Luxury Reviews

Cayenne is no longer a VW Touareg with a Porsche badge. Despite sharing its chassis, a diesel engine and its first hybrid petrol/electric powertrain with VW, Porsche Cars Australia managing director Michael Winkler says the two models are "totally different"."On the last Cayenne you could exchange the doors with the Touareg. Now you can't," he says. "Every panel is totally different."PRICING AND DRIVETRAINSThree new Cayenne models have arrived in Australia: Turbo V8 at $239,900 (up $2700), Cayenne S V8 at $147,900 (up $1000) and S Hybrid at $159,900. They will be followed shortly by the V6 at $103,500 (up $1000) and Diesel at $104,500 (up $800).For those extra dollars, the customer gets 20 to 23 per cent better fuel economy with increased or similar power figures, more equipment, more cabin space and an eight-speed tiptronic transmission with stop/start technology that switches the engine off at idle.Winkler says the Cayenne is such an important seller for the company they flew powertrain manager Stefan Fegg from Germany to Brisbane for the national launch this week.Fegg says they worked with VW to develop the parallel hybrid system which uses a 3.0-litre supercharged V6 petrol engine (245kW/440Nm) and an electric motor (34kW/300Nm) that produces fuel economy of 8.2L/100km. Not bad for a two-tonne truck, but still not as good as the new Diesel which is down from 9.3 to 7.4L/100km.However, Fegg points out that city drivers will be able to squeeze more economy out of the hybrid and can even choose to run in electric-only mode for up to 3km if they don't go faster than 60km/h.Fegg says the massive fuel economy savings across all models are due to weight saving, reduced friction in the engine and transmission, low-rolling resistance tyres, recuperative power from the brakes used to charge the battery, two overdriven gears on the eight-speed tiptronic with 50 per cent faster changes, and stop/start technology.In Europe, the stop-start function defaults to the switched-on position, but in Australia, the driver must select it, although it then defaults to whatever setting it was on when the engine was last switched off.While Porsche added 65kg to the vehicle for structural safety and extra features, 103kg was shaved from the body by using lightweight materials, 74kg from the chassis, 63kg from the engine and 10kg from the electrics. Overall, vehicle weight is down 250kg.However, the Hybrid unit adds 165kg, of which 80kg is the battery. That makes it top weight at 2240kg, compared with the S at 2065kg and Turbo at 2170.APPEARANCE AND FIT-OUTStyling is now more svelte and less of a big-bottomed tank largely due to the less chunky and much lighter one-piece tailgate design. There is now no separate window opening, so dust penetration should be reduced.PCA training manager Paul Watson says the bonnet has been extended forward allowing the Porsche badge to be relocated. "Every Porsche now has the crest on the bonnet. It's back in its rightful place," he says.It also now features a front air intake that has been inverted from the previous smile to a more menacing grimace. Cayenne is 48mm longer and 11mm wider with a 40mm longer wheelbase, increasing cabin legroom. The rear seats also move forward and back by 160mm as well as folding and tilting.While the space-saver spare tyre is under the cargo floor, in the Hybrid it takes up a chunk of the cargo area because the battery is under the floor. Watson says customers can choose to swap the tyre for a can of goo to patch punctures. Tyres can be re-inflated by an on-board nitrogen compressor. The Cayenne cabin is almost identical to the new Panamera with its sloping centre console, cockpit-like clustered instruments and driver-oriented feel.MECHANICALDriving dynamics feature highly in the new Cayenne with a range of acronyms such as PASM, PTV Plus, PDCC and PTM.PASM is the Porsche Active Suspension Management which adjusts the dampers for sport, normal or comfort setting as selected by the driver.PTV plus is Porsche Torque Vectoring that brakes the inside wheels and varies power delivery via an electronically controlled cross differential on the rear axle in corners. It basically helps prevent understeer which is endemic in most SUVs. It is optional on the Cayenne, S and Turbo.PDCC is Porsche Dynamic Chassis Control is a hydraulic system that operates active anti-roll bars to keep the body flat in corners. It is standard on the Turbo and available as an option on all air suspension models.PTM is Porsche's Traction Management system. In active form on the Cayenne, S and Turbo it uses an electronic clutch to distribute torque up to 100 per cent to either the front or rear wheels. In "reactive" form in the Diesel and S Hybrid, PTM splits torque up to 40 per cent to the front and 60 per cent to the rear."Two-wheel drive isn't an option for the Cayenne, it's an SUV and will always be four-wheel drive," says Fegg.There are three modes for off-road driving. Mode 1 recalibrates electrical systems such as traction control and ABS for slippery terrain and in the air suspension models it raises the ride height. Mode 2 locks the clutch for better traction and Mode 3 locks the rear diff.Brakes in all models