Luxury Reviews

The fastest open-top Ferrari was unveiled this week in Sydney. The car has anextremely limited production run that will see a mere dozen coming to Australia. Needlesss to say, it’s a stunner. But the numbers add up too.Starting with the name, or nomenclature in true Ferrari terminology;16M – represents the number of times Ferrari has won the World Constructors Championship. Luca di Montezemolo is personally responsible for the 16M as he requested a car to celebrate last years constuctors title.499 – the number of 16M to be built, of which 12 have been purchased by Australian cognesenti and 3 will make New Zealand their home.375 – as in kilowates, the output of the 4.3 litre engine.470 – the nM of torque established at 5250 rpm60 – the speed in milleseconds it takes for a gear change when the driver flips the paddle.80 – the kilograms saved over the standard Spider from the introduction of additional carbon fibre and special light weight wheels as well as the deletion of carpet (not optional) and noise reduction material.3.7 – the number of seconds it takes to reach 100km/h315 – the manufacturer quoted maximum velocity in km/h675,000 – the price in Australian dollarsAlso of note is that all of the 12 coming to Australia are going to existing Ferrari owners who are purchasing their 16M as an additional car to join their collection.  The Ferrari market is not suffering under the global recession as the production numbers are still limited enough for the clientele to be somewhat immune from the full impact of the crisis. The same cannot be said for the higher production exotics such as Porsche, who have just seen a 29% drop in sales for March in the American market.Also of note is that with the introduction of the new California, Alan Hind -- Ferrari Sales Manager for Italia Motori in Sydney -- says that the market reach is being extended to non-traditional Ferrari buyers who may have been considering a Mercedes SL or higher spec SLK, but for whom the addition of the occasional rear seat in the California is seen as an extra bonus. Another niche grow areas for Ferrari is the female market with three recent buyers of standard F430 Spider and three orders for the new California.Carsguide

A hard core military style vehicle, Land Rover has been producing the Defender for nigh-on 60 years, with 25,000 examples sold in more than 100 different countries and in over 100 different variations each year.But the past is finally catching up with this British icon, which could well be nearing the end of the line — deemed no longer safe by modern standards.In the meantime, however, Land Rover has produced a special 60th anniversary model, complete with Recaro seats which incidentally are heated.It's almost a contradiction in terms.Only 82 of the individually numbered Defender 110 SVX's will be sold in Australia, out of a total 1800 units worldwide, making it a highly collectable version.It's a striking looking vehicle finished in glossy black with contrasting metal trim.While the SVX bears a strong resemblance to its 1948 predecessor, many of the features have never been seen in a Defender before — things like aforementioned Recaros, satellite navigation, leather steering wheel and iPod compatibility — to name a few.In addition the SVX features satin black 60th decals, five-spoke alloy wheels, tubular side-steps, reinforced aluminium bash plate, sunroof, aluminium gear knob, and a Clarion audio system with a separate sub-woofer and amplifier.But don't get the wrong idea because this is no suburban taxi.No sireee. It's built for strength, reliability and ease of repair.We can verify the latter because we managed to punch a hole in the crankcase of one last year.It was back on the road within the hour after plugging the hole with metal putty.Anyone who has ever driven one of these vehicles can attest to the love-hate relationship that many drivers share with their cars.It can be a pig to drive, especially in traffic, where it's more like a truck than a car with low gearing and a terrible turning circle _ but off road it has few peers.Defender is not as you may think powered by five, but by a 2.4-litre four cylinder diesel that produces 90kW of power and 360Nm of torque.The engine is hooked up to a six-speed manual transmission, with drive fed to all four wheels.It sits on a separate ladder chassis, preferred for off road work, with a full time four wheel drive system and low range gearing.It even comes with traction control and anti-lock brakes.The wagon has a maximum speed of 132km/h and uses 11.0 litres of fuel per 100km.Zero to 100km/h takes a long time _ 15.8 seconds.It's a big sucker at 4639mm in length, weighing in at just over two tonnes and standing just over two metres tall.Torque is normally split evenly between the front and rear wheels, but it can transfer up to 100 per cent either way as required - unless the conventional centre diff is locked.Front and rear diff locks are optional.Ground clearance is an impressive 314mm and it has a wading depth of 500mm, which combined with short front and rear overhangs, means this truck can go almost anywhere.The limited edition SVX is priced from $63,320 and that includes seven seats, but you'd better be quick because there's not many of them left.

