Luxury Reviews

Price no object, what car would you buy? A Ferrari, a Lambo, a Roller, perhaps a Bentley? In my case, Maserati's stunning Gran Turismo S auto would be on a very short list if I had around $330,000 to spend. Yes, the automatic.A work of automotive art, the Pininfarina-styled Gran Turismo (GT) exudes an aura of power and class, of controlled aggression. There's even a hint of American muscle car about its flanks.The superb, flowing exterior lines are matched by a high standard of craftsmanship inside and out from the people who build it, and that too is matched by the quality of the components used — nothing but the best.The Maser GT is a true GT in that it's an imposing long distance coupe with seats for four, supersports performance and handling and the luxury accoutrements you'd expect in a limousine.It adds up to a hefty 1880kg weight but with the 4.7-litre V8 engine up front kicking out 323Kw/490Nm, urge is not an issue here. It puts away a 0-100kmh sprint in 5.0 seconds neat and generates a stirring V8 burble/blatt into the bargain.The naturally aspirated engine features variable inlet valve timing and has a redline of 7250rpm. The thing to note here is the six-speed ZF auto is calibrated to change up at redline thereby contributing to the GT's performance potential. Most autos run out of legs well before redline. It also has Ferrari-style paddle shift levers on the steering column and multi modes to change how it swaps cogs.The suspension is a version of the electronically controlled “Skyhook” system and is adaptive to certain inputs from the road, driver and car itself. Push the Sport button on the dash and it goes into attack mode which allows the big coupe to be driven spiritedly on demanding roads.On test, the level of enjoyment driving this car was as high as just about anything else we have driven including real hotrods like the new Nissan GTR and German uber-cars— BMW's M3, Benz's C63AMG and Audi's RS4/6.Not as outright quick, the big Maser is a deft hand in the tight stuff and gets on the boil really fast. The engine howls up to redline willingly and the big coupe's dynamics are right up to the task, even the brakes but then it does roll on 20-inch rubber of extreme proportions. This is all aided and abetted by the slick changing transmission that wills you to use the paddles and not just leave it in D.There's plenty of kit inside the Poltrona Frau leather-clad interior — 3D satnav, electric seats, Bose audio, Bluetooth. And it's styled to match the stunning exterior — certainly as appealing as other high-end stuff, some of which costs plenty more.Befitting a true GT is the 86-litre tank that saps a bit of boot space but there's still enough for a couple of medium size bags. No spare is supplied — it's a tyre inflation kit for the Maser GT. Fuel consumption hovers around the 15-litres/100km mark so there's plenty of range available.It has a low front that can be problematic on driveways and there's a long stretch for the seat belts. Rear seat room is surprisingly generous — even for an adult. The GT attracts admiring looks wherever it goes and the attention is certainly justified. Sensible but awesome, sexy and svelte, this car is a piece of work. It looks a million bucks from any angle and backs up the eye candy with performance that may startle.

What do you do with a 2.5 tonne off-road sportscar? If you are Land Rover you give it a little more flash and a lot more dash. The Range Rover Sport has always been a bit of an enigma a bulky, extremely capable off-roader that has pretensions of mixing it with the quick boys on the hard-top. Neither fish, nor fowl ... but tasty none-the-less.For the 2010 upgrade the Rangie Sport has been given a gentle exterior make-over to bring it into line with the new corporate identity three-bar grille and style cues for the full-fat Range Rover, two for the Sport and a single bar, or finger as Land Rover director of design Gerry McGovern likes to describe it, for the Discovery and a far more substantial going over for the interior and mechanical packages."It's a case of an evolution on the outside and a revolution on the inside," McGovern says. "The four key attributes of the Range Rover ... functionality, sustainability, premium and desirability ... are all there, but our customers believe less is more. They do not want to be challenged by complexity."To that end, the Sport's instruments and switchgear have been rationalised with the result that there is claimed to be 50 per cent fewer buttons with many of the functions now linked through a touch screen that is a close relative of the one in the Jaguar XF.The functionality of the satellite navigation has been greatly enhanced by running it through a 40gb hard drive that not only speeds up the various operations but allows for some fairly sophisticated graphics.Unlike in the Discovery, the terrain response dial has not been moved into the dash, which is a pity. But the Sport does win a major function change in the inclusion of a dedicated on-road setting for higher-speed driving. The Dynamic setting is designed to take advantage of the Sport's sophisticated new adaptive damping and not inconsiderable suspension tweaks.DrivingAt speed on the highway -- and the Sport is capable of considerable speed -- the new supercharged V8 (the only model on which the adaptive damping is standard) is by some considerable margin more settled and refined than the outgoing model. The ride quality over general lumps and broken surfaces is excellent and although there was no opportunity to test it on the