Luxury Reviews

The last time I was in something worth $750,000 it had a bathroom and a pool. There are only 10 (the last being delivered in late 2012) of the 500-build-run LFA supercars hitting our shores - all are gone. Several owners (both dealers and private owners) have apparently sworn never to sell their Lexus V10 supercars. That is far from difficult to understand, even after only a handful of laps behind the wheel.Carsguide was given an all-too brief opportunity to slot in behind the blue and black leather-wrapped carbon-fibre wheel (complete with a bit of ballast in the flat bottom) of the Lexus "demonstrator" at Sandown raceway in Melbourne.Having listened to its V10 soundtrack echo across the racetrack, the anticipation was palpable - there's something about the odd-numbered Vee configuration that has a real edge to it, the BMW M5 being the other example.The aesthetics of the car - which boasts a make-up of 65 per cent carbon-fibre, 35 per cent aluminium - are a little more demure than the manic soundtrack - it's a supercar, to be sure, but devoid of the styling lunacy that marks some of its supercar brethren, in fact more than a couple of people saw hints of circa-1990 Celica.A decade in the making, Lexus are aiming for an emotional response from this car and the models to follow - instilling LFA DNA into the rest of its range.If they can get one-tenth of the drive experience into other F and F-Sport models, it will make life interesting for BMW's, Audi's RS and Mercedes-Benz AMG.Low, sleek and brooding, the LFA still has presence, more subdued than maniacal, at least until the V10 is fired up and angry.So sharp is the rev response to the right foot as it prods the floor-hinged throttle (made from a single piece of aluminium) that the LFA needed a digital tacho needle for the flick to the 9000rpm redline, so Lexus says.As the revs rise the soundtrack is straight from the F1 V10 era - who says the Toyota's squillion-dollar spend on F1 was a waste of money?It's a V10 that takes up the same space as a V8 and claims fuel economy of a V6 - the 4.8-litre V10 engine pumps out 412kW and 480Nm of torque - serious supercar numbers, no doubt - for a sprint to 100km/h in 3.7 seconds on the way to a 325km/h top speed.The two straights at Sandown were enough (even with a makeshift chicane on the back straight) to top 200km/h, even with an ISF in front to prevents acts of tomfoolery sending the 1540kg LFA (and maybe its occupants) to an early grave.Other numbers to absorb in the pits when not behind the wheel included ninety per cent of peak torque available from 3700 through to the 9000rpm red-line, a spoiler that has a mind of its own and near-perfect weight distribution.All this is sinking in as we leave the pits, flicking the right-hand paddle for upshifts and slotting back through the sequential manual gearbox with a metallic "tink" with every shift - the 0.2 sec cog-swaps are quick but can be brutal at full-throttle.The gearbox is smart enough to offer seven gear-shift speeds and four driving modes - Auto, Sport, Normal and Wet - which tailor stability control and other parts of the drivetrain to suit.I'm sitting next to a racing driver - US pedal-man Scott Pruett is telling me where to go, so to speak - and I'm under no delusions as to my chances of a full-time drive in a race team - none. Pruett later demonstrates the considerable yet un-fussed talents of this remarkable vehicle at upwards of 230km/h, but for now he's sitting somewhat(?!?) comfortably in the passenger's seat.I have enough room for a helmetted-head (something the ISF with sunroof wasn't as obliging with) and a comfortable driving position. But pinging through the corners and scorching up the straights, the LFA feels vice-less - it's well-planted, the ride isn't abysmal, the LSD-equipped rear-end feels less mischievous than the ISF sedan and yet the body sits ridiculously flat.Under brakes - enormous carbon ceramic discs with six and four-pot calipers - the LFA feels like its dragging its rump on the track, pulling up with considerable force and little diving from the snout. All that safety equipment - including the first airbag-seatbelt airbag - is a pleasantly re-assuring back-up to have when droplets are sometimes hitting the windscreen, but it feels far from required.LFA chief engineer Haruhiko Tanahashi says the development of the LFA was a challenge."The goal of obtaining an unprecedented level of sensual and emotional appeal required not only a high-revving engine, or impressive aerodynamics - it required passion. What we needed was a vehicle that moved its driver in more ways than one, a vehicle that stirred each of the senses," he says.They have succeeded - it's a pricetag beyond the ridiculous for most, but as an R&D exercise, a performance leader and a marketing halo for the Lexus brand, it is worth plenty.

