Luxury Reviews

THE nation's "decision-makers" now have three more luxury saloons to choose from. Audi has added two turbo-diesel A8s to the existing 4.2 FSI petrol V8 model with a long-wheelbase model coming next month.The new flagship is the 4.2 TDI V8, the first V8 diesel in its class. It will be joined by a 3.0 TDI V6. It will be joined by a 3.0 TDI V6. All engine models also now come in a long-wheelbase version.Audi Australia boss Uwe Hagen says these models will make them more competitive."The D segment is really important to us because these are the decision-makers of the country," he says.PRICEThe diesel V8 arrives at the same price of $234,000 as the existing 4.2 FSI V8, providing a tempting choice for decision-makers. The 3.0 TDI V6 is listed at $188,000.A8 product planner Jacqueline Walden says 35 per cent of all Audi sales last year were diesel-powered. She expects the two new diesel models to represent 70 per cent of A8 sales with about 60 per cent of those buyers opting for the flagship."We will have a diesel in every model in our range by the end of the year except the R8," she says.The A8 comes standard with quattro all-wheel drive Audi "drive select" and air suspension. The V8 also gets a sport differential which splits torque between the rear wheels for better drive through corners. It's optional in the V6.The V6 comes with 18-inch alloys, pre-sense safety system, rear camera and parking system, cruise control, MMI satnav, Bluetooth, music interface, metallic or pearl paint, electric adjustable steering column, electric sunroof, Xenon headlights and LED daytime lights.The V8 adds 19-inch alloys, ambient lighting in three colours, adaptive lights that monitor oncoming cars, automatic boot lid, servo-closing doors, Bose sound system, digital TV and sports diff.Key options include LED headlights ($2700), night vision assistant with pedestrian detection ($5400), adaptive cruise with stop and go ($5395), adaptive cruise with lane assist, side assist and pre sense plus ($9080), 1400-watt Bang & Olufsen sound system ($16,950 in the V6 and $14,430 in the V8) and rear seat entertainment screens ($9845).TECHNOLOGYWalden says the TDI technology has a "racing pedigree" from their four diesel-powered Le Mans victories."TDI not only benefits the race track, but also customers," she says. The new turbo-diesel engines are "high-performance, low-consumption, lightweight and compact engines".New to the 3.0 TDI V6 is a stop-start system that switches the engine off when stationary. Walden says this, alone, represents a fuel consumption saving of up to 0.4 per cent. Other fuel-saving technologies in the V6 are an on-demand oil pump, reduced internal friction, thermal management and a recuperation system.The engine weighs 194kg, which is 23kg less than the previous model. Power has been increased 13kW to 184kW and torque is up 100Nm to 550Nm, yet fuel consumption is down 1.4 litres per 100km to 6.6L/100km and CO2 emissions are down 40g/km to 176g/km. But most impressive is the stonking 258kg 4.2 TDI V8 with a walloping 800Nm of torque.Yet Audi claims it sips fuel at 7.6L/100km and emits CO2 at 199g/km. Fuel economy is reduced 6 per cent by the addition of an eight-speed transmission, with shift-by-wire technology.DESIGNThe new A8 arrived last year and these models continue the same Audi style with single-frame grille, V shape bonnet and coupe-like D pillar.It's an attractive, if understated saloon, with an opulent and hi-tech interior. The MMI touchpad infotainment system is a little more complex than before and takes a bit of getting used to. However, the touchpad function helps simplify use and the restyled gear lever actually becomes a handy arm rest when using the touchpad.Underneath is the new Audi spaceframe which is 40 per cent lighter than a conventional steel body.DRIVINGThe national media launch of the A8 took us down narrow country roads west of Melbourne. We marveled at the car's remarkable stability when stepping two wheels off on to the soft dirt shoulder to allow a truck to pass on the narrow bitumen. Then we hit a monster pothole.When we returned to the bitumen, the car immediately felt biased to the left and within a kilometre a warning on the dashboard told us we had a flat tyre. The spare is a space-saver, but thankfully Audi "minders" arrived with a full-size replacement. Owners can't expect that sort of service when they buy the car.The new A8 is a delight to drive and the TDI V8 is an absolute rocketship with acceleration that will pin your ears back and singe your eyebrows. Audi tells us it accelerates to 100km/h in 5.5 seconds.But most importantly for drivers and passengers in this class of car, the diesels don't sound or feel like tractors. They are smooth and quiet, while the V8 has a macho growl at full throttle that could fool most people into thinking it's a petrol engine. They handle like much smaller cars and the sports diff gives them even greater cornering agility.VERDICTAudi's new diesel A8s provide the "decision maker" with a balanced approach to power, economy, environmental concerns and safety.AUDI A8Pricing: $234,000 (FSI), $188,000 (V6), $234,500 (TDI V8)Engines: 4.2L V8 petrol, 3.0L TDI V6, 4.2L TDI V8)Power: 273kW (FSI), 184kW (V6), 258kW (TDI V8)Torque: 445Nm (FSI), 550Nm (V6), 800Nm (TDI V8)Transmission: 8-speed auto with paddle shiftsEconomy (l/100km): 9.5 (FSI), 6.6 (V6), 7.6 (TDI V8)CO2 (g/km): 219 (FSI), 176 (V6), 199 (TDI V8)

