Luxury Reviews

YOU buy a wagon for practical reasons. It's a bonus if that wagon has sporty spirit. It's a negative if its daily duties are compromised by its sporty nature. That's the dilemma with the 535i Touring. The 535i sedan is a delightful sporty saloon on the civilised side of an M3. In the 70kg heavier wagon, the turbocharged three-litre straight six is still a potent mill. However, the twin-scroll turbocharger has short, but annoying lag that makes city driving difficult - and isn't that where wagons will spend most of their time? Wagons are for dropping off and picking up the kids and doing the shopping. In the cut and thrust of city traffic, the "nothing, nothing, everything" acceleration of the 535i is useless. In traffic, you need to make split-second decisions about merging or entering a roundabout. You can't do that with turbo lag.VALUE The 5 Series Touring range starts at less than $100,000 for the first time since 1997. The diesel-powered 520d Touring arrives at $92,800, saving about $5000 on the luxury tax because its fuel economy of 5.3L/100km is well under the 7L/100km threshold. It comes standard with head-up display, adaptive headlights and most of the features available in the 7 Series. The petrol-powered 535i Touring (from $143,800) adds 18-inch wheels, gearshift paddles, auto tailgate, keyless access, rear sun blinds, fully adjustable electric seats, ambient lighting, Bi-Xenon headlights, a better hi-fi and high beam assist. Our test vehicle had a sport pack and several other options fitted, bringing the price up to $169,700. You can also get an optional digital radio for $900. TECHNOLOGY The twinscroll turbo engine in the 535i Touring has the same power (225kW) and torque (400Nm) as in the sedan and is faster than the 540i wagon it replaces. Economy is claimed to be 8.5L/100km with 197g/km of CO2. On our test, which included mainly city driving duties, it was just over 10L/100km. Fuel savings are achieved through a variety of means including use of lightweight aluminium in panels and chassis; electric power steering that uses energy from the engine only when cornering rather than hydraulic which uses energy from the engine all the time; eight-speed transmission; air flaps behind the kidney grille that close to quickly heat the engine on start-up and open for better aerodynamics on the highway; low rolling resistance tyres; and battery charging only when decelerating. Technology abounds in the wagons including the standard addition of parking assistance for automatic parallel parking, iPhone and iPod Integration and an "Office" infotainment package that integrates email, calendar, notes and text message functions from a mobile phone. SAFETY It's not only wagons and SUVs that need rearview cameras as a safety measure. All cars have blind spots and should be fitted with rearview cameras as standard. However, this car is fitted with optional "surround view" ($1300) with cameras all round providing a bird's-eye view of the area around the car. This means you can see how far you are from the kerb or any other obstruction on any side of the car. It's great for parking. There is also an auto-parking function for foolproof parallel parking that isn't even available on the 7 Series. That's all very good for slow-speed parking maneuvres, but the birdseye-view doesn't provide vision far enough at the rear when you are reversing out of a driveway and this is where most children are run over. Apart from that, the 535i comes with a hefty suite of primary and secondary safety gear. Optional safety features include adaptive cruise control with a semi-automatic emergency braking function to avoid rear-end collisions, lane departure warning and night vision. Euro NCAP has awarded a maximum 5-star safety rating, thanks to a pedestrian-friendly bonnet and a raft of safety features. The wagons have not yet been safety tested in Australia. DESIGN Not all wagons are ugly. This is a case in point thanks to an elegantly swooping roof line. For the first time a BMW also has a split tailgate where the top glass half opens remotely with the keyfob and the cargo cover folds back electronically or the whole tailgate can open as one unit. In the 535i, the tailgate also opens remotely. Cargo space is 560 litres, increasing to 590L with the rear seats tilted forward or 1670L with the rear seats folded down almost flat. The rear seats can also be folded down in three variations thanks to the 20/40/20 split, allowing four occupants with a set of