Luxury Reviews

Zoom along the centre lane on the autobahn out of Stuttgart in Mercedes new coupe and glance at the clinical LCD speedo in disbelief.It’s telling you 140km/h as you wind up the speed to overtake the crazy man in a Smart. They let anyone on an autobahn. Yet the tachometer is at 2100rpm and there’s simply no noise — nothing from the wind and nothing from the engine.That’s remarkable in itself but the sealer is that this E-Class Coupe is a diesel and the engine is a four-cylinder of only 2.1 litres.This is the world’s most aerodynamic production car with a co-efficient of drag (cD) of 0.24 in a motoring world of averages in the low 0.30s. The lower, the better.It has an awesome 500Nm of torque that seamlessly slingshots the car forward through the gears. It saw 200km/h with ease on the unrestricted zone of the autobahn and when switched off two hours later, showed a mere 6.4 litres/100km on the trip computer.The E250 CDI is one of five engines slotted into the muscular E-Class Coupe for its Australian debut in July. In fact, two models — the E350 diesel and E500 petrol — come in July. And the others: E350 petrol and E250 petrol and diesel, get here in September.The four-cylinder models have five-speed automatic transmissions and the six and eight cylinder versions have seven-speed autos.The new coupe ostensibly replaces the CLK. But a quiet chat to Mercedes reps and it seems the CLK — which was basically made of parts from a few different models — may reappear to be sandwiched between the E Coupe and the cheaper CLC.The E Coupe is based heavily on the E-Class sedan with about 100mm sliced out of the wheelbase. It shares some interior features — but not items such as the two-door’s superb seats — and no external panels.Engines and transmissions are identical, though its lighter weight means the Coupe can boast fuel savings of up to 17 per cent over the outgoing CLK.An example is the E250 CDI that officially is rated at 5.1 l/100km yet accelerates from rest to 100km/h in a brisk 7.4 seconds.The E350 CDI drinks at 6.8 l/100km and sprints to 100km/h in 6.7 seconds and the new direct petrol-injection E350 CGI posts 8.5 l/100km and 6.5 seconds.It may be substantially more economical and quicker than its predecessor, but Mercedes-Benz sees its latest coupe’s allure as being its captivating style.It is tailored specifically to lure buyers with its sleek, rounded tapered lines much in the same way as the feminine curves of the CLK made it a top seller.Project manager of the E Coupe, Rainer Tiefenbacher, says the appeal of the styling was balanced by the sophistication of the engineering.“When we asked groups of people what, for them, defined driving pleasure, 80 per cent answered it was a car’s comfort,” he says.“Only 10 per cent felt driving pleasure when going fast. So the E Coupe focuses on the look, the features and the comfort.“But,” he says with a smile, “we would never compromise performance.”The E Coupe gets a sophisticated Agility Control suspension system as standard. This has variable shock absorbers to provide the comfort or sporty handling depending on road conditions.But for the more enthusiastic owner, options include either a sports suspension system or a dynamic handling package. The latter has electronic shocks, two-mode ride levels and automatically sharpens throttle and gearshift responses.The bucket seats for the front occupants are beautifully sculptured and perfectly bolstered for the Coupes varied roles. Optional is seat air pumps to modify the cushions to suit varying body shapes.There is seating for two (not tall) adults in the rear and extended front seat travel to make easy entry and egress to the back seats.The E Coupe gets a surprisingly large boot, fold down rear seat backs and — for the Australian market — a full-size spare tyre. Incidentally, Mercedes Australia has specified a full-size spare for its E-Class sedan and S-Class range on the basis that it considers them safer than space-saver spares.Buyers can request AMG updates but these do not include engine enhancements. Mercedes has yet to officially reject a full-blown AMG Coupe — there was one in the CLK but it appears it won’t happen. It may be the future CLK reincarnate that will become the AMG model.Pricing is yet to be finalised though don’t expect much of a change from the CLK prices. The E250 diesel and petrol models, for example, will likely to be the same price which makes the diesel a low-cost entry to the brand.

