Luxury Reviews

Mercedes-Benz has been making cars for more than a century and the E-Class or its derivatives for 60 years.The company is about to launch the ninth generation of what is the quintessential Benz family sedan and also a sporty two door coupe version of the same to replace the CLK. It’s a totally new vehicle from the low rolling resistance tyres up and contains advanced technology to make the E-Class better to drive, safer, use less fuel, more comfortable, last longer and be easier to service. In other words, the new E-Class ticks all the boxes regarding car ownership.Called the W212 series, the new E-Class has exterior design features carried over from the first model way back when. The sexy new wedge shape sedan body not only tips its hat to the past around the side and rear mudguard areas but also scythes through the air at a world beating 0.25Cd aerodynamic rating – the most efficient shape in modern production cars bettered only by the E-Coupe which is one point better than the sedan at an incredible 0.24Cd. It allows the cars to use less fuel as well as cutting interior noise.New E-Class is only slightly larger than the previous model but offers better interior space thanks to superior design and new technology.There are plenty of goodies, including direct control suspension offering Comfort, Sports or Airmatic in the top of the range model. Direct control steering changes the front wheel’s response depending on speed using an Australian designed Bishop system.New standard features across the range include attention assist that monitors driver fatigue, ambient lighting, nine air bags, LED mirror mounted repeater lights and a central controller for various car functions including the high-end audio system, now with integrated USB connectivity.The sedan is a five seater with an optional four seat layout while the coupe is strictly a four seater. Both have large boots and a space saver spare. The sedan’s fold down rear seat is a handy feature. Numerous options are available including night vision assist, Distronic radar cruise control, reversing camera and plenty more.Benz has taken steps to make the new E-Class greener by implementing its BlueEfficiency technology on all four cylinder models and the diesel V6. These include aerodynamic aids with a flat undertray, an on-demand alternator, direct fuel injection, smaller capacity force fed engines, so called “eco” power steering, regulated fuel pump, low rolling resistance tyres, optimised air conditioning and other measures. Engine stop/start is not available with automatic transmission.Running costs should be checked with service intervals out to 25,000km. On the road, both sedan and coupe are superb cars to drive with the sportier coupe a real treat. The new E-Class could easily be a benchmark for the modern four door sedan and two door coupe, it’s that good.Two versions of the E-Class will be available in a couple of weeks: Avantgarde and the Elegance with the former having a sporty flavour and the latter more aligned with comfort and luxury. It’s reflected in the wheel sizes and interior décor/features.The E-Class will initially launch with two petrol powered models, the 200kW E350 3.5-litre V6 and the 285kW E500 V8. Both are equipped with a seven-speed G-tronic automatic transmission with paddle sequential shift. Drive goes to the rear wheels through various modulations including electronic stability control.Other models will follow later in the year including three diesels: the 220CDI, the 250CDI, both with a 2.2-litre twin turbo four cylinder diesel engine (the 250 generates 150kW and a whopping 500Nm of torque) and a 350CDI with a 3.0-litre turbo diesel V6. A 250 CGi model with direct fuel injection and turbo charging will also become available at the same time.The coupe runs a similar spread of powertrains and features.Prices will start at $80,900 for the E220CDi sedan and $94,500 for the 250CGi Coupe. Some models fall under the 7.0-litre/100km fuel economy trigger point to get a reduction in Luxury Car Tax.