Luxury boulevard cruisers have a new way to glide the streets as BMW unveils its bling-bling 6-Series convertible.Expected here in June with pricing to repeat the outgoing versions quarter-million dollar-plus tag, the new 6 is a sharper, more athletic and better focused two-seater.BMW pulls no punches as it launches the car in Cape Town. Its Australian spokesman, Piers Scott, says it will mark a substantial jump in sales - improving on its 30-plus annual average for the convertible."That's not including the M version and it's not including the coupe," he says. "When they come, we expect even stronger buyer response."BMW is breaking a few rules - including some of its own - with the new luxury convertible.For once its being launched - unprecedented - before the coupe, which is due in Australia in the last quarter of this year.Second, because we may not all need the bi-turbo V8 of the 650i, there's the (cheaper) option of a turbo-six, the 640i.And thirdly, though the company has crowed about the advantages of a folding metal roof, the new 6 retains a cloth lid."Fabric is lighter and a lot of the engineering and focus of this car is about saving weight to improve fuel economy and to lower emissions," Scott says. "It also folds down tighter and that means when the roof is down, it doesn't adversely affect boot space. There's only about 50 litres of boot storage difference between the roof up and down."But one of the deciding factors for a fabric roof was the style.Scott says: "It sits a lot better and retains the lines of the roof compared with metal - there's not a huge difference but we have discerning buyers and we want the car to look absolutely right."VALUEClearly, its expensive. It will perhaps add a couple of thousand to the outgoing $245,100 650i Convertible but that's still an awful lot of bickies.It rivals roadsters like the Jaguar XK ($247,415), Maserati GranCabrio ($338,000), and perhaps even the two-seater Mercedes SL500 ($331,350) and Porsche Carrera cabriolet ($245,300).But it's actually closer in design and appeal to only the Jaguar.Typically, the 6-Series has heaps of features and a soaring (in quantity and price) options list. Few will buy it in its raw state, lured by active suspension and geek-candy ConnectedDrive that can incorporate night vision, surround view cameras and lane change warnings.I'm not saying the standard equipment doesn't impress - I'm saying you should be prepared to be lured by technology and its ability to open your wallet.DESIGNThis is streets ahead of its predecessor in looks. It is tauter, so the various body bulges seem stretched over the chassis hidden muscles. Despite being 75mm longer, it looks smaller.The cabin is neater and though it retains that BMW teutonic simplicity, you will marvel at that superb 250mm centre screen that, thanks to its matte finish, remains so perfectly clear and user-friendly regardless of reflective light when the roof is open.Then there's the stitched leather dashboard, perfectly fitting trim panels and extremely comfortable (standard) seats.TECHNOLOGYPages could be written about what's inside this thing. The electronics that run the audio, central monitor, ventilation and all the stuff layered beneath iDrive will bogle the mind and make you wonder how any owner has the time to find its end.The drivetrain now starts with the bi-turbo 235kW/450Nm 3-litre six and closes with the 300kW/600Nm 4.4-litre V8. A diesel may be available in Europe but no word about Australia.Both mate to an eight-speed automatic, drive the rear wheels and suspend on aluminium struts with the optional electronic dampers and adaptive steering of Adaptive Drive that includes active rollbars.The 640i also gets regenerative braking that charges the battery for the stop-start system. BMW says the V8 may follow later.DRIVINGBMW could have dished out a drive route of boulevards and freeways and held the launch on a sunny day to magnify the benefits of the convertible.Instead, it chose stunning roads that glued the sides of cliffs as they precipitously edged the dark threatening maelstrom of the joint of the Indian and Atlantic Oceans.Some roads were smooth and tight - Chapman's Peak being the most enriching for its vista, potentially deadly for any driver error - while the equally as scenic run around the rocky gorges of FranschhoekPass was a series of blind corners on narrow, rutted cliff-sided roads.Quite deliberately, these varied road surfaces and driving conditions focussed on the car's (optional) Drive Dynamic Control that offers the choice of four suspension settings.Get it right and the Franschhoek Pass' sudden jolts is ironed out and the bodyroll through Chapman's Peak is flat. There's more - the steering is sharper, throttle response and gearchanges quicker as you go up the suspension "ladder" and at Sport+, there's barely a hint of traction control.The steering is equally as impressive and though I could query its tendency to occasionally feel a bit numb, it can't really be criticised for the job of steering a near two-tonne convertible being treated like a one-tonne sports coupe.The engine is a surprise. It does all the things you expect from a V8 with two turbochargers and while it has a rare seamless torque spread and an unruffled 7000rpm top end, it doesn't rev the heart.There's a nice burble and a subdued roar but - unlike for example the Maserati and Jaguar - it masks its soul.The 6-Series Convertible will seat two adults and two children, has a respectable "two golfbag" boot space with the roof down, and has tireless seating backed by a brilliant audio system.VERDICTA big, beautifully built and engineered GT roadster that is actually a seriously fast sports machine - sadly, to be bought by cityfolk commuting to the suburban golf club with the roof down.

