Luxury Reviews

And Toyota’s luxury brand would like to see that keep happening in its bid to position the badge more firmly in the premium traffic. But it has struggled against the perception that the European marques are the ones to aspire to in the higher price ranges.DrivetrainThe IS 250 is powered by a 2.5 litre DOHC V6 petrol engine that puts out 153kW at 6400rpm and 252Nm at 4800rpm. A six speed automatic sequential shift transmission with lock-up torque converter gets power to the wheels.Economically, the IS 250 burns a little less fuel than the average for its size at 9.1 litres/100km.ExteriorStarting with the newly styled front bumper and grill arrangement, it’s clear Lexus have made more than a token effort to improve the IS 250 aesthetically.Long flowing lines from front to back and short front and rear overhangs show that when designing the new 250, Toyotas luxury cousin has aerodynamics and sport in mind.Sixteen inch alloys, plus twin exhausts, high intensity Discharge headlamps and optional rain sensing wipers and parking sensors, ensures the car is given every chance at competing with others in its class.InteriorInside, the IS 250 matches its exterior for design quality.Leather bucket seats, a sports steering wheel, pushbutton start and an elegant instrument cluster, compliment the sleek, tactile dash and intuitive, centred control panel.As expected for a car in this category, you also get a trip computer, power windows and mirrors, cruise control and the option to include a reversing monitor camera.There are plenty of storage areas with map holders, cup holders and a large centre console bin, throughout the cabin.SafetyA five star ANCAP crashworthiness rating heads up an impressive safety list for the IS 250, including a substantial airbag package, ABS, EBD, brake assist, vehicle stability control and traction control.PricingThe Lexus IS 250 starts at $54,490 for the Prestige manual, up to $79,500 for the Sports Luxury automatic.DrivingGenerally we feel that Toyota’s luxury brand falls short when compared to its competitors in terms of build quality and performance. This is still the case with the IS250 but to a lesser extent. It’s the best looking car Lexus makes and has been for years. This latest edition is an agreeable combination of sport and prestige with its aerodynamic lines, short overhangs and spoked alloys.The interior is refreshingly simple too with the multi-function steering wheel taking care of unnecessary clutter on the dash, making room for a good sat nav and a great MP3/WMA compatible stereo system.The supple pale leather seats – climate controlled - felt a little flat and could have been a little more supportive but they were still very comfortable.We made good use of the reversing camera, inching our way out of the frustratingly tight car park at work, and onto the open road.The IS250 was an easy drive around the city. The quad cam V6 engine delivered immediate and jerk-free throttle which came in handy merging in peak hour.On stretches of freeway the engine performed well but we did find there wind noise off the side mirrors, and the tyres tended to follow long gouges and ruts which was a little unsettling at high speed. Conversely the multi-link rear suspension ate up bumps and potholes.The driving position was the best we’ve had and the light steering and fuel economy – true to what the spec sheet reads – had us fairly close to climbing out of the car to make sure the badge actually did say ‘Lexus’.This iteration of the IS250 is a great example of what Lexus can do if they don’t try too hard and may give Mercedes, BMW and Audi a little nudge, but its still a way off from making them nervous.

Some would say it's a brave move to launch a new car which makes an extroverted statement about success and a carefree lifestyle as the world reels from the numbing chill of recession.New car sales worldwide are plummeting but BMW's Mini moment in the sun has arrived.It already had its second generation, oh-so-cool convertible locked into production well before the economic crisis loomed and now it seems there could be a ray of sunshine for Mini amongst the gloom and doom.Its seemingly less than perfect timing could work in its favour with the new cabrio likely to appeal to buyers downsizing from more expensive or less efficient models.An upbeat head of Mini's marketing communications Andreas Hofmann says the Mini's enviable appeal as a fun car and its reputation for fuel efficiency were strong selling points."Our timing (in launching the new Mini convertible) will work in our favour. Buyers are downsizing and that will be a bonus for us, especially in the United Sates and even in Australia,” Hofmann said at the launch of the Mini cabrio in Austria."Even in this climate if a product is right, it will sell," he said.Australia gets the new soft top in Cooper and more potent Cooper S guise in April. It picks up all the styling and mechanical changes introduced in the hatch two years ago, including the 1.6-litre petrol four cylinder motor. In the Cooper S there's been a switch to a twin-scroll turbocharged engine instead of the old supercharged motor. Diesel, too, is under consideration and will probably come later in the year.So it is largely a good news story for the new Mini: it's greener, more frugal, and the cabriolet addresses most of the styling negatives associated with the old version.That puts