Luxury Reviews

Audi's one-niche-at-a-time drive to market leadership continued apace for the new year with the arrival of the A5 Sportback.  The five-door, coupe-styled four-seater joins the Cabriolet and Coupe models in the A5 line-up to tick of yet another niche in a market that threatens as many gap-fillers as it promises core models."When I first drove this car I was very, very excited by what it promised," Audi Australia's outgoing managing director Joerg Hofmann said at this week's national launch of the new car. "Then when we began to look at volume expectations it became obvious that the A5 Sportback had the potential to be very significant for us."Sales and marketSo significant that Audi is predicting the Sportback will account for around 1000 sales a year, or almost half of all the A5 volume when it goes on sale on February 1. That will be a significant boost towards the company's stated goal of a record 12,000 sales in 2010."There is no real competitor for this car in the Australian market," Audi's general manager for marketing, Immo Buschmann, says. "This car has real substance and will appeal to sedan buyers who want a car with coupe-like styling yet are not willing to give up the space offered by a sedan."Buyers will, however have to give up a fifth seat as the Sportback — like the coupe from which it has been stretched by some 86mm — is a dedicated four-seater, albeit with a generous amount of shoulder space for the rear seat passengers.Drivetrains and pricesThe A5 Sportback will launch as two models In Australia, 2.0 TFSI and 3.0 TDI — both with quattro all-wheel-drive and 7-speed S-tronic dual-clutch automatic gearbox. The petrol TFSI carries a sticker price of $78,400 while the 3-litre diesel will hit showroom floors at $89,100.Adaptive damping is available on the TFSI for an additional $3500 while the TDI offers an optional full driver select package (sport differential, adaptive damping and dynamic steering) for $7600.EquipmentWhile both models come well specified with the full complement of electronic safety aids and eight airbags, leather trim and quality entertainment systems the very necessary reversing camera remains an option at $1165 while satellite navigation is an additional $4550.DrivingOn the road the A5 Sportback is ... well, it's an A5.  If you were led blindfolded to the car and set behind the wheel you would be hard pressed to distinguish the dynamics of the Sportback from its syblings, particularly the Coupe.The cabin, while snug an encompassing, is not claustrophic with ample head, shoulder and leg room for all four passengers. Luggage space is generous with 480 litres available in standard trim, increasing to 980 litres with the rear seats folded.  The A5 is a car you want to drive. It feels well-engineered and it is.An almost exclusive use of aluminium for the suspension components, in turn mounted to an aluminium sub-frame, reduce the unsprung weight giving a lower centre of gravity and noticeable poise. Combined with the body rigidity provided by five grades of steel through to ultra high strength the Sportback has a comforting feel of solidity and balance.The direct injection petrol TFSI is good for 155kW of power and a very handy 350Nm of torque across a vast rev range from 1500rpm through to 4200rpm. That wide band of maximum urge allows the TFSI to stay within its optimum performance range without undue hunting for ratios and almost demands the car be driven enthusiastically.Throttle response is good and there is a real willingness of the front end to turn into corners, hunker down with prodigious grip and then launch out of the apex as the quattro drive balances up in readiness for the next change of direction.The 3-litre TDI offers pretty much the same capability — only moreso. The oil-burner's 176kW and 500Nm gives the Sportback a 0-100km/h sprint of 6.1 seconds — half a second quicker than the TFSI — while promising fuel efficiency of just 6.6L/100km. That makes the A5 Sportback TDI the 23rd Audi model to benefit from the government's lower luxury car tax incentives for vehicles using 7.0L or less per 100km.Part of the fuel efficiency — the TFSI claims 7.5L/100km — is due to the recuperative energy system fitted to the A5 Sportback whereby energy is recovered during braking and coasting to be stored temporarily in the battery. That stored energy is called on during acceleration to ease load on the engine resulting in a fuel saving of up to 3 per cent.The A5 line-up will be completed towards the middle of the year with the arrival of the S5 Sportback, unveiled at the Frankfurt Motor Show last year. The 3-litre TFSI powered S5 is expected to carry a sticker price of around $130,000.Audi A5 SportbackPrice: from $78,400 (2.0 TFSI) to $89,100 (3.0 TDI)Engine: 2L/4-cylinder 155kW/350Nm; 3L/V6 turbo diesel 175kW/500NmTransmission: 7-speed S-Tronic dual clutch automaticEconomy: 7.5L/100km (TFSI), 6.6L/100km (TDI)

The reality of life is that few of us have the bucks to buy the luxury 'Benz, BMW or Jaguar we might aspire to own, they're simply too expensive for the regular Joe in the street. But step back in time to an older model and owning a once unattainable car from one of these great companies can be a real possibility.One such car in question is the BMW 535i that was released in the late 1980s and remained on sale until 1993.  In the days before the arrival of the 'M' Series the 535i was the performance king in the Bavarian carmakers local range.Today it's largely been lost in the crowd with the vast number of sporty BMWs that have since been released, but a chance encounter recently with an acquaintance who had bought one for a couple of grand was a reminder of what can be bought with a very limited budget.MODEL WATCHThe 535i was the top model in the E34 5-Series range that arrived here in 1988.  