Luxury Reviews

VW has just updated the EOS giving it a slicker, edgier appearance. The update builds on and expands upon the first model launched here for the first time in 2007. The new more aggressive look should curry favour with blokes, because they weren't very enamoured with the original which was a bit of a chick's car. Sales have fallen markedly since the model's introduction.VALUEEOS is well equipped with leather and climate controlled airconditioning standard. Bluetooth, an alarm system and media device interface (MDI) for an iPod have been added. You also get rain sensing wipers and rear parking sensors. A space saver spare wheel is included. Options include a more advanced self-parking system for $900.TECHNOLOGYBuyers can chose between a 2.0-litre turbo diesel or 2.0-litre turbocharged petrol engine. The 155kW/280Nm turbocharged engine is a lift from the GTI, while the 103kW/320Nm 2.0-litre turbo diesel has seen service in many models. Both are paired with a six-speed DSG style transmission.As a convertible it exhibits a small amount of body flex, even with the roof up - but that's the price you pay. The folding metal roof takes 25 seconds to deploy, offering the benefits of a convertible with the security of a coupe. The security aspect will appeal to female buyers.DESIGNCosmetic changes including new front and rear lights, a redesigned front grille and sharper boot line bring the car into step with the current family look.Think Golf.SAFETYOnly four stars. EOS is equipped with an extensive list of safety features including stability control, anti-lock brakes with brake assist, an electronic differential lock for better traction as well as front and side head airbags - but rear passengers miss out. It also has an active rollover protection system.DRIVINGDriving the coupe-cabriolet is just like driving a Golf, at least with the roof up. With the top down however it's difficult to ignore that feeling of wind in your hair (for those who have hair).We prefer the petrol model, but there's nothing wrong with the diesel. It offers strong mid-range performance and of course superior fuel economy. The transmission has sport mode or you can change gears manually via the shift lever, but it doesn't have shift paddles. The diesel is rated at 5.9 litres/100km for fuel economy, but we were getting 7.0 over close to 400km.VERDICTThe thing I don't like about this car is that it's just too good. They need to build in a few flaws just to give the EOS some character.

NEWS flash: Beetles aren't accomplished skaters on the polished stone surface of a Berlin street. Putting a 1958 model against the next model showed that.Built in the days when traction control merely meant being alert enough to avoid ice patches on the footpath, the 1958 Volkswagen Beetle perfectly reflects its origins in a simpler era.Few cars embrace simplicity like Volkswagen's Beetle and even fewer dive into the comparative starkness of a 1950s model.It only takes one drive through a traffic-clogged Berlin CBD during a rainstorm to recognise how quickly cars have advanced - in safety, performance, comfort and pretty much everything else except weight - and how lucky I am that I don't have a car from the 1950s as a daily drive.Which is ironic because my first car was a 1959 Beetle, with semaphore indicators, a wooden stick with graduated marks for a "dip and read" fuel gauge, a cabin heater operated by a screw valve on the floor and a 6-volt electrical system that decided when it felt like operating. The original valve radio took about five minutes to warm up, timed to coincide with me closing the choke lever.So it makes me laugh at claims that the 1950s Beetle and the 2012 Beetle share a bloodline. Even the Volkswagen badge and the curved body panels wouldn't convince a sharp lawyer arguing a case against awarding inheritance.1958 Volkswagen BeetleThe 1958 arrives in the allotted carbay in pristine condition, in regulatory cream paint over a cabin with red leatherette upholstery. The steering wheel is on the wrong side but it's the same deal as my car, right down to the dull clunk of the gearshifter in its socket, the half-hearted action of the wire-thin wipers on the flat glass, the coolness of the white, thin-rimmed plastic steering wheel and the odd feel of the bottom-hinged clutch pedal.The noise from the 1.2-litre engine is the same, the steering is as firm and direct and the forward motion is an odd collaboration of an eager engine note and ridiculously low first gear ratio. And it feels so fragile.It could have been quite an enjoyable ride. But thrust into traffic, alone and without the reassurance of a GPS or a map - the instructions were to "go around the block" which turned out to be more than a simple series of right turns - or an indicator that anyone could see. Or, as the first corner taught me, brakes.These brakes had two actions - off or on - controlled by a pedal that had a 5mm movement and felt like stomping on concrete. You can easily lock the brakes on the cobblestone sections of the street, especially if a bus pulls out in front - as one did.2003 Volkswagen BeetleThe silhouette is practically the same and the detail - removable mudguards, foot runners and clamshell boot and bonnet lids - is similar but the 2003 Beetle steps up in comfort and roadholding.Ending a run of more than 21.5 million, this is the last aircooled Beetle ever made and its importance means the Brazilian is now part of Volkswagen's collection in Germany.With water-cooled, front-wheel drive platforms firmly cemented in Volkswagen's