Luxury Reviews

It has been a long time since I've driven a Saab and even longer since I've driven one I liked. So long, in fact, that I can't really remember if there was one at all.Under the stewardship of GM, the cars became bad, dull or hopelessly outdated. The previous 9-5 was a symptom of that regime. It lacked the upgrades needed to keep it relevant and fell behind the competition.DESIGNThis car has at least as much GM involvement and, in gestation terms, has been ready for 12 months or more. But it does have a couple of advantages. It's much larger than its predecessor; the previous 9-5 was too close in size to the smaller 9-3. This car has generous rear seat room and a capacious, if shallow, boot.Besides turbocharging, other Saab signatures are realised through the car's sheet metal, which has a distinctive cabin shape with visor-like glass. It looks like a Saab even without the liftback rear that used to be part of the formula.Inside, the asymetrical speedo, grid-pattern vents, shapely seats and cockpit-style centre console also echo brand strengths. It's a pleasant place to be.Trainspotters will notice the absence of a central ignition key slot and funky flip-out cupholders. Those will be a deal breaker for no one.TECHNOLOGYThe underpinnings are good. Although they're shared with lesser brands such as Opel, the car's composure and chassis tuning feel up to segment standards. It feels solid and substantial.VALUEIt's packed full of gear. There's not a lot missing from the spec sheet and an entry level car comes almost fully loaded. The list includes stuff that's now de rigueur, such as Bluetooth, as well as premium kit such as an informative head-up display. Active cruise control seems to be the main omission.DRIVEThe range has been rationalised. Previously, there were almost as many Saab variants as buyers. This time it boils down to three engines: the petrol four-cylinder, driven here, a four-cylinder 2.0-litre diesel and 2.8-litre V6. All have turbocharging, a Saab signature, and the petrol four delivers surprisingly adequate, if unspectacular, performance.Driving the front wheels via a six-speed transmission, it reaches 100km/h in 8.5 seconds. The V6 offers all-wheel drive but is a lot heavier.Some will question the ride quality, though, which rumbles and thumps over road details, and the tyre roar generated by unfavourable tarmac. But on a first taste the 9-5 exceeded expectations. In a very real sense, the only way was up.VERDICTThe 9-5 must redefine the brand for a new generation of buyers and it is at least in with a chance.Read more about prestige motoring at The Australian.

With the introduction of the Countryman, Mini is no longer the one-model wonder of BMW's stable.There's more to come than just its take on soft-roaders to keep DINKS and well-funded trendy folk in the fold when they need to make a lifestyle vehicle change.The car we're in is the front-wheel drive Cooper S six-speed auto, which provides wagon space and ample pep without the AWD set-up to get it dirty, or bogged.The Cooper S Countryman starts on the pricelist at just a tickle under $50,000 but the options and extras list is easily capable of bumping up the pricetag.Our test car was a Chilli edition, which carries a $53,150 pricetag before $3055 is added for the six-speed auto.The test car is awash with features, starting with the choice of four or no-cost-options five-seat rear bench (which removes the gimmicky centre-rail), front and rear fog lights, remote control central locking, bi-xenon headlights, roof rails and a sports leather-wrapped steering wheel with cruise and audio controls.There's also single-zone climate control, multi-coloured ambient lighting, a 3.5mm auxiliary and USB connection to six-speaker sound system, Bluetooth phone link, cloth upholstery, trip computer, the six-speaker sound system, rain sensing wipers, automatic headlights and cloth-trimmed sports seats.The as-tested price was $62,542 - including 18in black alloy wheels (for $1170), about $1000 worth of striping and chrome bits, the double glass sunroof (which has front and rear vent function, but only the front slides aft) that adds $2587 and the satnav system (with Visual Boost graphics upgrade) contributes $2470 to the bottom line.The Countryman gets the latest incarnation of the 1.6-litre turbo four that Mini and BMW share with Citroen and Peugeot.The little turbo powerplant is flexible and punches hard when asked, thanks to a twin-scroll turbo teamed with direct injection and variable valve systems.Power and torque is the same as the rest of the Cooper S models - 135kW at 5500rpm and 240Nm of torque from 1600 through to 5000rpm, with an extra 20Nm on offer for a short burst when full-throttle demands it.The six-speed auto is 0.3 of a second slower than the manual for overall performance - 0-100km/h takes 7.9 seconds; fuel use in the auto is 7.5l/100km, almost a litre per 100km more than the manual.The Countryman sits 154mm taller, 106mm wider, 128mm more in the wheelbase (part of an extra 381mm in overall length) than the traditional Mini hatches, with a bull-nose look and wider stance suggesting this is a Mini with maxi intentions.In terms of rougher-road work, there's only an extra 19mm of clearance - 149mm for the Countryman over the hatch's 130mm - so regardless of how many wheels are driven, there's not much chance of spending much time far from sealed roads.The cabin - in the test car's