Luxury Reviews

Four models will wear the SLK badge before the end of the first quarter of 2012. But for now, there's two - the SLK200 and SLK350 - separated by power, features and a wide $36,000 gap.VALUEThis is in the eye of the beholder and yet even the "cheap" SLK200 is well kitted out. Standard is a seven-speed automatic attached to a 1.8-litre turbo-petrol four-cylinder engine. The electric steel roof goes down (and up) in less than 20 seconds, there are 17-inch alloy wheels, iPod/USB friendly audio, heated seats, solar-reflective leather seats and a 147mm colour screen. It's only when you factor in the extras in the SLK350 ($118,900) such as HDD sat-nav, multi-media Comand system, bi-xenon headlights and that big engine that you recognise the reason for the price difference.DESIGNThe SLK is basically the previous model with some heavy styling changes to the nose. It picks up the SLS design for the grille and the aluminium bonnet. From behind it looks a lot wider than the outgoing model, yet appearances deceive because the difference is only 33mm.The single-bar grille looks more masculine - an image Mercedes admits was the aim, yet was coy about putting that in words - and the use of LED running lights literally sparkles up the front. The cabin also takes hints from the SLS - big, round air vents, for example - and while it looks good straight out of the box, looks a whole lot better with the optional AMG kit.TECHNOLOGYThe supercharger in the Kompressor models of the previous SLK has been given the flick. Now it's a turbocharger doing all the blowing. And the whole car is better for it, particularly the reduction in engine noise. The Magic Sky roof - which changes from clear to heavily tinted at the switch of a button - is a $4550 option. Perhaps it's worth it for cities with extreme climates.The Airscarf, which blows warm air on your neck, gets approval for its value, as does the flip-out acrylic panels behind the head restraints that dramatically reduce cabin turbulence. The seven-speed auto - there's no manual unless you make a specific order - is an important inclusion . Same applies to the AMG package option which is $5900 for the SLK200 and $3200 for the SLK350.SAFETYFive star crash rating, six airbags (including a proper head-protecting curtain bag that rises from the top of the door) and all the best electronic aids for the chassis and brakes are standard Mercedes fare.DRIVINGThe package of a front engined, rear driven two seater pretty much indicates how the car will drive. The SLK and BMW Z4, for example, are similarly balanced. But the detail splits them apart. The SLK200 impresses with its strong little engine and impressive power spread from around 3000rpm to 6500rpm. The seven cogs in the auto play a big part in getting the best from the engine, but it won't disguise engine noise - which can get raspy despite a special acoustic box that introduces a more dramatic sound into the cabin.Ride and handling are designed for smooth roads - something lacking on the test route around Ballarat - so rutted bitumen really shakes the body (YOUR  body). Roof down in the SLK200 without the deflector is too breezy to hold a conversation. Steering is very good and, road surface dependent, the little car hangs on really well through fast corners. But though there's a huge financial yawn between the SLK200 and the SLK350, the later is a completely different car. It's fast, sounds like a sports car, has wind deflectors that allow comfortable roof-down touring and has a (slightly) better ride. Slightly, probably because of the weightier V6 eng ine up front.VERDICTAn improvement on the outgoing model but still a specialised purchase which puts it in the same league as the Porsche Boxster and BMW Z4. But its powertrain offering - four cylinder, V6 and from early 2012, a 5.5-litre normally-aspirated V8 - widens its market and creates a convertible for nearly all needs.MERCEDES-BENZ SLKPrice: $82,900 (SLK200), $118,900 (SLK350)Warranty: 3-years/100,00km, roadside assistResale: 56% (est.)Service interval: 15,000km/12 monthsSafety: 5-starEngine: (SLK350) 3.5-litre V6, 225kW/370NmBody: 2-door 2-seat convertibleWeight: 1540kgTransmission: 7-speed auto, rear driveThirst: 8.3L/100km, 95 RON, CO2 194g/km"Family nose is only part of the evolution of this desirable roadster"

