Luxury Reviews

BMW Australia managing director Phil Horton regards the 1 Series M Coupe (let's just call it the M1, shall we?) as an "instant classic." "This is a return to what BMW has always done best: building the perfectly balanced sports coupe". With the last of the current M3s bellowing into the sunset - there will be no more of the naturally aspirated breed - the M division looked at the 135i coupe and decided there was scope for extra muscle.VALUEAt $99,900, a $25,000 price hike, the M1 gets an extra 25kW and 100Nm from the twin-turbo six-cylinder powerplant. The torque is delivered via a 700rpm wider rev range. There's also a stack of drivetrain and suspension tweaks.The M1's kit includes a 10-speaker sound system (up from six), 19-inch alloy wheels from the M3 Competition pack (up from the 135i Sport's 18-inchers), iPod input (the 135i has a USB), insulated windows and active bi-xenon headlights .There's also (crucially) the locking rear diff, beefier brakes (drilled and grooved) with the energy recovery system. Only three hues are available - black metallic, white non-metallic and the signature Valencia orange. Options are few for a BMW. There are keyless entry and start, high-beam auto-dipping, front seat heating and a six-CD changer in the boot.TECHNOLOGYThe inline six's twin turbos are small units that spin up quickly to minimise lag. The M1 also recovers its braking energy to reduce load on the power generation side of the engine and keep the battery charged up.The six-speed transmission has been designed not only to keep weight down (it weighs 43kg) but also to cope with that tidal wave of torque. Another thing that gives the lie to BMW's refusal to officially call this the "M1" is that is the M cars' variable rear differential is standard.This is an item for which the 135i Sport always cried out. Proper M cars get it and it's great for putting down maximum drive as you shoot out of a corner. The little coupe also gets the one-button party piece - M Dynamic Mode - which puts the electronic nannies to sleep, giving you more scope for amusement while retaining some electronic back-up if exuberance writes cheques that ability can't cash.DESIGNBMW says the M1 is the shortest and the flattest M car yet; its wide, muscular stance is emphasised by flared guards, quad exhausts and enlarged air intakes. For the first time in series production, the M1 gets a clever design for the side air intakes called "air curtains," which improve air flow around the wheel arches.With its long snout, stumpy rump, squat stance and flared guards, the M1's not pretty in the conventional sense, but it certainly has presence. The four-seater cabin gets leather and alcantara trim and its power-adjustable sports seats have contrasting stitching.SAFETYHow about multi-mode stability control, anti-lock brakes with cornering assist, disc-dry, fade-control and emergency braking systems and that M diff lock? There are TC airbags and active bi-xenon headlights. Spare tyre? Sorry run flats have to suffice. DRIVINGThe appearance is anything but false advertising. Its flared wheel arches, impossibly wide wheel tracks front and rear and quad exhaust pipes scream pocket rocket. The $25,000 premium over the 135i is a solid hike but all the M extras give it a road stance and a planted nature that inspires confidence behind the wheel.Dark and demure, the snug cabin is straightforward by comparison to some M-cars. The switchgear is far less confusing than the outgoing M5, for example. The satnav screen is broad and clear, as are the speedometer and tachometer. The pedals are close-set and a little to the right of where they would ideally be.Even the M button onthe steering wheel is less complex, with BMW limiting the variable functions. The sports seats are comfortable, with excellent lateral support (particularly in the backrest) and the rim of the big M steering wheel has a rim thickness that is nearly too much, even for my large mitts thick. In some ways, it is a more relaxed beast through traffic, even with no automated gearbox, something  BMW doesn't see as a handicap to sales. As 200 will find homes here, there's no reason to doubt it. Gearchanges can be as numerous or rare as you desire. The tsunami of torque  from the twin-turbo six gives its drivetrain such a relaxed demeanour. Road speed is never in doubt, given the outputs and the lithe kerb weight - a millisecond of lag is followed by unearthly acceleration and a muted but attractive (for a turbo) soundtrack. The gearshift is a clean, short and direct selection process, but no matter which ratio, the surge is strong. The largely aluminium suspension, donated by the M3, takes some sharpness from road ruts and bumps, but seriously ruffled roads will cause some consternation. The M1 suffers a little on the wrong road and could cause all manner of trouble for the driver on the right road. A stint on a racetrack is just the thing to make sense of the car - this is where it all falls into place.Its chunky low-profile rubber is in its element, turning in deftly and fighting manfully to maintain the desired line. Up to a very swift point, there's composure, excellent body control and plenty of information through the steering to keep the driver informed. Channel the extremes of outputs through the rear end and the stability control (even in snooze mode) has some complaints about the engine's desire to destroy the rear tyres. BMW chief driving instructor Geoff Brabham demonstrated what happens when the electronics are sacked and the rear tyres (and the tricky rear diff) fend for themselves. The coupe will wiggle its bum wantonly but the never-flustered Brabham had no trouble reining in the rear.VERDICT This is the car that BMW wants to bring the young and young-at-heart into the M fold, sneaking in under $100,000 and promising purist, traditional thrills - front engine, rear drive, manual gearbox, attitude and the muscles to back it up - and you can still stick rugrats in the back and  gear in the boot.A firecracker you'd drive every day if you could.BMW 1 SERIES M COUPEPrice: $99,900 plus on-road costsEngine: 3.0-litre turbocharged six-cylinder petrolOutputs: 250kW at 5900rpm and 450Nm at 1500rpmTransmission: Six-speed manual, rear-wheel drive

