Luxury Reviews

Anyone who is a fan of driving movies will know what I mean when I say The Transporter should up his asking price and add "delivery guaranteed." That is, of course, if he’s upgrading to the new Audi A8 the pricetag now starts at a tickle over $225,000 but there’s a stack more gear, more grunt and less fuel being burnt.It’s subtle, perhaps too conservatively styled, but it feels like it could tackle any sealed road excursion with the best of German composure.VALUEThe 4.2 V8 is priced from $225,904 a $19,000 price rise over the old car, but there’s more vehicle for the money as the wheelbase has grown 48mm to 2992mm, contributing to an overall increase in length to 5137mm, up 75mm.The features list is extensive (and some of the options expensive) but the interior is dominated by a redesigned centre stack and dashboard, with a new multimedia interface. There’s the full sat-nav system which has the touchpad for manual entry of letters or numbers (probably easier for a left-hander to use), a Bose surround-sound 600-watt 14-speaker sound system, power-adjustable seats and quad-zone climate control.The options list includes a Valcona leather trim package for $26,385, plus there's an additional leather package that ups that again by a little over $20,000. Also available are full LED headlights for $2700, adjustable rear seats for an additional $9440, $5500 of heating and cooling for the front seats, the 1400-watt Bang and Olufsen 19-speaker sound system (including subwoofer) at $14,430 so if your bank balance can deal with is then the pricetag could easily approach $300-large and that’s before you get to the safety equipment options.TECHNOLOGYThe drivetrain has benefitted from the latest in engine tweaks, with outputs from the 4.2-litre direct-injection V8 up a little to 273kW and 445Nm, but the increases are offset by the use energy recovery systems, lower internal friction and an on-demand oil pump.Team all that with a very clever eight-speed auto and a lean (for its girth) 1835kg kerb weight and it all adds up to 13 per cent lower fuel consumption the claim is 9.5 but in the real world (with some enthusiastic use of the V8) that rose into the teens.SAFETYTop of the pile in safety equipment is the Audi pre-sense drive safety system, which offers three levels of driver assist systems (up to $10,000 on the options list). The accident anticipation system keeps an eye on the road ahead and will prep the car, warn the driver and then take action if it deems necessary to reduce or avoid an accident. We didn’t test it to that extent but it does get your attention.There’s also dual front and side airbags (front and rear), full-length curtain airbags, anti-lock brakes, stability control The test car had the $5400 optional night-vision system (that uses thermal imaging) and the adaptive cruise control system (with Stop and Go function), but its the former that was tested with interest.The pedestrian spotting function I had dismissed as a bit of a gimmick not just on Audis version either but a dark suburban street with two hidden walkers soon changed my mind.The adaptive headlights also proved worthwhile on a night run, probably saving the life of a dawdling koala on the exit to a corner he was lit up a few valuable seconds earlier.DRIVINGIt might not be a lakeside retreat but it was easy to ask "How’s the serenity?" A very quiet cruiser, the lack of any exterior noise was near the top of the class.The big sedan feels light to drive in its comfort or automatic (the latter the better for most driving) suspension mode, easily taking in its stride road imperfections that would previously have had this breed thumping a little, even riding on 45-profile tyres.Switching through to dynamic mode offers very effective body control without the same level of nervous jiggle that the top handling mode can deliver in such systems. There’s also much less of the remote feeling that some adjustable air suspensions can return.The big V8 sings sweetly but almost too quietly (bring on an S8 please) as it zips with almost no discernible change through the eight gears, swiftly and quietly dispatching of a back road run with unruffled elegance and a grin on the drivers face.The new-look transmission selector, reminiscent of a fighter-plane video game control, makes selecting Sport mode easy but in the other direction more than a few times I overshot Reverse and went into Park at in-opportune moments.The cabin is a beautifully lit cocoon, with comfortable seating and climate-controlled tranquility. If you had to drive from Perth to Sydney there are probably few better machines in which to do it.Unfortunately, not everything worked to plan Audis normally unflappable systems were marred by a sat-nav/infotainment freeze, which included shutting down the Bluetooth. The driver was well looked after by the active bolsters and massage function but the front passengers system stopped and (unlike the infotainment problem) failed to return.VERDICTA seriously capable uber-saloon that covers a broad breadth of duties with aplomb a few niggles did take the shine off and for this money you’d want everything to work.AUDI A8 4.2 FSI QUATTROPrice: from $225,904Engine: 4.2-litre DOHC continuous intake and exhaust camshaft adjustment 32-valve direct-injection V8Transmission: eight-speed tiptronic auto, all-wheel drive with self-locking centre differentialPower: 273kW at 6800rpmTorque: 445Nm at 3500rpmPerformance: 0-100km/h 5.7 seconds, top speed 250km/h (governed)Fuel consumption: 9.5 litres/100km 95 RON, on test 14.6, tank 90 litresEmissions: 219g/km, EU5Suspension: Five-link front suspension, upper and lower wishbones, tubular anti-roll bar, air Suspension (front); trapezoidal-link suspension with wishbones, tubular anti-roll bar, air suspension (rear)Brakes: four-wheel ventilated discs, with ESP/ABS/EBD, brake booster; hydraulic brake assist, electromechanical parking brakeDimensions: length 5137mm, width 1949mm, height 1460mm, wheelbase 2992mm, track fr/rr 1644/1635mm, cargo volume 510 litres, weight 1835kgWheels: 19in alloys.

