Luxury Reviews

Another week, another Audi ­­­- though the latest version to emerge in the German carmaker's almost manic quest to have 42 distinct variants on sale by 2015 is among its most visually striking to date.The A7 Sportback is a physical and logical extension of the equivalent A5, with which it shares two drivetrains and takes the luxury "five door coupe" design language to its fullest extent. Crucially, the A7 shares its underpinnings with the forthcoming new generation A6 sedan and wagon that, while successful elsewhere in the world, is a feeble sales performer in Australia.Aside from being a designer's delight and an alternative to cars as diverse as Mercedes-Benz's CLS and Porsche's Panamera, the A7s we drove in Sardinia last week bode well for the A6 and suggest Audi Australia might at last have a challenger in more than name to the massively dominant E-Class and 5 Series.DESIGNIn a word, stunning. If the A7 photographs captivatingly, its physical presence is overpowering. People stop and stare.For all the talk of a "practical coupe", this is unapologetically an exercise in form over function. And for all its imposing dimensions (4.9m long by 1.9m wide) the A7 is only 1.4m high and houses four seats, though with 535 litres rear seats up/1360 down (accessible via an electronic hatch), its load space is capacious.The more candid Audi folk smilingly call this a "styling decision". In other words they've done it because it looks great. The cutting edge shape is enhanced by a body-length tornado line almost sharp enough to draw blood, a reshaped single frame grille and a new line of daytime running lights. From the pert sloping rear hatch, a wing automatically raises at 130km/h - which means that it'll never be seen on an Australian road. Right?As bold as it looks without, the interior statement is even more successful, with its cosseting, wraparound cockpit feel. Audi's inside story is as seductively class leading as ever, the option of a high quality wood finish a welcome and warm departure from the usual leather and metal look.While, unlike the smaller A5 Sportback, taller adults can sit in the A7's rear pews without removing their heads or legs, the driver can barely see out back of the thing and the rear windows do not wind down.VALUEIf your idea of bliss is a marriage of luxury feel and drop dead looks, then this is money well spent - whatever the sum. With local release not due for six months, Audi Australia is in negotiation with headquarters over specification and price.Common sense points to it sitting above the rest of the A6 range and beneath A8 - so a $150,000-$160,000 starting point is our educated guestimate.  What's certain is that Australia gets quattro all wheel drive and seven speed S tronic dual clutch automated transmission as standard, along with a start-stop system and energy recovery.A Bose sound system is also standard, as is Valcona leather and either wood grain or aluminum finish,  MMI navigation with touchpad and 8-inch display, convenience key, a three spoke steering wheel with shifting paddles and four zone air conditioning.Options include quattro sport differential at about $3000, sports air suspension, which is an extra $2200 in the new A8 sedan, side assist, adaptive cruise control, Bang and Olufsen sound system, and an S line sport package with lowered suspension, 19-inch alloys, sports seats and bespoke trim. The brand's first self-reverse parking function is also on the options list, but its first heads up display is a possible standard fixture.TECHNOLOGYAside from the fruit mentioned above, the A7's tech highlights are its excellent engines. The ones we'll see are familiar. The 3.0 TDI six cylinder turbo diesel is good for 180kW/500Nm, 0-100km/h in 6.3 seconds while using six litres of the good oil per 100km on the combined cycle. Its petrol companion 3.0 TFSI uses the supercharged V6 form the S5 Sportback that packs 220kW/440Nm, a 5.6 second sprint time and uses 8.2 litres of 98 RON per 100km.A version with the 2.8 naturally aspirated V6 from the current A6 is under discussion.  The use of aluminum sheeting on the door bonnet and hatch, and cast aluminum keeps weight down, so that even with AWD, auto transmission and diesel donk, the TDI is 1770kg unladen, the TFSI 1695.The standard quattro varies torque constantly between front and rear axles and brakes the inside wheels in hard cornering. The optional sports differential actively manages torque between wheels. The stop start function, new to this transmission, switches the engine off when fully halted, resuming when the accelerator is pressed.SAFETYThe five star crash safety rating is a given with the full raft of active and passive safety features including ABS, ESP. There are airbags for the driver and passenger, at the front, side and curtains.  Active cruise control and side assist are among the likely options.But as visible as the lane filling A7 is, LED lights ablaze, the driver doesn't ensconced in those high sills and thick pillars. Vast wing mirrors and reversing camera compensate for the mail slit of rear window. The spare is a space saver.DRIVINGThe A7 doesn't alter those Audi inevitabilities. You know them by now: BMW provides a sharper drive, a Merc will likely ride better in our patch of the planet, and the steering cries out for more feel.But Audi's growing army of customers could care less. Treat the A7 as a grand tourer with infusions of sport and you're on the right track - though preferably a wide track with a seamless surface.The TFSI, especially when equipped with the air suspension to compliment its adjustable steering, throttle and accelerator response, is a surprisingly agile and abundantly responsive drive, very much a bigger brother to the S5. The diesel, with all its extra weight over the front axle is more obviously the GT of the two, though far from disgraced when going through the third and second gear bends, its massive and immediately accessible torque almost enough in itself to win the day on straights, to say nothing of its greater cruising range.And carp as we might about the weighting of the steering wheel in any mode, the new electro-mechanical system is linear and progressive. Ever more sophisticated, quattro is seamless and confidence enhancing, a boon to safety and dynamics. Brakes abet the cause, with the just the right combination of progression and bite.VERDICTLooks and feels the goods.  70/100AUDI A7 SPORTBACKPrice: from $150,000 (est)Engines: 3.0 litre V6 turbo diesel (180kW/500Nm); 3.0 litre supercharged V6 petrol (220kW/440Nm)Transmission: 7-speed dual clutch autoThirst: 6l/100km (diesel); 8l/100km (petrol)RIVALSMercedes-Benz CLS (from $150,000)Porsche Panamera (from $193,000)BMW 5 Series GT ($143,000) 

