Luxury Reviews

A blue-light special of a very different kind will dominate Porsche sales in Australia in 2011. The new item in aisle 911 is a tweaked and tizzied Carrera GTS model that does two jobs, firstly farewelling the current-generation 997- series 911 and then also pointing the sort of value and standard equipment that will come in the next all-new 911 in 2012.The newcomer is priced from $270,100, a lot of money for most new-car buyers in Australia but a relative bargain for Porsche and against its rivals.The upgrade pack for the GTS starts with more power and bigger wheels, runs to the wider body from the Carrera 4, and includes a classy alcantara leather interior. European cars lose the back seats to save weight, and can be ordered with an optional 90-litre tank, but Australian buyers are expected to specify four spots in the cabin and the tank does not fit for right-hand drive."The GTS is a stand-alone model. It fills the gap between the Carrera S and GT3 and is for people who like the standard comfort features but crave GT3 performance. So it's a step up from the S," says Michael Winkler, managing director of Porsche Cars Australia."There is nothing cynical about it. It's stuff we've wanted to do for a while. The minute you launch one car the engineers are a fair way down the path on the successor."VALUEThe GTS starts from $270,100 as a coupe and $288,700 as a cabriolet and will land in January. There is obvious mechanical stuff to justify the hike over a regular Carrera S, and some minor cosmetic tweaking including badges and trimming, but Porsche says the price increase is far less than it would cost to upgrade an S."If you took a normal S and added all the features you'd end up at a price that's slightly higher than the cost of the equipment. But you're not just getting that, you're also getting all the improvements to the body and engine," says Winkler."The standard S costs about $245,000, so the GTS is about $25,000 extra. But it's between $35,000 and $40,000 better value. The importance of the 911 is obvious. It will fundamentally consolidate the performance of the 911 segment. We've basically managed to come out of the global financial crisis unscathed. We're now in a lifecyle situation where the 911 is close to the end, and this model will keep it fresh," says Winkler.TECHNOLOGYThe obvious change to the GTS is the tweaking of its 3.8-litre flat six to take power to 300kW. It's done with a new variable intake system using that moves the peak from 6500 in the S to 7300 revs, as well as boosting torque by six per cent in a fatter spread from just over 1500 revs.Porsche says the benefits of the engine work mean more power in the medium speed ranges and less gearchanges.The 0-100km/h time is trimmed slightly to 4.6 seconds - or 4.2 with PDK and Sport Chrono package - and fuel economy is not affected. The suspension picks up wider front and rear tracks with the Carrera 4 body and the tyre package is upgraded to 235x35 at the front and 305x30 at the rear, running on unique 19-inch alloy wheels. And there is a switchable sports exhaust.DESIGNThe look of the GTS is very much Carrera 4, thanks to the wider guards. The black-laquer alloys also give it a bit more impact in traffic. The nose is a little more striking with big air intakes and a black- painted spoiler.Inside, the Alcantara gives a slightly more upmarket look and feel, but it's not a giant change.The badges - the GTS has only been used in the past for a sixties racer, a 928 and a Cayenne - help it stand out just a little, but mostly only to other 911 buyers."I think the the GTS name goes back as the 904 in the sixties. GTS is reserved for the high-end naturally aspirated performance version of any range, save for the track-oriented cars like the GT3," says Winkler.SAFETYThere is nothing to report, although the wider wheels and grippier tyres probably improve braking performance slightly.DRIVINGThe GTS is a 911 with a little more. There are worthwhile improvements and it feels a bit chunkier and more responsive at the wheel. I arrived late at the world preview of the GTS and missed the really good driving roads in the hills around Palm Springs, but still had time for a thrash and a dip into the car's improvements.It definitely looks more aggressive than a Carrera 2 but the best look will be reserved for the showroom sticker. The steering feels a touch sharper with the wider track and upgraded wheel-tyre package, and the bi-modal sports exhaust - which you can switch to loud any time - is a fun tweak that also makes the car sound just that bit more special.The cabin, too, is a step up from the 2 without costing a fortune for the normal Porsche options.So the GTS is better, and worthwhile, but not a giant leap forward. We'll have to wait until much later in 2011 to see what Porsche is doing on the all-new 911, and until 2012 before it hits the road in Australia.VERDICTA big value boost will win 911 buyers.

Extra features and a more efficient diesel engine are claimed to justify a "modest" price hike on the updated Mini range.  According to Mini Australia Product Planning Manager Sue McCarthy, the price increases have been kept to a "minimum" of $400 for Cooper and JCW and $600 for the Cooper S, while the diesel is up $1000."We understand there are a lot more competitors in the market but more competitors stimulate market demand in that segment," she says."We don't view that as a negative thing. It keeps people on their toes and promotes competition."Mini's response to the competition has been to increase the level of standard features to the mid-life model update, rather than drop prices.Corporate communications manager Piers Scott points out that they sell very few basic Minis."So by building more value, we can justify a modest price uplifting," he says.  "We don't think price will be an issue."Scott says the cosmetic changes are subtle but the upgraded technology is "significant".  "There is now more Mini: more customisation, more efficiency and more technology," he says."All changes are driven from talking to our customers. If we don't do something right we hear from our customers straight away."VALUEExtra standard features include rain-sensing wipers, auto headlights, Bluetooth (Bluetooth music streaming is an optional extra), USB input, fog lights (Cooper D already had them) and velour floor mats.Mini claims that for the extra $400 for the Cooper and JCW and $1000 more for the diesel you get $1450 of extra features ($950 for the JCW) and for the extra $600 for Cooper S you get $1150 in features.While you can't put a value on the styling changes inside and out, at least the knobs on the airconditioning and audio now feel much better quality.The previous knobs felt like flimsy plastic margarine tubs. The new knobs are more sturdy with a rubberised feel. It is debatable whether these changes warrant the extra price.Options include a $750 "radio visual boost" upgraded audio system with LCD screen, joystick control and on-board computer, and an updated $1900 "business navigation" system, previously $2900.Mini has also added several optional feature packages that are claimed to provide a substantial value saving on ordering the features separately.  