Luxury Reviews

It ran a close second in the 2011 Carsguide Car Of The Year contest which shouldn't have surprised anyone in the know. Volvo's S60 T4, the base model S60 (from $48,990), is a quality medium size sedan with strong performance and plenty of kit - oh, an it looks pretty hot too."Only" a 1.6-litre, turbo four cylinder  -- with variable cam timing and direct fuel injection which makes it good for 132Kw/240Nm. This translates into a highly satisfactory drive feel with plenty of poke underfoot and excellent roll on acceleration from speed. It also means the T4 sips fuel at around 7.2-litres/100km. The engine is smooth and quiet offering near silent highway cruising. It prefers premium unleaded but will run without protest on the low grade stuff. The thing that really makes the T4 is its six-speed dual-clutch "manumatic" transmission offering rapid fire gear changes that are barely perceptible. Plenty but also plenty of options if you want to exercise your writing hand. As it stands you get leather upholstery, excellent audio, Bluetooth, pollen filter, heated seats, multi function trip computer, cruise, wheel controls and push button start/stop (which we could do without - unnecessary).Gets a five star rating but goes well and truly above and beyond the call of duty with clever stuff like City Safety. And if you have a sneezy disposition, the entire car is made with hypoallergenic materials.This is the final T4 instalment as it goes home soon but the experience has been illuminating convincing us that you don't need a large or even medium capacity engine to get strong performance. The 1.6 in the T4 is a crackerjack offering performance that won't disappoint even enthusiastic drivers and then rewards backs up with light fuel consumption.The audio in this car is not intuitive and some might find it a challenge to use. Simple dials are a better bet we reckon. The boot is large, the cabin is roomy and it looks great.Volkswagen's impressive Passat 118TSi is a direct competitor - at a lower price but it doesn't quite have the same "cache" as the S40.

You win some, you lose some. Or so it would seem when it comes to Volkswagen's new ultra fuel-efficient Golf BlueMotion, which is priced from $28,990.ECONOMYThe win in this case comes in the form of outstanding fuel economy, which at 3.8 litres/100km, is about as good as it currently gets _ surpassed only by Ford's smaller Fiesta Econetic at 3.7. It's even better than Toyota's benchmark petrol-electric Prius. With a 55-litre fuel tank and economy of 3.8 litres/100km, the Golf has a theoretical range of 1447km.ENGINEOn the downside we bid goodbye to the current, 1.6-litre 77TDI diesel. It's been axed to make way for the new BlueMotion model. The car features the same 1.6-litre turbo diesel as the 77TDI, but with several refinements to improve fuel economy.The diesel delivers 77kW of power at 4400 revs and 250Nm of torque between 1500 and 2000 revs. A stop/start system is also part of the setup that shuts down the engine at traffic lights, provided the car is put into neutral and the energy normally lost during braking is diverted to the car's battery.TRANSMISSIONThe thing is BlueMotion is available only in manual form. If you want a diesel with VW's acclaimed DSG `manumatic' transmission you'll have to cough up considerably more for the more expensive 2.0-litre diesel. It's paired with a five-speed manual gearbox (not a six-speed), with gear ratios that are said to do a better job of keeping revs in the torque band where it is at its most efficient. The engine management system has been revised to reduce idle speed and a visual prompt tells the driver when to change gears for maximum economy. As well as this a number of aerodynamic improvements have been made to reduce wind drag. The fact that Volkswagen is not offering an automatic doesn't quite fit with the company's claims of no compromise. But VW Australia boss Anke Koeckler explained it was keen to make a "green" statement, to show that it has plenty of know-how using existing diesel technology.It's a pity because I for one will miss the 77TDI, a car we had for several weeks. Equipped with the DSG transmission, it was as practical as it was economical, one of the few fuel misers that we've tested over a longer period to return more than 1000km from a single tank. The 75 per cent of Golf buyers who chose an auto over a manual may also be less than enthusiastic.DESIGNGolf BlueMotion comes as a five-door hatch. A deeper front air dam is fitted along with a rear wing to push air over the car, the ride height has been dropped 15mm and lightweight 15 inch alloys with low roll resistance tyres added.Underneath it all, however, BlueMotion is still a Golf like any other Golf, with seven airbags, plenty of driver assistance systems and a maximum five-star safety rating. But the spare wheel has been replaced by a reinflation kit to reduce weight, which is down to 1234kg.The car is well equipped and comes in four colours including environmental blue, but misses out once again on Bluetooth which remains optional.DRIVINGOn the road it is easy and pleasant to drive, but the driver must remain vigilant to change gears as instructed and to make use of the start/stop system. If you don't put the car into neutral it will not activate and you'll miss out on fuel savings.Although it is often difficult to achieve official economy figures, we came close at the launch this week returning 3.9 litres/100km. Former rally driver and self-styled economy expert Ed Ordynski went one better, getting the figure down to 3.3 litres/100km on a 1000km economy run.In summary Golf BlueMotion will appeal to those serious about making an environmental statement. But we reckon they'll soon tire of changing gears, especially if they're city dwellers.