launch drive the engineers insist that the issue of resonating bounce over corrugations has been addressed.The downside of the new suspension architecture is that the chassis tuners have been forced into a slight compromise on steering at least on the supercharged model with adaptive damping. Nobody at Land Rover will go on record but one chassis engineer conceded privately that the steering is a little less sharp on turn-in and slightly more vague off-centre than had been targeted shortcomings dictated in part by the Sport's need to be both sportscar and mud-walloper.DrivetrainsUnder the bonnet the Sport gets a trio of new engines and retains an old favourite. The hero engine is destined to be the 3.0-litre sequential twin turbo diesel, a 180kw and 600Nm unit Australia will also see in the Discovery 4.The parallel sequential turbo system differs from twin in-line turbos in that for much of the time only a single turbocharger is employed. However, with the two turbos effectively eliminating lag the diesel's huge urge is on tap from near the bottom of the rev range through to peak power. However, if it is good off the line it is brilliant in the mid-range where the big car positively leaps at any opportunity to overtake.The high-performance card in the engine deck is the all-new 375kW 5.0-litre supercharged which replaces the outgoing 4.2-litre unit bringing 29 per cent more power and 12 per cent more torque (625Nm) while reducing fuel consumption by 6.9 per cent and emissions by 7 per cent.As aggressive as it is, the supercharged eight is still a smooth unit with a nice line in induction tuning for those who like to hear their supercharger dollars working.As a pair with the naturally aspirated version of the engine (276kW and 510Nm) the V8s feature a couple of industry-first technologies with central spray-guided direct injection and torque-activated variable timing on all four camshafts.All three of the new engines are coupled to a revised ZF six-speed automatic.Rounding out the engine portfolio is the carry-over 3.6-litre V8 diesel with an unchanged 200kW and 640Nm.EquipmentDepending on the trim level there is plenty of fruit in the Range Rover Sport. On the menu is climate control, bi-xenon lights, active cruise control, 20-inch rims, Bluetooth, five external cameras for panoramic surround views of the car, keyless entry, leather, satellite navigation and a nine-speaker Harman/Kardon audio system.That's just the luxury stuff. The functional off-road gear includes the dial-a-situation terrain response, hill descent control, air suspension and low-ration gearbox all available at the twist of a knob or push of a button.The ‘off-roading for idiots’ programming of the terrain response means that with just a moderate amount of commonsense and a few simple rules of thumb there are precious few places where a Range Rover Sport will not take you in comfort and confidence.During the launch drive in Scotland, albeit under the watchful eye of the Land Rover Experience team, the Sport utilising the new 3.0-litre twin turbo diesel tackled glutinous mud ruts, a bonnet-deep river crossing, seemingly impossible climbs and descents and rock crawls without a moment of concern. Impressive stuff.Range Rover Sport Price: TBA but expect from $100,000Engine: 5L/V8 supercharged 375kW/625Nm; 5L/V8 276kW/510Nm; 3L/V6 twin turbo diesel, 180kW/600Nm; 3.6L/V8 turbo diesel 200kW/640NmTransmission: 6-speed automatic; all-wheel driveEconomy: 15L/100km (V8 supercharged), 13.9L/100km (V8), 9.2L/100km (V6 diesel), 11.1L/100km (V8 diesel) 

The race to get the top down for summer is hotting up, as Audi joins Lexus with a new-season Cabriolet. The droptop version of the A5 coupe comes with a traditional folding soft top, seats for four, class-leading luggage space and a choice of engines including a diesel.Pricing The A5 Cabriolet is also built to Audi's usual quality standard, weighs only 185kg more than the coupe, and is priced from $94,900 with a 2-litre petrol motor through to $112,500 with a diesel and $116,500 for a fully-loaded V6.That's a big hike on the Lexus IS Cabrio, from $79,900, but Audi Australia is expecting no trouble in shifting plenty of its new sunshine stars and really considers the BMW 3-Series as its only serious opposition.Soft top changes Work on the Cabrio began with the basic A5 body, which was then strengthened in all the important areas including the base of the windscreen and below the seats. Audi decided very early to go with a soft top, rather than one of the latest folding metal designs, for a range of reasons."There are lots of benefits. It is light in weight, fast to open and close, and best in class for luggage. Another benefit of fabric is we can have split-fold rear seats," says Audi's product planning manager, John Roberts.The top will operate up to 50km/h, unlike the Lexus which must be stationary, but Audi concedes the extra noise in the system by having an 'acoustic' top with an extra layer of sound proofing as an option and standard on the V6.Equipment The basic deal with the 2-litre engine is 155 kiloWatts of power, 17- inch alloys, keyless start, rear park radar, shift paddles for the auto and Xenon lamps; the V6 with 176 kiloWatts lifts the bar with 18- inch alloys, front parking radar, heated seats, satnav and wood inserts. All A5 Cabriolets have a seven-speed twin-clutch gearbox and quattro all-wheel drive as standard.Driving The A5 Cabriolet is a smooth operator. The roof works smoothly in as little as 17 seconds, the engines and transmissions are slick, the styling is elegantly