Luxury Reviews

NO-ONE tells Volvo jokes at barbecues anymore and traffic light confrontations now are instigated with great trepidation. This is a new era for Volvo in terms of performance, and from Volvo Australia's perspective, one where sales just keep on rising. The primary reason is a fresh line of product. The boxes went a long time ago but its only recently that the transition from rectangles to gentle curves hit home with buyers.Volvo Australia's new managing director Matt Braid says more than 7000 cars are forecast for sale this year, up from 4945 last year. Its mainly attributed, he says, to the mid-size S60 sedan - a rival to the BMW 3-Series and Audi A4 as well as examples from premium Japanese makes - and from this week, its wagon version, the V60. "The S60, V60 and XC60 are the strong players at the moment," he says. "They're offsetting a bit of a fall last year with the XC90 (once the most popular Volvo) and the smaller S40 and V50."The S40/V50 duo are suffering, Braid says, from intense rivalry in the compact premium sector. While the V60 has a big job to help increase sales, it carries those on broad and very capable shoulders, as I discovered this week at its launch.VALUEThere is no surprise that the V60 offers a lot for the money. Volvos now are all like that. The surprise is more that the emphasis is now on the driving experience rather than solely on keeping its occupants alive.The V60 comes with the choice of three drivetrains, 12 paint colours, a wide range of leather colours including pairings, and if that doesn't satisfy you, an option list so big that it can add about $25,000 to the price of the $54,950 entry-level T5.The T5 also comes as an R-Design version (15mm lowered and tightened suspension, body kit, snappy interior, and so on) for $59,150 and shares the 2-litre four-cylinder turbo-petrol engine and six-speed auto driving the front wheels.Step up to the D5 (2.4-litre five-cylinder turbo-diesel) and you'll spend from $60,950 and then climb up to the T6 (3-litre inline six-cylinder turbo-petrol) for $67,950 and in R-Design trim, $72,150.TECHNOLOGYThe V60 is based on the new S60 sedan and picks up a very taut and responsive chassis and a comprehensive list - when you add in the options - of safety gear.Standard is the City Safety system that automatically stops the car when it detects low-speed impact. Options include collision warning with full auto brake, the very clever radar-camera pedestrian detection and driver alert.More interesting is the 2-litre four-cylinder engine that will also be used in the Ford Falcon. It's a beauty, though drive it like it's stolen and Volvo's official fuel economy doesn't see eye to eye with reality. Except for the neat - but optional - full multi-media system, the V60 is more about relatively simple components honed for maximum efficiency.The only cruncher in all this is the lack of a spare wheel. You get an aerosol can of goo that is one step up the ladder from walking home. Not safe, Volvo!DRIVINGThis thing is really good. It is a quiet, comfortable wagon that Volvo freely admits is more for driving than delivering cargo. For that, Braid says, get the V70. The chassis is taut and the steering rarely feels vague like similar electro-hydraulic units. You push this into a corner and it sends back positive news through the steering wheel.Don't laugh at the 2-litre in the rather porky 1870kg body - it's an eager engine that has superb low-end torque (320Nm at 1800rpm) that makes it a quick machine through tight, winding roads.Volvo claims 8.7L/100km in the front-wheel drive wagon but I got 11.9L/100km.  The T6 - inline six with a turbo - is a great engine but maybe too much and too expensive for its class. Still, it has all-wheel drive and hangs on like a limpet through the corners. It returned 10.9L/100km/h on the test route.The seats are comfy and, in the R-Design option, get cuddly with your body thanks to heavy bolstering.  Ergonomics are pretty spot on - Scandinavians can't help themselves with some nuances, as anyone who has assembled Ikea will testify - and standard child seat bolsters in the back, split fold-flat rear seats, rear vents and personal item storage just add the sauce to the herring.VERDICTI'd recommend this as a buy, but if you travel outside the city you'll need a spare wheel and that's an option.VOLVO V60Price: from $54,950Warranty: 3-years/unlimited km, roadside assistResale: n/aService interval: 15,000km/12 monthsSafety: 5-star Euro NCAPEngine: 2-litre, 4-cyl turbo-petrol, 118kW/230Nm  2.4-litre, 5-cyl turbo-diesel, 151kw/420Nm  3-litre, 6-cyl turbo-petrol, 224kW/440NmBody: 5-door wagonWeight: from 1870kgTransmission: 6-speed auto (all); front drive (2-litre), AWD (2.4 and 3-litre)Thirst: 7.1L/100km, 98 RON, CO2 188g/km (2-litre); 8.7L/100km, CO2 205g/km (2.4-litre); 10.3L/100km, 98 RON, CO2 247g/km (3-litre)"Affordable balance of pace and grace with extra room for the toys"

If Henrik Fisker has his way, the car of choice for Hollywood's environmentally conscious stars will be his new electric car. So what about the Toyota Priuspopular with the likes of George Clooney and Julia Roberts? Nah, too run-of-the-mill. And the Chevy Volt? Not enough style.Enter the all-new Fisker Karma, the world's first true electric vehicle with extended range. And crikey, does this multi-talented youngster find itself in a unique position.The brand new American limo not only boasts Mercedes-level luxury and BMW-like handling wrapped in a sleek exterior worthy of a Maserati badge, but delivers some of the greenest credentials around.Packing a 300kW punch, this 4-seater, 4-door sedan generates cleaner C02 emissions and better mileage than a Prius. And we're in sunny Southern California to drive the first editions.So how did this potential game-changer come about? In 2005, Danish-born company CEO Henrik Fisker and business partner Bernhard Koehler started rebuilding Mercedes and BMWs convertibles at Fisker Coachbuild until a chance meeting with Quantum Technologies changed everything. The alternative energy company had been contracted by the government to develop a "stealth" vehicle for the