Luxury Reviews

YOU may not be familiar with the name Fritz Tscherneg. In fact, unless you live in Graz, Austria, he is to the world an anonymous collection of 14 letters.  But Mr Tscherneg's name is under the bonnet of an Aston Martin Rapide in Perth, carrying on Aston's tradition of identifying the engine builder. So you can ring him up and go off your nut if anything goes wrong, presumably.But the Rapide breaks Aston's tradition in one important way: it's not made in England like its ancestors but in Graz, hence the sudden prominence of Mr Tscherneg.A handful of trainspotters picked up on his name in the tiny Benedictine town of New Norcia, 120km from Perth and 13,246km from Graz, as Australia's first Rapide opened itself up in WA's countryside.Body and appearanceThis is Aston's first four-door for almost four decades – and it is everything you expect from Aston but with a slightly different spin.  For those who go weak at the knees at the sight of an Aston Martin, they will be similarly enamoured by the Rapide. The most striking and unexpected - feature is the integration of four doors within the familiar and beautiful C-pillar, flanks and boot line.  It is a remarkable job and at first glance, could be mistaken for a two-door Vantage or DB9 coupe. The style leads to comparisons with the Porsche Panamera that, side by side, looks bustle-tailed, awkward and heavy from the same rear three-quarter angle.The Aston is all about aesthetics. The Porsche is about purpose.  Porsche applies a clinical technique to its products. There is almost an arrogance in its relationship wit the buyer, captured in the 1970s by serving up its 911s is a rather uncomplimentary colour palette from baby-poo brown to Kermit green and traffic light orange. Later, it unveiled the Cayenne SUV.Aston Martin doesn't share its rival’s philosophy. It is, by comparison, a very small company that is privately held. It is acutely aware that the risks of travelling the less-worn path in car design could wipe it out.So, like Jennifer Hawkins, its look is its fortune. For that reason, the nose cone and the forward section of the turret are DB9. The signature C-pillar and shoulders that brood over the massive 295mm wide Bridgestone Potenza rear tyres are also lured from the pen of the DB9 designer.  The boot lid is long, creating a hatch as in the Panamera, though its yawn isn't as obviously large when snub tailgate is closed.It would be easy to say the Rapide is a DB9 that has been stretched. It isn't. It sits on a new platform incidentally about 250mm longer than the DB9 - that shares its extruded aluminium design and some suspension components.Interior and fit-outBut sit in the driver's seat and what is ahead of you is all Aston DB9.  The push-button selection for six-speed auto gearbox is above the cente of the dashboard. Minor switchgear is similarly familiar, as is the gauges and console.Turn around and there's a repeat of the front cabin. The seats are the same deeply scalloped buckets, though the backrest is split halfway to fold to boost the modest luggage capacity.The centre console extends, rising between the front seats to create individual vents for the rear passengers. Those in the back get separate airconditioning controls and volume for the Bang and Olufsen Beosound 1000-Watt audio, cupholders, a deep centre storage bin and DVD monitors with wireless headsets - set within the head restraints of the front seats.More importantly, they get room. The shape of the Rapide doesn't accurately reflect the available headroom good enough for a 1.8m passenger and though the legroom is at the whim of the front seat occupants, only tall people may feel constrained.  Rear seat comfort, however, is unlikely to be top criteria for owners.Driving This is a car to drive. The doorstop-heavy glass key slides into the gap in the centre console, just below the gear selector buttons. Press hard and there's a pause, like a conductor's hesitation before his baton is struck down and the orchestra erupts in full noise.There's 12 angry pistons sliding in 12 honed cylinders and their concert puts out 350kW and 600Nm of torque and lots of booming, staccato bass background.  You select either the D for drive button or pull on the steering wheel's right-hand paddle shifter.And despite the near two-tonne mass, the Rapide jets to 100km/h in a respectable five seconds in a blur of exhaust roar.  That's not as quick as the DB9's 4.8 seconds and the specs show that while they share power and torque, the Rapide's extra 190kg trims back its acceleration just a touch.p>Not that you'd really notice or care.  It's a beautiful power delivery, full of noise and torque. The speedo and tacho needles swing in opposite directions, so it's not an easy set of gauges to glance at and get a feel of what's happening beneath the bonnet. It's that mix of engine and exhaust noise that'll guide the driver.But it's not just the engine. The gearbox is a simple six-speed automatic unit no clutchless manual here that gets the power down smoothly and relatively quickly.The steering is well weighted, so it transmits the feel and contours and all the irregularities of the road to the driver's fingers, so the driving experience becomes tactile.And the brakes are colossal, firm to press but responding with confidence.  