Luxury Reviews

A top-secret Lexus in a burqa is not the sort of car you get to drive every day. When that Lexus drive time is also more than six months ahead of the car's showroom start, and even two months in advance of its first public appearance, things take on a very different slant.That's because Lexus knows its all-new GS, the car you cannot actually see beneath the full-coverage black camouflage, has to work. The newcomer is aimed at the same sort of people who were expected to buy the current car - successful 30-40 year-olds who might usually favour a BMW 5 Series or E-Class Mercedes - but drove away in droves.In fact, even Lexus now admits the GS is a failure at all levels - from driving enjoyment to sales. "Giving the new GS a more fun-to-drive character was the prime objective. We wanted a more fun and rewarding drive," Koji Sato, deputy chief engineer on the GS, tells Carsguide during an exclusive preview drive at Pasadena on the outskirts of Los Angeles. "We have created a sharp and responsive driving experience. There is a more connected driving experience," he promises.So the new GS is intended to deliver for people who want more than just a pair of automotive slippers for their retirement years, and Lexus is calling 11 journalists from around the world for an early taste test. It has fingers crossed for ticks in boxes.The plan is simple: a background briefing and then a fling around a carpark test course before several hours of on-road driving that varies from typical California freeways to give-and-take canyon roads which are fun driving and expose the weaknesses in most cars. But first - time in the current GS. The reminder driver is a refresher on a car that's a Camry in a formal suit.It drives more like a boat than a car, is quiet but not particularly comfortable, and ticks all the expected luxury boxes without having any personality. To sum up, today's Lexus GS is a yawn. And then I catch sight of the two burqua-wrapped prototypes promising the biggest change at Lexus since the arrival of the original compact IS.It's hard to rate a car so far from showrooms, but Lexus promises a sharper price than today's GS. The current lineup starts with the GS300 Sports from $97,814 but Carsguide is expecting the newcomer - even with a larger 3.5-litre V6 engine - to drop into the eighty-something price bracket.Value will also be boosted by everything from an 18-way electric adjustable driver's seat to what is claimed as the biggest full-colour display screen in the car business today. The California drive points to an extension of the current two-model run with the GS300 - sports and luxury, with the sports model getting a bunch of new stuff including active rear-wheel steering - with a run of other models to come including a new 450h hybrid and an F-Sport sports hero.The remake of the GS goes right down to the chassis, which is more rigid in the new model for improved safety and a better suspension platform. Lexus is keeping quiet on the finer details, but the California cars come with new suspension, upgraded 3.5-litre V6 engines - most likely with around 233 kiloWatts - and everything from adaptive variable suspension to dynamic handling with rear-wheel steering, and a stability control system that can be turned off.There is also a new exhaust system that's claimed to be noisier and a slipperier body. But the biggest driver benefit is Drive Mode Select - a bit like the switchable chassis-engine control we've seen from Subaru - that has three settings from maximum comfort through to maximum grip and feedback.We've seen the Lexus GS concept, which is Carsguide Car of the Show from the Australian International Motor Show at the start of the month, which gives a close pointer to how the production car will look. But the California burqa, and a bunch of other cabin camouflage, means we cannot give any sort of on-the-spot assessment. When I try to zip back part of the burqa body panels, briefly catching a glimpse of a dark-blue guard, a Japanese security guard rushes in to stop me.I know the car has a clock in the centre of the dash, with a new-age sound system, but everything that's remotely interesting is covered in thick black tape. Still, the boot is now a giant and handles four golf bags - up from two - and even the driver's footrest has been enlarged. The security measures on the GS run deep, and we cannot even begin driving until flaps over the door handles are locked down. When an inquisitive Californian stops to ask what movie we're filming, he is nearly mobbed by the over-eager protection team.The new GS is certain to be a five-star car, but there are none of the high-tech safety systems promised by Toyota in the past week. So the GS gets past with things like cabin airbags, ABS and ESP and brake assist, and probably with active cruise control, but not the radar or laser-guided pedestrian protection and anti-crash systems first seen at Volvo and Mercedes-Benz and coming soon in the EyeSight package at Subaru.The back-to-back comparison between the current and future GS cars shows the difference between how the car is, and how it was supposed to be. And will be. The newcomer is sharper in every way, from the driving position - which finally gets you down lower into the car with more support for corners - to the steering response