Luxury Reviews

Renault, established in 1898, has always been as French as crepes suzettes, pommes frites and the guillotine. But its latest model, the Latitude, has a Nissan engine  and it's built in Korea by Samsung. That said, the luxury sedan, Renault's biggest yet in Australia, is quite a car.With a longitude of just on 4.9m, about the same as a Commodore or a BMW 5 Series, it has the panache to steal sales from any rivals in the $35,000 to $45,000 bracket. The elegant car comes in 2.5litre V6 petrol and 2.0litre turbo-diesel form and in standard and Luxe (say it 'looxe') trim.Prices are from $36,990, for the standard model and $42,490 for the Luxe version, in either petrol or diesel. It's considerably less than the Laguna, which is being phased out.A big attraction is a new five-year, unlimited distance warranty plus five years of 24/7 roadside assistance, which applies not only to the Latitude, but also most of the new Renault passenger range. Also new is the brand's own financial services arm.The Latitude is different in that it does not have the customary Renault quirky styling. It has conventional good looks and is very well-equipped.Standard high-end fare includes integrated SatNav, an Arkamys 3D sound system, Bluetooth connectivity, smart card key, power adjustable and heated driver's seat, rake and reach adjustable steering wheel and dual climate control.The car rides on 17-inch alloys, has an automatic parking brake, rear window sunblinds, tinted windows, leather trim and a 60/40 splitfold back seat. The Luxe has a Bose audio system, three-zone climate control, an air ioniser, power driver's seat with massage function, 18-inch alloys and a vast panoramic electric glass sunroof. There's also a reversing camera and an electrochromatic mirror.Owners don't really need to open the bonnet. All the info on essentials, like oil and coolant levels and even the tyre pressures, are available on the neat and conventional dashboard.That's all tres bien, but what about the ride?It's another plus.Sprung on MacPherson struts with a multi-link system in the tail, the spacious sedan was a pleasure on the fast sweeping roads and undulations of the terrain north-west of Byron Bay.Comfort levels are high, there's ample space for five and the boot, which holds a full-sized spare, is long and wide, with 477litres of cargo accommodation. More a comfy tourer than a sporty model, the Latitude has fine steering and handling qualities and we felt fresh as a young grenouille after a day's driving.The V6 produces 133kW and 235Nm and average fuel economy is 9.7litres/100km. The diesel whacks out 127kW and a mighty 380Nm, which handled the steep inclines with Gallic disdain and claims to deliver 6.5l/100km. We recorded 7.7litres/100km on our quicker than average run. Both engines drive the front wheels via a smooth six-speed automatic with manual sequential override.Safety gear includes six airbags, ABS, ESP, speed limiter, cruise control, parking radar and auto-on lights and wipers.As le package complete, the Latitude is a good proposition, especially for people who like a bit of individuality. It's a well-finished product of the combined expertise of Renault Samsung Motors and the latest Renault-Nissan Alliance  and it comes with the best warranty of any Euromobile.For our money, the pick would be the Luxe diesel, but Renault expects a 60/40 split in favour of the petrol version. Either way, it's a handsome smoothie that the makers see as an alternative to the ubiquitous machines cluttering up the landscape. Bon chance. 

If you like your gadgets, you're going to love the new baby Lexus. As well as a hybrid powertain, comprising petrol and electric motors, the CT200 has a dazzling array of lights and plenty of buttons to push.We especially like the way the color of the back lighting changes when you switch from economy to performance settings, with a dial that morphs from an Eco meter into a conventional tachometer.  How cool's that?The CT represents a bold attempt to spice up the some might say boring Prius concept on which it is based (there's a Prius under there), with more of everything including power, a brash exterior.Not surprisingly, it's targeted at younger buyers. The car comes in four grades and a total of 80 combinations of colours and trim, including 10 exterior colours with either fabric or genuine leather seat facings. Ours is the F Sport with sports suspension and a body kit, finished in eye-catching blue with smoke-coloured alloys.It certainly attracts plenty of questions. All four grades are powered by a 100kW hybrid powerplant, combined with a continuously variable style auto and the aforementioned drive mode select, with EV, ECO, NORMAL and SPORT modes.All four also have eight airbags and a full active safety package. With fuel economy officiallty rated at 4.1, we have been consistently getting 5.9 litres/100km over the past few weeks.Advanced features include proactive seat heaters, intelligent climate control, LED lighting, smart audio systems and bio-sourced materials. CT's front-seat heaters have been designed to operate in concert with the air-conditioning system, reducing the workload of the air-conditioning heater to aid fuel economy.And then there's the sound system.LED headlamps, combined with the 89 LED bulbs throughout the interior, significantly reduce power consumption and engine loadings. And then there's the computer/sound system - we could devote an entire editon to this one feature.The system won the Technical Innovation Award from Popular Mechanics. It is used to remotely control navigation, audio and telephone via a computer-like mouse controller.It features a digital amplifier and 10 speakers with diaphragms made a charcoal and bamboo fibre compound to make the speaker diaphragms strong and light. Let's just say there's no shortage of things to play with.