NINETY minutes. That's exactly how long it took me to confirm the real-world impact of the Mercedes-Benz SLS.  During those 90 minutes no fewer than four people ask to have their picture taken alongside the born-again Gullwing.There are also camera-phone shots in traffic, dozens of smiles and a couple of genuine double-takes.  "I knew it was the gullwing. I saw it from my office and I had to come and look. Do you think you could take my picture with it?", says one SLS fan.He already knows the car costs $464,000 - basic price, no options, no insurance - but he doesn't remotely care. And that's what dream machines are all about...Anyone can complain about the tight passenger space, the small boot, the wonky back-end design and a dash that looks like every other Benz, but real people are gob-smacked by the Gullwing. It's right up there in Ferrari land as a Lotto winner's dream machine.It's impossible to do a real-world value assessment of a supercar.  The people who buy cars like the SLS typically have millions in the bank and at least three other cars in the garage. So a Gullwing is really a toy.The best way to judge the price is to look at the order books, and Benz currently has 50 paid-up customers waiting for an SLS this year with a similar number queuing for 2011.That's nothing compared to a two-year minimum wait for a Ferrari 458 Italia, and the starting price for the Italian stallion is $526,950.  And what price do you put on those unique gullwing doors?The SLS is a first for Mercedes-Benz, as it is the first road-up car developed entirely by its AMG division.  That means everything from a special aluminium spaceframe chassis that tucks the engine behind the front wheels to a rear-mounted seven-speed double-clutch gearbox.There is fully-independent suspension, giant brakes and alloy wheels in 19-inch for the front end and 20-inch for the rear.  Everything important in the Gullwing is designed for the job, not just picked up from the Benz parts bin, right down to the pop-up rear spoiler - there is a switch but it's also a speeding snitch with a 120km/h trigger point - and the operating gear for the doors.One of the trickiest things is the switchable engine-management system, which runs from controlled efficiency up to full manual, with Sport+ as the brilliant intuitive program for keen drivers. The SLS also allows the driver to remove the ESP safety net for track work.The GLS is clearly channeling the original Gullwing of the 1950s, and not just in the lift-up doors. The front-end look is very similar and so is the overall proportion of the bodywork.But there are shortcomings, from a windscreen that looks like it comes from a Saab 900 to a droopy rear end which could carry an Buick badge.  The car is very, very wide and that gives it a squat-and-dangerous look, as well as a cabin with plenty of elbow room. It can make parking ... interesting.AMG has done the best it can to make the cabin look unique and there is plenty of carbon fibre trim and brilliant leather, but the switches and instruments all carry the same DNA as Benz's basic B-Class.No-one is likely to crash test an SLS to give it an NCAP score, but it's a certain five-star performer.  The basic chassis is incredibly rigid, it has all the usual Benz safety electronics - from ESP and ABS with tweaking to automatic lamps and wipers - through to a cabin with front, side-head and even knee airbags for both seats.AMG has even thought about the threat of a rollover, installing pyrotechnic bolts into the gullwing door mounts so it can be blasted off the body if the car finishes upside-down after a crash.Best of all, the car is so well designed that its primary safety - the ability to avoid a crash, instead of protecting during an impact - is right up with the best cars on the road today.So it all comes down to this, and this is what the Gullwing does best.  It has a thumping V8 engine with the most brilliant sound track, from its deep bass rumble at idle to a cracking, popping exhaust performance when you push it hard on a track.It belts away from traffic lights, has great brakes, and rides surprisingly well on familiar roads. I was worried by the thumping response over broken concrete roads in Sydney but the SLS is firm without turning nasty on roads I know.The performance is far beyond what you can sensibly - or legally - use every day but it's also a workable everyday commuter car. The boot is not particularly big, but the car is comfy and relatively quiet for stop-start work and it's also relaxing and enjoyable at freeway cruising pace.There is a lot to like in the GLS, because it is a usable everyday supercar. It's a thumping, cracking drive that can also be almost as relaxing as the cush-mobile models in the Benz family.But would I take it ahead of a Ferrari? That's a very different question to be answered another day.The Gullwing is one of those very special cars and nice to drive. I really enjoy giving the gears a bit of a workout and the noise is ... probably not good for the neighbours.  I've never driven a car like the SLS before so it takes a while for me to adjust, particularly to the width. The performance is great but I don't enjoy parking.Which brings me to the Gullwing doors. Lots of people turn to see them but you have to be careful not to park too close to trees or posts, and they are annoying and hard for me to pull down and shut. Apparently there is an optional strap for pulldown work, but they are not in the test car.It's a fun drive, although heavy on the brakes. It takes a lot to pull it up.  The SLS is completely useless for a family, but people with $500,000 to splash on a toy car will have something sensible as well in the garage so that is unlikely to be a problem.I think the Gullwing is a great plaything and a unqiue car.