U.S. military that could be dropped behind enemy lines, move forward in electric-only "stealth mode," and then retreat by using an engine.But before we get ahead of ourselves, we need to point out that Fisker doesn't just head up the company as its CEO. He also happens to be chief designer as well. And when you consider that his previous jobs included penning the Aston Martin DB9, V8 Vantage and the BMW Z8, then it's easy to see where the Karma's European-inspired design flare comes from. With definite designs hints from Aston Martin and Maserati, first impressions are that this car just might be the most beautiful-looking sedan penned on American soil since the 70s.The sheet metal however, is just the icing on the cake. What sits on the Karma's bespoke aluminium spaceframe chassis pushes the envelope of EV drivetrains. Co-developed with Quantum Technologies, the car employs that military stealth vehicle-inspired powertrain we mentioned above: twin, rear-mounted 150-kW electric motors and a lithium-ion battery pack. After the battery charge is depleted, some 80kms later, a GM-built 4-cylinder 255hp 2.0 litre turbocharged petrol engine engages to drive a generator that recharges the batteries. Fisker's patented "EVer" (EV extended range) setup guarantees up to 80km EV-only range and around 400 kms with the engine, totaling over 480kms range extended capability.Out on the track, it soon became obvious that Fisker's team means business. Press the start button, select D from the small PRNDL pyramid on the centre console, and the car puts you into its default "Stealth" or EV-only mode. You have the option of flicking a paddle to select "Sport" and engage the engine for a boost in power, but more on that later.As we taxied out onto the course at around 30km/h, we noticed (like the Nissan Leaf) that Fisker has fitted an artificial sound to warn pedestrians of the Karma's presence. Cool. Then we floored the throttle. 100% of the available torque on tap, instantly. That's 1330 Nm of torque, a figure only eclipsed by the mighty Bugatti Veyron. It's not explosive acceleration, but it's fast enough to please most drivers. Even though the Karma has an unsubstantiated curb weight of 2 tons, it will sprint from zero to 100km/h is 7.9 seconds and reach a top speed of 155 km/h (in Stealth mode).It only took one lap of the special street course to establish that the Karma handles like a damn capable sports car. The double wishbone suspension with its forged aluminium arms and self-levelling rear dampers help rank the Fisker EV at the top of its class for on-road manners. Turn-in is sharp and precise with well-weighted steering and almost no understeer at the limit.The car's super long 3.16m wheelbase, wide front and rear tracks, low centre of gravity and huge 22-inch Goodyear Eagle F1 tyres all combine nicely to keep the Karma flat through the corners while generating minimal nose-dive under full braking. Type grip is substantial but the rear will slide and its easy to catch. Oh, yeah and its 47/53 front-rear weight bias doesn't hurt that handling equation either.The only issue we had was with sound. Wind and road noise suppression are well executed. In fact, they are so well isolated that you can hear sounds coming from the bodywork as the car flexes under cornering. Now, the fact that we are also cruising in silent Stealth mode only seems to compound those sounds, until, that is, we flick the steering wheel mounted paddle from Stealth to Sport mode. All of a sudden, the silence is broken by an engine that springs to life with a rather loud and raspy exhaust note delive red through pipes positioned just behind the front wheels.The first thing you notice, apart from the audible exhaust note and the turbo whistle, is the extra power. Powered by the engine, the generator not only recharges the battery but lifts the lithium-ion pack's performance which in turn boosts acceleration by a noticeable 20-25%. That switch to Sport now allows the car to sprint from zero to 100km/h in 5.9 seconds while elevating top speed to 200 km/h.A 6-piston Brembo brake setup with 4-pistons up the back, pulls up admirably and resists fade. Brake pedal rigidity is firm and progressive while squeezing the right paddle allows you to engage Hill mode and select between three levels of regenerative braking, a feature that simulates the effects of downshifting.A $529 million injection from the Department of Energy allowed him to purchase GM's former Delaware plant where the next car will be made, the lower-priced and smaller Nina. It will also allow Fisker to expand his 'responsible luxury' theme that has seen this green company use timber reclaimed from California forest fires and Michigan lake bottoms, as well as blemished leather.Yet another first is the Fisker Command Center in the center console. It features a huge 10.2-inch force-feedback touch-screen that centralizes almost every vehicle control. And its easy to use. In addition, the Command Center can display power flow including energy gain from the solar panel roof which can generate enough power to drive the car 300 kms over a year.Built alongside Porsche Caymans in Finland, the Karma might only be three years old, but the signs are bright for sure. Made only in left-hand-drive, Fisker's first model will not see our shores. We'll have to wait for his next EV, the smaller Nina, which is expected around 2013. Our brief drive convinced us that the Karma has a lot in its favour, starting with those drop-dead good looks, unique expert engineering, superb handling and a green powertrain that sets new standards for CO2 emissions and mileage. The audible interior creaks and loud exhaust note will need to be addressed but should be solved in the very near future.The fact that over 3,000 orders have already been taken for this US$96,850 (base price) car hint at a potential market that could see customers ranging from Porsche and Mercedes cross-shoppers to green driving enthusiasts to the likes of Leonardo and Cameron, George and Julia and Brad and Tom. Hmmm, wonder who's going to be the first one to roll up to the red carpet on Academy night in Stealth mode.