It doesn't take long to dismiss this as a four-door, four-seater express car. It feels like a two-seater coupe.The balance is lovely and the ride is surprisingly compliant and except for tyre roar on coarse-chip road sections very quiet. Communication with the rear passengers is absolutely no effort, even at the legal road speed.Where it shines on the open road there are some dull points in the city. It is a long car and it's low, so parking requires patience and familiarity. The turning circle is large, so it's not a nimble car.Live with it. For a car that bore snickers and sneers when showcased as a concept, the Rapide shows that simple, traditional cars can find a place and that bespoke manufacturers can win the throw of the dice.ASTON MARTIN RAPIDEPrice: $366,280Built: AustriaEngine: 6-litre V12Power: 350kW @ 6000rpmTorque: 600Nm @ 5000rpm0-100km/h: 5.0 secondsTop speed: 296km/hFuel economy (tested): 15.8 l/100kmFuel tank: 90.5 litresTransmission: 6-speed sequential automatic; rear driveSuspension: double wishbone, coilsBrakes: front - 390mm vented discs, 6-piston calipers; rear 360mm vented discs, 4-piston calipersWheels: 20-inch alloyTyres: front - 245/40ZR20; rear 295/35ZR20Length: 5019mmWidth (inc mirrors): 2140mmHeight: 1360mmWheelbase: 2989mmWeight: 1950kgScore: 90/100RivalsMaserati Quattroporte GTS ($328,900) 87/100Porsche Panamera S ($270,200) 91/100Mercedes-Benz CLS 63 AMG ($275,000) 89/100

BMW's 1-Series Coupe is a sporty little thing, compact, with good handling and (especially with the three-litre turbocharged petrol six-cylinder engine) is very quick. And all in a luxury package befitting the German marque. But what's the result when a four-cylinder diesel engine is put in?Some f-words emerge, but good ones: It's fun, certainly frugal, funky and fast enough for most.Diesel engines in sporty cars, including convertibles, have been embraced in Europe for several years now. From here on, it's Australia's turn to show enough maturity to accept them as a way of having motoring driving pleasure with low fuel use and therefore low exhaust emissions.Engine and gearboxWe tested the BMW 123d Coupe with a two-litre, twin-turbocharged, four-cylinder diesel engine. BMW's engineers have wrung enough out of the turbos and injection/breathing systems to provide an impressive 150kW power, a figure that can stand proud against similar-sized, turbocharged petrol engines. The winner is the diesel's torque, a strong 400Nm of it and from just 2000rpm.Put this with a six-speed, sporty shifting manual gearbox and BMW claims a 0- 100km/h sprint in 7 seconds. Out on the highway, the overtaking performance is strong 80-120km/h taking just 5.5 seconds using fourth and fifth gear. The maker also says this little diesel coupe will run out to 238km/h. At 110km/h in sixth gear, the manual gearbox car is ticking over at 2100rpm.A six-speed automatic is a $2280 option, being a sequential with paddleshift changes.Economy and stop-start systemThere's no doubting then the diesel engine's performance, yet fuel economy is right on the money, too. Officially it's rated at 5.2 litres/100km. On our driving, admittedly mostly gently on the throttle, we returned an average of 5.4 litres/100km, including city driving.BMW fits its ‘stop-start’ system to this car: When the car is stopped and in neutral, the engine automatically switches off. When the driver wants to proceed, just pressing the clutch pedal automatically re-starts the engine, and you're away. It's a fuel saver and helps the planet (ever noticed all the fumes from exhausts on cars stopped long at traffic lights?).Fit-out and equipmentThe 1 Series Coupe comes with sport bucket leather seats, all manual adjustment except for a push-button adjustment of the wings to tighten around the drive's body to help hold him/her in place during cornering. Steering is tilt and reach adjustable. Rear view is not great for a small car but parking sensors, with a graphic display, help.The steering wheel has as thick rim and feels meaty with power steering not over-assisted, yet there's little feel of the road surface coming to the driver's hands. The rear seat takes only two passengers and, as expected in a small coupe, headroom there is limited for taller people. Boot size is modest but the rear seat back folds forward, 60/40. There's no spare wheel, the battery being under the boot floor.It has cruise control, rain and light sensors, climate control, stability control, cornering brake control, fog lamps and leather trim. Price of the 123d Coupe is from $57,900.As usual, BMW knows how to charge for options: the test car's fabulous sedona red metallic paint is $1700, the power sunroof $2920, sat-nav $2860 (but with as modest screen), and the 17in wheels replaced by 18in at $1326. It also had the $2300 M Sport Pack of aerodynamic body kit, sports suspension, M steering wheel and anthracite roof lining.DrivingThe stop-start is disconcerting until you get used to it, some passengers wondering if we'd stalled. Lights and all other gear remain working.  