Built to take on the latest Porsche Boxster and a host of other quality topless Europeans, the Z4 - launched today in Spain - finally gets the muscle that its body deserves.Bigger, beefier and subjectively beautiful, it also gets 225kW of bi-turbo 3-litre performance and a dual-clutch gearbox borrowed from the 335i models. And that's just for starters.Arriving in Australia in May, the Z4 comes only - at least officially - as a retractable alloy-panelled convertible. To prevent confusion with its other rag-top models, BMW now calls this latest Z4 a Roadster.The three model Z4 range - sDrive23i, sDrive30i and sDrive35i - has a choice of three engines - 2.5 and 3.0 from the previous Z4 and the bi-turbo 3.0 - and three transmissions that comprise six-speed manual and automatics and the seven-speed dual-clutch box that is optional only on the sDrive35i.Pricing jumps $8000 for the entry-level sDrive23i - despite its numbers, it's actually a 150kW/250Nm 2.5-litre six - which will enter Australia at $86,200 as a six-speed manual and $89,500 as the auto. This replaces the Z4 2.5si that was $78,200 manual and $80,800 as an auto.Step up to the 190kW/310Nm sDrive30i at $98,100 - $101,400 - compared with the outgoing 3.0si at $91,400/$94,000 - and the 225kW.400Nm sDrive35i at $116,900 as a manual and $120,400 with the dual-clutch box.Though some buyers see the new Z4 as lining up against the Boxster, BMW sees it differently. It compares the 23i roadster with the Mercedes SLK200K, Audi TT 2.0 Roadster and the Alfa Romeo Spider 2.2.The 30i challenges the Alfa Spider 3.2 V6, Audi TT 3.2 V6 and the Boxster. Here, up against the Porsche, BMW figures show its Z4 is quicker - 0-100km/h in 5.8 seconds compared with Porsche at 6.1 - and on par for fuel economy despited weighing 115kg more and having a 300cc bigger engine.Up against the Porsche Boxster S, the Z4 35i is quicker to 100km/h by 0.2sec at 5.2, and more frugal at 9.8 litres/100km compared with the 10.6 l/100km.However, data provided by BMW Australia for the comparisons appear to be based on the previous Porsche model. Porsche updated its Boxster range in January with its dual-clutch PDK transmission, direct petrol injection and weight reductions.BMW says the Z4's two-piece aluminium folding roof erects or collapses in 20 seconds and stores within the boot.The bigger body of the Z4 compared with its predecessor allows more cabin and boot space, though the intervention of the roof panels into the snub tail of the Z4 more than halves luggage capacity from 310 litres to 180 litres. However, there is an optional kit that creates a luggage hatch from boot to cabin to take a golf bag.DrivingTwo turbochargers acting on six cylinders in a two-seater body. You could virtually relay the driving feel of BMW's new Z4 on the data alone.Or perhaps not. For though BMW unashamedly takes on Mercedes-Benz and Porsche two-seat roadsters, it is clearly doing it on its own terms.Hunting the thousands of hills outside of Alicante in Spain in a bi-turbo Z4 - the top of the three model range that comes to Australian showrooms in May - shows that the company has strived to get its 225kW engine to be all things to all drivers in a chassis that, also, has to be sporty yet comfortable. Then it must be safe, fuel efficient and roomy - all nearly impossible targets yet BMW comes very close to pulling it off.In Spain yesterday, BMW handed out the keys only to its sDrive35i - the convoluted name for the 3-litre bi-turbo version - with its seven-speed dual-clutch transmission. None of the other two, more lowly-specced Z4s were offered for a test drive.It is clearly a good thing. Quite beautiful in the metal and bigger than pictures relay, it sits low and wide and not to distant in appearance to the company's more lavish - perhaps more excessive - 6-Series.The 35i has been tuned for the owner who likes the gutteral sound of six cylinders being urged along by two turbochargers. Even with the metal roof engaged, the sound is musical and under the command of the accelerator pedal, runs through the scales from gentle thrum to a spine-chilling scream that is interrupted by an aggressive bark on the downshifts.Take the roof down and its all the same, just louder.The beauty of the bi-turbo engine is its breadth of power and torque delivery. It can rumble along in low revs and yet recover quickly to make gear upchanges and downchanges seemingly unnecessary. That makes it easy to drive but difficult to pick a sweet spot. That's not a complaint, just a fact.The appearance of the Z4 is low and wide and certainly that's confirmed once inthe driver's seat. The cabin is surprisingly spacious, has a goodly range of storage spaces and the light-coloured plastics and fabrics - together with expansive glass - make it bright and airy. And that's with the roof up, so it's a welcome cabin for a convertible.The dual-clutch box drives through BMW's now ubiqitous PlayStation gear toggle in concert with double-action steering wheel paddles for the manual mode. Like the Porsche PDK paddles, it's not the best system and certainly doesn't enhance manual gearshifting. The gearlever action, however, is spot on.BMW offer three gearshift modes - standard, sport and sport plus - with the last two also sharpening up the response of the steering, accelerator and suspension systems. Sport gives a little bit of leeway before calling in the electronic stability and traction control nannies, while Sport Plus lets it all rip by disengaging everything. My preference was Sport. The standard mode has a bit of lag in its changes while flicking gthe console button to Sport and using the gearbox manually just makes it a bit more fun and slightly more engaging.The standard mode will excite most owners. Sport will make the passenger pay attention while Sport Plus is simply too wild for the street unless in trained hands.And here's the thing - this car has an engine that will put most of its rivals to shame and the Z4 35i clearly has the performance to awake any jaded soul. But the whole package is wrapped in cotton wool. You can push this car hard - very, very hard - and it will scare you so much your teeth will sweat. But it's held together by sophisticated electronics that are working overtime to keep the car on the road and its increasingly over-confident driver as safe as possible.These electronics create something akin