Mini in a good position to take the fight for sales up to rivals like the Audi A3, Peugeot 207, VW Eos, Mazda MX5 and Holden's Astra. You can also add Fiat's 500 convertible which will be launched in Europe in May.ON THE ROADWho said the Germans don't have a sense of humour?Who else would launch a convertible in Austria as Europe struggles through one of its bleakest winters in living memory. While Australia struggled with heat waves, in the foothills of the Austrian Alps the temperature struggling to get to zero, snow sat a metre deep on the roadside and houses were half hidden under white blankets.There were plenty of puzzled looks from the Austrians, swathed in layers of winter coats, pondering why these strange tourists were driving with the roof down. But Mini reckons there's no reason why you can't drive a cabrio in all seasons and they are right.Certainly the provided thermal jackets, combined with the Mini's new automatic airconditioning system, did the job at keeping frostbite at bay.You certainly don't buy a cabrio to be practical, but this one packs plenty of appeal and some gimmicks.Mini, a brand which likes to be off centre, has blessed the motoring world with a new term, the Always Open Timer, which was quickly dubbed the openonameter.This supposedly clever little dashboard display keeps track of how many hours you have driven topless. Why? Beats me, but it's a great conversation opener.Mini says it "encourages open air motoring." I thought that's the very reason you buy a cabrio in the first place. So now you can have a dashboard display to make you feel good.The neatly designed powered roof opens in 15 seconds flat. It's not the fastest in the business but it can be done at speeds up to 30km/h so you can impress your passengers or fellow road users with Mini's card folding trick on the run.You can also slide the leading edge back to create a sunroof. The top folds down onto the boot lid. It looks neater than before but there's no room for it to disappear completely.The pair of rollover hoops in the old model, which blocked the rear view, have been replaced with a single pop up bar which is far neater affair. The rear window doesn't have wiper so on wet days or in snow you have to rely on your door mirrors. This Mini suffers the same fate as most convertibles in that rear quarter visibility is still minimal thanks to the chunky design of the soft top.The back seat looks purpose built for kids, not adults, but Mini has done a good job in maximising luggage space, albeit you can only get a couple of small suitcases in there, but you can access the rear seat which splits and folds.Under the bonnet, the 1.6-litre four cylinder in the base Cooper model is good for 88kW and 160 Nm of torque. It's no rocket, but the Mini has impressive fuel consumption on its side.The Cooper S is a delightfully different beast and you can pick it from a distance because of the power bulge on the bonnet. It offers added spice with 128kW and 240Nm but uses more fuel. Acceleration off the line takes a claimed 7.4 seconds to get to 100km/h; the base Cooper does it in a leisurely 9.8 seconds.Fuel consumption is rated at 6.1l/100km in the Cooper and 7.2l/100km for the Cooper S but the best we could do was 9l.100km on icy roads.We only drove the Cooper S version which showed little evidence that the extra 100kg the electric soft top adds hampered performance. It may be a different story in the non-turbo version. Nor did we see any evidence of scuttle shake which the previous model suffered from.The Cooper S's ride remains firm to the point of being uncomfortable, especially on broken surfaces, thanks to its larger wheels, run-flat rubber and sporty suspension set up.But it makes up for the hard ride with its reassuring grip and balanced handling, especially in tight twisty roads where there are constant changes of direction.Our six-speed manual test car came equipped with Mini's new stop start system which switches the engine off automatically when stopped to save fuel. Depressing the clutch fires up the engine again. It's a feature we will soon see in Australia on the Mini diesel hatch, but Mini is expected to introduce it on the petrol cabrio next year.Cabrio pricing is expected to rise between 3 and 5 per cent over the outgoing model, which would position the Cooper at just under $39,000 and the Cooper S at under $48,000. You do get some extra equipment like automatic air conditioning, Bluetooth connectivity and USB port for MP3 players to offset the price rise.The cabrio has all the traditional Mini DNA: sharp steering, poise and from the turbo, plenty of punch. Our drive in Austria proved this week, there's nothing chilling or numbing about the Mini's appeal.Price: Not finalised but expect the Cooper to sell for just under $39,000 and the Cooper S for about $48,000. SnapshotBMW Mini convertibleOn sale: AprilEngines: Cooper: Four cylinder, 1.6 litre naturally aspirated, 88kW at 6000rpm; 160Nm at 4250. CO2: 145g/km; Cooper S 171g/kmCooper S: 1.6-litre twin scroll turbocharged, 128kW at 5500rpm; 240Nm at 1600rpm (can be briefly boosted to 260Nm under full throttle).Performance: Cooper, 0-100km/h 9.8 seconds (manual) 11.1s (auto). Cooper S 7.4s (manual) 7.7s (automatic)Transmission: Six-speed manual or automatic optionalEconomy: Cooper, 6.1/l100km; Cooper S, 7.2l/100km. As tested (Cooper S): 9l/100km to 11l/100km depending on road conditions.

