Luxury Reviews

If you ask BMW what sort of car its 5 Series GT is, it will tell you that it's something unique: a groundbreaking vehicle that combines the best bits of a sedan, SUV and grand tourer; BMW boldly going where no brand has gone before.  Of course, car-maker hyperbole should always be taken with a pinch of salt. In this case, it should be generously seasoned, baked in a salt crust, then served on a bed of salt crystals with a saline jus.The 5 Series GT is something new for BMW but, viewed objectively, it's a luxury four-door hatchback. Other luxury makers are already making these, as they diversify madly into smaller and smaller niches. Recent examples include the A5 Sportback, a hatchback variant of Audi's mid-size A4; the Panamera, Porsche's first sedan; and Aston Martin's Rapide.Of course, the idea itself is nothing new. Saab used to recruit loyal buyers with the unusual -- at the time -- hatchback styling on its four-door cars, until General Motors poured cold water on its Scandinavian-ness.The trick when expanding into niches is to use as many pre-prepared ingredients as possible. On price, the 5 Series GT fits between the 5 Series large sedan and the 7 Series extremely large sedan. However, its dimensions are closer to the latter and it has an identical wheelbase because it's built on the same underpinnings.That length helps the designers achieve the low roofline and shallow side glass.  From the rear it looks odd; too tall and a bit confusing. But from the front it's one of BMW's most attractive recent designs. It achieves some of the advantages of an SUV, such as an elevated ride height, without any of the environmental odium. At the same time, it looks more interesting than a straightforward sedan and less ostentatious than a limo.It has something in common, from a conceptual standpoint, with the multi-purpose vehicles so popular in Europe. The French, in particular, have made a huge success of these people-movers aimed at young families. But their MPVs have tiny engines and cabins constructed out of the plastic used for picnic plates.By comparison, the 5 GT and its ilk are business-people movers.  Their occupants need enough room, facilities and comfort to accommodate four high-fliers after a long lunch discussing the size of this year's bonus.The cabin, suitably up-specced with DVD screens and other goodies, is pitched somewhere between boardroom and loungeroom. The back seats are slightly raised off the floor in people-mover fashion but the comfort and refinement levels are much higher. Headroom in the rear isn't an issue, thanks to a sculpted ceiling, and leg space feels generous, especially in the four-seat configuration.Material quality is on a par with the 7 Series and the cabin is well sealed for quietness.  Some clever design isolates the load area from the occupant space, avoiding the boomy noises that wagons are prone to. Door sealing is also good, despite coupe-style frameless windows.Even on large wheels, ride quality is a standout, although with a slightly perched-on-suspension character in comfort mode.  Plenty of light enters the cabin, thanks in part to an oversize glass sunroof. In the regions of Europe where these cars are designed, watery sunshine is the best you can expect for much of the year and so large expanses of glass are becoming increasingly popular.In Australia, they should be delete-options rather than standard, as here. At least the fabric cover is reasonably opaque.  The load area is cavernous and the rear seats fold in a 40-20-40 pattern, just like a French MPV. The flexibility extends to the tailgate itself, which can be partially opened like a boot to stash smaller stuff. In this case the cabin remains isolated, so that the air-conditioning isn't working in vain.BMW claims its dual-action tailgate is unique, but luckily I had another barrel of salt in reserve. Skoda was the first with this idea in its Superb large car last year.  The difference is that BMW's system is automatic, and just as well. The full-size tailgate is so large and heavy you would not want to be lifting it yourself.It rises on telescopic struts that could have come from a cargo plane to open as wide as a yawning hippo, or to owner-preset heights to allow for the low ceilings in many garages.  There are plenty of gadgets for the driver, including BMW's excellent head-up display, cornering headlights, parking radar and a rear camera.The brand's interiors have been slowly returning to form after the wrong turn taken under former design chief Chris Bangle and this car continues the positive trend. So the layout and general ergonomics are good, although the lack of a cowl over the control screen can make it hard to read in some lights. BMW's unique (yes, really) gearshifter design feels more substantial than usual.Vision out the rear isn't bad, despite a letterbox quality to the rear glass, and while the wing mirrors are sedan-sized rather than the monsters on most SUVs, they seem big enough to do the job.  Dynamically, the 5 GT drives like a BMW despite weighing two tonnes. BMW always manages to engineer a similar behind-the-wheel feel into its cars, regardless how big they are, although as they get larger and more luxurious they tend to seem more remote from the driver.The test cars, driven on the sinuous roads of Victoria's Mornington Peninsula, were fitted with many of BMW's dynamic options, including adaptive dampers and active anti-roll bars (collectively called Adaptive Drive) and active steering. A large car with all these can almost defy the laws of physics.Performance comes from the top end of BMW's engine range, with the 3.0-litre diesel or 4.4-litre V8 already offered in the 7 Series. This car also comes with the latest version of BMWs 3.0-litre turbocharged six, which gains direct injection -- a genuine first, so hold the salt.  The standard transmission is the eight-speed automatic offered -- so far -- only in the most expensive V12 version of the 7.Both the petrol six and V8 were available on the launch drive and both are every bit as good as you would expect. The tendency of turbochargers to lag throttle inputs has been virtually eliminated and power delivery is nicely linear in both, with little hesitation off the mark. The V8 has plenty of character and can hit 100km/h in 5.5 seconds, which is respectably quick. The six has to work a bit harder, but never feels like it's doing overtime. The transmission is so smooth it almost goes unnoticed.Whichever engine you choose, the 5 GT benefits from a selection of BMW's efficient dynamics technology, including brake regeneration, which harvests energy under deceleration, and low-rolling resistance tyres.  The V8 achieves an average of 11.2 litres per 100km, which is hardly punitive for the performance it can deliver, while the diesel returns 6.5, which is remarkable.So in this respect, as well as a few others, the 5 GT is the large car you have when you're not having a large car. Although less extreme than BMW's other recent niche success, the X6 SUV-coupe, the 5 GT is far from bland.  For those tired of plain meat-and-three-veg luxury sedans, the 5 GT has a bit more spice despite the need to add salt.