The $1125 city package adds park distance control, alarm and auto dipping interior and exterior mirrors.The lighthouse package adds adaptive Xenon headlights and clear indicator lens and costs $700-$1600, depending on the model.  The $970 body package on the Cabrio adds a wind deflector, heated seats and a timer that tells you how long you've had the to down.There is also a cargo package that adds roof rails and a flat-load compartment floor for $825.  The popular $3900 Chilli package is retained, but with revised content.All these extras, along with the wide choice of trims, upholstery, wheels and exterior colours and striping give the Mini extended individualisation possibilities which, to a Mini owner, are invaluable.TECHNOLOGYThe big change in technology is the bigger BMW-derived 1.6-litre diesel engine that replaces the 1.4.  It has 82kW of power and a 30Nm torque increase to 270Nm.Emissions of CO2 are down to an impressive 99g/km while fuel economy is down 0.1L/100km to 3.8.  It comes with a six-speed manual gearbox with auto start/stop function, gearshift indicator to encourage frugal driving, brake energy regeneration and economical electric power steering.An automatic gearbox for the diesel will not arrive until the Mini gets the BMW 2.0-litre diesel from the 120d and 320d. It begins production in March and should arrive in June.The engine will have the same output as the current 1.6-litre unit but with different torque characteristics.  It will be mated to the six-speed ZF automatic transmission, but will not include auto stop-start technology.The first BMW group product with stop-start in an auto transmission will be the new X3.  The Cooper and Cooper S petrol engines had technical upgrades earlier this year that lifted power 2kW (7kW for S) with a slight decrease in emissions, plus better economy and acceleration figures.For the first time, Mini gets optional adaptive headlights which turn with the steering wheel to illuminate a corner. They are only available with the lighthouse package.STYLEDespite the vehicle being 99mm longer, all proportions are retained and exterior design changes are so subtle, few will notice them.  They include more pronounced fog lights, extra air ducts in the Cooper S, LED taillights and a higher Cooper bonnet to match the Cooper D and meet strict European pedestrian safety regulations.The most significant changes to design are inside.  Although the general layout with toggles and large dishplate speedo remain, there is more quality in the trim levels and feel.  McCarthy says the interior has a "quieter appearance" with more use of dark tones.IT may be cute and even pretty, but Mini is still predominantly bought by males.  Mini Australia boss David Woollcott says 55 per cent of buyers across the range are males."I think it's got to do with the fact that we (Australians) are the highest ratio of JCW buyers in the world and have a focus on racing heritage," he says.However, the Cabrio and Clubman models appeal more to women, with female buyers accounting for 80 per cent of sales.  Mini Cooper makes up 75 of total Mini sales, Clubman 10 per cent and Cabrio 15 per cent.DRIVINGTo drive home Mini's famed go-kart handling characteristics, which are unaltered with the mid-life updates, Mini launched the new models with a motorkhana in an airport hangar at Avalon, south-west of Melbourne.The surfaces shifted from painted concrete to asphalt to a concrete apron giving a feel for the high levels of grip, the nimble change of direction and the extra feel provided by the "sport" button which sharpens the steering and throttle response.Out on the road, the Mini feels precise and engaging as always. With no changes to the mechanicals, the drive down the Great Ocean Road was superfluous fun.  Even the new diesel felt little different to the old one, with the same output and handling characteristics.The real test of the changes was in the operation of the audio system which now has the confusing volume and tuning knob replaced with a more user-friendly arrangement.Another "test" was in the access to the rear seats in the cabrio which now allows the seatbelt to be hooked under the cupholder so it isn't in the way.VERDICTExtra customisation may confuse some buyers, but typical Mini owners highly value the ability to make their Mini as close to unique as you can get with a mass-produced vehicle.MINI 2011Cooper hatch: from $31,500Engine: 90kW/160Nm 4-cylinder petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 5.4-6.9L/100kmCO2 (g/km): 127-160Cooper S hatch: $40,500Engine: 135kW/240-260 Nm 4-cylinder turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 8.3-9.5L/100kmCO2 (g/km): 136-159Cooper D hatch: from $34,750Engine: 82kW/270Nm 4-cylinder turbodieselTransmissions: six-speed manualFuel consumption: 3.8L/100kmCO2 (g/km): 99g per km.JCW hatch: from $49,200Engine: 155kW/260-280Nm 4-cylinder twin-scroll turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 6.9-7.0L/100kmCO2 (g/km): 165-169Cooper Clubman: $34,800Engine: 90kW/160Nm 4-cylinder petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 5.4-6.9L/100kmCO2 (g/km): 127-160Cooper S Clubman: from $43,800Engine: 135kW/240-260 Nm 4-cylinder turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 8.3-9.5L/100kmCO2 (g/km): 136-159JCW Clubman: from $51,700Engine: 155kW/260-280Nm 4-cylinder twin-scroll turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 6.9-7.0L/100kmCO2 (g/km): 165-169Cooper Cabrio: from $40,200Engine: 90kW/160Nm 4-cylinder petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 5.4-6.9L/100kmCO2 (g/km): 127-160Cooper S Cabrio: from $48,600Engine: 135kW/240-260 Nm 4-cylinder turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 8.3-9.5L/100kmCO2 (g/km): 136-159JCW Cabrio: from $57,300Engine: 155kW/260-280Nm 4-cylinder twin-scroll turbo petrolTransmissions: six-speed manual, six-speed autoFuel consumption: 6.9-7.0L/100kmCO2 (g/km): 165-169 

