Luxury Reviews

Sexy, very clever, Italian and honest to the point of being brutal.Meet eco:Drive, your personal driving coach that comes with Alfa Romeo's latest baby, the MiTo Sport. The eco:Drive function is part of the windows-based Blue and Me telematics system pioneered by Fiat and now finding its way into the range-topping model of the little MiTo 3-door ‘super mini’ from Alfa Romeo. When prompted the eco:Drive software will store key features of a driver's style including throttle application, gear changes, clutch behaviour and more over a minimum five-day period."Essentially the onboard software is a data-gatherer which you can then download to a memory stick and transfer that to a computer," Alfa Romeo Australia's Edward Rowe says. "The software at the eco:Drive website will analyse that data and make recommendations of how to adjust your driving style to be more economical."Rowe says that aggregated information collected from drivers using the software shows that the average savings over more than 10,000 users has been 10 per cent. "While there is nothing especially new about the driving tips what the software can do for you is benchmark your starting point and then coach you over time so that you can see an actual return from the changes you make."While Blue and Me and eco:Drive are only a small part of the MiTo whole, the techno-clever systems are just part of the net Alfa Romeo has cast in search of new and younger buyers.PricingPriced from $31,490 for the entry level model and $37,490 for the MiTo Sport, the little Alfa is aimed squarely at BMW's legion of Mini faithful with dreams of drawing the young and well-heeled away from the German manufacturer and across the border to Italy."I am comfortable with our prediction that 80 per cent of MiTo buyers will be new to Alfa Romeo while 45 per cent of buyers will be under 30 years of age (currently only 5 per cent of Alfa buyers fall into that demographic)," Alfa Romeo Australia general manager Edward Butler says. "We have to accept that there will be some Alfa owners moving from the 147, in particular, but most buyers will be new to the brand."Alfa is also hoping to swell its ranks of female buyers from the current 12 per cent, but Butler concedes that is unlikely to happen until the arrival of the robotised manual (DSG-style) automatic next year. "At the moment we are calling around 35 sales a month but when that gearbox is available, early next year, I wouldn't be surprised to see that double," Butler says.Drivetrains From launch the MiTo is available in two trims, both running a turbo-charged 1.4-litre four-cylinder engine, with the base car producing 88kW and 206Nm while the Sport is boosted to deliver 114kW and 230Nm.Both cars have the same MacPherson independent front, and torsion-beam rear, suspension set-up. But MiTo drives the front wheels through a 5-speed manual while the Sport gets a slicker 6-speed box.Alfa Romeo is claiming a combined fuel efficiency of 6.1-litres per 100km for the less powerful engine and 6.5 on the same combined cycle for the Sport. From the launch drive experience it is not unreasonable to assume that with careful management they are achievable numbers.DrivingOn the road the MiTo twins are two very different cars. The Sport is as it suggests, a sharper and more aggressive character with a willingness to spin up towards the 6000rpm peak before getting breathless. The car has good, strong mid-range torque and a nice rorty note when booted and Alfa claims a 0-100km/h sprint of 8 seconds — not that impressive on paper but it feels nice and aggressive on the road..There is good feedback from the steering, even if at times there is a little too much of the road surface imperfections transferred to the steering wheel. The front suspension is a little nervous and can be unsettled by broken surfaces but not to any alarming degree.At the entry level the engine is still a willing worker, if a little less athletic (8.8 seconds for the 0-100km rush), but the softer suspension settings take away a degree of the sportier car's directness and steering feel.The ride quality from both cars is surprisingly good for what is a small car with very short wheelbase. Less pleasing are the seats which are not up to Alfa's normally high quality. There is little bolstering on both the squab and the back and the fiddly back angle adjustment is an annoyance, although the presence of an anti-whiplash headrest system is a plus.Alfa's take on selectable driving modes is the quaintly-named DNA (Dynamic, Normal, All-weather) settings which act on the engine mapping, steering, suspension and gearbox to match the driving aggression to conditions and the driver's preferences. The system works well and combined with the rather trick Q2 program: a torque and brakeforce distribution protocol that mimics the presence of a self-locking differential provides a comforting surety of drive through the front wheels.Equipment levels in both cars are good, naturally enough better in the Sport, though trim materials in both show evidence of cost cutting with hard-touch surfaces abundant. One area in which there has been no cost cutting is safety, with seven airbags standard, an early crash sensor to ensure fast inflation of the two-stage front bags, VDC (stability control), cornering brake control and anti-lock brakes with electronic brakeforce distribution.Boot space in the MiTo is commensurate with the size of the car and while not expansive it is useful. Less so the rear seats which, in line with most cars in the sub-compact segment, are not somewhere any fully-grown and fully-limbed adult will want to spend much time.