to an artificial driving experience. The rawness of the car is polished out and in its place is a package that while a tad surreal, perfectly suits a broader range of drivers. People who love driving will love this car. People who don't get a thrill from sitting behind the wheel will love it because it's so easy to drive. Is this the perfect sports car.BMW has rid itself of the overly assisted Active steering system and in its place is a better feel that delivers the best of parking and high-speed manouevres. The wheel sits high on the dash predominantly because the driver sits so low. That ordinarily ruins visibility and BMW doesn't disappoint with a bonnet that stretches somewhere up front and an invisible tail behind.Parking aside, the driver may find the car a bit wide in some circumstances - I swallowed my heart about a hundred times through the tight twists of the Spanish mountain passes - but once familiar, will be in awe of its directional stability and comfort.Comfort in a sports car from BMW. Thanks to electronic dampers, the Z4 rarely puts its occupants in pain. The suspension monitors road surface changes and instantly adjusts. If the front wheel encounters a pothole, the damper valves open to reduce the thump and while doing that, tell the rear wheels that a bump in on its way.The seats are short on the cushion and that is normally a problem. However, it doesn't impair comfort and actually gives the driver a bit more space to move around in the seat.On sale - MayPrice: sDrive23i $86,200 manual, $89,500 auto; sDrive 30i $98,100 manual, $101,400 auto; sDrive 35i $116,900 manual, $120,400 dual-clutchEngines: Six-cylinder inline with variable-valve timing and lift, 2.5-litre, 3-litre and 3-litre bi-turboOutputs: 150kW @ 6400rpm - 23i, 190kW @ 6600RPM - 30i, 225kW @ 5800rpm, 35iEconomy: 9.2 l/100km, 23i and 30i, 9.8 l/100km, 35i manualPerformance: 0-100km/h - 6.6sec, 23i, 5.8sec, 30i, 5.2sec, 35iTransmissions: 6-speed manual or auto, seven-speed dual clutch, rear drive

Is it the Bentley Flying Spur Speed's performance one should be most impressed by — or should that honour go to the stereo.Tough question.Here we have a $400,000 luxury tank with the soul of a sports car. The 6-litre 12-cylinder powerplant's 449kW and 750Nm across a delightfully wide delivery band from 1750-5750rpm will launch its 2.5-tonnes in a Porsche-like 4.8 seconds.That's impressive.It also handles direction changes with the poise of a ballet dancer and has the balance of a high-wire artist. Very impressive indeed.It would seem only fitting, then, that such a car should have a sound system capable of inspiring its own degree of awe. It does.The system from iconic — if little known outside the audiophile world — British company Naim is optional at $15,000. A mere snip in a $400,000 car.The tech stats are impressive, if a little pointless unless you live and breathe audio equipment — and in that case you probably know it all anyway — but suffice to say the 1100 Watt amplifier is the most powerful available in any production car.What does that mean to anyone sitting in the cabin? It means it is a really good idea not to wind the volume to the max. It absolutely could be harmful to your health.The 15-speakers hidden tastefully around the cabin — Naim's research and development boffins spent 18 months adapting their high-end sound systems to Bentley's rather plush interiors — will deliver bone-shaking doof-doof if that is what you really want or the most exquisite concert hall sound imaginable.It may be possible, if you listen carefully, that you hear the second violinist snap a horse-hair on his bow. It's that good.Step outside the car, close the doors and such is the quality of the Flying Spur Speed and its five-layer sound-insulating glass that — at best — you will hear a muted hint of what is happening inside. And therein probably lies the answer to the original question.Each of the component parts of the Bentley are of themselves impressive. Overall, they are more so.However, there is a new element to Bentley as a company.Historically there has been the distinct impression that you either loved the cars as they were or you went somewhere else. The marque was exclusive enough that if you weren't happy then that was your problem.In a changing world that is no longer the case. Owners are to be listened to and their concerns acted on ... and that is the genesis of the 2009 Flying Spur Speed."There was some early criticism of the similarities between the first Continental Flying Spur and the Speed," Australia and New Zealand Bentley boss Ed Strieberg said last year when introducing the 2009 model."Some people saw it as two trim levels of essentially the same car."The answer was to allow the Speed its own character, highlighting, rather than hiding, its sporting elitism.The changes to the 2009 model are not huge, rather a soft makeover highlighted by a larger and more upright grille, that five-ply sound-deadening glass, some extra choices in paint and trim, and electric adjustment for the rear seats.Inside there are the same acres of quality leather, sheets of hand-worked fine-wood trims and the most beautifully knurled metal knobs and gearstick.Understated but undeniably plush, even if some of the dash instrumentation and lesser switches hint at the marque's VW owners. The Bentley cabin remains a place of peace and grace.Dynamically the Flying Spur is something of a magic act. There is no getting away from the fact this is a big car. At nearly 5.3m it dwarfs most family transport, yet from behind the wheel it disguises its bulk almost magically.The steering is light and with enough `sneeze factor’ not to be nervous despite the sheer mass of the car. For all that refinement it is sharp and gives an unexpected level of feedback from the massive 275/35 tyres.Getting the car going is the thumping W12 engine, sourced from VW head office, but tuned and refined to suit the Speed's newly-freed sporty character. Yet, if it is an achievement to have the Flying Spur get up and go as it does then stopping it is an even greater one.The brakes are simply stunning. The 405mm (front) and 335mm rear discs pull the Bentley down from serious speeds in exceptional fashion. For a mere $30,440 you can add a larger set of carbon-ceramic plates — but that would be showy overkill.And that, most definitely, is not a Bentley trait.

