Luxury Reviews

There are few more elegant cars than the big cats, they’re long and lithe and seem poised to pounce the moment you bury your right foot in the shag pile. Even when you delve back in history to the Mark V model of the late-1940s, the Mark VII of the 1950s, or the original XJ6 of the late-1960s you find a fabulous heritage of beautifully elegant saloons, and little has changed in the 60 years that have passed.The company once used the slogan “pace with grace” and that pretty much sums up the big Jaguar saloons. They were sporty, but still oozed charm and elegance. Today’s models are no less elegant than those early classics, even if some think they’re mired in the past.MODEL WATCH The seventh generation Jaguar XJ saloon emerged in 2003, and yet again it looked for all the world like a makeover of the first XJ shown back in the late-1960s. That first car was such a beauty that it seems Jaguar couldn’t let it go, but then why should they. That original XJ6 was perfectly proportioned, with a balance of lines that keep it looking fresh 40 years later.The XJ8 of 2003 boasted a similar balance despite being significantly larger than the model it replaced. It was longer, wider and taller than its earlier cousin, and also had a longer wheelbase and reduced front overhang.If it looked a throwback to the past the X350, as it was known, was no such thing once you dug under the skin and realized the depth of engineering that marked this cat out as a very new beast.If there’s been a constant criticism of the big cats over the years it’s that its exterior size wasn’t translated into interior room and that the interior was cramped, particularly in the rear seat. But the extra length, width and height was put to good use and went a long way to making this XJ competitive in terms of interior space.At the core of the XJ was a rivet-bonded aluminium monocoque construction that slashed the big cat’s weight by 200 kg or more. Remarkably, it weighed just a little over 1500 kg. The lightness clearly comes through in the driving when the XJ feels agile and responsive, with quick, sensitive and precise steering that belies its physical size.While Jaguars have always been a pleasure to drive the dynamics and sheer speed of this model shifted it into an elite class occupied by the likes of BMW M-Series and ’Benz AMG models. Under the XJ’s long, elegant bonnet at launch was a choice of two V8s, which in early 2004 were joined by a V6.The V8 choices were a 3.5-litre unit and a larger 4.2-litre engine, the latter available in normally aspirated and supercharged forms.Both were of a double overhead camshaft configuration with four valves per cylinder. The 3.5-litre version boasted 196 kW at 6300 revs and 345 Nm at 4200 revs, while the normally-aspirated 4.2-litre engine put out 224 kW at 6000 revs with 420 Nm at 4100 revs. The big cracker blown 4.2-litre engine, which powered the awesome XJR, had 298 kW at 6100 revs and 553 Nm at 3500 revs. All that drive was then transferred to the black top through a ZF six-speed automatic with the final drive going through the rear wheels.When it arrived in 2004 the double overhead camshaft 3.0-litre V6 had 179 kW at 6800 revs and 300 Nm at 4100 revs. There was no lack of zip with the XJ; even the V6 was quick. When asked the V6 would race to 100 km/h in just 8.1 seconds, faster than the small V8 in its predecessor, but the smooth short stroke 3.5-litre V8 required half a second less to make the same journey. The larger V8 took around 6.5 seconds to reach 100 km/h, the supercharged version was even less. With a solid, rigid foundation the XJ had a stable platform that could support the sort of handling the Jaguar engineers wanted to achieve, but it was just the start.Add to the aluminium masterpiece self-leveling air springs to adjust the ride height to suit the speed the big cat is being driven at, and Jaguar’s adaptive shock absorbers and you have an awesome package. A stiffer, more sporting setup was optionally available, and there was the XJR for the ultimate ride. Tradition played as big a role in determining the design of the interior as it did the exterior, with lashings of leather and touches of wood, as well as a raft of luxury features, like power seats, adjustable pedals and steering wheel, parking sensors, cruise, air, and a super sound system.IN THE SHOP Build quality plagued earlier XJ Jags. The problems were mostly silly little things that should never have occurred, but did, and were very frustrating for owners. But since Ford took over the quality has improved and there is little for owners to be concerned about. Make sure the service schedule has been adhered to and the oil in particular has been changed. With 18-inch wheels standard, and 19 and 20-inch wheels optional, be prepared to pay dearly when it comes time to replace the tyres.IN A CRASH There’s an awesome array of safety features in the XJ, as there should be on a car that cost around $200,000 when new. The rigid monocoque chassis, its agility, precise and responsive steering, and powerful brakes give it the road holding to escape many crash situations you might encounter. Once the metal begins to crumple there’s also an array of front and side airbags that come into play to protect you.AT THE PUMP A big lump of a car, but surprisingly light for its dimensions means quite reasonable fuel economy. If you can light pedal it you could expect to see average numbers between 10.5 and 12.5 L/100 km.LOOK FOR • Timeless classic styling• Wonderfully balanced chassis• Precise steering• High performanceTHE BOTTOM LINE Classic looks belie a thoroughly modern sporting saloon capable of matching the German bahn-stormers.RATING 80/100