skis to be stored down the middle. In the front, it is similar to the sedan with a driver-oriented dashboard. Outside, the diesel and petrol models can be distinguished by the larger front air dam on the 535i and by the twin tailpipes on either side of the 535i and together on the left on the 520d. DRIVING The greatest accolade I can give the 5 Series Touring is that it doesn't feel like a wagon. It handles like the sedan which is a driver's delight. I also liked the auto split tailgate, the 20/40/20 split rear seats and the very handy (optional) adaptive cruise control which works right down to full stop. Apart from grumbles about the turbo lag, my only other concerns are the lack of centre console space, serviceable cup holders and cubby holes. The centre console is largely taken up by a phone dock, but with most people these days having Bluetooth phones, it just wastes space. VERDICT Great for a sprint through your favourite canyon pass, but not really suitable for day-to-day traffic.BMW 535I TouringPrice: $143,800Warranty: 3-6 years, 50,000-100,000km (optional)Resale: 73%Service interval: Varies with warranty optionEconomy: 8.5L/100km; 197g/km CO2Safety: 6 airbags, ABS, DSC, dynamic braking. Crash rating: 5 star (Euro NCAP)Engine: 225kW/400Nm 3-litre twinscroll turbo six petrolTransmission: 8-speed autoBody: 5-door, 5-seat wagonDimensions: 4907mm (L); 1860mm (w); 1462mm (H); 2968mm (WB)Weight: 1770kgTyre size: 245/45 R18 (run flat tyres, no spare)

The Sun’s Ken Gibson has had an early taste of what could be a ground-breaking car, the Peugeot 3008 that is spearheading the push for hybrid diesel technology. So - in true Gibson style - he took the lion-badged hybrid Peugeot to meet some other rare hybrid lions: a pride of 14 white beasts. And along the way, makes some comparisons that make a lot of sense.

THERE are more Mercedes coupes than descendants of the Romanovs and working out their lineage is almost as difficult.That's because Mercedes has been very un-Germanic about its two-doors and failed to line them up in a nice orderly fashion.So where its sedans come in three easy-to-understand sizes, C, E and S, the coupes have been all over the place. For example, there was the CLK, which can still be seen double-parked outside any establishment popular with ladies who lunch.It fitted somewhere between the C and the E. If you preferred gravy to jus there was the CLC, which is smaller than a C and, in any case, really a hatchback. Or the CLS, which stretches the definition even further because it has four doors.It's an E in running shoes. Then there's the retro SLS, which has wings instead of doors, and the CL, which is the rich uncle of an S.Obviously, even Germans were confused and for some time they've been trying to sort it out. First, Mercedes replaced the CLK with the E Coupe. It has mixed parentage, but at least you know where it stands.Now, in a sign it's getting the hang of the whole model family idea, Mercedes has ditched the old-tech CLC and brought out something unambiguously related to the C. It has even called it the C Coupe. It has two doors, different panels and grille, plus a unique rear diffuser. But it clearly carries the same genes as the C sedan and wagon.VALUEIt squares off against the Audi A5 and BMW 3 Series coupe but, unusually for a Merc, starts under them on price. The C180 BE, at $58,900, is designed to lure the price-conscious shoppers who would previously have gone for a CLC, which began just above $52,000.The C250 BE feels like the coupe sweet spot at this end of the market. It starts at $69,900, which would also buy a BMW 320d Coupe, with a four-cylinder diesel, or the Audi A5 2.0TFSI, which is the only front-wheel drive of the trio. With the C250 BE in the mix, the choice just got more difficult.DESIGNAll the coupes get the upgraded interior recently fitted to the sedans and wagons, which means it feels suitably premium for the money. The seats, with integrated headrests, are first rate and there's enough room in the back as long as you're no more than average height and your feet aren't too big. With the sunroof fitted, headroom is a bit cramped and, before you order one, make sure you can live with the mesh screen, which cannot keep out Australian sun.Access to the rear is fine, although that's partly because the doors are 30cm longer than the ones in the sedan. So you won't be able to get out in a car park.But the boot is as large as the one in the E Coupe and the two are closer than you may expect