The Germans have a stranglehold on the market but for those who look for flair not completely at the expense of function probably end up staring into the beautiful face of an Alfa Romeo 159.

Although reported claims by the carmaker that it’s a triumph over the BMW M3 may be a bit optimistic.Based on the IS platform, the IS-F – the ‘F’ stands for Japan’s Fuji Speedway - delivers power, speed and agility in a smart looking package and may just give those staunch Bavarian auto fans something else to think about.EngineThe IS-F is powered by a DOHC 5.0-litre V8 engine that produces 311kW at 6600rpm and 505Nm of torque at 5200rpm.Power is transferred to the wheels via an eight speed Sports Direct Shift automatic (with paddle-shifters), electronically controlled with lock-up torque converter (2nd - 8th speeds).On the way to a top speed of around 270km/h, the IS-F rockets to the 100km/h mark in 4.8 seconds.Fuel consumption will vary depending on driving style but the press kit claims 11.4litres/100km. Combined CO2 emissions come in at 270gm/km.ExteriorThe IS-F retains the sporty shape and aggressive stance of the IS 250 on which it is based but the F is clearly a gym junkie – a sinewy ball of muscle.Wheel arches have flared further to house big 19 inch wheels. The wheels are lighter than conventional alloys and are made by the official supplier to Formula 1 – BBS.The radiator grille and lower cooling ducts are larger to allow more air to be sucked through to the engine and brakes, which gives the car an intimidating look head on.To accommodate the big V8, there is unmistakable bonnet bulge and the front overhang is slightly larger than on IS 250.High Intensity Discharge(HID) headlights with Lexus’ Intelligent Adaptive Front Lighting System improves the IS-F’s guidance through corners.Interior IS-F badges throughout the cabin are a constant reminder of this car’s sporty nature.Supportive leather sports seats hold you in place round tight corners and the wrap around dash - with back-lit instrument cluster - provides a cockpit feel.A seven inch colour touch-screen display is the primary information resource, controllable also by the leather sports steering wheel.To make things more comfortable a satnav and a six-disc Mark Levinson audio system are standard, as is Bluetooth and MP3 capability.SafetyAlongside the comprehensive airbag package, the Lexus IS-F safety list features anti-skid brakes, electronic brakeforce distribution, brake assist, traction control and vehicle stability control.PricingThe Lexus IS-F starts at $129,000.DrivingWigley saysThis car goes a long way in shaking the ‘boring, prettied-up Toyota’ tag that has attached itself to Lexus for a good while now. Adding a true performer to the line-up is a positive move to attract a whole new type of buyer and adding one this good lifts it another notch again.For a start the IS-F looks the part, with a chunky exterior and big, gunmetal alloys.Inside is equally as impressive. The soft leather seats lock you into a perfect, stable driving position and the smart-looking dash is easy enough to work out without fumbling through the manual.But on the road is where the beast comes alive. The throaty gargle on start up rumbles up through the floor and into your feet and legs, bullying you to squeeze the throttle.Lexus have done well to create a healthy combination of firmness and comfort in the IS-F. Potholes and ruts are swallowed up at all speeds and the multilink front and rear suspension allows the car to be thrown into corners with minimal body roll. The great cornering can also be attributed to the big Brembo brakes, made specifically for Lexus.The paddle shifters were fast and smooth – 0.1 second upshifts – but not using them exploited the somewhat random gear selection in full automatic mode. Not surprising really given the eight gears to choose from.There really weren’t too many downsides to this car, although we did find the B pillars made for massive blind spots, and it does feel a touch on the heavy side.And the constant hum inside the cabin of the V8 could get a little grating. Actually scratch that last point – what am I saying??But it was the acceleration in this car that really sold it for us. At 4.8 seconds it’s no slouch and when that second induction opens up just past 3000rpm, the noise is exquisite. Nice one Lexus.Verdict - 8.8/10Halligan saysThe IS-F is somewhat of a watershed car because we have to begrudgingly stop calling all Lexus vehicle boring.And we’ll have to stop because the IS-F is not boring. Its styling is not boring, its performance is not boring and there is certainly nothing at all boring about the way it sounds. When the second stage intake ports open just above 3500rpm , there is little else that can beat it for aural pleasure.The IS-F was designed to compete with the BMW M3 and Mercedes C63 in the global four-door family sports sedan market. It doesn't do too bad a job. But while this is a great car and anyone who buys one based on their personal preference is making a good choice, it is still the least car of the three.That also includes having the least price, which – depending on what you are looking for – may be a benefit or not. At this price point I don't think it is much of a factor in the decision making process.There is nothing much to criticise about this car, and its easy to love, but its easier to love the Merc C63 more. The IS-F is not as quick, not as entertaining and not the Q-ship that the C63 is.But you hear there are a considerable amount of people who won’t be seen in the C63 or M3 as they fear being stereotyped.Luckily we live in a fabulous time where we have a choice of three performance sedans with four doors, a boot to fill with family luggage, a high output V8 with more than 300kW on tap and superb handling.... hang on a minute, aren't we missing something here. Aren't there two more badges that fit that criteria – HSV and FPV. So it's not really a choice of three, it's actually five. Great days.There’s a big argument for the Lexus on performance and price, and the main argument against is that it’s still a Lexus.Rating - 8.8/10