That is, as long as that buyer is not in Australia. The 220kW, 7.9-litres/100km limousine with a mere 186g/km CO2 emission level powers Mercedes-Benz into a new era of luxury.But the most disappointing feature of the S400 – Mercedes’ first production hybrid and the world’s first production hybrid with lithium-ion batteries — is that there are no current plans for a right-hand drive version.The closest one for which Mercedes would speculate about a right-drive model is for the next generation S-Class, due in 2012.That’s a long time to wait for a car, especially one that has only just been released in its home market.The disappointment showed on my face on a run in the car through Germany’s Black Forest region, where the undulating and twisting narrow roads have no patience for weak engines. The relatively modest 3.5-litre V6 petrol engine is usually starved of brisk off-the-mark sprints, weighed down by the S-Class 1.9-tonne mass and its own leisurely power output.But mated with a n electric motor, situated between the engine and the seven-speed automatic gearbox, it becomes subtly more responsive and with a big boost to low-end delivery.As it caught the evening traffic snarl out of Stuttgart, it switched off its engine when stationary to save fuel. I had expected it to crawl forward with the snail’s pace of the traffic, quietly using only its motor in a similar fashion to the Lexus and Toyota Prius. But it didn’t, instead always silently starting the engine and letting petrol fuel the ride.The lithium-ion batteries are considerably smaller — about 10 per cent of the size and weight — than its rivals. But they may also be less powerful to act as stand-alone power.The battery box sits under the bonnet so there’s no change to the luggage area in design, layout and available space. That is a big bonus compared with its rivals that use the bigger, heavier metal-hydride batteries.Why has Mercedes-Benz grasped the hybrid concept and set it free in its latest S-Class saloon? Simply because it believes performance and luxury can co-exist with a more environmentally-conscious powerplant.In wheeling out the S400 Hybrid, Mercedes takes on Lexus and for the future, a potential stream of upmarket rivals.It will lead to more hybrid examples and, within two years a diesel-hybrid version that promises much greater emission and fuel use reductions, predicts the company’s high-voltage energy manager Dr Martin Hermsen.So impressive is the S400 Hybrid that it overshadowed the concurrent launch of the 2009 S-Class make-over model. This is the car that leads into the 2012 next generation model.For Australia, the S400 will be only a dream. But eight models will lead the S-Class into the Australian market starting in August with the S350 and S500 petrol-engine versions. These will be followed by the S350 CDI turbo-diesel, the S350 and S500 long wheelbase versions, then the S600, S63 and S65.Mercedes-Benz Australia spokesman David McCarthy says prices will remain about the same as the current range.In a similar vein, little has changed about the 2009 S-Class in comparison to the outgoing series. Yes, a closer look sees restyled head and tail lights, a new grille and mirrors.New systems are included inside the car and theres new technology such as the split-image monitor that allows the driver to see the satellite navigation map while the front passenger enjoys a movie.The S-Class is still a big car yet retains a conservative style that lures a mature market. Undoubtedly, it’s impressive and — as the S-Class has since 1951 — speaks without words about the importance of its owner.

The opportunity comes from addition of an entry-level two-litre quattro model and a double-clutch automated manual gearbox.Models and pricing The new powerplant - which also features in the company's new Q5 SUV - slots into the A5 range as an entry point, with the quattro manual priced from $79,900 and the seven-speed S tronic wearing an $83,500 pricetag.Drivetrains The two-litre four-cylinder engine shares blocks with the previous A4 2.0-litre TFSI - which offers 132kW - but the new turbocharged direct-injection engine has variable valve systems on inlet (timing) and exhaust (lift), a new intercooler design and chains operating the camshafts.The A5's new engine - which sits further back in the engine bay than its forebears - offers 155kW between 4300 and 6000rpm, with 350Nm of torque available between 1500 and 4200rpm.Audi says the systems - combined with engineering work done to reduce friction - to produce a quicker charging of the turbo, as well as improving fuel consumption, with an improvement of up to 20 per cent over the previous two-litre powerplant.When teamed with the S-tronic transmission the A5 returns 7.5l/100km, which drops by 0.1 when the manual transmission is directing drive.Audi is boasting better fuel use, fewer emissions, 100Nm more torque (although it's 5kW down on the BMW, 20kW up on the Benz) and more than a second quicker to 100km/h than the BMW 325i auto coupe and the Mercedes-Benz CLK 200K auto coupe.The quattro system follows several other Audi models in apportioning 60 per cent of drive rearward, with the remaining 40 going to the front wheels; up to 85 per cent can head aft should conditions require it.Equipment The features list on offer includes 17in alloy wheels, tri-zone climate control, power-adjustable front seats, keyless entry and start, Bluetooth phone link, xenon headlights and LED driving lights.As is the norm, the options list is extensive and expensive - the adaptive dampers add $3600, the multi-media