"FUEL, sir?" Not unless you have a plug, a 30m lead and eight hours to spare.  Force of habit has taken me into a petrol station to pause, stretch the legs and put the roof up. It's a blistering Sydney day and top-down this Tesla Roadster is too hot for comfort.But of course I could have pulled in anywhere, because this Roadster, one of just a handful in Australia, is an electric sportscar. It no more drinks petrol when it's parched than you or me. If its batteries needed replenishing, then there would be no point stopping here.Besides, the Roadster is charged to the brim. Awaiting my arrival, it was connected to a special box on the wall of Tesla's nascent Sydney HQ by a cable as thick as a baby's arm. Most owners are expected to invest in one of these fast chargers, which lower the time on life-support to 3 1/2 hours. They're not cheap at $4500, but then you're not buying a hatchback.Plugged into the mains with a three-pin, you'll need to leave it overnight to juice it up for its 360km range. The rewards for your patience are running costs well below anything with an engine. At $10 a fill, the Roadster does the equivalent of about 2 litres per 100km. No sportscar - or hybrid, for that matter - can come close.Nothing comes out of the tailpipe either, because there isn't one.  Previously, my exposure to electric vehicles has been limited to a few kilometres in city runabouts, a couple of laps in experimental prototypes, and fun fair dodgems.This is the first time I've been free to explore the limits of one without a minder looking over my shoulder.  And its limits are one of the first things on my mind. The car's theoretical 360km range constantly changes in line with my right foot. Hit the throttle hard for a minute or two and the range display drops precipitously. If I switch it into Sport mode, it drops even more.My intended route covers about 200km, so it should be doable. But getting it wrong would be an embarrassing, not to say time-wasting, disaster. I realise I'm already suffering from range concern and I fear it's a precursor to full-blown range anxiety.Carmakers vary in their assessment of this ailment. Depending on the degree of their commitment to the battery car, it's either a debilitating disease that can leave you totally reliant on public transport, or it's a completely irrational fear and you just need to get a grip.Reason prevails and I press on. Putting the roof up - a manual procedure on a par with pitching a swag - has made the heat more bearable and served as a reminder of how the Roadster started life.DESIGNIt's based on a Lotus Elise, the tiny British sportscar, but with the aluminium chassis widened a bit and all the panels, in carbon fibre, bespoke to the Tesla. The Californians then fit 6831 lithium-ion batteries, an electric motor, a single-speed gearbox and a box of electronic gubbins behind the cabin. Tesla says just 7 per cent of the final car is actually a Lotus Elise.From the driver's seat it feels like more, because the cabin is extremely similar. The main difference is a small centre console where the gearstick would normally be, which houses a touchscreen to access the Roadster's brain.The thick sills that make getting in and out of an Elise so difficult are the same, as are the dash and the steering wheel. There's the same dreadful Alpine audio and satnav system used by Lotus, and the same airconditioning system with two settings: loud and louder.TECHNOLOGYPerhaps it's 7 per cent by weight, because the batteries and other stuff behind me weigh 450kg. All told, two-thirds of the Roadster's 1450kg sit over the rear axle. And that's before you've squeezed luggage into the 170-litre boot, which sits right in the tail.Uneven weight distribution is obviously not ideal and initially I'm acutely aware of it. But it's not unique in the car world. Floor the throttle and the Tesla's nose bobs up, a bit like a Porsche 911's. Also like a 911, the rear tyres have no problem getting traction down and have a mountain of grip.DRIVINGOnce you get used to it, the car feels tied down and through corners it stays remarkably flat. The suspension has to be firm to get that result, but that's what you expect anyway in a sportscar.  Usually, the price would be an unbearable ride quality, but it isn't. There's less jolting than in an Elise.Which isn't to say it's a serene place to be. Wind and road noise thunder through an Elise, with its lack of insulation and roll-your-own roof, and it's no different here. There's less engine noise to smoother the racket - and pedestrians might be oblivious - but inside the motor is louder than expected.When we're all driving electric cars because V8s have been banned, the Tesla might be remembered as one of the songbirds of the flock.  While we can still enjoy the glorious tunes that petrol can make, though, it's never going to make the charts. It sounds like a tram that's entered Formula One.The question of how much sound plays in the magic of a sportscar comes to the fore with the Tesla. Because it doesn't lack handling and it certainly doesn't lack acceleration. The first time I experienced an electric car at maximum volts will stay with me for some time.The Sport version, driven here, goes like a cat that's stuck its claws in the mains. It will hit 100km/h in under 4 seconds. That's a supercar, whatever it's got in the tank. Even if it doesn't have tank. Uphill, when the instantaneous torque comes into its own, it's fantastic. Downhill you can exploit the dramatic engine braking.With only a single gear, revs and speed move in tandem and one dial serves to measure both. The Roadster maxes out at 14,000 revs, which is F1-like, and that equates to just over 200km/h. Which isn't enough for F1, but just about enough for Sydney.The range proves sufficient as well, although there's not a lot to spare when I get back. The car's electronics step in to curb lead-foot tendencies as the range dwindles, or to prevent the batteries overheating.VERDICTThe Roadster is an extremely unusual sportscar and the company thinks as many as 40 Australians a year will be curious enough to buy one.  It has many of the drawbacks of the donor Lotus but, for the moment at least, offers something unique in the way it delivers supercar performance. Something with eco-credentials.And I find consolation in the paradox of this. Nobody, after all, needs a sportscar. It would be greener not to buy one at all. Tesla sees itself as allied to the environmental movement. I prefer to think of it as working undercover for the other side.