Not so long ago you would have been laughed at if you'd suggested that your aspiration was to own a small car, but that's how far the market has matured in a very short time.Such is the maturity in our market that when Audi launched the A3 in 2004 it was quite open about its ambition for it to be a small car people would aspire to own.Audi said upfront that it wasn't out to become the volume leader in the segment; its ambition for the A3 was for it to be the benchmark in the class.MODEL WATCHThe A3 was the entry model in the fast growing Audi range and that put it up against cars like the BMW 1-Series, Mercedes-Benz A-Class, Volvo S40 and even the Alfa 147. Although it looked less aggressive than its predecessor, and was 55 mm longer, 30 mm wider and 10 mm lower, there was still a familiarity about it that reminded you of the old model.While the A3's looks were underwhelming there was big news under the skin with a number of innovations including new suspension, electro- mechanical steering, a new and innovative direct injection engine and a direct shift gearbox.The engine range was made up of three petrol engines and a turbo- diesel. It kicked off with a 1.6-litre single overhead camshaft four- cylinder engine that produced 75 kW at 5600 revs and 148 Nm at 3800 revs and ended with a 3.2-litre V6 that offered 184 kW at 6300 revs and 320 Nm at 2500-3000 revs, but the real interest was in the 2.0- litre FSi engine and the 2.0-litre turbo-diesel that fitted in between the bookend engines.The FSi was a direct injection engine where the fuel was vaporized in the combustion chamber and not in the intake manifold, as is the case with most petrol engines. Audi claimed significant improvements in response, economy and efficiency for the new engine, which put out 110 kW at 6000 revs and 200 Nm at 3500 revs and promised 0-100 km/h sprinting in 9.1 seconds. The turbo diesel produced 103 kW at 4000 revs and 320 Nm at 1750-2500 revs.The 1.6-litre engine was available with a five-speed manual gearbox or a six-speed tiptronic auto, FSi buyers could choose between a six- speed manual and six-speed auto, while diesel buyers got a DSG sequential-shift manual shift six-speed.The DSG was an innovative gearbox that had two clutches working in tandem for smooth, seamless shifting. While one clutch was engaged the other one preselected the next higher gear; then when it was time to shift up one clutch disengaged and the other automatically engaged bringing the higher gear into play.It works much like an auto 'box without the losses that come with an automatic transmission, and without the sloppiness that characterized the shifting of most other automated manual shift gearboxes.Audi offered two models in the A3 range, the entry level Attraction and the uprange Ambition. The Attraction came with a choice of the 1.6-litre and 2.0-litre FSi engines, along with 16-inch alloy wheels, cloth trim, split-system air, eight-speaker CD sound, stability control and traction control. The Ambition was available with the 2.0-litre FSi engine and the turbo-diesel. Perched above them all was the Quattro Ambition with the 3.2-litre V6, all-wheel drive and DSG transmission.IN THE SHOPOverall the A3 appears to be holding up well since its launch in 2004. The things most reported by mechanics are oil leaks and brake wear, the latter a common issue raised by owners of most European cars. Check for a service record to make sure the oil has been regularly changed; old oil can be a killer of engines.IN A CRASHWith front airbags, head and side airbags the A3 had plenty of protection in a crunch, while standard ABS braking, ESP stability control, and traction control it was also packed with the electronics to help avoid the crunch. When tested by ANCAP the A3 was given a four-star rating.UNDER THE PUMPThe turbo-diesel is the hero when it comes to fuel consumption with a claimed average of 5.7 L/100 km. Of the petrol engines the 2.0-litre FSi sets the pace with a claimed average of 7.7 L/100km, while the 1.6-litre has an average of 8.1 L/ 100 km and the V6 9.9 L/100 km. When Cars Guide tested it the 2.0-litre FSi Attraction averaged 8.9 L/ 100 km.OWNER SAYSThe only thing Aldo Scodella doesn't like about his 2007 Audi A3 is the cost of servicing it. It costs a "fortune" he says. It's a 1.8- litre TFSi and he's done 20,500 km so far without any trouble to report, but says he's still getting used to the hill-start assist and is having trouble getting away smoothly.LOOK FORUninspiring looksGood build qualityFSi performanceDiesel economyRobust and reliable.THE BOTTOM LINE: A well equipped, smooth and advanced small car that grows on you.

