Luxury Reviews

City councils champ at the bit over citizens that fail to contain their wandering cats. It's a major problem. Unsterilised cats spray and call for kilometres to find mates and ultimately leave their fertilised fruits homeless and ready to repeat the irresponsible life of their parents. All cats, clearly, should be garaged.During the 1980s and 1990s, most were. Jaguar went through a period where its offspring were causing havoc in neighbourhoods around the world and some spent extraordinary hours in garages awaiting to be fixed.But that's no longer the case. Mimicing the results after a domestic male cat gets surgically neuted, Jaguar has gone from making a nuisance to making superb cars. The XJ is the best of the litter.VALUEProbably not value in the sense that the same money can buy a lot of wheels. Even as a whole, the $250,000-plus tag of the XJ 5.0 V8 SWB is a hurdle that only a very few of us can vault. But it's more than just a car. It is stylish enough to be viewed as moving art and, as you know, people pay even ridiculous sums of money for art.The XJ competes with big cars from BMW, Audi, Lexus, Mercedes-Benz and even can touch Maserati. It's territory occupied by choices based on subjectivity and contemporary fashion - territory where value doesn't necessarily hold much significance.TECHNOLOGYJaguar centres its vehicle control on a touch screen monitor which is the quickest and most user-friendly of car management systems. Well, not always. While the XF's system is almost flawless, the big XJ packs so much info onto the screen that the touch squares have to be smaller.That means it can take more than one stab of the finger to get your wish and even then it may fail to register because they're not as sensitive as they could be. Your eyes are off the road while doing this, making it a bit frustrating. Electronics, however, redeem themselves in the brilliant LCD instrument panel that can change its read-out.This depends on issues such as a desire to have the sat-nav map in front of the driver, any drama in the engine bay, driver's selection of the "sport" mode and so on. Mercedes' S-Class and BMW's 7-Series have similar systems.The Jag also gets a superb Bowers & Wilkins audio and a smart central monitor that incorporates two screens - one angled to the passenger and idea for a movie or TV, the other angled to the driver, such as the sat-nav or trip computer. Clever. The rest is an aluminium body sprung only the way Jaguar can do it, with a normally-aspirated V8 at the front with a ZF six-speed auto behind. Sounds simple but the devil's in the detail.DESIGNBeautiful from most angles, stunning from the rest. Its looks make it a winner on the showroom floor. Against the rather brutish BMW 7-Series and rather bland Audi A8, the XJ is a seductively fluid shape that still has good rear passenger space and a large boot.The cabin mixes old and new, with the boat-tailed curve of the dashboard representing a fresh look and the big, circular chrome vents echoing earlier Jag models. Visibility is reasonable but park sensors and the rear camera save any parking embarrassment. The low seating position may not suit everyone but, once ensconced, feels more like a luxury sports coupe than a limousine express.SAFETYFull marks. True, you no longer have to pay the big bucks to get a five-star safety rating. The Jaguar gets a five-star, full airbags and electronic assistance plus has sufficient metal around the cabin to improve occupant protection in an accident.DRIVINGThe engine is almost inaudible and gearchanges imperceptible when treated gently, but the XJ shows its spirit when the chequered-flag button is pressed and the accelerator floored. This is the essence of a luxury performance car. But though the XJ will do a lot of the things of which its contemporaries also excel, one single factor changes all comparative dynamics - weight.It weighs 1755kg - the same as a six-cylinder large car and up to 300kg lighter than its European rivals - and that translates into a more nimble and responsive machine. Dive into a corner and you quickly forget about its length (or price tag) because the way it turns in, its response to the brakes and the ease of steering input makes it feel like a smaller, lighter car.So while it handles, it also goes really well in a straight line. You may argue against the 5-litre V8 for city and suburban runs. But tested on a long country trip, on major roads and twisting single-lane backroads, the XJ proves stress-free to drive. It is dismissive of rutted