Another day, another SUV has popped up to give drivers the warm/fuzzy feeling they can get away from it all.Except in truth, there's every chance a 2WD utility with a limited-slip diff or a diff-lock could go as far off the beaten track - perhaps even further - than some of these prestige SUVs.I was prepared to be underwhelmed by the Q5, thinking it would be yet another Audi — and yet another compact SUV — with no real skills for either sealed or unsealed roads.Not that I doubt the efforts of the German marque, but the SUV brigade is becoming domesticated in the same way that service stations are now supermarkets that sometimes deign to sell fuel.We're in the 2.0-litre direct-injection petrol four-cylinder, with the S-tronic double-clutch gearbox.Design and packaging A shrunken Q7, the Q5 is handsome without being stunning but has a functional cabin full of features.As a family wagon there's much to like about the Q5 - for example, an automatic tailgate for the parent with arms full of child and/or groceries.The interior isn't hugely spacious but has enough room to accommodate parents, kids and trappings, and the driver has good vision (although the A-pillars are a little on the thick side).Equipment There’s a heap of equipment on offer, some of its even standard - a 6CD, 10-speaker sound system, climate control, dual front, side and full-length curtain airbags, rain sensing wipers, an anti-glare centre rearvision mirror, stability and hill descent control and automatic headlights.The test car had plenty of options, including , 18in alloy wheels, adaptive dampers, hill holder, keyless access, powered front seats, satellite navigation system with 6CD chnager sound system and the Audi Music Interface (AMI) system, the electric tailgate, tri-zone climate control, tyre pressure monitoring system and Milano leather trim.Driving The double-clutch seven-speed gearbox has imperceptible cog changes - even when the car is in dynamic suspension mode, which alters the shift pattern as well as suspension - but the two-litre powerplant needs a proper prod of the sharp throttle pedal to get things underway.Low-speed work on inclines needs to be done carefully as the double-clutch gearboxes of Audi (and others) are as yet unable to read minds.Once up and well into the boost from the turbocharger, the two-litre engine keeps the Q5 humming along, without sucking large amounts of PULP in the process - we got 13.5 with some enthusiastic hill driving not doing it any favours.The other good news for the driver is the 40 front/60 rear torque split, something that's becoming more common in Audis, which helps counteract the nose-heavy nature of some of the models.The adaptive suspension, which offers acceptable ride quality in comfort mode, firms up considerably in auto mode, as does the steering effort.Dynamic mode takes the steering from heavy to very heavy, but the body control is good without completely destroying ride quality.Recent inclement weather through the Adelaide hills gave the Audi road conditions suited to showing off its handling and traction.Unsealed, rough back roads were dealt with easily - even with the ESP in off-road mode (it can't be turned completely off) the all-wheel drive wasn't phased by the conditions and the little wagon got from A to B in good time for dry conditions, let alone for the damp stormy weather it was enduring.Twisty bitumen - seasoned with moss, pine needles and the odd branch that succumbed to gales - was handled remarkably well, with dynamic mode keeping body roll in check and the willing engine providing decent pace.There's no shortage of choice in this segment and the Germans have ample representation - the Q5, even with the options list pushing the price up, is a talented machine that deserves consideration.Audi Q5 2.0 TFSI Price: from $59,900.Engine: two-litre DOHC 16-valve intercooled turbcharged direct-injection four-cylinder, requires 95RON.Transmission: dual-clutch seven-speed automated manual, quattro all-wheel drive, with self-locking centre differential.Power: 155kW between 4300 & 6000rpm.Torque: 350Nm between 1500 & 4200rpm.Performance: 0-100km/h 7.2 seconds. Top speed 222km/h.Fuel consumption: 8.5 litres/100km, on test 13.5 litres/100km, tank 75 litres.Emissions: 197g/km.Rivals BMW X3, from $62,200.Lexus RX350, from $82,900.Volkswagen Touareg, from $65,490.Volvo XC60, from $71,950. 

Rover faced an uphill battle when it re-entered the market in 2001. While it had been a well-respected brand back in the 1950s and ’60s it had disappeared from the local landscape when the British motor industry began to implode in the 1970s and by the time it returned in 2001 the Japanese had hijacked the market.In its heyday Rover was a prestige brand positioned just below luxury makes like Jaguar. They were solid and reliable, but conservative cars, with lashings of leather and walnut. In their homeland they were known as the cars bought by bank managers and accountants.When the brand returned to the market those who remembered it from the good old days were either dead or had handed their license in. In effect Rover had to start all over again from scratch, never an easy thing to do.The market that history said should have been Rover’s had in its absence been taken by the likes of BMW, VW, Audi and Lexus.It was a very crowded market and in reality Rover had little to offer that the others didn’t, and ultimately there was little reason to buy it.In the end it was trouble at Rover’s British headquarters that caused its demise, but it had little chance of survival from the beginning.MODEL WATCH With a price tag in the $50-$60,000 bracket at launch the Rover 75 was in its natural environment, but instead of being a dominant player in the prestige segment it was trying to claw its way in after an absence of many years.In its absence the market had gone through a significant change and the prestige segment had become a particularly congested one with the likes of BMW, VW, Audi, Lexus, Saab, Jaguar, Volvo and ‘Benz all scrapping for a share. It didn’t matter how good the Rover 75 was it was always going to struggle.It went beyond the car itself. There were questions about the reliability and competence of the dealer network, the ability of the factory to supply parts, and there was the instability of the company back in its homeland.There were plenty ready to knock the Rover on its arrival. They were ready, even eager, to remind everyone that it was British, that the British industry had won a reputation for its inability to build quality cars, and that it was locked in a time warp.To gain the respect of the critics the 75 had to offer something the others didn’t, it had to be better.First impressions were that it wasn’t better than the class leaders, and in some respects it trailed them.The 75 was a conventional mid-sized front-wheel drive sedan or wagon with a cross-mounted V6 engine.It was a rather plump looking car with generously rounded proportions that made it look a little portly alongside its main rivals that all had finely chiseled lines.The critics quickly found a reason to criticize the 75 in its rather cramped interior, particularly in the rear. But there was also reason to like the interior with its club-like padded trim, generous use