Traditionally a car company will build a hard top sports car and then leverage that by knocking off the top and charging a lump extra for the privilege of having the convertible version of whatever that car may be.Porsche — as is their wont — did it differently. Not only did they build the soft-top version first but when they stuck the roof on they charged a lump extra for that. Also, true to form, Porsche did a damn fine job of building that hard-top car.Starting with the Boxster's sweet chassis and mid-engine layout Porsche's stylists went to work to produce a car that was different enough to look at that some casual observers still believe it to be a model in its own right, and took it to the market as the Cayman.PricingFor the privilege of having a solid roof the Cayman S — the upper tier of the range — starts some $15,000 above the equivalent Boxster and at $155,300 there is some debate over whether this two-door sporty is any sort of bargain at all. The popular defence to that is that while it may be more expensive than the drop-top Boxster it is far less so than the hard-top 911 against which it has claims for handling and performance. Not sure where I stand on that debate, I just know that if the readies weren't a problem there would be a Cayman S in the garage.Drivetrain The 3.4-litre engine has the distinctive busy sound of the flat-six. There is no gentle rumbling of a big-bore engine waiting to be ignited but rather an impression of noise that quickly becomes a crackling howl when the whips are produced.Punch the throttle and the Cayman comes to life, happy to put the horizon behind at a rapidly increasing rate or throw itself at the next corner with an inspiring surety. The Cayman is not a selfish car, happy to share its dynamism with drivers of many and varied abilities.The test car came with Porsche's sublime 7-speed PDK double-clutch automatic, a $5500 option. So sharp are the changes and so intelligent the programming that you are going to quickly forget how deeply you were gouged to have this gearbox. The beauty of the PDK is that it really is a set-and-forget performance hero. The shifts are razor sharp and there is rarely a time when urge is not in the meat of the 370Nm available across a very usable rev range.Vary the throttle agression and vary the shift agression ... it's that simple. If all you want to do is shift quietly through traffic then the PDK is there make it as seamless as possible. Attack the road and there is a whole new character to the box as it skips gears to get to the most effect ratio for maximum torque — and then holds hard like a hungry dog to a bone.If you really must you can self-select the changes but its is going to be a happier relationship if you sooner rather than later come to terms with the fact that left to its own devices the PDK in full auto can do a better job than you can.DrivingIt is a masterclass in automotive engineering. Packaging feel, balance, excitement, a goodly degree of refinement and within the bounds of what it is a surprising amount of space and comfort into a low-slung two-door sportscar is no small feat.Whether trundling through city traffic or attacking the open road the Cayman cabin is a lovely place to be. Around town the Cayman is docile, with the light yet precise steering seemingly immune from tramlining over road imperfections and a ride compliant enough to take the very worst out of Sydney's awful road surfaces.The cargo space — split front to rear — is not generous but there is enough to get away for a weekend or get the (small) family shopping in. Still, load carrying and domestic duties are not what the Cayman S is about. This is a thoroughbred sportscar and given the chance it will behave as such. Accelerate strongly, stop positively and turn in with the balance of a dancer. What more can you ask of a car.Bottom line: Yes please!Porsche Cayman S Price: as tested $174,250 ($155,300 base)Engine: 3.4L/flat 6, 235kW/370NmTransmission: 7-speed PDK auto, rear-wheel driveEconomy: 9.2L/100km (supplied), 9.8L/100km (as tested)Rating: 92/100Rivals BMW Z4 35i from $116,900 87/100Nissan 370Z from $67,990 82/100Mercedes-Benz SLK 350 from $115,637 86/100Audi S5 from $138,600 88/100

The good folk at Sindelfingen have looked to the past to give us the future. One look at the new Mercedes-Benz E-Class sedan shows that the design team has taken some cues from the famous 1950s Pontoon models.The E-Class shares that car's bulging rear wheel arches, incorporated into the ninth-generation car's 21st century design. Apart from a passing nod to the Pontoon, the newest Merc gains a modern interpretation of the E-Class's quad headlight treatment wrapped around an entirely new body.As expected, it bristles with safety and technology. Mercedes boldly describes it as the safest car in the world.Prices have been trimmed on some models and there is more equipment across the range, while service intervals have been lifted to 25,000km.The range initially kicks off with the $128,900 E350 V6 and $178,900 E500 V8 with four other models arriving in two months. Both carry over the same engines with no change in performance. The E350 develops 200kW/350Nm while the E500 ups the ante with 