Legends are created by vehicles like the Land Rover in much the same way that John Wayne became an icon in the never-ending television war between cowboys and Indians.John Wayne would now roll in his grave. The Indians have taken the legend and are ready to make it their own. No, not John Wayne and the cowboys — the Land Rover.There's an expectation that things would change as Land Rover's new owner, the giant Tata conglomerate of India, starts exercising its rights of ownership.But it's early days. Land Rover is reputed to be a better company over the past few months as Tata peers into its more recent quality issues.Something must be working because Land Rover agents report almost non-existent warranty issues with the most recent Discovery 3.That's welcome news because about the only hiccup I had with Land Rover was its perceived lack of quality. Go back a decade or two and we're talking rubbish quality.On test this issue, the latest Discovery TDV6 SE showed the past issues have been purged.This is simply a brilliant 4WD that is equally as composed and assured in the dirt as on the road.Models and pricingFor the price — $75,990 — it is a whopping $8000 cheaper than the Toyota Land Cruiser GXL V8 turbo-diesel and it's a better vehicle. I wouldn't have said that 10 years ago.The S version that sits under the SE is $67,590 as an automatic and is just as inviting as the SE though probably better suits the family that will actually go bush.You can then pay $86,590 for the even more upmarket HSE but you'd be better off going to the $90,900 Range Rover Sport TDV6. Exterior:There is no mistake that if this is parked in a supermarket carpark, on a private school verge or halfway up the Canning Stock Route, that this is a serious 4WD.It's functional to the point of being military and yet there's something domesticated about it as well. Look how there's no spare tyre on the back door (it's under the chassis rails) so the shape is uncluttered.Think about a plastic roo bar for this one, even if it's just to save that blunt 1sq.m of plastic nose that is just dying to crumple up against a tree in the desert, Skippy's great grandson or the tight Turn 6 in the city carpark.Interior Inside it's equally as neat. Functionality meets subtle luxury in a cabin that, in the TDV6 SE tested, includes leather and lots of pastel hues with alloy-look trim pieces and interesting arrays of switches and knobs. Kids would have a ball in here (just don't give them the keys).The Discovery is a seven seater. But it's a seven seater with a difference because it seats seven adults. Not leprechauns, amputees or kindergarten pupils — real big people.Granted, it does it with minimal luggage room though there's enough flexibility to arrange the seats to store an eclectic mix of humans and stowage.The horizontal split tailgate may be a tad old fashioned and be a clumsy two-handed operation, but the fold-down section aids loading heavy luggage and doubles as a seat.Above everything, the cabin looks fantastic. Even your mates with luxury saloons will love this thing.Drivetrains and chassisYou've heard about the 2.7-litre turbo-diesel through its use in some Jaguar sedans, other Land Rovers and some Peugeots.Different electronic mapping and different turbochargers alter the power and torque figures. For the Discovery the bent six gets one turbocharger and one intercooler.This is a lovely little engine though suffers a tad in the 2.6-plus tonne Discovery.But it gets a reprieve thanks mainly to the ZF six-speed auto with sequential shift — a box that now is as common as noses — and a 4WD low-range ratio that is one of the lowest in the off-road business.The Disco gets Land Rover's famed Terrain Response system. This is basically a Play School panel with bright colours and diagrams — no words, let's keep it simple folks — allowing the driver to select the terrain, the high or low-range gearbox, the hill descent function or height adjustment courtesy of the pneumatic suspension.In a word, brilliant. Just dial up, go easy on the throttle and any terrain is putty in your hands.I love the suspension for its ultra-supple ride but criticise it for its poor wheel travel. However, just when you think traction will suffer, the Disco's sophisticated traction control — which sources firm ground via sensors and will redirect power to any single wheel — pulls the wagon out of potential trouble.The Discovery sits on a frame to which a body is then affixed. This adds a lot of weight but keeps everything durable. Monocoque bodies are lighter and can be tauter, but there's something secure about having a couple of train tracks under your seat when taking to the dirt. EquipmentStandard fare rates highly. The more sophisticated sat-nav in the test car was the only extra-cost item. Around town it's a nice aid but serious bush folk would get a big-screen unit from VMS for about the same price.Leather is a luxury touch and looks great with its perforations. However, while it suits the city you may consider downsizing to the cloth-trimmed Discovery S or get seat covers.The SE adds a six-disc CD player with eight speakers, park sensors front and rear, cruise control and climate airconditioning.The xenon headlights are a boon for the country and are also standard issue on the SE.Driving This is a big machine with a relatively small engine. And it's a diesel, to boot.But though there can be some initial lag off the mark, it's a sprightly performer and will more than keep up with most traffic.Unusually, it doesn't seem to lose its spark when there's three adults aboard which reflects its meaty torque output.Much of the performance can be aimed at the six-speed auto box that neatly spaces the cogs to suit the low-end power delivery of the engine. Drivers who want to work the box for extra zing may use the sequential mode, though this is suggested mainly