Minus the edgy look that overtook later models from BMW the E34 was a classically elegant four-door sedan that boasted beautifully clean lines and balanced proportions.It was a great looker when it was new, and that it remains a good looking car today when there are still many on the road is a testament to the appeal of its styling. It's hard to imagine that more than 20 years have passed since it was launched.The E34 range was extensive, extending from the modest 2.0-litre 520i through the popular 2.5-litre 525i and the 3.0-litre 530i to the sporty 535i that sat atop the tree.  Later there was the V8 540i and the first M5, both of which shoved the 535i into the background, but for a year or two the 535i was the king of the road.The E34 platform was highly regarded with independent suspension back and front, responsive power steering and powerful four-wheel disc brakes.  Up front it had a 3.5-litre fuel-injected single overhead camshaft six-cylinder engine boasting 155 kW at 5700 revs and 3.5 Nm at 4000 revs.BMW offered the choice of a five-speed manual gearbox or four-speed automatic transmission, with the final drive through the rear wheels in traditional BMW style.  Standard features were air, central locking, fog lamps, power windows and radio/cassette sound.An Executive model was available with alloy wheels, cruise and a power sunroof.  There was also a 535is model available with power mirrors, a limited- slip diff and traction control.IN THE SHOPThe key to enjoying the thrill of driving an old car is to buy well, and there is one simple rule to follow when buying: condition, condition, condition.  To find the best car in the best condition it's necessary to shop, shop, and shop.BMW service specialist John Heckrath of Heckrath Engineering Services reckons the 535i is a great car, to own and to drive.  The engine is very strong and gives little trouble; the only word of warning he gives is that they can give cylinder head trouble if they get hot.The main reason they might get hot is a failure of the plastic reservoir in the radiator, which was a common failure with this model 5-Series.  If the temp gauge climbs off the scale don't be tempted to keep driving it, disaster awaits if you ignore the telltale sign of trouble.Brakes can be expensive to replace if that's needed to make a car roadworthy; expect a bill of $1000 for a full brake rebuild with new rotors.  Suspension bushes, particularly the front caster bar bushes, do wear so listen for a knocking noise under brakes, but the caster bar isn't expensive so isn't a huge concern.Electrics can be an issue; things like power windows and the heater control are known weaknesses. Check the operation of all systems to identify anything that isn't working and might need repairing.  The body stands up well, and doesn't rust, and the paint doesn't fade to any degree.Inside the trim also stands the test of time well and the dash isn't prone to cracking, but some minor trim parts do eventually come unglued and the foam in the headlining can crumble in time.  But a car with 200,000-plus kilometres already will keep going long into the future if well maintained.ON THE ROADSettle into the driver's seat of the 535i and you immediately feel at home, the controls readily fall to hand and the dials tell you all you need to know without any of the superfluous information you get on later cars.Start the silky smooth six and hit the road and you are quickly transported back to an age when the engine was the true heart of the car.  While sporty in character with plenty of good old grunt, the 535i is really a high-speed cruiser and at home on the open highway.The straight-six engine revs smoothly and sweetly with great mid- range response to make overtaking a breeze.  When required it would race to 100 km/h in 9.5 secs and cover the standing 400-metre dash in 16.5 secs.It also handles with aplomb, even though it's quite a big car. The steering response is quick and accurate, the handling nicely balanced and predictable, while the ride is firm but comfortable.IN A CRASHThe 535i was born before the widespread adoption of airbags, but it is a fundamentally sound motorcar with a solid body and a well- balanced, responsive chassis that gives the driver every chance of avoiding a crunch.  If it lacks the passive safety of airbags the 535i does have the important active safety delivered by ABS antilock braking.AT THE PUMP Ask anyone about the 535i and you're likely to be told that it's a gas-guzzler. That is its reputation and it is a well-earned one at that.  The 535i shouldn't be bought if you're concerned about fuel consumption; this is a high performance car and it will use quite a lot of fuel.A road test at the time of the launch had it returning 11.9 L/100 km, which isn't too bad, but that can quickly blow out to 14 L/100 km or more if that taps are regularly opened with enthusiasm.LOOK FOR. Classically elegant shape.. Smooth six-cylinder engine.. Sporty performance.. Thirsty if driven hard.. Expect high mileage.. Service record a must.THE BOTTOM LINEAn oldie but a goodie. Buy right and you will thoroughly enjoy the thrill of driving one of the greats from a bygone era.RATING 70/100