Which BMW two-seater costs less than $35,000, will accelerate two seconds faster than an M3 and includes hi-tech such as electronic suspension adjustment and adaptive headlights? It's the K 1600 GT, the Bavarian bike maker's two-wheeled gran turismo machine. This six-cylinder bike comes in GT and GTL versions that convincingly knock off the Honda Gold Wing as the ultimate luxury tourer. VALUEWe tested the GT which costs $34,990 and doesn't have some of the extra technology or luggage capacity of the GT-L which is more of a direct comparison for the Gold Wing. The GT is probably more comparable in agility and capacity to the sports tourers.While it is about $10,000 more than the Honda ST1300, Kawasaki GTR1400 and Yamaha FJR1300 A, it comes with a lot more kit such as radio/CD player, cruise control, electronic suspension, tyre pressure monitors, handlebar and seat warmers, remote lockable luggage, satnav capability, electronically adjustable windscreen, bluetooth and selectable engine mapping to suit the rider and conditions. Most of this technology is selectable from the handlebars via an infotainment controller which is not dissimilar to the iDrive controller in a BMW car.TECHNOLOGYThe K 1600 is powered by one of the most compact six-cylinder engines in the world. Despite being a transverse engine, it looks and feels much slimmer than the Gold Wing and is marginally wider than the sports tourers. It is a lusty unit with 175Nm of torque and the ability to pull from as little as 1500rpm. At the top end there is 118kW of trouser-tingling power. The smooth engine is married to a close-ratio six-speed transmission and maintenance-free shaft drive. SAFETYThis is one of the safest bikes yet produced. Not only does it have ABS, but also traction control and three engine maps to suit conditions such as wet roads. The rider is also assisted by adaptive headlights that turn into the corner to illuminate where you are going, rather than the other side of the road. Another safety device is the tyre pressure monitor which will detect slowly leaking tyres before the rider can feel the effect on handling. DESIGN The bike looks sleek, although some of the big slabs of fairing and pannier would be better served with two-tone paint. It is highlighted by the daytime running light "Corona" rings from BMW cars and the fit and finish is superb. The remote lockable panniers system is cavernous taking two full-face helmets. It also closes with a confident and effortless "click".RIDING For such a big tourer, this bike feels as agile as something half its size. During this test, I rode two-up with luggage.Initially it felt like a barge to steer and handle.However, after I chose the correct suspension setting it transformed into the best handling two-up machine I have ridden. Steering is light and responsive and the bike flicks from side to side through twisty back roads as if there is no one on the back seat. It should be noted that the GT has a higher seat than the GTL and when the two-up suspension setting is chosen, it rises even higher, which might rule it out for some people. I'm 185cm tall and am just able to get my heels down on the ground while the bike is stationary. Seating is on the firm side and the rider's seat it too wide up front. Comfort seat options are available. The engine is not only smooth and powerful, but also has a slightly grainy feel and a deep exhaust roar. However, the audio system either needs to be more powerful or the mufflers quieter because it is impossible to hear the music at more than 80km/h. The shaft drive has a snatchy feel which is only a nuisance when negotiating slow roundabouts or u-turns, requiring the rider to slip the clutch to smooth it out. The close-ratio box is great for quick acceleration. You can go straight to fifth at just 60km/h where it is revving at about 1800rpm yet there is still plenty of oomph for roll-on acceleration without having to change down. In sixth at 100km/h it purrs along at 2800rpm which is also just fine for spirited overtaking. VERDICT This is the best two-up tourer I have ridden.BMW K 1600 GTPrice: $34,990Warranty: 2 years/unlimited kmService: 1000km/10,000km/12monthsEngine: 118kW/175Nm, water-cooled, in-line, 1649cc sixDimensions: 2324-2489mm (L), 1000mm (W), 1440-1465mm (H) 1680mm (WB)Transmission: 6-speed, shaft driveThirst: 4.5L/100km at 90km/h (GT), 26.5-litre tank; 95 RONSuspension: Duolever front, Paralever rear, electronic adjustmentTyres: 120/70ZR17; 190/55ZR17BRAKES320mm discs, ABSColours: Red and white/greySupllied by: Motorline BMW, Daisy Hill

