Luxury Reviews

While it comes from the basis of the car everybody thinks of when they think hybrid - the Toyota Prius - the Lexus CT200h is a slightly different prospect. Hybrids have moved a fair way from their world-saving worthiness platform. These days they're starting to tout style, status and even sporty aspirations. They rarely live up to that last claim, but if you want something that makes you look good on the street -- and at dinner parties -- the CT200h ticks the boxes.DESIGNThis is the first hatch to wear a Lexus badge, and while it stays within the fairly conservative styling boundaries of the brand, it's been given more street presence -- unmistakeably aimed at getting a more style-conscious buyer into the showroom. The hatch lines are lifted by the rakes of the front and rear screens, and on the tested F-Sport spec, darkened alloys play up to the mesh grille and lower fascia detailing.Inside is a snug cabin - supposedly five-seater but really only four - with a premium feel to fit-out and features, among which the antiquated foot-operated park brake seems glaringly out of place.TECHNOLOGYThe CT200h uses the Prius's drivetrain, with a 73kW/142Nm 1.8-litre four-cylinder petrol engine mated to a 60kW/207Nm electric motor, with a continuously-variable transmission driving the front wheels. A regenerative system captures brake energy to feed charge to the battery - also the older, heavier (and cheaper) technology of a nickel-metal hydride unit rather than lighter and more efficient lithium-ion.But it's not all Prius underpinnings, with the CT200h giving you four switchable driving modes: EV on electric motor solely, Eco using both petrol and electric but limiting power and the drains of airconditioning, Normal with both petrol and electric but less restrictions and Sport with higher engine revs and motor power plus sharper steering.It logs a 0-100km/h time of 10.3 seconds and a top speed of 180km/h - hardly startling, but that's not the point. It's the fuel figure that's the main game: a claimed 4.1L/100km in mixed driving, and a 5.2L/100km finish on testing over several days combined highway, urban and CBD trips.VALUEThe CT200h starts at $39,990, but the F-Sport asks another $10,000 for those wheels, leather sports seats, 10-speaker audio, sat nav, reversing camera, body kit and sports suspension.So what else is around at the compact end of the green-tinted field? Well, the Prius of course, and in top i-Tech spec for $45,990 -- $4000 cheaper than the CT200h F-Sport - with two extra doors. But the Lexus beats it for fit-out and finish, not to forget badge status. Long-gone are the days when A-listers would step onto the red carpet from the hybrid Toyota.The newest rival is the Honda CR-Z, which draws about level with the Lexus on styling and driving, slips back on the luxury scale - and also on petrol economy at 4.5L/100km -- but at $40,790 in top spec will put a sizeable amount of cash back in your pocket.But there's a lot of promise if you're up for a diesel, with the BMW 118d five-door hatch at just over $46,000 with an eight-speed auto and 4.5L/100km economy, while the $36,990 manual Volvo C30 DRIVe with stop-start returns 3.9L/100km.SAFETYIt gets a full five-star crash rating, with active headrests, eight airbags (including knee bags for driver and front passenger), anti-skid brakes with brakeforce distribution to compensate for uneven loading and brake assist for panic stops, plus traction and stability control.DRIVINGWhen it gets on the road, the CT200h's driving modes give it something of a split personality. While it's the most frugal, the electric-only Eco setting is teeth-grittingly tedious anywhere except crawling traffic snarls, but the 2km range means you'll get through most of them without having idled away a tank of fuel.The power-nannied Normal setting is fine for city traffic, but frustrating once you get into free-flowing lane-changes or motorway speeds. For those who actually want to get a bit of response from their car in those conditions, the Power setting is the only place to be. It's not exactly in the spirit of hybrid motoring to just think of the electric motor as a handy way to add torque when you want to go harder. But, well, whatever works, we say.Under those conditions you could ask for more feel from the steering, and perhaps also a better sense of connection with the CVT transmission. But most buyers should have little complaint about the ride and handling, with the little hybrid hatch turning out to be both comfortable and confident, with deft cornering abilities.The downside is that if you drive like that all the time, it's going to destroy the fuel economy that is supposedly one of the key reasons for buying it. We finished with 5.9L/100km for an unscientific mix of driving - which is not bad, but it's not the 4.1L official figure either.VERDICTIt has sporty looks and accessories, but that alone won't add up to sporty performance. However by offering the combination of appealing hatch styling, prestige fit-out and hybrid drivetrain, it's going to appeal to those for whom a Prius is no longer enough. And to those who just want prestige looks without the prestige price tag.RATINGLEXUS CT200hPrice: from $39,990Warranty: 4-years/unlimited kmResale: 51%Service interval: 15,000km/12 monthsSafety: 5-star Euro NCAPEngine: 1.8-litre, 4-cyl petrol engine, 73kW/142Nm; electric motor, 60kW/207NmBody: 5-door hatchWeight: from 1370kgTransmission: CVT, front driveThirst: 4.1L/100km, 91 RON, CO2 95g/kmAffordable luxury with a green tint.