effective and the quality as smooth as we expect from every new Audi.There will eventually be an S5 Cabrio with more punch, but the diesel and V6 both showed plenty of pace during a quick introduction drive. The best thing about the diesel, apart from the fact it is the only one in the class, is the strong surge of torque which makes driving easy. The cabin space is good and the boot is huge, with the advantage of the fold-down rear seats. It's definitely a winner over the Lexus in that area.But the Japanese car scores in the body. The Audi is reasonably rigid but you feel the smallest ripples in the road, with tremors through the seat and wheel, and there is no encouragement to go sports car quick in the A5.Still, few people looking at the A5 Cabrio are likely to be chasing a sports car thrill, and it's a smooth new way to welcome the coming summer.Audi A5 Cabriolet Price: from $94,900-$116,500Engines: 2-litre petrol, 3-litre turbodiesel, 3.2-litre V6Power: 155kw, 176kw, 195kwTorque: 350Nm, 500Nm, 330NmTransmission: seven-speed S tronic manu-matic, quattro all-wheel drivePerformance: 0-100km/h, 6.4-73sEconomy: 6.8-9.5L/100kmEmissions: 179-226grams/km CO2 

Land Rover has spent up big on the newest generation of the Discovery unveiled in Scotland this week.While the exterior changes have been all about easing the visual impact of the car — more horizontal lines rather than vertical, less contrast in colour tonings, a bit more bling and jewellery to suggest form rather than function — it is in the platform engineering and the interior styling where the big effort has gone.A long day spent bashing through a variety of conditions — ranging from motorway cruising through negotiating twisting highland back roads to deep river fording and clawing through some of the slickest stickiest mud in creation — gave the Discovery 4 every opportunity to fall short of the target, but it didn't.EnginesAt the heart of the engineering revisions are a pair of new in-house designed engines, a spanking 5-litre direct injection V8 with 276kW and 510Nm and a sublime sequential twin turbo 3.0-litre diesel V6 with 180kW and a monstrous 600Nm of torque delivered with lag-free efficiency.Both engines will make it to Australia, the V8 replacing the current 4.4-litre at the top of the model range while the new diesel will be offered in both SE and HSE trim while the current 2.7-litre diesel will be retained in the model line-up as the entry-level offering.The new V8 was not available to drive at the launch event but after a day spent in the company of the diesel it became increasingly difficult to mount an argument as to why you would favour the big petrol engine.SuspensionGetting the new engines' performance to the road was a priority during development with the result that a raft of refinements to the suspension architecture — a new knuckle design to improve roll rates and cornering stability, stiffer anti-roll bars, new bushes and dampers to improve ride quality — a redesign of the steering rack to give a more direct and car-like feel at highway speeds and more precision for low-speed off-road applications, and a much more effective and linear brake package upgraded to a size that matches the outgoing Range Rover stoppers.The brilliant Terrain Response system — first introduced on the outgoing model as off-roading for dummies — has also come in for refinements. There are still the five settings for on-road, grass and snow, mud and ruts, sand and rock crawling but there have been a couple of key improvements.A launch function has been built into the sand settings to eliminate the need to feather the throttle when driving away and lower the risk of digging in while a gentle background braking application has been incorporated into rock crawling below 5km/h in first gear or reverse to increase stability.Driving On the open road the Discovery 4 is more settled, composed and a great deal quieter in the cabin than the outgoing model. There is less nervousness abolut the steering and subsequently greater confidence to allow the car to flow through sections where previously the body roll and steering vagueness would have given cause for pause.Off the made surfaces the Discovery still displays the no-nonsense abilties that have built the legend of the badge but without some of the rougher edges. The dial and drive capability of the terrain response system is nothing short of magic. The vehicle's dynamic response to varying conditions are effectively built-in and all the driver need do is use a degree of commonsense to look like a life-long off-road expert.Inside the revised instrument and dash layout is functional and easy to take in. All the key control points come easily to hand, the terrain response control dial has been shifted forward, the gear-shift placement adjusted and the dash console inclined more towards the driver.There is a new seat design with an extended front cushion and height adjustable head restraints. That change is going to disappoint some traditionalists as it comes at the cost the seat-mounted grab-handles.For the first time the Discovery comes with keyless start and it also wins a larger touch-screen navigation system, some extra storage bins and full i-Pod connectivity with full control through the centre console or steering wheel-mounted buttons. That is all very nice — and friendly — but Land Rover's core value is its ability to go almost anywhere and get back again. The Discovery 4 has lost none of that.Pricing and local specifications will be confirmed closer to the car's local release later this year.