It's raining hard as the flight touches down in Sydney. On any normal day that would be a zero problem, and very welcome wetness, but this is not a remotely ordinary day. This is The One Day. A Ferrari California is waiting. It's now or never.Organising the one-day romp in the striking Italian droptop has taken months and for weeks I have been wondering how the new-age Ferrari convertible will feel and how it will stack up against other fast-and-dangerous cars I have driven through 2009 including the Nissan GT-R and Lexus LFA. And now it's raining ...The California has been around for a while in Australia, famously starring in a 231km/h romp near Perth that saw the car impounded and its motor writer driver hit with a monster fine and knock-on job losses.But its popularity means there is a waiting list stretching into 2011, despite a pricetag of $472,000 before on-road costs or insurance. Or any of the extra stuff from Carozzeria Scaglietti Personalization, which can tweak a Ferrari to look even hotter or go even faster. The reasons for the popularity are as obvious as the Ferrari badge and the folding hardtop roof over the two-plus-two cabin.The California hits a lot of firsts for Ferrari and its owners, from the front-mid mounting of its V8 engine to the company's first twin-clutch seven-speed gearbox, multi-link rear suspension, and an all-new engine with 338 kiloWatts and 485 Newton-metres of torque. It also comes standard with carbon-ceramic brakes and the sort of creamy smooth leather that has become a signature for the brand.The body was designed by Pininfarina, like so many Ferraris, and the folding roof — made from aluminium, like the rest of the body — will do its work in just 14 seconds.The California is officially a grand tourer, which means Ferrari has put the emphasis on easy driving and luxury. That explains a gearbox which can be a light-and-easy auto, as well as back seat spaces complete with child seat anchorages, and even the satnav.The GT focus also explains the name, which taps the likely home for many cars and also a Ferrari from the 1950s. An original California once owned by actor James Coburn sold for $11 million in 2009.But the dash is still dominated by a yellow-faced tachometer reading to 9000 revs and Ferrari's Manettino and F1-Trac systems are also fitted. The Manettino allows the driver to choose the way the car responds, right up to track maps, and the F1-Trac ensures maximum cornering grip in all conditions.As I first catch sight of the racy red California its top is up, the smiles are down, taxis are everywhere and - just to make things really tasty - a bus strike has created gridlock chaos in Sydney as I roll away from Mascot to form my first impression.So, how does it feel? The first two kilometres are great and the car is surprisingly taut, beautifully sumptuous, nicely equipped and very, very easy to drive.The California is quiet and relaxed, actually. There is even a cruise control and a digital speedo.It's not remotely what I had expected but that's not a bad thing. In the past, Ferrari has been a name to conjure memories of grumpy engines, on-the-edge handling and quality which is ... well, sometimes about as good as an old secondhand Fiat.This California is different. And that has to be good. Everything works and works well, it has look-at-me styling and a cracking V8 engine note that could only come from a Ferrari. The boot has taken my luggage relatively easily and I notice the child seat anchorages in the crimped rear buckets.I settle in as we rumble towards the outskirts of Sydney and some favourite driving roads. It's still damp outside but I take the top down and there is surprisingly little wind noise or ruffle, and the spots of water flow straight over my head.So now it's time to get serious with this Ferrari. As I chase the redline for the first time the car delivers with a hard- edged sprint and an explosion of sound that includes a howling V8 rasp, a whip-crack bang for each paddle-triggered upchange, and a deep bass note as it takes the next gear. This is a brilliant soundtrack and the scenery rushes towards me. It is still damp yet I can believe Ferrari's claim of a 0-100km/h sprint in less than four seconds. But I have zero intention of trying for the 310 top speed ...As I spend more time in the California I become more confused. It's a Ferrari, but not the way I know them. It is relatively smooth riding, the engine is calm and refined, and the seat is comfy and the controls are easy to use. Ok, the boot is super-heating my luggage thanks to the exhaust pipes and it's guzzling fuel at around 16L/100km, but those are little things.So I find a couple of corners. Now the California shows it was designed for California. It has gobs of power and brakes incredibly late, but it is not as edgy or responsive as other Ferraris I have driven. Push too hard and the nose runs wide, but the latest electronics means the tail end never gets nervy despite the wetness. It also sits down a lot in the tail, improving traction but cutting response from the nose.Then it hits me. The California is one half of a Ferrari double-act deal, sliding in ahead of the new 458 Italia to ensure the company has something for everyone. Well, everyone with a $500,000 budget. The droptop is a softer car, built for cruising and relaxing trips. The 458 is designed to satisfy a need for speed.So, is the California a Ferrari dream machine. A sensational 10-out- of-10 winner? Not for me. It's tasty and special but I cannot stop myself from thinking it's a hairdresser's car — some sort of Italian supercar Celica.This is worrying, and not just because of the reaction I know will be coming from Ferrari, but I also know it is just the sort of Ferrari the world has wanted for a long time.The California satisfies the badge snobs and does it in a way that is — by Ferrari standards, anyway — as efficient as a Toyota. It's a car you could loan to anyone without every worrying that it will turn nasty on them. That makes the California a definite winner. And a Ferrari for everyday use, not just Sunday morning sprints.RivalsLamborghini Gallardo convertible - $515,000Mercedes-Benz SL 63 AMG - $409,000Porsche 911 Cabrio - from $247,100  