on some dimensions, such as wheelbase and width. If you don't need the extra presence, equipment and bling of the longer car, then the C Coupe may be enough.TECHNOLOGYI didn't sample the 180 BE on the drive program in Victoria this week, so I can't say whether it's any good. However, from the spec sheet it's clearly much slower and, amazingly, thirstier than the C250 BE, which uses a more powerful version of the same 1.8-litre turbocharged four-cylinder petrol engine.Mercedes believes the C250 BE will be the most popular variant and if you can live without a V8's ability to break traction on demand, or the better torque and soundtrack of the 225kW 3.5-litre V6 in the C350 BE, then it's worth a look. It certainly seems like value against the C350 BE, which is another $30,000.The BE stands for Blue Efficiency, which is Mercedes' suite of fuel-saving tricks. So it's also frugal, consuming 7.0 litres of premium for every 100km, even though it misses out on stop-at-idle, which is fitted to the diesel. The diesel four-cylinder C250 CDI is the same price as the petrol and with stop-start delivers impressive economy of 5.1l/100km and a slightly faster sprint time to 100km/h. But it didn't feel as quick and makes noises that verge on loud and coarse. With another 110kg of weight, it's not as pleasant on the road either.DRIVEIts acceleration won't impress HSV owners, but for a small four-cylinder it feels adequately feisty. Its 150kW mean a 0-100km/h time of 7.2 and it builds speed with conviction. And while the engine does emit a few odd noises, for a turbo four it doesn't sound too bad.On a twisty road you can have fun in this car. The steering is light but accurate and gets better when the sport button is pressed. You can turn quickly into corners confident it will hold its line and grip, even when the tarmac deteriorates. Its smallish engine helps it feel balanced and planted; it doesn't have the heavy nose feel of some bigger-engined cars.MERCEDES-BENZ C-CLASS COUPEPrice: From $69,900Engines: 1.8-litre turbocharged four-cylinder petrol or 2.1-litre turbocharged four-cylinder dieselOutputs: 150kW at 5500rpm and 310Nm at 2300rpm (C250 BE); 150kW at 4200rpm and 500Nm at 1600rpm (C250 CDI)Transmission: Seven-speed automatic, rear-wheel drive

Sales figures can tell an interesting story - in Australia, it says the BMW X5 is king of the German brand's SUV brigade. It outsells the smaller and cheaper X3 models and comprehensively pulverises the X6. The X5 this year is second only to the 3 Series for the company's sales. The reason? It's the most versatile and talented of the BMW crossovers. VALUEAt $113,300 it's not likely to shade the Mazda3 for value and volume - in fact the Mazda3 sold more in a month than the X5 has so far this year - but it's versatility and features list are not out of proportion to the price. The 40d  (fitted with a no-cost-option M Sport package) gets sports-tuned suspension, electrically-adjustable front sport seats, 20in light-alloy wheels, a sports leather steering wheel. There's also cruise control with braking function, front and rear parking sensors, a rear view camera with top view, power-adjustable, heated, folding and auto-dimming rearvision mirrors (inside and out) that will also dip to show the rear wheel when parallele parking. There are also puddle lights on the door handles, automatic headlights, dual-zone  climate control with rear air vents, 60/40 splitfold rear seats, keyless start/stop button, power windows, an infotainment system that includes hi-res 3D satnav, an 80gb hard-drive for music and map storage, Bluetooth link for phone and audio, and a USB and 3.5mm audio jack. The test car also had the optional (for $8000) Innovations Package fitted, which adds an automatic tailgate, rear and side camera "Top View" system, bi-xenon headlights with washer-jets and auto-dipping high-beam, head-up display and a whopper glass sunroof. Internet access is also on the options list for $200, but you'll need a co-operative phone to get it - as tested it's a $122,900 machine. TECHNOLOGYThe heart of this big wagon is the three-litre all-aluminium straight-six cylinder turbodiesel, fed by common-rail high-pressure direct-injection and two - one small, the other large - turbochargers. The pair work together - the smaller one starts proceedings and the larger one kicks in later on - to produce 225kW and 600Nm, the former arriving at 4400rpm and the latter on offer between 1500 and 2500rpm, while 450Nm is being generated at 