Luxury Reviews

JAMES Bond drives an Aston Martin, and that's almost good enough for me. Almost. But when the pricetag of the Aston in the driveway hits $470,000 - drive away, no more left to pay - the rules change a bit. That sort of money buys some truly great cars but I cannot help comparing it with the Ferrari California.The Aston scores with brilliant convertible styling, all the luxury you can really want in a two-plus-two convertible, and rock-solid credentials that include two years as the coolest brand of all in Britain.It sits alongside the Virage coupe that costs $371,300 in a 13-car range that starts with the V8 Vantage at $250,272. But the fresh-air Ferrari is more tactile, more emotional, and it doesn't have a paddle-shift automatic gearbox that somehow quits shifting on me for a time during a straightforward run to the newsagent.VALUEOnce again, the colossal pricetag of the Virage means it's impossible for an ordinary person to make a true judgement call. People with half a million for a car that's a toy are more likely to be shopping it against a boat or another holiday house than 24 Hyundai i20s, or pitching it up against the California or Benz SLS roadster in  the driveway next door. But the mid-range Aston - yes, there really are other models that are even more costly, right up to the limited-edition 1-77 at something beyond $2 million in Australia - makes a reasonable case against car like the Jaguar XK-RS, California, Audi R8 Cabriolet and other exotica. TECHNOLOGYAston makes a lot of noise about the car's lightweight aluminium construction, even though it thumps the scales at close to 1900 kilos. So imagine what it could have been. What the alloy structure brings is incredible rigidity, especially for a convertible, and the sort of rock-solid feel that convinces you the car will go on for a long time.And you cannot say that about a Maserati GranCabrio, although the R8 - with its racecar layout, against the Aston's front-mounted V12 - is impressively taut. The British car has its hand-assembled 6-litre V12, adaptive damping in the suspension, carbon brakes, and even an exhaust with bypass valves that mean it can be shoosh quiet around town but howl on the open road.Or noisy all the time if the owner asks for a special switch . . . But an old-school automatic gearbox, even with paddle shifts and six speeds, is off the pace in 2012. DESIGNIt's hard to fault the Virage Volante, except that it looks a lot like the all the other Aston coupes and convertibles. It's a great looking family, but it can be hard to know if you're out on the town with Alec or Billy or Daniel, if you draw a comparison with the Baldwin brothers. It is a droolworthy shape that is beautifully finished, right down to  gorgeous wing mirrors and giant wheels that sit just right in a body  that's almost draped around the rubber. The dashboard looks great, and the steering wheel and other controls have a solidly chunky look and feel, but the car is let down by the details. The satnav screen is too small, although the mapping system is updated and greatly improved, and the digital readouts - including the speedo - wash out badly in harsh Australian sun.And that's before you drop the top. The top itself works extremely well, and seals well to keep noise levels down. The boot is not particularly big, and the back 'seats' barely qualify for anyone with legs, but it's pretty much the same as others in the class.SAFETYANCAP is never going to whack an Aston into a wall, so there is no star rating. Based on Carsguide experience it would probably be a four-star car, and it does have lots of nifty electronics to keep you out of trouble and airbags for both front seat occupants.DRIVINGWheel time in an exotic always gets personal, because the possible play things - remembering that could be a Bentley or a Porsche or a  Ferrari or whatever - are so very different in character. The Aston scores because of its Bond-like strengths, from the masculine styling to the macho V12 and the chunky way it sits on the  road and handles corners. Strangely, and despite 365 kiloWatt and a sprint time of 4.5 seconds to 100km/h, it doesn't feel particularly quick. It's definitely not as big a hitter as the twin-turbo V8 AMG E63 currently in the Carsguide garage, but it does waft along pretty briskly. It's not helped by that weight.The steering feel is good, the brakes are strong, and it's nice as a tourer, but push harder in tight corners and the front wants to push wide until you are hard on the gas. It's definitely not best in