Like any car with an instant fuel-use readout, it encourages economic driving and there's a little set of arrows to suggest going up or down a gear for best efficiency.The only disappointing aspect of this engine is that I'd expected more refinement from BMW. At idle, it is not as quiet inside as, say, a Mazda3 diesel. Even on the 18in low-profile tyres, road noise is commendably contained.Most 1-Series buyers will prefer petrol engines. But get used to this idea of a diesel in a sports coupe it's the way of the future.BMW 123d CoupePrice: from $57,900 (as tested: $69,006)Engine: 2.0-litre turbocharged four-cylinder dieselPower: 150kW @ 4400rpmTorque: 400Nm @ 2000-2500rpmTransmission: Six-speed manual; optional six-speed automatic with paddleshift, rear-wheel-driveBrakes: All disc, ABS, cornering brake controlFuel use: official, 5.2 litres/100km; our drive 5.4 litres/100km; diesel; tank, 51 litresC02 emissions: 135g/kmDimensions: 4360mm long, 1748mm wide, 1420mm high; 2660mm wheelbaseWheels & tyres: standard, 17in diameter alloy with 205/50 front and 225/45 rear tyres. Test car, 18in alloys, 215/40 front and 245/35 rear tyres.RIVALSAudi TT 2.0 TDI diesel Quattro Coupe from $67,700Peugeot 308 CC S diesel Coupe from $58,490Volkswagen Golf GTD diesel from $39,290.

Is there anybody out there who actually believes their quality of life has been improved by the invention of voice-recognition phone answering services?  Peugeot at least must think so, because – while normal Bluetooth phone pairing in a car can be taxing - the Peugeot 4007 Bluetooth uses a voice-recognition system that raises the definition of frustrating to a whole new level.However, once installed, the voice-recognition works fine for dialling and answering calls hands-free.  Thankfully the Bluetooth pairing system is the only odd thing about the new Peugeot 4007 compact soft-roading SUV.  You can usually expect all sorts of quirky switches and controls in French vehicles, but this car is straight forward and conventional.Appearance and fit-outAnd unlike most Pugs, the 4007 seems to be in touch with its masculine side. It has rugged good looks, plenty of brushed aluminium accents inside and out, plus four-wheel drive with a diff lock and a rattly diesel engine. Essentially it's an Outlander made by Mitsubishi in Japan.While the exterior looks bold and macho with its aluminium roof racks, rugged panels and solid sidesteps, the interior is all luxury in the top-of-the-line, seven-seater SV trim model I tested.  Over the standard ST trim, the SV adds 18-inch alloys, electric driver's seat, heated front seats, leather upholstery and trim, and Xenon headlights with auto height adjustment and washers for an extra $5000.The leather is soft and plush with tasty contrast stitching. The instruments have nice chrome accents and there is plenty of brushed aluminium and fake carbon fibre aboard to satisfy most male egos.  Some of the plastics are a bit hard and could scratch with use, but the areas that your elbows and hands will touch are padded leather.The coloured computer display in the centre of the instrument binnacle is a nice touch with plenty of information.  While the steering wheel is annoyingly non-adjustable for reach, the electric driver's seat is multi-adjustable so it isn't too difficult to find a good driving position.The Pug comes in five or seven seat options, but the SV is only available with the extra third row.  There is plenty of leg and headroom in the cabin, even in the third row of seats, although that back bench is thin and hard, suitable only for children on short trips.Folding out the rear row is a bit tricky first go and a bit stiff, but that should loosen up with some use.  When folded down it leaves a flat floor and the second row also tumbles forward to provide an enormous rear cargo area.  Drivers will find the controls conventional and the driving experience fairly typical of most soft roaders.MechanicalIt features a 2.2-litre diesel engine that owes its origins to Ford and the PSA group that builds Citroens and Peugeots, and also appears in the Land Rover Freelander 2.  It's not the smoothest and quietest of diesels around. It clatters at idle and rumbles under power, but has strong pick-up, 380Nm of hauling power and will deliver good fuel economy. Even in peak-hour traffic it returned a very respectable 7.4L/100km.There is hardly any lag when you accelerate off the mark with maximum 380Nm of torque on song from just 2000rpm. However, it doesn't cope well with all that torque, spinning the front wheels in the wet, lighting up the traction control and yanking the steering wheel left and right.Four-wheel drive systemThere is much less wheel-spin and torque-steer histrionics when four-wheel drive is engaged on the convenient rotary dial in the centre console.  The dial makes it a simple process to move from 2WD to 4WD and to lock the diff, giving you the impression that this is a go-anywhere adventure machine.But its lack of a full-size spare, clearance and approach and departure angles, plus its overall level of luxury appointments mean it will rarely venture into more challenging terrain than the gravel driveway of your children's private school.  