have been uprated with larger discs up to 410mm in the Turbo and stronger calipers. All models also feature a recuperative system that uses kinetic energy from braking to charge the battery. It's called a "micro hybrid" system.There is a vast range of options available including lane-change assist and adaptive cruise control that operates down to 20km/h.Cayenne is a combination of elements built in various locations. Its chassis is made in Slovakia, the engines are made in various locations in Germany and Hungary and the final vehicles are assembled in Leipzig, Germany.Winkler says S Hybrid represents about eight per cent of their 250 orders so far, but he expects to sell about 15 per cent after customers have test-driven it. "Hybrid customers will live in the city and buy it not only for economy, but for social acceptance," he says.Diesel will continue to represent about 40-45 per cent of sales. Winkler says there is no confirmation of GTS or Turbo S models.DRIVINGA quick strop across Mt Glorious and its 40-odd kilometres of gloriously winding tarmac reveals a car that is more lively and lithe in its handling, although still short of the BMW X5 benchmark. Despite load shedding, it still feels its weight and relies on the fancy electronics to keep things together. There is a moment of impending understeer at turn-in, but a smooth and predictable flick to oversteer.Road noise is substantially reduced which turns your attention to the wind noise around the wing mirrors and bottom of the windscreen. The S Hybrid deserves its S badge for the potent driving force when both the electric motor and petrol engine are working.It emits a typical Porsche growl as it stomps bucketloads of torque through its wheels. The V8 feels less powerful at the low and mid end than the Hybrid, but comes on song when revved out.The Turbo is simply stunning with lightning delivery of great globs of power for rapid overtaking that will leave you breathless and licence-less unless you are careful. Brakes tend to be too sensitive in initial bite, especially in slow-moving traffic, but offer great confidence when looming up on a hairpin turn.OFF THE ROADPorsche rounded out its country road strop with a short demonstration of off-road abilities at the Mt Cotton Training Facility. Here it was the turn of the mechanical diff and all the associated electronic trickery to strut their stuff.While low ratio has been tossed out to save weight, Cayenne retains hill descent with the speed now controlled by the cruise control stalk down to 3km/h. Wheel articulation is limited, but the traction controls work miracles on steep and uneven surfaces to produce more forward momentum than most luxury softroaders.Wade depth is limited by the air intake, so a bow wave will snuff the engine. However, it is fine for most off-road duties Porsche owners will require.Winkler admits only 20 per cent of Cayenne owners will ever get their wheels dirty.

BANKRUPTCY could be the best thing that ever happened to Chrysler Corporation, judging by the new Grand Cherokee from Jeep.

Big cars normally frighten me. Put me in one ahead of a long and winding, rutted country road with broken shoulders and I’d rather partner Molly Meldrum on Dancing With The Stars.Thankfully, gowning up with Mr Meldrum won’t happen because this week there was a big car that could dance its alloys off on roads that only a NSW taxpayer would defend.  At 5.1m long in standard wheelbase, Jaguar’s latest XJ flagship is clearly a big car.What makes it take to gnarly roads with such unexpected aplomb is a combination of chassis dynamics and darn good suspension. But, more than anything else, it’s because despite its physical presence on the road it weighs not much more than a Commodore.Aluminium body panels, magnesium castings, rivets and epoxy glues make the XJ diet to as low as 1755kg for the 5-litre V8 – about the same as a VE Calais V6 automatic.Jaguar offered test cars with three engines and two wheelbases for a run through roads inland from Tweed Heads – a 3-litre bi-turbo V6 diesel, 5-litre petrol V8 and the supercharged version of the V8.First impressions are its quietness. Even the turbo-diesel was ridiculously quiet for an oiler. Double glazing makes a considerable difference to keeping the noise of road, wind and envious fans away from the inside while keeping the extraordinary breadth and depth of music soothing from the 20 speakers of the optional Bowers and Wilkins 1200-Watt audio.All XJ’s have steering column paddles to pluck the ZF’s choice of six cogs. Many drivers may not wish to interrupt thoughts of corporate takeovers with the tedium of flicking alloy levers but I loved it.That’s because the XJ doesn’t quite feel like a limousine should. There were many times that I’d forget that behind my head, I was towing three seats and a commodious boot. It felt like a coupe, or at least a smaller sedan, as the car dived into a corner. Where there could be that lurch as the mass finally figured out there was a major directional change in progress, the XJ showed no indecision.Where a big car may lean nervously through a tight bend, the Jaguar remained flat. And where some steering systems were uncomfortably vague and without