interface with hard drive memory for music and satnav adds $5900, adaptive cruise control ups the price by $2945 and the whopper sunroof increases the asking price by $2860.There's also an S-Line sports package which increases wheel size to 18in, puts sports trim in the cabin and tightens up the suspension tune for $5850.Sales But what ever the argument about pricing and options, the A5 range thus far has performed "exceedingly well" on the sales front, according to Audi, with estimates of around 700 units for this year, currently led by the 3.2 FSI model representing almost half of A5/S5 sales.The company expects the introduction of the 2.0 TFSI model to gather 130 sales and about 30 per cent of the range total sales, which are already 50 per cent up on 2008 - the range totalled 623 sales for Audi last year.DrivingThe upgraded two-litre TFSI engine might well share the same basic block but the extra work has been worthwhile.Not that the 132kW version of the engine is any slouch - it is a decent powerplant - but the 155kW version that has been slotted into the middle of the A4 range and as an entry-level A5 has plenty of charm and performance.With the quattro system biased to the rear and the engine weight no longer hanging out ahead of the front wheels, the A5 TFSI doesn't feel like an entry-level model.The engine is willing and has a punchy midrange, there's next-to-no lag and the double-clutch gearbox slips cogs in 0.2 of a second.One of the best looking cars around, the A5 has enough room for four, decent luggage space and the ability to get from A to B without excessive thirst - at least until you get serious on a back road, but even then the trip computer won't frighten you.The A4 was also sampled with the new engine and was similarly spritely.With the adaptive damping system set to dynamic and swapping gears with the six-speed manual, the new TFSI models can both be punted with enthusiasm and show plenty of ability through the curves.The A5 in particular - and without the adaptive damping system - has enough punch from the powerplant and the ability to put it effectively to ground.A talented chassis, good grip without the perils of an understeery driveline and decent punch from a frugal engine gives the A5 added appeal at a better price.Audi A5 TFSI coupe Price: from $79,900.Engine: two-litre 16-valve DOHC intercooled turbocharged four-cylinder engine.Transmission: six-speed manual or seven-speed double-clutch automatic, all-wheel drive.Power: 155kW between 4300 & 6000rpm.Torque: 350Nm between 1500 & 4200rpm.Performance: 0-100km/h 6.5 seconds. Top speed 245km/h.Fuel consumption: 7.4litres/100km (S tronic 7.5), tank 65litres.Emissions: 173g/km (S tronic 179).Rivals: Alfa Romeo GT V6, from $69,990.BMW 3 Series coupe, from $70,959.Mercedes-Benz CLK coupe, from $88,859.Peugeot 407 V6, from $69,800.

With different engine and transmission choices, plus the models that offer the German brand’s signature quattro drive, there’s probably an A4 for nearly every individual taste. And then there are some that should have appeal across a wider demographic. The A4 3.0-litre turbo-diesel with the quattro all-wheel drive is one of those.ExteriorAudi have made a big effort to make the new A4 appear more athletic, with taut, dynamic outlines and short front body overhangs, and the longer bonnet and wheelbase helping to give it more street presence.A strongly-tapered rear, 18in alloy wheels and bold wheel arches emphasise the vehicle’s muscular, sporty look.Wraparound xenon headlights with LED daytime driving lights are standard, and are echoed by the Led indicators in the exterior mirrors.Other features include keyless entry and start, plus Audi’s parking system with audible alerts.InteriorThe longer wheelbase of the new A4 makes for increased leg, shoulder, head and knee room and Audi have managed to incorporate more storage space throughout the cabin.The dash is simple and intuitive and shows careful attention to detail with good quality materials and workmanship. A large metallic dial on the centre console and a clear electronic display operate many of the vehicle’s features with minimal driver effort - as does the multi-function sports steering wheel with paddle shifters.The instrument cluster is easy to read and switches on the dash have a precision feel.The ‘symphony’ sound system is mp3 compatible and pumps out of 10 speakers, while for an extra $1589 you can upgrade to a Bang and Olufsen system.Three-zone electronic climate control airconditioning with sunlight dependent control, regulates the air temperature, flow rate and distribution. The new perforated leather seats with electronic adjustment and memory allow the flow of the airconditioning through seat base and back.The practical flat-surfaced boot holds a best-in-class 480 litres, which increases to 962 litres with the back seats folded down. Unfortunately, some of that space gain means the sacrifice of a normal sized spare in favour of a space saver.Drivetrain The 3.0 litre V6 trubo-diesel engine puts out 176kW at 4000-4400rpm and 500Nm at 1500-3000rpm.The quickest in the A4 range, it motors from 0-100km/h in 6.2 seconds via a six-speed tiptronic transmission with a direct-shift program that monitors the driving pattern and adjusts the shift characteristics to match..CO2 outputs are reasonable at 182gm/km as is fuel economy at 6.9litres/100km.Ride and handling The use of high grade steel in the body shell has saved on weight and contributed to the level of rigidity necessary for precise and accurate handling while still giving a comfortable