The spy scandal at Renault shows it's capable of some classic Inspector Clouseau behaviour. Three former executives are now destined for huge compensation payouts after being falsely accused of flogging secrets to the Chinese. They were fired on the word of a paid informant.But Renault had been the victim of a scam. It's all going to get very messy and has tarnished the do-no-wrong reputation of chief executive Carlos Ghosn, who has sacrificed his bonus and issued a humiliating apology. Hindsight is easy, but I could have told them they were revving up the wrong engine. I offered to spill the beans on the Renault RS250 down at Emperor's Garden and didn't come away with so much as a dim sim.The RS250 is a feisty hatchback along the lines of the Volkswagen Golf GTI but a little bit pricier and French. Things get better from there. It's about the same weight but extracts more power from its 2.0-litre turbocharged four-cylinder engine. With another 29kW, it's quicker to 100km/h by what is, in hatchback terms, a chasm: 0.8 seconds.At a shade over 6 seconds to the limit, the RS250 is right at the pointy end of hatchback performance. Apart from outright oomph, it has a limited slip differential to help traction and that bane of powerful front-wheel drive cars, torque steer, is largely absent.DESIGNLike the GTI, the RS250 is based on a bread-and-butter hatchback, in this case the Megane. The trick with these cars is to make them look hot and drive well without destroying the hatchback's inherently practical formula.The RS250 looks great, much better than the standard car, although there are some compromises from the two-door layout. The doors themselves are long, the rear is occasional-fit for full-size adults and the hatchback loading lip is high and narrow.The Trophee variant driven here gets 19-inch wheels and snug Recaro seats up front with a squab that lacks tilt adjustment. It took a while to find the right position. Ahead are dials, set at a difficult angle to read. I wouldn't want to rely on them to keep me legal.INTERIORMaterials are a mix of soft-textured plastic on top of the dash and hard, featureless plastics elsewhere. There are some vestiges of the left to right-hand drive conversion, including a start button and handbrake that are closer to the passenger than the driver.There's also that perennial French specialty, the multi-function wand. In its familiar place at 4 o'clock behind the wheel, it now has nine controls that allow audio and other functions to be accessed without taking your hands off the wheel. Unless you want to turn cruise control on. Then you'll spend ages looking for a switch located - absurdly - behind the gear shifter.DRIVINGAs soon as the turbo is on boost - and it doesn't need many revs - the low-down torque is there to make around-town driving less of a constant gear change. That said, it's still possible to stall it because below a certain point nothing happens and the clutch take-up is a bit high. I wasn't a huge fan of the gearshift action either, but that's being picky.The brake and throttle are nicely positioned and the steering wheel is a beauty. The car steers sweetly and with four-piston Brembos at the front, pulls up with authority. Best of all, I liked the car's overall composure, which is first rate and would not disgrace something much more expensive.It's set up with some firmness, as you would expect, and plenty of discipline so it retains contact with the tarmac over bumps. Despite this, there's enough initial cushioning to make it comfortable. This translates into tidy and accomplished dynamics, which make it quick then quicker along a windy road until you reach the - fairly distant - point where it wants to run wide.Quirks aside, the main drawback of the RS250 was a bit too much tyre noise from skinny 35 ratio tyres. On their own they can be a bit loud. Combined with the noise of the turbocharged engine, which occasionally sounds good but mostly sounds industrial, the cabin ambience alternates between a thrum and a drone.VERDICTIf I had younger ears and was after something small and feisty, the RS250 would be on a short list next to the Golf GTI.Read more about prestige motoring at The Australian.

The first four-cylinder model from Lexus piggy-backs the Toyota Prius to drive silently into new territory.  The hybrid CT200h - not only the first with four cylinders from the Toyota premium division but its first hatchback and first to slide in under $40,000 - is termed a "gateway'' model and is believed to win big sales for Lexus. Already its first shipment is sold out, even before the car this week arrives in showrooms.Chief executive for Lexus Australia, Tony Cramb, says the CT200h "challenges the established market norms" by delivering eco-friendly technology wrapped in a luxury package.The entry level's price of the four-model range starts at $39,990 which is staring at eye-level with the $39,900 Toyota Prius. No surprises then that they share more than just parents.VALUEAt $39,990 it's not exactly cheap but neither are its primarily European competitors. The trick is that the starter model is modestly equipped. You have to throw another $9000 at it to get what the luxury market expects - sat-nav, leather, heated seats, 10-speaker sound and a reverse camera - in the Luxury edition.The sports-oriented F-Sport model gets blackened alloys, body kit, sports suspension (no, no and no) and sports seats for $49,990.  Ring your banker and get $55,990 for the Sports Luxury which has additional safety like Lexus' new pre-collision system and active cruise control.TECHNOLOGYSame as Prius. The 1.8-litre engine is mated to an electric motor that also acts as a generator and starter motor.  The gearbox is a continuously-variable unit operated by a slick electronic, Playstation-style lever. An electric motor helps reduce steering effort and another electric motor runs the water pump.The battery at the back is nickel-metal hydride as Lexus says lithium-ion "wasn't available because of demand''. Rubbish - we've got Ni-MH because it's cheaper than Li-ion even though the latter is decades ahead in performance and lightness.But while this is all Prius gear, there are some interesting new bits.  