Luxury Reviews

Who said the Swedes were a war-fearing nation? It made a mother of all warships in the 17th century and, to really scare the bejesus out of its enemies, the king loaded it up with 64 huge cannon. The result was a floating armament store, piled with all types of weapons to make life unpleasant for anyone who attacked. No-one did because on the morning of August 10, 1628, only 1300m after exiting the Stockholm harbour on its maiden voyage to the cheers of the Swedes, it promptly rolled over and sank. A hull too narrow, too much heavy-calibre cannon sitting high above the waterline and open lower gunports contributed to the Vasa's sinking and much egg on the face of King Gustav II Adolf. Since then, the Swedes became pretty minimalistic with their transport. The result, at least their most recent result, is a car like the S60 which - paring things right back - doesn't even have a spare wheel. Brilliant.VALUE The four-cylinder S60 T5 costs $51,950 which is pretty good value compared with its rivals. Shoppers would probably hunt down a BMW or Audi first but really, in comparison, the feature list of the Volvo is longer. The Volvo's turbocharged engine will also give most similarly-priced rivals a real run for their money.Standard gear includes a huge list of safety equipment, but closer to your fingertips are things like rear park sensors, electric park brake, auto wipers (but no auto lights), Bluetooth/iPod/USB connectivity and leather upholstery.DESIGNGrandma wouldn't recognise this as a Volvo. It's sleek, with a gently sloped roof ending in a neat boot line, and has a broad grille that hints at Simon Templar's P1800. It's not a big car - think Mazda6 or Camry - and has similar cabin space, though the full-grain leather is a treat and the dashboard is beautifully simple and has that look of quality.True, there's no room for a spare wheel but Volvo will happily strap a space-saver to the cargo floor. Truly, if Hyundai can fit full-size spares in its light-car Accent, surely clever Volvo can find space?TECHNOLOGYThe fact this is powered by a 2-litre four cylinder engine and yet is sprightly and even fun to drive, is remarkable in itself. Most of the news is in this car's safety technology starting with the standard City Safety which automatically brakes the car at low speeds when it sensors something ahead.There's lots of no-cost gear on the T5 and if you want more, the safety package of  adaptive cruise control, collision warning with full auto brake, queue assist, pedestrian detection, blind-spot information system and lane departure warning with driver alert control will add a reasonable $5400.SAFETYVolvo and safety are synonymous. Aficionados of the marque reckon Volvo is Swedish for "safe" - in fact, it loosely translates as "I roll" - which is reflected in the car's five-star crash rating, a textbook list of passenger cell features designed to protect life, a chassis full of electronics and even the nimbleness to get out of the way of an impending accident. For the record, standard equipment includes City Safety, brake-ready alert, ESC and emergency brake assist.DRIVINGThe feeling of solidity has never left Volvo, even from the first time you open the door. The car is built strong, feels confident and safe and is always comfortable and quiet so it doesn't upset the occupants. On paper the 2-litre T5 has a few things against it - perceptions of power being one - but those quickly vanish.The steering is a bit light and vague but it tracks corners perfectly and holds its line very well regardless of the road surface. The six-speed dual-clutch box allows some degree of sporty driving but overall, this is better as a cruiser. The dash controls are big, well marked and easy to use and the visibility is pretty good - all combine to package up the car as one that is simple and easy to drive. VERDICTIf you're still slagging off against Volvos you're a dinosaur. Get with the times and appreciate that Volvos are now stylish, affordable and even fun.VOLVO S60 T5Price: $51,990Warranty: 3 years, unlimited kmResale: 56%Service Interval: 15,000km or 12 monthsEconomy: 8.6 l/100km; 204g/km CO2Safety Equipment: six airbags, ESC, ABS, EBD, EBA, TC. Crash rating 5 starEngine: 177kW/320Nm 2-litre 4-cyl turbo-petrol Transmission: Six-speed dual-clutch autoBody: 4-door, 5 seatsDimensions: 4628 (L); 1865mm (W); 1484mm (H); 2776mm (WB)Weight: 1542kgTyre size: 235/45R17 Spare tyre noneOthers