ride, partly due to helping suppress vibration.Five-link front suspension coupled with an independent-wheel, trapezoidal-link rear system with brake assist have improved the dynamic behaviour.SafetyAudi’s latest A4 has won the top five-star ANCAP crash rating and comes with a comprehensive airbag package, electronic diff lock, stability and traction controls, and anti-skid brakes with brakeforce distributionPricing The A4 range starts at $50,900 for the 1.8 TFSI, with the 3.0 TDI we tested at $86,056. The range tops out at $90,900 with the 3.2 FSI.Driving This car feels solid and dependable. Overall, it does everything it was designed to do well and in a stylish manner.Audi have led the way in the refined turbo-diesel market and to this point they have had that niche sewn up. A lot of people would probably not pick at first that this is a diesel. And the efficiency of this V6 turbo becomes an even more attractive option with the price cap now closing again between deisel and unleaded fuelA diesel four-door family sedan that works at the entry level to the prestige market is becoming a higher volume niche, even here in Australia. Mercedes are now coming after Audi with their new BlueEfficiency 250 CDi engine in the C-Class, which promises similar performance and refinement in a twin stage turbo four. But for now, Audi has a distinct head start as well as the marketing lead with yet another win on debut of this year’s diesel GT1 racer.The A4’s exterior styling is clean, and the Audi family nose is one of the better and easiest to identify design cues around. The interior is also one of the best with the centre console controls being the most logical on the street - at least for my logic.Performance and economy are well balanced. Put the foot down and there is plenty of pick-up, with torque always an advantage of a diesel. Be gentle on the pedal and you will be rewarded in the hip pocket.Rating - 8.6

The 2002 makes an ideal first classic that with a moderate amount of TLC can be used as everyday transport. It has for a number of years been highly collectible with the Tii the most desirable of the "common cars". The Convertibles and Turbos are very rare and unlikely to be seen as daily transport on Australian roads. Most being in the hands of die-hard BMW enthusiasts and leading a pampered life.In general, if you are looking to purchase a 2002, the condition of the body is far more important than the engine and drive-train. The mechanicals are simple and relatively easy to work on.BodyThe build quality of the original car was excellent, but like any 35-40 year old car rust cannot be avoided. The areas to specifically look out for are;* around the front indicators* Lower rear of front fenders* Sills and bottom of the doors* Wheel arches - inside corners* Rear panel below boot - inside and out* Inside the engine bay around the headlight assembly* Floor, boot floor and fuel tank* Rear shock towers - visible from inside the bootIf the car has a sunroof - around the inner edges and also the out roof sills as drainage can be a problem.EngineThe M10 was a strong engine, especially the bottom end with its 5 bearing crankshaft. The most problematic area lies with the valva train, especially on earlier model. The original head had inefficient lubrication channels that results in wear to the valves and seats. You will however find that most available 2002's have had engine upgrades done over the years and the problems resolved.The 2002 engine is a simple to work on and in most cases reliable. Normal checks should be done for engine noises, rattling of valvetrain that might be the result of a stretched timing chain. Any smoke is usually the reult of wear in this area.Older cylinder heads have been known to crack and warp. Identifying tell tales of this are water in the oil and a sweet smell around the engine and radiator.In genral though the engine is solid and reliable, parts are readily available and the simplicity of the engine means re-builds are not too costly. The fuel injector system is strong and robust but should be serviced regularly.DrivetrainAll transmissions are reliable and the clutch on manuals in strong. The only reported problems were originally with 2nd gear synchros and the output flanges but most transmissions have been rebuilt by now with ugraded parts that have resolved the issues.Differentials are strong but sometimes have an oil leakage problem.InteriorAlways look out for a car with the interior in good condition. It is not only a pointer that the car has been look after, it is also the second most important factor in purchase. Not as important as a good body, but more important than the mechanicals. The cost of re-upholstery and a re-trim can be significant.Collectibility The 2002 has always been a popular car. It is still an accessible collector car as reasonable examples can current be found at an affordable price. As with purchasing any classic car, never spend your full budget on the purchase, there will invariably be items that will require work Although rare in Australia, avoid the automatic transmission as it dilutes the sporting experience and is detrimental to re-sale value.The rare convertibles and Turbos will always be at a high premium. For the average person interested in getting into the classic car scene the 2002 is a good choice and the Tii, injector model is the best bet.The 2002 has an active global enthusiast network. Detailed advice is available from many owner group forums on the Internet and there are numerous clubs suitable for BMW 2002 owners here in Australia.