When it comes to playing the numbers, six has become a powerful figure for Audi.The alternative German brand has been one of the real stars in the sales race this year, helped by offering an almost royal flush of interesting and refreshed models, from the baby A3 to the mid-sized A4 and A5, and the prestige entries, the A6 and A8.While the A8 is simply superb, the more affordable A6 is the one that has, with this latest version at least, given Audi added firepower to finally turn buyers away from Mercedes-Benz, BMW and Lexus.Nowadays the luxury market presents a nightmare of choice for those with $120,000 burning in their pocket — yes there are still plenty of them out there. It's especially tough for those not greatly swayed by brand loyalty — those who shop between showrooms.Is the new A6 a quantum leap above say a BMW 5 Series or Benz ageing E-Class? Probably not, but the A6 puts Audi on more of a level playing field; enough for its rivals to be wary.The A6's classic styling, with its distinctive ‘bulls horn’ daytime running lights, is not as hard edged and sporty as the 5 Series but not as soft as the E-Class, so it comfortably sits in middle ground.DrivetrainAn Audi badge may not have the same pull as its German rivals, but the A6 does have an important marketing edge — the existing all-wheel drive traction is now paired with a new and excellent direct petrol injected 3.0-litre supercharged V6, developing 213kW at 4840rpm and 420Nm torque from 2500rpm, with that getting to the wheels via a six-speed sequential automatic.The A6 already had the key building blocks to be a winner: a stylish design, wrapped around a plush and comfortable cabin which can seat four in a high level of comfort. It now steps up a level, with power and performance thanks to the marriage of the supercharged motor and reassuring grip from Audi's Quattro all-wheel drive system with a 60:40 bias towards the rear.Equipment While the options list is long and extensive, it nevertheless can depending on your bank balance be kitted out with enough bling to allow an owner to brag for weeks to his or her envious neighbours or golf buddies.But a word of warning if you are shopping for an Audi, BMW or Benz: you need to study carefully at what is or isn't fitted as standard equipment.Audi's test car, naturally, came fully loaded and some of the stuff (although not unique to Audi) I really liked: you don't need to use the key to unlock the doors or fire up the engine — providing you keep the transponder in your pocket. Touch the door handles and the doors unlock almost magically; push the button marked start (obviously) and the V6 fires into life.Even the park brake is electronic, a rear view camera (optional) makes backing a breeze and the central console mounted command system is reasonably logical in the way you can flip from following a street map on the navigation screen to changing stations the audio system.There are some expected items missing from the standard equipment list however. Leather seats are plush and comfortable but on a bitterly cold winter's morning you long for seat warmers. OK, so I'm getting old and soft.And there's no TV, trick rear view camera, adaptive lights, adaptive cruise control, or sunroof.The test car came with Audi's ‘comfort package’ ($4000) which adds electric sunroof, parking system, music interface and smart locking. It also had the S line sports package which lowered the suspension.What you do get for your money is 18-inch alloys, electrics for doors, windows and mirrors, a full-sized spare, full raft of safety equipment, cruise control and basic park assist.Driving It's been about 60 years since Audi fitted a supercharger instead of a turbocharger to its engine.The supercharger has been neatly slotted between the two banks of cylinders and has transformed the A6. Plant your foot and there's a little bit of annoying hesitation but then the saloon really delivers.It's not explosive, but the delivery of power and torque comes on strong and long and the six-speed sequential gearbox is well matched to this engine.All-wheel drive means the Audi has tenacious grip although it feels a little unsteady under high-speed cornering loads. Claimed acceleration is 5.9 seconds for the zero to 100km/h dash — that's the sort of performance from a big banger V8s not that many years ago.Audi says it has made big gains in improving fuel economy; in the quattro's case we returned an average 14.4l/100km for a week of mainly city running which considering the size of the car and that it is running all-wheel drive, is reasonable.Audi A6 TFSI Price: $112,500 plus on-road costsEngine: Supercharged V6; 213kW @4840rpm; 420Nm torque from 2500rpmFuel economy: 14.4l/100km (9.5l/100km claimed) 