The arrival of the XF was a seachange moment for Jaguar and every fan of the British brand.  Life has not been the same for anyone since the classy mid-sizer landed, bringing a new style of design and a new commitment to class and quality for customers.It's no surprise that the XF has been a global winner for Jaguar, even during the Global Financial Crisis, and has also lifted it onto shopping lists which would previously have been reserved for Benz, BMW and Audi. And maybe Lexus.The high point of the XF development is the go-fastest model, the XFR, which is intended to lure people away from some of the most charismatic performance cars in the world, led by the BMW M5 and Benz's latest E63 sledgehammer.The deal is done with a transplant that puts a supercharged and direct-injection 5-litre engine into the nose of the XF, with 375 kiloWatts and 625 Newton-metres for R-car duty. It's easy to pick the car by its 20-inch alloys, a punchier front end, bonnet louvres, four polished exhast tips and a bootlid spoiler.Mechanically, the upgrade to XFR brings everything from quicker steering and giant disc brakes to an active differential and adaptive dynamics in the suspension.  The idea is to make the car much quicker - the 0-100km/h run takes 4.9 seconds - but also easier to drive and more responsive for people who enjoy their driving.But no performance sedan can live on its speed alone in 2009, so the XF also comes with a full list of luxury equipment including leather seats, automatic aircon, a Bowers & Wilkins sound system unique to the XF, as well as safety gear including front-side-head airbags, anti-skid brakes and ESP, with an iPod connector for the sound system.The XFR arrives as part of an upgraded 2010 XF range that gets upgraded engines, all with more go and less emissions, and even an acoustic laminated windscreen.But the cost of the XFR is considerable, as it comes in at a rampaging $208,450. That's right on double the price of the basic V6 XF, although it undercuts the E63 and M5 but enough of a margin to make it look like a bargain.Driving - Paul GoverThe XFR is, no question, the best Jaguar I have driven. And I've driven a few.  What makes it so good is the combination of a tight body, good looks, real quality and the sort of get-up-and-go that makes you want to go driving.It's also modern on the inside and suitably chunky with the R-car additions to the external bodywork, including the lovely grille work in the nose.The supercharged V8 gives the XFR real thumping performance, but the electronics and suspension work keep it easily under control. It's nowhere near as hard to handle as some early go-faster XK coupes, but lacks the fully-brutal impact of the latest AMG Benz.Actually, it is a pretty sweet package. It is happy to trickle in traffic but if you flick the switches to sport and take control of the six-speed auto with the column paddles it becomes a real driver's car.You can brake late with the classy discs, the nose follows the wheel without complaint, and it puts all the power on the road without bucking or resistance.The car is quiet, apart from some roar from the low-profile tyres, easy to park and has good cabin and boot space. It's not ideal in the back, where it's a bit short of legroom against the new E-Class, but is fine for family work.The driving position is very good and I love the touch-screen infotainment package, which is just about the best in the business. The B&W sound system is a real thumper, even if the brand is barely known in Australia.But I find the speedometer really hard to read, particularly with blue lighting in daylight, and something as quick as the XFR needs a digital speedo readout for Australia.I still find the gearshift controller a gimmick, but it is easy to use and gives most people a laugh.  The XFR can be very heavy on fuel, which is no real surprise, but generally it's ok in the 11-12L/100km range.I currently rate the XFR a little ahead of the aging BMW M5, although it is no match for the E63, which is an impressive result. But I still find myself wondering how the car will wear over time and if Jaguar has translated Ian Callum's excellent design work and its R-car fast parts into long-term quality and reliability.She says - Alison WardI have to admit I'm not the biggest Jaguar fan, so I rolled my eyes when the XFR arrived.  Why? I cannot shake the feeling that Jags are a bit unreliable, and the earlier XF I drove was a disappointingly sluggish drive.  There, that's the bad part mostly done.The good news is that Jaguar has improved a lot with this car. For me it's a headier mix of stylish fittings and sportier grunt.  It looks great.  Both sleek and sophisticated, just as the Jaguar name suggests.   It drives beautifully and gets going at the slightest hint on the accelerator.The comfortable leather seats, sexy swede roof and easy-to-navigate touch-screen display are well refined but I didn't see anything really new.It does have plenty of legroom and boot space which is a surprising bonus on its sporty external appearance. The attention to detail with the interior and exterior design will rival its competitors and so will its cheaper pricetag.  But would I buy one?  Maybe, or maybe not. The unreliability reputation reared its head again when I heard the rear suspension rattle after just four days on test. I worry about what else would start to hum and squeak given enough time.The 'James Bond' styled dial called a Selector (that I would usually call a gear lever) rises out of the centre console. Most men will love this feature, however I think its over-the-top, as are the air vents that also open when you start the car.The glove compartment has a secret silver button that was temperamental to open as well.  I could see these useless items failing in the future and I would hate to think of the costs to fix them.   Overall, Jaguar has done a great job here but I would say this car is definitely one for the boys.BOTTOM LINE: The best Jaguar since . . . forever, really.SCORE: 82/100Jaguar XF-RPRICE $208,450ENGINE 5.0-litre Roots supercharged V8POWER  375kW at 6500 revsTORQUE 625Nm from 2200 revsTRANSMISSION Six-speed automatic, rear driveBODY Four-door sedanSEATS FiveDIMENSIONS  Length 4961mm, Width 2053mm, Height 1640mm, Wheelbase 2909mm, tracks front/rear 1559mm/1571mmSTEERING Servotronic ``fast ratio'' rack and pinion power steeringSUSPENSION Double wishbone front; multi-link rearFUEL TANK 69.5 litresFUEL TYPE Premium unleadedFUEL CONSUMPTION 12.5/100km combinedWEIGHT 1891kgSPARE TYRE Space-saver spareBRAKES Anti-skid all-round discsWHEELS 20-inch alloysTYRES Front 255/35 R20, Rear 285/30 R20SAFETY GEAR Dual front, side, curtain airbags, bi-xenon headlights, active damping, electronic stability control, traction control, brake assist, active differential controlCO2 EMISSIONS 292g/kmRivalsAudi S6: 78/100 (from $204,900)BMW M5: 80/100 (from $241,816)Mercedes-Benz E63 AMG: 84/100 (from $234,900)