of leather, and the traditional wood grain dash and trim.Spend time with the 75 and there was every chance you would ultimately come to like it.The seats were quite shapely and supportive, and afforded a comfortable ride along with the convenience of power adjustment.Traditionally styled cream dials were a nice touch, and easy to read compared to many of the over-styled instruments in other contemporary cars.Under the bonnet lay a 2.5-litre double overhead camshaft V6, which was content to amble along at low speed, but which would burst into life when the driver’s foot was buried in the carpet.When the throttle was opened the 75 became quite an eager performer, able to reach 100 km/h in 10.5 seconds, and sprint 400 metres in 17.5 seconds.Rover offered the choice of five-speed auto and five-speed manual gearboxes and both were of a sporting mind to suit the spirited V6.Impressive body stiffness underpinned the 75’s handling provided a stable foundation for an agile and responsive chassis. When pressed it turned in accurately and maintained its line through corners with an impressive balance and poise.Even with the handling the 75 never forgot its roots and the ride was comfortable and absorbent, much as you would expect from a Rover.At launch it was the Club that provided the way in for prospective 75 owners. It came loaded with leather trim, adjustable steering column, walnut dash, a full array of dials, six-stacker CD sound system with eight speakers and steering wheel controls, air, cruise, alarm and remote central locking.Next step up for members was the Club SE, which also boasted sat-nav, rear parking sensors and wood trim on the steering wheel and shift knob.From there it was into the Connoisseur that had power front seats with heating and memory, power sunroof, chrome door handles and front fog lamps.The Connoisseur SE received special trim colours, CD-based sat-nav systems and walnut rimmed steering wheel and gearshift knob insert.A revamp to the range in 2003 saw the Club replaced by the Classic and the introduction of a 2.0-litre diesel engine.IN THE SHOP Despite the skepticism it was greeted with the Rover 75 arrived here with a higher level of build quality than expected and has proven to be quite reliable overall.They’re still relatively young in used car terms with the earliest ones around or approaching the 100,000 km mark so there is little to report on deep-seated problems.The engine has a belt driving the camshafts so look for records showing replacement if a car has exceeded 150,000 km. Otherwise look for confirmation of regular oil and filter changes.Make the usual checks for body damage that might indicate a crash some time in the past.Former Rover dealers are still carrying out servicing and know the cars intimately so there is knowledge of them in the trade even though the brand has left the market.Parts are also available locally and overseas if needed. If in doubt contact the Rover club for more information.IN A CRASH The 75 is fundamentally sound with an agile chassis and powerful four-wheel disc brakes aided by ABS antiskid stoppers.Front and side airbags provide protection in a crash.AT THE PUMP Road tests at the time of launch reported the 75 would return around 10.5 L/100 km, but owners suggest it’s a little better than that. Expect 9.5-10.5 L/100 km on average around town.OWNERS SAY Graeme Oxley bought a 2001 Rover 75 Connoisseur in 2005 with 77,000 km on the clock. It’s now done 142,000 km and in that time the only problem he’s had is a minor glitch with the traction control. He has had the car serviced as per the factory schedule and says parts are not a problem to get from England if they’re not available in Australia. As far as he’s concerned the Rover 75 is a stylish looker and fun to drive, and he would not hesitate to recommend it as a daily driver. It’s also quite economical with his average fuel consumption around 9.5 L/100 km.LOOK FOR • Plump styling• Cosy interior• Very British trim and fittings• Agile handling• Spirited performance• Parts still availableTHE BOTTOM LINE Gone but not forgotten, the 75 brought a touch of British class to the local market.RATING 70/100

By all measures the Porsche Boxster was a brilliant car. It was fast, handled superbly, yet was still comfortable and refined, but that wasn’t enough for die-hard Porsche enthusiasts who panned it for being insipid and plastic.Stung by the criticism Porsche swung into action and soon produced the Boxster S, an evolution of the original mid-engined Boxster that had the sort of edge Porsche fans were longing for.MODEL WATCHGiven its current success it’s amazing to think that Porsche was teetering on the brink of bankruptcy 20 years ago.Then, it was a one-dimensional car company producing an expensive high-end sports model that was going nowhere. Company bosses knew it had to expand or it would die, but how to achieve that expansion without losing the very character that made a Porsche the great and classic car that the 911 is wasn’t clear.The company’s first attempt to expand its model range, with some credible front-engined sports cars, proved a disaster. There was nothing wrong with the cars, it was simply that Porsche enthusiasts refused to accept them as real Porsches and wouldn’t buy them.The Boxster was the second attempt. This time the new car line was much more Porsche-like and was a rip-roaring success with everyone but the die-hards.While it looked like a scaled down 911, and shared a number of body panels, the Boxster was very different to the iconic 911.It was mid-engined instead of rear engined, and its engine was water-cooled rather than relying on air to keep it cool.The key was that it didn’t go too far from the Porsche formula. Its looks were in keeping with Porsche tradition and anyone who got behind the wheel found a car that had all the performance you could wish for in the real world, handled like it was on the proverbial rails, and drove sweetly when put to the task in traffic.It was the perfect compromise for anyone who wanted a sports car, but not necessarily one that would induce a nosebleed simply by looking at it.The S came in 1999 and was an attempt to inject a little more excitement into the Boxster for the Porsche die-hards who reckoned the Boxster was perfect for their wives to drive, but wouldn’t dare being seen in one themselves.Put simply, the S accelerated faster, had a higher top speed, and more dynamic handling, better stopping power, and better active and passive safety than the regular Boxster.Its six-cylinder engine was 3.2 litres and put out 185 kW at 6250 revs and 305 Nm from 4500 revs.With the right foot buried in the carpet it would accelerate to 100 km/h in less than six seconds and reach 260 km/h if pushed.Behind the larger engine lay a six-speed manual gearbox, or if optioned up, Porsche’s sporty Tiptronic auto.To keep up with the new performance the Boxster S had firmer springs and shocks, distinctive 17-inch alloy wheels, and large disc brakes on all corners.IN THE SHOPLittle generally goes wrong with Porsches; they are remarkably robust and resilient. Stories abound about Porsches with very high miles and still going strong.At the same time there are many that do few kays. They’re held in reserve for that