And have done for a very long time. But there are always buyers looking for something that avoids the clichés associated with the popular players. And for them, the Alfa Romeo stable has the attraction of being the ‘other’ desirable badge.Leading the charge for Alfa in the mid-sized sector is the 159 - the successor to the 156 that is credited with turning around perceptions about the Italian carmaker. Rather than being a marque for the brave - or at least those brave enough to defy the earlier reputation for poor quality - people started to buy the badge with more confidence. That continued as the 156 turned into the 159, and Alfa’s presence continued to grow, both overseas and here.The 2.4 litre JTD diesel tested here has consistently been the most popular version of the 159. Now, with a revised engine, more power and improvements to refinement and comfort, there’s a good chance it will remain at the top of the heap.Engine The upgraded 2.4 litre, five cylinder, JTDm turbo diesel DOHC engine puts out 154kW at 4000rpm and 400Nm at 2000rpm. A six speed-speed manual - or the six-speed Q-Tronic transmission in our test car - gets power to the wheels. Both the manual and the Q-Tronic do the 0-100km sprint in 8.4 seconds but the manual pips the Q with a top speed of 228km/h, over 224km/h.Around town the Q-Tronic – at 11.9l/100km - is quite a bit thirstier than the manual at 9.4l/100km. But on the open road the figures drop significantly for both vehicles; Q-Tronic 6.0l/100km, and manual 5.6l/100km. The Q-Tronic emits 215g/km of CO2 while the manual releases 179g/km.Exterior All changes to the new 159 are under the skin, such is the confidence Alfa Romeo has in the current Giorgio Giugiaro design - and it’s well-founded.There’s no mistaking an Alfa from the outside and the 159, which spawned the beautiful Brera, is probably the most obvious of the lot. Its strong smooth lines and gently angled creases give it a timeless shape that needs little modification.New 19-in alloys with big red Brembos showing through the spokes, and low profile tyres, speak the visual language of performance and agility.InteriorThe Ti, or Tourism International package brings with it a host of features for the 159, steered towards a sporty feel.Black leather with red stitching flows through the cabin, on the seats, steering wheel and gear stick. In normal Alfa fashion the dash is mostly brushed aluminium with round holes for the sunken dials. Alfa Romeo badges on the electric seats, red instrument highlights and drilled sport pedals are standard, as is Bluetooth capability and a USB connection point.SafetyOn top of a comprehensive airbag package, the 159 2.4 JTDm comes with anti-lock brakes, rear park braking sensors, electronic brakeforce distribution, variable dynamic control and child safety locks.PricingThe manual version of the Alfa Romeo 159 Ti JTDm 2.4 is available from $59,990 and the Q-Tronic from $62,990, plus dealer and statutory charges.DrivingThe 159 is a classic Alfa Romeo. It’s a beautiful car with a handsome, timeless shape. The Giorgio Giugiaro design hasn’t been touched and really doesn’t need to be. The interior again, is classic Alfa with gorgeous hand stitched dark leather and brushed alloy.The diesel engine has a nice quick jerk free pick up with enough stones to heave you back into your seat, and without even using the paddle shifters, changes - on sharp winding roads - are swift and appropriate.Fabulous weight distribution means negligible body roll and the big wheels and Brembos together with the double wishbone front and multi link rear suspension, help the 159 to stick nicely to the tar.Unfortunately it took everything we had to get past the fact that it sounded like a John Deere 6030 Series utility tractor with Pig Flu. Sure, it’s light on the juice but come on … seriously.Gorgeous car, but what a racket.Verdict: 7.9/10

Pedigrees do not come much better than Audi's 2.0-litre TFSI engine. It won its category at this year's engine ‘Oscars’, having been voted best-in-class in the 1.8 to 2.0-litre category. But what does all that mean for consumers?Unlatch the bonnet and they will find this turbocharged engine in the engine bay of many Audi models. It is available in various tunes from 125kW to 188kW in the A3 Sportback, A3 cabrio, S3, A4, A5, A6 and Q5.In its most potent form it develops 200kW in the TTS coupe with S-tronic. The award cited the turbo's match of power and economy. There's no doubt that combined with Audi's seven-speed S-tronic gearbox, the engine is a blast to drive in the newest $73,900 A4 sedan 2.0 TFSI.After a week pedalling the A4 quattro fitted with the 155kW/350Nm turbo four; buyers looking for performance but with an eye on the hip-pocket at the petrol pump will appreciate this modest drinker.Audi quotes a combined fuel economy figure of 7.4 litres/100km. That seems achievable but when you use the available low-down performance as we did, economy takes a back seat. With the 350Nm available from just 1500 revs the A4 will slingshot away from traffic lights with the single mindedness of a racing greyhound.There are no real surprises with A4's S-tronic gearbox, essentially Audi's version of a dual-clutch transmission. The S-tronic is well matched to the turbo four and reacts quickly and seamlessly once under way. But like many of the newer dual-clutch gearboxes, it still has momentary lapses in concentration at idle, a bit like a seniors' moment.The well equipped A4-2.0 TFSI combo is at the top end of Audi's mid-size lineup. Like most of the German brands though, the sting is with the options, the most outrageous being $1695 extra for metallic paint.Adding some spice with the $1695 18-inch alloys, $3390 for the navigation package, Audi's $3390 drive select with adaptive dampers, $1324 for side assist and $318 for high beam assist catapaults the price to more than $85,000. But even at this price the 2.0 TFSI is a worthy thoroughbred.