Over the past few weeks we've sampled some interesting turbo-diesels.The Jaguar XF S impressed with its whisper-quiet operation, performance and fuel economy, while the Renault Laguna turbo-diesel delivered impressive levels of refinement.Now it is the $198,800 BMW 730d's turn.After overcoming the doubt that anyone spending $200,000 on a car would not necessarily be worried about fuel economy, the refined 730d makes a compelling case for frugal luxury motoring.On the road, the 730d behaves as you would expect of a luxury limousine with a performance edge.The 3.0-litre diesel delivers its silky torque from so low down the rev-range that you do not feel like the poor cousin in performance or driveability terms.Response is instantaneous and the ground-swell of torque builds right up to the legal speed limit.Overtaking in the critical 60km/h to 100km/h area is dispatched with haste but without drama.With the dynamic driving control activated, the 730d feels like an agile and much smaller car.If you prefer your driving experience to be sharp but still with an eye on economy, you can leave the shift change points the same but stiffen the dampers and degree of steering assistance.Over a mix of country roads and constant highway cruising we managed 7.6 litres/100km with the promise of better.Perhaps most importantly for a luxury buyer, the BMW diesel sounds like a regular six cylinder petrol engine.It is so quiet at idle that few people would have any idea there's a diesel under the aluminium bonnet.Inside the cabin is suitably equipped to justify the pricetag.There are lashings of soft leather, wood trim and the quality and ambience you expect.The latest generation runflat tyres too have come a long way from the harsh-riding examples of a few years ago.Improvements to the controversial iDrive system have also streamlined the systems functions. It's far easier to navigate now and even the car's manual, with easy to use pictorial reference points, is available via the system.BMW says it is not expecting a huge number of converts to luxury diesel motoring in the 7 Series.But perhaps they are preparing for the day when engines like the six-cylinder 3.0-litre turbo diesel start making some petrol V8s redundant.The 730d also goes some way to redressing the whole ‘hybrids are better’ argument.Around town hybrids may well rule but the 730d is born to run a long way before you need to refuel.Our 730d showed we had 1288kms to go before needing to top up the tank.Until now, the hype over hybrids has overshadowed the fact that many diesels deliver just as good fuel economy, without the need for two drive systems.So German carmaker BMW is prepared to dive into the whole hybrid argument by declaring that its new 3.0-litre 730d returns better fuel economy and lower CO2 emissions that the hybrid Lexus LS600hL.It has some compelling figures to back up its claims.The 730d emits 192g/km of harmful C02, compared to the LS600hL's 219 g/km and consumes 7.2 litres/100km compared to the LS600hL's figure of 9.3 litres/100km.And then there's the question of weight. The more you have the harder the drivetrain has to work.But the 730d makes extensive use of alloys and tips the scales at 1865kg compared to the Lexus's porky 2375kg.BMW Australia spokesman, Toni Andreevski, says more luxury buyers are becoming conscious about fuel economy and emissions."With a car like the 730d they can make a quiet statement about these things," he says.To add fuel to the flames it also says the 730d has more standard equipment at a $54,000 lower price that the $252,900 Lexus.The 730d's equipment list is similar to the 740i, but comes in $4200 under its petrol sibling.Standard features include head-up display, high beam assist, adaptive bi-Xenon headlights with daytime running lights, active headlights, soft-close doors, rain-sensing wipers, 18-inch wheels with runflat tyres, automatic variable light technology that controls headlight beam intensity in city and country driving, rear view camera, and cruise control with brake function.The 730d also gets four-zone climate control, sunroof, full leather cabin, heated and cooled front seats and a 250 watt 12-speaker CD stereo and a USB audio interface.BMW also parrots the fact that some features standard in the 730d, like the automatic boot, soft-close doors, sunroof and rear view camera, are optional on its two key rivals, the Audi A8 and Mercedes-Benz S-Class diesels.Like the 740i, the 730d gets dynamic damping control including dynamic driving control. At the flick of a button on the centre console the dampers, gearshift pattern and throttle and degree of steering assistance can be changed to suit the driver. There is a choice of comfort, normal, sport and sports-plus settings.Dynamic damping control allows infinitely variable control of the damping effort for compression and rebound, across all settings.The 730d shares its next-generation in-line alloy 3.0-litre six cylinder turbo diesel with the 330d, which arrives next month.It is has third generation common-rail direct injection with piezo injectors and a maximum injection pressure of 1800 bar.The turbocharger uses variable turbo geometry with a diesel particle filter as standard.The 3.0-litre diesel generates 180kW at 4000revs and 540Nm between 1750 and 3000 revs.Even in the heavier 730d, it will still hit 100km/h in 7.2 seconds.Like all of the 7 Series models the 730d gets a six-speed automatic equipped with optimised gearshift dynamics for faster shifting.The car also comes with a host of efficiency measures, including BMW's ‘efficient dynamics’ technology that has active air vent control ahead of the radiator and brake energy regeneration.To keep weight down, load bearing body components are steel, while the roof, doors, bonnet and side panels are aluminium.The alloy roof alone saves 7kg in weight over conventional steel, and the doors save 22kg.The 730d has a double-wishbone front axle and integral V rear axle, made largely of aluminium.

