Luxury Reviews

WHAT makes a Rolls-Royce different from other cars? Of course, one thing is that owners never know how much they cost, because otherwise they could never have afforded one in the first place. At least that's what we're led to believe.Everybody else knows they cost a fortune and one other fact: they're so quiet inside, all you can hear is the incessant ticking of that infernal clock. But what else? How different can four wheels, an engine and a metal box be?VALUEBMW, when it took control of Rolls in 2003, had its answer ready in the shape of the Phantom. The Phantom is a statement of such rarefied luxury that it bears little relation to other cars made by the BMW group. It stands alone, like a stately home among the McMansions, hand-built from unique ingredients.However, that answer doesn't work for the second Rolls developed under BMW, the Ghost. Launched this year at the yes-you-can-ask price of $645,000, it must be built to tighter cost constraints. Which means it must share bits with other cars. That makes the question of how it differs a more nuanced affair.The car that comes closest to the Ghost under the skin is the BMW 760Li, a long-wheelbase version of the brand's flagship and the most expensive model it offers, at $386,000. The 760Li and the Ghost share the same platform, or engineering underpinnings.DESIGNThe V12 engine block is the same and so is the eight-speed German transmission. All the control systems, safety technology and gadgets are functionally identical. Rolls-Royce says 18 per cent of each Ghost is effectively a BMW.If you focus on the technology, then there's a lot about the Ghost that will feel familiar to a BMW driver. But around Melbourne's suburbs, at least, it didn't remind me of a BMW in the way it drove. It's huge -- longer, taller and wider than a 760Li -- and you cannot drive one without being aware of its aristocratic road presence.The fittings and furnishings fall short of the cabinet-maker quality achieved by the Phantom, but still feel a class above almost everything else. You don't get into a Ghost and immediately think, ``Oh, I'm in a fancy Beemer.'' Whereas in a Maybach, the badge relaunched by Mercedes to take on the elite market, all you can think about is how similar it is to an S-Class. On the other hand, coming from the opposite direction (and with the benefit of a bit more time in the driver's seat), the 760Li feels nothing like a Rolls.One of the main reasons is the BMW's high-performance low-profile rubber, which leads to one big problem: the ride. The overall composure of the 760Li is good, but there's an unrelenting nobbliness to the ride quality that no amount of fiddling with the suspension settings can fix. Any sort of bump sends a shimmy through cabin. The tyres feel -- and sound -- too heavy. They're wellingtons when they should be brogues.Luckily, you can adjust the powertrain settings and the chassis independently, and even in comfort mode, which is fairly lenient in terms of body discipline, the car handles well. It's easy to place accurately on the road, helped by light and precise steering, and more agile than a car this length deserves to be.DRIVEUnder the bonnet is a 6.0-litre V12 with all the latest fuel efficiency tricks. The Rolls version has a larger displacement, at 6.6-litres, but the 760Li is quicker to 100km/h, with an impressive 4.6 second time. But not by much. Despite hauling an additional 200kg, the Ghost is only a third of a second slower.This engine is a peach and in the 760Li it gathers speed like a train, relentlessly, with a creamy potency that only a V12 can deliver. It's almost impossible to tell when it's changing gear. The soundtrack is higher pitched than a V8 but music to the ears.The 760Li cabin is a great place to enjoy these 12-piece harmonies, with an abundance of leather, an Alcantara headlining and piano black trim personalised with a cream pinstripe in the test example. It's beautifully finished and wants for nothing in the gadget department, with BMW's latest night-vision system the latest toy -- a system that's also offered in the Ghost.VERDICTSo there are an abundance of similarities between the two but despite this, there's an enduring difference in character. The BMW wants to be driven with an intensity of purpose that I can't imagine finding in the more formal environment of the Ghost. And the Beemer needs to be driven like that because thanks to its awful ride, there's simply no way it can do what a Rolls does best: waft.Need to know BMW 760Li - $386,000 plus on-road costsVEHICLE: Long-wheelbase luxury sedanENGINE: 6.0-litre turbocharged V12OUTPUTS: 400kW at 5250rpm and 750Nm at 1500rpmTRANSMISSION: Eight-speed automatic, rear-wheel driveRead more about prestige motoring at The Australian.

Two words have defined the luxury SUV class for just over 40 years. Those words, Range Rover, have just been applied to the 2011 update of the iconic British off-roader with the usual promise of ultimate luxury.The 2011 changes are focussed a new turbodiesel V8 engine and a new level of refinement and luxury. Paul Walker, chief program engineer at Range Rover, says the twenty-eleven model is the latest in a long line to deliver exactly what Range Rover customers want in an SUV."The 2011 model will deliver unparalleled luxury and comfort that our customers have told us they want. Not only is the Range Rover a luxurious SUV, it has to be the most capable SUV available as well," Walker says.PRICINGThe price line will not be set until later in the year, but the flagship Range Rover Vogue should be up near the $200,000 mark when the first cars land in November. The 2011, a development of the third-generation Range Rover we first saw in 2002, has always been extremely well equipped and the new model will be no different.DRIVETRAINWhile fans know all about the interior appointments available at this end of the spectrum, the big news surrounds the barnstorming new twin-turbo diesel V8 engine and its eight-speed automatic transmission.Displacing 4.4-litres, the new V8 cranks out 230kW of power and 700Nm of torque which is then funnelled through the liquid-smooth eight-speeder to get the nearly 2800kg SUV moving like nothing of this weight and heft has any right to. The fuel figure is perhaps even more impressive than the outright power numbers with usage claimed to be a scant 10L/100km. That’s an 18 percent improvement over the outgoing 3.6-litre engine.This biggest factor in the improvement in fuel consumption is the auto. Its shifting characteristic is incredibly smooth, fast and precise. It always seems to select the right gear for any given speed, reacts well both on road and off, and is scarcely even noticeable when shifting either at cruising speed or flat stick on the freeway. It’s been designed with low slip levels for better takeoff and power transfer, improved gearing across a variety of speeds, and its rotary-shift technology delivers an enhanced connection between driver and gearbox.Walker says the new engine is a symbol of everything Range Rover. “There has been no compromise, no shortcuts which is exactly what our customers expect," he says.FIT-OUT AND EQUIPMENTInside, the latest Vogue is everything you expect with an array of interior colours and options to ensure you feel as good as you should for the money you’ll be outlaying. The traditional automatic shifter has been replaced with a rotary dial that emerges from the console when you power the vehicle up. It's the same as the one employed on the latest Jaguars and works well once it becomes second nature.Terrain response settings are now adjusted by rocker switches, as opposed to the dial previously used in the Vogue. Rear seat legroom has been enhanced, with passengers able to move the passenger front seat forward from the