class if you want to muscle it around. But switch the adaptive damping to the sport setting and it wakes up and comes alive, with much more bite at the front end, more general composure, and the extra pace to bring a smile. With the engine tweaked to sport, and extra crispness in the throttle to match the barky exhaust, it does a lot better. But it's still not a match for the California, either in punch or personality. And, when the paddle shift goes awol for a while, I wonder again about famed British reliability. The FM radio reception is pretty poor, too.So the Virage Volante is a good car, and a very distinctive one, but a few pennies short of a pound. It's not nice for a Bond-style arrival, but not something to try and outrun any baddies. If I had the money and the choice, and I wanted a speedy droptop to make me feel really good, I'd go for a Ferrari California.VERDICTOne of the best lookers on the road today is not as good as it looks.Aston Martin Virage Volante Price: estimated $470,000 on roadEngine: 6.0 litre V12, 365kW/570NmBody: two-door convertibleWeight: 1890kgTransmission: six-speed automatic, rear-wheel drive

Mini's compact SUV model Countryman is the biggest Mini yet - about 20 per cent bigger all over than the Clubman wagon and three door hatch. Pricing starts from $37,700 for the front wheel drive, manual, Cooper variant.It is a five door (the first for Mini), four or five seater available with front wheel drive or on-demand all-wheel drive (ALL4) and in Cooper and Cooper S trim.The former runs a naturally aspirated 1.6-litre, direct injection, four cylinder petrol engine with 90kW/160Nm output and the latter, a turbo version of the same with 135kW/280Nm output. You can have the Cooper S and diesel Countryman in front or all wheel drive. There's a choice of six-speed manual or six-speed automatic - a conventional torque converter self-shifter. Countryman has impressive "Minimalism" green credentials and is made in the UK when it has sold out in the few months since arriving at dealers.Mini says it's getting plenty of come back sales from earlier Mini buyers who have "grown up" and now need a more practical, family-oriented vehicle. The Countryman isn't as much of an SUV as other makes riding only slightly higher than a car and with a semi-command seating position.The all wheel drive model does have some off road cred' as it copes easily with beach and dirt road driving. But there's no 4x4 lock up to ensure drive to both axles. You must rely on the car's electronics to decide what is the optimum set-up for any given situation - hmmmm.The front wheel drive model is for the road only but enjoys better fuel economy and sharper performance than its all wheel drive stablemate. Countryman has plenty of clever features including a centre accessory rail to which you can fit a range of goodies like a phone bracket and food containers.Fuel economy for the non-turbo 1.6-litre engine is as good as 6.5-litres/100km while the turbo petrol front wheel drive manual is good for 6.6. The ALL4 Cooper S turbo Countryman is 7.3. It will also come as a diesel 1.6-litre (2.0-litre for auto) in the not too distant future that should rate an impressive 4.4-litres/100km, bit more for the auto. The rear seats fold to form a large load space. Interior styling is outstanding and centres on a large centrally mounted speedo /trip computer dial. It has easy to locate and operate ancillary switches including toggle levers from the past. The handbrake is a new design and arguably better than anything else on the market. Room is sufficient even for rear seat passengers and ample load space is provided for a coupe of suitcases. The outside is unmistakably Mini but boofy Mini with larger head and tail lights, a bulging bonnet and black plastic wheel arch flares. The overall effect is pleasing and indefinably Mini. Drive feel in the 1400kg Cooper S ALL4 is impressive offering strong performance from idle through to engine redline. It has plenty of kick to liven you up and impressive grip to go with it. It doesn't behave like an SUV on winding roads and feels like a luxury hatch on the freeway and around town. Mini could have hit on the perfect compromise for an all rounder in Countryman. The higher end models are a bit pricey but Mini has always been pitched as a premium product with all that entails - style, features, finish, look and performance. We'd have one in our garage for sure but as good as the Cooper S is, would really like to try the diesel particularly given it's incredible fuel economy.