The American idol is on the way back, with all the gangsta attitude that made it a hit more than two years ago. The Chrysler 300C SRT8 has had a major makeover that goes right down to the road and all the way up to a thumping new 6.4-litre V8 engine. The number run includes 351 kiloWatts and 637 Newton-metres of torque, as well as a 0-100km/h sprint time in 4.7 seconds.The mean-streets look has been tamed a little, and there is a lot more to like in the cabin, but it's still an old-school muscle car that means the SRT8 tag - it stands for Street, Road, Track - has lost none of its impact. A two-day preview drive in Las Vegas is the ideal start to the new SRT8 experience, running down the glitter strip and out into the desert alongside the Grand Cherokee that's already had a tick from Carsguide ahead of its Australian return.The cheapest of the new 300Cs comes in from $45,000 and there will eventually be five models, topped by the SRT8 at close to $65,000. Chrysler Jeep Australia is keeping the exact number a secret until cars land in April, but the bottom line is fairly firm. There is plenty of justify the showroom sticker, from the belter engine to giant alloys and a loaded cabin with leather trim, a big touch-screen display and seriously good sound.The price point is a clever choice, since it positions the SRT8 above the Commodore SS-V and Falcon XR6 Turbo, but below the seriously speedy machines wearing Holden Special Vehicles and Ford Performances Vehicles badges.The basics are fairly basic in the chunky Chrysler, just like Australia's Falcon and Commodore, although the platform under the body is taken from the superseded Mercedes-Benz E Class sedan. The engine is in the nose, there is a five-speed auto gearbox, and drive goes through the area wheels.There is some neat stuff, like a rear-view camera and a system - a lot like the Nissan GT-R - that displays all sorts of performance information and can even log acceleration runs and measure cornering grip. The upgrade comes at a price, as the SRT has put on around 150 kilos since the previous model, although the engine has grown from 6.1 to 6.4 litres.The new 300C body is longer than the old one, which means more space in the back seat, and it's also been rounded-off compared with the chunky edges of the previous car. It's generally smoother and looks more, well, adult. There is a blacked-out grille and 20-inch alloys, subtle side skirts and a tiny blade spoiler on the boots. Oh, and blacked-out shotgun exhaust tips. The SRT work inside runs to well-bolstered front buckets and a flat-bottomed leather steering wheel, as well as embroided badges on the seats.There is no official ANCAP rating yet but the 300C is a top safety pick for the Insurance Institute for Highway Safety in the USA. The airbag protection runs down to one for the driver's knees there are ESP and ABS as usual, with a huge lineup of extras including automatic wipers. Full details will not be available until the Australian cars land.The SRT8 was a Carsguide favourite and stays on the list, thanks to old-school muscle and a cabin that - like the updated Grand Cherokee - finally justifies a premium price and place. The seats are comfy, though short on support in turns, the display screen and sound are great, and it has all the luxury you expect for $65,000. But turn the key and the V8 thunder makes a statement that is backed when you hit the accelerator. The ultimate C-car really kicks hard from a standstill and has huge go when the rev counter spins past 4000.It's all V8 grunt and muscle but the engine has cylinder deactivation to boost economy, not that the gear-short auto really helps. Basic 300s have a new eight-speed automatic but the SRT's performance means its held back to five. The cornering grip is very good, with a predictable feel through the controls, although the steering is a bit woolly and the car wants to walk around on its big tyres in tight corners or anywhere with low-ish grip. When you're on a sandy desert road it can get quite lively.It's not as responsive as the HSV cars, but more punchy than the FPV Falcons. It feels less involving, but that will suit some people and it does have a very distinctive look.So the new 300C SRT8 is much more refined than it was, perhaps a little less playful, but still an old-school thumper that will work for a lot of muscle car fans down under. It's not as precise as the homegrown heroes but it's better than it was, although badly in need of a six-speed automatic.

The Range Rover Evoque is part of a response to the green backlash against SUVs, which saw parent company Land Rover singled out in Britain for direct eco-action.