case a four-seat configuration with the centre rail - has reasonable space for its overall size, more than ample for two adults and two kids, or four average-sized adults.You'll need the cargo area at its lower-capacity level for fully-grown occupants, but I - now bearing the title apparently of Carsguide's burliest road-tester - can sit behind my own driving position without serious discomfort.Bootspace isn't invaded by a spare tyre of any type and can be tailored a little using the rear seat to boost luggage space from 350 to 440 litres, or with all rear seats folded the capacity rises to 1170 litres.The little SUV gets a full list of safety features - dual front, side and curtain airbags, anti-lock brakes with corner brake control and electronic brakeforce distribution, switchable stability and traction control and a tyre pressure monitoring system for the hard-riding runflats.Even with the higher ride height and slightly elevated clearance, the Countryman still carries attributes that mark it as a Mini.The steering is sharp as you'd expect, tipping the wagon into corners with gusto thanks to the punchy little powerplant.The 1.6 works well in most situations with the six-speed auto, but to keep the little wagon singing the sport mode on the automatic (and the Sport mode button that sharpens up throttle and steering a little) helps improve the response a little.The engine also returns decent fuel use figures despite some enthusiastic throttle use - the ADR claim is 7.5 litres per 100km for the auto and the trip computer showed 10.8l/100km at the end of our time in the car.With a 47-litre tank, three litres fewer than it's smaller, lighter sibling, the 620km range (using the ADR figure) isn't ground-breaking.The steering can be effected a little by camber, kickback and torque steer but generally that didn't detract too much from the drive.The cornering capability is considerable - well above what you'd expect for anything purporting to even flirt with the SUV segment.But the ride pay-off is too firm for some, with the rigidity of the runflat tyres on the 18in wheels not dealing with smaller bumps as well as would be ideal.The cloth-trimmed seats are not hugely comfortable but do offer decent levels of lateral support.

This week it seems everything has royal connotations, BMW anointing the 6 Series Convertible the "jewel in our crown". The second-generation 6 Series Convertible is more powerful and more economical, more luxurious and safer than before. It's also more expensive, but BMW believes the new models have the goods to justify the price hike. Two models make up the range: the 640Ci, powered by a bi-turbo 3.0-litre six-cylinder petrol engine, and the 650Ci which packs a bi-turbo V8.A turbodiesel 640d is available overseas, however BMW believes its appeal would be limited in Australia. A high-performance V10-powered M6 was available in the first generation. The new M6, if BMW gives it the green light, won't appear before 2013. The 6 Series is 74mm longer and 39mm wider, which does liberate more legroom in the rear seats, but it's far from capacious. Rear headroom is in short supply with the roof up. The 6 Series is 80kg heavier than before despite having a plastic bootlid and front quarter panels, unusual at a time when weight reduction is common.VALUEBMW is claiming the value-for-money high ground, trumpeting that the 640Ci - a new addition this time around - as the only luxury 2+2 under $200,000, but that's still plenty of coin by any measure. Its only direct rival is the Mercedes-Benz SL350 ($217,800). The 650Ci packs a 300kW twin-turbocharged V8 that puts its up against a broader range of powerful rivals. The Jaguar XK may only have 283kW, but its $224,114 price is well under the BMW's. Mercedes-Benz's V8-powered SL500 has 285kW and costs a whopping $327,000 - and it's only a two-seater. The Maserati Gran Cabrio, arguably the sexiest soft-top going around, is a 2+2 like the BMW, and has more power (323kW), but charges $338,800 for a ticket to drive.TECHNOLOGYBMW has replaced the 650Ci's 4.8-litre V8 with a new 4.4-litre twin-turbo V8 from the 5 Series sedan. It brings 300kW (up 30kW) and an eight speed automatic transmission, propelling the rear-drive 650Ci from rest to 100km/h in 5.0seconds flat - 0.8 seconds faster. Despite this step up in performance, the 650Ci's fuel economy is two percent better than the outgoing model, 10.7 litres/100km.The 640Ci employs a bi-turbo 3.0-litre six-cylinder engine with 235kW, also mated to BMW's smooth eight-speeder. It's no slouch, either; its 0-100km/h time of 5.7 seconds is faster than the old V8.A low fuel economy rating of 7.9L/100km is possible thanks to the auto stop/start system, and makes this almost guilt-free performance. Both models come with Heads-up Display standard, now in full colour and incorporating satnav instructions, lane-departure and night-vision warnings where fitted. Both models come with bluetooth audio streaming, parking sensors, radar cruise control, leather upholstery and 19inch alloy wheels. BMW's auto parking system is optional, as is lane departure warning and Night Vision.DESIGNIt's easy to pick the second generation of BMW's flagship 2+2 convertible. It wears a smoother, less controversial skin, though still with distinctive BMW cues like the sharknose and kidney grille up front, and protruding bootlid at the rear. The interior has been given a major workover, but is still immediately