A new Audi A6 is throwing a punch at the large luxury heavyweights, the BMW 5-Series and Mercedes-Benz E-Class. Audi has struggled to lure cashed up customers into its big luxury machines including the A6 and even larger A8 in Australia, but is confident this new model will convince many when it arrives in July.The new car is more spacious and 80kg lighter than the last thanks to the extensive use of aluminium. It has a range of remarkably efficient engines, while there is a lot of fresh technology. Audi has followed BMW and added heads-up display feature, which projects information such as the speed onto the bottom of the windscreen, and will also offer a squiggle pad data entry system, which allows you to draw letters and numbers to control items such as the satellite navigation.VALUEAudi is yet to lock in pricing for the new A6, but don't expect it to shift too far from the current position. That means the range will likely start off at close to $90,000, although a more affordable version could well be added later.TECHNOLOGYThere will be three engines to choose from to start off with, including two petrol units and a diesel, but history suggests a smaller cheaper diesel engine will come, as will a hot V8 version. All three of the initial engines use stop/start technology, which kills the engine when you pull up to a stop and fires it up again when you are ready to go.The entry level engine is a 2.8-litre V6 with 150 kiloWatts and 280 Newton-metres of torque. It has an official fuel economy uses 8 litres per 100km and an emissions rating of 187 grams per kilometre.The other petrol powerplant is a 3.0-litre V6 with a supercharger nestled on top and it produces an impressive 220kW and 440Nm of torque. Its fuel consumption is better than you might expect, with an official average of just 8.2L/100km and emissions rating of 190g/km.The diesel is a 3.0-litre turbo V6 with 180kW and 500Nm. It uses very little fuel, with an economy average of just 6L/100km and emissions of 158g/km.All models run Audi's Quattro constant all-wheel drive system and a seven speed dual clutch automatic gearbox.DESIGNThe A6 looks like a shrunken A8 limo. It has a hunkered down appearance with narrow headlights and tail lights stretched to give it a wide and imposing look. Like other Audis, the front end is still dominated by a big grille while Audi has added some extra bling with LED driving lights.SAFETYAs the price tag suggests, there is a huge amount of safety gear in the A6 including a full suite of airbags and electronic stability control. Optional systems include a special radar cruise control system that can bring the car to an emergency halt if the vehicle in front stops suddenly. There is also a thermal imaging night vision system that highlights pedestrians in red to warn the driver.DRIVINGA test drive on the tough roads of Sicily quickly reveals there is lot to like about the new A6. In many ways, it feels just like a shrunken down version of the bigger A8 luxury limo. The interior looks great, as is the case with most Audis, and its classy mix of understated design and top quality woodgrain and chrome-look trim matches the price of the car.Audi has done a very good job with the engines. The base 2.8-litre non-turbo V6 is a surprise and actually seemed to get along pretty well. It does better than the numbers suggest and is quite smooth too. The supercharged 3.0-litre V6 is a potent engine and turns the A6 into a very fast car indeed. That said, it doesn't sound fast or exciting. The diesel is the most sensible, with lots of pulling power and super economy. It rattles, like any diesel, but the pay-off is in the way it responds to your right foot.The seven-speed dual clutch automatic is an effective transmission in general with nice quick changes. Only every now and again does it get caught out and thump when shifting. It is very quiet in the cabin apart from some tyre roar on some surfaces and there is also a fair amount interior space.The ride is comfortable, even on some of Sicily's rougher roads. As for the handling, well, the A6 isn't really a very involving car and is not as fun to drive fast as a BMW 5 Series.The steering is light and lacks feel. The air suspension on the cars we drove was too soft, which also hurt its ability to change direction in hurry. A run in a car with regular steel spring suspension showed it is a much better solution for sporty driving, but also remains comfortable.VERDICTNot the sportiest car in its class, but has a lot else going for it including comfort, elegant design and a whole range of trick luxury features.AUDI A6 Price: TBCEngines: 2.8-litre V6 with direct injection and dual overhead camshafts, 3.0-litre supercharged V6 with direct injection and dual overhead camshafts and 3.0-litre turbo diesel V6 with direct injection and dual overhead camshaftsOutput: 150kW at 5250-6500revs and 280Nm at 5250-6500revs (2.8), 220kW at 5250-6500revs and 440Nm at 2900-4500revs (3.0) and 180kW at 4000-4500revs and 500Nm at 1400-3250revs (3.0 diesel)Economy: 8 litres per 100km (2.8), 8.2L/100km (3.0) and 6L/100km (3.0 diesel)Emissions: 187 grams per kilometre (2.8), 190g/km (3.0) and 158g/km (3.0 diesel)