IT'S nice to see the Italians back in town. Once upon a time streets were sprinkled with Fiats and Alfa Romeos. Lancias too.Back in the sixties, into the seventies and eighties there were Fiat 850s, Fiat 124 coupes, Alfa GTVs, Alfasuds and Alfettas roaming Australian roads. There followed a dearth of Italian product for a few seasons and many reasons.Things are looking brighter these days. Maybe there's not quite the range once enjoyed here but machines such as the Fiat 500 (especially the CC) and the Alfa Brera do brighten the streetscape, breaking up the monotony of all those German runarounds.There is more passion in the style of today's Italians over most Euro rivals; maybe the Italians are considered quirky and chancy in some quarters but they are rarely dull.Latest in the ranks is Alfa Romeo's MiTo Quadrifoglio Verde MulitAir, a very handsome three-door with a clever and spirited engine. As it should be.At just shy of $35,000 before on-road costs, the MiTo QV is not the cheapest of three-doors but is packed with a swag of comfort, convenience and safety features plus clever mechanicals. And it carries a good deal of style, heritage and sporting character; things hard to pin a dollar value on.This Mito's MultiAir motor is 2010 Engine of The Year, acknowledged for a clever variable valve timing system that helps the Alfa to 100km/h in 7.5 seconds while offering a reputed 6 litres per 100km on the combined cycle. There's also Start/Stop technology here, allowing the engine to turn itself off when stationary and idling, automatically restarting when the clutch pedal is depressed.And then there's the switch allowing a driver to choose between dynamic, normal and all-weather modes.  This changes the MiTo's dynamics by adjusting engine, steering, suspension and gearbox outputs. Most sporting.Inside and out the MiTo is covered in class. The interior sports a tidy array of switch gear and comforts with chrome and carbonfibre highlights. The exterior is a piece of auto art, with a sweet face and big shoulders separated by coupe-like profile, design cues taken from the striking Alfa 8C Competizione. It is a small car with a big presence, designed to scare the likes of VW Polos and such.The MiTo arrives with a five-star Euro NCAP rating, seven airbags and hazard lights which fire automatically under emergency braking. Active safety includes ABS with electronic brakeforce distribution plus traction and stability programs to resolve any loss of grip, whether down to surface or driving issues.The MiTo QV is a feisty six-speeder, best driven in dynamic mode for extra turbo boost and more torque. It also stiffens up suspension, weights up the steering and everything happens that bit quicker and sharper.  Much more better (even if there's less ride suppleness through the potholes).The only supermini problem here is the cramped footwell for taller, big-booted drivers; these types may also find forward visibility a little restricted by the roofline and rear view mirror. But the nature of the little beast nipping at the heels of bigger machinery will always bring a smile. The 'normal' setting for engine and all feels a tad doughy after a run in 'dynamic'.The Alfa Romeo MiTo QV is hard to ignore. It adds a deal of ingenuity and excitement to this compact compact class. It mixes class with charisma; it has street presence. Maybe it is not cheap for a small car but it is never dull.

Life with a Lamborghini is like having something alien and alive under your skin. Every move it makes is felt in your body. Its exhaust and engine noises shout and bark and roar in your ears like getting nagged on a bad day by the mother-in-law of your nightmares.Through a layer of Alcantara, there are subtle vibrations from the steering wheel and seat that tingles the fingertips and your butt. A variation on a Thai massage. Vision is blurry because the vehicle picks up speed and changes direction at a pace that initially shocks the brain. Think absinthe in a pint glass.Then there's the squashing. First the car's acceleration will crush you in the seat and then the corners will press against your hips and head, pulling your arms to be free of the steering wheel and your legs off the pedals. World Wrestling Entertainment in your bedroom.VALUEYou've got to be kidding.TECHNOLOGYTechnology costs. This is about $550,000 to buy and register so you get lots of carbon fibre(body and cabin), aluminium (chassis and body), Alcantara and leather (cabin) and forged alloy (wheels). The V10 engine now has direct-petrol injection for an instant hit. Fuel consumption is decreased, now 13.5 litres/100km average down from 17 l/100km.The 5.2-litre V10 pushes 419kW at a glorious 8000rpm and torque of 540Nm at 6500rpm. The extra 7kW over the LP560-4 is achieved primarily by remapping the engine management system.The six-speed automated manual e-gear transmission is now improved. Which is like saying being run over by a truck is much better today than 20 years ago thanks to advancements in tyre design. The original e-gear fitted to the Murcielago was a harsh and jerky affair that made you look bad in front of your mates. The new one is much smoother. The LP570-4's e-gear is operated only by the steering wheel paddles - but of more interest is the choice of full automatic, Sport and Corsa.Basically, the auto is for getting to the shops, Sport is for making it to work on time and Corsa is there to put a big grin on your face on the way home.The all-wheel drive uses a central viscous coupling and a 45 per cent rear LSD. Normally, power is channelled at the ratio of 30:70 front to rear and hit the ground via Pirelli P Zero Corsa tyres - 235/35ZR19 at the front and 295/30ZR19 at the rear - mounted on forged alloy wheels with titanium bolts.The wheels save a total of 13kg over the LP560-4. Every gram helps.The chassis is aluminium spaceframe with an aluminium and carbon fibre skin. In comparison with the LP560-4, only a liberal use of carbon fibre in the cabin shows the Superleggera has been designed to shave weight in order to get there faster.Carbon fibre is also used for the engine cover, bumper panels, spoilers and wing mirror housings. The rear spoiler, which is the easiest way of identifying the Superleggera, is actually a $15,000 option. All of the four cars already sold in Perth have this carbon-fibre wing.Carbon fibre is important in creating this coupe's character. The material is responsible for 40kg of the 70kg weight saving. The seats are covered in lightweight Alcantara instead of leather, however the car retains airconditioning and electric windows. The rear window and side glass are made of polycarbonate, as is the window over the engine bay.DRIVINGThe LP570-4 is making animal noises as it brakes and pitches and accelerates around the Wanneroo V8 Supercar circuit. Fresh from Italy and unlicensed for the road, the Gallardo LP570-4 Superleggera enjoys stretching its legs after such a long plane flight and revels in the warm air and empty track.At 1340kg, the Superleggera - simply, lightweight - is 70kg lighter than the LP560-4 coupe on which it is based and is the lightest road-going model in Lamborghini's range. Light is quick is economical is (more) environmentally friendly.It has a 0-100km/h time of 3.4 seconds and clearly - and unashamedly - is designed to match the Ferrari 455 in acceleration. More startling, however, is its 0-200km/h blast of 10.2 seconds and its top of 325km/h.All this technical data goes out the polycarbonate window, replaced with the need to concentrate so hard to ensure it tracks neat and smooth around the circuit. Thanks to the e-gear automated manual, it's not particularly hard to drive. But it is particularly