Most drivers will probably stay in 2WD for the economy benefits and only engage 4WD to negotiate the slippery grass around the rugby field.DrivingIt has a plush ride, a tippy feeling in corners and the steering is a bit too sensitive, especially on the highway.  But the brakes have a solid effect on slowing the 1.8-tonne vehicle, and the double-clutch, six-speed auto transmission is quick, slick and silky smooth.Despite its rugged appearance and the off-roading pretensions of the drive selector dial, this is a suburban soccer taxi.  The Bridgestone Dueler tyres tell the tale: They are the ‘HT’ type for highway terrain, not ‘AT’ for all terrain.

You'd nearly have to be a trainspotter to pick the differences between the new Porsche Panamera V6 and its V8 sibling. At least from a distance.But if you look closely, the black brake calipers might give it away – the V8 has yellow calipers – or the two single exhaust tips where the eight has doubles. There is a different wheel design and a bit of black edging on the side window trims. And that’s about it.But it’s a clear giveaway that there are two less cylinders under the bonnet when you hear the engine, which is a wide-angled V6 developed independently by Porsche rather than being sourced from parent brand Volkswagen like the six in the Cayenne SUV. Incorporating lighter component materials such as aluminium and magnesium, the aim of the engine is to give enough power to satisfy while still trimming weight and fuel economy.MechanicalWhat you get is a 3.6-litre V6 mated to a seven-speed PDK (Porsche for twin-clutch, slick autoshifter with paddles on the steering wheel) driving either the rear wheels or all four. The engine develops 220kW at 6200rpm (peak is 6700) and 400NM of torque at 3750rpm, with the torque curve flattens out from about 2500rpm up to 5000rpm to give great mid-range response.Those totals are 74kW and 100Nm less than the 4.8-litre V8, but – helped by stop-start technology that temporarily cuts the engine when you halt – it’s also 2.8 litres more economical at 9.3L/100km, and with similar exhaust payoff at 218g/km compared to the eight’s 293g/km.Naturally, there’s also about 20 per cent difference in 0-100km/h performance, with the eight ahead at 5.6secs over the V6’s 6.3secs.But it carries just about everything else that’s important. The PDK will come as standard, as will the PASM active and changeable suspension damping system, and the raft of traction, stability and braking controls.PricingAs the new entry levels – making the Panamera a five-model range – the two-wheel drive starts from $193,000 and the all-wheel drive from $204,000. They slot in under the Panamera S at $270,000, the 4S at $282,000 and the Turbo at $364,000.Porsche Australia is currently selling around 12 per month, and expect the V6 models to boost that figure considerably, possibly growing to double. “We’ve already had strong inquiry,” spokesman Paul Ellis says. “We think the V6 will be more than 20 per cent – we hope it will be higher… maybe up to half.”Fit-out and equipmentApart from the two extra cylinders – and the extra power and performance that come with them – you don’t miss out on much by going for the ‘entry level’ Panamera rather than the V8.Strike out the tyre pressure monitoring system, bi-xenon headlights, heated front seats, and settle for steel suspension rather than the standard air set-up on the way for the big brother, and for eight-way seat adjustment rather than 14-way – and that’s pretty much the lot.There’s the same snug leathered cockpit with a centre stack that seems to be encrusted with gadget controls – thankfully intuitive – electric everything, and reasonable room in the back for two adults. Perhaps smallish ones, granted. But it’s a true back seat rather than a parcel rack kitted out with seat-belts.DrivingUnless you measure your life in split seconds ahead of everybody else at the traffic lights, the difference in performance between the V6 and the V8 is not going to matter a great deal.The new arrival is still quick, eager and strong all the way. More than enough for most people, and more than enough for most of it to remain untapped on Australian roads anyway. Those who think there’s no substitution for capacity might be surprised.And helped by being a bit lighter – and by being more centred with the V6 weight further back in the engine bay than the bigger eight, giving a front: rear ratio of 52:48 – the new car seems more nimble, more sprightly.The steering is sharp but feels oddly a little too light around town, however it weights up meatily once you start to hit higher speeds. And the all-wheel drive we tested held its ground through a series of curving little hill roads.Switching the suspension over the Active Sports put more steel into everything, with the gears holding out longer and the dampers getting tenser ... perhaps a little too tense over some cracked and crumbled town streets.But there's little music for the ears