A new age of Ferrari convertibles has arrived, as the Italian marque's newest addition to its range has landed in Australia.Wearing a price sticker of $472,000, it's not going to be a segment volume leader but it does debut a dual-clutch automatic, a front mid-mount direct-injection alloy V8 and aluminium construction.Last sold in the mid 1960s, the California nameplate recently hit the headlines again as a car once owned by James Coburn sold at auction for a then-record rpice.The new version of the Ferrari convertible sports a folding metal hard-top that drops into the boot in 14 seconds. It takes less time than that to achieve a sprint to 100km/h and return to a standstill, with more than a few seconds to spare. The 100km/h is reached in a blistering four seconds.The California is more of an assault on the senses than its GT pigeonhole suggests. Ferrari are putting it in the same sales column as the 612 Scaglietti, with the 430 and 599 models boasting more hard-core sports credentials.With the direct-injection variable-valve 338kW/485Nm V8 emitting a soundtrack worthy of a racecar, the California looks striking without being pretty like its predecessors. Gearchanges are lightning quick, smooth and accompanied by a whipcrack bark from the engine, which also crackles delightfully on over-run.The bite correlates directly to the bark, with full throttle acceleration dispatching straights in short order, bringing corners on that show off the car's 53 per cent rear/47 per cent front weight distribution.The California might weigh 1735kg before occupants are added, but it drives like a much lighter machine, providing ample entertainment in and out of bends, if not supplying masses of feedback.The black over tan cabin is a little snug for headroom but the leather-clad seats are comfortable and firm in support; most of the switchgear feels solid, although one window switch became dislodged but never repeated the offence once properly put back in place.There's a little less headroom than would be ideal, but there's room enough for two tallish adults in the front and their bags in the little back seats. Four smaller occupants could make do for a short trip, but the back pews aren't treated to acres of space.Ferrari has around 200 orders for the car and that will probably translate to an 18-month turnaround if you're planning to win the Oz Lotto jackpot - if your numbers come up it would be well worth the wait.SnapshotFerrari California Price: from $472,000.Engine: 4.3-litre 32-valve V8.Transmission: seven-speed double-clutch automated manual, rear-wheel drive.Power: 338kW @ 7750rpm.Torque: 485Nm @ 5000rpm.Performance: 0-100km/h under 4 seconds, 0-400 m 12.2 seconds, 0-1000 m 22.1 seconds, Top speed 310km/h (governed).Fuel consumption: 13.1litres/100km, tank 78litres.Emissions: 305g/km.Suspension: double wishbones (front); independent multi-link (rear); optional magnetorheological damping suspension system.Brakes: four-wheel ventilated and cross-drilled carbon-ceramic discs, with anti-lock and stability control systems.Dimensions: length 4563mm, width 1902mm, height 1308mm, wheelbase 2670mm, track fr/rr 1630/1605mm, cargo volume 340/240litres, weight 1735kg.Wheels: 19in alloys (optional 20in).In its class:Mercedes-Benz SL600, from $404,413.Aston Martin DBS Volante, $527,100.Lamborghini Gallardo, from $515,000.Porsche 911 Turbo Cabriolet, from $386,800.

It might not look it from the outside, but Jaguar has been quietly honing its XF sedan into a formidable fighting machine to go into battle against the German trio of Audi, Mercedes-Benz, BMW and Lexus.Buyers now have a choice of two all-new direct-injection Gen III 5.0-litre V8s, but the big news is the new twin-turbo V6 turbo-diesel and the arrival of a high performance supercharged XFR.The revised models are expected to continue the modest resurgence for the brand locally since the XF arrived here late last year. The average age of the XF buyer, 44, is also helping drag down the traditional Jaguar buyer profile, which has fallen from 55 to 49 across the brand since the XF was launched.More than 500 have been sold and the car has single-handedly underpinned Jaguars local sales.With the exception of the 3.0-litre petrol V6, the three other XF models have received significant makeovers in the engine and performance departments.The new 5.0-litre supercharged V8 XFR replaces the previous range-topper, the supercharged 4.2-litre V8.The 3.0-litre petrol V6 remains the entry car, but the big news is the new performance 3.0-litre twin-turbodiesel V6, which will go up against the turbo-diesels from Audi, BMW and Mercedes-Benz.This engine replaces the previous 2.7-litre engine but has significantly more power and torque, delivering 202kW at 4000 revs and 600Nm from 2000 revs.It is 33 per cent more powerful than the smaller 2.7-litre engine but also 10 per cent more economical with a combined fuel economy figure of 6.8L/100km.Importantly too, the engine emits 179g/km CO2 emissions, which is 10 per cent more than the 2.7-litre engine.Jaguar has managed to extract the power and torque gains out of the diesel through the parallel sequential twin-turbos, which keep performance at both low and high revs. The aim is to eliminate any turbo-lag at any speed.ExteriorThe biggest improvements are reserved for the XFR, which gets a tricked-up exterior package to suit the extra power.Visually, there are revised bumpers, lower front air intakes, discrete body kit, bonnet louvres and grilles, quad exhausts and a small bootlid spoiler.The other XFs get a choice of new alloys and some cosmetic interior updates.All models also get a stiffer rear sub-frame, stronger differentials, upgraded brakes, improved navigation system, acoustic laminated windscreen and an upgraded ZF six-speed automatic.PricingThe entry V6 petrol