Luxury Reviews

The A4 range is littered with drivetrain options and the latest in the ever-increasing Audi line-up isn't another go-fast model, but a go-further variant.  The A4 TDIe follows in the tyre marks of the smaller A3 with the same badge that launched here in mid-2008, boasting even better fuel economy than the already-frugal diesel models.Engine and gearboxThe TDIe shares the same engine with its TDI sibling - a four-cylinder double overhead cam 16-valve four-cylinder engine with a variable-geometry turbocharger and a particle filter.  The TDIe produces 100kW - down by 5kW - with the same 320Nm of torque.The frugal version actually boasts a higher top speed by 5km/h (it's 215km/h, thanks to a higher final drive ratio) but is only 0.1 of a second behind.  Sitting 20mm lower, the A4 TDIe lays claims to an ADR laboratory-derived figure of 4.8 litres per 100km and 124g/km, which is one litre per 100km and 30g/km better than the mainstream diesel model with the CVT.Priced from $49,990, it's also $3000 cheaper, thanks in part to its LCT exemption but the payoff there comes from the lack of any automatic transmission - six gears and a clutch pedal is the only choice here.Fit-out and equipmentThe leather-trimmed cabin is not much different than the bulk of the A4 range - quality materials and assembly, functional layout and a features list that isn't too bad.  The safety features list has dual front airbags for the front occupants, as well as side and curtain airbags for front and rear passengers, stability control and anti-lock brakes.The TDIe gets fog lamps front and rear, remote central locking, climate control, cruise control, power windows, a leather-wrapped multi-function steering wheel, manually-adjustable front seats and a 10-speaker single CD (MP3 compatible) sound system.Among the options are Bluetooth phone link, which should really be standard, for $1006, the multi-media MMI satnav system, which has a hard-drive and Audi Music Interface for $3390 or a pack that comprises electric seats (with memory function for driver), exterior mirrors (with folding, auto dimming and heated) and an auto-dimming centre rearview mirror for $4226.Cabin space isn't overly abundant, but it's enough for average-sized adults and a couple of kids in the back and they will all be pretty comfortable.DrivingThe driver gets a vehicle that is light and easy to drive, although the clutch takes a little getting used to for feel and the gearbox can thump a little if you're over eager on the change.  Short-shifting is easily achieved with the engine's strong bottom-end, which also helps to keep the thirst down.Audi isn't the only brand with diesels devoid of an automatic option and it will limit the car's appeal in the Australian market, given the high percentage take-up of autos.  But the boffins at several companies - not just the Audi engineers - are working on Start-Stop functionality within an automatic.  The Start-Stop function takes some getting used to but works well.The engine turns off at a standstill when out of gear and the clutch pedal is released, and kicks over again as soon as any pressure is put on the pedal again.  The standard system is at its most effective during traffic-choked city driving, where Audi claims as much as 1.5 litres/100km can be saved.Some similar systems require the clutch to meet the firewall.It's better than having to floor the clutch before it re-fires, making it a little less worrisome at the traffic lights.  The fuel-saving list also includes a partially-enclosed front grille, underbody aero panels and regenerative braking, which stores energy in the car's battery and redeployed to the car's systems as needed.A shift indicator also prompts the driver's gearshifts for maximum efficiency.  The diesel needs a few revs on board before it really gets into the swing of things, but once on boost there's plenty of drive on offer.It's a smooth and quiet drive, although the lowered sports suspension may be on the firm side for some.  The Audi A4 TDIe is a good example of what can be done to reduce fuel use and emissions without going over the top and detracting from the real-world useability.Audi A4 TDIe sedanPrice: from $49,990.Engine: two-litre DOHC 16-valve common-rail direct-injection turbocharged 16-valve four-cylinder.Transmission: six-speed manual, front-wheel drive.Power: 100kW @ 4200rpm.Torque: 320Nm between 1750 & 2500rpm.Performance: 0-100km/h 9.5 seconds, top speed 215km/h.Fuel consumption: 4.8 litres/100km, on test 7.4; tank 65 litres.Emissions: 124 g/km.Suspension: Five-link front suspension, upper and lower wishbones, tubular anti-roll bar (front); independent-wheel, trapezoidal-link rear suspension with resiliently mounted subframe, anti-roll bar (rear).Brakes: front ventilated discs, rear discs, with anti-lock and stability control systems.Dimensions: length 4703mm, width 1826mm, height 1407mm, wheelbase 2811mm, track fr/rr 1568/1555mm, cargo volume 480/962 litres, weight 1475 kg.Wheels: 16in alloysRivals:Alfa Romeo 159 1.9 JTD, from $52,990.BMW 320d, from $58,300.Mercedes-Benz C220 CDI, from $$61,400.Volvo S40 D5, from $42,950.