It's time to bring back The Hammer. The tag that was slapped on the back of a brutal Benz created by AMG in 1986 needs to be revived and re-applied to the 2012 successor to the original V8-powered pocket battleship. The hit from the New Hammer is a real belt, good for as much as 800 Newton-metres of torque and a 300km/h top speed, as Mercedes-AMG accelerates into a new era of turbocharged V8 muscle. BMW has already converted its new M5 from a charismatic V10 to efficient twin-turbo V8 motivation and now the E63 with a similar power pack has hit the road in Australia, complete with a changeover deal that includes the return of an E63 Estate wagon and a Performance Pack that adds an extra 24 kiloWatts of power and 100 Newton-metres to the 386kW/700Nm basics.There are visual and mechanical tweaks through the new E63, but there are two key numbers. The first is 21, which is the percentage improvement in the car's fuel economy, and the second is $240,985, which is the bottom line. Neither one is going to make much difference to the sort of people with the wealth to park a new E63 in the driveway, but they show what is happening as AMG-Mercedes reinvents itself for the challenges of the 21st century.If you say it fast, $240,985 doesn't seem too bad for a four-door sedan that can smash most of the world's serious supercars. No, you're  right, it does. But, at $244,500, the E63 Estate emerges as a relative bargain if you  want to haul in a car that can really haul. For that sort of money, you expect - and get - everything in the catalogue, from the AMG performance parts through to lovely soft leather, great aircon and alloy wheels, and all the rest. Still you can get something pretty close in a top-line HSV Holden or FPV Ford for around half the money, or get two with change.What makes the E63 a reasonable buy is the bottom line on its closest direct rival, the M5. The price of the new model is not official yet, but BMW Australia is talking right on $240,000. The Jaguar XFR also comes at $210,000 and a Maserati Quattroporte costs at least $250,000. Which brings us back to the Benz, and the extra $17,900 it costs for the optional Performance Pack. Is that bit worth it? Well, there is the extra go and a carbon fibre rear spoiler on the sedan, as well as a steering wheel with suede highlights.The big changes for the 2012 model year are all under the bonnet and they are all focussed on the latest twin-turbo V8 engine. The transmission is updated with the seven-speed Speedshift, an auto with a difference thanks to a wet start-up clutch and some very clever electronics. Despite the continuation of the E63 badge - which was wrong in the first place, since the previous V8 was actually a 6.2-litre - the engine in the new car is a 5.5-litre twin-turbo. In reality, it's a 1000 Newton-metre anvil that has been wound back for safety and to keep tyres and transmissions in the car.AMG first made its name with large-capacity engines and this one is one of its best, something reflected in the economy improvement that matches the output. Benz has also been busy and there is stop-start to cut CO2 and fuel use at the lights, for a 10.0 litres/100km fuel economy figure and the potential - with a very light foot - for a 1000-kilometre cruising range in Australia.Look around and the E includes AMGs latest smart transmission with driving modes and F1 start - first seen in the SLS gullwing - as well as a heap of safety and comfort gear. And you can always wind the extravagance around to 11, and really empty your pockets, with stuff like the ceramic brakes, locking rear differential and the Driver's package that lifts the top speed to 300km/h - 'only' 280 in the Estate - for ultimate bragging rights.The brutalist design work coming these days from Benz central in  Germany works well as an AMG creation. It's not as elegant with lesser  engines and wheels, but once the New Hammer is hunkered down with its extra body bits and rolling on its giant 19-inch rims it looks the part. Inside, the AMG gear makes the car more complete but - up against rivals and even the lesser C Class - it needs a bigger display screen for more cabin impact.Five stars, of course. All the usual Benz airbags and electronic safety nets are in place,  but the AMG deal means it's possible to wind back the assistance - or remove it completely on a racetrack - for driving enjoyment.How do I begin to describe The Hammer? It's been a big year for performance cars but the new E63 is a total standout. I get my first drive in the Estate, complete with rear-entertainment package, and it's the sort of family car that will work well for someone who craves a Porsche 911 but has kids and commitments. Then I take on the E63 sedan with Performance Pack, and it's just  plain mad. I have never driven a Benz with so much front-end bite and cornering grip, and the thump from the New Hammer is madness. Let's just calibrate the commentary by saying that, in the past few  weeks, I have driven the new BMW M5 and also the Lamborghini Gallardo. As well as the new Porsche 911. The 63PP trumps them all, not just for theatre but also accessible enjoyment on Australian roads. The car almost sounds like a Top Fuel dragster as it sits idling, and so much torque means instant go in any gear at any speed. Unlike the turbo M5 there is zero lag in the Benz, and turning the transmission mode to Sport+ brings the most intuitive automatic settings in any car.It's as good, and sometimes better, than driving a manual. Of course, you pay a giant penalty in fuel economy if you go hard, and  the styling is still too brutal for me, and I don't like the teeny-tiny display screen, but that's about it.It's a struggle to find the right words for this car, and I admit my bias as I've been an E-Class fan since the early days and always  admired the AMG engineering upgrades. Bottom line? The new E63 is wicked and the New Hammer is just  outrageous.