1000rpm. The acceleration provided for the 2.5 tonne wagon is 6.6 seconds to 100km/h, yet it also claims 7.5 litres per 100km; the particle-filtered diesel is hooked up to an eight-speed automatic and delivers drive to all four wheels as required. BMW's all-wheel drive system runs 60 per cent rear and 40 per cent front, although it varies according to the conditions. The big Beemer also boasts brake energy regeneration and a cruise control system with braking function, which holds a speed better than some radar-controlled cruise control systems. The test car also had the optional lane departure warning system, which operates above 70km/h and sends a vibration through the wheel if wandering is detected. DESIGN Hardly a work of art, the big, bold SUV is a handsome machine, much better looking to the author's eyes than the rest of the SUVs in BMW's range and a couple of the passenger cars as well. Bulges around the wheelarches, big front air intakes and the headlights that give you the evil-eye, it all adds up to a brutish exterior. The cabin has typically-German functionality, with illuminated storage, a big infotainment screen and the flight-controller style joystick standing in for a conventional gearshifter. There's plenty of room, with the rear passengers benefiting from the deeply scalloped seatbacks to get every millimetre of available knee room. The 620-litre boot (which expands to 1750 litres with the seats folded) has clever tie-down rings and some sub-floor storage (around the temporary spare). SAFETY Wearing a five-star crash test rating, the X5 gets dual front, side and curtain airbags, active front headrests, four-wheel ventilated discs brakes with anti-lock function, stability control (including corner-braking, hill-descent and roll-over systems), with the subtle and clever all-wheel drive system operating quietly in the background. There are five lap-sash seat belts, a tyre run-flat indicator and an emergency spare wheel, which is replaced by a "mobility kit" if the third row of seats are selected from the options list.DRIVINGGiven that these things rarely get muddy, sandy or dusty, it's no surprise the Beemer crossover doesn't have much of a leaning towards off-road ability. In fact, it doesn't lean at all - the body control for such a tall pieceof equipment is exceptional. The M Sport package sport suspension endows this German wagon with handling prowess that belies its height. Sharp turn-in from the steering and precious little complaint from the low-profile runflats means a brisk pace can be maintained in the bends, and the solid shove from the twin-turbo diesel means exits are rapid. The clever all-wheel drive system apportions the considerable amounts of drive as required - although the clever rear diff from the X6 to fire drive left and right across the rear axle would be nice as well. Turning off all the electronic nursemaids (on sealed or unsealed roads) doesn't unmask any chassis issues, as the AWD keeps it tidy - it's a remarkably capable for an SUV, as long as you steer clear of "off-roading." The payoff comes in ride quality and BMW says there's no scope to drop the M Sport no-cost option. While bumps in bends are adeptly dealt with, cruising or commuting can be hard yakka if the road crews have been absent. The twin-turbodiesel is quiet and its outputs - 225kW and 600Nm - and fuel economy (a claimed 7.5l/100km) are all outstanding. Gentle throttle pressure is all that's required for solid forward progress, but push a bit harder and the delivery between 2500 to 4500 is considerable - flat to the firewall and it will hit 100 in 6.6 seconds - nearly hot-hatch territory. The ZF eight-speed automatic is another clever transmission from that company - its shifts are almost imperceptible, which is a good thing as it seems to want to swap cogs too often, a legacy of too many choices? There's plenty to like about the infotainment system, with USB and Bluetooth link, satnav and phone access, but the system decided at least four times to shut down and re-start while driving - which isn't really up to scratch for a car in this price bracket. Boot space of 620 litres - with adjustable tie-down points - is useful, with more on offer by folding the back seats (which have a 40:60 splitfold function); maximum storage space is listed as 1750 litres. VERDICT There is much to like about this SUV - space, features, frugality, drivetrain brute force, handling and presence - but the brittle ride and its spare tyre would make it tough