Luxury Reviews

This is not so much the best hot hatch for anything like the money as something that stands the hot hatch category on its head, shakes out its pockets and shoots through with its keys. Everything comparable is over priced or too polite.A hot hatch is traditionally a top line but still relatively affordable model, one that is essentially a tooled up version of a humbler shopping trolley. And yes, the stunning RS 250 is derived from Renault's modest Megane (a car with much to be modest about).It has, however, as much commonality with its parts donor as a sub-machine gun with a musket.VALUEIf performance were the sole measure, we'd be moving on straight away, attaining 100km/h all of 6.1 seconds after we'd started (about the time taken to recite in full the model's name). Pace, as we'll see, is not even half the story.In tangible and tactile terms, the Cup edition gets sports seats, leather steering wheel and matching gearknob, carbon-fibre-effect dash, onboard telemetry via the Renault Sport Monitor and a Power Start feature that controls wheelspin under flat-out acceleration.The (even) more track-focused Cup Trophy gets rear seat space eating Recaro thrones, tyre pressure monitoring, folding mirror, smart card key with neat its hands-free entry and engine start functions, Bluetooth, iPOD audio streaming, dual zone climate control, RS Monitor Display and entirely necessary rear parking sensors.There's also optional 19s with smoky alloys. Go on. You know you want to.TECHNOLOGYMulti-stage electronic stability program allows increasing degrees of freedom, though as is true of the whole construct, you really want a racetrack to play with it. Engaging its Sport setting in turn allows access to the torque regulator's Sport and Extreme mode via the stalk mounted "mouse".No gimmick these. All are genuinely distinctive and useful, though you're almost always going to choose Linear in urban running and Sport whenever circumstances permit impactful acceleration.For all the plethora of info charted through the centre console - G-Forces, lap times, gear shift alert warnings - it's the 250's tried and true tech that most manifests itself. That's a mechanical limited slip differential up front - as opposed to an electronic approximation (a la Golf GTI) - and a rear torsion bar. The suspension is bespoke, lowered and tautened.SAFETYObserve, as if you could avoid seeing them, the immense, bright red Brembo four-piston brake callipers gripping huge 340mm ventilated disc rotors on the front wheels and solid 290mm jobs at the back.There's seatbelt warning lights for all five seats (though how you can hardly be unaware of the bright yellow straps), tyre pressure monitoring, bi-Xenon directional headlamps, auto headlamp activation, auto windscreen-wiper activation, cruise control, speed limiter, ESP with understeer control and emergency brake assist. The spare's a 17-incher.DESIGNAs the danger of going over the top loomed, Renault's designers applied the Brembos hard, leaving the 250 teetering on the brink of the overly stylised. Make of it what you will it is distinctive and, in a dark metallic as opposed to signature yellow, faintly menacing - all flared wheel arches, sharp creases and day time running lights that, somehow, appear reptilian.Opening the door is to appreciate the most obvious connection to the (much) lesser Megane, though the impression is rapidly overwhelmed by the racing accents: Recaros, yellow rev counter, a highly adjustable full grain leather steering wheel and aluminium pedals (and footrest - merci for that small mercy).DRIVINGWhen the 250 ceases to affect you, you're either hopelessly blasé or in need of rehab. It's an adult dose.Blast off from standing. There's minor but discernable hesitation, then an avalanche of torque and some amiable jiggling through the wheel. It doesn't come on as fluidly as we've come to expect from the direct injected turbo fours like the Golfs GTI and R; more in the manner of a jab to the solar plexus.Raw acceleration numbers are bested by others listed here, but in the French car the process feels more, shall we say, outré? That would be meaningless if it wasn't carried so utterly ably when the road ceases to be straight.This is where the 250 departs from the pack, holding the chosen line with amazing tenacity and an equally eye-widening absence of body roll or understeer. I'm reduced to the cliché that it corners as though on rails. If you remain convinced a front wheel drive hottie cannot be gratifying, here's one you must try.Can this be electric steering? There's another preconception with which we can dispense; this is completely linear, amply informative.Even for a practised but middling driver, such as me, on public roads, the 250 is a joyous thing, an almost unrecognisably enhanced shopping device perhaps, but one surely capable in more assured hands than mine (and on a race track) of undoing high end performance machines for which made sums are demanded.Yet in urban surrounds, Frenchie is almost urbane, acceptably firm but not skittish. With torque delivery dialled down you can negotiate car parks just as adeptly as a quiet B-road cutting. Not perfect perhaps, but, pound for pound, perilously close.VERDICTThe hot hatch to have; a joyous giant slayer.