and even the ride.There is more control, more feedback and - consequently - more enjoyment. Is the GS a real rival for the 5 Series, our current class benchmark? We will not know until a Carsguide drive on familiar roads, but the signs are good.The new GS sprints around the handling course at Pasadena and can even be pushed into a full-on drift through corners. That's new for any Lexus short of the IS-F hotrod. The car with rear steering goes even further, with BMW-style response to the steering, great balance under brakes, and a can-do attitude that makes driving fun. It definitely can handle more punch than I'm getting from the 3.5-litre V6.Out on canyon roads, the rear-steer car is really sporty and quicker than I expect after earlier GS experiences. It's a car with surprise and delight. The 'standard' car, most likely the Luxury model for Australia, is less enthusiastic but better than today's Sports model. It needs to be eased along, but is nice enough.There are lots of things to really like in the new GS - from the chassis balance to the giant colour display screen and a huge boot - although the seats could still be better and Lexus has failed to deliver the claimed exhaust rort. If Lexus Australia can hit the right price then the GS will be back from the dead.Even without seeing the final styling - or the cabin finish, for that matter - the new GS is impressive. It has hit almost every target set by Lexus for potential buyers, and gets a Carsguide tick. But it's only a three-star car until we can get it home for a real drive, and some comparison work against BMW and Benz. It could improve and it's very unlikely to slide. What's best is that Koji Sato is passionate about the GS and building a car that is rewarding to drive, not just another automotive appliance that keeps you cool but leaves you cold.

Maserati has perfected the art of applying subtle changes to existing models to create new  variants to appeal to new buyers. Basically, it’s like a woman having a series of hairdos designed to subtly alter her appearance and expand her list of suitors.But in the case of the GranCabrio Sport, the tweaking has made an attractive convertible into one with more appealing driving characteristics.VALUEThe GranCabrio Sport is expected in Australia in December and, based on currency predictions, will land here for less than $350,000. That’s a premium of about $20,000 on the existing - and ongoing - GranCabrio. What do you get? Well there’s a more sporty line of body gear - stuff like a front splitter, side sills, black grille and headlights surrounds and 20-inch wheels - but the better value is in the slightly more powerful engine, firmer suspension and an enhancement to the world’s best exhaust note. The modest changes to the body sharpen up its street cred and the engine note is certainly head spinning. But is this all worth the extra dosh? Maybe not.DESIGNSame as the existing GranCabrio but with the additions as mentioned above. This is Maserati honing the model and in its creation of a new, high-priced variant of the convertible, may be seen as gilding the lily. It seats four people - yes, adults in the back for short trips - and the ride comfort is very good for a car that has been worked over in the suspension department. It’s as quiet and comfortable with the electrically-operated fabric roof up or down. The boot is small and in the test car, was practically full just with the addition of the fold-out wind deflector. Cabin treatment is excellent, falling over only by the placement of some switches behind the steering wheel where they are invisible to the driver, and a sat-nav system that isn’t up to Japanese standards.TECHNOLOGYMaserati make song and dance out of the extra 10kW (that’s not a misprint - it’s a weeny 10 kilowatts) and additional 20Nm. More important is the friction-reduction campaign that has reduced fuel consumption and emissions by 6 per cent to 14.5 l/100km and 337g/km CO2. The end result is 331kW/510Nm for a 0-100km/h time of 5.2 seconds. That’s a mere 0.1 second faster than the 323kW/490Nm standard version. The ZF box gets longer steering wheel paddle shifters made of carbon fibre - which is dotted around the car as a trim material - and the box changes gears twice as fast as the existing model and blips on downshifts while manual mode will allow the engine to run to the rev limiter. Suspension springs are 15 per cent stiffer and there’s ben modifications to the dampers. The brake rotors are ventilated, drilled and slotted to minimise fade.SAFETYMaserati cars, like most exotic cars, aren’t flung into concrete barriers to come up with a crash rating. It’s understood they’re pretty safe. Standard kit includes stability and traction control, six airbags and automatic pop-up roll bars.DRIVINGAs expected, it’s a quick car with lots of exhaust hoise available at the touch of the “sport’’ button on the dash. Though suspension tweaks are designed to improve handling, comfort has not been sacrified. It is also an easy car to drive and well suits the role cruising the more expensive suburbs in your city.VERDICTIt’s clearly Italian with its showmanship styling, loud exhaust noise and ability to sprint. It turns heads all the time and despite its exotic tag, was a real pussycat to drive. Four seats also make all the difference.MASERATI GRANCABRIO SPORTPrice: est. $345,000Warranty: 3-years/100,00kmResale: 72% (est.)Service interval: 15,000km/12 monthsSafety: n/aEngine: 4.7-litre, V8 petrol, 331kW/510NmBody: 2-door coupeWeight: 1980kgTransmission: 6-speed sequential auto, rear driveThirst: 14.5L/100km, 98 RON, CO2 337g/km"The heart and soul of luxury motoring that takes its top off''

