SUV with 103kW/320Nm and fuel use of just 5.2 litres/100km, while BMW wins at the top end with the 150kW/400Nm twin-turbo mill that uses just 6.3 litres/100km. High-end audio systems, dual-zone airconditioning, Bluetooth and cruise control are standard fare on both vehicles.TECHNOLOGYThe electronic wizardry is in the options list but it still shows how quickly smart features now flow through a marque's line-up. Tick a box and lane departure and blind spot warning systems are loaded up.A park assist feature will also steer the car into a vacant space, though the driver is still responsible for using the accelerator/brake. The "drive select" software is worth $350 and lets drivers choose four modes, from efficiency to dynamic.DESIGNBuy the Q3 and all the neighbours will know it's an Audi - the family DNA runs true inside and out. The vertical grille that identifies all Audi Q models dominates the front, while the slim horizontal rear lights closely resemble the Q5's rear. Side-on, it is the sportiest-looking of the Q range, with what chief external designer Achim Badstuebner calls a coupe-style look. He admits it compromises rear head space but says the compact prestige segment still calls for a premium on style and this was one compromise the designers won on. The interior looks good and the front seats hold their occupants well despite the flat look.SAFETYThis is a high-rider without threatening to succumb to gravity and topple over. Actually, it's more a mid-height drive and that helps with the sporty look. It rides on the same platform as the Volkswagen Tiguan and Golf - neither of which are known as bad-handling vehicles. Audi endows that platform with a suspension that rolls over potholes and patches without a shudder.Press on and it minimises body lean and only a rare kickback through the steering wheel betrays you are hitting decent sized ridges at pace. Six airbags and an advanced ABS/ESC system earned it a five-star Euro NCAP rating.DRIVINGThe Q3 puts a smile on your face. The commanding ride height is going to find favour given it has little affect on handling well past the extent SUV drivers expect their vehicles to perform.The base front-wheel drive turbodiesel has a 0-100km/h time of 9.9 seconds and a much more practical mid-range urge that is easily found via the six-speed manual. The engines only get better from there - and pick up the reassurance of Audi's all-wheel drive system. Wind noise is all-but unheard at highway speeds but choosing the 18-inch rims over the standard 17s will increase tyre roar on coarse chip surfaces. It is typically well built, though one of the five test cars had a rattle where the aircon controls module joined the dash. Frustrating, but it gives the dealer something to do at the next service.VERDICTThe Q3 may be late to the party but it should prove to be a leading light. Its style and handling will resonate with modern urban types and the basic kit is worth the expense. An added bonus is the Audi also has more off-road capability than the 30-somethings, young couples and empty nesters expected to be its main buyers are ever likely to use.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/280Nm 2.0-litre turbo petrol, 155kW/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)

Large cars need large engines, is the traditional wisdom. Capacity is king and you need at least a six, preferably an eight. Without one, it's a case of all mouth and no trousers. Ask any Holden or Ford owner.But times are changing. Soon, there will be mandatory emissions standards for all cars sold in Australia that mirror the sorts of schemes in place in Europe and elsewhere. They will be especially challenging for local makers, which specialise in large cars.Every year the large sedan slips further down the buyers wish lists, with nothing seemingly able to arrest the fall. To Ford and Holden, part of the solution is better fuel economy. Hence the 3.0-litre V6 Commodore with direct fuel injection launched two years ago, a smaller engine but still a six.Then there's the Falcon EcoLPi (see this page) using another version of the 4.0-litre straight six unit that's in the vast majority of Falcons still on the road. But next year Ford will introduce a four-cylinder Falcon for the first time in its 50-year existence.Even without emissions standards, these are essential moves. The large car market has always been dominated by fleets, which account for 70 per cent of the market. Increasingly, governments and businesses must bow to internal green agendas.If Commodores and Falcons cannot comply, then your next work vehicle may be something else entirely. The idea of a large sedan with a four-cylinder engine is less alien in Europe and, in technological terms, they have a head start. Their engines already achieve standards still to be