Luxury Reviews

BMW’s 5-Series is universally admired by owners and rival carmakers alike. So much do its rivals admire it that they have regularly used it as a yardstick when developing cars of their own.Holden used the then current 5-Series as the main benchmark when it was developing the VB Commodore in the 1970s, and again when it did the VE a couple of years back, and Ford has also used it in developing its recent Falcon models.Remarkably, given so many companies have used it as a benchmark for their own new cars the BMW has managed to keep its allure. It seems that it remains tantalisingly out of reach.MODEL WATCH The E39 5-Series followed one of the best, and most successful models BMW has ever produced, the E34, in 1996. Previous 5-Series BMWs were highly regarded, as can be seen by then Holden chassis guru Peter Hanenberger’s choice of the 5-Series as a benchmark for the VB Commodore in the mid-1970s, but the E34 cemented its place at the head of the pack.It had a unique blend of chassis agility and six-cylinder sweetness in a fully equipped package able to accommodate five in refined comfort that no other carmaker could match. Even its great rival Mercedes-Benz couldn’t match it for dynamics.The E34 really brought BMW to the attention of the Australian motoring public. Here was a good-sized car they could afford, at a pinch, if they were doing well. It’s now 20 years old, but it’s still popular with buyers of used cars.So the E39 had lots to live up to when it was launched in 1996. Unlike the models that followed it the E39 was a mild evolution of the E34, which was wonderfully elegant with clean lines and perfect proportions. The E39 was sleeker and smoother, but it retained the elegance that keeps the E34 looking fresh even today. There were new headlights and a new grille at the front, a smoother roofline and a stubby tail reminiscent of the smaller 3-Series. It was a car that looked good from all angles, a modern classic and a worthy successor to the great E34.The six-cylinder is BMW’s signature engine and the E39 had a number of choices of engine size. All had the silky smoothness, purposeful response, and seductive snarl that were so characteristic of BMW sixes down through the ages, but in the E39 they also delivered more power and torque for an enhanced driving experience.They started with the 2.5-litre double overhead camshaft engine with 125 kW and 245 Nm, but for more grunt there was the 2.8-litre engine that boasted 142 kW and 280 Nm. They were followed by the sportier V8 models, which packed the considerable punch of a 180 kW 3.5-litre double overhead camshaft bent eight and its bigger 240 kW 4.4-litre brother. All were linked to a five-speed auto transmission, but it had the option of the Steptronic sequential shift that aped a manual change.The agility of the BMW classic has always been one of its most admired attributes and the E39 could claim even better dynamics, partly because of its much stiffer body shell that gave it a very stable foundation. Independent suspension front and back with a sporty tune, precise and responsive power steering, and the power of ABS-supported disc brakes on all corners combine to deliver a dynamic driving package. All models were well equipped with all the fruit you could wish for in a prestige luxury car.IN THE SHOP The attraction of a used 5-Series is strong for those who couldn’t or wouldn’t afford one new, but they need to be approached with both eyes open and a questioning mind. As with any used car buy the best you can afford within your budget and leave enough left over to service it.Servicing BMWs can be expensive if you stick with the dealers. They generally give good service, but you pay top dollar for it, so link up with a specialist service mechanic with a good knowledge of BMWs and you will save heaps. Little goes wrong with BMWs on a regular basis, but brake wear is a consistent complaint with owners facing a hefty bill for replacement rotors and pads.Look for oil leaks around the engine. A rough idle could indicate a lack of servicing and extended oil change periods. BMWs also require the factory replacement parts, like shocks, exhaust etc. to give their best, but that’s not to say non-genuine parts will completely ruin the driving experience. A BMW specialist should know which non-genuine parts can be safely used and those to steer clear of.IN A CRASH The 5-Series has an array of airbags to protect the occupants in the event its chassis and braking prowess aren’t enough to avoid a crash. Front and side airbags were standard across the range.AT THE PUMP Expect to get around 11.0 L/100 km on average from a six and 13.0 L/100 km from a V8.OWNERS SAY Ed Malek’s 2000 523i had done 79,000 km when he bought it. It was clean and tidy, performed well and passed a mechanical and safety check. He hesitated for a while before buying it, but each time he hopped back into his 2005 Magna, he was convinced he should. He was impressed with its handling, low level of road and wind noise, comfort, and safety with eight airbags. The 2.5-litre six lacks a little grunt from take-off, but on the open highway it powers along admirably. Around town he gets 10.7 L/100 km. A few rattles have developed, which he believes could be the window regulators, and the CD changer is malfunctioning.LOOK FOR • BMW badge cred.• Timeless elegant looks• Great chassis dynamics• Sweet six under the bonnet• Roomy interior• Costly parts and serviceTHE BOTTOM LINE Great looking and performing sporting saloon that rewards the driver.RATING 80/100