to considerAUDI A4 1.8 TFSIPrice: $55,700Engine: 1.8-litre, 4-cyl turbo-petrol, 118kW/250NmTrans: CVT auto, front driveBody: 4-door sedanThirst: 7.2L/100km, CO2 169g/km"Top quality but engine/gearbox combo is sleepy while rivals areoffering more value"BMW 320iPrice: $56,100Engine: 2-litre, 4-cyl petrol, 115kW/200NmTrans: 6-speed auto, rear driveBody: 4-door sedanThirst: 7.6L/100km, CO2 176g/km"Hard to see the value here. New model around the corner"LEXUS IS 250Price: $55,800Engine: 2.5-litre, V6 petrol, 153kW/252NmTrans: 6-spd auto, rear driveBody: 4-door sedanThirst: 9.1L/100km, CO2 214g/km"Top quality, feature-filled sedan that's a nice drive backed by slickservice/warranty/customer care program. Winner"

From its debut in 2004 the 1 Series hatch has copped criticism - for its performance or its looks. Almost eight years on, the 1 Series is still with us and BMW has launched the second generation. We drove a very new and improved 118d for a week see to what it had to offer.VALUEYep, it's a little hatchback, but it's a BMW and it'll cost you at least double the price of a Holden Barina. The base model 1 Series, the 116i turbo petrol, starts at $36,900, the lowest priced BMW. The 118i, its bigger petrol brother, is $42,800, while the 118d turbo diesel tested by Carsguide sells for $43,500. Barinas and Beemers are no threat to each other - it's the Golf GTD that keeps the BMW 118d awake. The GTD has more power and torque than the 118d for less, at $41,790. But BMW beats Volkswagen for cachet.Standard features aren't the 1 Series's strength. For all models, you pay for satnav ($2695), metallic paint ($1310), leather upholstery, auto transmission ($3695), heated and powered seats, alarm, rear-view camera and luggage compartment net. Above the base, you've got the Urban Line and Sport Line trims. Urban Line adds $1600 in the 118d and buys a sport leather steering wheel, 17-inch alloy wheels, cloth leather upholstery and not much else.You can't measure a BMW's value by kit. The value is in its brilliant engineering.TECHNOLOGYThe 118d has a revamped version of the 2.0-litre turbo four it had previously. The changes are good for torque, up 20Nm to 320Nm, but power stays at 105kW -- plenty of oomph for a car weighing only 1320kg.Our car had the eight-speed automated manual transmission. In auto it's super smooth and in manual it's good for fast shifts. Fuel economy in the 118d is excellent at 4.5L/100km thanks in part to the stop-start function, which cuts the engine after it decides you've been idling too long. There's also an energy recovery braking system.I averaged 6.1L/100km, having switched off the stop-start function and left the car in manual mode to keep the revs high for more power, too.DESIGNIt's hot from the front, not bad from the back and I try not to look at it from the side - that beak and bottom shouldn't be on the same car. The 2012 1 Series car is 85mm longer and 17mm wider than the old model and is the same height. It's gained a new, rounded nose and grille with larger triangular headlights, and indicator lights on the wing mirrors.Inside is typical BMW - less Chesterfield couch and more like modern office furniture. There's 21mm more leg room in the back but I still can't sit behind my driving position. Then again, I am tall. Boot size is up to 360 litres.SAFETYIt has five-star Euro crash rating. Front passenger head, body and side airbags, plus ABS and traction control. Seatbelt pretensioners are standard.DRIVINGIt's all about the driving with BMWs, right down to the near perfect seating.Get in any Beemer and it's as if those German technicians have secretly obtained your measurements and fitted the driver's seat while you were sleeping.Even in this entry level car the focus on driving is sharp. You don't want to get out of cars that are this good to drive. When I finish my usual route, instead of turning down my street, I keep going.A tad slow to 100km/h (8.9sec), but rear-wheel drive, big torque, excellent chassis tuning and a turbo that delivers quickly makes the little 118d huge fun.VERDICTIt's a posh hot hatch that comes at a price but in return you get a drive that'll beat almost everything.RATINGBMW 118d URBAN LINEPrice: $45,100Warranty: 3 years/100,000kmResale: 55 %Service: 15,000/12 monthsSafety: 6 airbags, ABS, DSC, CBC, DTCCrash rating: five starsEngine: 2.0-litre four cylinder turbo dieselBody: five door hatchTransmission: 8-speed automaticThirst: 4.5L/100km.