ALFA Romeo is one of those brands that seems to promise a lot but deliver little.  It has pedigree and tradition; it's been around 100 years and has racing written into its DNA. It used to make cars of sensual beauty, full of fizzy exuberance. Like Berlusconi parties on wheels.The 156 was like that. I still check the classifieds for a pre-loved sedan or wagon when the urge to buy is overwhelming.  I know it would put me on first-name terms with the local mechanic, but the gorgeous leather seats alone are worth the price of entry.My irrational longing has struggled with more recent cars. Flawed is one thing, but the 156 replacement, the 159, was simply flabby and that was unforgivable, even though it was a looker.The Mito, a tiny hatchback based on the Fiat Punto, doesn't do enough to disguise its origins in the cheaper car. It looks like a hasty attempt to get something out there, rather than a proper Alfa.There's worse, because as often as not Alfas have simply failed to appear at all. There's been no replacement for the 166, the patrician flagship that passed on a few years ago, neglected and alone. An on-again, off-again SUV has never been on-again for long enough to materialise.The GT went and left a gap. The 159, Brera and Spider have either gone, or are about to.  A sign of how long we might be waiting for their successors comes in the shape of the Giulietta, which replaces the 147. It has only just arrived, although the 147 has been on sale for a decade. That's a lifetime in the small car market.The GM tie-up ended happily for Alfa's parent Fiat, which got $US2 billion from the divorce settlement. Then there was a brief spell when Fiat was single. Even the GM money wasn't enough to keep its entire stable of brands pumping while simultaneously mending its balance sheet.Discount the Mito, and I do, and the Giulietta is the only real Alfa developed for ages.Now Fiat is back in a relationship, this time with Chrysler. So it's also back to shared platforms that must work for all sorts of different cars.  The next Alfa off the drawing board should be the Giulia, the replacement for the 159, although no one's entirely sure when that will appear. Or how much Chrysler baggage it will be carrying.DESIGNThe Giulietta revives a favourite nameplate for the brand that will stir memories among those too doddery to drive if they still have any memory left. For most potential buyers, it will mean nothing at all. But the return of a Giulietta should, by rights, be worth waiting for.It starts in an unpromising fashion by adopting a similar design to the smaller Mito, which looks like a startled lemur. The Giulietta is better, because it's only mildly surprised, but there's still an absence of aggression. Luckily, its rear end is fabulous, especially with the distinctive LEDs switched on.VALUEThe Giulietta enters premium small car territory around the level of the more expensive Volkswagen Golfs, or the cheaper Audi A3s and BMW 1 Series. When the 147 appeared this was a much less competitive segment than it is now.Happily, the Giulietta has been equipped for the task. It has new underpinnings with proper independent rear suspension, hi-tech turbocharged four-cylinder engines and a decent amount of kit.Inside, there's some Italian flair to separate it from the sombre Germans. There are big fat aircon controls, deep-set dials and the retro detail de jour: toggle switches. There's just enough shiny bits to make it feel premium. And unlike in previous Alfas, you don't need to sit with knees crunched to your chest to reach the wheel.There's evidence of engineering care also in the thinness of the A-pillars, which allow vision through corners. The B-pillars, however, are so wide they can hide three lanes of traffic when turning right.It's also a shame that the seats are covered mainly with something called microfibre, even when they're supposedly "leather". They're nowhere near as inviting as they used to be and the average Italian must have put on weight, because they're too wide.DRIVINGAt least, at about 1300kg, the car itself isn't obese. It goes around corners with an eagerness that I don't recall in an Alfa since the 147. The chassis feels keen and alert and refuses to be fazed by mid-corner bumps. Alfa has also remembered to make the steering quick, the gearbox pleasing and the clutch vague, so it feels exactly like it should.At least it does in the 1.8 turbo, or QV as Alfa likes to style its "cloverleaf" editions. It gets the flashier wheels and is better tied down. The 1.4 gets along respectably enough, but the 1.8 has more character and lots more torque. That's reflected in a decent 6.8 second time to reach 100km/h. Which may be only a smidge quicker than a Golf GTI, but it's faster than any Audi or Beemer this sort of money will buy.VERDICTSo against the 1.4, it would be worth finding that extra five grand. That's if you haven't already bought a Golf GTI, which you probably have.If you haven't, you still won't be swayed by the 350 litres of cargo space, which can match a Golf, or Alfa Romeo graphs showing how many more large people can fit in the back.  And if you want a dual-clutch transmission, rather than a six-speed manual, you'll have to wait until the end of the year. And then it's only on the 1.4.But if, in a fit of irrationality, you buy the Giulietta 1.8, you'll be getting something that the world hasn't seen for a while: a convincing Alfa.  More's the point, we may not see its like again. The reason the 159 was too heavy was because it was a compromise, engineered to please both Alfa and General Motors. The engine bay needed to be strong enough to carry a Detroit V8.ALFA ROMEO GIULIETTAVEHICLE: Premium hatchbackENGINES: Turbocharged four-cylinders, 1.4-litre or 1.8-litreOUTPUTS: 125kW at 5500rpm and 250Nm at 2500rpm (1.4 TB); 173kW at 5500rpm and 340Nm at 1900rpm (QV)TRANSMISSION: Six-speed manual, front-wheel drivePRICE: From $36,990 (1.4 TB) to $41,990 (QV) plus on-road costsONSALE: Now