When children grow too big for the sandpit, they move up to the swings; when a car outgrows ordinary roads, it goes to the track. Not just any track, but the Nurburgring.This is a playground in the satanic sense, a 21km "green hell'' according to former racer Jackie Stewart, that winds through the Eifel mountains in Germany. Just about any carmaker with a performance model goes there to wring the vehicle's neck. Then, when it goes on sale, they can say that it has been tuned at the most demanding place on earth. It's virtually a back yard for German makers and it comes up quickly when you start learning about BMW's new M5. For the fifth version of its performance luxury sedan, that's where it went.It needed to bed down stiffer double-wishbone suspension at the front and a rear axle mounted more rigidly, apparently.Then there's a trick rear differential that uses an electric motor and sensor input from the electronic stability system. But you get the feeling any excuse would have done. A production car that can rip around the Nurburgring in less than nine minutes is doing exceptionally well. BMW claims its M5 can do a sub-eight minute lap, without saying exactly how sub.That puts it among supercars, thinly disguised track specials, the most insane Porsches and the best Japan can offer, such as Nissan's GT-R. For a car weighing near-as-makes-no-difference two tonnes, that's a moon-shot. Thanks to the 'Ring, the M5 inhabits a realm between real world driving and Apollo 11. You won't get any idea of what it can do going from A to B on speed-limited roads. You need a road that only goes from A to A, and puts limits only on your daring. The closest we have to a green hell is the aquamarine purgatory of Phillip Island. You can see the ocean from much of this world-class track. But don't look. You're flirting with the devil and the deep blue sea.BMW's chassis engineers must have realised they had a job on their hands after they saw what the engine department had done. This car ditches the naturally aspirated 5.0-litre V10 from the previous model in favour of a smaller 4.4-litre V8, but adds turbocharging.It's the way everyone is going for just about every type of car because it reduces fuel consumption... by 30 per cent in this case. That isn't what you'll remember about the M5. You'll remember a little yellow light in the dash telling you the traction control is working overtime.Demand acceleration and it has no choice but to blink a reprimand. Turbocharging changes the nature of this car completely. The previous V10, motivated by BMW's less-than-stellar spell in Formula 1, revved stratospherically to 8250rpm - and needed to soar to deliver.This car has more power, up 39kW to a supercar-like 412kW, and it arrives sooner, at 6000rpm. But the big difference is in its torque, brought on by the twin-scroll turbo nestled in the engine V.This rises by 160Nm to 680Nm. Where 6100rpm was needed to access maximum torque previously, it now arrives at just 1500rpm. From virtually no revs, this engine wants to twist the rear axle.The result is ludicrously easy wheelspin, constantly reined in by the electronics. If you get traction, 100km/h arrives in 4.4 seconds. You can power through the overtaking zone from 100km/h to 200km/h in just 8.6 seconds. In a car this size and weight, that's extraordinary. Overseas, where the speed limiter can be removed, it will keep going to a Bentley-like 305km/h. Turbo-lag, that delay between right foot and forward motion, has been banished here. The engine also sounds glorious - unlike most turbos - even if the rev ceiling drops to a (relatively) modest 7200rpm and unless you're belting around a track, it's pretty quiet inside. The double-clutch transmission flicks through gears willingly, without the jarring of the previous automated manual system, and the enormous brakes (thankfully) hold up well. Except under the most extreme deceleration, the M5 is amazingly stable and predictable.A turbocharged 4.4-litre V8 was offered in a non-M version of the previous 5 Series, but this is the first time BMW's tuners have employed air pumps and in this respect, they follow a path already taken by Audi and Mercedes. The handling precision, though, is all BMW. For purists, it retains hydraulic steering rather than switching to electric, which is good. When it comes to the suspension tuning BMW has applied all the dynamic software it can find.As before, you can set the car up for different degrees of aggression but it's easier now and the dampers can be on max while the steering is on comfort if you want.For Phillip Island, I dial the throttle back from sport plus to sport, because that makes it less of a grenade, but leave the transmission and dampers on the shortest fuse. Of course the light still blinks.So I'm not game to entirely disengage the electronic stability control, which is on BMW's fence-sitting middle setting. A bit of wayward throttle on corner one and I'd be ocean-bound. You're aware of its weight and thanks to the head-up display, which projects information on to the windscreen, you're also aware of your speed when normally you wouldn't be game to glance down. Without that evidence, the two figures would not compute. But they do because the Phillip Island track feels ludicrously easy in this car. The front tyres have brilliant grip so you can have confidence they will stick where you point them. Ease off the throttle and the car instantly tightens its line.The M5 was nurtured in green hell but I'm in blue heaven.