is now $109,450, a modest price jump over the previous model but diesel pricing has risen to $116,250, up almost $8000. The naturally-aspirated V8 is $147,900 and $208,450 for the XFR.Platform and equipmentThe XF basics really needed little massaging. The platform of this car is proven and typically Jaguar. There's an all-encompassing ride quality that befits the brand, while the quality and equipment of the XF has helped lift Jaguars reputation to levels unseen in recent past years.There is the expected safety suite of six airbags, anti-skid brakes, traction control, dynamic stability control and immensely strong body. This is supplemented by cruise control, LED rear tail-lights, leather trim, rain-sensing wipers, rear parking sensors, automatic climate control and 7-inch colour touch-screen.The Portfolio pack is really the only option. Its about $22,000 on the diesel and about $11,000 on the naturally-aspirated V8.Spend the extra and you get a sort of poor-man's XFR. There are 20-inch wheels, up-spec leather interior with electric heated and cooled seats, suede-like cloth headlining, television, voice control, tyre pressure monitoring and premium sound system.DrivetrainMuch of the XF makeover has been reserved for the powertrains.All are mated to six-speed sequential automatics with the V6 petrol remaining the entry car, developing 175kW at 6800 revs and 293Nm at 4100 revs.Both the 3.0-litre turbo-diesel V6 and the 5.0-litre V8s are new. The 3.0-litre diesel is a development of the trusty PSA-developed 2.7-litre turbo-diesel but light-years ahead in refinement and performance. The engine will also appear in various Land Rover models, including the new Range Rover.The 3.0-litre diesel S develops 202kW at 4000 revs and 600Nm from 2000 revs, just 25Nm shy of the supercharged 5.0-litre V8.The V8s are almost all new, just two carryover parts remain from the 4.2-litre: a cylinder head bolt and supercharger tappet. The XF's chief program engineer, Kevin Stride, says the engines were solely Jaguar-designed and developed and have nothing in common with the latest V8s coming out of Ford in the United States.Both V8s employ direct injection, with the naturally aspirated version delivering 283kW at 6500 revs and 515Nm at 3500 revs while the supercharged engine ups the ante with 375kW at 6000 revs and 625Nm from 2500 revs.The naturally-aspirated V8 delivers 11.1 litres/100km with a CO2 figure of 264g/km, while the supercharged engine delivers 12.5 litres/100km and 292g/km.Zero to 100km/h in the naturally aspirated V8 is dispatched in 5.7 seconds, while the XKR does the same sprint in 4.9 seconds. The big surprise is the turbo-diesel, which is no slow coach. It hits 100km/h in a respectable 6.4 seconds.In keeping with the XFR's extra grunt, Jaguar has specified a new active differential control system and adaptive dynamics (another phrase for a computer control suspension) as well as a faster steering ratio and larger brakes.The active differential is essentially a sophisticated electronic limited slip differential. When not needed, the system is switched off. So unlike a mechanical system, there is no risk of undesirable understeer at low speeds. Another refinement of the Jag active diff is that creates no noise, vibration or harshness problems at low speeds.The adaptive suspension system monitors and adjusts damping to suit the road conditions in a similar manner to the CATS systems seen on previous Jaguars.The new system is configured to rapidly assess body motion and steering wheel input to modulate the damping forces and reduce roll and pitch.DrivingIN today's modern turbo-diesel cars, we're seeing the type of torque numbers that were once the preserve of high-performance V8 petrol engines.The XF's new twin-turbo 3.0-litre V6 is one of them. With 600Nm it is just 25Nm shy of the supercharged petrol V8, yet delivers its peak torque lower in the rev range. According to Jaguar the primary turbo has 61 per cent more torque at 1500 revs than the 2.7 while the secondary turbo has 32 per cent more power at 4000 revs.What does this mean for drivers? Well, don't dismiss the S badge on the XFs boot.It will launch itself from standstill with not so much as a hefty shove like the XKR, but more of a very firm seat-of-the-pants push that delivers loads of torque way beyond the point where most diesels are gasping for breath.The diesel shows the right stuff at overtaking speeds. How does 3.2 seconds to accelerate from 80km/h to 112km/h sound?Its a refreshingly petrol-like V6 too. Crank the ignition and we had to open the door to establish whether it was, in fact, a diesel. There is little rattle at idle and most people would not even know it was a diesel, except if they looked at the fuel economy (8.3 litres/100km in spirited driving) or the rev counter.And if the diesel is not your cup of tea, then there's the supercharged 5.0-litre V8 in the XFR.What can we say, except that this engine is truly a delight. Pedal reasonably quickly and it returned 12.9 litres/100km, within a whisker of Jaguar's own figures.What is amazing is the effortless delivery of power, the crisp, linear steering and surprisingly compliant, yet firm ride. Even with the 20-inch wheels and alloys, the XFR rides incredibly well. It's a sort of luxury sports ride if you like.Look out AMG and M, there's a new kid from Jaguar to tickle your performance figures.Engines: 3.0-litre petrol V6, 3.0-litre twin-turbo diesel S, 5.0-litre Gen III V8 and 5.0-litre Gen III supercharged V8.Power: 175kW at 6800 revs (V6 petrol), 202kW at 4000 revs (V6 S diesel), 283kW at 6500 revs (5.0-litre V8), 375kW at 6000 revs (5.0-litre supercharged V8)Torque: 293Nm at 4100 revs (V6 petrol), 600Nm from 2000 revs (V6 S diesel), 515Nm at 3500 revs (5.0-litre V8), 625Nm from 2500 revs (5.0-litre supercharged V8)