While the first factory Alfa Spider joined the model line-up in 1966, the Spider body type goes back to the mid-1920s.Originally a designation of a light two seat sports car, the first Alfa Spiders were based on 6C and 8C models with body work by Carrozzeria Touring.Many Alfas by them of this style followed and they are highly desirable classics on the collectors market. Those with a joint race history with the Scuderia Ferrari, (the Factory Race Team through to the late thirties) are also extremely valuable.The first factory Alfa Spider was launched at the 1966 Geneva Show. It was based on the Guilia 105 chassis.The body was both styled and built by Pininfarina and was the last project Battista Pinin-Farina had personal involvement with. The body design and construction was quite advanced with crumple zones incorporated front and rear. The name Duetto was eventually given to the car after a public naming competition was held. This was not the only significant marketing coup for the Spider however it was also an early product placement in a big box office movie when Dustin Hoffman drove it in The Graduate.Production of this basic body style continued through until 1993, evolving through four significant updates from the Duetto round tail through to the big plastic bumpered final version for the US market.The second generation body design of the GTV period 1995-2006 saw the introduction of what can only be described as a controversial styling -- some would say the ugliest car ever produced from a Pininfarina design. The front-wheel drive layout did not lend itself to the sporting nature of the previous generation.The current production Spider launched at the 2006 Geneva Motor Show -- where is it was well received and praised as the Cabrio of the Year -- marked a return to classic style.While the V6 has been criticised as not being a true Alfa, as it utilises a Holden-sourced engine, the performance is definitely in a league of the best of the Spiders.The engine features a thorough make-over by  Alfa, including completely new heads.The Spider name has also be used on the current Alfa limited production supercar, the 8C.For images of examples from the original 1920’s cars by Touring  through to the new 8C, explore our gallery at right.Related links:Search for your own Alfa Romeo Spider

This is the Italian manufacturer’s best-selling car in full-thrust mode at its international launch on the volcanic Spanish island of Tenerife off the coast of Morocco last week.The locals don't get to see a lot of super sportscars on the tiny tourist island, so the appearance of the Gallardo Spyder, named like all Lambos after a famous Spanish fighting bull, elicits cries of Dale cana which means step on it.We oblige and the Spyder rockets to 100km/h in just four seconds, down an imperceptible 0.34 seconds on the previous model.The convertible will arrive in Australia in July costing $502,000, which is $47,000 more than the coupe.For that you get a powered soft top in black, blue, grey or beige that goes up or down in about 20 seconds, allowing the driver and passenger to more fully appreciate the unique wail of the 5.2-litre V10 engine it shares with the coupe.The new driveline, featuring Iniezione Diretta Stratificata direct fuel injection, reduces fuel consumption with CO2 emissions down 18 per cent, but still an unhealthy 330g/km.Power is up 29 kilowatts to 412kW or 560 horsepower, hence the models name, while weight is down 20kg.Automobili Lamborghini: research and development director Maurizio Reggiani says this improves the all-important power-to-weight ratio."The key ingredients of this car are four-wheel-drive traction, a low power-to-weight ratio and its easy to drive with energy efficiency," he says.Brand director Manfred Fitzgerald says it is an "extreme car" with an "extreme set-up" and is not a daily driver.Company president and CEO Stephan Winkelmann disagrees."This is a daily driver even though our customers dont buy it for an everyday car," he says.They are both right to some degree.DrivingAround the narrow town streets, the Spyder feels too wide yet ambles along nicely in full automatic transmission mode.On downshifts it blips the throttle giving the impression of a talented driver behind the wheel and exciting the excitable locals with its throaty F1 growl.The suspensions extreme set-up requires judicious approaches to traffic calming so we set the optional front axle suspension lift system to the highest setting.This only works up to 70km/h, as we soon find out on the steep and