Don't laugh... plenty of people accidentally put petrol in their diesel at the servo and it creates an absolute calamity.This can't happen in the Land Rover Freelander because there's a diesel only nozzle hole on the fuel inlet. It's a simple fix and underlines just how much thought has gone into this impressive compact SUV from Britain.Well, the Britain bit is not totally correct because new Freelander II TD4's engine is from PSA — Peugeot in France and is a 2.2-litre turbodiesel with 110kW/420Nm output. A similar engine is used in the new Peugeot 508 and other vehicles.A water-cooled variable geometry turbo (VGT) is used to optimise efficiency and contributes to the Freelander's impressive 6.6-litres/100km fuel economy.Of course, being a Land Rover means the Freelander will go almost anywhere — and get back and to this end, is fitted with L-R-s clever Terrain Response system. This offers a range of modes to suit various driving environments. It's selected simply by turning a dial on the centre console.It's a full time four wheel drive and is equipped with decent dual purpose tyres that neither hum too loudly on sealed roads nor lose grip too easily on slippery surfaces.As version two of the current shape the new model benefits from evolutionary changes and upgrades not the least to its appearance and standard equipment.The outside has been tweaked to give a family Land Rover look to the front with grille and headlight changes, revised body hardware and similar minor changes to the rear end. It is a positive step because this new Freelander is the best looker so far.They have grown a green conscience at the factory and equip Freelander with an array of technology to cut emissions and reduce fuel consumption such as the smart charging battery that only draws power when the engine is decelerating. It will happily ingest biodiesel and the manual TD4 has engine stop/start.Freelander is impressively quiet inside and the engine has plenty of pull across a wide engine speed range.The test vehicle was a mid-range XS priced at $52,790 but features plenty of luxury kit including leather and a decent locally fitted Garmin satnav system. It has a six-speed auto transmission with adaptive shift and sequential change mode which seem superfluous because it's best left in D.Ride quality is excellent offering a high level of comfort and a degree of sportiness. We took the TD4 off road and it simply toyed with what we threw at it in terms of sand and beach driving, slippery, muddy dirt roads, water crossings and rough rock hopping.On the highway and around town is a similar story — no complaints at all really. It's comfortable, goes extremely well, has all manner of luxuries and looks great.It even got the big thumbs up from "The Boss," who was reluctant to hand over the keys. And you can't get a better recommendation than that....   

Volkswagen Australia have thrown a two-wheel drive wagon into the Tiguan mix, looking to maintain the momentum of these compact soft-roaders in one of the country's brightest sales segments.The all-paw Tiguan has been one of Volkswagen's bread-and-butter products since introduction here in 2008. Sales topped 6000 last year and look headed toward a bigger year in 2011; the Tiguan, Golf and Polo are VW's major volume winners.Now the wagon range has been refreshed with some style tweaks, extra fuel-saving technology for some models plus a front-drive version with the 1.4-litre 118TSi engine and six-speed manual (for now) from a keen $28,490.There are already a number of two-wheel drive wagons here - Mitsubishi's ASC, the Rav4, Holden Captiva, Sportage and Nissan X-Trail among them.The Tiguans' advantage, says VW marketing manager Jutta Friese, is the reputation for German engineering, the wagons to be marketed across the board with the line "get a taste for quality".VALUEThe front-drive Tiguan is the big news here, giving VW a starter under $30,000 for the six-speed manual; the auto DSG transmission due next year will likely add around $2500.But the entry-level wagon misses for little over the rest of the range, all with decent dynamics, great engines, all packed with safety and convenience features and all German-built.DESIGNThere are few style or design changes here. The Tiguan's grille and front end has been reworked to bear similarities to big brother Touareg, rear taillights also now closer in style to the Touareg. Interiors remain as before aside from new seat upholstery.SAFETYThe previous Tiguan scored a five-star rating in European NCAP tests. There's two front airbags, two side bags and two head/thorax bags plus any number of electronic driver aids from ABS to electronic diff lock.TECHNOLOGYThe VW empire allows for even these family wagons to carry a host of today's technology from seven-speed auto DSG transmissions to Bluetooth phone connectivity.BlueMotion, fuel-saving technologies on the 103TDI and 118TSI two-wheel drive include VW's stop-start system; new here on the two litre 103TDI DSG only is a (switchable) `Coasting Function', declutching the engine and allowing the vehicle to roll under its own momentum.A fatigue detection system, which analyses a driver's characteristic behaviour at the wheel and then warns of deviations, is fitted to the top-flight 155TSI.DRIVINGThe front-drive Tiguan should satisfy a number of today's families. While there's just the six-speed manual for now  and the 1.4 litre turbo engine does not punch quite like the bigger engines  the cheapest wagon misses out on little in the way of comfort, versatility and dynamic drive.Indeed on some back roads the ride comfort bettered that of others in the range. It is a willing engine, as are all in this mob, and handled two big blokes with ease.Off the bitumen, down a bush track, the Tiguans are the equal of any in this class; perhaps a little better with all the electronic traction aids and VW's long-established, well-refined 4Motion drive system.A proper handbrake lever, rather than the Tiguans' electro-mechanical parking brake, would be appreciated in the manual VWs when off in the scrub.VERDICTThere are a swag of competent soft-roaders on the market; the Tiguans boast some of the segment's best engines plus that Volkswagen badge plus German engineering and build quality. The front-drive version widens the appeal.RATINGVOLKSWAGEN TIGUANPrice: from $28,490 to $42,990Warranty: 3 years/unlimited kmResale: 75 per centEngines: 1.4 litre petrol, 118kW/240Nm; 2 litre turbo diesel,103kW/320Nm; 2 litre petrol,132kW/280Nm; 2 litre petrol,155kW/280NmSafety equipment: Six airbags, ABS, ASR,ESP. Five-star crash rating (previous Tiguan)Transmissions: Front drive, all-wheel drive, 6-speed manual, 7-speed DSGDimensions: 4427mm(L), 1809mm (W),1686mm (H),2605mm (WB)Ground clearance: 195mmTowing capacity: 1800kg to 2000kg.