Toyota LandCruiser 200 with the V8 petrol engine has a reputation as being a gas guzzler, something we criticised in a big way the last time we road tested one. Now Toyota has introduced what it says is, “a more powerful and more efficient V8 petrol engine.”ENGINE AND TRANSMISSIONLandCruiser's new 4.6-litre V8, down marginally from 4.7 litres in the outgoing unit, has had its power increased by 12.9 per cent to 228 kW at 5500rpm and torque by 7.1 per cent to 439Nm at 3500rpm. Naturally, there’s an emphasis on improved torque in the lower regions of the rev range, but the engineers have also worked on making the 4.6 engine operate well at higher revs.Fuel consumption on the official scale has been cut by 6.2 per cent to 13.6 litres per 100km while CO2 emissions are down by 8.2 per cent to 313 grams per kilometre. The LandCruiser petrol now has a six-speed automatic transmission instead of the five-speed in the previous petrol engine. Taller gearing in top is part of the economy package and should make for more relaxed open-road cruising. The new automatic is the same one we have admired in turbo-diesel models for some time now.OFF-ROADMore LandCruiser 200s go off-road than anything else in its class, so off-road technology in the upgraded model sees the introduction of multi-terrain anti-skid braking system that detects and automatically adapts to off-road conditions. The existing vehicle stability control and active traction control are assisted by this new ABS system.Toyota LandCruiser VX and Sahara now have Multi-Terrain Select that regulates wheel-spin in tough off-road conditions with five driver-selectable modes: Rock, Rock and dirt, Mogul, Loose rock, Mud and sand.The GX’s off-road cruise-control system, ‘Crawl’, has been improved from three low-speed settings under 25 km/h to five settings. It automatically controls the engine output and brake pressure to maintain a uniform vehicle speed with minimal wheel spin or lock-up. The system now includes an Off-road Turn Assist function that makes it easier to negotiate sharp bends by automatically applying the inside rear brake.EQUIPMENTThe top-of-the-range Sahara has Multi-Terrain Monitor with four wide-angle cameras for checking terrain hazards that are normally hidden from the driver's view. A facelift is part of the package, with new front grille and lights, revised bumpers. Audio systems have been upgraded.All LandCruiser 200 models now have 138-litre fuel-tank capacity with 93-litre main and 45-litre sub tanks. LandCruiser GX, sold with a 4.5-litre V8 twin-turbo diesel engine, now has centre wheel caps for the 17-inch steel wheels, a new design of black grille and revised rear lights with LEDs. LandCruiser GXL now has satellite navigation with a new 6.1-inch touch-screen audio system that includes a single CD and USB input. New styling sees the GXL with a black grille with chrome surround, restyled halogen headlamps, and clearances lamp positioned between the low and high-beam lamps.DRIVINGLandCruiser 200 from Toyota is mainly aimed at country and outer suburban buyers and is an excellent tow vehicle. Getting in and out is awkward at times, a drawback of this being a genuine off-road vehicle. It’s a fair climb up to the seats and they are set a good distance inboard.The interior is spacious and the LandCruiser 200 can seat up to eight people. Six can be adults, though four plus four children is more realistic. The second-row seats can slide backwards and forwards to juggle the amount of legroom. When they are all the way back the legroom they provide is limo-like. Naturally, the third row seats are very cramped when you slide the centre row all the way back.In-cabin stowage space is very good, with a cavernous centre-console box, large door pockets that can take large drinks bottles and numerous little nooks and crannies for sunnies, mobiles, wallets and so on. The two rearmost seats fold up against the side of the luggage area when not in use and there's still plenty of luggage space between them when they are stowed. Even with the seats in use you can fit a fairly hefty suitcase behind them.Some drivers may find it too soft in the handling department, and the steering on the slow side, but this Cruiser is very much a cruiser and sharp dynamics were never part of the dynamic agenda. Cruising is exceptionally easy as suppression of NVH (Noise, Vibration and Harshness) is most impressive and the big Toyota has the sort of luxurious feel you expect in an upmarket passenger car.The complete 2012 Toyota LandCruiser range is:GX 4.5-litre twin-turbo diesel: $77,990GXL 4.6-litre petrol: $83,990GXL 4.5-litre twin-turbo diesel: $88,990VX 4.6-litre petrol: $94,990VX 4.5-litre twin-turbo diesel: $99,990Sahara 4.6-litre petrol: $113,990Sahara 4.5-litre twin-turbo diesel: $118,990TOYOTA LANDCRUISERPrice: from $77,990Warranty: three years/100,000kmService: 10,000km/6mthsThirst: 13.6/100km, CO2 313g/kmCrash rating: 4 starsEquipment: 8 airbags, ESP, ABS, EBD, stability and traction controlsEngine: 4.6-litre, V8 petrol, 228 kW/439NmTransmission: 6-speed auto, 4WD constantBody: 4-door wagon, 8 seats 

The benefits of tighter emissions regulations are obvious enough: less time wasted at the coffee-and-muffin shops that pass for service stations and more time on the road.Cheaper running costs and few compromises, if any, on performance. If you feel the need, you can even convince yourself you're saving the planet.The downsides are less tangible. You don't become an immediate social outcast if you only pack four-cylinders, but you don't get the warm inner glow that a six or eight gives.It helps if a turbocharger is fitted, because that suggests you're still a petrol-head at heart. But light-switch acceleration isn't the goal of turbos any more. Without an air pump, even modern engines must sacrifice economy or driveability; it's virtually impossible to deliver both.Of course, carmakers employ marketing departments that are attuned to the social implications of all this. So while engines get smaller and shed cylinders, model designations stay the same. Mercedes’ AMG-tuned cars badged “63'' used to be naturally aspirated V8s of 6.2-litres capacity rather