The swoopy Audi TT coupe has received an engine transplant to go Porsche hunting.  The leaner and meaner $133,700 TT RS has Porsche's performance benchmark Cayman in its sights.DrivetrainUnder the aluminium bonnet is a turbocharged direct injection 2.5-litre TFSI five-cylinder mated to Audi's quattro all-wheel drive.  It is an engine that has a strong links to Audi motorsport and can trace its roots back to the first Audi quattros in the 1980s.Audi engineers have tweaked the in-line five to punch out 250kW at 6500 revs and 450Nm from 1600 revs.  This gives the RS a zero to 100km/h sprint time of just 4.6 seconds and governed top speed of 250km/h.Buyers looking for a little bit extra can option up the car with a $3900 carbon package that raises the top speed to 280km/h.  To cope with the added performance there are a host of performance additions, from larger 19-inch alloys to beefier brakes and Audi's magnetic ride control. Unlike the Cayman, the RS is available only as a six-speed manual.StylingVisually there are special RS-design elements including a diamond-look grille, large side air inlets and brushed alloy exterior mirrors.  A fixed rear wing spoiler and diffuser insert with oval exhausts complete the picture.Sales Audi Australia expects to sell around 80 a year, according to managing director, Joerg Hofmann.  "Our RS models, while niche, are always very popular for buyers wanting the ultimate in performance," Hofmann says.In Europe the RS is available as a Roadster but this is not coming to Australia, according to Audi product planning boss, John Roberts. Roberts says RS volumes will be small, making up just 5 per cent of overall TT sales. The most popular model remains the 2.0 TFSI.  Roberts says the rest of the TT lineup carries on remains unchanged.The RS will not replace the 3.2 TFSI model, he says.  "There is room for both," he says.  "The 3.2 is still available and it will remain a part of the lineup."BodyThe RS benefits from the newest generation TT's larger, longer and lighter aluminium space frame body.  The four-seater tips the scales at 1450kg and uses 69 per cent alloy construction up front and steel at the back.Equipment and optionsApart from the carbon package, adaptive headlights are $780 and a premium Bose sound system costs $1377 while metallic paint adds $1377.  Standard kit includes Audi designed front bucket seats upholstered in Nappa leather.There is also a DVD-based sat-nav system with MMI operating logic including a glovebox-mounted CD changer, brushed aluminium inlays, a flat-bottomed leather multi-function sports steering wheel, a boost pressure indicator, an oil temperature gauge, a lap timer, automatic air conditioning, and xenon-plus headlamps with LED daytime lights.  The arrival of the RS brings the TT model count up to seven.DrivingAS fashion statements go, the TT RS is the automotive equivalent of Jennifer Hawkins with attitude.  Not only does it ooze style but it has a healthy degree of substance thrown in.  It is no poser either, with a potent five-cylinder engine and stick-like-clue handling.The look is crisp but perhaps more importantly, so too are the car's dynamics, which help lift the TT game to a new level.  It is the brawniest TT by far, with a 10mm lower ride height, fixed rear spoiler, some serious five-spoke alloys on low-profile rubber and a more aggressive body kit.The transversely mounted light-weight 2.5-litre five-cylinder is a treat. It's hard to believe that it can trace its roots to some VW group commercials.  Audi has fiddled with the engine internals though.It gets a vibration damper to smooth out the beat, the pistons are caste aluminium and the crankcase is made from high-tech graphite cast iron for strength and low weight.  At idle the 2.5 has a distinctive five-cylinder pulse and at full throttle gains a wonderfully sing-song note.For a little more spice you can press the "S" button on the console and the car's whole character changes.  The throttle map is changed and the more raucous exhaust lets everyone know this engine is a five-cylinder with attitude.  Not only does the RS sound good, but it also performs as you expect.It will hit 100km/h in 4.6 seconds but that's not the half of it.  The engine will punch through sharp corners, making full use of the quattro all-wheel drive. The six-speed gearshift is precise, if a little notchy.The RS's grip and steering is reassuringly confident while the standard magnetic ride control makes the ride amazingly supple for a sportscar.  However, on the sport setting it is very firm and probably best suited to track days. Audi describes it as "uncompromisingly stiff" and that's a fair assessment.While the engine's mid-range shove is impressive it will still let you doddle along in top gear at 60km/h without complaint.  The TT's cabin is beautifully executed and like all Audis, impresses with its level of quality and attention to detail, even down to the thick  rimmed flat bottom steering wheel.The hip-hugging seats are impressive but for easier access the standard sports seats - a no cost option - may be better for day-to-day use.  At a pinch you can also fit passengers in the rear seats - just.  The RS will certainly make Cayman buyers think twice.But if performance is a key criteria, the RS raises the question of why you'd bother with the TT 3.2-litre V6.Audi TT RSPrice $133,700Engine turbocharged 2.5-litre five-cylinderPower 250kW at 6500 revsTorque 450Nm from 1600 revsTransmission Six-speed manualEconomy 9.2 litres/100km (combined)RivalsPorsche Cayman S Still the benchmark luxury sportscar ($157,300)Nissan GT-R Built for the track rather than the road ($155,800)Nissan 350Z 3.7 Coupe Don't dismiss it just because of the price ($67,990)BMW Z4 sDrive 35i Folding roof adds to the enjoyment ($116,900) Mercedes-Benz SLK 350 Two-seater but heaps of fun ($118,000)