285kW/530Nm.From September - two four-cylinder CDI turbo-diesels, a V6 CDI and a four cylinder CGI direction injection petrol engine join the lineup. These engines are all part of the company's Blue Efficiency technologies designed to improve aerodynamics, fuel consumption and emissions.The latest generation turbo-diesels and petrol CGI engines show just how far engine technology has come, delivering more power and torque from smaller capacity units. The 2.1-litre E220 CDI develops 125kW/400Nm, the 1.8-litre E250 CGI has 150kW/310Nm, the E250 CDI develops 150kW/500Nm and the E350 CDI develops 170kW/540Nm.The arrival of an entry level turbo-diesel is a marked departure for the brand, according to Mercedes-Benz Australia managing director, passenger cars, Horst von Sanden. It also becomes the first four-cylinder diesel E-Class to be sold here.Von Sanden says the E220 CDI reflects the growing acceptance of modern diesel technology by Australian customers. He says adding more gear into the cars was also a direct reaction to market demands. The luxury segment had become more price sensitive, he says. "We saw that with the runout of the old car," he says. "Even luxury buyers are expecting more."The entry car will be the $80,900 E220 CDI diesel four, $93,900 E250 CGI petrol four, $96,900 E 250 CDI diesel four and $131,900 E350 CDI V6. The new E350 costs $2965 less than the outgoing model, yet gets more than $10,000 in additional standard equipment. The E500 sedan is $11,232 more expensive but gets about $21,000 worth of additional standard equipment.Buyers can also specify the $5700 AMG sports pack which adds 18-inch AMG alloys, body kit, firmer suspension, sports seats, three-spoke steering wheel and brushed alloy pedals.The E350 gets front and rear parking sensors with parking guidance, 7-speed G-tronic automatic, lane keeping package with blind-spot alarm, attention assist, 18-inch alloys, bi-Xenon headlights with adaptive highbeam assist, cruise control, split/fold rear seats, cupholders, cable for the iPod input, multi-contour front seats and multi-zone climate control air-conditioning.The E500 ups the ante with keyless entry and go, more luxurious front seats, alarm and sunblinds in the rear and side rear seats.The ninth-generation sedan has grown slightly in all directions except height. At 2874mm, the wheelbase is 20mm longer, which has helped liberate more interior room. The sedan's boot capacity remains at 540-litres but it has been redesigned to improve accessibility so it can take four golfbags. Every E-Class now also gets a split fold rear seat to increase luggage room.Those looking for more punch will have to wait until November when the hotter 6.3-litre V8 E63 AMG model arrives.Mercedes has clearly improved every area of the sedan. It's stronger, quieter, beautifully finished and there is enough room and lashings of leather to please all occupants front and rear.The twin headlight front remains but the front is squarer and more upright around the familiar Mercedes grille. The overall look is mature but from some angles not as resolved as the previous generation. Time will tell how well the design will wear. At the back, the lines are more conservative with wide and bold LED tail-lights.Buyers initially have the choice of the E350 3.0-litre V6 petrol along with the E500 5.5-litre V8. Both engines carry over from the previous model. But once the newer CDI models arrive, even Mercedes admits that these powerplants have the potential to be volume sellers. With the imminent arrival of some of the impressive turbo-diesels from September, the petrol 3.0-litre V6 might just be overtaken in the performance stakes.Both the E350 and E500 have gained a bit of weight, but the benefit is added safety and a quieter car. However, with 200kW and 350Nm on tap it is a lot to ask the V6 to propel the hefty E350 1711kg sedan.On paper, Mercedes quotes a zero to 100km/h sprint of 6.3 seconds for the V6 and 5.2 seconds for the V8. On the road though both engines do not feel particularly brisk but it may have been because the cabin is so quiet that you do not get any urgency or sense of speed. Both models just go about their business without fuss.The cabin takes its cues from the S-Class and both the driver and passengers are cosetted and pampered. The ride overall in the V6 is composed, the direct control steering works well and the impressive seats set a benchmark for other brands in comfort and support.The E500 gets the lastest-generation air suspension with adaptive dampers. It delivers a plush ride on the comfort setting but feels best on the firmer setting, which adds some precision without losing ride comfort. That said, the E500 is probably best described as a luxury point-to-point tourer than an outright performance machine. It's about cocooning the occupants.There are no complaints about the seven-speed automatics in either car. Changes are slick and seamless but the V6 requires a hefty shove of the accelerator when overtaking. It is already clear that on paper at least, the 150kW/500Nm 2.1-litre E250 CDI and 170kW/540Nm V6 E350 CDI may well be the pick of the E-Class bunch.The V6 and V8 are adequate but we can't wait to drive the diesels.