manifest by 2003, the last Beetle represents the end of a the longest-running car of a single design platform.Which is a good thing. I admire Beetles and could have one tomorrow, but their limitations in handling, safety, cabin space, ergonomics and a trail of other things, demands they be driven at their designed pace. Which is slower than modern traffic.The light-beige 2003 sits firmly on the road and the fuel-injected 37kW 1.6-litre engine is responsive and willing. Bulky black plastic padding unseemly covers the original metal fascia and there are seatbelts - the 1958 had none - and form-fitting, high-backed seats.There are still four forward gears and the pattern is the same - including the push-down and forward movement for reverse - but this time the steering and the brakes are lighter and have more feel.But cabin room is only marginally better than the older model, regulating the rear seat to children. It feels as new as when it was made eight years prior but while the packaging is fresh the contents still clearly show their origins.2012 Volkswagen BeetleIt's easy to follow the thread from 1958 - indeed, from the first Volkswagen of 1938 - through to the Brazilian-built finale of 2003. Then it's a generational step into 2012.This isn't a real Beetle. It's a Golf shaped like a Beetle and though it's roomier and quicker, has more power and far better roadholding than the New Beetle that preceded it, it's not much more than a design exercise.But it is a rewarding drive, especially the 147kW version that uses a detuned Golf GTI engine and a seven-speed DSG.It is more about driving and practicality. Compared with the outgoing New Beetle, the boot is almost three times the size and the driving position has returned to "normal" - gone if the huge distance between the steering wheel and the windscreen.Volkswagen in July debuted the Beetle in Berlin saying it will be about 10 per cent cheaper than the Golf - so start-up will be about $25,000 - but it won't get here until early next year.After a production period of 77 years, the Beetle may be again worth the wait.

The 508 replaces two models for Peugeot — the 407 and long in the tooth 607.There's a sedan and touring wagon as well as the upmarket GT (also a sedan). The confronting "frog mouth" grille has been discarded in favour of a more conservative look this time around.The idea is that the car will appeal to a wider range of people and hopefully have a longer shelf life. But, just to confuse matters, there is in fact a new 408 model but it's actually a stretched version of the 308 sedan — and it's coming here too.VALUENice package. Looks the goods. Plenty of prestige. Diesel economy and plenty of kit from the French car that seems to be getting back on track. To an already extensive equipment list, the GT adds head up display, 18 inch alloys, directional bi-xenon lights, automatic high beam and memory settings for the driver's seat. Note however the trim is a combination of cloth and leather rather than full leather.TECHNOLOGYThe 2.2-litre 150kW/450Nm engine produces the same amount of power but slightly more torque than the twin-turbo 2.7 litre V6 diesel that it replaces.The coloured head-up display is projected on to a small screen which sits on top of the dash rather than on the windscreen itself. There's four-zone climate airconditioning with rear controls, automatic high beam, hands-free entry and keyless start, automatic electric parking brake, drivers electrically-operated lumbar and a JBL audio system.The parking sensor system also includes a features that determines whether a parking is large enough to accommodate the car. Also comes with Bluetooth and full iPod connectivity.DESIGNThe 508 shares the same platform and power trains as the gorgeous Citroen C5 with which it shares a production line in Rennes, France. It's 116mm longer than a 407 and 110mm shorter than the 607 sedan, but actually has a longer wheelbase than either. It's also about 77kg lighter than a 407 and the longer wheelbase translates to 53mm more legroom.Peugeot claims benchmark acoustics for this car and we're inclined to agree. This has to have one of the quietest interiors that we've driven outside of a top end Lexus.Contributing to the result are is an acoustic front windscreen to filter noise from outside, hydro-elastic suspension mounts to reduce noise and vibration coming from the road and an active damper on the front axle to reduce engine vibration.SAFETYComes a five-star safety rating and all the gear, including six airbags, stability control and anti-lock brakes. The bi-xenon lights swivel when cornerning and a camera monitors the surrounds switching on high beam as soon as possible at night.DRIVINGForget the letters GT. They're a bit of a furphy and Peugeot may have been a bit ambitious. When most people think GT they associate the term with fast, expensive sports cars. The 508 is not. It does however offer an easy, relaxed driving experience true to the strict definition of the term, being a high-performance luxury automobile designed for long-distance driving.The dash from 0-100km/h takes 8.2 seconds and with a 72-litre fuel tank it's good for a low 5.7 litres/100km. Apart from the extra power of the larger engine, you can actually feel the difference in the suspension's set-up. The GT feels more supple, more communicative with better steering response and better turn in in to corners. It's also less likely to be unsettled by poor roads.VERDICTLike the car. Just not sure whether it's worth the extra $10,000 asking price over the 2.0-litre sedan.

