Luxury Reviews

I will never look at a Porsche Boxster the same way again. A two-day dash to France, headlined by a sprint over some classic Monte Carlo Rally roads, has won me over to the baby of the Porsche family.It's just had a road-up renewal and, even without the essential final prices, I'm convinced it's much more like a 911 than earlier members of the Boxster brigade. The styling is more aggressive, the cabin is bigger and much better, and the Boxster S - with optional sports exhaust - is a hoot to drive in any condition.Porsche also says the car is more economical and the folding roof only takes nine seconds to do its work. Since 1996 it's been easy for me to giggle at the baby of the Porsche family, dismissing it as a softie and a hairdresser's car.When my friend Wazza arrived in one I knew it had to belong to his girlfriend. He is a V8 Supercar driver, after all. But the third-generation Boxster, which is the first major spin-off from the latest and lovely 991-series Porsche 911, is a major success. It is finally all grown up and a great drive.VALUEIt's impossible to rate the return on the new Boxster, because no-one at Porsche Cars Australia is talking about the showroom stickers for the first local deliveries in July. But European customers are paying about three per cent more and that points to around $110,000 for the basic Boxster and $135,00 for the Boxster S.That should be a good deal with so much new stuff, from the hugely improved chassis and new cabin to comfier new seats and engines that burn less fuel. It will still be too much for Mazda MX-5 buyers in the $50,000 range, but a realistic step up from an Audi TT and a better choice than the latest BMW Z4 or a Benz SLK.TECHNOLOGYThe Boxster takes around 50 per cent of its parts from the 911 as it has in the past, but this time that means great things like the latest electric power steering, direct fuel injection for the downsized 2.7 and unchanged 3.4-litre engines, wider tracks, a longer wheelbase and even a cabin with a dash that's more upscale than before.There is also a seven-speed PDK double-clutch automatic, with six speeds still for the manual unlike the 911, a body that's both lighter and stronger, a roof that's claimed to make major cuts to cabin noise - although there is no tonneau cover - bigger standard wheels, an electric parking brake, more equipment choices and more.The engine tweaks give a power and torque bonus for the 2.7 while taking economy as low as 8.2 litres/100km, while the 3.4 Boxster S now has 232 kiloWatts, a 0-100km time as swift as 4.8 seconds, a top speed of 279km/h and economy of 8.8 litres/100km. The cars also come, predictably, with a stop-start system to save fuel at the lights.DESIGNThe new Boxster picks up a range of family links, from the latest 911 to the classic Carrera GT and even the upcoming 918 supercar. The one thing it does not have, thankfully, is the soft and gentle look of pervious models. The new car is edgy, chunkier and with a side profile that says speed - not comfort.Inside, the overall effect is more solid and upscale, from the shape of the seats to the dashboard layout, feel of the switches and even the position of the centre console. For the first time, I can sit in the passenger seat and really stretch my legs.The folding roof is fully automatic for the first time, it works very quickly, and even if Porsche says it works up to 55km/h I know it will actually do a quick umbrella job in a shower at closer to 70. Porsche says the drag co-efficient is down a little to 0.30 in the base car, with better aerodynamic grip and cooling.SAFETYBigger brakes and better tyres start the work, and the basic structure is also more rigid with predictable rollover protection, with front and side airbags.Porsche has always put avoiding a crash first and that means things like a torque-vectoring differential as part of the stability control system, and the electro-mechanical steering, work with the driver at all times. We're unlikely to see an ANCAP rating for the Boxster, but it's safe to assume a five-star overall package for the car.DRIVINGThe Boxster has always been a good drive, but this new car is great. You can fling it down the toughest road you can find, and we found a few in France, and it never comes up short.  