You wouldn't think Lexus was into its fourth generation of the GS model, mostly because it's been the sleeper in the local line-up. Those days could be over with the arrival soon of a bolder new model developed in the US but benchmarked against medium large European prestige sports sedans.Design cues from the new GS including its "spindle" grille will flow through to other models in the Lexus range as they are updated or replaced. It's a new "design language" for the premium Japanese brand.VALUELexus offers GS350 petrol V6 and GS450 Hybrid each available with the F-Sport package that includes four wheel steering among a raft of enhancements. Prices are tipped to start at $79,990 for the GS350 rising to the early $100K mark for the 450h with F-Sport.TECHNOLOGYDrive Mode Select is a control system with four modes Eco, Normal, Sport and Sport+ selectable by dial on the centre console. Eco prioritises fuel efficiency while Sport+ optimises performance of both chassis and power train. Four wheel steering is active via an actuator on the rear axle that moves the rear wheels by two degrees of steering to enhance cornering, drive feel and stability. The new 3.5-litre direct injection engine features Atkinson cycle technology that delays combustion for better fuel economy on the GS450h. The new six-speed automatic on 350 offers paddle shift and throttle blip on down change in manual mode. Hybrid's battery pack now vertically stacked to provide more boot space.DYNAMICSThe new, rigid platform offers solid base for all chassis functions steering, brakes, suspension ride and handling and even noise and vibration suppression. The power steering is electric, the brakes have electronic control and wheel sizes are 18-19-inch. The sporty GS350 with F-Sport package is unequivocal leader in the ride and handling department offering drive feel on par or better than anything from Europe. The four wheel steering system transform the car's feel into a sharp handling sports sedan.SAFETYGS is designed to meet five star safety standards with a pre-collision system, 10 air bags, stability control, anti whiplash head restraints, increased use of high strength steel in the body/chassis and driver alert monitor among a suite of primary and secondary safety features.TECHNOLOGYBoth models use a 3.5-litre direct injection petrol V6 with Atkinson cycle on the hybrid. The petrol 350 is good for 233kW/378Nm while the 450h is good for 252kW and an estimated 400Nm combined from the petrol and electric engines.The hybrid runs a nickel-metal hybrid battery pack mounted behind the rear seats. Transmissions are a six speed auto on the petrol and a six speed CVT on the hybrid which is capable of an incredible 6.2-litres/100km. The petrol does 9.7.LUXURYAs expected, the GS is well endowed in the luxury department with a feature rich interior and soft leather upholstery in a wide colour range. Buyers can also chose from a range of fascia materials. And there's an optional 850 watt Mark Levinson audio system though the one fitted standard is excellent. The car gets Bluetooth phone and audio, ample rear seat legroom, smart key button start, multi wheel controls and numerous electric adjustments to the driving position and steering wheel. The F-Sport package brings bigger wheels, different bumpers and grille, rear boot spoiler as well as the four wheel steering and other performance and handling enhancements.DRIVINGWe must admit that this is the most performance oriented hybrid we've ever driven it really honks if you chose to drive it hard. But the 350 with F-Sport package is the one we prefer because it fulfils the role of sports sedan extremely well offering strong engine performance, rapid acceleration and excellent handling (particularly steering) in a good size package.The brakes are strong and you can wick the GS350 right up and revel in its sporty prowess. Rear wheel drive is a big plus because of the drive feel. An engine sound generator under the bonnet enhances the whole driving experience (not on the hybrid).VERDICTGets a big tick from us, certainly a move in the right direction on a whole lot of fronts particularly styling and performance.NEED TO KNOWA GS250 is under consideration.Slightly bigger than outgoing model.Has a skin rehydration system built into the aircon.Chassis laser welded.Low aerodynamic drag at 0.26Cd.