Lexus has fitted four adjustable driving modes - EV (electric-only drive), Eco (petrol and electric but reduced power and airconditioning), Normal (petrol and electric but designed for smooth driving) and Sport (more responsive steering, more volts for the motor, less intrusive stability control and higher engine revs).Other handywork includes plant-derived material for the luggage floor, speaker diaphrams made from a bamboo-charcoal resin, and suspension strut bars that not only improve body rigidity but have an inbuilt absorber to reduce vibrations.DESIGNThe CT200h is the same size as the 1999-launched Lexus IS200 but is lighter, has a much bigger cabin and is one second quicker to 100km/h.  It doesn't break any new styling grounds but follows the conservative tastes of Lexus/Toyota and, therefore, its buyers.But it works well, with seating for four adults, a split-fold rear seat to boost the already accommodating boot space and reasonable visibility.  The cabin is better, with a dashboard that is both elegant and functional and - more importantly - more modern and youthful than Audi and BMW.The electronics and the displays are excellent - though you'll need the Luxury model to get the sat-nav on the big 200mm screen - but the foot-operated park brake is a jarring reminder of an archaic era.SAFETYThere's a five-star crash rating, eight airbags (the extra two are the knee airbags for the driver and front passenger) plus stability control, ABS brakes with EBD and brake assist, a hill holder - uphill or downhill - and traction control.  The seats are also designed to make the body squat while the active head restraints move forward, reducing the impact from rear-enders.DRIVINGMy head is saying Prius and it's not getting excited, but my heart's feeling that there's a lot of urge coming on from up front.  The weeny drive program included some city driving where the first hint of change was the firm-ish ride over Melbourne's battered city roads.  But the ride noise from the suspension was virtually inaudible, as was the engine given it was mostly turned off and it could travel for up to 2km on the battery.Pick a tight, winding road and the CT200h - with the Power mode engaged - is an absolute surprise. Stuff the economy, this thing will run hard through the corners and draw the huge near-zero rev torque of the motor to complement the engine to deliver instant power out of the corners.The handling is excellent, even though the electric steering can sometimes feel vague and the CVT sounds like it's spinning irrelevantly.It's also comfortable (though some may think the ride's a bit firm for oldies) and really feels taut, confident and fun to drive. Definitely not words you'd use to describe Prius.LEXUS CT200h PRICE: from $39,990WARRANTY: 4-years/unlimited kmRESALE: n/aSERVICE INTERVAL: 15,000km/12 monthsSAFETY: 5-star Euro NCAPENGINE: 1.8-litre, 4-cyl petrol engine, 73kW/142Nm; electric motor, 60kW/207NmBODY: 5-door hatchWEIGHT: from 1370kgTRANSMISSION: CVT, front driveTHIRST: 4.1L/100km, 91 RON, CO2 95g/km"Affordable luxury with a green tint''

THE map of the human heart contains a topography of passion, pain, pride and prejudice. In fact, it outlines all the emotions of owning an Alfa Romeo. The latest map from the Italian, however, marks a different route than those previously followed.Its new car, the five-door family-sized Giulietta, details an Alfa that has less of the pain and prejudice, more of the pride and invokes almost as much passion as its predecessors. The third incarnation of the Giulietta nameplate is undoubtedly beautiful, surprisingly functional, has elements that indicate durability but in becoming a better car, had to give up some of its larrikin ways.It's more for the family - but it still goes like stink.VALUENot cheap. The Giulietta (pronounced Julietta, as if you have to be told) is tested here as the top-spec QV - Quadrifoglio Verde - is $41,990 plus on-road costs. Comparing that to its rivals (see below) shows it up as being a bit expensive. But take the feature list into account and its reasonable value for money.Standard gear includes the turbo engine, six-speed manual - sorry, no auto yet - and a really sophisticated, tight and beautifully tied down chassis.Safety is paramount, there's a Bose audio to rip your ears off, 18-inch spidery black alloys to make your eyes water and a top-notch infotainment unit. Did I mention that it also goes like stink?TECHNOLOGYThe QV gets a turbo-petrol engine but there's a cheaper Giulietta with a clever 1.4-litre with solenoids controlling the intake valves. Smart! But I digress.The QV is less technically endowed in the engine department but makes up for it with a chassis plugged into every electronic aid known to NASA, including a three-mode management nanny that acts like varying cup sizes of espresso.Called DNA, it's a console switch that acts on the engine, brakes, steering, suspension and gearbox. Flick it to Dynamic and it's a three-espresso hit with instant engine response and a firmer steering feel (done by easing off the electric assistance - while Normal is a single espresso and is still pretty enthusiastic while "all-weather" is a frontal lobotomy designed to sluggishly get through snow.There's also an electronic diff that uses the electronic stability control to mimic the actions of a conventional limited-slip differential.STYLEThis thing is beautiful. It's logical to compare this car with the Volkswagen Golf but, seriously, the Golf is crisp and functional like Kiera Knightly while the Giulietta is sensual and rounded like Monica Belluci. No contest.But that's the outside. The cabin is a tad convoluted with insufficient thought to the size and placement of switchgear. Yes, you get used to it but - back to the Golf - there's a clumsiness that could have been avoided. Note the big glovebox with a lid that will shave your partner shins; the too-small centre console holes; and the hard-to-read numbers on the gauges.Cabin room is reasonable with the claustrophobic sensation due to the high waist and narrow glass. Room in the back is good and only marred by small and awkwardly designed door openings, while the boot matches its rivals for space.SAFETYThis gets a five-star, six airbags (Alfa says you don't need a seventh for your knees because of the seat design) and every conceivable device to stop you safely and get you around corners quickly. For those who don't like clutches, it even has a hill-holder.DRIVINGForget