Luxury Reviews

Just as I finished signing the press car loan agreement for the California, the pen ran out. I hoped it wasn't a bad omen of some kind.We've driven plenty of fast and expensive cars before (the two don't necessarily go hand in hand) but there's just something different about a Ferrari.It was raining outside and showed no signs of letting up as the weekend was about to unfold.Just my luck. But the weather didn't dampen the reaction everywhere I took the car, as you can see below.THE OFFICENot even the boss has one of these beauties.  As soon as it became known there was a Ferrari in the carpark the word went around. Then the questions started followed soon afterwards by the inevitable: "Can you take me for a ride?"CO-WORKER (female)What is it you like about Ferraris? "The sound of the engine and the fact that everyone looks at you."MCDONALDS"Gee. Nice car mate. How's it go?" Pause. "Sorry. What sort of coffee was that again?" "Black. Short black (what else?)"THE CLUBWe've always been intrigued by the way you see these cars parked right where you can see them at big hotels and other public places. Maybe it works differently in the Eastern Suburbs, but there were no special privileges in the offing a large Sydney football club in Sydney's west.THE WIFEShe's over it. She's been over it for years, what with the never ending stream of cars that I bring home. "But it's a Ferrari darl?" "So . . ."FRIENDSYou suddenly find you have lots of them (lots of female interest too).OUT AND ABOUTEveryone looks. It's hard not to. There's cars and then there's Ferraris. Even at idle, the note from the exhaust (there's four of them, count them) is loud enough and strident enough to cut through the Friday afternoon throng.SHOPPING?No way. You wouldn't even contemplate taking a car like this into a shopping centre carpark, let alone leaving it unattended. Beside's there's probably something about it in the agreement?WHAT'S IT GO LIKE?Who cares. I want one anyway. It's not the first time I've driven a California, but it's the first time I've got to take one home and that please God is where I'd like it to stay. With it's retractable metal roof and rear seat, it's a Ferrari for all occasions. But you'd be hard pressed to fit anyone with legs in those tiny back seats.HOW FAST?The 4.3-litre direct injection V8 pumps out 338kW of power and revs to an amazing 8000rpm. The noise from the vertically stacked quad tailpipes is sensational. With paddle shifts and a 7-speed robotised gearbox, you can rip through the gears incredibly fast.It puts away the dash from 0-100km/h in less than four seconds and has a top speed of 310km/h.THE PRICE?At $459,000 (plus on-roads) it's the one sticking point. It's way beyond the reach of most people, but I guess that's what makes it so special and to some extent the people that can afford to buy them too.FERRARI CALIFORNIAPrice: from $459,000Body: four-seat convertibleSafety: front-side airbags, anti-skid brakes, ESP stability control, pop-up rollover barEconomy: 13.1L/100kmEmissions: 305.6gm/100kmEngine: 4.3-litre V8Output: 338kW/7750revs, 485Nm/5000 revsTransmission: seven-speed dual-clutch manual, rear-wheel drivePerformance: 0-100km/h, less than 4 seconds; top speed 310km/h

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?One of the most underrated cars on the road. The Superb wagon is a large practical car, with super fuel economy.How much? Prices for the wagon start at $40,990. Our 4x4 version is $43,990. Not sure you need it but it's still a good deal?What are competitors? Commodore wagon. Diesel Mondeo or Peugeot 508 wagons. Hyundai also makes a diesel i40 wagon now. Mazda6 is available as a diesel as is the Volkswagen Passat  but the latter four are all smaller. What's under the bonnet? Volkswagen's sterling 2.0-litre TDI turbodiesel. Puts out 103kW of power and 320Nm of torque from a low 1750 revs.How does it go? Very well, but the drivetrain is not as smooth as it might be. Gets the 6-speed DSG box instead of the newer 7-speed box due to the higher torque output of the engine. That's a shame because it's not as smooth or well behaved.Is it economical?This is the one area in which the Superb really excels. Fuel economy is a claimed 6.4 litres/100km and this is achievable in real world driving. We were getting 6.2. Is it green?Gets 3.5 stars out of five from the Green Vehicle Guide. The benchmark hybrid Prius sets the pace with 5 stars. Is it safe?Superb gets a full five stars for crash safety. Comes with all the latest technical aids including 9 airbags and electronic stabilitycontrol.Is it comfortable?Roomy with a huge boot and plenty of room in the back seat. Rides and cruises easily and is a great long distance tourer, with the added safety of all-wheel drive.What's it like to drive?Easy to drive but the engine lugs a lot thanks to the transmission. The result is some shuddering and odd noises. The up side of this is excellent fuel economy.Is it value for money?Dual-zone climate, multi-function trip computer, Bluetooth, AUX socket, cruise control, light assistant, front foglights with corner function, rear parking sensors with acoustic warning and optical display, chrome interior trim and a leather package for the four-spoke multi-function steering wheel, gearshift lever and handbrake grip. The wagon also gets the Park Assist parallel parking system which includes front parking sensors. Would we buy one?Yes. Looks better than the sedan. The wagon is a very practical, well equipped alternative to some of the more traditional offerings in our market.