In Japan, they shrink trees. In city centres, it's squeezing people together in concrete hutches. In the car world, it's downsizing engine capacity. But while you're aware that the trees are small enough to sit on the coffee table and that the apartment is small because it has only room for a coffee table, the trick about downsizing cars is that you'd be hard pressed to pick the difference.Welcome to the next phase in car makers' task of weaning us off big cars. Within a decade, you may be driving a two or three-cylinder car and, probably, finally understanding why Fiat Bambinos made so much sense in the 1960s for financially-strapped Italians. Volkswagen is thinking small to gain energy efficiencies but you'd never pick it.Engine and gearboxAmong its new small-capacity models is the Jetta 118TSI. The gobbledygook is 118kW and the TSI indicates it is both supercharged and turbocharged. That is, the supercharger works from idle through to about 3500rpm when the turbocharger takes over. You get punch from idle right through to the red line without even knowning what's happening under the bonnet.The boot wears a 118TSI badge but one thing it doesn't tell you is the engine capacity. Maybe you don't need to know. Certainly, in performance terms it feels like a 2-litre, maybe a 2.2. It's quick off the mark and the seven-speed automatic direct-shift gearbox (DSG) flicks from ratio to ratio like a card shark dealing a hand.You can play along as well because the box is sequential and the gearlever can be shuffled forwards and backwards to maximise performance. But, after a short time, you recognise that the gearbox can do the job just as well as you and with a lot less effort on your behalf.The engine is hungry to offer performance, free in the way it wants to rev and seamless in its power delivery that starts from idle and wants to go straight into 7000rpm. Watch the trip computer and you'll notice that only when you savage the accelerator does the fuel consumption numbers increase. Take it easy or cruise the highway and the Jetta will deliver 6s and 7s in the litres/100km readout.Body and spaceThat consumption is really good considering that though the Jetta is basically a Golf with a boot, it has a stupendous cargo-carrying ability. The boot is huge - bigger than a Commodore apparently - and has a full-size spare tyre beneath the floor. The rear seats split and fold down to boost luggage room. And it's not shy when carting people either, able to haul five adults - though four is preferred - with good leg and headroom.DrivingRide quality leans towards firm but the dampening doesn't jar occupants and the kiddies won't be upset - any more than they usually are. Volkswagen offer a sports suspension on other Jetta models that further tightens the suspension but, honestly, you don't need it. Handling is superb. Like the Golf, the Jetta makes the driver feel instantly at home. The seating position - with height adjustment - and the tilt-telescopic steering wheel fits all sizes. But it's also the way it drives. The Jetta sits confidently on the tarmac with excellent steering feel and strong - almost abrupt - brakes.It will corner hard and fast before giving way to understeer and should surprise many drivers used to more exotic machinery. It just feels right. The icing is the drivetrain. The engine is revvy and the DSG box is very responsive. There are times when the box can be too responsive. It's not always smooth on take off, with a bump from the box as all the oily bits connect, and a sudden prod on the accelerator pedal will show some indecision. But that's at odds with the way it smoothly slides up and down the seven cogs when in motion.Pricing and equipmentThe Jetta comes in five models and this, the 118TSI, is the cheapest petrol model starting at $30,990 as a manual. As tested, with all the fruit - and believe me, it's very well equipped - it costs $33,490 plus on-road costs. Cabin treatment is clinically German with switchgear that works very well and set into an attractive dashboard that reflects high build quality.I recognise that lockable gloveboxes aren't necessarily a deterrent to thieves but I appreciate that an owner can store personal items with some peace of mind.Features include front and rear parking sensors, eight-speaker iPod/MP3 audio with single CD player, cruise control, trip computer and a climate-control dual-zone airconditioner with pollen filter. More important is the standard seven airbags, stability control, tyre pressure warning and five-star crash rating.I forgot two things: This is a well-designed yet somewhat indescript sedan. You will love the way it works but compared with a Mazda3, for example, is as flashy as a cardboard box. The second thing is the engine size. Not that it matters but it's a puny 1.4 litres. Drive this thing and you'd never believe it's this small. In Germany, they shrink engines.VOLKSWAGEN JETTA 118TSI DSGFEATURES: Dual-zone climate aircon; 8-speaker iPod/CD audio; 7 airbags; park sensors; cruise controlOrigin: MexicoPrice: $33,490Engine: 1.4-litre, 4-cyl, supercharger, turbochargerPower: 118kW @ 5800rpmTorque: 240Nm @ 1500-4500rpm0-100km/h: 8.5 secondsFuel: Premium unleadedFuel tank: 55 litresEconomy: official 6.6 litres/100km; tested 7.2 litres/100kmGreenhouse: 153g/km (Corolla: 175g/km)Transmission: 7-speed DSG automatic, sequential; front-driveBrakes: 4-wheel discs, ESC, ABS, EBD, brake assist, hill start assistTurning circle: 10.9mSuspension: Front - MacPherson struts; Rear - multi-link, coilsWheels: 16-inch alloy, 205/55R16 tyres; full-size spareLength: 4554mm    Width: 1781mm    Height: 1459mmWheelbase: 2578mm    Weight: 1406kgTow (max): 1400kgWarranty: 3yr/100,000km, roadside assistService: 15,000kmRATING: 88/100RIVALS: Honda Accord Euro ($35,490) - 85/100Mazda3 SP25 ($31,920) - 87/100Toyota Corolla Ultima ($30,690) - 83/100