when overtaking, towing or for specific off-road sections.The engine's quietness and smoothness is so petrol-like that you'll fool most of your friends. That keeps the vehicle quiet and comfy for long journeys and won't make it compete with the clarity of the audio system.The ride comfort will also surprise you. Sure, on the road it's like a big sedan but it's the first corner that will reassess your opinions of large 4WDs.Thanks to an electronic suspension monitor working on the air springs, body roll is kept to a minimum. That's welcome but just don't get too confident — the body may feel controlled but the tyres may be ready to sign off.The steering is pleasantly light — because there's a lot of hydraulic assistance between the wheel and your hands — making city parking easy and off-road excursions painless despite the large number of turns lock-to-lock.Most work on test was gravel though there was a beachside exercise. The low-speed engine torque indicates 4WD High will complete most tasks though the Discovery really comes into its own when the 4WD Low lever is engaged.The drive is a very low 2.93:1 (most 4WDs are in the 1.5:1 category) which gives the heavy vehicle a lot of pull when things get very sandy or slippery.Hot beach sand has the traction coefficient of body talc but it didn't deter the test vehicle. Select the Terrain Response picture with the cactus (that's desert as in sand) and raise the suspension and the system refines its power for a low-speed, low-response delivery that will minimise wheel spin.The tyres were partially deflated — down to 18psi — for the beach stint. They could have gone down to 12psi if things became tricky.In the gravel the picture of rocks was selected, so again there was a slightly retarded throttle response.When raised on its suspension the Discovery has a 310mm ground clearance which is more than sufficient for most off-road pursuits. I was initially concerned about the spare wheel bolted under the rear of the chassis rails but the only touchdown on test was the exhaust pipe under the driver's seat while crawling over a gravel mound.After the drive to the country and the day's outing in the sun, the Disco's computer recorded 11.2 litres/100km. How good is that? Around town I made it climb to 11.9 l/100km but even that was with three adults and a route through morning traffic.This is a superb machine. Perhaps I'd ask for a bigger fuel tank — it's 82 and could go closer to 100 litres — to give it more legs in the country. Beyond that, I'm sold. Price: $75,990Engine: 2.7-litre, V6, quad-cam, 24-valve, turbocharger, intercoolerPower: 140kW @ 4000rpmTorque: 440Nm @ 1900rpmFuel tank: 82 litres (diesel)Economy (official): 10.2 litres/100km, (tested): 11.9 litres/100kmPerformance: 0-100km/h: 11.7secTransmission: 6-speed automatic, sequential, 2-speed transfer; constant 4WDTow (max): 3500kg 

It winds its way across the face of the hills and in its extension becomes more littered with mud, increasingly calling for aid from the tyres and drivetrain.Conditions become so bad that earth starts scraping on the underside and pools of water threaten to enter the cabin. On top of that, we are lost.This picture could have been a lot brighter if (a) we knew where we were and (b) the Porsche was an all-wheel drive Cayenne.But we are in Sicily and we are lost — except for the cold comfort of scribbly lines on the satellite navigation system — and driving a Boxster.A Boxster, for those who came in late, is not an all-wheel drive. It is made for bitumen. Smooth, open bitumen roads with signposts.Some time later, when we finally found the proper bitumen road, we stopped for a $1.60 espresso served by a large man who didn't speak English and noticed the Boxster's roof was splattered in mud.Its flanks were so coated that it hid the original yellow paint. I didn't want to think about what the underside looked like.Yet even filthy, this latest Boxster lures its Sicilian onlookers.Exterior Visually this second generation Boxster — the first launched in 1996 — looks bigger with a wider tail and sharper nose.In fact, no dimension has changed. Designer Michael Mauer — ex Saab — said the idea was to portray a more muscular car without making major sheet metal changes.He achieved its stronger appearance by more horizontal red-coloured LED tail lights and projector headlights that have shed the `fried egg' shape once shared with the 911.The more powerful look is pertinent. Porsche lovers will appreciate that the latest Boxster — arriving in Australia in March with keen pricing — is more powerful, faster, more fuel efficient, has less emissions and now delivers a spine-tingling exhaust roar.Models and pricingThe range remains the same: two models, the (prices estimated) $115,000 Boxster and $140,00 Boxster S — each with an electric folding fabric roof.The mid-engine mounting is integral with the car's name and is paramount in delivering its assured handling.Handling ability doesn't change, which is just as well because the chassis now has more power to control.Drivetrains and chassisThe Boxster S powerplant remains at 3.4 litres but the engine shares nothing with its predecessor. It also adds direct fuel injection for the first time.Cylinder dimensions have changed so there is now a shorter stroke and so the extra 11kW is delivered higher in the rev range.Torque is also up by 20Nm to 360Nm at maxs at 5500rpm compared with the previous engine's flat rating from 4400rpm to 6000rpm.This data, however, is misleading because the new engine's torque is practically a plateau from about 4200rpm before starting a slight drop nearing 6000rpm.Its delivery is also masked by the dual-clutch PDK transmission that is optional — though should be mandatory — on all Boxsters.The result is a Boxster S that runs harder and stronger right from idle and, thanks to new exhaust piping, sounds