When I was growing up we had a few Volvos - big, square-jawed "Swedish Valiants" with big bumpers and little four-cylinder engines that worked hard to get the sedans from A to B in reasonable time. Fast-forward to present day and I'm back in a Volvo - the greenie version of the little C30 hatch, the DRIVe turbodiesel manual - that drivetrain doesn't sound thrilling, but it's not a horror story.VALUEThe little Swede is a four seater priced from $36,990 - smack dab in the middle of Prius territory but more than the similarly-aimed $28,990 Golf Bluemotion.The C30 features list has cloth trim, dual-zone climate control, manually-adjustable front seats and a 50/50 splitfold set-up for the rear, front power windows (the rears are fixed, which was not popular), cruise control, rear parking sensors, an auto-dimming rearvision mirror, a trip computer, Bluetooth phone and audio link for the eight-speaker USB/auxiliary equipped sound system.There's also power-adjustable folding mirrors (with handy puddle lamps), a leather-wrapped steering wheel with controls for sound and cruise functions, a leather-wrapped gearshift and 16in alloy wheels (but no spare).TECHNOLOGYThere's a long list of bits designed to reduce fuel use, starting with a stop-start fuel-saving system - in neutral with the left foot off the clutch the car it turns itself off, re-starting (with something of a shake, rattle and roll) when the clutch pedal heads back towards the firewall.Volvo claims the idle-stop system can reduce fuel consumption and CO2 emissions by between 4 and 8 per cent, depending on driving conditions.The DRIVe also features a regenerative braking system to charge the car's battery on deceleration - Volvo says there's another two or three per cent fuel saving there.The little 1.6-litre turbocharged common-rail direct-injection four-cylinder variable-geometry turbodiesel has had an upgrade - 84kW of power at 3600rpm and 240Nm of torque (between 1750 - 2500 rpm) - to lay claim to 3.9 litres per 100km on the combined fuel economy cycle, suggesting a range of more than 1300km from the 52-litre tank.DESIGNThe C30 design has been around for more than a couple of years but the little turbodiesel model has a few extra bits to reduce its thirst. The hatch has a wind-deflecting pane behind the grille, a rear spoiler, diffuser-equipped rear bumper, wind deflectors ahead of the front wheels, underbody aerodynamic changes and low rolling resistance Michelin tyres.The cabin is snug but not uncomfortably so, the four individual seats are reasonably supportive - there's aluminium trim bits and leather on the wheel and the gearshift and it has a few neat little storage spaces. The boot is useful - if not huge - at 233 litres, rising to 876 litres with the back seats folded.SAFETYVolvo has long been synonymous with safety and the little 'un is not exceptions - five stars from the NCAP crash test program, with six airbags (front, front-side and curtain), stability and traction control, anti-lock brakes and rear parking sensors. There's also something of a throwback to Volvos of olde - daytime running lights - although the 21st century has brought LED technology into play.DRIVINGLittle diesels can be fun and the Europeans are regularly giving us reasons to believe.Volvo's C30 DRIVe is not the most powerful but it is more than serviceable in day to day traffic, although this auto-addicted market won't see it sell to the masses.An auto is coming but anyone capable of operating a clutch pedal will enjoy zipping up and down the cogs and surfing the solid surge - although it's not impossible to stall it - but 11.3 seconds to 100km/h is a bit of a dawdle.Short-shifting through to fifth or sixth is easily done and at the end of our time with the C30, the trip computer suggested it was sipping at 5.8 litres per 100km from the 52-litre tank.A brisk hills drive showed the C30 has a more-than competent chassis in the bends, without crowding the sportier C30 models.Ride quality is not this car's main claim to fame but it does the job - Volvo are getting better at the ride handling compromise but it's not a done deal.VERDICTIf you want something stylish and frugal then the C30 is worth considering - it's not the cheapest of the little Euro-diesels with the best of intentions for fuel economy and emissions, but the little Swede goes it's own way and that may hold some appeal.VOLVO C30 DRIVEPrice: from $36,990Warranty: 3 years, unlimited kmResale: 54% Source: Glass's GuideService interval: 15,000km or 12-monthsEconomy: 3.9 l/100km, on test 5.8, tank 52 litres; 104g/km CO2Safety equipment: six airbags, ABS, EBD, stability controlCrash rating: 5 starEngine: 84kW/270Nm 1.6-litre DOHC 16-valve common-rail direct-injection turbodiesel four-cylinder, with a stop-start fuel-saver system and diesel particulate filter.Transmission: six-speed manual, front-wheel driveBody: 2-door, 4 seatsDimensions: 4266mm (L); 1782mm (W); 1447mm (H); 2640mm (WB)Weight: 1354kgTyres: size 205/55R16, no spare - tyre mobility kit.