A bunch of scruffy blokes once told me the Mercedes-Benz SLK was a 'hairdressers' car'. From the look of them, none had been near a hairdresser in years, of course. And none of them have been near the new SLK, or they'd be changing their views.Metal roof up or down, this is a great little two-seater, and a sheer joy to get around in.The entry-level price of $82,900 gets you into the SLK200, with a 135kW/270Nm 1.8-litre turbo-petrol four-cylinder engine mated to a seven-speed automatic, with fuel economy of 6.9L/100km. Base spec includes heated seats with sun-reflective leather, brushed aluminium trim, 147mm colour nav/info screen and 17-in alloy wheels.Of course it gets a five-star crash rating, with an arsenal of safety equipment including door-head airbags among the six on board, acceleration skid control and the Pre-Safe system that preps the car if it's in danger of crashing.The $118,900 SLK350 tested here has a 225kW/370Nm 3.5-litre V6 also with the seven-speed auto and fuel economy of 8.3L/100km. Sure, the more powerful engine adds some extra dollars, but the $36,000 price difference also bridges you to Merc's multimedia Comand entertainment/info/comms system, HDD satnav, internet browser, intelligent bi-xenon headlights, LED daytime running lights, neck-level heating, electronic memory packages for both seats, ambient lighting and 18-in wheels.The new SLK has been heavily restyled around the nose, and picks up some extra jewelry to dress up the new face and interior. If there's not enough bling for your personal taste, the AMG accessories shelves will help you out.You sit deep in the car, with the cockpit wrapped around you, and there's plenty of luxe to enjoy.The body has a distinct wedge shape, and the high-ish bootline at least allows for a reasonable luggage capacity for a roadster. Opening the roof – a 20-second job -- cuts the 335 boot capacity down to 225 litres, but that's still enough to fit a suitcase.Right from the first tap of the accelerator, the SLK350's V8 opens its throat and promises great things. And it lives up to that promise with prompt throttle response, sharply honed and weighted steering, and the unbeatable combination of a big engine in a little car.It corners brilliantly, rides smoothly and only tends to get upset when you hit rough bitumen. Patchy surfaces give it a touch of the jitters and the noise intrudes on what is otherwise a fairly quiet cabin – even with the roof down, the deflectors keep wind rush under reasonable control.You'll need that, because it's dangerously easy to get the SLK350 up to – and well beyond – legal speed limits.Hairdressers' car? You'll be lucky to find a hairdresser that can ever get your 'do' back in place if you've been out in the SLK350 with the top down. Step this way: two chairs, no waiting.

Mercedes-Benz has bolted to the front of the mid-sized prestige field, helped by the recednt arrival of the new C-Class arrived a few months ago. And their position can only improved by adding the C-Coupe. This is a sweetheart of a car: stylish, lovely to drive, lavishly equipped and with some very frugal engines on offer.PRICE AND VARIANTSThe Coupe range arrives with one diesel and three economy-targeting ‘BlueEfficiency’ petrol engines -- all mated to an updated  seven-speed sequential automatic transmission – with a blistering V8 joining them in the C63 AMG next month.But for now the bidding opens with the $58,900 C180’s turbocharged 115kW/250Nm 1.8-litre, which delivers a 0-100km/h time of 8.9 seconds and fuel economy of 7.3 l/100km. That fuel figure puts it over the LCT bar, but with a penalty of just $331.The C250 petrol and C250 CDI diesel are both $69,900, and escape the LCT slug as their fuel consumption gives them a ‘home free’ card. The C250 carries a turbocharged 150kW/310Nm 1.8-litre, and gets to100km/h in 7.2 seconds with fuel consumption of 7L/100km.The C250 CDI gets a 150kW/500Nm 2.1-litre twin-turbo diesel that hits the 100km mark at a respectable 7.1 seconds, and delivers frugal economy at 5.1L/100km. It benefits from a stop-start system, and while similar technology is on petrol versions in Europe our petrol quality prevents them coming here.Topping the petrol coupes – at least until the $154,800 C63 AMG arrives shortly with its V8 – is the $99,900 C350’s 225kW/370Nm 3.5-litre V6, which slashes the 0-100km/h time to 6.0 seconds, with fuel economy of 8.3L/100km.DESIGN AND FITOUTThe newcomer works the coupe style well, with a short front overhang, sharply raked front and rear windscreens and a rising shoulder line towards the somewhat hefty tail. The optional panorama sunroof is shielded only by a blind, and while the glass is UV-shielding, you still notice the extra glare.Standard equipment levels are impressive, including a Comand control system with Suna traffic warnings in the C250 and C350, and the cabin is fitted with premium materials and finishes.It feels snug around the