Large cars need large engines, is the traditional wisdom. Capacity is king and you need at least a six, preferably an eight. But times are changing. Soon, there will be mandatory emissions standards for all cars sold in Australia that mirror the sorts of schemes in place in Europe and elsewhere.They will be especially challenging for local makers, which specialise in large cars. They are already under a lot of pressure because the traditional large sedan has declined markedly in popularity during the past decade.Where they used to represent about 30 per cent of sales, now fewer than 8 per cent of buyers opt for one. Every year the large sedan slips further down buyer wish lists, with nothing seemingly able to arrest the fall.So four-cylinder large cars are taking a larger piece of the pie, and European makers can exploit some of this. The idea of a large sedan with a four-cylinder engine is less alien in Europe and, in technological terms, they have a head start. Their engines already achieve standards still to be implemented here.At least as important, prices have moved decisively in favour of imports, with vehicle tariffs as low as they can go and a high Australian dollar making them cheap. With premium prices, they have struggled to get mainstream traction. Now it's going to get easier.Some are already on sale, disguised as “medium cars'' in the official listings. They include the new Volkswagen Passat and even Ford's European-made Mondeo. It comes as a wagon, too, when the Falcon no longer does.The first European to be listed in the mainstream large category was a Skoda sedan called the Superb. It arrived two years ago with a 2.0-litre diesel and 1.8-litre petrol, both turbocharged four-cylinders. It has been no more than a nick in the side of the locals, with sales in the hundreds.But now there's another. The Peugeot 508 pushes the price and economy argument even further. It arrives with two diesels and will soon be available with a 115kW turbo 1.6-litre petrol from $36,990, undercutting the cheapest Falcon or Commodore by thousands.The 1.6-litre petrol, which many Australians would view as on the small side for a hatchback, uses 7.1 litres per 100km while both the diesels achieve just 5.7. The best a Commodore can do is 9.1l/100km and the Falcon 9.9l/100km.The 508 will soon be able to offer so-called ``micro-hybrid'' features such as stop-start at idle to return fuel economy of 4.4. These systems are common at the luxury level of the market but still making there way into the mainstream. However, Ford and Holden are years behind.Running costs are a huge issue for fleets but fuel is only one factor. To dispel concerns about the price of servicing imports, Peugeot has tailored a three-year capped deal that offers three scheduled pit stops for no more than $330 each. It's the same deal for private buyers and fleets.The 508 replaces two cars in the Peugeot line-up: the 407, which started in the low-$40,000 and came as a sedan, wagon or coupe; and the 607, a $70,000-plus car that whittled out a lonely career as an unloved sedan.The 508 falls between the two on size, with a shorter front overhang and less obvious grille than the ugly 407. It's the first Peugeot to use some of the new design language explored in the SR1 concept from last year. The SR1 itself suggests a coupe may join the sedan and wagon later.TECHNOLOGYPerhaps Peugeot will save a six-cylinder for a two-door because there's no V6 in this line-up. The smallest diesel, a 2.0-litre, starts at $42,990 and a wagon adds $3000.All engines comply with the latest Euro V toxic emission standards and come in well under the expected Australian CO2 emissions target for 2015 of 190g per kilometre.The GT model with more power gets the same economy but is quicker to 100km/h, at 8.2 seconds. It gains wishbones at the front suspension instead of struts, and larger alloys.DESIGN AND FIT-OUTThe list of features available is impressive and includes a head-up display for the driver, clever directional headlamps and electronic park brake. It presents well, with the wagon more pleasing visually and a well put together interior that's two notches above the locals for quality and appeal.There's leather and soft plastics, a bit of chrome bling and enough comfort features. The chairs are as accommodatingly wide as any in a Falcon or Commodore. Who says the French don't get fat? The cabin itself isn't as roomy, of course. None of the European aspirants are, unless you go up a badge or two.DRIVINGThe 508 is unlikely to change the minds of Commodore and Falcon buyers about what constitutes a desirable set of wheels. The two diesels were available at the launch drive in Victoria and they do the job well enough, although you'd miss the Falcon's six up a hill. Or for overtaking.Less so in with the 150kW 2.2-litre, which might test the 3.0-litre Commodore at some speeds. Certainly, Peugeot believes it can outperform its previous V6.The two 508s have different