Luxury Reviews

The ultra-luxury Aston Martin Rapide is about to face the toughest torture test in motoring.  Even though it is pitched as a four-door four-seater, and has a pricetag beyond $350,000, it is a confirmed starter in this year's Nurburgring 24-Hour race in May.The Rapide will be fielded in stock-standard specification, apart from safety equipment, and the man who runs Aston Martin is confident it will achieve a top-30 placing.  "What we will demonstrate, publicly, is that the car is easy to drive and it is reliable. We will run the Rapide with the automatic transmission — no-one races at the Nurburgring with an automatic," says Dr Ulrich Bez.He has raced many times at the track and is a past class champion with V8 Vantage in the 24-hour race.  "First of all, as a team, we want to have fun. Nurburgring is not a racetrack, it is a country road that is closed.  "We want to show that the Rapide is fast, is reliable, and is easy to drive."He will head a team including engineers from Aston Martin, who have just completed the final sign-off for the start of full-scale production of the Rapide.  Aston is pitching the Rapide as a four-door sports car and Bez admits the rear-seat space is not comparable to a Bentley or even a Benz."We don't talk about the rear-seat passengers. If you drive yourself it is rare to have four people in the car to drive for four hours," Bez says.  "We believe other companies over-stress the importance of the passengers."The Rapide joins the Aston Martin lineup with a similar mechanical package to the DB9 two-door, including its 350 kiloWatt V12 engine, but with an extra 309mm in length, back doors, and two individual bucket seats.It still leaps to 100km/h in 5.2 seconds and has a top speed of 296km/h, as well as traditional English craftsmanship — even though the car is built in Graz in Austria — but is intended for people who want more space and the ability to take extra friends on trips.It is a clear rival to the new Porsche Panamera, and a lineup of other fast four-door luxury cars including Benzes and Bentleys, but Bez says the difference is in the original approach.  "It's a four-door sports car. A sports car is not defined by the number of doors," Bez says.The package for the Rapide runs to Aston's familiar extruded aluminium VH body structure, a front-mounted V12 and automatic gearbox, rear-wheel drive and everything from eight airbags to a 1000-watt Bang&Olufsson sound system.  The first Australian cars will be delivered later this year with a starting price of $366,280, although most will have extra-cost equipment and customisation.DrivingIt is raining as we head out on the first drive in the Rapide.  The car instantly feels taut and responsive, just like the two-door Aston models, with a sharp metallic bark from the exhaust and gorgeous leather trimming in the cabin.Then, as we head for the hills and some brilliant driving roads, it begins to snow.  So there is little chance to crack on at any pace, even if the Rapide is able to shrink straights and fire out of tight turns with a surge of V12torque before the engine hits its stride at 4500 revs for a thundering run to the redline.The car is extremely comfortable and quiet — helped by double-glazed side glass — and the interior finish is even better than the brilliance of Audi.  The back seat space is not brilliant, with less room than a Porsche Panamera, but it's not intended for long trips. And the design work ensures it looks very, very special.It is impossible to say much about the ultimate handling, but the car sits flat at all speeds and responds — if anything — a little more enthusiastically to the wheel than the shorter DB9.Aston Martin RapidePrice: from $366,280Features: eight airbags, anti-skid brakes, ESP stability controlEngine: 6-litre V12, 350kW/600NmTransmission: Six-speed Touchtronic automatic, rear-wheel driveEconomy, CO2: 6.0litres/100km, 142g/kmFuel economy: 14.8 litres/100km (Combined)CO2: 355 grams/kilometreRivalsBentley Continental: from $370,516Maserati Quattroporte: from $296,000Porsche Panamera: from $270,200

Things have changed at BMW and nothing reflects it better than the all-new, mid-sized 5 Series car.  The design of the new Five is a massive departure from anything over the past 10 years and shows the German making is moving on from the radical work done under former design chief Chris Bangle.The sixth-generation Five will bring new and more-efficient engines, greater safety technology and better value to Australian buyers when the car launches Down Under in June. It shares much of the hidden stuff with the latest 7 Series flagship.  But it is the styling that sets the standard.It has been refined and defined by a new generation of visionaries across the seven years it took to bring the car codenamed F10 5 to fruition.  In a ruthless process of last-man-standing, 20 exterior and a similar number of interior designers drew, refined and presented their interpretations of a modern 5 Series to senior management at three-monthly elimination competitions.A large part of the challenge for any new BMW _  but especially a 5 Series _ is the demand that the car walk a thin line of being both dynamic and sporty yet refined enough to lay fair challenge to its key rivals, the Mercedes E-Class, Audi A6 and Lexus GS.Styling aside, the new generation 5 Series will bring new more efficient engines, greater safety technology and better value to Australian buyers when the car launches Down Under in June.  "We are actually getting the car ahead of the United States and just weeks after it launches in Europe," BMW Australia's Toni Andreevski said. "We will launch with three petrol engines initially and follow that within about three months with the diesel 520d."Engines and variantsInitially the June 3 launch choice for Australian buyers will start with the naturally-aspirated 190kW inline-six 528i ($99,900), move on to the 535i ($128,900) featuring the new 225kW twin-scroll turbo in-line six and top out at the 300kW V8 550i ($178,900). The only confirmed diesel for the Australian market is the 2-litre four-cylinder 520d which has yet to be priced for its expected launch in September. The manual 520d — not confirmed for Australia — will introduce stop/start technology to BMW at its European launch.The entry-level 3-litre 528i offers power gains of 30kW and 60Nm over the superceded 2.5-litre 525i and will also pick up a swag of equipment including heads-up display — standard issue on all new 5 Series models — 18-inch alloys, front and rear park assistance, bi-Xenon headlights, brake energy regeneration and an active bonnet to improve pedestrian safety.At the heart of the new 535i is the company's revised turbo strategy for its six-cylinder cars which sees an end to the twin turbocharging philosophy in favour of a twin-scroll single turbocharger which matches the twin turbo's 225kW and 400Nm output but does so while sipping 7 per cent less fuel.At the top of the power scale, at least until the arrival of the new M5 around the middle of next year, the 550i shares BMW's new TwinPower turbo philosophy putting out 300kW and 600Nm — that's a 30kW and 110Nm boost over the previous model.Dynamic equipmentRide and handling will be assisted by the Dynamic Driving Control and Dynamic Damper Control (DDC) programs. The former will be standard across the range for Australia while the latter is standard on the 535i and 550i and available as a $2650 option on the 528i.While the DDC varies steering, throttle, gear-change points and traction control settings across a driver-selected range of normal, sport and sport-plus options it is the damper control that lifts the car's comfort levels beyond the ordinary. The electronics continuously vary both compression and rebound settings with such rapidity that when a front wheel strikes a pothole the damping will have been adjusted to counter it by the time the rear wheels strike the same road imperfection.OptionsBMW Australia will offer a couple of new — at least to the brand — technologies as options. Parking Assistant ($1600) uses sonar to identify a suitably-sized parking space and then reverses the car into the park while the driver modulates the brake and throttle. Surround View ($1300) uses four external cameras to provide a virtual birds-eye view around the car to assist with manoeuvring through tight spaces or in crowded environments.DrivingOn the road there is plenty to like about the new 5 Series, a not entirely surprising thing considering it shares as much as 70 per cent of its componentry with the recently released 7 Series.  The first impression is that the emphasis inside the cabin is back on the driver. The design, while still recognisable as a luxury environment, has been subtly altered to move the focus back to the driver.At the launch drive, the only Australia-bound engine available was the 535i, but what a fine thing it is. The power delivery, while not quite as sharp at the bottom end as the twin-turbo unit currently in the 1 and 3 Series, is creamy smooth and coupled to the eight-speed gearbox is willing to find urge over a huge span of the rev range. And it is as quiet and refined as it is strong.The ride quality on the test drive cars — and it is difficult to image a more thorough testing environment than Portugal's mix of rutted minor roads and hotmix highways — was enhanced in no small part by the dynamic and damping control programs.The new electric power steering on the 5 Series has a pleasing amount of feedback and feel with a meaty weighting that has not been a feature of the model for some time. With a 50:50 weight balance, the 5 brings a dynamism back to the class that will have the marque's rivals looking to their merits.It also has to be said that the latest generation of the run-flat tyre technology so favoured by BMW has reached a standard where the vast majority of drivers will not easily notice any shortcomings.  Ride and road noise are excellent and while a wet track still found shortcomings with grip under more enthusiastic driving, performance at everyday road pace was more than acceptable.BMW 5 SERIESPrice: from $99,900Engine: 3-litre inline six to 4.4-litre twin-turbo V8, 190kw/310Nm-300kw/600NmTransmission: eight-speed automatic, rear-wheel driveEconomy, CO2: 187-243g/kmRIVALS:Audi A6: from $71,600Lexus GS: from $94,900Mercedes-Benz E-Class: from $93,900

At last, Lexus have come to the party with the new IS 250C – a folding hard top variant of the mid-size sedan. Pricing starts at $76,900 for the Prestige and tops out at $94,900 for the Sports Luxury.Exterior Lexus have done an excellent job converting the original design to incorporate the folding hard top. The chunkier rear end is the only obvious difference. But only the bonnet, headlights, door handles and door mirrors are carried over from the sedan. An extra 160kg of foldable roof and floor bracing have been added to weigh the car in at 1730kg. And that’s just the base model. Tack on another 20kg for the top version.Interior and equipmentThe interior is what we have come to expect from a luxurious Lexus. Supportive leather seats, quality six-stacker stereo, intuitive dash and steering controls, and push button start. There’s a raft of standard features … fully adjustable electric seats, cruise control, trip computer, parking sensors and headlight controls.Safety is a focus with a comprehensive airbag package, anti-lock brakes with brakeforce distribution, traction and stability controls and adaptive suspension.EngineThe Lexus IS 250C is powered by a 2.5 litre DOHC V6 that puts out 153kW at 6400 rpm and 252Nm of torque at 4800 rpm. It has a combined fuel economy figure of 9.3L/100km. An automatic transmission with manual mode gets power to the wheels.Driving – Karla PincottI’ll come straight out and admit I don’t like convertibles. And there are many reasons for that, the main one being that for decades a convertible body has often been a compromised afterthought – it either ended up being too jittery with ‘scuttle shake’, or too heavy to