driver, but perhaps too snug in the rear seat where legroom is somewhat compromised. Perhaps the Merc engineers stole some of the space to donate to the boot, which is fantastic: deep, wide, easily accessible and just 50 litres less than the sedan.DRIVINGThe C250 we mainly tested feels taut and controlled on the road, and it’s easy to slip into the feeling of being part of the car. The engine sounded a little harsh on take-off, and there was some lag from low down, but once the turbo wakes up it streams along happily.Gears can be changed with the sequential shifter on the centre console. But it’s not needed in the face of the well-designed and positioned steering wheel paddles, with their tactile lip edge that almost urges you to keep tickling them from one cog to another. Changes are swift and smooth, and prompt you to wonder why anybody would need a twin-clutch transmission when a single can work this well.The diesel C250CDI on the other hand pulls strongly right from the start, and gives powerful response all through the rev range. The C-Coupe suspension is softer than you’ll find in the German rivals, but stops well short of wallowing. We hit some appalling rural bitumen that put extra bounce into its step, but didn’t ever cause it to step out of line.Would we buy one? Yes, and despite the better performance of the diesel, we’d probably go for the C250 petrol with its 110kg lighter weight and touch.

PARKING German luxury in your driveway has rarely been as affordable or as property-enhancing thanks to Mercedes-Benz.It may be the world's oldest car maker but it couldn't better capture style and elegance with wallet-cheating economy demanded by today's buyers. And with its pricing, you don't have to be a zillionaire to own one.Mercedes recently stopped production of its CLC and CLK coupes, now filling the gap with its newcomer, the C-Class Coupe. Though it has two doors, the coupe seats four, has a boot almost as big as the sedan and comes with a new generation of frugal four-cylinder engines - and one V6 - with an even more explosive AMG model ready for duty later this year.VALUEThe pretty coupe comes with a pretty price. There will be five models of the C-Class when the line-up is filled out by early next year. For now, there’s the C180 entry-level at $58,900 (which is only $400 dearer than the more compact CLC Evolution model); C250; C250CDI (the only diesel in the range); C350; and next year, the C63 AMG. The standard equipment level is as impressive as the prices, including a Command control system with Suna traffic management for the C250 and C350. Unusual for a new model poised to hit the market, Mercedes will launch Edition 1 - a limited edition package that costs $4360 extra (a bit extra for the C180) for gear including 18-inch seven spoke alloys and stitched leather upholstery in black.DESIGNThere’s a lot of CLK in the profile and indeed the way the C-Class Coupe is designed traces its predecessors intended clientele. The nose and front fenders are basically C-Class sedan, but externally the lines involve all new sheet metal and - in the case of the bonnet - aluminium. Trainspotters will note the Coupe’s two-bar grille, LED running lights and LEDs for the tail. There’s also a fat Mercedes star emblem within the grille. The cabin is from the C-Class range with the big exception of the sculptured two rear seats. Mercedes claims the boot shaves only 15 litres off the luggage area compared with the sedan. Trim and finish are excellent though there’s typical Mercedes restraint. The closest its gets to letting its hair down is the silver finish of the dash and door trim which is called "galvanised".TECHNOLOGYThe three four cylinder engines are a treat. They’ve been around in other models in recent times but Mercedes just keeps honing these comparatively small engines to get more economy and yet still deliver a smile on the driver’s face. The C180 and C250 petrols share the basics of a 1.8-litre capacity and a turbocharger. But tweaking lifts the C180’s 115kW/250Nm to 150kW/310Nm, cuts the 0-100km/h dash to 7.2 seconds from 8.9 seconds and yet the quicker, more powerful unit gets better fuel economy and puffs less emissions.The C180 claims 7.3 litres/100km and 169g/km CO2 while the C250 sips 7.0 l/100km and emits 163g/km CO2. The 2.1-litre turbo-diesel four is fractionally quicker to 100km/h than the C250, substantially more economical at 5.1 l/100km and 134g/km CO2 and delivers 150kW/500Nm. Otherwise, the Coupe is all C-Class sedan, including the "sports" button that firms the suspension. It is standard on all models and optional on the C180.SAFETYSame