Luxury Reviews

The eagerly awaited five-seater joins its larger sibling the Q7, looking not unexpectedly like a smaller version of that wagon.Following close on the heels of Volvo's new XC60, it will compete in the rapidly expanding, mid-sized, premium soft road segment — a segment until recently dominated by BMW's X3.Priced from $59,900, Q5 comes to market with a choice of four engines, all teamed with Audi's new 7-speed S tronic automated manual (the equivalent of VW's acclaimed DSG twin clutch box).Two engines will be available initially — a 2.0-litre turbocharged petrol four and 3.0-litre turbodiesel V6, with a 2.0-litre diesel and 3.2-litre petrol V6 to come.With low fuel consumption, the 2.0-litre diesel avoids luxury car tax and will be priced the same as the four cylinder petrol model, with the 3.2-litre V6 $69,900 and 3.0-litre diesel $71,900.Audi launched the Q5 this week in the dry but beautiful Snowy Mountains where we were able to drive the cars over a combination of dirt and bitumen roads, with some light off road stuff thrown in.Originally, it had been planned to drive the cars across continent, as the company did with Q7, but in the current financial climate the plans were reluctantly shelved.The Q5 came though with flying colours, with ride and handling that is more like a car than a four-wheel drive.It is aimed at well heeled buyers who like to get out and about but have no need for a third row of seats.Q5 is 4.63m long, 1.88m wide and 1.65m high, with the longest wheelbase in the segment.With 200mm of ground clearance, it is underpinned by Audi's trademark Quattro all-wheel drive system, which is a fulltime system with a 60 per cent bias towards the rear wheels.Considering its 1740kg bulk, performance even from the entry level four cylinder petrol engine was surprisingly strong.It's the same turbocharged four that will power VW's new GTI, with power up from 147 to 155kW, but torque pegged at 350Nm.With direct fuel injection, it features Audi's new valvelift system (AVS) which varies valve lift for increased power output and optimum fuel economy.The dash from 0 to 100km/h takes 7.2 seconds with fuel economy a claimed 8.5 litres/100km.The 3.0-litre V6 turbo diesel features third generation common rail technology, delivering 176kW and 500Nm of torque from 1500rpm.The diesel feels heavier in the front but can still dispatch the dash in just 6.5 seconds, at a rate of 7.5 litres/100km.The cars we drove were equipped with variable suspension and some with variable steering too — both of which are optional.The steering is responsive and handling is sharp, with plenty of grip from the 18in 235/60 Bridgestone rubber, allowing the car to be pushed hard with confidence.It's a PR nightmare when something goes wrong on a launch and as Murphy's law would have it the power steering failed on two vehicles within minutes of each other after a section of off road.Audi is yet to identify the cause of the failure, but the two vehicles were immediately shipped back to base for a thorough inspection.Other than that, the Q5 performed impeccably.The stability control system cannot be turned off entirely, but has a special off road setting that attenuates braking and engine intervention to provide maximum traction.The stability system can even compensate for the weight of a luggage pod fitted to the roof bars.Inside the car is finished to the usual high Audi standard, with a rear seat that slides 100mm and splits 40:20:40, with a front passenger seat that folds down to accept longer loads.With 540 litres of luggage space, it has the largest load carrying capacity in its class.It is equipped with a space saver spare wheel.The Q5 can be optioned with a host of accessories including a sophisticated entertainment and navigation system complete with 40Gb hard drive.Standard equipment includes a 180 watt 10- speaker sound system, but Bluetooth and iPod connectivity remain optional.

Sitting between the C-Class and S-Class the mid-sized luxury saloon has the task of sweeping up those buyers looking for more rewards than the junior sedan can offer yet not yet ready for the uber-luxury - and price - of the top-end saloon.With more than 50 years of history and 12 million predecedents the E-Class is a key plank in the Mercedes world and not surprisingly the company has pulled out all stops to make the latest generation worthy of its history."The claims to (this car) being the best in class are not drawn from thin air but from six decades of experience," Joachim Lindau, head engineer for testing and development of the E-Class, said at last week's launch drive of the car in Spain."This is a benchmark ... we have new engines, new suspension. It's a completely new car.The first tranche of new E-Class models to reach Australia in July will be the V6 E350 and V8 E500 petrol models - both carry-over engines from the current cars - in both sedan and Coupe body styles.The first of the new range of super-efficient BlueEfficiency engines won't arrive until October or November when the 4-cylinder E220 CDi, E250 CGi turbo direct injection petrol and E250 CDi bi-turbo diesel land.They will be joined at the same time by the hero engine of the range, the V6 E350 CDi turbo diesel which boasts a stump-pulling 540Nm of torque while sipping a miserly 6.8 litre per 100km.An AMG E63 sedan is scheduled for early next year and at this stage there is no sign of an E63 Coupe.Pricing and specification levels have still to be settled but Mercedes-Benz Australia suggest that the value equation will improve over the outgoing models - that means more standard equipment at a similar price.In developing the eighth generation of the E-Class Mercedes built some 700 prototypes, drove them 36 million test kilometres - the highest for any Mercedes passenger car, performed 150 real crash tests and 17,500 digital ones."Safety and comfort are the foundations of this car, a car created for the long distances," Lindau says. "Making this car comfortable for the driver is part of what we call `conditional safety'. A relaxed driver is a safe driver."While the E-Class bristles with a complex combination of safety, comfort and consideration for the environment not all of the features are going to make it to Australia.Likely standard equipment includes the Attention Assist system developed to monitor a driver's behaviour and provide a wake-up call if sensors detect the possibility of a micro-sleep, Lane Keep Assist and Blind Spot Assist, nine airbags including a knee bag and the usual array of brake and stability