bitumen and always delivery sublime comfort with the subtle V8 exhaust-note backdrop.VERDICTThis passes onlookers on the street with a sweep of their heads - a true indication of the big cat's arresting design. Jaguar's flagship lives in a rarefied, uber-rich portion of the car market - but doesn't have it all to itself. Porsche, Aston Martin, BMW, Audi and Maserati are some big players in the same pond.But the Jaguar rates highly - purely because it looks as beautiful as it works. And if style isn't your bag, point one down an empty country road and understand how size and luxury can be melded with performance. It'll make you smile again.JAGUAR XJ PREMIUM LUXURYPrice: $251,000Warranty: 3 years, 100,000km, roadside assistEconomy: 11.3 l/100km; 264g/km CO2Safety: six airbags, ESC, ABS, EBD, EBA, TC.Crash rating: 5 starEngine: 283kW/515Nm 5-litre V8 petrolTransmission: Six-speed sequential autoBody: 4-door, 5 seatsDimensions: 5122 (L); 1894mm (W); 1448mm (H); 3032mm (WB)Weight: 1755kg Tyre size 245/40R20Spare tyre: Space-saver

How do you make a good thing better? This would have been the challenge at Mercedes-Benz when developing the mid-life makeover for the current generation C-Class, Merc's most popular car.They attacked the problem on a number of fronts tweaking the looks with more angular CLS-style headlights and sporty frontal and rear styling treatment. They introduced BlueEfficiency measures across the entire range to optimise fuel economy and minimise emissions. They introduced a seven-speed auto across the range and two new diesel engines one with an incredible 500Nm output from a "mere" 2.1-litre four cylinder.Putting this into perspective, many current V8 petrol engines struggle to generate that amount of grunt. Further aiding emissions reduction is the use of engine stop/start and "eco" driving "tuition" on the diesels. Mercedes also took the opportunity with this model to introduce a raft of new safety and luxury technology, some of which is standard equipment, some in packages and some as stand alone options.Distronic Plus radar cruise control is one such option as is active lane keeping which brakes one side of the car to steer it back into a lane if the driver strays. Aluminium is used more generously in the new car for the bonnet, front guards and suspension components while LED front driving lights and tail lights also make an appearance.Prices start from $58,900 for the C200 petrol sedan, two grand more for the wagon across the range.The interior has been comprehensively redesigned with a more homogenous look that flows from one side to the other and integrates the switches and dials more successfully. A new telematics platform is used offering more functions and easier operation.A new steering wheel contains up to 12 control buttons for audio, cruise control, information, oh, and the horn. More attractive "galvanised" fascia adorn the interior which is easier to use and looks a lot better than before.Safety is well addressed with nine airbags a slew of electronic controls/systems designed to either minimise injury or avoid a collision. Pre-safe which readies the car for a crash to offer maximum passenger protection is standard in all models. Pre-safe brake will automatically apply up to 100 per cent of possible brake force to mitigate an impact.Fuel economy across the board has improved in both turbodiesel and turbo petrol engines. The most efficient is the 500Nm CDi250 which achieves a combined rate of 5.1-litres/100km. Other engines aren't far behind including the 1.8-litre turbo and direct injection petrol four cylinder models. All engines meet Euro 5 emissions regulations due to come into force here in a few years.In luxury terms, the revised C-Class doesn't miss out with plenty of electronic communications and entertainment technology making an appearance including a 40 gigabyte hard drive for the satnav and audio system which has audio streaming.The satnav system is linked to a dynamic guidance system and audio broadcast facility provided by SUNA. It will advise of traffic problems and reprogram your route to avoid it - clever.We tried sedan and wagon variants of all four cylinder powertrain options and really enjoyed the C250 petrol turbo four the most. It is a compact sporty car offering superb ride and handling in a comfortable and stylish package. Performance is strong. The high output diesel, infact all the four cylinder powered cars we drove, were engaging and comfortable. We can't imagine what the six cylinder petrol and diesel must be like...