to live with on a daily basis. Dropping back to an 18in or 19in wheel with more sidewall profile and losing the sports tuned suspension wouldn't hurt (the dynamics are still good on the cooking models). But in this guise a solid package is let down by the ride.BMW X5 40dPrice: from $113,300Warranty: 3 years, unlimited kmResale: 60% Source: Glass's GuideService Interval: condition-basedEconomy: 7.5l/100km, on test , tank 85 l; 198g/km CO2Safety: Equipment six airbags, ABS, EBD, stability and traction control. Crash rating 5 starEngine: 225kW/600Nm 3-litre DOHC 24-valve twin-turbodiesel six-cylinderTransmission: 8-speed autoBody: 5-door, 5 seats Dimensions: 4857mm (L); 1933mm (W); 1776mm (H); 2933mm (WB), ground clearance 170mm, towing 750kg unbraked, 2700kg braked (270kg ball download)Weight: 2110kgTyre size: 255/50 fr, 285/45 rr R19. Spare tyre: Space save

I could tell you how fast this car is. I could tell you how loud and brash it is. I could tell you how outrageously expensive it is. But there's so much more to the Mercedes-Benz SLS AMG Roadster than this. It's one of those rare cars that is more than the sum total of its parts. There's an aura, a certain mystique about it that elevates the SLS to the very top of the supercar wish list. It's enough to leave a grown man weak in the knees. One thing's for sure, it's a better looker than the Gullwing. I tell you ... you'd mortgage the house to own a car like this.It has a deep, guttural booming engine note, that is even more apparent in the roadster without any roof to mask it. For this reason alone, you'd leave the top down, even in the dead of winter. Start it up, rev it a couple of times and heads whip around up to half a kilometre away. Off throttle it pops, and crackles and carries on just like an F1 racer, blipping the throttle for you on downchanges.It's the same naturally aspirated 6.2-litre V8 engine as the Gullwing, mid-mounted with 420kW of power and 650Nm of torque. It's essentially the same engine as the C63 AMG, but with about 120 different parts and a much higher power output (the C is good for 336kW and 600Nm). These two cars are the last models to employ this engine. When they move to the next generation models we'll see a switch to the turbocharged 5.5-litre V8.Withering. 0-100km/k takes a blistering 3.8 seconds and it has a top speed of 317km/h. There's no difference between the way the coupe and the roadster go, although the roadster weighs another 40kg.In a word  stunning. It's incredibly broad and muscular, filling the road with its riveting road presence. Punch the accelerator and thing roars to life, cannoning forward with a power and grace bellying its 1660kg.The original Gullwing dates back to the 1950s. It's one of the most celebrated cars in motoring history. There was a four cylinder version the 190 SL and six cylinder version the 300 SL. When you put the two side by side you can see where the designers of the modern car drew their inspiration, particularly the side vents or "gills" with their twin slashes of chrome.We had a chat with the owner of a beautiful, blue restored 1960 190 SL. Victorian Murray Allen has owned the car 10 years and has spent eight of those years slavishly restoring the car to concourse condition. He wouldn't say how much this show car owes him, but you;d have to guess that it's a bloody lot. What is it about these cars that attract people like Murray? When you pull them apart, it's the high level of engineering set them apart. "There's a bit more guts to them than most other cars,'' he said.Wait for it. $487,500 before onroads, $17,000 more than the Gullwing, but it gets plenty of extra kit thrown in. You can open and close the roof up to a speed of 50km/h. Vision with the roof up is a bit challenged, so Benz has added a reversing camera and blind spot awareness system as standard. The blind spot system flashes and buzzes a warning in your exterior mirror if there is a car near you. It's also thrown in $8000 worth of leather upholstery but that still leaves room for plenty of options, taking it well over the half million mark ... but for the cost of ceramic brakes you could buy one of Benz's new B-Class runarounds.Benz has sold 75 Gullwings so far in Australia so far and is holding 10 orders for the roadster. Five of the Gullwings are going straight into storage and two of the orders for the roadster are from existing Gullwing owners. The car comes complete with a cover and trickle charge battery kit as standard to assist in storage.