The little SUV for which BMW has big plans – the X1 – has hit Australia. The two models available at launch will both be AWD and powered by a pair of 2-litre turbo diesel four cylinder engines. The hero model is the twin turbo 150kW and 400Nm xDrive23d coupled to a six-speed automatic ($59,280) while the single turbo xDrive20d with 130kW and 350Nm is available at $52,700 for the six-speed manual or $54,900 for the six-speed automatic.The $43,500 sDrive (rear-wheel drive) models will all arrive in June starting with the 18i (manual and automatic) and adding a two-wheel drive version of the 20d ($49,300 manual and $51,500 automatic) as well as an all-wheel drive petrol V6, the 25i, in automatic only for $56,800.The X1 is already a success overseas, with world-wide demand exceeding BMW's initial expectations to the extent that the launch of the car into the US has been delayed to allow production from the Leipzig plant to satisfy other markets, including Australia."We have already increased our initial orders and look likely to still fall short of local demand," BMW spokesman Toni Andreevski says. "Worldwide, one in every five BMWs sold is an X model... in Australia that is one in three."Fit-out and equipmentAll the cars have regenerative braking that helps recharge the battery, while the manual models will add a switchable stop/go function. Standard equipment levels on the X1 are reasonable - 17-inch alloys, single in-dash CD with five speakers, cruise control, two-zone air-conditioning, Bluetooth phone preparation and the full suite of safety gear with airbags, ABS and dynamic stability control.A major improvement within the cabin is the number of storage nooks and crannies for everything from a mobile phone to a laptop which can be stored out of sight beneath the rear luggage compartment.In what has become standard practice for BMW there are plenty of option boxes to tick, including 18-inch alloys, panoramic sunroof, satellite navigation, reversing camera, bi-Xenon adaptive headlights, premium sound system, metallic paint, electric front sport seats, heated seats and voice command to name but a few.DrivingOn the road the X1, at least the two all-wheel drive versions available for testing at the Australian launch, offers strong justification for BMW's bullish hopes for the SUV. Developed off the 3 Series platform, the dynamics of the chassis have not been compromised by the more upright styling of the little SUV, allowing for a degree of enthusiastic driving not associated with many of the available SUVs.Steering and braking are as you would expect from a BMW - sharp and repeatable. Ranging from 1575kg up to just over 1600kg (the rear-wheel drive models will trim 85kg from this), the X1 is not a particularly heavy car and that shows in its lithe handling.All of the launch cars were fitted with the optional 18-inch alloys and lower-profile runflat tyres and suffered from a harshness of ride on broken surfaces that may not have been the case on the standard 17-inch rims and less aggressive 50-profile rubber. They were also all fitted with the trick Performance Control software (a $400 option) which mirrors the system from the far more expensive X6 where cornering ability and stability is enhanced by the gentle braking of the inside rear wheel while drive is increased to the outside wheel. It would appear to be an infinitely better investment than a set of the larger rims.Space in the cabin is excellent with generous room for the front seat passengers and perfectly adequate accommodation for the rear seat passengers - at least for two of them. BMW calls the X1 a 'genuine five-seater' but in the manner of most modern cars the rear centre seat is for children or as a short-term solution for a small adult.Luggage space is, for a small wagon, reasonable with between 420 litres and 1350 litres available depending on the configuration of the 20:40:20 foldable rear seats. The ability to adjust the rake of the rear seats from a comfortable incline to ramrod straight is also useful in helping accommodate a load of boxes or packages without giving up seating capacity.The twin diesels are not new to Australia, the 20d is a fixture in the 1, 3 and 5 Series while the spanking 23d twin turbo has been introduced in the 1 and 3 Series models. Both are excellent powerplants with very different characteristics.The 23d is about performance and aggressive punch with its 400Nm of urge arriving in a relatively narrow (for a turbo diesel) band of 2000-2250rpm. There's a good degree of maximum torque available much earlier in the rev range, but to get maximum effect the automatic gearing concentrates on the narrow band. This gives the engine a pleasant peaky character, while maintaining a fuel economy of 6.3L/100km.The single screw version of the 2-lt diesel has a much wider delivery span for its peak 350Nm (1750-3000rpm) which displays a more relaxed athletic ability and an impressive fuel economy of 5.8L/100km.BMW X1Price: from $43,500 to $59,280Engine: avail. at launch - 2L/4-cyl. 130kW/350Nm turbodiesel (xDrive20d), 2L/4-cyl. twin-turbo diesel, 150kW/400Nm (xDrive23d)Transmission: 6-speed auto (20d, 23d), 6-speed manual (20d)Economy: 5.8L/100km (20d), 6.3L/100km (23d)RivalsSubaru Forester XT Premium (from $44,990)Honda CR-V Luxury (from $42,790)VW Tiguan 103 TDi (from $36,690)

Mercedes-Benz has drawn a full house for its E-Class family with the arrival of the soft-top convertible. The final member of the E stable joins the sedan, coupe and wagon to give those who enjoy open-top touring an option that doesn't involve any risk to a loose-fitting toupee.Like the Coupe, the Cabriolet owes a good deal of its DNA to the C-Class platform rather than the larger and newer E-Class underpinnings. However, again like the Coupe, there is little lost in the exchange and in the case of the drop-top much gained by way of new comfort features.The headline technology for the Cabriolet is the all-new Aircap which joins the company's proven Airscarf system to keep occupants snug and unruffled through even the coldest weather. While the Airscarf (unveiled in the SLK a couple of years ago) blows warm air across the back of the neck from vents in the top of the seats, Aircap works by creating a virtual roof with directed airflow from the top of the windscreen over the passenger compartment. This is facilitated by a mini wing which rises 6cm from the top of the windscreen at the touch of a button to ensure cold external air is forced up and over the passenger compartment.An additional benefit is that the less disturbed air flowing through the cabin reduces wind and road noise, making it easier for occupants to carry on a conversation.Mercedes-Benz Australia spokesman David McCarthy says the decision to develop the E-Class Cabriolet with a soft-top rather than the more up-market folding metal roof, pioneered by Mercedes-Benz six years ago and now favoured by many manufacturers, was driven by customers."Customers told us that they wanted a soft-top to differentiate the car more clearly from the Coupe," McCarthy says. "The customers wanted it and we wanted to satisfy those needs."The four-layer roof developed for the E-Class is as good, if not better, than any on the market. Noise insulation is excellent, the styling in no way detracts from the look of the car with smooth flow lines across the roof and an elegant storage solution into its own compartment behind the rear seats that allows a couple of airline roll-on bags and several soft sportsbags to be comfortably stowed in the boot. At 20 seconds to stow or deploy it is not the quickest available but it can be operated up to 40km/h.Across the range the cabriolet is serviced by a brake package that is both strong and durable. A run through Victoria's twisting alpine roads showed that even in the nose-heavy V8 the last