The Boxster S is plain wonderful, especially with the optional PDK gearbox and a sports exhaust that serves up the sort of soundtrack that previously only came with cars like tweaked Subaru STi turbos.You can glide around town enjoying the extra comfort and quietness in the cabin, then really run riot and take full advantage of the extra stability in the chassis, the extra punch from the 3.4, more power from the brakes and a steering system that - like the new 911 - gives better control without worrying feedback.It's a car with depths you can just keep tapping, without worrying or getting flustered. And there is the efficiency payback of the improved economy. The basic 2.7 feels is a little hollow in the engine room, at least by comparison, but the basic package works just as well and people who really don't want - or need - the serious edge in the new S will find the plain Boxster is just fine.The new car is so solid I almost forget that it's a full-on convertible until the first sprinkles of rain. Then it's quick and easy to go for security, and a reminder that it's a no-compromise droptop. The real surprise, and it's something I discovered in the original Porsche Cayman, is that the new Boxster is a car you would genuinely choose to buy ahead of a 911.It's a sweeter, more accessible package and not just a cut-price alternative if you cannot stretch to $229,000 for a starting-price Carrera. The Boxster S is a true four-star car, and even the base car gets three and-a-half from me. That makes it a true breakthrough and a car that has forced me to re-think my position. I like it a lot and I didn't giggle once.VERDICTFinally, a Boxster that's more than just the cheaper choice for people who really crave a 911.PORSCHE BOXSTERPrice: From $110,000 (Estimate)Warranty: 3 years/100,000kmResale: 66 per centService Interval: 15,000km or 12 monthsSafety Equipment: front-side airbags, ABS, EBD, EBA, TC.Crash rating: not availableEngines: 195kW/280Nm 2.7-litre; 232kW/360Nm 3.4-litre BODY 2-door, 2 seats.Dimensions: 4374mm(L); 1801mm(W); 1282mm(H); 2475mm(WB) WEIGHT from 1310 kgTransmission: 6-speed manual, 7-speed PDK; rear-wheel-driveEconomy: from 8.2 L/100km;192g/km CO2

Pine plantations, as the apparent preferred location for man's inhumanities, silently have witnessed some mind-numbing events. But rarely have their nuts been shaken by something as spine-chilling as the coarse vibrations of an almost open-ended Aston Martin exhaust. The sound of the latest Aston, the Vantage S, on test distorts and echoes down the perfect vertical line of trees - more the angry noise of an animal in pain than a V8 engine that has been grudgingly enticed to release even more power. Aston Martin developed the V8 Vantage S as an evolutionary model. More power, more torque, more noise and more driver exhilaration has pushed it one step closer to the race track. With a hard-edged seven-speed automated manual and a $275,000 price tag, clearly it's not for everyone.VALUELet me repeat that figure - $275,000. Value for some, possibly, but this is a purchase where value isn't the first port of call. If you want your car right on the edge of performance and yet want a dose of luxury clothed in the world's sexiest car body, then this may represent value.The Vantage S, obviously based heavily on the $250,272 V8 Vantage, doesn't miss out on much in the way of features but there's a sense that this may be an upgrade on a car first made six years ago.Some of the kit includes a Bang & Olufsen audio, iPod/USB connectivity, leather and alcantara, sat-nav and cruise control.DESIGNThis is the most beautiful car in the world. You may disagree, but you'd be wrong. I recognise that it's six years old but it would be a brave man - or woman - who takes on drawing the next shape. Because it is essentially a grand tourer coupe, it's made to be low and fast and carry the bare minimum of people. Instantly, it's going to be big on engine space and light on cabin room. But for those who travel light between European countries at Mach 1, cabin room is sufficient and if the road's smooth, is comfortable.TECHNOLOGYLots to talk about here. It gets the same basic 4.7-litre V8 engine as the cheaper Vantage, but adds an adjustable intake plenum and a lot more spark from the ignition. More air, more spark, more bang. Power goes up 7kW to 321kW at a dizzy 7200rpm and torque rises 20Nm to 490Nm. The gearbox is a Graziano seven-speed automated manual - that Aston calls Sportshift II - integrated with the diff. It's made specifically for this car. It is controlled by the same panel of round buttons - including the must-have Sports switch - atop the centre console but individually selected by the steering wheel-mounted paddle shifters. Aston says shift times are quicker than a manual and the box is 50kg lighter than a dual-clutch system and 24kg down on the standard Vantage's Sportshift I transmission. No manual box is available on the "S". Compared with the standard Vantage, the suspension is firmer, steering quicker with less turns needed, the brakes are grooved as well as vented and the tyres are meatier. Oh, and it goes faster.SAFETYFour airbags, all the electronic aids known to man and a non-existent crash rating. Many expensive, low-volume cars don't carry a crash rating in Europe, the US or Australia. DRIVINGI apologise now for waking up the neighbours when