Luxury Reviews

Reality check time. Do you really need all wheel drive on your new SUV? Probably not....That's why sales of two wheel drive SUVs are growing fast as buyers analyse exactly what they want from their vehicle and realise they don't need all wheel drive - ever. Volvo has just introduced a two wheel (front) drive XC60 T5 model to its medium SUV range and apart from being the most affordable at $54,150, it is also one of the most enjoyable.TECHNOLOGYIt's because the T5 has Volvo's excellent new GTDi 2.0-litre, direct injection, turbo petrol four cylinder under the bonnet. This is similar to the engine Ford will (eventually) put in Falcon. This engine is the strong and silent type generating a handy 177kW/320Nm, the latter at a readily accessible 1800rpm.It uses a new type of turbo made from sheet metal that is light and boosts efficiency. Drive goes to the front wheels via a six-speed Powershift `manumatic' dual-clutch transmission. It rates as one of the best transmissions in a mainstream car right now with smooth operation and no hesitation as well a fuel economy benefits.SAFETYSafety is of the highest order offering five star protection thanks to a slew of features and systems designed to mitigate a crash or avoid one in the first place. Volvo is (still) a leader in this area and the XC60 T5 has plenty to offer, more if you are prepared to pay for it.Even in basic form, you get `City Safe' that helps avoid hitting a pedestrian, roll over mitigation, stability control, a reinforced chassis, rear park assist and multiple air bags among the safety inventory. A number of optional packages will elevate primary and secondary safety to a much higher level as is the case with luxury equipment.DESIGNThe vehicle is good looking and offers a high level of comfort and surprisingly good dynamics given its height and 1740kg weight. Seats for five are provided with a decent load space in the rear. It will tow up to 1800kg with a braked trailer.DRIVINGWe found the standard spec' test car to be totally acceptable in the comfort department with leather upholstery, Bluetooth phone and audio streaming, an impressive audio system with Harman Kardon speakers, climate control, new centre stack, cruise, rain sensor, auto lights and 17-inch alloys. Start ticking the boxes and you can customise your T5 to your hearts content - well almost.We wouldn't bother. At 8.7-litres/100km from the GTDi engine, the benefit of turbodiesel begins to come into question. We actually bettered this figure with freeway and urban driving. Performance is strong across a wide rev range and the engine is practically imperceptible at any speed. It's good for an 8.1 second 0-100kmh sprint and passes Euro 5 emissions regulations.VERDICTWe have driven a few examples of the XC60 in the past including the diesel and this one is the pick unless you really must have all wheel drive for towing a boat up a ramp. So what you have here is an alternative to the other prestige European mid-size SUVs or wagons at a considerable saving.VOLVO XC60 T5 2WDPrice: $54,150Engine: 2.0-litre 4-cyl turbo-petrol, 177kW/320NmTrans: Six-speed dual-clutch automaticEconomy: 8.7-litres/100kmCrash rating: 5 stars

Many competitors are now offering cheaper two-wheel models and the move will enable the company to offer the offroader at a price expected to be less than $30,000.

