Luxury Reviews

When grand prix superstars Lewis Hamilton and Jenson Button finish work on a Sunday afternoon they drive home in something very special.The McLaren men now have his-and-his McLaren road cars as their F1 team accelerates into the supercar business and a fresh confrontation with Ferrari. The all-new McLaren promises everything from a carbon fibre chassis and 449 kiloWatts to a full leather interior and a breakthrough Australian- developed hydraulic suspension system.It is a direct competitor for the Ferrari 458 Italia and will be on sale in Australia in October for about $500,000. The first 20 orders are already in the system at McLaren HQ in Woking, England but Carsguide cannot wait ...So I'm standing alongside Jay Leno - yes, the Tonight Show host from the USA - in the foyer at McLaren and wondering what I can expect from the supercar with the silly name. The McLaren is called the MP4-12C, a name also drawn from the company's F1 program, and I'm about to take a very exclusive test drive that combines track laps with real-world road time.I know the McLaren will be super-fast, but will it be race car crude? Can it possibly come close to the 458, which I drove just five days ago in Sydney? Will Leno defect to Ferrari after his similar drive?VALUEPutting a price on a supercar is always the toughest thing, because everyone who buys a McLaren will be a multi-millionaire and is likely to have at least four other cars in the garage.So there is a load of technology, most of the world's high-tech motoring materials, and the chance to customise the car to their exact desire. The cabin is not as instantly impressive as the 458, and misses the gorgeous smell of the Ferrari's Italian leather, but the equipment ticks all the boxes for target buyers.The base price undercuts the 458 but that's without the optional brakes, so the 12C is likely to be line-ball on the bottom line. On resale, McLaren says the results will be similar to a Ferrari, but no-one knows yet. But its big advantage is that you're very unlikely to pull up alongside another McLaren at the coffee shop on Saturday morning.TECHNOLOGYThe 12C taps all sorts of F1 technology, from its once-piece carbon chassis to the operation of the paddle-shift gearbox and even a 'brake- steer' system at the rear end that was banned in grand prix racing. There is also the brilliant hydraulic suspension that means the end of anti-roll bars and three choices of stiffness.The engine is similarly high-tech, and deliberately turbocharged to get the best efficiency in output and emissions. So the 3.8-litre V8, with a turbo for each bank of cylinders, makes 441kW at 7000 revs, 600 Newton-metres of torque at 3000-7000 revs, as well as claimed fuel economy of 11.6 litres/100km with C02 emissions of 279 grams/kilometre.The more you dig the more you find, from the air-brake rear wing to adjustable settings for the engine and suspension and stability control, and even a chassis that is so high-tech there is only two kilograms difference in the loadings on the front tyres - provided the windscreen washer bottle is full.DESIGNThe shape of the 12C is a slow burn. It seems conservative at first, at least compared with a 458 or Gallardo, but it grows on you and is likely to age well. My favourite shapes are the rear-view mirrors and the exhaust tips in the tail.Inside, the cabin is understated but well done. The seats are well shaped, the control location is excellent, and siting the aircon switches on the doors is a great move. On those doors, the scissor-lift design is brilliant, although you still have to stretch over the sills to the seats.There is also handy luggage space in the nose but, for me, the text in the dash is too small, the operation of the paddle shift requires too much effort and the brake pedal is too small for left-foot operation.I'd also like to see warning lights as you approach the 8500 redline, and not just a small green arrow hinting at an upshift.SAFETYThere will never be an ANCAP safety score for the 12C, but McLaren has an impressive answer to my safety question. It used the same car for all three compulsory front-end crash tests and only had to replace the collapsible impact sections and body panels - without even breaking the windscreen.It also comes with the ABS necessary for sales in Australia and one of the most high-tech stability control systems in the world, as well as front and side airbags.DRIVINGThe McLaren is a great drive. It is racecar quick and responsive on a track, yet sublimely quiet and comfortable on ordinary roads. The best things on the road are the great view over the super-low nose, the mid-range surge from the turbo V8, the overall refinement and the impressive quietness.This really is a car you could drive every day, leaving it in full- auto settings for commuting or relaxing for a long interstate haul. The suspension is so smooth and soft and compliant it sets a new standard for supercars, and even appliances like the Toyota Camry.There is some turbo lag below 4000 revs, one of the 12C test cars had a metallic graunching noise in the front suspension, and a change of suppliers means there is no chance to check the infotainment