Spicy hatch needs plenty of saltSAT 06 MAR 2010, Page 012The hype is overdone, but the 5 GT adds flavour to a plain sedanIF you ask BMW what sort of car its 5 Series GT is, it will tell you that it's something unique: a groundbreaking vehicle that combines the best bits of a sedan, SUV and grand tourer; BMW boldly going where no brand has gone before.Of course, car-maker hyperbole should always be taken with a pinch of salt. In this case, it should be generously seasoned, baked in a salt crust, then served on a bed of salt crystals with a saline jus.The 5 Series GT is something new for BMW but, viewed objectively, it's a luxury four-door hatchback. Other luxury makers are already making these, as they diversify madly into smaller and smaller niches. Recent examples include the A5 Sportback, a hatchback variant of Audi's mid-size A4; the Panamera, Porsche's first sedan; and Aston Martin's Rapide.Of course, the idea itself is nothing new. Saab used to recruit loyal buyers with the unusual -- at the time -- hatchback styling on its four-door cars, until General Motors poured cold water on its Scandinavian-ness.The trick when expanding into niches is to use as many pre-prepared ingredients as possible. On price, the 5 Series GT fits between the 5 Series large sedan and the 7 Series extremely large sedan. However, its dimensions are closer to the latter and it has an identical wheelbase because it's built on the same underpinnings.That length helps the designers achieve the low roofline and shallow side glass.From the rear it looks odd; too tall and a bit confusing. But from the front it's one of BMW's most attractive recent designs. It achieves some of the advantages of an SUV, such as an elevated ride height, without any of the environmental odium. At the same time, it looks more interesting than a straightforward sedan and less ostentatious than a limo.It has something in common, from a conceptual standpoint, with the multi-purpose vehicles so popular in Europe. The French, in particular, have made a huge success of these people-movers aimed at young families. But their MPVs have tiny engines and cabins constructed out of the plastic used for picnic plates.By comparison, the 5 GT and its ilk are business-people movers.Their occupants need enough room, facilities and comfort to accommodate four high-fliers after a long lunch discussing the size of this year's bonus.The cabin, suitably up-specced with DVD screens and other goodies, is pitched somewhere between boardroom and loungeroom. The back seats are slightly raised off the floor in people-mover fashion but the comfort and refinement levels are much higher. Headroom in the rear isn't an issue, thanks to a sculpted ceiling, and leg space feels generous, especially in the four-seat configuration.Material quality is on a par with the 7 Series and the cabin is well sealed for quietness.Some clever design isolates the load area from the occupant space, avoiding the boomy noises that wagons are prone to. Door sealing is also good, despite coupe-style frameless windows.Even on large wheels, ride quality is a standout, although with a slightly perched-on-suspension character in comfort mode.Plenty of light enters the cabin, thanks in part to an oversize glass sunroof. In the regions of Europe where these cars are designed, watery sunshine is the best you can expect for much of the year and so large expanses of glass are becoming increasingly popular.In Australia, they should be delete-options rather than standard, as here. At least the fabric cover is reasonably opaque.The load area is cavernous and the rear seats fold in a 40-20-40 pattern, just like a French MPV. The flexibility extends to the tailgate itself, which can be partially opened like a boot to stash smaller stuff. In this case the cabin remains isolated, so that the air-conditioning isn't working in vain.BMW claims its dual-action tailgate is unique, but luckily I had another barrel of salt in reserve. Skoda was the first with this idea in its Superb large car last year.The difference is that BMW's system is automatic, and just as well. The full-size tailgate is so large and heavy you would not want to be lifting it yourself.It rises on telescopic struts that could have come from a cargo plane to open as wide as a yawning hippo, or to owner-preset heights to allow for the low ceilings in many garages.There are plenty of gadgets for the driver, including BMW's excellent head-up display, cornering headlights, parking radar and a rear camera.The brand's interiors have been slowly returning to form after the wrong turn taken under former design chief Chris Bangle and this car continues the positive trend. So the layout and general ergonomics are good, although the lack of a cowl over the control screen can make it hard to read in some lights. BMW's unique (yes, really) gearshifter design feels more substantial than usual.Vision out the rear isn't bad, despite a letterbox quality to the rear glass, and while the wing mirrors are sedan-sized rather than the monsters on most SUVs, they seem big enough to do the job.Dynamically, the 5 GT drives like a BMW despite weighing two tonnes. BMW always manages to engineer a similar behind-the-wheel feel into its cars, regardless how big they are, although as they get larger and more luxurious they tend to seem more remote from the driver.The test cars, driven on the sinuous roads of Victoria's Mornington Peninsula, were fitted with many of BMW's dynamic options, including adaptive dampers and active anti-roll bars (collectively called Adaptive Drive) and active steering. A large car with all these can almost defy the laws of physics.Performance comes from the top end of BMW's engine range, with the 3.0-litre diesel or 4.4-litre V8 already offered in the 7 Series. This car also comes with the latest version of BMWs 3.0-litre turbocharged six, which gains direct injection -- a genuine first, so hold the salt.The standard transmission is the eight-speed automatic offered -- so far -- only in the most expensive V12 version of the 7.Both the petrol six and V8 were available on the launch drive and both are every bit as good as you would expect. The tendency of turbochargers to lag throttle inputs has been virtually eliminated and power delivery is nicely linear in both, with little hesitation off the mark.The V8 has plenty of character and can hit 100km/h in 5.5 seconds, which is respectably quick. The six has to work a bit harder, but never feels like it's doing overtime. The transmission is so smooth it almost goes unnoticed.Whichever engine you choose, the 5 GT benefits from a selection of BMW's efficient dynamics technology, including brake regeneration, which harvests energy under deceleration, and low-rolling resistance tyres.The V8 achieves an average of 11.2 litres per 100km, which is hardly punitive for the performance it can deliver, while the diesel returns 6.5, which is remarkable.So in this respect, as well as a few others, the 5 GT is the large car you have when you're not having a large car. Although less extreme than BMW's other recent niche success, the X6 SUV-coupe, the 5 GT is far from bland.For those tired of plain meat-and-three-veg luxury sedans, the 5 GT has a bit more spice despite the need to add salt.BMW 5 SERIES GTVEHICLE: Large luxury hatchbackENGINES: 3.0-litre turbocharged diesel or petrol six-cylinder; 4.4-litre turbocharged petrol V8OUTPUTS: 180kW at 4000rpm and 540Nm at 1750rpm (530d); 225kW at 5800rpm and400Nm at 1200rpm (535i); 300kW at 5500rpm and 600Nm at 1750rpm (550i)TRANSMISSION: Eight-speed automatic, rear-wheel drivePRICE: From $143,400 (530d) to $192,900 (550i) plus on-road costsON SALE: March 27