than 6.3. Depending on the model, outputs were different, and as carmakers go, that's a relatively innocent sleight of hand.Now it's a full-on illusion. Some AMGs keep that engine, some move to a new 5.5-litre V8 with two turbos. But the badge stays. So you can't tell.So I was left wondering what was under the bonnet of the SL500. When the fifth generation was launched 11 years ago, it stood for 5.0-litre V8, naturally fed. Now?This V8 is never very loud, though, and of course the badge gives no clue to the fact that it's now 4.7-litres displacement, not 5.0, with twin turbochargers. All the fuel-saving tricks available have been fitted and the result is impressive average consumption of 9.1 litres per 100km. Helping achieve that figure is an extremely low drag coefficient of just 0.27 and electronic steering.The SLS sits above the SL in Mercedes-Benz sportscar hierarchy and the six-cylinder SL350 will start around half the price. Even the SL500 driven at launch will be about $130,000 cheaper than an SLS.It's easier to start with the letters. “SL'' stands for "super-light'' and this car traces its lineage back to the original 300SL Gullwing from 1954, which was based on a race-car. As the SL evolved, Mercedes forgot what the “L'' stood for and by the time it replaced its fabric roof with a folding hard-top in 2001, the SL500 weighed a whopping 1845kg.No one would describe the new one as lithe, but it has switched to aluminium construction with a soupcon of magnesium and only used steel for the bits that really need it, such as the windscreen pillars. The result is a car 60kg lighter than the 2001 model despite being longer and wider.The SL500  aims to be a luxury convertible with a turn of speed and a degree of style. On those goals, I'd score it two out of three. Its downfall is its design which, like most recent Mercedes, falls well short of its best work. Traditional roadster proportions are retained, with a long bonnet and cabin set well back.There are modern echoes of the original, such as side air vents. But next to earlier SL models, thoughtfully lined up by Mercedes for comparison, the new one lacks grace. It looks best on the move but even then the nose can seem bulbous and headlights too large.On the other counts, it's a significant step forward. It's not easy to make a folding roof convertible seem solid. Mercedes has achieved a more rigid body than before and it's noticeably tighter, with few creaks or groans. It's the first hard-top convertible I've driven that doesn't feel as though you've loaded the boot with flat-pack furniture.The seats are good (with a fast power-forward button for access to storage behind) and the interior feels top-notch premium, with one blemish: black metal arms that support the roof are visible when it would be better if they were not. Round air vents and a miniature gearshifter come from the SLS and at last there's an electronic park brake.This will be one of the first Mercedes with full iPhone integration and it also fits the industry's favourite new trick: a boot that opens or closes with a wave of your foot under the rear bumper.The roof takes 20 seconds to open or close, which is about par for a folding hard-top but slower than most fabrics. This is relevant only because the car has to be virtually stationary for the roof to operate, a disadvantage fabric roofs can avoid.Harsh Aussie roads will prove a tougher test than the tarmac of southern Spain, which has been smooth-paved with Euro-dollars. Even so, the SL's ride and refinement levels stood out. Roof down, a wind deflector keeps the cabin bluster free and conversations are possible at speed. Roof up, you could be in a conventional coupe it's so quiet.One strange result of this is that you hear more of the engine with the roof up than with it down. Usually it's the other way around. The SL500 is effortlessly quick, reaching 100km/h in 4.6 seconds. It never feels remotely like a supercar, thanks to an absence of aural drama and (still substantial) mass.But of course it's not meant to. The suspension copes well but gives priority to comfort over the ability to make rapid directional changes. With light steering and touring priorities, this is a swift cruiser that even in sport mode isn't primed for the starter's gun.

The script for the Audi A7 reads suspiciously like that for the A5. Maybe that's because in essence the A7 Sportback is the same car, only on a slightly larger scale.DESIGNThe A7 Sportback is a looker, but lacks the perfect dimensions of the smaller A5. With four doors, four seats and a lift back that hides a deep but shallow luggage area, the Sportback looks more like a coupe than a sedan and that is the idea.Bridging the A6 and A8 models, the A7 is almost five metres in length but sits long and low and doesn't have a big car feel.With two seats in the rear, instead of a bench, there's plenty of legroom in the back, but the sloping roof reduces the amount of headroom, despite scooped out sections of roof. Hit a big bump and it could be painful.PRICEAt a starting price of $142,750 the A7 is $52,000 more than the equivalent A5 Sportback - or about the cost of an A4 sedan.It's very well equipped, and a 600 watt, 14-speaker Bose sound system is standard but if you take your audio seriously there is a 1200 watt Bang and Olufsen job that adds $12,350.Then of course there's the S-Line package that starts at $7900 and includes 20 inch wheels.ENGINE AND MECHANICALTwo engines are available initially, a supercharged 3.0-litre petrol V6 and a 3.0-litre turbo diesel V6 - both of which can be found in other models. Both engines offer thermal management, stop-start technology and energy recovery. At this stage there's no V8, no coupe and no sign of an S or RS7 version - but if Audi remains true to form they will follow.The supercharged V6 pumps out 220kW of power and 440Nm from 2900 revs, does the dash from 0-100km/h in 5.6 seconds and uses 8.2 litres of fuel per 100km. The turbodiesel delivers 180kW of power, 500Nm of torque from 1400 revs, does the dash in 6.5 seconds and uses just 6.0 litres/100km. With the diesel $5000 less, I know which one I'd be opting for.Audi's twin-clutch, seven-speed