The new Golf-based Scirocco isn't actually very new. As a nameplate, Scirocco has been around since the 1970s and pre-dates even the Golf. But Australian buyers have spent decades lusting after the small coupe in vain.Until now. This model has been on sale in Europe since 2008 but arrives here, mid-lifecycle, for the first time. In the past, Volkswagen was concerned that the Scirocco would hit three-door Golf sales - or vice versa. The Scirocco is a Golf coupe, in effect, and the two models share engineering.So it has compromised. Only the top-spec Scirocco R is offered and the three-door Golf R has been deleted to make room. The Golf GTI still comes as a three-door or five.VALUEThe Scirocco R sits between those two go-fast Golfs on price and performance. It has the same 188kW turbocharged four-cylinder as the R but lacks its all-wheel drive, instead directing power to the front wheels only, like the GTI. It costs about $5000 more than a GTI but is $2500 more affordable than a Golf R.Aside from other Volkswagens, European performance three-doors under $50,000 are thin on the ground. Its closest rivals are a Mini Cooper S or a Renault Megane RS250. Both are desirable and slightly cheaper.DESIGNThere's less flamboyance about the Scirocco, although it's impossible to dislike its cultured Teutonic curves. Inside, it's as dark and sober a cabin as we've come to expect from Volkswagen, enlivened here and there by pleasing details, including a great wheel. The upholstery disdains the leather usually offered at this level for two-tone micro-fibre sports seats.The fronts tilt-slide for access to the back, where there's enough room for two adults although they sit a bit skewed because the rear seats are set inboard. The headrests need cut-outs to avoid obstructing rear vision. It's adequate, but forward sight is compromised through corners by extremely thick A-pillars.DRIVEThere were corners aplenty on the drive this week into the Victorian Alps, which turned on torrential rain and thick fog. It was an unwelcome test, but showed the car would be a podium chance at the winter Olympics. It lapped up the wet roads without missing a beat, holding its line through corners with unexpected levels of sureness. Against the odds, given the conditions, it was an enjoyable drive.The accurate steering makes it easy to place on the road and even though it isn't the most tactile relationship with the front wheels, you get a sense of what they're doing. I was left wondering whether the all-wheel drive in the Golf R was worth the extra cost. Removing the all-wheel-drive components mean the Scirocco is 125kg lighter than the Golf R and it felt lighter and more agile.This is partly thanks to a differential that works with the electronic stability control to selectively brake the inside wheel during hard cornering. The Scirocco also gets an adaptive suspension system as standard, with three modes from comfort to sport. Its wider track and larger 19-inch standard wheels also help, but I had doubts about what they would do for the ride quality. Even on the surprisingly good surfaces in Victoria's High Country, the ride could get fidgety. And noisy, with too much tyre roar.On pure straight line pace, the Golf R still has an edge. They share the same direct-injection turbocharged 2.0-litre with identical power and torque figures except for a slightly broader torque band in the hatchback. The Golf R's superior all-wheel drive traction allows it to overcome its weight disadvantage and sprint more quickly to 100km/h, by 0.3 seconds. In practice, they both feel respectably quick and the Scirocco DSG -- at 6.0s to the limit -- is almost a second quicker than the Golf GTI.This unit has an addictive mid-range that seems to go for ever and it's very flexible, so third gear is often low enough even for slow-speed corners. It pulls strongly uphill and doesn't even sound too bad for a turbocharged four, which can be a bit industrial on the ear.What it loses in pace, the Scirocco gains in efficiency with an idle-stop system making it easier on fuel. Unusually these days the manual, at 8.1 litres per 100km, slightly outperforms the six-speed double-clutch automatic. Since this engine requires 98RON, any margin is worthwhile and the gearbox has a neat action.VERDICTOf course, coupes mean compromise. You won't be able to load up at Ikea quite like you can in a Golf. It's a small price to pay. With the Scirocco, Volkswagen has a winner.