The heat is on to get younger - and young at heart - owners into the new Mercedes-Benz SLK. Droptop sportscar driving fun all year round is the aim for of the third incarnation of the Mercedes-Benz two seater.The new hard-topped convertible has been endowed with the styling cues of the SLS AMG and the more recent CLS, as well as more efficient BlueEfficiency powerplants - two-turbo four-cylinders and a petrol V6, claiming up to 25 per cent better fuel economy.Australian SLK buyers will be offered the SLK 200, 250 (in lieu of the 300) and 350 models with only the seven-speed automatic when the model line-up arrives in the third quarter, but a diesel model offered in Europe is unlikely to make it here.What will make it here is the next AMG model, but details on the high-performance model's engine choice and other details are yet to be finalised.VALUEPricing is not yet set but Mercedes-Benz says the prices announced in Melbourne at the Australian International Motor Show mid-year will be close to the $92,000 starting price of the current model, with extra features to more than off-set any small increase.The range kicks off with the SLK 200 and SLK 250, both powered by the 1.8-litre direct-injection turbocharged four-cylinder; the 200 delivers 135kW and 270Nm; the 250's outputs from the same engine jump to 150kW and 310Nm .The SLK 200 claims 6.1 litres of premium unleaded per 100km and a 0-100km/h time of seven seconds. The SLK 250's thirst is 0.1 l/100km more, but the sprint time drops to 6.6 sconds.The 3.5-litre V6 engine in the SLK 350 - also seen in the new C-Class (on which the SLK is based) but not on the Oz-bound list - generates 225 kW and 370Nm, claiming the sprint to 100km/h is completed in 5.6 seconds. The V6, which claims fuel use of 7.1 litres per 100km, has been revamped to use third-generation direct injection and piezo injectors.Among the features list is the stop-start fuel saving system, Bluetooth phone and music link, leather-wrapped steering wheel, leather seat trim, seat heaters, trip computer, centre infotainment satnav display, LED running lights, the Airscarf heaters and a veratile (if small) boot with a reversible floor.The new SLK also has three suspension set-ups - standard steel-spring suspension, a sports-tuned version of the conventional system or the Dynamic Handling option, which adds the Sports button to sharpen up the chassis with electronically-controlled dampers.TECHNOLOGYThe SLK range now features stop-start as standard, appeasing the greenie conscience a little, but the most obvious hi-tech feature is the clever roof.Anyone who likes transition spectacle lenses will love the new world premiere (optional) Magic Sky Control roof, which transforms from transparent to heavily tinted at the touch of a button.The glass pane of the roof panel is altered by electricity - the particles are positioned to allow light through, until the voltage drops, when the particles re-align and partially block the light.The Dynamic Handling package includes the company's Direct-Steer variable-ratio system and the torque vectoring brake system, which brakes the inside rear wheel on corner entry to help the car turn in.DESIGNThe SLK has been given the new family nose, with the long bonnet, rear-set cabin and abbreviated rump all combing to complete an aesthetically-pleasing package, roof up or down.The company cites its iconic 1950s 190 SL, the new CLS and the SLS AMG all as styling influences. The bonnet and front wings are made of aluminium, but use of composite materials in the rear and lightweight steel, the body remains rigid but 13kg lighter than its predecessor.The interior oozes ergonomic character and quality, thanks to materials used - more SLS cues can be found, with the four round, galvanised air outlets.SAFETYAs you'd expect there's no shortage of safety technology - active head restraints, adaptive headlights, tyre pressure warning system and day-time running lights.There are dual front airbags, including a head airbag for lateral protection in the head impact area, as well as a side thorax airbag in the seat backrest.Added to the SLK's list is the drowsiness detection system Attention Assist, PreSafe and PreSafe Brake - which can hit the brakes autonomously if the detects a rear-end collision is imminent.The SLK can also have Distronic Plus active cruise control, the Intelligent Lights and Speed Limit Assist, which spots speed limit signs using a windscreen-mounted camera.DRIVING The tight, twisty and mountainous roads of Tenerife gave the SLK plenty of scope to shine and in some ways it did.The small turbo four powerplant in the SLK 250 sampled first makes all the right sort of noises, thanks to a "sound generator" that enhances the powerplant sound track, particularly the intake noise. The extra plumbing works, but the powerplant feels a little hesitant to get into its stride coming out of tight hairpins.The ride quality in both the base and electronically-damped cars is very good - even on the steep, frost-bitten sealed goat tracks - delivering decent body control as well, but some more accuracy and feel to the steering wouldn't go astray.The 250 and the seven-speed auto seem a good team, with downchange blips when the transmission's sport mode is engaged, although the ratio change could be snappier - it is being touted as a sportscar after all.The V6 powerplant doesn't need fancy plumbing to make nice noises, delivering deceptively quick progress, although it felt a little light on low-down torque. The seven-speed auto tacked on the back of the V6 had "issues", defaulting from the manual change mode using the paddles to the full-auto Economy mode - on a couple of the V6 cars.Mercedes-Benz staffers suggested heat and altitude on a spirited hillclimb drive might have initiated a protection mode.The aerodynamic performance of air deflectors with the roof down was effective, which meant little in the way of cabin buffeting, even well above normal highway speeds; the heated seats and the Airscarf neck vents kept the sub-10 deg C ambient temperature at bay.VERDICTAs a year-round proposition, the SLK - in either guise - is a capable all-rounder, but drivers looking for a scalpel to carve corners will be looking elsewhere in Stuttgart.Mercedes-Benz SLK-Class.Price: from around $92,000.Engine: 1.8-litre turbocharged direct-injection four-cylinder, 3.5-litre direct-injection V6.Transmission: seven-speed automatic, rear-wheel drive.Power: 135kW, 150kW; 225kW.Torque: 270Nm, 310Nm; 370Nm.Performance (seconds 0-100km/h, top speed): 7.0, 6.6, 5.6; 237km/h, 243km/h, 250km/h (governed).Fuel consumption (litres/100km): 6.1, 6.2, 7.1, tank 60 litres.Emissions (g/km): 142, 144, 167.Suspension: independent, coil springs, gas-pressure shock absorbers, stabiliser bar (front); multi-link independent, coil springs, gas-pressure shock absorbers, stabiliser.Brakes: four-wheel discs, front venntilated discs, with anti-lock, stability control systems.Dimensions: length 4134mm, width 1810mm, height 1301mm, wheelbase 2430mm, track fr/rr 1559/1565mm, cargo volume 335 (roof up)/225 (open-top) litres, weight 1470-1540kg.Wheels: 16in (17 in on 250 & 350).