THE sixth-generation 5 Series Touring comes with six BMW firsts and includes features not even found in the 7 Series. For the first time since 1997 a 5 Series Touring arrives costing less than $100,000. Other BMW firsts are a diesel variant, 20/40/20 rear seat split, an optional digital radio, split tailgate and standard inclusion of an auto-parking feature, which is not even available in the 7 Series as the flagship has hydraulic, not electric steering.The Touring completes the upgraded 5 Series range which also includes the GT.PRICEThe diesel-powered 520d Touring arrives at $92,800, saving about $5000 on the luxury tax because its fuel economy of 5.3L/100km is well under the 7L/100km threshold. It comes standard with head-up display, adaptive headlights and most of the features available in the 7 Series.The petrol-powered 535i Touring starts at $138,900 and adds 18-inch wheels, gearshift paddles, auto tailgate, keyless access, rear sun blinds, fully adjustable electric seats, ambient lighting, Bi-Xenon headlights, a better hi-fi and high beam assist.DESIGNAn obvious highlight of the Touring is its wagon area. It comes with a split tailgate where the top glass half opens remotely with the keyfob and the cargo cover folds back electronically or the whole tailgate can open as one unit. In the 535i, the tailgate also opens remotely.The 560 litres of cargo space increases to 590L with the rear seats tilted forward or 1670L with the rear seats folded almost flat. The rear seats can also be folded down in three variations thanks to the 20/40/20 split, allowing four occupants with a set of skis stored down the middle.In the front, it is similar to the sedan with a driver-oriented dashboard.Outside, the diesel and petrol models can be distinguished by the larger front air dam on the 535i and by the twin tailpipes on either side of the 535i and together on the left on the 520d.TECHNOLOGYThe 520d diesel engine produces 135kW of power and 380Nm of torque, but most importantly sips fuel at just 5.3L/100km and emits 139g of CO2 per kilometre.The omnipresent twinscroll turbo engine in the 535i Touring has the same power (225kW) and torque (400Nm) as in the sedan and is faster than the 540i wagon it replaces. Economy is 8.5L/100km with 197g/km of CO2.Fuel savings are achieved through a variety of means including use of lightweight aluminium in panels and chassis; electric power steering that uses energy from the engine only when steering rather than hydraulic which uses energy from the engine all the time; eight-speed transmission; air flaps behind the kidney grille that close to quickly heat the engine on start-up and open for better aerodynamics on the highway; low rolling resistance tyres; and battery charging only when decelerating.Technology abounds in the wagons including the standard addition of parking assistance for automatic parallel parking, iPhone and iPod Integration, optional Bluetooth internet on the wide-screen navigation system, and digital radio which can be ordered now.In May, BMW will also offer an "Office" infotainment package that will integrate email, calendar, notes and text message functions from a mobile phone. It will even read aloud the text of emails and text messages when stationary.SAFETYEuro NCAP has awarded a maximum five-star safety rating, thanks to a pedestrian-friendly bonnet and a raft of safety features. The wagons have not yet been tested for an ANCAP safety rating. There is also the usual swag of passive safety gear and active driver aids.Optional safety features include adaptive cruise control with a semi-automatic emergency braking function to avoid rear-end collisions, cameras that monitor road speed signs and show them on a head-up display on the windscreen in front of the driver, lane departure warning and night vision.DRIVINGBMW launched the wagons with a drive through rural Victoria over narrow, bumpy roads that the vehicles took in their stride. Key to their sure-footing is the aluminium double wishbone front axle and integral rear axle air suspension with self-levelling that adjusts for loads. It is so good, you can easily forget you are driving a wagon, rather than a sedan. For better stability, the 6.5cm longer wagon now has an 8cm longer wheelbase measuring 2.97m, the same as the sedan.Diesel buyers can also option stiffer and lower M sport suspension or Dynamic Damper Control suspension in which each wheel adjusts to road conditions 400 times a second. The 535i also comes with an M Sport option and DDC with adaptive drive to reduce body roll. The dynamic suspension easily accounted for rough shoulders when we had to get two wheels off the road on narrow roads to allow oncoming vehicles to pass.The standard speed-variable electric steering feels a little artificial, while the optional Integral Active Steering will take time to get used to. It allows the rear wheels to steer in the opposite direction by 2.5 degrees under 60km/h and in the same direction over 60km/h. This reduces the turning circle by 50cm at slow speeds and creates stable lane-changing at highway speeds.As expected, the three-litre straight-six engine is a high-revving delight, but the diesel is the surprise package. Despite being just a two-litre four-cylinder, it gallops along quietly and efficiently with no-fuss acceleration. The eight-speed transmission is so smooth the changes are almost imperceptible.VERDICTA diesel variant in this sleek and stylish wagon package will reel in buyers who prefer a car-like experience without sacrificing the load-carrying practicality of an SUV.BMW 5 SERIES TOURINGPrice: $92,800 (520d), $138,900 (535i)Engine: 2.0L, 4-cylinder diesel; 3.0-litre straight-six petrolPower: 135kW (520d), 225kW (535i)Torque: 380Nm (520d), 400Nm (535i)Economy (L/100km): 5.3 (520d), 8.5 (535i)CO2 (g/km): 139 (520d), 197 (535i)

If you like petrol – and I love it – this feels like a betrayal. I’m in a screaming hot sports car that uses no petrol at all, and it might just be the fastest-accelerating car I’ve ever driven.The Tesla Roadster 2.5, a fully-electric two-seater built in California by way of Lotus in the UK, uses a monster stack of lithium-ion batteries to deliver the sort of straight-line performance usually associated with twelve Italian cylinders (or six turbocharged German ones).A bigger shock, so to speak, comes when you lift off the accelerator.  Remember what happened when you backed off the trigger on your little Scalectrix cars? They stopped.Well, so does the Tesla. That mass of cells coupled to a one-speed gearbox acts as a massive (and power-regenerating) decelerationunit.Which is almost a pity, since the example I’m driving is equipped with a cute combination of AP Racing and Brembo braking hardware. Tooling along in standard Sydney traffic, there’s barely need to use any of it.As well, there is also the faintest scent of hard-spinning alternating-current motor. It isn’t unpleasant, although it is more intrusive than anything you’ll experience in a comparatively-priced sportster.Other oddities include the very nature of that fearsome forward propulsion.  