transmitting direction, the XJ knew where it was going and was continually letting the driver know.So good is the steering – in relative terms – that it exceeds the confidence, precision and firmness of the XF Jaguar. The fact that it is similar to the more dynamic XFR version is because the steering rack is the same.I enjoyed the mid-range kick in the pants of the diesel and its ability to keep shovelling on the torque as the car wound its way through the hills. The V8 petrol was wonderful for its speed and engine note – deliberately a product of an engine-mounted diaphram aimed at the cabin – and the supercharged version for its total disregard of the XJ buyers’ luxury ideals. Opt for the even more explosive Supersport engine – available later this year and not tested this week – and you’re well into Panamera/Quattroporte/Rapide territory.Clever in engineering detail, this big cat also comes with something that its nearest rival – BMW’s 7-Series – doesn’t have: Looks.  This is a very pretty car. OK, one could point to some conflict with the rear flanks where the screen wants to wrap but is stopped by the big chrome C of the back door’s  window frame. The rear window’s high brake light could look a tad stuck on. Admit it. You’re being to fussy.On the road, everybody stares. Park it at the side of the road for a driver stop and girls in bikinis would fill less eye sockets.  It’s not just because it’s new. It’s size dominates the road and its fluid shape and arresting colours – tested in black, silver and a beige that sounds yuk but looked great – caught eyes that missed the car first time.Occupants are equally in awe. The cabin is fresh yet there are quaint touches of the past that are topped by the cabin-edged sweep of timber that Jaguar calls reminiscent of a Riva boat.The instrument panel is virtual – all electronic Playstation readouts but displayed as a conventional three-dial unit – that is glare-free and can be tailored to relay specific data. All Jags get a big touchscreen for most audio, ventilation, sat-nav and comfort adjustments and it doesn’t take to long down the road to see how these are quicker, safer and easier to use than central controllers such as BMW’s iDrive.There are, as you’d expect in a car of this class and price, a lot of switchgear and readout options but there is a sense of logic to the XJ’s layout that doesn’t confuse the driver.It is surprisingly easy to drive. It has everything a mortal should want in a car and above all, it has shown that a small car maker like Jaguar can adapt to a buyers profile very different to the one 42 years ago when the first XJ was unveild.Once there were limousines that chauffeured their owners.  It’s now a different world. Chauffeur-driven rides are for children and guests as a more driven species of executive opts for - and will pay for – the privilege of getting behind the wheel.In Jaguar’s case, luring the owner combines a teasing of luxury, opulence, silence, a sophisticated array of electronic wizardry, stunning performance, loungeroom comfort and space. It’s a big ask. But the XJ delivers.

HOW do luxury brands survive a downturn as severe as the GFC? For some, the global appetite for their models was cut in half and that's the sort of diet that could imperil any manufacturing operation, let alone one with biblically long lead times, the overheads of a small nation and customers it knows by name.So far, though, the casualties have all been bread-and-butter brands. They include Pontiac, which was GM's blue singlet badge, and Saturn, which was its attempt to repel the Japanese small car invasion.All told, the clean-out at GM cut its portfolio from eight badges to four, but the sweepers have been much less vigorous in Europe. The closest thing to a fatality has been GM cast-off Saab, whose heart stopped beating long enough for it to sustain permanent damage. It remains to be seen if tiny, independent Dutch sportscar maker Spyker can supply enough voltage to keep Saab on life support.Most luxury brands enjoy more shelter than that, under the aegis of global car groups with the resources to ride out a storm. Volkswagen has a handful of trumps with Bugatti, Bentley, Lamborghini, Porsche and Audi. It's unlikely to let any of these perish just because of a recession or two.The Fiat group, meanwhile, has the same number of brands as pre-bankruptcy GM, including three among the premium ranks. For Fiat, relinquishing either Ferrari or Maserati would be like losing an arm, and it's going into overdrive to keep a pulse going at Alfa Romeo.But there's more to it than that. The further up the luxury scale you go, the more the GFC was a case of “let me eat cake''. At the super-rich end of the market, Rolls-Royce and Ferrari sales suffered comparatively slightly -- down 17 per cent and 6 per cent respectively.Even allowing for the long waiting lists at this level, which provide a cushion against economic swings, the difference between Ferrari and brands just one rung below on the price ladder is marked. Aston Martin, Bentley and Maserati all slipped 40 per cent or more last year -- 49 per cent in the case of Maserati.Within the Fiat group, Maserati comes a distinct second to Ferrari in the brand