system.I would also prefer a lighter touch on the paddle shift, a bigger brake pedal and perhaps some upshift warning lights in the - brilliantly shaped - steering wheel.On the track, the McLaren is sensational. It is so, so fast - 3.3 seconds to 100km/h, top speed of 330km/h - but ridiculously easy to drive. You can go easily fast enough in full auto settings but switch to the track positions and the 12C has limits well beyond the reach of even talented drivers.But there is an elephant in the room, and it's called the Ferrari 458. Driven so soon after the Italian hero, I can say the McLaren is not as emotional or challenging or smile making as its rival. The 12C feels faster on the track, and is definitely more relaxed on the road, which means it should win any comparison.But there are people who want the badge and the theatre that comes with the 458.VERDICTThe McLaren ticks all the supercar boxes. It is bold, fast, rewarding and - ultimately - a great drive. The 12C - despite that name - is also a car for every day and every job. It can dribble to the shops and it can also make you feel like an F1 star on the track.But there is always that Ferrari lurking in the background, so you have to consider the 458. For me, the bottom line is the difference between lust and love.The Ferrari is a car you desire to drive, have to thrash, want to enjoy, and need to show off to your friends. The McLaren is more low-key, yet probably a touch quicker, and a car which would get better over time - instead of bringing headaches.So, for me and provided I could get a couple of little things tweaked, the McLaren MP4-12C is the winner.And, just for the record, Hamilton has chosen racer red paint for his 12C while Button prefers basic black, and Jay Leno has gone for volcanic orange. Mine? I'd take it in McLaren's classic racing orange, with the sports pack and black wheels.McLaren MP4-12CEngine: 3.8-litre, twin-turbo V8, 441kW/600NmBody: Two-door coupeWeight: 1435kgTransmission: 7-speed DSG, rear-wheel driveThirst: 11.6L/100km, 98RON, CO2 279g/km

BMW's new second-generation X3 mid-size luxury SUV is all about more and less and Audi's segment-leading Q5 is squarely in its sights. In the "more" department, there is more standard and optional technology, more exterior size and interior space and more value for money while on the "less" side of the ledger - at least for two of the models - less money is required to put one in your garage and less fuel is required to run them. The new Beemer is longer than the outgoing model, wider and taller - nearly as big as the original X5. There is a 40/20/40 split-fold rear-seat arrangement and with the seats occupied, 550 litres of luggage space nearly three times that with the seat backs down. For the new range, there are three models each starting their moniker with xDrive. The entry-level offering is the $62,200 turbo-diesel-powered 20d and it is followed by the 28i at $71,900 and the range-topper is the 30d turbo-diesel with its $74,900 price tag.All three have the latest eight-speed ZF automatic transmission. The entry-level model's $62,200 pricing is unchanged (with more kit), the 28i is $3400 less than before and 30d has been cut by $2500 (with $10K more kit).The 20d and the 28i are available now with the 30d is a couple of months away. The 20d runs a powerful 2.0-litre, four-cylinder, turbo-diesel engine with 135kW/380Nm. Claimed fuel consumption is 5.6litres/100km. Opt for the only petrol-powered X3 in the range - the 28i - and you'll have at your disposal a 3.0-litre straight-six engine that is good for 190kW/310Nm. Buyers of the 30d can look forward to 190kW/560Nm. New styling gives X3 a stronger road presence. All three models come with an impressive array of fancy hi-tech goodies and the two diesel models have a BMW "first" - an idle/stop system for an automatic vehicle. All three versions are fitted with a brake-energy-regeneration system to save fuel. Other across-the-range standard kit includes BMW's latest iDrive driver interface, a reversing camera, a high-resolution 6.5-inch colour screen, aluminium roof rails, USB audio and Bluetooth mobile-phone connectivity, dual-zone automatic climate-control air conditioning, electric power steering, keyless entry. Electronic driver-aids include a permanent four-wheel-drive system that ensures variable torque distribution between the front-and-rear axles. It's linked to the vehicle's dynamic stability-control system. There is an new suspension set-up that has noticeable improved ride and handling and fuel-saving electric power steering is a "first" for a BMW xDrive model. Out on the road during the media-launch drive program the two models we sampled - the 20d and the 28i - proved themselves to be impressive performers with excellent overall driving dynamics. For its part, the two-litre turbo-diesel version did its best work climbing hills and overtaking in third or fourth gears using manual shifting. The three-litre petrol version also performed impressively and BMW engineers are to be commended for the fuel-economy gains and handling improvements they have achieved. Both models are noticeably quieter and comfort levels have also been improved.