If a car brand completely resists trends and change, there's every chance it won't live to regret the decision. Land Rover - like Jeep in many ways - resisted the soft-roader trend, preferring to keep things like dual range, ground clearance and off-road ability before indulging in metrosexual tendencies.Both hard-core 4WD brands succumbed and Land Rover's result was the Freelander, which is without a transfer case and sits lower than the rest of the Land Rover range - but don't mistake it for an overgrown shopping trolley built for the school run and nothing else.We're in the range-topping SD4 HSE - which has a lofty $65,854 asking price before any stickers are added or taxes paid. That's not cheap'n'cheerful, but patience - the contents list includes satellite navigation, steering wheel controls for audio, cruise and phone, dual zone climate control, manual reach and rake steering adjustment, power-adjustable front seats with armrests, automatic xenon headlights, parking sensors front and rear (but no rear camera), Bluetooth phone link, leather trim for the seats, steering wheel, gearshifter and console, trip computer, dual-zone climate control, automatic headlights and windscreen wipers.The test car was also packing gear from the HSE Premium Luxury package, which adds $6890 to the bottom line and among its inclusions are adaptive function for the headlights, 19in 10-spoke diamond cut alloy wheels (including a full-size spare), an auto-dimming rearvision mirror, heating for the front seats, a heated front windscreen (for the snow bunnies), upgraded leather trim and the Alpine 13-speaker surround sound system. The option box for the double sunroof (for $3300) and black metallic paint (a $1700 hit) were also ticked, taking the as-tested priced to a grand total of $78,144.The little Landie packs plenty of good stuff, although this particular engine misses out on the start-stop fuel saving system found elsewhere in the range, there's brake energy recovery to keep the battery charged up.The 2.2-litre turbodiesel is a common-rail unit that employs balance shafts to keep it smooth - Land Rover's own figures suggest it is one decibel quieter than the in-line six-cylinder petrol. The powerplant produces 140kW at 3500rpm, which is not too far short of the petrol engine's 171kW effort. The diesel has a peak torque figure of 420Nm and a combined fuel consumption claim of 7 litres per 100km, 103Nm more than the petrol engine and using 3.7 fewer litres per 100km. The Freelander sips from a 68-litre tank, suggesting an open-road touring range of 1000km would be possible.Where the Freelander has an advantage over much of its compact SUV competition is the Terrain Response drivetrain  system that tailors the car's electronic systems to the impending terrain.Although not as advanced as the Terrain Response in its larger brethren - in the case of the Range Rover Sport now has a dynamic driving mode for the active suspension - the Freelander has four modes - general driving, grass/gravel/snow, mud/ruts and sand - for getting it a little bit dirty.The stability and traction control systems, as well as the Haldex four-wheel drive system, work together to endow the Freelander with a level of offroad ability well beyond the segment average. The drivetrain uses an electronically-controlled rear diff to put drive to the rear wheels as required, via a six-speed automatic transmission, as well as a hill-start and downhill assistance systems.It's not quite a mini Disco or Defender, nor is it a pint-sized Rangie (they've done that now anyway) but the Freelander has aspects of all three - the front grille in particular - within its fairly conventional exterior package. That's far from a bad thing as the Land Rover breed has always produced handsome machinery, from the rugged utilitarian 110 and Defender models through the to the regal and arrogant supremacy exuded by the Range Rover.The cabin follows suit, adopting (as you'd expect) switchgear and dash layouts from the rest of the family. The test car's burnt orange interior might not be the first choice in trim colour but the ergonomics of the interior are much-improved over earlier Land Rover product - the only way in many cases was up.Aside from the inherent active safety of all-wheel drive, the Freelander employs anti-lock brakes with emergency braking assistance (which the company says can reduce stopping distances by up to 15 per cent) and  brakeforce distribution systems. Some of the same hardware also deploys in the form of traction and stability control, as well as cornering braking and anti-rollover control systems. The passive safety features list includes dual front, front-side airbags and full-length side-curtain airbags, as well as a driver's knee airbag.This segment is awash with vehicles that have no chance of overcoming a wet grassy slope at a country footy game - the Freelander is not one of those soft-roader wanna-bes. The green oval badge would (I hope) fall off in disgust if it weren't capable of getting its Continental rubber grotty and ploughing on unfazed. Granted, it's never going to clamber over the terrain its brethren can, but it will certainly complete more arduous tasks than the bulk of its competitive set.Terrain Response is off-roading for dunces and - provided you have faith in the under-body protection - it can be bumped and thumped over some more challenging terrain. Tracks violated by big ruts left by large off-roaders will offer the Freelander a challenge only through lack of clearance, which is decent for the segment at 210mm, not from a lack of tractive performance from the drivetrain. On the bitumen, the Freelander is a very comfortable conveyance - the top-spec leather seats are well-cushioned (if not heavily endowed with lateral support).Ride comfort is more supple than the German prestige competitors and while body roll is a little more prevalent, it's not a roly-poly mess like the original Range Rovers - it progresses with purpose once settled into a bend.The driver has enough adjustment to get a good position behind the wheel and rear seat head and leg space is still reasonable with taller occupants in the front.The diesel is reasonably quiet and offers a solid shove in the back from low in the rev range, without having to resort to full throttle - punch it hard and Land Rover says it will hit 190km/h and only takes 9.5 seconds to hit 100km/h, which is not far off the petrol six-cylinder model's claim.In cabin storage is reasonably good but the level of connectivity isn't up to par - no USB socket or Bluetooth link for the music, just a 3.5mm jack.There are cheaper prestige alternatives in this segment - as well as a well-mannered local - but what price to pay for the compact SUV with badge cred? It is probably top of the pops in off-road terms and pretty good on the bitumen too, but the high asking price takes the shine from the Freelander.