familiar. The instrument cluster is clean and easy to read. A new dashboard and centre stack are topped by a bigger 10-inch colour screen that is no longer integrated into the dash.SAFETYThe 6 Series has a full complement of airbags, and the electronic chassis control systems are extensive. The 650Ci comes standard with Surround View, two cameras in the wing mirrors to show the road on either side, making kerb-side parking easier. A rear-view camera, hidden behind the badge protrudes like a James Bond missile-launcher when reverse is selected. Only the rear-  view camera is standard on the 640Ci.DRIVINGIt's a fair bet that when BMW chose Queensland to host the launch, it wasn't expecting leaden skies and pouring rain. That didn't stop us sneaking every opportunity to drop the top - which can be done in just 19 seconds - when the rain eased. We were just lucky the cloth roof closes almost as quickly, and on the move (at speeds below 40km/h), because the rain seldom abated for long.There's no denying the 650Ci is a big car, measuring almost five metres long. It's also heavy (1940kg). But the powerful V8 and its quick-thinking eight-speed transmission combine to disguise that bulk on the go. Add to that the 650Ci's active dampers and the 650Ci is one seriously capable convertible brimming with sporting character and verve.It stays remarkably flat in corners and barrels eagerly forward when unleashed. Its 65mm longer wheelbase and wider rear track make the 650i more surefooted than before, and able to exploit the biturbo V8's prodigious torque. The engine's crispness is equally impressive because there's hardly a skerrick of turbo lag or fuzziness about its responses. Same can't be said of the steering, though. It may be light and consistent, but doesn't have the same catlike reflexes or tactile nature as the engine. That's to be expected in a car weighing two-tonnes (with a driver).The 650Ci is more than happy to wind its way up a mountain with alacrity, yet it's even more at home boulevarde cruising. With the multi-setting suspension on Comfort, it soaks most bumps and wafts regally. And it doesn't half turn heads, either. But then, if you'd just spent a quarter of a million, you'd want people to notice, too.VERDICTLuxurious and leisurely, yet more than capable of turning up the wick. The 650Ci the consummate Grand Tourer.BMW 650CiPrice: from $248,300Warranty: 3yr / unlimited kmService interval: 12 monthsSafety equipment: six airbags, TCS, ESC, CBC, EBD, EBAEngine: 4.4-litre 300kW/600Nm bi-turbo V8Transmission: eight speed automaticBody: two-door soft-top convertibleWeight: 1940kgThirst: 10.7 L/100km, 95RON, 249g/km

Korea, Japan and France have each had a hand in the new Renault Latitude. The French brand's latest pitch into the mid-sized field is more controlled and on-target than anything that's driven under the badge in the past, and also comes with a $36,990 opening price that buries unfortunate memories of failures with the over-priced and under-done Laguna in the past.The Latitude still has to overcome buyer resistance, and it needs to answer plenty of questions, but it proves that new Australian management is not stopping after re-positioning and re-pricing the Megane at the start of the year. The Latitude is definitely a Renault, but not as we've known them. It's less 'French', more worldly, and that approach could work for a car that must go up against everything from the Ford Mondeo to Honda Accord and Toyota Aurion.VALUEA starting price of $36,990 looks good and there is a lot of good stuff in the Latitude. For a start, the bottom line is the same for both the turbodiesel and V6 petrol engines, and there is a Luxe package with plenty of added luxury for $5500. Building with Samsung in Korea means the list of basic equipment runs from leather seats and alloy wheels to sun blinds, keyless starting, a 3D sound system, satnav - a TomTom system including speed limits - and dual-zone aircon.The Luxe pack has a claimed $7000 of value, from Bose sound to a glass sunroof, massaging on the driver's seat, a reversing camera and even an ioniser for the cabin air. But the big value boost in the Latitude is the five-year, unlimited-kilometre warranty. "This gives us a flagship model. It has all the luxury features, but also gives us somewhere to move in the brand and moves us into the family market," says Justin Hocevar, managing director of Renault Australia.TECHNOLOGYMost of the technology is loaded into the equipment, not the mechanical package, including the ioniser. The Latitude is standard four-door sedan with two engine choices – the torquey turbodiesel and smooth V6 - and front-wheel drive with a six-speed automatic across the models. But there is some neat stuff hidden away, including the basics of the Nissan Maxima in the mechanical package and the V6 engine.DESIGNThe Latitude will sell in more than 50 countries and that means it is pretty bland. Not offensive, but not a head-turner. The shape ensures there is good space in the cabin - particularly rear- seat legroom - and a big boot.No-one can explain the silly little attempt at a spoiler on the boot, the cabin is effective without much personality, and it's impossible to look at the Latitude and not benchmark it against the classy job done by Kia on its latest Optima. The two cars even have something in common - a shiny black roof that's becoming a must-have item on wannabe prestige cars.SAFETYA