There is no escaping the ‘Volvo driver’ syndrome, even in the new and funky XC60 crossover SUV. It's a great little luxury package that fits a family, drives like a sporty sedan and is ultra-safe, as we would expect from the Swedish safety king.Perhaps it is the inherent safety of their cars that makes the drivers think they are invincible, therefore they don't have to drive with much care and attention. Whenever I test a Volvo I become aware that people are staring at me and judging my driving, wondering whether I'm just another ‘bloody Volvo driver’. I therefore over-think my driving and sometimes that can lead to errors for which I am frequently winding down my window to wave an apology.But now the XC60 arrives with so many safety bells and whistles that there should be no such thing again as an inattentive, invincible ‘bloody Volvo driver’.Safety Electronic gadgets such as the standard City Safety function automatically stop the car for you in emergency situations, preventing crashes in low-speed CBD environs.The optional lane departure system ($2075) chimes a chorus of the William Tell Overture every time you stray over a painted white line without indicating, and that is most of the time around my neck of the woods where the roads are covered with white lines for cyclists.And then there is the bright red light that flashes up on my windscreen when I tailgate and there are those orange lights near the wing mirrors that flash when there is a vehicle in my blind spot (a $1275 option). I am assailed by lights, chimes, flashes and warnings. There is no hope of being inattentive.After a while, the first thing I would do when I got into the car was switch off all the safety devices so I could drive in peace and inattentiveness, waving my apologies at the honking, irate motorists around me.Interior And what a lovely environment in which to drive blissfully unaware of your outside environs. It is a scaled-down version of the XC90, but unless you jumped from one vehicle to the next you wouldn't notice it. The cabin feels enormous for the size of the vehicle.The rear passenger area is equally immense, easily fitting three adults, and the cargo area is massive with a flat floor and quality carpeting to keep your luggage and valuables from being scratched. Unfortunately there is only a space-saver spare under the floor.Driving I drove the T6 turbo petrol model and the D5 turbo diesel. While the diesel is about 8L/100km frugal it is rather noisy on hard acceleration and has a bit of lag off the get-go, while the turbo is dynamic and quiet with no lag.Handling is excellent with no caveats for being an SUV. There is no lurching around that you would expect from an SUV and the turning circle and vision is good for shopping centre parking. No real need for the optional rear parking camera, saving you $795. Park assist front and rear costs a lot less at $325, but it's standard on the D5 LE.Outside, it is a handsome vehicle with a nice curve to the hips from behind where tailgaters will be assaulted by the array of taillights, blinkers and brake lights that go all the way to the roof.A great family package for weekday duties as well as weekend fun. In fact, a British magazine has voted the diesel XC60 the best tow car in their market.Volvo XC60 Prices: $57,950 (D5), $64,450 (D5 LE), $64,950 (T6)Engine: 2.4-litre, 5-cyl, turbo-diesel; 3-litre 6-cyl, turbo-petrolPower: 136kW @ 4000rpm (D5); 210kW @ 5600rpm (T6)Torque: 400Nm @ 2000-2750rpm (D5); 400Nm @ 1500-4800rpm (T6) FUELEconomy: 8.3L/100km (D5); 11.9 (T6)Emissions: 219g/km (D5); 284 (T6)Ttransmision: 6-speed automatic, sequential; constant 4WDTowing: 2000kg braked

Diesel just got sexy, with the arrival of the turbocharged Audi TT TDI 2.0 quattro.