hierarchy although it benefits from the association by, for example, running Prancing Horse engines in its cars. No small part of the appeal of Maseratis is that they dance to an eight-cylinder Ferrari tune.But there's a price to be paid. Since becoming part of Fiat, Maserati has also had to learn not to tread on Ferrari's feet. It must make models that complement what Ferrari is doing, rather than compete. To achieve this, the Trident badge has had to abandon some of its historic sporting aspirations and target buyers who want their luxury wheels to have as much elegance and practicality as pace. If Ferrari is a bullet-train, Maserati has to be the Orient Express.With the launch of the Maserati GranCabrio last week, this two-brand jigsaw puzzle is finished -- for the time being, at least. This convertible completes a three-model line-up for Maserati that includes the Quattroporte sedan and GranTurismo coupe, and nearly a decade of brand realignment. Its next model will be a mid-size sedan due in three years, and Ferrari definitely won't be making one of those.Maserati believes the GranCabrio will attract new customers and it will need to, because it has never made anything like this before. It built smaller and racier two-seat convertibles in the past -- the last was the Gransport Spyder, discontinued four years ago -- but not any more. That's Ferrari territory.Like its siblings, the GranCabrio is a large car -- longer than any rival, apparently -- with the clear goal of providing four open-air seats that can all accommodate adults. Here it succeeds, although it's as well to remember that when a carmaker describes a convertible as a full four-seater, it's using a different system of measurement from the one it applies to sedans.If there's a practical downside to the GranCabrio it's the boot, which is tiny. Maserati says it can swallow a set of golf clubs but, just in case, offers a bespoke set of luggage that fits perfectly . . . on the rear seats.A key part of the appeal of any convertible is the way it presents with the roof down, and the GranCabrio cabin is suitably plush, if a little traditional. Maserati says the leather and trims on offer mean there are nine million possible combinations for the finished result, although I suspect that 8.9 million of these would be indictable crimes against good taste.One small drawback for Australian buyers are zipped panels in the rear seats necessitated by the child seat fittings mandated in this market. The front seats power-slide forward to allow access to the rear, although the glacial rate at which they move would test anybody's patience. The roof folds more quickly.The GranCabrio, like most convertibles, needed engineering changes from the GranTurismo coupe to prevent it driving like a shoebox without a lid. Extra-thick widescreen pillars are one result while, with the roof up, the high rear window offers an excellent view of traffic about half a kilometre behind.Drivers will find the same scattergun logic to button placement as other Maseratis while the control screen, with its foggy logic and even foggier graphics, was clearly inspired by late-70s Nintendos.In terms of its overall shape, the GranCabrio is almost identical to the lovely Coke-bottle-on-steriods design of the GranTurismo coupe and it avoids some of the pitfalls of convertibles, such as an overly tall tail. It's a glamorous beast that draws plenty of stares.The roof is almost as thick as a fold-out mattress and offers good insulation against noise by convertible standards, with engine sound dominating. That's as it should be in a car like this -- and it gets even better with the roof down, when the 4.7-litre Ferrari V8 can show off its full vocal range. It whumps on downchanges and crackles on overrun while pushing it through to the 7200rpm redline is a sonic -- as well as dynamic -- thrill.The six-speed automatic is the right sort of transmission for this sort of car, but it could do with a little more finesse in its programming. It doesn't always make the right moves and reverts too quickly to D when the paddles are being used by the driver. Maserati will replace this unit with an eight-speeder in its next Quattroporte, which means if you can wait long enough it will be offered in this car, too.On the twisting roads of northern NSW last week, I used those paddles a lot. Sometimes just for the fun of it. There's a world of difference between this two-tonne look-at-me-mobile and a Ferrari, but some solid work on the chassis means it's possible to get plenty of enjoyment from the engine.It's certainly no slouch, stopping the clock at 5.3 seconds to 100km/h, and the car feels balanced with unwanted body movements kept well in check. So much so that through corners, some of the mass evaporates and it only betrays its true heft under brakes.The controls lack the precision of a dedicated sportscar but they get better as speed rises, when the lazy feel to the steering disappears. Keeping this much open-top metal on a tight rein requires fairly stiff suspension, which means chassis nuances are a bit remote, but not absent. Worse, the ride can feel too detailed and brittle on rough country roads, with shudders travelling right through