I've never been to a bullfight and perhaps that's why something in the logic of Lamborghini's naming policy escapes me.The Aventador, its new supercar, follows previous Lambos by taking the name of a famous fighting bull.The original Aventador went “into battle in October 1993 at the Saragossa Arena, earning the Trofeo de la Pena La Madronera, for its outstanding courage''. Apparently.Courageous, no doubt, but of course, doomed. No amount of horned bravado is going to save it from the bloke in a Lady Gaga outfit with a long shiny blade. I'm pretty sure bulls are on the wrong side of the longest losing streak in history.Humans barracking for bulls have noticed these odds and protested. According to a survey last year, 60 per cent of Spaniards were opposed and as a result Barcelona held its last fight a little while ago after Catalonia implemented a ban.So the Aventador is named after a dead bovine from a spectacle increasingly out of tune with the times. You can't help wondering whether Lamborghini has its branding strategy quite right. Supercars already feel like a threatened species. Are we about to witness their heroic last stand?Thankfully, no. The Aventador doesn't feel like the last of the line; far from it. This is a supercar from the future that's just beamed in, Star Trek-style. It's been designed by Darth Vader and has the latest warp drive. It's boldly going where no supercar has gone before.VALUEThe Aventador has a price as stratospheric as its ability - and an increasing number of rivals, even at this level -- but Lamborghini is emphatically bullish about sales. It has 1500 orders already and no sign of flagging despite the economic storm on the horizon. There's already an 18-month waiting list.DESIGNWith its arrowhead styling the Aventador is a stealth fighter without the stealth; it could probably avoid radar detection but you'll never miss it on the road. The Aventador is the first series production car to employ this design language after it was used for two special editions: the Reventon, a version of the Murcielago, and the Sesto Elemento, a fully carbon fibre version of the Gallardo.Upward opening doors have been a signature of Lamborghini flagships since the Countach and they are reappear here. They swivel up and you limbo-dance in. Ahead are virtual dials from the deck of the Enterprise, a start button under a hinged red cover and lots more angular surfaces. Anyone familiar with top-shelf Audis will know the buttons are not bespoke, but there's nothing off-key.TECHNOLOGYLike almost everything else on the Aventador, the transmission is new and Lamborghini developed its own robotised seven-speed system rather than take existing technology from its Volkswagen parent. It came up with a system it calls Independent Shifting Rod, which is lighter and more compact than the double-clutch transmissions becoming ubiquitous on performance cars. It's also very quick, banging up or down through gears in 50 milliseconds in track mode. Even in strada, response feels instantaneous.The suspension, with double wishbones all round, employs the pushrod design favoured by racing cars. Positioned inboard, it's lighter and more compact than the Murcielago's while delivering better comfort and dynamics, Lamborghini says. Tyres are 19-inch at the front, 20 at the rear and house huge carbon ceramic brakes. At the front they measure 400mm and are gripped by six pistons.They can rein in the Aventador from 100km/h in just 30m, which means they are incredibly effective. It feels like it, too, with short braking zones for some corners and you're playing with fire if you don't brake in a straight line. Like the Murcielago, the Aventador has electronically controlled air intakes that adjust automatically, as well a rear spoiler that rises as speed requires then changes its angle of attack.DRIVINGI've travelled to Sepang racetrack, Malaysia, to sample the car for the first time. There are a lot more motoring journalists here than cars, so it's two laps of the track and heavily shepherded ones at that. A Gallardo, Lamborghini's junior supercar, acts as pace car with a pro driver at the wheel.Seeing an Aventador alongside a Gallardo brings home how extreme it is. Only in this context could a Gallardo look as tall as a people-mover and as intimidating as Play School. The Aventador is Commodore-long but a scant 1.1m high. If it wasn't more than 2m wide you could step over it. There's only time to acquaint myself with bits