move around nimbly.But that’s admittedly old school thinking. Over the past few years with better use of lighter materials and high-tensile steels, droptops have improved. And the Lexus IS 250C is one that benefits from the recent technology. We were surprised at how well it behaved with the roof down. And while the metal top and the extra strengthening and equipment have added about 130kg over the sedan, it doesn’t lumber around.And the little creature is just so damned easy to live with. It’s a breeze to park, has enough snap to tango through urban traffic without getting flustered, and is not a bad cruiser for longer stretches outside the city. And it looks good too. It needs a bit more engine before it could really appeal to performance fans, however. The 2.5-litre V6 is more than enough for a chic sprint, but those who want to muscle around will want more.Likewise, in full auto mode the transmission keeps shifting up for economy when we’d rather stay in the current gear for performance. But it’s smooth and well-behaved over most roads so far, with the exception being a run of badly patchworked bitumen on the way south that sent judders through the cabin. Our other issue with the droptop is that with the roof open, the boot space shrinks to barely enough for a couple of overnight bags.And our only other reason for disliking the IS 250C has little to do with engineering. We’re not the type that is ever well-groomed enough to enjoy the kind of public display a convertible offers – attracts, even. No, give us a full roof, and add darkened glass behind which we can cower in all our unkempt frightfulness, I say.Driving – Jonah WigleyWith extra weight, acceleration is compromised. We found ourselves hesitating during overtakes and merges. Poor visibility, particularly out the back quarter of the car – due to the higher waistline on the convertible – was another factor that caused us to balk at times. Once at speed, however, the convertible was smooth and quiet – except for a little mirror woosh – and the throttle response at higher revs was a lot better than from off the line.The suspension set-up is great, so potholes and ruts were chewed and spat out. With the top down we could hold a conversation without having to shout, even while being treated to the satisfying syrupy growl of the tensed engine. The IS 250C poured in and out of corners at all speeds effortlessly – best using the paddle-shifters – but there were periods of noticeable body-roll. This is more a cruiser than a hyper sports car.We took issue with the height – and weight - of the doors. They were a good six inches above a comfortable elbow-rest level which was just plain annoying. And they were too damn heavy. And don’t try to put the top down at traffic lights. Lexus claims it takes less time than its competitors, but you will be caught short.Verdict75/100Lexus IS 250CPrice: from $79,900 to $99,900Engine: 2.5-litre V6Power: 153kW/6400revsTorque: 252Nm/4800revsTransmission: six-speed automatic, rear-wheel drivePerformance: top speed 210km/h, 0-100km/h 9.0sEconomy: 9.3L/100kmEmissions: 219grams/km

If the Mercedes-Benz E63 AMG was a person it would be a lot like Nathan Buckley.  We're talking about a car that's good with a family, pretty mature, intelligent and still able to get up and run. Fast.The belter Benz is not the best looking car on the road, and notably more chunky than the E-Class it replaces, but it's a great new hero.  It shows exactly what AMG can to do make a mid-sized Benz into a thumping go-faster car, without losing the quality and comfort and refinement of the silver star.It's not perfect, but for family motoring with a kick it comes close.  The new E63 is also a long way down the road from the compact C-Class 63, which always feels as if it's going to twist your head around and then rip it off. This car is just as fast when you ask, but much more restrained when you just need comfortable transport.Engine and transmissionThe heart of the car is still the 6.2-litre AMG V8 engine, with an extra eight kiloWatts of power and a new 0-100km/h sprint time of just 4.5 seconds.   There is three-stage ESP for sporty driving and steering with a more-direct control.There is a a seven-speed 'speedshift' automatic gearbox, and the transmission controller is new, and identical to the look in the Gullwing, with a choice of four driving modes.Pricing and market positionOh, but there is the price ... It costs at least $234,900 to park an E63 in the driveway, which is a huge amount of money by any measure. And you don't have to run far into the list of optional equipment to run up to $260,000, the pricetag of the test car.Still, the engineering is excellent and it's built up over a mid-sized luxury car that pretty much sets the standard for its class. BMW has a new 5 Series coming soon, but for now it's Mercedes that sets the standard, with — perhaps surprisingly — Jaguar in second place.Australians have a huge appetite for AMG Benzes and the latest E63 is no exception. There is already a waiting list, although it's not as long as the one for the SLS Gullwing.  The car hit Australia just before Christmas with a long list of improvements over the previous model and some considerable promises.Mercedes-Benz Australia says the new E63 has a value story, with a price that is $4056 below the outgoing model, despite having more than $28,000 of extra standard equipment.Equipment Suspension is AMG developed with electronically-controlled damping and a steel-sprung front end and — just like the C63 — the key to its success is unique AMG design work and parts.  But the E63 is still a Benz and that means it comes with full leather trim, automatic air-con, no fewer than 11 airbags — and both lane-keeping and blind-spot assistance.Driving --  Paul GoverThe E63 is a belter. Such a fun car, but also refined and luxurious.  