application of the brakes was as effective as the first.The speed sensitive rack and pinion steering in both cars has a nice meatiness and a comforting directness that transmits input from the driver to the wheels in as timely a manner as feedback is sent in the other direction. It is not as sharp as the BMWs but more than adequate for what will mostly be a boulevard cruiser.On the safety front the Cabriolet wants for nothing with a full suite of active and passive acronyms. There are nine airbags, electronic stability control, brake assist, adaptive brake lights (which glow brighter in an emergency stop), Pre-Safe (which prepares the car for a collision when sensors deem one unavoidable), adaptive high beams and distronic plus cruise control.Not a personal gripe, but some drivers with smaller hands may find the steering wheel a bit chunky.Mercedes will launch the E-Class Cabriolet in Australia with two models, the 285kW and 530Nm 5.5-litre V8 E500 ($186,950) and the 200kW and 350Nm 3.5-litre V6 E350 ($139,950). A 1.8-litre turbo four-cylinder petrol version, the 150kW and 310Nm E250 CGi will arrive in May for $105,950 while a 150kW and 500Nm 2.1-litre four-cylinder turbo diesel completes the engine linup when it arrives in July."Demand for the diesel engines is definitely growing," McCarthy says. "In the SUV models diesel makes up the majority of sales while for the passenger vehicles it is up to almost a quarter of all cars sold."At the first Australian drive of the Cabriolet in Melbourne this week the Cabriolet's new comfort technology was given a stern test on a cold and wet Victorian morning. It passed with flying colours. There is a noticeable decrease in wind buffeting within the cockpit with the window-mounted deflector deployed and a consequent improvement in the ability to hold a conversation. It is not quiet, but it is quieter.While the comfort factor of the roofless E-Class is the wow factor being pushed by Mercedes, the driving synamics of the car are being allowed to slip quietly through ... and that's a mistake because this is one of the best examples of just how to make a convertible behave like a coupe.A coupe-like construction philosophy for the body — strength and more strength with a traditional b-pillar construction up to the waistline of the car, extra stiffening of the windscreen frame to rollover standard — which works in concert with the pop-up rollbars behind the passengers, and stronger chassis cross-bracing all culminate in an ability to toss the E-Class freely into corners without fear of body or chassis torque threatening to unload the wheels.The only engines on hand for test this week were the V6 and V8, of which the eight is certainly the pick for any with a need for power and deep pockets to match. The seven-speed automatic box is a good match to both engines, for differing reasons.In the V8 fat torque curve means that maximum attack is never too far away and the ability to dump a couple of ratios quickly gives the cabriolet a lightness of being that belies its rather hefty 1840kg kerb weight. In the V6 the call to action is not as immediate but the ability to cruise effortlessly in the higher gearing does mean the hit at the bowser is not as severe with an average combined economy of 9.8 litres per 100km seemingly very achievable.

Their success has taken some of the heat out of the troubles the brand has experienced trying to build local sales momentum. When the first limited run of 85 Clio Renault Sports arrived in 2001 they sold out quickly. It subsequently established itself as a highly desirable enthusiasts' car.The story is the same for the newest Clio Renault Sport 200. Dealers have already snapped up their allocations and queues are forming for the 100 expected to arrive over the next 12 months.Price and marketTwo versions are available, the $36,490 Sport 200 Cup and the $38,990 Sport 200 Cup Trophee, which replaces the R27. Renault Australia managing director, Rudi Koenig, says he expects the Trophee to make up the bulk of orders. Koenig admits that Renault has been doing it tough, particularly as it did not sell any vehicles last year to rental fleets.However, he says Australia is now getting better attention from France. "We have more focused support," he says. "The Sport 200 is an important car for the brand too. "It is important for our enthusiast base and as a halo for the brand."Drivetrain and equipmentThis halo car continues with a normally aspirated 2.0-litre four cylinder, developing 147kW at 7100 revs and 215Nm at 5400 revs, up 2kW over the old car. Renault does not feel the Clio needs turbocharging to beat its competition. It will still hit 100km/h in a respectable 6.9 seconds and has a top speed of 225km/h.Both models have the appropriate go-fast bits, from rear diffuser, high-performance Continental tyres, flat underbody, 17-inch alloys, quicker steering ratio, powerful Brembo brakes and sports suspension. The front suspension is what Renault calls a ‘double axis’ strut set-up using aluminium components to shave 7.5kg off the suspension weight.The rear torsion beam has been firmed up 25 per cent and a thicker anti-roll bar fitted. Safety kit runs to eight airbags, switchable electronic stability control, anti-skid brakes and traction control. The Trophee has a hands-free ignition card, heated and folding rear view mirrors, Recaro sports seats, 17-inch BeBop alloys and carbon fibre highlights.DrivingAll the questions about the previous Clio Renault Sport have been answered. The previous 2.0-litre four was a great engine but didn't deliver its best until very high in the rev range. It was too peaky. The newest 2.0-litre is sweeter and more flexible, with a flat torque curve that still manages to deliver a considerable shove in the back when you bury your foot. Renault says that 95 per cent of the torque is produced at 3000 revs. That means plenty of urge is on tap exactly where you need it.The new six-speed manual is crisp and the first three ratios are shorter to provide better low-down response. Buyers also preferred the Cup chassis which is the standard now. They also said the interior was too spartan so now it's appropriately prestige with a touch of class absent in the previous models.Finally, a $1500 haircut off the entry price and $1000 off the Trophee, which replaces the R27, is also expected to win friends. Although our drive experience was restricted to a racetrack, not the most ideal road to assess a car, the Sport 200 remains true to its pedigree.You can throw it into a corner with confidence, even with the stability system disabled. There's no torque steer, and power gets to the ground without fuss. The brakes are almost ridiculously powerful for the size of the car, the steering sharp and the body control impressive. The breed has been strengthened and the driving experience enhanced.