back to create as much legroom as they need. Rear seats are also fitted with airconditioning. It's almost more pleasant to be in the back seat than behind the wheel... almost.DRIVINGThe old engine never felt slow, but it does once you’ve driven the new 4.4-litre. The extra seamless urge delivered by the new engine is evident from the minute you depress the accelerator. Plant your right foot and the nose lifts slightly and the Range Rover rockets forward to the tune of a muscular engine note. The 100km/h mark is dispatched easily in only 7.8-seconds, and the Vogue will continue working its way to an indicated 220 without raising a sweat.From the driver’s seat, the Vogue is incredibly quiet regardless of speed or road surface. It’s cosseted and comfortable inside and long freeway trips are completed with ridiculous ease. Take sweeping corners at speed and the Range Rover is never unsettled or shaken off its line no matter how nasty the mid-corner road surface.There are no squeaks, rattles, or annoying noises from anywhere within the cabin as you’d expect for a vehicle of this calibre. In fact, continent crossing in this SUV might almost be too easy. And you can take the whole family with you in comfort as well.What is most impressive is how efficient the Range Rover is at dealing with even the nastiest off-road terrain, particularly given how competent and composed it is on-road. Select the correct Terrain Response setting, engage low range, and simply point the Vogue where you want to go. It will clamber over rocky escarpments, channel through deep water, and climb the most powdery steep hills you would ever think to point its nose toward. All while the driver sits in climate controlled luxury. Hill-start assist and gradient descent control make off-road driving just about foolproof.Put simply, no SUV is as luxurious and capable as the Range Rover Vogue. And that’s exactly how the honchos at Range Rover HQ want it to be. The Vogue will go anywhere you need it to take you. You’ll emerge unscathed and unruffled at the other end as well. Which is just as important as getting there when you’ve spent nearly 200 grand.RANGE ROVER VOGUEOn sale: December 2010Price: estimated from $170,000Models: VogueEngines: 4.4-litre turbo diesel V8Power: 230kW/3250-4000 revsTorque: 700Nm/1500-3000 revsTransmission: Eight-speed automatic, all-wheel driveEconomy: 10.0L/100km

Attempting to reinvent the past is fraught with danger; the motoring graveyard is full of brave, but misguided attempts to breathe new life into past glories.  It's hard to recapture the essence of an older model, to take the thing that made it the runaway success it was and mould it into something as meaningful to today's car buyer.Of all the re-born classics carmakers have tried to pass off on the motoring public in recent times the Mini has clearly been the best and most successful.  The new age Mini not only looked passably like the old one, it had the feel of the old classic as well.MODEL WATCHIt's fair to say that the original Mini was an accidental classic.  It's designer, Sir Alec Issigonis, set out to make an efficient, affordable family car for a country still suffering the ravages of a debilitating war.The efficiency was delivered through a clever packaging approach that employed a boxy body, a wheel planted at each corner, and with the engine swung through 90 degrees from tradition to create a tiny car with a roomy cabin.With a modest engine, manual gearbox and few frills Issigonis's Mini achieved exactly what its designer intended.  Cute looks added to its appeal and the Mini became an instant hit   with car buyers all over the world.But it was to become much more than a cheap and cheerful means of family transport when revheads of the time discovered its stable   chassis could easily handle much more power than it had in its standard form.Grand Prix car designer, John Cooper, was employed to develop a special Mini, one with high performance and nimble handling that was   heaps of fun to drive.  The hot Mini Cooper was the first of Cooper's creations, the next was the even hotter Mini Cooper S that followed, both of which are much-loved classics today.The popularity of the little car was boosted enormously when London's trendy "in" crowd adopted it as their favoured means of transport.   Appearing in movies such as 'The Italian Job' also helped massage the Mini legend.With such a history BMW was under close scrutiny when it set about recreating the Mini in the early-2000's.  Fail and they would have been the laughing stock of the motoring world, but if they got it right they would have a winner on their hands.Fortunately for the German automaker they got it pretty much right, and its new-age Mini was greeted with enthusiasm.  The new Mini was much larger than the original car, but BMW managed to capture the cute looks and proportions that made the original so popular with the result that the new car doesn't look nearly as large as it is in reality.Like the original there was a wheel at each corner, which along with its well-tuned suspension produced a nimble chassis that was thrilling to drive.  One of the few criticisms of the BMW Mini was of the ride, which was thought to be a little too firm for most modern day rear-ends.Initially BMW launched the Mini Cooper with a 1.6-litre single overhead camshaft four-cylinder engine boasting 85 kW and 149 Nm, but   followed up with the Mini Cooper S that had a supercharged version of the engine producing 120 kW and 210 Nm.In standard Cooper guise buyers could choose between a five-speed manual gearbox and a five-speed CVT auto, while the Cooper S only   came with a six-speed manual.An update in 2003 saw the five-speed CVT replaced by a six-speed CVT auto.  Being upmarket models the Cooper and Cooper S had heaps of standard features.Externally there was the retro paint style with a white roof, alloy wheels, lashings of chrome on things like the door handles, grille and exhaust tip.  On the inside there was cloth trim, a leather steering wheel, a split-folding rear seat, air conditioning, CD sound, power windows and mirrors, remote central locking and a trio of cup holders.When it followed the Cooper S had leather trim, sports seats, larger alloys and sports suspension.IN THE SHOPThe Mini is generally a solid performer, but there are a couple of known problems areas. The power steering is noisy, and there are reports of the failure of  the power steering pump.The CVT transmission could be troublesome and should be carefully checked by someone experienced with this type of transmission. The   manual gearbox is the best choice for a fun drive.  Run-flat tyres are expensive and contribute to a firm ride some find uncomfortable.IN A CRASHThe Mini's underlying strength is its stable platform and nimble handling, with predictable power steering and power ABS anti-lock brakes, electronic brakeforce distribution and traction control.In Cooper S guise it also boasted electronic stability control for even more active safety.  Overlaying the active safety was a comprehensive passive safety package of front, side and head airbags.  ANCAP rated the new Mini at four stars.AT THE PUMPMini owner Frank Bradley says he gets 8.9 L/100 km on around town, and 5.7 L/100 km cruising at 100 km/h on long trips.  