Audi is continuing to populate the Luxury Car Tax exemption parking area with prestige models that escape or partially avoid the slug. This brings their LCT-avoidance crew to 21, a number they are pretty happy to tell you is far above BMW’s nine and Mercedes-Benz’s eight.The latest to join the four-ringed circuit are turbodiesel versions of the Audi A6 – a 2.0-litre four-cylinder and a 2.7-litre V6, both mated to a continuously-variable multitronic’ transmission driving the front wheels. They join the A6’s current three petrol variants – 2.0, 2.8 and 3.0-litre – and a 3.0-litre turbodiesel. Both the new engines make sense in this car for those who want the economy of diesel. But the smaller of the two – which now becomes the entry level for the A6 range — is best restricted to subdued pootling around town and relaxed cruising on the highway.It’s a very poised performer in normal driving, but this is a modest engine for a large car, and it can get a bit flummoxed if you try to push it hard too quickly – preferring plenty of warning when you need it to stir up a little. However the larger newcomer offers strong effort across the rev range, and you’d be hard-pressed to think of reasons to shell out more for the 3.0-litre.The steering in both is light and accurate, but there’s little in the way of feedback – and possibly none demanded by most of the buying demographic.The A6 has a strong focus on space and comfort, and with an interior full of quality surfaces you’re encouraged to waft along in prestige calm, with noise-damping good enough to prevent much intrusion from the diesel engines … or anything else from outside the cabin save some wind rush and tyre noise on poor surfaces.Engines and pricing The 2.0-litre turbodiesel is slightly noisier than its larger sibling, but this is really only evident when you push it hard up the rev range. But it’s happy to tackle most jobs with its 350Nm of torque coming in at a handy 1750-2500rpm, and the 125kW of power at 4200rpm. Acceleration to 100km/h is hardly blistering at 8.9 seconds, and the top speed sits well below the rest of the A6 range at 218km/h.The 2.7-litre benefits from its 400Nm of torque coming in at 1400rpm – a level getting closer to those usually seen driving 18 wheels than four – and digging in there until 3500rpm, while the 140kW of power arrives in a fairly narrow band between 3500-4400rpm. It takes a full second less than the 2.0-litre to hit 100km/h and manages a top speed of 277km/h.At $74,500 and 5.8l/100km, the smaller diesel gets the full LCT–free tick — and an approving nod for emissions at 153gm/km — while the 6.4l/100km larger-engined one pays the whack only on the difference between the dollar bar of $75,000 and its $84,500 price tag, and still does well with emissions at 169gm/km.Audi has done well with its TDI engines, increasing sales across all models by more than 500 per year over the past three years, and they’re on track to do the same for 2009. The new A6 arrivals will lend a hand with that job, with Audi expecting each to take up 10 per cent of sales.Audi A6 2.0 TDI Engine: 2.0-litre turbocharged four-cylinder dieselPower: 125kW @ 4200rpmTorque: 350Nm @ 1750-2500Transmission: continuously-variable ‘multitronic’ automaticPerformance: 0-100km/h 8.9 secs, top speed 218km/hEmissions: 153gm/kmAudi A6 2.7 TDI Engine: 2.7-litre turbocharged V6 dieselPower: 140kW @ 3500-4400rpmTorque: 400Nm @ 1400-3500Transmission: continuously-variable ‘multitronic’ automaticPerformance: 0-100km/h 7.9 secs, top speed 277km/hEmissions: 169gm/km

BMW's first turbodiesel six-cylinder 3-Series has arrived in Australia, boasting more grunt and a lower thirst than its German rivals. BMW Australia marketing general manager Tom Noble said the company believes its new-generation diesel offers three-fold benefits — high-performance, low consumption and low emissions.“The new BMW 330d Sedan gives our customers the opportunity to mix V8 engine performance with four-cylinder fuel economy, but at the same time delivering the tangible delights of our highly-acclaimed straight-six cylinder engines."