glorious. Spend more money and Porsche will sell you an exhaust with an active baffle to make even more music.Incidentally, the Boxster gets a single rectangular, central exhaust pipe and the `S' has the twin pipes centrally located. Just like the 911 GT3.Fuel economy actually improves. The `S' is claimed to get 9.6 litres/100km compared with 11 1/100km in the previous model.Performance is up. The PDK version hits 100km/h in 5.2 seconds compared with the Tiptronic-boxed old model at 6.1 seconds.At the Boxster's launch, Porsche harped on weight as being absolutely vital to performance. It went to pains to discuss the magnesium roof skeleton, for example, and why it would never consider a metal roof.The proof is the Boxster S PDK, that now weighs 1355kg, down an impressive 40kg on the previous Tiptronic model.The `standard' Boxster also gets the treatment. It has a 2.9 litre engine, up from 2.7, and adds 8kW to 188kW and 17Nm more to 290Nm. Both outputs are delivered lower than the previous model.This Boxster doesn't get the `S' model's direct-petrol injection. Porsche says it reached all its targets without using this injection.Targets included the power output and its impressive 9.2 litres/100km average, down from the old 2.7's 10.1 l/100km. Emissions are also better.Acceleration of the 2.9 is 5.8 seconds to 100km/h with the PDK model compared with the previous version's 7.0 seconds.All this is helped by the 2.9 getting the same weight-loss regime as the “S”, taking it to 1335kg from last year's 1395kg.There have been changes to the suspension — more a re-tune, actually — to align it with the wheel choices and the brakes are bigger and meatier. The composite ceramic brakes are optional.EquipmentCabin changes add the better audio system with its 125mm screen and MP3-compatible CD player.Optional — isn't everything? — is the Porsche Communication Management 163mm screen and sat-nav, USB and iPod availability.DrivingThe rapid-fire gear changes of the PDK box have met their match in the highly-responsive character of Porsche's direct-petrol injection six.Only fitted to the Boxster S — the only model tested at the launch — the PDK perfectly complements the outstanding delivery of the new 3.4-litre engine.While you quickly fall in love with this engine, you notice other aspects of the latest Boxster. For example, the ride comfort is simply remarkable.How on earth Porsche modified a MacPherson strut front end and tuned a multi-link rear end to provide a supple, compliant and always comfortable ride for the occupants while making the car sit flat as a tack through high-speed corners — all on 40-profile tyres — is anyone's guess.Then there's the steering. No electric assist here, despite the long journey for the hydraulic fluid from behind the driver to in front of his/her toes.It is perfectly weighted and so neat that mid-corner adjustments are not only confident but almost invited by the chassis. Lovely.The 3.4 engine has strong torque off the mark to match the PDK's characteristics. Manual changes via the gear lever are delightful but the rocker-switch design of the steering wheel paddle shifters is hard work and badly lets down the gearbox. Standard paddles please, Porsche.I have already repeatedly raved about the exhaust note … so you get my drift.There were a few versions on the 3.4 theme tested on Sicily's sometimes brilliant, sometimes devious and always interesting roads.Possibly the best was the one with the optional sports seats that wrap the body in leather and staple it to the chassis for a ride that feels straight out of Disneyland.This also came with the optional PASM — active suspension management — which is ideal for people with access to a track but really the extra money would be far better spent on upgrading the audio.The Boxster may be relatively small but it has excellent cabin room for two adults and a big forward boot with a smaller luggage area in the rear. A couple could easily live with this.Visibility is great with the roof down, somewhat limited to the rear three-quarter when up. This roof can be raised or lowered when travelling at up to 50km/h which suits the vagaries of women and the weather.Changes to the latest Boxster are predominantly hidden beneath the skin. For existing Boxster owners, that's a good thing because it maintains the ageless theme of this little gem.

There’s always a risk when revisiting the past that you won’t be able to recreate what you once adored. When it comes to cars the risk is even greater, and when you’re Jaguar and you’re trying to evoke memories of a great 1960s classic the risk is beyond imagination.That was the way it was when Jaguar launched the S-Type in 1999 with much ado about the great Mark II that helped forge Jaguar’s great sporting tradition in the 1960s.The Mark II is one of the great Jaguars. It was the model that really transported the company from a maker of great sports cars to one capable of going beyond the mould and making great sedans.With Jaguar’s lusty double overhead camshaft six-cylinder engine purring under its sleek bonnet, a racy four-speed manual gearbox, independent suspension and disc brakes, the Mark II stood head and shoulders above the ’60s crowd.The S-Type had a much tougher task to shine against great cars from Europe and Japan. It wasn’t possible for the S-Type to stand out like its legendary predecessor, and yet by recalling the Mark II Jaguar created an expectation that it would.Its reception was luke warm, particularly when compared to great cars like BMW’s 5-Series or Benz’s E-Class, and there were lots of scribes ready to put it down if it showed even the most minor weakness.A major part of the problem was the decline of the British motor industry since the great days of the 1950s and ‘60s when it was a world leader in automotive technology. By the 1990s it was a mere shadow of