Those figures closely match the official BMW numbers of 8.5 L/100 km in city driving and 5.6 L/100 km on the highway, but road testers reported fuel consumption of around 10 L/100 km from cars they tested.OWNERS SAYFrank Bradley bought his manual Mini in 2002 when they were first launched and says he would buy another one if and when he was to sell it. He uses it as his daily driver, but it's also become his hobby car since he joined the Victorian Mini Club. His likes include the unique styling, the precise handling, the drivability, incredible brakes and the build quality, while his list of dislikes include the front seat comfort and the noisy power steering pump.Glenys Tidd and her husband have two Minis and says that they would have more room if they had the room. He uses his 2002 Cooper S for longer trips to the city from their country home when he likes the performance; she drives a 2008 Mini Clubman wagon for the room and   the economy. They both have a lot of fun driving their Minis and say anyone with a complaint is not really a Mini person.LOOK FOR. Cute classic looks. Agile chassis. Fun-filled driveALSO CHECK THESE. VW GTi - 2005-2007The VW Golf is the real successor to the original Mini, the GTi the successor to the Mini Cooper and Cooper S, using the same formula of   brilliant packaging and sizzling performance. The GTi sets the hot hatch benchmark. Pay $25,000-$30,000.. FORD FOCUS XR5-T - 2006-2007Like the rest of the auto world Ford took up the Mini philosophy and built on it with cars like the Focus XR5, the hot sports hatch in the   Focus range. Terrific performance, great handling, an excellent all-rounder. Pay $25,000-$27,000.. PEUGEOT 206 GTi 180 - 2004-2007Peugeot and VW were constant contenders for the hot hatch title after the departure of the original Mini. The 206 GTi 180 delivered a   genuinely sporty ride with a punchy engine and excellent chassis. Pay $16,000-$22,000.THE BOTTOM LINEFun-filled driver that successfully recalls the past.

The new Audi A8 is seen as the flagship for the brand but also a forerunner for the brand's future direction, including the small A1, the recently-unveiled A7 and the new A6, all set for 2011 appearances.The company's A8 flagship is aiming to be seen as progressive, luxurious and still a driver's car, but it's hard to get past the immense amount of technology within its aluminium body and spaceframe.Safety systems, interior design, materials and features are all contributing to the A8's target of being desirable and prestigious.New Audi Australia managing director Uwe Hagen has been looking forward to the release of the company's new flagship, calling it the ambassador for the future.The new A8 is priced from $225,904 and is due to go on sale in September, the three-litre TDI model is due before the end of the year and the 4.2 turbodiesel is coming in 2011.Engines and gearboxesThe launch model is powered by a 273kW/445Nm 4.2-litre direct-injection V8 - increases of 20kW and 5Nm over the previous car.The A8 sedan boasts energy recovery systems, lower internal friction and an on-demand oil pump, which with the eight-speed auto all contribute to lowering fuel consumption by 13 per cent, from 10.9 to 9.5 litres per 100km for the petrol V8.Coming later this year will be the 3.0-litre turbodiesel V6, which offers 184kW and 550Nm, boasting a fuel consumption figure of 6.6 litres per 100km and emissions of 176g/km, with a 4.2-litre TDI V8 planned for 2011.Both engines have braking energy recovery to store normally-wasted energy in the battery to reduce charge loads on the engine and reduce fuel consumption, but the three-litre TDI only will have start-stop when the vehicle is stationary.The drivetrain is headlined by an eight-speed automatic, teamed to the quattro all-wheel drive system that runs 40 per cent front, 60 per cent rear -- although that can rise to 85 per cent under appropriate conditions.It also has as standard the sport differential (for V8s) that distributes the drive between the rear wheels as well.Equipment, features and pricing.Top of the heap on the safety front is the pre-sense drive safety system, which offers three levels of driver assist systems (up to $10,000 on the options list) in a similar manner to Benz systems, employing the radar cruise control systems with the stop-start technology, braking and suspension systems to assist the driver in avoiding an accident, including rearward-facing systems. There is also a $5400 night vision system (that uses thermal imaging), adaptive cruise control system (with Stop and Go function), lane and blind spot assist systems.Standard fare as you'd expect is considerable - dual front, side (front and rear) and full-length curtain airbags, anti-lock brakes, stability control, electronic centre diff lock and a quattro all-wheel drive system sit beneath the lightweight aluminium spaceframe.The petrol V8 gets the sport rear diff to send drive left and right as required, which is optional on the diesel; sports air suspension is optional on both the petrol V8 and the three-litre diesel.The petrol V8 gets 19-in alloys, the three-litre TDI will arrive on 18in wheels; both will have the option of 20in rims, with latter also able to opt for 19in wheels.Inside the opulent, flowing cabin there is full leather, 22-way power-adjustable seats, full satnav, a Bose surround sound 600-watt 14-speaker audio system (a $3000 option on the 3.0 TDI) with multi-media system including a touchpad for manual entry of letters to search for numbers or locations.Also standard is the quad-zone climate control, with controls in the rear armrest.OptionsThe list of extras is considerable, kicking off with an epic interior leather package that is extremely opulent, very comfortable but also expensive.The Audi design selection in Balao brown is full Valcona leather trim package, includes seats, dashboard, rear comfort head restraints, ash wood inlays, brushed aluminium silver trim inlays - pricetag $26,385.But as they say .... wait, there's more - an additional leather package, full–range option that ups that by a little over $20,000.There are also full LED headlights for $2700, adjustable rear seats for $9440 (which drops the rear seats to two), $5500 worth of heating and cooling for the front seats.The Bang & Olufsen 19 speaker sound system (including subwoofer) with more than 1400 Watts is a $16,950 option on the 3.0 TDI and a $14,430 upgrade on the petrol V8.DrivingIt's a near silent ride in the new A8, apart from a bit of tyre noise which is probably only noticed because the absence of other noise.The new A8 feels light on its feet, with the four-mode suspension delivering a well-sorted ride; even in the dynamic mode the A8's suspension system has been given the smarts to get rid of the jiggle present in some active systems.Audi have boasted that they have not forgotten about the driver and it's a claim with substance.The big V8 sings sweetly but quietly as it zips through the eight gears, with near-DSG quality and speed.The big Audi doesn't drive like a heavy car, topping the scales at just over 1800kg when much of its competition is nearing two tonnes.The optional sound system and seating fitted to the launch car is exceptional in quality but carrying a correspondingly crippling pricetag.Audi A8 sedanPrice: from $225,904.Engines: 4.2-litre FSI direct-injection petrol V8, 3.0-litre common-rail direct-injection variable-geometry turbodiesel V6.Power: 273kW; 184kW.Torque: 445Nm; 550Nm.Transmission: eight-speed automatic, all-wheel drive.Performance: 0-100km/h 5.7 secs (3.0 TDI 6.6), top speed 250km/h (governed).Suspension: Five-link suspension, upper and lower wishbones, tubular anti-roll bar, air suspension (front); trapezoidal-link suspension with wishbones, tubular anti-roll bar, air suspension (rear).Brakes: four-wheel discs, front ventilated, with anti-lock and stability control systems.Fuel consumption/capacity: claimed 9.5 l/100km (3.0 TDI 6.6), on launch drive 13.5, tank 90 litres.Emissions (g/km): 219 (3.0 TDI 176).Dimensions: length 5137mm, width 1949mm, height 1460mm, wheelbase 2992mm, track fr/rr 1644/1635mm, boot 510 litres.Weight: 1835kg (3.0 TDI 1840kg).Rivals:BMW 7 Series, from $203,000.Lexus LS460, from $191,164.Mercedes-Benz S-Class, from $214,900.Jaguar XJ, from $246,000. 