THIS Porsche 911 Carrera GTS Cabriolet does not have stereo controls on the steering wheel.Imagine this! In a $300,000 motor car a driver has to reach across and twirl an old-fashioned knob to adjust volume. What in Henry Ford's name are these people thinking?Well maybe, just maybe, the folk in Stuttgart are thinking that anyone smart enough _ in soul and savings _ to buy one of these machines is a tad more interested in listening to the sounds of that rear-mounted motor than Johnny Be Good. Or that anyone smart enough to buy a Carrerra GTS can probably function on more than one plane at the one moment.This is not a Playstation car. It is far more involving than that, far more involved. And yet for all the fury available the GTS is a sweet, well-mannered beast that sits most handsome in the middle of the current 911 pack.VALUEThe GTS Cabrio is one of today's best incarnations of the 911 range. Add a Carrera 4 body to the rear-drive 911, lift power to an even 300kW, add some RS Spyder wheels and here's an impressive Porsche. It is simple, elegant and with more sports character than most. These are the prices for Maseratis and the like; Ferraris are more expensive. Hard to put a value on exclusivity plus engineering.TECHNOLOGYThe 911 3.8 litre's flat six here takes on redesigned intake manifold, modified cylinder heads and engine electronics to gain the GTS 17kW over a 'standard' Carrera.There's Porsche's suspension management system, Porsche's stability management helping out a chassis design that's been refined and refined over decades. (Even if the business of having an engine hanging out the back is a bit old-tech.) The rear track is 32 mm wider than a Carrera S, allowing for extra driver confidence and speed under cornering.DESIGNGo ahead and stare. This is one of the finest-looking, most handsome of 911s to hit the road with simple and bold lines, an elegant sufficiency.Some of this drooling may be prompted by this particular Cabrio being dressed in white with black roof and black wheels adding contrast.The GTS sits wider at the rear with the body 44 mm wider than a Carrera S but the interior is familiar, comfortable and sporting. "When you hold your breath you should at least be able to do so in comfort," notes Porsche's Rolf Frech.SAFETYAlong with Porsche's primary safety features - great chassis management, great brakes and steering _ there's the electronic aids of stability management system, six airbags and pop-up roll bars for the Cabrio.DRIVINGA Porsche 911 never fails to delight and this GTS proves, yet again, how great sports machines can bring life to the most jaded of motorists, adrenalin flowing as the car heads toward the next turn.Down a gear, maybe two, a little brake and turn. Into corner, car and driver balanced between throttle and wheel. Almost out and into the throttle as the machine squats and heads into the sunset.It is not always about driving fast, even if the GTS Cabrio can top 300km/h and jump from 0 to 100km/h in 4.4 seconds. It is not always about cornering with confidence at inordinate speeds and setting brilliant point-to-point times over lonely country roads.Indeed the Cabrio is one of those super cars just as happy about a run to the corner shop. It is always tractable, easy to use in city traffic while remaining a very special car.For there is something, almost intangible, about how the sum of these parts come together in a package that always feels alive, always communicative.Fast or slow, the 911 is forever talking to the driver, whether through that perfectly weighted steering and balanced chassis _ for smooth and linear progress through turns _ or the bark from that engine when prodded _ for smooth and smart progress well past Australian speed limits.It is this balance of power and prowess which makes an ordinary driver look and feel special. And this particular Cabrio ran the optional seven-speed PDK transmission, one of the slickest, most adaptive autos on the planet; this, plus the optional Sport Chrono package, sharpens the experience further with millisecond gear changes and more dynamic engine responses.VERDICTHard to be objective here. Porsche's sporting heritage, the 911 GTS Cabrio's style and punch combine to produce one of the best sports cars, albeit one of the more expensive, for many a day.

IF the music is too loud you're too old. The same goes if the springs are too stiff. While I can always turn down the volume on the audio, I'm simply way too old for the highly-sprung Renault Clio Sport 200 Gordini Edition. This is a car aimed more at the cashed-up youth market who can still get away with wearing American basketball gear.VALUEAt $39,140, it's not cheap for a manual three-door hatch, but it's more powerful and cheaper than the Mini Cooper S and Honda Civic Type R and a bit more expensive and less powerful than a Golf GTI. There is a stack of kit in the car with cruise and speed limiter control, multi-function trip computer, climate airconditioning, streaming audio Bluetooth, aux and USB inputs, full-leather trim, cornering lights and auto lights/wipers.TECHNOLOGYAlthough it bears the name of Renault's famous engine tuner, this is really an exercise