five-star safety rating is one of Renault's brand pillars and that's what it is expecting from the Latitude. But it's yet to be tested and so we have to rely on the strength of the French company's body engineering, as well as six airbags, ESP stability control and some smart stuff including anti-pinch electric windows (to protect little hands) and a speed limiter. The brake assist also trips the hazard warning lights in a panic stop, something we've only seen in upscale cars in the past.DRIVINGThe Latitude is a relaxed drive. It's relaxed and comfortable, with some nice surprises from the clever satnav to rear sunblinds. The basics are good, the ride and handling is safe and predictable, and it is fit-for-purpose on the driving front. The turbodiesel engine has solid shove and if you want more then it's available in the V6. It's a sweet motor we've liked in the Maxima, although there is no temptation - not even shift paddles behind the wheel - to encourage anything sporty.Some of the quality looks a bit ordinary, at least compared to the classiness in the new Kia Optima, and it's not nearly as enjoyable to drive as a Mondeo. It's probably closest to the Camry and Aurion, although with the turbodiesel engine and more equipment at a value price.At the end, the Latitude is a much more sensible choice than a Laguna in the past, but it just doesn't have that 'French' look and feel you expect from a French car. That could be a bonus if Renault can lure people into showrooms on a value deal, but we wonder if the Latitude is different and classy enough in a class that's already packed with choices.VERDICTNice car, nice price, nice warranty, but not enough impact."A nice package at a good price, but it's lost the Renault feeling"

PUTTING a 4WD system into a grand tourer isn’t new - Jensen did it 50 years ago with its FF.  Porsche and Bentley use it in their saloons and it all became a bit academic until Ferrari unveiled its interpretation, the FF.It was unexpected but, in hindsight, makes sense as the bespoke car maker broadens its market and listens to its customers.  The Ferrari FF, the replacement to the 612 Scaglietti, ups the ante in more ways than just a 4WD system.The car, here early next year with an estimated price of $625,000, has a seven-speed dual-clutch transmission mounted in the rear; a direct-injection V12 with 486kW/683Nm and a 0-100km/h time of 3.7 seconds; comes standard with carbon-ceramic disc brakes; sats four adults and their luggage; and has a multitude of drivetrain and suspension adjustments to hone the car to each driver’s whim.VALUEIt will cost about $625,000 when it gets here in February. If you can afford it, you’d probably say it has good value.  But that’s only half he story - the option list is huge and even now, Australian importers Ateco Automotive haven’t nailed down the final specifications. You’ll have to save the pennies and wait.DESIGNIt looks a lot better in the flesh and I bet you’ve also heard that about the Porsche Panamera.  But in this case it’s true. The rear end initially looks awkward - almost like a stunted panel van - but is the reason the car is so versatile with its accommodation.The cabin is beautiful in design with the best textiles and plastics - as you’d expect for the price - and even though the steering wheel controls are complex, they are styled to convince you they’re very workable.TECHNOLOGYThe FF gets a very overhauled version of the outgoing 612‘s 6-litre V12, now up to 6.3 litres and with direct petrol injection.  The big news is the extended crankshaft to which is bolted the front power transfer unit (PTU) that sends torque to the front wheels.The PTU works completely independent of the rear wheels and work on demand. The simplicity is the two gears to cope with the different speeds of the front and rear wheels.True, two gears can’t do what seven gears are doing to the rear wheels. There’s a simple answer - viscous clutches. These take up any speed differences between the front and rear wheels.The PTU is controlled by electronics that also looks after the engine and the gearbox and the rear E-Diff. So they’re all talking the same language and that allows the computer to use ABS and ESC and other sensors to allocate torque precisely to the wheel(s) with the most traction.The seven-speed - a first for Ferrari and the first model also with an overdrive gear - box is a dual-clutch unit that’s mounted with the diff at the rear of the car.There are three modes for the transmission and engine - automatic, sport and race. Each changes the response of the drivetrain and, in race, keeps the exhaust free for that glorious sound.  Road conditions can also be dialed up, for wet, ice and snow and even to turn the ESC off.The front suspension retains Ferrari’s normal double-wishbone system but the rear is an all-new multi-link arrangement that is claimed to improve ride comfort.On top of all this, the steering wheel now caries all the switches previously handled by column stalks. Gear changes are via long carbon-fibre paddles.SAFETYThe FF has four airbags because Ferrari says that’s sufficient and has done all the crash tests - including an 80km/h rollover - and come away with the maximum star rating.On top of that, there’s a brilliant traction system that introduces all-wheel drive and the ability to cope with snow and ice, and carbon-ceramic Brembo brakes with discs the size of a family pizza plate. Without fade and with virtually an unlimited disc life, the brakes will pull the FF down from 100km/h in an incredible 35m - or exactly 2.7 seconds.DRIVINGDied and gone to heaven. The FF is almost what the perfect car should be - versatile, comfortable, quiet, breathtakingly quick and capable of arousing its driver with a sound track of soaring cresendos, resonate basses and sharp, urgent barks.  