The small prestige sedan battlefield is about to be shaken up by Mercedes-Benz with its updated C-Class.  The German car maker is claiming more than 2000 new parts are beneath the facelifted exterior, as well as ten safety systems new to the C that have flowed down from the company's flagship S-Class.While its home market has a wider choice of engines for the expanded model linee-up (now including the coupe), Australia will get three petrol - the 135kW/270Nm C200, the C250 with 150kW and 310Nm and (arriving later) the C300.The C-Class will also be offered in three diesel engines - the C200 with a 2.2-litre offering 100kW and 360Nm, the 150kW/500Nm C250 and the 195kW/620Nm C350 CDI.The company says the current series has sold over one million units worldwide since its launch in March 2007.  Originally known as the 190, the C-Class has been on the Benz books since 1982 and has been sold to more than 8.5 million since then.Pricing is yet be announced for Australia, but those in the prestige compact market can expect minimal price increases but offset by updgraded spec when the cars hit our shores mid-year.Topping the list of in-car technology is a new telematics system that includes a larger display, Bluetooth phone and music link and internet access for the first time.  Benz has set up the system to tailor content for minimum distraction while moving, but when the car is stationary the internet or a Mercedes-Benz Online service is available.The system also has a special destination search via Google Maps that can downloaded to the car.  Start stop is standard across the engine range bound for Australia, all of which are Blue Efficiency powerplants, helping (along with the seven-speed auto) the company to claim up 31 per cent better fuel consumption.Around 70 percent of all the C-Class body panels are made from high-strength steel alloys; the sedan and the estate are both fitted with an aluminium bonnet, with the lighter alloy also used in the front fenders and in the doors.The front and rear have been updated, the most obvious aspect of that being new headights and tail lights (with LED running lights and indicators), with tweaks to the bumper profiles as well.Much of the design overhaul has been focussed on the interior, which has high-grade leather and wood adorning the dashboard adopted from the E-Class - with the more cohesive integrated screen set-up and taken a step further in the right direction.The two design and equipment lines - Elegance and Avantgarde - are more distinct, with the biggest tell-tale being the grille with raised "cross-hair" logo on the Elegance model's nose, while  the Avantgarde has the larger emblem mounted centrally in the front grille.The new C-Class has seven airbags, anti-lock brakes and stability control already, and now has an even longer list of active safety assistance systems using radar, camera and sensor technology.The safety features list now includes Adaptive Highbeam Assist, Active Lane Keeping and Blind Spot Assist, Attention Assist driver alert, the Distronic Plus radar-equipped cruise control, Speed Limit Assist (which spots roadside speed signs), the Parktronic system and the Pre-Safe accident preparation system.The first impression of the car is how quiet and refined it is, and we're driving the smaller diesel 250 CDI, which cruises at 110km/h with around 1500rpm on the tachometer.  Wind noise is only apparent because of gusty cross-winds, which were enough to topple a truck on the freeway.Teamed witnh the seven speed auto the drivetrain was flexible and linear, easily climbing the steep mountain roads.  A drive in the V6 turbodiesel - which packs a 620Nm wallop - delivered a quiet drive, with in-gear acceleration that is awesome and unrelenting.The Agility Control suspension system has been fine-tuned and the work was worthwhile, as the ride quality is more comfortable, but not at the expense of body control and handling, which were both crisp.The steering is well-weighted and bites into the corners with a little more vigour than was expected.  The interior has a quality feel and the integrated screen and dashboard set-up looks far more cohesive, the only bugbear being the speed limit display system proving somewhat at odds with the Tenerife road signs on several occasions.A comprehensive and worthwhile update that puts the C-Class back in the fight. 79/100

WRAP yourself in Porsche's latest coupe and the feelings better than a warm blanket on a winter's morning.  The analogy isn't wasted on Porsche's Cayman R - the coupe that outdoes its honourable siblings to become the company's "best balance car - ever''.That's pretty tough words - these from Cayman R product manager Jan Roth - but it's all meat in the slickly-styled offering.  Cayman R outsprints Cayman S in power, acceleration, weight loss and even fuel economy.It is probably the last derivative of the Cayman success package - including the Boxster that saved Porsche's financial life - before the new generation that's due in 2013, almost a year after the all-new 911.Porsche did relatively simple tricks to make the Cayman R so spectacular.  There are bigger header pipes for the exhaust and some revised engine computer mapping.Technically, it doesn't seem a lot. But emotionally, it draws so much tighter the strings between the car and its driver.  If you love the Cayman, desire the Cayman S, then you'll be swept away by the R.There is, unfortunately, some bad news. The R isn't cheap and you will note it has been relieved of a couple of comfort and convenience features.Porsche Australia spokesman Paul Ellis says the car comes at a whopping $17,500 premium over the Cayman S on which it's based.  Pragmatic buyers - if indeed they exist within the Porsche customer database - will scoff at that premium in a car that removes some expected features yet adds - ostensibly - only 7kW.But the devil's in the detail.  That power increase comes almost at the top - 7400rpm - of the rev range that closes down at 7600rpm."We wanted to give the engine more breathing space for drivers to enjoy the entire rev range," Roth explains.  