Carmakers have been turning to creating niche models to try and catch the attention of an increasingly varied market. And Peugeot is trying to do it with the 3008 - the tall hatch is part SUV, part mini-peoplemover and part hatchback.VALUEThe range starts at $35,990, but we're testing the two-litre turbo-diesel XTE, priced from $42,990. For that, the equipment list includes 18-in alloy wheels, six airbags, power mirrors and windows, a panoramic glass roof with blind, dual-zone climate control with rear vents, trip computer, rear parking sensors (front sensors are optional), hill-start assist and Bluetooth phone and audio link.TECHNOLOGYThe little Pug is packed with some hi-tech gear, including a heads-up display with a traffic-gap readout (but not active cruise control). The rear suspension fights body roll and engineers have endowed this front-driver (as an option) with Grip Control, a switch akin to Land Rover's Terrain Response - standard, snow, all-terrain, sand and ESP-off modes are offered. It's admirably optimistic but likely to get Peugeot roadside assistance more business from owners stranded where they should never have taken this vehicle.DESIGNIt's a blessing to be behind the wheel because, from front-on, it has an odd look - but others didn't mind the aesthetics. Inside there's a high centre console that might make some feel a little closed-in.SAFETYThe 3008 XTE has dual front, side and full-length curtain airbags as well as pre-tensioning and load-limited front seatbelts. There are anti-lock brakes with emergency brake assist and brake-force distribution, latest generation stability and traction control.DRIVINGThis tall SUV offers a surprisingly nice drive. Steering is light but not too vague; the seats are comfortable but there's a hemmed-in feeling from the dash and console and (at 190cm) the driving position is not ideal.The two-litre turbodiesel is unobtrusive, reasonably smooth and has good outputs (120kW at 3750rpm and 340Nm at 2000rpm). The six-speed auto teams well with the engine to get around town at traffic pace without a drama. The solid torque output doesn't tug at the front wheels and the clever suspension system copes well with body roll, although small-sized bumps aren't dealt with in the same effective manner.VERDICTA clever, comfortable hatch on stilts - with plenty of features but a price tag to match.PEUGEOT 3008 XTE 2.0 HDiPrice: From $42,990Engine: Two-litre 16-valve four-cylinderTransmission: Six-speed automatic, front-wheel drivePower: 120kW @ 3750rpmTorque: 340Nm @ 2000rpmPerformance: 0-100km/h 10.2 seconds. Top speed 190km/hFuel consumption: 6.7 litres/100km, on test 10.2 litres/100kmTank capacity: 60 litresEmissions: 176g/kmSuspension: Inverted strut with anti-roll bar (front); torsion beam (rear)Brakes: Four-wheel discs, front ventilated, anti-lock, brakeforce dist.Dimensions: Length 4365mm, width 1837mm, height 1639mmWheelbase: 2613mmCargo volume: 512/1604 litresWeight: 1614kg.

WANDERING past the Peugeot stand at the Frankfurt motor show three years ago I was hit with an overwhelming sense of deja vu.  The centrepiece was a coupe concept exceedingly reminiscent of the Audi TT, which first appeared more than a decade before.Closer inspection revealed they were indeed very similar.  The Peugeot had nearly identical dimensions, rounded lines and a central cabin defined by a geometric curve. It could have been a direct steal.Of course, Audi doesn't own the coupe idea and for Peugeot executives the two designs stand apart. Any similarities with an Audi vehicle, living or dead, are purely coincidental.The Peugeot RCZ, as it's called, has arrived in Australia and on the drive program in Queensland last week it was impossible not to tick off a list of comparisons with the TT. Turbo engine? Check. Front-wheel drive? Check. Two-plus-two seats? Check. Natty design details? And so on.But it was also impossible not to welcome the arrival of a stylish new coupe when the market isn't exactly awash with them; at least, not at sub-six-figure prices. Apart from the Audi, what else is there? Very little, and there's room for at least one more.  Peugeot believes the RCZ will inject a bit of excitement into its line-up and there are few brands that need it more.In an Australian vehicle market running 15 per cent ahead of last year, Peugeot sales are 4 per cent down. It has had little new to offer for some time and it's starting to show in the numbers.To combat this, Peugeot is working on a new design direction and a recent concept called the SR1 reveals its thinking. The over-sized grille and headlights, which have been a brand feature since the 407 six years ago, will eventually be replaced with something more subtle, starting with the 508 next year.In the meantime, the RCZ will be one of the last models to employ the current design language. Even those who struggle with the big-mouth look will find more to like here. Clever use of structural features, such as the double-bubble roof or conspicuous aluminium roof arches, targets the same visually aware professionals who devoured the Audi. In the RCZ, it's a lot less Bauhaus and a bit more baroque. But it's appealing nonetheless.PRICING AND DRIVETRAINThose comparing the two will find the RCZ has some advantages. Chief among them is price, with all three RCZ variants starting at the same spot: $54,990, or nearly $9000 less than the most affordable Audi TT, the turbocharged 1.8-litre.In the Peugeot you can have a 2.0-litre turbo-diesel or 1.6-litre turbo petrol in two specifications, depending on transmission. An automatic is available only on the low-output petrol. Unlike the TT, no all-wheel drive is available at any price. All RCZs are front-wheel drive.DRIVINGI stuck with the 147kW petrol, which is expected to attract 70 per cent of buyers, at least initially.  