in styling, rather than a tuning. It has the same engine output as the other Clio RS models.DESIGNIt's like stepping out in a nice suit while wearing brightly coloured sandshoes. It just doesn't work and I certainly don't fit the profile of the "average" Gordini driver. However, you would feel quite at home with the sports styling if your Calvin Kleins were visible over your jeans with the crotch hanging down around your knees and a baseball cap was perched sideways on your scone.This wasn't styled in an auto factory, but in pit lane: The Gordini badge shows up all over the place, there are two GT stripes running from front to back, drilled aluminium pedals, F1-styled spoiler, the steering wheel has a centering stripe like a rally car and "Renault Sport" lettering adorns the front and back windows like a race car.You can't blame Renault for plundering its sports heritage what with its current F1 position and its long history of rallying success.SAFETYIt has the usual suite of six airbags, ABS and stability control. However, the fact that stability control is "sports tuned" for late intervention and can be turned off completely means this car is destined for track days.DRIVINGI left my spleen somewhere on the pavement just down the road from work. I won't say it's a harsh ride but I'm sure you could run over a book of Braille and be able to read every word through the seat of your trousers. It doesn't help that it rides on "cotton-reel" 17-inch wheels with a 45 per cent tyre profile.This car is tuned for sport with lightning-quick steering (sans torque steer), a gearbox nearly as much fun as the Alfa Sud's and powerful, biting Brembo brakes. Despite the sport orientation, the gearshift is smooth and the clutch is light and manageable for daily traffic duties.The engine is torquey but also likes to rev and with the close-ratio gearbox you can short-shift or completely skip gears and still get along quite quickly.The driver is surrounded by race-tech styling, sports seats, drilled pedals and a sporty steering wheel. Unfortunately the steering wheel is not adjustable for reach, so tall people cannot get a good driving position without their knees getting in the way.The audio and Bluetooth controls are hidden on a stubby third stalk behind the steering wheel, making it difficult to grab the right button and accidentally bumping it and changing the audio mode.There is a surprising amount of boot space, but almost no rear legroom. Build quality is excellent and the pearl white paint of the test model is stunning.VERDICTThis is more of an impulse buy than a practical solution to daily commuting and transport. It is a plaything that will suit the young and excitable. Everyone should own a sporty plaything once in their life and this one certainly stands out visually from the pack.RENAULT CLIO SPORT 200 GORDINI EDITIONPrice: $39,140Warranty: 3 Year/100,000km with 24-hour roadside assistanceResale: N/AService interval: 10,000km or 12 monthsEngine: 147kW/215Nm, 1997cc, 4 ?cylinder petrolBody: 3-door, 4 seatsDimensions: 4017mm (L), 2025mm (W), 1484mm (H), 2585 (WB)Safety equipment: ABS with electronic brake distribution, sports-tuned stability control, 6 airbags, cruise control, speed limiter, automatic lights and windscreen wipers, fog lights, cornering lightsWeight: 1281kgTransmission: 6-speed manualEconomy: 8.2L/100km (9.4L/100km on test), 195g/km CO2, Premium fuel (98 RON), 55-litre tank

The Porsche Cayenne S Series 2 is significantly different to the original in precisely the way we would expect from this iconic German sportscar maker.

Supercar makers are acting quickly to "green-up" their cars in the face of ever tightening emissions limits across the globe. But it's not a gloom and doom story for died-in-the-wool petrol heads as demonstrated by Ferrari with its California HELE (High Emotion Low Emissions) model.It's the vanguard of other HELE models in the Ferrari range that may eventually all feature the planet-saving technology used in the California. For some reason, Ferrari still makes a non-HELE version of the California though we don't know why.TECHNOLOGYA brief test drive of the HELE model emphatically demonstrates there is no down-side to this technology. It is exactly the same, possibly better to drive than the non-HELE model thanks to engine stop/start and other features such as a weight reduction, improved aerodynamics and an adaptive, seven-speed double clutch gearbox.Engineers went into detail to save emissions particularly via reduced electricity demands. They improved efficiency using an air conditioner compressor with variable displacement, brushless electric engine-cooling fans, an on-demand electric fuel pump and other little tricks.The net result is a significant reduction in fuel consumption now down to 11.5-litres/100km on the combined cycle. This in turn reduces carbon dioxide emissions to 270g/km _ or a little better than Falcon or Commodore sixes. This also represents a 23 per cent reduction compared with the standard California. All this with no loss of the exhilarating performance and driving experience for which Ferrari is renowned.California HELE is still capable of dispatching the