Here's a hard one for you. Do you go for a small engine, low spec' German prestige car or, for the same or less money, a fully kitted out Volvo S60 T6 with a 224kW/440Nm six cylinder engine at $64,950.In the past you might have hesitated but we would vote with our wallet in the case of the new S60. It's takes the sales race right up to the high-priced Europeans, pulls out, overtakes them and leaves them in the dust - literally.Lexus comes close(ish) with its new, base model IS350 but is a rear wheel drive and can't match the Volvo for kit.On top of that, the S60 is styled to delight with a coupe look to its sculpted flanks and a contemporary interior with easy to use controls and appealing materials. Volvo boasts about the safety of S60 and it's right up there as you'd expect . But the new technology safety features are optional in a $5000  "Driver's Support Pack" that includes collision warning with auto braking, pedestrian detection using a camera and radar, adaptive cruise control with queue assist lane departure warning, driver fatigue warning and blind spot warning. The pedestrian detection system is a first and is so important, it should be standard on the S60.But that's enough of the safety stuff because this is a sporty sedan with impressive performance credentials thanks in part to the 3.0-litre turbo straight six transversely mounted up front feeding all four wheels though a sweet six-speed auto transmission.The engine has been around for a while and is uprated in this instance to Euro 5 emissions spec' as well as having significantly more power and torque. It features a twin scroll turbo which functions across a wide engine speed range boosting performance from idle to redline without turbo lag.Fuel economy is quoted at 10.2 litres/100km combined but we saw better than that on a freeway run. The preferred brew is premium unleaded.Coupled with the potent engine is a sporty ride and sharp handling that are just right for a wide mix of driving. Comfy over rough roads, the adaptive suspension also holds the S60 firmly in corners controlling its 1888kg bulk admirably.The "Advanced Stability Control" system offers torque vectoring that further aids car control. It selectively brakes or cuts power individually to each wheel. Other dynamics are up with the engine including the steering and brakes.We really appreciated the well shaped seats and all that the S60 has to offer inside particularly the premium audio system that is right up there with the best. There is also full iPod connectivity, large format GPS screen, comprehensive trip computer, Bluetooth, voice control and a multi function wheel to occupy your drive time.The leather interior gives a pleasant driving environment and the entire interior is made without toxic substances. Our only real complaint is the tyre inflation kit in lieu of a spare of any kind and the manual adjust lumbar support which is difficult to use.The S60 is also available in diesel five cylinder and turbo four cylinder versions for less money. The four is a front wheel drive only. Is the S60 enough to drag well-heeled punters out of their 3-Series, A3 or C-Class?Maybe, especially if they want value for money which the S60 offers in buckets to say nothing of how it looks and goes.VOLVO S60 T6Price: from $64,950.Engine: six-cylinder; 242kW/480NmTransmission: 6-speed sports auto; AWDBody: 4-door, seats 5Safety: Driver's Support Pack, auto braking, pedestrian detection, blind spot warningWeight: 1888kg (est)Thirst: 10.2L/100km

BMW gave the 3 Series a final upgrade before an all-new model breaks cover mid-way through next year.