It is exactly the sort of car that every HSV and FPV buyer in Australia is dreaming about, apart from the price. They get a great deal on their Falcons and Commodores, but the Benz shows the way it can be done.It helps to start with a car as good as the latest E-Class Mercedes, but AMG makes a big difference with everything from the chassis engineering through to its 386kW engine. Each one is assembled by hand and the mechanic responsible gets to sign the motor.I decided to take things easy at first in the new E63, leaving all the settings in comfort positions to assess the car. It has more road noise with big Pirelli P-Zero rubber, and there is more thump over road joins, but it's not unpleasant.  The car also has a brilliant cabin, helped by terrific sports seats, and it's just as easy to park as a regular E with a huge boot and space for three adults in the back.But when I decide to get going it . . . goes. The engine responds brilliantly from 2000rpm and full-power upshifts produce a wonderful 'whump' from the exhaust. It's telling you it's keen.Driving the gearbox as a full manual, with the AMG settings to maximum including the lowered sports suspension, it would take a Porsche to get away from a well-driven E63. And even a poorly-driven one would be way too quick for Australian speed limits.  But it's the flick back to comfort that brings me the real surprise, as the car is still swift and nicely relaxing.I eventually decide the Sport-plus setting is best on the seven-speed gearbox, neatly anticipating the places where I would make a manual shift, with the suspension at soft and the thumping sound system providing a soothing background soundtrack.  There is a lot to like about the E63 and only one thing that really grates — the price.It lifts the bar again on luxury sports sedans and also shows why AMG cars are so good, and so downright popular with muscle car buyers in Australia.She says – Alison WardDo I like the E63? A little. Do I love it? You bet. Actually, I find easier to say what I don't like about this one.  I think the reverse camera is quite poor, because it doesn't have the indicator guidance lines in a lot of other systems including Lexus. And I don't see the point of the night vision — which is a bit dumb and hard to use.And what about the blow-up bolsters in the seats when you go around corners? That's just a gadget.  Other than that, the E63 is a hot item.  It's a really good family car, obviously well built — but you expect that with such a giant price-tag — and it can really go.A lot of people seem to be surprised by just how quick it is, and I like the fact that I have to think when I'm driving because I know it can get away from me. I haven't had that runaway-train feeling in years, probably since I drove the crazy turbocharged Porsche 911 GT2. And that definitely will not carry a pram and baby seat.The Mercedes definitely has space for the baby, with everything from his pram to the giant nappy bag and a baby bouncer, but it is still a car that is great fun.THE BOTTOM LINEA new benchmark, simple as that.Score 86/100MERCEDES-BENZ E63 AMGPrice: $234,900Engine: 6.2-litre V8Power:  386kW at 6800 revsTorque: 630Nm at 5200 revsTransmission: Seven-speed Speedshift automatic, rear driveBody: Four door sedanSeats: FiveDimensions:  Length 4891mm, Width 1872mm, Height 1442mm, Wheelbase 2874mm, tracks front/rear 1625mm/1594mmSteering: Speed sensitive power assisted rack and pinionSuspension: Three-link coil springs; Multi-link rear air suspensionFuel tank: 80 litresFuel type: Premium unleadedFuel consumption: 12.7/100km combinedWeight: 1840kgSpare tyre: spacesaverBrakes:Anti-skid discWheels: 19-inch alloysTyres: 255/35 R19 front; 285/30 R19 rearSafety gear: 11 airbags, electronic controlled damping, electronic stability control, traction control, anti-skid brakes, brake assist, emergency brake distribution, Attention Assist, Adaptive highbeam assist, reversing cameraCO2 emissions: 298g/kmRIVALSBMW M5: 80/100 (from $241,816)Audi S6: 78/100 (from $212,465)Jaguar XF-R 82/100 (from $208,450)

As an example of a cutting-edge diesel, the BMW oil-burner beneath the 330d's snout is right up there. Engine and transmission The new 3-Series is an accomplished machine and the addition of the three-litre turbodiesel six-cylinder did nothing to deteriorate the small German's abilities.  Granted, the 3-Series

It's a well recognised fact that we humans don't like change, we prefer to stick with what we know and trust and resist that we aren't so familiar with.  BMW clearly recognised this trait when it updated its very successful 3-Series in 2005 with the new E90 model.While it was clearly a new car with a raft of changes it still ticked all the boxes a 3-Series needed to tick to ensure it would carry on the success that has made the 3-Series the worldwide prestige car benchmark.MODEL WATCH Much had happened in the BMW world since the E90's predecessor, the E46 hit the market in 2000.  Most notably was the arrival of the all-new small 1-Series, which in effect filled the traditional role of the 3-Series as the entry point in the BMW range.With the 1-Series now the entry point the 3-Series was moved upmarket, it was then a stepping stone to bigger things.  Gone from the expanded range of 3-Series models was the 318i, the traditional way into the range. It was replaced with the 320i.The most obvious change from the E46 was the new body, which brought with it the edgy corporate lines that had been introduced on other models like the 5-Series.Run a tape over the car and you would have found it to be larger than its predecessor. It was longer in the wheelbase by 35 mm and a massive 78 mm wider, which translated into more width in the front seat and greater knee-room in the rear.BMW also claimed the boot was much larger, but that was in no small part due to the use of run-flat tyres, which eliminated the need to carry a spare tyre.At launch BMW offered four models: the four-cylinder 320i and its better-equipped 320i Executive sibling, and the six-cylinder 325i and 330i.  