The mini range of Minis is becoming a maxi range with the addition of its first two-seaters. When the new Mini was launched 10 years ago, it arrived as a hatch, followed shortly by a soft-top and that was it for body styles for several years.About 15 months ago a five-door Clubman wagon was added and last year a jacked-up, all-wheel-drive version, the Countryman, arrived. Now Mini has added a two-seater Coupe and Roadster with a Paceman (coupe version of the Countryman) coming next year and possibly a Clubvan (solid-sided Clubman) which is yet to be evaluated for Australia.Prices start at $42,990 for the six-speed manual Cooper S Coupe and $52,600 for the John Cooper Works Coupe. While the convertible version of the Hatch costs a premium of more than $8000, the rag-top variant of the Coupe is only an extra $2010 for the Cooper S and $2500 for the JCW making the Roadster an attractive option. Six-speed auto adds $2350 to the price, which is the same across the Mini fleet. The JCW only comes in manual. Mini Australia boss Kai Bruesewitz believes the new two-seater competes in a narrow class of vehicles with a wide range of prices, from the Honda CR-Z (from $34,990) to the Audi TT (from $70,400). Other competitors are the Peugeot RCZ (from $54,990), VW Eos ($49,990) and Mazda MX-5 (soft top $44,265, coupe $47,200). While this is unchartered territory for Mini, they believe about two-thirds of buyers will opt for the Coupe and about 10 per cent will want the JCW which is one of the highest rates in the world, says Bruesewitz.Given its sporty body shape, it makes sense that the Coupe and Roadster only arrive n Cooper S and JCW variants. The Cooper S comes with the turbo 1.6-litre with 135kW of power and a thirst of 6.3 litre per 100km, while the JCW has 155kW and 7.1L/100km. The chassis in both Coupe and Roadster are based on the stiffer and heavier Cabrio. While the Coupe weighs 1165kg which is a surprising 15kg more than the Hatch despite its lack of back seat and roof, the Roadster weighs an extra 20kg than the Coupe but is a surprisingly 45kg lighter than the Cabrio. Engineers have stiffened the springs on Coupe and Roadster and there is an even stiffer sports suspension available in the Cooper S to match the JCW. All the usual tech features of the Mini are available, but a glaring omission in a market obsessed with with phones is Bluetooth audio streaming. This is what the new variants are all about. They are a design exercise, with few technological changes from the Hatch and Cabrio. Designers specifically intended for the strange Coupe roof line to look like a backwards-facing baseball cap. It looks ridiculous from the side view, but works from the front and rear. The overhanging lip or cap peak also has a practical use, acting as a roof spoiler. There is also an auto boot spoiler on both models which deploys at 80km/h and retracts at 60km/h with a switch inside to manually deploy. Roadster has more appeal from all angles, accentuating Mini's first three-box silhouette. Apart from the obvious roofline, the new models feature a 13 per cent greater raked windscreen. Dimensions are roughly the same as the Hatch, but it sits slightly lower. Inside is standard Mini fare, although the rear seat is gone and there is a small storage area for a couple of shopping bags or briefcase. The big surprise is the cargo area which has more room than the Hatch, while the soft top, which can be manually deployed in about half the time of electric roofs, does not steal precious boot space. The boot is also wide for easy luggage access.The Coupe's roof has been scalloped out so this will suit the tallest of drivers. Product and pricing manager Sue McCarthy says the usual interminable array of Mini options and accessories are available for customisation.There are four airbags and all the usual passive and active safety features of the other Mini models. While they have not yet been crash tested here or in Europe, the Mini Cooper has a maximum five-star rating. Roadster gets two permanent but stylish chromed rollover bars. Rear vision in the Coupe is scant and worse in the Roadster. The boot spoiler only makes matters worse.As expected, it handles like a go-kart, torque-steers like a banshee and the suspension crashes through harsh surfaces. However, the suspension adjustments for the heavier chassis have livened up the steering so there is less understeer and even sharper turn-in. On the down side, ride is further compromised and the car tended to skip sideways over high-speed bumps such as corrugations in corners.On the national launch through the Yarra Valley, both cars were an exciting drive, but after a couple of hours of hitting the bump stops over some of the more gnarly sections of road, my neck and head began to ache. It also didn't help that the cabin is quite noisy, probably because of the lack of sound dampening with the absent rear seat. We also found the flimsy parcel shelf developed an annoying rattle and the rag top vibrated against the metal ribs. Mini's famous "look at me" value is increased, especially in the radical Coupe. People stop, stare, point, but mostly smile and wave. 