It delivers 29kW more power than the 1.8 TT and 25Nm more torque. Despite this, it's marginally slower than the Audi, at 7.5 seconds to 100km/h.Extra weight may be one reason because the top-spec RCZ engine is a hi-tech unit with direct injection, twin-scroll turbocharger and variable valves. And it's a beauty, with plenty of low-rev suppleness, sturdy power delivery and a lovely soundtrack.If you don't need an automatic, the manual can be pleasing to use while the steering and brakes are vice-free.  That suggests driver appeal, and up to a point it's there.DESIGNThe RCZ is based, like the new 3008 (see below) on basic hatchback underpinnings borrowed from the 308. Here it has been lowered, widened and stiffened to good effect.However, an enthusiastic driver will fairly quickly find its dynamic limits and exhaust its potential to engage. Front-wheel drive and a torsion bar rear suspension are never going to deliver the last word in handling enjoyment. Those sorts of buyers will be looking at rear-wheel drive options such as the BMW 1 Series, Nissan 370Z or Mazda MX-5.All those, of course, are compromised in other ways. Both the Nissan and Mazda have only two seats, and the MX-5 comes only as a convertible.  You will need to spend much more on the BMW to get equivalent power. In the RCZ, you get a blend of attributes that will please more mainstream buyers.Driveability is just one strand of that, along with practicality and design appeal.  On practicality, having rear seats - even when they are too tight for adults - will rule the RCZ into contention when two-seaters are strictly off-limits. Against the Audi, the RCZ has a larger boot.  The exterior emphasis on design is carried into the cabin to good effect, making it a pleasing place to be.The materials are well chosen, with Peugeot's usual hard plastics relegated to below-eye-level, and the natty details referred to above make a persuasive case, taken together.  These include appealing dials that show evidence of the attentions of a typographer, with their style attractively echoed in a central clock.In effect, the RCZ strives to repeat the Audi TT formula in a more affordable format. Imitation may be flattery by another name, but the RCZ is worth a look in its own right.

But traditionalists will tell you that the folding metal hard-tops that have become fashionable recently aren't worthy of consideration. The folding metal hard-tops boast of being the best of both worlds but the folding roof takes up what little cargo space is on offer in these sports machines, not to mention adding weight - the enemy of true performance.Anyone who grew up with traditional sports cars will - once the rose-coloured glasses are removed - recall leaks, draughts, opaque plastic windows and fussy installation and removal. Modern fabric hoods are becoming much sturdier and are better insulated for noise and the elements, so much so that the snowballing trend of folding metal roofs has slowed.The open-air thrills of a convertible need not be pinned to a property-sized pricetag, with plenty of open-topped opportunities available for less. We look at five of the best here.MAZDA MX-5The designers of Mazda's MX-5 looked long and hard at the original Lotus Elan before embarking on the Japanese sports car that is now a modern classic and record holder for global sales. The true spiritual successor to such cars as the Austin Healey Sprite and the MG B - the lightweight, nimble, open-topped, rear-wheel-drive sporty - has maintained its focus on remaining true to the vehicles that inspired it.Only recently has the company strayed from its traditional path and offered a folding hard-top in the MX-5, thankfully without removing the cloth-topped variant from its range. All the vital items are here: airconditioning, cruise control, dual front and side airbags, stability and traction control, plus drilled aluminium pedals, sports leather seats and steering wheel, a Bose sound system, a torque-sensing limited slip differential and a six-speed manual gearbox with a rifle-bolt action. Enough said.Price: From $44,265Engine: Two-litre 16-valve four-cylinderTransmission: Six-speed manual or automatic, rear-wheel drivePower: 118kW @ 7000rpm.Torque: 188Nm @ 5000rpm.Performance: 0-100km/h 7.6 secondsFuel consumption: 8.1litres/100km, tank 50 litresWheels: 17-in alloys.ALFA ROMEO SPIDERAlfa Romeo's Spider is a convertible steeped in tradition. The current Spider is the latest in a long line of Alfa drop-tops, perhaps the most famous being the little Italian sports car that featured in The Graduate. The Italian marque has rarely put a foot wrong when it comes to styling its convertibles - some of its sedans were questionable to say the least - but the design talent of the artisans at Alfa Romeo, Giugiaro and Pininfarina all had hands in this rag-top.While there is a V6 on offer the 2.2-litre 16-valve four-cylinder is lighter and therefore less prone to affecting the front-wheel drive's cornering prowess. The features list for the 2.2 includes dual front, side and driver's knee airbag, six-speaker CD sound system, a full electric roof, trip computer and leather trim. The 2.2 JTS also comes standard with anti-lock brakes, stability and traction control and hill-holding functions.Price: From $69,990Engine: 2.2-litre 16-valve four-cylinder, front-wheel driveTransmission: Six-speed manual or Selespeed automaticPower: 136kW @ 6500rpmTorque: 230Nm @ 4500rpmPerformance: 0-100km/h 9 secondsTop speed: 220km/hFuel consumption: 9.5litres/100km, tank 70 litresWheels: 18-in alloys.BMW 135i CONVERTIBLEThe BMW brand's littlest machine (before dropping into the Mini model range) is the 135i Convertible. The littlest Beemer is by no means a dud, particularly if the wallet extends to the 135i Convertible's $82,000-plus asking price.One of the most spirited rides within the BMW range, the rear-wheel drive, twin-turbo six-cylinder punches well above its apparent station in life, with the drivetrain offering unfussed cruising or giant-killing ability. It might look like a bit of a hairdresser's car but dropping the roof and stretching its legs will do little for the 'do.Price: From $82,200Engine: Three-litre twin-turbo 24-valve six-cylinderTransmission: Six-speed manual or seven-speed double-clutch