hard to perfect the corners while getting used to its width and the razor-sharp response of the engine.Start the circuit in the transmission's "automatic" mode, build confidence and switch on the run to Sport, and then, a lap later, press the centre console's Corsa button. Which is like riding a feral beast and then stabbing in the neck. Pull on the right-hand steering wheel paddle and the car jumps sharply, the next cog rammed in and the engine howl drops an octave or two.Up two more for the straight, down one, then two for the right-hander. The ratios plunge instantly and the tail gives a little squirm, the steering wheel turns slightly and the back settles for the corner. It seems to know what to do and even pretends to become friendly.If it didn't cost half a million dollars and didn't have the fuse-lit explosion of 419kW hanging over the driver's head, it could be a fun car. Which is why - unlike many of its peers - you can flick the Gallardo's engine mapping switch back to automatic mode and, literally, go shopping.Lamborghini last year has a similar track day when the limited-edition two-wheel drive Valentino Balboni model, plus a LP560-4, came to Perth.I was more enthusiastic about the Balboni, with the 40kg weight saving of the front drive mechanicals creating a coupe that boasted lighter and more responsive steering and far less understeer than the all-wheel drive model.Despite sharing drivetrains, the Superleggera's weight loss has removed that hint of understeer and made it feel as nimble, confident and as easy to drive as the Balboni. Plus, of course, it has all-wheel drive for particularly slippery conditions.OTHER MODELSAlso shown on the track day - but not driven - is the LP550-2, the car that evolved from the limited edition Valentino Balboni car that celebrated its former works driver with a lightweight, rear-drive chassis. It is identical to the 250 Balboni cars save for the lack of the trademark centre-body stripe and identification badges.The LP550-2 weighs 1380kg, runs 0-100km/h in 3.9 seconds to top 320km/h, has 405kW and 540Nm and averages 13.3 l/100km. It's also about $140,000 cheaper. Lamborghini sells four Gallardo models in Australia - LP560-4 coupe and Spyder; new LP370-4 Superleggera; and the LP550-2.The Murcielago has stopped production and its replacement, the sub-3 second 0-100km/h Jota, is expected early next year.PRICINGThe Superleggera is $541,500 (add $27,204 for e-gear) and the LP550-2 is $399,990.VERDICTLousy visibility in traffic and a price tag Olympic/Commonwealth gold medallist Steve Hooker couldn't pole vault over fail to dent the allure of its tremendous performance.LAMBORGHINI GALLARDO LP570-4 SUPERLEGGERAOrigin: ItalyPrice: from $541,500Engine: 5.2-litre, V10Power: 419kW @ 8000rpmTorque: 540Nm @ 6500rpm0-100km/h: 3.4 secondsTop speed: 325km/hFuel: Premium unleadedFuel tank: 90 litresEconomy (official): 13.5 litres/100kmGreenhouse: 319g/km (Corolla: 175g/km)Transmission: 6-speed e-gear automated manual, sequential, paddle shifters; constant 4WDBrakes: 4-wheel vented discs, 8/4-pot front/rear calipersSuspension: Front/rear _ double wishbones, coilsWheels: 19-inch alloyTyres: Front  235/35ZR19; Rear  295/30ZR19; no spareLength: 4386mmWidth: 1900mmHeight: 1165mmWheelbase: 2560mmWeight: 1340kg

The middle child of the BMW X range has been given some special treatment. A new X3 has been launched in the US and is on its way to Australia around March next year. It is the second generation of the mid-sized SUV that sits comfortably between the small X1 and the large X5.BMW has substantially improved the crossover wagon, stretching and widening the body to the extent that it is very nearly as big as the first generation X5. There is new front suspension, fresh steering, more interior space, and an improved all-wheel drive system.VALUEBMW is yet to lock in prices at this stage, but sources suggest that prices, at least on the entry level petrol and diesel models will not increase over the current level. That means you can expect to get the base diesel, the best seller, for about $62,000 and the base petrol for about $69,000. This is a fair amount of cash, but you do get a prestige SUV that is nearly as big as the original X5.TECHNOLOGY BMW Australia will bring in the 20D model which runs a turbo diesel four-cylinder with 135kW and 380Nm that uses just 5.6 litres per 100km.  It will also have a naturally aspirated petrol six-cylinder and a six-cylinder diesel, but these are yet to be announced.There is a six-speed manual and a new ZF eight-speed auto available overseas, but Australia will only take the automatic.  Overseas markets also have a 35is turbo petrol six-cylinder that pumps out 225kW and 400Nm, but BMW Australia has decided against importing it.The engines are available with fuel saving stop-start technology, a heads-up display which projects information on to the screen is new as is electric power steering, optional top view reversing camera and optional adjustable suspension dampers.SAFETYThe X3 comes with permanent all-wheel drive to help the driver keep out of trouble in the first place. Electronic stability control and a full suite of airbags is standard. A cruise control system that can detect objects in front and brake the car is available as an option.STYLING  BMW has moved the X3 upmarket, adding more style. The hard angular lines of the existing car have been smoothed off, while new design lines have been introduced to give the car a sleeker look.The lengthening and widening of the body helped designers give the car a more muscular look compared to the existing model. The interior has been given a mild upgrade.DRIVINGWe drove a diesel X3 with a manual transmission and a turbo petrol with an automatic.  We won’t get the turbo petrol engine or the manual transmission but we will get the diesel engine with the automatic transmission.Even though we couldn’t drive that exact car, the drive through the countryside near Atlanta in the US gave us a clear indication that BMW really has lifted its game with the new X3. The existing X3 is not very good.The first X3 seemed like a model rushed out to capitalize on the success of the X5 that was cheaper than that model but nowhere near as good. It didn’t handle all that well, the interior looked cheap and design was ugly, especially when it first came out.BMW improved it with facelifts, but it still fell short of expectations. The new car appears to change that.  It looks a whole lot better, especially when you see it in the metal. The handling has been improved substantially, although our cars had the optional adjustable dampers, the steering is sharper and the ride is more comfortable.The diesel is quite strong and it is not too loud. It isn’t much fun with a manual thanks to the traditional narrow diesel torque band that means you have to change gears almost constantly.  The turbo petrol engine is a ripper and the automatic transmission shifts quickly and smoothly.VERDICTWe will have to wait to test the exact model that will come to Australia, but it is clear that the new X3 marks a significant improvement over the existing model. The X3 used to be the poor cousin of the X5, but now it is more like a younger and smaller brother.BMW X3Prices: TBAEngine: 2.0-litre four-cylinder turbo dieselPower: 135kW at 4000 revsTorque: 380Nm at 1750-2750 revsTransmission: Eight speed automaticFuel consumption: 5.6 litres per 100km (claimed)