programs as well as the pre-safe crash preparation program.Optional offers will include a reversing camera, Night View Assist which enhances low-light conditions, an adaptive high beam and intelligent light system which automatically dips the beam for approaching traffic and adjust the light pattern depending on surround conditions and Distronic Plus (active cruise control).Definitely off the menu for Australia is the fuel-saving stop/go engine shut-down technology, the Speed Limit Assist which can read speed signs and display the posted speed on the dashboard and the pedestrian safety active bonnet."Unfortunately the Speed Limit Assist technology can not read Australian speed signs as they are a different shape to those used in Europe," Mercedes-Benz Australia's Peter Fadeyev says. "the stop/go feature will also not be available as it is only on manual four-cylinder models at the moment and we have no plans to bring the manual to Australia."Mercedes is working on extending the technology to automatic cars and Fadeyev says that when that happens it would most likely become a fixture for Australia.It is not until you get behind the wheel of the new E-Class that much of what has been spruiked about the new car begins to ring true.The interior styling is richer, closer to an S-Class than a C-Class as had been the case in the previous generation. The lines are straighter, the surfaces flatter and more functional yet the ambiance retains a richness from the quality of materials used and precision of the layout.The seats are comfortable - spacious and supportive and with the extra padding of the restyled contruction evident immediately.All very nice, but fire up the new 3.0-litre V6 diesel and the experience takes on a different level of appreciation.This is an engine that Mercedes can be justly proud of. Its strength is that the 540Nm - or a greater proportion of it - is ready for instant action from anything above idle.Tap the accelerator and go, jump on it and go harder - and all without the least hint of harshness. The balance between the engine, the seven-speed automatic gearbox and the active dynamics of the car's suspension and steering is a treat.The direct-steer variable ratio steering never descends into vagueness, something that can not be said of all such systems and whether punting through twisting mountain roads or sruising along an open motorway the feeling is one of directness and precision.Ride quality is what you would expect from this level of automobile - no more, no less. The active damping works well, seamlessly adjusting from comfort on a gentle cruise to a more sporting stiffness when pushed.A unexpected delight is how little drive enjoyment is given away by dropping from the hero engine to either of the new-generation four-cylinder offerings.While the 2.1-litre direct injection turbocharged E250 CGI is an absolute sweetie with its 150kW and 310Nm it is the equivalent diesel, the E250 CDI, that will have you out of the car and counting the cylinders.With 150kW and a thumping 500Nm of torque squeezed out of the four cylinders by the twin-stage turbocharger this one is destined to be a star. Delivery is a little more peaky than the V6 with the torque dropping away around 600rpm earlier at 1800rpm, but you would be really hard to please if it didn't bring a smile to your face.And if there is any need to seal the deal, a combined fuel efficiency rating of 5.3L/100km should be just the ticket.

...the A5 retains the elegance of a traditional grand tourer while continuing Audi’s general shift toward sportier, more dynamic vehicles.This new diesel version, with its quality engine, improved fuel economy and CO2 output has entered the market at just the right time to take advantage of the growing interest in keeping things lean and green.DrivetrainThe A5 is powered by a 3.0 litre V6 diesel engine that produces 176kW between 4000-4400rpm and a substantial 500Nm of torque between 1500-3000rpm. It gets power to all four wheels via a six-speed tiptronic transmission with DSP.Shooting from 0-100 in a rapid 5.9 seconds, it burns 6.9 litres of fuel every 100km and expels 182gm of CO2 per 100km.ExteriorLike the A4, the A5 is underscored by Audi’s intent to position their vehicles as athletic as well as elegant. To this end, they have included a focus on road presence, muscle and poise, and its shows with a longer, wider, lower chassis, shaped by graceful, sweeping lines and short front overhangs.The long v-shaped bonnet coupled with sleek right-angled headlights and large air inlets create an impression of breadth in the nose that highlights the distinguishing single-framed waterfall grill.The short, sporty rear is emphasised by long smooth lines starting from the C-pillar.InteriorInside the A5 you are surrounded by quality materials and workmanship. The dash is angled slightly towards the driver creating a snug cockpit feel and the ergonomic seats hold you firm at the wheel.A 10-speaker sound system, leather upholstery, cruise control, electric front seats, Bluetooth compatibility, leather multi-function steering wheel and auto-dimming rear-view mirror are all standard, as is the drive information system – with trip computer, auto-check control and ambient temperature.Split fold rear seats and a decent 455-litre boot allow comfortable trips away.Running GearThe long wheelbase and shorter overhangs, along with a newly designed five-link suspension arrangement at the front wheels means the A5 is firm but not stiff, with precise steering and superb agility.The ride is comfortable, smooth and stable thanks to the trapezoidal-link rear suspension with new kinematics.SafetyA comprehensive airbag package together with ESP, ABS, Electronic Brakeforce Distribution, Electronic Differential Lock, traction control and Brake Assist, pushes the A5 into the superior safety category.PricingThe Audi A5 3.0 litre diesel quattro starts at $93,894.DrivingThe A5 is a great looking driver’s car and this new diesel variant is very impressive.After having just stepped out of a Japanese luxury hybrid, it felt a little stiff but just a few minutes in and we realised what we’d been missing – and that the Japanese car was just like driving a couch.Audi’s ever improving interior design makes for an agreeable place to spend extended periods and this one with its angled dash gave us that cosy cockpit feel. The instrumentation was easy to read and intuitive.With a 5.9 second 0-100 sprint, it’s no secret this diesel addition to the A5 range is a real performer. Acceleration is immediate and smooth and with a bit of room it will pin your scone into the headrest no trouble.The ride is firm enough to give you good feel but easygoing enough for longer journeys. The steering is light and true, allowing for great feedback.All wheel drive plus the firm suspension pack keeps the car stuck to the road surface and there is little body roll.The diesel is a great addition to an already impressive line-up.Verdict: 8.2