automatic, rear-wheel drivePower: 225kW @ 5800rpmTorque: 400Nm @ 1200rpmPerformance: 0-100km/h 5.6 secondsTop speed: 250km/h (governed)Fuel consumption: 8.6 litres/100km, tank 53 litresWheels: 18-in alloys.MINI COOPER S CABRIOLETAnother one from the BMW stable of products that can make a mess of a hairstyle in the best possible way is the Mini Cooper S Cabrio. It has features like climate control airconditioning that has a Cabrio mode, a MP3/USB port-compatible sound system, pop-up roll bars, cloth/leather trim and a split-folding rear seat to improve cargo space.The brattish upstart of the Cabrio market, which can now run in targa-top or full Cabrio mode, is powered by a 128kW/240Nm 1.6-litre, turbocharged direct-injection four-cylinder engine, enough to whip it to 100km/h in 7.4 seconds. But more gentle throttle applications can see fuel consumption as low as the official figure of 7.2 litres per 100km.Price: From $48,000Engine: 1.6-litre 16-valve turbocharged four-cylinderTransmission: Six-speed manual or automatic, front-wheel drivePower: 128kW @ 5500rpmTorque: 240Nm @ 1600rpmPerformance: 0-100km/h 7.4 secondsTop speed: 222km/hFuel consumption: 7.2 litres/100km, tank 50 litresWheels: 16in alloys.AUDI TT ROADSTERAudi's TT Roadster is a sharper-looking machine than its predecessor and it has plenty going for it. There's a range of TT Roadsters on offer, starting with the front-wheel drive, two-litre turbo, a mid-spec model with the same engine and all-wheel drive or the highly-entertaining TT S at a tickle more than $100,000.All are entertaining little sports cars to drive - with the nippy front-wheel drive two-litre a worthy machine for a leisurely drive in the country. The TT S is also a smile-inducing drop-top but a leisurely pace, while easily achieved, is not its forte.Price: From $78,000Engine: Two-litre 16-valve turbocharged four-cylinderTransmission: Six-speed double-clutch automatic, front-wheel or all-wheel drivePower: 147kW @ 6000rpmTorque: 280Nm @ 1800rpmPerformance: 0-100km/h 6.5 secondsTop speed: 237km/hFuel consumption: 7.8 litres/100km, tank 55 litresWheels: 17-in alloys.

A three-for-one deal is a key part of the new Peugeot RCZ package. The French company's new hero sports car comes with a choice of three engines, but all with the same $54,990 pricetag.

It would be so very refreshing to read a review of a French car which eschewed the token use of French. Sadly, this is not going to be that review, because vive la difference embodies perfectly the essence of Citroën's C5.In price, placement and most of all in its cosseting and eventually appealing road manners, the range topping version of the big sedan (it comes as a wagon for three grand more) is predicated on following a path less travelled by Europeans.Whereas sporting pose is the (too) dominant theme in the handling compromise of most Euros, composure and poise is the C5's raison d'etre (sorry) an attitude that arguably better suits Australian roads.VALUEVexed question this. Depends if you think the Citroën overpriced next to the Passats, 159s and 407s of this word, or if like Volvo it undercuts the German prestige trio.Less equivocally, the range-topper’s 3.0-litre V6 twin turbo diesel sets it apart. Nothing in price proximity offers an equivalent engine - they're all either one or two cylinders short, or overpriced and underdone by comparison.Recently upgraded over the 2.7-litre unit, with which the second generation C5 launched two years ago, it's a less potent version of the PSA engine found in Jaguar's $113,000 XF.Against that, the $12,000 premium over the 2.0-litre turbo-diesel C5 is slightly mad, given the latter is almost as useful in urban use. Options, not least the $5000 demanded for the "NaviDrive" GPS set up, are enough to make you choke on your croissant. Wheel arch filling 18-inch alloys are standard.TECHNOLOGYHydractive III+ suspension is a good chunk of the Citroën’s appeal, derived and developed from the original "magic carpet ride" concept of the iconic DS. At speed, the C5 automatically lowers. On poor surfaces, it automatically sets for increased clearance and comfort. Thanks to the self-levelling feature you are also guaranteed a constant ride height, regardless of the load or number of passengers. In practice, it remains slightly soufflé even in "sport" mode. This is no bad thing.DESIGNIf the previous C5 (a liftback, not a true four-door) was the preserve of Francophiles, this one is altogether more visually appealing, within and without. As is almost always the Euro way, the wagon is the most resolved looker, but the four door with its massive front overhang and sculptured derriere (looking more than a little Audi A4) is distinctive enough even without that chevron badge.In the event of a big impact, the steering wheel's fixed hub permits unimpeded deployment of the airbag. The plethora of controls attached work audio and cruise functions – it’s a neater solution than Peugeot's array of wands, though the Citroën’s centre console buttons are equally fiddly.SAFETYThe full five stars in NCAP crash testing and seven airbags, with the full armoury of active acronyms. The spare is full size. Are you listening BMW? No, didn't think so...DRIVINGTo be perfectly Francois, the C5 initially feels unwieldy and even alien, wafting weirdly, with most of the that massive kerb weight (near enough 1800kg) forward of your feet. Yet by week’s end it feels like a favoured and comfortable coat.Sudden jolts will send it rocking like a boat that's struck a wave, but this tendency is largely controlled by selecting and sticking with Hydractive's sport mode. The transmission's sport mode, by contrast, simply muddies gear selection, which can be performed manually but is best left to its own devices.From noticeable lag off the mark, the digital speedo is soon blurring, but not only is there little sense of how quickly you're accruing speed, there's no sound of it. Refinement is remarkable you could be driving a hybrid rather than a big torqueing diesel.Some seem to be criticising the C5 for not being a 5 Series. If you want to slice up the twisties look elsewhere; if you want to effortlessly dispatch cruising kilometres, step this way. Tout de suite.VERDICT: Composure and poise beats sporting poseCITROËN C5 3.0 HDI EXCLUSIVE SEDANPrice: From $69,990Engine: 3L V6 bi-turbo diesel; 177kW/450NmTransmission: 6-speed autoThirst: 7.4L/100km combined