I plunged the glass key into its slot. The noise of the engine cranking is like the precursory gurgling of an aroused volcano and the eight cylinders firing is the explosion of jettonised lava. Honestly, if I could push start it to the bottom of the street I would have. Noise is the essence of a performance car and the Vantage S doesn't disappoint. True, I could have stopped myself from pressing the "Sport" button, but where's the fun in that?Off the mark, at slow speeds, the automated gearbox is sluggish. It needs a lot of revs and feels like it's not connected to the wheels. Upchanges have a frustrating pause between the cogs when left in the auto mode. But use the Sport button and the paddle shifters, keep the engine on the boil above 3500rpm and this is one of the sweetest road rockets around. It doesn't particularly like traffic and occasionally bumped and hopped as the transmission tried to figure out which gear it needed. Away from the grind, up in the hills and out to where the roads cut through pine plantations, it found home. The steering is perfect, the engine response brilliant - to the point of scary - and the glorious noise of the open exhaust brings a broad smile.But the road needs to be relatively smooth for imperfections jiggle the suspension and relay them through the thinly-padded carbon-fibre seats. Tiny switches also make the dashboard initially difficult to operate. But I'm being pedantic. VERDICTThis is where emotion and engineering meet. The Vantage S is built for people who have unrestricted access to sweeping roads, premium fuel and time. I don't.But I understand this car. It's imperfections - loud, firm and awkward at low speeds - are just part of its character and all wash away when you pull on the right-hand paddle and bring up the numeral four on the dash, then five, then six and when the road flattens and stretches, seven.ASTON MARTIN VANTAGE SPrice: $275,000Warranty: 3 years, 100,000km, roadside assistResale: n/aService Interval: 15,000km or 12 monthsEconomy: 12.9 l/100km; 299g/km CO2Safety Equipment: four airbags, ESC, ABS, EBD, EBA, TC. Crash rating n/aEngine: 321kW/490Nm 4.7-litre V8 petrolTransmission: Seven-speed automated manualBody: 2-door, 2 seatsDimensions: 4385 (L); 1865mm (W); 1260mm (H); 2600mm (WB)Weight: 1610kgTyre: Size (ft) 245/40R19 (rr) 285/35R19. Spare tyre none

It's amazing to think a car of this size consumes less fuel than your average hatchback. It seems impossible.The heart of the matter is a new direct injection 3.0-litre V6 turbo diesel that pumps out 190kW of power and an impressive 620Nm of torque from a low 1600 revs. That's almost as much torque as the 4.7-litre V8 S500 and it shows in the effortless way the car performs.In spite of this, few of Benz's customers at the upper end of the luxury market opt for the diesel. And, why would they, when the cost of fuel is probably not a major consideration, not when you can afford the $200,000 or so for an S-Class in the first place?In terms of power and torque, the S350 BlueTEC outguns the opposition in the shape of Audi's A8 3.0 TDI and the BMW 730d.But the S350 is still heavier than both and, as such, consumes more fuel and produces slightly more C02 than its two competitors.The lighter, aluminium bodied A8 is also quicker from 0 to 100km/h, at 6.1 seconds versus the Benz's 7.1 and the BMW's 7.2 seconds.The diesel is hooked up to a seven-speed sequential auto and rides on Airmatic air- cushioned suspension.We put in a couple of hundred kilometres behind the wheel of the S350 BlueTEC, and found the 3.0-litre V6 is so quiet you wouldn't know you were driving a diesel unless someone told you.With 620Nm of torque, it gets going quickly and mid-range response is strong, making overtaking is a breeze. But, with close to two tonnes of motor car behind it, throttle response is not immediate — not like the AMG.At 7.0 litres/100km, the combined fuel consumption represents an 11 percent improvement on the previous engine. The air suspension is a bit floaty for our liking, but switching to sport mode fixes that up.All in all, we found the car much improved and a more enjoyable drive than before. While it comes with just about every conceivable luxury, it still won't park itself like some cheaper cars.It will identify if a parking space is suitable and guide the driver into the spot, but you are still required to turn the wheel. The problem is finding an electric motor that is strong enough yet small enough to do the job. Also of interest is reservoir hidden under the spare in the boot.It contains 27 litres of an additive that is injected into the exhaust process to reduce the amount of nitrogen released into the atmosphere. There's enough to cover 20,000km, so it doesn't need to be topped up between services — but it means you get a smaller, space saver spare wheel.