as the C-Class sedan and wagon, the Coupe gets a five-star crash rating and has the full suite of chassis and braking system electronics. You wouldn’t expect anything less.DRIVINGUnexpectedly, the C-Class Coupe feels like a much bigger car. Yes, it’s physically bigger than the CLC that it sort-of replaces and is smaller than the E-Class based coupe. But on the road, and indeed within the cabin, it feels the same size as the E-Class. Which is biggish. That means decent cabin room, reflected by the expansive width and ability to fit two adults in the rear. The design and placement of instruments and switches follow Mercedes style, which means familiarisation is needed.Crank the C250 petrol over and the idle is a bit harsh. The turbo makes it a lot quieter than the supercharger used on previous Kompressor models, but it’s still not the smoothest unit around. But there’s no complaints with the performance. There is a bit of lag off the mark but the seven cogs in the transmission make it easier and quicker to pluck the best from the engine’s powerband and get it to the ground. The gearbox is, by the way, excellent. Its rapid shifts feel more like a dual-clutch automated manual.While the C250’s powerplant is a surprise - Mercedes predicts it will be the biggest seller in the Coupe range - it is the diesel that is outstanding. Pity that most buyers will dismiss it because it is such a powerful performer and so easy to drive quickly - and economically. The C180 and C350 weren’t available to test. On drives through Victoria’s Otway mountain range and along the Great Ocean Road, the Coupe showed confident road holding and a compliant ride from a very rigid chassis.MERCEDES-BENZ C-CLASS COUPEPrice: $58,900 (C180); $69,900 (C250 and C250CDI); $99,900 (C350); $154,800 (C63 AMG)Warranty: 3-years/100,00km, roadside assistService interval: 15,000km/12 monthsSafety: 5-starEngine: (C250) 1.8-litre, 4-cyl turbocharged petrol, 150kW/310NmBody: 2-door coupe Weight: 1470kgTransmission: 7-speed auto, rear driveThirst: 7.0L/100km , 95 RON, CO2 163g/km"New star combines frugal engineering with sleek styling. C250 the one to watch''

There's something very special about the launch of a brand new, never before seen car like Land Rover's new Range Rover Evoque. With its killer good looks, this is a car going places, a car that's going to do big things for Land Rover - not just here but around the world.Preparing to drive the car for the first time in Wales this morning, we admit to being a little excited. Due to arrive in Australia early next year, Land Rover is already holding close to 170 orders for the compact luxury sports utility vehicle (SUV). Hell, the orders started rolling as soon as they showed the first pictures, with many people happy to put their money down just to make sure they're the first to get one.VALUEDid I mention the price? You can get your hands on one of these delectable looking runabouts for as little as $49,990. That's the asking price for the entry level, two-wheel drive model with a turbodiesel engine - but you'll have to wait a little longer for that one which won't be launched until March or April.TECHNOLOGYThere's a choice of three and five-door, two-wheel and four-wheel drive models, with three engines and two transmissions and a variety of options packs. Standard equipment includes push button start, an electric parking brake and Bluetooth with audio streaming, as well as rear parking sensors, colour computer screen and power adjust front seats. For the top of the line Prestige model with a turbocharged petrol engine and all the options, you can pay close to $120,000.If the Ranger Rover Sport experience is anything to go on, the Evoque is headed for number one with a bullet, destined to easily become the biggest selling model in the Range Rover range based on price alone.Buyers flocked to the cheaper, smaller Sport model when it was launched in 2005. Last year, Land Rover sold 4789 vehicles in Australia and 3451 vehicles so far this year - an increase of nearly 20 per cent. There's even talk the Evoque could double sales.At the same time however the Evoque is likely to steal sales from other models, so the marketing focus is going to be on getting new customers into the brand. Land Rover Australia brought its dealers over to the UK to see and drive the car for the first time a month ago.The reception was very positive according to spokesman Tim Krieger."The Range Rover Evoque is the smallest, lightest and greenest Range Rover ever and we expect it to have huge appeal in the market, many of whom may never have considered a Range Rover before, Krieger