Station wagons - as Australians term sedans with a bum - are becoming sexy. The Europeans and the Japanese knew this but we weren't listening.We were too wrapped up in the sugar-coated gloss of all things American, a place at the centre of the universe where only Moms piloted family wagons while Pa was seen in something snappier.Well, for those left a bit jaded by SUVs and still want a bit more room for hauling stuff like garage sale bargains, mud-caked mountain bikes or Fido the Fluffy, there's a growing list of sharp-edged station wagons that won't turn you into Mrs Cunningham.The Volvo V60 here is a stunner - both in looks and how it functions. I didn't want to get out of it and neither did the wife nor the kids. How's that - a wagon that doesn't embarrass children.VALUEAs a Euro-built wagon, you can put it against similar haulers such as the Volkswagen Passat ($40,990), a Skoda Superb ($40,990), BMW 3-Series (320i from $59,300) and Audi A4 Avant for $57,900. It's $54,950 price slots right in here and though the Passat and Skoda clearly appears to be the value winner, accept the fact that the Volvo is quicker, has more features and until the new Passat wagon arrives, is prettier.It has more features for your bucks than the BMW and Audi and entices prospective wagon owners to looks to Japan for even better value - but arguably less panache - at Mazda and Subaru. There's also very good value and quality at Skoda, so competition is keener than you may first believe.DESIGNSleek, wedge-nosed and almost seductive with its chamfered tail, it is a car that - like the C30 coupe - is as far away from what a Volvo used to be as possible. The good thing is that it all works. Perhaps the only downside is the invisible grille - a common problem - which may make the $325 front park sensor option a good deal.TECHNOLOGYBig news is the same 2-litre engine that will, later this year, be an option in the Ford Falcon. The four-cylinder, direct-injection turbo-petrol is rated at 177kW/320Nm and claims 8.3 l/100km and 194g/km CO2, though city/suburb/highway on test wouldn't get better than 10 l/100km.It's a great engine mated to one of the industry's best dual-clutch transmissions - one that doesn't hiccup and lag and pause and die when you hit the loud pedal, as some Volkswagen Group models tend to do. These oily bits bolt to a delightful chassis that loves a fast run through winding roads as much as a leisurely cruise down the highway. The mind-numbing crawl down the freeway is helped only by a decent audio system.Things that matter include the two flip-up child booster seats within the rear seat. There's two heights so children have a view out the windows. Safety gear is excellent but there's still no spare wheel as standard. A space-saver tyre is optional and bolts on top of the cargo floor where it eats into available luggage space.SAFETYHard to go past this one. Standard gear includes a full complement of airbags, a five-star crash rating, clever electronic stability control, big four-wheel disc brakes with ABS and City Safety - the radar-sensor system that automatically brakes the car at low speeds to prevent rolling into the back of another car or into your garage door.DRIVINGThe V60 puts the exhilaration of driving ahead of carrying loads of gear. If you want cargo room, buy Volvo's bigger V70. Even driving down the street, feeling the way the transmission's cogs replace each other so quickly, hints at how responsive the wagon is to a driver's demands.It constantly feels like a dog on a leash and that's a big change for a carmaker often accused of being safety-driven masters of lethargy. But it's not only the way the V60 responds. It feels good from the driver's seat. It has a simple, Ikea-like simplicity but you can see it has lots of features. It is quiet and comfortable and feels rock solid - all inspiring confidence which makes it a car to at least consider for the family. As I said, it's a car I always felt safe and comfortable in and never tired of enjoying how it performs.VERDICT One of the better wagons on the market that is a must-see for families as much as for the person who enjoys to drive. The S60 sedan has the same qualities.VOLVO V60 T5Price: $54,950Warranty: 3 years, 100,000km, roadside assistResale: 65%Service Interval: 15,000km or 12 monthsEconomy: 8.7 l/100km; 205g/km CO2Safety: six airbags, ESC, ABS, EBD, EBA, TC.Crash rating: 5 starEngine: 177kW/320Nm 2-litre turbo-petrolTransmission: Six-speed dual-clutch autoBody: 5-door, 5 seatsDimensions: 4628 (L); 1865mm (W); 1484mm (H); 2776mm (WB)Weight: 1653kgTyre size: 235/45R17Spare tyre: None

Be assured, this little SUV is more appealing than its name.