twisty hillclimb to the 3000m crater of El Teide, the volcano which dominates the island of Tenerife.With the top down, I begin to get an ice-cream headache from the cold and dizzying heights as we hurtle upwards on the billiard-table smooth road surface.Suddenly the road resurfacing funding runs out and it becomes bumpy. The extremely low front spoiler immediately bottoms out with a sickening scrape, leaving a nasty gash, and we back right off.This may be an easy-to-drive supercar, but its extreme set-up takes it out of the realms of a daily driver.Like the coupe, the convertible features 4WD with a 30-70 per cent torque split front to rear at constant speed, a mechanical differential on the rear axle which provides up to 45 per cent limited slip, and an electronic differential lock at the front.All this serves to increase lateral force and provide maximum thrust, Reggiani says.The hairpin turns on the volcano hillclimb are a perfect testing ground for his claims of lateral force.The Spyder complies by sticking to the road with neutral manners and almost none of the usual flex and scuttle shake associated with convertibles.The low-assistance steering provides an almost go-kart feel of direct connection to the front wheels.True to Lamborghini’s claims, the open cockpit presents little buffeting, even up to 160km/h with the rear glass windscreen and side windows up.For safety, it features two spring-loaded rollover bars behind the seats which deploy in 250 milliseconds in a roll-over while the seat belt tensioners spring into action.We avoid testing this function and finally reach the volcanos crater where tourist groups have milled to photograph the stunning moonscape scenery. As we arrive, the lenses are re-focused on the origami-style Spyder instead and the tourists ask us to photograph them standing beside the car.It is a real head-turner in any colour, but the new and expensive optional matte black, white and brown are the standouts.On the downhill run the steel Brembo brakes get a solid workout and although there is no hint of fade, the pedal feels a bit soft with a lack of initial bite which is unusual for a supercar.An obvious drawback for the rear-engined Spyder is the limited 110 litres of front cargo capacity; just enough for one medium-sized suitcase or a couple of back packs.The hip-high car is also difficult to access and step out of.I found the cockpit rather cramped for leg space and with the seat all the way back the leather created an annoying squeak against the rear bulkhead.The sport seats are nicely contoured without being tight, although they are too narrow at the shoulders and are very hard on bony backsides.Fitzgerald says Spyder customers are 95 per cent male, but more women are attracted to the convertible.It is also the most important product in their two-car stable.Murcielago accounts for 25 per cent of sales, while Gallardo accounts for the other 75 per cent with 60 per cent of that being the Spyder.He says 95 per cent preferred the e.gear auto sequential transmission which features a standard program, a sport mode with shorter shift times and a racetrack-oriented corsa program.Electronic stability is active in all drive programs, engaging later in the sport and corsa modes and reducing the impact of the traction control. The corsa mode also permits greater drift, however close rock walls on the narrow roads put a stop to any intentions of drifting.At speeds of more than the sign-posted 120km/h highway, an automatically-deploying rear spoiler increases the down force on the rear wheels.We flow with the traffic which seems to disregard the posted speed signs and allow the spoiler to work its magic.The Spyder comes standard with driver, passenger and side air-bags; dual-zone climate control with sun regulator; stereo system with USB interface; sports seats with electrically adjustable back rests; leather upholstery and bi-xenon headlamps with LED daytime running lights.Options include a navigation system, a hands-free Bluetooth mobile phone connection, anti-theft device, a rear view camera, the front axle lift system, ceramic brakes.PRICE: $502,000ENGINE: 5.2-litre, 4-valve V10POWER: 412kW @ 8000rpmTORQUE: 540Nm @ 6500rpmTRANSMISSION: 6 speed manual, or 6-speed sequential e.gear automaticECONOMY: 14 litres/100km (combined)CO2 EMMISSIONS: 330g/km

The '09 update to the pocket rockets in the Porsche playpen includes everything from a new engines to extra equipment and some minor visual tweaking - as well as an available seven-speed PDK gearbox - but the bottom line is all about the bottom line.The Boxster is now effectively priced at the same level as when the baby droptop first hit the road in Australia - in 1997 - and the Cayman is just as sharp.We're not talking a Hyundai-style $13,990 ticket, so the starting price for the 2009 Boxster is still a lot of money at $113,00. And the top-line Cayman S tips the scales at $160,800, without dipping into the optional equipment.But compare the new numbers with the $109,900 the Boxster cost more than a decade ago, and factor a value improvement which puts as much as $12,000 more equipment into the '09 cars, and the dollars look like a deal.So, too, does the performance upgrade which takes the basic Boxster up to 188kW and 290Nm of torque, and the top Cayman S to 235kW and 370Nm.Anyone struggling