You don’t have to have a long memory to recall the time when bigger was considered better and you bought a bigger car when you wanted a more prestigious drive. Thankfully our market is much more sophisticated today and prestige also now comes in smaller packages, like the Audi A3.Small cars once spelt poverty, they were cars you gave your wife to drive or if you drove one yourself it was because you couldn’t afford anything bigger. The normal family car was a Commodore or Falcon and you stepped up to the prestige of a Statesman or Fairlane when you’d made it.Now, largely since the influx of European makes over the last 20 years or so, prestige is no longer measured in metres of metal. It’s also true that the European makes have downsized as they’ve attempted to make their cars more affordable, and therefore more available to more people. You no longer have to be well heeled to get behind a three-pointed star or blue-and-white spinner.The big European makes, BMW and Mercedes-Benz now have smaller models, and other makes like VW and Audi have become more serious players in the local prestige market.MODEL WATCH The A3 brought new choice in prestige small cars when it arrived here in 1997. BMW’s 3-Series Compact was already on the market, setting a trend in delivering European prestige to those who would normally be able to afford it, and the A3 added another choice. At first there was only a three-door hatch on offer, but a five-door hatch replaced that in 1999, which added to the appeal of the small Audi.Audi offered a choice of three engines in the front-wheel drive A3 hatch. The entry engine was a 1.6-litre 12-valve single overhead camshaft fuel-injected four-cylinder unit that put out 74 kW at 5600 revs and 145 Nm at 3800 revs for brisk performance.There was also a fuel-injected 16-valve double overhead camshaft 1.8-litre engine that boasted 92 kW at 6000 revs and 173 Nm at 4100 revs and boosted performance nicely to be the pick of the bunch. For the most zip Audi also offered a turbocharged 1.8-litre engine that pumped out 110 kW at 5700 revs and 210 Nm at 4600 revs.A3 buyers also had the choice of a four-speed auto transmission or a sporty five-speed manual. All of that rode on a nimble front-wheel drive chassis with power steering, four-wheel anti-skid ABS disc brakes and alloy wheels.As would be expected given its prestige tag the A3 came with plenty of fruit, including central locking, immobilisers, power windows, tinted glass and four-speaker sound. After the 1999 update to the five-door hatch it also came with air-conditioning, CD player, power windows, remote central locking, leather steering wheel and a tilt adjustable column. Atop the range the turbo had sports suspension, sports seats, steering wheel and shift knob, along with exclusive cloth trim.IN THE SHOP While Audi quality has improved markedly in recent years there was a time when it wasn’t up to the standard set by BMW and ’Benz, so inspect early A3s carefully. Look for collision damage on the body, particularly for doors or hatches that down open or close properly. Paint overspray and mismatching colours can also be a give-away of crash repairs.Audi engines are known to consume oil, which isn’t a problem if owners dip their engines regularly. Many owners who bought Audis simply didn’t bother to check the oil between services and only discovered their engines thirst for oil when they developed the death rattles. Lift the dipstick and check the oil level, and take a look inside the oil filler cap for sludge, the presence of which would suggest poor servicing. It’s important to have a service record, some owners might have been able to afford to buy prestige, but might not have been able to afford the upkeep that goes along with it.IN A CRASH Early A3s came with dual front airbags; later ones also had side airbags fro front seat occupants providing decent secondary crash protection. Anti-skid ABS brakes and decent handling gave drivers a chance of avoiding a crash.OWNERS SAY Paul Skaraiev was looking to downsize from his Holden Berlina V8 when he bought his 2000 Audi A3 Turbo in 2001, but he still wanted a prestige model. The A3 had done 56,000 km when he bought it and it has now done 105,000 km without any significant problem. He says he’s rapt in its looks, loves its performance, reckons the 7.9 L/100 km fuel consumption is great and is happy with its reliability, but he isn’t so enamoured with the cost of servicing and parts.LOOK FOR • oil consumption• service record a must• check for damage to body• spirited performance from 1.8 and 1.8 turbo• agile and responsive handling• European prestigeTHE BOTTOM LINE Good handling and performing small prestige hatch with the 1.8-litre the best choice.RATING 70/100

Having a supercharged V8 engine under the control of your right foot is a blast at any time.