“BMW in Australia has been selling increasing volumes of diesel vehicles each year. “Our customers really appreciate the benefits of high torque, low consumption engines — now we can offer a truly muscular diesel performance option in our most popular body style,” he said.EngineThe 330d, which starts from $87,250 thanks to tax concessions for its lower fuel consumption, is endowed with 520Nm of torque — more than the twin-turbo petrol 335i and the M3 — accompanied by 180kW of power. The new-generation alloy turbodiesel is also claiming a four-cylinder sized thirst of 6.8-litres per 100km and CO2 emissions of 180g/km, but is also capable of reaching 100km/h in 6.2 seconds — less than a second slower than the 335i — with its top speed electronically limited to 250 km/h.Equipment The turbodiesel six competes with its petrol siblings on features as well — 17in alloys, upgraded brakes, leather trim, satellite navigation, bi-xenon headlights, a 10-speaker sound system, power-adjustable front seats, sports steering wheel with shift levers, cruise control, parking sensors front and rear and Bluetooth phone link.bbDriving First impressions of the car on Australian country roads were good, with only the tyres — in concert with the coarse-chip bitumen — providing any intrusive noise.The engine is smooth and quiet, delivering its outputs like a petrol engine and sounding much less like a diesel than the bulk of its forebears. Peak power of 180kW arrives at 4000rpm but it’s the 520Nm shove in the back from just above idle through to near the peak power arrival that makes the new diesel six so appealing.The 330d has civilised road manners, with a definite lean towards the handling side of the equation, but ride quality in the standard car is reasonable — anyone opting for the M-Sport package will really want to consider the ride, as experience suggests it's not really necessary.The alloy diesel powerplant is a little lighter than comparable diesels and its 1550kg kerb weight undercuts its less powerful, less frugal slower opposition. Fuel consumption during the launch drive through twisty, mountainous country remained respectable despite the engine being asked to work reasonably hard — the trip computer hovered around seven litres per 100km for the journey.The new-generation diesel 330d is an exceptionally quiet, comfortable cruiser that offers performance and economy that is difficult to ignore.BMW 330d Price: from $87,250Engine: three-litre 24-valve turbodiesel six-cylinder.Transmission: six-speed automatic, rear-wheel drivePower: 180kW @ 4000rpmTorque: 520Nm between 1750 & 3000rpmPerformance: 0-100km/h 6.2 seconds, top speed 250km/h (governed)Fuel consumption: 6.8 litres/100kmEmissions: 180g/kmRivals: Mercedes-Benz C320 CDI, from $95,956Audi A4 3.0 TDI quattro, from $86,056.Alfa Romeo 159 2.4 JTD Ti, $62,990.Citroen C5 2.7 HDI, from $66,490.

Aston Martin will forever be linked with movie spy James Bond. Secret Agent 007 drove an Aston Martin DB5 in the 1965 movie ‘Goldfinger’ and the prestigious British luxury sports car became one of the most desired cars of all times as a result.While the prices of the classic DB5 and its DB6 cousin have gone through the roof, and out of the reach of most enthusiasts, it is still possible to enjoy the thrill of classic British motoring at the wheel of a much more affordable Aston Martin. For the price of a BA Falcon GT or a HSV Clubsport you could be driving an AM V8, a classic GT that won’t drop in value every time you fire it up for a Sunday drive.The AM V8 was a development of the DBS, which in turn followed the DB6 in 1967. The DBS was originally designed to accept a new V8 engine that had been developed by Aston Martin, but when that was delayed the familiar Aston Martin double overhead camshaft six cylinder was fitted.The V8 eventually found its way under the bonnet of the DBS in 1969, but by then the company was in financial trouble and David Brown’s ownership was about to come to an end. Control of the ailing company passed to Company Developments, which then took the DBS V8 and updated it to produce the AM V8.When the DB5 and DB6 are such highly sought Aston Martin icons, the AM V8 is often overlooked. Anyone who dares to consider the striking AM V8 would find a luxurious, refined, high performance four-seat GT with a surprisingly affordable price tag.MODEL WATCH The DBS V8 is regarded as the first in the line of Aston Martin V8s. It was launched in 1970 and immediately addressed the perceived lack of performance of the six-cylinder DBS, regarded by many as a poor man’s Aston.The body was largely unchanged from the DBS, the modifications were limited to those needed to accept the 5.3-litre all-alloy 90-degree V8 engine. It was built on a steel platform, with all upper panels made from aluminium. The front end had quad headlights in a full width grille styled in the traditional Aston Martin manner, while a large scoop dominated the long sleek bonnet.With double overhead camshafts and Bosch mechanical fuel-injection the Aston V8 was said to put out around 320 horsepower (239 kW) at 5000 revs. Gearbox choices consisted of a ZF five-speed manual and a Chrysler Torqueflite three-speed auto. It was a