JUST as the Jetta is a Golf with a boot, so too the Renault Fluence is a Megane with a boot.But it is so much more. With a 4.6m body length and 2.7m wheelbase, this is a genuine five-seater that puts this "small car" closer to the medium-sized category.Yet this isn't the replacement for the Laguna. That's the even larger Latitude which is coming early next year. New Renault Australia boss Justin Hocevar is optimistic that the Fluence will rank alongside the new Megane Hatch and Koleos compact SUV as the biggest sellers in their range.The Fluence is arriving in our showrooms now in the company's new strategy of two trim levels, Dynamique and Privilege. Hocevar says the two-trim strategy will be less confusing for customers.VALUEThe Fluence sedan will sell for the drive-away price of $25,990 for the Dynamique manual. It is listed at $22,990, the CVT is an extra $2000 and the top-spec Privilege with CVT is listed at $29,990. That aligns it more closely with the Japanese competitors than its Euro counterparts.Yet Renault hasn't cut corner on features. The Dynamique includes a smart key card for keyless unlocking and engine starting, Bluetooth connectivity with music streaming and dual zone climate control air conditioning.Privilege adds satnav, a 3D sound system, electric glass sunroof, black leather upholstery, passenger seat height adjustment with lumbar support, multimedia connection box (aux input socket and USB), rear parking sensors and 17-inch alloy wheels.TECHNOLOGYThe Fluence shares engine and drivetrain with the Megane Hatch. It's powered by a two-litre four-cylinder engine with 103kW and 195Nm of torque, married to a six-speed manual or a six-step CVT.Satnav is included on the Privilege trim, but because they have run out of room for buttons on the centre console, you get a remote control. This could easily get lost under a seat and it's fiddly to use, although it does allow back-seat drivers to really tell you where to go.STYLEThe new Fluence is an elegant small sedan with a generous 4.6m body length and 2.7m wheelbase creating a lot of space for five people.Streamlined, horizontal headlights and taillights give the vehicle a feline look. It's elegant in its simplicity, but a little fussy around the lower door sills.Inside, it is an identical setup to the new Megane, except for a larger rear bench, much more legroom and headroom, and, of course, a boot. That cargo area is one of the biggest in its class at 530 litres and the access is wide and low with a flat boot floor and a 60/40-split folding rear seat for carrying long items such as a surfboard.The cabin is airy and comfortable with plenty of soft-touch surfaces, especially where you might want to rest a bony elbow. There is a lot of chrome around the door handles, instrument surrounds and gearlever knob, and a choice of light or dark leather upholstery in the Privilege.There are also some practical touches such as a chilled glovebox. Inside and out, the car has a high-quality fit and finish.SAFETYAll Renaults have a high specification of active and passive safety systems for their class. Standard safety systems include the now-standard ESP, all the usual braking systems and six airbags.It also features cruise control and speed limiter, automatic lights and wipers, fog lights and rear parking sensors on the Privilege.DRIVINGThe Fluence makes the refined new Megane almost seem harsh. It is eerily quiet, sophisticated and rides with the composure of a much bigger car.Steering is ultra-light at low speed for easy parking and firms up as speed gathers with a nice weight and feel. Despite its comfy rid, it still swaps direction on twisty roads with aplomb.Renault claims the Fluence's specific roll angle is 0.42 for lateral acceleration of 1m/s2 compared with a segment average of 0.45. It's all technical gobbledygook, but it means it sits flat in corners and won't make the kids sick in the rear bench.While the CVT makes the engine scream, the noise is fainter than in the Megane thanks to sound insulation. Inside, it is identical to the Megane, except for the extra room front and back.VERDICTThe elegant Fluence should win some customers in the growing small-to-medium sedan category with its high levels of features, its sophisticated looks, its quiet ride and its attractive price tag.Renault FluencePrice: $22,990 (Dynamique man, $25,990 driveaway) $24,990 (Dynamique CVT), $29,990 (Privilege CVT)Engine: 1997cc, 16-valve, 4-cylinderPower: 103kW @ 6000rpmTorque: 195Nm @ 3750rpmTransmission: 6-speed manual, 6-step CVTTurning cycle: 11.1mWheels: 6.5 J 16 and 17 inchTyres: 205/60 R16 and 205/55 R17Brakes: 280mm ventilated discs (front), 260mm solid discs (rear)Suspension: MacPherson struts (front), flexible beam (rear)Economy: 7.8L/100kmCO2: 184g/km (185 CVT)Fuel tank: 60 litresKerb weight: 1328kg (man) 1369 (CVT)Dimensions (mm): 4618 (l), 2037 (w), 1501 (h), 2702 (wheelbase), 156 (clearance)

Back in the dim dark past, the BMW 528i was a top-end model - as a car nut kid I always thought the number sequence had a nice ring to it. So when the key fob to the entry-level petrol model were handed over, it was something of a step back in time.Dressed in "Imperial Blue" metallic paint with what BMW describes as "Dakota Oyster" leather interior trim, the new-look Five has emerged from the styling wastelands and is a nice looker again.VALUE: For a tickle under one hundred thousand before you get plates and hit the road, the features list needs to be good - cruise control with brake function, bi-xenon headlights (adaptive and high-beam assist systems are both optional), fog lights, electrically adjustable and heated exterior mirrors, electro-chromatic interior mirror, rain sensing wipers and automatic headlights are among the standard fare.The driver gets head-up display (which polarising glasses don't like), plus there's also ambient lighting, climate control, Bluetooth phone link, satnav and sound system (with the larger screen that's part of the Navigation System Professional for an extra $1600) with CD and USB port (which won't charge an iPhone when hooked up for music), a multi-function sports leather steering wheel and electric lumbar support for driver and front passenger.There's some powered seat adjustment but the bulk of the test car's adjustment was manual - which is poor given the pricetag.For a tickle under $100,000, the 528i features list was padded with options putting the as-tested pricetag up over $112,000 - among them