A near-death experience has finally breathed some heart and soul into the Lexus GS. The GS came very close to extermination after three unsuccessful attempts with cars that looked best at a retirement home, but now the mid-sized Lexus is genuinely worth considering against a BMW 5 Series or an E-Class Benz.It has a more macho look, a cabin that's not just a cushy lounge room, and the sort of driving enjoyment that's likely to make the F Sport models a real hit. Lexus still has to overcome buyer resistance when the new GS lands in Australia in April, but provided it can undercut the Germans on price - which means a basic bottom line just below $80,000, well under the $95,000 of the current car. The lineup is based on the GS350 with V6 engine that produces 28 per cent more power in a mid-sized five-passenger cabin, and the GS450h hybrid that also uses a 3.5-litre V6 but with a continuously-variable transmission and Prius-style powertrain.No-one at Lexus is talking about prices yet, partly because the car is still more than four months from Australian roads and partly because the company does not want to alert its German rivals to its plans. But it's fair to expect a pricing spread from just below $70,000 - for the GS250 that's still to be confirmed for Australia - with $79,990 for the cooking-model GS350 and something around $115,000 for the GS450h.The bottom line means good value, as a $80,000 sticker will really stick it to BMW and Benz, and there is a lot to like in a list of standard equipment that includes great leather and aircon, brilliant Mark Levinson sound, the usual alloys, and a giant colour display screen in the dash. It's just a pity that the need to please Americans with the world's biggest display has cost the rest of the world an eight-speed automatic gearbox...The price picture is still pretty muddled, as there is a lot of extra equipment on cars at the world press preview - including night vision, a drive-drowsiness alert, and the optional sports package with rear- wheel steering - but Lexus promises a big effort with the new GS. "We currently sell about seven GSs a month. We're aiming for 50," says Peter Evans, marketing boss at Lexus Australia. And there is room to move. "The two big guys do about 150 a month," Evans says reluctantly.Work on the GS has produced a long list of innovations, including what Lexus claims as four world firsts. They are a variable driving mode system, a 3.5-litre V6 engine that uses an Atkinson combustion cycle in the hybrid, a 'stacked' battery pack in the hybrid, and a dynamic rear steering on the hybrid.The air conditioning even uses 'nanoe' technology to clean, filter and add ions to the air. In Lexus style, the technology changes go on and on, covering everything from powertrain to safety and comfort. There is a lot to like, although it's not always easy to understand. DESIGN: All the noise about the GS is centred on the grille, which takes a new Lexus direction. It's a lot like Darth Vader's helmet and it gives the car a strong presence in traffic which is, sadly, not matched by a tail end that looks more like a Kia.The cabin, though, is great. The look is upmarket but still a bit youthful, it's good to see an old-school analogue clock in the dash - always a favourite with one-time Ford boss Jac Nasser - and the colour display works a treat. Lexus has also upgraded the materials in the car and that's lifted it away from the so-what look and feel of the previous GS models.The four-generation GS is certain to be a five-star ANCAP car and also has the usual suite of safety stuff you expect on an $80,000 car. There are no fewer than 10 airbags, including knee protection, as well as everything up to a blind-spot monitor, tyre pressure monitor, the drowsiness warning and pre-collision safety protection. It will be interesting to see how much of the safety stuff makes it too Australia, and how much is on the starter car, but the GS package includes a lot of Lexus firsts.So, it's Strike Two for the Lexus GS. The difference this time - and it's a big one - is that I can see the car. The first time I flew to the USA for some early kilometres in the new Lexus luxurymobile it was like driving with a blindfold. The car was real and almost totally complete, but wrapped in a giant leather sausage to hide it from the world.This time, I can see the bodywork and the clock in the centre of the dash is revealed. The clock looks pretty nice and the styling is pretty good, for a Lexus. The GS350 is a tidy drive that lifts the mid-sizer away from its tedious roots and up much closer to an E-Class Benz or a 5-Series from BMW. It's not as tasty as the Audi A6 I left behind in Australia, and it's not as tight as the Five, but it's pretty nice. Sliding across to the 450h, the car has plenty of punch and the right sort of green strengths for California. Sadly, although it goes like a V8 it sounds like a golf cart thanks to a CVT transmission that's tuned for efficiency and not much driving enjoyment.But there is real enjoyment in the F Sport cars, with active rear steering. Lexus has done extra tweaking since my first drive and the result is a car that is surprisingly swift, yet very fluid and easy to drive. The end result, including some drifting fun at a deserted airfield, is one of the most surprising drives of 2011.The new GS is way, way better than the previous models and a real tribute to the development team that broke it out of death row. It's one of the most impressive cars to wear a Lexus badge and is going to make BMW and Benz buyers think twice in 2012.Still a Lexus, but can be a surprisingly good drive and is loaded with goodies to make life enjoyable.