relevant to piloting the car around 15 corners and 5.5km. It's get in and get going.The acceleration is more linear and less dramatic than expected but utterly relentless. The naturally aspirated 6.5-litre unit behind the cabin is Lambo's first new V12 in decades. The Murcielago, its predecessor, wrung more and more out of the previous engine until there was nothing left to give. This starts beyond that level with 515kW at 8250rpm, which is high revving in anybody's language and spectacular for a V12.It likes to rev, too, and is good for a top speed of 350km/h. On the track, I'm well into triple figures before I realise because it takes just 2.9 seconds to reach 100km/h. Floor it and you're flying into the next corner quicker than you expect. Not that I'm looking at the speedo. There isn't time.Mid-corner grip, with its huge rubber, all-wheel-drive and differentials everywhere, feels off the scale although I'm testing it only when I get something not quite right, such as the line into a corner. As speed rises and falls, surfaces and intakes on the car are responding.Corners are quick too, although with fairly pronounced weight transfer from one side of the car to the other in rapid direction changes. This may be because I made the mistake of obeying instructions and leaving the suspension settings in strada, when sport or track would have been more appropriate. A colleague with a rebellious streak chose sport and said the car's weight evaporated. Not that it's all that heavy anyhow.The Aventador sheds 90kg compared with the Murcielago and it's certainly light for its size. Lamborghini has made the entire passenger cell from carbon fibre -- one of few cars to do so, along with the new McLaren -- and despite its city-block footprint weighs just 1575kg dry. Carbon fibre is stronger and stiffer than equivalent aluminium or steel structures and as a result the Aventador is 1 1/2 times more rigid than the Murcielago.Two laps go in blur of impressions. There's something otherworldly about the Aventador. It transports the driver to a place where ordinary sensations of speed and performance no longer apply. As intimidating as anything you can buy, it takes supercars to the next level and my senses and reflexes haven't had time to adjust. It feels less feral than the Murcielago but has the technology and performance to back its menacing looks.If there's a surprise, it's the relative lack of drama in the way it goes about its business. From pitlane, watching cars race down the straight, it was the Gallardo pace car that made a more appealing sound. I was expecting a bit more fury from the Aventador. A bit more snorting histrionics, a bit more scraping of hooves. What it declares loudly though, is that the supercar has a lot of life in it yet.VERDICTFlagship Lamborghinis come along about once every 10 years, so it will be some time before it needs to find a name for the next one. By then, bullfighting could be history and Lamborghini will be left with a dilemma. But as long as there are still supercars to name, they can call them what they like.LAMBORGHINI AVENTADOR LP700-4Price: $754,600 plus on-road costsEngine: 6.5-litre V12Outputs: 515kW at 8250rpm and 690Nm at 5500rpmTransmission: Seven-speed robotised manual, all-wheel driveLAMBORGHINI'S 12 ANGRY CYLINDERS350GT (1964-66), 3.5-litre V12. 160 builtMiura (1966-72), 3.9-litre V12. 764 builtCountach (1974-90), 3.9-litre (later 5.2) V12. 2042 builtDiablo (1991-2001), 5.7-litre V12. 2884 builtMurcielago (2001-10), 6.2-litre V12. 4099 built

A 2.0-litre petrol engine powering a two-tonne prestige sedan would have been unthinkable only a few years ago.  Now it's about to roll into BMW dealerships in the form of an entry level 5 Series that matches the 520d diesel model in performance and undercuts it on price by enough to offset the differences in fuel