The latest Mercedes-Benz E-Class Cabrio comes with two nifty devices both designed to keep you snuggly warm on top-down winter nights.As if its patented Airscarf was not enough — and capable of blowing warm air over your neck — Benz now also has the Aircap as part of the standard equipment on the fresh-air E when they arrive in Australia in April to replace the superseded CLK droptop.The system works as a windbreaker to cut drafts into the cabin for both front and rear passengers. It uses a wind deflector that raises six centimetres above the leading edge of the windscreen to deflect the air flow and a net between the rear seats to reduce turbulence in the cabin. The system is so high-tech, using 211 individual components, that Mercedes has taken out 20 patents on the device.The chief engineer of the E-Class coupe and convertible, Christian Fruh, describes the system as ‘an isle of calm in the middle of a hurricane’. "It quite literally takes wind out of your hair," he says. And the Aircap also cuts noise in the cabin, as well as working with the automatic aircon — which knows when when the roof is up or down to adjust the heating or cooling to compensate.Apart from the draught stopper, the cabrio also gains a wealth of Mercedes-Benz safety knowhow. The company’s passive safety chief, Kai Visel, says it is as safe as the coupe.  "The rollover performance in an accident is the same as the coupe,” he says.To achieve that, the cabrio uses high-tensile steel, a traditional B-pillar construction, and heavily reinforced body structure that includes more robust A-pillars and twin rollover protection bars that automatically deploy for rear seat passengers. Visel says the car’s torsional rigidity is almost the same as the flagship two-seater SL.But there is more to the E Cabrio, with four new models for Australia — the first-up petrol V6 and V8 ahead of two four-cylinder models later in the year. First up is the E350 V6 and range topping E500 V8 in April to be followed by the E250 CGI petrol around June and E250 CDI turbodiesel arriving in July.The V6 cabrio will cost $139,950 while the E500 is $186,950, both a $12,450 increase over the E-Class coupe already on sale. The E250 CGI is tipped to be around $105,000 and the E 250 CDI around $135,000. But Benz says the higher prices for the E350 and E500 including $12,555 and $18,627 more value over the outgoing CLK droptop.Despite its higher price, the E-Class cabrio is likely to be shopping against the Audi A5 cabriolet and BMW’s 3 Series cabrio. Mercedes did well with the previous cabrio, as 39 per cent of CLK buyers chose the cabrio."We expect a similar level of interest for the new cabrio,” says Peter Fadeyev, spokesman for Mercedes-Benz Australia.Like the E coupe, the E350 cabrio gets a 170kW/540Nm 3.0-litre V6 and the E500 a 285kW/530Nm 5.5-litre V8. The E500 hits 100km/h in 5.3 seconds and has an electronically limited top speed of 250km/h with economy of 11.0L/100km.The E250 CGI has a 1.8-litre four cylinder petrol engine that pumps out 150kW/310Nm, delivering 7.8l/100km. The E250 CDI gets a 2.2-litre four-cylinder with 150kW/500Nm with 5.6l/100km. All four-cylinder models get a five-speed automatic while Mercedes' latest’ 7G-tronic seven-speed automatic will be standard on the petrol V6 and V8.Fadeyev expects the E350 to be the most popular model. However, after the experience with the E-Class sedan in Australia, he believes buyers could be swayed to the new petrol and turbodiesel fours."We’ll have to wait and see, but our customers are really warming to the new four-cylinder engines because they deliver plenty of performance without sacrificing fuel economy. The E250CGI could be the dark horse," Fadeyev says.Benz also claims coupe levels of cabin quietness and integrity. The four-layer acoustic soft-top helps reduce noise. The hydraulic roof is fully automatic, taking 20 seconds to raise or lower at speeds up to 40km/h. It lowers flush with the boot gets its own stowage compartment, with a retractable cover to separate it from the luggage area. With the roof closed the cover can be slid forward to increase capacity by 90 litres to 390 litres. There is also a ski-port for loading long items.Firstly, forget strong performance and that solid-as-a-rock Mercedes build quality. The talk is all about the E-Class cabrio's new-found feel good factor, thanks to Aircap and the potential for year-round open top enjoyment. It is so effective that it will allow top down motoring even in the darkest days of winter because it significantly cuts any turbulent air swirling around the cabin.The device works a treat. It doesn't entirely eliminate the wind-in-the-hair feel but makes cold weather driving a treat. Throw in the heated seats and Airscarf — which will remain an option for Australia — and the cabrio could lure coupe buyers who have never considered a softtop. Because it is changing the cabrio's aerodynamics slightly, the Aircap does eat a little into fuel economy but Mercedes engineers say it is a modest increase.As with the E-Class sedan and coupe, the cabrio is packed with safety and technology to justify the steep price tag. The four-layer roof is technological work of art. With the roof closed the cabin is as quiet as the coupe.After driving both the E250 CGI and E500, the V8 is the pick if you have the cash to splash because it works so well with the new seven-speed automatic and has a rorty exhaust note with the top down. But the turbocharged 1.8-litre four is certainly not embarrassed; it's quiet with a strong mid-range for overtaking and the five-speed auto's ratios are perfectly matched to extract the performance from the engine.The ride and handling in both the four and V8 is perhaps not as sharp as BMW 3-Series cabrio but slicker than the A5 cabrio. It can still double as a boulevard cruiser or swift mountain touring car.Thanks to the extra chassis stiffening, the cabrio resists scuttle shake and there is very little flexing over even the roughest roads.The cabrio has a slightly longer wheelbase than the CLK which liberates more cabin room, so both front seat occupants are spoilt for space and legroom. In the back, though, the stronger body meant moving the rear seats inboard so shoulder space is best described as snug. The rear seatback is also quite vertical but this means rear seat passengers sit slightly higher and have a better view out front.Visually the cabrio styling looks far more resolved and more youthful than the sedan thanks to the coupe-esque roof and short boot.