The car Alfa Romeo needs to drive its on-road presence is finally on sale. The launch of the semi-automated twin-clutch MiTo TCT models comes 18 months after the manual's launch. That's a long time to wait for a car Alfa predicts will account for more than 70 per cent of sales."When we launched MiTo, the delay (on an auto) was going to be six months," Alfa's general manager Andrei Zaitev wryly recalls.  "But it's here now and we think it's a major advance in the product and in transmission technology."The other major advance is the Euro V-compliant MultiAir engine. Fiat is following the VW Group's "smaller but smarter" engine strategy and this 1.4-litre unit uses only 5.5 litres every 100km while keeping the sound and sensations Alfa owners traditionally value in a car.VALUEThe Alfa's well kitted out on the spec sheet. The base TCT rolls on 17-inch alloys with cruise control, fog lights, Bluetooth and a decent audio system. It's $31,990, which puts it up against the likes of the Mini Cooper and Audi A1.Spend another $3000 and the TCT Sport adds auto wipers, rear parking sensors and a carbon-fibre finish to the dashboard. And red brake calipers, which obviously help you to stop faster.TECHNOLOGYThe twin-clutch transmission and Multi-Air engines are the standouts. The transmission is a dry-clutch unit that Alfa Romeo Spokesman Edward Rowe says was designed to deal with up to seven gears, 350Nm and four-wheel drive demands to suit the other arms of the Fiat empire.In the MiTo's case there's six cogs and three program maps for the automatic mode. Dynamic is the most responsive of the three and tries to adjust its shift points to your driving style. Manual changes are made by either pushing the gear lever left and flicking it up and down or by using the wheel paddles.Alfa repeatedly pointed out the new transmission will operate just like a conventional automatic, right down to the creep on idle. The majority of the time drivers will leave it in one of the auto modes anyway.The TCT is matched in the MiTo with a turbocharged 1.4-litre engine that is every bit as hi-tech. It uses a stop-start function at the lights as part of a fuel-efficiency focus and an electro-hydraulic set of solenoids to operate inlet valve lift and duration.It's smart and it works, with puts out 99kW and 190-230Nm depending on which map you've got the transmission in.  Rowe says the same 1.4-litre engine is tuned to give 125kW in the range-topping MiTo QV.STYLEThe design is what sells Alfas and the looks of the latest MiTo haven't changed. That means its a stylish alternative for Mini shopper or those looking for a change from the baby Audis and BMWs.The three-door hatch is well built and the new transmission will have an undoubted appeal with women - a key target demographic. Alfa expects up to half its customers will be female because of the greater emphasis they place on style and individuality.  The interior is well executed with logical controls in the right places and the seats are comfortable places to spend a few hours.SAFETYThe MiTo has already earned its five stars and comes with the full airbag and software intervention suite, but it is the fact the hazard lights flash during emergency braking that is most impressive.  It's an increasingly common feature on European cars and the flashing lights certainly help grab other drivers' attention.THE MiTo is a five-star safety car, so no surprises on the airbag-ABS-stability control front.  But the seven airbags are boosted by an active head restraint that works to cut whiplash injuries. The MiTo also hits its hazard flashers during emergency braking, a system becoming more common on European cars.DRIVINGThe baby Alfa hustles along surprisingly well, with a claimed 0-100km/h time of 8.2 seconds. The engine revs out to near the redline in dynamic mode and does it with enough growl and snarl to remind you you're driving an Italian car.It's not far off the benchmark VW Polo in this class, but is let down by suspension that is simply the weak link in a good package.  The hi-tech electronics and reasonable rubber are terrific, but the suspension struggled to keep the tyres in constant contact with the back roads of Sydney.The MiTo's torsion beam rear feels every undulation and feeds that back into the cabin. Potholes jar and big hits earn a shudder. So they should, the Alfisti will clamour, but it's an old-school approach to sporty suspension at a time when the modern set-ups on rival cars soak up some of the impact.That said, the Alfa still tracks true - even big hits don't throw the car off-line, just your seating position and if aural clamour matches your desire to go forwards, the Alfa will still deliver.VERDICTA head-turning alternative in the baby-car class that has the poise - and enough pace - to warrant Alfa's forecast of  252 sales next year.Alfa Romeo MiTO TCTPrice: from $31,990Engine: turbocharged 1.4-litre direct injection Outputs 99kW/230NmTransmission: twin-clutch automatic, front-wheel driveBody: Three-door hatchSuspension: MacPherson strut front; torsion beam rear.Warranty: three-years/100,000km