the cabin to the rear-view mirror.That's a flaw that will be familiar to most convertible owners and Maserati's claims that the GranCabrio is as rigid as the best sound plausible, at least. The convertible owners who currently drive a BMW 6 Series, Mercedes-Benz SL or Porsche 911 are precisely the ones Maserati believes it can lure to the brand.It's hard to argue with the endless delights of a Ferrari engine at Maserati prices while it's impossible to argue with the brand's assertions of exclusivity. Last year, with 4489 buyers, it was about 2000 units more exclusive than Ferrari itself -- and 49 per cent more exclusive than it was the year before. Fiat is unlikely to let a brand with those sort of credentials expire.MASERATI GRANCABRIO - $338,000 plus on-road costsVehicle Four-seat convertibleEngine: 4.7-litre V8Outputs: 323kW at 7000rpm and 490Nm at 4750rpmTransmission: Six-speed automatic, rear-wheel drive

Another piece of the Audi's performance puzzle has slotted into its ever-growing ranks. The German carmaker's S5 Sportback has arrived to join the S4 and S5 Cabriolet. The sports-tuned road rocket shares the same supercharged 3.0-litre V6 as the S4 and S5 cabrio and is mated to Audi's quattro all-wheel drive system.PRICING AND MARKETAt $129,300, it has the Mercedes-Benz CLS and BMW 5-Series GT firmly in its sights. Not surprisingly, Audi Australia managing director, Uwe Hagen, reckons the newest S5 is a great addition to the range."It is not only practical enough for daily use, it is also sporty and fun to drive," he says. Customers are always looking for a benchmark experience, he says. "And we intend to fulfil this with emotional, technologically-advanced products," he says.The S5 is the latest in a long line of new models - 42 in all - destined to hit the roads by 2015. With a projected 10 sales a month, Audi believes S5 Sportback sales will make up a third of S5 sales locally and around 10 per cent of all Sportbacks. It joins the S3, S4 and S5 cabrio as an exclusive niche performance car.FIT-OUT AND EQUIPMENTLike the rest of the Sportback range, the S5 gets a coupe-like silhouette and four frameless doors. Inside, there are electric S-design sport seats covered in Silk Nappa leather, the choice of black or silver roof lining and brushed aluminium inlays.The pointers in the instrument cluster are illuminated white and the ‘S5’ logo flashes up on the dashboard when the car is started.Xenon-plus headlights and LED daytime driving lights are standard, along with the usual S markings like the alloy exterior mirrors, sports steering wheel with paddle shifters, tyre-pressure warning system, 18-inch alloys, quad exhausts and discrete S5 badging. The front mudguards are also light-weight aluminium.Buyers get a a comprehensive safety kit, high-grade navigation system with voice control, keyless entry and start, parking sensors and a premium stereo along with Bluetooth and the multi-media plug ins.DRIVETRAINThe potent 3.0 TFSI engine packs 245kW/440Nm and is mated to a seven-speed DSG gearbox. It will hit 100km/h in 5.4 seconds and has a top speed of 250km/h. The V6 consumes 9.4 litres/100km and emits 219g/km of CO2.DRIVINGThe A5 Sportback has finally found its mojo. The car had the looks but now its performance matches those looks, courtesy of the sweet-revving supercharged V6. Although we miss the brutal sound of the 4.2-litre V8 of previous S models, the V6 is muscular enough to keep things interesting.In place of the burbling V8 is a linear, slightly mechanical whine of the V6. It is efficient and reasonably frugal but without the manic urgency of the V8. If you do select the S5 quattro we'd also tick the options box for either the $2800 active dampers or the top-end Drive Select system, which costs $6900.In the S5 Sportback it adds an active suspension, dynamic steering and sports differential, which may not sound much but it's how it works that impresses. Working in conjunction with the all-wheel drive, which splits drive 40/60 front to rear, Drive Select makes the S5 more precise and a more enthusiastic point-to-point drive.In slippery conditions or hard driving, the all-wheel drive system can push as much as 85 per cent of the drive to the rear wheels. Throw in the sports differential, which works on the rear axle to shift torque across the axle, it helps reduce understeer and oversteer. Think of it as a sophisticated limited slip differential.We drove an S5 Sportback without the system and would suggest that if you're planning to spend $129,300 on the car, an extra few thousand will deliver a far better driver's car. The supercharged V6 has plenty of punch low down and the seven-speed gearbox is lightning quick but Drive Select transforms the car.The S5 also deserves more communicative and slightly meatier steering, but that's a problem with most Audis. However, the S5 treatment of the Sportback is a perfect fit.AUDI S5 SPORTBACKEngine: 3.0-litre supercharged V6Price: $129,300Power: 245kW at 7000 revsTorque: 440 from 2900 to 5300 revsEconomy: 9.4 litres/100km0-100km/h: 5.4 seconds

No, it doesn't mean a luxury version for the models they are based on are more than luxurious already. The L means long, or more correctly long-wheelbase.