dynamic personalities. The 2.0-litre is pillowy and rolly, with an eagerness to run wide in corners. The bespoke front suspension and larger wheels on the GT lift the thresholds substantially but don't change the character of the car. It's not as precise as one of the local rear-wheel drives.When it comes to the ride quality, the large wheels in the GT are noisier and fussier about road imperfections than the 2.0, but at least both are more comfortable than Peugeots have been recently, with a less troubling ride.Drivers may not have changed what they want, but fleets have changed their buying patterns already. Steeper petrol prices have shifted some to smaller cars. Others have been swept up by the trend to SUVs, which with diesel engines can be relatively cheap to run.Demand for large cars won't rebound on the strength of imports, with Peugeot expecting to ship in about 1000 a year. It badly needs to hit that target if it's going to reach its goal of 8500 buyers next year. That would be its second best result in a decade or about 3000 more than last year. 

Any time a carmaker tears six grand out of the bottom line on a new model it's time to pay attention.When the new model is also a sea-change car for one of the great European brands, there is even more to get you interested. And so we have the all-new Peugeot 508.It's basically the replacement for the French company's mid-sized 407, but so much has changed - from a starting price at $36,990 to a cabin that's as big as the flagship 607 - that the 508 demands a re-think. The styling is much more conservative, there is a new emphasis on quality, equipment levels have been boosted across the board, and the driving experience is far less quirky than in the past.It's almost as if Peugeot decided it needed to be more like Toyota to survive in a world where competition as never been tougher and customers expect far more for every dollar they spend.The 508 has landed as both a four-door sedan and smooth looking station wagon, with a range of petrol and diesel engines and even a GT with the promise of Peugeot-style long-distance express travel.The price leader is not here yet, but Peugeot expects most buyers to go for the mid-level 508 Allure with a 2.0-litre turbodiesel and a starting price of $39,490. Perhaps with a 50:50 split for wagon buyers, who pay an extra $3000 for the Touring."This car takes Peugeot back to its heartland in Australia, but also moves the brand forward," says Ken Thomas, managing direct of Peugeot in Australia, summing the 508 in a single sentence.VALUEThe easiest way to put the 508 into perspective is to look at the 407 it replaces. The new car is significantly bigger, most importantly in the cabin, and also picks up extra standard equipment including four-zone aircon that's a big bonus for rear-seat passengers.Equipment varies depending on the model, but some of the good new stuff includes a colour head-up instrument display, front and rear parking radar, efficient new headlamps with 'light tube' daytime lamps, and even a system that can measure a potential parking space and give a verdict on its suitability.Peugeot says the Australian dollar has helped with pricing from $36,990 through to $52,990 for the GT sedan, but also says the car is cheaper to make. And it has introduced capped-price servicing as extra buyer bait.It has decided to slide it into the large-car class in Australia, although it could also qualify as a medium contender, which means its closest Euro rival is the Skoda Superb. But it can also be measured against everything from the Mazda6 and Toyota Camry to Falcon and Commodore.TECHNOLOGYDevelopment of the 508 began with a rigid new body and all-independent suspension, with things like the parking space system and adaptive Xenon lamps to provide the window dressing.The really important stuff includes four new engines, both petrol and diesel, with C02 that's down by a claimed 15 per cent over the 407 with similar improvements in overall efficiency.The basic 1.6-litre petrol makes 115kW/240Nm with 7.1 litres/100km and CO2 of 165grams/km, the 1.6-litre turbodiesel is 82/270/4.4/115, the 2.0-litre turbodiesel is 120/340/5.7/149, and the 2.2-litre turbodiesel is 150/450/10.0/150 and the engine for the GT.It's no surprise the 508 is front-wheel drive, with a six-speed automatic gearbox that comes with a paddle shift behind a wheel that now houses all the minor controls - instead of having them shotgunned around the dash.DESIGNThe 407 was a mistake and Peugeot has learned from it. The giant gaping grille has been replaced with a restrained opening that points to a new French face - and is already reflected in an updated 308 - and the body doesn't look like the front and rear were designed by different people. But the 508 is not as uniquely Peugeot as past cars.At first glance it even looks - whisper it - a bit like a Mitsubishi 380. It is strongly styled and the new dash is more user-friendly, but the back-seat space is only good enough for two Aussie adults despite the boot capacity.SAFETYPeugeot says the 508 is the first car built from its new 'Platform 3' and that brings significant safety benefits in a crash. It was developed for the first time for both side barrier and post impacts.The suite of safety equipment is the standard stuff with ABS and ESP, but the 