special day out when the roads are dry and the sun is shining, but they will survive very well if driven daily.Have your chosen car checked over by a Porsche specialist to make sure all is well just the same.It would pay to find someone well qualified to service your car and get on friendly terms with them. That way you will save money of servicing costs.Aware that its parts prices were high Porsche made a conscious effort to contain them with the Boxster and you find that things like headlights, guards and door panels aren’t as expensive as you might think.IN A CRASHA stiff, strong body, underpinned by an agile chassis means the Boxster has good crash protection.Nimble, responsive handling means it can get out of danger if driven capably, its big powerful brakes will get it stopped when threatened, and the body structure will stand up when all is lost.If it happens to roll over the A-pillars are designed to stand up and give it the same level of overhead protection as a coupe.Add to that the passive protection of dual front and side airbags and the Boxster’s crash protection is good.AT THE PUMPDrive it hard and the fuel consumption will increase, but driven normally the Boxster is quite frugal for a sports car.Porsche claimed the Boxster S would do around 10.5 L/100 km on average in manual form, the auto a litre more.LOOK FOR • Badge cred• Superb handling• Exhilarating performance• Robust and reliable• Comfortable and refined• Tractable in trafficTHE BOTTOM LINE Not a cheap buy, but good value for money, and there are few better sports cars if you can scrape up the cash.RATING 85/100

Regarded as the safe option Volvo shocked the car world when it launched the front-wheel drive 850 in 1992; it was the first front-wheel drive the company ever made. In developing the 850 Volvo threw out the rulebook by which it had developed its rear-wheel drive cars for most, if all of its long and illustrious history.Volvo had always been a company that had gone about the business of making cars its own way, by creating and building safe, solid cars that were well built and reliable. The company’s strong focus on safety and the environment before it became trendy, while honorable, probably hurt Volvo more than it helped. In a case of reverse snobbery Volvo was looked down upon by the masses because it was the car of choice for the intellectual elite.By the mid-1980s sales were in a slump and the company was in financial strife, reporting the first loss in its history in 1990. The safety message that had made Volvo stand out from the crowd was no longer getting through when the rest of the car industry had caught up. Volvo had to reinvent itself and the 850 was one of the first to emerge in the new age of the Swedish company.MODEL WATCH The 850 was an all-new Volvo mid-sized car launched in 1992. It was produced in sedan and wagon body styles. It came as something of a shock to the Volvo faithful to find that the company had abandoned its history of building rear-wheel drive cars and for the first time designed one that drove the front wheels.Visually the 850 followed the styling theme Volvo had been using for some years, although the bold lines and boxy shapes had been softened slightly in line with the trend of the times. But compared to the jelly mould shapes that were coming from other carmakers, the Japanese in particular, the 850 was distinctive. It was unmistakably a Volvo.The four-door 850 would accommodate four adults in comfort, and true to its roots it had plenty of headroom and legroom. There was also plenty of elbowroom provided you weren’t trying to squeeze three across the back seat.Like its predecessors it had a low belt line that resulted in a large glass area, which gave the interior an airy feeling. Inside, it had plenty of fruit for the time. Air-conditioning was standard, the steering column could be adjusted, and there was a six-speaker sound system along with central locking. Leather trim became standard in 1994, while some models also got power windows and mirrors.On top of that it had ABS anti-skid brakes as standard as well as power steering, and from 1993 it had a driver’s airbag.The sedan’s boot was large and its low lip made loading easy. The wagon also had plenty of room for carrying things when the rear seats were folded.If the switch to front-wheel drive caused some consternation among the Volvo faithful so too did the five-cylinder engine that was mounted across the engine bay east-west style. Volvo sliced one cylinder off an existing engine to create the 2.5-litre five-cylinder unit it used to power the 850.There were two versions of the engine early on; the base engine had two valves per cylinder and produced 103 kW and 206 Nm, and there was a version with four valves per cylinder that produced 125 kW and 220 Nm. Later on there was a turbo variant that generated 166 kW and 300 Nm, and an even more powerful turbo engine that boasted 177 kW and 300 Nm. Transmission choices were a five-speed manual or a four-speed auto.There was also plenty happening underneath the 850, particularly in the rear where the company’s engineers had employed a new ‘delta-link’ suspension, which went a long way to giving the 850 its sporty road feel.On the road the 850 felt assured and stable with good road holding and a firm ride that belied its family four-door image. It went against the thinking of the time that front-wheel drive cars didn’t handle; those who took the time to drive it found it a pleasure on the open road with responsive and neutral handling and quite spirited performance.IN THE SHOP Generally the 850 is a sound car and little of real note seems to afflict them in service. Reports of problems are of a generally minor nature and nothing to be too concerned about. The automatic transmission can sometimes be difficult to shift out of park; this is caused by poor contact of the microswitch on the lockout.Failure of the cruise control to engage is probably caused by damage to the plastic vacuum line in the vicinity of the left headlamp.There have been reports of problems with the cam timing belt tensioner that results in a noise from the front of the engine. Oil leaks are sometimes observed from the oil pump mounting screws. Starting and drivability issues can be traced to a corroded connection where the negative battery cable connects to the engine.IN A CRASH Volvo has always prided itself on being a pioneer on safety so the 850 is full of features to protect us in a crash. Safety really starts with the body structure and Volvo was a leader in that field with the crash performance of its cars right up there with the best. Airbags were adopted quite early in the model cycle so look for cars sold from 1994 on. The 850 was also very capable on the road so its level of primary safety, with good road holding and features like ABS standard, is a match for its secondary safety package.OWNERS SAY Les Hotchin has had a great run out of his 1994 Volvo 850 T5 sedan since buying it second-hand in1999. It was a one owner and had traveled 84,000 km when he bought it, but it has now done 312,000 km. In that time the rear main seal was replaced at 220,000 km, a turbo was replaced at 289,000 km, and the starter motor was overhauled at 311,000 km. The radiator has been replaced, it has had 1.5 sets of brake rotors, plus pads as required, and two sets of shock absorbers. The oil has been changed every 5000 km and the specified service has been done every 10,000 km. It uses about 1.5 litres of oil between changes. The car is tight, comfortable, and rattle free. The leather front seats are showing their age, but are still quite supportive. It gets regular medium to long runs with at least one interstate trip per year, and on these drives will return about 8.5 L/100 km.LOOK FOR • timeless elegant styling• modest performance from non-turbo models• solid build quality• robust engines and gearboxes• roomy interior and boot• good roadholding• good fuel economyTHE BOTTOM LINE Well-built, reliable, safe and sound car that would suit a young driver or family.RATING80/100