A new 1 Series gives BMW a club to take to the Volkswagen Golf - and anyone else looking to muscle in on the bottom end of the prestige market. The base BMW 116i is a $36,900 buy before on-road costs, or $7500 more than the Golf 118 Comfortline - and a bunch of Asian rivals. Question is, is the extra cash worth the cache, or is the VW a better buy?This is the cheapest BMW to hit the market - and it's perfectly priced to bait buyers into at least considering the propeller badge. BMW says the base price has been cut by 5 per cent and the car now has many more features. They include a 6.5-inch display, Bluetooth, MP3-compatible stereo, cruise-control with auto brake function, stop-start fuel saving and keyless start.The Beemer comes with a six-speed manual; the eight-speed auto - a first for this segment - is a $2700 option on the base model. The Golf 118 Comfortline packs eight speakers to the 1 Series' six but misses out on the 6.5-inch display and hi-tech cruise control. Step up to the $42,800 BMW 118i (125kW/240Nm) or $43,500 118d (105kW/320Nm) and rear parking sensors, dual zone climate-control airconditioning, 17-inch alloys, rain-sensing headlights and fog lights are standard.The BMW wins this fight. The new car has been wired up with a bunch of clever gear, from the auto-braking cruise control to the eight-speed auto overhauled twin-scroll turbocharged engine. The base engine's outputs are 100kW and 220Nm but the peak torque comes in from 1350-4400 revs. That gives the 116i reasonably steady acceleration - its 0-100km/h time of 8.5 seconds beats the Audi by a second but is half a second off the Golf. There's also a new switch on the centre console. The "Driving Experience Control" system lets drivers choose between four modes - Eco Pro, Comfort, Sport and Sport +. Eco Pro, as the name suggests, optimises fuel use by adjusting the engine fuel mapping and also tries to minimise the time accessories such as the airconditioner are in use.This is the pug dog of the BMW family: the 1 Series looks like it's been kicked in the nose. The kidney grille/headlamp combo just doesn't match the proportions of the rest of the family and has the new 1 looking like a Chinese knock-off at a motor show. The side profile is much better, with the shoulder line extending into the rear lights. But those lights aren't the traditional red BMW bands and that's a bad thing. The 1 Series should be an aspirational car that reinforces the brand; not a vehicle that doesn't seem to fit with the rest of the line-up. Interior quality is a marked improvement on the last 1 Series and BMW has managed to give a prestige feel at a discount price. It has grown in width and length over the old model to give rear seat passengers marginally more leg and shoulder room.Engineers at BMW would throw themselves in front of the car to ensure it had a five-star rating. It's a point of pride for the Europeans and the usual gadgets -- six airbags and electronic stability and traction control -- should give the BMW a five-star rating at match the outgoing model. There's also an electronic diff lock on the rear to tame things if you turn the stability control off. The 1 Series is also the only car in its class with rear-wheel drive and that gives an extra element to play with while you're fighting physics to keep the car on the road.The BMW is the best handling car in the class outside of a Golf GTI or similar sports model. It was already good but the widened track gives it a better balance through turns. The 118i is the pick - the extra 25kW and 30Nm over the 116i makes it a more responsive car across the rev range. But 1 Series target buyers - young, upwardly mobile professionals - want to be seen to be helping the planet.It is here the "ultimate driving machine" earns an electronic hobble. BMW calls it the Eco Pro program; I call it a software virus. It basically neuters the car's extraordinary eight-speed auto and dulls the engine and throttle response. This environmentally friendly setting is one of the reasons the 118i uses just 5.9 litres/100km of fuel in official testing. In the real world it is tolerable - until you try any of the other settings. The Comfort, Sport and Sport + modes progressively return the Beemer to battle action.Road noise on rough surfaces is louder than expected in a BMW but is about right in terms of the rest of the class. The electric steering is precise without quite having the feedback or weight of the 3 Series models. The stop-start system is smooth but not best in class - Mazda3's i-stop system is quicker to refire. Rear room has grown and a couple of adults could now spend an hour or so in the back.This is serious competition in the small car class. BMW has set the price to tempt top-end Asian buyers and thrown down the gauntlet to its Euro rivals as it chases a bigger slice of the biggest pie in town.