Driving an old classic car can be appealing, but it's important to buy a quality oldtimer, like the Mercedes-Benz W123, to avoid the dream turning into a nightmare.There's something special about driving an old car. Sure they don't have the safety of a new car, they don't perform as well, and aren't as environmentally friendly, but they have something few new cars have, character.But it's important to make a high quality purchase. A car that was well engineered and well built in its time will usually stand the test of time well.  So, if you start with a quality car, and then buy one that has been lovingly maintained and is in good condition you have a better than equal chance of enjoying your classic motoring experience.Buy a worn-out, rusty old banger that wasn't a great car when new and you're asking for trouble.  The Mercedes-Benz W123 ticks just about every box for an everyday classic driver.  It was a great car when new and there are many examples still being driven every day.MODEL WATCHThe W123 was launched here late in 1976 and went on to become the best selling Mercedes-Benz of the 1970s and early-1980s.  It was a mid-sized model capable of accommodating an average family in comfort with enough room left over to swallow whatever luggage they wished to take with them.It was a model to suit all needs, the Mercedes for the people if you will, with three body styles, sedan, wagon and pretty coupe.  Typical of Mercedes there was a plethora of engine options to choose from, which expanded its appeal even further.The choices began with a modest 2.3-litre carburettor-fed single overhead camshaft four-cylinder engine that boasted 80 kW and 186 Nm. In quite a heavy car the performance it delivered was best described as sluggish.Before diesels were even thought of by the everyday motorist Mercedes offered one in the W123. The 2.4-litre single overhead camshaft four-cylinder was an old-time diesel, no turbocharging here, and put out just 48 kW and 137 Nm. Only those interested in economy bought these.Or the most part W123 buyers chose one of the six-cylinder models, which offered more zip than the fours possibly could.  They were powered either by a carb-fed 2.5-litre single-overhead camshaft in-line engine or a larger 2.8-litre fuel-injected double overhead cam unit.  The 2.5-litre six put out 95 kW and 196 Nm, the 2.8-litre engine boasted 125 kW and 233 Nm.From 1980 there was also the option of a 3.0-litre five-cylinder diesel that gave a more respectable 65 kW and 172 Nm.  The vast majority of W123s were sold with four-speed automatic transmissions, but some made it to market with four-speed manuals. Final drive was through the rear wheels.Mercedes generally equipped its cars well, although nothing to the level of today's models.  Even the base model, the 230, came standard with air. It also had power mirrors, fog lamps, central locking and a radio-cassette sound system.  Other models had power windows and some also boasted cruise control.IN THE SHOPBuying a top quality model usually means it will stand up well over time, but even the best cars need regular care and attention and theW123 is no different.  It's wise to check for evidence of regular oil changes over the years, old oil is a car killer.  Also check for crash repairs and paint defects; a car as old as the W123 is likely to have been in a fender bender at some time.The engine should run smoothly and there shouldn't be any smoke from the exhaust, the transmission should engage gears smoothly without reluctance, and the brakes should pull the car up in a straight line.  Check the tyres for uneven wear that might indicate a suspension problem, and the power steering shouldn't be heavy.The sun can have an affect on the interior trim components, particularly the dash pad and rear parcel shelf where it's possible to find cracks and faded colours.  Find a car in good condition and the W123 can be a pleasure to drive.IN A CRASHThe W123 was made before airbags were routinely fitted, but Mercedes was a pioneer of safety in motorcars and were designing crumple zones before anyone else.  The 'Benz bodies are strong, but are designed to absorb much of the energy in a crash.AT THE PUMPNo lightweight, fuel economy isn't one of the W123's strong points. The fours and the diesels will deliver the best economy if you can stand the sluggish performance; the sixes are the best buy and will get 10 L/100 km on a run.LOOK FOR* Traditional 'Benz look* Stylish coupe a classic charmer* Smooth six-cylinder performance* Family-sized interior* Well built* Solid and sound* Affordable everyday classicTHE BOTTOM LINENeat old car that's fun to drive and still capable of handling modern day traffic.CLASSIC RATING75/100