S-tronic transmission is standard along with all-wheel drive. This all-wheel drive system features a crown-gear centre differential and advanced torque vectoring. Drive select is standard and allows the driver to dial in three different styles of driving, or leave the system to work it out automatically. A7 Sportback sits on the same platform as the new A6 but thanks to extensive use of aluminium, is only about 50kg heavier than the A5.DRIVINGWith a big road hugging footprint, the A7 exhibits plenty of grip and stability. When pushing hard, however, you are reminded of the car's bulk as it attempts to run wide in corners. Riding on 18 inch alloys (19s in the case of the supercharged model), the A7 Sportback accelerates briskly, cruises easily and has plenty of poke for overtaking.A pop up rear spoiler deploys automatically at a speeds above 130km/h to increase the downforce on the rear wheels. But with our national limit, it is unlikely to be seen very often, except for the provision of a manual deploy button.AUDI A7Price: From $142,750 (3.0 TDI) to $147,800 (3.0 TFSI) plus on-road costsEngine: 3.0-litre turbocharged V6 diesel; 3.0-litre supercharged V6 petrolPower/torque: 220kw/440Nm (supercharged V6 petrol), 180kw/500Nm (turbo diesel v6)Transmission: Seven-speed double-clutch automatic, all-wheel drive

If you could get to 60 years of marriage, it would be a diamond anniversary - and you'd deserve a medal.If life begins at 40 then maybe by 60 you're looking to slow down a bit, maybe stepping out of the 599 or 458 and into something a bit more practical. Stopping to indulge in the odd roadside petal instead of using wind vortexes to rip them off as you scream by.The brand is celebrating six decades of Australian residency and the product arriving with the black horse on the nose is far more user friendly - six decades of progress, that's what the California is.It's not the fastest, flashest or filthiest Ferrari of recent times, but it is the most user-friendly. This is not the typical Ferrari tome - far from it, as this is time behind the wheel in wind and rain, through traffic and stopped in it.Granted, it has a V8 (front mid-mounted behind the line of the  front wheels) and it sings when prompted. Yes, it has a paddleshift gearbox (the first Ferrari to have one) so the shifts are smooth and sharp.It's a droptop GT with - for the first time for Ferrari - a folding metal roof. Not that the weather let up enough for us to time it for a 14 second drop, but the company says it takes that long.But we're not headed for winding, sweeping ribbons of tarmac away from the prying eyes of NIMBYs with the Police Attendance line on thir speed-dial. Part of the problem is it is persisting down with rain - record-breaking rains make Sydney roads something of a battleground.Somewhat perversely, an interesting scenario has been produced - we know it goes, stops and handles, looks decent to most eyes and has done ample to fatten up Ferrari's sales columns, but how does it go where most of us dwell?Idling gently from the garage beneath the Ferrari showroom in inner-Sydney, the broken roads of the NSW capital are felt but only distantly as the 2+2 (although the rear seats are mainly for show) is punted through the inner-city rabbit warren.Recent amusements in 458 models suggest a similar route in the two-seater would be more disturbed and more concerning when it came to preserving the snout's splitter, but the folding hard-topped California has few of those issues.It has real indicators stalks too, which are a bonus when trying to change routes as the satnav (which has roles to play in Chrysler group product as well) but slotting it into traffic is not difficult if a gap arises, thanks to the V8.What would be cause for concern is the width, as Sydney traffic lanes feel skinnier in a normal car, let along something 1902mm wide.Scope for a sandwich between a bus and a Kenworth is considerable - had this been ye olde Ferrari I may well have been so busy trying to drive it sensibly that such a travesty might have been a lot closer.But precious little in the way of tantrums, tramlining or trivial issues maligned the metropolitan drive. The USB cable would charge my iPhone but failed to have the music player recognised on the car's infotainment system - but that could have been more about not allowing AC/DC on the sound system.Rear vision isn't great with the high rump and narrow window, neither is the twin-clutch automated manual at parking speeds on a slope. Get it a little way out of town and while it's not as nimble as the new Spider, the California is no slouch.Even in the wet it can hustle along, within reason, but it never feels like it's going to bite if you (or your ego) overdo it. But the idea of a Ferrari that you could drive every day and not require weekly shrink and physio appointments?Some will say the cache may diminish if you drive one every day, I just think the commute is more likely to end with a smile, regardless of which way you were headed.Assuming, of course, you have half a million to blow on a car.BREAKOUT(S)The last California was on the brand's pricelist in the mid 1960s, although a couple went for far more than most - the California nameplate recently hit the headlines again as a car once owned by James Coburn sold at auction for a then-record price.The original California models were part of the iconic Ferrari 250 range built between 1953 to 1964.The 1957 250 GT California Spider was designed for export to the US and less than 50 made the trip - one sold for US$4.9 million at a recent auction.The Coburn car was a 1961 250 GT Spider California SWB (one of 55 built) - and sold at auction for US$11 million - almost twice its expected price - to British broadcaster Chris Evans after a 20 minute bidding war.The model was also driven by Lucy Liu and Cameron Diaz in Charlie's Angels, and a replica was wrecked in Ferris Bueller's Day Off.The modern-day California has been on the Ferrari sales books since 2009 and will be updated with the HS option pack the company unveiled at the recent Geneva motor show.The HS will be 30kg lighter, 22kW and sit on more aggressive suspension and be available for order by the middle of this year for an arrival in early 2013.FERRARI CALIFORNIAPrice: $459,650Warranty: 3 years, unlimited kmService Interval: 20,000km or 12-monthsEconomy: 13.1l/100km, tank 78 litres; 306g/km CO2Safety Equipment: four airbags, ABS, EBD, stability and traction control.Crash rating: n/a starEngine:  338kw/485Nm 4.3-litre V8Transmission: seven-speed auto, rear-wheel driveBody: 2-door folding hard-topped convertible, 4 seatsDimensions: length 4563mm, width 1902mm, height 1308mm, wheelbase 2670mmWeight: 1735kgTyre size: 245/40 R19