dash to 100kmh in less than four seconds and going on to a top speed, where the law permits, of 310 kmh.The HELE package enhances driving performance by releasing torque (+25Nm) from more mundane purposes to lift responsiveness.DRIVINGOn our drive, the California HELE showed whip cracking performance and gear changes along with superlative handling qualities.It remains a joy to hear especially with the roof off.The stop/start system is unobtrusive and the fact that the HELE car uses less fuel is a bonus because you don't have to visit the service station as frequently.Ferrari has taken its green efforts further by implementing extensive environmentally sustainable systems at its Maranello factory _ solar power, rainwater harvesting, gardens in the factory.It is completely autonomous for its energy requirements. This reduction also means that Ferrari will meet the Kyoto protocol objectives a full 10 years ahead of schedule and with double the figure imposed on Europe.For some reason the California attracts a premium of $2750 for technology that should be adopted across the board and not cost any extra.FERRARI CALIFORNIA HELEPrice: $462,400Warranty: 3 years/unlimited kilometresResale: 63%Service interval: 12 months/15,000kmSafety equipment: ABS, EBD, EBA , TCCrash rating: 5 starsEngine: 4.3-litre V8; 338kW/510NmBody: 2-door, 2-seaterDimensions: 4563mm (L); 1308 (H); 1902 (W); 2670 (WB)Weight: 1735kgTransmission: 7-speed dual-clutch auto; RWDEconomy: 11.5L/100km; 270g/km CO2

We just love the back to basics approach of the Porsche Boxster we have been driving all week.

Once the X5, BMW's SUV breakthrough model had blazed a trail across our 4WD landscape it was to be expected that the company would follow it up with a more compact model. That was the X3 and it arrived in 2004.The X3 slotted in below the X5 in much the same way the 3-Series fitted into the passenger car range underneath the 5-Series.It looked much the same as its larger cousin, but was smaller, and cost heaps less. While it had the BMW corporate look the tough chunky look that made the X5 attractive was lost, the X3 looked wimpy by comparison.Buyers could choose between two six-cylinder petrol engines and a turbo-diesel. The base petrol engine was a 2.5-litre unit boasting 141kW and 245Nm, the larger one 3.0 litres putting out 170kW and 300Nm. The diesel option was a 3.0-litre turbocharged six that put out 160kW and 480Nm.There was a 6-speed manual gearbox available, but only on the 2.5-litre model; all others had an automatic transmission with the option of manual shifting.Final drive was full-time four-wheel drive with BMW's xDrive system to maintain grip in slippery going.Underneath the suspension was independent all round, the brakes were discs with ABS, the alloy wheels were wrapped in all-round rubber, and the spare was only a space-saver.Inside the X3 had all you could desire with the list of standard features including automatic air-conditioning, cruise, remote central locking, leather trim, multi-function steering wheel, power mirrors and windows and CD sound.IN THE SHOPThe jury is out on BMW durability. The build quality is high, and they certainly look the goods sitting in the showroom, but history suggests that cars with the blue-and-white spinner badge can become expensive as the kays climb. If you choose to get into one it's best to do it when the kays are low and get out again before the bills start to roll in.Look for an independent specialist to have the servicing done, as dealers tend to be very expensive. Same goes for parts. Bought from a dealer parts are expensive, but relief can be found with the independents who are able to source much cheaper parts that still do the job.Servicing is critical so make sure any prospective purchase has had the required maintenance. Look for oil leaks around the engine, and coolant leaks from the radiator.IN A CRASHWith a comprehensive array of active and passive safety features the X3 was given 4 stars out of a possible five by ANCAP.Active features include ABS braking, traction control, electronic stability control and hill descent control, while passive safety is well covered by a combination of dual front airbags, head and side airbags.UNDER THE PUMPNothing special on the petrol front with the 2.5-litre averaging in the mid- to high-11s by BMW's own claim, and the 3.0-litre returning low-12s.On Carsguide's test the 2.5i auto returned an average of 11.8L/100km, bang on the BMW claim.The turbo diesel was the way to go for economy with an average claimed of 8.6L/100km. BMW recommended 98-octane premium unleaded for the petrol models, but have approved E10 ethanol blend for the X3.AT A GLANCEPrice new: $67,900 to $74,600Engine: 2.5-litre six-cylinder petrol, 3.0-litre six-cylinder petrol, 3.0-litre six-cylinder turbo dieselPower/torque: 141 kW/245 Nm (2.5), 170 kW/300 Nm (3.0), 160 kW/480 Nm (TD)Transmissions: 5-speed auto, 6-speed auto, 6-speed man, 4WDEconomy: 11.2/11.9 L/100 km (2.5 man/auto), 12.1 L/100 km (3.0), 8.6 L/100 km (TD)Body: 5-door wagonVariants: 2.5i, 3.0i, 3.0d (from 2005)Safety: 4-star ANCAPVERDICT Smaller, cheaper version of popular X5 set a new benchmark for compact SUVs.