That Mini leverages BMW's vast store of automotive knowledge is a given but the iconic front drive hatch has earned plenty of kudos in its own right since the resurrection a few years ago now. Mini is an aspirational vehicle. Because BMW doesn't have a front wheel drive passenger car in its line-up, Mini takes care of that popular niche.DESIGNThe Mini hatch was recently upgraded with a new look inside and out as well as a more bulbous bonnet designed for improved pedestrian safety. It still looks like a Mini though.We got our grubby little mitts on the range-topping John Cooper Works (JCW) Cooper S and have to admit an immediate attraction such a cute little car with such a bad attitude it's truly engaging. We love the new LED tail lights and the test car scored adaptive bi-xenon headlights that look around corners.The JCW treatment brings with it a certain look that includes larger alloy wheels in this case black painted to match the bodywork, better brakes, firmer suspension and a Sport button next to the gear stick. We had that on all the time.VALUEThe factory prepared JCW costs a sobering $49,200 but you get plenty for the money including a fuel efficient 1.6-litre petrol engine with a twin scroll turbo and variable valve timing similar to BMW's Valvetronic system. See, it pays to have influential friends. Plenty of kit is provided including an impressive audio system, Bluetooth phone and auto headlights and wipers. They have also fitted a huge centre mounted speedo just like the original cars.TECHNOLOGYThe engine is good for 155kW/280Nm output, sufficient to propel the 1205kg JCW hatch from 0-100kmh in a scant 6.8 seconds. But more important is the roll-on throttle response from the torquey four pot it feels impressive at all speeds aided by the short throw, slick shifting six speed manual transmission.DRIVINGWe love it for the robust engine performance, the kart-like dynamics, the snap, crackle and pop from the exhaust when changing gears and the quality look and feel to the entire package especially the interior. It's a cinch to park, has plenty of room inside for four if the front passengers aren't over 185cm and you get serious performance for minimal fuel use.Some might say its performance doesn't stack up against a Subaru WRX that costs less but in doing that, you aren't comparing apples with apples. The Mini is a stylish, impeccably built, good looking premium small car with sports performance and brilliant handling. It is for a more discerning buyer than any of the plastic fantastic "go fasties" that infest the small car segment.MINI COOPER S JCWPrice: from $49,200Engine: 155kW/260-280Nm 4-cylinder twin-scroll turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 6.9-7.0L/100kmCO2 (g/km): 165-169

A new transmission and classier interior have transformed Mercedes-Benz’s mid-sizer from a good car into a great one.The seven-speed automatic linked to a stop/start system is the best bit of a 2000-part overhaul C-Class that is intended to future proof the class-leader against a double challenge from BMW’s 3 Series.The W204 C-Class already enjoyed a massive lead in the luxury segment but some customers reckoned the quality of the interior had slipped - particularly the display screen which was criticised for being “tacked on” to the dash.That’s now fixed. The latest generation telematics system is integrated under the instrument binnacle, with a separate TFT screen housed inside the circular speedo markings.Opt for the larger Comand system and there’s a 10GB hard drive to rip music, Suna traffic advisory for the satnav and internet connectivity, though only while the car is still.DRIVETRAINS AND PRICEThe four, four-cylinder models - two 1.8-litre petrols and a pair of 2.1-litre diesels - are on sale now ahead of the arrival of the six-cylinder engines around September. That’s also when the first high-performance AMG-enhanced C63 models should hit showrooms.The starting price is unchanged at $58,900 for the petrol C200 and tops out at $67,900 for the C250 turbo or diesel engines. The wagon adds $2000 and the options list is huge if owners want to “individualise” their vehicles.The only thing that may slow sales of the new models is a Merc itself - the C-Class coupe is due in July and the curvier roofline and two-door styling is certain to convert some sedan owners.ON THE ROADSerene best describes the C-Class drive. It’s as though Mercedes has taken the acoustic tuning used to give its diesel engines some aural character and applied it right across the cabin to dial out surplus sounds.So there’s a distant “whoosh” as the wind slides off the slippery sheet metal and a faint drone as something mechanical - it’s genuinely hard to pick the diesel from the petrol when cruising - generates the locomotion. The steering weight varies according to speed: there’s virtually no resistance at city limits, with the response becoming more direct as the pace picks up.Right now, the C-Class is the benchmark prestige mid-sizer. BMW gets a one-two hit in the form of a facelift for the 3 Series in the coming weeks and a new model next year. Both will have to be right on the chin in terms of pricing and performance if it expects to make a mark on the segment champion.INSIDE VIEW 