THE baby in the stroller is crying and mum and dad are trying to placate the child until their attention is distracted by the vision coming down the street. Like the Monaro, Mini (the first one) and E-Type Jag, Land Rover's baby Range Rover Evoque has the ability to distract passersby - even from crying babies - and evoke a mixture of envy and admiration. It is an icon on any street. But there is a price to pay for this adulation.VALUEThis is a capitalist's dream car and a consumer's nightmare with a choice of two body shapes, two drive systems, three trim levels, three engines and two transmissions. In all, 30 model variants, ranging in price from $53,395 to $77,395. And in July there will also be an entry level eD4 110kW diesel model available with two-wheel drive from $49,990. The price range overlaps the BMW X1 and X3, and starts cheaper than the slightly bigger Audi Q5.The Pure trim level has 17-inch alloys, LED front fog lights, leather-trimmed seats colour audio display with eight-speaker sound, rear parking sensors, driver information centre, climate control airconditioning, push-button start, Bluetooth with audio streaming and an "Oxford leather" steering wheel with controls for phone, audio and cruise control.Prestige adds full leather interior with real wood trim, xenon headlights and touchscreen for the 380-watt Meridian sound system with 11 speakers and two USB ports. Dynamic has a sporty feel outside and in, but has no extra equipment.Just like the Germans, it's the added extras and sometimes even the most basic of options that sends the price soaring. Try $1300 for metallic paint, for starters. That's pretty steep when most charge about $500 and Subaru doesn't charge extra at all. And how about $1495 for keyless entry which is now standard with some small cars?There are a couple of feature bundles which save on buying some of the items separately, but do you really need things like "mood lighting" and special mats? The only option box I would tick out of pure indulgence is the Meridian sound system. Meridian Audio is a British boutique hi-fi manufacturer and the aural results are simply stunning. One of the best in-car audio systems you can get.We tested two models - Pure SD4 automatic at $59,875 and Dynamic SD4 automatic at $73,375 - but with various option packs, plus a few extras, the retail price (minus on-road costs) leapt to $68,375 and $94,284, respectively.TECHNOLOGYThere are two turbo engines - petrol and diesel - but the 2.2-litre turbo diesel comes in a choice of 110kW peak power output or 140kW. They are available with either a six-speed manual transmission or the tried-and-true ZF six-speed automatic. The new 2.0-litre Si4 petrol engine has output of 177kW. It combines direct fuel injection, turbocharging and twin variable valve timing and comes only with the ZF transmission.All are offered with all-wheel drive, which has the same Terrain Response electronic system used in the Freelander on which this car is based. This system is exceptionally effective and easy to use. Just dial in the terrain surface (gravel, snow etc) and away you go. Sort of four-wheel driving for dummies.The two-wheel-drive model will be powered by the 110kW diesel engine. The touchscreen satnav is a bit cumbersome at first, but basically foolproof and the Bluetooth was easy to pair and reliably hooked up first time, every time. All controls have a quality feel.STYLINGSome vehicles are stunning only from certain angles or are let down by their interior. Evoque is simply stunning from ever angle and is supported by a modern but comfortable interior in all trim levels. Gone is the ostentatious "English country gentleman's club" feel. The three-door model looks sleeker and almost "pimped" with a sloping roof line and slitty rear windows.Unfortunately, it's form over function with very difficult rear access and a claustrophobic rear compartment. The coupe comes with two back seats or a no-cost three-seater bench option.SAFETYThis is a five-star safety car with seven airbags and a host of driver aids such as hill launch assist and hill descent control in the four-wheel-drive models, plus chassis electronics, corner stability, rollover stability and trailer sway control.They come with reversing parking sensors which are vital as there is very little rear vision. A reversing camera does not come standard. However, you can get the $900 Surround Camera System with tow assist that helps you guide on to the hitch without getting out of the car or you can get it as part of the $5900 Tech Pack with the Prestige and Dynamic trims.Vision out the front is no better with massive truck-sized wing mirrors that blot out the view of cyclists, bikers, pedestrians, dogs and street kerbing. Even if you don't run over a little old lady with a dog, you are likely to clip a kerb or two.DRIVINGWe first tested the petrol model in the Carsguide Car of the Year judging at Ford's You Yangs proving grounds in Victoria. It is a smooth, refined and lively unit that ably punts the car along the worst of the country's back roads.Despite our best efforts, it was