The SLS AMG Roadster is Mercedes-Benz’s new star.The stunning SLS AMG Roadster comes with a five-star price tag but provided an early Christmas present for The Sun Motors Editor Ken Gibson in the UK – if only for a week – and caps an excellent year for Mercedes with their worldwide sales in overdrive.

Just how many golf puns can you fit into one story about a Volkswagen?The German car maker has tee-ed up and driven back into the soft-top convertible market, pairing up the Volkswagen Golf Cabrio with the hard-topped Eos.Returning to the market after an eight-year lay-off, the rag-topped Golf Cabriolet was launched in the final stages of 2011, a busy year for the brand, who chipped away at the Australian new car market with 11 new model launches.VALUEThe new four-seater Cabriolet carries features that are based on its roofed Comfortline sibling, which carries a $29,490 pricetag. The starting price of a ragtop is $36,990 for the six-speed manual, but the test car's ask rose by $2500 as it was equipped with the seven-speed DSG twin-clutch automated manual.Standard fare with either gearbox includes 17in alloy wheels, Bluetooth phone and audio link, cruise control, a leather-wrapped steering wheel with audio and trip computer controls, a six-speaker audio system (with USB and audio inputs) and dual-zone climate control.The test cars was also fitted with the optional satnav/upgraded sound system ($3000), $3300 worth of "cool" leather trim, bi-xenon headlights and LED "auto mascara" running lights for $2100 and $500 worth of metallic paint. One option that is a worthwhile addition to the features list is front and rear parking sensors and a rear camera - given the rearward visibility, $1400 well spent.TECHNOLOGYTop of the highlights package is the 1.4-litre twin-charged engine - the little engine that thinks it's a big `un. The turbocharged and supercharged four-cylinder offers 118kW and 240Nm between 1500 and 4000rpm (a knobbled variation of the Polo GTI's 132kW/250Nm powerplant) to drag the 1443kg ragtop around.The seven-speed DSG is smooth and makes the most of the outputs, changing smoothly once up and running - away from standstill it's a little tardy sometimes and Sport mode (which is quite aggressive) is a better option for take-off.The extra weight comes from the diagonal braces and extra strength in the sills to offset the lack of a roof - it all makes the convertible about 150kg heavier than the equivalent Comfortline hatch. The electric roof is a nine-second wonder and folds in on itself, which means it is it's own tonneau cover and can be kicked into operation at speeds of up to 30km/h.DESIGNThe car once carried the nickname "strawberry basket" - those wacky Germans - but the roll-bar has gone, so they'll have to put their thinking caps back on for this one. The nose is all Golf, although the windscreen rake has been pushed back a little.The car has a clean, conservative look, with frameless glass and an abrupt rear end, within which is a small 250-litre boot that thankfully doesn't get further reduced by a stowed roof. The four-seat cockpit is snug but well-laid out, the seats are comfortable (although not overly abundant with lateral support) - two average-sized adults and a couple of tween kids will be accommodated well enough, but four bigger full-growns might be in strife.SAFETYThe ragtop has done nothing to detract from the safety side - the NCAP boffins have seen fit to bestow a five-star safety-rating for the Golf Cabrio, which has five airbags (dual front, front-side and a driver's knee bag), an auto-dimming rear-vision mirror, automatic wipers and headlights.There's also stability and traction control, anti-lock brakes with brakeforce distribution and emergency assist, as well as a pop-up rollhoop safety system that comes from behind the rear head restraints.DRIVEThe soft-top Golf is no sportscar, let's get that said - it's reasonably swift, accomplished in the corners and a decent drive in the day-to-day drudgery of commuting, but don't call it a sportscar. The body structure has not suffered greatly for the roof removal and feels rigid enough, there are still a few small jitters on bad bumps but nothing untoward.Ride comfort is decent and even though the company calls it "sports suspension" the Cabrio is no