There are some classics that, while very desirable, are simply too expensive for all but the well-heeled collector. That’s the way it is with the 1973 Porsche 911 RS, the race tuned version of the iconic 911.A genuine RS would comfortably sell for half a million dollars on today’s market, which puts it out of the reach of most enthusiasts. But there is a way of enjoying the thrill of the RS for much less money. That’s in the form of a replica, a car that captures the essence of the original, but is created from a more affordable model like the later 911 3.2.MODEL WATCH The 1973 911 Carrera RS is one of the most desirable and collectable Porsches of all. In its time the RS was one of the fastest production sports cars on the market.To create the RS Porsche took the 911S, also a very desirable classic sports car today, and put it on a diet that would see it shed 100 kg by doing things like removing the rear seat and the dash board clock, using thinner body panels, and fabric pulls to open the doors instead of regular handles, and covering the floor in rudimentary rubber mats.By the time it was over the RS had been trimmed to just over 1000 kg, but the Porsche formula for speed went further than mere weight loss. The flat-six engine was bored out to 2.7 litres, and with Bosch fuel-injection delivering the fuel it put out a healthy 157 kW. With its power boosted and its weight trimmed the RS was fast. It required just 5.7 seconds to reach 100 km/h, and would do 240 km/h when pushed to the limit.Not only did it do the business on the road it also looked the part with its large bootlid spoiler, front airdam, bold Carrera graphics down each side, and Fuchs alloy rims. It’s no wonder the RS is held in such high esteem by Porsche aficionados. Equally, given Porsche only made 1000 or so, it’s not surprising that RS prices are now so high. It shouldn’t be a surprise then that it has attracted replica makers.The RS is an ideal car to replicate. It was based on the regular Porsche 911, which didn’t change very much over a long period of time from the 1960s to the mid-’80s. The later 911 3.2 is the most obvious model to use as the base for a replica. It was released in the early 1980s and continued in production until late in the decade. It not only provides a sound foundation, requiring little modification to the body, it’s also affordable and there are heaps available here and overseas.IN THE SHOP Sydney company ZAG Automotive specialises in RS replicas. It takes a 911 3.2, mostly imported from Asia where there is an abundance of potential donor cars, and does a complete bare body rebuild on them with a range of genuine and reproduction RS parts to create a car that fits the image of one of Porsche’s most treasured classics.They usually retain the 3.2-litre engine and the gearbox that came with the car, but rework the car visually to recreate the credibility of the original RS.Buyers have a choice of options, from sunroof, air-conditioning, sound systems, and power windows among a comprehensive list of choices. They can also choose their colours, the original RS came in white with blue, green or red graphics, but ZAG will paint a car to the owner’s wishes. There is also a range of details the owner can nominate to achieve the appropriate level of authenticity.The cars are mostly left-hand drive when they arrive and are converted to right-hand drive in the build process. Once completed they require the approval of an engineer before they can be registered, and the requirements can vary from state to state so it’s well worth doing your homework to establish the requirements for your state.IN A CRASH Porsche body strength has never been questioned and that’s the primary crash protection in the early 911 and the replicas. There were no airbags, so safety reverts to the basics of construction, handling, braking and roadholding with the Porsche.AT THE PUMP If your priority is fuel economy read no further as the 911, and the replicas, are high performance cars and like to drink lots of fuel.OWNER SAYS Rohan Veal says he has wanted a classic 911 for as long as he can remember, and he set himself a goal of having one by the time he turned 30. He achieved his goal earlier this year when he took delivery of his 911 RS replica from ZAG Automotive.By then he had already owned a genuine four-cylinder 912, but found it was too good to drive. He was always worried about damaging it to really enjoy the driving experience. There are no such concerns about the replica. “I just want to drive it,” he said. “I won’t pay half a million dollars on a car to polish.”LOOK FOR • the ultimate classic Porsche look.• raw-boned performance• great rasping engine sound• affordable exotic• easy to drive dailyTHE BOTTOM LINE Not the real thing, but close enough it delivers the thrill of the original, at a price that won’t break the bank.RATING 78/100

The Porsche 911 is a triumph of persistence over perfection. By rights it shouldn’t have worked at all with its air-cooled engine slung out behind the rear axle the way it was, but determined development by Porsche over many years turned the ugly duckling into a graceful swan.Ferdinand Porsche championed the concept of air-cooled rear engines slung out behind the rear axle in a way that led to a pendulum effect when cornering that made his famous VW Beetle and the early Porsches a real handful if pushed to their handling limits.The Porsche family stuck true to Ferdinand’s formula and with endless refinement and improvements in technology made the iconic 911 sports car a true classic revered by petrolheads all round the world.The 911 replaced the 356 in 1964 and the process of evolution was well underway. The 911 3.2 was one of the early signs of what was to come from Porsche; it was bolder, more aggressive and more powerful than the more modest models it followed.Now, almost 25 years old it’s one of the most affordable ways of acquiring a classic Porsche badge.MODEL WATCH In the 1980s Porsche enthusiasts feared the 911 would be killed off by a management determined to enter the mainstream with a series of new models with a water-cooled engine at the front and refined handling of the sort never thought possible with a Porsche badge.The 924 was a rather insipid attempt at appealing to the masses, the 944 was better, while the 928 was a much-underrated supercar. None, however, appealed to the die-hard Porsche enthusiast who couldn’t accept anything but a 911 as a real