Only a few months after the release of the standard models in the SLK sports roadster range, Mercedes-Benz has launched the hot SLK 55 AMG variant.There are several reasons for the fast turnaround to get the ultra-quick SLK 55 Down Under. Firstly, ours is one of the biggest markets for the AMG models in the world as wealthy car enthusiasts just love them. Secondly, the Australian car market is powering along at a time when European sales are sagging.Finally, these days AMG is working more closely than ever with its parent company, Mercedes-Benz, so is able to incorporate necessary body and suspension mods into the car at the drawing board stage.PRICEWe used the words ‘wealthy car enthusiasts’ to describe Aussies buying AMG models. This isn’t necessarily so when it comes to the latest Mercedes-Benz SLK 55 AMG. The strength of the Australian dollar, combined with hard edged negotiations with the German head office means the price of the SLK 55 has been trimmed by a significant $27,000 compared to the outgoing model. So just $155,000 plus on roads will put the new Merc onto your driveway.OK, families struggling with a mortgage won’t be in the market for an SLK 55, but anyone on a reasonable salary who is prepared to do without a few other of life’s little luxuries can get into the driving seat.ENGINE AND MECHANICALAMG has worked hard for several years to produce an all-new 5.5-litre V8 engine. This unit is becoming increasingly familiar in the Mercedes-Benz and AMG ranges, but as installed in the SLK it differs from the other high-performance units in being naturally aspirated instead of turbocharged. It still manages to produce up to 310 kW of power and 540 Nm of torque.Though economy is obviously not a primary concern in a high-performance engine like this, Mercedes-Benz and AMG have put a considerable amount of effort into reducing fuel use and emissions, resulting in an engine that has higher power but achieves this by using as much as 30 per cent less fuel. Under light conditions the V8 engine actually becomes a V4 as it deactivates half of its cylinders.The engine sends all this grunt to the rear wheels (of course!) by way of a seven-speed automatic transmission that has several modes: C (for Controlled efficiency), Sport and Sport+. In the interests of smoothness at commuting speeds the transmission uses a conventional torque convertor, rather than the manual-type clutch as on the ultra-hot AMG models.DRIVINGWe have been able to spend several hours at the wheel of a couple of the new Mercedes-Benz SLK 55 AMGs and like what we feel. As the new engine isn’t turbocharged its response is all-but instantaneous. There’s a great push in the back as the car leaps from rest to 100 km/h in just 4.6 seconds. This sort of acceleration also makes for very safe overtaking.The quality of sound from the big V8 is excellent, but we could have done with a bit more quantity - that is louder…  Even with the top down we kept wishing for more aural input as the engine went up and down through the rev range. In particular, the sounds of the blips on fast downchanges and the burble on overrun would have been greatly appreciated.The automatic can be controlled through steering wheel paddles and has very fast changes. Once the first manual shift is made the auto remains in the gear selected rather than reverting to Drive as happens in less sporting models. We like it like that.Handling is pin sharp, with virtually instantaneous turn in and response. The SLK 55 AMG is the lightest of the Mercedes high-performance range and feels neat and nimble for a car with a mass on the wrong side of 1600 kg.Comfort is generally good, though the ride is a little pitchy at times. This is probably to be expected in a full-house sportscar with a relatively short wheelbase. We got the suspension down to the bump stops a couple of times and the SLK 55 really crashed down on them.Aside from the sporting side of the new AMG; it has plenty of creature comforts in the way of a true grand tourer. Leather trim is standard as is the full suite of communication aids including Bluetooth streaming and up to 10 Gb of storage space. The interior is quiet with the roof raised, indeed it’s almost as though you are riding in a closed coupe. That’s impressive.MERCEDES-BENZ SLK55 AMGPrice: From $155,000Engine: 5.5litre, V8Outputs: 310kw/540NmTransmission: 7-speed automatic

The latest cars to take the Mini moniker, the Coupe and Roadster, are the first purely two-seaters from the iconic British brand.Aimed to attract those who desire a two-seat sporting life, they come in Mini Cooper S and Mini John Cooper Works guise.Mini Cooper S is powered by a 1.6-litre four-cylinder motor with twin-scroll turbocharger putting out 135 kW of power at 5500 rpm and 240 m of torque between 1600 and 5000 rpm. An overboost function lifts torque to 260 Nm for a few seconds if you really need everything in acceleration.The John Cooper Works variants pump out a rip-roaring 155 kW at 6000 rpm and 260 Nm between 1850 and 5600 rpm. Overboost adds a further 20 Nm between 2000 and 5100 rpm for extreme-performance applications. The Mini John Cooper Works version only has a six-speed manual. It uses a clever self-adjusting clutch to ensure the correct pedal feel is maintained over the car’s full service life.The Mini Cooper S Coupe claims zero-to-100 km/h acceleration in 6.9 seconds in manual form (7.1 sec, auto), with combined urban/highway petrol consumption of 6.3 (6.7) litres per 100 kilometres. The equivalent manual Roadster comes up with 0-100 km/h in 7 seconds (7.2 sec, auto), while using 6.4 litres of fuel per 