package that could power the 1727 kg coupe to 150 mph – 241 km/h – when owners had the chance to stretch its long legs on the freeways that criss-cross Europe.Not only was it capable of such high speeds, it was also able to accelerate ferociously. It took just six seconds to go from rest to 100 km/h, and just over 14 seconds to rush through the standing 400-metre sprint. To put it into context, that puts it slightly ahead of the XY Falcon GT HO Phase 3, which was regarded as the fastest four-door sedan in the world at the time.Under the sleek skin lay a combination of unequal length upper and lower wishbones with coil springs and an anti-roll bar at the front and a de Dion layout at the rear. For the first time in Aston Martin history the wheels were alloy instead of classic wires.The interior was roomy with accommodation for four in sumptuous leather trimmed seats, but oddly there was no sign of wood. The dash was rather lacklustre, there was a full array of Smiths instruments, but it was more plastic than classic. In an era of wood rims and polished stainless steel spokes, the dark three-spoke steering wheel was also uninspiring.The DBS V8 is regarded as the Series 1 in the AM V8 lexicon. Series 2 came after the company was taken over by Company Developments in 1972. Although it looks much the same as the DBS it followed the AM V8 boasted a number of changes that make it stand out. Among them, the single headlight design of the front end recalls earlier classic models more closely than the quad-lamp DBS. It was also longer, the extra length used to enlarge the boot, enabling the spare wheel to be laid flat and better accommodate luggage.Another update, the Series 3, arrived in 1973. Gone was the Bosch fuel-injection, which was replaced by a pair of twin choke downdraught Weber carbs, which were claimed to make the V8 smoother and more flexible.Series 4, known as ‘Oscar India’, was released in 1978. A revised bonnet and a boot lid spoiler were the obvious give-aways on the outside, but it was the more refined interior that made the Series 4 stand out. The dash and centre console were revised, there was wood grain, and the headlining was leather instead of cloth.The last AM V8, the Series 5, was released in 1986 and saw the return of fuel-injection. This time it was a Weber sequential system. Just 2380 DBS V8 and AM V8 cars were built in the 19 years of production. It is thought that between 70 and 80 are in Australia.IN THE SHOP Mechanically the AM V8 is quite robust and will do high mileage without any difficulty. Check the engine’s oil pressure, which should be 80 psi at 3000 revs when warm. The transmissions are also robust, the ZF five-speed a proven unit, and the Chrysler auto tough as nails. Look for rust in the steel sills and the rear suspension mounting points.Parts are generally easy to get, either from dealers here or from sources in the UK. With many generic parts, like power steering pumps, air-con components, they’re easy to find and simple to work on.IN A CRASH Safety was still an issue to be addressed in the future when the AM V8 was launched. It relied on agility, responsive handling, four-wheel disc brakes, and the power to get out of trouble. Inertia real lap sash seat belts were fitted, but these need to be checked for wear and tear after so many years in use. It may be prudent to replace old belts, even if they don’t appear worn.OWNERS’ VIEWS Paul Sabine fell in love with Aston Martins when he saw a DB4 in 1959. He was just 15 years old, but was instantly smitten by the DB4’s sleek shape, which was so exotic compared to the FB Holdens and Ford Customlines of the day.Today his passion burns just as brightly, and he rates the AM V8 a particular favourite. “The V8 handles a lot better than people give it credit for,” he says. “It might seem a bit ponderous around town, but it’s fantastic at high speed.”The engine, he says, is very responsive and reasonably economical for what they are. Although the DBS six-cylinder is dismissed as a poor man’s Aston Martin, the V8 is proving popular with recent Aston converts who’ve discovered the marque after buying the current DB7. “Many of these new owners are now wanting a classic model,” he says, “and the V8 is the one they’re going for.”LOOK FOR • sleek exotic styling• classic British leather trim• four-seat accommodation• power to burn• seek expert advice• rusty underbody and sills• low oil pressureVERDICT A high speed four-seat Grand Touring car packed with classic British charm at an affordable price.RATING 70/100

The nine new models kick off with the release of the 308CC and end with the RCZ 2+2 Coupe in July next year.