Formula One is dead at BMW and the all-new M5 proves it. The new M flagship is softer, easier to drive, and has lost the signature F1 connection of its predecessor - its lusty, high-revving V10 engine.The 2012 M5 is more of a grand tourer than a track weapon, as well as the greenest M-car yet, which is both a good and a bad thing.Fans of the outgoing M5 - now sure to become a collector's classic - will find the newcomer a bit soft and uninspiring. The old car was always up for a bit of hooligan fun but the newcomer is more adult and refined.You can still tap the M well with the new car, but it has to be a deliberate decision. Once you do, as I discover during hot laps at the superb Ascari circuit in Spain, it's a thumpingly good drive, very fast and nicely responsive.Then again, out on the freeway afterwards, the M5 is as cushy as a 520i and not much louder inside. It also has the benefit of the excellent M sports bucket seats - and on-tap acceleration that will fry your license as quickly as the back tyres.The new M5 hits Australia in February next year and the bottom line - even with more standard equipment, is expected to be less than the $241,000 of the F10 with V10.The package is built around the latest 5 Series as always - the Five is best in class today - and the key M additions are a twin-turbo V8 engine and a seven-speed twin-clutch automated manual gearbox, but the car also gets M front brake calipers - with blue paint, no less - an active limited-slip differential, a bunch of driver-adjustable chassis and engine settings, a leather cabin, giant alloys and everything else you expect - down to an alloy M footrest for the driver.The bottom-line number are 412 kiloWatts of power, 680 Newton-metres of torque, a 0-100km/h sprint time of 4.4 seconds, a genuine top speed of 305km/h and a Nurburgring lap time better than eight minutes.Every one of the numbers is better than the previous M5, yet the car is also capable of sipping 30 per cent less fuel with claimed consumption of 9.5 litres/100km and CO2 emissions of 232 grams/ kilometre.So, how did it happen? The decision to go easier for the new M5 is driven by a number of things, from the efficiency of the car's twin-turbo V8 engine - the basics are the same as the 4.4-litre, force-fed V8 already in the X6 M and X5 M - to the overall refinement of the latest 5 Series donor car and the need to create a bigger gap between the rorty youthful M3 and a grown up's M5."We wanted to improve the suitablly for everyday use. We wanted the customer not to have to choose between a car for the racetrack and for every day," says Max Ahme, M5 project leader.He says 80 per cent of the parts in the car are specific to the M5, although it still only has the basic rear brake calipers of the regular Five because of the car's electronic parking brake. The car is a hefty beast at 1870 kilograms but not as heavy as the previous model.Finally, why is the V10 dead?  "Efficiency. More cylinders, more revs, it means more fuel," says Ahme. Oh, and BMW has also withdrawal from F1 after famously failing to make the right impact in grand prix racing.An M5 is always going to be a special car. Arriving in Spain I expect to see and experience a car at the top of its game, and capable of putting the sword to its direct rivals - the Jaguar XF-R and Mercedes-Benz C63 AMG.There are doubts about the turbo engine, which is brilliantly aggressive in the X6 M but missing the sharp edge of M greatness, and questions about everything from the styling to the seven-speed DSG- style gearbox.The first doubts are erased within a couple of kilometres, as the package is taut and surprisingly relaxing. It also has brutal kickdown acceleration for overtaking.But slippery Spanish roads - a combination of dust and polished bitumen - show the tweaked V8 - which gets better cylinder heads, variable valve timing and other advances over the one used in the go- faster SUVs - has too much torque for the conditions. From as little as 60km/h, and as much as 100km/h, the traction control light starts blinking at every overtaking sprint.The exhaust note is also flat and trucklike, although there is a nice exhaust thump at every gearchange and during tight braking for corners.A day later, heading to Ascari, I have adjusted to the GT side of the M5. It's a cushy run, quick but not silly, and the car is very very nice.On the track - despite a nanny-style BMW pace car - the car shows its true M credentials, with cracking pace on the straights, great grip in corners, and all-round driving enjoyment.There is no question that the M5 is a top-drawer car, and a worthy member of an M5 family that now runs back through five generations.But it's just not as memorable as the old car, or as thumpingly aggressive as an E63. It's a car to drive and enjoy and savour. And a great car for a long quick trip. I just do not feel the M love that's made so many of its predecessors so special.