Porsche.While those front engined models have gone to the great automotive graveyard in the sky the 911 has gone from strength to strength and the company has succeeded beyond even the wildest dreams of the management in charge in 1984 when the 911 3.2 was released.Even today’s 911, a vastly different car to the original 911, has a family resemblance that is unmistakable. Every 911 has retained the 911 ‘look’ even when it’s been heavily altered.The 3.2 looked like a 911, but was subtly different to the cars that went before it. Its lines were bolder than those of its predecessors, and you could have it with the wide body of the Turbo for the ‘Turbo look’.Power came from a 3.2-litre version of the flat six-cylinder engine that was so familiar in the back of previous 911s. It had electronic multi-point fuel injection and electronic engine management and produced a healthy 170 kW and 284 Nm when at its peak. Coupled to a five-speed manual — there was no auto option — it was capable of racing from zero to 100 km/h in 6.1 seconds and had a top speed of 245 km/h.By 1985 exhaust emission limits were having an effect and it was fitted with an air pump. A year later, when Australia went to unleaded fuel the air pump was deleted, but it got a catalytic converter and was detuned to 155 kW.A new stronger gearbox came in 1987, which delivered smoother shifting than the rather stiff shifting Porsche ’box it replaced. At the same time the clutch was changed to hydraulic actuation and the whole gear changing experience was changed for the better. No longer did you need massive muscles to swap cogs, it was a much lighter and more pleasant experience.The following year, 1988, saw engine power boosted to 160 kW with the availability of 95 octane unleaded fuel. Porsche offered the 911 3.2 in a choice of three body styles, coupe, cabriolet and Targa, and in 1985 made the wide body available. In 1987 all were fitted with front spoilers and the wild whale tail rear spoiler.IN THE SHOP Porsches are generally bulletproof, not a lot goes wrong with them even when they get up in the kays as many of them now are. Watch for smoke from the tailpipe under acceleration, which can mean worn bores and oil is getting past the rings. Porsche introduced hydraulic cam timing chain tensioners on the 3.2 and these are much more reliable.The Porsche interior, like all European interiors of the time, suffers under the Aussie sun, and this can lead to cracked and buckled plastics and torn trim. Cabriolets and Targas are more prone to interior damage because of the greater exposure to the sun.It’s important with all cars of the age of the 3.2 to carefully check for evidence of crash damage. The odds of any car of that age being in a crash are high, so it’s worth spending extra time making a thorough check.IN A CRASH Built before the advent of airbags and the like the 3.2 relied on its chassis to get out of trouble. The brakes were powerful, without ABS of course, and stopped the car efficiently. Porsche handling was always the subject of much discussion, and it’s worth getting some experience behind the wheel before pushing the 911 to its limits.AT THE PUMP It’s arguable that a Porsche driver is overly concerned about fuel economy. Most only drive their cars on sunny Sundays and then they rarely go far so the cost of their fun motoring isn’t very high. For what it’s worth the 911 3.2 should get 11-13 L/100 km on average driving, but push it hard and that will markedly increase.LOOK FOR • Porsche cred.• Cheap thrills• Robust mechanicals• Dodge imports• Be wary of modified cars• Great driving fun• Classic Porsche looksTHE BOTTOM LINE It’s almost 25 years old, but the 911 3.2 is an affordable classic that still looks as fresh as tomorrow.RATING 85/100

There are two reasons to buy a used car. One is to buy cheap by avoiding the first couple of years when depreciation is at its highest, the other is to buy a better car than you could otherwise afford new.The Mercedes-Benz AMG C36 falls in the latter category. With a new price of $154,900 when launched in 1995 only the very well heeled could afford it, but 10 years later many more of us can afford to drive one of the great sports sedans of the last decade.The C36 was the result of the partnership between Mercedes-Benz and its performance partner AMG, which had built a strong reputation for its tuned versions of regular Mercedes-Benz sedans. AMG began tuning Mercedes-Benz cars back in the 1960s, but today is part of Daimler and its work is now done in-house.MODEL WATCH The C36 started life like any other humble C-Class; it only grew horns after being transported across town to the AMG factory where it underwent surgery of the most radical kind in the process of being transformed into a super sports sedan.When it emerged from the ’Benz bunker it was a C280 with a 2.8-litre straight six-cylinder engine, but by the time it left the AMG factory the engine was stretched to 3.6 litres courtesy of a larger bore and longer stroke and was a ’bahn-storming C36.Inside, the compression ratio had been raised to 10.5: 1, a new inlet camshaft worked with a high flow inlet manifold to ease the charge into the engine, and enlarged exhaust ports and a free flow exhaust system fast tracked the spent gases away.With revised electronics to make the best use of the changes the enlarged engine put out 206 kW at 5750 revs and 385 Nm at 4000 revs. That put it into the company of other hot sports sedans like the BMW M3 and 540i, and the homegrown HSV GTS.Tests at the time had it sprinting from rest to 100 km/h in 6.5 secs while accounting for the standing 400-metre dash in 14.5s. Top speed was electronically limited to 250 km/h.Naturally the C36 wasn’t just about its engine, it also had a beefed-up four-speed auto taken from the S-Class and a sportier torque convertor. An updated model in late 1996 saw the four-speed auto replaced by a five-speed.Underneath, its suspension was lowered and retuned with new springs and shocks, while the steering was sharpened even though it was still lacking in feel much as most Mercedes do. Along with the extra speed the C36 also featured massively increased braking power with brakes taken from the S-Class with an overlay of anti-skid and traction control electronics for added safety.Large 17-inch alloy wheels and low profile tyres completed the sporty package, and were the main clues to the C36’s performance potential. There were other things that made you take a second look, but the C36 was a subtle package, the sort that caught others unaware when the lights turned green.A combination of a new front spoiler, side skirts and rear airdam along with some subtle AMG badges helped give it a meaner look than its regular cousins. As would be expected of a car costing almost $155,000 the C36 was packed with luxury features, including leather trim, air-conditioning, sports seats, cruise, power windows, tinted glass, dual front airbags, 10-stacker CD player, remote central locking and sunroof.IN THE SHOP There is always a risk in buying an expensive used car like the C36, which will have more than 100,000 km on average and as much as 150,000 km or more if they’ve been regularly driven. That’s the key as these sorts of cars are often garaged for much of their life