is an extra $500 for the Sports Automatic Transmission with gear shift paddles, upgraded climate control for $800, a $3200 glass sunroof and the Park Assist system for $1600.There's a no-cost option for 17in wheels, which ups the profile from 45 to 55 and narrows slightly.TECHNOLOGYSome will like the high-tech one-up-manship feel of having eight ratios on offer from the (optional) sports automatic transmission with paddles on the steering wheel, but the sport mode on offer does a good enough job to make the paddles an indulgence.The electrics of the 5 are fed by brake energy regeneration, which reduces power supply loads on the engine.Some of the other clever stuff - which adds more than $2000 to the price - on the 5 includes the parking cameras and sensors, which offer a view of the car's surrounds, making close-quarter work in carparks a doddle.The Dynamic Damper Control system ups the ask by $2650 but is probably one of the more worthwhile options on the list, giving the driver some handling bias when required - normal mode is a good all-round set-up, which has given back some ride quality to the BMW mid-sizer.That said, the runflats still pick-up and transfer more than they should from small bumps in the road, something that dropping back to the smaller-diameter alloys might reduce a little.DESIGNCertainly more handsome than it's predecessor, the new 5-Series looks less startled and more cohesive.The interior space is not as good as the exterior suggests, calling it snug is being generous. Four average-sized adults might be comfortable but sitting behind my own 190cm driving position, the leg room in particular was tight.SAFETYActive safety features abound, ranging from active front headrestraints, stability and traction control, runflat tyres, anti-lock brakes and corner brake control.The cabin has dual front and side impact airbags for the front driver and passenger, as well as full-length curtain airbags.DRIVINGA prestige cruiser, the 528i has an almost calming influence for the driver - the optional adjustable suspension's normal mode is the best for most road conditions, with comfort being a little too soft - and almost wallowy - on some undulating road surfaces.At first glance, the six-cylinder engine's numbers don't suggest it will deal with the car's girth, but it is better than expected.The three-litre six sings when required - as most Beemer engines do - and teams well with the eight-speed transmission, although it seems a little excessive to have eight ratios, given the engine revolutions at cruise are similar to previous generations.The Sport and Sport Plus modes tighten the suspension up substantially and the 528i feels almost nimble, suggesting the more powerful Sport models will be entertaining machines with this feature.The 528i is an enjoyable drive, but at a more genteel level.It's a little tight for a tall driver - particularly if there's any need to accommodate a rear passenger comfortably - and the absence of full electric adjustment in a car wearing this sort of a pricetag is a bit rich, so to speak.VERDICTA well-crafted and handsome machine, the entry-level petrol 5-Series has plenty to like but falls a little short for space and some features on the options list that should be standard.BMW 528iPrice: from $99,900 (as tested $112,870)Engine: Three-litre 24-valve in-line six-cylinderTransmission: eight-speed automatic, rear-wheel drivePower: 190kW at 6600rpmTorque: 310Nm at 2600-5000rpmPerformance: 0-100km/h 6.7 secondsTop speed: 250km/h (governed)Fuel consumption: 7.8 litres/100km combined, 10.7L/100km on testTank: 70 litresEmissions: 187g/kmBrakes: four-wheel ventilated discsDimensions: Length 4899mm, Width 1860mm, Height 1464mm, Wheelbase 2968mmTrack: fr/rr 1600/1627mmCargo Volume: 520 litresWeight: 1655kgWheels: 18in alloys

THE “under new management” sign has been hung out at Renault Australia. In the third relaunch of the French brand in Australia in recent years, new boss Justin Hocevar promises new models, a 400 per cent increase in financial investment from the parent company and a “fresh” management team.The former Mini boss also brings with him a couple of his former Mini colleagues, immediately jumping into the deep end with the Australian International Motor Show, annual budget reviews, a national dealer meeting and the media launch of four new models – Megane Hatch, Megane RS250, Megane Coupe-Cabriolet and Fluence sedan, a joint venture with Nissan.“These are the basis of the recovery of our brand in Australia,” Hocevar says. “Renault has been underestimated for too long in Australia.” According to the latest sales figures, the company is “underestimated” by about 30 per cent.VALUEHocevar says the new models arrive with “more equipment, but not inflated price tags”, simplified two-trim variants (Dynamique and Privilege) and charming Euro styling. Renault has announced a drive-away price of $25,990 for the Megane Hatch Dynamique manual listed at $22,990. The CVT auto adds $2000.Compare that with the 2003 launch of the Megane which started at $31,990 for the two-litre Dynamique with five-speed manual. The entry model 1.6-litre model was $25,990.Renault spokesman Sylvain Martin-Villa says the new Megane Hatch comes with “a lot of standard equipment” not included on the original model such as six airbags, cruise control, ESP, hands-free key card and music-streaming Bluetooth which is standard in all the new models.The top-spec Privilege adds leather upholstery and trim, sunroof, sat nav, rear parking sensors and is listed at $29,990.The Coupe-Cabriolet comes in Dynamique only, with sat nav, heated seats and a folding glass roof from $45,990.The Mégane Renault Sport 250, which features in the latest Need for Speed computer game, arrives in Cup from $41,990 and Trophée from $46,990, adding Recaro seats, remote key, tyre pressure monitor and 19-inch alloys.The Fluence sedan will sell for the drive-away price of $25,990 for the Dynamique manual. It is listed at $22,990, the CVT is an extra $2000 and the top-spec Privilege with CVT and sat nav is listed at $29,990.TECHNOLOGYThe Megane Hatch, Coupe-Cabriolet and Fluence share the two-litre four-cylinder engine with power figures of 103kW (102kW in the Megane Dynamique manual) and 195Nm of torque, married to a six-speed manual or a six-step CVT, although the Coupe-Cabriolet is CVT only.The RS250 also features the two-litre engine, but turbocharged to 184kW/340Nm mated to a six-speed manual transmission with a limited-slip differential. It also comes with Brembo brakes, lowered and stiffer Cup suspension and a performance data monitor that displays lap times, engine performance, G force and more.There are no diesel Meganes available at launch. “Diesel doesn’t fit our philosophy,” Hocevar says. “Customers want high-revving engines and we don’t want to dilute the business case at the moment with diesel.” He says the high demand in Europe for diesel would create supply problems