Alfa Romeo is relaunching its MiTo light car range with a revised four car lineup, featuring a twin clutch (manumatic) transmission on some and other technology as well as an equipment tweak.MiTo has been available here for some time but faces stiff competition from Mini and other brands.The MiTo TCT (Twin Clutch Transmission) is aimed at buyers wanting an auto as well as sporty performance and low emissions and fuel consumption. The best of both worlds.But the MiTo you'd expect to get TCT misses out - the high performance QV remains six speed manual only.  Go TCT and it means the least powerful 99kW engine in the MiTo's 1.4-litre, turbo four cylinder, petrol Multi-air engine range.Four versions of MiTo are now offered; 114kW manual MiTo at $29,990, 99kW MiTo TCT at $31,990, 99kW MiTo Sport TCT at $34,990 and 125kW MiTo QV in manual also at $34,990.Alfa says the three versions of MiTo's 1.4-litre Multi-air engine deliver comparable power and torque to other engines of greater capacity. Designed by Fiat, Multi-air technology also garners significantly better fuel economy.Multi-air engines don't have an inlet camshaft instead, a set of electro/hydraulic solenoid (pumps) operates the inlet valves, it is said, more efficiently than any variable cam timing system in existence.Opt for the TCT models and you also get auto stop/start function that further reduces emissions and fuel consumption to as low as 5.5-litres/100km particularly around town.The six-speed TCT system has adaptive shift patterns and is operated like a regular auto with PRND selected on a stick shift that also offers sequential change mode in a parallel Sport gate. Paddles are also provided on the steering wheel.Sport mode defaults back to auto if you fail to utilise the manual system.All three engines deliver strong torque at low engine speeds and pass Euro 4 or 5 emissions regulations. MiTo score a five star Euro crash rating.All four models score Blue&Me audio system, electronic key, aircon, wheel controls, cruise, pollen filter, electric power steering, trip computer and window tint. Wheels are alloy 17 or 18-inch with low profile rubber.All models are fitted with what Alfa calls DNA (for Dynamic, Normal and Allweather - a system that changes settings for the engine, steering, suspension and gear box.The MiTo Sport TCT is speced up to a similar level as the MiTo QV model - without the 125kW engine.MiTo has undeniable character and presence on the street thanks in part to its unusual face and the pert rear end accentuated by a bank of LEDs.It's just that the TCT transmission needed to be on the QV as well as the other models. Go figure.Alfa Romeo MiTo TCTEngine: 1.4-litre Turbo 4-cylinderPower: 99kWTorque: 190Nm/230Nm (Normal/Dynamic)Transmission: 6-speed Twin-Clutch autoWeight: 1170kg

Kermit the Frog said it's not easy being green, but it can be with certain brands. While parent company Toyota flogs its hybrids as eco-friendly machines, luxury arm Lexus takes a different tack - responsible performance. The recently-updated Lexus GS has had some interior tweaks and the GS 450h follows the program of giving the hybrid models an extra brushstroke or two from the styling department.The 450h has exterior differentiation - a unique front grille design, "hybrid blue" rear lamps and 18in wheels - to distinguish it as "the high performance flagship of the GS range," according to Lexus.VALUEThe GS range has been upgraded in the iotainment department, with new satnav software. The $126,714 GS 450h wasn't lacking in the audio department and retains the 14-speaker Mark Levinson 5.1 surround sound system to shake the mirrors, now with USB and audio jack plug connections. There is the delete option sunroof which would give a little more headroom but most below the old six foot mark won’t be bothered by the headroom intrusion.TECHNOLOGYThe hybrid GS is packed with technology - the 650-volt hybrid system uses a nickel metal hydride battery to store power generated by the 3.5-litre V6 petrol engine. There’s also energy generated by reversing its continuously-variable transmission to become a generator and employing brake energy recovery systems to further charge the battery. Lexus says the system teams up to provide 254kW of power (a definitive torque figure is a little harder to quantify) but the company claims V8-like outputs without the