AS a "baby boomer" I admit to a frugal upbringing leading to a wardrobe of trousers with deep pockets. I live a life just short of camping out at the Two-Dollar Shop - waiting for the specials - and one with a fascination of finding value for money. My house is full of stuff I don't need - but, by gum, that stuff was cheap! So I was delighted to find the Volvo XC60 T6 R-Design which, though recently the subject of a $5340 price rise, gets a staggering list of standard features that puts it streets ahead of its rivals. Value for money? You bet!VALUEThis is the XC60's key to success - a big, safe and family-friendly wagon that's made by the seriously safe car company, Volvo. Value is all through the XC60 range but we're here with the T6 R-Design that is the most expensive of the model line-up. It costs $75,990 but includes City Safety - that automatically stops you doing a low-speed kiss with the car in front - plus adaptive cruise control with auto braking, pedestrian detection so you can identify your wife at the shops, rear camera and sensors, bending lights, 12-speaker surround sound with Bluetooth audio streaming, sat-nav and so on.DESIGNThe tagline "boxy, but nice" is old hat as Volvo picks up a restrained fluid shape ending in distinctive S-shaped tail lights. It looks good and works even better thanks to the R-Design's big wheels and aggressive body kit. Inside it's sports seats in leather and upgraded instruments and trim items. The rear hatch is electric, making it easy for people of smaller stature to access the luggage area. Two boosters are within the rear seat cushion making this perfect for travelling with children and the rear seat splits 40-20-40 to accommodate lots of cargo shapes. Though crammed with goodies, the execution is Swedish subtle, user friendly and appears to be very well made.TECHNOLOGYThe unusual bit here is the inline engine which is stretched transversely between the front wheels. Inline sixes are inherently smooth - call BMW to the witness stand - and the 3-litre turbocharged Volvo is no exception. It's also sparkling and reasonably fuel efficient. It only comes with a six-speed sequential auto which permanently drives the front wheels with an "on demand" coupling to the rear. The R-Design has sports suspension and sits 15mm lower than its sisters, gets water-repellent windows, auto wipers but - strangely - no auto headlights. Other high-tech highlights are within the extensive, and mind-boggling, safety package listed below.SAFETYThis has third-generation Adaptive Cruise Control with Queue Assist (allows you to tail the car in front), blind spot detection, pedestrian detection (find people and avoid them) and Full Auto Brake (to stop you before you stop yourself). ACC allows the car to maintain a safe distance to the car in front using a radar sensor and digital camera integrated with the cruise control and - in its latest guise- offers full braking capability. City Safety will, for speeds up to 30km/h, automatically stop the car when it detects an object ahead. There's also six airbags, electronic stability and traction control and even roll stability control.DRIVINGAt 1846kg dry, it's not a small car but it's certainly quick and even nimble. The engine is smooth, responsive and quiet and perfectly suits this prestige-segment SUV which perhaps has Buckley's chance of seeing dirt under its tyres. Though it gets sports suspension with stiffer springs and different dampers, the ride is never harsh. The benefit is tidy handling. It holds its line well through the bends and really it's only the dullness of the steering feel and extra body roll of the tall wagon that will slow you down. Best of all, it works so well in conditions as varied as long country runs, twisty roads and city congestion. But it's not really suited to the dirt.VERDICTAt this price, it's a winner. It has the style to twist the heads of passers-by, the comfort to be a luxury car and the flexibility to suit the family.at a glanceVOLVO XC60 T6 R-DESIGNPrice: $70,650Warranty: 3 years, roadside assistResale: 55%Service interval: 15,000km or 12 monthsEconomy: 10.5 l/100km; 251g/km CO2Safety equipment: six airbags, ESC, ABS, EBD, EBA, TC.Crash rating: 5 starEngine: 224kW/440Nm 3.0-litre 6-cyl, turbo-petrolTransmission: Six-speed automaticBody: 5-door, 5 seatsDimensions: 4627 (L); 1891mm (W); 1713mm (H); 2774mm (WB)Weight: 1846kgTyre size: 235/60R18, space-saver spare