It’s tactile, aural and visual experience is its magic.The massive, time-worn faces of the Dolomites on Italy’s northern border are etched with tightly-wound and narrow ribbons of road that rise and fall, twist and turn. Perhaps too tight for the 5m long car but the complexity of the route didn’t daunt the FF.Not only was it nimble enough to wind its way up to 2200m above sea level, but so comfortable that occupants were never compromised - and that was a huge surprise in a car from Ferrari.Flick the lever from “auto’’ - which is actually a very smooth and city-friendly gear mode - to “sport’‘ and the car changes, hunkers down, gets a bit noisier and feels more poised for battle.  Go to “race” and the baffles in the exhaust system are relieved so making the car bark and spit and passers-by gasp.Yes, as expected, it’s fast. Unexpected is how easy it is to drive. The engine is immensely torquey - 500Nm from 1000rpm - so it softens the feeling of urgency. It’s only the G-force on your face and the powerful swing of the tacho needle on its yellow facia that tells the real story.The engine delivers its maximum 486kW at 8000rpm and the engine has a cut out at 8200rpm, so it’s an engine that will run hard and effortlessly from idle right through to the red line and never slow its delivery.Impressive - and yes I know that goes hand-in-hand with the price tag - is the ultra-fast gear shifts, the comfort of the suspension and seats, and the tremendous power of that engine.  Against this is the initial confusion caused by the steering wheel’s switchgear - especially at speed or when fanging through the mountains - and he sheer width of the car.The rear seats will seat two adults in comfort and Ferrari claims they can both be 1.8m tall - but it also depends on the height of the front occupants.I could rant about the improved fuel economy over the previous model, but I feel that may be time wasted.VERDICTBrilliant! This car returns Ferrari to the podium of automotive technology and shows that, money aside, you can have an eminently capable high-speed grand tourer that is city-friendly.FERRARI FF ****Price: est. $625,000Warranty: 3 years, 100,000km, roadside assistResale: n/aService Interval: 10,000km or 12 monthsEconomy: 15.4 l/100km; 360g/km CO2SAFETYEquipment: four airbags, ESC, ABS, EBD, EBA, TC.Crash rating: 5 starTECHNICALEngine: 486kW/683Nm 6.3-litre V12 petrolTransmission: Seven-speed dual-clutch auto 0-100km/h: 3.7secBody: 2-door, 4 seatsDimensions: 4907 (L); 1953mm (W); 1379mm (H); 2990mm (WB)Weight: 1790kgTyre size: 245/35ZR20; 295/35ZR20Spare tyre: Aerosol kit

A new flagship is waving the Saab flag again in Australia. The all-new 9-5 is the first newcomer since the Swedish brand was released from more than 20 years of suffering under General Motors, and comes with the promise of value pricing, impressive quality and styling that breaks away from the origami school of creasing in European design.Now, if only they could get the ride and handling right... The 9-5 is a good looking car that's noticeably bigger than any previous model to wear the badge, and a bottom line from $71,900 - helped by a Luxury Car Tax break for an eco-friendly diesel engine - will help to get it on shopping lists against everything from the BMW 5 Series and Benz's E Class to the Volvo S80.Saab Cars Australia is planning a slow burn on the 9-5 - and the rest of its comeback plan - and is only predicting around 100 sales this year. "Our brand is not something we shout about. We want to talk to people individually," says Steve Nicholls, managing director of Saab Cars Australia. He says the point of difference for the 9-5 is the way it looks."All our communciations are based around design. That's the key message. It's not about kilowatts or how much you can fit in the boot," says Nicholls, who flew global design boss Simon Padian to Australia for the introduction of the 9-5.VALUEThe starting price of the 9-5 is helped by a diesel that comes in at 6.8 litres/100km, but even the petrol-powered Vector is affordable - for the class - at $75,900. The flagship Aero Turbo6 XWD is priced from $94,900 with all-wheel drive and most of the good luxury stuff, although a back-seat DVD system is an extra-cost option.Good stuff on the Vector includes a head-up instrument display and chilled glovebox in addition to the usual satnav, an all-speaker Harmon-Kardon sound system, leather trim, bi-Xenon lamps and more. The top-line car is boosted by park assist, sports seats cornering headlights and more. Every 9-5 comes with keyless entry and the start button is in the console between the seats, the traditional location for the ignition key in any Saab. "We've created a big gap now between the 9-3 and the 9-5," says Nicholls.TECHNOLOGYWhen Saab was part of the GM family, the way the company was treated was basically just child abuse. That meant investment and development was always limited, so Saab is playing catch-up. Even so, its all-turbo engine philosophy is sound, it promises body strength and safety as good as anything in the class, and