Ed Ordynski drove 1000km using 3.3 litres/100km in Volkswagen Golf's latest slow-sipping diesel

It was a good little hardtop convertible before, and now the Volkswagen Eos has more to offer with a new facelift and extra goodies in the cabin.VALUEThe new Eos comes at a $500 premium to the existing models, putting the 103kW/320Nm turbodiesel at $49,990 and the 155kW/280Nm petrol donk at $51,990. Standard gear includes an alarm system, leather upholstery, dual climate-control, airconditioning, rain-sensing wipers and rear parking sensors. And now also Bluetooth and multimedia connectivity.TECHNOLGYVW says it takes the electro-hydraulic roof system just 25 seconds to raise or lower. The Eos was the first car to feature a five-piece hardtop with an integrated tilt/slide glass sunroof, and in day-to-day use it gives owners the choice of near sedan comfort with the roof up, or going all the way and dropping the top - but the in-between with just the sunroof open can be noisy so go for either one extreme or the other.DESIGNThe Eos front is unmistakably VW, with the wide, three slat grille running into wrap-around halogen headlights. It has a refined arched-roof coupe look with the roof up without being overtly sexy, but the convertible look has too many flat planes, even if that is the latest trend. The chrome strip around the waist helps break up the look a little - and advertises to 5500 existing Eos owners that you've got the latest model.SAFETYThere's only four airbags on the Eos. It's a bit hard to pack too many into a car where the roof comes off, but it still misses out on the knee bag that is available on the VW Golf. The Eos does have the latest software, though, with ABS brakes backed by brake assist and hill start assist, ESLP and an electronic diff lock (the system brakes the inside wheel when it detects imminent spin). A pair of rollover protection barriers are hidden behind the seats and the active head restraints are designed to minimise whiplash.DRIVINGThe Eos flexes enough to be unmistakably a convertible, but the chassis still sits flat on the road. The petrol engine is well ahead of its diesel counterpart, posting 7.8 seconds from 0-100km/h against 10.3 seconds. The tradeoff comes at the bowser where, while both engines are down by 0.2litres/100km on the previous model, the petrol still 7.7litres/100km against the diesel's 5.9litres/100km.The manual version has vanished in the update. VW spokesman Karl Gehling said only 15 per cent of buyers had opted for a clutch, so it was tossed out. That makes the six-speed DSG semi-automated transmission the only choice, but it's not a bad one. The ride can bash over larger bumps, but at highway speeds it's unlikely you'll shake up the chardonnay on that picnic drive.VERDICTFor those who like the occasional run in the sun but don't want the compromise to comfort that comes with a cloth roof, the Eos will continue to be a breath of fresh air.

There's a future for the electric car if they can make it as sporty as the two Porsche Boxster plug-ins at Challenge Bibendum.

FORD'S F-150, a staple diet for truck-mad Americans either hauling loads or thinking about hauling loads, is trimming its muscles.It’s 5-litre V8 engine - once as popular as hotdogs at a baseball game - has hit the skids and two V6 engines are becoming the powerplants of choice.Unprecedented? Yes. Predictable? Yes, given that this is the era of downsizing to scavenge back fuel consumption and reduce exhaust emissions.The fact that Ford's most popular model is doing it - and doing it successfully - confirms that small engines are here to stay. No surprise that others are doing something similar.The latest Volvo SUV, for example, is a 1.8-tonne family wagon now with the option of a 2-litre four cylinder. Intriguingly, it drives only the front wheels.That gives you an SUV with no off-road ability yet all that genre's versatility, practicality, safety and high-ride attitude. To boot, it's cheaper to buy, run and maintain than its 4WD sister models.VALUEThe Volvo XC60 T5 costs $54,150 which is the cheapest on the XC60 foodchain and a good $3500 more affordable than the next cheapest - the slower, thirstier and heavier all-wheel drive 3.2 version with a six-cylinder petrol engine.If you're not planning a trip to the outback or even a lazy spin on the beach, then opting for the T5 is clearly a no brainer.The feature list of the T5 is also identical to the 3.2 and the only real difference is the latter's 2000kg tow rating, up 200kg on the T5.There is a temptingly huge - and not inexpensive - option list available so be careful you don't exceed your budget.Going 2WD in the prestige end of the SUV segment isn't uncommon so Volvo hasn't got the playground to itself.However, in comparison with most, it is cheaper, offers better value (the two aren't necessarily mutually exclusive), has the best safety list and I reckon better suits families, especially those with young children.DESIGNChanges to its front end has slimmed down the nose and brought it more in line with the pretty styling of the