Renault has a low-key presence in Australia - having re-launched the brand several times it seems difficult for the French marque to get some traction in the Australian market. That's somewhat common among all three French brands here, perhaps Australians don't click with some French cars these days.We're in a diesel Koleos Dynamique front-wheel drive. A tall, narrow-ish five-seat auto family wagon that starts from $36,490 (which is Commodore Sportwagon money if you look at metal-per-dollar comparison).The Koleos takes some getting used to in the looks department, so the generally-conservative Australian car-buying public isn't going to flock en masse. The higher driving position will appeal to many who want the SUV panorama - at least looking forward - without the truck road manners.DrivingThe diesel is a little chuggy but it is enthusiastic and swift, easily drifting over metropolitan speed limits before the driver is attuned to the engine noise. The driver will have to be careful with the credit-card-like ignition key, which is good and bad (I thought I'd lost it twice) as it's not as bulky in your pocket as a normal key - it can be left in your pocket as the push-button start is keyless.The automatic is smooth but slow, but works neatly with the electronic park brake to switch on and off with Park. The cruise control has a speed-limiter function and it is a wise addition. The ride quality is good and it can turn without feeling top-heavy, but the turning circle is poor.Fit-out and equipmentThe seats are comfortable front and rear but it's not overly spacious for width or for legroom in the rear. The near full-length sunroof has a blind but in Australian summers the climate control will be working hard most of the time, particularly for the rear passengers - although it does have rear B-pillar vents. What made matters worse was the climate control's penchant for defaulting off and not firing up at re-ignition to the temperature set before - the dealer advises it can be changed.The test car's Bose sound system, with 3.5mm auxiliary input jack, produced a nice noise at more than acceptable volume. The features list also includes automatic headlights, rain-sensing wipers, electric folding mirrors (more so required for Paris than Adelaide, but handy nonetheless), reach'n'tilt leather-wrapped steering wheel and gear shifter, a trip computer, climate control with filter, a ‘child minder’ mirror that is very handy and useful rear-side window sunblinds. There’s a decent boot, despite the full-size spare.A rugrat favourite was the aircraft-style tables on the front seatbacks - great for books and toys. The test car also had some options, among them the aforementioned Bose seven-speaker sound system with 6-CD stacker for a reasonable $800, the panoramic sunroof for $1890 and the Leather Pack, which adds leather upholstery, power-adjustable driver's seat, heated front seats and a rear-seat folding system for a value-for-money $2500.One of Renault's specialties is safety - there's dual front, side and full-length curtain airbags, pretensioner-equipped front seatbelts and load-limiters on all five seatbelts, anti-whiplash front seat head restraints. If an accident occurs the Koleos automatically unlocks its doors and shuts down the fuel system.OverallIn terms of buying a family hauler, the Renault faces opposition from similarly-priced local wagons and SUVs, many which have a bit of extra space. But if you're after French flair in an SUV-style package, the Koleos is pricey but reasonably-equipped and comfortable - but the level of flair is in the eye of the beholder.

In a world filled with hulking SUVs, the Mercedes-Benz GL is a bit like a blue whale. It is an absolute giant, a litte shy, and rarely seen. The GL sits above the ML in the Benz lineup and comes with a LandCruiser-size body, seven seats, plenty of real-world off-road ability, and plenty of potential as a tow machine.Sales are relatively modest in Australia, at less than 400 last year, but it has just had a value tweak with the sort of specification upgrade which gives more for the same money. It sits at the very top of the SUV world and it's impossible to think of the GL and not also put the Toyota LandCruiser - or its Lexus-badged clone - into the same sentence. There is also the Audi Q7 and a couple of others. Benz believes the GL is worth a look by the people who buy into LandCruiser land, even if the pricetag for a GL 500 will top $170,000 by the time you get it on the road."The luxury isn't just put on like a veneer over some sort of truck," says David McCarthy, spokesman for Mercedes-Benz in Australia. He says the GL hit its sales peak during its first year in 2007, but it is being revisited as a potential hero following the upgrade work. "It's been around for a while and its first year was its biggest year. But it's just had a bit of an update and improvement and we want people to have another look. The update is mostly about adding value."The GL is a full seven-seater wagon, has low-range gears, but also gets a full leather interior, a boom-box sound system, electric assists on everything you like and plenty of safety including a cabin packed with airbags. The engine choices are a turbodiesel and a V8, but the decision is obvious for the most people outside the ritzy suburbs."The majority of cars are delivered with the turbodiesel. It is bought as a family vehicle, and some off-roaders and grey nomads also like it," says McCarthy. "It's more capable off-road than almost all of its luxury rivals, and it's great for towing."DrivingI wanted to hate the GL, because it is so big and so outrageous. It also guzzles fuel at a rate around 17 litres for every 100 kilometres of forward motion. But it's like chocolate, and the more time I spent with it the more I liked it. I knew it was bad for me, and the environment, but I could not say no.The GL is quite a cushy drive, from the comfort of the seats to the way it crushes bumps. It's not like other heavyweight off-roaders, which tend to crash and bang their way down the road. In fact, it is one of the most car-like SUVs I've had through the Carsguide garage in recent times. Ok, so you always know it is massive and loaded but it's not hard to fire it up for a run to the coffee shop.I know it will go off road and tow a couple of horses, but I didn't need to prove it. It's a given for me, and the sort of people who have lots of money for a multi-purpose family SUV.So, what's not to like? Well, there is the thirst. And the first shock of a $118 bill to fill the tank, even when the petrol gauge still reads quarter-full. It's also a bit impractical if you want to carry seven people and stuff, because the luggage space behind the third-row seats - I love the electric assists - is pinched.But the GL is a vehicle, unlike Benz's other family seven seater the silly R-Class, that can make a lot of sense. It's not a real rival to a LandCruiser, but I can see lots of reasons to choose it ahead of a Lexus LX and, for me, it's way ahead of Audi's Q7.She says - Alison WardThe GL 500 has it all. It's spacious, has plenty of seats, lots of gadgets, it looks expensive and it is expensive. First looks suggest it is a gangster getaway car, but it could also be Mr and Mrs Smiths' runabout - from the Brangelina movie in 2005 - or something for a big family in the plush suburbs. However, once inside, you can see that this car has been tailored to suit almost anyone.  It's a great achievement for Mercedes, with an eye-catching two-tone look and tasteful, well-chosen features.The GL is very easy to drive, despite its grand size. Parking is easy thanks to the reversing camera and decent-sized rear window. I didn't feel as overwhelmed as I thought I would be. It handles beautifully, even over gravelly hills and muddy driveways.But I am surprised Mercedes went for the column-shift gear lever. I found it was easy to knock out of gear into neutral, which is not only annoying but a teensy bit dangerous.  Not the ideal situation for a car brand priding itself on high safety standards.The seating is fantastic, easy to use and are very comfy, but pram space in the back is limited if you really want to use all seven seats. And that surprised, and annoyed, me in a vehicle as big and comfy as this one.SCORE: 75/100THE BOTTOM LINE: A gentle giant you cannot help liking. Mercedes-Benz GL500PRICE from $168,900ENGINE 5.5-litre V8POWER 285kW at 6000 revsTORQUE 530Nm between 2800 and 4800 revsTRANSMISSION Seven-speed automatic, 4matic all-wheel driveFUEL CONSUMPTION 13.5/100km combinedEMISSIONS 322g/kmRIVALSLexus LX570: 74/100 (from $145,000)Range Rover Vogue: 77/100 (from $153,400)BMW X5 4.8: 72/100 (from $121,908)Porsche Cayenne 4.8 S: 68/100 (from $144,500)