implemented here.At least as important, prices have moved decisively in favour of imports, with vehicle tariffs as low as they can go and a high Australian dollar making them cheap. With premium prices, they have struggled to get mainstream traction. Now it's going to get easier.The first European to be listed in the mainstream large category was a Skoda sedan called the Superb. It arrived two years ago with a 2.0-litre diesel and 1.8-litre petrol, both turbocharged four-cylinders. It has been no more than a nick in the side of the locals, with sales in the hundreds.VALUEBut now there's another. The Peugeot 508, which has just gone on sale, pushes the price and economy argument even further. It arrives with two diesels and will soon be available with a 115kW turbo 1.6-litre petrol from $36,990, undercutting the cheapest Falcon or Commodore by thousands.TECHNOLOGYThe 1.6-litre petrol, which many Australians would view as on the small side for a hatchback, uses 7.1 litres per 100km while both the diesels achieve just 5.7. The best a Commodore can do is 9.1l/100km and the Falcon 9.9l/100km. The 508 will soon be able to offer so-called “micro-hybrid'' features such as stop-start at idle to return fuel economy of 4.4. These systems are common at the luxury level of the market but still making there way into the mainstream. However, Ford and Holden are years behind.Running costs are a huge issue for fleets but fuel is only one factor. To dispel concerns about the price of servicing imports, Peugeot has tailored a three-year capped deal that offers three scheduled pit stops for no more than $330 each. It's the same deal for private buyers and fleets. Perhaps Peugeot will save a six-cylinder for a two-door because there's no V6 in this line-up. The smallest diesel, a 2.0-litre, starts at $42,990 and a wagon adds $3000. All engines comply with the latest Euro V toxic emission standards and come in well under the expected Australian CO2 emissions target for 2015 of 190g per kilometre.The GT model with more power gets the same economy but is quicker to 100km/h, at 8.2 seconds. It gains wishbones at the front suspension instead of struts, and larger alloys.DESIGNThe 508 replaces two cars in the Peugeot line-up: the 407, which started in the low-$40,000 and came as a sedan, wagon or coupe; and the 607, a $70,000-plus car that whittled out a lonely career as an unloved sedan.The 508 falls between the two on size, with a shorter front overhang and less obvious grille than the ugly 407. It's the first Peugeot to use some of the new design language explored in the SR1 concept from last year. The SR1 itself suggests a coupe may join the sedan and wagon later.The list of features available is impressive and includes a head-up display for the driver, clever directional headlamps and electronic park brake. It presents well, with the wagon more pleasing visually and a well put together interior that's two notches above the locals for quality and appeal.There's leather and soft plastics, a bit of chrome bling and enough comfort features. The chairs are as accommodatingly wide as any in a Falcon or Commodore.Who says the French don't get fat? The cabin itself isn't as roomy, of course. None of the European aspirants are, unless you go up a badge or two.DRIVEAnd the 508 is unlikely to change the minds of Commodore and Falcon buyers about what constitutes a desirable set of wheels. The two diesels were available at the launch drive in Victoria and they do the job well enough, although you'd miss the Falcon's six up a hill. Or for overtaking.Less so in with the 150kW 2.2-litre, which might test the 3.0-litre Commodore at some speeds. Certainly, Peugeot believes it can outperform its previous V6. The two 508s have different dynamic personalities.The 2.0-litre is pillowy and rolly, with an eagerness to run wide in corners. The bespoke front suspension and larger wheels on the GT lift the thresholds substantially but don't change the character of the car. It's not as precise as one of the local rear-wheel drives.When it comes to the ride quality, the large wheels in the GT are noisier and fussier about road imperfections and the 2.0, but at least both are more comfortable than Peugeots have been recently, with a less troubling ride.Drivers may not have changed what they want, but fleets have changed their buying patterns already. Steeper petrol prices have shifted some to smaller cars. Others have been swept up by the trend to SUVs, which with diesel engines can be relatively cheap to run. Demand for large cars won't rebound on the strength of imports, with Peugeot expecting to ship in about 1000 a yearVERDICTIt badly needs to hit that target if it's going to reach its goal of 8500 buyers next year. That would be its second best result in a decade or about 3000 more than last year.