Australians are gorging on a feast of quality SUVs. The all-wheel drive wagon menu has never been tastier, more varied, or more satisfying.This week's test is the Volvo XC60, officially Australia's safest new car, but I cannot assess the Swedish SUV without thinking about all the newcomers from the Nissan Murano and Audi Q7 to the latest Lexus RX, as well as benchmark cars including the Volkswagen Tiguan, Renault Koleos, Mazda CX-7 and even the Toyota RAV4. It's a lot to consider and a lot more to digest.So, to get to the bottom at the top, the XC60 is one of the very best. It's not as flashy as the Murano, or as sporty as the CX-7, and it cannot really go off-road or beat the Tiguan for value. But nothing in the SUV lineup can top the class in every subject, so the Volvo translates solid scores in every single area into a class- leading result. And, as you expect, it has Volvo safety.The XC60 arrives after several earlier XC efforts, including the giant 90, as one of the very latest arrivals in the SUV pack. It edged out its closest competitor today, the German Q5, but not by much.Arriving late means Volvo has had a lot of time to do its work on the 60 and the result is a vehicle built up from a super-sturdy basic body and then tweaked with everything from luxury leather and classy sound to a couple of impressive engines and all the safety stuff _ including a City Safety system designed to prevent low-speed city smacks with a driver warning and then automatic braking intervention.Drivetrains and pricing The range opens with a turbodiesel XC60 from $57,950, like so many diesel-driven Euro brands these days, and works up to the 3-litre T6 with a petrol inline six. But there is a lot more stuff that can be added to fluff the pillows and pad the bottom line.The XC60 has the potential to become Volvo's best seller in Australia, although the numbers are taking a little while to build to their maximum. Only 116 were delivered in May, against 154 for the XC90 and 140 for the Q5, but supplies are tight around the world and it's going to take a while to fill the pipeline.To put the XC60 into perspective, it's a mid-sized SUV _ think Holden Captiva or Hyundai Santa Fe _ but with a big-car fell and a specification which puts it solidly into the luxury SUV category which includes everything from the Lexus and Range Rover to Benz ML and the Porsche Cayenne.The difference is that it is priced sensibly with a sub-$60,000 start and even the basic turbodiesel has all the suspension, transmission and safety stuff you really need.I preferred the diesel to the petrol six during a testing preview drive from Canberra over the Alps to Albury, and it would still be the car I would try first. But diesel prices move around a lot, plenty of young families are not convinced on the green credentials and the grotty pumps which often spoil refuelling, and you need to be running better than 30,000km a year to cash the real benefits.Volvo Australia knows it has a winner, and a value hero, so cannot wait to get fully into stride with the XC60."I don't think there has ever been a more accomplished crossover. It offers stunning style, outstanding functionality and brilliant on-road performance - and sets a new safety benchmark not just in its segment, but for the overall new-car market," claims company chief, Alan Desselss.DrivingThe compact Volvo feels solid, secure and safe.There is just enough trendiness to tick the box, without going over top with fripperies, although the Carsguide test team is split on the Scandinavian wood strip through the centre console. I think it breaks up the all-black cabin of the T6 test car, but Ali says it is contrived and Warren is too trendy for wood in an SUV.The XC60 returned after an earlier run, but this time it was following the Audi Q5. First impressions count, and the biggest was the price difference in favour of the Swedish model.But the basic T6 also felt a little drab, and that's probably not the right word, after the luxury look and feel of the Nissan Murano and a Q5 with plenty of optional extras. I have driven a fully loaded XC and it also does the job, but it slips just a little on initial impact when you have the basic model.But turn the key - or, actually, press the key into the dash to start - and the XC60 does the job, and does it easily and well.It has more than enough cabin space for five people, it rides firmly with good grip and excellent brakes, it is easy to park - helped by radar - and the dash is simple and clear.The six-cylinder petrol engine has more than enough torque and power for any job and it copes easily with a little gravel road action. It's not an off-roader, but neither are any of its real rivals.It's a city and suburban family car and it does the job well. The boot is big and easy to load, it will cruise happily at 100km/h while doing 9L/100km, and the finish is impressive.I also love the HID headlamps, am less convinced by the absence of a Bluetooth phone connection, enjoy the punchy sound and am won by the safety stuff.I know the XC60 will be great in a crash, but it's things like City Safety - which is a real driver bonus - and the built-in back seat booster cushions which show how deep and rich the safety vein runs at Volvo.But, better than that, the XC60 is a car which you would never have to justify. Friends might question anyone who buys a safety-first Volvo, but there is far, far more to like in this one and safety is really just the icing on the cake.INSIDE VIEW MODEL: Volvo XC60 T6PRICE: $64,950 as testedFUEL CONSUMPTION: Average on test 10.4L/100km WEIGHT kg SPARE TYRE¬?SCORE: 80/100Rivals:Audi Q5 (from $59,900): 80/100BMW X3 (from $61,830): 74/100Jeep Grand Cherokee (from $66,690): 77/100Nissan Murano: (from $45,990): 80/100

Boxster is the purest sportscar in the Porsche range.