It is a fast, well made, prestigious vehicle, and a smooth ride. But is it enough to convince people they can have both prestige and a `green’ tinge.Its economy numbers are modest but a car this large – a six litre V8 - can only be so frugal, even if it is a hybrid.But in the end, it is a hybrid, so people can cruise around proclaiming they they’re saving the planet, while ironically sitting behind a mammoth V8 engine in a cabin stuffed with dead tree and dead cow.DrivetrainA 6.0 litre DOHC V8 engine combines with a high output electric motor to power the 600h.The petrol engine alone produces 290kW at 6400rpm and 520Nm at 4000rpm. As a hybrid unit another 37kW are produced to take it to 327kW max output.To transfer power to the wheels, the 4WD uses electronically-controlled, continually-variable transmission with an eight-step sequential shiftmatic system.For such a large car, combined fuel economy is respectable at 9.3l/100km and it outputs 219gm of CO2/100km.ExteriorAt over five metres long, just under two metres wide and with a wheelbase of over three meters, it’s hard not to notice the LS 600hL on the road.Lexus suggest the extended cabin length and long bonnet are the ultimate expression of their `L-Finesse’ design language, claiming it not only creates a feeling of prestige and elegance but also contributes to the impressive fuel economy and quiet cabin.Unique low beam headlamps using the Adaptive Front Lighting system, use less power and redirect themselves according to driving conditions.Big 19-inch wheels and self-closing doors and boot lid, plus rain-sensing wipers and a clever reversing camera are all standard on the luxury sedan.InteriorFinished in polished wood and leather trim, the LS 600hL has everything you expect to come across in a prestige car.Importantly because it’s a hybrid, there are two displays to keep you informed of your energy expenditure, be it electric power, the V8 engine, or both. You can also see when the Regenerative Braking System is recharging the battery.Front and rear seats are extremely comfortable and supportive with an ottoman footrest as an extra pleasure for passengers in the back.Rear passengers are also treated to Rear Seat Relaxation and Entertainment systems which allow them to enjoy a massage, listen to music or watch DVDs all via remote control.Driver and passenger don’t miss out, with glare resistant instrumentation, four-seat climate control, a heated steering wheel and a hand-stitched leather instrument panel.SafetyThe list of safety equipment and technology in the LS 600hL includes a comprehensive airbag package and a Pre-Collision Safety System that uses a radar in the front grill to determine the distance to the car in front and pre-tensions the seatbelts and controls braking to avoid a crash.It also includes Active Cruise Control, Brake Assist, ABS, Electronic Brakeforce Distribution and Vehicle Stability Control.PricingThe Lexus LS 600hL starts at $252,900.DrivingInitially there were two things that struck us about the 600hL when it arrived.First was its size. This car is immense - longer than a Toyota LandCruiser at over five metres – and it proved a real challenge navigating in and out of small parking lots.The second is how quiet it is when you push the start button. Only the electric motor is activated on start-up and it really takes a while to get used to not hearing an engine note.The interior has been given the traditional Japanese luxury treatment with garish perforated white leather seats, two tone doors and too much overly polished timber. A colleague questioned how ‘green’ owners could possibly feel sitting on dead cows and staring at what looked to be two thirds of the Daintree. I couldn’t help but agree.After dismounting our moral high horses we also agreed the cabin of the 600hL is a very comfortable place to be. How can it not be with a heated steering wheel, four seat climate control and your own personal games room and masseur.But driving the car was the most pleasant surprise.Throttle response was immediate and jerk free, and there was a satisfying amount of poke right across the rev range.The combination of multilink front and five link type independent rear suspension swooshed over pot holes and bumps easily.Steering is light and responsive, there was little body roll and the ventilated disc brakes were superb.Visibility was quite poor out the rear window given the car’s high waistline, so it was just as well there was a reversing camera.If you’re after a driver’s car this probably isn’t the one for you because the ride is much too soft to feel you’re in total control. It’s Japanese over-the-top luxury but it’s well made and fast, so if prestige is your bag and you enjoy the odd rubdown, go for it.Verdict: 7/10

What am I? I have a lineage stretching back to the beginning of my species, am highly regarded by my peers and am decidedly wealthy thanks to keeping ahead of the pack in mechanical and electronic technology.Though I am embedded in my heritage, I constantly think of tomorrow.What am I? I am, of course, a Vacheron Constantin watch.Silly you. You thought it was a car, didn't you?The company was founded in 1755 in Geneva by Jean-Marc Vacheron and has since remained in constant production.The problem here is that you can't derive any pleasure from driving a watch. It won't take you places though, once there, it will impress people in the know.Too hard? Buy a Mercedes.It too is the world's oldest — in this case, the car maker with uninterrupted production since inception — and will take you places you may dream about.Even more places if it's an all-wheel drive ML320 turbo-diesel.And many will grovel at your impression of wealth because Mercedes-Benz products are for those who still have superannuation and a credit limit.Or so I thought. In fact, the good looking, high riding pretend off-road adventurer is relatively affordable at $87,500. But why settle for entree when you can buy the Sports Luxury model, as tested, for $97,000.It's a diesel so while oil companies aren't exactly giving away the smelly fuel, it will take the ML320 up to 1055km between