When you're the sort of carmaker that goes 15 years without a fresh model line, then the wheels you eventually roll out are going to get a lot of scrutiny. So it is the Lotus Evora, which went on sale here in January. The Evora moves Lotus away from sole reliance on the Elise in all its guises, and means the British brand has something up-market and comfortable to offer.Unlike the tiny track-focused Elise (and hardtop Exige variant), the Evora is sufficiently civilised for the daily commute: a rival for the class benchmark, the Porsche 911, only more exclusive. Or at least that's the theory. The reality is a bit more complicated.The good news about the Evora is that it feels utterly like a Lotus. Unfortunately, the bad news is also that it feels utterly like a Lotus. The Evora is Lotus's first proper crack at a luxury model since the Esprit was finally deleted nearly a decade ago.I have never so much as sat in an Esprit, so I've no idea what the Lotus track record is like at the elite end of the market. However, it's immediately obvious that the Evora has the same non-mainstream feel that distinguishes the Elise. There are compromises here that volume carmakers have long since left behind.For example, in supercharged versions of the Elise and Exige, rear vision is almost nonexistent thanks to the engine plumbing. It can make life awkward, but oddly it's also part of the charm.I didn't expect to find a similar problem in the Evora, in which half the tiny rear window is obscured by the engine. At this level, that doesn't feel good enough. It adds a layer of difficulty to the usual problems of seeing out of a coupe which here, as usual, involve reflections off the dashboard on to the front glass.To solve the rear vision problem, the Evora can be fitted with a rear camera and parking sensors. These come bundled into one of the three options packs, and the test car -- in common with the first 1000 Launch Edition cars -- was fitted with the lot.On a normal Evora, that would nudge the price up to almost $200,000, where the alternatives for buyers get really interesting. Desirable performance cars from all the German brands would leave you with change.Of course, you could buy the Evora without all the trimmings. A stripped-out Elise is still an appealing prospect because it's essentially a toy. However, I couldn't imagine buying an Evora without most of the goodies. And then the problem becomes that some of the goodies aren't very good.Chief among them is the premium Alpine satnav and audio system, which looks after-market and has poorly resolved graphics, screen-saver aside. It's part touchscreen, part button-operated and simple things -- adjusting volume, for example -- are a pain. The buttons are minuscule and the system logic inscrutable. This $8200 option is bundled with cruise control, parking sensors and Bluetooth for the phone, all of which would be difficult to do without.Something I could probably do without are the rear seats, which cost another $7000. They are useless for adults or children larger than infants, and even then I wouldn't want the job of installing them. They work for luggage, although cargo space is what you get anyway if you don't tick the box.It's certainly handy to have space behind the seats because other storage options, boot included, are small. Supposedly, the boot has aircon channelled through it to prevent the engine cooking your shopping. Unfortunately, it doesn't work.The luxury option pack adds more leather to the cabin and it's offset by good-looking metal dash trim plus one or two classy ingredients, such as the gearstick. But many other bits, such as the pedals and vents, appear to have been carried over from the Elise and the quality of finish still trails the mainstream, with a poorly fitting passenger airbag cover in the car I drove.Unique to the Evora is a steering wheel that adjusts in two directions and aircon with settings other than hurricane and off. The seats adjust only for distance and backrest angle, but these Recaros are comfortable all day.The main driving position problem involves the pedals, which are offset towards the centre of the car in a way most makers can avoid these days. The clutch has a fairly strong spring, the gearshift action is mechanical and the brake pedal has extremely short travel. But they are nicely grouped and pleasing to use with a little familiarity.The steering wheel is suitably small and hydraulic assistance means that, unlike the Elise, the Evora doesn't have to be wrestled into a parking spot.However, the instruments are awkward to read, with speedo increments at 30km/h, 60km/h and so on, then a halfway mark between. Does this indicate 45km/h? Tiny red display panels on either side of the dials are difficult to see in any light conditions and the trip computer functions they display are rudimentary. Also irritating are windows that don't drop all the way into the doors, or auto-up.Getting into an Elise is impossible for many and, although the Evora sills are narrower, ingress will still be a challenge for some because it's so low to the ground.One big lift over the smaller Lotus cars involves interior refinement, with much less engine noise in the cabin. There's tyre roar and thump and occasional metallic thunks, but fewer of them and they're less noticeable.Ride is another advance, with a sophisticated feel that's on the acceptable side of brittle for a sports car.  Despite this, the Evora would be frustrating to live with day-to-day and the difference between it and an Elise is a matter of degree, rather than kind.Of course, that's also the good news. Take the Evora on a long country drive and you won't want to get out. On the right road at around the legal limit, the Evora comes alive.The chassis is gorgeous and seems to respond intuitively to small inputs from the throttle and steering. It quickly adopts a balanced stance for fizzing around bends without any effort from the driver.There's a delicacy to its movements that's every bit as engaging as an Elise, only the Evora has more poise and feels less frenetic.  The Evora is also less inclined to transfer kickback through the steering wheel or get bumped off line.The Evora's aluminium chassis is derived from the one developed for the Elise, and it also has double wishbone suspension all round.  The Evora is heavy by Lotus standards, at 1380kg, but light by the standards of everyone else, thanks to aluminium panels and a composite roof.The Evora continues Lotus's association with Toyota engines, only this time it's the 3.5-litre V6 from the Aurion and Kluger. It lacks the feistiness of the four-cylinder units supercharged by Lotus for the Elise/Exige, as well as some of their pace, with a 5.1 second time to 100km/h against low fours.However, the engine sounds really sweet when given its head and pulls in a nice linear fashion to a maximum speed of 261km/h, according to the company.  Opt for the sport pack, and there's a switchable sports mode that sharpens the throttle response, increases the rev limit and sets higher thresholds for the electronic intervention systems. It also brings sports tailpipes and an engine oil cooler, plus cross-drilled discs for the four-piston AP Racing calipers.The exterior design is pure Lotus, with Coke-bottle sides and a wraparound look to the glass. The rear is wide and houses 19-inch alloys against 18s at the front, giving the car a great road stance. It's unmistakeable. It will be much rarer than most of its rivals with a production run of 2000 a year and just 40 destined for Australia.  The Evora is too desirable to fail, but as a grand tourer it makes a great sportscar. Even by elite standards, it's a bit rich putting things such as power mirrors on the options list and some of the compromises, and letdowns, are unavoidable. Which makes a 911 the sensible choice. Only now, having driven the Evora, I'd have to have one of each.