A sensible Mitsubishi Outlander wrapped in stylish Peugeot bodywork sounds like a good idea.  Which is precisely why the French company has produced its latest, the 4007.Despite years of resisting the SUV push - Xavier Peugeot once said he thought the 4007 was too much of a departure for Peugeot - the company has been forced to accept the sales growth of compact soft-roaders.  Peugeot is now playing catch-up, aiming to recover some of the ground lost to the Japanese, Koreans and even European contenders like the classy Renault Koleos.Peugeot may have had to be dragged into the off-roader segment but since its launch, the company has sold more than 25,000 4007s worldwide.  However, the 4007 is still a curious cross-cultural experiment.  It uses the Mitsubishi Outlander body, all-wheel drive system and interior as well as Peugeot's own state-of-the-art 2.2-litre turbodiesel engine under the bonnet.Peugeot has redesigned the front of the car to give it not only a Pug family look but a beefier off-road presence. It also threw in a bit more chrome at the SV model but the rear-end and interior are still easily identified as the Outlander.Models and pricesIn Australia there are two 4007 models, a starter ST and more luxuriously appointed SV.  Prices open at $45,490 for the six-speed manual ST, topping out at $54,190 for the leather-clad SV with a six-speed dual clutch gearbox.Fit-out and equipmentWith a seven-seat option the 4007 is definitely aimed at families with a versatile seating and load carrying arrangement. The SV gets the third row pew, which retracts into the floor when not needed, as standard.  The second-row sliding seats also split 40/60 while the entire row can be flipped and folded away automatically in the SV.Like the Outlander, the rear tailgate is a split affair. The lower section can fold down to be used as a picnic table or seat and can support up to 200kg, equivalent to two adults and a cheese platter.  The SV gets all the fruit expected of a range topper.There are six airbags, electronic stability control, cruise control, rear park sensors, climate control air-conditioning, 18 wheels, rear privacy glass, chrome door sill kick plates and window surrounds, Xenon headlights, leather trim plus electric and heated front seats, Isofix child seat mounting points.DrivingAnyone jumping out of an Outlander will feel right at home in the 4007.  It drives and feels like the Mitsubishi, and the only real difference is the silky six-speed DSG gearbox and energetic 2.2-litre turbodiesel in place of the 2.4-litre or V6 Mitsubishi engines.Like all Peugeot diesels, this one is strong on urge and reasonably frugal. I managed a respectable 8.5 litres/100km in mostly city driving.  But it is so torquey at low speeds it will tug at the steering wheel in front-wheel drive mode until speed picks up.That's really no surprise because 300Nm of torque is readily accessible from just 1500 revs, propelling the car like a slingshot.   The DSG is smooth once underway but can be a little hesitant from the traffic lights.The diesel heartbeat is well concealed from the cabin. Only under hard acceleration am I aware that this four is an oiler. At cruising speeds the diesel is almost silent.  The suspension comes from the Mitsubishi donor car and still feels too soft and wallowy for me compared to a VW Tiguan or Nissan X-Trail.  For most conditions the ride is fine but push through the corners and the 4007 feels less precise, the extra weight of the diesel over the front end making its presence felt.Inside, the SV gets leather on the dashboard and seats but still has a little too much Mitsubishi seeping through.  Like the Outlander, the front seats are comfortable and supportive but could do with more vertical adjustment. Even at the lowest setting, they are still set too high. Shorter folk will love the driving position though.  The third row is a child-friendly zone only.Despite a valiant attempt, Peugeot has not really given the interior enough of a distinct French look or feel. Slam the rear doors and you'll see what I mean. They feel tinny and cheap.  The lack of a reach-adjustable steering wheel has also been inherited from the Outlander.So the 4007 gives Peugeot a start in the soft-roader race but it has only built a marginally better Outlander. Diehard Peugeot fans will love it but the superb diesel cannot hide the fact that this is really just a more-expensive Mitsubishi.The bottom lineFrench off-roader with an identity crisis.75/100

The X6 was the answer to a question nobody asked.