Less is more in the "ultimate" $165,000 Porsche Cayman R which sheds 55kg to gain tenths of a second in acceleration.LIGHTWEIGHTThrough selective use of lightweight materials including the special 19-inch alloy wheels, aluminium bonnet and doors and carbon fibre racing seats, Porsche has brought Cayman R down to 1295kg helping reduce the 0-100kmh sprint to a neat 5.0 seconds for the six-speed manual version (less for the PDK seven-speed manumatic). Not only that, the R consumes no more fuel despite having 7kW more power rated at 243kW/370Nm. It's all good if you like your Porsches razor sharp and bullet fast.GOOD LOOKINGEssentially a hard-top Boxster, the Cayman is arguably one of the best lookers in Porsche's lineup with cannon barrel front guards, a low arcing roofline and classic fastback rear end. The test car was painted iridescent green which amplified the visual effect along with the fixed rear wing and blacked out body hardware. It's a two seat, mid-engine sports coupe with handling to make your head spin - a real Porsche in other words.ENGINEThe dry sump, 3.4-litre, direct petrol injection, flat-six engine is tweaked for more power but torque remains the same. It has what Porsche calls Variocam Plus on the inlet side which alters valve timing and lift for gains across the board including fuel economy and emissions (Euro 5). A characteristic Porsche exhaust rasp builds to a manic wail as revs approach the 7500 redline. Fuel economy is rated at 9.7-litres/100km in the manual, less in the PDK version.PERFORMANCE PARTSPorsche tapped its performance parts bin for some Cayman R components with bits coming from the 911 GT3 and others. A leaf has been taken from the Ferrari book with cloth strap interior door latches. But this is no "stripper" track day car as Porsche has fitted plenty of kit in the Cayman R including a premium audio system, satnav and other goodies.DYNAMICSHowever, it's not a car you would necessarily like to drive every day due to the narrower sports focus which brings tight fitting race seats and firm suspension, uprated and lowered significantly (20mm) from the standard Cayman. It has monumental brakes and big tyres with low profile rubber for optimised cornering and steering response. The strut/wishbone suspension runs firmer springs and dampers and stiffer sway bars.THE DRIVEWow, where to start? Acceleration is brilliant no matter what the speed and so is the cornering. It has a typical of Porsche "connected" steering feel and the big brakes make light work of stopping this relatively lightweight Porsche. We had to have two runs up and down our favourite mountain road and could have stayed there all day enjoying the finely-honed dynamics of the Cayman R. We still prefer a PDK transmission but the six-speed manual is nearly as much fun if a little slower and thirstier.There's no S button or performance "individualising" options like the new 911 unless to opt for the Sports Chrono pack with attendant gains on top of the already accomplished "standard" model. Few cars we have driven are as well balanced and as razor sharp dynamically as the Cayman R. It's fully engaging and a thrill to drive.VERDICTNot in the green but would have one in a blink - a properly engineered, good looking, great sounding sports car.Porsche Cayman R (6-sp manual)Price: $165,000Warranty: 3years, 100,000kmEconomy: 9.7l/100km,  228g/km CO2Safety: six-airbags, ABS,  Porsche Stability Management, traction control system, engine braking control system,(automatic braking differentiEngine: 6-cylinder, 243kW/370NmTransmission: 6-speed manual, RWDBody: CoupeDimensions:  4,347mm (L),  1,801mm (W),  1,285mm (H),  2,415mm (WB)Weight: 1295kgTyres: 235/35 19 inch Alloy wheels 

A premium new look won't necessarily attract a premium price when the Volkswagen CC four-door coupe goes on sale in June or July this year.  VW previewed its repositioned CC in France this week and Australian spokeswoman Nina Willoughby says the standard equipment will improve but the price wont reflect the equipment upgrades as the Passat-based coupe is moved upmarket to chase sales from the Mercedes-Benz C-Class Coupe and BMW 3 Series. Final specification is still being determined for Australia but the car will be better value when it arrives, she says. VALUE The CC range will continue with two models in Australia - the 125kW/350Nm 2.0-litre turbodiesel which delivers 125kW/350Nm via the front wheels and the all-wheel drive 3.6-litre V6.The current vehicles are priced at $54,990 and $64,990 respectively. Carsguide expects VW to keep any price rises to a minimum - around $1500-$2000 - to maximise the value proposition over its prestige rivals. Using the C-Class coupe as a benchmark, technology such as adaptive cruise control is likely to be included in the standard car.Satellite navigation and the adaptive headlight system - which dims sections of the high beam to avoid dazzling oncoming drivers or the vehicle in front - could also be on the default list. TECHNOLOGY There's a lot of bling on the European options list for VW Australia to choose from. The adaptive chassis control is already available, but the combined side and lane warning departure systems is a first for VW and one that makes sense in this car.The system uses radars to monitor approaching vehicles and cameras to detect where the lane markings are and alerts the driver if there is a car in the rear three-quarters "blind spot" or if they try to