So while the power step is relatively imperceptible - especially given these's no torque upgrade - it gets to have fun in a bigger playground.The six-speed manual gearbox (PDK dual clutch is a $5300 option) has short-throw mechanicals that further tightens the package. That's on top of a body that gets shorter coils and re-rated dampers for a 20mm lower stance than the Cayman S, fatter rubber and honed aerodynamics that include the fixed rear spoiler.Then there's the diet. Porsche shaved 55kg off the cars driven at launch in Spain's big island, Majorca. That was achieved, quite simply, by deleting things it saw may be unnecesary - things like the airconditioner, radio, standard seats, cupholders, door handles and door trim.Overweight drivers, it seems, isn't in Porsche's control.However, Australia gets a reprieve. For the entry-level $165,000, we get a six-speed manual model with aircon and a radio. True, you won't visit McDonalds for a thick shake because there won't be a hole in the console to accept it. Your maps won't find a place in the door pockets and your girl will be opening the door by pulling on a nylon strap.But compared with your European and US counterparts, you'll be cool and there'll be music. And you'll still revel in a car that weighs 40kg less than Cayman S and even further embraces the driver's whims.Options still apply to this model, including Sports Chrono and ceramic brakes, but some may miss the point of the lightweight concept.  Porsche Australia says the Cayman R won't nibble at Cayman and Boxster sales and expects only about 20 R sales a year.DRIVINGIt's the seats that get you first. The thin-walled sports seats that hold the body tight and put the driver up against the alcantara-rimmed steering wheel and poised above the gear shifter.It's all hard-edged and purposeful but never intimidating.  Treat the Cayman R gently off the mark and it's a benign two-seater, trundling with the muffled beat of its six-cylinder engine nestled low behind the driver's hips.Find the open road and it can be urged through a linear power delivery that ends with the bass resonance of the exhaust barking off the mountain faces of the Majorca test route.Black ice - unexpected in a moment of sheer terror on the mountain-edged road - repeatedly flicked the tail before the traction control took hold. Yet the car held firm.On drier roads the superb steering and brakes worked with the near perfect weight balance to lure the driver quicker into corners to the point where car confidence and driver ability discovered understeer.Yet it wasn't as unpleasant as some experiences in other cars.  Ride comfort was also a surprise with sufficient suppleness absorbing rather than relaying some rutted Spanish asphalt.But it's still not the quietest car. If the exhaust bark doesn't annoy you, then the tyre roar over coarse bitumen - common of course in Australia - will make you turn up the radio. Which is just as well we get that as standard.Like the other Cayman models, the R gets two boots - a deep one in the nose and a shallow effort over the drivetrain at the back - but precious little cabin storage.  But that's not what this car is about. It's for the purist and will reward them precisely.Porsche Cayman RPrice: $165,000On sale: nowEngine: 3.4-litre flat-6Power: 243kW @ 7400rpmTorque: 370Nm @ 4750rpm0-100km/h: 5sec (manual); 4.9sec (PDK)Economy: 9.3 l/100km; 228g/km CO2Transmission: 6-speed manual or 7-speed dual-clutch PDKDrive: RearSuspension: Front and rear - MacPherson struts, wishbonesBrakes: Ventilated discs, 4-piston calipers, ESP, ABS brake assistWheels: 19-inch alloysTyres: Front - 235/35ZR19; Rear - 265/35ZR19Dimensions: 4347mm (L); 1801mm (W); 1285mm (H); 2415mm (WB)Weight: 1295kg (man); 1320kg (PDK)

A wagon that massages your ego with style and performance yet minimises your environmental footprint is a winner in any language. When that language is German, you're in for something special.Enter the Mercedes-Benz E250 CDI Estate, a 2.1-litre turbodiesel that justifies its six-figure cost with an engine that hits hard in every area except the fuel bowser. Toss in the fact it's a seven-seater and you have a high-performance people-mover.VALUEThe simple face is you pay a premium for anything with Audi, BMW or Mercedes badge. Status symbols are undoubtedly part of it, the world can see you're doing well, but under the sheet metal are safety and engineering technologies that won't filter down to Japanese or South Korean models for years.The E250 CDI is a classic example of "you get what you pay for". The wagon costs $105,500 plus on-roads, and I'd buy one tomorrow if I had the cash and needed to haul seven people. It's only competition comes from the SUV sector and they don't rate on looks or handling.TECHNOLOGYThe turbodiesel engine is from Mercedes' BlueEfficiency range and it's a pearler. It cranks out 150kW and 500Nm yet uses just 6.3 litres/100km. It uses a host of small, but smart improvements to do that, from an on-demand alternator to cut engine-load to a grille shutter that smooths out the airflow when the engine doesn't need cooling.Self-levelling rear suspension automatically compensates for whatever load is in the back, and with a class-leading 1950 litres of space, it can be a fair load, and the suspension's adaptive damping improves the ride no matter who or what is onboard.There's also a parking guidance system that recommends when and to what degree to turn the wheel when parallel parking. That's handy, given the estate is nudging 5m in length.STYLINGWagons have always been the practical cousins of their sedan counterparts, but the E-Class estates are good-looking transport in their own right. The windows taper towards the rear to help disguise the boxy shape and the tailgate is arched so it doesn't look square from behind. It's still a relatively conservative design, but why tinker with what works.It's the same inside, where returning customers will be reassured by the familiar layout. New owners will need a few days to familiarise themselves with the myriad of buttons and on-screen menus that help control everything from the airconditioning to the satnav system.SAFETYThe Benz is at its best when comparing safety systems. Bi-xenon headlights and daytime running lights ensure the E-Class stands out night or day. The airbags extend to the windows