Audi has been accused of having too many variants before, and it wouldn't be the first time that an importer was accused of having too many models in what really is a small market.  But the number of models Audi has on offer now could have some people again wondering how it supports such a broad range on low volumes. But if the buyers are there and the four-ringed brand is making money, who are we to argue?The A5 range has comprised a two-door coupe and droptop adjunct to the A4 sedan and wagon range. But now we have the A5 Sportback - a four-door four-seat coupe version of the A4, but sleeker and even more elegant than the handsome sedan.  It weighs less than the long-running A4 sedan, but is longer, wider and lower and just 2mm longer in the wheelbase.Drivetrain and priceWe're in the all-wheel drive three-litre turbodiesel V6, certainly the pick of Audi's mainstream engine range - although the 4.2-litre V8 in the old RS4 and the R8 remains a firm personal favourite - but the diesel has some irresistible numbers.The particle-filtered V6 has common-rail direct-injection and a variable-geometry turbo that produces 176kW and 500Nm, the latter on tap from 1500rpm through to 3000rpm.  The as-tested cost of the test car is $103,070, quite a jump from the list starting price of $89,100 and similar money to roomier and perhaps more versatile machines.Fit-out and equipmentThe cabin is very Teutonic - laid out and finished superbly, with plenty of safety and other equipment, much of it even as standard - eight airbags surround the occupants, who describe the vehicle around them as feeling solid and strong.  The centre screen displays all the infotainment functions including the optional $4550 multi-media satnav system and six-CD changer (for $970), which includes a hard drive for the good-quality sound system.The front ($850 optional) sport seating is firm but not uncomfortable, with the new Audi centre armrest set-up now not intruding on the elbow room, restricting centre console storage flexibility or impeding the handbrake (which is now a little electronic lever anyway), it's a nice place to be.Rear room for the two occupants is not cavernous - the elegant roofline restricts headroom a little (a problem felt by several four-door ‘coupes’), and the leg room is limited.  Bootspace area is reasonable but it's not an overly deep or wide load space, so even a folded stroller can take a big chunk of the room.DrivingThe powerplant performs admirably in other Audi product and its track record is certainly not tarnished here - very quiet, smooth, frugal and deceptively rapid, there's precious little wrong with the engine.  It gets the Sportback up and running just a touch quicker than the other A5 and A4 variants with the same powerplant, but all reach 100km/h in around six seconds, which is good going regardless of the fuel being used.The seven-speed double-clutch auto works well with the torquey powerplant most of the time, with slick and well-timed upshifts in all three drive modes (an option), although some downshifts (even in comfort mode) are a little jerky.The three-mode system tightens up suspension, steering and alters throttle response and it is noticeable the change in character.  For a family all-rounder there probably needs to be a more cosseting base-line for the comfort mode, as the ride - while more compliant than Dynamic mode - still doesn't fit the definition of ‘comfort’.But the Sportback has ample in common with the coupe and A4 sedan. It's not anywhere near as nose-heavy as earlier examples of the breed, pointing into corners with plenty of enthusiasm, with heaps of grip and no excuses for the stability control to interfere.It has the sort of back-road talent that could shame many sportscars, but much of that comes down to the three-mode drive system Audi calls drive select - comprising adaptive dampers, dynamic steering and a sport electronic locking differential. It's a $7600 option, so it would want to be an effective system.In isolation, the A5 Sportback is a good machine, but the question remains as to whether it’s sure what it wants to be – a practical family car or a peppery sportscar.Audi A5 Sportback 3.0 TDI quattro Engine: three-litre common-rail direct injection 24-valve DOHC intercooled turbocharged V6 diesel engine.Power: 176kW between 4000 & 4400rpm.Torque: 500Nm between 1500 & 3000rpm.Transmission: seven-speed double-clutch automatic, permanent all-wheel drive with self-locking centre differential.Performance: Top speed 250km/h, 0-100km/h 6.1 seconds.Fuel consumption: combined 6.6 l/100km, on test 11 litres per 100km, tank 64 litres.Emissions: 174 g/km.

Move over Mercedes-Benz, backpeddle BMW, and just get out of the way Jaguar. The new Masser is about to hit town and it wants its day in the sun.  The tops are off and let the boulevard battle begin.This is the new and very stunning — Maserati GranCabrio, the open-top version of the potent GranTurismo coupe, which goes on sale in Australia in April for $338,000. That's $19,500 premium over the hardtop but that hasn't deterred 20 buyers who have already put their hand up for one. And numbers will be limited. Australia's allocation for the year is just 43 cars.Maserati has had cabriolets before, but the Spyders have all been two seaters. This is the brand's first four-seater and it's aimed directly at the American market Maserati gambling its prestigious brand combined with the extra seating capacity will prove a marketing winner.In Australia, true four-seaters, as against two plus two, are thin on the ground but Maserati is up against models from Benz, BMW and Jaguar for the up-market ‘fun in the sun’ dollar.  Maserati is counting on pulling power of the cabrio — the third model in its lineup behind the coupe and Quattroporte sedan — to drive it out of the global financial crisis to add even more sex appeal to the famous Italian brand.It does so in spades. This is adult-rated car porn; a cabrio to lust for. A car that should equally appeal to both sexes but for different reasons.It has performance, and it has style.  But the cabrio nearly didn't make it to market so early in 2010. Maserati's marketing director Massimo Farao hinted to Carsguide that the company, which has been regaining ground after years of financial losses, had considered stalling the launch because of the worldwide economic crisis."Sure we looked at it (delaying the launch) but decided to go ahead and introduce this new model. The global situation had a very serious impact on our markets but, with careful planning, we finished the year in the black. It was the right decision; the GranCabrio adds a third model alongside the Quattroporte and the GT to round out our lineup," he says.While it may seem an easy task to create the GranCabrio by simply chopping the roof off the Turismo, Farao says the task was not that simple. "We had to do a lot of work to strengthen the car because the cabin is so long," he says. "We did a lot of strengthening around the sills and under the car and we kept the weight difference (over the coupe) down to less than 100kg, which if you look at our rivals is a remarkable achievement."Defying modern trends, Maserati opted for a three-layered fabric roof instead of a folding metal lid, although the mechanism itself is very similar to that used by Ferrari in its California. The decision Farao says was made on tradition, style and practicalities. The soft roof allows for proper four seats and luggage space, albeit it's limited. Opening and closing the top can be done on the move up to 30km/h, taking 20 seconds plus another eight seconds to open or close the windows.The GranCabrio shares all of the underpinnings of the coupe, including the 4.7-litre V8 (323kW/490Nm) from the GT-S version and the six-speed ZF transmission from base model GT. It misses out on Maserati's lightening quick electro-actuated semi-automatic gearbox which can make gear changes in just 100 milliseconds. It's a safe bet however the high performance gearbox will feature in an S version of the cabrio which is believed to be under development and due in a year's time.And like the Turismo there is a downside: the V8 engine is thirsty at 23.9l/100km in the city and averaging 15.4l/100km (combined cycle) for a mix of urban and highway running. Nor