100 kilometres (6.8, auto) when measured to official standards The John Cooper Works does the zero-to-100 km/h sprint in 6.4 seconds for the Coupe and 6.5 in Roadster format.The dimensions of the Coupe – the two-seater measures 3734 mm (John Cooper Works Coupe 3758 mm) in length, 1683 mm in width and 1384 mm (John Cooper Works Coupe 1385 mm) in height (Roadster 1390 mm and JCW 1391 mm) with a wheelbase of 2467 mm.On sale now, prices range from $45,500 for the Mini Cooper S Roadster and $55,100 for the range-topping John Cooper Works variant, representing a premium of just $2510 and $2500 over the respective Coupes. On top of standard equipment featured on the Cooper S, JCW variants gain 17-inch Cross Spoke Challenge wheels, the John Cooper Works aerodynamic kit, sports suspension, sports stripes and a Harmon Kardon audio.Efficient aerodynamics see an active rear spoiler integrated for the first time into a Mini boot lid. It pops up automatically when the Coupe hits 80 km/h. At top speed the maker says the wing weighs in with 40 kg of extra downforce. Two rear seats are replaced in both the Mini Coupe and Roadster by a generous luggage shelf that incorporates a larger-than-normal through-shute from the 280-litre Coupe boot (240 litres, Roadster) which can take bulky long objects.The high-opening boot lid allows bulky items such as sporting gear and weekend-away luggage for two to be loaded easily. The quirky knobs, switches and instruments are straight out of the Mini bin, the centrally situated speedo dial dominating the dashboard with its side-plate size. The speed is duplicated by a digital readout viewed between the upper spokes of the steering wheel, so there is no need for the driver’s eyes to stray too far from the road ahead.Occupants are actively protected by anti-skid braking with electronic brake force distribution and dynamic stability control, while driver and passenger front airbags and side head and thorax airbags come into play in the event of a crash. Roadster travellers are also protected in the case of a vehicle flipping by polished stainless steel roll bars, which are padded at the front and incorporate a slot for the wind deflector.The wide stance, together with a stiff (some would say too stiff) sports suspension have the compact cars roller skating ‘round corners, the beautiful balance enhanced by positive steering with excellent feedback. There is some flexing in the Roadster on uneven surfaces and a plastic cargo cover in the back of the Coupe rattled annoyingly during our introductory test drives.All was forgiven when the engine, especially in the JCW cars, piped up with a Rod Stewart-style rasp under heavy acceleration. A visually striking feature of the Coupe is the sharply raked windscreen (13 degrees more than the Mini Hatch), the arc of which flows rearward forming a low roofline which terminates in an integrated rear spoiler.The Roadster’s cloth roof is light enough to be lowered using one hand by means of a handle above the windscreen. With the Roadster roof stowed between the cabin and boot there is no reduction in cargo space to that with the roof up. A standard wind deflector behind the occupants helps maintain a relatively quiet and relaxed atmosphere in the cabin. Ambient light only adds to the feel-good surroundings of the Roadster and its twin.The Mini Coupe cabin roof lining, in a felt material, in contrast to the rest of the surroundings, looks on the cheap side but incorporates oval recesses to increase headroom for the driver and passenger.The Mini Coupe and Roadster range is:Mini Cooper S CoupeMini Cooper S RoadsterMini John Cooper Works CoupeMini John Cooper Works Roadster

Range Rovers have been the reigning all-terrain wagons since they appeared in the 1970s - equally at home on a regal hotel forecourt as in the British bogs of their Solihull birthplace.Market trends have forced the iconic box to update -- and the Evoque is the result.And given Victoria "Posh Spice" Beckham was a design consultant, you might guess offroad was less a priority than off-the-runway.VALUEIf you're accustomed to browsing in Range Rover showrooms, you'll know that value isn't the first thing sales staff tout.But the Evoque - in this case the Si4 Dynamic Coupe with a $75,395 pricetag - has looks and badge value that might make the pricetag look credible. There were plenty of features on the test car - terrain response, power-adjustable seats, automatic xenon headlights, fog lights, folding, heated exterior mirrors, rear parking sensors, 19in wheels - but the test car was chock-full of bits from an extensive options list.The Dynamic had the Tech Pack (up-spec satnav, hard-drive, voice control, headlight washer, electric tailgate, front parking sensors and rear camera, upgraded climate control) that costs $5900, the excellent 17-speaker Meridian Surround Sound System (for $2385), the Adaptive Dynamics (which adds the electromagnetically-controlled dampers and Dynamic mode to the Terrain Response system) for $1950, digital TV with the clever dual-view screen ($1450 and $1270), $1300 worth of metallic paint and the $1035 panoramic fixed glass roof.But wait, there is indeed more - the Park Assist system (for those who can't park themselves - $1090), the useful "Surround Camera System" for $900, tyre pressure monitoring ($545) and automatic high beam assist for $335 - all of which ramps up the as-tested price to $98,150 - ouch.TECHNOLOGYTop of the pops here is the peppy little petrol powerplant - a 177kW/340Nm variable-valve lightweight alloy 2-litre turbo with direct-injection that gives more than a few clues to the Falcon EcoBoost. Land Rover claims 8.7l/100km on the combined cycle claim as well as a 0-100km/h claim of 7.6 seconds - the latter is likely and but we got low 13s on the trip computer.That might have more to do with the driver's enjoyment of the engine noise and handling, but there are diesel variants that are worthy if fuel economy is your thing. Ride and handling characteristics of the test car had the benefit of the optional Adaptive Dynamics, which employs the magnetically-controlled dampers to constantly adjust for the best of both worlds.It also adds