The fastest car to ever wear an Audi badge has hit Australia.The V10-powered Audi R8 is officially good for 317km/h and qualifies as a paid-up member of the supercar club with a 0-100km/h sprint time of just 3.9 seconds. It is fast in every gear, all the time.But it will take a cashed-up buyer to put one in the garage, with a starting price of $351,000, or $366,900 with the R-tronic manu-matic gearbox.The other bad news is just as blunt: Audi Australia is only expecting 10 cars and it has names against all of them."We want to attract customers who are intrigued by the R8 … but were waiting for the V10," says Immo Buschmann, marketing chief of Audi Australia. "The R8 V10 is already a very good car, but it's good to refresh the R8 and introduce a new level. "That level comes thanks to a 5.2-litre V10 engine with a romping 386 kiloWatts and 530 Newton-metres of torque.It's a huge increase over the 4.2-litre V8, which was snitched from the S4 for use in the mid-engined rocket. It's a similar engine to the one used in the Lamborghini Gallardo, although not as tautly tuned as the Italian car.Still, it has huge grunt from the time you turn the key and a fantastic engine note which is unique to the car.Car nuts will pick the V10 by its all-LED front lamps, a slightly different grille and oval exhaust pipes − which replace the four-pipe exhaust on the V8.DrivingThe new R8 is a genuine road rocket that confirms all the promise of the V8. It is more muscular where it counts, with instant urge in every gear, as the V10 lifts the package from fast to superfast.Accelerate from 80km/h and it's easy to get the traction-control light blinking, even on dry bitumen. It's that sort of car. The sound is terrific, too, with a guttural bark that reaches its peak as the tacho needle twists past 7000 revs on the way to the 8700 redline.Audi Australia is previewing the R8 V10 today at Lakeside Raceway in Queensland, where its speed is far beyond the ability of ordinary drivers. It easily tops 210km/h down the front straight and tips 200 again at another spot at the back of the swooping, curving course.Driven back-to-back with the regular R8 − with only a V8 − it is up to 20km/h faster at some points and never seems to run out of puff and push.The single test car is a six-speed manual, and would probably be quicker and easier to drive with the R-Tronic, but that's a minor point unless you're buying.The real shock comes when you drop back to the pocket-rocket S3, which has 188 kiloWatts on its own.It is swift and fun on the road, but compared to the R8 V10 at Lakeside it is slow and ponderous and unresponsive. Yes, the V10 makes the R8 just that good. 