is it clean and green, producing 358g of CO2 per kilometre. It's an area Maserati says is working on to improve for the next generation of cars, expected after 2012.While the lighter coupe is quicker over the standing 100km/h dash at 4.9 seconds and has a top speed of 295km/h, the cabrio shouldn't belittled. It's only marginally slower, at 5.3 seconds to 100km/h, and tops out at 283km/h with the roof closed and 274km/h with it open.At 2942mm, the new Maserati has one of the longest wheelbases on the market and uses the space to provide a luxurious Italian leather-bound. But it's not all good news. While Maserati says you can get two sets of golf clubs in the boot, the luggage space is compromised by the folding rag top. The same top severely reduces visibility to the rear quarter and rear headroom is going to be tight for anyone over 6ft.The cabrio's sensuous styling with its sleek profile is all thanks to Pininfarina, while Maserati also worked with Bose to design the audio system, tailored for open air driving.This cabrio also comes packed with safety features including multiple airbags, traction and stability control, the latest generation of anti-lock brakes with brake assist and a patented rollover protection system the hoops are electronically fired in less than 190 milliseconds. There's also an elaborate alarm system designed to deter thieves from pinching items from the cabin if the roof is down.Who would be mad enough to launch a cabriolet in winter. The Italians, who want their new model ready for summer, that's who.  To set the picture: The first snowstorm in 25 years blankets Rome as it spreads across Europe. Blocked roads, cancelled flights, stranded passengers sleeping at airports, chaos on the cobblestoned streets, Romans building miniature snowmen on the backs of their scooters. It's beak and freezing and we can't drive the car.The Maserati team take it on the chin. "Hey, we have built a beautiful car for summer," one quipped. And they have.  The following day it takes me exactly 11 seconds to make my mind up about that. That's the time it takes to circle the boulevard cruiser. That's twice as long as it takes for the cabrio to hit 100km/h from a standing start.Hey, this is supposed to be a cruiser not a bruiser, but a zero to 100km/h sprint time of 5.3 seconds for a car which weighs in just under two tonnes says Maserati means business. This is no show pony and the ride and handling show Maserati's development work in producing a car which soaks up the bumps but also allows flat cornering has worked a treat.Despite its stunning looks, there is no hiding the fact the GranCabrio is a big lump of a car. This is a high flying four seater first class lounge on wheels. But any cabrio is always going to be a compromise. Removing the roof creates enormous engineering problems to maintain rigidity, while storage of the folding room is going to rob luggage space. But Maserati has done a good job here.The rear pews are tight but comfortable and there is some boot space which is a bonus and there's little in the way of buffeting indeed the cabrio is so well protected the optional wind blocker is not needed..  The GranCabrio is two cars in one. Left in its normal settings it is a very capable cruiser. Push the sport button next to the steering wheel and it's a whole new ball game.Sport means the suspension becomes stiffer, the gear changes are quicker and, beyond 3000rpm, the V8 get a much deeper and louder note thanks to a small gate being opened in the exhaust which allows a free flow of gases, partly bypassing the muffler.  The engine note is nothing short of breathtaking.Deep, sonorous, sexy and mind-blowing with the roof down.  Like it. No. I'm in love with it.

In the natural order of evolution the latest version of any new car has to be better, safer, grander and in today's world even greener than the one it replaces. That's a given.  But sometimes that natural order gets out of step.There are newcomers who don't just take one evolutionary step forward, but to borrow a line from the bloke who walked on the moon, they take a giant leap forward.Such is the F458 Italia, Ferrari's quickest road-going model and the stunning replacement for the F430, which followed the 360 which itself was a remarkable car.PricingThe 458 arrives in June with more than 100 deposit-paid "expressions of interest" being signed on the $580,000 car that's an order bank almost larger than the number of cars Ferrari sold in total last year.  So what's been happening? Has Ferrari, after a few hit and misses in its line-up, finally built a car of desire? It looks like it.Buyers have been handing over five-figure deposits to secure their place in the queue — those at the top of the pecking order will be getting their new Ferrari before Christmas; latecomers may have to wait for up to 18 months.The majority of Ferrari buyers are traditionally also big spenders: adding between $120,000 and $180,000 to tailor their cars before they leave the factory, and if they really insist on an odd colour trim combo then the amount of deposit rises substantially. Understandable, because the distributor, European Automotive Imports, doesn't want to get stuck with an expensive car with little market appeal.DrivetrainSo how good is the first all new mid-engined V8 Ferrari for in a decade? The 458 isn't just a step ahead of the 430, it's in another time zone.  The two-seater has more finesse, is more powerful, more responsive and resets Ferrari's bar on ride and handling perfection. It also has a green tinge, using less fuel and producing less harmful CO2 emissions than its predecessor.The raw figures are staggering: with 419kW peaking at incredible 9000rpm, the direct injection V8 delivers 93kW per litre which Ferrari says is a record for such a naturally-aspirated motor.And this is the first Ferrari not to offer a manual transmission and that's the rub with aficionados. Not only that, all future Ferraris will be without the traditional open-gated manual shifter as well.The diehards may weep, but there's no denying the 458's dual clutch seven-speed auto gearbox (developed for the Ferrari California with the technology now sold to Mercedes-Benz) is a gem, making the car easy as the family wagon to drive sedately in the city. If your feel the need for self shifting, there are Formula One style paddles behind the steering wheel.Ferrari counters the criticism, saying the techno-smart auto, a spinoff from Formula One, can complete gear changing far faster than any human hand and the shifting actually boosts power and doesn't momentarily lose it as you do when using a conventional clutch.EquipmentBut the 458 has other direct F1 links as well. The most obvious is the steering wheel which is crowded with all of the car's main controls including switching for lights, wipers, indicators, ignition and settings for the traction control system. Ferrari's effort to centralise controls sort of works, but you have to remember just where those buttons are when you have turned the wheel full lock, in tight turns.DrivingWhile Australia baked, here in Maranello, the home of Ferrari, the temperature didn't budge from 2 deg, fog blanketed the valley and it was snowing, meaning the fantastic hill roads above the town were out of the question for this beast shod in summer tyres.  