while their owners use other more modest cars for their regular transport. For that reason they often have much lower odometer readings than most cars of a similar age.It’s also important not to rush in and buy the first you see. Although they are relatively rare and don’t come up for sale on a regular basis it’s best to shop around and make a careful decision. Look for a low mileage car, one with a verifiable service record and with all the indicators of low use. Things like lack of wear on the driver’s side carpet, the side bolster of the driver’s seat, the steering wheel.Get an independent check, preferably by a Mercedes expert, and inspect it closely for panel damage. Expect to pay more for replacement parts and don’t try to get away with cheaper parts if you want to maintain the C36’s performance.IN A CRASH An agile chassis with sports settings, big brakes, antilock and traction control electronics deliver a high level of primary safety, while dual front airbags protect the front passengers in a frontal collision. Used car crash investigators rate the C-Class ’Benz better than average in protecting its occupants in a crash and average in its impact on others.LOOK FOR • subtle styling masks performance potential• great high performance luxury cruiser• agile and responsive chassis• powerful brakes match performance• loads of standard featuresVERDICT A rare and exhilarating sports sedan worth considering instead of a new Commodore SS or Falcon XR8.RATING 85/100

The SL is the hero model in the ’Benz range. It was when it was introduced in the 1950s and it still holds a special place in the hearts of Mercedes-Benz aficionados today.In the Mercedes-Benz lexicon SL literally means “lightweight sports”. It was an apt description of the 300 SL that began the line, but by the time the 500 SL was launched in 1990 it was anything but light.A more apt description of the 500 SL perhaps might have been “luxury sports”, but it was still an awesome two-seater sports car and ranked among the best in the world at the time of its launch.MODEL WATCH At the time of its launch the 500 SL was the first open top roadster released by Mercedes-Benz for 18 years and was an instant hit in Europe. The success was repeated here when it made these shores, and the first four years of supply was quickly spoken for as SL fans lined up for a slice of history.Australia only got the big-bore quad-cam V8 model, and it came loaded with everything from traction control to an electrically adjustable interior rear view mirror. It shared the top spot on the ’Benz totem pole with the S-Class sedan, but the S-Class could never approach the SL’s blend of style, performance and status.The 500 SL was impressive from every angle, and like all great sports car it looked capable of going fast even when it was parked outside the café as its owner sipped a latte inside.It was to be Mercedes’ sports car for the 1990s and as such couldn’t date quickly. Look at its sleek, lithe lines today and it’s clear that the 500 SL’s designers met their brief perfectly. Almost 20 years after its launch, it still turns heads like few cars can.The 500 SL was a complex car. As the Mercedes-Benz flag-bearer it pushed the boundaries of contemporary automotive engineering and packed the very latest technology available at the time.It came equipped with a clever power folding roof, an automatic rollover bar that sprung into place when it seemed you were about to turn turtle, there was traction control to keep the wheels from spinning, and the seats boasted automatically adjusting seat belts.The 500 SL was a surprisingly big car, a message that came through loud and clear when it was driven over a weighbridge. It was longer, wider and taller than its predecessor, and weighed in at a whopping 1770 kg.The suspension was fully independent with struts at the front and a five-link system at the rear; the brakes were disc front and rear with ABS keeping a watchful eye on them to prevent lockup, and the steering was power-assisted.Under the elegant bonnet lay a fuel-injected double overhead camshaft 5.0-litre V8 that put out 240 kW at 5500 revs along with 450 Nm at 4000 revs. The V8 was linked to a four-speed automatic transmission; Mercedes didn’t offer the buyers of its premier sports car the choice of a manual gearbox.Despite its considerable mass the 500 SL still packed plenty of performance. When the taps were opened to their maximum the 500 SL required a little over six seconds to reach 100 km/h, but it really came into its own on the open road where it would run all day at its electronically-limited top speed of 250 km/h.It also had impressive road manners. It was sure-footed with big low profile tyres on 16-inch alloys, rode comfortably and was finely balanced with a damping system that lowered it by 30 mm when it was travelling at more than 120 km/h.IN THE SHOP The 500 SL was a technically advanced car for its time and for that reason needs the care of a trained specialist with a thorough knowledge of the technology and experience in keeping it in good fettle. Generally the 500 SL was well built and this reflects in its on-going reliability, but they are now getting on in years, if not in kays, so the chances of something going wrong are getting higher.Before laying out any of your hard-earned cash have an inspection conducted by an expert who can give you a comprehensive report on a car’s condition. Be wary of imports, and there are quite a few from Europe and Asia that could well have been subjected to some pretty tough climatic conditions before they landed here. Local cars are more likely to have done fewer kilometres and housed in secure garages out of the weather, so they make a much more compelling case than cars with little known history from parts unknown.IN A CRASH Few cars in 1990 had an airbag, but the 500 SL was one that did. There was an airbag for the driver, and the ‘pop-up’ rollover bar provided protection in the event the car rolled over. It also boasted ABS, traction control, and the self-lowering suspension for an impressive dynamic safety package.AT THE PUMP A heavy car powered by a large capacity, highly tuned V8 engine is not a recipe for great fuel economy, but 500 SL owners are not likely to drive their cars on a daily basis so the cost of the occasional sunny Sunday drive usually isn’t high for them. If it were of concern it would get 15-18 L/100 km in average use.LOOK FOR • Classic roadster styling• Head turning prestige• Awesome performance• Be wary of imports• Packed full of featuresTHE BOTTOM LINE Perfect for the Sunday drive if you prefer your sports motoring with loads of luxury and style.RATING 75/100