WHAT IS IT?This is BMW's hot-rod X5 Sports Utility Vehicle though you couldn't and wouldn't take it off road under any circumstances. It has low profile 20-inch tyres and uses the same underpinnings as the BMW X6M.HOW MUCH?A lot but at $172,900, it's pretty good for the range-topping X5 with everything and super high performance.WHAT ARE THE COMPETITORS?Mercedes Benz ML63AMG _ a strong competitor for the X5 and to a lesser extent and a lot less money, the Jeep Grand Cherokee SRT8.WHAT'S UNDER THE BONNET?A 4.4-litre, twin-turbo, petrol V8 with variable valve timing on the inlet and exhaust sides. Each turbo is a twin scroll unit so, effectively, there are four turbos pressurising air into the high-tech engine. It's good for 408kW/680Nm output. Drives all four wheels through an x-Drive system and a six-speed auto calibrated for sporty performance.HOW DOES IT GO?Like a maglev train _ capable of putting away a 0-100kmh sprint in 4.7 seconds and speed limited to 250kmh. Sounds like no other V8 we've driven. Tames HSVs in a single bound.IS IT ECONOMICAL?Not really, drinks premium at a rate of 14.3-litres/100k if you can stay off the loud pedal. Is it "Green." Yes, sort of, despite kicking out plenty of CO2, the X5M passes EU5 emissions regulations. Australia is currently at the equivalent of EU3.DOES IT HAVE MANY SAFETY FEATURES?Yes, jammed with safety kit including six air bags, sports calibrated stability control, huge brakes, safety cell chassis.IS IT COMFORTABLE?Leather, dual climate control, 600 watt audio, voice control, TV, large info screen are you kidding? But the firm two mode (Sport and Normal) suspension can get jiggly on uneven surfaces. Run flat tyres have little give. A switch to Normal suspension fixes that. Has air rear suspension.WHAT'S IT LIKE TO DRIVE? Fabulous, despite weighing 2300kg, steers like a sports sedan, has impressive response at any speed, great brakes, flat cornering even when pushing hard. Love the paddle shift though its fixed to the wheel. Those M people know how to to do performanceIS IT LUXURIOUS?Top drawer. Nothing of any note left off the features list. Is it value for money? Erm, depends on your perspective. We would find it difficult handing over so much to the government in luxury car tax _ but that applies to many cars. Would we buy one? Maybe, if we won the lottery. The thing is the turbo diesel X5 35d is such a good thing _ whack on a set of big wheels and option it up and you'd be happy as a pig....

Maserati's GranCabrio is the first roof-down four-seater from the Italian maker. And, as to be expected, a fine piece of automotive art.It has a long, head-turning profile, best appreciated with the cloth top down. It is packed with leather and luxury, down to a stereo system that self-adjusts tones depending on roof position. It has 323kW of sporting V8 up front, mated to a clever six-speed transmission. All in all, it’s a most impressive, albeit expensive, package of poise and performance.Maserati has a fair heritage of open top sports cars, back to the beautiful Frua Spyder of 1950. But this is their first four-seater convertible. And the GranCabrio more than lives up to the heritage. It is a practical, elegant convertible with comfort and performance. It is capable of being caught in peak hour traffic without a grumble, capable of offering a spirited run through the mountains and happy to loaf down long motorway stretches in quiet comfort.Perhaps the boot is a bit small (but will take a set of golf clubs) and perhaps the back seat is no place for the tall with the roof up (though these seats reportedly accommodate 62.5 per cent of people).Here the GranCabrio, at $338,000, joins the GranTurismo and the Quattroporte to give Maserati a trio of prestige machines covering some high-flying territory. (The four-door Quattroporte is the best-selling Maserati of all times and the marque's brand awareness has risen 10 per cent in the past decade plus there's a new 'medium' sedan is somewhere around the corner to keep the flag flying.)The time was right for a little more Italian fashion, a little more look-at-me in the style of an open-top tourer. And 27 Australians and Kiwis have already signed up for this year's allocation of 45 of these machines.The payback is spirited performance, chassis balance and ride comfort (though there is sometimes a little chattering feedback from the front wheels). Plus the exclusive charm of a four-seat Italian convertible; said to be longest, roomiest in this class of exotic convertible.The 65kg roof can drop, when the weather's clear, in 28 seconds at up to 30 km/h.  Without the roof, top speed drops from 293km/h to 274km/h and the weight distribution changes from 49 per cent front and 51 per cent rear to 48 per cent front, 52 per cent rear.Top up or down the Maserati is a well-balanced car. There is nice weight to the steering and, for a fairly big car weighing in at 1980kg, the GranCabrio is easy to place on a tight mountain road. Handy here is the rear grip and the eagerness of the 4.7 litre V8 to work up to its 323kW and 490Nm of torque at 4750rpm through the six-speed auto transmission.There are steering-wheel column mounted paddles for shifting through sports ratios, handy for down changing, whether out for a harder run or just impressing city pedestrians. The Italian's aurals are as sweet as anything out there and a Sport buton rempas gearbox, engine and suspension details for even harder growl and go.The cabin is, naturally, packed with convenience, comfort, luxury and safety... right down to integrated pop-up roll bars (with sharp pin to break the rear glass) in the event of a major accident.There is all the best in navigation systems, information and entertainment systems. There are choices galore in leather trim colours and highlights, there is an airconditioning system which quietly adjusts a pre-set temperatures to a closed or open cabin.For maximum effect the Maserati's top will be down, listening to that V8... and watching the watchers.Check out Keith Didham's review of the Maserati GranCabrio.