508 also gets cornering brake control - for added stability when you need to slow in a curve - and hill-start assistance, first seen on off-roaders. It's a five-star car with six airbags as well.DRIVINGPeugeot tragics - and my experience of the brand runs back to the 203 - will find the 508 a bit bland. But for people who are moving out of a Japanese car, perhaps tempted by Peugeot's new deals for fleets and 'user chooser' buyers, it will have enough personality to give them a bit of flavour without provoking a gag reaction.My time at the press preview of the 508 is spent mostly in the Allure turbodiesel, that sits in the middle of the lineup, and it gets along well enough, is comfy and quiet, and feels secure and easy to handle in turns.It's only once I get well out of Melbourne on some long loping roads that I rediscover the sort of long-legged ability which has always set Peugeots apart. There is some annoying thump through the low-profile tyres and some quality glitches - a loose gearknob, one piece of cabin trim that doesn't fit, some wind noise and a rattle in the back door - but the package comes together more convincingly in the sporty GT model.The styling is nothing special, and the back end even looks a bit Korean, but the 508 is intended to bring new people to Peugeot and it should do the job.I cannot close without highlighting the incredible number of warning bells and chimes in the car - the 508 seems to have an audio reminder for everything, from an open door to the handbrake, and what starts as a bit of fun quickly becomes annoying.VERDICTThe 508 is good but not great, effective but not memorable. It's a car that has been driven by a new approach at Peugeot to a new group of customers, and it will definitely give them something to consider.The price line is very appealing and the 508 makes a strong case against rivals such as the Camry, but is less convincing when it's lined up against a Skoda Superb or a Volkswagen Passat.It should definitely make big gains for Peugeot in Australia, but it's not the landmark car the brand needs. Perhaps that's the baby 208 that's coming next year . . .

Peugeot's new 508 replaces not one but two models _ the 407 and larger 607 which has been around for years.It's a more conservatively styled car, right down to the badge which now floats on the bonnet and no longer the main focus of attention.The French car maker hopes the new look will have a longer shelf-life than the confronting, "frog-mouthed" look epitomised by models like the 308 and 407.DESIGNAvailable as a sedan or wagon, there's no word yet whether there will be a coupe but the two-door SR1 concept car shown last year strongly suggests so.Just to confuse matters, there is in fact a 408 but it's a 308 sedan with a longer wheelbase that is also coming here.The 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 77kg lighter than a 407 and the longer wheelbase translates to 53mm more legroom. Of perhaps more interest is the expected arrival in May next year of a hybrid, jacked-up, all-wheel drive version of the 508 wagon called the HyBrid4.TECHNOLOGYIt will be powered by a combination of diesel and electric motors, with a diesel engine at the front driving the front wheels and an electric motor powering the rear axle down the back. Peugeot claims it is a solution that breaks new ground in terms of fuel consumption and CO2 emissions.The 508 will be available initially with a choice of 2.0 or 2.2-litre turbo diesel engines, with a 1.6 turbocharged petrol engine and super economical 1.6-litre turbo diesel to follow. The 150kW/450Nm 2.2 -litre engine produces the same amount of power but slightly more torque than the twin-turbo 2.7 litre V6 that it replaces.The 2.0-litre delivers 120kW/340Nm and fuel economy for both engines is a claimed 5.7 litres/100km.In future all Peugeots will be offered in a choice of three grades _ Access, Active and Allure. The 508 gets the ball rolling, with a sedan in mid-spec Active and top spec Allure grades. The Touring station wagon is offered in top spec Allure only .Over and above these models sits the top of the line GT sedan, powered exclusively by the 150kW 2.2-litre diesel.Described as more of a driver's car, it features a different front suspension setup. But, it's no sports sedan _ think relaxed tourer.All models are fitted with a six-speed Japanese Aisin transmission that allows the driver to change gears manually.VALUEPeugeot is pitching the car against the new VW Passat.Priced from $36,990, it's $1000 less than the Passat but has a number of advantages including fixed price $330 servicing each year for three years or 60,000km.DRIVINGWe drove the 2.0-litre Allure sedan and 2.2-litre GT sedan at the launch of the car in Victoria's Yarra Valley this week.It's a handsome thing, with flowing lines suggesting a touch of Jaguar's XF and BMW 6 series around the boot line.Fit and finish are good but the first thing we noticed was how quiet both models are inside, despite the rattler up front.Both exhibited plenty of grip on damp winding roads, with finely tuned stability control that is not intrusive.The GT feels quantifiably more communicative and responsive to the wheel thanks to its lightweight double wishbone front suspension.With its looks, price and performance Peugeot could have a winner on its hands.