It's important to make regular returns and re-runs with benchmark cars in Australian showrooms. So here we are with the 2010 update of the BMW X5, the car that's been top of the prestige SUV pack since it first landed in Australia.The latest tweaks are a mid-life overhaul, just like the VEII Commodore, and, just like the Holden hero, BMW has concentrated on efficiency with the remake of the X5. It's also focussed on keeping an edge over everything from the Audi Q5 to the Benz ML - and perhaps even the giant ML - the all-new Porsche Cayenne and the massively improved Range Rover Sport.Changes to the X5 include three new models - xDrive35i, X5 xDrive40d and flagship X5 xDrive50i - improved engines with more power torque, better fuel economy and more emphasis on the Sport package which has been popular with so many X5 buyers."We have given the car the highest standard specification in the segment. Combined with its on-road performance, and a range of features that are not offered by our competitors, the BMW X5 looks set to continue its success story in Australia,” says the boss of BMW Australia, Stavros Yallouridis.VALUEThe starting price of $92,100 looks pretty good, but that's for the basic 3-litre diesel and you can easily run the X5 up to $133,400 - bottom line for the new 50i Sport - or even more for the M-built model. And BMW options are always there to entice, with everything from Sport packs to third-row seats, all sorts of light choices, leather and wood, and on and on and on.Maximising value in any BMW is about picking the right model and staying as close as possible to the standard specification, which is usually pretty good these days.Looking at some of its rivals, and concentrating on the mid-range 40d which looks to be the potential best-seller, the BMW lines up well against revised Q7s from Audi, although Benz starts a fair bit cheaper at $84,760 for a 3-litre ML.TECHNOLOGYThis time around the X5 improvements are focussed on the engines. It's possible to fill an entire Carsguide liftout with the detail, so lets concentrate on the 40d M Sport which arrives for testing. Its diesel engine is a significant step up from the previous 35d, with the inline six taking on twin-turbo and common-rail injection technology.BMW says output is up by 15 kiloWatts and 20 Newton-metres, the benchmark 0-100km/h sprint time is down to 6.6 seconds and fuel economy is 10 per cent better than the outgoing 35d at 7.5 litres/100km.The all-wheel drive system is unchanged but X5s move up to BMW's latest eight-speed automatic gearbox with speed-tuned Servotronic steering as standard.DESIGNThe '10 model is only a tweak, which means the nose has the greatest change. There are larger side intakes, more use of body-coloured paint, re-positioned foglamps and matt-silver body protection. The tail lamps are also new, with an L shape.The 40d comes with a  standard Sports package including a leather-wrapped wheel, a special anthracite roof liner, as well as stuff like bi-Xenon lamps, Bluetooth, a sunroof, leather seats and more.SAFETYA lot of SUVs feel like trucks but one of the safety advantages in the X5 - from day one - is its carlike driving feel. There is the usual suite of front and side airbags, ABS with brakeforce distribution, top-class ESP stability control and more.The 40d also comes standard with a rear-view camera, which should be compulsory now on every SUV, automatic high-beam cut, and the chance to add lane departure warning for $1400, adaptive headlights at $1000 and the latest active cruise control with Stop&Start for a hefty $4700.DRIVING - Paul GoverThe X5 has always been one of my favourite drives the latest model continues the appeal, mostly because of the way it drives but also because the 40d - even with a bottom line in the test car of $149,220 - has so much nice stuff.It's hard not to enjoy well-shaped leather seats, the sunroof, and even the lane-departure and rear-camera systems.The latest X5 seems bigger than I remember, and a bit beefier too, but the latest turbodiesel has more than enough muscle for the job. It does not feel as sweet as some of BMW's earlier turbodiesels, perhaps because of the latest high-pressure fuel injection, and there sounds to be more rattling at start-up. But the only other thing I can criticise is the lack of gearchange paddles on the steering wheel.The eight-speed auto is as wonderful as I remember from other BMWs and both responsive and efficient.The latest X5 is seriously quick, is great for family work, yet drives more like a car than a truck. If BMW can keep this up with the new X3 - which is actually similar in size to the original X5 - instead of straying into the middle of the X1 then it will be seriously tough to toss in the luxury SUV class.SHE SAYS - Alison WardIt's been so long since I've driven an X5 that I don't notice most of the changes. The car still drives well and has heaps of space, and I like little things like the pull-up sunshades to cover Mr Man in the back seat. It's a lot nicer in the X5 than the X1, which I still don't really understand.The performance is pretty good for something this size, which even has an optional fold-out third-row seat in the car we're driving. It's not going to be any good for adults but should be fine if there are extra bubs around.I've always liked the X5 but I've also been spoiled recently by the Mercedes GL. It's bigger, more cushy and, for me, a nicer drive. If I already owned an X5 I can see it would be worth upgrading, and there are lots of people who prefer its industrial-style design, but I've been won over by the GL despite the extra cost.VERDICT: Hidden changes and a few cosmetic tweaks are all worthwhile.