with power potential can easily translate the engine work into a 5.6 second sprint to 100km/h and 274 km/h at the top end for the Boxster and 4.9 and 277 for the Cayman S.Those are seriously big numbers for a car which has done a solid job for Porsche sales, particularly a Cayman S which is now a real threat to the classic 911.And Porsche Cars Australia needs those sales. Its results are down by 45 per cent after the first two months of 2009, although company chief Michael Winkler is expecting a rebound - helped by new models including a diesel-engined Cayenne SUV - by the end of the year."We're hoping for 1000 registrations this calendar year. It's a very interesting situation, now, in the marketplace," Winkler says."We've looked at the basic substance of the cars but also the equipment. There is a value story to tell on Boxster and Cayman."So there is a lot riding on the new babies, which are called the 'Generation 2' models of the 987 series and pick up a lot of the changes from last year's updating work on the 911.Visually, the biggest tweak is the new headlamp cluster with two separate reflectors. The grilles in the nose, mirrors and tailpipes are changed, but only a Porsche fanatic would notice.Inside, the only real difference is the shift stick for the PDK twin-clutch gearbox. But there is a major upgrade of the system behind the dash, with satnav and a touch-screen monitor as standard.So the real work is in the new engines, tweaked suspension and the transmissions.Porsche claims it has achieved the extra performance while cutting emissions and improving fuel economy. It's a similar deal to most major makers in 2009, but took a lot of work."There are a whole lot of changes that add up to big things. Porsche has always been good at bringing the detail together. We are a detail company," says technical chief Paul Watson.That detail work even includes lowering the centre of gravity of the engine, as well as PDK gearing which means seventh gear is so tall - for economy - that top speed comes in sixth. A limited-slip differential is now available for the Cayman S.And the work is reflected in lap times at Porsche's ultimate test track, the Nurburgring in Germany.The '09 Boxster is now a massive 31 seconds quicker than the original.DrivingWindswept Melbourne, in a state where speeding is almost a hanging offence, is not the right time to be pushing hard in a new Porsche.Things were so bad with lashing rain showers during the preview drive that I never got a chance to take the top down in the Boxster . . .Even so, the basic Boxster and the Cayman S - top and bottom of the update efforts - showed that Porsche has pushed again to get the best from its cars. They barely look any different, but Porsche people will see the changes and that is what really matters.Both showed more response in the chassis and engine, driving inland down towards the Great Ocean Road, with more a slightly more fluid feeling through the suspension and better drive from slow speed up to solid overtaking pace.It is hard to say what the changes really means because the roads were damp and crowded with all sorts of traffic, including caravan parades and gawking overseas tourists.But the Boxster was a sweet drive, with the incredible mid-engined grip I have come to expect and a little more go from the bottom of the rev range.And the Cayman S, on the few occasions I could crack the throttle, remained as pin-sharp as I remembered with even more of a thump in the back. The PDK gearbox is an excellent device, with sweet auto changes and excellent response in manual mode - although the touch-change buttons on the wheel are a silly fiddle and hard to use, with a gearlever which is set for changes the wrong way (pull back to downshift) for brisk driving.Porsche has given the coupe more go than the droptop because the Cayman chassis can handle the extra, but also because there are a growing number of people who want more from a car they are genuinely choosing ahead of a 911 for driving enjoyment and not just a cash saving.It will take more time with the cars to pin down the exact improvements, but Porsche has put the real emphasis on the dollars and rated against any value-for-money measure in the sports car class the newcomers are winners.Porsche Cayman and Cayman SPrice: from $122,200 to $160,800Engine: 2.9-litre flat six 195kW/300Nm (Cayman); 3.4-litre flat six 235kW/370Nm (Cayman S)Transmission: 6-speed manual, 7-speed PDKEconomy: 8.9L/100km (Cayman); 9.2L/100km (Cayman S) Porsche Boxster and Boxster SPrice: from $113,000 to $145,900Engine: 2.9-litre flat six 188kW/290Nm (Boxster); 3.4-litre flat six 228kW/360Nm (Boxster S)Transmission: 6-speed manual, 7-speed PDKEconomy: 8.9L/100km (Boxster); 9.2L/100km (Boxster S)