NOTHING symbolises the irony of recent events at Porsche like its luxury SUV, the Cayenne. Its genesis, a decade or so ago, was a realisation within the company that it needed a mainstream model to iron out the fluctuations in sportscar demand.“After the difficult times we had in the early 1990s, we believed that aside from sportscars we needed something else to stabilise the company,'' Porsche Australia boss Michael Winkler says. “From a business and a strategic perspective it was the right decision.''It wasn't the first time a Porsche model had been co-developed with Volkswagen, but it was the first time the brand had dabbled in a segment other than sportscars. Porsche enthusiasts viewed it with alarm. The company justified the move as the best way to ensure that its sportscars would continue to get the development budgets they need. And when buyers snapped up the Cayenne -- nearly 50,000 were sold in its peak year, half of total output and double expectations -- it looked like genius. Porsche became the most profitable car company on the planet.However, it had solved one problem only to create another. Half of its sales now relied on a car that underneath was a Volkswagen Touareg. If Volkswagen changed hands or, for whatever reason, terminated its co-operation, then Porsche would again be in trouble. So the Cayenne effectively gave Porsche both the motivation and the means to attempt its ill-fated takeover of Volkswagen.That daring move became mired in debt and a year ago Volkswagen turned the tables, acquiring Porsche instead.Although the smoke is still clearing on what that means for Porsche, one consequence is likely to be a plethora of new models, with many sharing Volkswagen components. With the Cayenne, Porsche showed the potential of just this sort of brand stretching.From Porsche's perspective the irony is doubly chilling because as one of Volkswagen's stable of 10 brands, it no longer needs the stability and volume brought by the Cayenne. Volkswagen has shown with its stewardship of Bugatti, Bentley and Lamborghini that it's big enough to wear the uneven costs and cash flow of elite brands.Last week, a few days after Volkswagen announced it would install its own production strategist as head of Porsche, the local outfit was launching the second generation of the Cayenne. It looks similar to the original but, seven years after its debut, this reworking is about as complete as it gets.As before, the platform is shared with the Touareg and this model extends the engineering overlap further into the engine bay as well, with the first hybrid driveline offered by Porsche identical to the one that recently premiered in Europe in the Volkswagen. The V6 petrol and diesel units, which arrive next month, are also shared, while as before there are two Porsche-developed V8s, one turbocharged.All are more efficient -- by 20 per cent or better -- with hybrid-type fuel-savings strategies deployed across the range. These include stop-start during idle on the new eight-speed transmission, a world first for a torque converter automatic. The car is bigger, with more space in a completely redesigned cabin and a larger cargo area.An aggressive weight-saving regime, which includes new magnesium components and extensive use of aluminium panels, has removed 160kg or more and means the hybrid, the heaviest, weighs less than the previous Turbo despite packing an 80kg battery under the load floor.Other changes include a reworked air suspension, larger brakes and ditching the previous foot-operated park brake in favour of an electronic unit. Two variations of all-wheel-drive system are available, with the petrol V6 and V8s paired to an active system that can direct 100 per cent of power to one axle and selectively brake wheels without traction to stop them spinning. Optional Porsche dynamic systems include active anti-roll bars, standard on Turbo.Prices have risen by $1000 in most cases, with the V6 petrol and diesel due next month setting the entry points at $103,500 and $104,500 respectively. The hybrid sits $12,000 above the naturally aspirated V8 on price, at $159,900. The Turbo remains the second most expensive SUV you can buy after the Audi Q7 diesel V12.Besides the obvious objection that it wasn't a sportscar, the Cayenne was vulnerable to criticism about its design, which attempted to mimic a 911. Porsche hasn't abandoned this strategy but it's more successful this time around. The nose has been tapered, making it appear less imposingly upright and square-cut. The headlight shapes and bonnet are similar, if not identical, to those on the Panamera. The rectangular tail-lights have also gone, replaced by amorphous units that could have come from an Audi.Most beneficial are the interior changes, which follow the layout debuted in the Panamera. Here, they represent a big lift in design appeal and material quality over the previous Cayenne and serve to separate it from the donor Volkswagen components. There's good vision all round and five dials in the instrument panel, including one that doubles as a virtual display screen.The seats are great, with rears that now slide and tilt adjust. The cargo area is well-organised with the sole disadvantage, compared to the previous car, of fixed rear glass that no longer opens independently of the tailgate.Performance is critical to the Porsche brand and the weight savings on the Cayenne show up in improved sprint figures. The Turbo becomes a sub-five-second car to 100km/h, at 4.7 seconds, while the S dips under six seconds. The Hybrid is quicker than both the V6s, at 6.5 seconds to100km/h, and can reach a higher top speed too, of 242km/h. It's also much quicker than the only other hybrid SUV available here, the Lexus RX450h, which needs 7.8 seconds to hit the legal limit.The V8s sound good, with the Turbo emitting a low, visceral grumble that's addictive. It's performance is effortless, as you are entitled to expect from a Porsche bearing the Turbo badge. The standard V8 needs to work up hills and out of slow corners, with plenty of revs. Only here did I need to use the paddles to downchange: the rest of the time the transmission can be left alone. The stop-start function feels sufficiently refined to be left on permanently.Porsche's first Hybrid wasn't the revelation I'd been hoping for; it piles on speed almost as effectively as the V8s but to a higher pitched, more complex soundtrack. Graphics on the central screen ape Toyota hybrids by showing when the engine is being assisted by the electric motor, when it's recharging and so on, although following the dancing lines of arrowheads is impossible if your eyes are on the road.Around town it offers efficiency advantages over all the variants bar the V6 diesel, but on the open roads of Queensland the