unless you really plant your foot, when admittedly the exhaust does surrender a passable snarl. On which note, you have to wonder if potential buyers for this car are really keen on waking up the street in any case.But those who want to feed their inner hoon will be delighted to know there's a sound-boosting exhaust option on the way next year, that promises to lift the decibels nearer to unsociable levels.In some ways that would spoil the car. Like the V8, it's a luxurious and comfortable grand cruiser. And we think we might just prefer it to the bigger bruiser. Unless you really want to spend that extra $70,000-odd, you’d be hard pressed to pass up the six.Porsche V6 Panamera and V6 Panamera 4Price: from $193,000 ($204,000)Body: Four-door sedanSeats: FourEngine: 3.6-litre V6Power: 220kW/6200rpmTorque: 400Nm/3750rpmTransmission: seven-speed PDK double-clutch gearbox, rear or all-wheel drivePerformance: 0-100km/h 6.3s, top speed 259km/hEconomy: 9.3L/km (9.6 Pan 4)Emissions: 218g/km

All over Europe, governments are tightening their belts – Greece is crumbling, Britain has just announced the most draconian budget in a generation, and even Belgium is rethinking its generous social welfare system.And in Germany, Porsche is doing the same for the Cayenne SUV, making it leaner and greener … and a little meaner.The heart of the changes are the upgraded V6 engines: the V6 petrol unit from a platform shared with the Volkswagen Touareg, and the V6 diesel – joined now by a hybrid version that wasn’t available for test this week.And in place of the twin-clutch PDK autos, there’s a new eight-speed ‘Tiptronic’ automatic transmission geared for fuel economy with the top two slots functioning as overdrive.There’s also been work done to cut down body weight by around 130kg, and the introduction of lower rolling resistance tyres across the range.AppearanceThe designers have also worked to make it more ‘Porsche-like’, which translates as ‘less of a lump’. And while there’s no disguising that it’s an SUV – and one that has grown 1cm wider and taller and nearly 5cm longer – it does have a more refined appearance.Porsche says they aimed to make it look more compact, and while the Carsguide jury is still out on that result, the refined streamlining of the shape perhaps lets the eye slip more easily over the body. It’s design sleight-of-hand that has trimmed what you might call the visual co-efficient of drag.MechanicalAlong with the addition of stop-start technology that cuts the engine temporarily when you halt, the economy improvements have been achieved by optimising engine systems with over-run control, reducing weight and revising heat management to warm up the engine faster and reduce friction.For the 3.6-litre V6 petrol, that means it now develops 220kW of power at 6300rpm and 400Nm of torque at 3000rpm – a rise of about 7kW and 15Nm – while reducing fuel economy by about 20 per cent to 9.9L/100km, with emissions lowering in tandem to 236g/km. It gives 0-100km/h acceleration of 7.8 secs and a top speed of 230km/h.Although the 3.0litre turbo-diesel’s outputs are unchanged at176kW from 4000-4400rpm and 550Nm of torque from 2000-2250, it has also managed to cut fuel consumption by 20 per cent to 7.4L/100km and emissions to 195g/km. Performance is still respectable, matching the petrol V6’s 0-100km/h time of 7.8 secs, but with a top speed of 218km/h.The Hybrid S that’s on the way has a supercharged 245kW 3.0-litre V6 coupled with a 34kW electric motor with a combined torque output of 580Nm from 1000 revs. It uses just 8.2 litres/100km, has CO2 emissions of 193 g/km and can be driven for short distances at speeds up to 60km/h on electric power only.All-wheel drivePorsche has also worked to lighten the all-wheel drive, which on the petrol V6 is set up to give the rear wheels 85 per cent of the torque in normal driving, redistributing that as needed through the traction management that can send 100 per cent to either axle as needed. However the V6 diesel –  and the Hybrid – send 60 per cent to the rear wheels in normal driving, with a switchable centre differential lock changing that to 50/50 for surfaces like rough gravel.Extra off-roading ability is lent by a switchable suspension adjustment and a host of extra helpers such as the new hill control and improved stability system, and brake assist and force distribution for the 350mm front and 330mm rear discs.Pricing and rangeOn sale from July 27, the new range starts with the petrol V6 from $103,500, followed by the V6 diesel at $104,500, the updated 4.8-litre V8 S at $147,900, the S Hybrid at $159,900 and the range-topping Turbo at $239,900.There are some price rises over the current models, but Porsche Australia spokesman Paul Ellis says that’s outweighed by the extra kit. “There’s more equipment and the price rise is negligible – less than $2000,” Ellis says.Cayenne accounts for around 40 per cent of local sales, and Ellis sees that continuing. “We’ll sell as many as we can get, and indications are that we’ll sell a lot,” he says.