its former self, barely existing, and Jaguar was by then owned by Ford.With all of that baggage the S-Type faced an uphill battle to convince the sceptics it was worthy of considering alongside the new prestige heavyweights.MODEL WATCHThe S-Type was clearly an attempt to snare more of the prestige market than Jaguar then had with the bigger XJ sedan. It was designed to compete with the likes of the BMW 5-Series and Mercedes-Benz E-Class in the compact prestige segment.Its styling recalled the Mark II and the later S-Type of the 1960s. It was classic Jaguar from tip to toe with an athletic profile that flowed smoothly from its retro grille to its truncated rump.The headlamps, and adjacent driving lamps, screamed Mark II, the only thing missing was the famous ‘leaper’ bonnet mascot.If there was a criticism it was that the styling made the S-Type appear heavy. The large panels, and the relatively small glass area combined to make it look heavy when compared to the likes of its BMW and Benz rivals.Inside, it felt a little claustrophobic and sombre. The dash, with an appropriate dash of woodgrain, was tall and bluff, which made the Jaguar’s cockpit feel confined.Leather was used on the seats, which were supportive and comfortable, there were all the appropriate features like air-conditioning, CD sound, cruise along with a full array of instruments.It looked the part, but the real test for the S-Type was in the driving experience. While it was nice to think it might be a reincarnation of the old timer, the modern S-Type had to be a very competent road car to hold its own with the other great cars that were then in the market.Power was provided by a choice of V6 or V8 engines. The V6 was a double overhead camshaft 3.0-litre unit pumping out 179 kW at 6800 revs and 300 Nm at 4100 revs.The alternative V8 was a smooth and zesty 4.0-litre double overhead cam unit with 209 kW at 6100 revs and 380 Nm at 4100 revs.Jaguar offered a choice of transmissions. There was a five-speed auto available with both the V6 and V8 and this featured Jaguar’s unique, but rather clunky ‘J-gate’ shift that was basically a second gate that ran parallel with the main shift gate and allowed you to shift manually.While the shift was reasonably effective, it really couldn’t compare with the simpler and more efficient manual shift functions offered by its rivals.There was also a five-speed manual gearbox, but that was only offered on the Sport models.Like all great sporting cars the S-Type drive was directed to the rear wheels.The suspension was independent front and rear, and the handling was nicely balanced and secure when pressed on a challenging road.It’s times like that you also appreciate the presence of four-wheel disc brakes should your exuberance outstrip your ability. Of course the addition of ABS added to the S-Type’s dynamic safety.As a prestige car should the S-Type was packed with plenty of features. Apart from the air-conditioning and sound system already mentioned the V6 came standard with alarm, immobiliser, adjustable steering column, power windows and mirrors, and trip computer.Step up to the V6 SE and you also got power steering adjustment, sunroof, sports steering wheel, power seats with memory, and front fog lamps.Take another step up to the Sport V6 and you lost the SE’s sunroof, but you got adjustable shocks for a sportier driving experience.IN THE SHOPEarly cars had troubles with the power steering hoses blowing, but this was supposedly fixed soon after the S-Type was launched here. V8s were more prone to the problem than was the V6.Jaguars tend to be bought by Jaguar enthusiasts who are prepared to look after them and have them serviced according to factory recommendations. Still, it’s important to check the service record to confirm a caring owner as some cars are bought purely for the prestige and are moved on before problems develop.Check carefully for the telltale signs of crash damage, from ill-fitting panels, variable door gaps, mismatching paint.IN A CRASHWith dual airbags and side impact bags the S-Type has a full array of crash protection systems and you would expect them to perform well in a crash.The S-Type is too new to feature in the recent used car safety survey, too few were on the road, and involved in crashes, but they should be good in a crash.OWNERS SAYAnne Tootell always admired the classic Jags of the 1960s, the Mark I and II saloons and the E-Type sports car, but wasn’t a fan of the XJ6, so she was a natural candidate for the S-Type when it was launched. She owns a 1999 3.0-litre V6 and loves the ease of driving, dual climate control air-conditioning and exceptional economy when touring on the open road (less than 10 L/100 km). Her only criticism is that the BRG paintwork demands constant attention.LOOK FOR• retro styling evoking memories of past greats• Confined interior a little claustrophobic• Ford fittings a let down• powerful V6 and smooth V8 engines• clumsy manual shift ‘J-gate’ clumsyTHE BOTTOM LINESmooth classy prestige sedan a little too stuck in the past.RATING70/100