the other switches, go straight to the Alfa DNA's Dynamic mode. It makes the QV sharp and so much fun. There's a lot of the Golf in this chassis. Punch it into a corner and the rear follows the line - there's no pushing at the nose (understeer) like you're pulling a caravan and the steering is unusually positive for an electric unit.The gearchange is pretty good, tending to work better when the car was being hurried and the ratios are a good balance between tight stuff and cruisey highways. The ride is close to superb. No noise from the suspension, even when it's working hard, and the QV will hold its line so well - better than the superseded 147 which was actually damn good.But the gem is the engine. It has so much torque that it feels ready to pounce in any gear. It makes driving tis thing so easy and makes it so much fun, specially when accelerating out of a corner.But there's no theatre. The engine noise is there - muffled but there - while the exhaust is practically inaudible. As I said, like a Camry. Shame on you Alfa - you harp on about Giulietta's history and forget the soundtrack.VERDICTCome to the front of the class, Alfa! The Giulietta - finally - strikes a superb balance of day-to-day practicality with a chassis and engine that invites enthusiastic driving. It's dulled by a bland exhaust note and a lack of an automatic option will lose punters but it's still a great car.OWNERSHIPPrice $41,990Warranty 3 years, 100,000km, roadside assistResale 65%Service Interval 20,000km or 12 monthsEconomy 7.6 l/100km; 177g/km CO2Safety six airbags, ESC, ABS, EBD, EBA, TC.Crash rating 5 starEngine 173kW/340Nm 1.75-litre turbo-petrolTransmission Six-speed manualBody 5-door, 5 seatsDimensions 4351 (L); 1798mm (W); 1465mm (H); 2634mm (WB)Weight 1320kg

THE large luxury sedan has slipped off shopping lists and everyone is climbing straight into pretend off-roaders.Everyone, that is, except for a few hold-outs who buy pseudo-coupes instead. This is a segment that used to be called Jaguar. But about the time Jaguar stopped producing low-slung, four-doors cars and began making Mercedes S-Classes, Mercedes came up with the CLS.The CLS is an E-Class in designer gear with a swing in its step. Less roomy than a real E-Class, it relied on its racy looks to sell. From the rear, it looked like a Ford AU Falcon, but no one told the rest of the world so it was a success.The CLS effectively gave Mercedes two bites at the large sedan market for the price of one. Unsurprisingly, it liked the idea so much it will launch another one later this year.Everyone else has been racing to catch up with what carmakers like to refer to as four-door coupes. That's a contradiction in terms - coupes have two doors - but it's nothing a marketing department can't live with.Two years ago, Porsche joined in with the Panamera. Last year, it was the turn of Aston Martin with the Rapide and BMW with the 5 Series GT. Even Jaguar realised it had taken a wrong turn and made its new XJ more like the 1960s original in spirit.For cars that rely so heavily on replicating the curvy appeal of a coupe but with more doors, it's astonishing that good looks are in such short supply. The Panamera is simply too big to be a pretend 911. The 5 Series GT looks good from the front but frumpy from every other angle, while the Rapide, although the slinkiest of the lot, cannot match the lovely proportions of an Aston two-door.Jaguar's solution for the XJ was radical, but it has taken a bunch of Italians to show it what could have been done. Audi, with the A7, is the latest to join this stampede.DESIGNLike the others, the A7 has top-drawer fittings and technology in an elongated shape with a hatchback instead of a boot. It sits beneath the flagship A8 in Audi's range and above the A6. Audi says it combines ''the sporty elegance of a coupe, the comfort of a sedan and the practicality of a station wagon''. So, like the others, it's trying to be a jack-of-all-trades. Give or take a millimetre, it's as long as a Panamera and the same height, although not as wide.Without seeing them side by side, it doesn't appear as bulky as the Porsche and sits towards the Aston end of the attractiveness scale. It's like a scaled-up A5 with more presence. As usual, the face is the easiest bit to get right and Audi has slightly varied its fallback headlight and grille shapes to good effect. But the designers were so committed to drawing the cabin in a single line that the tail ends up looking too long and fat. A curious single ''brow'' runs over the rear lights and defines the trailing edge.Also at the rear is a speed detector, otherwise known as an automatically deploying spoiler that's set to rise at 130km/h. Try talking your way out of that one.One benefit of the shape is an extremely long cargo area. You can even extend it by folding the rear seats. Audi says it can swallow 535 litres of luggage or 1390 litres with the seats down.It's shallow at the loading lip, though, so not as flexible and accommodating as the numbers suggest. The hatchback itself is heavy, despite being aluminium, so power is standard and the hinges are huge.INTERIORPotentially, the cabin shape could make rear headroom tight, although Audi has solved this with deep recesses in the roof. It's cosy and seating is strictly for four.The cabin follows the recent A8 by having a bit more flair than we're used to seeing in an Audi. There's a thin veneer strip that curves around the base of the windscreen, just like in an XJ. The A7 gets the A8's toys, including a touchpad control that shows Audi isn't scared of gimmicks.Debut technology includes a head-up display, unfortunately not on the cars I drove but already sampled in numerous BMWs. Despite its motto and hi-tech image, Audi is generally the last of the three Germans to adopt the latest safety or convenience systems. The A7 gets it up to speed on equipment such as night vision and the latest active cruise control, which can resume cruising from standstill.TECHNOLOGYThe car's underpinnings are shared with the new A6, which arrives in July, although many of the other mechanicals are familiar. The Quattro system debuted on the RS5 and features a rear-drive bias and the dynamic trick du jour for performance brands: torque vectoring. This redistributes power across a single axle for improved cornering. If you pay