With this 3 Series we're quietly witnessing the demise of a BMW signature: its naturally aspirated inline six-cylinder petrol engine.TECHNOLOGYIt's been offered since 1977 but, hemmed in by emissions regulations, you cannot get one any more. The sole six-cylinder now is the turbocharged 3.0-litre unit in the 335i, which carries over from the previous model. It's the hero of the line-up and every bit as responsive and powerful as I remember. More economical now too, with BMW's excellent eight-speed transmission. The non-turbo sixes have been replaced by a turbocharged 2.0-litre four-cylinder in two levels of output.The 320i arrives later but the 328i is here now and it was the car I was most eager to sample on the test drive in Victoria's Yarra Ranges this week. This 180kW unit will eventually become the mid-spec engine across all BMWs. So it shoulders quite a responsibility and the potential to disappoint. It doesn't.DRIVEWith more accessible torque from low revs than the engines it replaces, and a punchy and responsive mid-range, it propels the 328i with conviction. Zero to 100km/h takes 6.1 seconds, quicker than its rivals from Mercedes or Audi and enough to deliver on BMW's promise of driving pleasure. Most of the time it even sounds pleasing, especially when asked to deliver.Better than that, it feels like the sweet spot in the line-up. Dynamically it was the standout, lighter on its feet and better balanced than the heavier 335i. And while BMW makes good diesels, I'd pick the 328i ahead of the 320d every time.Despite being bigger all round, the 3 is still a handling champion among mid-size sedans. There's impressive agility while the level of directness between steering or throttle inputs and how it behaves on the road inspires confidence.But it would be folly to deny the differences. With electric steering instead of hydraulic, the wheel is more remote while the regular suspension seems softer than I remember, with scope for a bit more body roll and rebound over bumps. Perhaps this is to smooth out the ride. But I'd option-up to the sports or adaptive suspension.On other counts, BMW has made sure there are more reasons to buy. Few will find the cabin too cramped now, and the interior finishes are more varied and interesting. The driving position, as you would expect, is excellent.VERDICTThe new 3 Series loses a little but gains a lot, enough to move it into pole position in a segment it helped define.

The smallest of Range Rovers has caused an evolutionary, or should that be revolutionary, queue worldwide.Evocative in name and nature, the Evoque has buyers lining up to wait months to sample its talents.These include quirky stand-out styling, refined performance, agile handling, smooth ride, elegant interior with premium trim and, despite the squashed roofline, generous space.Then there is the cachet that comes with Range Rover stamped on its prominent nose and stumpy tail.In looks, aura and allure it easily justifies the mark of its senior brethren. And like a true Land Rover, it is far more capable off road than most owners will ever contemplate.The one failing is the poor vision to the side front quarters caused by the overly large high-mounted mirrors. Such is the blind spot, it is easy to miss-judge a corner, clip a curb or -- worst still -- shave a stump.There is also confusion over its crash rating. Globally the Evoque is rated at a maximum of five stars according to European testing, but Australian analysis of the same data has delivered four stars, the score being just 0.1 off five.Model choice is mind boggling and will swell to 24 when the eco-friendly eD4 diesel arrives in July. Pricing is attractive on paper but can quickly blow out after adding options, some of which should be standard.Prices range from an entry $51,495 to $77,395 plus options. At this stage there is a choice of three and five-door, three trim levels and a petrol and two diesel engines, some with manual transmission, others automatic.On test, an SD4 high-output diesel automatic in standard Pure trim cost $59,875 but blew out to $70,370 with the extras fitted. Standard equipment included nine airbags, the latest in stability and roll control, 17-inch alloy wheels, dual zone climate control, rear parking sensors, Bluetooth, single CD audio with MP3 and USB inputs, keyless start and a temporary spare wheel.Options fitted were $4500 for a tech pack, $1700 for a clear view pack, $1495 for keyless entry, $1300 for metallic paint, $1090 for park assist, $1000 for 19-inch wheels and $670 for power folding mirrors. The clearview pack includes self-levelling xenon headlights with washers, auto headlamps and wipers and signature day lights. The tech pack includes full leather trim and an 11-speaker Meridian sound system with an 8-inch touch screen.The SD4 on test came with the high-output