Don't suggest the Audi Q3 is an expensive VW Tiguan. Audi doesn't like it.

The Golf GTI Edition 35 is the celebration of 35 years of one of the best-known and loved acronyms in motoring. But it may never have happened if Volkswagen hadn't paid attention to the internet forums of fans.Eike Wessel, the man in charge of the GTI 35 project says new models are sometimes decided by the bosses, sometimes by the workers, but this was endorsed by the fans."We decided in December 2009 to have an anniversary model, so we checked internet fan forums and it was clear the fans expected a 35 model," he says.More than giving birth to the notion of an anniversary model, the internet forums also "decided" some of the finer details such as the "tartan" patterned cloth seats of the original Mk 1 Golf GTI and an apt power output of 235 horsepower (173kW), says Wessel.VALUEThe 35 will arrive in the fourth quarter of this year, says Volkswagen Group Australia spokesman Karl Gehling.But he's coy about price, indicating it will be positioned between the five-door GTI ($40,490) and R 4Motion ($49,990). He says no decision has yet been made.He says it will come with limited options apart from leather trim, transmission (6-speed manual or DSG) and some extras such as satnav. It will compete in the market against the Mazda3 MPS ($38,435-$41,915), Renault Megane RS250 Trophee ($46,990), Focus XR5 ($36,490) and Honda Civic Type R ($39,990).Gehling says it will not be a limited edition model, but numbers will be restricted by production and high demand, making the model an "instant collectable".TECHNOLOGYSurprisingly, the 35 is powered by a detuned R motor (two-litre turbocharged EA113), rather than a re-mapped GTI engine. While the GTI has output of 155kW and the R 188kW, the 35 sits slap bang in the middle with 173kW.VW's engineers apparently spent some time getting the sucking and blowing noises just right, with a deep burble and booming burp on downshifts somewhere between the sounds of the GTI and the R, says Wessel. Like the GTI, it is front-wheel drive, not AWD like the R.The XDS electronic diff lock on the front brakes inside wheelspin for sharp handling and control and may also be a factor in almost eliminating torque steer. It runs 15mm lower to the ground like the GTI with suspension and other mechanical details also the same. The differences are largely cosmetic.DESIGNFortunately, the designers sat on their hands, rather than going berserk with sporty trims and badging like the Renault Megane RS with its garish yellow seat belts. In fact, the seat belts get a fine red border. Taste and discretion is the order of the day, here.Most importantly, the designers have gone back to the original, almost austere GTI interior, and borrowed several design elements. These include the golf-ball-style dimpled gearshift and the tartan cloth seats.Outside, there are small "35" badges on the front fenders, gloss black wing mirrors, smoked taillights, new wheel designs and slightly remodelled bumper with bigger air ducts. Only GTI "anoraks" will recognise it as a special model.SAFETYThe ESP system can be totally disabled, but will reignite when you touch the brakes. This is now standard across all new models. Yet the multi-link suspension and well-sorted chassis mean the ESP system is rarely invoked, anyway. It comes with the same suite of safety gear as the GTI including the seventh airbag to protect the driver's knees.DRIVINGI may be one of the few Australians who will ever be able to swear on a stack of Bibles that the top speed of the GTI Edition 35 is 247km/h as claimed.On the unrestricted speed zones of the autobahn between Frankfurt and Nurburg, the 35 willingly opened up to 247km/h, pulling mightily from 150km/h in sixth gear. In Australia, there may never be any need to use that final ratio.At those go-straight-to-jail-speeds, the Edition 35 is rock-solid stable and feels safe and quiet. We didn't even need to raise our voices to be heard over the wind and road noise. However, on Australia's coarse-chip tarmac, that may not be the case.The engine feels tractable in all gears with a hefty 300Nm of torque and a lazy, unfussed feeling of getting things done. No fizzing, popping and high-revving required. Similarly, the suspension gets things done with a minimum of fuss and bother.It keeps its wheels on the ground and the car balanced and poised in all conditions without having to pummel your kidneys into submission, even when the "sport" suspension mode is selected. Again, this may feel different on the far-less-smooth Australian roads.VERDICTSpecial editions seem to hold their value better than standard models, so this tasteful GTI Edition 35 should be good buying. The extra oomph from the detuned R engine, the tasteful cosmetic touches and its intrinsic value should justify the extra coin.