No matter what Porsche would like to think, the new Cayman is becoming a serious threat to the 911. While the 911 will always be the icon, the Cayman simply offers too much bang for the buck to be ignored.It looks hot, handles well and has more than enough sting to satisfy most of us.With new engines and suspension set-up, cosmetic improvements, better economy and the option of Porsche’s twin-clutch transmission, there’s little to dislike about the car.Drivetrains The base model Cayman we tested gets a 195kW/300Nm 2.9-litre boxer engine (up 200cc and 15kW). Mated to the six-speed manual, this gives a 0-100 speed of 5.8 seconds, which is shaved by 0.1 if you option the PDK box that was on the test car – the downside being 2km/h also being shaved off the manual’s top speed of 265km/h due to weight gain. But while the manual uses 9.2L of fuel per 100km, the new transmission manages 8.9 – an improvement of 11 per cent on the outgoing model with its sequential Tiptronic.Step up to the Cayman S and you get a direct fuel-injected 3.4-litre unit that develops 235kW (up 18kW). The six-speed manual gives you a 0-100 speed of 5.2 seconds, but getting the PDK here gets you down to 5.1 – and with the optional Sports Chrono Pack drops down to a blistering 4.9 — but again cuts 2km/h off the manual’s top speed of 277km/h. And again the PDK offers fuel savings on the previous Cayman S, using 16 per cent less at 9.2L/100km, while the base model comes in at 9.6L/100km.Appearance and equipment There has been little change to the body styling of the Cayman, but it has been freshened at nose and tail with light clusters featuring twin tube halogens at the front and LED strips at the back that accentuate the swelling curves of the haunches, a new wind deflector plate and foglights. To dress up further, there’s an optional lighting pack with bi-xenon lamps and LED daytime running lights.The interior gets some facelifted touches, the main one being a revised centre control stack with larger screen for nav, info and entertainment. And ventilation has been added to the heating for the perforated-leather covered seats. And you could almost claim it’s practical too, with a 410-litre luggage capacity, although there’s little in the way of cabin storage to augment that for smaller items, and the cupholders that spring out of the dash are a nightmare.UnderpinningsThe base Cayman has new 17” wheels — 12mm wider than the previous version – and the larger 318mm front and 299mm rear brakes of the S variant, plus the chance to option its 18” wheels. The S itself can upgrade to 19” and also option an awesome 350mm ceramic brake package.Meanwhile, new mapping has given the steering a sharper response, while the suspension has been adjusted to account for the engines’ extra power.Porsche’s electronically controlled Active Suspension management is available for both models, lowering the body by 10mm over the standard suspension. It has been enhanced with brake assistance that includes a pre-loading function that comes into play if you lift off the accelerator quickly – even before your foot touches the brake pedal.The Sports Chrono Package adds a Sport Plus function that further sharpens steering, quickens gearchanges and throttle response and hardens the suspension. And if you’ve got the PDK box, the Chrono addition tosses in a Launch Start function as well as a handy auto kick-down if you stab the accelerator.Driving Helm the Cayman in city traffic and you’ll need to treat the throttle gingerly. This is a car with a top speed of over 200km/h and you’ll feel that it wants to do exactly that. Once you’ve realised that only gentle pressure is needed, the Cayman is remarkably well-mannered and easy to drive.There is plenty of torque at low revs, and the PDK gearbox is so slick that you’ll barely notice as it changes. A small indicator next to the tachometer shows which gear the car has chosen but it never gets it wrong, and you quickly learn that around town you are best served by leaving it to do its own thing.On a country road away and away from traffic, this car comes into its own. With a clear path ahead the Cayman can be driven a little more exuberantly and it becomes enormous fun. The 2.9-litre engine just wants to keep revving and the steering is positive and direct.Whether you leave the gearbox in auto mode, or change gear yourself using either the stick or the paddles on the steering wheel, the car responds to the throttle, and feels tight and firm on the road. If you push it, you’re rewarded with a healthy snarl from the exhaust, and a tacho that might be doing duty as a wiper. Driving a car like this won’t make you a better driver, but it will certainly make you feel like one.If you had to pick something to mark down with this car, it is the amount of wind and road noise that makes its way to the cabin, especially over the rougher surfaces of secondary roads outside the city. Conversation at highway speed is difficult, and on a long journey the noise would become wearing.There’s a surprising amount of room for luggage, given that this is a true two-seater. The front trunk is large enough for a weekend away, and this is augmented by the amount of space under the liftback, including a cargo-netted parcel shelf.Overall, this is a fantastic package that makes you wonder whether spending the extra for a 911 is overkill.SnapshotPorsche Cayman Price: from $122,200 (plus dealer and statutory charges), as tested $134,190 (plus dealer and statutory charges)Engine: 195kW/300Nm 2.9-litre boxerTransmissions: six-speed manual, seven-speed twin-clutch automaticPerformance: 0-100km/h 5.8secs man, 5.7secs auto; top speed 265km/h man, 263km/h autoEconomy: 9.2L/100km man, 8.9L/100km auto

The surge in popularity of the so-called Sports Utility Vehicle, SUV, meant that every carmaker was eventually going to get involved in what has been the fastest growing market segment in the last decade or more. It’s been the sales phenomenon of the new century and looks like there’s no slowing the momentum.Four-wheel drive wagons have long been popular for rough tough going out back o’ beyond, but with the development of electronics has come the ability to refine them for city use. It’s allowed carmakers to build vehicles that have a degree of off-road credibility, while giving them the power to refine them to a level of a town car. With this ability it was only time before the likes of BMW and ’Benz got in on the act and built benchmark cars like the X5 and ML.The X5 was one of the first of the new breed luxury SUVs and was received with rave reviews, even by those who doubted you could build a big heavy car with such road manners as the X5 had.MODEL WATCH The SUV has been an attempt to blend bush ability with town manners; it’s the taming of the old bush basher and giving it the refinement to cope with town traffic. Carmakers like to toss around terms such as car-like when they’re talking up their SUVs, but it’s