This is the "it" car of 2012 for sure. Jennifer Hawkins picks up her Range Rover Evoque this week and punters have been lining up at dealers to plonk down their money.This is the new Land Rover Range Rover in distilled form and in this case small doesn't make it a lesser vehicle. It will go almost anywhere in comfort and style, has great on and off-road manners and is crammed with luxury goodies. An extensive options list allows buyers to virtually "custom make" the Evoque of their choice with budget being the only limiting factor.THE LINE-UPTwo body types are available, three door coupe and five door wagon in Pure, Prestige and Dynamics grades. Currently, all have 4x4 transmission but a front wheel drive will be available early next year.STYLEEvoque springs from the LRX concept and is infact extremely close in overall design and appearance. Evoque embodies Range Rover family heritage styling with its clamshell bonnet and "floating" roof. The interior is text book Range Rover but smaller. It has the same ambience as the larger model.POWERTRAINSThree engines are available. In Evoque TD4 and SD4 it's a four pot 2.2-litre turbodiesel with 110kw/400Nm and  140kW/400Nm respectively. They are the same as in Freelander and come with a six-speed manual or optional six speed paddle shift auto from Japanese manufacturer Aisin.The petrol is a 2.0-litre turbo with direct injection shared with Ford Mondeo, Volvo and soon Falcon. It's good for 177kW/340Nm and features a clever sheet metal turbo housing and exhaust manifold that virtually eliminates lag.Best fuel economy comes from the TD4 coupe and wagon at 5.7-litres/100km. Both diesel enjoy a luxury car tax-break because they use less than 7.0-litres/100km.THE RIDEEvoque engineers have been able to do wonders with a relatively simple strut and coil spring suspension that provides an excellent compromise between comfort and sporty dynamics. The rigid chassis forms a solid platform for the vehicle's underpinnings. Large wheels and tyres give impressive grip and an optional Dynamic Package includes magnetic adaptive suspension for a step up in handling (and looks).TECHNOLOGYEvoque boasts the latest in media connectivity including Bluetooth phone and audio streaming. A eight inch centre touch screen controls many functions including dual view which allows the driver and passenger to look at completely different content at the same time.Terrain Response offers four modes of off road and on road driving at the turn of a dial. It has hill descent control and numerous other electronic traction and drive aids.THE DRIVEImpressive ... feels like a sports car in the coupe turbo petrol model. The diesels are similarly impressive but no quite as quick. They offer strident torque and excellent fuel economy and are virtually inaudible on the highway.We sampled a few versions but none with the magnetic adaptive ride. Can't see why you'd bother really. The petrol has an exhaust note generator for aural appreciation. All versions feel good to drive and there's even adequate room in the rear seat of the three door coupe (the best looker).Off road capability is surprisingly good for what is essentially a soft roader without low range. Doesn't really need it as we found out driving up a half metre deep creek then up the muddy bank.PRACTICALITIESRoomy inside for four, five at a pinch. Load space is adequate, expandable if you fold the rear seats. The temporary spare will let you limp home (maybe).PRICESThe TD4 manual five door Pure starts at $53,395. The two wheel drive will be from $49,995 when it arrives.VERDICTYes please. Difficult call between the diesel and petrol. Would go with an auto -in red with a contrast white roof please.

It's a 911. That's all anyone really needs to know about the latest newcomer in the Porsche family. The shape is traditional, the approach is traditional, and the result is tradition.But the latest car to carry one of the best-known badges in motoring is much, much more than just a backward-looking, inwards-focussed 911. It's only the third all-new car since the 911 hit the road in 1963 and that means the familiar shape is wrapped around a high-tech 21st century package that makes driving easier, greener and more relaxed - yet still just as much fun.Perhaps - just perhaps - the car is not as rewarding or challenging to drive, but there is plenty to come - the GT3 road racer and GT2 turbo beastie - for people who want and need more than just a great sports car to satisfy them.We will only know the answer when we get the 911 home and onto familiar roads, but right now I think the changes have resulted in a 911 that is right for its time and buyers. A Lamborghini Gallardo looks wilder, and a Ferrari 458 Italia is plain wonderful, but there is nothing in the 911s price class that runs even close to the German star.VALUEThere is more to see and touch and feel in the new 911, as well as more performance, but it's still a costly car with prices from $229,900 for the Carrera or $263,100 for a Carrera S with the a 3.8- litre engine.For now, the extra value comes in everything from a new and lighter body - which helps economy - to a cabin with noticeably more space and a dashboard that's been morphed from the luxury Panamera. The end result is a car that's got so many detail changes it's impossible to cover them here. "We've done a lot. Emotions, performance, comfort," says Michael Winkler, chief of Porsche Cars Australia.Of course, there are all sorts of options including sports seats, sound systems, leather choices and special luggage. And there is a new hero colour - a creamy brown called cognac, for people who have extra to spend.TECHNOLOGYPorsche has managed to make the