This is the most extreme Bentley yet made. Supersports is a fine-tuned, lightweight version of the Continental GT Speed which arrives here next month, costing $525,000.It has 3.5 per cent more power, 6.7 per cent more torque and weighs 110kg less, mainly because they have thrown out the rear seats and replaced the front row with expensive carbonfibre seats.  All of this means it accelerates to 100km/h in less than four seconds, which places the genteel British marque in the supercar class for the first time.Asia Pacific marketing manager James Barclay says they do not predict volume sales for the car, but then they don't do volume sales for any of their vehicles, particularly this year.  So far in 2009, Bentley has sold only 33 vehicles, compared with 82 for the same time last year.  "The Supersports is a niche product for us," Barclay says."We expect conquest buys from other brands such as the (Porsche) GT3 and (Ferrari) 599.  "It is the most extreme Bentley yet but Australia is a sports-focused market and cars like this are of real interest so we expect it to go well."The Supersports name is inspired by the original two-seater three-litre Supersports model introduced in 1925.  Like the current model, it was an evolution of the Speed model.The original 63kW Supersports was the first production Bentley to reach 100mph (160km/h).  This model’s 6-litre W12 twin-turbocharged has 463kW of power at 6000rpm and 800Nm of torque from 1700-5600rpm with a top speed of 329km/h.There are no major changes to the car's suspension, W12 engine or dynamics, only a host of ‘fine tuning’.  The biggest change is in the new Quickshift version of the six-speed ZF 6HP26 automatic transmission which halves shift times and allows double downshifts.Supersports is also the first car from Bentley which is ‘flexfuel-capable’ which means it will take a fuel mix of up to 85 per cent ethanol.  The company intends to make all its vehicles E85 capable by the end of 2012.The Supersports definitely is sports focused with its all-wheel-drive system tuned for more rear bias (60-40), rather than 50-50 like the GT and GT Speed.  This gives it a more ‘playful’ attitude on a track, Bentley says.Its electronic stability program is also re-programmed to trail the rear inside brake to tuck the front in and dial out bothersome understeer and dial in a little friendly oversteer.Outside, the vehicle looks more muscular thanks to wider flanks to accommodate a 50mm wider track and wide tyres on 20-inch wheels, and it has larger and extra air vents to improve engine breathing. Out back there are twin elliptical exhaust pipes.It comes with massive carbon ceramic brakes as standard. On a lesser model, they would be a $10,000 option. They are a little touchy, but are almost fade-proof and guaranteed to last the life of the vehicle.Inside, there is quilted stitched Alcantara leather, acres of carbonfibre trim and — unusually for Bentley — no wood.  Supersports comes in whites, greys and blacks in gloss and gorgeous satin finishes, while the brightware (grilles, lamp bezels, window surrounds and wheels) have a ‘smoked’ steel finish.All stainless steel components are applied with a Physical Vapour Deposition process normally used as a coating on industrial tools, watches and even hip replacement joints.The overall impression is of a car that feels light and agile with a fast change of direction and quick acceleration from any speed.  On the narrow and twisting country roads in north-west England where Bentley road tests all its vehicles, the car feels way too wide and way too powerful, for the too-close rock walls and hedgerows, yet it still manages to feel nimble.Only a smidgen of its potential can be unleashed in these conditions, yet it rides comfortably over the few potholes we encounter, which indicates a potential for long-distance GT work.  The thinly padded seats look harder than they are and have surprising comfort over a distance.

There's little doubt of which car Toyota was aiming at when it designed the IS200; its looks, size and proportions all mirror the BMW 3-Series.

Ferrari has taken its two-seater V8 sports to new heights with the 458 Italia, but there's no manual in sight.Sharing some of the California's drivetrain, albeit with upgrades to suit the harder-core performance aspect of the coupe, the 458 is only being offered only as a double-clutch automated seven-speed manual when Australian deliveries start mid-2010, so low was the demand for 430 manuals.The company says the 458 - expected to cost as much as $600,000, or 10 per cent more than the 430 - completes the new generation Ferrari range, boasting better environmental credentials accompanied by more power and better performance.The 458 is largely focussed on the driver, with the remainder of the cabin laid bare - the driver gets a steering wheel that has the bulk of the features now mounted on it, moving lights, indicators, windscreen washer/wiper function to the steering wheel, as well as the start/stop engine button, the independent damper switch and the all-important Manettino toggle.That system controls the suspension, stability control and drivetrain via the one ECU, which Ferrari says allows the systems to work together for quicker response times.The aluminium-spaceframe vehicle, which was developed with input from Michael Schumacher, sits on a double-wishbone front and multi-link rear suspension, with some similarity to the underpinnings of the California - but some of the suspension has been altered for 458 Italia duty, including the bushing.The 458 is also stiffer than the outgoing 430 Scuderia, boasting only 30 extra kgs but with 50 more kiloWatts and 70 additional Newton metres of torque on hand, it's quicker than the outgoing sports model.The alloy direct-injection engine is now 4.5-litres, with work done to reduce internal friction as well as using a dry sump and oil scavenger system, producing 425kW at a manic 9000rpm and 540Nm at 6000rpm, although 80 per cent of that is available from 3250 through until 9000rpm.The sprint to 100km/h takes less than 3.4 seconds, it brakes from that point