extra, there's a sports differential and adaptive air springs instead of steel. The transmission is a seven-speed double-clutch unit with stop-at-idle technology and both the engines are direct injection with forced induction: turbocharging for the diesel, supercharging for the petrol.The diesel unit is the older of the two but has been usefully upgraded and can still cut it with excellent torque and lively high-revving character. It doesn't sound as good as its BMW or Mercedes equivalents, but it's not unpleasant and largely muted here anyhow. Fuel consumption is an impressive 6.0 litres per 100km. The supercharged petrol is an alert engine with hair-trigger throttle response, making the car feel more alive and a little less weighty in the nose. It's nearly a second quicker to 100km/h, at 5.6 seconds, and not as thirsty as you may think at 8.2 litres per 100km.DRIVINGLarge Audis can be a let-down on the road and initially, at least, this one feels heavy and uncertain in its suspension movements, with the front and rear so far apart that it seems as though they're reacting to turn in at different times.However, it improves with a little more familiarity, sport mode, and a lot more speed.Before long, it has shed some of its 1.8 tonnes and is coming alive in the long-flowing corners that dominated the test route in Tasmania.This is thanks in no small part to the steering. It's a new electric system and the best I've sampled on an Audi outside of its most focused sports cars.Judging ride quality on unfamiliar roads is a trap for the unwary. Audi claims to have employed a unique ''comfort test bench'' in the A7's development to finesse this aspect of the car. I couldn't help but wonder, gratuitously of course, whether this was a euphemism on a par with ''Hollywood casting couch''. Suffice to say the ride was better on the smaller alloys and a bit suspect on the large 20-inchers.Twenty-inch wheels are the platform heels of the motoring world and cars such as the A7 are designer clothing made XXL.Despite this, it's a classy and sharply priced pitch at the executive barge market. It's also more interesting to look at and to drive than I was expecting. It would tempt me away from any SUV and, dollar for dollar, most of its rivals.AUDI A7Body: Large luxury hatchbackEngine: 3.0-litre turbocharged V6 diesel; 3.0-litre supercharged V6 petrolPower/torque: 180kW at 4000rpm and 500Nm at 1400rpm (3.0 TDI); 220kW at 5250rpm and 440Nm at 2900rpm (3.0 TFSI)Transmission: Seven-speed double-clutch automatic, all-wheel drivePrice: From $142,750 (3.0 TDI) to $147,800 (3.0 TFSI) plus on-road costs

Mercedes-Benz has made sure its top selling C-Class sedan and wagon is on top of the game following a mid-life update. This is the big change before a new generation arrives in about three years. There are over 2000 new parts with this update.Benz has taken the already impressive C-Class and completely reworked it with feature flow-down from the likes of S-Class and CLS models as well as refinements and styling changes.It is better in every way compared with the current model and offers more equipment, improved safety and eco-friendly technology.VALUEPricing hasn't been announced yet but expect minimal changes to the current schedule even though the new model scores more kit.TECHNOLOGYOne of the biggest changes is the adoption of Eco stop/start across the entire range. This switches off the engine when the car comes to a stop, re-igniting it as soon as the brake pedal is released. Stop/start can get a 31 per cent fuel economy improvement - compounded in the new C-Class by direct injection engines across the board in petrol and diesel.Australia will get seven-speed automatic transmission only in models ranging from the C 200CGi turbo petrol through to the C 350 CDi 3.0-litre turbo diesel. Ten new driving assistance systems ranging from Attention Assist drowsiness detection to Distronic Plus proximity control are now available for C-Class. The new-generation telematics include internet access and a 3D navigation display with plastic city views.DESIGNIn addition to the standard equipment which now include a leather steering wheel, the two design and equipment lines - Elegance and Avantgarde are the basis for customers individualising their own C-Class. The two lines are now more readily distinguishable from each other.Styling inside and out is revised with a more contemporary Benz family look including new CLS shaped headlights, new front guards, bonnet and doors in aluminium and new tail lights. Aerodynamics are improved to Cd 0.26 as part of BlueEfficiency measures that also include decoupling engine ancillaries, low rolling resistance tyres and optimised gearing. The dash is a much more appealing design with a larger info' screen integrated into the middle.DRIVEWe were able to sample two of the diesels last week in Tenerife, the C250CDi and the monumental C350CDi with a 3.0-litre V6 turbo diesel capable of delivering some 195kW/620Nm output. Yes, we will be getting this model towards the middle of the year.As expected, the 350 is a freight train of a car in performance terms. It just goes and goes and has stunning throttle response virtually off idle. With this much torque from under 2000rpm, the C350 CDi rockets out of the blocks and can deliver the sort of go you'd expect from a sports sedan.But Benz has set it up for mixed driving conditions which means it maintains its poise over rough roads and can waft along the freeway like an insulated cocoon of leather clad luxury. But the real surprise for us was the C250 diesel which, with 150kW/500Nm and a lighter, 2.2-litre four cylinder engine up front, was damn near as quick as the 350 and slightly more nimble in the tight stuff. Coupled to that is impressive fuel economy that can dip readily into the 6.0 litre/100km range.VERDICTWe love the look and feel of the new model in sedan and wagon variants but prefer the Avantgarde styling as it has a sportier edge.MERCEDES-BENZ C-CLASSEngine: C200CGi 2.2-litre 4-cylinder turbo petrol and C350CDi 3.0-litre 6-cylinder turbo dieselOutputs: 150kW/500Nm, 195kW/620NmEconomy: 7.3 L / 100 km 95 RON 171g CO2 p/km and 7.4 L / 100 km Diesel 196g CO2 p/kmTransmission: 5-speed and 7-speed Automatic, rear wheel driveSafety: Anti-lock Braking System (ABS),Electronic Stability Program (ESP), 9 air bags.