The third-generation RX (and second-generation hybrid SUV) will be launched in Australia in June.The RX 450h features a 10 per cent increase in engine power, a 28 per cent reduction in combined cycle fuel consumption, a 30 per cent improvement in cold weather fuel efficiency and a 23 per cent reduction in CO2 emissions.RX 450h's new 2GR-FXE petrol engine employs the Atkinson, or high-expansion, cycle for improved efficiency. It has a higher compression ratio than a conventional Otto Cycle engine and keeps the exhaust valves closed until the end of the expansion stroke for maximum combustion effect.The expansion stroke is extended, converting more of the combustion energy into torque on the crankshaft.Lexus has combined the Atkinson Cycle with direct ignition, Quad-Cam Multi-valves and dual Variable Valve Timing with intelligence (VVT-i) to optimise efficiency.Fuel economy and emissions are further improved by cooled exhaust gas recirculation, exhaust heat recovery, reduced hybrid transmission friction losses and a new power control unit.The V6 is combined with two electric motors to produce a total power output of 220kW and push the vehicle to 100km/h in 7.8 seconds.Fuel consumption is 6.3 litres per 100km, while CO2 emissions are down from 192g/km to 148g/km, which is less than a Toyota Corolla (175g/km).Lexus Australia chief executive John Roca said demand for Lexus hybrids had risen steadily since the introduction of the RX 400h SUV in 2006."The proportion of total Lexus sales captured by hybrid is now 12 per cent," he said."Lexus expects hybrid sales, as a proportion of total sales, to continue to grow steadily as we launch new product, the first of which is the new RX 450h in July."Total RX sales are down 14 per cent to 880 so far this year, which is better than most in the luxury SUV category which is down 24.3 per cent.The new RX 450h is bigger all round at 15mm longer, 40mm wider, 10mm higher and 25mm longer in the wheelbase while retaining its 5.7m turning circle.It rides on new double wishbone rear suspension replacing the struts used in the RX 400h.Allied to the increase in wheelbase length and track width, this is claimed to reduce body roll and pitch by up to 40 per cent.The front suspension has also been extensively re-engineered, with new shock absorbers, optimised springs, anti-roll bar and component geometry. Electronically Controlled Air Suspension gives the driver a choice of four vehicle height settings over a 60mm range and automatically lowers when travelling at speed to optimise aerodynamic performance, stability and fuel economy.Inside, there is a new remote touch control navigation system which operates like a computer mouse. It operates the vehicle's audio, navigation, ventilation, phone and set-up systems. The new RX also features head-up display which screens key driving data in the driver's line of sight at the base of the windscreen.The information presented includes vehicle speed, turn-by-turn navigation instructions, audio information and Adaptive Cruise Control and Pre-Crash Safety system status. The navigation system has a 40Gb HDD capacity.

These are expected to help it to cement an opening success for the model.The Q5 has topped compact SUV sales (against notable rivals like the BMW X3 and Volvo XC60) in the two months since it arrived, with 150 per month driving out of showrooms, and “it will not take long before it is the leader in the segment,” says the Australian managing director Joerg Hofmann.DrivetrainsThe new arrivals are a smaller and more economical turbodiesel and a larger petrol unit.Slipping in under the current 176kW/500Nm 3.0-litre turbodiesel, the 2.0-litre version develops substantially less output, with 25kW at 4200rpm and 350Nm between 1750-2500rpmbut makes up for that with an equally substantial improvement in fuel economy – 6.8L/100km claimed on a combined cycle compared to 7.5L/100 for the larger unit. However it takes 9.9 seconds to get to 100km/h, where the bigger oilburner (whose torque comes in a little lower at 1500rpm) manages it in a very respectable 6.5.Those concerned about bowser binge should pass over the new 3.2-litre V6 petrol, which asks a 9.3L/100km toll for its 199kW at 6500rpm and 330Nm between 3000-5000rpm, where the current 2.0-litre four-cylinder uses 8.5L to produce 155kW and 350Nm. However the V6 does give slightly better performance, with it reaching 100km/h in 6.9 seconds, compared to 7.2 for the smaller unit.All engines are mated to a twin-clutch seven-speed ‘S-tronic’ sequential transmission driving all four corners with Audi’s quattro system in a 40/60 split that can send up to 65 per cent of the torque to the front and up to 85 per cent to the rear. The double plate clutch allows preselection of the gears so there is no interruption to power in changes, which Audi says take place in 0.01 sec.Pricing and sales The Q5 starts with the 2.0 TFSI petrol and 2.0 TDI turbodiesel at $59,900, then there’s a jump to the $69,900 3.2-litre V6 FSI petrol and a small hop to the 3.0 TDI at $71,900. However those are the basic prices without charges and duties, so check with your dealer for the accurate price.Audi is expecting to sell about 125 of the Q5 per month – or 1500 per year — with the