My son was disappointed that it wasn't turbo or supercharged. But it was this very thing that attracted me to the car. Force-fed engines have their place but there's nothing like the sound and feel of a free revving naturally aspirated power plant.TECHNOLOGYThe 3.8-litre flat pack in the Porsche Carrera produces 300kW of power at a lofty 7300 revs and whips the car into action like the throrougbred it is. The dash from 0-100km/h takes 4.6 seconds and the car has a top speed of 306km/h — not that it matters much on our crappy bloody roads. So what if the Turbo's quicker off the mark?The GTS comes with a six-speed manual transmission as standard or you can tick the box for the 7-speed PDK auto, which adds 4km/h to the top speed and reduces the time it takes to get to 100km/h from 4.6 to 4.2 seconds.VALUEIt's also costs 100,000 more, not that I could afford either car anyway. Priced from $270,000 the new 911 Carrera GTS wears its badge well, with pumped out rear guards, black 19 inch alloys and fiery red brake calipers.The quad exhaust outlets could he described as overkill, but what the hell — go big or go home? The GTS sits midway between the Carrera S and race bred GT3 with 17 more kilowatts than the S but 20 less than the GT3.DESIGNIt's splitting hairs really because there's nothing unexciting about the way this car looks, sounds or performs. The GTS combines the wider body of the all-wheel drive Carrera 4 with its wider track together with a classic rear engined, rear-wheel drive arrangement.It's a classic Porsche in every sense of the term, wtih guards that hide massive 305/30 series Bridgestone Potenzas designed to keep the bum pinned down.Other features which set this car apart include the SportDesign front apron edged in black, special sideskirts, also in black, and the GTS logo on the doors and rear lid — in black or silver depending on the body colour (our car was white). The area between the two tailpipes at the rear is also finished in black.The interior of the car is trimed in suede-like Alcantara and getting in and out can be challenging which explains why they sell so many Cayennes.DRIVINGSlower it may be, but we'll take the manual every day thank you, because we like to drive and after all — isn't this what this car's supposed to be all about?After punting around for a couple of days trying to stay away from the highway patrol we discovered the little button that adds a louder, more urgent note to the exhaust. That's the button you'll want to hit before going anywhere — too bad it won't stay on all the time.The suspension is switchable and ranges between firm and very firm which can be irritating at times, especially on our beloved back roads — them's the breaks. The only thing we didn't like about the GTS was having to give it back (and all the wankers in Fords and Holdens that want to race you).PORSCHE 911 GTSPrice: $270,100 (coupe), $288,700 (cabriolet)Engine: 3.8-litre inline six; 300kW/420NmTransmission: 6-speed manual; 7-speed twin clutch autoThirst: 10.2L litres/100km (estimate) 

There was something familiar about the new Renault Latitude that I couldn't put my finger on.After some digging, I realised it's a Renault version of the Nissan Maxima - with a proper six speed automatic in the 2.5-litre petrol V6. There's also a 2.0-litre turbo diesel four also with a six speed auto which isn't available as a Nissan.It comes in two grades, Latitude at $36,990 and Latitude Luxe at $42,490 and you can have the petrol V6 or turbo diesel for the same money - pretty good eh?But there was something else familiar and it's the look and feel of the Latitude which is uncannily similar to Hyundai's new i45 and Kia's Optima. That's because Latitude comes out of Renault's plant in Busan, Korea.We are fans of the i45 and Optima and the same applies to the Latitude which has a European flavour but at a Korean price.TECHNOLOGYWe drove the top of the range V6 Luxe and it was good but we'd put our money down on the diesel because it has a lot more torque and uses substantially less fuel.The V6 is good for 133kW/235Nm while the diesel cranks out 127kW/380Nm. The V6 offers smooth running and acceptable economy but at 1600kg, the relatively low torque output struggles at times.It's capably dealt with by the slick shifting six speed auto but the turbodiesel would be a lot better. The petrol gets a Euro 4 emissions rating while the turbodiesel is Euro5 and good for a creditable 6.5-litres/100km.DRIVINGIt's big for a medium size car offering generous rear seat legroom and a large boot complete with full size spare. It also has generous equipment with premium audio, satnav, Bluetooth phone and audio streaming, heated front seats, multi-media connection box, smart card entry and ignition and dual zone climate control on the base car.The Luxe gets more including a clever air