difficult to wrong-foot the SUV that doesn't have the lurching effect of many others in its class. It's not quite up to the X3's driving dynamics, but it isn't far off. Despite its commendable off-road characteristics, ride is still comfortable. The turbo engines are also quite potent and have minimum amounts of lag. When the boost does come on, it isn't uncontrollable. The diesel is very quiet, except for a gentle clatter at idle.The cabin is also quiet and it is a pleasant place to be, especially when the Meridian sound system is cranking out some classic rock.VERDICTThis is a decision for the heart, not the head. Turn your neighbours' heads and indulge your senses. If you hate your passengers, get the three-door model." high safety and simple cabin layout are highlights''

Here's a really difficult Euro coupe choice for you - the razor sharp and raunchy-looking Renault Megane RS250 or the new and equally raunchy-looking Volkswagen Scirocco R?Volkswagen has finally landed its "uber" front drive coupe and it goes as well as it looks. Pricing starts at $47,490 for the six-speed manual Scirocco compared with the Renault's kick off price of $41,990. Four options are available on Scirocco - satnav, DSG manumatic, a Dynaudio sound system and a glass sunroof. Tick these boxes and you are nudging the $55 grand mark.But balanced against this is the fact that the striking Scirocco is an impressive car offering superb performance from its turbocharged 2.0-litre engine and surprisingly accomplished dynamics thanks to the electronic diff' lock and other electronic trickery to keep it on the straight and narrow.UNDER THE BONNETStrong performance percolates from the 2.0-litre, turbo, direct injection, four pot lifted from Golf R but without all wheel drive. It's around 135kg lighter than Golf R and produces 188kW/330Nm. The lighter makes Scirocco R is a marginally quicker device that uses slightly less fuel rated at around 8.0-litres/100km. Six-speed transmissions are available in a DSG manumatic and a conventional manual. Both are fully engaging for the driver.DYNAMICSVW equips Scirocco with adaptive chassis control offering Comfort, Normal and Sport. The electronic diff' lock has extended functions (XDL) as per Golf GTi and the stability control has a sports calibration. Wheels are 19-inch with low profile sports rubber and the brakes are multi-piston sports units with prodigious stopping power and resistance to fade. The rigid chassis provides a platform for all dynamic functions to work properly.INSIDENo leather is offered, it's perforated cloth only in  semi-race seats with suede inserts on the side bolsters to hold you in place. No lumbar adjustment though. The classy dash is typical VW with quality materials, sensible layout and some "wow" features like the blue highlight dials, 12-mode trip computer and multi-function, flat-bottom suede steering wheel. The standard audio is worthy and the optional satnav has a huge screen but doesn't offer "safety" information. There's adequate room for four and a decent load space. Manual seat adjustment though.OUTSIDEScirocco rates as one of the most handsome cars on the road right now. It crouches as though ready to pounce and has a reptilian look around the frontal area. The rear haunches look muscular and the rear has a squat, powerful look accentuated by dual exhaust outlets. There are LED driving lights and bixenon headlights and those machine-like alloys - fantastic, but no red - what?SAFETYIt's a five star car offering six air bags, adjustable stability control and other crash protection features.ON THE ROADWe had a good old drive up in the Victoria high country where the Scirocco slipped straight into character - carving up the corners and shortening the straights. There's a gorgeous rush of power from low in the rev range that makes spinning it to redline unnecessary. Short shift and it cracks straight into the fat torque band and leaps forward. The DSG generates a stirring exhaust pop on upchanges and blips the throttle on downchanges. It handles beautifully, especially when set for sport though there is a touch of steering backlash on bumpy corners taken at speed. Brake abuse hardly affects the car's stopping power. The lack of lumbar support could be an issue for some drivers but otherwise Scirocco is a comfortable, well appointed coupe with some classy touches. No spare though.VERDICTFabulous car, engaging, well mannered, flattering, sensational looks, plenty of kit.