“The Cayenne is the one Porsche that’s been immune in the financial slump. We noticed slacking off in the sports car segment during the GFC, but the Cayenne’s versatility enabled it to weather the storm. I’d say all our dealers are already holding deposits.”Fit-out and equipmentThe cabin is well laid-out, superbly upholstered and has some great design touches – the lozenge chrome bezels and the similarly angled grab handles on the console sides for a start – but rear visibility is uncomfortable, and you’ll come to depend on the parking assistants.Which brings us to the wallet-stretchers on the options list, because the V6 models get parking alerts rather than the reversing camera that’s standard on the V8s and Hybrid.The other down-specs include 18-in wheels rather than 19-in, steel suspension, adaptive headlights but not the higher models’ bi-xenon, and an 11-speaker Bose system – which you can upgrade to a 14-speaker Burmester for $11,950.DrivingWe weren’t big fans of the Cayenne when Porsche first launched it. It seemed so far from their traditional DNA of sporty engineering. Too big, too lumpen – and too damned thirsty.But we’re liking it a lot more after driving the new one. It looks better, more refined, more dynamic… and it’s more frugal.While they’re not going to have the grunt of the V8 models, neither of the versions we tested was a slouch. Both petrol and diesel V6 versions take off smartly for what is still quite a big lump of vehicle -- despite weight loss of about 130kg , it still tips the scales at about two tonnes.But the effortless strength of the diesel makes it our pick. The modest-sounding 176kW is more than compensated by the 550Nm thump of torque – and with just a $1000 premium over the price of the petrol, it’s not going to take you long to recoup the difference. With current fuel prices, it would even up after about 30,000km.The cars were on the optional 19-in wheels rather than the standard 18-in, but still fitted with low rolling-resistance tyres. But while we found the set-up great for the straight line speed of the smooth autobahns, they were still jittery over the stretches of crumble-edged back roads.We didn’t get a chance to take either of them off-road, but ventured into the tough terrain of narrow urban streets and some peak-hour jousting – which is where most of the Cayennes will do battle, if truth be told – and were happy to find it steered and negotiated the challenge easily.Would we buy it in preference to the Volkswagen stable-mate that comes in at about $25,000 less? It would come down to how much that $25,000 impacted on our budget vs the superior Porsche interior fit-out and equipment.

MY first encounter with a Range Rover is seared into my memory.  Years ago in the wilds of North East Victoria, we took several brand new Range Rovers through inhospitable snow country, made worse by a late spring dump.  The scenic terrain became serious winch country in axle-deep mud and snow.Wing mirrors were ripped off, our car's fine alloy panels were scratched and some dented and our patience with the conditions wore thin.  But the fully loaded Rangie I was driving just soldiered-on, including doing a tricky a hand-brake start on a treacherously steep and slippery slope to avoid disappearing sideways into a deep gully.It was a struggle keeping the car upright and crawling through conditions even our hosts admitted were challenging.  The trek was far removed from the off-roader's usual day-to-day school run pounding the tarmac in Toorak or Double Bay.  That experience forged a deep respect that endures even today.Despite the arrival of the Porsche Cayenne, BMW X5, Audi Q7, Volkswagen Touareg and Mercedes-Benz M-Class, the Rangie is still the ultimate off-roader.  The newcomers may have better utilised interior space but the Rangie has the looks and undisputed reputation. A proper full-size spare is reassuring.Like a trusty Saint Bernard, you know it will get you through the worst blizzard and deepest snow. Inside the comfy cabin, heated leather seats and yes - a heated steering wheel - will cocoon you from the worst and deliver you to the ski resort in style.  If the luxury doesn't win you over, the electronic off-road gizmos will. Land Rover's high-tech "terrain response" system is one of them.Flick a switch and you can select the conditions you're about to tackle, from mud and rock through to snow and ice. It also has a "sand launch control" to make it easier to get going in sand.Next up are the five outside digital cameras that allow you to see if the car is about to come to grief on a rock or tree stump. It's useful in tight situations.The car rides and handles beautifully. It's perhaps not as crisp as a Cayenne or X5 but it certainly is plush.Considering its bulk, there is no wallowing in corners, thanks to the adaptive electronic air suspension, which can be raised to provide ground clearance of 283mm.  The latest supercharged 375kW/625Nm 5.0-litre V8 - shared with Jaguar - reinforces my admiration for the car's impeccable credentials, even if the Vogue Autobiography costs a stratospheric $229,500 and fuel economy isn't a strong point.  Just think of it as the automotive equivalent of Louis Vuitton hiking boots.