The theory is that by then all the bugs and problems will have been fixed.The downside, of course, is that being at the end of its life your new car will soon be yesterday's news; replaced by something brighter and better.For example, take Mercedes-Benz's now ageing CLK coupe, an evergreen which has been around in various forms since 1998 and will be replaced in August by a brand spanking new E-Class coupe; the fresh metal needed by Benz to take on the likes of Audi's A5 and BMW's 3-Series.But for many CLK fans the day it finishes its showroom run will be a sad one. The CLK has won many hearts and loyal owners.There's a simple reason: Benz has perfected the CLK's recipe to produce something oh so desirable.The version I've been driving, the AMG 63 coupe, marries a heady mix of luxury and refinement with a smallish body and an over-the-top powerplant.OK, it's expensive at $208,000 and it's not the greenest car in the showroom, but just for once, this is about driving a car which stirs the heart not the brain.The AMG's firecracker performance comes from a thumping naturally aspirated all-alloy V8 with a 6.2-litre capacity (Benz says its 6.3 but its true capacity is 62088cc which in my book is closer to 6.2l). The AMG engine is unusual because it combines high revs with big displacement - something you don't see nowadays. The advantages are terrific flexibility and even better bottom-end acceleration.But the raw numbers of 354kW and an awesome 630Nm of torque don't really tell the full story. This is a coupe you want to drive all day _ and then turn around and drive it more.The CLK itself is also not the most stylish car on the street; it's modest lines reflect more middle age than youthful appeal and it lacks the muscular and curvaceous body which seems to be mandatory nowadays. But the AMG body kit, from the mesh grille to the dual exhaust pipes, saves the day, adding the necessary hint that there's something special behind the conservative lines.Inside, the cockpit, drapped in black leather and alloy, fits like the cliched glove and you can adjust the front seats to hug your body - but sorry Mr Benz but the layout is confusing and messy. A case in point - the flat-bottomed steering wheel is corralled by control stalks. There are paddles for the up and down shifting of the sequential six-speed gearbox and stalks for the cruise control, lights and wipers and one to power adjust the steering column. Add buttons on the wheel to control the radio and onboard computer and its just too much.Top marks however for the stylish layout of the dashboard instruments, including an old fashioned analogue clock.I have never been a fan of foot operated park brakes but the CLK makes up for with some high-tech fun bits like remote starting. You can fire the engine up by pushing a button on top of the gearshifter if you can't be bothered using the key.When you unlock the car, the windows drop slightly, breaking the door seal while a seatbelt holder silently glides forward so there's no fishing for the belt which can be a problem with two-door coupes.The CLK is unashamedly designed for two _ oh there is a back seat but there's not a lot of room back there so its suitable for short trips or for kids. The boot space, fitted with a spacesaver, is more than reasonable and the lid can be closed automatically with the push of a button. Nice if you have your hands full.Of course for a car which commands this sort of pricetag you expect your wheels to be comprehensively equipped. And here the AMG doesn't disappoint: there's a raft of safety and traction aids, navigation, park assistance, bi-xenon lights, 18-inch wheels, smart air conditioning, a quality audio system, TV and both seat warmers and coolers.On the road the CLK is a bit of a dark horse. Around town it is well behaved, the only hint of something sinister lurking under the bonnet is the sophisticated growl from the V8.Give it its head on an open road and Mr Hyde becomes Mr Jekyll. Plant your foot and thank god for traction control as the car tries to get power to the road. And the engine note should be bottled and.The car's grip, balance and poise is nothing short of superb. Oh there is a downside: I dislike the steering which can lack feel for what's happening on the road and the brakes feel a tad underdone even though AMG has applied its magic to them.There are plenty of luxury cars on the market all vying for a small slice of the upmarket pie. Does the CLK AMG have an ageless appeal. My word it does. Worth investing before they disappear.Price: From $208,767Engine: 6.2-litre V8, 354kW @6800rpm, 630Nm @5000rpmPerformance: 0- 100km/h 4.7 seconds, top speed governed to 250km/hTransmission: Six speed sequential auto, rear wheel drive.How thirsty: 14.2l/100km claimed. Under test: 16.8l/10km