numbers didn't flatter it. It also seemed a bit less assured dynamically, at least compared to the V8s, and a bit less certain in its body movements.Perhaps that's because the V8s are outstanding on this score and would outhandle many smaller vehicles with their remarkably car-like dynamics. They turn into corners eagerly, without lurching but with a chassis that actually encourages the driver. If it wasn't for the high driving position, it would be possible to forget the absurd physics of the whole situation.The steering is light but reasonably engaging and the brakes are strong enough so that you don't notice they're arresting two tonnes of high-velocity metal. The ride quality and comfort levels are high, with a nicely planted feel to the car, although road noise intrudes a bit more than is ideal. On coarse country tarmac, few cars isolate that effectively.Most surprising about the Cayenne was its ability on a small offroad track at Porsche's Mt Cotton facility. There's no low-range gearing this time -- and no extra underbody protection or offroad rubber -- but the Cayenne showed it could climb and wade as well as bush-credentialled machines. It's too polished a car for an expedition, but it's nice to know it could get you out of trouble if the circumstances arose.On its merits, this Cayenne deserves to be more successful than the last. It's more appealing, efficient and luxurious. Porsche Australia says the order bank is strong and the first three months' supply is already sold, with early interest in the Turbo. The Hybrid hopes to attract 15 per cent of buyers eventually although it feels like the Cayenne variant Porsche had to have, thanks to ever stricter efficiency regulations, rather than one that would naturally occupy its portfolio.That said, the Porsche line-up itself is likely to go places it might not have gone if the takeover bid for Volkswagen had turned out differently. And in that context, the ultimate irony of this Cayenne is that it feels more Porsche-like than ever.PORSCHE CAYENNE - $147,900 (S) to $239,900 (Turbo)Read more about prestige motoring at The Australian.

The Mini goes maxi with its beefed up Countryman this week hitting Europe's packed small car hatch market. But though Europe's top-selling Volkswagen Golf is in the five-door Mini Countryman's sights, in price and its ability to be tailored to each buyer make it appeal more to the prestige car buyer and, in doing so, ironically, compete with products from its parent BMW.Mini today said the Countryman, which goes on sale in Australia in January at pricing and final specs still unknown, puts 'clear water' between it and the existing Mini models and claims the bigger hatch will lure a different audience. That may be true. Inside the Mini Countryman uses its 130mm longer wheelbase to offer excellent legroom for the two rear passengers - a three-seat rear bench is available as an option - and its high profile for a tall ceiling height.It is clearly aimed at the Mini buyer with more than one friend and though rival five-door cars can offer more room in the boot and a cheaper price tag, nothing really spells exclusivity like this latest model. In the flesh, it's big. At 4.1m long it is almost medium size hatch class and that is enforced by its near 1.6m height.The wheels are 17-inch - though 16s are standard on the base model and 8s are available - and pump out the guards so that, combined with the 'wheel at each corner' design, make it look even more toy-like than the three-door model.But it is balanced - certainly more so than the asymetrical lines and doors of the Mini Clubman wagon - and attracted curious but not divergent opinion this week.Part of the reason for the acceptance is that the Countryman is presented as an all-wheel drive. Mini doesn't exactly term it an SUV because it doesn't see it ever being a softroader. Rather, it points to the AWD system - an on-demand system from Haldex - as providing extra traction for those icy or gravel roads that may be an impediment to reaching your favourite ski field or surf spot.Global car audiences love SUVs and even pseudo-SUVs. Mini says that the Countryman ''bridges the gap between the classic Mini concept and a state-of-the-art Sports Activity Vehicle''.''The design of the Mini Countryman exudes originality, performance, a dependable robustness and versatility. And yet the customary MINI charm and individual allure remain resoundingly intact.''There's no new badge to identify the Countryman. Rather, trainspotters will need to pick out the five-door design and if in doubt, will recognise the Countryman's hexagonal-patterned grille that stands more vertical than that of the other Mini models.The engines will follow existing Mini trends in Australia, with Cooper and Cooper S in diesel and petrol confirmed but Mini says the full John Cooper Works program is unlikely.Speaking at the Mini Countryman launch in Hamburg yesterday, Mini’s product communications director, Cypselus von Frankenberg, says the bigger model has “more rational appeal’’ compared with the hatchback’s “personal appeal’’. “There’s nothing really that it competes with,’ he says.He says that people choosing the Countryman – a name borrowed from a 1960s wagon version of the original Mini – would include “loyalists who want to remain with the brand but for lifestyle reasons want more room’’.He also seeks DINKS (double income, no kids) look at the Countryman because of its all-wheel drive option and as a way of suiting their interests in outdoor pursuits.“It is a pathway car – it will keep the buyers in the Mini brand for longer,’’ he says.  When asked if the Countryman would erode sales of the Clubman – itself a slow seller – Mr von Frankenberg says each has unique appeal.“It (Clubman) has always been ‘the other Mini’ and is popular in a niche private buyer sector but also with fleets,’’ he says.“Its appeal is enough for it to stand alone.’’  The car will get a carryover 1.6 normally aspirated and 1.6 turbocharged petrol engine that it shares with the Peugeot 207GTI.  But it will get a new turbo-diesel that is from the BMW range.The 1.6-ltre turbo-diesel is a downsized version of the 2.0d BMW engine used in its 1-Series and 3-Series models.  It is more economical that the engine it replaces, cutting emissions below 100g of CO2 per km to 99g/km CO2, and has an average fuel consumption of 3.8 litres/100km, beating the existing engine’s 3.9 l/100km.You can dismiss the Countryman as being just another Mini with the same characteristics, charms, idiosyncracies and looks. And, given there is a lot of common components – especially in front of the driver’s eyes – it’s easy to make judgements based purely on aesthetics.But this Mini doesn’t behave like the other Minis.  