WE turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering  would you buy one?Where have they been hiding this beauty? The CRD is the diesel version of Jeep's five-seat off road wagon and definitely the pick of the bunch. Forget the V8, this is the one you want.It will set you back $50,000 but in SUV land this is something of a bargain, bearing in mind the cheapest long wheelbase Prado goes for $6000 more.The aforementioned Prado, Nissan Pathfinder and the Mitsubishi Pajero spring to mind. Nothing else has anywhere near as much off road ability as the Jeep.Built by VM Motori and developed together with Fiat Powertrain, the new 3.0-litre turbo diesel engine produces 177kW of power at 4000 revs and 550Nm of torque between 1800 and 2800 revs. This translates to 10 percent more power and eight percent more torque than the engine it replaces.Extremely well. Big 4WDs are always a better proposition in diesel form. This is the first application of the new engine and a spin-off of Fiat's recent buy-out of a bankrupt Chrysler (it now holds more than 50 per cent).Rated at 8.3 litres/100km. That's pretty good for a big 4WD. The trip computer was showing 8.6 in mixed driving.Gets three stars from the Government's Green Vehicle Guide (Prius is the benchmark with five stars).The previous model got four stars. This one has just been tested but the results have not been released yet. With stability control, seven airbags plus active head restraints, it is likely to get a full, five-star result.All-new independent suspension front and rear delivers much better on-road manners. It also allows the spare tyre to be stored inside the vehicle instead of underneath. Adjustable air suspension is available for another $2500.Probably the best Jeep we've driven to date (if you exclude the wonderful SRT8 version). Diesel is teamed with a five-speed auto that can be operated in manual mode if desired. Selec-Terrain traction control system allows the driver to choose the drive system that best matches on- or off-road driving conditions.Power adjust front seats are standard and the rear seats recline 12 degrees. Cargo volume is up 11 per cent. A touch screen media centre with a 30GB hard drive is standard that responds to voice commands.You bet. Ticks all the boxes. Smooth, quiet and comfortable wtih a formidable off road reputation. At the moment the Grand Cherokee is by far and away the best mid-sized wagon in Australia. The big problem is glaying your hands on one.

Once BMW's 3 Series was the car equated with almost but not quite affordable prestige. Now most who do reach this height in life buy a Mercedes-Benz.A year ago this month, unnoticed by all including Mercedes-Benz, its C-Class became the best-selling mid-size imported car. It hasn't happened every month since but it does occur as often as not - a German prestige car that starts just shy of $60,000 outsells some excellent Asian imports priced from half that sum by as much as two to one.Not so long ago, you'd have been locked up in a quiet place with soft walls for so much as suggesting  such a prospect. But so too would have been the prophet who foretold Holden's Commodore being beaten last month for the first time by  a European car (albeit the much  cheaper Volkswagen Golf).Entry executive sedans - the C-Class and its traditional BMW rival - were once the cars we wanted but couldn't attain. Now more of us are reaching that bit further beyond the top end of the medium class. Merc reckons   some of their new custom comes from those who previously bought top end Fords and Holdens. Not long ago, this too was inconceivable.The bad news for BMW is that at the moment, aspiration takes the form of a Tristar rather than a blue and white propeller badge - the C not the 3. With an outgoing entry level 320i that is pound for pound the poorest car too much money can buy, the new sixth generation F30 3 Series - launched this week in Barcelona - simply must not fail.BMW's people puckishly predict it will propel the 36-year-old model name back to number one in our part of the planet. If what they insist on calling "sheer driving pleasure" means a scintilla to prestige punters, it could do it by the width of its fat torque band.VALUEWe can talk more intelligently of this in February  when the first three of four  new 3 Series models is released hereabouts. Initially it's sedans only, wagons being possibly a year away.The diesel 320d starts the lineup followed by the 328i with the all-new M20 direct injection turbo petrol four, to