in the second row of seats, and the Pre-Safe occupant protection system that does everything from pre-tension the seatbelts to closing the windows when it detects and imminent crash.The ABS braking system has a drying function to maintain stopping power in the wet, a hill-start assist, brakeforce distribution and is linked to the e lectronic stability and traction control. Hit the anchors hard and the brake lights flash to provide extra warning to following cars. It sounds simple, but definitely grabs the attention of anyone travelling behind the wagon.Sensors monitor driver behaviour and advise, via an illuminated coffee cup in the display panel, when a break is needed. If a crash does occur, the headrests push forward to reduce the risk of whiplash and the steering wheel and pedals are designed to collapse to give the driver extra room.The rearwards-facing third-row seats have enought headroom and legroom to even toss a couple of adults in for cross-town commutes and they're nearly as comfortable as the second-row seats.DRIVINGHIT the start button and head out of town and the big wagon feels small. It more than holds its own in the city where the blind spot assist and lane departure warning systems give extra reassurance, but it is out on the open road where the 500Nm can be put to best use. With that much torque the five-speed auto box isn't the handicap it might be on paper, remind E350 owners about the fuel use if they start bragging about their seven-speed transmission.Acceleration from 60km/h up is jaw-droppingly quick for this type of car and it's only under full throttle that the diesel makes itself heard. The rest of the time is a fairly serene, but not uninvolved drive, irrespective of the speed. And even hooking in only pushes the fuel consumption into the low 7-litre range.The leather-upholstered seats cosset both front occupants without deadening seat-of-the-pants (or skirt) feedback. The adaptive dampers switch from plush to performance as the weight loads up to keep the car flat and poised even through hairpin turns. And unless you're doing something wrong, the six passengers won't notice a thing. And that's not bad for a people-mover, no matter the price.MERCEDES-BENZ E250 CDI ESTATEPrice: from $105,500Engine: 2.1-litre turbodieselPower: 150kW at 4200 revsTorque: 500Nm from 1600-1800 revsTransmission: Five-speed automatic, rear-wheel driveFuel type, tank: Diesel, 59 litresFuel use, CO2 emissions: 6.3 litres/100km, 153g/km

Incredible. Some of us have been carping for years that the very notion of "prestige" badges is not only obsolete but actually quite fatuous. But would anyone listen?  Then BMW proves it with one of their very own models.VALUEBMW want $82,300 for their entry-level 5 Series sedan, the 520d with its very good four cylinder turbo diesel. Says it all for the obscenely inflated prices Australians pay for prestige cars that this seems almost acceptable.  The Touring (that's wagon to us) is $92,800. Uh, sorry?An almost $10K premium for the slightly more practical yet far heavier and, it must be said, daggier version. Oh, plus almost eight grand "dealer and statutory charges" and you're at $100,000 before so much as opening the encyclopedic options list. Six figures for what is, I'm sorry, a superannuated family jigger.Hey, if you've got the wherewithal, go for it. If you haven't and you must have it, by all means hock an organ or two. But paid in one dump or spread over a lease, if you're ready to drop 100 big ones on a station wagon with a four pot oiler then you've more cash than cranial filling.This is where the "prestige" thing  whether it's a blue and white badge, a tristar or four rings  looks puerile, especially when "lesser" Europeans such as the Skoda Superb, Volkswagen Passat or Citroen C5 come in wagon versions every bit as nice to sit in with diesels as good at up to $50,000 cheaper.TECHNOLOGYBMW's flacks are telling everyone who'll listen that twin-clutch automatics, such as those used in Audis and Mercedes-Benz, are a self-shifting cul-de-sac. Nein, ever more sophisticated versions of the old style torque converter auto are the go.It is, of course, merely coincidental that BMW have imbued the latest 5 Series with a new eight-speed auto. As to what this suggests for the excellent twin-clutch units in the M3 and 335i coupe, they have yet to say.That's not a misprint by the way. It does indeed say "eight" speed. Why? Because Mercedes use a seven speed. Say what they will, this is one upmanship, pure and simple.I not long ago asked engineering guru Graeme Gambold how many forward gears you really need in an automatic. He reckons five. Six is nice.In terms of other tech, the heads-up display (a holographic speedo and sat-nav director projected at the driver's eyeline in the window just above the steering wheel), is an oustanding example of form meeting function. It also happens to be standard, as are adaptive headlights, parking assistance, iPhone and iPod Integration, optional Bluetooth internet on the wide-screen navigation system.DESIGNHey, honey I've pimped the wagon.  What's the last thing you'd do to a stolid, dignified and above all four cylinder diesel family car? That's right; stick a sports kit on it.A redeeming feature of the previous generation 520d was its 16-inch conventional tyres. The M-Sports kit of our test car adds 18-inch run flats and lowered suspension; precisely what you wouldn't be looking for in this variant. It also adds several more grand.Access to the load space, the reason you are paying up from the four door, is a clever split tailgate in which the top glass half can open remotely with the keyfob and the cargo cover folds back electronically. Good room within, the 560 litres cargo storage becoming 1670 with the rear seats folded almost flat.There are various semi-up-down configurations.  Unlike the previous Chris Bangle-designed 5 Series, BMW has acknowledged it is driven by (high) paying customers, as opposed to political prisoners whose possessions have been confiscated and identities erased. Glory be, there are storage spaces for phones and stuff.What was an austere, borderline unpleasant cabin, is now aptly lush with front pews that are beautifully accommodating though not especially supportive when the steering wheel is turned hard.SAFETYIt's all there, as it should be. Five star safety with a full outfit of active and passive injury prevention.  