For the first time in the illustrious badge's history, the M3 is on our shores as a sedan.Coupes, then convertibles have been seen and heard but now the ‘family truckster’ M3 is here.We're sampling the six-speed manual sedan and there's not too many manual drivetrains around that can provide as much entertainment as this one.Sure, the double-clutch seven-speed has more tricks in its bags of electronics for another $7300, but the M3 with a clutch pedal doesn't even have an M-button on the wheel, such is its simplicity.The power button sharpens up the throttle and the DSC button turns stability control on or off.The sedan's options list includes the tricky Electronic Damper Control, for $4000, or M Drive configuration system for $3500 - but none of the high-tech gadgetry of its larger M-siblings is really needed.Just get in, hit the start button, slot it into first gear and you're gone.If desired, you could have hit the state limit and returned to a standstill by the end of this sentence.The sedan claims a 0-100km/h time of 4.9 seconds - 4.7 in the double-clutch automated manual despite a 20kg weight penalty - and the big brakes rip it back to a standstill in about 30 metres and it feels like it could repeat the exercise all day.The four-litre V8's outputs are unchanged from the coupe and the convertible, but the song remains the same, a quick, fit burble at idle that sings as its spins quickly to the redline just north of 8000rpm.It's a flexible unit around town as well, requiring few gear changes but demanding more cog-swaps, so delightful is the gearshift.While the M3 is down on power and torque compared to the C63 sedan (the RS4 had a little more torque but the same power figure) the compact BMW powerhaus is a quicker point-to-point machine thanks to tactile steering and the chassis' ability to put the outputs to ground.The tricky locking rear diff can take some credit too but the overall package has a cohesive feel to it.The new M3 sedan has also benefited from the new-look iDrive, with shortcut buttons around the controller knob. It's generally easier to use and the functions take place much more quickly.Unfortunately, the screen went black twice, normal behaviour if I'd just shut everything down and was getting out but a little disturbing when you're driving.For four average sized occupants the room is more than adequate, but legroom is restricted behind taller front-seat occupants - something afflicting almost all of the compact prestige segment, not just the Beemer.But the cabin is comfortable otherwise, the front seats - with adjustable squabs and side bolsters - are supportive without being too restrictive.It might be a touch slower and use a trickle more fuel than the coupe, or the double-clutch models, but the four-door practicality - for $10,000 less than the coupe and $24,000 less than the convertible - would do me just fine.BMW M3 sedanPrice: from $149,000.Engine: four-litre DOHC variable 32-valve V8.Transmission: six-speed manual, rear-wheel drive with variable M Differential Lock.Power: 309kW @ 8300rpm.Torque: 400Nm @ 3900rpm.Performance: 0-100km/h 4.9 seconds, top speed 250km/h (governed)Fuel consumption: 12.4litres/100km, on test 16.4litres/100km, tank 63litres.Emissions: 295g/km.Rivals:Mercedes-Benz C63 AMG sedan, from $144,365.Lexus IS F, from $129,000.HSV W427, from $155,500.Porsche Cayman S, from $155,300.

Or more correctly in this case, a step-down right into the gully for the front of the XC60.This is because (a) the test route, in the flowing scrub-laden hills east of Perth, comprises ball-bearing gravel, and (b) the XC60 is not an off-road vehicle.For the uninitiated, ball-bearing gravel is slippery. Oil has less anti-friction qualities and it's rumoured future gearboxes may use Perth gravel to improve cog smoothness.Combine (a) and (b) and you get (c), stuck.And it didn't take much. Just that slip to the left and the front fell into a gully where winter rains once washed. The rear left-side wheel promptly jammed itself against an incline.Even the Volvo's traction system that proudly boasts the ability to switch power to the wheel with the most traction, couldn't pull it free.It came out after getting a tug from one of the convoy's Land Cruisers but the psychological damage was done — this XC60 was not intended to travel trails.If that was its low point, the new rival for the Audi Q5, BMW X3, VW Touareg and Lexus RX came up trumps with its breathtakingly sophisticated safety features and luxuriant comfort qualities.If this is the `next big step` in car safety, what will Volvo wheel out in another 15 years? The only thing the XC60 doesn't do is steer itself.When a car — or more correctly, the driver — changed from the right to left lane (the one occupied by me), the Volvo went into hysterics.The red light ahead of the driver — the one that flashes on the windscreen when the car figures you're travelling too close to the car in front — illuminated, flashed and then an alarm sounded.If you weren't awake by then, you were when the right foot hit the brake pedal and found it firmed and ready for the boot.That saved the front end of the Volvo. On a smaller scale, sensors will also activate the brakes and prevent the car from accidentally rolling into the parked car ahead of you. That's called City Safety and it's standard on all XC60s, regardless of the model.Many insurance companies — one exception being the RAC in WA — promptly offered premium savings of up to 10 per cent on the XC60 because of the crash avoidance qualities of City Safety.But that's not all the XC60 has. There is a lane change warning — the latter using the same heart-wrenching alarm as the frontal impact warning — that monitors the white line down the edge of the road and senses you are drifting out of your lane.There's also BLIS which is an acronym for cameras that monitor vehicles in your blind spots and can save a bingle in freeway traffic manoeuvres.There are park sensors, too, for parking the unexpectedly large proportions of Volvo's medium-sized