said. "We already have 8000 people who have registered interest in the model and over time we expect it to be our biggest selling model."The petrol engine is the excellent 177kW 2.0-litre twin turbo unit that we have already seen in some Ford and Volvo models, with direct injection and twin variable valve timing, coupled with a six-speed Aisin automatic transmission. The two 2.2-litre fuel efficient diesels, at 110 and 140kW, are the same as those found in the Land Rover Freelander 2.For a car to succeed it has to nail what we call the three Gs. It has to look good, it has to be offered for a good price and finally it has to go good. Two out of three ain't bad - we're about to find out whether it ticks the final box. Just climbing into the Evoque now.DRIVINGAt the end of the day (and what a long day it's been) it doesn't really matter how well the new Evoque goes or does not go - it's all about the looks. This is not just a good looking car, but a great looking car, inside and out - that will appeal to a wide variety of people (both male and female).It's bigger inside than you might think, with more headroom than the sloping roof suggests. But rear legroom is tight and it has a smallish boot.The Evoque shares its underpinnings and drivetrain with Land Rover's Freelander, with the same 2660mm wheel base - although we're told the chassis has been heavily modified. Ironically, the Freelander looks more like a Rangey than the Evoque does, leaving us to wonder whether there was much debate over what badge it should carry. The final production version of the car is very close to the original LRX concept that was shown in 2008.Design director Gerry McGovern was adamant there were to be no concessions to engineering that compromised what he describes as an exciting, dramatic shape. The designer is confident the result is going to hit the sweet spot.Evoque sits 27mm lower and is 145mm shorter than the Freelander, but incredibly has a wider track and 12mm more ground clearance - not that many owners are likely to take this little beauty bush bashing. With a higher roof line, the five-door is 30mm taller than the three-door version providing back seat passengers more headroom.Extensive use has been made of plastic, aluminium and composite construction materials to reduce the weight, resulting in better performance and fuel economy. The fenders are made of plastic, while the roof and bonnet are aluminium and the tailgate is made of composite material. The result is a car that's about 100kg lighter.So what's the Evoque go like? The 177kW turbocharged petrol model that we drove first up had a sporty engine note and packed a punch, with more power and torque than the 3.2-litre six that it replaces.The engine weighs 40kg less than the six and delivers much better fuel economy. Rated at 8.7 litres/100km, it returned 13.5 litres/100km over a combination of motorways, back roads and heaving going in the mud. The high output SD4 140kW turbo diesel delivers plenty of performance too, with an impressive 420Nm of torque. It's good for 6.5 litres/100km but delivered 11.8 litres/100km over the same drive route.Both engines are teamed with a six-speed Japanese Aisin transmission that allows the driver to change gears manually using steering wheel mounted change paddles. The petrol and diesel will appeal to different buyers. We found the drive experience in both vehicles was not as smooth as we'd hoped, with some odd vibrations and noises on occasion. In both cases, the transmission exhibited a slight hesitation before hooking up - just enough to be irritating.The electric steering is good with plenty of driver feedback, but not nearly as good as BMW's variable ratio steering. Both the cars that we drove were fitted with 19 inch wheels and Continental tyres. It's easy to drive and holds the road well even in wet conditions, but the tyres generated quite a bit of noise on some road surfaces.Off road the Evoque is in a word impressive, with four dial-in terrain response settings for different conditions. The challenging slippery, sliding muddy conditions that we encountered were no real deterrent. In this environment it shines as easily the best in class. Given its off road pretensions, we were surprised to learn the Evoque is supplied with a reinflation kit in the event of a puncture.But the local Land Rover franchise has taken a decision to supply our cars with a space saver spare as standard - not ideal but better than nothing. Overall, the Evoque offers an impressive combination of luxury, performance and economy with some minor niggles - none of them are going to stop you buying it.