Imagine being able to afford to go to a 5-star restaurant where your all-time favourite meal is served.  You start with the soup you desire, the entree you adore, the main comes rich in quality ingredients and it's all topped off with the tastiest of desserts and finest wine. But imagine if they served it all together on the one plate.StylingThat's the problem with the new luxury BMW 550i GT. It has the best of everything packed into one parcel but the finished product just doesn't quite look right.  BMW claims the car is a combination of luxury saloon, SUV and classic GT (that's grand touring rather than GT stripes).And it's here the problem lies. It doesn't really know what it is.  The four doors are frameless as in a sports car or convertible but from the inside you feel you are in a prestige SUV.From the outside, the shape of the car just seems to be a bit too big.  The big snout with a long bonnet and the ample rear are not the prettiest seen on the road.  And it is hard to be won over but the off-set panels and rear tail-lights that can cry `wrong' just as well as pioneering.The styling certainly fits BMW's definitions of the car with terms such as individual and unique.  It's just a case of whether you want to have your cake, eat it too and get a fillet mignon at the same time.Price and packageAt a smidgeon under $200,000 the big Beemer is packed to the rafters.  For starters there's the enormous grunt and smooth delivery of the 4.4-litre V8 twin turbo engine, that is seemingly urging you on to go faster, particularly when it has to loll along in traffic.It delivers maximum outputs of 300kW of power and 600Nm of torque. It may be a big car but it can step up quickly, going 0-100km/h in just 5.5 seconds.  The eight-speed automatic gearbox is extremely smooth. There's also the Dynamic Drive Control that allows you to change the handling and suspension of the car on the run through four levels from comfort to sport just by pressing a button.On the downside, fuel economy is a concern. BMW claims the official around town economy figure is a whopping 16-litres per 100km.  Allowing for some motorway cruising the onboard computer showed me 14-litres/100km. That's a lot, particularly considering the cost of premium unleaded these days.InteriorInside the car it feels as as big as a small room. With four seats (you can fold away the rear console to make a fifth seat if you have to), there's oodles of leg space in the front and back.  It's lathered in leather and the multi-flexible electronically adjustable seats wrap around you.The excellent head-up display, sat-nav, climate controls and the one-button console controller known as the i-Drive exude a prestige feel. The buttons and dials are solid and firm and relatively straight-forward to use. There's no flimsy controls or cheap material here.Features include a rear view camera, a sound system with 80Gb harddrive for digital maps plus an extra 12gb for storing all your music, four-zone automatic air-conditioning, TV with screens at the front and in the back of the front head-rests and hands-free Bluetooth technology for your phone.And it has two boots. Apart from the main boot there is a second, smaller lid under the rear window that can be opened separately.  But the small rear window also needs its own windscreen wiper.  Rear visibility through it is not great and it gets worse on rainy days.BMW 550i GTPrice: $192,900Engine: 4.4L/V8 300kW/600Nm twin-turboTransmission: 8-speed automaticEconomy: 11.2L/100km (official) 

THE champagne corks have been popping at Land Rover. Not only has the Range Rover turned 40 (see page 50-51), but the Freelander 2 is also celebrating a milestone.  The company has just built the 200,000th Freelander 2 - a blue TD4-e - at its Halewood plant in the UK. The Freelander 2 has been around since 2007 and

The brief flirtation between Mercedes-Benz and Chrysler resulted in a number of interesting cars, the Crossfire sports car being one of them. Given the inevitable cross-pollination that went on between 'Benz and its American brand it was only a matter of time before a Chrysler version of the SL/K sports car emerged.The result was a sports car that performed and handled well by European standards, but with a brash look that could only come from America. If the SL/K was designed to blast along the autobahns of its homeland the Crossfire, it seemed, was created for the boulevards of California.The Crossfire Coupe that landed here in 2003 wasn't intended to compete with its German cousin even though it took its mechanical underpinnings from the SL/K. The Chrysler sportie was several thousand dollars cheaper than the equivalent 'Benz model, which put it into an