You can now put a price on beauty and it is $487,500 for the soft-top Mercedes-Benz SLS AMG Roadster.  And this vehicle is no botox and silicon-enhanced average Joe or Jane but a genuine jaw-dropping supercar that looks and sounds better than the Gullwing Coupe that preceded it.The price is stratospheric by mortal standards and pushes the AMG-developed vehicle into the arms of the moneyed elite. I want to be one of them. If my lucky numbers come up, the local Merc dealer is one of the first people I'd be calling, given there's a months-long wait between placing an order and taking delivery.That hasn't deterred 10 customers from pre-ordering a car, including two who already own the Gullwing. Options are few but run from $29,850 for track-focused ceramic brakes, $11,025 for a carbon-fibre interior pack to $3775 for carbon fibre rear mirrors, $4950 for the adaptive suspension damping and $1950 to paint the brake callipers red.The only thing missing is a touch screen - Mercedes has persisted with the button and dial-driven Comand interface but at this price, I'd want the touchy-feely option as well.AMG developed the SLS and the input of those performance purists it is reflected in every aspect of driving the car. This isn't a fettled Mercedes but a ground-up driver's machine. The heart of the beast is the 6.2-litre V8 that spins like a four-cylinder to crank out 420kW/650Nm and give the car 0-100km/h performance of 3.8 seconds. That is quicker than a Ferrari California and not far off the Porche 911 Turbo Cabriolet.Power is sent to the rear wheels  via a seven-speed automated manual transmission mounted in the back and the car is directed into the turns by the most tactile steering wheel I've had the pleasure of laying hands on.This car looks so good with the top down it should be sold in plain paper packaging and come with warning labels. It will stop traffic. It shares its basic structure with the Gullwing but looks even better when the three-layered red/black/beige lid is lowered - a process that takes only 11 seconds and came be accomplished at up to 50km/h.Rear visibility is restricted with the roof down, which is why the blind-spot assist package is standard on the Roadster. And at almost 2m wide, narrow roads will make drivers nervous, especially with oncoming cars.The SLS is five-star rated. The protection starts with a light-but strong alloy spaceframe chassis that prevents body flex and runs through to eight airbags blanketing the cosy cockpit. Software includes adaptive braking with hill-start assist and a three-stage electronic stability control program. There's also a tyre pressure monitoring system and the previously mentioned blind-spot assist so owners aren't fretting about whether a vehicle in the next lane is hidden by the roof.The menacing bellow that reverberates off rock walls, tunnels and nearby buildings is an aural reminder why the Roadster is a better buy than the Gullwing. If I've spend half a million on a car, I want the world to know why. And the SLS delivers that with an exhaust note that ranges from latent threat at idle to a charge-the-enemy bellow as the tachometer nears 7000rpm.The noise is accompanied by acceleration that can't legally be tapped on Australian roads - human reaction time means the speedo is on the far side of 100km/h by the time the driver eases off.  Find a series of bends and this car dances to a beat few drivers can match. The steering comes alive beneath your hands, transmitting every irregularity in the road back through the wheel to engage the driver as few cars can.The brakes are stupendously good and the adaptive dampers will soften the hits in comfort mode or give you a direct connection to the bitumen in the sports settings. The default ESP mode allows just enough play for the rear end to twitch and remind you the right foot application is too heavy for the steering angle. At that point the chassis soaks up a lot of the lack of talent but persist and the dashboard light will start to flicker.

This is the super fuel efficient version of Peugeot's 407/607 replacement. It is fitted with a small 1.6-litre turbo diesel engine and a six-speed robotised manual gearbox. It also has engine stop/start technology which as its name implies shuts down the engine when it comes to a standstill to save fuel. Take your foot off the brake and the engine automatically restarts and you're good to go. Sounds fine in theory but it's not everyone's cup of tea.WHAT'S DIFFERENT? This is one of the first models to receive Peugeots' roll out of e-HDi micro-hybrid concept. It's designed primarily to bring significant reductions in both CO2 emissions and fuel consumption. The e-HDi micro-hybrid concept combines: Euro 5 compliant, 1.6-litre HDi engine, stop/start system with a second-generation reversible alternator, improved management of electrical systems with alternator control optimised gearbox ratios, low-viscosity engine oil and a variable-capacity oil pump tyres with low rolling resistance.ECONOMY This is one area where the 508 excels. Official fuel economy is a miserly 4.4 litres/100km. With a 72-litre fuel tank, this gives the car a theoretical range of 1636km.After 500km we were averaging 5.3 litres/100km. We still had more than 800km to go according to the trip computer. Not bad for a largish, premium sedan. But what price do you put on economy?STOP/START Peugeot argues that stop/start can reduce fuel consumption by as much as 15 per cent, even in the cut and thrust of city driving. This is thanks to precise metering and innovative computer control. But it can be annoying, particulary when it comes to precise movements like parking because the engine stops as soon as you touch the brakes. If you can't take it, there's an option to switch it off.DRIVINGOnce it's up and running it is okay. But it suffers from the same jerky gear change that its predecssor the 308 Hdi EGC did. Time has moved on since then but unfortunately not the transmission, which is a robotised manual with a single clutch.The jerkiness is smoothed out in dual clutch transmissions. It's a deal breaker as far as we're concerned, but don't take our word for it go and drive one.WHAT'S MISSING?Full complement of safety gear but no leather and the aircon is dual zone, not quad zone. It also misses out on keyless start and entry, an electrically operated parking brakes and directional, auto-dipping headlights.There's no alarm and you don't get computerised car parking space measurement, but you do get rear parking sensors (but none for the front with this model). Nothing you need and nothing you're going to miss.WHAT'S IT COST?Surprisingly little. Active is the lower grade but still well equipped. The list price of the Peugeot 508 1.6 Active e-HDi auto is $37,490 plus on road costs. 