When it came time to replace its Murcielago supercar, Lamborghini knew it had its work cut out. As awesome as the big V12 monster was to drive, it could be a handful in the corners, its chromolly tube chassis was dated and its fuel consumption was gargantuan.In Lamborghini president Stephan Winkelmann’s words, the Italian maker needed to leap ahead two full generations if it wanted to position itself at the forefront of the supercar world. Australians will see the results of Lamborghini’s efforts at this week’s Australian International Motor Show when the Aventador LP700-4 is revealed for the first time locally, but Carsguide has already driven the stunning high-performance machine in Europe.The exotically-named Aventador highlights four key technologies, all aimed at delivering raw speed: a sophisticated new electronics system, a clever seven-speed sequential gearbox, a brand-new V12 engine, and an all-carbon chassis.The result is a car that’s fast in a way that’s difficult to comprehend. It nails 0-100km/h in just 2.9 seconds, runs to a top speed of 350km/h and, thanks in part to Australia’s punitive luxury car tax, will cost the better part of a million dollars to drive away.VALUEAny time you get asked to hand over $754,600 for a car as opposed to a mansion, it’s difficult to work out whether it represents value or not, even bearing in mind that taxes account for in excess of $210K of that asking price.But cars like the Aventador sell to a clientele that recognizes and values the exclusivity of such a machine, both in terms of the limited numbers sold, and in its status at the very top of the performance tree. And, to be perfectly honest, there’s nothing out there that’s quite like the Aventador.Ferrari quit the mid-engined supercar business after the TestaRossa and now sells its V12s as front-engined grand tourers (even if the 599 GTO is an awesome machine). Nor does anything else have this level of carbon-fibre technology as its core. The rare as hens-teeth Pagani Zonda and upcoming McLaren MP4-12C both make extensive use of carbon technology, but both cars are a generation behind what Lamborghini is offering.Despite the price, you don’t get limousine-like features inside the cabin, which is best described as comfortably functional. But where the Aventador excels is in developing enormous amounts of power and character, and delivering both brilliantly.TECHNOLOGYFirstly, the Aventador uses not one, but three different carbon-fibre technologies to create a chassis that is not only light, but so stiff that it passes the FIA’s current GT racing roof crush test without a roll cage.The basis of this strength is an in-house technology called ‘RTM Lambo’ that needs a lot less heat and preparation time than other carbon-fibre manufacturing techniques. That’s backed up with tubular, braided carbon that is used to add strength in the windscreen pillars and along the sills, while more traditional carbon is used for the roof and windscreen pillar surfaces.This magical material has resulted in a chassis that weighs just 175kg yet is so strong that it requires 33 tonnes of force on one corner to make it bend a single degree. It’s also been designed with ease of driving and building in mind, so both left- and right-hand drive buyers can sit straight, where the old car made them twist inwards a fraction.But Lamborghini hasn’t stopped at the Aventador’s body. The car also features a race-bred pushrod suspension, with the dampers and springs sitting inboard instead of out by the wheels; an electrical system capable of processing half a billion calculations a second; and a lighter, faster all-wheel drive system.There’s also a clever seven-speed automated-manual gearbox that reshuffles the traditional gear pairings so the computer can disengage one gear as it’s engaging the next one, all in just 0.05 seconds. That’s a touch slower than the fastest twin clutch gearboxes, but few will argue it’s tardy. It’s also brilliantly designed, weighing basically the same as the old ‘box, even with an extra gear.Sadly, the new system heralds the demise of Lamborghini’s classic open-gate manual gearshift.And then, of course, there’s the engine. At 6.5-litres it’s about the same size as the Murcielago’s V12, but the Aventador’s engine is all new and shares not a single screw with the old car. It produces 515kW at 8250rpm and 690Nm at 5500rpm, but the numbers just don’t do it justice…DESIGNIf the Aventador’s look seems a little familiar, it’s probably because Lamborghini admits that’s a what it wanted. The company stretched the bounds of what it could manufacture in low volumes with its Reventon art car, and the Aventador is a little more conservative than that, but still clearly from the same design family. Inside, the story isn’t as convincing as the bodywork.There’s a very high centre console, complete with a flip-up cover for the start button, but many of the standard materials don’t feel like they belong in a car costing this much. Customisation options means you can change them for much classier materials, but that’s an extra cost…SAFETYTestament to the inherent strength of carbon-fibre tubs such as that at the heart of the Aventador is seen from time to time when F1 drivers emerge unscathed from enormous crashes. Lamborghini insists the same strength is part of the Aventador’s DNA, pointing to the first rear crash test, which the car survived so well that engineers effectively replaced