YOU can buy a version of the Vantage, Aston Martin's junior sportscar, with a V12 under the bonnet and, while I've sampled it only briefly, I can tell you that 380kW in a car the size of a hatchback can be quite intimidating. It comes with a manual gearbox, which won't suit everyone, and costs more than the Virage.It's also $104,000 more than the V8 version driven here. The Vantage S, like the Virage, sits in the happy spot between this car's two extremes. And, like the Virage, the new car is the pick of the range.TECHNOLOGYCompared with the standard V8, $16,000 cheaper, the S gains a host of performance additions. The engine has been tuned to deliver a bit more power and torque, lifting maximum speed to 305km/h, while the seven-speed transmission is a quicker version of Aston's robot manual self-shifter with revised ratios. It has been reprogrammed to make parking manoeuvres easier, eliminating the previous "crawl'' function.There's also quicker steering, larger brakes with six-piston calipers at the front, a wider rear track, new springs and dampers and a recalibrated electronic stability control.The exterior picks up mesh bonnet vents, a carbon fibre body kit (with front splitter and rear diffuser), side sills and a more pronounced tail lip.The changes were influenced by the GT4 racing version and it adds up to a compact but purposeful package. The car I drove had lightweight seats and, against expectations, they were comfortable all day.DRIVINGBut this car isn't a grand tourer. The neat stitching and other cabin comforts are the veneer on a pocket sportscar that's as raw as anything at this level. The Vantage S never lets you forget you're driving.The chassis is poised and alert while the steering is direct, with lots of feel. The throttle and brakes are pleasingly weighted and the car rewards precise inputs and technique, such as braking in a straight line.As a bonus, the engine thrills the ears regardless of where it is in the rev range and whether accelerating, coasting or on over-run. It's more than a soundtrack, though. This Vantage S piles on speed, especially when rolling. The gear indicator goes red at 7500rpm to let you know to upshift. You need to keep an eye on it.Robot manuals cannot match traditional torque converter automatics for refinement and this one is no exception. There is lumpiness to the changes and clunks from underneath. In automatic mode, you'll nod at every upshift.Rawness is evident in the ride, too, which is just on the liveable side of sportscar brittle. But the worst aspect of the car was excessive tyre noise, which intrudes most of the time. Sound deadening isn't an after-market option, so changing the Bridgestone Potenzas would have to be.And, unlike the Virage, the Vantage S perseveres with Aston's clunky old satnav and a control system that in the test example bordered on the recalcitrant.So pack a street directory and plan a trip to Bob Jane's, because in other respects the Vantage S deserves to be on the shopping list of anyone pondering a Porsche 911.ASTON MARTIN VANTAGE SEngine: 4.7-litre V8 petrolOutputs: 321kW at 7300rpm and 490Nm at 5000rpmTransmission: Seven-speed automated manual, rear-wheel drivePrice: $275,000 plus on-road costsRead more about prestige motoring at The Australian.