Pandemonium has been overhauled by precision in BMW's new take of its legendary M5 sedan. The manic boy-racer V10 and extroverted exterior of the E60 model has matured into a more refined but also more powerful twin-turbo V8 machine that is built to impress by doing just about everything better, without being such a show-off.Welcome to the F10 M5. It's not a purist driver's car with scalpel-like steering - that role belongs to the M3 - but it is a butcher's knife shrouded in a silky package, ready to carve up bitumen with the dab of the pedal. And carry five adults while doing it. Every component has been tailored to flatter business types who reckon they can drive a bit. And they will be able to behind the wheel of this machine. BMW's chief driving instructor Geoff Brabham sums it up while effortlessly chauffeuring Carsguide on a high-speed lap of Phillip Island: "It's a very quick and capable grand tourer ... it's not a race car but it will hold its own on the track''. That said, Carsguide still doesn't know how it goes on the road. This introduction was on track only. Stay tuned for our public road test. That will be the definitive test of the Bavarian autobahn blaster.At $230,000 the M5 is around $10,000 cheaper than its rival, Mercedes-Benz's E63 AMG. That's not a lot at this price point. More telling is the fact the new car has $13,000 more standard gear than the previous model.The features run from internet connectivity to a TV tuner, sunroof, 20-inch rims, leather upholstery, heated and cooled fronts seats, a reversing camera and four-zone airconditioning.The V8 uses 9.9L/100km, or 4.5L less than the V10 chewed through over the same distance. There's also another 39kW on tap and the nature of the twin-turbo means the 680Nm is generated much lower in the rev range, making it a more tractable mill than the high-revving 10-cylinder.A seven-speed dual-clutch manual automated transmission and "active'' differential transfer that mumbo to the rear wheels. Think of the diff as an intelligent limited-slip unit - instead of just reacting to changes in wheel speed, the electronics are linked with the stability control sensors and can pre-emptively brake a wheel to improve cornering. Idle stop-start and regenerative brakes help with efficiency, though few will care.Blue brake calipers are the easy way to pick an M5, though avid fans will cite the guard-filling wheels, gills on the front quarter panels and deeper front spoiler. From the rear, four exhaust pipes and a lip spoiler on the boot are a giveaway but that's about it - it's a case of discretion over aggression.Alloy highlights in the dash are exclusive to the M car. And there's a cluster of buttons around the unique transmission shift that show you're in something special, with three-way adjustment for suspension, steering and throttle inputs.Massive 400mm front discs with six-piston calipers and 396mm rear discs with a single-piston caliper - a legacy from the 5 Series donor car because of the electric parking brake - are the first line of defence.They're sitting on the 5 Series chassis, which was already a five-star ANCAP performer and help offset the extra weight - more than 100kg - the F10 M5 has gained.The stability control software has been tweaked to deal with the extra performance and is hard to fault. It is also evidence of just how much grunt this car has - the light flickers at well over 100km/h in fourth gear down the straight at Phillip Island.You know a car is quick when it doesn't feel it. Blasting down the front straight of Phillip Island at better than 200km/h, it is a serene ride. Even hitting the brakes doesn't change that impression as they haul the grand tourer back to speeds that won't launch it out of orbit.There's a sensation of weight but the basic competence of the chassis and suspension indulges it. Roll-on acceleration from 100km/h is tyre-blisteringly quick with a distant roar as the V8 winds up.Engine noise is louder outside the car than in it, but given the Merc E63 is audibly angrier and more aggressive, it's the opposite of the traditional status quo. I'd drive the Merc for a day in a heartbeat, but could probably live longer with the M5.The M5 is large, luxurious and lithe in a way few cars can match. The fact it isn't as raucous as its predecessor is more a reflection of the fact it is pitched to appeal to a broader audience, rather than a general criticism of the prestige sedan.BMW M5Price: $230,000Warranty: 3 years/100,000kmResale: 46 per centService intervals: Driver-dependent, with in-car notificationSafety: Rating 5-star Equipment 6 airbags, ABS, stability control with dynamic and cornering brake controlEngine: 4.4-litre twin-turbo V8, 412kW/680NmTransmission: 7-speed automatic, rear-wheel driveThirst: 9.9L/100km 98 RON, 232g/km CO2Body: 4-door, 5-seat sedanDimensions: 4910mm (L), 1891mm (W), 1456mm (H), 2964mm (WB), tracks front/rear 1627mm/1582mmWeight: 1945kg

Regal, royal (by appointment to several crown-wearers) and rapid, the Range Rover Sport is a more youthful take on the long-running off-roader nameplate. Yet is is more closely related to the Discovery than it is to the Range Rover Vogue flagship, despite the aesthetic similarities.  We're driving the entry-level