When we first drove Audi's top dog TT, the five-cylinder TTRS manual, it was a tad underwhelming. Good, but not THAT good.Late last year, they slipped a dual clutch S-Tronic manumatic transmission under the bonnet and it has made a big difference moving the TTRS to near the top of our sports car rating, ahead of the favourite Porsche Cayman S.Apart from the fact that it would blow away the Cayman S in a straight line and around corners, the TTRS has a glorious sound (a five-cylinder trumpeting snarl) and exciting feel to it that really grabs your attention.TRANSFORMERThat S-Tronic seven-speed box has totally transformed the car thanks in part to its rapid-fire gear changes, the snap, crackle and pop exhaust antics on up-changes and the throttle blip on down changes.QUICKERIt's a quicker car by a longshot and allows you to keep both hands on the wheel when you are having a bit of a go.The S-Tronic offers a couple of manual modes as well as full auto matching the car's chassis selection options that offer sport and normal.Sport is fairly firm while normal is, well normal. But you want sport engaged when you are on the right road.ENGINEPower comes from a 2.5-litre, turbocharged, five-cylinder petrol engine with direct injection and variable camshafts on both inlet and exhaust sides.The award winning engine passes Euro 5 emissions regs on the way to sipping fuel at a rate of 8.5-litres/100 average- better on the highway. It needs 98 octane to give its best but you don't mind paying extra for what you get in the TTRS.The engine is good for 250kW/450Nm, the latter at a low 1600rpm.SPRINTIt will put away a 0-100kmh sprint in 4.3 seconds when you use the launch control system that comes with S-Tronic.SPACE FRAMEIt weighs 1475kg and has what Audi calls its ASF (space frame) chassis construction with many aluminium body panels.The car we drove was a Limited Edition that featured extra goodies for no extra money. These included the interior LED lighting package, gorgeous five arm 19-inch alloys, the dual mode sports exhaust (a must) and the black pack for some body hardware.Adaptive bixenon headlights are also included as well as Bose audio and extended leather.VERDICTThe TTRS has brilliant dynamics thanks in part to its quattro all wheel drive system that pushes and pulls the car through corners. It's an impressive drive, that's for sure.Audi TT RSPrice: $139,900Engine: 2.5-litre turbocharged five-cylinderPower: 250kW at 5400 revsTorque: 450Nm from 1600 revsTransmission: dual clutch S-Tronic manumatic transmission, quattro all-wheel driveBody: Two-door hatchSeats: FourDimensions:  Length 4198mm, Width 1842mm, Height 1342mm, Wheelbase 2468mm, tracks front/rear 1555mm/1546mmSteering: Power assisted rack and pinionSuspension: Front MacPherson struts; Four-link on subframe rearFuel tank: 60 litresFuel type: Premium unleadedFuel consumption: 9.2/100km combinedSpare tyre: Mobility kitBrakes: Anti-skid discWheels: 19-inch alloysTyres: 255/35 R19Safety Gear: Dual front, side, curtain airbags, electronic stability control, traction control, LED daytime running lights, electronic differential lock, anti-skid brakes, brake assist, emergency brake distribution, Audi magnetic ride controlCO2 Emissions: 214g/km

If you've got the money to buy an S-Class, then you want people to know it and what better way of sending a message than to buy a top of the line Benz?We sampled a couple of the range, but it was the S63 with its fabulous 5.5-litre bi-turbo V8 that really caught our attention. The S63 AMG will set you back $392,000.ENGINE AND MECHANICALAlthough it’s a good deal smaller than the V8 it replaces, with an output of 400kW and 800Nm of torque, it produces 14kW more power but incredibly uses 25 per cent less fuel — how do they do that?As one who has seen the way the way these engines are lovingly put together, I can tell you they're a real work of art.The V8 is hooked up to Benz's new AMG SPEEDSHIFT MCT 7-speed sports transmission, a traditional style auto but with a multi-plate clutch.Curiously, Benz continues to refer to the car as an S63 despite the fact the previous engine displaced 6.2 litres and this one 5.5 litres. Go figure.AMG has managed these major gains through the introduction of direct petrol injection with sprayguided combustion and piezo