change lanes without indicating. STYLING The horizontal grille and cut-off tops on the headlamps differentiate the new CC from the existing Passat CC range. Designers had no choice with the grille - its part of the VW corporate look - but embraced the three-bar grille to give the impression the new car is wider and lower than it actually is.Dimensions are virtually unchanged from the existing model, with a 1mm trim in length the only difference. New LED taillights continue the flat and clean look at the rear. The result is a typically tidy VW style that lets the coupe silhouette define the car.A three-seat rear pew is expected to be standard in Australia,though the scalloped side seats makes the centre pew suitable only for young children or anorexic adults. Buyers who want to keep the existing two-seat rear layout will find it is a no-cost option. SAFETYSix airbags and a solid body structure makes the existing Passat CC a five-star car. The CC continues this approach and will be one of the safest VWs on the road. A fatigue detection system is standard and works by monitoring the steering inputs from the driver and alerting them via visual and audio cues if it determines the driver is tired, based on repeated minor corrections of the wheel. DRIVING The CC drives like a Passat CC, which is no bad thing. The improved sound deadening works on both models and there is only a muted grow from the base turbodiesel under heavy acceleration. the range-topping V6 snarls harder but is still subdued enough to give owners a sense of power without becoming intrusive.The steering is light, but direct and the lack of feedback can be forgiven on the basis that this doesn't pretend to be a sports car. It feels more upmarket than the Passat, but doesn't have the tactile feedback to challenge a BMW or Mercedes-Benz. Then again, it doesn't cost as much either. VERDICTThe move away from the Passat nameplate makes the CC hard to pin down. It's not a true prestige car but it certainly is better than most vehicles on sale at the predicted price point.And that will give the VW a unique slot in the market - it had the looks and style to be a premium model, but it will come down to pricing and specification of the Australian vehicles to determine whether it can find a real niche in the market. And we won't know those details until closer to the car's June/July launch date.

The A6 was akin to being Audi's middle child, lost between the A4 and the A8 and not quite fitting in with the other kiddies. That should change with this car, which is a solid step in the right direction and should go a long way to turning its lack-lustre resale performance around. VALUEIt's not cheap at a $93,900 list price (or $101,940 as tested) and those user-choosers looking to lease are going to double-take at the retained value figures - Glass's says its 36 per cent and Audi says it's in the mid-40s - but for a vehicle aimed at the exec fleet it's food for thought. That said, the new A6 has no shortage of gear, but you'd expect a fair bit when the price hovers around six figures. The entry-level quattro model gets an electric parking brake, cruise control, 18in alloys, anti-dazzle mirrors, a sunroof, rain-sensing wipers, xenon headlights with dusk and rain sensing function, keyless entry and start, sports steering wheel with myriad buttons for the trip computer, dual-zone climate control, sound system, satnav (all of which is displayed on the slide `n' pop screen in the centre of the dash), leather-trimmed electrically-adjustable front pews and a Bluetooth link for the phone. The Bluetooth also sometimes even connects up to the excellent sound system - if you're using an iPhone for sound as well, don't always expect an easy time connecting it - download your entire iPod into the hard drive, it'll be easier. Sound buffs have the option of going for Bose surround sound with 14 speakers (for $1950) or the Bang & Olufsen 15-speaker surround sound system for $12,340. There's no shortage of other options on offer - the test car had the adaptive headlight system (which costs $1400), rear parking sensors and a camera adds $960 and the grey-pearl paint (through some quirk in the way the options are configured) adds $5680 - stick with the standard colours.TECHNOLOGY The A6 is powered by a 2.8-litre alloy naturally-aspirated V6 that has direct injection and a variable valve timing and lift system to make the most of the premium 95RON unleaded. The result is 150kW (a 12kW loss over the old 2.8) and 280Nm, which doesn't sound like much for a 1680kg sedan. But it's enough and thanks to a start-stop fuel saving system it claims 8 litres of fuel per 100km - a litre better than the (lighter-weight) old model; our stint resulted in 10.2. The A6 drives via a seven-speed twin-clutch automated manual and all-wheel drive, which can vary the torque-split but normally sends 60 per cent to the rear and 40 per cent forward. The A6 also gets Audi's drive select dynamic handling system - which tweaks steering, throttle and automatic transmission's behaviour to suit different desires, or there are the options of adaptive air suspension and dynamic steering.DESIGNThis is a big German sedan but it's lighting package and sharp lines make it a handsome machine that is close in looks to the A8. Audi says its got aluminium a-plenty within the new sedan's construction, which 4915mm in length (a little shorter than the outgoing car), with a 2912mm wheelbase (69mm longer), 1874mm wide and 1455mm tall - a few millimetres shorter and lower. The cabin is functional and comfortable, with the broad, sweeping dashboard a busy but decipherable for the driver. The luggage space is 530 litres, which also has the benefit of folding rear seat back rests to boost space to 995 litres.SAFETYFive stars is fast becoming the norm for many brands and Audi is up there - dual front, front and rear side airbags and a full-length curtain airbag come into play if the anti-lock brakes (with electronic brake force distribution and emergency brake assist), stability and traction control fail to help you avoid the impact in the first place.DRIVINGReading through the specs, there's not much that's jumps out and bodes well for the A6, but the car is better than the final equation suggests. The 2.8 is flexible - if no fireball - and while it sounds like it's working hard when demands are made, overall the V6 is a quiet and frugal powerplant, particularly given the size of car it is conveying. Enough room front and back for four normal-sized adults, a good-sized boot and most of the de riguer mod-cons, mean this is no bare-bones econobox. The ride is, as with most Audis, firm but not harsh, although the target audience might find day-to-day commuting a bit of a chore on what can only be described as third-rate Aussie roads - tick the option for the $4160 adaptive air suspension if you require something closer to a boulevarde ride. Point to point running through the hills can be swift, quiet and unfussed, with the back-up of all-wheel drive if conditions deteriorate, but the small V6 is not going to give the quattro system any cause for concern in terms of breaking traction under power. The electromechanical steering is light and accurate but dead for feel, something that probably doesn't bother those shelling out for the 2.8. The twin-clutch gearbox is smooth and quick most of the time, although it had moments of indecision and responded with a big thump when a quick departure from standstill was asked for (even without the start-stop delay, which at the time was disabled).That fuel-saver system is , which was quick in its speed of re-ignition - the brake pedal pressure didn't need full release and it was running again. The multi-media system has good quality sound is for the most part easy to navigate using Audi's knob-twirl controller, but the touch-pad is only worth using if you're left-handed and the arguments between the Bluetooth, the sound system and the iPhone 4's iPod function were annoying.VERDICT A quiet cruiser for the execu-set looking for Germanically frugal, regal motoring in something other than a Beemer or a Merc. Time will tell if the new model makes resale retention inroads but the A6 deserves to be seriously considered.Audi A6 2.8 FSIPrice:from $93,900Warranty: 3 years, unlimited kmResale: 36% Source: Glass's GuideService Interval: 25,000km or 12-monthsEconomy: 8 l/100km, on test 10.2, tank 75 litres; 187g/km CO2Safety: Equipment 8 airbags, ABS, EBD, stability and traction control. Crash rating 5 starEngine: 150kW/280Nm 2.8-litre direct-injection petrol V6 with variable valve systemTransmission: seven-speed auto, all-wheel driveBody: 4-door, 5 seatsDimensions: 4927mm (L); 1874mm (W); 1465mm (H); 2921mm (WB)Weight: 1680kgTyre: Size 245/45 R18. Space saver

Just because I'm thinning of follicles and on the other side of 40, doesn't mean I have to start driving Volvos - but the new V60 is one you actually don't mind driving.Having grown up driving the shovel-nosed Swedish Valiants (bless Dick Johnson and his mid-race Bathurst comments), I'm familiar with the boxy, safety conscious history of the brand.Once it would have been almost obligatory to trade in something that drivers would enjoy steering for the safe, secure Swedish family transport, but this new-generation Volvo wagon bears little resemblance to its forebears, thankfully.VALUEThe V60 model range kicks off in the car on test, the T5, which starts on the yard with a $54,950 pricetag. That gets a two-litre direct-injection turbo four that produces 177kW and 320Nm under the more sculpted snout - more than enough to see off its direct price competitors.Features on offer in the entry-level V60 include a good-quality eight-speaker sound system with wheel-mounted controls and USB/MP3 connectivity, Bluetooth phone link, power-adjustable driver's seat, leather seat trim and gearshifter, rain-sensing wipers, auto-dipping centre rear vision mirror, rear parking sensors, trip computer and cruise control (also with wheel controls).The absence of automatic headlights is odd (given the availability on lesser models) but the headlights have an auto-off function, allowing the lights to be left on - yet another safety tick that harks back to the old-style Volvo running lights.TECHNOLOGYThe heart of the V60 is an all-alloy two-litre 16-variable-valve turbo engine with direct injection - not uncommon now - but the company is claiming a world-first turbocharger housing and manifold made of sheet steel (the material also used for the exhaust manifold) rather than cast iron. The powerplant is teamed with a double-clutch "Powershift" six-speed automatic that slips cleanly between cogs although sometimes it's not as quick as you'd expect from this type of transmission.DESIGNThe new-look Volvos offer a striking exterior for the right reasons - a far cry from the flying bricks of the 1970s and 