here. “The Australian diesel market is increasing, but it’s still not high,” he says. However, Hocevar says a diesel Megane will arrive in the next 12 months when the new double-clutch gearbox is available.STYLING“These are still not conservative designs,” Hocevar says. However, the Megane Hatch has gone on a diet and finally loses its controversial flabby bottom. “It’s a less polarizing design,” Hocevar admits.The hatch now looks more like a Peugeot 308 hatch. CC is marked by a glass sunroof and a boat-like rear end. Renault claims the roof goes in 22 seconds, but it takes about five seconds more and must be done while stationary.The RS250 looks better from the rear with its massive diffuser and centralised single exhaust pipe that should please the hot hatch fans. Inside, it’s a little gaudy with yellow seatbelts, seat stitching and tacho.The new Fluence is an elegant small sedan with a generous 4.6m body length and 2.7m wheelbase creating a lot of space for five people. Inside, it is identical to the Megane, except for a larger rear seat, more legroom and, of course, a boot.SAFETY All new models have a long list of safety features such as six airbags, automatic headlight and wipers, ESP, ABS, emergency braking assist and on the CC there is rollover protection.There are also energy-absorbing bumpers to protect pedestrians.DRIVINGWith four cars to get through in one day at the national launch in country Victoria, it was difficult to gain detailed impressions. However, the Megane Hatch distinguished itself as quiet and comfortable with solid road manners and the ability to boogie when the roads get a little twisty.It’s always had sporty front-wheel-drive handling characteristics, but now with a little less understeer and torque steer. It also handles the sudden jolts in road surfaces a little better. The CVT makes the engine scream when pushed and you are better advised to use the six-step selector for shuffling through the “gears”.Inside is a pleasant environment with plenty of soft touch surfaces, especially where you rest your elbows. However, the seats are short in the base and the winding mechanical adjustment is archaic. The switches and controls are typically quirky like most French cars such as the audio controls on a stalk hidden behind the steering wheel. Surprisingly there is no passing indicator function that flashes two or three times. Front-seat passengers will enjoy the high “command” position and the sense of space.The Fluence makes the Megane almost seem harsh. It is eerily quiet, refined and rides with the composure of a much bigger car. Steering is ultra-light at low speed for easy parking and firms up as speed gathers with a nice weight and feel. While the CVT still makes the engine scream, it is fainter in the Megane. Inside, it is identical to the Megane, except for stacks of leg room front and back.In Coupe format, the CC has more structural integrity than most folding hard tops. It handles without drama and there are no groans or creaks from the roof joins. The glass roof only has a gauze cover which is not enough to shield passengers against the sun’s harmful rays, glare and heat.The top goes down when stationary in 27 seconds, not the claimed 22. Once down, the dashboard and steering vibrate and the weight of the folding roof with its heavy glass in the boot makes the front light and the steering vague.We experienced the RS250 only on the Broadford motorcycle track, a challenging, undulating circuit with off-camber and blind corners. Hocevar says “this is how it should be driven”. The RS250 joins the recently released Clio Sport 200 Gordinio edition in Renault’s venerable sport stable that goes all the way up to Mark Webber’s work car. “This is not just stick-on badges, but ground-up reworking,” says Hocevar.On the track, even hard-core sports machines can feel soft. Here the RS250 feels sloppy, the brakes soft, the steering vague and it’s simply too quiet until it’s hitting the rev limiter. It would probably be quite good on the open road where the bumps can unsettle more highly strung hot hatches. At least the LSD ensures there is little wheel spin, while there is virtually no torque steer.VERDICTRenault has hit the spot with pricing, features, styling and refinement. Megane Hatch is now a much more approachable design and the Fluence should win some customers in the growing small-to-medium sedan category.There has always been a market for Renault Sport products, but the RS250 will win few converts, even though it looks the part. It remains to be seen whether the company can restore some faith in this quality Euro marquee.New Renault modelsMégane Hatch: Dynamique man. $22,990 ($25,990 drive away), Dynamique CVT $24,990, Privilege CVT $29,990Megane Coupe-Cabriolet: $45,990Megane RS250 Cup: $41,990Megane RS250 Cup Trophee: $46,990Fluence: Dynamique man. $22,990 ($25,990 drive away), Dynamique CVT $24,990, Privilege CVT $29,990

While I don’t go to bars anymore, to me they're not much different to a new car showroom. You know before you even reach the glass front door that you could exchange a lot of money for fleeting thrills. If it's a luxury car, that thrill could cost you upwards to $300,000 and the next morning's hangover would be $50,000-plus in depreciation. So you want to get it right.Consider the Audi A8, Jaguar XJ and BMW 750i.Compared with the Jaguar XJ, the A8 is unobtrusive. Compared to the BMW 750i, the A8 is feminine. Sashay into a dim bar after dark and you'd immediately lust after the XJ. There's no doubt that with the XJ absent, you'd flirt with the A8 at the bar. If it was the 750i, you'd be attracted but always wonder what's under the skirt. But looks aren't everything.VALUEIt’s unlikely Audi A8 buyers just won Lotto. This, like the BMW and the Jaguar, is an Amex trinket designed for the “love ’em-leave ’em” coolness of the corporate world. Value is, of course, subjective to how much you have in your wallet. Or the colour of your Amex.The A8 is top of the wozzer for high-tech equipment and is the only Audi sedan to get the 4.2-litre V8 engine and eight-speed auto box with all-wheel drive - undeniably an enticing package.Value? Hey, it's your money but there are some strong rivals (two above plus Mercedes and Lexus) so look around.TECHNOLOGYLet me impress you - the A8 is a wonder of aluminium castings and tubes over which is stretched 11 taut body panels, also made of aluminium. The engine is also aluminium and the bits that are left are leather, wool carpet, slices of trees and rubber. There's steel in there somewhere but it's not on show.The V8 comes standard - the 3-litre V6 turbo-diesel is an option - with its impressive eight-speed auto and chassis dynamics that let you dial in the air suspension's firmness and engine/steering response.It has a brilliant sat-nav system and TV, plus lots of buttons and strips of wood and perforated and quilted leather seats.DESIGNIt is contemporary but conservatively