there is independent rear suspension - but not in the turbodiesel.Engine outputs are 118kW/350Nm for the diesel, 162/350 in the petrol four and 221/400 in the 2.8-litre V6, with all cars using a six-speed automatic gearbox. To put the 9-5 in its place, it's just over five metres in length with a wheelbase of 2837mm, has 513 litres of boot space and a full-sized spare.DESIGNThe shape and style of the 9-5 is a welcome move away from the creases-and-crunches, origami style of so many modern European cars. It even has a blacked-out A pillar to disguise the traditional bulk around the front of a car, and an aero-influenced curving windscreen."Because we're Saab we're allowed to be different. To be honest, I think if we followed the rest of the crowd we'd lose our soul," says Saab's chief designer, Simon Padian, in Australia to preview the 9-5."Saabs have always been durable, practical cars that are designed to be used. Our customers want cars that have meaning and substance." "The 9-5 is the result of a very conscious journey. We're always looking for a way to create more desirable products."So the body is smooth an distinctive, while the cabin has a driver-  focussed dashboard and the sort of quality final finishing you expect in a Saab.SAFETYThe 9-5 should easily clear the five-star bar at NCAP, but Saab says it wants more and is bringing everything from its 'black panel' dash - which blanks everything but the speedo on command to cut after-dark strain - to the head-up display. There are front-side-thorax-curtain airbags, ESP stability control and ABS brakes, as well as a rollover sensing system.DRIVINGThe look and feel of the 9-5 promises a lot. It's a classy car where you can see and touch the quality. The engines also respond well, from the quietness of the diesel to the pull of the V6, with a smooth shifting automatic - although there is no response to calls for a downchange when you tug the shift paddles in D, only in Sport.Based on a very short drive in a full range of cars, the 9-5 is fairly quiet - apart from some wind noise around the mirrors - the seats are very comfy and supportive, and the dash is well laid out with plenty of toys. The head-up display is the best we've seen but there is a silly extra display in the dash that means you can have three speedometers operating at once - main, head-up, and an 'altimeter-style' extra - and that's plain silly.The real problem with the 9-5 is the suspension. Regardless of the car, and despite running through 17-18-19 inch tyre sizes, the suspension is crude and fails to cope with Australian conditions. Saab says it wants a sporty feel, but the 9-5 crashes through potholes, is nervous on corrugations, and is generally not a nice place to travel. And there is torque steer and kickback, as well. The 9-5 is promises a lot but urgently needs to have its suspension fixed before it can be considered as a serious prestige contender in Australia.VERDICT: "Looks good, drives not so good."SAAB 9-5 ***1/2 

THE character-warping skills of Jekyll and Hyde take on metal form as Maserati launches a special edition coupe that takes the race car to the road.  Limited in volume, but not exhilaration, the MC Stradale is Maserati's third coupe and runs an even more potent version of the company's 4.7-litre V8.Only 15 units are allocated to Australia and New Zealand and most of the $364,400 race-bred coupes are spoken for ahead of deliveries next month.  The exclusivity and price seriously limit the potential of Maserati's limited edition that is designed particularly for drivers who want a squirt on the rack on weekends.Sadly, though that's the desire of Maserati, the car is more likely to be garaged by people with money who simply want the latest Maserati model.VALUEExclusivity has its price. The MC Stradale (it means street, so implies its civil) is $45,900 more expensive than the GranTurismo S and though gains 7kW (to 331kW) and 20Nm to 510Nm and is more fuel efficient, there are subtractions.Unlike the GT S, the Stradale has only two seats. It has less sound proofing - though remarkably it actually benefits the car - and misses out on electric seat adjustment.In Europe it comes standard with four-point seat harnesses - illegal in Australia - and an optional half cage for roll protection. Australia gets standard three-point seat belts and the option remains for the roll cage.In its favour, the Stradale gets 20-inch wheels with new Pirelli PZero Corsa tyres; body kit with front splitter and rear lip spoiler; new exhaust system with centralised twin exhaust tips; carbon-fibre seats (it's also used for the mirror housing, spoiler, cabin trim and door handles); and enormous carbon-ceramic disc brakes with Brembo calipers. Serious stuff.DESIGNBasically, it's a Maserati GranTurismo S with a subtle body kit. Looks great and comes in lots of colours including a few matte paint schemes.SAFETYTop of the wozza five-star crash, with full complement airbags and stability control, and so on.TECHNOLOGYThe engine gets tweaked for more power and has 80 per cent of its 510Nm torque on tap from 2500rpm.  Cleaning the efficiency of the engine has lowered fuel consumption in comparison with the GT S by 13 per cent to 14.4 L/100km and the same CO2 emission which is now 337g/km.The three-mode robotised manual box is in the back, integrated with the diff, and offers full auto; Sport (manual); and Race (full manual with reduced traction aids).  