four-cylinder petrol and diesel versions taking 70 per cent of the sales between them, and the 3.0-litre TDI grabbing 25 per cent of traffic with the V6 petrol appealing to just 5 per cent of buyers.Safety, fit-out and equipment There are six airbags, hill descent control among the safety list, but the highlightsis the stability program that can be switched from normal to off-road function, including a system that compensates for extra weight when it detects that the vehicle is carrying roof racks – although that compensation is automatic and adjustment is the same whether or not the racks are empty.Other standard goodies include leather seat trim, cruise control, Bluetooth, rain-sensing wipers, rear parking alerts, automatic airconditiong, a multi-function steering wheel and 17” alloy footwear.However there is a substantial list of options to splash out on: adaptive suspension, panoramic sunroof, xenon headlights, a 40GB multi-media entertainment and info system, power seat adjustment, a folding front seat to maximise space, even a heating and cooling double cupholder. But adding a couple of these will start blowing out the sticker price, and some of the features might have been expected as standard in a premium SUV.Driving There’s no doubt the direct-injected 3.2-litre V6 offers the better performance of the two new engines. It was nearly always a joy to play with, offering plenty of response as it crossed off every task on the list, with the seven-speed gearbox giving slick smooth changes from either the shifter or the F1-style steering wheel paddles, and great turn-in to encourage faster tossing around corners.The only time the combination failed to impress was launching off the line, which happened with a hesitation and lurch. This, coupled with oddly heavy steering, undermined an otherwise great report card.Car-like manners are helped by the better balance possible with the engine being placed a little further back in the chassis, and the behaviour is further tightened in the dynamic mode of the optional ‘Drive Select’ adjustable damper system. Putting the gadget into comfort mode lets a bit of wallow appear over bitumen swells. But even those who shell out the extra thousands for the system will probably end up settling for the middle automatic mode. And leaving it there.The 2.0-litre diesel, despite the help of a turbocharger, gave fairly competent performance that was at best unremarkable – and at worst had us burying our shoes in the carpet to encourage it up slopes.No surprise to find a superbly finished interior in the Q5 – it’s what you expect from Audi – but the wood accent in the V6 we tested was worth remarking on. We’re not big fans of dead tree trim, mostly because these days even the finest burl dies in vain to be lacquered to an extent that makes it indistinguishable from cheap plastic imitation. But the natural finish of the Q5’s ash inlays was a pleasure for eye and hand. Sure, it’s a minor feature, but it’s one that sums up the entire cabin finish: restrained, stylish and high quality.There’s plenty of space, and more to be had with rear seats that slide over 100mm in addition to folding 40:20:40, upping the Q5’s carrying versatility.The question becomes whether a fuel saving of 0.7L/100km is enough to drive you into the smaller diesel over the larger, and if a 0-100km/h gain of 0.3 seconds is enough to lure you into the larger petrol over the smaller one. Of the four, on paper it’s still looking like the 3.0-litre diesel, which is faster than the V6 petrol, should turn out to be the star.But despite doubt over those queries, there’s none about the question of whether or not the Q5 has the goods to challenge its rivals.Audi Q5 Price: from around $59,900 (check with your dealer for accurate final pricing)Engines: 2.0L/4-cylinder turbodiesel 125kW/350Nm; 2.0L/4-cylinder turbo petrol 155kW/350Nm; 3.0L/V6 turbodiesel 176kW/500Nm; 3.2L/V6 199kW/330Nm direct injected petrolTransmission: 7-speed S-Tronic autoPerformance: 0-100km/h: 9.9 secs (2.0 TDI); 7.2 secs (2.0 TFSI); 6.5 secs (3.0 TDI); 6.9 secs (3.2 FSI)Economy: 6.8L/100km (2.0 TDI); 8.5L/100km (2.0 TFSI); 7.5L/100km (3.0 TDI); 9.3L/100km (3.2 FSI)

In BMW terms the Z3 sports roadster was an eminently forgettable car. For a company that almost without fail builds great looking cars that go as good as they look, the Z3 missed the mark by quiet a margin. It looked bland, lacked performance and just failed to ignite the market as it should have, after all if anyone could produce a great sports car it should be BMW.Even when BMW started to crank up the Z3's performance with larger, six-cylinder engines it was still hampered by its plain-Jane looks. There were no such issues with the Z4 when it hit the market in 2003. No one could say the Z4 looks were bland, nor could they complain about its performance, the Z4 was the sports car BMW should have released when launching the Z3.MODEL WATCH The Z4 was everything the Z3 wasn't. It looked good, went hard and had the sort of road presence BMW owners expect of their brand. Where the Z3's lines were soft, its proportions plump, the Z4 had sharp lines that carved out a distinctive shape, and its proportions were tight.If the Z3 seemed tired from the get-go, the