version of the 2.2-litre turbodiesel engine producing 140kW and 420Nm. From a start with 1.8 tonnes to propel, there is a lull until the engine hits the torque band at 1750rpm and then it is off lunging rapidly to 100km/h.Around town mid-range response is strong and linear with the six-speed automatic acting almost intuitively, backed by paddle shifts and excellent throttle control. Cruising is peaceful at 1600rpm at 100km/h in sixth gear. Fuel use on test averaged 7.6l/100km with an official combined figure of 6.5l/100km. Gear selection is by a rotary knob which pops up from the centre console, neat and compact, but it takes plenty of practice to use it by feel alone.The interior is plush and inviting with excellent seats front and back and more leg and headroom than expected. There is reach and rake adjustment on the steering column. Crystal clear controls and instruments set a benchmark for concise and informative data, and there are plenty of clever storage facilities.Mechanical and road noises are so well suppressed that some wind noise is noticeable over the tapering roof line when cruising. Load space is adequate and the rear seats split fold. Ride quality is impressive even with optional 19-inch wheels fitted, with the suspension soaking up bumps, broken edges and minor irritations.And with a big wheel on each corner, a large footprint and minimal body roll, handling is agile with excellent grip and a flat cornering stance, complemented by accurate and evenly weighted steering. The all-wheel drive system continuously varies the drive to the front and back axles according to grip.Off road it will scramble up and down steep fire tracks with ease as long as momentum is maintained over sharp humps, albeit with traction and hill decent controls chattering away. The traction aids includes push-button terrain response which automatically adjusts the drivetrain and brakes to suit different surfaces - normal road, sand, mud and ruts and gravel and snow.weeklytimesnow

When it comes to luxury cars, are we spoilt for choice or confused by options? Audi claims the former as it launches its updated 21-model range of A5 Coupes, Cabriolets and Sportbacks with six engines, three transmissions, 15 exterior colours, 10 wheel designs and a staggering list of options to "customise" your car. That's up from 12 variants previously, and together with the A4 sedan and wagon, Audi now has as many model variants as the BMW 3 Series and Mercedes C-Class.VALUEThe range, which began in 2007, now features a new entry level 1.8-litre turbo-petrol four-cylinder model at $66,990 which slots in closer to the BMW entry model coupe. Importantly, the new range features 13 variants with fuel consumption under seven litres per 100km which means they avoid all or a portion of the punitive luxury car tax.Audi has also "repositioned" its pricing which means some models are cheaper and some are slightly more expensive than before, but all sport more creature features and driver aids, improving overall value.Audi Australia boss Uwe Hagen says customers are moving to smaller engines and believes the new entry model 1.8-litre TFSI could become the top seller. The new A5 range will be available in May with the flagship RS5 coming mid-year.As usual there is a wide range of not-inexpensive options such as satnav and infotainment systems for $4550 and three-zone climate air for $1250. But the most unpalatable is $1695 for metallic paint which may be lustrous but is difficult to justify when Subaru charges no extra and includes anti-theft Data Dot technology.TECHNOLOGYThere are no longer any naturally aspirated models and the six forced-induction line-up now include two new four-cylinder models; the 1.8 TFSI with 125kW and 2.0 TDI with 130kW. All feature improved fuel economy, thanks to stop-start technology which is standard in all engines, new gear ratios, reduced engine friction, more efficient airconditioning and a new lightweight electro-mechanical steering.But Audi product planning spokesman Peter Strudwicke says the most impressive aspect of all the engines is the improved torque, up as much as 21 per cent in the 3.0 TFSI which replaces the naturally aspirated 3.2. Even the 1.8-litre TFSI has "diesel-like torque" of 320Nm which is 30Nm more than a 3.0-litre V6 Commodore."Most of our customers got their licence in a Commodore and love the extra torque," Strudwicke says.At the same time, the entry model sips fuel at just 5.8L/100km and has greenhouse emissions of 134g/km.Like the new BMW 3 Series, there are now driver modes available, both with an economy mode for fuel-efficient motoring.The economy mode changes the airconditioning, throttle response and even effects cruise control bringing the car up to the set speed more smoothly and slowly. In dynamic mode, even the headlights are affected, turning