SUV.Plus, there are ABS brakes with ESC, roll-over mitigation and protection, lots of airbags, seats that prevent the submarining and whip effects on the human body, and so on. It doesn't get much safer than this and only a complete idiot behind the wheel will come to grief.But how does it drive? Despite its presentation as a medium-sized luxury SUV, the XC60 is 1.9-tonnes and is only 180mm shorter than the seven-seat XC90.It feels — as a Volvo should — about as solid and secure on the road as any luxury saloon.But it reveals its weight through corners. Though it's all-wheel drive, the system powers the front wheels and only drives the back when front slip is detected.Handling is good but it's not really a machine to be hurried.The engine is Volvo's long-standing five-cylinder turbo-diesel unit that has few vices and, despite pulling the XC60's portly weight, economical.The six-speed automatic should get most of the credit because it provides a tight set of ratios that suit the engine's narrow rev range.In the dirt the all-wheel drive comes into play. The XC60 feels as secure on gravel roads as it does on bitumen, enhanced by standard electronic stability control that minimises the front and rear from sliding out on corners.It's also comfortable in a supple, rather than soft, manner with excellent sound suppression over the loose-stone roads.Seating is for five and there's decent foot room in the rear thanks to a low centre tunnel.The rear seats split and fold perfectly flat with the large cargo area set over a substantial wheel well with — unfortunately — a space-saver spare.Cabin treatment is all Volvo with plenty of grained leather, simple white-on-black switchgear and high build quality.The electronic park brake supersedes the awkward foot-operated system on other XC models and is a perfect accompaniment to the car's upmarket presentation.SpecsPrice: $64,450Engine: 2.4-litre, inline 5-cyl, turbo-dieselPower: 136kW @ 4000rpmTorque: 400Nm @ 2000-2750rpmPerformance: 0-100km/h: 9.9 seconds, top speed: 200km/hEconomy (official): 8.3 litres/100km, (tested): 9.7 litres/100kmEmissions: 219g/km (Corolla: 175g/km)Transmission: 6-speed automatic, sequential; constant 4WD

Of course, that’s part of the reason Audi has so many options available in the range – the aim is to provide something for everybody.DrivetrainsBoth engines are DOHC in line fours with gasoline direct injection, and have an exhaust turbocharger with intercooler.The 1.4 puts out 92kW at 5000rpm and 200Nm at 1500-4000rpm, while the 2.0 gets 147kW at 5100-6000rpm and 280Nm at 1700-5000rpm. Audi’s S-tronic dual clutch system is fitted to both units but the 2.0litre is a six-speed – not a seven – and has paddle shifters.With a top speed of 236km/h and a 0-100km/h time of 6.7 seconds, the 2.0litre quattro is significantly quicker than the front wheel drive which tops out at 203km/h via a 9.5 second 0-100km/h.Fuel consumption is impressive for the smaller-engined car at 5.8l/100km(combined). CO2 emissions are equally frugal at 137g/km. The 2.0litre car burns a combined 7.6l/100km and releases 180gm/km of CO2.ExteriorThe high shoulder line and striking front and distinctive rear of the five-door A3 Sportback combines the sportiness of a coupe with the practicality of a roomy hatchback.On the outside the major differences between the 1.4litre and the 2.0litre A3’s are the inch bigger dark wheels and the sport suspension on the quattro.Electric mirrors, remote central locking and an engine immobiliser are standard on both cars, and features like Audi’s park assist system, xenon adaptive headlights and the sunroof are available for extra dough.InteriorOn the inside, the A3 Sportback is what we have come to expect from Audi – simple, intuitive controls with comfortable attractive seats and trim - put together with quality materials and workmanship that reflects the attention to detail the German marque is famous for.As standard for both cars you get dual climate control, a driver information system and electric windows but in the 2.0litre version you also get a multi function leather sports steering wheel, with paddle shifters, sports front seats and a six-disc symphony stereo. The rear seats are split-fold and there is plenty of handy storage space.SafetyAlong with the comprehensive airbag package, both cars have electronic stability program, ABS, hill hold assist and anti-slip regulation, as standard.PricingAudi A3 1.4 TFSI starts at $39,950. Audi A3 2.0 TFSI quattro starts at $53,200.DrivingIn this day of multiple variations per model type, we are used to considerable performance difference per variation. The standard six cylinder Falcon versus the six cylinder Typhoon is a prime example. However never before have we driven two cars so similar on paper with such a vastly different driving experience. The 1.4-litre seven-speed A3 up against the 2.0-litre six-speed are chalk and cheese. Actually it is more like dross and bullion.One Carsguide staffer gave the 1.4 the unfortunate mantle of “the worst car I have driven”. On the other hand the 2.0-litre A3 is a car we would put near the top of its sector. The cars feel like they were built by two different manufacturers, one a start-up Indian company, the other Audi.The smaller car is borderline dangerous, with poor feel and response in both braking and acceleration. It just does not inspire any confidence to overtake.On the other hand the bigger one feels dependable and trustworthy. Touch the accelerator and you know you will get a good response, hit the brake and you can trust it won’t grab.One of the main faults with the 1.4-litre seems to lie with the transmission. The seven-speed auto just seems to get confused but that’s not the only issue. There seems to also be an inordinate amount of turbo-lag. You don’t find any of these issues with the 2.0-litre car.Verdict 2.0T – buy one – 8.3/101.8T – don’t touch it with a barge pole – 3.3/10