new 911 lighter despite a basic body that's heavier, thanks to work on every area of the car including more aluminium. The wheelbase is up by 10 centimetres, a help in the cabin and also for a future hybrid system, the front track is wider and there is (controversial) electric power steering.Engine outputs are up 257 kiloWatts/390 Newton-metres for the downsized 3.4-litre flat six in the Carrera and 294/440 for the 3.8 in the Carrera S, which means sprint times as quick as 4.3 seconds to 100km/h and a top speed of 304km/h. Fuel consumption can be as little as 8.2 litres/100km and all new 911s have a stop-start system as standard, headlining a suit of efficiency improvements.There is also a new seven-speed manual gearbox - with an extra leg on the usual H pattern - that shares its casing and basic mechanicals with the quick-shifting PDK twin-clutch manumatic. And there is a stop- start system to save fuel and cut emissions.DESIGNThe basic shape is the same but the new 911 is different in almost every detail. "It is possible to modernise an Icon," says Porsche boss, Matthias Muller. So the headlamps are still roundish, the side windows are much the same shape as always, and the curvy body is wrapped around the wider front end and over the rear-mounted engine. But the body is lowered and stretched out, and the rear-view mirrors are now mounted on the doors.Inside, the dials are much the same as always - with the tachometer sitting front-and-centre - but the minor switches are trendy modern from the Panamera and there is even a park-brake button. The materials inside are the same as always, with lots of leather, and Porsche's switch to paddles for the PDK double-clutch gearbox is reflected in chunky metal levers. But there is also a new 12 centimetre colour display screen and three plug-in power sockets. So the melody is the same, even if the words have changed.SAFETYThe new 911 will be a five-star car for safety, although we're not expecting anyone to kill one against an NCAP wall any time soon.There are front-side-head airbags, ABS brakes, stability control and even a new torque-vectoring differential to make cornering safer and easier. The real proof comes in little things, like the big bins in the doors that have been sacrificed to provide more side-impact protection.DRIVINGWheel time is the only thing that really matters to 911 fans and the new car is great. It sprints well, it corners very well, and it gives the sort of feedback you expect - and need - from a 911. But, and this is a big difference, it's more refined with less road noise and none of the steering kickback of earlier cars.The pitchy, bouncing ride and steering fight through corners was something that always made 911s a challenge to drive. Some people will think it's sad that it's gone, but it means you can really tackle a testing road without fear.There is more space in the front seats, too, although I'm not a fan of the latest steering wheel designs or a multi-adjustable driver's seat that I could not get low enough in a couple of evaluation cars. But that's all minor stuff, just like the need to really think about changes in the seven-speed manual gearbox.It's sprung towards the 3-4 plane and that means coming out of the cruising top gear - 2000 revs at 100km/h - down to fifth takes concentration. The latest PDK gearbox is great, with swift shifts and a gear for every occasion. It's also great to be able to left-foot brake into a corner - something that previously killed the engine as part of a Volkswagen safety system - and then select the right gear almost at the apex.Braking is great, the ride is good, and the new dash is simpler and easier to use - like the one-touch buttons for the sports settings and the dial that records G-loading in corners and under brakes.The Porsche people have done everything they can to ensure the new 911 is headed for greatness. It is still a brilliant driver's car, but it's also now easier to access the performance and it's more relaxing for touring work. In short, the new 911 is a winner.VERDICTThe new 911 is a brilliant update of a timeless classic. It ticks all the right boxes.RATING

Question: Can a four go into a five?The answer, so far as the question has related to BMW's 5 Series, has for some time been yes. The qualifier's been that the four in question is a turbo diesel, it being accepted that any Bimmer four cylinder engine that sips petrol has about as much power in practice as a UN resolution. But there is legislation to which the marque synonymous with exhilarating inline sixes isn't immune, such as that of the EU which heavily taxes larger capacity engines and the juice that fuels them. So it's auf wiedersehen to bigger, naturally-breathing powerplants and in with smaller, more efficient units with turbos attached.If that means little or nothing to you, just know that when it comes to German cars, less engine really does mean better performance and economy. Take the Opel unit that powers the Holden-built Cruze.The new entry level 5 Series sedan is powered by an engine that not only makes a mockery of those who worship size for the sake of it, but which - when it also goes into the new 3 Series next year - could wrest class leadership from deadly rival Mercedes-Benz.VALUEAt $77,900 the 520i is about par with Audi's well-meaning A6  2.0 TFSI and a good six grand under the nearest equivalent E-Class. Standard kit includes 17-inch alloys, stop/start function, nav screen, front and rear park distance control, cruise control (with automatic braking), Bluetooth and audio streaming and anti-dazzle interior mirrors plus the fixtures you'd expect.So it starts from within the meat of the forthcoming 3 Series