filling stations. That could produce quite a saving compared with using petrol.You would expect great things from a vehicle such as the ML320CDI. Unfortunately, driving pleasure isn't one of them.This is a big machine with styling influenced by Tonka that is purposeful and even bullish in appearance.It has big wheels so they fill out the fender arches, a definite wedge shape enhanced by a crease along the flanks and an abrupt tail.At 4.8m long, it's not into the gross dimensions of some rivals. However, its bulk — and you'll really pick up on this when your parking or on narrow streets — is mainly in its width.That gives it a big cabin which easily seats five adults and there's a huge boot area as well, overlaying a space-saver spare that won't take you and your friends very far.The cabin is from the Mercedes instrument cloning factory which makes it easy for model-hopping owners. But it adds a couple of its own special annoyances.The foot park brake yells America — incidentally, where this model is made — and in practice is a double-handed effort that gives the driver no sensitivity to park brake conditions, especially off the road.Then there's the right-hand gear lever. It is a stalk from the steering wheel column and only has four modes — park, reverse, drive and neutral.The problem is it easily gets knocked or mistaken for an indicator lever. The good news is that it defaults to neutral. The bad news is the traffic behind you while you reactivate drive.DrivingSitting so high gives a wonderful view of the back of all the other SUVs on the road.But it is very comfortable. The seats are broad and infinitely adjustable, as is the steering column.The gearshifter has some lag which frustrates the impatient but at least it's as simple as pressing down to engage drive. Paddle shifts on the steering wheel activate the manual access to the seven cogs.The transmission extends its lag to include acceleration, where there is some disparity between pressing the accelerator and actually proceeding forward.No complaints about the acceleration. There's 510Nm on tap here and it's used to brilliant effect. This thing literally jumps off the starting blocks and will shred the reputation of many sports cars.It's amazingly quiet and, even after some brisk driving, rarely went beyond 12 litres/100km.You may be one of the quickest away from the lights but you may be coy about keeping the pressure up through the bends.Though the body is taut and the suspension nice and firm, this is still a near 2.1-tonne dry-weight vehicle that stands almost 1.9m high. Bodyroll isn't as bad as the perception.On the road it's quick and quiet but in the dirt you know this is going to take a long time to dig out.But it went through soft black sand reasonably well, all attributable to the big, fat tyres and the gobs of low-end torque.The lack of a low-range gearbox and the only passable 218mm of ground clearance should keep enthusiasts away from softer areas. Yes, the traction control works perfectly but there is always the occasion where nothing but a low-range transmission will help.Mercedes has its Off-Road Pro Engineering option on the ML320 and, for $6500, it's worth considering. The pack includes the additional gearbox, air suspension, underbody protection and lockable differentials.As much as I like the concept of this vehicle, there are better SUVs around.That's basically because the ML320CDI doesn't do anything special.It's not a memorable vehicle. It drives well, is smooth and comfortable and well equipped.But it is very insular and lacking expression and character, so that you end up feeling like the whole experience of driving is as interesting as sitting in the back seat of a bus. Alone.The Mercedes ML320 costs from $87,500. A Vacheron Constantin mans watch starts from about $16,000.MERCEDES-BENZ ML320CDI SPORTS LUXURYPrice: $97,000Engine: 3-litre, V6 turbo-dieselPower: 165kW @ 3800rpmTorque: 510Nm @ 1600-2800rpmFuel economy (official): 9.6 litres/100km, tested): 10.9 litres/100kmTransmission: 7-speed automatic, sequential; constant 4WD

There is an off-camber corner near home with a hump at the apex that sorts out the well-suspended from the also-rans.It also causes my wife alarm as some test cars register their compliance to the laws of physics.I'm pleased to report that, despite a few minor styling changes, the new BMW 3 Series still rides that corner better than most cars. My wife also attests to that by a lack of screaming.Good to see that nothing has changed. My wife is still a good gauge of suspension and this is one top-handling car, albeit with a harsh ride these days from the run-flat tyres.What has changed is also good news.The annoying iDrive is now far easier and more intuitive to use and better news still, there is slightly more kit and a lower price - in some models, it's about $1400 cheaper.That's quite an achievement against the dramatic exchange rate shift with the Euro over recent months.BMW Group Australia corporate communications manager Toni Andreevski recently said they had resisted the annual factory price rise.However, he did suggest there could be a rise later in the year, so now is a good time to consider a 3 Series.Additional standard kit now includes leather trim, power-adjustable front seats, alloy wheels, rain-sensing wipers, fog lamps, park assist, USB/audio interface, automatic airconditioning, trip computer, trick door lighting and Bluetooth connectivity.I recently drove a 320i Executive sedan, which is the "entry level" vehicle in the range, and a 323i Touring (wagon).Both cars handled that infamous corner with a settled suspension, keeping all wheels firmly on the ground, no slip, no tyre squeal, no steering kickback, no screaming wife.There are also no rattles or scuttle shake as you crest that hump. These are solid cars where the doors close with a pleasant and satisfying "thump" that spells good engineering and high build quality.The wagon handles the same as the sedan, despite the extra weight, although there really isn't that much of a wagon area back there. It's almost like what we used to call a fastback or liftback in the 1970s.BMW has always made the 3 Series around the driver with responsive handling and good ergonomics. My only complaint about cockpit ergonomics are that the brake and throttle are too close for my size 11s.BMW cars use run-flat tyres which negates the need for a spare wheel, providing more cargo room. The downside is that the steering feels heavy and the ride is harsh and noisy.Where these cars obviously differ, aprt