chance of cannibalising sales from the GTI and R brigade on the company's pricelist. Any press-ahead driving means the smooth 1.4 twin-charger (a cracker little engine) is working hard thanks to podgy waistline.Open-road cruising at the limit was more pleasant, with the occupants' hairstyles not requiring a re-do at at the salon (a carpark where this car is likely to pop up). There were disappointments - the dual-zone climate control was in several minds as to what it wanted to achieve, with an awful lot of fan noise achieving little more than an asthmatic smoker's exhale.None of the vents seemed to be delivering much and then the auto mode would send a rush through the dash vents, then remove it a short time later - the local dealer was looking into it. The roof lining insulation felt a little thin - odd summer weather hasn't sent the mercury much past 30 degrees but the sun was punching heat through the cabrio's roof without much resistance.VERDICTFor a poser or a cruiser, the Golf Cabrio does it smoothly, quietly and with no shortage of cabin comfort (climate control issues aside), but the German soft-top won't be pinching sales from the hotties within striking distance of its pricetag. But shoppers in the market for an Eos (who like keeping bootspace), or the Cabrio's kissing-cousin Audi A3 will need to stop and think if they need to spend the extra cash.VW GOLF CABRIOLET TSI DSGPrice: from $39,490Resale: 54 per cent (Glass's Guide)Warranty: 3 years/unlimited kmService: 12 months/15,000kmSafety: 5-star Euro NCAP, ABS, BA, stability and traction control, hill start assistEngine: 1.4-litre 4-cylinder supercharged and turbocharged petrol, 118kW/240NmTransmission: 7-speed DSG automated manual; front-wheel driveDimensions: 4337mm (L), 1423mm (H), 1782mm (W) weight 1443kg Thirst: 6.5L/100km, on test , 153g/km CO2, tank 55L

There's a prestige aura around Volkswagen's Passat that's been steadily growing over seven generations of the car and nearly 40 years of production.It's a happy mixture of luxury, style and affordability that's difficult to ignore, especially when you compare what you get in Passat with a similar priced sedan (or wagon) of any size. The latest generation offers — more of the same — incremental gains in luxury, performance, safety, economy, style and quality all from a starting point of $38,990 for the 118 TSi sedan which we drove.VALUEPlenty of car for the money especially when you compare it with base Commodore or Falcon — fleet cars versus the handsome, luxurious Passat. And it's more than a big Golf offering heaps of rear seat legroom, a spacious cabin and huge boot along with clever technology to suppress noise like the acoustic film inside the windscreen.Seven speed DSG "auto" is standard, 17-inch alloys, tyre pressure monitoring, media device interface, decent audio and electric driver's seat adjustment are included. It gets leather, heated front seats, Bluetooth phone, auto headlights and wipers and front and rear park sensors — see, told you it was well equipped.SAFETYFive stars here — plus other clever stuff like the hazard flashing system linked to heavy brake application, fatigue detection and plenty of other goodies especially if you start ticking the options or "packages" boxes. Hill hold is handy.UNDER THE BONNETPower comes from a high efficiency 1.8-litre turbo four cylinder petrol engine with 118kW/250Nm, the latter at a low 1500rpm. This translates into strong acceleration right where you want it for general driving. Fuel economy is a creditable 7.2-litres/100km. Volkswagen is more and more utilising turbodiesel technology in its petrol engines with excellent results.Drive is to the front wheels via a slick shifting dual clutch seven-speed DSG gearbox — but no paddle shift just the stick selector for manual mode.INSIDERoomy and classy is the best way to describe Passat's interior. There's nearly as much rear legroom as Falcon. The dash is beautifully designed and made of quality materials with sweet touches like the metal analogue clock in the middle. Optional 3D navi is excellent but expensive at $3600. The standard audio is fine and all the driver assist functions are impressive and clever.THE DRIVEWe can't believe it's a 1.8-litre four pot — on a number of counts — acceleration off the