PART of the dream of owning an SUV is its command driving position that gives you unparalleled vision over lesser traffic. The other part is taking the kids to see the real Australia, via Birdsville.I was contemplating the virtues of the high driving position while sitting in Land Rover's delightful Freelander 2, waiting to turn left at a T-junction. Alongside me, turning right, was another SUV. Which blocked my view so I had to wait for him to go. Commanding view? Dream on.But that aside, this mini-Landie is an absolute gem. Everybody loved it. My family practically broke down in tears when I said it was being returned. They hadn't done that since I had to return Video-Ezy's copy of 101 Dalmatians.It falls into the Luxury SUV category and that tells you it's not a cheapie. At $55,310, it's a big ask until you shop it against its natural rivals and will even be shopped against its cousin, the mini-Range Rover Evoque.But it does get lots of leather, electric seats with heaters, a great sound system and a full-size spare wheel.The Freelander 2 starts at $44,990 for the turbo-diesel TD4 version, runs through two petrol models (priced from $49,990) and tops out at $65,584 for the deluxe diesel. The Freelander 2 TD4 SE is priced almost on par with the BMW X1 2.0d at $55,580. But, spec-to-spec, the Land Rover offers more and arguably will take to the hills with more aplomb. On the downside, it doesn't have a BMW badge.Powerful genes trickle through Land Rover's blood so there's no mistaking which family the chamfered two-box shape of the baby belongs. It works, though, because it's a very functional design that maximises cabin space while making it compact on the outside and nimble enough for congested city duties.The cabin follows some themes from its bigger sisters. It's clean, simple and stylish. Bold switches, bright instruments, a low-mounted dashboard to maximise visibility and - like the side glass - afford an airy and light interior. It's actually a clever move because, in comparison with most rivals, this vehicle is not as spacious.This is a constant all-wheel drive wagon driven by a enjoyable 2.2-litre turbo-diesel - which is also going into the Jaguar XF - and six-speed automatic. The clever bits include the Terrain Response system controlled by a switch set on the console.Depending on where you switch it - sand, mud, bitumen or rocks - it changes the Haldex drive system coupling and modifies accelerator response and gear shift points. Despite the Freelander's lack of a low-range gearbox, this system gives the wagon remarkable off-road ability.The diesel comes as a 110kW or 140kW (marked as TD4 or SD4). Torque remains at a strong 420Nm for both and is the key for the Freelander's brisk manners and ease of driving character.Like its predecessor the mini-Landie gets a five-star crash rating, six airbags and all the aids including electronic stability control, ABS on four disc brakes, cornering control and even hill descent. Interesting that a mate uses hill descent on his Discovery 4 to ensure a safe trip down his home's steep concrete driveway in the wet, so the device isn't only for off-road excursions.SUVs tend to look like they drive - top-heavy and cumbersome. The Freelander has none of that. It's quick, responsive, quiet and comfortable and feels more like a small car.The cabin is quite compact - though seats four adults with plenty of room - which perfectly suits small families or couples, as does the miserly fuel consumption.The 2.2-litre engine sounds small but really delivers. There is some low-end softness under the accelerator but you have the option of flicking the steering wheel paddle shifters to find a lower gear, or being patient.Mid-range deliver is all torque and smoothness and feels like it could pull like that forever. Close to perfect.I love the suspension that soaks up road irregularities as much as softening the bumps on dirt trails. It's a very good compromise.In the dirt the Haldex diff sends power to various axles. It's a heavy car and feels a bit uncomfortable on dry beach sand but lowering the tyre pressure provides traction.It is better on gravel and firmer sand trails where the all-wheel drive and quick steering rack give it confidence and stability at speed.This is one of the best SUVs - in all classes - on the market. It does everything right. But despite its Luxury SUV category, shoppers can go outside this framework and pick up similarly-equipped SUVs for a lot less money. Take the Mazda CX-7, for example or even the Toyota Kluger.Yes, the Freelander is probably the most competent "soft roader" in the SUV class but figure out if you're going to use its capability rather than just use it for its driveway appeal - a tragic finale for many BMWs. Slide down the Freelander model list and you'll notice the SD4 has a more powerful 140kW engine compared with the TD4's 110kW.Given fuel consumption is identical but performance is substantially better, pay the extra $1500 and get the SD4. Also, the auto is excellent so forget the manual transmission because it won't attract many buyers when you sell the car.