The year 1948 was a big one for the car industry. The war in Europe had ended in 1945 and European carmakers had turned their attention back to peacetime production.Three years on from the end of hostilities it was time to unveil the cars they’d been working on. Just about every car company had new and exciting models to tempt the taste buds of anyone who could afford them. Among the new models was a car with a brand new name: Jaguar.Before the war they were called SS, short for Swallow Sidecar, the name of the company producing them, but after the war that name was on the nose after Mister Hitler and his henchman had committed all sorts of atrocities against innocent people.A name change was called for and Jaguar was the one chosen. The XK120 was an all-new car, one that simply took your breath away. It was the first of a series of sports cars with the XK prefix that culminated in the sexiest of them all, the E-Type.Still today, 47 years after its spectacular launch at the Geneva Motor Show, the E-Type holds its allure with anyone who appreciates the automotive artform.MODEL WATCH Jaguars were the quintessential sports cars when sports cars were special and not dressed up family cars. The first Jaguar, the pre-war SS100 wasn’t a Jaguar as such, but it was a pure sports machine. With its long bonnet, stumpy tail and flowing guards it looked the part, but even more it had the performance to back up its sporty looks.The first post-war Jaguar was the XK120 and it took the world by storm. It retained the same classic proportions of the pre-war car, but had an all-enveloping body that blended the sweeping guards in with the overall body to create a beautiful car that still turns heads today.It also had the performance; the ‘120’ name signifying that it would do 120 mph, or 193 km/h, in 1948. The XK120 remains a classic for good reasons, but it was followed by other classics in the XK140 and XK150, before the E-Type arrived in a blaze of glory in 1961.If the Jaguar road cars became all-time classics for their looks and performance, their allure was increased by the exploits of the racing Jaguars that were so successful in sports car racing in the 1950s. The Le Mans-winning C-Type was a racing evolution of the road going XK120, but the D-Type was an all-new car that dominated Le Mans in the mid-‘50s.When it came to develop a replacement for the XK150 Jaguar blended the mechanics of the earlier XK sports models with the looks and construction of the D-Type. The main body was of monocoque construction similar to the D-Type’s, with front and rear subframes to carry the engine, gearbox and suspension at the front and the diff and rear suspension at the back.Low and sleek, with the classic long bonnet and short tail proportions that its predecessors had, the E-Type was beautiful in every sense of the word. Under the massive one-piece bonnet was a 3.8-litre double-overhead camshaft six-cylinder engine fed by triple SU carburetors and developing close to 200 kW.It was a development of the famous XK engine that helped Jaguar establish its high performance credentials. With heaps of torque from its long strike configuration it was both flexible and capable of propelling the low-slung sports car to very high speeds. The E-Type was capable of reaching 150 mph (250 km/h), which made it the perfect car in which to cross the continent at high speed.The first E-Type had a rather clunky Moss four-speed gearbox, which was one of the few criticisms of the early model. That was changed in 1964 for a Jaguar four-speed all-synchromesh gearbox, which was a much smoother shifting unit.The E-Type’s suspension was independent front and rear, a combination of upper and lower wishbones with front torsion bars and a roll bar, and the brakes were discs all round, a product of Jaguar’s racing experience and advanced for the day.On the road the E-Type could quite happily be driven quietly around town or it could just as happily be driven fast and furiously on the open road. The engine’s torque meant it would pull hard from low down in high gears and respond smoothly and willingly as the revs rose. Its handling was balanced and reassuring, but its braking initially left a little to be desired. The brakes were later improved and better matched the performance of the E-Type.The Series 2 came in 1966, but by then Jaguar had to bow to the safety demands of the US market, and there was the Series 3 V12 that came in 1971. There was also what is generally known as Series 1 ½. It’s not an official factory designation, but one that has been given to late Series 1 cars that had some of the Series 2 updates.Along the way the shape on the bonnet changed to allow more cooling air into the radiator for hotter climates than it had to endure in its homeland, the headlights sadly were uncovered and raised to suit American laws, and the tail lights were also changed. None of the changes improved on the original.The engine was enlarged to 4.2 litres in 1964, but without extra performance, the gearbox was changed to a Jaguar unit from the clunky old Moss ’box, the flat floor was altered with the addition of a depression for a footwell to give a more comfortable driving position.The E-Type was initially sold as a sleek coupe and a stunning convertible, but later the company bowed to the demand for a version that would accommodate more than the two of the original car and it produced the ugly duckling two-plus-two coupe from 1966. With a bulging roofline the 2-plus-2 lost the classic lines and proportions of the original cars and wasn’t as popular with enthusiasts.IN THE SHOP Start by checking the authenticity of the car as incorrect changes can have a dramatic effect on values. The engine is generally quite robust. They tended to use oil so a blue haze coming from the tailpipes is not unusual, as long it’s not a smoke screen. They can also suffer from head gasket issues.Like the engine the gearboxes usually give little trouble. The Moss gearbox was tough and reliable, but not generally well liked because of its poor shifting quality, and many cars will have been updated to the later all-synchromesh ’box. Check to make sure it goes into gear readily without baulking or clashing, which is likely to mean the synchros need replacing.Check the rear-end carefully for leaks from the diff and the inboard rear disc brakes. When driving listen intently for clunks and clinks that might signal a problem with universal joints, stub axle splines or bottom pivots. Any directional instability or wallowing when cornering briskly is likely to be caused by wear in the Metalistik bushes between the body and the rear subframe.Rust can also be a problem, as it with most old cars. Check the doors, sills, floors and the bonnet. The bonnet is also prone to the odd accidental knock that can knock it out of alignment.IN A CRASH The E-Type was born before the perceived need for passive safety. It was the product of a time it was thought that handling, braking and engine performance were enough to extract you from a tricky situation.Its handling was impeccable, it generally braked well, and its engine gave it the zip to power out of trouble. Sadly those things are no longer considered enough and cars are only thought safe if they have airbags and ABS, none of which the E-Type had.AT THE PUMP With three SU carburetors feeding the Jaguar’s big six the E-Type could not be described as economical. It was conceived in a time when petrol was cheap and there was no indication supplies would one day run out. Still, driven with a deft touch on the right pedal the E-Type would do 20 mpg (14 L/100 km).LOOK FOR • Classically elegant looks• Thrust of six-cylinder engine• Comfortable long distance cruising• Great handling• Powerful brakingTHE BOTTOM LINE One of the all-time great cars still turns heads almost 50 years since it was launched.RATING 85/100