to standstill in 32.5 metres thanks to standard carbon-ceramic brake discs and a 1380kg kerb weight and the top speed is around 325km/h.The car has also benefitted from considerable aerodynamic work, managing to cut drag - it's cD is 0.33 - but at the same time generating solid levels of downforce at speed - 360kg of downforce is being generated at the top speed of 325km/h.Flexible front winglets, rear diffusers and subtle venting across the length of the body are all part of a complex aerodynamic package that aim to give the car ample track stability at speed.Driving the car on its local Italian roads and the test track at Fiorano where much of the development work was done, the 458 feels well-sorted. The road drive revealed the latest incarnation of the magnetorheological controlled damping system deals well with ride quality, as well as tightening up appropriately when asked.The engine sounds a little less inspiring at mundane speeds, but the drivetrain doesn't baulk at suburban dawdling.But bury the right foot and the active exhaust brays with intent as the V8 spins with ferocious intent to 9000rpm - only race mode will stop the gearbox changing up at the limiter, but the pace at which the horizon closes in on the sharp nose of the 458 is astonishing.On the Fiorano test track, the 458 is no less astonishing - the full throttle noise borders on a physical assault and the electronics are kept busy on a greasy track, but it feels cohesive and unlikely to bite, unless you switch all the electronics off - but we didn't.There's little that occurs beneath the wheels that the driver is not aware of, but the talents of the car are best shown by the Ferrari test drivers, who demonstrate the 458 Italia's considerable potential.For all the 458's ability, it is a sad day that sees a Ferrari without any chance of a clutch pedal. 

I was a fan of the old Z4 — it was a sportscar that had some traditional elements to it, rather than pandering to the masses. It may not have been classically attractive, but it was a bold looking device, with a proper soft-top joined later by the coupe. There were M versions of both, which very-much catered for the driver with proper hydraulic power assistance for the steering and not a run-flat in sight.A stint in an M-Coupe in Classic Adelaide a few years back reinforced the abilities, but the new model is here and has been accused of getting soft.Design The new Z4 carries the styling theme over but BMW has succumbed to the folding metal hard-top roof, beefing it up over the old model and increasing the glasshouse for improved vision as well.It offers the best of both worlds in terms of open-topped driving but the security of a hard roof for parking it places and not worrying about twerps with knives doing serious harm to the top.The drawback is that the boot, which isn't voluminous to begin with at 310 litres.But drop the top — a simple 20-second full-auto exercise once the fiddly rear luggage area's cover is in place — and the roof folds back into the loadspace, where there's barely enough room for the school bags at 180 litres.DrivetrainWe're in the 35, which is powered by the twin-turbo straight-six, with the seven-speed DCT, while the rest of the range has to make do with the optional six-speed auto. This engine is fast becoming one of the all-time favourites within the BMW range and in the automotive world in general, and nothing about its application here is going to change that.Driving Teamed with a double-clutch seven-speeder that is quick and clever, the new Z4 has no shortage of pace, but while electric power steering might tax the engine less for its assistance, ye olde hydraulics relays more information back to the driver.That's part of why it falls short of the old Z4 M Roadster for outright grin-factor — that car was a crackerjack ride and is sorely missed — but this one is easier to live with day-to-day from a driving perspective.The ride is decent thanks to the adjustable suspension system, which offers three levels — normal, sport and sport-plus, tweaking suspension, steering and pedal attitude to suit the driver's current desire. Sport mode leaves the stability control lurking in the background, something that can be an advantage for those brainfade moments when the outputs — particularly the 400Nm of torque on offer across most of the rev range — have been momentarily forgotten.Give the 35 too much right foot and the tail squirms, giving a solid hint of what it might do should a track day be in your diary.The top-spec model gets bigger brakes and a feature list that also includes cruise control with braking function, parking sensors front and rear, the aforementioned suspension system, all-electrochromatic mirrors, 18in alloy wheels, adaptive xenon headlights with high-beam assist and (for the first time in the breed's roadsters) the iDrive system.While some of the cars of a similar ilk and pricetag might lack the outright mumbo of the Z4, or the versatility offered by a folding metal roof.There's something missing from the Beemer that some of its primary opposition (of the same nationality) has more of — personality, soul, whatever you call it — but having driven the Audi TT S convertible I think I'd bank the difference, or tick some option boxes.Z4 sDrive35i Roadster Price: from $116,900.Engine: three-litre twin-turbo direct-injection in-line six-cylinder.Power: 225kW @ 5800rpm.Torque: 400Nm between 1300 & 5000rpm.Transmission: six-speed manual or seven-speed automated double-clutch, rear-wheel drive with electronic differential lock.Performance: 0-100km/h 5.2 seconds (DCT 5.1), top speed 250km/h.Fuel consumption/capacity: 9.4 litres/100km (DCT 9), tank 55 litres.Emissions: 219g/km (DCT 210)Rivals:Mercedes-Benz SLK 350 convertible, from $115,637.Audi TT S convertible, from $96,900.Porsche Boxster, from $114,800.