injectors.This technology enables improved fuel economy thanks to higher thermodynamic efficiency, which in turn leads to lower exhaust emissions. AMG has combined the spray-guided combustion with bi-turbo charging.Other highlights of the innovative, original eight-cylinder engine from Affalterbach include full aluminium crankcase, four-valve technology with variable intake valve timing, air/water charge air cooling and generator management.Believe it or not there's also a Controlled Efficiency start/stop function that shuts down the engine at traffic lights to save fuel, unless the transmission is placed in sport mode..DRIVINGHit the throttle and the thing unfurls like the spinnaker on a 12-metre yacht with a southerly buster behind it, filling with an elemental power that drives the car relentlessly forward, majestic in full flight on a long stretch of road. The transmission delivers rapid but extremely smooth gear changes that maximise the engine's power as well as fuel economy.Drive is engaged via a North American style column shift, but manual gear changes are performed using large wheel mounted paddles. Power in the S63 is up 4 per cent, torque is up 27 per cent and fuel economy is down 27 per cent to just 10.6 litres/100km. The dash from 0 to 100km/h takes just 4.5 seconds.Unlike the standard models, the AMG features coil sprung suspension instead of the usual `Airmatic' system, to produce a firmer, flatter ride. It doesn't get better than this.MERCEDES-BENZ 363 AMG W221Price: $392,900Warranty: 3 year roadsideSafety: 6 airbags, blind spot sensor, ABS, EBDCrash rating: N/AEngine: 5.5-litre V8 Body: SedanDimensions: 5122mm (L), 1871mm (W), 1488mm (H)Weight: 2670kgTransmission: 7-speed auto, rear wheel driveThirst: 10.6/100km 

The Jeep Patriot has one thing its rivals lack - rugged looks. It is just as well. This entry level to the Jeep world needs a tough skin if it is to improve on the minor dent it has made so far against the more polished compact SUV class leaders. Rivals are led by the Subaru Forester, Toyota RAV4 and Nissan X-Trail.VALUEPrices start at $28,000 for the Sport manual (CVT auto $30,000). Then comes the Limited at $32,500 and the Anniversary at $37,500.

DESIGN
The vehicle is well named, for you need to be patriotically American to put it above all others.
There is no doubting its heritage. The boxy square-rigged exterior, trademark seven-bar grille, upright windscreen, flat roof and angular rear-end spell American and Jeep.The latest model gets a revised grille, bumpers, side cladding and tailights. Inside, the layout is angular and high-waisted, with hard plastic trim but clear and easy-to-use controls and good vision to the rear and sides.

EQUIPMENTWhat you get is full-time all-wheel drive, a lockable centre differential, hill-descent control, off-road stability control and a ground clearance almost equal to the best in class.
But while off-road capability is a plus, the Patriot is not over-endowed with interior space, refinement or driving appeal.TECHNOLOGYOn paper, the 2.4-litre petrol engine puts out a respectable 125kW and 220Nm, but with a relatively tall geared five-speed gearbox and a body weighing 1.5 tonnes, throttle response is dull and it needs plenty of coaxing to keep pace.DRIVING
On the open road it cruises calmly at 2350rpm at 100km/h but requires liberal use of the gearbox in hilly terrain. Fuel use is a claimed 8.4l/100km on the combined cycle and on test averaged 9.2l/100km. However, the fuel tank is just 51 litres.
Cabin space is confined, although the headroom and rear seat legroom are generous.
The front and rear seats are firm and relatively flat, the doors open wide for easy entry and exit and the split-fold rear seats have rake adjustment on the backrest. Load space is only average and confined by the high floor covering a full-size spare wheel. There are plenty of storage spaces but many of them are small and limited.Jeep PatriotPrice: From $28,000Warranty: Three years/100,000kmEngine: 2.4-litre, 4 cylinder; 125kW/220NmTransmision: Five-speed manualEconomy: 8.5 litres/100km 196g/km CO2 Body: 4-door wagon, 5 seatsDimensions: 44424mm (l), 1808mm (w), 1712mm (h)Wheelbase: 2635mm, tracks front/rear 1520mm/1520mmWeight: 1645kgTyres: 17x6.5. 215/60 R17, alloy.Spare: Full-size steel.