Z4 appeared poised to pounce. Viewed from any angle most people thought the Z4 looked great, but it was also challenging to some eyes and it did come in for some criticism for being a little too out-there. But six years on from its launch it hasn't lost any of its visual appeal, and even those who thought it too adventurous at first are more accepting of its shape. Fortunately when it came time to replace the Z4 BMW's engineers didn't bother with a four-banger engine like they did with the Z3.This time round they went straight to the six-cylinder and offered two versions of their silky smooth straight six. The entry engine was a 2.5-litre double overhead camshaft unit that delivered 141 kW at 6000 revs and 245 Nm at 3500 revs. When asked for its best the 2.5-litre Z4 roadster would race to 100 km/h in seven seconds, and rush on to a top speed of 235 km/h. The other option was a 3.0-litre six that boasted 170 kW at 5900 revs and 300 Nm at 3500 revs. It would race from rest to 100 km/h in less than six seconds and had a top speed of 250 km/h.If you chose the smaller engine there was a choice of a five-speed manual gearbox or a five-speed sequential shift auto 'box, but if you opted for the larger engine you got to choose from a six-speed manual and a five-speed DSG auto 'box. Once processed through the gearbox the drive was directed rearwards as it is on the best of BMWs.Independent suspension - struts at the front and multilink at the rear - powerful four-wheel disc brakes, and for the first time adjustable electric power steering, together with a very stiff body and 50:50 weight distribution ensured the chassis had great road holding and response. Overlaid on that was an awesome array of electronic aids to help keep it safely on the straight and narrow.Dynamic Drive Control altered the engine calibration to enhance the response when desired, and Dynamic Stability Control with traction control allowed some wheel slip to add to the thrill of the drive without letting things get out of hand; they were just a couple of the electronic aids the Z4 boasted.BMW only offered the Z4 as an open top roadster in those early days, but the top was a clever piece of work that could be raised or lowered quickly, and once lowered the front part of the roof formed a neat tonneau cover. The Z4 lacked little in terms of standard features. It came with climate-controlled air, leather, power seats with memory on the driver's side, trip computer, CD sound, and cruise.IN THE SHOP Most BMWs are well serviced in the first phase of their lives, which is where the Z4 is now. For the most part first owners have their cars regularly serviced by a factory dealer, and spend what money is needed to keep them running at their peak. It's when they pass on to the second owners that servicing tends to fall away a little.Servicing is important. Regular oil and filter changes are the keys to keeping the engine alive and well. If dealer servicing proves too expensive, and it can, then look for an experienced BMW service specialist to look after your car. There are plenty around and they will charge substantially less than the factory dealers with no less quality of service. They are also likely to be able to source less expensive parts when needed.IN A CRASH The Z4 came with a comprehensive safety package, including dual front airbags, side airbags, rollover protection and seat belt pretensioners. Before the impact the Z4 driver could count on its anti-lock ABS braking, dynamics stability control and traction control to escape from potentially dangerous situations.AT THE PUMP Quite obviously the fuel economy of the Z4 is largely determined by the way it is driven. Driven with a deft right foot it will return 9.5-11.0 L/100 km, but when driven with a lead foot it will go out to 11-13 L/100 km.LOOK FOR * Striking styling* Silky smooth engines* Exhilarating performance* Great road holding* Badge cred* Well-equippedTHE BOTTOM LINE Its looks can be challenging, but there's no doubting the Z4's performance or exhilarating road manners.RATING: 85/100

I have a bookshelf made by me when I temporarily became a subcontractor to Ikea. You can tell I built it because there are some flaws.The nail holes in the white plastic coating on the shelves, for example, is where I missed the instruction that indicated nails should go into the side without the pretty plastic finish.While I waited for my wife to come down from the ceiling, I figured white paint or Liquid Paper would coat the holes and no-one would notice. It didn't work and every guest notices. If they miss the holes, then my wife is sure to point them out.Life is supposed to be simple but you can see that we face frequent complications. Which is why I spent far too long looking for any flaws in Volvo's prestige saloon, the S80.Like Ikea, it comes from Sweden and is refreshingly simple. So simple that the S80 is a hassle-free joy to drive yet so simple that in many people's eyes, it doesn't instantly reflect its near-$80,000 price tag.That ignores the fact that the S80 — now in a petrol six-cylinder version to compliment the diesel and the V8 — is very well equipped and more than competitive with its BMW 5-Series, Audi A6, Mercedes C-Class and Jaguar X-Type