WHAT IS IT?This is the high performance version of Chrysler's near iconic 300C sedan. It has a larger capacity 6.1-litre petrol V8 engine, huge 20-inch wheels and plenty of goodies inside like leather clad sports seats, a 0-100kmh timer and  this time around, a limited slip differential.HOW MUCH?Priced at &74,990, the SRT8 leave little to be desired. Chrysler is pretty well on top of the latest gadgets and luxury developments and it shows inside the SRT8.WHAT ARE THE COMPETITORS?HSV's Clubsport R8 and FPV's GT are close on price and have similar engines and power output. But the SRT8 isn't as hard core as these two, it's more of a quick cruiser rather than a road going sports sedan.WHAT'S UNDER THE BONNET?Power comes from a 6.1-litre, Hemi V8 with overhead valves. It aint the latest artillery but is good for 317kW/569Nm output that propels the SRT8 in the way you'd expect - fast. It drives the rear wheels via a sequential five speed auto.HOW DOES IT GO?Like a train _ we used the built-in 0-100kmh timer and clocked a 5.35 second split. A hotshot would do better. Has a pleasing rumble from the wide spaced dual outlet exhaust and plenty of kick in the mid and high rev ranges.IS IT ECONOMICAL?It's OK, drive with an egg foot and it will do 12.0-litres/100km, boot it up and the sky's the limit. Chrysler claims a combined average of 14.0-litres/100km.IS IT 'GREEN'?Not really.IS IT SAFE?Has all the necessary kit - multiple air bags, stability control so goes close to a five star crash rating. Inherently safe with big Brembo brakes, large tyre contact patch sports calibrated stability control. Weighs in at just over 1900kg. Look out little cars.IS IT COMFORTABLE?Superbly. Despite being the "sport" version, has comfy and controlled ride, minimal noise intrusion, large soft seats and plenty of interior room _ a "first class" travelling experience. Also scores a monumental Kicker 13 speaker audio system, the latest in 3D satnav, a 20gigabyte myGig infotainment system, leather, electric assistance everywhere, remote proximity entry, keyless go - you name it.WHAT'S IT LIKE TO DRIVE?Impressive. Not as sharp in the twisties as an HSV or FPV but still wieldy and fun to steer though the steering itself is a little too light and vague. rockets out of tight corners like a sports sedan should aided by that new differential. The Brembos as welcome given the power and weight of the SRT8. And all this in a pampered driving environment.IS IT VALUE FOR MONEY?You'll pay a bit more for the SRT8 but it's a bit different and more "bling" than the direct competitors. Value? Pretty good really considering the size of the thing and what you get. Beats a small European premium model for similar money every day.WOULD WE BUY ONE?Yep, the missus hates it but then what does she know. Hope she isn't reading this.