When Volkswagen launched the first GTI back in 1976, they were planning on building 5000 of them. The rest is history. The GTI has become the most successful sports models in automotive history and will soon notch up 2 million sales world wide. To mark its 35th anniversary, VW is offering a very limited Edition 35 model with more power and extra goodies for another 3 grand - and it's a cracker!ENGINEThe 2.0-litre direct injection turbocharged engine is shared by the GTI and all wheel drive Golf R. But it's a detuned version of the R's engine, rather than a hopped up GTi one (what's the difference?) It runs the same compression ratio but the boost has been turned down on the turbocharger.Compared to the standard GTI power is up 18kW from 155 to 173kW, not quite as much as the R's 188kW but a significant increase. Torque has also been increased, up 20Nm from 280 to 300Nm _ not as much as the R's 330Nm.The engine also takes on the higher revving characteristics of the R, with maximum power delivered at 6000 revs and maximum torque at 2400 revs.PERFORMANCERemember the GTI Pirelli? Well this one's even better with 173 versus 169kW, but it does the dash in the same 6.6 seconds. Golf has moved on a generation since then and there's no doubting this is a much better car. It feels tighter and smoother with better grip and handling.Power is fed to the front wheels through the GTI's trick XDL diff, with 0-100km/h taking 6.6 seconds for both the manual and DSG. That's 0.3 seconds quicker than a standard GTI, but still short of the R's 5.9/5.7 secs for the manual/DSG.THE CHOICEThe Edition 35 comes in five doors only, in a choice of colours and with a choice of six speed manual or six-speed DSG transmissions, the latter for an extra $2500. It's priced from $43,490. That's $3000 more than a standard GTI but $6500 less than the R).OUTSIDEUnderstated. In a word. The only visible badging is the number 35 on ahead of the door on either side. GTI watchers will however note the deeper front air dam, with bi-xenon lights and dynamic cornering and LED daytime runners. The exterior mirrors are also finished in gloss black and the side sill extensions match the body colour. All Edition 35s are also equipped with smoked LED rear lights, LED-illuminated license plate and smoked rear windows.INSIDEThere's a classic golf ball look/feel gear shift, special scuff plates with the Edition 35 logo, seat belts with red stripes and a 35 integrated in the front head rests. The logo also appears on the backs of the seats and all decorative seams are red.HOW'S IT GO?Spectacularly. Very strong acceleration, especially in the mid range. But what we really like about these cars is their practicality. You can pedal them around like a shopping trolley most of the time and they don't feel any different to a standard Golf. But put your foot down and the differences becomes immediately apparent. The other big plus about the GTI is the fuel economy. This thing can still returns 8.3/8.2 litres/100km in manual/DSG form if you don't push it hard.VERDICTThe Golf GTI is the perfect balance of sport and practicality and the Edition 35 model is just better again. Better get one before they run out?VOLKSWAGEN GOLF GTI EDITION 35Price: about $45,000Body: 5-door, 5-seater hatchEngine: 173kW/300Nm, 2.0-litre, 4-cylinder turbo petrolTransmission: 6-speed manual or DSGSafety: 7 airbags, ABS, ESP, 5-star crash ratingWeight: 1400kgEconomy: 8.1L/100km (manual), 8L/100km (DSG)CO2: 189g/km (man), 185g/km (DSG).

Nobody wants to wreck a winning formula. Especially nobody at Porsche, where the 911 is the heart and soul of the brand, with a devoted fan club and a pedestal spot in sports car history. So it’s no surprise the seventh generation of the car follows the same recipe of all its ancestors since 1963.There’s been some work on weight reduction, adding power and saving fuel. There’s some more techno trickery and clever features. But no extreme changes that might scare off the faithful. They are looking for what Porsche global board sales head Bernhard Maier called at the launch "the icon of our brand".DESIGN As you’d expect, the new Porsche 911 convertible looks pretty much like the old Porsche 911 convertible.But it also now looks more like the coupe in profile, thanks to the line of the new power-retractable soft-top – which includes rigid panels but is lighter and swifter-folding than the current design. It can be opened or closed in 13 seconds at speeds up to 50km/h and has a powered pop-up wind deflector to keep the cabin breezy without being battered.Porsche’s head of 911 product, August Achleitner, says it’s more than ‘closer’ … “It’s exactly the same as the 911 coupe – exactly. This is able to be done because of the hard magnesium panels, which also make it acoustically better,” he says, thumping our car to demonstrate their robustness.The body is slightly lower-slung than the outgoing car, longer and wider – emphasised at the back by taillights trimmed down to horizontal slivers