quicker.But while the BMW offers four driver modes, Audi Drive Select offers five.There is also a choice of six-speed manual, eight-speed multitronic (CVT) or seven-speed S tronic, quattro with torque vectoring and a sport differential in the 3.0 TDI quattro, 3.0 TFSI quattro and all S models.Strudwicke says other technological improvements include better voice control for the phone system, iPod cover art display in the audio system and a digital radio option.DESIGNItalian designer Walter de Silva says his favourite design is the A5."The key reason people buy the A5 is design," says Strudwicke.It's certainly much more striking than the rather boring A4 and the new model features slightly bolder bits and pieces, including wedge-shaped Xenon headlights with LEDs now front and rear, high-gloss black single-frame grille and a new bumper. The horizontal front end makes it look more screwed down to the road.Inside is a revised instrument cluster, more simplified controller with fewer buttons and a new steering wheel with optional flat-bottomed wheels now available. Strudwicke says these have been a popular option.Apart from the three body shapes, six engine choices and three transmissions, Strudwicke says there is a wide range of colours, trims and options to personalise the vehicle."We think it's important that we offer a huge amount of choice. Customers tell us this," he says. "We can even paint the car almost any colour you want." But expect to pay as much as $4500 for the privilege.The A5 Cabriolet's three-layer soft top is available in black while the acoustic roof, which has an extra layer of polyurethane foam, is also available in grey, red or brown. Both soft tops are lightweight and open in 15 seconds and close in 17.SAFETYAs expected, the A5 has an extensive array of primary and secondary safety gear. One interesting item that is standard in all models is the new driver information system with break recommendation that monitors the driver's behaviour to detect if they are getting tired and then warns them. Audi side assist uses radar to monitor the blind spot for drivers changing lanes while active lane assist will not only shake the steering wheel if you move across a lane without indicating, but will also intervene and steer the vehicle around a corner.Audi's optional adaptive cruise control will now apply the brakes even below 30km/h, pulling the car to a stop in an emergency. However, safety standards are compromised by the provision of a spacesaver spare tyre under the cargo floor instead of a full-size spare.DRIVINGUnfortunately, Audi's freshening up of the A5 range comes as BMW has released its new 3 Series which bodes well for the coming coupe and cab variants. While the BMW provides a quantum leap forward in driving dynamics, refinement and ride comfort, the A5 presents only an incremental improvement in these areas. Much of the past criticism has been about the lifeless steering and heavy understeer. These have both been watered down by the new model. However, ride comfort and certainly suspension noise, are not the equal of the new BMW.On the national launch across some good and bad country roads around Bathurst this week, the cars handled with confidence and the new raft of engines provided plenty of drivable power, although the 1.8 TFSI is only adequate - just. There is now a lot of technology in the vehicle and most seemed to work well, but the optional active lane assistance only operated intermittently.Strudwicke says it needs solid white lines on either side of the vehicle to operate properly, but even when we had those lines, it didn't always work. When it did, it was brilliant. Rather than a heavy handed tug, it gently pushed the steering wheel in the appropriate direction. It may be difficult for some people to swallow such intervention but those who choose the option will appreciate it - when it works.VERDICTThe Sportback is the body shape to get if you want generous rear room and access, practical hatch carrying capacity and the sportiness of the coupe-like roof line. As for the preferred power plant, we'd go for the 2.0 TDI which is less than $2000 more than the rather lifeless entry model 1.8 TFSI.AUDI A5Prices: $66,900 (1.8 TFSI Coupe/Sportback) to $161,900 (RS5 Coupe)Warranty: 3 yrs unlimited kmService interval: 15,000kmEngines: 1.8, 2.0 and 3.0 TFSI and 2.0 and 3.0 TDI, 125kW-331kWTransmissions: 8-speed multitronic, 6-speed manual, 7-speed S tronic, FWD and AWDDimensions: 4.71m (Sportback), 4.63m (Coupe, Cabrio), 1,85m (W), 1.37-1.39m (H)Safety: 5-star Euro NCAP, 6-8 airbags, stability control, ABS, optional lane assist, side assist, adaptive cruiseThirst: 4.7L/100km (2.0 TDI Coupe) to 8.5L/100km (3.0 TFSI Cab)RIVALSAlfa Romeo Brera coupe (from $64,900)BMW 3 Series coupe (from $66,500)Mercedes-Benz C-Class coupe (from $58,900).