Thanks to all-wheel drive and different suspension and steering, the Countryman is a superb cruiser that doesn’t mind a bit of dirt under its wheels.Through fast flowing German traffic, the Countryman – tested only in AWD and with the sweet carryover 1.6-litre turbo-petrol engine – didn’t embarrass its occupants by keeping up with even the quickest fellow travellers.The six-speed manual was a bit vague which slowed down the shift speed, but when that torque started pouring through from just under 2000rpm it created a swift mid-range tourer ideal for overtaking and with reserves of punch for mid-corner manoueves.Subtle – yet important – changes have been made to the steering. By comparison with the hatch, the Countryman’s electric assist has better feel and is less likely to find a dead spot just off centre.Some of this improved feel is due to the all-wheel drive and some to the more rigid chassis that resulted in the stiffening needed to support the AWD components.The Countryman in AWD (Called ALL4) Cooper S guise weighs 1380kg – 250kg more than the equivalent hatch version – though the extra lard is masked beautifully.The Countryman has a loping attitude to the road, sprung unusually soft on its long-travel suspension. Even the run-flat tyres (there’s no spare) are compliant and there’s no ill effect on occupant comfort.The engine is raspy and a bit agricultural at idle when standing outside. Inside the cabin, it’s quiet and will cruise at 140km/h (German autobahn style) in near silence.The cabin treatment is subdued in terms of colours but typically mish-mash in terms of the layout and design of switchgear and instruments. The central speedo, for example, is too big to read clearly so the digital speed readout in the tachometer – attached to the steering column – is used.Visibility is reasonable, marred by the tiny rear window and the width of the car, but that affects only the driver. It is, for example, a nice spot for kids to view the passing scenery.The two bucket seats in the back can be swapped at no extra cost for a bench seat that, ostensibly, will accept three people. In fact, Mini expects a relatively small pick up of this option and sees buyers staying with the intimacy of a four-seat car.

BMW can be first pick for people who aspire to automotive quality and, for entrants to the marque, the starting point is often the least expensive 1-Series range. And that's a shame. Because compared with the next step up - the commendable 3-Series - the junior models are spartan, cramped for room, not particularly refined and are overpriced.But it wears the BMW badge and that's generally what owners want their neighbours to choke over.  Don't think I'm discounting BMW. It is a master of blending performance with low fuel use and minimal emissions and its engineers are among the world's cleverest.It is just that BMW charges a big premium for its products and in many cases that isn't justified against rivals who can match - and often exceed - its quality levels.Take the 118d Convertible here. It's a small ragtop sedan with a manual gearbox and diesel engine. Technically, it uses the latest fuel-saving methods such as stop-go, a gearshift indicator and regenerative braking to boost the battery.Pricing and marketIt costs $52,900. For practical purposes, it rivals the Audi A3 2.0TSFI ($54,000); Ford Focus Cabriolet ($45,490); Lexus IS250 ($76,900); Mini Cooper Cabrio ($39,800); Peugeot 308CC automatic diesel ($51,490); Renault Megane CC ($46,490); Saab 9-3 diesel ($67,996); VW Beetle ($37,700); VW Eos diesel ($46,990); and Volvo C70 ($59,990).There's a lot of stiff competition there. Shaving the list back, the diesel competition is the Eos, the Saab and the Peugeot.  Why anyone in Australia wants to pay $50,000 plus for a diesel and a manual gearbox directly answers why we still hold referendums over daylight saving.In Europe, where drivers drive and maximising fuel has become a national sport, such a model is a no brainer. In Australia, you'd be regarded as cheap.DrivingBut though it has price and simplicity and a small cabin and a clutch pedal against it, the little 118d Convertible has a certain charm.  It is utterly relaxed on freeways and has gobs of torque to minimise gearshifts.The engine is modest in power yet is more lively than the equivalent Audi 2.0TDI and feels more free revving.  But the penalty is the slightly more fuel thirst. It averaged 6.3 l/100km, compared with the Audi's 5.7 l/100km.It is not an especially quiet car. The 2-litre turbo-diesel - it's not a 1.8 despite the badge - is a lovely unit with plenty of willingness and even some life above 3500rpm when other diesels start asphyxiating.  It is torquey and though may suffocate when under about 1500rpm, pulls like a locomotive above that engine speed.This prodigious torque makes for lazy gearchanges and habitually cog skipping, especially fifth to third when approaching a tight corner, and from fourth to sixth when joining the freeway. It is a relaxed engine that is easy to live with.The handling is excellent and the steering is pin sharp. The rear-drive layout is BMW's great marketing platform.  The manufacturer claims this offers technically the best handling and driving experience and yet fails to mention that it also robs the car of an awful lot of occupant and cargo room.BMW is correct - this rear drive car handles beautifully. The sadness is that most - and I mean a big most - of its owners wouldn't know it.They've bought a blue and white badge and on the life of their grandmothers would probably not know the difference between a front-wheel drive and a rear-wheel drive car.I suspect BMW engineers, quietly, think that's a travesty.  Though the ride is firmer than the rivals - attributed to the run-flat tyres - the thin seats are actually comfortable and reasonably supportive.There's good room for the front occupants but precious little in the rear, which is best left to children.  The rear seat's lack of room isn't helped by its uncomfortable near-vertical seat back.  