A 2.0-litre 16-valve double overhead camshaft four-cylinder engine boasting 110 kW and 200 Nm powered the 320i, and there was the choice of a six-speed sequential-shift automatic transmission or a six-speed manual gearbox.For more zip there was the 325i with a 2.5-litre six-cylinder with 160 kW and 250 Nm, and the 330i with a 3.0-litre six with 190 kW and 300 Nm.  The 325i was available with a six-speed sequential-shift auto and six- speed manual, while 330i was only available with the auto.In a sea of front-wheel drive models BMW has steadfastly held back the tide and the E90 retained rear-drive.  As befits a prestige car the E90 came with plenty of fruit.At the lower end the 320i came with climate controlled air, cruise, remote central locking, power windows and mirrors, a multi-function steering wheel, trip computer, six-speaker CD sound, and 16-inch alloys. Step up to the 320i Executive and you also got fog lamps and leather trim.A move to a six rewarded you with 17-inch alloys, leather, CD- stacker, power driver's seat with memory, and parking sensors.IN THE SHOP BMW parts and servicing don't come cheap if you stick to dealers for your maintenance.  Look around for a BMW service specialist, there are many out there, and you will save heaps on servicing and any parts you might need.The E90 is still in its infancy, with the earliest just coming up five years old and on average with 60,000 km on the odo, so there are very few problems to relate.  All BMW engines use a timing chain instead of a belt, so there's no regular servicing required.ON THE ROAD The real joy of owning a BMW came in the form of the six-cylinder engine.  While the four was adequate, with its smooth driveability and decent fuel economy, there was nothing like a free-revving, silky-smooth BMW straight-six to excite the senses.Coupled with the superbly stable chassis of the E90, with its stiffer body, and rear-wheel drive the 3-Series was a real driver's car.  On the downside, the ride was hard and harsh thanks to the run-flat tyres that BMW used.IN A CRASH BMW claimed the E90 body was 25 per cent stiffer than the E46, a great foundation for building a solid safety package.  Add to that eight airbags and you had plenty of protection when it came to the crunch.Before that the R90 driver had a raft of active safety systems, like ABS anti-lock brakes, dynamic stability control, traction control, and others to assist in avoiding a crash.AT THE PUMP For economy the 320i would deliver 10.0-11.00 L/100 km around town, and 5.5-6.0 L/100 km on the open road.  A six would get between 11.0 and 13.0 L/100 km around town and around 6.5 L/100 km on the highway.LOOK FORSmart modern style . Roomy interior . Good-sized boot . Smooth, free-revving six . Modest four performance . Great rear-drive handling . Hard ride.THE BOTTOM LINEA well built, solid, comfortable that turns heads, but is also a delight to drive.RATING 80/100

Any Audi with an RS badge is going to be special.  I know that before I even catch sight of the latest TT for the first time, or hear the uneven thump of its five-cylinder turbo engine.The RS4 is one of my favourite drives of recent years and I expect more of the same, but different obviously, as I face up to the funky coupe with the go-faster tweaking from the RS team.PriceIt comes in at $133,700 and that makes it more costly than a range of rivals, right up to the Porsche Boxster and Cayman. Can an Audi, even a TT RS, really be better than a Porsche? Audi Australia is confident, even describing its speedy new hero as an 'ultimate sports car'.DrivetrainAudi is touting the car’s 250 kiloWatts of 'grin inducing power' and 450 Newton-metres of 'neck snapping' torque.  The numbers seem good, with a sprint time of less than five seconds to 100km/h, and a top speed inevitably restricted to 250km/h.The aluminium-bodied RS is also claimed to hit the right numbers on the green side of the ledger, with economy of 9.2L/100km and CO2 emissions of 214g/km.But the RS is really about going fast and having fun, dropping in at the top of a TT range that now starts with the 1.8-litre model at $64,900. The model is now into its second generation, retaining its familiar rounded look but picking up everything from a bigger body with more cabin space to improved suspension and mechanical package.The mechanics in the RS are special, as the five-cylinder turbomotor is new. Audi says it has its roots in the company's competition history and anyone who remembers the eighties will know Audi revolutionised the World Rally Championship with the original five-cylinder Quattro turbo coupe.Equipment The TT RS ticks most of the boxes for a driver-focussed sports coupe, from its powerful engine to grippy sports leather seats, a go-faster bodykit, 19-inch alloy wheels and re-tuned sports suspension.Cars for Australia — and Audi is only aiming for 80 sales a year — are fully equipped with everything from Audi magnetic-ride suspension to unique alloys, DVD-based navigation, a short-shift gearbox and hill-start assist.The magnetic-ride suspension is similar to the system used by HSV and the Chevrolet Corvette and the brakes have also been tweaked for better stopping.Inside, the full-leather cabin has a familiar flat-bottom steering wheel, a giant central display screen and, best of all, a Sport button on the console to unleash the full RS package.Driving -- PAUL GOVERThere is a lot to like in the TT RS. It has tonnes of punch, crushes corners, and has the right look for the job. It is still a TT, but one which has spent a lot of time in the gym. And looks good in a fitted Boss-style suit.My first few kilometres reveal the comfort and support of the front seats, the solid feel of the steering and the surprising compliance of the seats. But the engine feels a bit underwhelming and I'm reminded, as usual, of the poor visibility in the TT and the prospect of tough parking.Then I trigger the S button the console and the car comes alive. The throttle response is instant and impressive, the suspension sits taut and firm, and every gear is a new fun run.The five-cylinder motor is very quiet but reveals real meat when you head to the redline, which is when the RS shows why you might shop it against a Porsche. It has an incredible top-end thump and keeps eating gears.The shift is short and impressive, but the test car has some driveline snatch and a nasty differential whine. It does not sound good for long-term ownership in hard use.The cornering grip and balance is good, and sets a new standard for any TT as well as making a BMW Z4 feel a bit bouncy and nervy. But it's not going to drive away from a Porsche.The brakes are great, the sound system and satnav are good, and the aircon is great. The finishing in the cabin is best-in-class, as I now expect from Audi, and there is plenty of boot room.I also like the rear wing, which is obviously more than just a tuner tweak.  