There are just a handful of Lexus LFA supercars running around in Australia but already, the Japanese luxury car maker has launched a performance-enhanced model named after the legendary Nurburgring race track in Germany. It's called the LFA Nurburgring Edition and is a more track-focused version of the LFA -- if that's possible. Only 50 will be made.Where the standard LFA runs a 412kW/480Nm, 4.8-litre V10 engine, the Nurburgring model is pumped up to 420kW with the same torque output. The compact, dry sump V10, hand-built in two days at motorcycle manufacturer Yamaha by one of four engine builders, features cylinder heads by Yamaha and a block from Toyota.Yamaha has a long association with Toyota, Lexus' parent company. The LFA engine uses high quality forged pistons, valves and conrods and has direct fuel injection among a raft of high tech' features. It's fitted front/midships and is connected, transaxle style, to the rear-mounted six- speed automated manual transmission by a carbon fibre torque tube. This gives the rear drive LFA an ideal 48/52 balance front to rear. Engine redline is 9000rpm.Both the standard and Nurburgring models are capable of despatching a 0-100kmh dash in around 3.7 seconds and top out at 325kmh. This is slap bang in supercar territory and up with the latest from Ferrari and Lamborghini.The fully kitted standard model weighs in at 1580kg, the Nurburgring model is 100 kegs less. It has more down force courtesy of a large, fixed, rear carbon fibre wing, winglets on the front bumper, larger front spoiler, low 100mm ride height and carbon fibre interior trim.The double wishbone front and multi link rear suspension has been slightly retuned with stiffer responses. Lexus didn't hold back on quality components for LFA equipping it with carbon ceramic front discs of 390mm diameter with six piston calipers. The rears are slightly smaller with four pistons. Forged alloy 20-inch wheels run Bridgestone high performance rubber and the KYB dampers feature remote reservoirs for superior and consistent performance. Buyers score race tuition and a year's pass to drive the Nordscheleife (Northern Loop) of the Nurburgring.LFA is an incredible car from a technical standpoint because apart from the mind boggling engine with arguably the best exhaust note in existence, it is 65 per cent carbon fibre with the majority of the chassis and body in the stuff. The rest is aluminium. Lexus attaches the two materials to each other with aluminium brackets baked into the carbon fibre.Special carbon fibre ovens and techniques to handle it were developed during the 10 year LFA program which started in 2001. Initially, the car was to be all aluminium but this was changed in 2005 to carbon fibre. Lexus makes 20 LFAs a month with total production amounting to only 500 units. It is a loss making enterprise for Lexus which obviously places greater value on the publicity and new perceptions LFA will generate.Marking the arrival of the Nurburgring Edition was a special test week held at the Nurburgring to which we were invited and allowed five unfettered laps of the 21km Nordschleife. It was like a bucket-list tick off for anyone with benzene in their veins - a supercar drive at the world's most demanding race track with 140 plus corners and a fearsome reputation. With a degree of trepidation, we sprung out of pit lane in the orange projectile for a pilot lap behind a Nurburgring specialist leading in a Lexus ISF.This 'sighting' lap took around 9 minutes and then it was over to us. The LFA is near perfect weapon for the Nordschleife because it has almost endless power and torque, controlled and responsive dynamics and brakes that never go away. We would be ripping up to a tight turn at warp speed and simply stab the brakes, flick the wheel a touch and the LFA was around and the right foot was (re) planted to the firewall.It steers with such precision and has such prodigious grip that an accompanying Lexus ISF race car looked like a bucking dray. But that's not fair, the LFA is a tame race car built to impeccable standards while the ISF is a weighty, sports luxury sedan. It's intersting that none of the owners of the first run of LFAs has taken it on a race track. Shame, but word has it that some of the 10 Aussie LFA owners will break the cycle - here's to them.