The boot is also compact, despite the lack of a spare wheel.A lack of personal storage space - there's only one cupholder and it's so close to the gearshift lever that its awkward to change gears - combined with thin apertures in the door and a tiny glovebox is bloody annoying. I had water bottles rolling around on the passenger footwell because there was no other handy space.And I whinge and grizzle until I drop the car's fabric top. Then the car gains character. It becomes something more than just a small, expensive European.Then it doesn't matter about the small boot and the lack of legroom in the rear. The simple plastics that in assemblage make up the dashboard become insignificant compared with the sunshine and the smell of a West Coast winter morning.You don't notice the diesel rumble and forget to change gear by hand. The visibility issue disappears and you're starting to smile.It becomes a neat little car that you really start to enjoy. The pity is that all this disappears when the roof has to come back up.Rating: 82/100RivalsPeugeot 308CC HDi ($51,490) 84/100Saab 9-3 Convertible diesel ($67,996) 78/100Volkswagen Eos TDI ($46,990) 88/100BMW 118d CONVERTIBLEPrice: $52,900Engine: 2-litre, 4-cyl, turbo-dieselPower: 105kW @ 4000rpmTorque: 300Nm @ 1750-2500rpm0-100km/h: 9.5 secondsTop speed: 208km/hFuel: DieselFuel tank: 51 litresEconomy (official): 4.9 litres/100kmEconomy (tested): 6.3 litres/100kmGreenhouse: 129g/km (Corolla: 175g/km)Transmission: 6-speed manual; rear-driveBrakes: 4-wheel discs, ESC, ABS, EBD, brake assistTurning circle: 10.8mSuspension: Front _ MacPherson struts; Rear _ multi-link, coilsWheels: 17-inch alloy, 205/50R17 run-flat tyres; no spareLength: 4360mmWidth: 1919mm (w/mirrors)Height: 1411mmWheelbase: 2660mmWeight: 1475kgTow (max): 1200kgWarranty: 3yr/unlimited km, roadside assistService: 15,000km 

When the first-generation BMW X5 arrived back in the late 1990s it was among the first of a new breed of svelte Euro expresses. It also coined the term SAV - sports activity vehicle - which meant it was fast, civilised and capable of tackling most road conditions. Even though it was a hulking four-wheel drive, the

The Mercedes-Benz SLK was born at a time the world was waking up to a new age of sports cars. That was the late-1990's when sports cars were back in favour after years in the motoring wilderness.In a matter of a year or two buyers were out shopping for sporty drop-tops. They wanted to inject some fun into their daily motoring, and look good at the same time. Overnight it was cool to be seen in an open car.Carmakers responded with a raft of new models, among them Mercedes-Benz, which released its new age SLK two-seater sports car.  While it was built along the same lines as the old classic sports cars, the SLK delivered a level of comfort and convenience traditional sports cars couldn't.New-age sports cars like the SLK were more practical than their traditional predecessors; they could be used for daily transport without sacrificing the things we'd come to take for granted in the modern car.MODEL WATCHThe SLK arrived in 1997 and with it came one of the great innovations in sports car design, the folding metal roof.  It wasn't really new, the idea had been developed many years earlier, but those early attempts weren't very successful.Mercedes-Benz showed with the SLK that the folding metal roof could not only work, it could work reliably.  In the process it transformed sports car design. In the one car you could then have the comfort, refinement and security of a coupe as well as the fun and feeling of freedom of an open car. The SLK truly was a car for all seasons.On top of that the SLK's folding metal roof was simple to raise or lower. The driver no longer had to fumble with a clumsy frame while trying to erect it in a howling gale, and then attempt to drape a canvas top over it while being drenched in a sudden downpour.The SLK's roof could be raised or lowered in a matter of a few seconds simply by pressing a button.  The only downside to it was that once folded and out of sight in the boot it cut into the space available for luggage. It was necessary to travel light when you left home in an SLK.The new SLK that arrived in 2004 expanded on the original SLK theme, further refining it and making it even better.  While the basics remained the same - it was a two-seater with a folding metal roof - the details were quite different.For starters it was longer and wider, the extra space being used to enlarge the interior and make it more comfortable.  There were also reshaped seats, a new dash with a central computer screen, new switches, and new plastics for the dash and console that were more durable for top-down motoring.On top of the new dimensions was a new, more aggressive look with a droop snoot reminiscent of the McLaren-Mercedes Grand Prix cars of the time.  The snoot was central in a new grille and flanked by new headlamps.The engine choices ranged from a supercharged four to a V6, and on to a stonking 5.5-litre V8 if you had the wherewithal to afford an AMG-  tweaked SLK 55.The AMG model aside, the regular SLK delivered 120 kW and 240 Nm when powered by the 1.8-litre blown four, 170 kW and 300 Nm with the 3.0-  litre V6, or 200 kW and 350 Nm with the 3.5-litre V6.  The standard transmission was a seven-speed auto, but there was also a six-speed manual available. IN THE SHOPGenerally robust and reliable the SLK gives little mechanical trouble.  The folding metal roof is a complex piece of gear, make sure it works and seals properly as repairs and adjustment could be expensive. Check for oil leaks around the engine and transmission.  It can be worthwhile finding an independent specialist for servicing if you want to save a little money on maintenance.ON THE ROADThe original SLK was considered to be dull by many people, but the   new 2004 model couldn't be described in such a way.  With its stiffer body and larger footprint it was a great driving car, whether you preferred cruising or wanted a more spirited drive.The V6 engine in particular was smooth and refined, with wonderfully smooth power delivery over a broad rev range.  Unfortunately the same couldn't be said for the six-speed manual gearbox, for despite Mercedes' best efforts it was still an awkward, slow shifting unit.The auto transmission was a much better choice, and most buyers would have gone that route, given that the auto was the standard fit.IN A CRASHWith a taut, responsive chassis boasting anti-skid brakes, electronic stability control, and traction control, overlaid with a comprehensive array of airbags the SLK was well equipped to handle a crunch.AT THE PUMPThe fuel consumption of sports cars tends to vary quite markedly depending on the way they are driven, but despite this the SLK is   relatively economical.  On test the SLK 350 typically returned around 13 L/100 km, and would do better than that if driven with a soft pedal.LOOK FORMore aggressive looksSuper smooth V6 engines Sportier handlingRoomier cabinMore comfortableCoupe refinement,Roadster funTHE BOTTOM LINEOut with the dull, in with the fun, the updated SLK was a joy to drive.RATING 85/100