rivals.Externally the S80 cleverly uses round-edged wedge and scalloped flank shapes to disguise its size. It is neat and, in an Ikea-ish way, so similar to the half-price S40 model as to be twins.While it may look too much like its cheaper sister, it shares none of its drivetrain components or philosophy. This is a Volvo to fang. The turbocharged, inline six-cylinder engine stretches transversely between the MacPherson strut towers and drives through a six-speed sequential auto to all wheels. That's the first indication of its potential.The 3-litre engine may sound a tad smallish but it's lively and thanks to the turbo and its intercooler, piles on the torque at low revs for sparkling acceleration. It is always relaxed and even near the top end of the tacho, you know it's breathing hard but it isn't suffering.This is a better deal than the V8. Firstly, you'd save on fuel and on the $9000 price difference. And you won't be a lot worse off in performance. Certainly the in-line six cylinder is smooth and quiet — more so than the V8 — so the ride experience meets the car's price tag.No need to slow too much for the corners, either, as the all-paw grip is prodigious in the dry and safely hangs on in wet conditions. Arguably, it'll beat its rivals hands down through the bends in the wet and probably in the dry as well. Yes, surprise, surprise, it's that good.It's not as if you feel a lot of the action inside the cabin for the bodyroll is minimal. All this is quite unexpected. Especially as the cabin is so delicately trimmed and decorated to be more like the corner of a loungeroom. I have indicated the simplicity of the interior but it's also the use of colours and materials that makes it so appealing.Some German rivals like black-on-black with dark wood as cabin decor but Volvo prefers pale pastels with satin-varnished and light-coloured timber trim and a bit of brushed metal as an accent. There is no central button to access the features, rather simple and well signposted switchgear.The car is accessed and started by a keyless system. The parkbrake is an electronic button and the audio is a simple one-touch button arrangement. There is significant sound deadening so underway if there is virtually no engine and wind noise which means you can turn down the radio volume.The seats are upholstered in soft leather and while I'd wish for more side support, are easy to get in and out. They also have heaters to produce possibly your only early morning winter smile.It really is a surprisingly good car that has the round pole into round hole simplicity we've come to expect from the land of the meatball.Just be sure to read the instructions.SnapshotPrice: $79,950Engine: 3-litre, inline 6-cyl, turbo, intercoolerPower: 210kW @ 5600rpmTorque: 400Nm @ 1500-4800rpmPerformance: 0-100km/h: 6.9 secondsEconomy (official): 12.0 litres/100km, tested): 12.2 litres/100kmEmissions: 286g/km (Corolla: 175g/km)Transmission: 6-speed automatic, sequential; all-wheel driveRating: 88/100Rivals: Audi A6 2.8Q ($92,000) — 87/100; BMW 523i ($86,530) — 85/100; Honda Legend ($79,990) — 81/100; Jaguar 3.0 Luxury AWD ($79,150) — 79/100

Let’s face it, Renault has had a tough time trying to re-establish its credentials in Australia since its return in 2001. Local buyers have not warmed to the French carmaker in big numbers despite the brand's reputation for quality, its enviable crash safety record and outstanding turbo-diesel engines.But today there is renewed enthusiasm for the brand and executives finally realise it must tackle the dominant Japanese players head-on on prices and equipment. To do this it has slashed prices and launched an expanded Laguna hatch and wagon range.Prices have come down between $1500 and $4000 depending on the model, without losing any equipment. A 2.0-litre turbocharged petrol engine now joins the model mix, complementing the competent 2.0-litre dCi turbo-diesel.Like the Koleos too, Renault has extended the warranty to three years and unlimited kilometres. It's clear the Renault France is helping the local operations adopt a more serious marketing attitude.Exterior Like many new-generation wagons, the Estate as Renault insists on calling it, looks very sporty and not at all like a tradition family wagon. Ahead of the B-pillar, the styling follows the Laguna III hatch, launched here last June. That means the front end gets the same streamlined headlights and long, sloping bonnet.On the hatch, the crease line extends along the boot, just below the rear LED lights, which give the car a distinctive rear profile at night. Diesel hatch models also get dual chrome-plated exhausts.Both the hatch and wagon share the same 2760mm wheelbase but the wagon has a bigger luggage area as befits its load-carrying design. The wagon has 501-litres of luggage space with the 60/40 split rear seats in place, increasing to 1593 litres when folded.At 4690mm long the, the hatch is 36mm wider than its predecessor, 10mm longer and 12mm taller. Although larger and more spacious the hatch 15kg lighter than the previous model.Chrome highlights on the side windows distinguish the Dynamique wagon and Privilege hatch. Depending upon the model, Laguna gets 16-inch or 18-inch alloys. Practical design features include an