some panels and turned the same car around to do the side impact test as well.We’ll probably have to take their word for it, too, because at these prices Australian safety authorities are unlikely to be slamming one into a wall any time soon. Regardless of its crash performance, the Aventador comes with the sort of active safety arsenal – enormous, sticky Pirelli tyres, 400mm carbon-ceramic front brakes and enough grip to hurt the necks of the unwise – that it’s hard to imagine how you’d crash one in the first place. Except through massive over-enthusiasm.DRIVEThat V12 fires up instantly to give you a constant baseline of stomach-rumbling tension, even at idle. Yet, there are no histrionics from it and it will happily burst off the line from cold or just cruise in heavy traffic without tickling the temperature gauge.The beautifully trimmed and snugly supportive sports seats are perfectly aligned in the straight ahead (trust me, it’s unusual in this style of car), though right-hand drive cars do suffer a bit of intrusion into the footwell from the front wheelarch. Blip the throttle and the revs explode skywards, so that anybody somehow oblivious to the stunning exterior shape is instantly aware of the beast’s presence.With a fury of sound and revs and very little wheelspin thanks to its launch control system, the Aventador takes advantage of huge power and light weight (it’s only 1575kg) to explode off the line. You feel like you’ve been pinned to the seat by the hand of a giant. The steering, even in a straight line, comes alive with the action and, before you can comprehend it, the Aventador is demanding second gear.Pull the little alloy paddle back behind the steering wheel and there’s a precise mechanical craaack, accompanied by a faint jolt before you continue, jet-like, towards the horizon.Of course, going fast in a straight line isn’t a particularly difficult. Going around corners at speed is much more challenging, and Lamborghini has it overwhelmingly right. This car is alive in corners and shrinks around you the harder you drive it.It has three driving modes that each change its character subtly. The basic Strada mode is quieter, with a slower shift speed and predictable understeer-at-the-limit handling; Sport gives you faster shifts, more exhaust noise and handling that tends to oversteer at the limit; while Corsa unleashes the Aventador to go at its absolute fastest.Curiously, it also rides stupendously well and handles in a completely different way to the Murcielago. The old car used to frighten people into submission. The Aventador is no less of an event, but feels infinitely more trustworthy, constantly inviting the driver to push harder. Running through fast corners is like being in the ball on the end of the string. There’s nothing it doesn’t do brilliantly.VERDICTIt’s a truly astonishing car, the Aventador LP700-4. It’s clearly the best supercar money can buy today and, with more tweaks to come (magnetic-ride suspension, lighter body panels and direct fuel injection to name just three), it should stay that way for a long time. Lamborghini could have rested on its laurels, safe in the knowledge that nobody else builds this sort of car anymore.It didn’t. It’s a game changer for Lamborghini, pushing the company forward as an industry leader in electronics, in carbon-fibre and gearbox innovation while reinforcing its superfast, supersexy reputation. And it’s brilliant.Lamborghini Aventador LP700-4Price: $754,600 plus on roadsWarranty: 3 years unlimitedResale: N/AService Interval: 15,000kmEngine: 6.5-litre, naturally aspirated V12, all alloy, 48-valvesPower: 515kW at 8250rpm, 690Nm at 5500rpmBody: two-door coupe, carbon-fibre chassisWeight: 1575kgTransmission: seven-speed Independent Shifting Rods (ISR) sequential gearboxThirst: 17.2 L/100km + 398g/km CO2

IT'S the eyes that get you. Pulled back teardrops that look daggers at the road, stare threateningly at other road users. The narrow, swept-back headlights come from big sister, the four-door Rapide. The use of these lenses on this car - the Virage - is more than coincidence or even cost-saving. It's the visible DNA that bonds the two latest Aston Martin models.Virage is the most recent "V" word to wear the Aston badge and though it is undoubtedly a stunning statement in metal, its inclusion in the marque's range initially seems excessive. Aston Martin disagrees. Spokesman for the company in Australia, Marcel Fabris, says the Virage plugs any gaps in Aston Martin buyers' minds."It is less formidable in terms of power, transmission delivery and ride than the DBS but more on edge than the DB9." he says.That's exactly how it feels, too. The problem isn't that there are three similar models in Aston's tight model range, but the fact that the Virage is the best. Of course that's Aston's problem - not mine.VALUEFor the price of an apartment, the Virage is excessive. Compared with other handbuilt exotica on wheels, it's not bad. You be the judge. It costs $371,300 and that's a $17,742 premium on the DB9 and yet a whopping $106,293 cheaper than the DBS. The Virage gets carbon-ceramic rotors the size of dinner plates, a superior Garmin sat-nav system that's both easier to use and clearer than Aston's previous efforts, plus 20-inch wheels and a leather-alcantara cabin.DESIGNBeautiful. Nothing is better than this and even though Jaguar gets close, the Aston DB9 styling will wear the sash and crown at any beauty