One of Volvo's most popular models, the right size XC60 comes in various flavours including the entry level T5 front wheel drive version we have in the carport for the next three months. It is attracting plenty of attention.VALUEThis one goes for an affordable $54,990 and is all you really need in a compact, luxury SUV. Alternatives are smaller and possibly more expensive in the luxury market. The price has jumped $800 in the last month but Volvo has added nearly $2500 worth of goodies including a rear view camera and a power operated tailgate.High-performance multimedia is now standard in the T5 and the large info' screen is full colour. The Bluetooth has been updated to include audio streaming. The vehicle itself is handsomely equipped offering all manner of luxury including leather, climate control, cruise, rain sensor wipers, auto headlights, park assist and 17-inch alloys.TECHNOLOGYThe recently-released T5 engine is a 2.0-litre four-cylinder turbocharged petrol GTDi (Gasoline Turbocharged Direct Injection) unit producing 177kW/320Nm. The all-aluminium 16-valve engine meets the latest Euro 5 emissions standards and in the XC60 T5 consumes 8.7L/100km with 207g/km of CO2. A 0-100km/h sprint takes 8.1 seconds.A dual clutch six-speed Powershift transmission offers extremely quick and smooth gear changes and improved efficiency.DESIGNLooks great inside and out with family Volvo styling similar to the chic S60 and V60. Tail light treatment is outstanding and the front looks assertive and stylish. Room for five inside and plenty of load space. Love the centre stack and entire dash layout - they do a good job at Volvo. Hypoallergenic materials = sneeze free.SAFETYTicks all the boxes and scrubs up against all-comers even without optional features.Gets City Safety to prevent rear enders, emergency flashing brake lights, roll over stability control and multiple air bags among an impressive array of safety kit. Five stars no problem.DRIVINGHas a firm, controlled ride and satisfying response from the 2.0-litre boosted engine. Handles as well as a sporty wagon offering up sharp steering, that excellent six-speed double clutch manumatic transmission and strong brakes. Gets off the line quickly, is smooth and quiet most of the time and is actually a really engaging drive.VERDICTCan't see why you'd bother with the all wheel drive models. The diesel might appeal on the basis of more torque and frugal thirst. This is the one we'd get.VOLVO XC60 T5Price: $54,150Warranty: 3 years, 100,000km, roadside assistResale: 69% Service Interval 15,000km or 12 monthsEconomy: 8.7 l/100km; 207g/km CO2Equipment: six airbags, City Safety, ESC, ABS, EBD, EBA, TC.Crash rating: 5 starEngine: 177kW/320Nm 2-litre turbo-petrolTransmission: Six-speed dual-clutch autoBody: 5-door, 5 seat, wagonDimensions: 4627 (L); 1891mm (W); 1713mm (H); 2774mm (WB)Weight: 1740kgTyre size: 235/65R17Spare tyre: Space-saver.