integrated fuel tank flap that replaces the cap, so you don't have to get your hands dirty when refueling. The wagon gets a steeply raked rear window, while the slightly elongated and curved side windows accentuate the car's sporty lines.PricingBoth the Laguna hatch and wagon are between $1500 and $4000 cheaper than previous incarnations. Hatch prices now start from $37,990 for the entry dCi hatch six-speed Expression manual, rising to $48,490 for the dCi hatch Privilege six-speed sequential automatic. This does not include on-road prices.Three new automatic-only wagons join the lineup, the Expression 2.0-litre petrol, Expression 2.0-litre dCi and luxury Dynamique 2.0-litre dCi. Wagon prices start at $41,990 for the Expression petrol, $43,990 for the Expression dCi and $46,990 for the Dynamique dCi. However, to get a final on-road price it's best to check with your local dealer.EquipmentThe Laguna has a five-star crashing rating and is well equipped. It has that polished European flare that will appeal to buyers looking for something different from the mainstream Japanese products.Both the Expression hatch and wagon get the full complement of safety gear from electronic stability control and traction control, eight airbags, automatic headlights and rain sensing wipers, front and rear foglights, cruise control with speed limiter, automatic parking brake, 16-inch alloys, leather steering wheel and gear knob, rear side sunblinds, dual-zone climate control with carbon and odour filter, heated door mirrors, cloth upholstery and a single CD player with MP3 compatibility and satellite audio controls.The Privilege is the range topper in the hatch lineup and adds a beige leather interior with electrically adjustable heated front seats, parking sensors, 18-inch alloys, chrome window surrounds, xenon directional headlights with washers, auto-folding mirrors, auto dimming rearview mirror and a premium in-dash six stack CD stereo.The Dynamique wagon ups the ante with dark-carbon leather/alcantra trim, 17-inch alloys, rear parking sensors, auto folding rearview mirrors, premium six-disc in-dash CD player and auto dimming rear-view mirror. Both the Privilege hatch and Dynamique wagon also get tyre pressure monitors.DrivetrainThe 2.0 litre dCi delivers 110kW at 4000 revs and 340Nm at just 2000 revs. Depending upon the model, the engine is matched to a six-speed manual or six-speed sequential automatic.The 2.0 dCi hatch's combined fuel economy figure is 6.0 litres/100km for the six speed-manual and 7.0 litres/100km the six-speed automatic. The dCi engine also complies with the Euro V emission requirements.Manual diesels get a dash-mounted gearshift indicator, called “eco-shift”, which tells the driver the best gear to select to improve fuel consumption.The 16-valve 2.0-litre petrol engine is turbo-charged, delivering 125kW at 5000 revs and 270Nm at 3250 revs mated to the automatic. The petrol engine delivers a combined fuel economy figure of 8.9 litres/100km.DrivingIn keeping with its French credentials, the Laguna wagon has a plush, supple ride and quiet, lavishly equipped high-quality cabin. However, the soft suspension comes at the expense of some damper control. An average roads north of Melbourne the wagon could be caught out over sharp bumps, sometimes crashing to its bump stops before recovering.It's not an issue on the highway, where the plush big-car ride will eat up the kilometres with ease. Despite the suspension, the wagon's overall dynamics are crisp, grip is reassuring and there's plenty of steering feedback.Both the 2.0-litre turbo petrol and turbo diesel are smooth and quiet and the six-speed automatic seamless and well mated to either engine. Those who appreciate the low-speed grunt of a diesel will opt for the dCi but the petrol is by no means a poor cousin.Adding the turbo petrol engine into the hatch lineup should broaden model's appeal. Renault expects it to account for 75 per cent of hatch and wagon sales.Snapshot Renault Laguna hatch and wagon Engines: 2.0-litre turbo petrol and 2.0-litre turbo-diesel driving the front wheels.Power: 125kW at 5000 revs (2.0 petrol); 110kW at 4000 revs (2.0 dCi)Torque: 270Nm at 3250 revs (2.0 petrol); 340Nm at 2000 revs (2.0 dCi)Economy: 8.9 litres/100km (2.0 petrol); 6.0 litres/100km (2.0 dCi)

Audi Australia marketing general manager Immo Buschmann points out that the new model has more torque than the previous one and, more importantly, better fuel economy.The S4 arrives in quattro all-wheel drive with a supercharged V6 engine and lightning-fast seven-speed S-tronic transmission with dual clutch at $118,900.The V6 may be seriously down on power — dropping from 253kW in the previous model to 245kW — compared with 309kW (BMW) and 336kW (Benz), but it doesn't have their no-compromise ride.The S4 features much the same engine as the supercharged 3.0-litre TFSI (the ‘T’ now also means supercharged) in the A6, but with reduced power and better fuel economy of 9.4L100km (claimed).The S4 features a compact roots blower Eaton supercharger with two coolers, one in each cylinder bank and maximum boost of 0.8 bar.It's a strong powerplant with a usable 440Nm of low-end torque, virtually no lag and none of the annoying supercharger whine.But