S40 and S60 passenger car models.That softens the bulky dimensions of the wagon and, combined with the elongated "S" of the tail lights, give distinction to the Volvo.Inside it's a bit more conventional but full marks to the simplicity of the dashboard and the useful storage spaces.There's a lot of thought put into making this car work for the family. Best is the two booster seats on the back seat. Better, there's two heights for kids of different sizes.TECHNOLOGYI'll labour the point - the 2-litre turbo-petrol engine in this is the same as in the Volvo S60 and upcoming Ford Falcon. It's also in other offshore things, like the new Ford Explorer SUV.It's a great powerplant and, with 177kW, will make a lot of people think twice about believing that big engines are best.Part of its appeal is the smoothness, rapid shift speed and almost lag-free action of the dual-clutch transmission. Some rival companies with similar boxes should use the Volvo unit as a benchmark.The rest of the machine is simple - MacPherson front suspension with multi-links and coils at the back, electric-assist power steering and fat disc brakes.It's good to see that the suspension is the same as the all-wheel drive models rather than pick up a comparatively crude - and cheaper - torsion beam system.SAFETYCity Safety is the system that, at low speeds, will stop the car from running into something up ahead. That could be another car, a tree, a wall or even a person.It's standard on the XC60 range. That alone puts this SUV ahead of its rivals. Then you add the full suite of electronic chassis and brake aids, a five-star crash rating and six airbags.You will have to pay $1275 for the blind-spot warning system and an extra $4175 for pedestrain alert, auto brakes on the adaptive cruise control and a queue alert when cruising busy highways. You've probably just busted your budget.DRIVINGYou'd be hard to pick this as a front-wheel drive wagon. Yes, there are times through sweeping bends where you may feel some lightness from the back end, but it's controllable and even if you stuff it up, the stability control will bring the car back on track.Though the engine is spirited, the XC60 isn't the vehicle for a fang through the hills. But I did it anyway.The biggish steering wheel is the only hinderance to the sports nature of the engine, slowing the steering reaction down and making the driver work the wheel a bit harder than a sedan.Manually picking up the six ratios gets a bit extra performance out of the engine and when downshifting, helps to slow the vehicle. But unless you're really in a hurry, the auto mode requires no effort and is almost as satisfying.The wagon is pretty big - something you feel on the road - and if it wasn't for park sensors could be awkward to park. Volvo provide big seats with wide-grain leather upholstery that is comfortable and durable. Remember that leather can repel lots of natural toxins that children tend to emit but it needs cleaning and moisturising to keep it supple.The XC60 is always comfortable, always quiet - the exception is under hard acceleration - and feels rock solid on the road.The lack of a full-size spare is annoying but given this is a city car, is not as crucial as a 4WD.VERDICTSafety sells and safety in an affordable SUV is even better. This is one of the best SUVs around and it's one of the cheapest. Win-win.AT A GLANCEVOLVO XC60 T5Price: $54,150Warranty: 3 years, 100,000km, roadside assistResale: 69% Service Interval 15,000km or 12 monthsEconomy: 8.7 l/100km; 207g/km CO2Equipment: six airbags, City Safety, ESC, ABS, EBD, EBA, TC.Crash rating: 5 starEngine: 177kW/320Nm 2-litre turbo-petrolTransmission: Six-speed dual-clutch autoBody: 5-door, 5 seat, wagonDimensions: 4627 (L); 1891mm (W); 1713mm (H); 2774mm (WB)Weight: 1740kgTyre size: 235/65R17Spare tyre: Space-saver

WHEN you think of French cars, you probably think of odd-looking hatchbacks with exorbitant prices and questionable reliability. They do well in Europe but less well here because the Japanese can bring them in cheaper, make them better looking and screw them together so they don't fall apart.But of course the French also make large cars. These have much higher prices and are even more expensive to fix. Furthermore, sometimes they are so odd even the French won't buy them.Citroen is generally cited as the mad one, although that would overlook the crazy heights scaled by Renault. A decade ago it came up with something called the Avantime, a bizarre combination of the worst bits of a hatchback and people-mover. It was big but had only two doors.Undeterred by an almost total absence of buyers it followed up with the Vel Satis, a large executive hatchback that swapped weirdness for ugliness. The French president was driven around in one. But he had little choice.After both cars flunked in Britain, it didn't bother trying to sell them here. For some time Renault's largest offering here has been the Laguna. This was a modest mid-size hatchback until Renault's design department caught up with it three years ago and made it very ugly indeed. Buyers responded by shunning it in droves.Now Renault has brought in another