There was a time when the 5 Series from BMW was the best car in the world. It ruled in the late 1980s because it was the right size and price for the time, as well as a great drive. It was not the biggest, or the fastest, or the flashiest, but it was, as Goldilocks would say, just right.The mid-sizer from Munich was eventually out-gunned by the S-Class battleship from Mercedes-Benz and the three-pointed star has held my top spot for considerably more than a decade. But the car world has also fragmented and exploded since the famous Five, with cars as diversely impressive as the Rolls-Royce Phantom, Benz SLS Gullwing, Porsche GT2 and, yes, really, Volkswagen Golf GTi. Each of those currently makes my personal pick for top-car shootout.And now there is a new Five and I cannot help recalling the earlier glory days of the mid-sized hero, thanks to an impressive twin-turbo engine, a lively chassis and excellent quality.PRICING AND EQUIPMENTAnd the price is, for the class, extremely reasonable from less than $100,000. This Carsguide test Five is much closer to $130,000 but the inflated bottom line reflects the many new systems BMW Australia wants to highlight, from lane-departure warning and the latest active steering and dynamic drive systems to a 360-degree camera view system for easy parking in any tight spot.There is also the luxury of a sunroof, special leather and more. It's also the 535i package, with a 225 kiloWatt power pack, currently best-of-breed until the arrival of the new M5.APPEARANCEI like the look of the new Five, which is smoothly understated and a welcome change from the brutalism of everything from endless SUVs to the latest Subaru Liberty and Mercedes E-Class. It's also Audi-style refined inside, with a nice emphasis on the driver, and the cabin is a sensible size for everyday families with a useful boot in the tail.The 535 reflects a return to the engineering-first principles which have always driven BMW, with the exception of the time when design boss Chris Bangle turned his take on car style into the most talked-out area of any new BMW.So the new Five has a rock-solid chassis with fully-independent suspension and big brakes, the six-pack engines get a turbo boost, there is an eight-speed auto coupled to old-school rear-wheel drive, and all sorts of computer driven tweaks to the economy, safety, comfort and more.The life of the Five is made easier by a new E-Class Benz that, despite its many strengths and great new engines, is too brutal in its design and not as involving to drive. But I'm getting ahead of myself.DRIVING Paul GoverThere is something very feline about the new Five. It is sleek and elegant, feels good, is well groomed, and it can run. It also has a slightly raspy tongue, but we'll get to that.The design strikes me first because it is a return to the stylish-but-distinctive BMWs of the past, in the body shape and the cabin work. It's not adventurous or confronting, just smooth and timeless.It's the same when I drive for the first time. The car does the job, does it well, and gives you a nice feeling as it goes about its business. The twin-turbo six can really crack if you ask the question, especially for overtaking, and I like the new gearbox. Eight speeds might be a bit of a gimmick, and a hit back at Lexus which got there first, but it means you are never lost for a gear  for a fun and the performance is seamless.The brakes? Great. Suspension? Supple and smooth. Equipment? More than I need and a little more than I can cope with, but, like an iPad, the 535i is a device you can explore over time and get to like. Not that I will ever like iDrive. It's better than ever but still not as good as rival systems, especially from Jaguar.And that, together with some bump-thump on sharp surfaces with BMW's runflat tyres, is the thing that grates in the 535i. As I said, there is a bit of bite to the tongue, but nothing major.The more I spend time with the 535 the more I like it. Passengers like it, too.I find the 360-degree camera system is a gimmick, although I like a good rear-view system for parking, but the lane-departure warning is good and the security of all those airbags and anti-lock brakes is also welcome.Well then, is the new feline Five the best car in the world? It's a definite maybe for me.SHE SAYS Alison WardThere is nothing about this car I do not like. It is Beemerlicious. Yes it is expensive, but many of the nice things in life cost a bit more. And it's pretty good value if you think about the Benzes and Audis it's up against. All the things that spell BMW for me are in this car, especially smoothness and quality. And it's stylish, not designed like a row of council flats.As a drive, it's smooth and enjoyable. Like my old 3 Series, but 20 times better. As a family car it's definitely got enough room for everyone and the boot is excellent. Nice space and easy to load.Would I like one? No... I'd love one. It's a car I'd happily park in the garage. I cannot think of anything negative, and that's a nice change after the last BMW I drove (the X1).SCORE: 84/100THE BOTTOM LINE: A legend returns.BMW 535i SEDANPRICE from $128,900ENGINE 3.0-litre twin-turbocharged six cylinderPOWER 225kW at 5800 revsTORQUE 400Nm from 1200 revs to 5000 revsTRANSMISSION Eight-speed automatic, rear drive.BODY Four-door sedanSEATS FiveDIMENSIONS Length 4899mm, width 1860mm, height 1464mm, wheelbase 2968mm, tracks front/rear 1600mm/1627mmSTEERING Power-assisted rack and pinion power steeringSUSPENSION Aluminium double wishbone front aluminium integral-V rearFUEL TANK 70 litresFUEL TYPE Premium unleadedFUEL CONSUMPTION 8.4/100km combinedWEIGHT 1700kgSPARE TYRE Runflat tyresBRAKES Anti-skid all-round discsWHEELS 18-inch alloysTYRES 245/45 R18SAFETY GEAR Dual front, front side and curtain airbags, electronic stability control, traction control, anti-skid brakes, brake assist, front/rear foglights, runflat tyres, corner braking control and brake assist, dynamic brake lights, high-beam assist, active headrests, active bonnetCO2 EMISSIONS 195g/km.RIVALSMercedes-Benz E350: 82/100 (from $128,900)Audi A6 3.0 TFSI Quattro: 79/100 (from $107,400)Jaguar XF 3.0 V6 Luxury: 80/100 (from $105,990)Lexus GS300 Luxury: 75/100 (from $106,900)