form the wagon rear, is in the engine.The little 320i with its 1995cc four-cylinder is no match for the in-line 2497cc six-cylinder 323i. Obviously the six has more power and torque and better acceleration.But even if outright performance is not your thing, the four-cylinder is simply annoying as the transmission hunts, flares and constantly changes its mind among the six available ratios as it searched for the correct cog to match your right-foot expectations.On paper, the four-cylinder offers lower fuel economy than the six.The combined highway/city fuel consumption figures for the four-cylinder sedan are 7.9 litres per 100km and 8L/100km for the wagon, while the 323i sedan is rated at 8.5L/100km and 8.9L/100km for the wagon.Yet in reality, because you push the 320i harder to get forward momentum, the figures are a lot closer than that.It hardly seems worth putting up with the annoying transmission indecision and jerkiness for the marginal fuel economy benefits.Which brings me to the greatest achievement in the new 3 Series; the new and improved iDrive.Don't get me wrong. You still have to perform several distracting manoeuvres to achieve a simple operation such as swapping between FM and AM on the radio; a one-touch operation in most cars.However, the future of on-board entertainment and information systems requires a computer and subsequently comprehensive controls. And the best way to deal with these is a centralised control.BMW went out of its way to minimalise this control, but have now relented and added a few buttons around it like their German compatriots. In fact, there are now more buttons surrounding the central controller than its competitors.It is a little confusing at first and certainly not intuitive, but it's a great leap forward.The split-screen facility also makes navigating through the various complex menus much easier.But god bless their hearts, the biggest leap forward is the "back" button so you can return to the previous step if you have screwed things up.The iPod integration is a little strange. Despite it working just fine in the super-cheap Hyundai i30, this one doesn't supply track names but garbled names such a "ghkd".Surely if Hyundai can get it right...A couple of other grumbles are the seats which feel like the leather is pulled too tight and the centre console which intrudes into the back making it really a four-and-a-half seater, rather than a five-seater.Otherwise, there is good accommodation in the back, a nice big flat boot, plenty of safety equipment and driver aids and I just love the moody blue door handle lights.Despite the extra standard kit, there are, as ever, add-on packages including navigation, DVD, 80GB hard disc drive, TV and M Sport styling and suspension kits which will drive the final price skyward.The 320i sedan costs $54,500, but with metallic paint ($1700), electric glass sunroof ($2920), and navigation system with TV and voice recognition ($6750), the test car cost $65,870.Similarly, the 323i wagon costs $67,400, but the test vehicle, with optional metallic paint, navigation, panorama sunroof glass ($3080), wide tyres ($2200) and aluminium interior trim ($920), cost $82,050.SnapshotBMW 320i sedanPRICE: $54,500 ($65,870 as tested)BODY: 5-seater sedanENGINE: 4-cylinder, 1995ccPOWER: 115Kw @ 6400rpmTORQUE: 200Nm @ 3600rpmECONOMY: 7.9L/100kmCO2 emissions: 191g/km BMW 323i TouringPRICE: $67,400 ($82,050 as tested)BODY: 5-seater wagonENGINE: 6-cylinder 2497ccPOWER: 140kW @ 5900rpmTORQUE: 230Nm @ 3250rpmECONOMY: 8.9L/100kmCO2 emissions: 215g/km

...but they haven’t forgotten that people are looking for safety and comfort as well.Lexus claims credit for having pioneered the luxury SUV category with the first RX, which arrived here in 2003 and became a best-seller.“RX is the core of the Lexus family and has not only defined the segment but established what a luxury SUV should be,” says the vehicle’s chief assistant engineer Takeaki Kato.Going on sale in March, this is the first all-new RX in five years, but even in that relatively short time the market has changed hugely and other brands are clawing at the pie.To fight back, Lexus has given the new vehicle a better body, more space and comfort, and crammed it with a host of high-tech features.Exterior Built of 42 per cent high-tensile steel, the RX 350’s stronger, more rigid body sits lower, longer and wider, with 55mm added to the front track and 65mm to the rear, on a wheelbase that has grown 25mm – giving it a larger footprint and lower centre of gravity to make it more stable, helped by the undertray channelling air for downforce. However all this strength comes with a weight penalty of about 130kg, bringing the total to around two tonnes.The body design — which reduces drag to a low 0.33COD to improve economy – streamlines the Lexus face into sharpened lines that fold along the bonnet and flanks to the fastbacked rear, with flared arches, chiselled doors and pronounced character lines along the sides adding impact.Chrome accents, slanted three-dimensional light clusters and spoked alloys – 18” on the Prestige model and 19” on the Sports and Sports Luxury – complete the look.Even the odd little signature black touch button has vanished from the door handles, and now just the lightest touch anywhere on the handles themselves unlocks the vehicle.Interior and equipmentDividing the redesigned cabin into what Lexus refers to as a `crossover cockpit’, with its strong swoop line across the dash, is a large centre console for storage and the `remote touch’ controls, the relocating of which has allowed the nav screen to be deeper recessed away from light for a clearer image.This works a bit like the `knob’ systems seen in the German prestige brands, but uses a central control more similar to a mouse — plus menu and map buttons – that apparently reduces the time your eyes are off the road by up to 30 per cent. In addition to the usual nav and other controls, the system allows you to change things like the exterior light unlock sequence, and height of the heads-up display system.Furthering the safety aspect on the Sports Luxury grade are adaptive high-intensity headlights that twist around corners, and the standard reversing camera being joined by a wide-view side one.All levels get hill-start assist and parking sensors and the Sports and Sports Luxury levels also get the pre-crash system that prepares you and the car for impact.And to guide more economical driving, an `eco’ indicator reads your speed, revs, pedal angle, shift position and range, coupled with