mark, roll-on acceleration from highway speeds and fuel economy. The quoted figure of 7.2-litres/100km is easily bested on the highway — down into the 5.0s no problem. Cruising is a breeze at the limit with the Passat ticking over at low revs thanks to the auto. It's super quiet and smooth.The ride is supple and controlled offering a sporty feel to the steering, brakes and cornering. It's easy to get comfortable and there's plenty of room f or four and their luggage. We like the VW family styling, particularly the squared off frontal treatment.VERDICTExcellent car — would have one in a flash and remember, this is the "base" model with a 2.0-litre turbodiesel and a 3.6-litre V6 petrol all wheel drive above it. Not necessary though.VOLKSWAGEN PASSAT 118TSI SEDANPrice: $38,990Warranty: 3 years, unlimited kmResale: 48%Service interval: 15,000km or 12 monthsEconomy: 7.7 l/100km; 180g/km CO2Equipment: eight airbags, ESC, ABS, EBD, EBA, TC.Crash rating: 5 starEngine: 118kW/250Nm 1.8-litre turbo-petrolTransmission: Seven-speed DSG autoBody: 4-door, 5 seatsDimensions: 4769 (L); 1820mm (W); 1490mm (H); 2711mm (WB)Weight: 1482kgTyre size: 235/45R17, full size spare.

TRENDY flared trousers and platform shoes were so hot in the 1970s that blokes in straightleg pants were openly ridiculed. How could we be so blind? The cringeworthy fashion deviations taken 40 years ago swept back in a flood of embarrassment when I parked the Evoque alongside a new Mitsubishi Pajero. The Pajero, large 4WD with nice proportions, suddenly looked 40 years old. Such is fashion. But there's much more to the latest Range Rover than style.I've seen American clothing stores hang thousand-dollar price tags from bizarrely coloured mens suits that I wouldn't let my cat sleep on. Whacky stuff tends to command a price premium. The Evoque is very different, definitely not whacky, but isn't cheap. Yes, you can buy a 2WD version from $49,990 but the Prestige here costs $75,375 and that's without the excellent panoramic sunroof ($1035), rear camera ($670) and electric tailgate ($1020). Value? Nup.Now you're talking. This is the best looking thing on the streets. Doesn't matter if it's three or five-door, it makes everything else look old hat. And it all works. The five-door is sufficiently roomy for four adults, has a very attractive and comfortable cabin, and has the necessary perceived quality level to suit its price tag. But there are problems. The huge side mirrors block all vision to the curb below and things like unattended shopping trolleys while the rear window is only slightly bigger than a letter-box slit.The all-wheel drive version gets a four-mode Terrain Response from the Freelander II, plus hill descent, which really helps it in the dirt. The 140kW/420Nm 2.2-litre turbo-diesel (now also in the Jaguar XF sedan) is perfect in its role and better than the 2-litre turbo-petrol option. There's a six-speed auto with paddle shifters on the steering column, top-end audio and sat-nav with a touchscreen, and electric steering. There's a sensible approach to the engineering in this thing which should auger well for durability.There's not many new vehicles on the market that lack premium safety gear. From 2012, ESC must be standard fit, for example, though the safety standards will soon become far more stringent. The Evoque is a five-star crash-rated wagon with chassis electronics including corner stability, rollover stability, trailer sway control and hill descent and ascent control. Oh, and seven airbags.It's not as small as I expected and at 1810kg dry, not as light. But it is exceptionally agile and the diesel engine kicks hard. You can throw this through corners and it's an absolute joy. I punted it across 1km of soft beach sand - without the tyres deflated - with the Terrain Response set to the "sand'' setting and it failed to sink. We took the family out to an eatery at night, shopped till the Visa card dropped, went visiting and generally ran this through everything from a pre-Christmas shopping complex to a quiet country road. Good though it was at all there tasks, every time I stopped for a break I just turned around and stared at it. Beautiful.Style with practicality. Yes it's expensive and visibility is rubbish but it is the car for 2011. Probably 2012 and 2013 too.