The slush demanded extreme caution, even though the highways had been sprinkled with salt.Even with the car set on its wet road setting, to allow maximum grip, too much accelerator pedal (one of those let's try it and see what happens moments) produced an instant fishtail, which was countered almost as quickly (but not quite) by the traction control system which settled the car and our nerves.Despite the tiptoe conditions there was enough input after four hours on the road to show Ferrari has done an excellent job in body control: the car sits flat in corners, minor road bumps are well absorbed, the steering stunningly quick, the brakes are reassuring solid and benefit from an anti-lock braking system which is tuned to the road conditions.The Ferrari flyer is rewarding as it is daunting. The question remains just where in Australia, apart from track days, can its abilities be tested?The styling is a work of art — purposeful, muscular and mean. But every single curve, air intake and aerodynamic wind deflectors serve a purpose. The front winglets for example are flexible. At low speeds they channel air to the deeply angled radiators; at high speed they bend, moving the air to produce a low pressure area at the front of the bonnet, helping to reduce drag and in our case, ice which clung to the bonnet.Ferrari says the 458 produces a massive 360kg of down force at its maximum speed of 325km/h that's better than the Enzo supercar. It's not until you climb into the cockpit with its overly hard seats, that you realize just how wide the Ferrari is. Not a problem for Australian roads but it demands careful manoeuvring to negotiate Italy's narrow lanes, lined with deep ditches and shared by trucks all demanding their bit of black top.Despite that, the 458 is remarkably easy to drive. Push the red start button (we failed to see it the first time and wondered why the car wouldn't start) awakens the beast lurking behind the cabin but its there on display under the rear glass hatch window for all to see and admire.Engine noise changes pitch quite dramatically depending on the throttle opening. It's not the typical agricultural V8 sound we are used to in Australia. This is more of a high pitched growl than belly-deep guttural.At 60km/h the car quite happily plods through city traffic in seventh gear, such is the high revving nature of the V8. But it's not until you get to highway speeds and the revs build that the true character of the car shows itself. Stomp on the accelerator in auto mode for overtaking and the car drops a gear, and rewards you with a surfing wave of torque as speed and revs rise in unison all the way to 9000rpm although in these conditions redlining was out of the question.The transmission will upshift automatically if you are in manual mode and thanks to the dual clutch system cog swapping is done seamlessly.  Given the right road conditions, the 458 is capable of running at more than triple our road limit — something we never came close to exploring and can do the standing dash to 100km/h in just 3.4 seconds.Think about it. Count to four it's that quick and gives the car a rightful entry into the supercar class. Equally remarkably, it has a claimed fuel consumption of just 13.4l/100km. This is the most responsive Ferrari to date.A miracle car maybe. But it's not without its faults: there was demisting problem in our test car but a bigger problem was the lack of a rear-view camera and it's badly needed although it will be offered as an option for Australia. This $600,000 sportscar also doesn't come with vanity mirrors and cruise control was also absent, but that will probably become standard once the cars are landed in Australia.The options list is however extensive right down to matching luggage (the same leather as the seats).Ferrari 458 ItaliaPrice: $580,000Engine: 4.5-litre V8, 419kW @9000rpm, 540Nm torque @6000rpm.Transmission: 7-speed dual clutch automaticPerformance: Top seed 325km/h, 0-100km/h 3.4s, 0-200km/h 10.4s,Dimensions: kerb weight 1485kg (with forged wheel rims and lightweight racing seats) , weight distribution 42% front, 58% rear, length 4527mm, width 1937mm, height 1213mm, wheelbase 2650mm front track 1672mm, rear track 1606mm.Tyres: Front 235/35 20 inch, rear 295/35 20 inch.Brakes: Front 398, rear 360mmFuel Economy: 13.3l/100km (claimed, European test); CO2 307g/km

Porsche has unveiled its quickest road car yet, the latest incarnation of the all-conquering 911 Turbo boasting more power and torque but not at the expense of thirst or emissions.  The new 911 Turbo has also had a slight price cut of around $1000 thanks in part to tariff reductions, although that's been offset by an upgraded features list.Porsche Australia has more than 30 confirmed orders, out of an expected 90-odd cars for the first year and the company has a core audience that will put down cash and autographs without even driving a Turbo update.Among the highlights of the new Turbo flagship is the addition — albeit as a $950 option — of proper paddleshifters behind the steering wheel, replacing the oft-maligned shift buttons of the Tiptronic.  Apparently the only reason they survived was a liking of them by the former CEO, but expect to the see them appear in other variants sooner rather than later.Porsche is looking at 2010 as a year of consolidation, getting its dealer network using black ink across the board and working towards contributing to a global target volume of 150,000 units — which would mean Australia's volumes would have to effectively double.There's no model plan in place to achieve it yet but the new Cayenne — expected mid-year — and a mooted SUV model below the Cayenne and a sportscar beneath the Boxster would help fill the volume gaps.Price and equipmentThe new 911 Turbo coupe and convertible range is on sale now and kicks off from $360,100 for the manual coupe, rising to a starting price of $368,000 for the PDK model, which is expected to represent around 80 per cent of the sales.The Cabrio will retail for $386,200 in manual form, or the PDK will start from $394,100.  The standard features list includes power-adjustable leather seats, reach'n'rake adjustable leather-wrapped steering wheel, 19in alloy wheels, tyre pressure monitoring, active stability and suspension systems, power windows and auto-dimming mirrors, infotainment system with 13-speaker Bose Surround Sound and iPod integration, satnav, Bluetooth phone link, bi-xenon headlights, LED brake, tail and running lights, dual front and side airbags, trip computer and climate control.Drivetrain and economyThe engine is 12kg lighter but has grown in size to 3.8 litres, following its naturally-aspirated brethren, albeit with upgraded internals to cope with the extra forces of two turbochargers.  Power had risen to 368kW from 353kW, torque has grown to 650Nm (or 700Nm for up to 10 seconds on overboost) — an increase of 30kW and 20Nm respectively.The new 911 Turbo halo car also now has the PDK double-clutch seven-speed automated manual, which at 3.4 seconds is 0.2 of a second quicker to 100km/h than the six-speed manual — yes, Porsche hasn't killed of the manual like Ferrari has just yet.  The new all-wheel drive system varies torque almost infinitely front to rear and offers considerable traction.Fuel consumption has dropped by 16 per cent to dwell in the mid-11 litres per 100km, with a 20 per cent reduction in CO2 emissions to around 270g/km.  Braking duties are taken care of by large cross-drilled discs with six-piston front and four-piston rear calipers; fork out an extra $20,000 and the discs are carbon-ceramic.Other options are the Sport Plus Chrono Package for just over $8500 and the clever rear-limited slip diff system Porsche has labelled Torque Vectoring, which will add $3190 to the bottom line.DrivingIt doesn't matter if it’s suburban running, tight, switchback corners or longer flowing country roads, the new 911 Turbo deals with all situations with equal aplomb.  The ride is firm and a little jiggly, but there's a small level of compliance on metropolitan roads that makes it reasonably easy to use in daily traffic.Get it out into the hills and the 911 starts to come alive, darting easily from corner to corner, without feeling rump-heavy or too light in the nose.  The steering is light but tactile and the PDK slips quickly and smoothly between gears.Sport mode sharpens everything up but doesn't deal a harsh blow to the bum when the bumps arrive again — only the serious road ruts elicit a groan.  The gearchanges are more rapid and aggressive but shift-shock isn't part of the program, neither is lurid powerslides — this thing just sinks its claws in and fires away.Launch control testing at a private proving ground showed off the new model's capabilities, returning telemetry for the sprint to 100km/h between 3.2 and 3.7 seconds, on a surface that had inconsistent traction.  But the Turbo's all-wheel drive system just fired the coupe away, covering an old quarter mile in an 11-second timeframe and topping 200km/h in the process.A short circuit session showed off the Turbo's traction and ease of driving — despite the considerable outputs on offer, in Sport Plus mode the car's electronics flattered the driver, who could fling it into a corner and not exit bum-first.