The suspension is 8 per cent stiffer and the car rides lower by 10mm at the front and 12mm at the back.But the biggie is the 110kg weight loss thanks to carbon fibre, negating some weighty bits (electric seats saving 26kg) with other fat busters being the carbon brakes (saving 18kg); removing most of the sound insulation (25kg); and the fact it has no back seat (16kg).DRIVINGNoise... so much glorious noise. The full auto option in the box is relatively smooth and requires no input from the driver. Sport ups it to manual - clicking up and down the cogs via big carbon-fibre steering wheel paddles - and adds an open exhaust from 4000rpm.The Race mode reduces traction aids while keeping the exhaust bypass valve open. It makes the exhaust sound like a mournful wail and is both threatening and addictive. Pedestrians on Maranello's narrow streets didn't object.The Stradale hints at being a raw, race-developed car. In fact, it is very comfortable with no suspension jarring. The noise levels - despite the extraction of 25kg of insulation - is fine. You could definitely live and commute in this car.The secret is that it goes like stink when prodded. The steering is as close to perfect as any car I've driven. Perhaps Porsche's Cayman R comes close, but not close enough.Calculate the curve of the corner ahead and feed in the steering and the nose follows through with a perfect translation of thought to action.  Immensely confident handling and that engine that wants to roar and spit and bark forever make this a very emotive ride.The cabin works. The switchgear can be a bit awkward - but not as bad as the Quattroporte's slap-dash placement - and the A-pillars are huge, but the rest of the car simply works.VERDICTSurprise package that takes the GT S one step higher but is so driveable that it won't sit in the garage waiting for race day.Maserati MC StradalePrice: $364,400Warranty: 3-years/100,000kmResale: 68% (est.)Service Warranty: 15,000km/12 monthsSafety: 5-star Euro NCAPEngine: 4.7-litre, V8 petrol, 331kW/510NmBody: 2-door coupeWeight: 1670kgTransmission: 6-speed semi-manual, rear driveThirst: 14.4L/100km, 98 RON, CO2 337g/km ``Track car that's so flexible it'll do the shopping during the week''

The humble station wagon seems to be making a comeback.More and more car makers are reintroducing wagons into their lineups, but not the wagon as we remember it. These are "sports wagons", much more exciting carry alls that sacrifice some practicality to style. A prime examaple of this is Holden's stylish Sportwagon with its smaller luggage area.The latest manufacturer to add its name to the list is Swedish car maker Volvo, which has just unveiled a wagon version of its mid-sized S60 sedan, called the V60 (the V is for versatility).VALUEPriced from $54,950, it has the looks and performance to put the German big three on notice.TECHNOLOGYThe S60/V60 are all the more interesting because one of the engines offered by Volvo will soon power the Ford Falcon. The GTDI 2.0-litre turbcharged, direct injection four cylinder petrol engine is known to Ford as the EcoBoost engine and is set to replace the long serving straight six in the Falcon in the months to come.In the Volvo, it generates 177kW of power and 320Nm of torque and is paired with a six-speed double-clutch robotised manual.We've driven quite a few of these so called "manumatics" in the past couple of years and this one is the smoothest and most responsive so far.Fuel consumption for the entry level V60 T5 model with this engine is 8.7 litres/100km and the car accelerates from 0 to 100km/h in 7.7 seconds. Not bad.The V60 is also offered with a 2.5-litre five cylinder turbo diesel and a 3.0-litre turbocharged petrol six which powers the top of the line model. The diesel is good for 151kW and 420Nm of torque while the six produces 224kW and 440Nm.The cars are designated T5, D5 and T6 respectively.DRIVINGWe got to drive the T5 and T6 this week at the launch in Albury. Although the T6 hits harder, its sports suspension, larger 18 inch wheels and low profile rubber contribute to a much harsher ride.The ride in the T5 with 17s on the other hand is impressive, but smaller wheels are always a harder sell.The 2.0-litre turbo produces a satisfying amount of power. It's quiet and comfy, with a smooth ride and plenty of grip. The suspension did an outstanding job of soaking up potholes and undulations that we encountered on country roads.SAFETYAs a Volvo the V60 is of course choc-o-block with safety equipment including the City Safety system which is standard across the range.The car is fitted with a number of cameras and radar sensors and will automatically brake at speeds of up to 30km/h to prevent rear enders in traffic. We were however disappointed to learn that a reversing camera is not standard nor is the pedestrian detection and braking system. The latter is parcelled as an option with Active Cruise Control.Audible reversing sensors are standard and Volvo argues they are more useful than a camera. If you want Active Cruise Control it will cost you another $4175 or you can take the whole Driver Support Pack for $4990 which includes lane departure warning and the BLISS blind spot awarness system. Interestingly, the NRMA offers a discount on insurance premiums for Volvos fitted with City Safe.The D5 diesel model carries a $6000 premium while the T6 with the flashy R Design goodies tops out at $72,150.VERDICTThe V60 gets a big thumbs up from us.