WE turn the spotlight on automotive's newest and brightest stars, as we ask the questions to which you want the answers. Ultimately, however, there is only one question that really needs answering would you buy one? What is it? This is Mercedes-Benz's entry level petrol E-Class sedan with plenty of BlueEfficiency

It's one of those cars that look just the same as the old one, at least at first glance. But, if you were to put the new Bentley Continental GT side by side with its predecessor, the differences would become immediately apparent. It's a strategy that has been adopted successfully by other car makers, BMW chief among them, leading to an evolutionary rather than revolutionary approach to car design. At the same time, the new model must be sufficiently different to entice existing customers to update. Has Bentley succeeded?VALUEAt just over $400,000 plus on-roads, the Continental GT is Bentley's most affordable model, straddling the upper reaches of the luxury segment and lower echelons of the even more exclusive, range of hand-built vehicles. To put the car in context, the two-door, four-seat coupe is designed to whisk four people in absolute comfort across the continent at warp speed and fulfills this role very well.Think big and powerful with huge reserves of torque and a top drawer, hand-finished interior and you begin to get the picture. Launched in 2003 (2004 in Australia) the Continental GT was the first modern day Bentley of its kind and as such found a ready market. One Oz customer even flew his completed car out to Australia rather than wait the two months for it to arrive by boat.The GT has spearheaded the resurgence of the bespoke British brand, under Volkswagen's ownership and now accounts for a majority of sales. As a successor, the new GT won't find the running quite so easy, but it's been a while between drinks.TECHNOLOGYWith the unique W12 engine in place again, it's lighter and more powerful than before, and the all-wheel drive system is now biased 60:40 towards the rear, imparting a sportier drive experience. The 12 cylinder engine (in effect two V6s joined at the hip) pumps out an impressive 423kW of power and 700Nm of torque this time around, up from 412kW and 650Nm.Linked to a sweet ZF 6-speed auto with column mounted shift paddles, it pushes the car from 0-100km/h in a scant 4.6 seconds, two tenths less than before, with a top speed of 318km/h. That's not an inconsiderable feat bearing in mind the GT weighs a hefty 2320kg.In a first too, the W12 engine is now E85 compatible, but we shudder to think how fast it would slurp the stuff based on the 20.7 litres/100km that we were getting using 98RON (claimed economy from the 90-litre tank is 16.5). We're told fuel consumption would increase about 30 per cent, greatly reducing the range.DESIGNIn the styling department, the car has a more upright front grille and there is a greater difference in size between the headlight/secondary light combination either side, with the addition of fashionable daytime LEDs.The window level has been raised, the rear lights are completely different and the rear apron has also been completely redesigned, with 20 inch wheels standard and 21s now optional.Inside you need to be a Bentley aficionado to pick the differences. But the new 30Gb touch screen navigation and entertainment system is hard to miss, adapted from VW's parts bin. The front seat belt mount has been relocated providing a more comfortable seat design and easier access to the rear seats. There's 46mm more rear legroom but still feels too tight for long trips.DRIVINGOn the road the car feels quieter, tighter and more responsive, generating more feedback for the driver. But throttle response remains considered rather than instantaneous, as the car gathers itself for the charge. At idle the W12 has an impressive throb. We were surprised by the absence of driver assistance systems apart from active cruise control.Bentley says they aren't a high priority with customers, but with a narrow field of view, blind spot warning wouldn't go astray, neither would auto-braking to prevent rear-enders. In other developments, Bentley has revealed it will add a V8 later this year, but is not saying much about the 4.0-litre engine apart from the fact it will produce better economy (and will no doubt be cheaper).BENTLEY CONTINENTAL GTEngine: 6.0-litre turbocharged petrol 12-cylinderPower/torque: 423kW at 6000rpm and 700Nm at 1700rpmTransmissions: Six-speed automatic, all-wheel drivePrice: From $405,000 plus on-road costs.