a Dynamic mode to the Terrain Response for a back-road run sans body roll.DESIGNBold, aggressive and a real head-turner - the Evoque is a looker. Lower, shorter in overall length and wide, the Dynamic three-door has short overhangs and broad shoulders, so there's no missing it on the road.The engineers have used plastic and aluminium for some panels and components, as well as ultra-high-strength boron steel in the A- and B-pillar for extra strength, although the former are still a little wider than is ideal.The cabin is littered with luxurious bits, comfortable seating and no shortage of gizmos, but rear passengers don't get any vents (that adds $190) and can't wind down the windows - which is not pleasant in our climate with the glass roof.Rear vision suffers for the styling as well - straight back through the rear screen or three-quarter vision is hampered in sacrifice to the external lines.SAFETYThe brawny upstart of the Range Rover line-up is an NCAP 5-star car, with driver and passenger front and side airbags, a knee airbag for the driver and full-length side curtain airbags. The active traction and stability systems include anti roll-over and trailer stability systems, as well as hill start and descent control systems.DRIVINGWhen it comes to fashion I claim refugee status, but it's not hard to see why the Evoque is a head-turner, in three or five-door form. There's a sniff of styling heritage from the bigger Rangies but the new-age Evoque can't be accused of dwelling in the past. Technically the test car is a five-seater, although I don't think there's really room for more than four adults - whatever the age of the two rear occupants, they won't enjoy the lack of rear air vents or moving windows.The driver can have a bit of fun though, on sealed and unsealed roads - flick it into Dynamic mode (which changes the instrument lighting to mist-red), swivel the Jag-sourced transmission selector into Sport mode and the Evoque is extremely swift and agile, but the steering is lacking a bit of weight.The powerplant is a willing and flexible engine, making all the right noises (with some help from the engineers) and punching far harder than you'd expect from a two-litre hauling over 1800kg (with driver). With 215mm of ground clearance there's some scope for getting it properly dirty - it is a Land Rover after all - but anything more than an A-grade dirt track is unlikely to ever see one of these.If you want to go off-road, head toward a Discovery 4 in the same showroom - a three-litre SDV6 HSE can be had for a similar price to the as-tested figure here. Vision forward is reasonable (although the A-pillars are a little thick) and the mirrors give a good view aft - that combined with the sensors and cameras help offset the abysmal rear vision through the back window and around the thick C-pillar.Anyone buying one of these should add $635 worth of blind spot monitoring as it will save on apologetic waves and potential panel damage.The touchscreen works well enough when you can see it - the pushed-back angle of the dash means the screen is over-exposed to light from the windscreen making it difficult to see, getting it closer to vertical and deeper-set would fix the problem.The specs say the boot is 550 litres in capacity but width will be an issue for anyone looking to carry golf clubs or the like. The negatives also include a wayward left-hand exterior mirror that didn't want to lock in - eventually several pushes of the fold button rectified the problem.VERDICTAs a stylish, swift, capable and prestigious coupe, the Evoque more than cuts the mustard, even if it is wearing Louboutin stiletto shoes. But don't let the Range Rover badge lull you into thinking the breadth of capability is that of its forebears.This is fashion - to some extent - over function and for my money I'd rather buy a $50,000 off-roader and a Mazda MX-5 for fun.

We turn the spotlight on the car world's newest and brightest stars as we 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?This is the drop-top version of Renault's Megane small car complete with retractable hard top (glass) and seats for four. Decent boot too.How much?The price is $45,990 but the Summer Edition adds 18-inch alloys and charcoal leather upholstery, normally $3300 extraWhat are competitors? VW Golf convertible though it's a soft top, VW Eos at more money, perhaps the BMW 1-series convertible, Mini Cabrio, Peugeot 308CC.What's under the bonnet?It gets a 2.0-litre, petrol twin cam four pot with 103kW/195Nm output driving the front wheels via a CVT auto. The engine passes Euro 5 emissions regs and prefers to drink 98 octane fuel.How does it go?OK as long as you are prepared to exercise the right foot and ignore the slurring CVT transmission. Performance would best be described as adequate, not sporty by any stretch of the imagination.Is it economical?Renault claims around 8.1-litres/100km but we couldn't get that because it has to be driven harder than expected.Is it green?Gets a Euro 5 endorsement so top of the tree. Can't comment about other aspects of Megane's "green-ness" but undoubtedly nearly totally recyclable.Is it safe?Gets a five star Euro NCAP crash rating _ top of the tree again.Is it comfortable?In the two front seats yes, in the driver's seat more so thanks to electric adjustment and heating. The leather is a welcome addition as are the Arkamys premium audio, Bluetooth and audio streaming, electric parking brake, dual zone aircon, audio connection box, wind deflector and hands free entry/ignition systems. There's plenty of kit to keep you comfy and entertained.What's it like to drive?Not too bad actually, with a supple ride, well controlled, quiet and when booted along, pretty responsive. The turbo engine out of RS coupe would be excellent.Is it value for money?Against current competition yes, plenty of equipment, the 22 second retractable glass roof, daytime running lights, 18-inch alloys and plenty more.Would we buy one?Possibly if we wanted a tan (we don't). But if we were in the drop-top market, and didn't want a rip snorting performance model, a more relaxed drive, we's definitely have a look at the Megane CC.Price: from $45,990