We turn the spotlight on automotive's newest and brightest stars, as we ask the questions to which you want the answers. Ultimately, however, there is only one question that really needs answering  would you buy one?What is it?This is the latest and greatest from Volvo, a compact wagon with cutting-edge safety equipment and enough get up and go to stay with some of the heavy hitters. It sells against a group of European prestige wagons that come nowhere near the T6 in terms of power, torque or performance let alone standard kit.How much?This particular car tops out the V60 range at $72,150 but is super competitive against potential competition especially when you compare apples with apples. The nearest competitor is Audi's A4 Avant 2.0-TFSI quattro at practically the same money.What are the competitors?Coming from all quarters including the Mercedes-Benz C-Class CGi250 Estate, the BMW 323i wagon, the aforementioned Audi and even Alfa's Sportwagon 159.What's under the bonnet?Gets a 3.0-litre, twin turbo, petrol straight six-cylinder with new low friction internals and 224kW/440Nm output - a sweet donk with an excellent note.How does it go?Like a shot putting away a 0-100kmh sprint in a mere 6.2 seconds (not bad for a wagon tipping the scales at roughly 1800kg) and there is never a point when the engine doesn't deliver. Spins willingly to the 7000rpm redline, pulls like a locomotive everywhere. Smooth shifting six-speed auto. Fun to drive.Is it economical?Can be if you switch on the cruise control - down as low as 8.0-litres/100km on a trip. Claimed combined average is 10.3-litres/100km, a figure we wouldn't dispute.Is it `Green?'Engine passes stringent Euro 5 emissions regulations - due here in a few years. Interior is hypoallergenic so bad chemicals are minimised. We'd say it has five star green credentials.Is it safe?Best in the business, a roaring five star car.Is it comfortable?Firm suspension but not too firm, comfy seats, smooth, quite, plenty of luxury kit especially with R-Design spec'. Killer audio, leather upholstery, electric assistance, electric park brake, heated seats.What's it like to drive?Loved it especially on our favourite winding road - quick, confident, stable, precise. Impressive power from raunchy engine but expect to pay at the bowser when you turn up the wick. We engaged Sport mode all the time - because we could.Is it value for money?Against the competition, definitely. Not too much tax to pay - a bit of Luxury Car Tax, GST and Stamp Duty clicks the numbers up pretty quickly but you get a lot of car for the money.Would we buy one?Yes, impressed the heck out of everyone who drove or rode in it and the sexy coupe looks adds to the allure.

Renault has been circling the wagons since re-entering the market back in 2001, looking for a way in. It's had limited success with some models, but must be wondering what it needs to crack the Aussie market? The Koleos for example has been a big success overseas but has failed to fire here. We can't understand why because it's got everything going for it.VALUEPrices for Koleos start from $29,990 driveaway for the two-wheel drive petrol model. The 4x4 diesel is offered in the one Dynamique grade, which is middle of the range, priced from $40,990.WHAT YOU GETPretty much everything. Leather, dual climate and satellite navigation are standard with this model. Bluetooth, iPod connectivity, rear parking sensors, cruise with speed limiter, auto lights and wipers, 140W sound system are also standard.Exclusive to the Renault Koleos Dynamique is an innovative child-minder mirror which allows the driver to easily view the rear seat occupants.TECHNOLOGYYou get a choice of 2.5 petrol or 2.0-litre diesel four cylinder engines. The diesel kicks out 110kW of power and 320Nm of torque from a low 2000 revs, compared with the petrol engine's 126kW/226Nm. It's hooked up to a six-speed auto that allows the driver to change gears manually if desired.The benefits of diesel in the compact SUV segment are not quite as apparent. They cost significantly more (in this case $3000) and don't offer nearly as much savings at the pump, but diesel is still our preferred option.The big difference is the diesel's high torque output because it's the difference between relaxed and frenetic driving.  V8s for example produce plenty of torque and that's why driving a V8 is so effortless.With almost 100Nm more torque delivered at much lower revs, it means you don't have to push the diesel as hard to achieve the same result.DRIVINGThe diesel suffers from a bit of turbo lag but not enough to be annoying. Generally it's a very smooth and remarkably fuel efficient engine, with a biggish fuel tank that's going to take you a long way. The unfamiliar controls posed an intial problem and some  getting used to. For instance it took much longer than it should have to pair our mobile phone, basically because the procedure is completely different.FUEL ECONOMYCompared with the original Koleos, the diesel engine offers an 8.5 per cent reduction in fuel economy and emits 9.5 per cent less CO2. Claimed fuel economy is 7.6 litres/100km (equivalent petrol model is 9.5). We've been getting an impressive 6.6 litres/100km from the 65 litre tank.SAFETYRenault has been one of the front runners in making their vehicles as safe as possible and the Koleos benefits from a full array of passive and active safety systems, with a five-star Euro crash rating. Also comes with a full size alloy spare.