pageant. Put a bikini on it and you'd marry it.Pragmatists will argue that it's a lot of car with a small cabin. Like I care.Truthfully, there are four seats but unless you are a sadist, the Virage will carry only two people. Though perhaps the two deeply-dished and leather trimmed indents in the back would suit small children, maybe a dog. Did I mention it is beautiful?TECHNOLOGYI used to favour Aston's V8 Vantage over the DB9's V12. Basically, the V8-engined models felt more nimble and needed less correction through corners. That was then. The 5.9-litre V12 has become silkier and more responsive to the right foot. In becoming less lethargic, it has changed the dynamics of the car and in the Virage, accents more than ever how accurate this car can be punched into a corner and how balanced it sits on exit.It packs ZF's six-speed automatic, its response times heightened by touching the "sport" button and over-riding the gearchanges with the steering wheel-mounted paddles. I prefer this box to the automated manual in the Vantage S because it is significantly smoother to drive and easier to live with while trawling the traffic lanes.SAFETYOnly four airbags? For $371,300 (plus onroad costs)? No crash-safety rating? Are you being ripped off, thrust into an unsafe car that can rip black marks down a road at blinding speeds yet may have the impact protection of a Vespa. Manufacturers of exotica tend not to hand over a car to crush. So it's hard to offer a safety benchmark without comparatives. You be the judge.DRIVINGThe car has been around for about six years. If it was any other make, it'll be over the hill by now. But the Virage - nee DB9 and DBS - is still freshly styled and competitive both in performance and price.It's just that I am not excited by looking at the same dashboard, year after year. Perhaps I long for a gearshifter to plunge forward and back in tune with various engine screams, rather than politely press acrylic buttons on the upper dashboard. But I will never, never lose the thrill of that eruption when the V12 fires up in the morning.Get over the scary fact that there's a long bonnet out there and that curious fellow motorists may want to come closer for a better look and you can quickly become used to the way the Virage cossets the driver.The seats wrap and warm the body, the steering wheel falls firmly to hand and the magnesium shifters sprouting from behind the steering wheel click audibly at the touch of your fingers. It's a sensory ride.Sports car suspension - such as the DBS - is usually abrupt and harshly stabs the kidneys. The Virage is softer, with push-button adjustment from firm-ish to really firm, depending on your mood, the road, the weather and your kidney's condition.Everything about the car is pin sharp - it turns instinctively, reacts instantly to your lightest touch and is always pumping out that rich V12 yowl.VERDICTYes, Aston. You make beautiful cars. Now get over it - only a handful of us can afford this. It's a selfish two-seater (plus dog and cat) made for deserted winding roads in cool climates. Aston has a few on the boat and they're all sold - mostly at the expense of the DBS that may be a bit too hardcore for city driving. The Virage is Aston's big-coupe future and more than the other Aston Martin models, follows the owner-friendly line of the Rapide.ASTON MARTIN VIRAGEPrice: $371,300Warranty: 3 years, 100,000km, roadside assistResale: 64%Service interval: 15,000km or 12 monthsEconomy: 15.5 l/100km; 367g/km CO2Safety equipment: four airbags, ESC, ABS, EBD, EBA, TC.Crash rating: N/AEngine: 365kW/570Nm 5.9-litre V12 petrolTransmission: Six-speed sequential automaticBody: 2-door, 2+2 seatsDimensions: 4703 (L); 1904mm (W); 1282mm (H); 2740mm (WB)Weight: 1785kgTyres: size (ft) 245/35R20 (rr) 295/30R20, no spare tyre

The Porsche Boxster is a fine roadster, always has been. But over those seasons from 1996 to now, the two-seater has morphed into something more special yet again.It now sits on the road as a Porsche in its own right, rather than a cheaper Porsche to shore up the German factory's coffers. The Boxster, even if once dismissed by some as a poor man's 911 and too much a fashion statement for some, has proved worthy of the legendary marque.Today's Boxster offers a fine and sporting experience, quick motoring with experiences as sublime as Porsche's 911.VALUEAt $106,100, a Boxster is not the cheapest soft top on the market. There are others, in the main good cars, such as Mazda's endearing MX5 and the sharp-edged Nissan 370 roadster to consider.But the cachet and the competence of the two-seater Porsche at this price is hard to pass; the Boxster's value lays in a driving experience and refinement which bests many higher-priced machines. Standard features today include the 'communication management' system in the centre console, heated seats and rear park sensors in a well-built and refined sports machine.TECHNOLOGYPorsche link this car back to the 550 Spyder, the 1950s lightweight roadster designed for competition. So this reincarnation is a light, mid-engined, rear-drive sportscar, these days with Porsche Sports Management system to keep the Boxster on the straight ahead.PSM monitors a host of the car's movements, forwards and sideways, sorting out traction, oversteer and understeer. It can be deactivated and the optional $2690 Sports Chrono package allows for higher thresholds of deviance before rebalancing the car.