Mercedes-Benz has always enjoyed a good reputation for prestige, quality, refinement and reliability in this country; it was one that was, and still is, well earned. The problem for most of us is that the price that came with it was way out of reach.That was not only an issue for those of us who lusted after a 'Benz, but couldn't afford one, it was also an issue for the company if it was to build its sales in this part of the world. It had a good slice of the big-dollar prestige market, but that only got it so far; if it wanted to grow its sales substantially it had to appeal to buyers on a more limited budget. In short it had to take the three-pointed star to the 'burbs.The answer was the 190E and it was pitched at the young professional who couldn't wait until later in life to drive a 'Benz. That same quality, refinement, reliability and prestige is now available to the used car buyer at a very affordable price.MODEL WATCHThe biggest problem Mercedes had when introducing the 'budget 'Benz' was to avoid cheapening the brand in the eyes of its traditional buyers. It was a major issue for both the company and those buyers who were of the mind the company was abandoning the very things that made it what it was. The 190E was the first move Mercedes made into the sub-compact market that was then dominated by the BMW 3-Series. It was immediately successful being voted 'European Car of the Year'.At the time it was regarded as a radical departure from what had come to be accepted as the 'Benz norm. It had a rather edgy look, with sharp lines, and a high boot line and tapered rear section, both of which were driven largely by the need for fuel economy. The Mercedes driver felt right at home at the wheel of the 190E, the dash layout was like the rest of the range, the seat was firm and flat like those in the bigger 'Benzes, the fabrics and fittings were also familiar.There was generous accommodation inside and the boot was of a good, usable size. Underneath the suspension was conventional with MacPherson Struts at the front and a five-link independent arrangement at the rear. The steering was power-assisted recirculating ball, while the brakes were a combination of ventilated discs at the front and solid discs at the rear. ABS became standard in 1989. here were a number of engines used at various times in the life of the 190E.Between the introduction in 1984 and 1990 there was a single overhead camshaft 2.0-litre engine that produced 89 kW and 175 Nm. For a little more punch there was a 2.6-litre six-cylinder single overhead camshaft engine available between 1987 and 1991, and that produced 121 kW and 225 Nm.From 1990 to the model's exit in 1994 the base engine was a 1.8- litre single overhead camshaft unit producing 82 kW and 154 Nm. Also available between 1990 and 1992 was a 2.3-litre four-cylinder engine producing 97 kW and 198 Nm, and from 1992 to 1994 there was a 2.0-litre engine with 89 kW and 175 Nm. Up to 1990 it was only possible to have a four-auto transmission, but after that some models were also available with a five-speed manual 'box.While the 190E was aimed at budget conscious buyers it still featured air, power windows and a radio/cassette sound system. Later models, after 1990, generally also had central locking.IN THE SHOPThe 190E is generally robust and reliable, little of a significant nature goes wrong with them. The body is strong and doesn't suffer from rust to any degree; the paint quality is also of a good standard such that they still sparkle if looked after. Inside, it had a high standard of fit and finish and the hardware stands up well.Under the bonnet the early cars had a single row timing chain, later ones a double row that is better over the long term. Listen for any signs of a rattle that might suggest a worn timing chain, particularly in the earlier cars with the single row chain. It's most important to check the corrosion inhibitor that has been used; the correct inhibitor will mean trouble free running; an incorrect inhibitor will mean expensive trouble in the form of a corroded cylinder head.Check under the intake manifold for a possible oil leak from the cylinder head gasket. It's not uncommon to find a leak, but it's usually nothing to be overly concerned about. Underneath the front suspension stands up quite well, it's worth checking for wear in the bushes; more importantly it's worth checking for wear in the rear suspension bushes, which can affect the handling of the car. Check for a service record to make sure the oil has been regularly changed, as well as important items like the coolant.ON THE ROAD The 190E was no fireball on the road, it was lethargic at best, but its saving grace was that it was quite economical. The ride was smooth and comfortable; it soaked up the bumps well and isolated those in the cabin from most of the nasties underneath. It also handled with aplomb; a natural understeerer, it was a safe and sound driver. Today, it's important to check for wear in the rear suspension bushes. Wear there can result in the rear trying to steer the car in a rather unsettling way. Worn bushes can be replaced quite cheaply if needed.AT THE PUMP Around town a 190E will do 10-12 L/100 km depending on the driving style, but out on the open road it's normal to see 8-9.0 L/100 km.IN A CRASH No 190E had airbags, owners had to rely on the renowned strength and integrity of the 'Benz body. ABS braking was standard on most models, the entry-level model between 1991 and 1994 being the one to miss out on this most important safety feature. Buying an old car today it's worth inspecting the seat belts for wear and tear, and considering replacing them.OWNER SAYS Tasmanian Anthony Williams has driven Holdens, Hondas, BMWs, Nissans and Toyotas over the years, but all of them pale in comparison with his 1985 190E. It still rides and handles smoothly and when he closes the door there's still the sold 'thunk' that spells quality. So reliable has it been that fitting new brake hoses recently was the first time he'd had to spend anything over and above the normal costs associated with running and maintenance.LOOK FOR 'Benz badge prestigeVery affordable quality built carModest performanceVery economicalGenerally robust and reliable.THE BOTTOM LINEQuality build is shining through in later life with the compact 'Benz.RATING80/100