styled, appearing that the designer wanted to appease all possible buyers. During the drawing process, he somehow found himself stroll too far into an accountant's loungeroom. The sum of the exotically-made parts is a shape that is taut, trim and utterly efficient,­ but not seductive and doesn't portray the sticker price or the technology beneath its skin.Inside, it doesn't feel big and even the rear seat room isn't limousine class, though there's a long wheelbase version. But, and it's a big but, the workmanship is superb.SAFETYLots of airbags, heaps of electronic aids and the size of the A8 go a long way in attempting to preserve its occupants.There's nothing wanting here and, at nearly a quarter of a million bucks, there wouldn't want to be.DRIVINGOddly, it doesn't feel as big as the dimensions suggest. It sits snugly on the road and it's only until you hit undulations that there's a suggestion that the A8 is made for comfort. The electronically-controlled air suspension can, however, be switched through various degrees to achieve a firm-ish ride and to settle down any blancmange sensations through the corners. This chassis softness is probably precisely what the A8's audience wants, yet it is at odds with the noticeable growl of the V8 engine when the driver massages the accelerator.If you expect this car to leap away from the lights, it does. It's quick but that's not the whole story. The V8 is audible but the transmission's upchanges are almost invisible. All you feel is a slight tug as the next cog is fed through. Audi will let you play with the box, providing steering-wheel paddles to click up and down the ratios, but you may tire of this effort in a car made for serenity, not competition.VERDICTLovely job in terms of quality and technology but buyers may be lured more to the more stylish offerings, such as the Jaguar XJ.AUDI A8Price: $225,904Engine: 4.2-litre V8; 273kW/ 445NmTransmission: 8-speed sequential auto; AWDThirst: 9.5 litres/100km

Well, it's about time. Five years since the launch of the second generation Lexus IS, it finally gets the engine it needed, and the local Lexus lads wanted, all along.For all its visual appeal, rear-wheel-drive dynamics and having a 2.5 litre V6 for German four-cylinder money, the lardy IS250 is hard put to trouble the Merc, Audi and - the one Lexus most wants touch up - BMW.Now Lexus has the IS350, the variant with a litre greater capacity than its underdone sibling, massively superior output and the capacity to reach 100km/h from standing more than three seconds quicker.Moreover, they've bought it in at a price which has not only embarrassed pundits such as yours truly, whose prediction was out by a good $25K, it's been placed so sharply as to amount to a declaration of hostilities.If ever you've felt that the 3 Series, C-Class and A4 were obscenely over-priced (and let's face it, they are) here's the proof.VALUEFairly staggering, actually. All models lines are packed with standard kit that's optional in its rivals almost to the extent of costing five figures if all boxes were ticked. For $64,800, the Prestige packs sat-nav, heated seats, reversing camera, HID lamps with daytime running lights, 17-inch alloys and metallic paint.At $71,300, the "F Sport" kicks off this new badge - an obvious riposte to M Sport and Audi's S model. It has dedicated suspension, lower profile tyres, great front seats and go fast bits.The more supple Sports Luxury is  $81,300 and gets - well, everything - 18-inch alloys, active cruise control, front and rear parking sensors, keyless entry and start, 14-speaker Mark Levinson audio, ventilated/heated seats, moonroof and self-dimming and heated side mirrors.TECHNOLOGYThe dual VVTi 3.5-litre engine, familiar from other Lexus lines, uses direct and port injection driven via a six-speed sequential auto that has a gratifying degree of manual override via shifting paddlers with the self-shifting smoothness of a torque converter - as opposed to a dual clutch. Hardly innovative of itself, but a quick, seamless model marriage with this engine.DESIGNFor all the embellishments, revised interior, value added bling and swaggeringly aggressive pricing, this is still where the whole IS package falls down. It's just a bit cramped in there, especially in back, where it's no more a true five seater than it is a people mover.Up front is more cockpit than cabin and I for one would happily pay extra not to have the headroom-eating sunroof. Haven't done the old golf bag test on the boot, but it's a minor cavity at best. And there's no avoiding the fact that this first generation "L Finesse" shape is showing its age.SAFETYAll the active and passive acronyms you've heard of, plus some you likely haven't.The Vehicle Dynamics Integrated Package houses stability and traction controls and hill start assist. Brakes are formidable, 334X30mm front discs, four channel ABS with brakeforce distribution and brake assist. The top variant gets active cruise control and a pre-collision safety system that automatically tightens the seatbelts under heavy braking. We can tell you this works.The spare's a space saver, but at least it has a spare.DRIVINGFinally imbued with the ticker it's required, the IS is now more than a slightly left field alternative to the obvious choices. I'm trying, but failing, to think of circumstances in which your 3 Series - disregarding the third world country's GDP price difference between them - seriously outplays the IS350 in remotely legal circumstances.You would have to say that the Lexus is a little too polite for gratification. Even in the sports variant, the engine is refined to an eerie extent - unless the throttle is mashed or the shifter forced back into an unfeasibly low gear (it'll refuse only redline exceeding requests), a modicum of wind and tyre noise are the only aural inputs. And while there's not an abundance of torque down low - the engine does its best work from 4000rpm on up, firing up a lightshow around the speedo - acceleration is fairly linear.So too is the electric rack and pinion steering - a little numb around the centre, plentifully informative and progressive when called upon. It is, especially in the sport version, a confidence enhancing balance ride/handling compromise, which is not unsettled even by significant bumps in the road's surface.While the Sport Luxury (we'll get into the Prestige in coming weeks) leans even further to the traditional Lexus verities of composure and refinement - to say nothing of loads of standard fruit - it's in no danger of being left behind.  It's a question of degrees of difference.It helps that no variants have grown significantly in weight over the 250 - 1580-1645kg. All - it's claimed - get to 100km/h from standing in 5.6 seconds.VERDICTHow do you say "Show us where the money is, Fritz" in German?"LEXUS IS350Price: from $64,800-$81,300Engine: 3.5L V6 petrol; 233kW;378NmTransmission: 6-speed automatic; RWDThirst: 9.4L/100km