ioniser and deodoriser. We like the auto on/off parking brake and the five star crash rating. We like the comfortable and controlled ride from the strut/multi-link suspension and we like the styling inside and out.It's different but distinctly European in looks and feel.VERDICTRenault is having a real crack at the local market with Latitude, Fluence and Megane all offering competitive pricing and generous spec' when compared to their competition - apples with apples. Definitely worth a look.RENAULT LATITUDEPrice: from $36,990, $42,490 as testedWarranty: 5 years/unlimitedResale: New modelService interval: 15,000km/12monthsCrash rating: 5 starsEngine: 2.0-litre turbodiesel four, 127kW/380Nm; 2.5-litre petrol V6, 133kW/235NmBody: Four-door sedanWeight: 1600kg (petrol), 1620kg (diesel)Transmission: 6-speed auto, front-wheel driveThirst: 9.7L/100km (91RON petrol) 230g/km, 6.5L/100km (diesel) CO2 170g/km

Whenever I hear a volume carmaker (it's usually one of the Japanese or Koreans) say it's moving upmarket, I call to mind the case of Volkswagen.

The mainstay of the BMW range has been given some extra weapons to take into what has become a close-fought battle.For 35 years, the 3 Series has been the benchmark for the prestige medium-sized field - and last year notched up 37 per cent of BMW's sales here. But in recent times it's had to fight harder against the Audi A4 and sales leader Mercedes-Benz C-Class - which launched a new assault last month. That doesn't worry BMW, spokesman Toni Andreevski says."We're very happy with how the 3 Series has performed in the segment over the past 36 years," he says. "We don't pay attention to a few months' worth of sales figures."However the 3 Series has recently been well-positioned to claw back some territory with package and price adjustments.The main attention in the range has been given to the 325i sedan tested here, which has wiped $5000 off the price tag and added nearly the same amount in extra kit by making the Innovations package standard - giving you premium nav, voice control, high-beam assist bi-xenon headlights with washers, and power folding exterior mirrors with anti-dazzle function.That gives the 325i a price of $71,900 for the manual, and a 'more for less' benefit of 11 per cent. But it's worth shopping it against the $59,700 BMW 320d and looking at adding in the extra spec options - thus saving 2.5L/100km with the diesel's better economy while getting the extra torque benefit.The $67,900 C-Class C 250 and $69,300 A4 2.0T quattro both have less power but more torque than the 325i. They also have slightly more boot space, and the Audi wins in usable rear seat room - something to consider if the kids are growing.It's a handsome body and face, but not outlandish. And that means while there's a new look coming next year, the current one will still look good in traffic for a while to come. The interior is a different matter, where even the contrast of real metal accents against the dark dash of our test car wasn't enough to prevent it feeling outdated.We liked the roomy boot, but would have welcomed better design for storage around the cabin. The door pockets are miserly, the multi-level centre console bin is annoying and the pop-out dash cupholders - which position your coffee for the optimum trajectory toward your lap - are just plain scary.The 325i gets a 2.5-litre inline six-cylinder with 160kW of power and 250Nm of torque put to the rear wheels via either a six-speed manual, or the six-speed auto on the test car.Worth comment - since it used to be commented on so adversely - is the nav, entertainment and information 'command central' iDrive system, which has over time been simplified and become much more user-friendly.It's got five crash-rating stars, six airbags and any number of safe-tech acronyms. But no spare - which is not a problem with the run-flat tyres as long as you stay within city limits. Pot(hole) luck in the country.The 325i is far from the most powerful in the line-up - that gong of course goes to the M3 end of the range -- and it's not the most economical. But it's also far from being the runt of the litter, and for those who want to stick to a middle-position petrol engine it offers a good prospect.There's enough torque on offer to tickle it along respectably, and the majority of buyers will never be dissatisfied with the reserves. The ride is a good balance between cushioned compliance and a dose of firmness that avoids wallowing, and the cabin's level of hush probably has official librarian approval.But the real pleasures of the car are in the driving. While the M3 will out-track it, the 325i offers great everyday handling, responsive steering and a smooth-shifting automatic transmission.Whether you're crawling in the city, or cruising in the country, this car will keep you comfortable and contented.