THERE is much more to the new 2012 Range Rover Evoque than a design job that's the automotive equivalent of a Prada handbag. The shape and style is enough to ensure its success, and has created a worldwide order bank of 20,000 cars including 150 deposit-paid buyers in Australia, but it's not enough - nearly - for Land Rover and its long-term followers.So the Range Rover Evoque is genuinely capable when the bitumen stops, even through the sort of deep water, ruts and muddy country that would have an Audi Q5 or Volvo XC60 driver making a quick U-turn. There is a front-drive model that will be best for the bright lights of big cities, but the focus at the moment is on the four-wheel drive Evoque that's coming out of the blocks first with a starting price of $53,395 in Australia. It will hit showrooms in November and promises the driving ability that justifies a Range Rover badge on the tail."It's got to be authentic. We couldn't put a car on the road and then not have it perform the way you expect it to perform as a Land Rover or Range Rover," says Evoque team leader, Murray Dietsch. "Put it up against anything in its class and it will rings around it." But there is a problem with that. No-one really knows the Evoque's rivals. The compact prestige four-wheel drives are obvious, especially for the five-door family-focussed Evoque, but the three-door model - which designer Gerry McGovern insists is a coupe - could be shopped against other trend setters including the Audi TT and Mini.The starting price for the 2012 Range Rover Evoque in Australia is a tasty $49,995. But it's not that simple, as the top end runs up to $75,895. The base price is possible because of the equipment, driveline choices and three engines. So the starter car is a front-wheel drive, six- speed manual with a 110kW diesel engine and Pure equipment. The flagship car is the four-wheel drive Prestige with 177kW petrol engine and six-speed automatic. When you look at a lot of its rivals, including the Q5 from $63,400 and the XC60 from $54,150 with front drive, it is well positioned. Even the BMW X1, a favourite with yummy mummies, costs at least $57,400. Still, an automatic is almost mandatory in a car like the Evoque, which is far more likely to be used as a car than an SUV. And a lot of people are also going to splash on things like the parking camera and satnav which are essential in the luxury class despite the effect on the bottom line. Land Rover is still waiting for feedback from buyers but is expecting 70 percent of people to go for the five-door body and only 40 per cent of Evoques to go off-road, company chief Phil Popham tells Carsguide.Almost everything under the new Range Rover Evoque's good looking body comes from the Land Rover Freelander II. That's good news for everyone, from the accountants at Land Rover to serious off-roaders. The only real difference off-road is that the Evoque is a little short of front clearance, but otherwise Land Rover's excellent Terrain Response system does more than enough to compensate for low-range gears.Buyers will make the final choices, but the baby Rangie can come with all the stuff you might find in its big brothers, from parking radar and camera to dual-zone climate system, hard-drive navigation, rear infotainment screens, keyless entry, electric rear door, adaptive headlamps and more. Just like the latest Ford Focus, there is also a system that can parallel park almost automatically.Engine choices run from the baby 2.2-litre turbodiesel with 110 kiloWatts/380 Newton-metres to the 2.0-litre petrol turbo with 177/240 and the top-end 2.2-litre turbodiesel with 140/420. The all-wheel drive system uses a Haldex differential in the rear and the suspension is fully independent with struts at each corner, with a magnetic-ride suspension on the Dynamic models.The new Range Rover Evoque has been about design since before it was born, as the car began as the LRX concept. It started as a three-door called a coupe and was quickly updated with a five-door body, which Land Rover says is aimed at families with the three-door for young city singles and coupes with bicycles and dogs.The roof looks pinched down tight, and it is, but the cabin still has space for four adults and the ambience is just what you would expect in a Range Rover, with plenty of leather but none of the old-fashioned woodgrain panelling. The design makes visibility a bit tough, even at the front and with those big wing mirrors, but that's a price buyers are expected to pay quite happily.Five-star is almost a certainty for the Range Rover Evoque, even ahead of any NCAP testing. There is lots of extra-strength steel in the body, seven airbags and ABS and ESP as you'd expect, and corner brake control, with the added comfort of Range Rover grip in all conditions.The 2012 Range Rover Evoque delivers on all the promises. It is fun in the city and can get seriously muddy without getting stuck when you head off the bitumen. The cabin is plush and welcoming, it's quiet and smooth on the freeway, and its off-road