1980s, with stumpy overhangs, a strong shoulder line and a slightly aggressive road presence. The cabin is functional and flexible, with 430 litres of loadspace (to a maximum of 1241 litres when the 40/20/40 split-fold rear seat is folded flat) and clever features including one-touch child door and window locks and the in-built boosters for the outboard rear seats.SAFETYThe Swedish brand (now Chinese-owned) has become synonymous with safety and it's no different with the V60. The company has put the active safety systems within the central infotainment screen, which makes switching off the stability control a more involved process and as a result you're less likely to do it - score one for safety there.The V60 has City Safety (the low-speed accident avoidance system), as well as anti-lock brakes (with the emergency brake assistance and brakeforce distribution systems), stability control, dual front and front-side airbags, full-length curtain airbags among the safety features. There are also pyrotechnic seatbelt pretensioners front and rear and the driver is alerted to which seatblets are in use.Optional safety features abound when skimming through the pricelist - adaptive cruise control and a collision warning system with automatic emergency braking and pedestrian sensing ability adds $4175. The lane departure alert pushes the pricetag up to $2075 and the blind spot warning system - fitted to the test car - adds a further $1275.DRIVINGThe switch from S60 to V60 was a pleasant change - in many ways the wagon is preferable to the sedan and some of the more expensive V60 variants. The new turbo powerplant is almost spirited - revving freely and showing a willingness to work with the six-speed auto to good effect.Lined up against similarly priced rivals, the fuel use is a little higher but the performance in areas like open-road overtaking is better. Press-ahead driving is not beyond the T5 (the T6 is quicker in a straight-line) and its suprisingly capable of punching out of corners without masses of squirming torque-steer coming through the steering.It's not going to poach people from the T6 R-Design sport wagon but swifter progress is achievable. There is a manual shift option on offer to the driver but given it's able to be over-ridden by the car you're better off in D. Completing general duties, the V60 T5 doesn't lay claim to acres of space but parents and a couple of offpsring are comfortably encased within the Volvo, although the ride is on the firm side and not quite what you'd call supple. It is well-set-up for children in the back seat with built-in boosters and one-touch window and door locks. The climate control system is clever - the test car had the optional "Clean Zone" air quality system that vents the stale cabin air on unlock. The rain-sensing wipers (on this and other Volvos recently driven) were prone to false-wipes of a dry windscreen; something it seems was due to sunlight at odd angles tripping the sensors.VERDICTThe Swedish brand has well and truly put itself back in the hunt for more sales volume in this prestige wagon segment. The V60 T5 wagon has the looks, safety gear and cabin flexibility to give its (predominantly more-expensive German) rivals a hard time, as well as some heartburn in the performance stakes. The staid and stodgy image of its forebears is fading and this newest addition to the Volvo line-up will only accelerate that "hat-wearing Volvo driver" concept's passage into automotive history.VOLVO V60 T5 Price: from $54,950 (as tested $60,295)Warranty: 3 years, unlimited kmResale: 68%Service Interval: 15,000km or 12-monthsEconomy: 8.7l/100km, on test 12.3l/100km, tank 68 l; 205g/km CO2Safety: six airbags, ABS, stability control.Crash rating: 5 star Euro NCAPEngine: 177kW/320Nm 2-litre 16-valve DOHC direct-injection turbocharged four-cylinderTransmission: six-speed auto, front-wheel driveBody: 5-door, 5 seats Dimensions: 4628mm (L); 1865mm (W); 1484mm (H); 2776mm (WB)Weight: 1568kgTyre size: 215/50 R17Spare tyre: mobility kit

Someone in the executive corridors of BMW rejoices in the deliciously James Bondesque title of head of M. That's the loose English translation, of course; in German it's a long word with at least 20 consonants.But it would have to be one of the most coveted jobs in the company because they get to sign off on cars that have become synonymous with desirability and performance. M is BMW's tuner division, responsible for hotted-up versions of its mainstream models. It has been around for 40 years and began life as the company's motorsport specialist. But it cut its retail teeth on the M3 and M5, fast versions of the 3 Series and 5 Series. The original M3, from 1986, is still hailed as a landmark and each new version eagerly awaited.But the 3 Series has grown through the years and today's M3 is as big as the first M5. So a few years ago BMW introduced a 1 Series, which by 2007 included a Coupe. It's the least-odd looking of the 1 Series variants and has been crying out for the M treatment.VALUEHappily, that car has now arrived. BMW says the 1 Series M Coupe revives the recipe that made the original M3 so successful: light weight, two doors, just the right amount of power and a focus on dynamic ability. There's a fair bit of spin in that picture, of course. In reality, even the 1 Series M Coupe is bigger and heavier than the 1986 car. But it does two things remarkably well.First, it delivers on the promise of performance