thirst.For example, despite being 200kg heavier than the $10,000 more expensive GS 460 (which has similar levels of performance) but uses an extra 3.1l/100km to achieve the same ends. The active cruise control system isn’t new and neither is the fact that Lexus still can’t get it to hold a set speed downhill without another car in front – the system is child’s play in a Beemer and a Merc but Lexus doesn’t seem interested in getting it right.DESIGNThe GS model doesn't push the boundaries for car design, although Lexus likes to invoke a European feel by calling its design language ``L finesse'' - the front view is better than the rump, with the rakish bonnet and lights forming a not unattractive snout, but the rear - perhaps due to the abbreviated bootlid and bulgy rear quarter panels - is not the prettiest of the prestige market segment.The cabin has undergone only minor changes, leaving the functional and user-friendly touchscreen and centrestack intact - unfortunately the 1980s clock and outside temperature display remains as well.SAFETYThe safety features for the updated 2010 GS range now includes the new Advanced Pre-Collision Safety System which uses the active cruise control's radar system to monitor the road; the system prepares the vehicle's safety systems for an imminent collision and will now also apply the vehicles brakes if the driver fails to act.There's the now-obligatory traction and stability control and the airbag list is extensive - driver and front passenger front, side and knee airbags, rear seat side and full length side curtain airbags.DRIVINGEerie quiet is a hallmark of Lexus and the GS hybrid does nothing to change that perception, as only the tyre noise is obvious - due to the lack of any other rumbling. Starting often has no noise associated with it, unless the petrol engine is required for air conditioning or other energy sapping systems, but creeping around a carpark on battery-only easily demonstrates how pedestrians can be blissfully ignorant of your presence. It will also cruise at metropolitan speeds on battery alone and that goes a long way toward the 10.1 figure we returned.Mundane commuting duties are what these hybrid systems are best at and it shows – heading out into the country hills drive doesn’t provide the stop-start driving that regularly allows for charging and minimal petrol engine use. That said, slipping the transmission into sport mode does generate some energy downhill on throttle over-run, but it’s soon used on the uphill runs.Putting aside the green aspects, the drivetrain itself provides a remarkable experience – a full-throttle departure is rapid, linear ... and did I mention rapid? The instant torque of the electric motor and the CVT’s seamless application of the outputs offers an extraordinary take-off. The adjustable suspension leans towards a firmer ride, even in the normal mode, but it’s not uncomfortable for its occupants, who will need to all need to be of average height to allow decent legroom for all.Flick the suspension button into Sport mode and things tighten up noticeably, allowing the GS to be aimed into corners with a reasonable degree of confidence. It sits flat enough and – despite low rolling resistance tyres – does a good job, although steering feedback is absent, which puts it out of contention for the prestige sports sedan who puts a chassis ahead of outright grunt, or green credentials. Even on eco-friendly front there are latest-generation turbodiesel with particle filters and other emissions control systems that might not be as quiet but will give good fuel economy as well as grunt.VERDICTTechno-philes and greenie-execs will like the trickery under the bonnet and it’s value for money when weighed up against it’s siblings as well as the largely-German opposition, but the design is lacking in flair and the cabin space lets it down.LEXUS GS450h Price: from $126,714Engine: 3.5-litre DOHC 24-valve direct-injection V6 & a battery-driven electric motorTransmission: CVT, rear-wheel drivePower: petrol - 218kW; electric - 147kW; combined total 254kWTorque: petrol - 368Nm; electric - 275NmPerformance: 0-100km/h 5.9 secondsTop speed: 250km/h (governed)Fuel consumption: 7.9 litres/100km, on test 10.1, tank 65 litresEmissions: 186g/kmSuspension (front): independent, double wishbones, coil springs, gas dampers with variable damper control, anti-roll barSuspension (rear): independent multi-link, coil springs, gas dampers with variable damper control, mounted anti-roll barBrakes: four-wheel ventilated discs, with anti-lock and stability control systemsDimensions: length 4850mm, width 1820mm, height 1430mmWheelbase: 2850mm, track fr/rr 1540/1545mmCargo volume: 320 litresWeight: 1930kgWheels: 18in alloys.