A lot happens in a typical high-performance car under maximum acceleration. Hundreds of intricate reciprocating, revolving and repeating parts work together to convert a sequence of controlled explosions into thrust. It’s beautiful and dramatic, if inefficient from a green perspective.The Tesla just has … power. There’s more drama in a carpet-cleaning infomercial. If you can pick out the AC motor’s high-pitched hum above the tyre noise (which is noticeable here, but usually overwhelmed by the engine in a conventional car) it sounds sort of like a turbo without an engine attached.In fact, the whole series of events leading up to any accelerative bursts is extraordinarily fussless. Turn the conventional key in the conventional column lock. Wait, out of habit, for the engine noise you won’t hear. Press the button marked D on the centre console. Apply foot to right pedal. Then sweep past almost any car on the road, at least up to the highway speed limit, which the Tesla hits in under four seconds.A handy g-meter located on the console notes the forces involved. We recorded a quick reading of 0.7 from acceleration alone. Putting aside any technical explanations, this basically gives driver and passenger an instant Botox effect. Ka-pow! No lines or wrinkles as your whole face is suddenly hauled backwards. (Braking causes the opposite, of course. An instant Ernest Borgnine effect.)Corners aren’t such an easy win. The Tesla is based on Lotus’s rail-handling Elise – although with development now shares only a claimed seven per cent of components – so the basics are all abundantly sound. But the combined mid-mounted cell pack and transmission weighs 450kg, meaning that this is one very light car (largely built from carbon fibre) with a substantially heavy and dense centre section.It’s fine around town, if you don’t mind the lack of power steering (I don’t, despite it requiring more effort than in the featherweight Elise). Just a guess at this point, but a track test might turn up some quirks. After all, 450kg is hard to hide, as Al Gore’s tailor can tell you.Which brings us to the types of buyers the Tesla might attract. At a base price of $206,188, this isn’t for the dirt and dreadlocks brigade. Nor, considering the Lotus-inherited entry and egress challenges – youthful flexibility is required – will it suit oldsters or the chunky. But if you’re a cashed-up 30-something with both the hots for Gaia and some surviving strands of testosterone, this might be the guilt-free performance car for you.One additional advantage: it’s a convertible, so the WRXs and V8s you leave behind can hear you laughing as you go. For petrol-drenched carbon addicts like me, that will be a very cruel sound indeed.

As a coupe the Renault Megane is a smart Euro-styled car with a huge glass roof, but it comes into its own when the hardtop is stowed for open-air motoring.ValueTHE pleasure of roof-down motoring is a $16,000 premium over the top-spec Megane hatch and adds 160kg to the weight. That puts it right in the running for compact cabrio buyers.  The competition is fierce with the Ford Focus, Holden Astra and VW Eos all within $1000.  Beauty is in the eye of the beholder, though, which is why Renault Australia expects this car to grab a solid slice of the market.TechnologyTHE Karmann-designed folding hardtop isn't the quickest operating system on sale, but it does a good job of insulating the occupants from exterior noise.  Renault also worked to quieten the car when stationary and it generally works - there isn't a lot of noise if you're stopped at the lights by yourself.The high waistline helps block sound and make the occupants feel secure.  Standard equipment includes a satnav, auxiliary and USB inputs, heated driver's seat and heated exterior mirrors, a glass wind deflector and an eight-speaker sound system.DesignTHE coupe-cabriolet carries the Megane family's front-end design DNA and will earn fans for its clean lines. It looks good with the roof up and is hard to pick as a convertible.The interior is smart and functional and the front seats automatically roll forward to increase access room for rear passengers. Lift the lid and lines still flow, but boot space is then limited to a couple of overnight bags.SafetyConvertibles compromise safety - it's hard to engineer as much structural protection into a vehicle that doesn't have a roof - but the Megane feels like a solid chunk of metal.The B-pillar has been reinforced for more protection from a side-on hit and a pair of pop-up roof arches deploy in milliseconds if the system detects a rollover.  Daytime running lights make the car more visible and a tyre pressure monitoring system will detect any loss of pressure if it becomes a major drama.Software runs from ABS with brake asssist and brakeforce distribution to electronic stability and traction control.DrivingWatching the windscreen flex by a couple of millimetres as the roof releases doesn't inspire confidence, but the chassis is more than a match for the engine and doesn't twist even if the camber changes mid-corner.The car's target market are style rather than drive enthusiasts, which explains why the coupe-convertible comes only with the continuously variable transmission rather than the six-speed manual in the hatch and sedan that helps drivers get the most from the 103kW/195Nm in the 2-litre engine.So it's not going to take on a VW Eos on the road, but will hold its own against it parked at the spa resort.  With that in mind, it is hard to argue with the dynamics of the compact cabrio.It sits flat in the turns and conversations aren't at shouting level even at highway speeds.  The steering is spot on and the suspension is soft enough to soak up most bumps without wallowing.  It's a horses-for-courses kind of car and if your tastes run to dressage rather than galloping, the Megane is a good thing. 