range, bringing it within reach of a new tier of buyers. The point is, that unlike the outgoing entry-level 3, there's nothing try hard about this Fiver.TECHNOLOGYFeel free to skip to next bit if you're not fussed by what lurks beneath the bonnet and do so safe in the knowledge that it does the job exceptionally. For those who wish to know more, BMW has finally clambered aboard the direct injection turbo four bandwagon that's long been driven by in this segment by Audi and has since been joined by Mercedes.This, the milder tune of two versions of a new 2.0-litre engine, is good for 135kW/270Nm due to a twin-scroll turbocharger in which DI is abetted by variable valve and double camshaft control. That makes for a respectable 0 to 100km/h dash time of eight seconds and highly respectable juice use of 6.4L/100km.That's in a good part due to the eight-speed automatic. We - well "I" actually - have sneered at octo autos as mere one gearmanship, what with Mercedes running a seven. Well, it works so seamlessly here that it redefines that word.DESIGNWhen Carsguide had the top whack 535i at last year's COTY, Gover said approvingly that BMW had decided to make the 5 Series a luxury car once more. After the confronting shape and spartan cabin of its Chris Bangle designed forebear, we saw at once what he meant.The great thing is you can move from the cockpit of a $150,000 5 Series into this and discern little or no difference. Audi is no longer the benchmark for cabin quality, fit and finish.The slightly longer front overhand of this generation Fiver might fly in the face of BMW convention, but it certainly doesn't hurt the aesthetics. Actually, seen sitting next to the previous model, it's not so great a departure as it appears initially. It's the sort of continuity that enhances resale.SAFETYTick them off. Five star Euro crash rating, full outfit of airbags et al. Optional is lane departure warning and radar cruise control with automatic braking. Anti-lock brakes, which allow steering under emergency stopping, are one thing, but the perfectly balanced front to rear weight distribution and the rear wheel drive tactility to take full advantage of that steering are quite another. Dynamics such as these put the "active" into "active safety".DRIVINGAgain the European dilemma - petrol or diesel. Both fours go happily into the 5. This time though, the gas sipper rather than the oiler gets the nod if only for what BMW are pleased to call "sheer driving pleasure". There's been sufficient precedents in the past few years for us not to be surprised by the ability of turbo DI fours to shift bigger European cars. Yet the new block astonishes afresh, not for scorching acceleration - though this is impressive - rather for relentlessness.There's hesitation off the mark  as the turbo spools up, but only the slightest - all the torque arrives from 1200rpm and remains on hand till 4000. Unless you're bashing the redline - which it's quite willing to do in manual mode - it's almost always giving you all the grunt its got and sound tastefully crisp and rorty as it does so.Capable when married to the diesel, the octo slusher is happier still with this unit, which at some 200km/h on the autobahn is barely north of 4000 revs in eighth gear. Australia's freeway limit is hardly going to tax it. And this, remember, is the lowest tune version.It will surely be only sweeter in the much lighter and more nimble 320i which arrives in our parts later next year after March's initial new 3 Series launch. In the meantime, we're bound to ask if the entry level 5 Series is too good for BMW's own good?Some 20 grand under the 528i and almost 60 under the twin turbo six 535i, it's difficult to mount a case for either in our part of the planet after cracking on in the 520i. Yes, of course it'd get flayed by its six cylinder slinging kinsmen in a straight line dash, but we're talking elegant sufficiency here, not glorious excess.Some of us have carped that the costly optional drive select mode has to be switched to optimum modes in order to achieve the dynamics you're entitled to expect from a BMW. The 520i's lighter front end makes for an engaging drive even without troubling Sport or the all out Sport Plus setting. When making the tyres yelp a bit, this feels very much like a slightly overgrown 3 Series - and that's as good as it gets.VERDICTAll the executive sedan you could want or need, the best 5 Series is the "least" of them.BMW 520iPrice: $77,900Warranty: 3 years/unlimitedResale: TCService Interval: 15,000/12 monthsEngine: 2.0-litre 4-cylinder turbo petrol; 135kW/270NmBody: four doors, five seats Dimensions: 4899mm (L) 1860 (w) 1464 (h) 2968 (wb)Transmission: 8-sipped automatic; RWDThirst: 6.4L/100km; 149g Co2 km"Want 5 of the best? Look no further"

They cost a similar amount of money and have V8 engines, but there is still a world of difference between the Mercedes-Benz Actros and CLS 63 AMG. We are at Eastern Creek raceway just out of Sydney for the ultimate comparison between the premium truck and the extremely powerful four-door luxury cruiser.Of course, the Actros is at home on the highway with a big load on the back, but we have brought it to a racetrack for a bit of fun to see how it compares against its smaller sibling without a trailer. In truckie talk, this is called running bobtail.The CLS, which is big for a car but small compared to the Actros, is better suited to cruising country roads or navigating the city, but this is the hot AMG version which means it fairly handy on the track too.It might seem ridiculous to compare the two vehicles, but they could have more in common than you might think. They produce a similar amount of power although the