We turn the spotlight on the car world's newest and brightest stars.

Supercars. Who needs them? No-one really, and yet they are dream machines around the world.Right at the top today is the outrageous Lamborgini Aventador, which trumpets everything from a carbon fibre chassis to a 350km/h top speed, 2.9-second sprint to 100km/h, and a $745,600 price tag in Australia.Lamborghini only sold 32 cars in here in 2011, despite the global success of the V10-powered Gallardo that goes up against the Ferrari 458, yet there is already a two-year waiting list for the Aventador LP700-4.That could be the styling, or the performance, or just the fact that 2011 brought an all-new Lamborghini V12 flagship with - translating its name - 700 horsepower and all-wheel drive.The first time I drove a V12 Lamborghini, back in the 1980s, it was a disaster. The borrowed Countach was grumpy, awfully uncomfortable, hot and cramped, and then a radiator hose sprung a leak   . . .It was outrageous, and memorable, but not in a good way. So I am interested to see how the Aventador goes, especially as it attracts the attention of the Italian Police - "documents please" - just 30 minutes of legal-speed driving after leaving the Lamborghini factory.VALUEHow do you measure value on a car as costly as the Aventador? It's mostly about the satisfaction it delivers to someone who has a fleet of cars and most likely a giant boat and a couple of houses, together with the bragging rights ability to shut down the owner of a Ferrari 599 or Lexus LF-A. And that's not me.Still, if you consider the Aventador against the Lexus LF-A at $700,00 and the outgoing Ferrari 599, it makes a solid case thanks to the styling, performance and lots of luxury equipment. The Lexus feels pretty ordinary against the Aventador, despite its track-tuned development.The starter button alone in the Lamborghini - it sits in the centre console and has a flip-up red cover like the ones used for missile launches - could be enough to win some people. "The car is already a sellout. Our whole allocation for 2012 is gone," says Martin Roller of Lamborghini."Nationally, we'll probably do 50 cars this year. Last year was down, of course, because we were waiting for the Aventador. But we've got it now and it's a cracker."TECHNOLOGYThe technical presentation from the engineers at Lamborghini headquarters in Sant'Agata goes on for nearly three house, and that's before the visit to the production line and carbon fibre laboratory.The highlights are the full carbon fibre chassis, claimed as the first in the world and displayed with aluminium suspension assemblies bolted to the passenger cell, as well as the high-tech V12 engine, Haldex all-wheel drive and a bank of computers to keep everything talking and pointing in the right direction.There is less attention to the 17.1l/100km fuel economy and CO2 emissions of a naughty 398 grams/kilometre, even though Lamborghini says this is a significant 20 per cent improvement over the car's Murcielago predecessor.DESIGNThe shape of the Aventador, designed in-house after a competitive pitch against Lamborghini's owners at Audi, is just plain outrageous. Lots of car companies say their sports cars are inspired by fighter jets but it's true for Lamborgini, even if the back-end view looks a lot like a scarab beetle.The nose is chiselled in true super sportscar style, the wheels and tyres are huge, and the Aventador has the scissor-lift doors - easy for close-in parking - that have become a V12 Lamborghini signature.Inside, the digital dashboard mimics old-style analogue dials - but with far more information - and there are two comfy and supportive bucks with a giant centre console. But it's hard to find somewhere to put the push-button key that unlocks the car, and the luggage space is - at best - tight.SAFETYNo-one from ANCAP is going to crash an Aventador, but the results of the company's own testing - on display as part of an illustration on repair work - shows the massive strength of the carbon fibre passenger cell. There is also ESP with a variety of driving modes, since some owners will take to racetracks, giant brakes with ABS control, parking radar and a - much needed - reversing camera.DRIVINGTime with the Aventador is theatre. It's also cracking good fun, even sticking religiously to the Italian motorway speed limits behind an Audi pace car and over snow-drenched minor roads.From the first moment that V12 engine fires behind my head, the car has me. The first time I uncork all the power, and feel a kick in the back that makes a V8 Supercar pretty