The world's most popular car racing game is finally here - and partners of loungeroom racers will curse the day it launched.  Based on this household, Gran Turismo 5 will cause serious family friction, be it battling for the controller or just fighting for control of the TV.The game is so extensive that it could easily take gamers a year to complete every challenge - though smart fans are advised not to tell their spouses or children that fact.There are 1031 cars to try out on 71 tracks and a level of realism that demands replaying the same race until you get the lines and overtaking manoeuvres just right.All of the above make it great value for money with prices for the PlayStation 3 game starting at $130. That's about the norm for a console game in Australia, but the difference is most games can be completed within a week.  Most partners will resign themselves to It's also one of the reasons the title is expected to sell 10 million copies.THE CREATORKazunori Yamauchi is renowned as a perfectionist - he took five years to create this version of the Gran Turismo franchise - and that exacting approach means he could walk away from his Polyphony Digital gaming design studio and have a career as a race driver.The Stig, now known to be British touring car driver Ben Collins, was hugely impressed with Yamauchi's car control while mapping the Top Gear track for inclusion in the game.The Japanese genius has taken part in several professional races and finished fourth in his class driving a Lexus IS-F with Australia's Peter Lyon in this year's 24 Hours of Nurburgring despite starting from 174th place after problems in qualifying.Yamauchi doesn't distinguish between driving in game and in the real world, which goes a long way to explaining why GT5 is so realistic. It also explains his passion for the GT Academy challenge, an online contest to find the best virtual racer, who then goes on to undertake real racecar training. The first two Academy graduates are both still racing, which Yamauchi says vindicates his approach to the game."I like the fact that people are using Gran Turismo to learn how to drive," he says while piloting a BMW M3 around the streets of Madrid for the game's global launch.  "It builds on a young man's life and seeing that is really enjoyable - they live their dreams in the game and if they're good enough, they can live it in the real world."THE GAMEGamers and reviewers have been waiting five years to get to grips with GT5 and that level of expectation led to fears that the developers couldn't possibly match it.  They have, but it's not for everyone. The physics are first rate, but the graphics vary depending on the chosen car and track.It's the same with the computer's artificial intelligence. At first play it seems too artificial, which is one of the few concessions Yamauchi has made. The AI keeps pace with a driver's in-game development, so by the time you've reached the more advanced levels they're fiendishly hard to overtake.  I've already been censured for swearing at the TV, but being block-passed by a computer doesn't seem right.The same approach is taken to the car damage.  The physics don't deform the vehicle exterior as much as expected, but crashes will wreck the mechanicals, affecting everything from steering and braking to engine output.  Again, it's calibrated to match your level of experience. It's a smart game strategy that lets casual players get away with repeated hits but penalises serious players trying to complete the upper levelsTHE CAR COMPANIES The queue of carmakers wanting to take part in the game indicates its success at a technical and commercial level.  The Mercedes-Benz SLS AMG is the "face" of GT5, having earned the coveted cover shot as a result of the company's development with Polyphony Digital. The upside for Mercedes was dealerships were given a one-track demo of the game starring the $500,000 supercar."We've worked very closely with PlayStation and Polyphony Digital to recreate the Mercedes-Benz SLS AMG in Gran Turismo 5 - and we're thrilled by the result," Mercedes communications head Anders Sundt Jensen says.Toyota/Lexus made a similar commitment with the FT-86 and IS-F respectively, while Red Bull F1 designer Adrian Newey built a one-off prototype - the X1 - showing what a grand prix car would look like without rules to limit its aerodynamic shape.Ferrari, which famously guards its intellectual property, also relented and allowed its vehicles to be virtually reproduced for the game.  Ford products make an appearance but, sadly, there's no local product and Holden fans have to do with the VZ Monaro and Commodore SS ported across from the GT4 game.GRAN TURISMO 5Console: PlayStation 3Game modes: GT mode is the main event with players unlocking progressively better cars and harder opponents as they advance. Special Events offers karting, Nascar and rally racing. Licences is basically an in-game tutoring package that teaches drivers the braking, handling and racecraft skills they need to be quick. Arcade is a less demanding version of the game, but it's one that "real" GT enthusiasts aren't likely to spend much time on, unless they're racing against young children.Vehicles: 1031, though only 200 are the "premium" models with ultra-realistic renderingDisplay: The game is presented in 1080p and is 3D compatiblePrice: from $130