But I cannot avoid comparisons with Porsche. The TT RS is better than the quickest Z4 and is more refined and enjoyable than the raunchy - and much costlier - Mercedes SLK AMG.But it costs more than $130,000 and you can get a Boxster or a 2.9-litre Cayman for less. They have less power, and only have two seats, but the TT is so cramped in the back that it's really only a two-adult car and power is not everything.The RS is a very good car and a fun drive. But would - could - I pick it ahead of a Porsche Cayman? No way.She says - ALISON WARDAfter driving and loving the basic Audi TT and the speedy RS4, I was expecting an enjoyable grunty ride and unbiased appeal to any owner. But I also wanted to know how Audi would do the go-fast job on a car like the TT, which is really a sports car and nothing like the RS4 I love.Starting up it doesn't have that familiar meaty V8 sound, which is disappointing as I expect that from a fast car. Still, the TT does talk when you floor it in second or third gear. I expect it to be a bit more responsive, but it has what I'm told is turbo lag and I also find the steering too heavy.Gearchanges need to be done quickly to avoid a clunking sound, although the shift is light and positive.  Disappointingly, the sound system is the same as all the other Audis so scores lower on the 'cool-o-meter' for me.The standard leather seats are comfortable, but only once you're in them. It can be a real squeeze and the back seats are only for tiny tots - even fitting a car seat in the back is a major hassle.Boot space is excellent for the type of car and I could fit the weekly shopping in the boot. Buyers need to choose carefully on colours, as the gunmetal grey on the car I drive is not remotely sporty.At more than $133,000 I think the TT RS is pretty expensive, and even more than a Mercedes SLK or Porsche Boxster. However, it's fun to drive - especially if you hit the S button to make it give its best - and is pretty practical. So I like it.Score 79/100THE BOTTOM LINESomething very special in the TT family, but runs up against the powerhouse of Porsche.Audi TT RSPrice: $133,700Engine: 2.5-litre turbocharged five-cylinderPower: 250kW at 5400 revsTorque: 450Nm from 1600 revsTransmission: Six-speed manual quattro all-wheel driveBody: Two-door hatchSeats: FourDimensions:  Length 4198mm, Width 1842mm, Height 1342mm, Wheelbase 2468mm, tracks front/rear 1555mm/1546mmSteering: Power assisted rack and pinionSuspension: Front MacPherson struts; Four-link on subframe rearFuel tank: 60 litresFuel type: Premium unleadedFuel consumption: 9.2/100km combinedWeight: 1450kgSpare tyre: Mobility kitBrakes: Anti-skid discWheels: 19-inch alloysTyres: 255/35 R19Safety Gear: Dual front, side, curtain airbags, electronic stability control, traction control, LED daytime running lights, electronic differential lock, anti-skid brakes, brake assist, emergency brake distribution, Audi magnetic ride controlCO2 Emissions: 214g/kmRIVALSBMW Z4 sDrive 35i: 80/100 (from $116,900)Mercedes-Benz SLK 55 AMG: 76/100 (from $175,000)Nissan GT-R: 82/100 (from $155,800)Porsche Cayman 2.9: 84/100 (from $114,000) 

Style affects how you walk, talk, what you eat, who you count and friends, what you think and your possessions.  Ultimately, style appears to be all about you. But it is a trick. In fact, style is totally aimed at impressing everyone around you.Style is, therefore, not for everyone. Just the French.  So it shouldn't be a surprise that French car manufacturer Peugeot makes style on wheels that is designed to impress.  Peugeot's latest is the 308CC, a metal folding roof convertible that reeks of head-turning appeal. And style.It arrives as a young woman with a softly rounded wedge with narrow, stretched headlights and a steeply-raked windscreen. Impressive. Yet it departs as a matron disappearing down a hospital corridor with a rather round-bottomed, frumpy and overweight carriage.This juxtaposition shouldn't be derided, for part of the French style is incorporating some room for function. The bulbous tail is simply where the metal roof must hide away and still leave room for madame's luggage.  Of course, you don't see this when you're driving because the whole experience is there to impress others.Features rate highly and include the ‘airwave’ system that, like the Mercedes airscarf, blows warm air from the front seats around the front occupants' necks and shoulders. The front seats also hide side head airbags - a first in a production car - that helps the 308CC get the difficult five-star crash rating.But Peugeot hasn't taken it all away. The 308 chassis and drivetrain are a lovely combination that melds positive handling with a soft ride.  The engine is a sweet 2-litre turbo-diesel that is shared with other members of the Peugeot family. The CC represents the first time the words Peugeot, diesel and convertible have been in the same sentence.On paper the inclusion of the diesel appears detrimental to the CC's obvious sporty connotations. It shows a rather wimpy 100kW though the meaty 320Nm of torque at 2000rpm makes up for the loss.  