something that’s hard to achieve when in reality you’re talking about a vehicle weighing all of two tones and some.BMW got pretty close with the X5, not surprisingly given the sporting nature of the brand. There’s no escaping the body roll and sway that came with the territory, but the six-cylinder model set a standard with a balance and responsiveness belying its mass and physical dimensions. The V8s tended to be a little front heavy, which dulled the response somewhat.The X5 began life here as a 4.4-litre V8 in 2000. It had double overhead camshafts, 32-valves and put out 210 kW and 440 Nm. It was joined a few months later by a 3.0-litre double overhead camshaft six-cylinder engine that produced 170 kW and 300 Nm. Finally, in 2002 a 4.6-litre V8 that delivered 255 kW and 480 Nm was added to the engine choices. All of that was directed through a five-speed automatic transmission to all four wheels as required.Modern electronics gave designers the capability of controlling each wheel individually, so systems like traction control and ABS could be used to brake individual wheels as needed and direct traction to other wheels that weren’t spinning or losing traction.The X5 handled slippery roads with ease, and stood up beyond the black top as long as the going isn’t too tough. Like you would expect the X5 was fully equipped with every that opened and shut in a car so you wouldn’t be left wanting for anything.IN THE SHOP Even BMWs break down on occasion so don’t buy an X5 thinking you’ve got something that’s absolutely bulletproof. That said they’re pretty good with few flaws that regularly strike them down. If you need to do some repairs, be prepared for a sizable bill for parts, as they are very expensive.It’s best to find a BMW specialist to keep your X5 running smoothly. They might not have a glossy showroom, but they will be able to source parts that are more affordable than the factory parts, and will often be able to repair components instead of simply replacing them, as dealers are wont to do as a matter of course. A BMW catalytic converter, for example, can cost more than $2500 if you have to replace it, but most specialists can source converters for as little as $400.IN A CRASH Mass will always win out when it comes to the crunch and the X5 is well endowed in that area, but it handles, steers and stops well so it has pretty good dynamic safety. It also has all of the safety items you would expect of an expensive car as the X5 surely is. Look for an array of airbags on all sides to intervene in a crunch.AT THE PUMP Pushing a vehicle weighing around two tonnes around town isn’t going to be cheap so don’t expect miracles from the X5. The 3.0-litre six should return 11-13 L/100 km, the V8s one or two more if you can keep your right foot under control.LOOK FOR • BMW badge cred.• Good looks• Regular visits to the pump• Good performance for size• Luxury at all turnsTHE BOTTOM LINE If your budget allows the X5 sets the standard for luxury SUVsRATING 78/100

Few and far between they may be but the sheer joy and, sometimes, childlike delight they elicit make so much of the rest of it worthwhile.The great thing is that they need not be earth-shattering — nor even particularly practical — they are just memorable for being what they are.The first experience of Saab's delightful dancing cup holder that, when freed from the dash, pirouetted and opened with all the grace of a prima ballerina is just one example.A more recent — and practical — example is the joystick control centre in the new.Tagged the Remote Touch system, the control toggle for what were previously touch screen functions is intuitive, elegant and a no-brainer for anyone who has ever used a mouse.It uses the principle of physical feedback through the toggle to alert the user when the cursor has moved over an active command area of the screen.The strength of the clunky feel and audible click — a combination known as Haptic feedback and used by gamers, mobile phone manufacturers and surgeons operating by remote — can be adjusted for sensitivity.So ergonomic and just plain touchy-feely is the toggle and mouse button arrangement that it is hard not to play with it just for the fun of it.There are lots of other nice things about the upgraded RX350 — standard satellite navigation, reversing camera, side view camera (mounted in the passenger side door mirror), adaptive headlights, a heads-up display for speed and navigation controls — but the headline act is the toggle and mouse show.Improvements to the RX350's 3.5-litre V6 have lifted its output to 204kW and 346Nm, with the engine now coupled to a sequential-shift six-speed transmission replacing the five-speed shifter from the previous model.Those engine tweaks and the extra ratio, according to Lexus, are more than enough to offset extra weight from extra equipment, giving the RX350 an official fuel economy rating of 10.8L/100km, down from 11.2L/100km.Unfortunately we didn't see anything like that during the test run with an average north of 12.5L/100km closer to the mark, although that was predominantly in city traffic.AWD for the RX350 is a full-time active torque control system with drive to the front wheels until wheel slip is detected then torque is delivered to the appropriate corners.While the car is almost exclusively going to spend its life ferrying the well-heeled around town, the clever torque-shift system is certainly capable of some light off-road work and adds a layer of control on wet tarmac surfaces.That is on top of a safety package that includes a fully integrated stability control system (vehicle dynamic integrated management), pre-collision system — which tightens the seat belts and adds urgency to the brakes when a bank of sensors determine a crash is imminent — and 10 airbags.Trim levels are what we have come to expect from Lexus. There are swaths of nice leather, some shiny plastic wood bits and a generally refined and whisper-quiet environment in which to move from point A to point B.The lightly bolstered seats are comfortable, both heated and cooled and have 10-way electronic adjustment with memory function.Front passenger space feels generous but that impression slips when you move to the rear seats. The main offender is head room, where the price is paid for the styling of the roofline which makes the car look less boxy than some key rivals. There is reasonable space in the boot with no pretence to a third row of seats Dynamically the RX350 can hold its own with most of its SUV competitors.The ride is comfortable without being plush and stable enough to handle some enthusiastic driving.While the suspension keeps the RX350 from being roly-poly the steering is a little too ‘playstation’ and rather devoid of feedback.The engine delivers good power and urge without hunting up and down the ratios, making for a fairly relaxed drive experience.The Bottom line: If you must have an SUV you may as well have one with a really cool feature.