Grumpy old men across Britain are pulling on black armbands this week.  They are in mourning for the traditional Jaguar XJ, a car which was much like a mouldy old labrador that had lived beyond its time.It's sad that the faithful old dog had to go, but now there is a spritely new XJ puppy — perhaps a labradoodle — with designer genes to drive Jaguar forward and win a younger generation of buyers to the brand.For the first time the new Jaguar flagship has what it needs to fight the German rottweilers from Mercedes-Benz and BMW. It is a modern car, a very different car in design and driving, and a car that gives a 21st century tilt on luxury.Jaguar chooses Paris to present the XJ to the press and there is a lot of emphasis on Ian Callum, the car's designer. Both moves are intended to show a new approach to the Big Cat, which is closer to the mid-sized XF hero than any previous full-sized Jaguar.  "Nobody needs a Jaguar, but people need to want a Jaguar," says Callum.He admits to pushing the edges on design, and particularly the gaping grille and plastic capping on the C-pillars, but says it is a job that has to be done.  "I think we have to be slightly controversial. In the past, Jaguars were very modern cars, not boring at all. If you do something different . . . then, once you get used to it, it will be fine."Callum finds it easy to summarise the new XJ, which is actually slightly bigger inside than the previous model and comes with both short and long-wheelbase bodies, as well as a choice of V6 diesel and V8 petrol engines.  "I want people to feel like they are sitting in a sports car, even if it's a luxury car. We want the technology to be easy for people to use, not intimidating."On the engineering front, the new XJ is still an aluminium car which means a 150-200kg weight edge over an S-Class or 7 Series, and there is fully-independent suspension, big brakes, 18-20 inch alloys, a full suite of airbags and a lot more including LED lamps. "We go back to XF really, which started the rejuvenation of Jaguar," says Andy Dobson, chief program engineer for XJ.  "We play absolutely fanatical attention to detail. Making sure we've got the character right." The luxury runs from a two-panel glass sunroof to nine different interior treatments — leather with wood or carbonfibre — electric rear seats in the LWB car and up to 1200 watts of Bower&Wilkins sound.  "XJ is the most refined vehicle in our range, but we've moved the sporting character on," says Dobson.The numbers include 202kW/600Nm in the 3-litre turbodiesel V6 up to 375kW/625Nm in the Supersport supercharged V8, a drag co-efficient of 0.285, fuel economy from 7.0-12.3 litres/100km and prices from $193,800 for the short-wheelbase diesel to $362,800 for the long-wheelbase Supersport.  But don't go looking for a diesel V6, the favourite engine in the XF in Australia, because it is missing. Jaguar says it cannot do the numbers or the refinement needed for an XJ.The new XJ takes some adjustment. In reality, it is going to take a lot of adjustment, from the way it looks to the way it drives.  This is definitely not your grand-dad's Jaguar. Or your dad's. But it could easily be for you and your children, particularly as a full-sized driver's car.The new XJ has an instant impact, either in traffic or making a grand entrance at one of the best Parisian restaurants, thanks to Callum's bodywork. But an impact is easy, and creating a car that will grow on people is tougher. No-one can really judge that end game for at least two years.But the new cabin is an instant success, both user-friendly and luxurious in a very modern way.  The interior of the XJ is more like a high-end boat than a Benz or BMW, something Callum worked hard to achieve, from the smooth sweep of the fascia to the low dashtop to materials including a cast 'cheese cutter' effect on the rotary gear selector in the centre console. It's a major move away from a British stately home to a high-end London apartment.The luxury is great and the back seat space in the long car is just what you expect for a car to be used by royalty and the British ministers. It is roomy, comfortable and very well kitted.But it's the driving that wins me.  The basic diesel shorty is sharp yet refined, extremely quiet and has suspension and steering tied very closely to the XJ and chopped away from the old XJ. So it does not rock or roll in corners, sits flat at speeds beyond Australian limits, with great brakes and a responsive six-speed auto with various modes and a paddle shift.The suspension is not floaty but the car still floats over broken surfaces, with a switchable sport mode that stiffens the dampers and steering feel.  A short run in the basic petrol V8 brings the muscular exhaust not I expect from a flagship cat, as well as more thump in response to the accelerator, but it's the long-wheelbase Supersport which wins me.After hussling it through a serious of testing twists, first in the basic settings and then in full sports mode, I think it is a brilliant car. I have driven the 7 and S but the XJ is better than both of the Germans, and a first choice for people who like driving.  As I work through two days of Jaguar driving I find myself liking the XJ more and more.I still question if buyers will be happy to put down at least $193,000 on a Jaguar after its ownership switch and after the ugly experiences of earlier XJs, but this car is a great start.  I think the boot opening is too cramped, and the operation of the electric assistance on the test cars is jerky, and I also question the final finishing of the early-build Paris cars.I also think the design of the virtual dials in the TFT dash screen is heavy handed and the analogue clock is chintzy. There is also a wavy effect to the rear-window glass, something Jaguar puts down to the sharp incline on the tail end.But these are little things and this is a big, big, big car. It's large in size, a huge shift for Jaguar, and a giant move into the future of luxury cars.  The new XJ deserves to be a winner and the first Australian owners, who will get their cars from August, have something to look forward to with a smile.