bit tame, I wonder how anyone could possibly use an Aventador on the road every day.But it's surprisingly docile when you leave the robotised manual gearbox in drive, with all the driving assist systems set for manual support. It will dribble easily in traffic, isn't completely impossible to park, and is comfy and cosseting.Get the car cracking through some turns and there is a little reluctance from the nose, but application of power gets things sorted for a neutral balance and it will really hustle along any road at almost any - sane - speed.The best thing about the Aventador is the reaction it gets from other people. Jaws drop, camera phones fire into action, and people just wave and cheer. Even the police eventually smile and send me on my way.In Australia, the Aventador will be just plain outrageous and exotic and desirable. It's not for everyone, and most people will dismiss it as a piece of silly irrelevance, but it's good that cars like the flagship Lamborghini still exist.VERDICTThe Aventador is a silly car and silly money, but so much fun. It's a true dream machine.STAR RATINGLamborghini AventadorPrice: from $754,600Warranty: 3 years/ unlimited kmResale: New modelService interval: 15,000km or 12 monthsSafety: four airbags, ABS, ESP, TC.Crash rating: not testedEnigne: 515W/690Nm 6.5-litre V12Body: 2-door, 2-seatDimensions: 4780mm (L); 2030m (W); 1136mm (H); 2700mm (WB)Weight: 1575kgTransmission: 7-speed robotised manual; all-wheel-driveEconomy: 17.2l/100km; 398g/ CO2

We've had a crack at the front wheel drive petrol Renault Koleos Dynamique and the $41,000, 4x4 diesel Dynamique model and now must decide which we prefer. That's easy, the petrol "fronty" wins hands down because it costs less and is nearly as functional as the 4x4. Having said that, people still want or need a 4x4 SUV and as such, the Dynamique dCi diesel Koleos we drove could fill the bill. It's certainly different looking (but underneath pretty much the same as Nissan's X-Trail). Out of Renault/Nissan's Korean factory, Koleos is well-built and has an innocuous appearance. It won't wow you but won't offend either. GOOD STUFFWhat is really good about the Koleos dCi is the `spex' - it's jam-packed with goodies including leather, satnav, a proper six-speed auto, rear park sensors, hands free entry and ignition, auto wipers and lights, hill start assist, decent audio, Bluetooth and audio streaming, multi media connection box, climate control, cruise and more.It really is a generous package for the price. Renault's clever Easy Estate rear seat folding system is handy as is the clamshell two part tailgate. TECHNOLOGYPower comes from a 2.0-litre turbodiesel with variable geometry turbo and other technology to boost efficiency. It's good for 110kW/320Nm the latter from 2000rpm. There's a three mode drive system, with auto, lock and 2WD (front) - straight out of X-Trial. The only transmission available is a conventional six-speed auto with sequential shift mode on the selector. It's capable of sipping fuel at 7.6-litres/100km giving a big touring range. The engine features two balance shafts to quell vibes. DESIGNThere's a fairly conservatively styled dash with easy-to-use switches and a TomTom satnav in pride of place. It decided to stop working on test saying "no GPS signal." which we found annoying. The audio is pretty good and the seats are comfy being the right shape and size. But there's a fairly grey look to it all - overpowering. It's roomy for five, has a good size load space and a full size spare under the rear floor. We'd rate the interior better than Japanese but not as good as German and some Koreans. DRIVINGTurbo-lag (tardy acceleration) is a problem off idle especially when you pull out in front of oncoming traffic at an intersection expecting immediate response to get you out of the way. Leads to some white knuckle moments. On the other side of the coin, when the engine hooks up and drives it's pretty good especially on the highway. It's smooth and economical. The auto is good too and we got to use 4x4 `lock' once on a muddy road - not a problem. We like the fact that there's a particle filter in the exhaust and the Koleos passes stringent Euro 5 emissions regulations. Ground clearance is 186mm and the hill descent control would be handy off road. The ride is comfortable and overall dynamics are competent.VERDICTWe're not sold on the new look but it's an improvement. The diesel needs better off-idle launch but Koleos goes well and has plenty of kit for the money - a good, safe (five star), economical compact family wagon.