We weren't fans of the first Z4 - too many disparate angles to the sheetmetal, too short in the rump and long in the snout, too retro around the grille and headlights.  Went OK though.That's been fixed with the latest model - an altogether more appealing shape, sleek, elegant and muscular all rolled into one and with a hardtop to boot. The best of both worlds.  Topping out the Z4 range is a twin-turbo 3.0-litre straight six called the 35is.It's complete with a seven-speed, twin-clutch "manumatic" transmission that functions as a full auto or a sequential manual through paddles on the wheel or via the stick shift.The price is a sobering $129,900 but you have to remember this car competes with the likes of Porsche's Boxster S at five grand more, the Benz SLK55 AMG at a lot more and plenty of others.  The Bimmer stacks up well no matter which way you cut it.Performance is strong thanks to the 250kW/500Nm twin-turbo six cylinder. That's enough to propel the 1525kg Z4 from 0-100kmh in a scant 4.8 seconds or exactly the same as the BMW M3 coupe.  It does this while consuming fuel at the combined rate of 9.0-litres/100km.The twin-turbo arrangement uses two small turbines that spool up quickly pressurising air going into three cylinders apiece. It gets around any lag and delivers near maximum torque at a low 1500rpm.There's launch control to get off the mark as quickly as possible and a range of electronic systems to keep everything in check, much of it switchable.The 35is version is differentiated by its more aggressive aero kit, 18-inch alloys and adaptive suspension that can lower the ride height by 10mm. It also has a whole swag of goodies including premium audio bixenons, stop/start button and automatic aircon.The cruise control system features a braking function.  Inside is a study in leather, aluminium and carbon fibre fascia tastefully and functionally arranged.It has regenerative braking and high beam assist as well as adaptive headlights and park assist front and rear.  Bluetooth is part of the package as well as large format navigation with voice control.It's a super thing to drive, sharp, responsive, engaging, sounds unbelievable and makes you feel like you're in a race car.  Obviously in a car as powerful and low slung as this, corners are a piece of cake at almost any speed - aided and abetted by large brakes and wide tyres.The ride can be dialled up to anything between plush to sporty firm which was controlled  and comfortable enough for us to select all the time.Actually getting into a car this low does at times cause a problem, especially in tight spaces when you have to basically drop into the seat because the large doors can't be opened far enough - ouch.But worth the discomfort for the drive experience.  The Z4 35is is an impressive rear wheel drive sports car that can be made roofless in a short time to give you the best of both worlds.

So show me the 11 grand, already. I really want someone to explain the premium between Volkswagen's Mark VI Golf GTI five-door and its new Polo GTI and -- more to the point -- why I should pay it. Because I was thinking about it.I ask as someone who gladly forked out full freight for a Mark V Golf GTI five years ago. I remain firmly of the opinion there's only one car under $100,000 that does so much better, and that's a Mark VI Golf GTI.Or so it was until last week.The resolve that the only worthy replacement for our family car was another of the same crumbled to biscuit mix when Carsguide took delivery of a Polo GTI.The previous Polo GTI, appealing though it remains, was also just a bit contrived, something of an afterthought: the old VW group 1.8 turbo shoved in, a five-speed manual, a few badges stuck on and Heinrich's your uncle.The newbie, which arrives after two lesser Polos won Carsguide's Car of the Year and Best Green Car, was envisaged as a halo model -- if one priced under $28K can be so described -- from inception.Yes, it shares much with its milder siblings, most notably within, but is bequeathed the best of its bigger brother's bits.There's the same tactile GTI steering wheel, the red stitching, the standard tartan upholstery. The mesh grille is lined in red, the same 17-inch Denver alloys look bolder here and, if anything, the accents are more distinct and purposeful than on the too-discreet Golf.Similarly lowered, and with its own suspension settings, the Polo shares the Golf's XDL (extended electronic differential lock), which all but arrests understeer when the car is tipped hard into a corner.Some 200kg lighter, it gets the most powerful version yet of VW's 1.4-litre, direct-injection, twincharged engine, which seamlessly deploys a supercharger beneath a turbocharger to equal the Golf's performance and better its economy. It's a pocket rocket.Size is the essential difference. If you can live without the Golf's marginally bigger dimensions -- the Polo is about equivalent to a medium hatchback of a decade ago -- you'll lose nothing, and even gain somewhat, in the dynamics department.My chief caveat -- the lack of a manual -- is one that probably 75 per cent of GTI buyers would consider an asset. With the Polo version, you get the seven-speed version of the twin-clutch automatic DSG or nothing.Otherwise, as I say, show me where to look for that $11K.