ability is beyond the reach of the sort of people who buy in prestige SUV shops. The two turbodiesel engines have great pulling power and there is the promise of emissions as low as 133grams/kilometre of CO2 and economy as good as 4.5 litres/100km.What's not to like? The rear vision is very ordinary, there is some turbo lag in the petrol model, and the magnetic ride system is probably too firm - almost BMW runflat jiggly - for Australian roads. The mirrors also cut some vision. Otherwise, the Evoque is a very mature young thing that will work for a wide range of buyers. The three-door looks just as chic on the roads as it does in motor shows and has more than enough seat and cabin space for couples.The five-door is no bigger inside, but rear access is a lot better. The level of equipment reflects what you pay but the basics are all there from the Pure starter car, the Dynamic even gets red dash lights when you switch driving modes, and the Prestige is fully loaded.Carsguide cannot judge the front-wheel drive Evoque because it's being held back. But after driving the four-wheel drive model in a huge range of conditions, from motorways and muddly Welsh hills to a giant tunnel beneath Liverpool - yes, really - there are no complaints. It is a real Range Rover and that says enough for anyone, regardless of how they might want to use the Evoque.In reality, there will be far more yummy mummies in showrooms than farmers with boots and that's exactly the way the Evoque and has been designed and delivered. There are a couple of small foibles, but they are minor and will not stop it becoming a runaway success.Just what you would expect. The 2012 Range Rover Evoque a Range Rover for a new century and new buyers, delivering on the brand's off-road promise but with the sort of city chic that opens up plenty of new possibilities for anyone.

The brand has re-launched more times than it perhaps cares to recall, but the Renault crew keep chipping away at the Australian new car market, with a new five-year warranty and some attractive finance deals to spark interest in the French brand.One of the key weapons for the breed is the new Megane range, a sleeker, svelte beast to replace the angular big-bottomed model. The sedan part of the Megane has been slotted into a sub-range - called Fluence - and it's built by the company's Korean arm.VALUEThe Fluence Privilege is the top-spec sedan, starting from $29,990, and gets an electric glass sunroof, continuously-variable auto, electrically-adjustable folding heated exterior mirrors, 17in alloy wheels (with a similarly-sized steel spare) and the very chic and pocket-friendly Renault smart card key.There's also black leather trim, a leather-wrapped reach/rake adjustable steering wheel and gear shift, height adjustment and lumbar support for the driver's seat, dual zone climate control air conditioning with rear vents, satellite navigation, Bluetooth link for phone and music, power windows and 60/40 splitfold rear seats.TECHNOLOGYAt first the auto-locking and unlocking system can catch a rookie Renault driver unaware - if you've locked the car with the lock button on the key-card, then you have to unlock it the same way. But if you rely entirely on the hands-free unlocking, then the car automatically locks itself as you walk away.The tech-heads will like the Bluetooth connectivity for phone and music player, but with the back-up of a USB port and a 3.5mm auxiliary jack - enough plugs for several devices, but perhaps not enough storage in the centre console for all of them.DESIGNAs Renault models go there have certainly been more controversial in the looks department, as well prettier production cars, but the new Fluence is less likely to offend the eye. The four-door sedan won't stir emotions to the same extent either way, but it's not an uninteresting sedan.The cabin has good room - at least in the front half - and Renault says there's more storage space than before, including a cooled glovebox. There could be a little more in the centre console, which possesses miniscule cup holders, but by contrast the boot is large at 530 litres (more than a Holden Commodore) although the lid is held by old gooseneck hinges which intrude on the space a little.SAFETYThe Renault has - as you'd expect from one of the first brand's to ever score a five-star crash test rating - no shortage of safety features for its $30,000 pricing. There's stability control, anti-lock brakes, dual front, side and full-length curtain airbags, lap-sash seatbelts with load-limiters (plus pre-tensioners for the front seats), automatic lights and rain-sensing windscreen wipers.DRIVINGAs not much of a fan of CVT I was pleasantly surprised at the Fluence's drivetrain - there was less of the "rev-flare" than I expected and the powerplant provided more forward impetus than its numbers suggest. The seating front and rear is comfortable - although the cloth sports seats of the sports-hatch RS250 Cup feel better-cushioned - but adults in the rear will want to be closer to jockey-size than basketballer, as