Double-clutch automated manual transmissions have been around for a few years now and Renault has just introduced a six-speed unit. It calls the new transmission Efficient Dual Clutch (EDC), and it’s the main reason we took another look at the Megane diesel hatch.TECHNOLOGYDouble-clutch transmissions make super-quick gear changes – faster than humanly possible – and offer reduced fuel consumption compared with a conventional automatic.However, to feel these transmissions working at their best you need to use a lot of right foot to get off the line cleanly, which immediately detracts from the fuel efficiency.In Megane hatch under review, the six-speed EDC transmission is linked to a 1.5-litre dCi turbocharged diesel engine. The engine is Euro 5 compliant and produces peak torque of 240 Nm at a low 1750 rpm, and 110 kilowatts at 4000 rpm. Power is run through the front wheels and there is no sign of torque steer even under hard acceleration. Renault claims the EDC transmission saves 17 per cent on emissions when compared to a conventional auto.DESIGNNo one could ever accuse the French of producing boring cars and the Megane hatch is living proof of a beautifully sculpted five-door hatch. It is short but rakish and looks great on the road thanks to short front and rear overhangs.At 4.3 metres long it could play the role of a family car for two adults and two kids.In the Privilege the front seats have power height and reach adjustment, while the steering wheel also has height and reach adjustment. The seats are pretty comfortable though and there's good leg room for rear seat passengers. The rear seat is a bit narrow and better suited to two adults than three.The rear seat is a 60/40 split and folds forward to greatly increase cargo space. All seats in use there's 360 litres of luggage space. We used the Megane Hatch diesel for a weekend trip away to Grafton in the northern rivers area of NSW and our luggage hardly put a dent in the boot space.SAFETYRenault was the first company every to score a five-star rating on the Euro NCAP testing and continues to be a leader in the field. As well as the ability to help occupants survive a crash, Renault is also big in primary safety, boasting Electronic Stability Program and ABS brakes with emergency brake assist. EQUIPMENTThere are two specification levels, Dynamique and Privilege. Megane Privilege gets a significant package to justify the $5000 difference between the two spec levels. These include black leather upholstery, electric glass sunroof, 17-inch alloy wheels, satellite navigation, and Arkamys four-speaker/four-tweeter sound system with single CD/MP3 player with satellite controls on the steering column.We can't say we love the ergonomics. The start/start button is in a user-unfriendly spot in front of the gear shifter, while the air conditioning buttons and audio controls are far too low. This is compounded by the satellite audio controls hidden behind the right spoke of the steering wheel. These almost seem designed to distract the driver from what they should be doing – concentrating on the road.What they have got right is the cruise control which is on the face of the steering wheel and simple to use. However, the cruise control master switch is on the centre console. Go figure.DRIVINGRenault Megane hatch has refined road manners with excellent cornering and braking and makes an excellent cruising machine. The diesel engine is at its best when cruising with the car routinely having fuel consumption under 5.0 litres per 100 km. In our week we covered more than 600 km at 5.3 L/100 km, a fair bit above Renault's claim of 4.5 L/100 km, but no more removed from reality than the fuel figures claimed for most other cars. The combination of a stunning French style, the convenience of a new-design automatic transmission and a pretty low price for the prestige of a owning a European car seems sure to guarantee the latest Renault Megane strong sales Down Under.Renault Megane Dynamique dCi 1.5-litre turbo-dieselPrice: RS 250 Cup 2.0-litre petrol three-door hatch: $41,990 (manual), RS 250 Monaco GP 2.0-litre petrol three-door hatch: $48,990 (automatic),  Dynamique 2.0-litre petrol five-door hatch: $22,990 (manual), $24,990 (manual), Privilege: 2.0-litre petrol five-door hatch: $29,990 (automatic),  Dynamique dCi 1.5-litre turbo-diesel: Privilege dCi 1.5-litre turbo-diesel: $32,490 (automatic)Warranty: Five years/ unlimited kmEngine: 1.461 litres, Four cylinders in line. Compression Ratio: 15.2:1. 81kW - 240NmSafety Equipment: ABS Brakes, ESP, Dual Front Airbags, Front Side Airbags.Transmission: Manual Transmission: Six-speed Automatic Transmission: Six-speed dual-clutchDimensions: Length: 4295 mm, Wheelbase: 2641 mm, Width:1808 mm, Height: 1471 mm. Turning Circle: 11.1 metresWeight: 1366 kgTowing Ability: 1300 kg with braked trailerBrakes: Front Brakes: Ventilated disc Rear Brakes: DiscThirst: Diesel Combined Cycle (ADR 81/01): 4.5 L/100kmGreen: 8.5/10. Air Pollution Rating: 5/10