The smallest of the Benz-badged cars is the A-Class and the B is not a massive step up in size, but it's enough to offer that little bit of extra interior space.We're in the B200, which has just been facelifted, offering a re-sculpted bonnet, radiator and altered headlights, new-look mirrors and alloy wheels, but it's a blink-and-miss job.Whereas most of the other Mercedes driven recently require a descent to enter, you step into the B-Class, which Benz rather optimistically markets as a `Sports Tourer’.It's an upright driving position, but despite being a small car it's easy enough to get settled behind the reach'n'rake adjustable wheel.Thankfully, the B-Class hasn't adopted the ridiculous stalk-control for transmission that has infiltrated the S and M-Class cars — a conventional transmission selector for the CVT and a normal handbrake are welcome.Some might miss the extra width of a larger car, but it wasn't a serious issue for us.At 190-odd cm I found a workable driving position, and slipping into the back seat I could sit behind someone of similar stature, which is something not feasible in some larger vehicles.Four adults would be the B200's maximum number of occupants, but they could travel with a surprising amount of room given the car's relatively small coverage of the road.The test car was also fitted with Benz's Metro package option, which adds the continuously variable automatic transmission, the Active Parking Assist parking guidance system (standard in Turbo model) and a 12-volt socket in boot for $4160.Why anyone would need an electronic parking system for such a little car is beyond me — some of the other large vehicles already endowed with the system require it but the little Benz is a doddle to park.This is a town car and it has the skills for it — the engine has decent outputs and could be considered almost peppy, but the edge is taken from it by the CVT, which sometimes feels as though it takes a long time to hook up under full throttle.Forward progress is actually deceptive, particularly on part throttle take-offs — it's no autobahn-stormer — but it's more than adequate for metropolitan work.It will corner as well, but don't expect anything other than a bit of understeer, some stability control warning light flashes and a fair bit of leaning — brisk but civilised pace is best.The test car also had the $5070 Luxury package, which upgrades the airconditioning to dual-zone climate control, adds full-leather trim, myrtle wood/aluminium highlights interior trim, chrome exhaust tailpipe tips, body-coloured door handles, mirrors and side skirts.The infotainment system has an integrated 6CD changer, Bluetooth connectivity and an MP3 facility buried right at the back of the glovebox (which wasn't illuminated due to a faulty light).Both packs quickly shift the B200 upwards by almost $10,000 to just over $55,000.Of course, even the little Mercedes-Benz models have a safety list that compensates to some extent for the price — the B-Class has (now non-switchable) stability control, with front, side and curtain airbags. There's even flashing brake lights (in an emergency stop) as standard, a crash-responsive emergency interior lighting among the standard safety fare.Those who stick with the manual gearbox will enjoy the automatic hill-start assist.The German car maker is also boasting improved fuel use up to seven percent, with an official claim of 7.4 litres per 100km for the two-litre four-cylinder when working with the CVT.After a week in the Carsguide garage the trip computer was showing 9.5 litres per 100km of predominantly metropolitan running, which would suggest a range of just under 600km from the 54-litre tank.As commuter cars go the B-Class was a pleasant surprise in many respects — a decent ride without wallowing through corners, adequate interior room and good safety features. SnapshotMercedes-Benz B-Class Price: from $46,200.Engine: two-litre SOHC 8-valve four-cylinder.Transmission: five-speed manual, optional CVT fitted, front-wheel drive.Power: 100kW @ 5750rpm.Torque: 185Nm between 3500 & 4000rpm.Performance: 0-100km/h 10.2 seconds. Top speed 190km/h (governed).Economy: 7.4litres/100km, on test 9.5litres/100km, tank 54litres.Emissions: 176g/km. 

...and wipe the smirk off the usual suspects' flashy grilles. The new BMW 125i is compact, sporty, great looking and a great performer. But just as important, it's affordable too. Drivetrain The new 125i is powered by a naturally aspirated, three litre straight six with VALVETRONIC fully variable valve control. It

However, for a while there, Jag devotees, like most luxury car buyers, would have shuddered when the Federal Government announced in its Budget that it would increase the luxury car tax from 25 per cent to 33 per cent.Then the Greens came to the rescue winning an exemption for fuel-efficient cars that consume no more than seven litres of fuel per 100km. These "green" cars will not attract any luxury tax until a new higher threshold of $75,000.Among the 25 luxury models that win the tax break is the Jaguar X-Type diesel luxury model which was above the previous luxury tax threshold of $57,123. (The X-Type 2.2D LE costs $55,490 and never qualified for the tax.) Jaguar just sneaks in under the fuel economy qualification with a claimed combined consumption figure of 6.9 litres per 100km.Hard to believe for a one-and-a-half-tonne car but they proved accurate during a recent two-week test of the X-Type diesel which included a couple of leisurely trips to the coast.And to make the Greens even happier with their forced amendment to the luxury tax, the Jag's engine is fitted with a particulate filter to lower emissions to 184g/km which is only slightly worse than a Toyota Corolla.But as much as the Jaguar X-Type is a modern green vehicle, it is also a styling anachronism, reminding us of 1950s British cops and robbers shows.Some might like that, but it looks tired against the rest of the modern Jaguar fleet, including the brilliant XF which came second in the 2008 Carsguide Car of the Year voting.It is also rumoured to face the axe from the line-up now that Jaguar has been taken over by Indian car company Tata.The X-Type is based on the previous-generation Ford Mondeo, not the current well-sorted vehicle and now that it is no longer part of Ford, it is unlikely to get the benefit of the new Mondeo mechanicals, if it survives at all.The smallest and cheapest model in the iconic British range feels and drives like a bigger car, but when you get five adults inside, it certainly feels squeezy.It also handles like a heavy car with a ponderous turn-in and copious understeer. The springy centre to the steering