If there's a car-buying group called SINKs, then this car fits the bill. ‘Single Income No Kids’ - perhaps the target market for Alfa Romeo's latest bambino, the MiTo (pronounced me-tow).Despite the company's efforts to distance the new little Alfa from its Alfasud ancestor, the comparison is easy to make.A cute, lightweight, spunky little three-door Italian upstart - but the Alfa jokes of old (you can hear it rusting, etc) don't appear to have much currency now.The looks are distinctive - inspired by the raucous 8C Competizione ? it appears startled from the front but taut and lithe from the rear. However, but there's no doubt as to its heritage.Drivetrain This is the base-model and there's a flexibility that belies the size of the powerplant - the lower-pressure turbocharged 1.4-litre engine, which provides 88kW and 206Nm to haul 1145kg.As the revs rise there's not quite the hair-raising note that some might expect from a fiery little Euro-hatch, but the MiTo gets along at a decent clip.The $31,490 MiTo does the job with admirable vigour, even before we've started playing with the Alfa Romeo DNA system.No, we're not cloning little Italian hatchbacks - it's a three-position (Dynamic, Normal and All Weather) switch that sharpens throttle and steering.There's some difference to be experienced by the changing of the settings but it's not a massive change in character. Alfa Romeo has also fitted the MiTo with an electronic Q2 limited slip differential, one of several active safety systems. Whatever the acronyms, the MiTo is a pert and entertaining little machine, but there are still things not to like.Safety For a little car, the crashworthiness is good - it gets a five-star Euro NCAP safety rating, with seven airbags (front, side, curtain and driver's knee), with anti-lock brakes and stability control to help avoid the impact in the first place.Equipment The features list also includes a trip computer, airconditioning (Sport has dual-zone climate control), remote locking and boot release, steering wheel audio controls, cruise control, a leather-wrapped steering wheel, hill holder, front power windows and a premium six-speaker sound system.Driving Despite the clever drivetrain there's still some torque steer to be conquered - not as much as some more powerful front-drivers but it can still dart off and be wayward on tighter corners.The beauty of the little Italian upstart is that it's light - just over 1.1 tonnes - and that number translates to it being light on its feet. Darting through traffic, the little powerplant has enough punch to put the little three-door through gaps without thinking twice.It is also easy to park, being light in the steering at parking speeds.The gearshift is not the sharpest cog-swap on offer in the segment either; the MiTo feels a little rubbery, with first sometimes tough to engage, as well as the odd mis-selected cog. You would think the lack of an automatic variant in the Australian market - which seems to love automatics - would have slowed sales.But the little Alfa has a two-month wait if you ask for something specific in colour and equipment; a double-clutch transmission is on the cards for early next year.The ride quality is a little crashy on some broken surfaces as well - it's not that bad that you can't live with it, but perhaps the standard car with 16in alloys could have had a little more compliance, leaving the $37,490 Sport model (shod with 17in alloys) to go harder.Taller drivers are going to have issues, because despite reach'n'rake adjustable steering and a height-adjustable seat, anyone over 180cm is going to succumb to the short-leg, long-arm set-up behind the wheel.The other driving position issue is the rear-vision mirror, which sits low on the windscreen and can't be raised because of the - admittedly-worthwhile - seatbelt monitor.The result is a stooped driving position that eventually resulted in a crook neck from trying to look under the mirror at traffic on the left.The SINKs acronym could also refer to the boot, which is not bad for the segment but won't take a folded stroller and nappybag without removing the parcel shelf/boot cover.For all the ergonomic complaints, the little MiTo has some character about it - more than a few small car drivers (behind the wheel of Japanese, Korean and European machines) craned for a better view of the spunky little Italian, which speaks volumes for the MiTo's appeal for the fashionably-chic.Alfa Romeo MiTo Price: from $31,490 plus on-road costsEngine: 1.4-litre 16-valve turbocharged four-cylinderTransmission: five-speed manual, front-wheel drivePower: 88kW @ 5000rpmTorque: 206Nm @ 1750rpmPerformance: 0-100km/h 8.8 seconds. Top speed 198km/hFuel consumption: 6.1litres/100km, on test 8litres/100kmEmissions: 145g/kmRivals:Mini Cooper, from $33,450.

Designers often sprout the phrase 'less is more' when describing the newest building, magazine or a piece of Paris catwalk clothing. But German carmaker Audi could quite easily use this to describe its new S4 sedan.In a bold move that many European manufacturers are following, Audi has downsized the engine from a 4.2-litre V8 to a 3.0-litre V6, driving the trademark quattro all-wheel drive system.But before you think it has gone soft, it has added a supercharger to the V6 to keep performance addicts happy. The move is designed to not only improve economy, but tougher new emissions requirements in some markets.Many newer petrol and diesel engines are also extracting the same, or even better power and torque out of lower capacity engines. Apart from the supercharger, the newest S4 V6 is mated to a slick shifting seven-speed S-tronic gearbox with steering wheel mounted paddle shifters.On paper, the V6 may be down 8kW on power compared to the V8 but has 30Nm more torque. The 440Nm is spread across a wider rev range, coming in from 2900 revs.Let off the leash, the S4 will still sprint to 100km/h in 5.3 seconds and on to a governed, but academic, top speed of 250km/h.Perhaps most