the selected mode, and lets you know when you’re in the `zone’ ... although on the test drive this curiously proved to be anything up to 30l/100km.There are three memory settings for the driver’s seat and steering column, and a range of settings on the programmable smart cardThe 12-speaker in-dash six-stacker CD/DVD system seems to be compatible with every format available, but also has a jack for auxiliary music players, and the Sports Luxury level gets the brilliant 15-speaker Mark Levinson surround sound system with optional 7.1 channel Dolby digital ability.There are storage nooks all through the cabin, including some confidence-building sturdy cupholders, large bottle spaces and a hollow under the centre console for handbags and the like. Luggage capacity is 446 litres but taking up the full-size spare wheel option eats about 22 litres of that.To improve road manners the underpinnings have been redesigned and recalibrated, with a 30mm lower floor and a new trailing-arm double-wishbone independent rear suspension, coupled with a redesigned MacPherson strut independent front with improved geometry and damper rates.A torque sensor feeds data to the speed-sensitive steering for better response, while the new Vehicle Dynamic Integrated Management (VDIM) includes integration of the anti-skid brake system plus brake-force distribution and brake assist, plus the usual traction control.Safety Lexus expects to get a crash rating of five stars here, after getting that result in US, Japan and Europe testing. And to this end they spent about $US30million on passive safety development, and on top of that crashed 233 cars in the testing phase.The fit-out includes ten airbags as standard, including first-in-class dual SRS front-seat knee airbags and new rear-seat SRS side (torso) airbags, plus new active front-seat head restraints, seat pre-tensioning seatbelts with force limiters.Pricing and salesThe price tags start at $81,900 for the Prestige – a new addition to the range – with the Sports level costing $88,900 and the top-spec Sports Luxury coming in at $97,900. Lexus expects to move about 230 a month. But where the previous model sales were 95 per cent top spec, they expect the extra features of the new entry level to see it claim 30 per cent of sales, with 45 per cent going to Sports and just 25 for the Sports Luxury.Drivetrain and economyAll levels get the same improved 3.5-litre dual VVT-i petrol V6 engine, with slightly increased outputs and improved economy. The engine now develops 204kW (up one kW) of power at 6200rpm and 346Nm (up four Nm) of torque at 4700rpm, with 90 per cent of that being available in a flatter curve between 2300-6100rpm.Lexus claims a 3.5 per cent improvement in economy with an official figure of 10.8L/100km, compared with 11.2 for the outgoing model. At the end of our run we were up into the 14l area, but we’d admittedly been pushing the limit a little.The RX 350 gets a new six-speed sequential transmission – gaining an extra slot over the previous one. It’s shorter (and also six kilograms lighter) which has allowed the engine to be set lower for a better centre of gravity.The box drives the front wheels under normal circumstances, with the on-demand all-wheel drive system – controlled by an electromagnetic coupling in the rear differential housing — cutting in when needed, but disengaging from the rear wheels when you’re braking so it doesn’t hinder the ant-skid and stability features. The all-wheel function can be locked in manually at speeds up to 40km/h, but over this level will automatically revert to the front axle only.Driving From most angles, the RX 350 is now a fairly good looking vehicle from inside and out. There’s still a bit of boxiness from the square-on view at the back, but the fastback rear has been calmed down and the folds of metal around the nose and creases down the sides give it a handsome presence.The cabin is spacious and well-fitted out, with the high console divider’s `double cockpit’ effect amplified by the smart layout of the centre stack. And where we’ve loathed most of the other knob-controlled nav systems, the mouse-driven remote touch was easy to use. You can adjust the settings to give more `feedback feel’ when it hits on a function, so that once your brain imprints the order they’re in, there’ll be almost no need to take your eyes off the road to adjust the nav, audio or any of the features.With the acoustic windscreen and the wiper mountings being optimised, there’s almost nothing in the way of wind rush from those areas, but you’ll still get quite a bit from the big wing mirrors. However apart from that the cabin is very quiet.At least, that is, until you stand on the pedal. When you push it hard, the engine is surprisingly vocal. And there were times we wanted to push it very hard indeed. There’s no doubt it’s well up to the job of hauling the SUV around once you get it going – even with the extra weight – but there’s no sense of urgency off the line.And despite the 90 per cent of torque being on tap at 2300rpm, and you really need to spur another 500 out of it to get the best response. The sequential shifter is easy to use, but with the focus on having so many other controls on the steering wheel, it’s a shame they couldn’t be joined by paddle shifters. However Lexus Australia says they asked the same question, and were told by Japan that research indicated that family buyers didn’t want them. Pity.The RX 350’s road manners are excellent, and most of the time it behaved similarly to a well-sorted big sedan. On damp mountain roads, at challenging speeds, it hung on well. But although it sat reasonably flat through the corners, this was where it reminded you that you were in a much larger lump of metal than the normal family car.However, that’s not the normal habitat of this SUV, which is likely to be relegated mostly to `leafy suburb’ treks with a load of kids lounging on the leather and bickering about what’s on the audio system. And for this kind of duty, if the price tag is no problem, the RX 350 is the right tool for the job.Engine: 3.5-litre V6Power: 204kW@6200rpmTorque: 346Nm@4700rpmTransmission: Six speed sequential automatic, low speed flex lock-up torque converterDrive: Active torque control all-wheel drive, electronic rear diff couplingEconomy: (official) 10.8l/100km (tested) 14.3l/100km