The A7 Sportback is on sale in Australia in diesel and petrol V6 guises, the former being turbocharged and the latter getting the supercharger. The four-seater will be sold under the "Imagination Meets Engineering" banner and is expected to contribute a small part - perhaps just 200 units - as well as being an image leader for the German brand.With a starting price of $142,750 for the three-litre turbodiesel V6 and $147,800 for the three-litre supercharged V6 petrol model, there's no cheap-and-cheerful marketing campaign likely - particularly when the options list can be ticked to push the pricetag close to $200,000 by the time one hits the road.But standard fare includes the adaptive suspension, the basic pre-sense accident avoidance system, satnav and 18in wheels on the diesel (19in on the supercharged model) and automatic adaptive xenon headlights - full LED headlights are an option.Also on offer is a glass sunroof, rain-sensing wipers, folding exterior mirrors, an automatic bootlid, quad-zone climate control, keyless entry and ignition, leather trim, a multi-function leather-wrapped steering wheel, electric-adjustable front seats with memory on the driver's pew.The infotainment system runs via a fold-out satnav screen and switchgear mirroring the A6 and A8, including the latter's touchpad set-up, with Bluetooth connectivity for music and phone to the hard-drive equipped Bose 14-speaker surround-sound system.Built on the new A6 platform, the A7 Sportback boasts aluminium construction to keep weight under 1800kg, with a long wheelbase and short overhangs.The seven-speed double-clutch automatic is teamed with a Stop-Start fuel saver function and the big four seater gets the clever quattro all wheel drive system that apportions drive 40 front/60 rear (with the ability to split 70/30 r 15/85).The crown-gear centre differential - first seen in the RS 5 coupe - and torque vectoring can be upgraded with the optional sports rear differential for torque splitting between the rear wheels.It's certainly a niche product ,but Audi says its aiming for the class of the sedan, with the sporty athletic lines of the coupe and the cargo capacity and interior flexibility of a wagon - it all adds up to a muscular road stance.The look is unmistakably Audi, although from the rear the squat, flattened rump is perhaps not as attractive as the sculpted flanks and snout. The cabin is brimmed with top-grade leather, aluminium or wood trim, installed in a typically first-rate manner.The list of technology is extensive, starting with the basic pre-safe system (which can be optioned to the full-auto braking level with active cruise control) and the (also optional) night vision with pedestrian recognition on the list as well.The airbag list includes the driver and front passenger, side airbags front and rear and a full-length curtain airbag. There are also anti-lock brakes, stability control, an electronic differential lock, tyre pressure monitoring and parking sensors teamed with a reversing camera.First up was the 220kW/440Nm three-litre supercharged V6, which does an admirable job of pushing the 1770kg plus occupants vehicle up winding mountain roads. Firing out of corners can sometimes see the electronic stability systems flash briefly, but the clever quattro system switches drive fore and aft, as well as side to side at the rear, to good effect.The V6 feels most at home in the mid-range of the tacho, when there's plenty of grunt on offer, but the car driven on the launch suffered a strange high-pitched wind howl, something not found on other vehicles.The seven-speed auto has a quick shift and the Sports mode has enough smarts to make the paddles an indulgence rather than mandatory. The adaptive suspension in auto mode is capable of good body control and decent (if on the firm side) ride quality, which doesn't degrade when the Dynamic mode is selected.The roll control and handling is composed and balanced, feeling lighter on its feet than the kerb weight suggests; the steering has nice weighting but could do with more feedback.Switching to the diesel and immediately the refinement of the turbodiesel package is apparent, as is the strong in-gear surge from the V6, which would be the best pick for an all-rounder.Tyre noise - particularly on coarse bitumen - was a downside in both cars, something which may have been more apparent due to the lack of wind and engine noise.Front room was as you'd expect from a vehicle of this size, but rear headroom is limited by the swoopy roofline.As has been the case with many - but not all - Audis, steering is well-weighted but lacking in feel, which can take some time with which to get accustomed.A well-planted cruiser that drives more confidently than expected.