No spare tyre, though unlike Volvo's S60, there are at least run flats on which you have a hope of making civilisation in the event of a puncture. But if you're distant from the metropolis it's anyone's guess whether the tyre store (a) is open and (b) stocks compatible rubber.DRIVINGBMW either don't know who the 5 Series is for any more or they want a bet each way. They're after easy riding E-Class patrons, but in order not to alienate those who buy into the "ultimate driving experience", a plethora of settings to alter the ride, throttle response and steering can be had. At least these annoyances were absent in our test car.While I was among the few participants in Carsguide's 2010 Car of the Year judging who disliked the 535i sedan for more than its hilarious $135K price tag, I was but one of the 10 present who loved Skoda's clever and ample Superb Elegance TDI.It mattered not a lick that the latter does its steering and driving at the front end and BMW sticks with rear wheel drive purity (at least for the foreseeable future). It matters a sight less in the 520d.These are  repeat  diesel family buses and this is Australia, land of the unmarked speed camera and the third rate road surface. The BMW's rear wheel advantage asserts itself mainly in terms of a smaller turning circle.Interestingly that octo-auto can't mask obvious lag when the 1715kg wagon is prodded off the mark. At CCOTY, no one complained about the Skoda's twin clutch six speed DSG.VERDICTBuy two cars instead or one and save 50 grand. 60/100

WE turn the spotlight on automotive's newest and brightest stars, as we ask the questions to which you want the answers. Ultimately, however, there is only one question that really needs answering would you buy one?Land Rover's baby 4WD which looks a lot like the big ritzy one and that is probably no mistake. It's just been upgraded, with some cosmetic changes as well as the addition of two new powerful diesel engines.With prices starting from a low $45K, it's an intriguing proposition for the brand conscious. Mind you it can be optioned up all the way to $72,000 plus, so don't get too excited yet until you check out the specs.BMW's X3, Audi Q5. Benz doesn't have a model in the luxury compact SUV segment _ not in this country anyway.The 3.2-litre petrol V6 carries over from the previous model, but the big news is the two turbo diesels. It's basically the same 2.2-litre four cylinder engine but with different power outputs. One produces 110kW and the other, 140kW _ more importantly they both pump out the same 420Nm of torque.Pretty good. We drove the two diesels at launch. To be honest we'd be quite happy with the 110kW unit. Having said that, it's not as smooth as say Kia's 2.2-litre diesel and the six-speed Japanese Aisin auto is not as quick to respond either.Both autos are rated at 7.0 litres/100km. There's also a manual (entry level model) with stop/start technology that gets 6.6. We were getting about 8.5 litres/100km in the cars we drove, but that figure is probably not indicative.Gets 2.5 stars from the Government's Green Vehicle Guide, at least the previous model did. This one uses less fuel and produces less CO2 so it's probably going to do better. The hybrid Prius in comparison gets five.Yes. Gets a full five stars for crash safety. Seven airbags are standard, including a driver's knee bag.The Freelander 2 is a personal favourite. It provides comfortable seating for four adults and the cabin is quiet enough to facilitate easy conversation between the front and rear seats. You can option in leather and electrical adjustment as well as heating and cooling.The high seating position and torquey diesel engines make this one a snack to drive.Yes and remember although it does not have low range four-wheel drive, this vehicle still has some serious off road ability, with terrain response to tailor the drive to different conditions; mud, gravel, snow etc.You bet. We had one of these cars for a couple of months and it was easy to live with. Not only is it practical it will impress the neighbours.

The box-on-wheels look won't endear the Caddy Life to mums and dads but if it's what's on the inside that counts, then the Volkswagen people-mover is worth a second look.The Caddy van is a top-selling tool for tradies and couriers and its five-seater sibling still has a cavernous cargo area, or you can add a third-row two-person bench seat for $690 to transform it into a minibus. Both rows of seats are easily removed if there's a need for more load capacity, making the Caddy a truly handy machine.VALUEThe base Caddy Life comes with a five-speed manual transmission for $28,990. A seven-speed DSG dual-clutch semi-automatic is a $3000 option and probably the pick for suburban use. Daytime running lights and electronic stability control were made standard as part of a refresh of the range late last year, but a rear parking sensor will still cost $590 and is a box you almost must tick. Paying about $33,000 for a vehicle that can take seven people, or carry 3200 litres, is still a good buy.TECHNOLOGYThe drivetrain is the Caddy's best feature. The common rail turbodiesel has all the pulling power most drivers will need, step up to the 2-litre turbodiesel in the long wheelbase Caddy Maxi seven-seater for $39,990 if you insist on more, and the seven-speed DSG semi-automatic transmission has been mapped to suit its strengths.The DSG is a hefty premium, but it shifts quickly through the cogs to ensure you're in the right gear at the right time. Fuel use is 5.8 litres for 100km (the same as the manual) which is outstanding for a large vehicle.STYLINGThe nose of the Caddy Life is corporate Volkswagen, right down to the horizontal grille and central VW logo.It looks as smart as any van doing the rounds and better than most, but there's no hiding its commercial vehicle heritage from behind the B pillar, the sliding doors on either side are a bit of a giveaway. That's not a bad thing if you need maximum internal space but it can't compete with something like Honda's