and handling. And, second, it lowers the price of entry for this level of performance. Nothing else with a sub-$100,000 price offers four seats, luxury fittings and a 0-100km/h time below five seconds or 4.9 to be exact. That puts it in Porsche territory, but it's substantially cheaper than a Cayman. And although the Audi TT RS is quicker, it's another $37,000.DESIGNIn other respects, it's a sports car you could live with. There are rear seats and a 370-litre boot. The front seats are comfortable and supportive, the steering wheel meaty and BMW dials are among the best. There's no evidence of BMW's previous cabin missteps and the Alcantara trim with contrast stitching could come from something more expensive. BMW has even cut its usually punitive options list and fitted a decent level of kit, including sat nav, alarm, and Harman Kardon sound.If you can live with the restricted colour palette - white, black or orange - the 1 M may stop some buyers looking for a used M3. A new M3 is another $55,000.TECHNOLOGYThe 1 M engine is already familiar from the Z4 35is roadster: This direct-injection twin-turbocharged 3.0-litre straight-six revs to 7000rpm and has an overboost function that helps achieve its impressive acceleration. It also delivers maximum torque from just 1500rpm so it's driveable around town.There's little turbo lag to speak of, but sometimes between 2000-3000rpm the turbos give a little shove to an otherwise linear power delivery. The only transmission is a six-speed manual with a sweet action and a third gear that copes with everything from 40km/h dawdling through to a 150km/h blatt.DRIVEWhere conditions allow, of course - which in this case was the Broadford circuit in Victoria, BMW was shrewd enough to line up a 135i for laps as well. The 135i starts about $25,000 below the 1 M and, with the right options, has almost as much power. It's a terrific car on the road, but driven back-to-back against the new car shows just what the M division can do.The 1 M is a delight on the track and immediately inspires confidence with its composure. The front just grips and follows the steering line, then it stays impressively flat and balanced. By comparison, the 135i felt too willing to understeer and a little rattled by Broadford's off-camber corners. It had the power -- it was boosted to 240kW, just 10kW shy of the 1 M - but couldn't exploit it with the same authority.The suspension on the 1 M comes from the M3 and the wheel arches have been widened to fit the wider track. There's a differential lock on the rear axle and within 19-inch alloys the brakes are bigger too. On most cars, the brakes are one of the first things to pack up on a track. Here, their stopping power held up well even though they eventually shuddered and got noisy.But the 1 M was fine for the return road trip and showed no signs of wear. Its taut nature is obvious the minute you get behind the wheel and usually this goes hand-in-hand with an unbearably firm ride. The ride is firm in the 1 M but wouldn't be a deal-breaker for me. The M division disdains the runflat tyres BMW fits to regular cars, and this has undoubtedly helped.But BMW has a knack of tuning suspensions so they take the sharp edges off road irregularities, making them tolerable even when they jolt the car. And it has done it again here.VERDICTIt's a busy drive, with lots of little movements through the steering wheel, seat and chassis, but not raw. In fact, it's part of what makes it an entertaining car. One drawback day-to-day may be the engine noise, which is more appealing than most turbocharged units but can drone at a constant highway speed.But why the convoluted name and not just M1? Because that monicker belongs to the first M model from 1978 - a revered supercar. The modern incarnation of that will be worth waiting for.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

I HAVE this uncomfortable feeling that in my dotage, I will be seen in a Mercedes coupe. On my way to someone's funeral. Sure, it's the mark of success, of luxury and of state-of-the-art automotive technology. It's just that I equate Mercedes-Benz coupes with old people.  But I'm having second thoughts. So

Shakespeare reckoned there are seven ages of man but as far as carmakers are concerned there's one that really counts: the reward-yourself age around 50 when men, and an increasing number of women, have the money and the motivation to buy something that reflects what they have achieved in the world.No more family cars, SUVs or people-movers. This time it's all about you. You could go for a convertible, but only a few are as good as an equivalent hardtop and they do suggest you're more interested in showing off than driving.At your age, you should know better. On the other hand, if you go for something too hardcore, you might spend more time at the chiropractor than behind the wheel. It's nice to know you can outrun the cap-backwards mob if you must. But you're above all that now.What you need is a grand tourer. These are large coupes with ample power and plenty of luxury. Of course they're capable, but unlike full-strength sportscars they don't demand to be driven everywhere Schumacher-style.VALUEA budget up to $400,000 puts most of the desirable brands within reach, including Aston Martin (the DB9), Maserati (Granturismo) and Mercedes-Benz (CL). With $300,000 or under the choice narrows, although you'll still get an Aston (V8 Vantage), Jaguar (XK) and