There's always a bit left over when you divide six by four. For BMW's Z4 20i what's left is a lighter, nimbler roadster that uses 20 per cent less fuel than its six-cylinder predecessor. It still hammers harder than a nailgun and its pose value is up there with Miranda Kerr in a Victoria's Secret outfit.The Beatles reckoned money can't buy you love. Z4 buyers will disagree. Owners will adore it and others will lust after it, so the $77,000 starting price is pretty much irrelevant.That cash buys a 135kW/270Nm direct-injection turbocharged four-cylinder that is a better engine in every aspect than the in-line six-cylinder it replaces. It is housed in a hardtop roadster that spins heads as quickly as the twin-scroll turbo spools up. Spend another $12,500 and the same engine is fettled to produce 180kW/350Nm in the Z4 sDrive 28i.Brake energy regeneration is standard on most European cars these days - it recharges the high-output battery and lets it deal with the on-demand ancillary systems rather than have them suck power and petrol from the engine. It is the engine that does the job, though.A decent run in the base Z4 saw it use just 8.0 litres/100km. Sporty cars - the 20i hits 100km/h from rest in 6.9 seconds - aren't meant to be that efficient, especially not when they're being pushed. Push the button to drop the top and cruise and the fuel figure will fall accordingly.The original Z3 was derided for its soft looks. The same can't be said for the Z4. It's a classic roadster style with a bonnet you can land a small plane on arching up to a curved roof and stumpy tail. BMW says there's 180 litres of space in the boot, but you'll be buying bags from Ikea to fit - flat-pack is the name of the game.A smarter option is to lift the plastic cowl in the rear and not drop the top until you reach your destination. That then gives 310 litres of much more practical space. Put the bags in your room and then you can go topless.The expected safety systems are all there ... and then there's the options list for those who want the best of everything. That runs from adaptive headlights with a high-beam assist that automatically dims the light for approaching vehicles to adaptive cruise control, parking sensors and emergency phone calls.The basic structure is a five-star vehicle - the roof is effectively a rollover hoop and there are pop-up bars behind the seats if things go pear-shaped with the lid down, while four airbags cushion the blow.City running in the Z4 shows a lot of work has gone into keeping the interior quiet. There's a mild mechanical turbine whine from standstill but it is all pretty muted until you stand on the go-pedal. Then it snarls and gets down to business. The manual gearbox is notchier than most Beemers but the throw is precise.Given how good the eight-speed auto is, though, I'd seriously consider spending another $3500 to have it. Blaspemy? Not in this day of computerised nano-second gearchanges and steering wheel paddle-shifts. The button next to the gearshift has Comfort, Sport and Sport+ settings for the suspension, steering, throttle response etc.Keep away from Sport+ - it loosens the stability control and makes the rear end twitchier than a bridgroom on the wedding day, despite the claimed 52/48 weight distribution. Sport is the sweet spot for the Z4 and coupled with the spot-on steering makes this an engaging drive rather than a too-entertaining one.