Odyssey on looks. The Odyssey isn't in the hunt on load carrying, though, so it's a swings-and-roundabouts proposition.The interior looks like a Polo or Golf. The plastics might be a bit more durable, but they still have enough "soft touch" feel to look classy against the competition. Ditto with the horizontal "Takato" design seat stripes, it's not my first choice, but better than uniform grey.SAFETYElectronic stability control is now standard across the range, a first for this class of vehicle. NCAP last tested the vehicle in late 2008, before the launch of the latest T5 range, and awarded it four stars. Only the Mercedes-Benz Vito does better, earning a full five stars. Working against the Caddy is the fact only two airbags are standard, heat/thorax bags for the driver and passenger are $890.DRIVINGIT isn't hard to forget the Caddy isn't a van. There a faint echo from the rear with only two aboard but load up the back seats or put some luggage in the cargo area and it's as quiet as any car on the road. It also goes like one - with 75kW/250Nm the Caddy Life is no hot hatch but will keep up with most four-cylinders on the market and the off-the-line launch is surprising. It is also surprisingly manoeuvrable in carparks (thank the couriers for that), but reverse parking is a chore without the rear sensors.As a compromise car that will fit a full family and do double-duty as a small business runabout it is hard to go past. The sound system is MP3 compatible and puts out a respectable volume and quality of noise, the instrument cluster is straight out of a VW passenger car and the big side and rear windows give everyone a pew with a view. Even loading half a tonne of weight over the rear axle doesn't cause the handling or engine much discomfort.The biggest downside to owning a Caddy Life is getting the kids over the culture shock and convincing them their egos won't be irreparably injured by being seen in it. A hoodie helped the teenage son cope; the pre-teen daughter is still trying to reconcile Caddy with chic. Both concede, though, the ride and handling was as good as several "real" cars that have been through the Carsguide garage recently.VERDICTA dual-purpose workhorse that marries the people hauling of a Honda Odyssey with the volume of a regular van.VW CADDY LIFEPrice: from $28,990 (add $3000 for seven-speed semi-auto)Engine: 1.6-litre direct injection turbodieselPower: 75kW at 4400 revsTorque: 250Nm from 1500-2500 revsTransmission: Five-speed manual, front-wheel drive Fuel use: 5.8 litres/100kmCO2 emissions: 152g/kmBody: Five-door vanSeats: fiveDimensions: length 4406mm, width 1794mm, height 1822mmWheelbase: 2681mm tracks front/rear 1531/1538mmSteering: Power-assisted rack-and-pinionSuspension: MacPherson strut front, leaf spring rearFuel tank: 60 litresFuel type: DieselWeight: 1541kg (manual); 1561 (DGS)Brakes: Four-wheel discsWheels: 15-inch alloysTyres: 205/55Warranty: Three years, unlimited kmSafety gear: ABS brakes with hill-hold assist, electronic stability control, dual airbags, daytime running lightsFEATURESAirconditioningAlloy wheels.

SAD news from Sydney this week as a V8 Range Rover squashed a Prius on the Princes Highway. No one was injured but the fact the Range Rover cruised the highway for 82km at 110km/h and averaged a stunning 5.3 litres/100km - including slowing for traffic congestion - shows new engine technology is catching hybrids napping.Sure, the new 4.4-litre turbo-diesel Range Rover Vogue didn't get that fuel-sipping figure all the time but for a 2.5-tonne SUV once labelled as an environmentally-insensitive, fuel-guzzling monster, it's very impressive.Parent company Land Rover says this is the start of a new wave of engines - and vehicles - that will redefine SUVs and change people's perceptions of economy versus space, comfort and performance.The Vogue now comes with the optional 4.4-litre V8 diesel that replaces the old 3.6-litre unit. The bigger engine gets more power, torque but much lower (down 18 per cent) emissions and fuel consumption. Even the 11.1 litres/100km average over a savage off-road test section is remarkable given the Vogue's size, weight, brick-like aerodynamics and whopping engine.VALUEThe Vogue 4.4 TDV8 arrives in three versions - Vogue, Luxury and Autobiography with respective prices at $160,500; $184,200 and $212,500. It takes on all the luxury SUV models but because it has competent off-road ability - thanks to a low range gearbox, lockable differentials and height-adjustable suspension - it really targets the Jeep Grand Cherokee, Porsche Cayenne, Lexus LX570 and Toyota Land Cruiser Sahara.Better than those? In some ways. It has loads of performance and a top-notch cabin of leather and wood, but misses some niceties - electric boot, adaptive suspension and active cruise control as some - yet includes common sense things like a full-size spare wheel.Its also only a five-seater. If you want to seat seven, buy the Discovery or wait for the next generation model.DESIGNNothing outrageous here, just beautifully chiseled lines that in stereo shout function and luxury. Its a real stand-out on the street and likewise reeks luxury in your driveway.New for the 2011 Vogue is a new grille and wheel patterns. Not much, really. The instrument panel is a TFT screen that will change its display items - and even move them to one side to make way for more information - in reaction to what information the driver specifies. Select low range in the gearbox, for example, and the speedo dial moves to the right and a chassis diagram appears in the centre.The Range Rover still seats five adults and despite this being a substantial vehicle, cabin room isn't overly generous.TECHNOLOGYThe fuel figure says it all. This new turbo-diesel - a sequential-turbo unit wholly created in-house by Jaguar Land Rover - is brilliant but the spotlight should also shine on the sequential eight-speed automatic transmission. Combined, they blend performance and economy ingredients and come up with the perfect bake.Adaptive suspension is a boon for rural drivers - it isn't on the base model Vogue but should be mandatory - while the series of cameras aids parking and greatly improves pedestrian safety.There is excellent integration