engines are very different.The Actros has a 15.9-litre V8 diesel with one turbocharger that makes 440kW (598hp), pipping the CLS which has a 5.5-litre V8 petrol unit with two turbos that churns out 410kW (557hp). The contrast is much starker when it comes to the torque, the pulling force, with the Actros pumping out a whopping 2800Nm compared to the CLS 63's 800Nm.While the Mercedes coupe engine makes its peak torque between 2000-4500revs, the Actros hits maximum torque at just 1080revs. However, the Actros has been designed to tow huge loads and is able to lug up to 130,000kg as a triple road train and has been set-up accordingly. It is limited to 100km/h, but it's gearing and differentials mean it would only hit around 120km/h even if the limiter was removed.The AMG also has a limiter, but it only cuts in at 250km/h. First up, we check how fast these things get off the line.The CLS 63 has a sophisticated launch control system that means it can blast from 0-100km/h in just 4.3 seconds. If you try to accelerate without the launch control feature it will take a couple of seconds more because it's really hard to stop the wheels from spinning. There is so much power that it will not only spin its wheels in first, but also struggle to maintain traction in second as well.The Actros is a completely different machine and it takes all of 29 seconds to get to 100km/h. Of course, it has a narrower torque band and has to change gears a lot more often to hit the 100 mark. The Actros also weighs 9895kg, compared to the CLS at 1870kg, and it takes a while to propel something so heavy. It also takes more effort to stop, which is why the next part of the test is so impressive.We hit 100km/h and then brake at a set point. The CLS 63 pulls up quite quickly without much fuss. The Actros decelerates fast and the cab lunges forward dramatically. I'm certainly glad there is no trailer on the back. Incredibly, the Actros takes just 10m longer to pull up than the much lighter car.Next up, we take the two vehicles through a slalom made up of witches' hats which are spaced fairly close together. Getting the Actros through at a good pace takes a lot of work behind the wheel and the cabin sways from side to side. It looks dramatic, but never feels as though it is going to tip on its side. I find it hard to judge the distance between the edge of the truck and the witches' hats and take out an average of one per run.Now it's time to hop into the CLS 63 and it feels a lot different. You sit so close to the road and the engine response is so fast. I head towards the first witches' hat and go to apply a similar amount of turn to the steering wheel as I had in the Actros. Given the steering ratio is much shorter, so you don't have to turn the wheel much, the CLS turns much harder and more aggressively. And another hat bites the dust.It takes a little while to get used to. After a couple of sighting laps, it's time to record a lap time in the CLS 63. The main problem with this is getting the power down. If you are a touch too aggressive on the throttle the back will step out.It seems like a waste to have so much power in a car that will rarely make it to the track and won't be carrying more than four people and their luggage. You can't even get a towbar for this thing. With a top speed of more than 220km/h and high pace through the corners, the swooping four-seat coupe does the lap in 1m54.41 seconds.The Actros is immediately hindered by its 100km/h limit. It pulls up fast coming into the tight turn two, using a mix of the engine retarder and the wheel brakes. If I only used the wheel brakes (also known as service brakes), it wouldn't take long before they got too hot and start to smoke. Without a trailer, the Actros manages far higher than expected cornering speeds. Even more special is the way it accelerates out of the corners. Using its massive reserves of torque it surges through the revs before the automated transmission pulls the next gear.This engine is designed for hauling loads and not slinging a prime mover alone, but it is an eye-opening experience to feel what it can do without having to lug anything. The traction control works hard in the corners, although the inside wheels of the rear two drive axles give off some smoke coming hard out the bends.In the end, the Actros records a time of 2m58.25, which is not bad when you consider how tall and heavy it is.While the performance of both vehicles provides the fun, the safety is all important. Both machines have had access to the same safety technology. They use advanced radar cruise control, which keeps a safe distance to the vehicle in front and can even brake heavily, without input from the driver, when a collision is imminent.You might expect a luxury machine like the CLS 63 to have features such as lane departure warning, which sends a vibration through the steering wheel, but the Actros truck also has a version of the system, albeit a bit simpler. Instead of vibrating the wheel to alert the driver, it sends a noise through the speaker on the side of the truck that is leaving the lane. Given a fair amount of accidents happen when drowsy truck drivers leave road, this could be a real life saver.Mercedes-Benz Actros 2660Engine: 15.9-litre V8 turbo dieselPower: 440kWTorque: 2800NmTransmission: 16-speed automated manualWeight: 9895kgTop speed: 100km/h0-100km/h: 29 secondsMaximum towing capacity: 120,000kgPrice: $250,00 plus (depending on specification)Mercedes-Benz CLS 63 AMGEngine: 5.5-litre V8 twin turbo petrolPower: 410kWTorque: 800NmTransmission: Seven-speed automaticWeight: 1870kgTop speed: 250km/h0-100km/h: 4.3 secondsMaximum towing capacity: N/APrice: $263,500 plus on-road costs.