large car, the Latitude, which arrives to sit atop a rejuvenated range. It replaces the Laguna, although in reality the Latitude is substantially larger and even bigger than the defunct Vel Satis.Nevertheless, in Australian terms, it's still classified as a mid-size car and goes up against the Toyota Camry, Mazda 6 and Ford Mondeo, although it's a shade longer than all of them.Renault in Australia recently went through one of its periodic relaunches. Although it returned here a decade ago, it's still struggling to get traction and sales have been in decline. Its latest reinvention is the most thorough so far. As well as a swag of new cars, it has a new executive team and a different attitude to buyers. In the past it expected buyers to stampede Renault showrooms with cash, blinded into paying premium prices by the prospect of driving something so exotically Gallic. Hence its repeated disappointment.VALUEBelatedly, it has lowered the prices to compete against the mainstream, which is where the cars belong.The Latitude starts at $36,990 with the four-cylinder diesel, driven here, and a petrol V6 at the same price. The fully loaded version, with either engine, is $42,490. That's at least $2000 cheaper than the Laguna and right in the middle of mid-size prices. It could cause some buyers to detour on the way to the Mazda showroom.Equally confusing will be the fact the Latitude comes with an awful lot of kit. In the top-spec luxe version I drove it was hard to find anything missing. There's leather, sat nav, parking sensors, reversing camera, heated seats with massage function, triple-zone climate control, keyless start, electronic park brake, cornering headlights, foglights, a speed limiter and panoramic sunroof.A lot of these are options on similarly priced cars. In fact, a lot of them are options on more expensive cars.DESIGNThere's that especially French contribution to motoring pleasure, the fragrance diffuser, controlled by no fewer than three buttons on the dash. Talk about unique selling proposition ... All this is backed up by a decent amount of room inside. The rear seats are slightly higher than the fronts so the kids can see out, and they split-fold to access the 477-litre capacity boot.Buyer doubts will remain, of course, so Renault has added reassurance about reliability. Last month, it introduced a five-year warranty, the first European brand to do so.Unusually for a new French car, the Latitude hasn't taken very long to get here. It was revealed at the Paris motor show last September. In showrooms, barely seven months later is setting quite a pace.The main reason is that the Latitude engineers did not have to start with a clean slate. The car owes its origins to the Japanese half of the Renault-Nissan alliance. Underneath, it's the Nissan Maxima launched here two years ago. The Maxima is one of those middle-of-the-road cars that wins awards when all the points are added up but is so monumentally dull it's hard to imagine someone actually wanting one.The Latitude avoids blandness and tries hard not to offend. This is an advantage in a segment where good looks are in short supply. Next to a Subaru Liberty, Honda Accord or Toyota Camry, the Latitude is relaxing on the eye. Inside, the 10 shades of black are broken here and there by a daring bit of chrome. It's all quite tidy and padded to the touch.DRIVINGIt's a relaxing drive, because there's little in its dynamics to tear you away from counting fenceposts. The steering lacks on-centre feel while its handling isn't precise enough to satisfy those for whom driving is a pleasure rather than a chore. The car's composure can get flummoxed by some surfaces and the way it tips into corners doesn't inspire a great deal of enthusiasm.The Latitude has the merits of a cruiser, especially with the diesel engine in the test car. It's a chuggy sounding unit, something the best diesels avoid these days, but gets better after it's warmed up and, while it won't convert petro-holics, it does have the right temperament for a long trip.It's also much more frugal than the petrol alternative, a 133kW 2.5-litre V6 shared with the Maxima, using a respectable 6.5 litres of fuel per 100km against 9.7.There's a manual mode in the six-speed automatic but it doesn't relinquish much control, rejecting downshifts and changing up at 4500rpm.So sit back and play with the toys. You'll need a little familiarity to grasp the fussy French logic to the controls, despite a demonstration, the radio had me fuming for a while, and there's a separate cluster of buttons for the sat nav. The ride isn't perfect (does anyone expect the French to lead on this quality any more?), but it's comfortable enough for long highway stretches."Good enough" pretty much sums up the car, too. It excels at nothing, and sells on value and equipment.In the two years since its sister, the Maxima, arrived it has failed to meet its showroom targets. Renault's goals for the Latitude are more modest, hoping to lure 200 buyers away from the default choices. That looks achievable. What it won't do is bring about wholesale change to the way.Read more about prestige motoring at The Australian.