importantly in these times of skyrocketing fuel prices, fuel consumption has been improved. Audi says its 9.4 litres/100km combined figure is about 24 per cent better than the old car.Although Audi refers to its S4 as a 3.0-litre TFSI, the T no longer stands for turbo.In conjunction with direct injection Audi says the supercharger is far superior to twin turbochargers both in terms of packaging as well as performance and responsiveness. It is clearly taking a dig here at the BMW 335i, which uses twin-turbochargers for both performance and refinement.In the S4 the compact supercharger fits inside the 90-degree V of the cylinder banks, in place of the intake manifold. As expected from a German carmaker, the Roots-style system is a work of art.Two four-vane rotary pistons counter-rotate inside the supercharger at up to 23,000 revs while two charge-air coolers are integrated into the housing and are connected to a separate coolant circuit.There are an impressive array of measures keeps the noise generated by the compressor to a minimum.Audi says the engine-driven belt that powers the mechanical charger provides full thrust right from idle and provides the necessary overtaking urge when needed.Visually the S4 gets discrete badging, quad exhausts, 18-inch alloys and is 20mm lower than the standard car. High performance brakes are also included, along with full a leather interior.The xenon-plus headlights and LED daytime running lights and LED rear lights add an air of purpose. Both the front and rear suspension are aluminium to save weight while the steering gear has been mounted low in the body for better precision and road feel.If you really want to explore the S4's limits there is the optional $6700 ‘driver select’ package that sharpens the car's behaviour through various electronic technologies. The system allows you to configure the level of steering assistance, damper control and gearshift shift speed.A sport differential is also part of the package but is not available as a stand-alone option. The drive select package gives drivers a choice of three settings, comfort, auto or dynamic mode.If the vehicle is equipped with the MMI operating system, a fourth mode is available which the driver can program according to their own preferences.The adaptive control system helps correct the car via lightning fast steering invention at the handling limits.The sport differential distributes torque in continuously variable proportions between the rear wheels in the manner of a conventional limited slip differential. If necessary, it diverts virtually all the power to just one of the two wheels to ensure better grip and agility.Of course, being an S4 there are huge high-performance and fade-resistant brakes sitting behind the standard 18-inch and optional 19-inch cast alloy wheels.The front brake calipers also wear the S4 logo.We were huge fans of the previous S4, with its thumping 253kW 4.2-litre V8 and an exhaust sound that was music to the ears of any red-blooded enthusiast. But in the four or so years since it landed here, things have mellowed and times have changed.Conspicuous consumption is no longer acceptable and more stringent economic times call for some belt tightening.For Audi that meant leaving the V8 behind and sliding a supercharged V6 under the bonnet of the latest-generation S4 sedan. But before you rally against the greenies, the V6 loses absolutely nothing to the V8 apart from the exhaust soundtrack and gains a hell of a lot more.Power is down ever so slightly compared to the V8 but supercharger endows the 3.0-litre V6 with plenty of torque across a wider rev range. Having less beef in the front also means the car's overall dynamics are crisper.It is a better all-round driver and the steering no longer has that disconcerting rattle through the wheel through tight corners on rough roads. The V6 gives the car a certain balance the V8 couldn't, even without the optional drive select package.Importantly too, you can tap the prodigious performance or just slip the cruise control on and still get acceptable fuel economy.We managed to get the numbers down to 11.0 litres/100km in a mix of mostly city driving with an occasional country run. That's still pretty impressive for a car with the performance X-factor of the S4.The V6 still delivers plenty of enjoyment even if the exhaust note is more subdued. The car will hit 100km/h in 5.3 seconds, .5 of a second faster than the old car.The engine delivers its power in a beautifully strong, linear way, helped by the rapid-fire changes from the seven-speed gearbox. Throw into the mix precise steering, well sorted suspension and body control and you'll quickly start to forget the old car.Whereas the V8 S4 would understeer heavily when pushed, the newcomer is agile through tight turns and feels more neutral. The steering still feels overly light just off-centre though.The extra security of the 40/60 front/rear split of the quattro all-wheel drive system is a bonus too on those damp mornings when the roads were slick with moisture.Most drivers will be perfectly happy with the standard S4. However, the take-up of the drive select option is running around 20 per cent so many enthusiasts clearly see a benefit from the technology.Visually the S4 is a wolf in sheep's clothing, made even more inconspicuous by its attractive solid white paint scheme. Like the white exterior, the interior is subdued.The only extras on the test car were attractive carbon inlays and S sports seats with Nappa leather that added an air of luxury. Apart from the nice 18-inch alloys a casual observer may think it is just a tarted up 3.0-litre TDI.Look a little closer though and the quad exhausts, body sills and nice shiny alloy finish on the exterior mirrors and S4 badges give the game away. It achieves the desired effect without resorting to loud colours or ridiculous spoilers.Inside there is a thick-rimmed steering wheel, alloy start button and S4 logos but apart from that it is quite restrained.The rest of the cabin is comparable to other A4s, which is no disappointment. The cabin is beautifully trimmed and appointed. The dash and controls are well laid out and easy to use, the materials are high-quality and the fit and finish A-grade.In some ways the S4 has been playing catch-up over the years against the likes of BMW and Mercedes-Benz so the V8 was the easy answer for the old car.The arrival of the Lexus IS-F and new Jaguar XF V8 is adding more pressure. But the new S4 V6 can cope with the competition. It is a very accomplished touring car.Ultimately, you have to really wonder how much better the expected twin-turbo V8 RS4 will be. But the bottom line is that the S4 now floats like a butterfly, but still stings like a bee.Verdict: 81/100 