replace much loved but now obsolete 325i, the range topped by the 335i turbo six. The entry 320i is about eight months off. This, we wager heavily, will be worth the wait.Prices will be up slightly on their current equivalents, but, we're credibly promised, with appreciably more fruit standard. There's three major equipment lines: Sport, Modern and Luxury, with M Sport to come shortly thereafter. Of these Modern is the "newest" with the most distinctive interior accents and trim. Essentially Sport means 18s, bright stitching, tauter suspension and glossy black bits. Luxury means more chrome.All models cop stop/start and Driving Experience Control, which enables you to switch  ride comfort and throttle response between relaxed and alert. Eco Pro, which runs leanest, is standard in this set-up. Only Sport Plus mode, which disdains the electronic safety net, is optional.But, as we say, hold your naturally aspirated breathe for the 320i, which deploys a milder version of the 328i's twin scroll turbo power plant. Based on two days with the new 5 Series variant that uses this same engine tune, the entry car  will not only be leagues of magnitude ahead of the outgoing sluggard, but the sweet spot of the range.TECHNOLOGYMany will lament the passing of free-breathing sixes in this now all-turbo and all eight-speed auto line-up. But then -- some pine for spats and fedora hats.Sorry, but the direct-injection twin-scroll turbocharged M20 four-cylinder is a stunner, a big torquing yet revin' to seven device with an output surpassing the fabled 3.0-litre six, all of which is made accessible by that brilliantly intuitive auto. Which is well, given manuals will not be offered except by special order. You can lament that too, but you'll be the only one.While standard kit is better than on the outgoing car, it wouldn't be a Bimmer if there wasn't a plethora of options. Of these, Variable Sports Steering - a genuinely useful ratio quickener, unlike Active Steering - is enjoyable but not essential. The full-colour head-up display  is, once used, hard to do without. We'd tick that box. Lane-departure-warning should be mandatory in this land where those sufficiently stupid to text while driving are permitted to hold licenses.DESIGNBetter. Much better, if a little too like the big brother 5 Series. Yet this isn't inapt given the 3 Series of today approaches the size of a Fiver of a decade ago.The 3's not been pretty per se since the E46 of 1998 vintage, but this one is a step in the right direction. With the trademark accents in place, it really couldn't be anything else.Within, the 3's moved miles ahead on the outgoing device. Austerity is out, enhanced opulence is in. BMW has emerged its cars aren't owned by androids so there's even space in the door bins. While those up front are esconsed in a cockpit, rear seat passengers breath easy, so long as there's two, not three. That said the finish in our pre-production Sport wasn't perfect.SAFETYVast claims are being made by the maker, such as this is safest car in the history of its class. Suffice to say that five crash stars will follow and the formidable battery of active and passive life saving measures is in place - not the least of which is superbly responsive yet forgiving dynamics.As ever, however, a Carsguide half star is lost to the absence of a spare tyre. Yep, ran flats  are all very well, but just try copping one out back of the black stump and see where that gets you. Nowhere in a hurry is where. In a car that screams to be driven far and wide this just doesn't play.DRIVINGYou could drive the 328i tomorrow, having never set a foot on a BMW pedal and you would feel instantly at home. Everything is weighted and positioned just as it should be.You could, like me, have driven every minor variant of every 3 Series of the past two generations and more besides, and feel immediately that the new 328i advances the game. It fits either of you like a chamois glove.This is the genius of the 3 Series. It flatters the absolute beginner and enables the enthusiast. Throttle, brakes, steering - all are just ... well, just so. We loved the old sixes, we love manuals but we wouldn't swap this drivetrain. Capably amiable in milder modes, a weapon when the wick is lit, it comes close to being all things to all people.With uber-direct steering - some 2.2 turns lock to lock - through front wheels unburdened by the task of driving, this remains a completely intuitive handler, incredibly adept when pushing hard through a mountain pass and hugely