It's "naughty". Apparently. Volvo’s new S60, that is. Well, that’s what they say.S'pose it’s all relative. The look and dynamics of this fairly sleek sedan are unremarkable next to the (mainly German) rivals Volvo pitches it against, but by its own relentlessly stolid standards, the S60 may indeed seem just a touch roguish – like wearing a yellow cardigan instead of beige.VALUELooks good initially. Not so good the longer you look.The range starts at $51,950 for the T5, $57,950 for the D5 diesel topped off by the T6 at $64,950. The first is front-wheel driven; the others get all-paw traction. Irritatingly the T5 (in fact, a direct injection turbo charged four with a twin clutch auto – not a five pot as the name suggests), isn’t due until early in the New Year.Those prices put the S60 right in among the 3 Series, C-Class and A4. Volvo reckon they hold the whip hand in terms of power for the price, but are prestige punters going to be swayed by kilowatts?   The options are many and varied. Tick a few and the driveaway price goes north fast. TECHNOLOGYThe S60 is bursting with tech, most of it safety related, almost all of it optional.Not all the wizardry revolves around stopping the car, however. Drive-enhancing devices attached to the Dynamic Stability and Traction Control variously vector torque in the ever alert all-wheel-drive system and even permit some loosening of the restraints, though the electronic chaperones are never entirely absent.On the whole, it’s a sound set up DESIGNHere’s a Volvo that invites you to look again. While the C30 is funky only from the C-pillar back, the S60 has flowing lines that, if hardly revolutionary, are something of a revelation for Volvo.It’s even better within; thrones made for grand touring comfort ahead of pews with more leg and head room than the pert rear third suggests from outside. The now familiar floating centre console is shrouded with too many buttons and dials for the sake of elegance, though materials and finish rival the Audi benchmark.SAFETYFor all the preening on its admittedly impressive (though costly optional), active and passive safety measures, there is no spare tyre. None. Not even a well in which one can be accommodated.Nor, as is the case with BMW, are the standard tyres of the run flat variety. These provide at least the possibility of lasting until civilisation is reached. The S60’s are conventional 17 or 18-inch Continental or Pirelli rubber.Your solution in the event of a flat or puncture? A can of sealant, a call to roadside assist and an indeterminate wait for a suitable replacement.No fog lights either, for any money. The electro hydraulic steering unit apparently takes up too much space.Against that, the standard fitting of City Safety, which automatically brakes the car to a halt if the driver fails to react to an imminent low speed bingle, is outstanding.Adaptive cruise control, pedestrian detection system, blind spot information system and lane departure warning can be had in an optional $5000 package.DRIVINGDynamically are also an obvious step forward for the brand.You gotta have faith in your car to showcase it on Tasmania’s Targa roads. The S60 goes some way to rewarding it with AWD that sends all the torque either forward or aft, a quick-witted system that imbues you with confidence and permits rapid cornering with complete surety. The T6 makes by far the best of it, with almost instant response as it launches onto the straights.Even on its 18s, ride is exceptionally composed while delivering ample feedback through a fist-filling steering wheel that weights up meaningfully with speed. But the Geartronic automatic just isn’t with the program, reacting especially slowly with the diesel, hunting for gears in drive and not entirely satisfactory even when held in sport mode and prodded manually.Again you’re left wondering how the twin-clutch version would go.VERDICTA leap forward for Volvo that doesn’t advance the game.VOLVO S60Price: $57,950 (D5); $64,950 (T6)Engine: 2.4-litre 5-cylinder turbo diesel (151kW/420Nm); 3.0-litre 6-cylinder turbo petrol (224kW/440Nm)Transmission: 6-speed automaticThirst: 7.1L/100km (diesel); 10.2L/100km (T6)

What were Mercedes Benz thinking when they put a diesel engine into their sexy E250 Cabriolet?  Remarkably good thinking as it turns out.  The engine is quiet, gives bucketloads of torque at low revs, and delivers sporty performance when asked.Add to that the build quality and attention to detail that have been the hallmark of Mercedes Benz in recent years, and you have a car that’s easy to drive around town and on the freeway, fun on the twisty back roads, and won’t punish your wallet when you come to fill up.VALUEIf you’re shopping for a Mercedes you’re shopping at the luxury end of the car market, right?  So stop messing around, decide that you want the Mercedes, look at the sticker…. then buy it anyway.The E250 Cabriolet has a ticket price from $94,762 in the petrol version (CGI), with the CDI (diesel) version starting at $101,202.That’s not cheap, and you have to weigh up what you get – which includes the gunsight badge – against rivals like the Lexus I250 and BMW 330D convertible.TECHNOLOGYBuy a German car, and you can be sure that latest technology will be the main course, not just a side salad.  