The Mercedes-Benz SL name is synonymous with sports cars and has been since the the middle of last century.Benz has cranked out a succession of delectable, low-slung, two-door, two-seaters bearing the famous nomenclature and now, there's a new one that takes SL to a new level.This time around it's built entirely from aluminium except for the two steel A pillars either side of the windscreen. It cuts SL's weight by 140kg compared to the previous model and boosts safety and reduces noise, vibration and harshness.Not only that, high-tech 3D design makes the new SL more rigid and therefore safer and more dynamically responsive than ever and aerodynamically it rates an impressive 0.27Cd. Benz says the new SL is the safest car in its class due in part to flow down technology from the S-Class range.The interior gets the full leather high tech benz treatment with one of the best sounding audio systems we've heard — even with the roof off. Internet access is provided in-car through the large info screen.It's powered by a range of so-called BlueDIRECT engines with Eco Stop/Start offering more power, more performance and lower fuel consumption and emissions. Our SL500 test car ran a 4.7-litre, direct injection, twin-turbo V8 good for 320kW/700Nm driving the rear wheels through a seven-speed automatic transmission complete with blip function on the downchange.There's clever technology too like the "frontbass" audio system that utilises apertures in the firewall to mount a pair of sub-woofer speakers for maximum effect. There's also "magic vision" control which adaptively helps clean the screen with banks of small water jets on each wiper. Hands free boot access makes an appearance as does the optional Magic Sky sunroof with variable tint.It has the requisite body looks that owes plenty to the smaller SLK and, like its smaller sibling, the SL is all about driving fun coupled with everyday useability. It is a car designed as much for local errands as it is for high speed, long distance applications.We had the opportunity last week to drive the new SL500 in Spain at the international launch and thoroughly enjoyed the open-top, wind in your hair experience — who wouldn't. Right away the new car's lighter weight is evident in the SL's behaviour. It doesn't feel big and cumbersome like the previous model.Still, at 1785kg it's no lightweight. Part of the sporty feel is attributable to the SL's direct steering and more to its new suspension, optionable to sophisticated Active Body Control but unnecessary we think. Quantifying the SL500's sporty prowess is a 0-100kmh sprint time of a mere 4.6 seconds.It has super sharp steering response and with the dynamics dialled up to Sport, the drive feel is "fully connected." Other aspects of the car's dynamics are impressive — the monstrous brakes, the wide, grippy tyres, the taut ride control, the rock solid chassis — all contributing to the car's sporty capabilities.It's safe too with a swag of active and passive systems to either help avoid a collision or mitigate injury. Attention Assist, Adaptive Brakes, Pre-Safe and Distronic Plus (radar cruise control) are all part of the package.