headroom (like it is in the hatch sibling) isn't great.The smooth and quiet drive in the Fluence is only let down by jittery ride quality over smaller road imperfections - something easily found on Australian roads.Some Renault folks blamed the top-spec wheel-tyre package with low profile rubber but I'm not sure that's entirely to blame. The payoff is decent body control in corners, but the light power steering, which is fine for inner-city wheel twirling, is dead in the bends.The quality of the interior materials has improved and - unlike previous Renault experiences of old - everything seemed to work. The brand's fondness for the remote control stalk for sound system behind the steering wheel is admirable, but it's certainly something that will require considerable time behind the wheel for familiarity.The sound system button on the dash are on the small side and having to use a remote control for the satnav is a bit complex - the satnav screen is easy enough to see but it needs a bigger cowling to limit the reflection on the windscreen at night and sunlight issues during the day.The big-rump remains, which is great for cavernous bootspace but the high bootlid makes rear sensors a must-have - thankfully they are standard. The sedan's gets analogue instruments instead of the hatch's digital readout - the latter is easier to read - and the hatch also gets the auto-filter recirculation system that's not on the sedan.VERDICTThe price is keen and the features list is also competitive, which means Renault has given itself every chance - with good warranty and finance offers as well - of making a greater impact on the Australian market than it has thus far. Sales so far this year suggest the Australian buying public are taking a shine to the new-look Renault range - including the Fluence sedan - and it's easy to see why.

Big expectations for this car from us and from Peugeot. It is upper-echelon in France and is a showcase of Peugeot's new design direction. We like the look and the keen local pricing and the car certainly gives nothing away to its competitors apart from the Ford Mondeo wagon which scores a dual clutch auto and is just as keenly priced from $45,990.DESIGNBig arcing roofline is a grab-you feature of the new Pug wagon as is the new face and rear end treatment. You certainly won't miss it in a crowd. And the clean exterior design carries through on the inside with an elegant dash layout with three different fascia materials and easy to use controls. It offers plenty of room for five and a large load space.Most of the roof is sliding glass that has a retractable blind to keep out the sun. The tailgate is electrically operated and the Pug's overall dimensions are average for the medium class.TECHNOLOGYPower comes from a 2.0-litre turbodiesel with 120kW/340Nm output. It's the same 2.0-litre as you'll find in the 308, 3008 and RCZ and scores a Euro5 emissions rating while using a mere 5.7-litres/100km in the 508 Touring.Drive is to the front wheels via a slick shifting six-speed auto with sequential change paddles on the steering column and sequential stick shift too.It has strong performance if a little tardy off the line. You can hear a muted engine growl at low speeds. No real complaints about the powertrain at all. Gotta love the fuel economy.FEATURESPlenty of kit for the money including Bluetooth , a multi-info screen, multi-function steering wheel (gorgeous to hold), decent audio, leather upholstery and four zone aircon to name a few goodies. Rolls on handsome 18-inch alloys with low profile rubber. Electric park brake, front and rear park assist - doesn't lack much at all.SAFETYRates a strong five stars and comes complete with multiple air bags and stability control. Strong chassis structure capable of withstanding front side and rear collisions as well as offering a high level of pedestrian safety.DRIVINGPeugeot seems to be back on the rails with its ride and handling if the 508 is anything to go by. It offers up a comfortable ride but corners flat as a biscuit with absolutely minimal body roll - impressive for a weighty wagon. You can jump on the brakes hard and it tracks true and the electric steering adapts to your driving providing accuracy and plenty of feel.We hammered it over some fairly crappy sealed roads and the 508 simply floated over the bumps - just like the good old days at Peugeot. We took it to our favourite winding road and were surprised at how adept it was. Just needed about 240kW but that's not really a family wagon is it? Loved the drive, no complaints at all.HOW MUCHThis is the second most expensive 508 at $45,990 but compares favourably with competitors. They got the price right this time and the car is good value with all the standard kit.VERDICTYep, would shop it against the Mondeo but the Pug has more class than that though not quite as big. No Mazda 6 diesel wagon in auto ... Passat wagon a direct competitor. The 508 is a car you could easily live with, rarely visit the servo and chuck all the kids and your own stuff in the back.