A small slice of spring sunshine cuts through the winter chill this week.It comes from the Lexus IS 250C, a droptop with a difference. Or two.For a start, it has four roomy seats. And it is relatively affordable with pricing from $79,900. And it proves again that Lexus really can do good cars, even if they don't have a BMW or Benz badge, when it moves away from Japo-bland.The hardtop convertible is surprisingly taut and enjoyable to drive, even if it could do with a bit more punch. And some extra boot space when you're running top-down.The C is the second stretch from the Lexus IS, following the grunty, V8-powered IS-F. It should have been the second and third, because the original plan was to build both a coupe and a cloth-roof convertible from the basis of the four-door sedan.But smart thinking, a bit of customer research _ and a second look at the budget _ showed Lexus that convertible customers really want a coupe which can do an origami transformation to open for the sun.So the 250C got the go-ahead and project boss Kiiechi Yoneda, a body expert who is also responsible for the carbon fibre work on the upcoming Lexus LF-A supercar, decided immediately to go for an inhouse roof job with three panels and electric operation. And an overkill on stiffening."Our development concept key word was 'open'. And we wanted to maximise the driving pleasure with the roof down," he says in Australia this week."As you would expect, we started the design from the top down. And all exterior parts, except only four parts - bonnet, headlamps, door mirrors and door handles - were designed exclusively for the ISC."So the second Lexus after the SC, a lamentable soft cruiser, is intended for people who enjoy driving and not just parking or posing.That's why it has - count them - seven body strengthening panels below the floor, a tail end set to minimise cabin buffeting, and a suspension system which has been comprehensively tweaked from the basic IS.There is a weight penalty of around 130 kilograms over the sedan, with 60 down to the roof, another 60 in reinforcement, and 10 kilos in things like the luggage cover and folding rear headrest.The mechanical package is familiar and proven, from the 153 kiloWatt 2.5-litre V6 engine to the six-speed sequential automatic gearbox and rear-wheel drive. Suspension is fully independent and there is anti- skid braking, ESP stability control and more.There are three models in the ISC lineup, starting with the Prestige and moving through Sports to Sports Luxury at $99,900. The numbers give the car at least a $15,000 edge over its realistic rivals, led by the BMW 3-Series convertible, and Lexus is talking tough despite only aiming for around 25 sales a month."I like to think our competition is just over-priced. Our pricing is not apologetic, it's realistic," says Lexus boss, John Roca."Unlike our rivals, we've long believed that consumers need simplicity in their ownership and purchase experience."DRIVING The ISC is a good car. It drives well with the top up and with the top down there is almost no shaking or wind rush.This comes as a major shock after the SC _ which makes the hairdresser's Celica look like a muscle car _ and because Lexus could easily have shortcut and cashed-in a price advantage over its European rivals from Audi, BMW, Benz, Saab and Volvo.Instead, the car looks different enough from a regular IS to turn a few heads, the quality is right on the button, there is good space inside and the droptop conversion is seamless and effective.The attention to detail even runs to an electric passenger seat which operates twice as quickly as a four-door IS, to make rear-seat access quicker and easier. And the back seat really has space for two adults.The car was even tested in Australia to check its dust sealing and rigidity, on a trip last year when Yoneda learned that blowflies do not taste good.Still, the roof will only fold when you are completely stopped and the top-down storage is not good. It might be as good as its rivals but it looks like you're short-changed when you lose so much from the top-up luggage space, and when Lexus admits there is a package for luggage in the back seat.The ISC gets along well enough, with a neutral handling balance and solid brakes, although the ESP steps in far too early in corners and the automatic gearbox still wants to take control with automatic upshifts when you want to hold a gear for corners.Sporty drivers would appreciate the 3.5-litre engine, which could be coming, but the 2.5 makes it a well-balanced package.The ISC feels like a coupe with the roof up and loses very little in strength when it is down, with just a minor tremor through the body over corrugations and zero loss of suspension control through bumps and undulations. There were a couple of minor creaks in the press preview car, but nothing which could not be cured with a visit to a Lexus-style technician.Best of all, when you put the top down there is only very minor wind ruffling up to 110km/h and you don't have to shout at your passenger.The new Lexus is a match for the best in its class on all the important convertible points and, for the price, it is a clear winner.Lexus IS 250C Price: 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