entirely different price category and had it competing with cars like the Audi TT and Alfa GTV rather than the SL/K. Even so it was still a 'Benz at heart with some 40 per cent of the Crossfire's parts, including the chassis, engine and transmission, coming from the SL/K.While the mechanical package was familiar Mercedes-Benz fare the Crossfire's looks were not. Unlike the SL/K, which was designed to be a convertible coupe with a folding steel roof, the Crossfire was created to be either a fixed-roof coupe or a roadster.The Coupe arrived first and while its proportions were similar to the SL/K's its severely truncated and very rounded rump instantly set the Crossfire apart from its corporate cousin. The front of the Crossfire Coupe was easy to like, it was pleasantly styled and pleasing to the eye, but the rounded rear was a visual challenge. You either liked it or loathed it; there was no middle ground.When it arrived in 2004 the Roadster was a much nicer looking car with much less dramatic lines, the rear was much more pleasing to the eye, and it had a more conventional roofline. By the time it was strengthened to compensate for the absence of the steel roof, the Roadster was only 36 kg heavier than the Coupe, so it didn't lose much in the transformation. The resulting body was quite rigid, and there was little scuttle shake, which is the scourge of many a soft-top.While not fully automated the Roadster's roof was easy to use, you simply unclipped it from the windscreen header and eased it back a few centimeters when the powered mechanism took over and lowered it the rest of the way. Inside it was snug with sporty seats that were a little hard, but still supportive.There was just one engine available at the launch, that being a single overhead camshaft 3.2-litre V6 that boasted 160 kW at 5700 revs and 310 Nm at 3000 revs. Later, in 2005, a supercharged version of the V6 was added. That delivered a whopping punch of 246 kW at 6100 revs and 420 Nm from 3500 to 4800 revs.There was a choice of five-speed sequential shift auto or six-speed manual gearbox on the normally aspirated V6 models, but buyers of the supercharged engine could only have the auto. Like most sports cars the Crossfire was rear-wheel drive.Oddly the Crossfire used different sized wheels back to front, with 18-inch alloys at the front and 19-inch at the rear. There was no spare provided, so you had to rely on a sealant and compressor in the event of a flat. Underneath, it boasted independent front suspension with wishbones and coil springs, and a five-link rear set-up.There are no serious issues that Crossfire buyers have to be concerned about, it is generally reliable and 'Benz mechanical bits and pieces seem robust. Look for a service record to confirm a regular maintenance routine has been followed with regular oil changes. It's also worth checking for signs a car has been given a thrashing by an uncaring owner.With very competent underpinnings in the form of the Mercedes-Benz chassis and suspension, plus standard ABS antilock brakes, electronic brakeforce distribution, traction control and stability control the Crossfire has the best weapons currently available to maintain control in an emergency situation. Add to that front and side airbags and there's also a good level of protection once the metal begins the crumple.Chrysler claimed the V6 Crossfire would return an average of 10.6 L/ 100 km, the supercharged V6 10.9 L/100 km, but the real life consumption depends very much on the driver's right foot. When tested by Carsguide the supercharged Crossfire averaged 14.2 L. 100 km.Two years ago when Greg Thomas decided he didn't need the back half of his Ford Fairlanes he bought Chrysler Crossfire. He still wanted some punch and to make visual statement, and he says the Crossfire delivers very well on both fronts. It really jumps out of the blocks and has brilliant pick-up from 110-120 km/h that blasts the car forward if needed, and has endless grip thanks to its large tyres. He loves the snug driving position with everything in reach, the seat comfort and support, and the feel of the car. On the downside he says replacing the tyres is expensive, the wipers only have two speeds, the heating system dials and the CD player. Having said that though he adds that the heating system delivers within about 200 metres of driving and the power of the sound system is numbing. He rates the Crossfire at 90/100.Distinctive muscular looksA real headturnerRobust Mercedes mechanicalsSpirited performanceGenerally reliableNo spare.More a cruiser than a hard-edged sports car, but is still great fun to drive.

Porsche has learnt a lot of lessons from its first foray into the SUV field.