Diesel has made enormous inroads into SUVs but there are still buyers who seek the relative silence and smoothness of a petrol engine, let alone the cleaner refuelling process at the servo, especially in a premium brand often used by soccer mums.Audi, for its big Q7 all-wheel-drive wagons, offers just one petrol engine in the four-model range. As you might expect from a modern German motor, it's a good 'un.The Q7 is well-credentialled as a large SUV that doesn't mind going on to the dirt; the three-litre V6 supercharged petrol engine makes a classy way of doing it.VALUECompared with their sedan, let alone coupe, cousins on the showroom floor, you get a lot of vehicle when buying big SUVs with premium brand badge, The Audi Q7 with this V6 petrol motor at $93,814 is second-cheapest in the Q7 range ($88,614 - $254,814). The A6 sedan with a matching V6 petrol engine, for example, is $114,500. The Q7 V6 petrol includes quattro AWD, eight-speed tiptronic transmission, climate control, leather interior, reversing camera, parking sensors, power front seats, 11-speaker sound system and downhill assist. TECHNOLOGYWe're concentrating on the engine here. It's a three-litre, direct-injection V6 with supercharger and intercooler of an almost V8-like 245kW power and 440Nm torque, able to accelerate a 2.3-tonne biggie 0-100km/h in 7sec yet rated at 10.7 litres/100km fuel use (we averaged 11.2). It makes a good marriage with the intelligent eight-speed tiptronic automatic. Two-stage ESP is clever, too. It has a lavish information and car set-up screen.DESIGNAt over 5m long and 198cm wide (plus mirrors), the Q7 has presence and lots of interior space. Two pop-up seats make a third row. But for a large luxury vehicle the middle spot of the regular second row of seats is firm and unwelcoming. A 100-litre tank will give good range for Aussie touring but it has a space-saver spare wheel.SAFETYEight airbags, brake assist, ABS, daytime, running lights and ESP with an off-road mode stack up well. ANCAP's only test of a Q7 was five years ago when it scored four stars.DRIVINGYou won't enjoy the size of this SUV in tight car parks but the interior space is welcome away from there. So much space that tyre noise rumbles slightly through the cavernous interior. Driver and passengers enjoy good room.The V6 supercharged petrol engine easily copes with the Q7's weight. But continual stop-start thick traffic motoring will ruin fuel economy. On the open road, fuel economy is tolerable, as it sits on 1950rpm at 110km/h.The eight-speed tiptronic shifts down automatically on no throttle - a help for engine braking and ready in the right gear to accelerate away.Off the bitumen it has 204mm ground clearance and a 21-degree approach angle but no low-range gearing although 55-profile tyres are more suitable on dirt than many on luxury SUVs. We liked the off-road mode for the ESP, allowing a certain amount of wheelspin; not intrusive yet helping the big thing to charge around corners on gravel as if on rails. The centre diff can direct up to 65 per cent power to the front wheels or up to 85 per cent to the rear. Ride is pleasant enough.Including a hills-country outing, we averaged 11.2 litres/100km but more thick traffic and it would have been worse.VERDICTIt's simple: if you like the Audi Q7 as your choice of big, premium SUV and you prefer petrol over diesel, then this V6 TFSI is the one, indeed the only one.AT A GLANCEAudi Q7 3.0 TFSI quattroPRICE: $93,814WARRANTY: Three years, unlimited kmRESALE: est. 59 per centSERVICE INTERVAL: 15,000km/12 monthsSAFETY: Four-star ANCAP (2006 test)ENGINE: 245kW/440Nm three-litre, dohc, 24-valve, supercharged V6 petrolFUEL: 10.7 litres/100km, on test 11.2. Petrol 95RONCO2 EMISSION: 249g/kmBODY: Five-door wagonDIMENSIONS: 5089mm (l), 1983mm (w), 1737mm (h), 3002 (wb) WEIGHT 2240kgTOWS: 3200kgTYRE SIZE: 255/55x18SPARE TYRE: Space saver