It was only a blow-up Volkswagen Polo, and I was only travelling at 25km/h, but my shiny new Volvo XC60 sensed the potential damage and intervened.It slammed on the brakes and we stopped just short of impact. And it did the same miraculous job a few minutes later as I closed on a moving target, sensing the potential for a nasty crash.This is the magic of City Safety, which is standard on every XC60 sold everywhere in the world.It uses a laser tracking system, complicated electronics and a virtual right-foot stop to bring a new level of anti-crash protection to the world. Other companies have similar systems in development but, once again, Volvo is first on another safety frontier.The XC60 goes on sale on March 1 and is the most important car in recent Volvo history, taking the company into new hotbed of competition in the luxury SUV market. The car is priced from $57,950, with three models up to the T6 at $64,950 complete with a turbocharged six-cylinder motor.Volvo will dig deeper into with the XC60 pool in the third quarter of this year with a starter car priced from around $56,000 with a 3.2- litre petrol inline six.The company is hoping the XC60 will be come its best seller, even overtaking the XC90 family wagon and the S40 which has been its passenger car hero in recent years."It's very important for us. It will be our number two seller, behind the seven-seat XC90," says company chief, Alan Desselss."The most important thing is that it brings a new concept of car to the Volvo range. We have the XC90 with seven seats, but this is for people who would normally have gone into a sedan."It's going to be a very competitive sector. The performance and driveability of the vehicle is first class and last, but definitely not least, is the safety. It's well equipped and the quality is there."When you compare it to the likes of a BMX X3, or a Land Rover Freelander, the quality is superb. Especially in that sector."It's a new direction for volvo. You can clearly see where the brand is now going."Driving Driving the XC60 is refreshing and, in some ways, surprising.The car is light and breezy in the cabin, and also feels light to handle and more responsive than some of its rivals - including the BMW X3.The six-cylinder engine gives it real spark, with steering response and cornering grip that is more like a car. It also stops well.The test car in Canberra yesterday was well loaded, but the biggest surprise was the red lights in the dash advising - through the City Safety system - that the car ahead was too close for comfort. A nice reminder, but . . . also a warning about the real stopping distance in traffic.In a lot of ways the XC60 is like Volvo's earlier C30 coupe. It is moving into new terrain and it breaks the traditional Volvo mold.Safety is a given, and Volvo claims the newcomer is the safest car in Australia with protection beyond any five-star rating from ANCAP, but is the quietness, and the refinement and the quality design and finishing that is the nicest thing. And it is not nearly as ponderous as the XC90.It's easy to say a new car is an advance for its brand and certain to do well, but in this case it's even easier because the XC60 is a sure-fire success.Then again, Audi is just about to uncork its compact Q5 and that is going to make things much tougher for the XC60 than any BMX X3. And by 2010 there will also be a Mercedes-Benz GLK in Australia...

There was a time when a coupe was a two-door, two-plus-two seater with a close-cut body shape.But now there are many four-door models labelled coupes, such as Volkswagen's new Passat CC (Comfort Coupe).It arrives in two models: the two-litre diesel front-wheel drive costs $54,990 and the 3.6-litre V6 FSI petrol with 4Motion all-wheel drive is $65,990. Both come with the deliciously fast and smooth six-speed DSG transmission.The easiest way to distinguish them is by the wheels. The diesel has five-spoke alloys, while the V6 has 10-spoke wheels that look like turbo fans.Its body shape is similar to the beautiful Mercedes-Benz four-door CLS "coupe" with a similar `untrendy’ amount of front and rear overhang that works.It features frameless windows, a subtle rear spoiler and a larger-than-normal VW emblem on the grille.They come with a host of standard equipment that goes to justifying the $8000-$9000 premium over the sedan.Standard equipment includes automatic three-stage dampers (Adaptive Chassis Control), Bi-Xenon headlights with dynamic and static cornering, dual-zone airconditioning, electronic adjustable front seats, four heated leather seats, three-spoke leather steering wheel with paddle shifters, automatic hill hold, parking distance sensors front and rear, rain-sensing wipers, automatic boot lid opening and an acoustic windscreen which reduces noise by 2-4dB.Standard safety equipment involves eight airbags, ABS, brake assist, electronic brakeforce distribution, anti-slip regulation and electronic stability control.Options include adaptive cruise control with front assist, the self-parking system available in the Tiguan, satellite navigation, rear-view camera, media interface for iPod and other MP3 and DVD players, adaptive cruise control with front assist, and an electrically powered Panoramic glass roof that can be pivoted 30mm.There are eight different exterior colours available and three leather trims.There is also active climate control on the front vented seats which is only available in the black leather trim.Volkswagen Group Australia managing director Jutta Dierks says the car will provide VW with "a chance for existing customers to upgrade and also to talk to new customers who have never talked to us"."The car is packed with new technology which is easy to use."DrivingThe was certainly no challenge for the proven driving dynamics of the Passat on a bunch of straight B-grade country roads and freeways.However, it was enough to determine that the adaptive chassis control worked quite well, distributing variable damping characteristics to each wheel independently.The comfort setting was ideal for the lumpy country roads. The sport setting didn't get a look in with an absence of twisty tar on the program.The electro-mechanical steering felt a little numb, but still a precise tiller.Freeway stints helped demonstrate that while the acoustic film in the windscreen reduces high-speed buffeting, there is still a fair amount of wind noise from the frameless windows.The big 310mm discs on the TDI and 345mm discs on the V6 proved to be strong stoppers with a little too much initial bite, requiring deft application.The rear carpeted cargo area is flat, even though there is a full-sized spare under the floor.Despite the swooping roofline, rear adult passengers have ample head and leg room, although the centre console is too wide and prevents a passenger from `lounging’ or sleeping across the seats.And access is much easier in a four-door coupe than a traditional two-door model.Price: 125kW TDI $54,990, V6 FSI $65,990Engines: 4-cylinder 1968cc inline turbo diesel; V6 3597cc petrolPower: 125kW @ 4200rpm (TDI); 220kW @ 6600rpmTorque: 350Nm from 1750-2500rpm; 350Nm from 2400-5300rpmTransmission: 6-speed DSG, front-wheel drive (TDI), 4MOTION all wheel drive (V6)Performance: 0-100km/h 8.6 seconds (TDI), 5.6s (V6)Economy (combined): 6.3L/100km (TDI), 10.5 (V6)CO2: 166g/km (TDI), 254 (V6) 