A step up from the entry level model, the T5 R Design represents the best of both worlds in this range. It's powered by the excellent turbocharged direct injection 2.0-litre four cylinder petrol engine, coupled with probably the best twin clutch transmission in the business. On top of that, you get all the eye candy that comes with the R Design pack including lowered sports suspension.VALUEThis car is going to give the Germans a shakeup. For $56,150 you get a lot of car, but bear in mind it's not all-wheel drive like the diesel or top of the range T6. Standard kit includes climate air, cruise control, leather trim, Bluetooth, rear park assist and an eight-speaker audio system with AUX and USB inputs.TECHNOLOGYThe turbocharged direct injection engine produces 177kW of power and 320Nm of torque, the latter from alow 1800 revs. For those who have been following the story, this is essentially the same engine that will make its debut in the Falcon soon - though Ford is yet to confirm the output. Being a four rather than five cylinder engine it has less friction and better economy as a result. The dash from 0-100km/h takes a brisk 7.5 seconds and the official fuel economy rating for the car is 8.3 litres/100km. What's more it produces only fractionally more C02 than the diesel at 193g/km. What's not to like?The six-speed Powershift transmission is a robotised double clutch design which we reckon is the best example of this style so far, with quick smooth gear changes.DESIGNThe S60 is designed to stand out and that doesn't just mean large tail lights. There's little point in being reserved or understated when the premium sports sedan market is full of mainly German extrovert models, says Volvo design director Peter Horbury. The look is enhanced by the R Design body kit and the sports theme continues inside with sports seats, a leather-wrapped three-spoke steering wheel, sports leather gearshift lever, sports pedals, and R-Design floor mats, trim inlays and watch-dial instrumentation.SAFETYIt's a Volvo isn't it?  Scores five stars and Volvo reckons it's the safest Volvo they've ever made.  The T5 is also fitted with a bewildering array of standard safety gear including six airbags, stability control and anti-lock brakes, Roll Over Protection System (ROPS) and the latest generation Side Impact Protection System (SIPS). City Safety is also standard which will automatically brake the car up to a speed of 30km/h to prevent rear enders. There's also plenty of optional safety system which you can add _ they're bundled in a pack for $4990.DRIVINGThe T5 is a quick study, apart from the electric parking brake which is pull to release (try getting your head around that). It's comfortable, easy to drive and cuts through the traffic without fuss, with strong engine response and smooth gear changes that make it difficult to pick as a twin clutch.Our test car was fitted with blind spot awareness that flashes a warning if there is someone lurking beside you who is not visible in the mirrors ($1275 well spent). We were getting about 9.8 litres/100km from 67 litre tank.The ride quality is excellent despite the low pro rubber and larger 18 inch wheels and stability control does a great job of preventing understeer, though we gave it our best shot a couple of times. The phone controls are located on the centre instrument console and not marked as such but distinguised instead by red and green colouring. Pity you can't display a digital speedo.VERDICTImpressive car. Way better looking than its predecessor. Well equipped, cabin is bright and inviting and it feels light and nimble. At the price it should really going to put some pressure on BMW's beloved 3 Series.Volvo S60 T5 R DesignPrice: $56,150 driveawayWarranty: 5 years/100,000kmResale: 40 per centSafety equipment: ABS, DTSC, BA, City SafeCrash rating: 5 starsEngine: Turbo petrol 4-cyl; 177kW/320NmBody: four doors, five seatsDimensions: 2,776mm (wb); 4,628 (L); 1,865(w); 1,484 (h)Transmission: 6-speed Powershift with Neutral Control functionEconomy: 8.3L/100km; 193g/km

"LESS is more." So we're assured by those who have too much and are not terribly keen on sharing it.Increasingly, though, having less - at least in terms of engine capacity - means having more than enough, especially when it translates to paying less money. Doubly so when that asking price is a segment-busting sum.The T4, Volvo's new S60 variant, has the smallest engine in a modern full-size Volvo sedan - an effervescent 1.6-litre direct injection turbo petrol four. With that comes a historic low pricepoint.VALUEA list price of $49,950 drive-away is way south of the least expensive Audi, Lexus and BMW (make no mistake, the S60 is a worthy rival). The T4 is priced barely above the top spec of the much smaller, seven-year-old S40 four-door.That's $2K (plus charges) under what we've previously regarded as the best S60, the T5 with its four-cylinder (no, not five) DI turbo of 2.0 litres, and more than $20K under the top spec twin-turbo six. The V60 wagon is $52,950 drive-away.Standard stuff on both the T4 and coming D3 diesel includes power pew for the driver, parking sensors, 17-inch alloys, Bluetooth audio streaming and seven-inch media screen. The $4000 Teknik pack adds headlight cleaner, satnav, blind spot warning and active headlights. Resale is lousy but this will surely improve as the S60 cements its status as a prestige player.Sedan and wagon get segment-beating five year/100,000km scheduled servicing, five years warranty and five years roadside assistance.TECHNOLOGYIf as further notice is needed that naturally aspirated engines are as relevant as last weekend's newspapers, this 132kW/240Nm blown 1.6-litre four chucks another bundle of 'em in the recycling.That output approaches the 2.5 V6 of the IS 250. It helps that the lean and mean mill has only the front wheels to drive, so mass slips to an acceptably middleweight 