Sand. Can't eat it, can't drink it, can't swim in it.Actually, I'm wrong. You can swim in it.I did just that while wearing the latest fashion item, a Range Rover Sport.In my defence, it was a stinking hot day and the sand was on fire. The corner of the track was in a depression and had been churned up by countless 4WDs in the past.Of course, what could stop a V8 turbo-diesel Range Rover Sport? It comes with air suspension with height adjustment, a low-range gearbox with deep ratios, fat 19-inch tyres and 650Nm of torque driving through various diff locks.What stopped it was the driver failing to properly survey the route.The near 3-tonnes of English-made 4WD just hit the sand pit with its 40-plus pressured front tyres turned just enough to bite two holes in the dirt.Yes, it eventually was dug out after the tyres were deflated to 16psi.This was the only event in the testing of the big wagon and, notably, happened at the same place three weeks prior that a Land Rover Discovery turbo-diesel just idled through.For all other tests, the Range Rover Sport trod some demanding trails with consummate ease.Its long-travel suspension and unceasing diesel engine thump pulled it across a beach, later up through eroded gravel patches and on highways between small towns.On the road it is a limousine with surprising comfort and even more staggering handling.It is quiet, smooth and the plush cabin trim impresses with its quality and sense of expensive cost.Crank up the 11-speaker audio and bask in Bach, if you like, while silently taking in the passing scenery.It will also seat five adults and envelope their luggage and can tow up to 3500kg.The fact that it has all this saloon-car luxury in a wagon body with a low-range gearbox and the sophisticated Land Rover Terrain Response system — more on that later — makes it one huge step ahead of its more road-oriented rivals.And that's the key. This can be a family wagon for cruising the streets or something that — aside from powdery sand — will go anywhere an adventure beckons.Pricing and enginesIt's also not overly expensive. Sure, $118,900 isn't cheap but it's value for the money against its rivals that include the Mercedes ML500, BMW X5 4.8, Audi Q7 4.2 and Porsche Cayenne diesel. Only the Porsche, by the way, has a low-range gearbox.The Sport gets a choice of four engines with prices spanning $90,900 for the 2.7-litre V6 turbo-diesel through the 3.6-litre V8 turbo-diesel tested here, the 4.4-litre V8 petrol and 4.2-litre V8 petrol with supercharger that asks $144,900.Subjectively, the 3.6 suits the task better than the rest.It has a modest diesel clatter at idle though, like most good oil burners, softens to become inaudible while cruising.Power is generous and it's only the bit of lag off the mark — more to do with the auto transmission than the engine's urge — that at first concerns the driver.TransmissionLike its sisters, power goes through a ZF auto with sequential shift to a constant 4WD system. Safety equipment includes electronic stability control which enhances the all-weather grip of the four wheels.The low-range box has the neat Land Rover Terrain Response which, basically, allows the driver to select an off-road program to suit the conditions.It's a twist dial on the dash and, spelt out in kindergarten graphics, is a selection of sand, rocks, slippery grass and bitumen.That works with another switch for height adjustment; another for the secondary gearbox's low or high range ratios; and a press button for hill descent to automatically control downhill speeds in slippery conditions.It seems like a switchboard for a WWII tank driver but in practice is simple, effective and fast.PackagingLand Rover designers have some sensitivity to bus drivers by retaining, for decades, big steering wheels. There are times when you feel like guiding a Foden through city streets and others, notably in the bush, where the big wheel minimises steering kickback and softens the blows of harsh offroad bumps.It is the only indication that you're in something big. Even the size of the Sport is diminished by the airy feeling of its cabin, the squared body shape and the helpful parking sensors.It's not difficult or threatening to drive and even though it can lift its skirts and really turn on the performance, the engine is reasonably frugal.It's a top machine but, after playing in the sand pit, there may be more interest for the offroad enthusiast in the Discovery.SpecsLAND ROVER RANGE ROVER SPORT TDV8Origin: EnglandPrice: $118,900Engine: 3.6-litre, V8, quad-cam, turbocharger, intercoolerPower: 200kW @ 4000rpmTorque: 640Nm @ 2000rpm0-100km/h: 9.2 secondsTop speed: 200km/hFuel: DieselFuel tank: 105 litresEconomy (official): 11.1 litres/100kmEconomy (tested): 12.6 litres/100kmGreenhouse: 294g/km (Corolla: 175g/km)Transmission: 6-speed auto, sequential; 2-speed electronic transfer; constant 4WDWeight: 2710kgTowing (max): 3500kg