I always have a sense of trepidation when any manufacturer reworks a 'landmark' model. That’s even more the point when the vehicle has been as successful globally as the Discovery 3. If it ain’t broke, and all that...The Discovery 3 has won just about every global award possible, so Land Rover could not afford to take shortcuts when it came to the Discovery 4. The good news is that the new model is better in just about every important facet than the outgoing D3. On-road and off-road performance, styling and refinement have all been improved.Some might say the exterior styling is more gentle or in fact softer than the outgoing model. I'd say it's more purposeful, and while the subtle changes combine to enhance the looks of the Discovery 4, I tend to think it looks more aggressive overall, tougher if you will, than the D3. Styling aside, it's the performance on road and off the beaten track that we were more concerned with at the recent global launch in Scotland.NEW ENGINESWe weren’t able to drive the new petrol V8 engine on this launch, but spend no more than ten minutes on the road (or off for that matter) with the new sequential twin turbo diesel V6 under the control of your right foot and the argument for the big petrol engine gets a whole lot tougher to sell.Numbers don’t always tell the whole story, but 180kW and a thumping 600Nm are certainly impressive on paper. The big gain on the D3 though is in real world driving situations. The 2.7-litre TDV6 punched well above its weight in just about every way that you can judge an engine. We often commented in testing that it still nailed far newer engines from other manufacturers years after it’s initial launch.However, the two minor gripes we could find (you had to dig deep though it must be said) were with slight turbo lag low down and a lack of ultimate power if you needed to overtake quickly.Thanks to their clever use of sequential turbos, Land Rover has dialled out any perceptible turbo lag as far as we could feel, and there’s more than enough grunt on tap for overtaking manoeuvres, towing and any situation where rapid acceleration is needed. The 2.7-litre single turbo engine will remain available in Australia (good news for potential owners on a budget) as the entry level offering, while we also get the heavy hitting naturally aspirated five-litre V8 that replaces the 4.4-litre bent eight in the current model.The petrol engine is every bit as impressive as the diesel by the numbers with the direct injection V8 churning out 276kW and 510Nm. We drove the Supercharged V8 (in RR Sport guise) and will report on the five-litre V8 as soon as we have the opportunity to test it. On face value though, it looks like the twin turbo diesel V6 will win out as the most versatile choice. Seamless and effortless power delivery from a standing start, or for accelerating is impressive by any measure.OFF ROADAs you’d expect, the Land Rover honchos had worked out a formidable off-road course for us to test the abilities of the Discovery 4, and Scotland was the ideal location for such a challenge. Ironically, the weather was perfect but the forest floor was wet, slippery and extremely steep in places. Exactly what we needed to test the capability of the new suspension tune, terrain response settings and diesel engine.We’d knocked over a solid 200km+ run on bitumen where the Discovery 4 had impressed with it’s composure and power delivery, but we’ll get to that later. Prior to our more extensive off-road evaluation, we had to cross a river, one that was approximately a metre deeper than the day before when the engineers had worked their way across. As the water lapped ever higher at the doors, I started to wonder whether we’d bitten off a little more than we could chew. The presence of instructors from various Land Rover Experience centres around the world made me feel a little less nervous as the D4 started to drift ever so slightly in the fast moving water. However, each of the 20 or so Discoverys worked their way across the River Tweed with no problem whatsoever, once again highlighting the versatility of this formidable off-road machine.Across the range, the new Rock Crawl setting on the terrain response dial is an excellent addition to an already brilliant system. You’d know the other terrain response settings from previous models, but Rock Crawl mode will be handy in off-road situations down under.Another genuinely versatile feature of the electronics is the Hill Descent Control. Even after three or four seriously steep descents, I could still hardly believe the ability of the HDC to hold the big Discovery steady and straight on even the most slippery and uncertain terrain. I challenge anyone to point their vehicle down a steep grade and resist the urge to touch the pedals. It’s a strange sensation.ON ROADThe enhanced suspension tune is perhaps most noticeable on road where the new steering geometry delivers 'car like' feel at low and high speed, and where the revised shocks and springs deliver enhanced stability and cornering balance. The new braking package matches that of the outgoing sport and even in the wet, the D4 pulls up straight and without fuss from license endangering (in this country) speeds. I was particularly impressed with the braking system on loose dirt and gravel as well, where a complete stop was achieved with a minimum of lock up or lack of composure.As I’ve mentioned above, the new V6 engine has more than enough punch to deliver the goods on road at any speed and once again feels impressive in terms of refinement and acoustics. Chassis wise, the D4 is more settled and planted than the D3. Fast sweepers, even those interrupted by mid corner bumps and ruts, do little to unsettle the big wagon. Having not long previously driven a D3 back home, I could immediately pick the sharper steering and handling.The cabin delivers the expected Discovery feel and driving position, although in a somewhat more cosseted environment thanks to upgraded materials and finishes. Driver and passenger get a commanding view from the cockpit. Inside, the D4 is comfortable and quiet with sensible controls positioned exactly where you want them. You won’t have any issues whatsoever knocking over long distances in the D4.RANGE AND PRICINGDiscovery 4 2.7 TDV6Price: from $68,490Engine: 2.7L V6 diesel w Variable Geometry TurboPower: 140kW @ 4,000 rpmTorque: 440Nm @ 1,900 600 rpmTransmission: 6-Speed adaptive automaticTop speed km/h: 1800-100 km/h: 12.7Economy/CO2 g/km: 270Discovery 4 3.0 TDV6 SEPrice: from $81,990Engine: 3.0 V6 diesel w Adv. Seq. Twin-turboPower: 180kW @ 4,000 rpmTorque: 600Nm @ 2,000 rpmTransmission: 6-Speed adaptive automaticTop speed km/h: 1800-100 km/h: 9.6Economy/CO2 g/km: 244Discovery 4 3.0 TDV6 HSEPrice: from $94,990Engine: 3.0 V6 diesel w Adv. Seq. Twin-turboPower: 180kW @ 4,000 rpmTorque: 600Nm @ 2,000 rpmTransmission: 6-Speed adaptive automaticTop speed km/h: 1800-100 km/h: 9.6Economy/CO2 g/km: 244Discovery 4 5.0 V8Price: from $126,460 Engine: 5.0L V8 Normally Aspirated PetrolPower: 276kW @ 6,5000 rpmTorque: 510Nm @ 3,500 rpmTransmission: 6-Speed adaptive automaticTop speed km/h: 1950-100 km/h: 7.9Economy/CO2 g/km: 328