1495kg, which is still hefty but about 50 kegs under the T5 and almost 200 under the all-paw T6.The sole transmission is the "Powershift" six-speed twin-clutch auto that was co-developed with Ford.DESIGNFamiliar about the place for the better part of a year now, the S60 is the item that - even more than the novel glass-backed C30 - sees off the yawnsome Volvo cardy cliches. It's a sleek, sharp-lined sedan in which four can be seated comfortably. The bling bits stuck on our version for  photography are pretty much extraneous.SAFETYCity Safety, the system that chucks out the anchors at low speed on recognising wandering pedestrians and other objects, caps a peerless active and safety package. Passively, as ever with Volvo, the T4 feels able to withstand a rocket propelled grenade.There is, however, no spare. Not even a skinny. I don't think this is good enough but no-one else seems to care.DRIVINGIs this a sober four-door or a hot hatch in disguise? The T4 might lack for 400cc next to the T5 but you'll seldom feel the want of them. Its note is rorty, its response snappy enough to chirrup the front tyres.You're never in doubt that the front wheels are doing the driving and the steering - sudden acceleration brings a modicum of torquey tugging though the fat steering wheel - but this still no boy's toy. The optional 18-inchers, as arch-filling and eye-pleasing as they are, don't reckon well with the sensible damping and skitter frenetically when the road goes rough. Stick with the standard 17s.This is obviously a bespoke version of the Powershift, responding much more readily in automatic and manual mode than in Ford's Mondeo, though it's so adroit in Drive that shifting for yourself is largely redundant. It also allows left-foot braking. Would that all DSG-type set-ups were so good.VERDICTLess isn't more, but it's near enough. If you fancy an S60 - or just about any prestige car actually - try this first.VOLVO S60 T4Price: $49,950 driveawayWarranty: 5 years/100,000kmResale: 40 per centSafety equipment: ABS, DTSC, BA, City SafeCrash rating: 5 starsEngine: 1.6-litre turbo petrol 4-cyl; 132kW/240NmBody: four doors, five seatsDimensions: 2,776mm (wb); 4,628 (L); 1,865(w); 1,484 (h)Weight: 1495kgTransmission: 6-speed dual-clutch autoEconomy: 7.4L/100km; 173g/km"A toey but completely effective drivetrain makes you wonder why you'd spend more"

If the Mercedes-Benz A-Class suited young singles and couples without kids starting out in life along with older couples at the other end of the journey whose kids had fled the nest, the B-Class was the car for couples in the midst of family life.The B-Class was a logical extension of the A-Class concept, a larger version of the small peoplemover capable of hauling a tribe of kids to school, sports days or wherever they need to go.Outwardly it looked like an A-Class, there was the same upright stance, the same sloping front, and the same sweeping roof, but it was longer. That extra length was used to create a roomy and versatile interior that was perfect for its intended use.At launch there were two models, the B200 and the B200 Turbo, but they were joined a few months later by the B180 diesel. All were five-door, front-wheel drive hatches cum wagons capable of accommodating five adults and packed with features and safety equipment. Mercedes offered a choice of two 2.0-litre petrol engines, one of them turbocharged for extra zip, and a frugal 2.0-litre turbodiesel.All engines could be had with a Continuously Variable Transmission, CVT, which was the auto choice, or that could be with either five or six-speed manuals. The manual 'boxes were generally praised for the their ease of use, but the CVT copped some flak for being sluggish and unresponsive.On the road the B-Class demonstrated good grip and nice chassis balance, but for a more sporty drive there was a sports suspension package available as well. All models were well equipped with all the standard features wanted in a car today, including air, power windows and mirrors, remote central locking, cloth trim, fog lamps, alloy wheels, central locking and CD sound.IN THE SHOPAnyone buying a Mercedes-Benz needs to do so in full knowledge that servicing and parts come at a premium, which makes it important to seek out a specialist who can service your car, and source parts, at a more economical rate. When checking a car prior to purchase test all the gadgets to make sure they work, fixing them later can cost a motza. If you're unsure get a mechanic to help you.Check for a service record, as like all engines, Mercedes-Benz powerplants suffer when forced to run on dirty oil. Also check for panel damage, particularly around the front, which is hard to see and can make it hard to judge when parking. Also check the interior for the damage that can naturally occur when transporting kids.IN A CRASHFive stars from ANCAP say it all. The B-Class is well geared for a   crash with front, side and curtain airbags, plus ABS brakes and ESP stability control.UNDER THE PUMPFor economy the diesel delivers to the tune of 6.2 L/100 km on   average and the pick of the B-Class bunch. The petrol engines deliver 7.2 L/100 km (non-turbo) and 7.9 L/100 km (turbo), and what's more 'Benz says they can handle E10.AT A GLANCEPrice new: $47,400 to $51,400Engines: 2.0-litre 4-cylinder turbodiesel, 80 kW/250 Nm; 2.0-litre 4-cylinder, 100 kW/185 Nm; 2.0-litre turbocharged 4-cylinder, 142 kW/280 NmTransmissions: CVT auto, 6-speed manual, 5-speed manualEconomy: 6.2 L/100 km (B180 CDI), 7.2 L/100 km (B200), 7.9 L/100 km (B200 Turbo)Body: 5-door hatchbackVariants: B180 CDI, B200, B200 TurboSafety: 5-star ANCAP