The kiddie down the street gets a new toy and the one closer to home wants one as well.It matters not a jot that they don't really need one — after all, the toy box is pretty full. Lots of shiny new toys in there already.Still, what can you do? Can't let the neighbours get away in the `who's got what’ stakes, so a new toy it is.Audi's is called the Q5 ... and you've got to say, it's pretty impressive.The little brother of the rather more imposing — and environmentally insensitive — Q7 is aimed squarely at BMW's X3, Volvo’s XC60 and, to some degree, even at its little cousin, the VW Tiguan.What is certain is that it is going to hit plenty of hot buttons, from size to styling to performance. If you can afford it, are married, aged around 45 and very internet savvy Audi is looking for you."The Q5 is an expansion of the product range to an area where we haven't been before," Audi Australia's general manager for marketing, Immo Buschman, says. "It is progressive and sporty with a lot of technology which has flowed down from the A6 and A8 (sedans)."It is a summary of a lot of different aspects — safety, design, performance, technology ..."Drivetrains and pricingThe Q5 arrives with an engine range of four — two petrol, two diesel, two four-cylinders, two V6s with a price spread from $59,900 to $71,900.Immediately available are the four-cylinder 2.0 TFSI at $59,900 (the similarly-priced 2.0 TDI will arrive in about a month) and the sweet 3.0 TDI at $71,900.The petrol 3.2-litre V6 FSI will be in showrooms around the same time as the 2.0-litre diesel and will start at $69,900.Audi is expecting to sell around 1500 Q5s in a full year with 70 per cent of the sales split between the two four-cylinder models while the 3.0-litre diesel is predicted to account for 25 per cent of traffic and the V6 petrol a mere 5 per cent.The pricing is purely indicative because if you want to add the extra bling to your new toy it is going to cost you. Even metallic paint is an eye-watering $1900.Optional featuresThe cars as tested on the launch driver were bristling with options. Our 3.0 TDI model was pumped with features like the $6200 Multi Media Interface with Audi Music Interface (that's a 40 gigabyte hard drive which will hold 10,000 songs as long as they aren't i-tunes or from a commercial CD because those files are protected and can't be downloaded), Xenon headlights at $2283, the adaptive suspension and steering package at $5215 ... that lifts the basic $71,900 car well into the $80,000-range and that's just for starters. Throw in some bigger wheels, adaptive cruise control, lane and side assist, reversing camera and a folding front seat and six-figures here we come.You can perform a similar inflation exercise with the four-cylinder models.The real shame is that while all the bells and whistles are nice there was no way of telling from the launch drive just how good a basic drive-away model may be.The suspicion is that with A4 underpinnings, quattro all-wheel drive and a cabin trim comparable to anything we have come to expect from Audi there wouldn't be a lot to dislike.Driving As to what we could experience ... well, BMW had best look to their laurels, this is no longer a one-horse race.Not only has the XC60 come out to play, the Q5 will lay seige to the high ground BMW's X3 has previously enjoyed almost unchallenged.Slip into the Q5's cabin — an easy task given the car's high ride and ample room — and it is immediately obvious that there is nothing nasty and SUV-ish lurking nearby.It is all very ... well, very Audi. All the necessaries are there, they are all nicely trimmed and well positioned and everything feels nice and rich.What the Q5 does do is make the most of the space there is. The rear-seats slide back and forward over a 100mm range for extra legroom or extra luggage space, the seats fold in a 40:20:40 split to meet almost any luggage-lugging requirements and even the front seat — for an optional $350 — will fold flat to allow an extra-long load.On the move the 3.0-litre diesel is the stand-out winner. The strong, silent type — great mid-range urge and as quiet as some less-refined petrol types.Ride on the adaptive suspension ranges from firm to really, really firm — sort of uncomfortable unless you are setting out to toss the car through some really twisty roads.Do that and the dynamic setting on the suspension makes a lot of sense. It not only focuses the attention of the dampers but sparks the seven-speed double-clutch auto into life as well.Body roll is minimal, the Q5 turns in happily with minimum disruption and a whole bag of grip — it will even allow for little mid-corner corrections with getting all fussy and unsettled.Steering feel is initially quite heavy, to an artificial degree, and while not particularly communicative there is enough feedback to instill confidence that where you point you will go.During the launch drive Audi set the cars over around 35kms of broken bush track strewn with loose rocks, moderate washouts and plenty of loose gravel. There was little that could be called real off-road driving but it was enough to show that the Q5 is not going to blush at the prospect of getting that out-of-the-way picnic spot or out to the farm.Traction and stability control are switchable to a more tolerant off-road setting which allows for a little necessary slip on softer surfaces.Our run over the rough surfaces, at a fairly descent clip, had little effect on the 3.0-litre diesel although on the previous day two of the cars had failed to proceed with what is believed to be hydraulic leaks in the steering.Audi is still investigating the cause.Price: from $59,900 to $71,900Engine: 2.0L/4-cylinder turbo diesel 125kW/350Nm; 2.0L/4-cylinder turbo 155kW/350Nm; 3.0L/V6 turbo diesel 176kW/500Nm; 3.2L/V6 199kW/330NmTransmission: 7-speed S-Tronic autoEconomy: 6.8L/100km (2.0 TDI); 8.5L/100km (2.0 TFSI); 7.5L/100km (3.0 TDI); 9.3L/100km (3.2 FSI)