the car driven here, a BMW 6 Series Coupe. BMW re-entered this segment eight years ago, reviving a model number it discontinued in the 1980s.It's one of the most expensive Beemers you can buy at $232,300 for the 650i, and there's sure to be an M6 version soon that costs more.You can get into it for less - the six-cylinder 640i begins at $178,300 - but a coin-counting approach works poorly at this level. That's because whatever number you first think of, you'll end up with something higher thanks to options.DESIGNThey're big, but careful attention to detail by the designers means the rear seats and boot are far too small to be practical. This is ideal. You don't want a car to run errands. Some strike me as a bit cheeky - the smartphone music interface for $220 should be in there already - but car makers know you'll want you’re Reward-mobile to be just as you like it. They've seen you coming.Large luxury coupes are not BMW's natural territory and the previous 6 Series began life with a few disadvantages. Chief among them was its looks. It emerged at the peak of the Chris Bangle period, when BMW's evangelical chief designer could seemingly get the board to sign off on anything. The 6 Series he drew was so misshapen I'm surprised anybody bought one at all.The new car has dodged the ugly stick despite a few reminders of the former era, in particular the strong crease running along the flanks and high rear ``deck''. It doesn't offend but it's not drop-dead gorgeous, either. Brands with a long track record here - Aston and Maserati, in particular - have a better understanding of how to press the lust buttons. What they cannot do as well is match the fit and finish of seriously rigorous German quality control. The 650i interior is beautifully finished with, in this case, lovely black leather with white stitching.For contrast, the B&O system has metal speaker grilles and for drama the central speaker rises from the centre of the dash. The seats and steering wheel are excellent, and there's little evidence of skimping with, for example, metallic gearshift paddles where others use plastic. An exception is the headliner fabric, which felt down-market.The rear seats are small, as they should be to discourage more than one fellow traveller, although you can admire the perfect-if-pointless upholstery. As if to reinforce this point, the front seats power-slide forward at such a glacial rate that any prospective child passenger might be oversize by the time they can get in.In ergonomic terms, this cabin is light years ahead of the dreadful previous effort, but it still has a couple of issues. Thanks to its steep angle, reflections off the dash-top disrupt the view forward, while the huge control screen is not always easy to read.TECHNOLOGYEffortless performance is essential for a car like this and the turbocharged 4.4-litre V8 has the goods. It's a relaxed drive thanks to plenty of low-rev torque, with 600Nm available from 1750rpm. But it also piles on speed deceptively, without any histrionics. It can reach 100km/h in 4.9 seconds and has a top speed electronically limited to 250km/h.The turbochargers, now almost ubiquitous on new engines, mean it lacks a traditional V8 soundtrack. Most of the time it's quiet until you demand maximum thrust, then it emits a pleasing if fairly high-pitched growl. Its companion transmission is an eight-speed automatic that is the benchmark for gearshift smoothness and intelligence among traditional torque converters.DRIVEThe car I sampled had more than $30,000 worth of options, including an M Sport package, which brings light alloys and lots of performance badging, plus a Bang & Olufsen stereo, digital radio tuner, smart leather dash and more. BMW makes redress with its head-up display, which projects speed and other vital information on to the windscreen just below the driver's line of sight. Every car should have one.BMW manages the neat trick of engineering a sort of dynamic DNA into its cars that makes them feel similar from behind the wheel. As the cars get larger and more luxurious, however, the drive experience becomes increasingly remote. That's true here. The 650i feels like a Beemer but isn't as engaging as some of its smaller, more focused cars.It is capable, though, with excellent body control even on the softest of four suspension settings. The engine is set well back in the bay, with some of it positioned behind the front axle, so it doesn't feel nose-heavy. Nevertheless, it is a long, heavy car and electronics cannot dial out everything physics can throw at it.That's where the shrink-wrapped 20-inch alloys come in with lots of grip. On the downside, they also mean too much tyre roar, rumble-thump and shudders through the car. The result is a somewhat edgy ride, even though overall composure is fine. The 650i feels like a Beemer but isn't as engaging as some of its smaller, more focused cars. It is capable, though, with excellent body control even on the softest of four suspension settings.VERDICTBut if there's something wrong with the 650i it isn't a lack of comfort. It would be easy to live with on lots of levels. There is something else missing, something indefinable. For all its six appeal, it didn't move me at all.BMW 650I COUPEPrice: From $232,300 plus on-road costsEngine: 4.4-litre turbocharged V8 petrolOutputs: 300kW at 5500rpm and 600Nm at 1750rpmTransmission: Eight-speed automatic, rear-wheel driveEconomy: 10.6 litres per 100km