Why did I go to school? I can mix pool chemicals without needing to understand the hieroglyphics of chemistry.Biology was fun and interesting but I've yet to find the time or inclination to come home after work and studiously slice up a frog.I know that when a violent woman in the shopping aisle pushes her trolley against mine in order to get to the salted crisps first, we're not interested in directional forces and any theory of relativity. Despite me getting relatively angry.So I didn't need physics. Which is just as well.One thought of a car that is basically a pendulum and shouts at all the principles of physics would be enough to make me refuse a ride.Except that in this case the car is from Porsche and the physics lesson was a distant decade, or two — or four — ago.Porsche has stuck its engine out beyond the rear axle since 1948 (though the very first car was mid-engined) and each year its engineers brilliantly mask this unusual layout.This year it's probably relative only to those who hammer Porsches on the track.Owners who test their cars on leafy streets en-route to the office would never know the limits of a Porsche's rear tyre traction.If the car tested here, the Porsche 911 second-generation 997 big 3.8-litre, rear-drive Carrera — in summary, 911 Carrera 2 S — has limits then it rarely showed them. PricingThe 911 Carrera 2 S costs $248,100 but this is a Porsche and the option list awaits.As tested, the car was $258,580 — remember, this is without any on-road costs — thanks to the addition of metallic paint ($1990), the three-spoke multi-function steering wheel that I consider should be standard ($1490) and of course the PDK transmission that you wouldn't want to leave home without. Add a cool $7000 for that gearbox. AppearanceThough externally it appears practically identical to its predecessor, beneath the curvaceous steel body is a whole lot of changes.Externally the second-generation 997 adds LED daytime running lights and tail lights. The Carrera S has quad exhaust pipes.Inside it's business as usual — in this case, well thought out controls in a rather austere environment.Upgrades include a screen monitor for the sat-nav and radio, though controls on the steering wheel are optional. There's more personal storage space than a few models previous but it's hardly cavernous.Though low and occasionally awkward to enter and leave, there is comfortable room for two adults. The rear seats are purely for children and are better flipped forward to boost luggage space from the bin-shaped boot box.That beautiful flowing body shape that so identifies Porsche bites back at the driver by offering zero hint to the placement of the front and rear bumpers. Parking is, at best, a very gentle manoeuvre. Drivetrains and chassisPorsche kept the S engine capacity at 3.8-litres but it's not the same engine as before. It whacks out 283kW/420Nm at higher revs thanks to an improved direct-fuel injection system.This system allows it to breath a cooler fuel-air mixture so the compression ratio has been pushed to a whopping 12.5:1 for maximum efficiency. Most cars are 8:1 or 9:1.There is also a sophisticated on-demand oil pump and scavenging arrangement that saves 2 per cent in fuel and adds the same in power.Power and torque are up though emissions and fuel consumption is down. So impressive was the leap over the old engine that Porsche's next model, the 998, is likely to have smaller-capacity engines that reap equivalent or increased performance with even less fuel use.Aiding navigation down the green route is the PDK dual-clutch transmission. Its seven cogs perfectly match the engine and further help economy.Blisteringly quick in its shifts, the PDK unit is quicker than the old — yet incredibly reliable — Tiptronic box, delivers better acceleration, less fuel use but is a bit heavier. DrivingThe Carrera 2 S's biggest asset is its tractability. The 3.8-litre engine's low-end grunt makes it surprisingly easy to drive and the PDK in auto mode could be just like any other automatic gearbox.That's matched by its responsiveness. Touch the accelerator and this thing's just poised to fire. And it will, so be careful.It's also addictive. The roar of the exhausts and the subdued whirr of the engine's moving metal parts combine with a nose-up stance under acceleration.The steering is direct and, combined with the car's tail-heavy bias, lightens at speed so that imperfect bitumen at high speed makes it subtly — though initially disconcerting — dance. It's something you get used to.Corner speeds can be phenomenal. This car sits flat, shows a bit of understeer and will start to break traction at the rear but is (nearly) always controllable.Things get messy if you lift off the accelerator during hard cornering but that's physics.It can be a bit noisy inside but it's never annoying. Coarse-grade bitumen will make the tyres howl and there's a bit of wind noise around the window at higher speeds.The split-second reaction of the gearshift lever to the manual mode is just glorious but the rocker-shifters on the steering wheel are badly designed, too easy to knock and illogically each combines the up/down shift.But the Bose sound system is delightful, the comfort an absolute surprise (though you can select a firmer ride) and the quality is close to perfect.Above all, it's easy to drive. This is specifically where the Porsche trounces most of its opposition. This is a car that will thrash most other four-wheeled vehicles in performance, yet will happily putter down to the shops and into work.I want one. It's just as well I failed physics. SnapshotPorsche 911 Carrera 2 SPrice: $248,100 ($258,580 as tested*)Engine: 3.8-litre, 6-cyl, direct-fuel injection, quad-cam, variable-valve timingPower: 283kW @ 6500rpmTorque: 420Nm @ 4400rpmFuel economy (official): 10.2 litres/100km, (tested): 11.6 litres/100kmTransmission: 7-speed dual-clutch PDK semi-automatic, sequential, rocker shifters; rear drive