PEOPLE who say you cannot teach an old dog new tricks have not spent any time with the Ferrari 458 Italia. It's a car that absolutely forces you to think again. And again.The latest Ferrari frontrunner is a supercar with a capital S, yet also refined and luxurious and easy - yes, easy - to drive. It's so easy and so good that it has changed this old dog from a Porsche lover into a major-league Ferrari fan.You know the question about cars for lottery wins? Well, until this week my answer was always the same - the fastest Porsche in the business, probably a 911 GT2 RS. Not now.The only real challenger to the 458, if there is one, is the all-new McLaren MP4-12C that's coming to Australia later this year.VALUEWhat can you say about a car that costs a minimum - yes, minimum - of $526,950 and competes for attention with big boy toys like boats and holiday houses and not much else unless you're talking about helicopters and private planes? The 458 Italia is massively costly, even in the rare air at the top end of the sports car business.There are other go-fast two-seaters that cost more, including the ridiculously expensive Bugatti Veyron that cannot come to Australia - no right-side steering despite a $1.2 million showroom sticker - but few that deliver the same sort of bang- for-your-buck return. The Ferrari is genuinely hand built at Maranello in Italy using huge lashing s of the most exotic and costly materials, dominated by aluminium and carbon fibre, and the Australian specification includes carbon-ceramic brakes and even an SUV-style rear-view camera.The final finishing also means choices in everything from seat sizes to leather treatments and all the rest. The 458 is stupidly costly compared to a Hyundai i20 that can also deliver you to the shops and work without fuss or trouble, or even a jet-quick, track-focussed Nissan GT-R. But when I hear that 458 customers typically spend $180,000 on extras, any value discussion evaporates. With this car, if you can then you do.TECHNOLOGYLots of rubbish is sprouted about F1 technology in road cars, but the 458 has heaps. There are active aero parts that change shape at speed, a V8 engine with 419 kiloWatts and 540 Newton-metres of torque from just 4.5 litres, an F1-style seven-speed paddle-shift gearbox, a competition- focussed differential and magnetically-adjusted race-style suspensi on. Even the steering wheel is high-tech - and the home for the wiper and turn-signal switches - with F1-style lights to signal the need for an upchange.DESIGNThe 458 is gorgeous. Simple as that. The Pininfarina design house has created a shape that is both elegant and effective, and the cabin is both driver-focussed and luxurious. Older Ferraris were awful inside and required all sorts of contortions to drive, while some of the recent efforts - the Enzo and even the new FF - challenged conventional ideas on beauty. Not the 458. It's both a looker and a worker.SAFETYHow do you really know when even the cashed-up Euro NCAP organisation cannot buy a 458 for its independent crash testing? Not that Ferrari would sell a car to have it destroyed ... On the crash-avoidance scale it rates incredibly highly, thanks to great brakes, superb steering and massive cornering grip, and what other driver is going to want to get tangled in the drama, paperwork and insurance claims of a crash?DRIVINGI don't drive the Ferrari all that far, or all that fast, but it's not necessary. In less than six hours on familiar roads in and around Sydney the 458 wins me over completely. The first 500 metres proves the Italians have tamed the beast inside the 458 but left it on a short leash for the times .. well, you know.It will trickle happily in traffic, has surprisingly supple suspension - at least, using the 'bumpy road' setting that's totally appropriate for these patchy and potholed streets - and is equipped with comfy seats, great aircon and a wonderful soundtrack from its blaring exhaust.I lash out a couple of times to sample the claimed 3.4-second sprint to 100km/h, but not the 325km/h - that's 202 miles-an-hour - top speed, and also hussle through some corners and give the brakes a bit of a punish. But the 458 is never remotely troubled and switches straight back from F1 fast to Hyundai humble in a flash.I admit there are some moments in the Harbour Tunnel, with the cruise control locked below the legal limit, that I tickle the seven-speed twin-clutch gearbox just to hear the wonderful music the car makes. I am also absorbed by the luxury, enjoy the technology and feel of the wheel, and feel flat-out scared as I edge through a two-small parking garage.There is no sign of the 'small man' signals I expect, but perhaps that's because the car is yellow and not look-at-me Ferrari red. The 458 reminds me so much of my best mate, Mark. He's one of those blokes who is wonderfully mannered, relaxed, refined, smart and great company, but quite capable of making the difference - in your favour - if things really turn nasty. In the Italia you can be cruising happily at 60km/h in stop-start traffic knowing - hoping?