adjustable and forgiving of even ham-fisted corrections.All torque kicks in from just above 1000rpm and it revs cleanly to 7000. It is a device that's  thoroughly efficient grinding through the suburbs and wonderfully satisfying when the opportunity arises. In sport mode throttle response is enlivened and feel through the wheel tautens, yet comfort mode is more than adequate for 90 per of likely regular going. Ride on Catalonia's smooth rides was excellent even with optional skinny 19-inch rubber - you'd stick to 17s on our battered bitumen.Indeed you needn't gild this lily  with bling and extras. The 328's brilliance is in its driving  essence.VERDICTGod, it's good. If driving a prestige car means half as much to you as owning one, then you have to try this.RATINGBMW 328iPrice: $68,000 (estimate)Warranty: three years/100,000kmResale: 65 per centService interval: 15,000km/12 monthsEngine: 2.0-litre 4-cylinder turbo petrol; 180kW/350NmBody: four doors, five seatsDimensions: 4624mm (L) 1811 (w) 1429 (h) 2810 (wb)Weight: 1430kgTransmission: eight-speed automatic; RWDEconomy: 6.4L/100km; 147g C02/km"The one for drivers and badge collectors alike. But wait for the base car if you can."OTHERS TO CONSIDERAUDI A4 2.0TRating: 3.5 out of 5 starsPrice: $58,900Engine: 2.0-litre 4-cylinder turbo petrol four; 132kW/320NmTransmission: CVT auto; FWDThirst: 7.1L/100km; 154g C02/km“Quattro costs extra, so why not look at the cheaper base 1.8?”MERCEDES-BENZ C250Rating: 4.5 out of 5 starsPrice: $65,900Engine: 1.8-litre 4-cylinder turbo petrol four; 150kW/310NmTransmission: 7-speed auto; RWDThirst: 7.2L/100km; 167g km"Exceptional. The  one BMW has to beat”VOLVO S60 T5 GDTIRating: 3.5 out of 5 starsPrice: $51,950Engine: 2.0-litre 4-cylinder turbo petrol four; 177kW/320NmTransmission: 6-speed twin clutch auto; FWDThirst: 8.3L/100km; 193g C02/km“T5 has four cylinders, so does the T4, just a smaller capacity. Try that first”

The Wankel rotary is turning full circle.

THE all-new Porsche 911 is everything you expect, then more. Actually, it can also be less if you just want to doze along the freeway in seventh - yes, seventh - gear in the latest manual transmission with the engine turning at just 2000 revs.But it's still a sports car to dream about, to tussle and tease along a twisty road, and one of the rare cars to make a memorable entry at your favourite haunt.The new 911 - Porsche people will call it the 991 - is only the third totally new model since the badge hit the road in 1963, and the German sports car maker has gone all-out to ensure it's a landmark.Spending? No-one will say, but it's unlikely there was any change from $800 million.It's just as fast as always, but bigger, more refined, and with the quirkiness of previous generations either removed entirely or damped down almost to Camry levels. And there is lots of efficiency, headlined by better fuel economy and a smaller 3.4-litre engine in the Carrera starter.PRICINGThe first of the new 911s will reach Australia in March, priced from $229,900 for the Carrera or $263,100 for a Carrera S with the larger 3.8-litre engine. The new coupes will be followed quickly by the cabrio - look for pictures on Carsguide next week - and eventually the hero cars including the GT3 track monster and the Turbo in 2013.TECHNOLOGYFor now, work on the 911 is concentrated on a new and lighter body, a cabin with noticeably more space and a dashboard that's been morphed from from the Panamera, with everything from a wider front track and a stretched wheelbase to controversial electric power steering.Engine outputs are 257 kiloWatts/390 Newton-metres for the 3.4 and 294/440 for the 3.8, which means sprint times as quick as 4.3 seconds to 100km/h and a top speed of 304km/h in the S.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 the seven-speed manual - with an extra leg on the usual H pattern - that shares its casing and basic mechanicals with the quick-shifting PDK twin-clutch manumatic.Other details run from standard wheel sizes up from 19 and 10 inches, with 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.But it's still a 911, from the body shape to the feedback at the wheel.DRIVINGThe first and most-obvious improvement for anyone who has driven any previous 911 is the elimination of the pitchy, jouncy ride that has always had the front wheels pattering and drumming to any changes in road surface. The improvement is partly in the front suspension, partly in a steering system that eliminates unwanted distractions.The car is also noticeably