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 one question that really needs answering: would you buy one?What is it?This is Volkswagen's style-meister small coupe cabriolet complete this time around with a sunroof in the retractable hard top. Pretty clever stuff. It's version two of Eos with the new corporate VW style to front and rear and is arguably an even more handsome beast than the original model. Our drive car this time around is the 155kW 2.0 TSi turbo petrol model.How much?$51990 plus depending on what you specify. Satnav adds a hefty $2500 and the sports pack is $2600, but gauged against the direct competition, Eos is still an attractive proposition especially with the more powerful engine and six speed DSG manumatic as standard equipment.What are the competitors?You are looking at the stylistically challenged Peugeot 308CC, Renault's forgettable Megane Cabrio, possibly the Volvo C70.What's under the bonnet?This one gets the same underpinnings as the current Golf GTi, one of our favourites. It means a turbo petrol four pot with direct injection and a healthy 155kW/280Nm output. A lovely engine to drive - strong, sounds great and even has an exhaust "pop" on the upchange to please you ears.How does it go?Extremely well, not race car quick but sporty and satisfying. You don't need any more go than this in the real world. Strong off the mark and throughout the engine rev range. Accentuated by excellent six speed DSG but no wheel paddles to play with, just the stick shift in "S" mode.Is it economical?Impressive here too capable of returning 7.7-litres/100km in mixed driving, better again on a highway cruise.Is it 'Green?'Good - rated at four stars by the Australian Government's green car guide.Is it safe?First model was a four star car but this one has more safety stuff and would rate higher.Is it comfortable?Good, has leather as standard four seats plenty of luxury kit, dual climate control, Bluetooth phone and audio, rain sensing wipers auto headlights. Has an excellent audio, no electric seats though - they're optional. Roomy interior with the roof on, quickly retractable roof, decent boot even with roof off.What's it like to drive?A lot like the Golf GTi but not as sharp because it's heavier with a less sporty calibration. Fun to punt through the twisties though.Is it value for money?Pretty good compared with the competition. More features sweetens the deal this time around at $51,990.Would we buy one?We'd definitely consider the Eos but would wait and see what the new Golf cabrio soft top is like and how much it is first.

The CT200h is unchartered territory for the Toyota's luxury car arm. It's both a hatch and smaller than anything that Lexus has produced so far. The drive train is also skewed towards economy rather than performance, in contrast ot its other hybrid offerings. But the larger 2.4-litre based hybrid system from Camry may find its way into the car, if the recent appearance of a concept with this power train at the famous Nurburgring is any indication.The Lexus CT is turning heads and could easily become the biggest selling car in its segment, as well as the biggest selling Lexus based on price alone. The main focus of the CT, it's raison d'etre is to lure younger buyers to the brand. Being a hybrid, it offers an important point of difference between it and its European rivals. Until now, the only Lexus that has been vaguely attractive to the Gen-Ys has been secondhand examples of the sporty IS sedan.Priced from $39,990, the five-seat hatch comes in four grades, Prestige, Luxury, F Sport and Sports Luxury.  Our test vehicle, the flashy $49,990 1.8-litre F Sport model is not surprisingly proving to be most popular. Climate and leather with heated front seats are standard. Driver's seat is power adjustable and the F-Sport adds 17-inch wheels and sports suspension. Also gets satnav, Bluetooth and killer 10-speaker audio.It's all about the tech. Lots of LEDs used to reduce power consumption. Gets 5 stars from the Government's Green Vehicle Guide, same as a Prius with a C02 output figure of just 95g/km. One of the most interesting aspects of the car is the drive mode system that alters throttle response, electric-drive voltage and steering feedback, as well as the stability control parameters when switched to sport mode. Just so you won't have any doubts about which mode you're in, the ambient lighting changes from blue to red when the driver selects sport mode and the eco meter magically changes to a rev counter, unless cruised is activated.CT stands for compact technology. The car sits on an all-new platform but employs the same hybrid powertrain as Prius, with a 1.8-litre four-cylinder petrol engine along with an electric motor to give it some extra oomph when needed. Unlike other Lexus models, drive is through the front wheels with a continuously variable style CVT transmission.The combined output of the two motors is a conservative 100kW but it performs better than the figures might suggest. The car's biggest selling point is, of course, its fuel economy, officially rated at 4.1 litres/100km (less than a Prius). We got 554km from our first tank at a rate of 5.8 litres/100km.Electronically controlled anti-lock brakes, with brake assist and electronic brake force distribution. Also gets stability, traction and hill-start assist control. Comes with a total of eight airbags, including knee bags for both the driver and front passenger. Also the first Lexus with a rear seatbelt monitor system. This model comes with a reversing camera for added safety.Hasn't received a rating from Australian NCAP yet, but has achieved 5 stars for safety in European crash tests.Here's a chassis that's crying out for something more. Tackles corners with confidence and composure, but you have to put the boot in to get the best out of it. Has a small 45-litre fuel tank and prefers premium unleaded which gives it a range of over 1000km.The switch to performance mode makes a significant to throttle response, releasing more power to the electric motor. In sport mode, the stability system allows some slide to fully exploit the vehicle's dynamic abilities.Not bad. Quiet and comfortable. More likeable than we anticipated. Certainly stands out in electric blue with black alloys. Rides and handles well but a little more power would be lovely — you can't argue with the economy though.