Anyone think the small car class is underdone for choice? No, I didn't think so. Three and five-door small cars are running rampant in the marketplace, sourced from all four points of the compass and with petrol, diesel and hybrid drivetrains.Renault has updated its Megane with a little diesel with a six-speed double-clutcher, available in Dynamique or Privilege spec - we're in the former.VALUEThe Dynamic is priced from $27,490 - a $1500 price impost over the petrol-powered equivalent, with a features list that's really not missing much. The cabin is trimmed with cloth predominantly, with a leather-wrapped reach'n'rake adjustable steering wheel and gear shifter, 16in alloy wheels (with a full-size steel spare wheel slung under the bum), dual zone climate control with rear vents, power windows, a 60/40 splitfold rear seat backrest,  a four-speaker sound system with auxiliary and USB input as well as Bluetooth phone and audio link, power-adjustable and folding exterior mirrors.The test car was also fitted with satellite navigation - a $1490 option.TECHNOLOGYThe turbodiesel now in the hatch is an 81kW/240Nm 1.5-litre SOHC 8-valve direct-injection intercooled turbodiesel engine with a particle filter, which is not anywhere near the diesel outputs from the class leaders - Ford, Mazda and Holden all have mid300s for torque and over 100kW of power.The Renault makes up ground with a six-speed dual-clutch automated manual gearbox, which claims 4.5 litre per 100km and 117g/km. The Megane also gets the flat credit-card -like key with smart locking features and keyless ignition.It's handy to be able to walk away and have the car lock itself, or unlock by touching the handle, although a couple of times it didn't always work as you'd think and you'd have to press the unlock button on the card - a first-world problem.DESIGNGone are the angular looks of the old car's front and the rump is far less pronounced - think Sharapova instead of Williams - it is a more attractive and cohesive look than that of the previous generations. The cabin has an open feel about it, with the driver getting a digital speedo that might not be to all tastes.The sound system controls - on the dash and the stalk behind the helm - would take some getting used to. The chrome trim highlights on the front doors look good but are hard on the driver's right leg, which rests against it. Rear head room is adequate but leg room isn't.SAFETYA five-star NCAP car (Renault was the first to gain that ranking many moons ago), the Megane has stability control, anti-lock brakes with emergency brake assist, as well as dual front, front-side and full-length curtain airbags. The safety features also include automatic headlights and windscreen wipers.DRIVINGThe little French hatch is behind the eight ball for outputs and but for the lighter kerb weight would be a genuine slug. Fuel economy numbers make up for it to some extent, but for now there are more lively diesel alternatives that can acheive similar numbers.The little diesel is a chuggy powerplant but the cabin is reasonably well-insulated from it - but it's still not the quietest. The chassis compromise between ride and handling is pleasant, one of the better balanced set-ups in the segment. Cabin space is not abundant, particularly for the legs of rear passengers, but bootspace is good - the full-size spare is slung outside the car, under the more-svelte rump.Seating is comfortable for the driver, who checks speed on a digital readout that some mightn't like but I got used to; the sound system controls (on the dash or stalk) are less easy to like. The instruments and centre display have been given an effective cowling to shield from light and that's not something that is always done well by European brands (Range Rover Evoque being a prime example).It did prove frugal despite the bulk of its time being spent on suburban roads - 7 litres per 100km were taken from the 60-litre tank, so 1000km on the open road is achievable. Complaints are few - it could do with rear parking sensors as standard as vision aft isn't perfect; the trim piece on the door pull handle is quite hard and fails as a comfortable knee rest for the driver.VERDICTThe Megane hatch joins a tidal wave of small hatches hitting the top-end of the Australian small-car segment and it's in for a tough fight. The pricetag is in the ballpark but the segment leaders are offering more powerful packages without a big jump in real-world fuel use. The less-polarising looks will help the Megane's cause but the diesel engine falls short of the competition.Renaut Megane Dynamic automatic dCiPrice: from $27,490Warranty: 5 years,  unlimited kmResale: 50% Source: Glass's GuideService Interval: 10,000km or 6-monthsEconomy: 4.5 l/100km, on test 7l/100km; 117g/km CO2Safety Equipment: six airbags, ABS, EBD, stability control.Crash rating: 5 starEngine: 81kW/240Nm 1.5-litre turbodiesel four-cylinderTransmission: six-speed auto, front-wheel driveBody: 5-door, 5 seats Dimensions: 4295mm (L); 1808mm (W); 1471mm (H); 2641mm (WB)Weight: 1366kgTyre size: 205/60 R16Spare tyre: full-size steel