the greatest driving attribute of the new S4 is the optional sport differential which splits the torque between the rear wheels for improved cornering, like the BMW X6 and Mitsubishi Lancer Evo X.While the quattro drive has a 60:40 rear-to-front torque split with a maximum of 85:65, the sports differential distributes force between the rear wheels, giving more torque to the outside wheel when cornering.Styling cues that set this apart from the garden variety A4 are a single-frame grille with chrome, S Line bumper, LED indicators in the mirrors, S-design 18-inch alloys, black brake calipers with the S4 logo, LED taillights, boot spoiler and four oval tailpipes.Inside there is a DVD-based navigation system, Audi MMI operating logic, electric seats and mirrors, parking sensors front and rear, keyless entry and start and leather sports steering wheel and seats.The sports diff is everything it is claimed to be and will have some people seriously questioning rear-wheel drive. Gone is the vague understeering corner entry.Turn-in is pin sharp and, although there is a little lightness powering out of a corner, it still stays tight and doesn't wander out wide. Handling is almost neutral. The split rear diff certainly doesn't feel as noticeably strange as in the heavy X6.Importantly, traction is improved and there is less likelihood of stability control intervening, which means you keep power on throughout the corner for higher G forces. The all-wheel-drive system adds to the body weight, but you simply can't feel it.Some may say supercharging is old fashioned and Audi last used them in the 1930s before reintroducing it in the A6 and now the S4. However, it feels totally modern with instant power and no whine or scream.It's a practical car you could commute to work, tour relatively economically, or take out for a serious tyre-shredding track day.For more detailed information, see your Carsguide newspaper sections or check back here in a few days.

But it's a gorgeous thing with a range of engines and transmissions that is sure to win many hearts, including those of current CLK owners.You could say the coupe is a replacement for the current CLK, but that is not quite true because there's likely to be a replacement for that model down the track.Although the coupe sits on a modified version of the sedan platform, it has a shorter wheelbase and the two don't share any body panels. They do, however, share the same engines, transmissions and other running gear.The rear-wheel drive, four-seat coupe goes on sale here in July, with the E350 and E500 to kick things off — but there's more to come in September when the fuel efficient diesels will be introduced.Benz is not talking prices yet, suffice to say it will be more expensive than the sedan. But it's going to be less expensive and better equipped than a CLK.The launch marks the introduction for the first time of two four cylinder engines in keeping with the European trend to smaller, more fuel efficient, more environmentally friendly solutions.The 3.5-litre petrol V6 delivers 215kW of power and 365Nm of torque between 3000-5100rpm and is paired with a slick seven-speed auto that adds shift paddles to the wheel allowing the driver to change gears manually. The new 1.8-litre turbocharged four-cylinder offers 150kW/310Nm, and the range-topping 5.5-litre V8 offers 285kW/530Nm.The 2.1-litre turbocharged four-cylinder diesel in the E250 CDI has 150kW of power and an impressive 500Nm of torque — the latter available from a low 1600 revs — and is mated to a choice of standard six-speed manual or five-speed auto. The 3.0-litre V6 diesel in comparison delivers 170kW/540Nm.Inside, the coupe will be trimmed and specified differently, with a unique set of sports seats for driver and front passenger featuring adjustable side bolsters.The pick of the colours is pearlescent white that, teamed with the optional glass panoramic roof, looks a million bucks.Headroom in the back is restricted because of the sloping roof, but Benz figures these cars will be driven mostly two up. The back provides individual seating for two passengers.Agility adaptive control suspension is standard on all models with dampers that adjust automatically to the current conditions.The coupe comes with an arsenal of safety equipment as standard including seven airbags, electronic stability control, anti-lock brakes and Attention Assist that monitors the driver's reactions using 70 different parameters to prevent falling asleep at the wheel. The bonnet is also designed to pop up in the event of an accident to cushion pedestrian impact.The top of the range E500 will come with an AMG sports package as standard that includes AMG garb, bigger wheels and sports suspension — but no extra oomph.On the road the E350 did not disappoint, with plenty of power and torque from the super smooth V6. Weighing in at 1670kg, the car can sprint from 0-100km/h in a rapid 6.5 seconds, with fuel consumption rated at 8.5 litres/100km (we were getting 9.5).The surprise packet, however, turned out to be the four-cylinder diesel, which might not be quite as quick out of the gates as the V6, but does a terrific job of carving up the curves, powering out with a big finish thanks to all that lovely torque.