After more than a year on the missing list, the Chrysler 300C is finally back.

Sure, Euro SUVs are seen more double-parked outside private schools or in carparks at posh shopping centres than they are covered in dust and belting along a rough dirt road in the Bush. But they need to be able to handle the latter scenario if they are to have credibility. After all, it's what the original "crossover" vehicles tried to achieve - a foot in each camp. The BMW X3 indeed is a good allrounder: it has the badge respect to be seen among the upper demographic, it is comfortable and has enough gadgets and technology to impress. Its various versions have weird names. We drove the X3 xDrive 20d, which in English means all-wheel-drive, two-litre diesel. As a mid-size luxury  SUV wagon where fuel economy is a criteria, it's a good 'un. Bluetooth connection and USB interface you'd expect, and get. The xDrive is an all-wheel-drive system with variable torque distribution. An eight-speed automatic Steptronic transmission is a highwater mark in this field. Hill descent control underlines this car can get its wheels grubby. The 135kW power and 380Nm torque also impress from a two-litre diesel that is frugal (helped by stop-start) and low emission. It has keyless go. The $62,200 tag makes this the entry level for the X3 series and includes cruise control with downhill braking function, park distance control front and rear, rear view camera, dual zone auto aircon, personalisation of key controls and six-speaker sound system. And the BMW badge. As always BMW hurts with the cost of options, on the test vehicle $2350 for 1in larger diameter wheels, $1900 for metallic paint, $3000 for sunroof, $2000 for sat-nav etc.Leather is not standard on this version. Power seat adjustment adds $2700. Maybe buyers of this X3 are not choosing the diesel because it saves a few bucks at the pumps.When the X3 first came out, observers wondered why, because it was close in size and format to the X5. So what did BMW do for this second-generation X3? Make it bigger - to allow room for the smaller X1. X3 has no feeling of being the X5's poor kid brother.It's an SUV wagon shape with good space inside, though the centre rear seat passenger gets shortchanged. The tailgate is a bit of  reach and struggle to pull down for shorties. Under the car is flat for aero gains. It has no spare wheel - worrying for going off bitumen in the big land. X3 has airbags for driver and front passenger, head airbags front and rear plus side airbags for driver and front passenger. It has stability control, a flat tyre indicator, active headrests, ABS, hill-start assist,  all-wheel-drive grip, rear-view camera and cornering brake control. The new model has not been ANCAP crash tested (the original X3 scored four stars). On a flowing bitumen road the driver forgets it's an SUV, the vehicle responding more like a semi-sporty sedan. In top - eighth - gear, it settles at just 1700rpm at 110km/h; good for just a two-litre. Claimed fuel economy is 5.6 litres/100km but we averaged 7, still not bad for a 1725kg AWD wagon.Yet 0-100km/h in 8.8sec is tidy, too. Stability control tames off-bitumen cornering but switch out the DSC and some wheelspin can be achieved to aid on softer surfaces. The diesel engine is just evident on cold start and idling but at constant throttle remains well behaved. You rarely need to go above 2500-3000rpm. On gravel, this X3 is well poised and exudes confidence.A decent-sized BMW SUV giving all-wheel-drive without paying stupid money, though watch out for costly options. It does the job of luxury family wagon and will eat up a graded dirt road. Performance belies the size of the diesel engine, yet it remains frugal.