Maybe it's just the superb engine but Benz's new CLS 63 AMG hits the spot.Released this week Benz has tidied up the styling of its four-door coupe, with a sleeker more aggressive interpretation of the swoopy original.The V8 has been upgraded with more power and torque and there is now a diesel for those buyers who appreciate the more relaxed mode of motoring — and the number is growing with each passing year.VALUECompetitors? The CLS has none really.The closest are probably BMW's ugly GT or perhaps the Audi A7, although we haven't really seen a performance version of either car yet.Benz was the first in this segment and it has struck the first blow again with the release of the second generation CLS.Initially there are two models from which to choose: a 3.0-litre six cylinder turbo diesel (the 350CDI) priced from $159,200 and the top of the range CLS 63 AMG, with a 5.5-litre biturbo V8 priced from $263,500.Launched in 2004, needless to say the four-door, four seat CLS includes plenty of hi-tech toys, like the LED head lights which are the first full LED setup in the world and made up of 71 separate high output, low consumption LED globes.The CLS is also the first Benz to get lightweight, frameless aluminium doors, adaptive brakes prime themselves as soon as you remove your foot from the accelerator and the steering is now electro-mechanical instead of the old hydraulic system.There's even 11 airbags to keep you safe in the event of an accident — count them.By the way the performance pack if can you can't live without it will set you back an extra $17,900 and lifts the usual 250km/h speed limitation.TECHNOLOGYTwo other models with petrol engines are expected to arrive later in the year — the CLS 350 BlueEFFICIENCY and CLS 500 BlueEFFICIENCY.For the time being, the diesel is nice and certainly no slouch, not with 620Nm of torque on call — but the AMG, if you can afford it, is without peer.The 5.5-litre biturbo V8, a replacement for the 6.2-litre engine, produces 386kW of power and 700Nm of torque in standard form, or 410kW and 800Nm with the performance pack. That's more power and torque than the larger 6.2-litre engine, hailed as the most powerful naturally aspirated V8 in the world.Pound for pound, the new model is 35kg lighter, faster out of the gates, with 0-100km/h taking 4.4 seconds (or 4.3 seconds with the peformance pack) versus 4.5 seconds for the previous model. And, here's the good bit, it's able to do all this using 30 per cent less fuel, with consumption rated at 10.0 litres 100km vesus 14.5 for the old car.DRIVINGWhat's not to like? After driving this car I found myself wondering whether it was the V8 that I was drawn to or the car itself, or the two combined — because they're difficult to separate. The sound from the bi-turbo V8 is nothing short of glorious, providing the driver with huge reserves of power and the ability to overtake at will.But, if it was performance I was after, I found myself pondering whether it would perhaps be more prudent to buy the C63AMG, saving $100,000 and getting a smaller faster car into the bargain? But then, the V8 in the C-class is a different one. Benz actually produces five different V8s and the one in the C-class is the naturally aspirated 336kW 6.2.For those interested in economy and who isn't these days, the AMG used 14.5 litres/100km over a distance of 260km while the diesel, rated at 6.2 litres/100km, used just 6.5 litres/100km over the same distance.MERCEDES-BENZ CLS 63 AMG Price:  from $263,500Engine: 5.5-litre biturbo V8Power: 386 kW at 5250 rpmTorque: 700 Nm at 1750 - 5000 rpmTransmission: AMG SPEEDSHIFT MCT 7-speed sports transmissionFuel use: 10 l/100 kmCO2 emissions: 233 g/kmPerformance: 0-100km/h 4.4 seconds