that almost risk a copyright call from Aston Martin. There are new wheels that add an arch-filling inch to give the Carrera 19-in and the Carrera S 20-in.More aluminium and high-strength steels have been used to trim the weight to as low 1450kg, side mirrors have migrated to the doors and the roofline has apparently been lowered by a tiny 5mm. The cabin gets switchgear from the Panamera and a new colour display screen, but the biggest change there are the hefty metal paddles behind the wheel.VALUEThe starter Carrera will be priced from $255,100, with the Carrera S coming in from $288,300. What other cars can you get for the same sort of money? Quite a few.But what can you get with the same combination of performance, handling, engineering integrity and – last but not least – the styling of quiet confidence rather than neurotic attention-seeking? Not many.Jaguar’s XKR Convertible is in the ballpark at $263,000 with restrained style and a thumping supercharged 5.0-litre V8 slotted in after the brand’s shift from Ford to Tata (a move purist decried but which hasn’t seem to do any harm so far). And there’s familiarity to the styling, although in this case it’s because the Jag is due for a makeover.There’s the Aston Martin Vantage V8 Roadster at $274,698 with a 4.7-litre V8, stunning looks and all the cachet of being related to James Bond’s traditional brand of choice. But it’s not as sharp or refined as the Porsche. And touches of Ford here and there will remind you 007 drove a Mondeo too.And you can’t entirely dismiss the4.7-litre V8 Maserati Gran Cabrio, which has arguably one of the loveliest bodies around, but at $328,000 is overpriced without matching the 911’s engineering and performance.Yes, they’re all V8s and the Porsche is an in-line six. But it overdelivers on the value scale.TECHNOLOGYIt carries the same engine line-up as the 911 Coupes that will arrive here in March, but with only slight speed and acceleration penalties.The Carrera S gets a 294kW/440Nm 3.8-litre six-cylinder with top speed pegged at 301km/h (the Coupe ceilings at 304km/h) and 0-100 sprint of 4.7 seconds with the seven-speed manual transmission, and 299km/h and 4.5secs with the PDK dual-clutch manumatic.The Carrera gets a 257kW/390Nm 3.4-litre six that promises a top speed of 286km/h and 0-100 sprint of 5 seconds with the manual, and 284km/h and 4.8secs with the PDK.Efficency measures include a stop-start system and mean fuel consumption – if that’s going to worry anybody driving this car – starts from a claimed 8.4L/100km for the Carrera with PDK. But even the thirstiest official figure on the sheet is reasonably modest at 9.7L for the manual S.SAFETYIt gets six airbags, anti-skid brakes with all the extras, stability and traction controls.  Add in the new torque-vectoring differential -- which modulates braking on the inside wheel when cornering -- and increased side-impact protection, and you can judge it as having five-star safety.DRIVINGIt’s just about everything you could ask for in a sports convertible. And then, it’s also everything you could ask for in a relaxed cruising drive. You don't have to go fast to enjoy it, and it simply seems even more tractable – so much so, old-school purists might argue it’s lost a bit of soul. It hasn’t.The first thing you notice is how easy the 911 Cabriolet is to drive. We started off in the Carrera S and in a mix of town streets, freeway and tight mountain road – dodging cyclists and the occasional farm truck – the Porsche was always tractable and obliging.The steering is sweet and sharp, and through bends the massive 20-in wheels almost seemed to find their own way as the car switches direction through one bend after another, with barely any impact from the patches of crumbled surface on back roads.Slipping it over to the faux manual side and flicking the paddles sparks bursts of acceleration and glorious sound – snarling and burbling as you play with the gears and throttle.And that’s when you start to notice the second thing – how quiet the cabin is (when you’re not poking a stick through the engine’s bars, that is). Roof up or roof down – and even up to bahnstorming speeds – you’re still able to carry on a conversation without having to yell.Sure, there’s some wind rush in open mode, even with the pop-up deflector in place. But it’s never overbearing.And with the roof up, it’s closer to the coupe in comfort levels and – more importantly perhaps – the looks.VERDICTIt’s quieter, more refined and more tractable, but still has the punch and poise you expect. And it still looks like the previous 911 Cabriolet -- more or less -- but now it feels more like the Coupe.It’s a 911, Jim, and exactly as we know it.

Stop, look and listen, said Elvis - it's a philosophy made for this car. It's the last of the actions that most seem to do when near the Mercedes-Benz C63 AMG - although in coupe form there's reason to look as well. If you've never seen a spunky 1730kg powderkeg, stop and look at the images here - it sounds even