ADVERTISING agency BBDO Singapore pushed the envelope with a local TV ad that tugged at the religious beliefs of Singapore's community. It basically states that if they buy an eco-friendly Mercedes-Benz "Blue Efficiency" ML model, then nature will one day thank them. Doubtless Mercedes will thank them too, but that's

THIS is a review of a luxury ambulance ... or maybe it should be titled how I went from rider number 7 to patient number 6040789 to 1831km in an RX450h.It's a long story, but the summary is this: I crashed on a bike launch in Victoria, ended up in a Melbourne hospital and couldn't fly home because of a lung puncture. So my wife flew down to drive me 1831km home to Brisbane.My boss offered me a Lexus RX450h which was ending its time at Carsguide on a long-term test. Lexus kindly obliged to the extra kilometres.Unless it had air suspension, it couldn't be a better "ambulance" for the long haul.So now there is one more use for this Toorak Tractor other than conveying the cherished ones to private school, rugby practice or ballet lessons.VALUEValue? Invaluable to me with painful chest and back injuries! The hybrid Lexus comes in three models, Prestige ($89,788), Sports ($96,787) and Sports Luxury ($108,900) which we drove.The top model comes with everything so the only option is 19-inch tyres. That's still about $10,000 more than the petrol model, but it has the best car audio system you can get - Mark Levinson audio system valued at $3000.There is only one other hybrid luxury SUV to compare it with and that's the Porsche Cayenne Hybrid S at $160,800. However, most buyers would also consider diesels such as the Audi Q7 ($88,614- $254,814), BMW X5 ($92,100-$113,300) and Mercedes-Benz ML ($85,780-$92,425).TECHNOLOGYIt's a hybrid, so it's powered by a 3.5-litre V6 petrol engine with an electric motor and a host of environmental and fuel-saving technologies.That alone is plenty of technology, but it also features adaptive cruise control, head-up display, satellite navigation, dusk sensing xenon headlamps with cornering function, rain-sensing wipers, front and rear parking sensors, six-CD/DVD tuner, Bluetooth, self-folding electric wing mirrors with puddle lamps, power windows, electrically adjustable seats and steering column with three memory settings, heated and ventilated front leather seats and a mouse-style controller for the infotainment system.Our test model was more than a year old so it didn't have the USB connectivity it now comes with.SAFETYPart of the technology overload are the safety systems that put my injured frame at ease. It comes with several safety systems to prevent a crash and minimize damage and injuries in a crash: pre-collision system, vehicle dynamic integrated management, and intelligent adaptive front lighting system. There are also 10 airbags, a reversing camera and a host of electronic aids with acronyms such as ABS, EBA, EBD and ESC that keep it on track.DESIGNI've always liked the slightly curvy, feminine lines of the RX, Q7 and Cayenne. To me they are a refreshing change from the chunky, macho X5 and ML. The RX450h has styling features to differentiate it from the RX350 petrol models including a turbofan-style grille, blue-trimmed Lexus hybrid logos, blue tinted tail lamps and AFS LED headlamps.Step inside and you can't help notice the illuminated blue "Lexus" on the doorstep. The rest of the cabin is similar except for the added features. Everything is practical, tasteful and comfortable.DRIVINGTo me the most important features were the comfortable and quiet cabin, and the long-travel suspension with double wishbone rear for a nice, plush ride. And on the Hume Highway's concrete joins, the bumpy roads north of Albury and Newcastle, and the road works between Coffs Harbour and Byron Bay, it was a blessing. However, to most buyers the most important thing is the fuel economy from the hybrid powerplant.Hybrids are really most frugal when they are in city stop-start traffic where the petrol engine is used minimally. On the highway, the electric motor is hardly ever deployed. Lexus quotes highway fuel consumption figures of 6.1 litres per 100km. With very little city or suburban driving, we used a total of 148.3 litres which is an average of 8.1L/100km.It's difficult to write a road test of a car I hardly drove, but my wife's comments are pertinent.She said it drives "like a car". She also liked the head-up display which shows speed and satnav directions on the windscreen in front of the driver, but she said her Polaroid sunglasses negated the images. She liked the adaptive cruise control, but in heavy rain they stopped and the screen said "cruise control not available". She didn't like the wood and leather steering wheel. She said the wood became hot and sticky in the sun and slippery when cold. She also found the rain-sensitive windscreen wipers unpredictable.I like the convenience of the 12V power outlet, the easy-to-use mouse-style controller for the infotainment system and the neat storage under the centre console. When I finally got to drive the Lexus for short distances under doctor's orders, I found the driving position easily adjusted to suit. I also like the way the seat and steering wheels move away when you want to get out of the car. With its hip-high seats, it is also easy to get in and out without having to squat or pull yourself up - great in my condition.LEXUS RX450hPrice: $108,900Warranty: 4 years/100,000kmResale: 90%Servicing interval: 15,000kmEconomy: 6.4 l/100km; 150g/km CO2Safety equipment: 10 airbags, ABS, EBD, stability controlCrash rating: 5 starsEngine: 220kW/317Nm 3.5-litre V6 petrol and electric motorTransmission: Continuously variableBody: 5-door, 5 seats Dimensions: 4770mm (L); 1885mm (W); 1720mm (H); 2740mm (WB)Weight: 2205kgTyres: 235/55 R19Spare: Full-size spare an option