Saab's hopes of a phoenix-like rise from the ashes rest squarely on two cars - the 9-5 Vector four cylinder in diesel and petrol and V6 petrol Aero. Both are built on a GM platform and use GM underpinnings.VALUEThe Aero is a $94,900 competitor for the likes of BMW 5-Series, E-Class Benz and Audi A6. Whether punters will chance their hundred grand on a Saab is an interesting question.DESIGNIt's an impressive car to look at particularly around the three quarter rear section and from straight on. The interior is awash with electronics and plenty of luxury kit including lashings of leather and woodgrain fascia and an impressive audio system. It's a good place to be especially with multiple adjustments for the driver who can set up the car within a range of parameters for ride, response and feel. These can be set to default or will reset to normal settings after every startup.TECHNOLOGYThe engine is a sweet sounding Holden 2.8-litre, petrol, twin cam V6 with a twin-scroll turbo fitted. It sees life in various cars including Alfa Romeo and in larger capacity (without turbo) in Commodore. Outputs are 221kW/400Nm through a six speed automatic transmission and then all wheel drive that seems to work... sometimes.DRIVINGWe had couple of "moments" when the front wheels started spinning with the rears stationary reversing up a slippery drive. What's the point? Due to its abundant equipment, the Aero is a weighty beast tipping the scales at close to 2.0 tonnes but the way it goes and handles belie this.Fuel economy hovers around the 11.5-litres/100km mark.It has a large boot and generous rear seat legroom with passenger DVDs. The drive experience is positive with the big Saab delivering on most fronts. And it appears to be built to a high standard, in Sweden.VERDICTIt's just that lingering doubt that needs to be overcome, something that took Audi more than a decade after it came and went in Australia a couple of times.

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? Confusing. There's two Accords. This one tagged the Euro is the sportier one. Don't know why they don't just call it the Euro and be done with it?HOW MUCH? Priced from $29,340 right up to $44,290 with satnav. The good news is the price of the entry level 6-speed manual has been slashed by $2150.WHAT ARE THE COMPETITORS? Any of the Jap sedans with sporty pretensions. We'd also throw in the new Kia Optima for good measure (just wait until you see one). But the Euro is the best looking of the lot.WHAT'S UNDER THE BONNET? 2.4-litre four cylinder petrol engine. Produces a class leading 148kW of power and 234Nm of torque (only matched by the new Optima which actually delivers a bit more torque).HOW DOES IT GO? Good blend of performance and economy. The manual change is slick and easy to use. It's a while since we last drove the Euro and we'd forgotten just how good this car is.IS IT ECONOMICAL? The 6-speed manual is rated at 8.7 litres/100km. We covered a couple of hundred kilometres at 8.5, but we reckon it will do better than this.IS IT 'GREEN?' Gets 4 out of 5 stars from the Government's Green Guide, with a greenhouse rating of 6/10, air pollution rating 8.5/10 and CO2 emissions of 212g/km. (Prius sets the pace with 5).IS IT SAFE? Gets a full 5 stars for safety, with six airbags, active front head restraints, anti-lock brakes with brake assist and electronic brake force distribution as well as electronic traction and stability control.IS IT COMFORTABLE? Nice and quiet and very comfortable. Seats are excellent and the driving position is good, with rake and reach adjustment for the wheel. 10-speaker sound system standard with iPod integration.WHAT'S IT LIKE TO DRIVE? Very smooth. Very responsive steering. No red light racer, but has a sporty edge with excellent dynamics. Suspension is firm but not harsh.IS IT VALUE FOR MONEY? Recently upgraded with some minor cosmetic changes. Now comes with Bluetooth, a new foldaway key, USB connectivity and Trailer Stability Assist on all models. Phone can be controlled from the steering wheel.WOULD WE BUY ONE? You bet. This is the best thing Honda makes at the moment. We hear you can get the recently superseded model for just $32K driveaway - what a bargain?