The Bentley GT is an imposing machine with long and broad and muscled body, W12 up front for spirited touring and premium interior for comfort. Customers wanted more of the same, wanted the same character of the first GT from 2003 with a few tweaks. Customers wanted the two-door car to move forward in style and technology without diverting from the heritage drive.So the Bentley crew drew up a new body, a little wider and cleaner with sharper creases, stiffened the front end, revised some mechanicals and found a little more cabin room for the four-seater. The result remains one of the grandest of tourers, a car of style and substance with similar lines and performance to the first of these Continental GTs, Bentley's most successful car series to date. From 1919 to 2003 the British marque sold 16,000 cars. Worldwide the GT - in coupe, convertible and supersport styles - has sold 23,000 since 2003; around 250 of those in Australia. The new GT is 'an evolution of the revolution', carrying on that successful relaunch - the renaissance of the brand - that these first GTs brought to the Volkswagen-owned Bentley.VALUEAt $405,000 the Bentley Continental GT is out there in a paddock of some mighty exotic machinery. It carries individual style, luxurious interior and excellent engineering; as do all in this bracket. The GT does not carry some of those techno driver aids - lane assist for instance - of many in this class. Bentley boys and girls are 'goers not showers' we're told; they like to look after their own driving. Value here is in the seat of the pants, in the distinctive style and engineering. It is said Bentleys' resale values outstrip those for the likes of Mercedes-Benz and BMW at about 80 per cent for a five-year old GT.TECHNOLOGYThe twin turbocharged W12 engine now produces more power (423kW) and torque (700Nm), will run an E85 ethanol fuel mix and can push the GT to 318km/h. A 4 litre V8 option, arriving in late 2011, aims to reduce C02 emissions by 40 per cent.All-wheel drive is now split 40:60 where the previous car was 50:50 and the six-speed auto has been revised and strengthened. There's stability control and a console-mounted switch for four suspension settings.DESIGNIt took three and a half years to remake this bolder GT inside and out. Key to new lines was 'super forming', a panel-making process which allows those sharp creases Bentleys once had when bodies were hand-hammered, profiles lost with factory tooling. It also allowed designers to dispense with some lines, in particular shut-lines on front guards.For a more dynamic, wider style, there's an extra 40mm in width, an 'eyebrow' line over the front guards, higher waistline, plus more upright grille and boot lid. There's a crease running from over the front wheels (reminiscent of the 1954 R Type)  to sculpted haunches. Simpler design lines and "Bentliness" are carried inside, witness the oval brake pedal with big B imprinted. Moving the seat belt from the front seats to the body saved 46mm rear seat space and 25kg; more sculpted door trim allowed more stowage.  SAFETYThe Bentley is stacked with airbags, front for driver and passenger plus individual side bags for all passengers and a knee airbag for the driver. All-wheel drive and well-balanced chassis, great brakes, continuous damping control all make for first-class primary safety. DRIVINGThe waft of the W12 exhaust behind, a clear alpine road ahead and the GT is in its element. Driver and passengers cosseted in a lake of leather-clad luxury.Left to its own devices and D for drive, the coupe moves off at more than reasonable pace, aided and abetted by 700Nm arriving at a low 1700rpm. Visibility front, side and rear is good, the car is always quiet and confident though some tyre noise may intrude on coarse chip surfaces.But shift into S mode, start using those steering wheel paddles behind the steering wheel for changes into and out of turns, and the Bentley delivers more. Sharper responses and a smooth, moon-shot linear rush to the next turn. Best of the experience are those smart downshifts, electronics allowing engine blips and sublime responses.Big and ventilated disc brakes provide great feel and stopping power, speed-sensitive steering is docile around town and sharper as speed rises while suspension would appear best left one or two spots north of the comfort setting.But while this 2011 GT may be 65kg lighter than its predecessor there's still 2320kg and almost 5mx2m of machine to shift from corner to corner on tight mountain roads. Important here to provide a little throttle to help the front end combat understeer. It is, at the end of the day, grand tourer in the best traditions of the genre.VERDICT An every day supercarBentley Continental GTPrice: $405,000Resale: 82 per cent over five yearsSafety: Seven airbagsEngine: 6 litre, twin turbo W12: 423kW @ 6000rpm/ 700Nm @ 1700rpmTransmission: six-speed automaticThirst: 16.5l/100km; CO 384g/kmBody: Two-door coupeDimensions: 4806mm (l) 1944mm (w) 1404mm (h) 2764mm (wb)Weight: 2310kg