- that if the road ahead unravelled into a grand prix track the car would be just as good. No, it would be far, far, far better and better than even the most talented non-race drivers. The 458 is a car you can love. And I do.VERDICTAn utterly brilliant drive and a landmark car. The only reason it doesn't get a perfect score - yet - is its price and an upcoming run in a McLaren MP4-12C. Then we'll know ...FERRARI 458 ITALIAPrice: from $526,950Safety: Not tested by NCAPEngine: 4.5-litre, V8 petrol, 419kW/540NmBody: two-door coupeWeight: 1485kgTransmission: seven-speed dual-clutch manual, rear-wheel driveThirst: 13.3L/100km, CO2 307g/km"Would you? Of course you would."

It wasn't so long ago that Saab was for all intents and purposes dead in the water.Dumped by General Motors during the financial crisis, it was eventually bailed out by German sports car maker Spyker which has in turn joined with a Chinese company Hawtai Motor Group with a guarantee of substantial financial support in return for shared technology.It's all a bit confusing really, apart from the fact that Saab is back and back with an all new resuscitated 9-5. So what? I hear you say. They couldn't get it right the first time what makes you think they'll do any better this time around?The short answer to that question is that the new and improved 9-5 ain't half bad.It's not going to set the world on fire but it is definitely appealing, with its long bonnet and swept back windscreen.The 9-5 has plenty of cache for the price and is a genuine alternative to mainstream Audi's, Benzes and BMWs.Going forward, however, Saab needs to work on putting some distance between its cars and those of the opposition.It needs to emphasise the points of difference that make a Saab a Saab, like returning the ignition key to its rightful place between the front seats. That's what will sell cars.DESIGNBuilt on GM's Epsilon platform, the new 9-5 is a much larger, more substantial offering than before.It's 172mm longer than the first generation 9-5 and, more importantly, 361mm longer its sibling the 9-3. Previously the two models were far too close in size.Suprisingly, the 9-5 is longer and wider than the Mercedes E-Class, although the Benz boasts a longer wheelbase.In keeping with its aircraft heritage, the car's interior features green instrumentation, with some aviation cues like the horizon-style speed gauge and the night panel button that knocks out all but essential instrument lighting at night.Ironically the speed gauge is not necessary because the holographic head-up display projects the car's current speed in the lower part of the windscreen.The interior is light and bright and friendly, with clean unclutterred styling and easy to read instruments.The centre console is dominated by a large touch screen navigation screen with a an upmarket Harmon Kardon sound system and 10Gb hard drive.Bluetooth, park assist, bi-xenon lights, automatic lights and wipers and heated front seats are all standard.TECHNOLOGYMotivation in the Vector model is provided by a 2.0-litre turbo charged petrol engine that delivers 162kW of power and 350Nm of torque from 2500 revs.It's good for 9.4 litres/100km and will do the dash from 0-100km/h in 8.5 seconds, with a top speed of 235km/h.The four cylinder engine is hooked up to a 6-speed Japanese Aisin transmission, with the option to change gears manually via the shifter or steering wheel mounted paddles.For another $2500 the optional DriveSense chassis control system provides intelligent, sport and comfort modes _ but we reckon sporty doesn't feel all that sporty.DRIVINGPerformance is brisk but the turbocharger has trouble keeping up with the demands of the throttle. Although traction control is fitted, the front wheels tend to scramble for traction, especially in the wet.VERDICT The 9-5 is an appealing car, but we're hoping there's better things to come yet as Saab seeks to redefine its identity. The 9-5 Turbo4 Vector sedan is priced from $75,900.

Mini Cooper S Chilli and Audi A1 Sport go head-to-head in this comparative review.