It is surreal to be driving through the streets of Monaco, home to the insanely rich and beautiful, its roads swarming with exotic cars… and everybody’s looking at me. Okay, its the SLS Roadster that’s turning heads and dropping jaws, not a slightly jetlagged journalist from Australia.The latest drop-top from the AMG magicians at Mercedes-Benz looks like sin, sounds like a road-going thunderstorm, and will have you grinning like a child locked in an ice-cream shop.It’s pointless applying typical value equations to a $500,000 roadster, because cars like the SLS Roadster will never make financial sense. Equally there’s little point comparing it to convertible versions of the Ferrari 458 Italia, Maserati Gran Turismo or Porsche 911 Turbo. Multi-millionaires buy these cars on emotion and desire more-so than pragmatism, and in that regard the SLS is worth every penny. For the power, the sound, the styling, the exclusivity, the sheer hedonism. No car delivers the ‘theatre’ of a supercar better, and it has the performance to match.If you must crunch the numbers, the SLS Roadster has all the luxuries found on the $464,000 Coupe plus a triple-layered folding soft-top that extends or retracts in 11 seconds at speeds up to 50km/h. And that, says Benz, justifies a $40,000 premium over the SLS Coupe.The Roadster is built on the coupe’s lightweight spaceframe chassis which mounts its 6.2-litre V8 low behind the front axle. New doors and additional chassis members front and rear to restore rigidity lost by removing the hardtop roof account for the 40kg weight increase over the 1620kg Coupe.The SLS’s 420kW V8 is one of the best sounding engines on the road today, a free-breathing technical highlight in a world fast succumbing to the efficiencies offered by turbochargers. And it’s matched by a brilliant seven-speed transmission that can change gears itself, or cede total control to you, though it can be a little slow to respond in manual mode.Despite the extra weight and subtle change in roofline and drag, the Roadster matches the Coupe’s 0-100km/h time of 3.9 seconds and 317km/h top speed, not that anyone will reach that in Australia, and its 13.2L/100km fuel consumption figure actually betters the Coupe’s by 0.1L/100km.The roof itself is a triple-layered cloth unit which makes the cabin quieter than most soft-tops when up. It retracts in 11 seconds and can do so at speeds up to 50km/h, giving occupants front-row seats at the mechanical symphony of the decade. Mercedes-Benz says the Roadster and Coupe were designed together from the start, which is why boot space remains relatively unchanged (173litres for the Roadster, 176 for the Coupe) despite stowing a folding roof between boot and occupants.One interesting technology point introduced with the Roadster, and now available on the Coupe, is a race-style telemetry system which can record lap-times and display real-time G-forces and pedal pressure, among other things. The AMG Performance system comes pre-loaded with many of the world’s most famous race tracks so owners can record their laps for later analysis. The system, which is an extra-cost option on Coupe and Roadster, is fundamentally similar to that fitted standard to HSV models, though Benz’s execution and graphics are superior.Some convertibles based on coupes look ungainly or ill-proportioned. Not the SLS Roadster. Roof up or roof down, it looks natural, cohesive and oh so sexy. The SLS Roadster’s sleek silhouette builds on the Coupe’s head-turning road presence, looking not unlike those sleek speedboats of the 50s and 60s most often seen on the emerald waters of the mediterranean.This is not a car for shrinking violets or conservative types. This is a 1950s roadster with modern muscle and rippling road presence. The interior strikes a beautiful balance between luxury and the overt sportiness of the exterior. It’s the perfect place from which to shred a mountain pass or cruise an sea-side boulevard.Don’t hold your breath for independent crash testing of the SLS in either coupe or roadster form. No independent lab would buy one when the same money would crash test a dozen popular models. Mercedes-Benz says internal testing confirms the SLS’s five-star safety rating, so we’ll have to take their word for it.Crash avoidance plays a big part in the SLS Roadster’s armoury. It has all the major electronic assistance systems, such as ESC and Brake Assist. The windscreen header rail is stronger and there’s a fixed roll-over protection system built into the seats to protect occupants if the car flips during a crash.The SLS Roadster may cost close to half a million dollars, but it’s a surefire way to unleash the child inside you. Just sliding deep into its sports seats and thumbing the starter button gets me giggling like I did watching saturday morning cartoons before the parents got up. Every city laneway flanked by tall buildings is a chance to blip the throttle and hear that thundering, crackling engine come bouncing back into your ears. Every tunnel means dropping the roof and revving the engine so it can deafen me like the speaker stack at an AC/DC concert.In fact, you’ll seldom have the roof up — or the radio on — because the SLS’s sonorous voice is heaven to a rev-head’s ears. Screaming as it accelerates, popping and crackling like a rally car as it slows, and when the super-smart 7-speed transmission changes gears you’d swear 12-foot flames just toasted the car behind.Even better, you can do all this without exceeding the speed limit. But, should a race track be available, the SLS’s stratospheric performance will have you laughing maniacally, and not a little fearfully, as it charges the horizon like an enraged bull elephant. Make no mistake, this is not a superficial supercar, it has the ballistic ability to match its muscular looks.Perhaps the biggest trick AMG pulled with the SLS — both Coupe and Roadster — is how incredibly nimble and responsive they are. Both combine stability and poise with rapid response of a big cat on the prowl. The SLS is far more than just a boulevarde bruiser; it is a true supercar. And the ability to drop the roof takes it one adrenaline-pumping step further.