What Mercedes have got right is making this easily accessible to the driver.  The satnav is fairly intuitive and easy to operate with the central knob that also controls radio, phone and information.All of the controls were easily reachable from the drivers seat, labelling was clear and easy to understand.  And the big win was having a mute button on the dashboard to silence the satnav voice, although she sulked after that and refused to continue the conversation. Admittedly, a little time spent with the manual might have coaxed her back.BlueEfficiency is the name Mercedes gives to both the petrol and diesel engines in the E-Class.  The 250E CDI is a four-cylinder 2143cc unit, producing 150kW at 4200rpm.  More impressive is the torque, with 500Nm delivered at between 1600 and 1800rpm. In comparison, the  petrol engine also delivers 150kW, but at 5500rpm, and it only manages 310Nm of torque.  Fuel consumption is 5.8-6.0 l/100km with emissions of 148g/km of CO2 (Mercedes official figures)DESIGNThe black car we drove had tan leather seats; the leather trim continued into the door panels set these off beautifully.  The range of materials available to manufacturers now means that having acres of plastic on the dashboard was disappointing.Seating is comfortable and an adult could be shoehorned into the rear, but the Cabriolet roof takes up most of the boot space.  Think about carry-on, but no checked baggage on this trip.SAFETYMercedes has long stressed their commitment to passenger safety, and no less than nine air bags are provided within the passenger cell.  An active bonnet is standard equipment, the aim of which is to reduce injury to pedestrians or cyclists by raising the rear of the bonnet by 5cmStandard equipment includes ‘Attention Assist’ -- the Mercedes ‘drowsiness detection’ system, or really the ultimate ‘Driver Reviver’.  If your driving makes the car think that you are nodding off it will remind you to take a break – by popping a coffee cup up on the driver’s display. Or at least, the image of a cuppa. Perhaps future development in Stuttgart will see a steaming mug of the real thing delivered onto the dash.Available as optional equipment are a lane tracking package that uses the white lines on the road to warn you if you are using more than your share of the road, and ‘Distronic Plus’ -- a forward looking radar that will hit the brakes for you before you hit the car in front.DRIVINGSitting in the E250 is more like being in a cockpit than a cabin - the car wraps itself around you.The turbocharged engine delivers loads of torque down low, and if you’re gentle with the throttle makes for a sedate drive.  That’s compounded if you’re in the full auto mode, where it puts more emphasis on fuel economy than fun driving.But if you give the pedal a nudge – or better still, slip it into sports mode and start using the shifter – it gives snappier response, although there is a slight delay as the revs come up, the turbo boost chimes in, and the car picks up its heels and takes off. But it gets away from the lights at a very respectable pace, and the steering is precise and accurate.And the cabin is surprisingly quiet, given that the folding roof is a cloth one. We drove this through an unseasonal downpour – which might be deafening in other softops – and found that the thrumming was muted enough to not impact on normal conversation.The speedo is large and easy to read, with numbers wrapped around an LED display for the cruise control – flick this minder on, and the arc of LEDs lights up to show the speed that you’ve set.VERDICTThe diesel may not be the engine of choice for everyone, and it carries a hefty price tag, but the improvement in economy and CO2 emission reductions are significant.MERCEDES-BENZ E250 CDI DIESEL CABRIOLETEngine: 2.1-litre 4-cylinder turbo dieselPower: 150kWTorque: 500NmTransmission: 5-speed automaticFuel consumption: 5.9L/100km (combined cycle)Wheels: 17-inch 5-spoke alloys

A much improved look for the Mercedes-Benz family transporter will mean it gets parked closer to the clubhouse and day spa.Price: from $92,900Engines: three-litre turbodiesel, all-wheel drivePower: 140kW at 4000rpmTorque: 440Nm from 1400 to 2800rpmTransmission: seven-speed auto, all-wheel driveFuel consumption (l/100km): 9.3, tank 80 litres

The luxurious sledge hammer that is the Mercedes-Benz CL-Class has arrived.  The CL is (along with its S-Class sedan sibling) the technological pacesetter of the Mercedes-Benz range and is on sale this month boasting boosted outputs and lower fuel economy.The company says the CL-Class attracts the most amount of loyalty from its customers and it's easy to see why, as there is little in the way of direct competition.VALUEIt's difficult to call a mortgage sized pricetag under a value heading - the CL500 starts from $337,000, the CL600 V12 will be priced from $425,600.The high-performance AMG CL63 will be priced from $423,300 and the CL 65 AMG will start from $519,250, but there's no much lacking from the features list - active front seats, surround system, active suspension - but it's still a mind-boggling price range.TECHNOLOGY/SAFETYThe CL has introduced many of the brand's newest technology and the incoming model is no exception.  