The Tiguan faces fresh competition in the compact SUV market and Volkswagen has responded with a mid-life overhaul that brings the capable soft-roader back to the top of the class.The changes are much more than skin deep. There are now seven engines (three diesels and four petrols) with improved fuel use along with a suite of potentially life-saving technology that has flowed down from the luxury models in the VW Group.VW Australia spokesman Karl Gehling said the company is still evaluating which drivetrain combinations will make it Down Under, the only confirmed engine is the 155kW 2-litre petrol lifted from the Golf to replace the 147kW donk that now sits at the top of the range.As a result the company has yet to set prices for the cars, which will go on sale in Australia in October or November.VALUEGehling admitted VW is keen on an entry level front-wheel drive model to give it a direct competitor to the two-wheel drives from the likes of Hyundai ix35 and Toyota RAV4.That should translate into a $30,000 starter price. All front-wheel Tiguans and one of the AWD models will carry the BlueMotion badges indicating they're particularly fuel efficient thanks to features such as stop-start engine technology and regenerative braking.The inside is virtually unchanged from last September's local update that included the button-loaded three-spoke steering wheel. It's a typical VW layout - black plastics that feel better than most in the class and which past experience shows to be easy to keep clean. A few touches of chrome around the controls reinforce the understated look.The AWD Tiguan will still be the only car in its class sold in versions biased for on and off-road use. The road-focused car has an 18 degree front approach angle; choose the off-roader and that rises to 28 degrees. They're easy to spot - the off-roader ditches the deep air intake in favour of a smaller unit atop an engine bash plate.One thing that hasn't changed is the boot space. It's still not close to class-leading and will cost the Tiguan sales when growing families realise they'll struggle to load a double pram and the associated baby bits into the back.A deep tray under the cargo floor has pockets that will store wet and dirty shoes and clothes for the run home. It lifts out and can be hosed down. It's clever, but not particularly sturdy which may affect its durability - Ford's Territory does it better. It also replaces the spare tyre - there's a puncture repair kit in one of the side pockets.DRIVINGThe Tiguan has always been one of the more capable soft-roaders and the updates have improved the experience.The really good stuff, though, lies in the options catalogue - adaptive damping that firms the suspension for a quick fang or soften the bumps when the baby's asleep, systems that detect driver fatigue, warn when the car drifts out of its lane and can even park the compact SUV.Climbing 2.5km up the Grossglockner High Alpine Road in Austria proved the versatility of the 132kW petrol engine mated to the seven-speed DSG dual-clutch transmission.It never laboured though the 48km run, in constrast to the six-speed manual and 125kW turbodiesel Carsguide was driving.The diesel/manual combo couldn't keep up - the gap between second and third gears dropped the Tiguan out of the torque curve and meant it struggled to keep pace with its petrol sibiling.There wasn't any problem negotiating the 36 curves in either car. The steering is light, but carmakers obviously think that's right for this segment, because all soft-roaders drive like it.Body roll is another feature of the compact SUV class but the Tiguan has less of it than some rivals. It was noticeable but didn't upset the suspension and the cars either tracked true or progressively understeered with a whine of the tyres if entry speed was too high.At autobahn speeds the car was quiet and poised with only the distant rush of wind over the roof racks giving any indication we were travelling at 200km/h.The seating position isn't as upright as many in the class, which is a blessing and between the height and reach adjustable steering and height adjustable seat there was never an issue in finding a comfortable driving position.VERDICTClean styling and solid performance will give the Tiguan a deserved kick up the sales charts. Prices aren't set but it should continue the VW approach of tempting buyers with European cachet at Japanese and South Korean prices.VOLKSWAGEN TIGUANPrice: $29,990 (2WD, estimate)Warranty: Three years, unlimited kmService intervals: 15,000km/one yearCrash rating: Five starsEngines: Three 2-litre turbodiesels, 1.4-litre turbo petrol, 1.4-litre "twin-charge" (turbo and supercharged) petrol, two 2-litre turbo petrolPower/torque: Diesels: 81kW/280Nm, 103kW/320Nm, 125kW/350Nm. Petrols: 90kW/200Nm, 118kW/240Nm, 132kW/280Nm, 155kW/280NmTransmissions: Six-speed manual, seven-speed DSG autoBody: Five-door wagonDimensions: Length 4426mm (on-road) 4433mm (on-road); width 1809mm, height 1703mmWeight: 1641-1695kgThirst: Diesels: 5.3 litres/100km, 139g/km; 6.3 lites/100km, 167g/km; 6-litres/100km, 158g/km. Petrols: 6.5 litres/100km, 152g/km; 6.7 litres/100km, 156g/km; 8.5 litres/100km, 199g/km (132kW and 155kW variants).