THERE is a touch of Goldilocks about the new BMW X3. The X1 is too small for families with children, the X5 is too big and costly for most people, which means the X3 is ... well, just right.It still takes at least $62,200 to get into an X3, but it is a vast improvement over the previous model and a realistic alternative to a range of mid-sized prestige SUVs led by the Volvo XC60 and Audi Q5. BMW even believes it will lure some customers who might be shopping for a Mercedes ML.The revamp of the X3 comes from a back-to-basics assessment of the class and contenders, as well as people's needs. The result is a car that is almost the same size as the original X5 and far more sophisticated than the first X3, including a mechanical package that BMW Australia says is unique and not just a re-work of something from the 3-Series parts bin.There is no price increase on the X3 starter car and BMW Australia has even cut the price of the petrol-powered model while adding more equipment in both cars. It's a welcome move but one that is being done by a lot of companies in 2011, thanks to the strength of the Australian dollar and the level of competition in showroooms.Even so, the X3 comes with a premium pricetag - $62,200 for the turbodiesel-powered xDrive20d and $71,900 for the xDrive28i, with the flagship xDrive30d coming later at $74,900.The good thing is the value is reflected in a car which now has the class and comfort to match the bottom line. BMW has also loaded the X3 with everything from its eight-speed automatic gearbox to a two-way split rear seat, and there is a head-up instrument display available. But the basic X3 misses leather seats, something BMW justifies because it's the same in the Q5.Every BMW comes loaded with cool stuff and the X3 headlines an impressive iDrive system that now give full Bluetooth functionality and iPod connection. But there is also on-demand ancilliary systems for the engine to cut fuel use, as well as a stop-start system, regenerative braking and low rolling-resistance tyres.BMW says its X-drive all-wheel drive leads the class thanks to superior electronic controls and that the 2-litre turbodiesel leads the class for fuel efficiency.The new X3 looks more mature and more imposing. That's partly down to its size, and partly to a move to model it on the original X5. The shape is more X5-ish but also fits well into the current BMW family, with a body that uses a lot of aluminium to come in with a 25- kilo advantage over the previous model.The cabin is far roomier and classier than before, the back seat has proper adult space, and there is reasonable luggage capacity in the tail end. That's help, though, by the absence of a spare tyre as the X3 uses runflat tyres.The X3 is a guaranteed five-star performer with everything from impressive ESP stability control and brilliant ABS brakes to a cabin filled with airbags. It's good to see a rear-view camera as standard on a vehicle with such a family focus, although BMW's head-up display is a non-event if you were polarized sunglasses to combat Aussie glare.Taking the worst first, the ride comfort in the basic X3 is not good. The runflat tyres on the 20d driven by Carsguide turn potholes into thump-bang annoyances and cannot cope with typical Australian secondary road conditions. But that's about all there is on the complaints' list.The new X3 is plush, comfortable, pretty brisk and definitely a car that's up at the top of its class. The 20d gets along very smartly, provided you switch the transmission to sport, and can also run very quietly and frugally in any conditions. It has all the gear you expect for the price and class, although BMW Australia has typically loaded the press preview cars with a lot of (extra cost) optional equipment.The 28i is even better, without the runflat unpleasantness and with a truly sweet engine that's both smooth and very responsive on twisty roads. Both X3s sit flat in corners as you expect on a BMW, have lost the nasty pitchy ride of the previous model, and generally feel more like an X5 than the original X3.So now we are left wondering why the original was so underdone when BMW always had the ability to build a vehicle that could go head-to-head with the XC60 and Q5 and likely come out on top.What the X3 should always have been.

Welcome to the most pointless new passenger vehicle of 2011.There's really no need for Mercedes-Benz's G-Class. It's unique in the Tristar range but also anomalous. It's an immensely capable off-roader but few will leave the boulevard, least of all those AMG's on grotesque after market wheels that will in turn render intolerable a cruising ride that's already poor.Merc won't even sell many.And yet ... G's will be treasured for a design that defines unique and, most of all, for being a resounding declaration of difference, one that states: "I can afford to look this weird and not care what you think."So maybe the point is that there is no point.VALUESee above. For the record, the G350 with its clever so-called BlueTEC diesel starts from $161,680 and the G55 AMG with its stunning 5.5-litre supercharged petrol V8, from $217,230. Daft but the 40 who have made deposits, mostly for the AMG, are untroubled.TECHNOLOGYThe G350's so-called BlueTEC's catalytic converter uses the urea liquid AdBlue for exhaust gas after treatment. It can be added externally via a funnel by the fuel tank's outlet. Extra stiff shocks are used to deal with massive output of the roaring 5.5-litre V8 of the AMG.Both models have a system of three lockable differentials and a low range capacity for shinnying up slopes. Permanent all-wheel-drive defaults the torque 50:50 to each axle. Ball steering is set heavier than a compact SUV to overcome kickback.The G350 runs Merc's excellent seven speed auto; the AMG takes a five to handle its mad 700Nm.SAFETYPermanent all-wheel-drive, massive brakes, a very adroit stability program of airbags should ensure a five star crash rating.DESIGNThe G is Merc's oldest continually produced model. More remarkable is that its exterior has barely altered in 32 years; it remains the same conglomeration of squares and rectangles, relieved only by the wheels and headlights, though even these are in four-sided housings.The windscreen is vertical and this is the only Benz with the spare mounted on the back. The utilitarian theme continues within. Despite the expected luxury embellishments, the G is all too clearly derived from a 4WD designed to climb Alps or, as its military spec versions are doing even now, patrolling the streets of Kabul.It looks and feels old and uncomfortably upright. Not a lot of of room in there for something so imposing without. In the back three big blokes have Buckley's and the one in the middle will feel he's drawn a very short straw.Not great in front either. Seats adjust only so far and the driver is afflicted by a brake pedal placed so awkwardly high that smooth progress is a challenge.But, hey, people will see you, right?DRIVINGNever imagined I'd use a Mercedes-Benz to clamber up an almost 80 per cent incline on a Tasmanian track so eroded and busted up that any self-respecting mule would call HR.Mules, however, lack 540Nm, low range gearing and a set of seemingly infallible differentials. Even I, whose offroading ability is zero, can't go wrong with moderate steering and accelerator inputs.Hugely impressive as the ability to make a mountain the merest molehill may be, you might not enjoy driving between peaks. The AMG's regular road ride is pretty awful, unsettled, unresolved and borderline uncivilised.But it is acceleratively stunning, its rousing bent eight in need of no tunnel to resonate as it gets the big crate from standing to 100km/h in 5.5 seconds – a speed you'll be rapidly retarding as corners loom to avoid that top heavy “here we go” sensation.The diesel is the better of the two on the black top, but is an oiler soundtrack the accompaniment that's going to suit boulevard rather than bush bashing?VERDICTThe Merc you never knew the world needed.MERCEDES-BENZ G-CLASSPrice: $161,680 (diesel); $217,230 (AMG)Engines: 3.0-litre turbo diesel (155kW/540Nm); 5.5-litre supercharged V8 petrol (373kW/700Nm)Transmissions: 7-speed auto (diesel); 5-speed auto (AMG)Thirst: 11.2L/100km (diesel); 15.9L/100km AMG