The CL500 brings with it active lane assist and active blind spot assist systems, which are part of the stability control program.The active lane assist keeps the driver's direction in check, monitoring - via a windscreen mounted camera - the road markings and delivering a vibration warning through the wheel and an image on the screen as it gently brakes a rear wheel to tuck the nose back into the proper line.The same sub-section of the stability control system is also involved in the brake torque vectoring system, which aims to control understeer by braking a single rear wheel.The active blind spot system lights up a red triangle in the mirror when there's another vehicle present, but the new bit uses the lane assist system's features to detect an impending lane change (using the indicator activation) and warn the driver against it, using the brake to further deter the lane change.The already-clever active suspension system has been further enhanced with a crosswind stabilisation system, which uses the suspension to change the body's position to compensate for crosswinds.The direct-steer variable gear ratio system alters the ratio with regard to the steering angle, aiding low-speed wheel work in carparks but keeping the steering direct at speed.The new star of the range is the twin-turbo 4.7-litre V8, which produces 320kW (up 12 per cent) and 530Nm, the latter a 32 per cent improvement and available from 1800rpm through to 3500rpm.It now boasts direct injection and piezo injectors capable of multiple fuel injections, all of which helps it lay claim to more torque than the current 6.2-litre naturally-aspirated AMG V8 but fuel consumption figures of 11.1 litres per 100km, a 20 per cent gain.  The CL500 cracks the sprint to 100km/h in 4.9 seconds - a half a second improvement over the outgoing car.The AMG model gets the multi-clutch seven-speed from the E63 and a capacity increase to 5.5-litres - retaining the new induction and combustion systems - resulting in a four per cent increase in power to 400kW of power and a 27 per cent improvement in torque to 800Nm from 2000 to 4500rpm.The AMG model can now match the C63's sprint to 100km/h of 4.5 seconds, but the more surprising figure is 10.6DESIGNThe beefy coupe has been given a makeover that takes little away from what was already a muscular, powerful coupe.  The snout has been given the sculpting treatment with a revamped bonnet, tweaked grilles (with an AMG-specific one-bar grille) and updated headlights, which are bi-xenon.The front and rear bumpers have been given a new look, with LED front running lights and extra air intakes, with the rear brake lights are now solid red.  The interior package remains opulent, extremely comfortable but largely unchanged.DRIVEBrutal and rakish, the CL has massive road presence and the drivetrains to match, even more so than before.  The two new models on offer that we drove briefly were the CL63 AMG and the CL500, with different incarnations of the new V8.The twin-turbo V8 engine in the CL500 is immediately impressive, with a quiet, refined part-throttle manner that dribbles torque through the seven-speed auto for unfussed - but far from tardy progress.It suits the style of the car to travel in such a manner, but punch the right pedal and two tonnes of German super-coupe surges forward with a melodious tone.The new steering set-up is welcome when turning five metres of Mercedes at low speed, without causing grief at higher speeds.  The AMG CL grumbles, burbles and screams (when required), but it lacks the hard-case crackle of the naturally-aspirated 6.2-litre V8 of the outgoing car.It's impressively ahead of that engine in all aspects and CL buyers might not want the petrolhead-magnet that is the AMG V8's aural appeal.Both cars coped reasonably well with the rutted and broken surfaces, although some buyers (of the CL500 at least) are likely to opt for the smaller wheel tyre package for the extra bit of ride comfort.Four adults and baggage are well accommodated in the cabin - as a 191cm driver I could sit behind someone of my size without being too cramped, but four average adults would have no issues.The lane-assist system is reasonably subtle in the use of the brake to pull the nose into line - the Benz people say they would rather use the braking instead of interfering in the vehicle's steering, preferring to leave the driver in charge of the wheel.Verdict: As a technological tour-de-force, the new CL has shown off some new worthwhile systems but its new blown V8 offers genuine force and impressive fuel use. It's a dream drive but with (for most) a nightmare price.Mercedes-Benz CL-ClassPrice: from $337,000.Engines: 4.7 or 5.5-litre twin-turbo V8; 5.5-litre or six-litre twin-turbo V12.Power: 320kW, 400kW; 380kW, 463kW.Torque: 700Nm, 800Nm; 830Nm, 1000Nm.Transmission: five (V12s) or seven-speed auto, seven-speed MCT, rear-wheel drive.Fuel consumption (l/100km): 11.1, 10.6; 14.3, 14.5.

FITTING a small engine into a compact car is a bit like putting a potato down your Speedos - everyone's impressed by the appearance.  The audience may forever be blissfully unaware of the deception. It's only when there's a demand for performance that it all goes pear-shaped. Park the Mercedes C250 CGI in your