It was only a matter of time before BMW introduced a new small car below its long serving and super successful 3-Series. The 3-Series was no longer the same relatively cheap and cheerful entry model that it was way back when it first hit the road, and as BMW's top selling model it made a huge contribution to the bottom line.When, over time the 3 Series grew larger and better equipped and consequently less affordable for those wanting to buy into the brand it left a gaping hole at the lower end of BMW's model range, one that just had to be filled by a smaller car like the 1 Series that arrived here in 2004.MODEL WATCHWhen it became known that BMW was going to introduce a new small car it was feared it would be a makeover of the Mini, but the German carmaker stuck true to its roots and the new 1 Series was rear-wheel drive. It also stuck to its own out-there styling path with sharply carved lines and chunky curves rather than follow the Mini's more loveable shape.The result was that the 1 Series polarized opinion, some thought it looked great, others awful. Opinion at the time of its launch tended towards the latter, but that's the same with most cars the Bavarian carmaker has launched in the last few years.BMW's approach with the 1 Series was similar to that it had to the 3 Series before it. With relatively affordable pricing the new small car provided a new entry point for those aspiring to own a Beemer, but it wasn't a cheap and cheerful car. It was well built, came packed with features and buyers had plenty of options to choose from.Later there would be six-cylinder engines, a diesel, coupes and convertibles, but at the launch the range opened with the 118i and the 120i four-cylinder five-door hatches.The engine in both was a double overhead camshaft 2.0-litre unit, in the case of the 118i it put out 95 kW at 5500 revs and 200 Nm at 3600 revs, but in the 120i it put out 110kW at 6200 revs and 175 Nm at 3750 revs. Anyone looking for a spirited drive would have found the 118i wanting, but would have been delighted with the 120i, which was a much more fun drive.The transmission choices were a six-speed auto and five-speed manual in the 118i, and six-speed auto and six-speed manual in the 120i. Fully independent suspension front and rear helped make the 'One' a sporty drive, and with anti-lock braking, traction and stability control it was also a safe one. The ride was firm thanks to the suspension settings and the run-flat tyres it used.Inside, the 1 Series wasn't particularly roomy, but it did have enough room for a couple of adults in the front and space for kids in the rear. Both models boasted a heap of features from air-conditioning, power windows and mirrors, remote central locking and CD sound. On top of that the 120i had cruise control.IN THE SHOPCarsguide readers have had little to report on the 1 Series suggesting they're enjoying a happy time with their little BMWs. While that suggests the 1 series doesn't have any serious problems, it would be wrong to suggest BMWs don't break down. Servicing and repairs can be expensive if you use factory dealers, but there are lots of experienced BMW specialists around who can maintain and fix cars at more affordable rates. Check for crash damage and service records to ensure cars have been looked after and well maintained. Expect tyres and brakes to wear faster than on some other makes.IN A CRASHWith an impressive arsenal of electronics, including anti-skid brakes, traction control and stability control the 1 Series had a solid underlying active safety package. There was also an impressive package of airbags to provide protection in a crunch, including dual front airbags, combined with head airbags and side front airbags.AT THE PUMPRoad testers of the time of the launch reported average economy figures of around 8.4 L/100 km on the 120i. BMW claimed an average of 7.8 L/100 km for the 118i and 7.9 L/100 km for the 120i.OWNER SAYSIan Robinson bought his 125i convertible after previously owning two other BMWs. He says it looks good and drives well, and to date there have been no mechanical trouble apart from a hole in the convertible roof, which was replaced under warranty after much argument with his dealer, but he says the leather interior seems to be of an inferior quality than the other BMWs he's owned. His main complaint is about the dealers he's used who in general, he says, haven't delivered good after-sales service and have been reluctant to fix problems under warranty.LOOK FORChunky looksCozy interiorRear-wheel driveEconomical foursResponsive chassisBMW badge cred.THE BOTTOM LINE: Great driving hatch with typical BMW rear-drive dynamics, but with firm ride and tight cabin.