quieter and there is more room for both of the people in the front. The back? It's not something to test, unless you're younger than five.The performance is as strong as the recent 911s, perhaps a touch better but it's hard to know in the real world, and it still has the mid-range punch and throaty exhaust note that makes the car special.Braking is great, the ride is good, and the new dashboard is simpler to use, although the electronic park brake is hidden below the dash.For me, the multi-adjustable electric seats in the Carrera S are set too high, and the fake-ceramic steering wheel looks a bit cheap. And it's easy to get lost in the new seven-speed manual gearbox, which is also sprung towards the 3-4 plane and means you have to concentrate to go from seven to five.The PDK gearbox is great and my choice now Porsche has paddles, and the sound systems punch.My complaints are mostly very minor stuff and that's no surprise on any 911, and especially not on a ground-up rework.The Porsche people have done everything they can to ensure the car is headed for greatness.They even laid more than two kilometres of smooth new bitumen road at a California airfield to ensure the car would make the best possible impression on the world's motoring press ...VERDICTHow good is the new 911? Very, very good. How good? Ok, I want one.RATING

Nestled amongst a rash of sporty Mercs is a sweet, soft-top stunner called the the Mercedes-Benz E500 cabriolet. While it's no match for an AMG63 Benz the E500 has enough get up and go to put you behind bars pronto. It's an in-betweenie splitting the SLK two seat roadster and the SL sports coupe.VALUEBuilt on a modified Merc' C-Class platform, the E500 cabrio's striking looks are accentuated by an arcing black soft top that gives it a mean, low-rider profile - totally in keeping with the sculpted lines of the sheetmetal. It costs a pretty penny at $186,950 but you get a whole lot of car for the ask and one that easily carries four adults in luxury - and some luggage as a bonus.TECHNOLOGYBetter still, you can retract the roof in the evening and enjoy the stars wafting along to the beat of the rumbling 5.5-litre, naturally aspirated, petrol V8 under the bonnet. Push the 'sport' button and everything changes as the E500 cabrio becomes something of a snarling beast with firm suspension, aggressive gear selection, quick steering and a more urgent voice from under the bonnet. That big V8 is good for a lazy 286kW/530Nm output - enough to push the weighty E500 cab' from 0-100kmh in under 6.0 seconds.EQUIPMENTThe test car was equipped with the AMG sports package that brings steering wheel gear change paddles, sports alloys with big tyres, multi-coloured nappa leather seats and other goodies like drilled front discs and an AMG aero body kit.Precious little is left off the luxe-list with standard fare including high-end satnav, a Harman Kardon audio system with music register, Bluetooth phone and multi-media connectivity. Also fitted is a range of practical stuff like hill start assist, voice ancillary control and 'Distronic' cruise control to keep you well spaced from other cars.The drive car featured two peripheral warning systems, one for cars coming up on each side and one for cars in front. It promotes good driving. Nothing is left off the safety inventory either; seven air bags, reverse camera, stability control and roll over protection featuring prominently.DRIVINGWe had a good crack at the E500 cab' enjoying the experience immensely especially in the early evening mid-summer with the roof down. You can (electrically) drop the top at speeds up to 40kmh. Even when it becomes cooler, the 'Airscarf' blows warm air onto your neck from under the headrests.As you'd expect, the cab' has strong performance but sips frugally considering the size of the engine and the performance potential. We achieved 11.5-litres/100km without paying much attention to economy.The seven-speed auto seamlessly selects gears and aids economy. With the advent of new V8s from Mercedes-Benz, one wonders how long this gorgeous thing will be available in this spec'. As a slick cruiser, it will be hard to better because the E500 cab' is a  right size, stunningly styled, impressive performing drop-top.Mercedes-Benz E-Class Cabriolet - E500Price: $186,950Engine: Petrol 8-cylinder, 285kW/530NmTransmission: 7-speed automatic, rear-wheel driveEconomy: 11l/100km, premium unleaded/95 RON.

Trust me - it doesn't matter how bad you look in the morning, you'd look sensational in this.