The best part of a decade ago, Audi's second generation A8 was the car that had heavyweight German rivals BMW and Mercedes-Benz looking over their shoulder in 2003.A fresh challenger with a technological tour de force that included an aluminium space frame construction and a brilliant interpretation of BMW's own iDrive system -- so good that BMW borrowed facets of it back for their later generations of the interactive system -- the A8 seemed worthy of its place in elite company.While that challenge didn't quite live up to early expectations, here's an early tip for the super-luxury segment leaders: take another good look behind -- because the third generation of Audi's limousine is closing fast.  For their latest offering, Audi has kept the best and improved the rest to produce a car that pleases the eye nearly as much as the senses.DrivetrainsFor Australia, the A8 will arrive for its July launch party boasting a pair of 4.2-litre V8 engines -- a 258kW and 800Nm turbo diesel and a marginally less brutal FSI petrol offering with 273kW and 445Nm. Both engines, driving all four wheels through a standard eight-speed gearbox, are more powerful than those in the outgoing models and yet up to 22 per cent more efficient the TDI boast an impressive 7.6L/100km on the official ADR test cycle while the petrol is an equally frugal (for its size) 9.5L/100km.A 3-litre V6 TDI version will reach Australia by the end of the year, but unlike the front-drive European eco-leader the Aussie car will have quattro AWD and boast fuel economy of 6.6L/100km enough to benefit from the government's sub-7L/100km tax incentives.Pricing and equipmentPricing and specification for Australia have not been finalised but given the likely level of new equipment and the new engines it would be fair to expect some price increase over the $206,600 (FSI) and $211,400 (TDI) of the outgoing models.  Favoured as standard equipment along with the usual raft of safety and comfort technology expected in any luxury car approaching a quarter of a million dollars by the time you get it in the garage are a couple of delight features that will set the A8 apart.Once again, the techno think tank at Audi has taken the MMI (multi media integration) to a new level with the inclusion of a human-machine interface scratchpad that allows phone dialing and navigation instructions to be delivered by writing on the pad with a finger. The integration software recognises the character or numeral and then offers a voice confirmation before accepting the next character.Also expected to be standard on the Australian A8s are adaptive air suspension, comfort seating with 22-way adjustment, the playful ambient lighting which allows for a choice of three mood settings for the interior, parking system with rear camera, adaptive Xenon headlights and 19-inch alloys.If you still have some change left there will be a good range of optional extras including LED headlamps, Google-map ready adaptive cruise control with stop and go function, night vision, lane assist, side assist (which clearly warns of a car in the blind spot), a spanking 19-speaker sound system and rear seat entertainment.DrivingThe A8 is a big car… and you can't help but notice that as you walk around it. Sit inside it and the space equation is again driven home.  There is room to spare, front and rear ... and all of it in an environment of quality luxury styling and trim that lifts this car to the benchmark of anything sub-Bentley. It is quite simply a beautiful execution.Yet, the real magic of the A8 is that it does not drive like a limousine. There is all the refinement at speed and isolation from just about any noise intrusion that you expect from a true luxury vehicle, but the feel of the car and the driving dynamics are that of a sports-oriented mid-size sedan.There is no doubt that the big Audi benefits from its aluminium construction … a claimed 200kg weight saving over a similar-sized steel chassis car is no small thing. But it is more than that.  The chassis and suspension teams have performed a minor miracle in getting a balance of ride quality and connection with the road almost in spite of the adaptive air suspension, a system which across any number of marques has been acknowledged to average off driver's-edge performance for comfort.There is a similar fuzzy definition between the A8s basic comfort settings and the dynamic mode. Ride stiffness and steering feel are ... different ... in the dynamic setting, but not necessarily a great deal more engaging. Where the A8 wins is that even in the basic armchair setting there is still a grand degree of driver engagement rarely found in the limousine class.We simply left the system on automatic and allowed the computers to make their own choices. It didn't diminish the enjoyment of the drive.  Across motorways and dauntingly narrow, steep and twisting mountain roads the A8 rode and reacted with a confidence-inspiring assuredness and the aplomb of a true aristocrat.Power delivery from both the FSI and TDI engines is excellent but there is no doubt that the pick is the diesel which boasts better urge across a wider rev range that, when coupled to the eight speed auto, delivers a seamless willingness to reach for the horizon.The enjoyment of the drive is helped in no small part by the power split through the quattro system that leans towards the feel of a rear-wheel drive giving the confidence to tip the car into even the tightest of corners with the capability of balancing it on the throttle.  What Audi has done for the generational change in the A8 is extraordinary.Whether it will be enough to unseat the reigning segment champions is problematical. What is beyond question is that if you are planning on spending more than $200,000 on a sedan, this car must at least be on the shortlist.Audi A8Price: from $210,000 (est)Engine: 4.2L/V8 FSI, 273kW/445Nm; 4.2L/V8 TDI, 258kW/800NmTransmission: 8-speed automaticEconomy: 9.5L/100km (FSI, supplied), 7.6L/100km (TDI, supplied)RivalsBMW 750i ($274,200)Mercedes-Benz S500 ($289,900)Lexus LS460 ($191,250)