In practice, the engine really makes the 380CC a desirable package even though acceelration isn't its strong point.It drives the front wheels via a six-speed sequential automatic - with steering wheel paddle shifters - that adds icing to the engine's appetising characteristics.Behind the wheel the CC - standing for Coupe Cabriolet - is an odd experience. There's an awful lot of pointy sheet metal out in front that you can't see from the driver's seat. The side windows are high and the seats are a bit low so you feel surrounded by metal. Even though you know the tail is a big, rounded appendage, frustratingly it isn't visible to the driver.What is visible is plenty of bling, from the chrome edging of the instruments to the bright metal gearknob and alloy foot pedals that reach a near molten state in summer. It looks great but combine that expansive windscreen and a hot day and the result will bake the cabin and fry your exposed body parts.That's exacerbated by an airconditioner that blows warm air for the first 10 minutes while the occupants wither like hot lettuce. There is a problem with Peugeot airconditioning units and this needs to be fixed.  That aside, the CC is one cool car. It gets heads turning and rewards its driver with neat and connective handling and an engine that pulls so strongly at low revs in every gear.The acceleration is reasonable but the real bonus of the diesel is the ability to quickly get the power to the wheels as the gearbox progresses up the cogs. This strength also slashes overtaking times.  Even better is that it's a quiet diesel and doesn't ruffle the convertible's image.The 308CC is sold as a four-seater but it's a bit tight in the back. It gets its portliness from the electric roof and the associated engineering needed to keep the chassis - unaided by a welded roof - from twisting.  That's why the handling is so good and the acceleration just so-so.But despite its faults, it's a lovely car. A car to be seen in and to be seen to own. Everyone will be so impressed.Rating: 84/100

As we — The Sunday Telegraph's elfin photographer and I — eased the Ferrari from almost completed new Elizabeth St showroom, one of the crew working on the joint gave vent to his disgust."There's another rich **** and his teenage girlfriend.''  Well, I suppose I should consider it a compliment that they thought we looked the part.  If $500,000 can get you into a spacious flat in an upwardly mobile Sydney suburb, that sum also gets you to the state's legal speed limit from a standing start in less than four seconds — and shreds your driver's license inside seven.The Ferrari California is the latest model to arrive in Australia from the fabled prancing pony marque after a year in which sales of ultra-prestige models braked hard, but in which even the big red light of the GFC didn't stop 104 Ferraris selling in Australia.  Though significantly down on the 163 that sold here in 2008, the new Ferrari is one of the just arrived or forthcoming models that is refuelling the desire of the five per cent or so of the population who can afford such things. The waiting list for the new California dream stretches past six months.Even in a second gear year, Ferrari's   sister brand Maserati sold 120 cars priced from about $270,000 apiece. While the ultimate brand, Rolls-Royce, sold ``only'' nine of its million-dollar plus land yachts in 2009, the arrival later this year of the so-called entry-level Rolls, priced around $600,000, is expected to at least quadruple sales of the world's most exclusive marque.Developed with the input of Michael Schumacher, the roaring V8 convertible retails at $459,650, though with onroad costs and an options list that's bound in a book 1cm thick, the average price of getting one out of the showroom easily surpasses the half-million mark.And while the California is not as intimidating as other Ferrari's, driving $500,000 of deposit taken machinery on Sydney's choked and crumbling streets is a forbidding prospect.  The California, said Edward Rowe spokesman for the importer Ateco, ``is a top end grand tourer that you can also take shopping''.Would you though?  This is also the same model in which a motoring journalist was clocked doing 236km/h, resulting in him losing his license and his job. At the world launch in Sicily some 15 months ago, we exceeded that on the autostrada. The California is capable of 310km/h — 200 more than the state's legal limit.So what is the point of having such a thing in city where the roads are crumbling, the traffic choking and more people were been killed on the state’s roads last year than in 2008?Though driving this car in Sydney is the equivalent to reigning in a wild horse, or more accurately 460 horsepower, it would, Rowe claimed, fit through a McDonald's drive through.And so it can — just so long as you're cold-sweatingly cautious of the 20-inch alloy wheels, the four of which are worth the price of a decent used hatchback, encased in tyres each of which costs upwards of $600.  Reverse parking 4.5m by 2m is also calculated to open the pores. Even speed bumps give you pause, to say nothing of most driveways — you might want to have yours purpose-built to avoid painfully expensive scrapes, as you should a triple locked and alarm-fitted garage.Return the Ferrari having left it on the street for any length of time, and it's likely to be festooned with gawkers taking snaps. On the whole, the best solution might be to delete a few options a buy a lesser vehicle - say a Maserati Quattroporte - for doing the daily grind.All the caution in the world won't stop your joy toy with its operatic V8 being grazed by resentful glances.There's something about wealth this conspicuous that needles the already-irascible Sydney motorist the wrong way.Let you merge? No way. Cut you off? A pleasure. Tailgate you (or attempt to)? All the way.  And while in its home country, the driver of the humblest car greets the Italian aristocrat with manic gestures to give it some right boot, here it tended to be saluted with upright middle fingers.It's part of the price you pay — but if you've $500,000 to drop on a Ferrari and a seemingly-mandatory trophy girl in the passenger seat, you won't much care.