of the audio with television and the central monitoring system and though theres a lot of things to learn here, can make life a hell of a lot easier for the busy motorist.SAFETYFive-star crash, 10 airbags, electronic stability control with a heap of other preventative cures against ailing drivers and predatory road (and off-road) conditions. As you would expect for $160,000-plus-plus.DRIVINGAt idle, the V8 is a bit - disappointingly - grumbly. Like an old man who didn't get his cup of tea, it can be cured by giving it one. In this case, acceleration. Underway, it is silent, very responsive and smooth though theres some annoying wind noise from the mirrors above 100km/h. In motion it is a worthy rival to a V8 petrol and is almost guaranteed to lure many critics into the diesel fold.Maximum torque comes in low and there's little need to exceed 3500rpm. Steering wheel paddle shifters can quickly pluck any of the eight cogs to improve performance but, unless needed for low-speed work or towing, is a function that is almost obsolete because of the engine's broad and willing torque delivery.The Vogue is also arrestingly comfortable. The seats in all models are superb - firm yet with intimate contouring - and the suspension just soaks up all the ills of the road. I liked the seating position, the expansive adjustment of the seat and steering wheel, appreciated the front and side visibility - but the back seat head restraints diminished rear vision - and liked the switchgear placement.But with so much forward urge the Vogue needs better body control. There's adaptive suspension on some models but the base model driven misses out. So, though its all-paw design hangs on through corners, it can get floaty which doesn't inspire much confidence.VERDICTStunning effort in the performance and economy stakes but Vogue favours condensed families.LAND ROVER RANGE ROVER VOGUE TDV8Available: NowPrice: $160,500 - $212,500Engine: 230kW/700Nm 4.4-litre V8 bi-turbo-dieselEconomy: 9.4 l/100kmTransmission: 8-speed sequential automatic; 2-speed transfer case; constant 4WDDimensions: 4972mm (L); 2034mm (W); 1877mm (H)Wheelbase: 2880mmWeight: 2810kg (loaded)Tow: 3500kg

THE accidental environmentalist has taken a bit of a fall, says Land Rover, as new SUV buyers start putting their families first. That, says Jaguar Land Rover Asia-Pacific managing director David Blackhall, plays right into his company’s hands.In launching the new baby Land Rover - the Freelander - today, Blackhall says it’s a greener world “but in the luxury SUV sector, we are scrambling for product’’.“We could have sold several hundred more Range Rovers last year,’’ he laments.All this augers well to a push to re-establish the forgotten Land Rover, the Freelander 2. The chiseled four-door wagon, built on a similar platform to the Volvo XC60, has been almost invisible on the Australian market.A lot of that is to do with the more noisier competitors and the Freelander’s seemingly expensive price. It never really rated in terms of performance - though the Volvo-sourced 3.2-litre in-line petrol six is keen - with its diesels appearing too weak to satisfy power hungry, leisure-oriented buyers.This week, part of that changed. The good news is the expansion of the Freelander model line-up to seven from five, more powerful diesels and pricing from $44,990 (TD4).Not cheap though the Freelander range now falls into line with Volvo and BMW X3, with it not meeting the value-for-money offerings of the Koreans and some Japanese.The entry level $44,990 TD4 is a manual-gearbox 110kW diesel (the smaller of two oiler engines) with a high level of safety but with a simple exterior and some high-end convenience fittings missing from the cabin.However, better value is in the TD4 (110kW diesel) at $55,310 that gets heaps of cabin features, big alloy wheels, top-class leather and a six-speed sequential automatic transmission.The 140kW diesel is available in two trim levels but will cost $1500 for the extra 30kW (the two engines share 420Nm of torque) and - basically - isn’t worth it.Land Rover says its petrol versions are $49,990 for the XS and $55,310 for the SE. There’s also a heavyweight “premium luxury package” that takes the diesel’s price to a heady $72,740 and adds 19-inch alloys, sunroofs, better leather and a factory integrated sat-nav that - remarkably - isn’t as effective as the Garmin unit that is installed in lesser models by local importers.The Garmin also allows some Bluetooth connectivity - the only way to get the hands-free system to work in Freelander - because it’s not standard.The same shape that has been around for yonks continues. There is, however, some new features - grille, bumpers, headlights and tail lights - but it’s hard to spot the new model.In saying that, it’s an excellent design and escapes the general mid-size SUV trend of creating a bulbous - and heavy - body atop the platform.The Freelander looks lithe and purposeful and works exactly like that. There’s a lot of typical Land (and Range) Rover cues such as the bold dash switchgear, imposing door inserts that create an elbow-magnet ledge, bold door handles and chunky seats.It’s not a big cabin but will seat four adults in plenty of comfort. The boot is reasonable - through the hatch opening is a tad narrow - and there’s a full-size spare wheel under the cargo floor.This was subjected to a day on and off the road and is considered a brief test. However, the glimpse showed the Freelander to be a very good thing.The trick for potential buyers who enjoy driving is to keep it simple. I drove the diesel range and was more impressed with the TD (base) model with the less-powerful 110kW engine and the automatic box than the $65,854 SD4 HSE.The cheaper model was more nimble, shared the HSE’s constant 4WD but felt lighter through the corners and so felt more confident, was very comfortable and - at cruising - very quiet and always responsive.It was, however, noisy at idle. I also rate the steering highly and wile this is not the ideal vehicle to hurry through the Southern Highlands in NSW, it was actually enjoyable.It also handled the rough fire trails that wound through the hills and the relatively low 210mm ground clearance was never tested.