Jaguar is going big game hunting with the crosshairs set on Porsche and Maserati after unveiling the new XJ.Revealed in England overnight, the new XJ is a radical step away from the car that has been Jaguar's front-line soldier in the upper-luxury ranks for the last 40 years. Borrowing heavily from the successful XF model, the new XJ looks fresh and contemporary with styling Jaguar Australia boss David Blackhall believes will put it right in the mix with its key German rivals."We all know it is a very competitive market but we are now on terms, styling-wise, for the first time in a long, long time,” Blackhall says. "There has been those who have said that the XJ is the car that never changed its styling since 1968 ... well, now we have and you can see that (designer) Ian Callum has touched every panel.”However, it is not just the styling that has taken a giant leap into the present. With the new look comes a new self-worth reflected in a top-end strategy that would have made Jaguar a laughing stock had they taken such a path with the old model.While reluctant to go into specifics, Blackhall confirmed that the supercharged version of the XJ — the Supersport — would be stalking Porsche's new four-door Panamera and Maserati's Quattroporte."If you think about the supercharged car as having similar performance, competitive pricing and styling that some people would think more attractive then there may well be an opportunity for us at that end of the market,” Blackhall says.Jaguar has retained its industry lead in the use of aerospace-inspired aluminium body technology, giving the new XJ an immediate 150kg weight advantage over its rivals as well as enhancing performance, handling and economy, while delivering increased strength refinement and safety.The new cars will feature air suspension, Adaptive Dynamics (continuously variable .damping), Active Differential Control and quick-ratio power steering.There will be a choice of four engines — all driving through a six-speed automatic — and all four will make it to Australia despite Blackhall's desire to limit the model complexity for Australia."We don't want a lot of complexity, and to be honest we couldn't handle that in our market,” Blackhall says."The range for Australia will run fairly close to the current experience.”That should see the offerings for Australia include both long and short wheelbase in most models — the exception will be the slightly detuned supercharged Sport V8 which will be offered in short wheelbase only — and three trim levels of all four engine choices.The V6 diesel is the company's proven 202kW twin-turbo 3.0-litre while the naturally aspirated offering will be a 5-litre V8 with 283kW and a 0-100km/h time of 5.7 seconds. At the top of the tree is the full works supercharged version of that same V8 with 375kW and a 0-100km/h sprint of just 4.9 seconds while just below it is the same engine with a slightly different tune producing 348kW.A design highlight of the new XJ is a panoramic glass roof which opens up an interior styled and trimmed to take on the best of the world's luxury marques on their home turf.Advanced new technologies have allowed Jaguar's interior designers to create an environment more akin to a state-of-the-art living space than a simple car cabin. The driver's environment is defined by the virtual instrument display and a high-technology duel-view touch screen that can provide DVD movies or television programmes to the passenger while the driver sees only vehicle functions or satellite navigation.An optional 1200W Bowers & Wilkins system, which is comparable in audio quality to the world's best in-home entertainment, underscores Jaguar's plans to attack the competition at the top of their game.The new XJ will be on sale in Australia next March starting in the low $200,000 range and topping out at over $300,000.