Only 40-odd lucky Australian buyers will get the chance to slide into Lotus's most ambitious new model in years, the Evora 2+2.  Globally it will be the company's most desirable car, with just 2000 being built this year.Some cars already have names to them and Lotus Cars Australia general manager sales and marketing, Jonathan Stretton, says anyone ordering now will have a six-month wait.The newest Lotus, which flew by the codename of Project Eagle during its development, is the company's break-through car.  Its brief is to go head-to-head against some fancied German rivals, particularly the benchmark Porsche Cayman.Stretton wants the Evora to attract new customers to the brand.  "We're hoping to lure buyers across from other premium brands," he says.  The car's small production number is a key component important for the car's image, he says.  "It is a low-volume car so it is something that will stand out from the crowd," he says.  The cost of that exclusivity is $149,990 for the two-seater and $156,990 for the 2+2.Although the Evora is more than sum of its parts, some the pieces that go into the mid-engine sportscar are not so exclusive.  The engine is a Japanese 3.5-litre V6 that will be familiar to Toyota Aurion drivers.However, Lotus has tweaked the V6 so it now pumps out 206kW/350Nm with the help of a remapped engine management system, freer flowing exhaust and Lotus designed racing flywheel and AP Racing clutch.  Unlike the Aurion, the car gets a six-speed manual gearbox from a UK-model Toyota Avensis diesel.  A six-speed sequential automatic with paddle shifters is not due to arrive until later this year.Sourcing a well respected drivetrain has its advantages.  The car's light weight and composite bonded body panels helps deliver a combined fuel economy figure of 8.7 litres/100km from the V6.  Even the flat bottom steering wheel is made from forged magnesium to reduce weight and the interia of the wheel.As expected of a sportscar the suspension uses light-weight forged double wishbone suspension, Eibach springs and Bilstein dampers tuned by Lotus.  Engineers have also stuck with a hydraulically assisted power steering setup in favour of an electric system.Stretton says the Evora will also allow existing Lotus owners to upgrade into a bigger, more refined car.  "It will also help broaden the audience," he says.  Initial cars will come fully loaded in "launch edition" specification which includes tech pack, sports pack, bi-xenon headlights, premium audio system, reversing camera and electric mirrors.The tech pack is normally $8200 and the sports pack $3095.  Despite its compact dimensions - it's 559mm longer than an Elise - the mid-engine 3.5-litre V6 is a true 2+2, with rear seats large enough to accommodate smaller folk in the back and soft luggage in a 160 litre boot.  "It also has a proper boot and is more accommodating that some of its competitors," Stretton says.Visually the Evora takes some design cues from the Elise but at the front has a more modern take on the Lotus grille and headights.  Lotus executive engineer, Matthew Becker, admits there are elements of the famous Lancia Stratos rally cars in the Evora's design."One of the key elements was not to make the car too big," he says.  To ensure it has enough room for four, the Evora is 559mm longer, slightly wider and higher and sits on a 275mm longer wheelbase than the Elise.  The chassis uses the same structure as the Elise, which is extruded aluminium but is longer, wider stiffer and safer."The Elise chassis was designed 15 years ago," Becker says.  "So we've taken the good bits of that chassis and developed it."  The car is the first example to use Lotus's low volume versatile vehicle architecture and is expected to support more models in coming years.It uses removable front and rear subframes so they can be replace and repaired easily after an accident.  Three other new Lotus models, including the 2011 Esprit, are expected to use a similar platform over the next five years.Lotus has always held aspirations beyond just being a small niche sportscar carmaker. And while we love driving the Elise and Exige they will never crossover into the mainstream.  They are pure sportscars for hard-core enthusiasts. Weekend warriors.The Evora is a very different proposition.  It has been designed with comfort in mind without sacrificing the Lotus pedigree for performance and handling.  Every aspect that marks the Elise and Exige down for occupants has been addressed in the Evora.  The sills are lower and slimmer and the doors are taller and open wider, making entry and exits less of a contortionist's nightmare.It looks like a serious sportscar but Lotus recognises that to compete against the likes of a Porsche Boxster, it has to be more user friendly.  They have succeeded.  Slipping into the Evora is like putting on a well-tailored Armani suit. It fits very well yet in a snug, reassuring way.Once seated in the hip-hugging sports seats there is still plenty of leg and headroom without any sense of claustrophobia.  That's the first hurdle overcome.  The second hurdle is the hugely variable quality of past Lotuses and their "kit-car" reputation.  The Evora goes a long way to dispel such preconceptions.Design-wise it feels different to a thoroughly efficient and Germanic Boxster. Probably our only gripe about the interior is that some of the minor switchgear still feels as if it's come for a Toyota parts-bin.  But the quality is the best we've seen from the British carmaker for ages, from the headlining to the well-crafted leather seats.All is forgiven though when you turn the key and hit the road.  The steering is sharp, there is a good balance between ride and handling and the mid-engine V6 has a sweet note.  Like some of its rivals, the Evora gets a "sports" setting, which heightens driver involvement by limiting some of the in-built safety nannies.Lotus has wisely stuck with a hydraulic steering rack, rather than an electric system, for better feel and feedback.  Like the Elise, the Evora benefits from lightweight high-tech manufacturing technology, which is the key to the car's sparkling performance.At 1380kg the low-slung sportscar is on a par with average Japanese hatch, yet the worked over Toyota-sourced 3.5-litre six provides plenty of grunt.  The six is efficient and smooth, delivering seamless power and plenty of low-down urge that builds quickly once the revs go beyond 4000 revs.On full song, the engine has a wonderful note yet at highway speeds it is composed and quiet.  For some enthusiasts, the V6 might not have a big enough soundtrack to identify it as a car that hits 100km/h in 5.1 seconds or reach 261km/h but the crispness and urgency of the six's delivery is still impressive.Equally impressive are the massive brakes - 350mm front and 330mm rear - and grip from the Pirelli P-Zero tyres.  The V6 is mated to a Lotus-tweaked Toyota-sourced six-speed manual gearbox.  At first the gearshift feels a little notchy between first and second but familiarity helps smooths the changes.Once mastered, you can confidently push the Evora well beyond normal handling threshholds.  We didn't get anywhere near the car's very high dynamic limits.  Yet even without sports mode activated, it remains utterly entertaining.There is no doubt the Evora feels like a more grown up Elise.  It might just have enough cache to lure some performance buyers across from the more established German brands.  It is an every day Lotus you can finally live with.