doesn't help.Twisty mountain ranges are not its forte, but at highway speed, it is stable and quiet.The cockpit feels a bit claustrophobic thanks to the traditionally high Jag dashboard, while the rear passengers will also feel a bit cramped for room, especially with a long-legged driver and front passenger.There are also no airconditioning vents in the back.The problem is that the traditional Jag styling with its long bonnet and boot minimises cabin space. However, the pay-off is an enormous cargo area.The Sport model is well-appointed with a quality touch-screen sat nav, new trim combinations, more supportive seats, new door trims, metallic trim highlights, Bluetooth compatibility, electronic everything and steering wheel-mounted audio and cruise controls, but no trip computer.Instrumentation is a strange mixture of old and new, while all the controls have a quality feel and are intuitive. Unfortunately some of the leather trim was not up to Jag's usual high standard.Outside, the X-Type now comes with new rear view mirrors with in-built indicators, mesh grille with deeper air intakes, new front and rear bumpers, smaller parking sensors and 17-inch Barbados alloys or 18-inch Abaco alloys on the Sport.The diesel engine develops 107kW at 3500rpm and 366Nm from a low 1800rpm, giving the car a 0-100km/h sprint time of 9.9 seconds.Like most turbo diesels, it feels a little ponderous off the line, then suddenly hits its maximum torque and squirts.In drive mode, the six-speed sequential automatic transmission shifts smoothly and swiftly into higher gears to improve fuel economy.However, I found that on rolling terrain it often got caught out when the car started to run up a hill. Here the transmission groaned and thought long and hard before shifting down.In sport or sequential mode, there were no such problems.If the styling suits, Jag fans will find this quite an attractive luxury package without the luxury price tag. SnapshotJaguar X-Type 2.2D SportPRICE: $59,935ENGINE: 4-cylinder 2.2 litre diesel with particulate filterPOWER: 107kW @ 3500rpmTORQUE: 366Nm @ 1800rpmTRANSMISSION: 6-speed sequential automaticACCELERATION: 0-100km/h in 9.9 secsECONOMY (l/100km): 9.5 (urban), 5.4 (highway), 6.9 (combined)CO2 EMISSIONS: 184g/km

There's no EcoLine Active Fuel Management badge on this pilot-build Statesman but one of the digital displays within the instruments is telling me it's switching between four and eight cylinders.Holden says it can save at least one litre per 100km on fuel consumption - more if there's a lot of open-road cruising; the feature will be introduced as standard on all auto-V8 Commodore models from next month.My right foot will test that theory – a fuel economy world-record-holder I am not.The 270kW/530Nm V8 Statesman at launch laid claim to a 14.4l/100km combined fuel use figure, which with some mid-life tweaking was down to 13.9, with 330g/km CO2 emissions - there's no official emissions figure yet but the fuel consumption claim drops to 12.9l/100km.The V8 engines Holden have been using in the latter stages of VZ and into VE were capable of running the Active Fuel Management system.Interestingly, the V8 remains in eight-cylinder mode at idle, but drops to four on part throttle cruising, even around town.The change is largely imperceptible, overshadowed in this particular car by a grumpy, sporadic, part-throttle 2nd-3rd up-change that is not typical of other cog-swaps.A 160km loop up the freeway saw the trip computer's metro-average of 16.2 (at 34km/h average speed) drop to 15.5l/100km.The flat-road highway work only requires a fraction of the engine's output to overcome wind resistance, drag and maintain momentum.Instead, a return trip via the hills roads - more corners, less flat bits and lower speeds - did no harm to the numbers, with the trip computer offering 15.1l/100km and the average speed was up to 40km/h.Not quite hybrid or diesel levels of frugality, but try getting four adults and appropriate luggage from A to B with the same level of comfort and space.As the rest alert reminder piped up on the information screen, the comfort of the seats was apparent - two hours without a stop and no numb bum or lower back complaints.The Statesman is not quite the old codger of the Holden range but it's certainly set up to appeal to those empty-nesters who like comfort over cornering.The five-metre pollie favourite still steers nicely but the suspension and the rubber is most certainly set up for comfort, moving around more on its underpinnings.Once settled it corners but the lean is certainly more than the Caprice - a comfortable ride is the trade-off and it soaks bumps up without any issues.The AFM system comes only with the six-speed automatic and there's also a drop in power and torque - down 10kW to 260kW of power and torque has been reduced from 530 to 517Nm.It cruises quietly and even under full throttle there's only the distant sound of V8 thunder.In terms of cabin space and metal for the money, there are not too many passenger cars under $200,000 that will provide similarly cavernous cabins.At a little over 5.1 metres long and 1.9 metres wide, the Statesman is a mammoth vehicle, with a 3009mm-wheelbase and a commanding road presence.The rear seat space is considerable - particularly legroom - so you'd have to get long-wheelbase examples of a Mercedes-Benz S500, Audi A8 4.2 or BMW 750i to match the grunt and the space.The boot is quite sizeable and easily copes with a Christmas day load of presents, strollers and the like - it isn't overly deep but the length is considerable.Of course, the Europeans have the local beaten for fuel economy - even with the AFM - but the $200,000-plus imports are also chock fuel of gear and features.There's no standard satnav, xenon headlights, memory for the power-adjustable driver's seat, TV or DVD player or some of the other high-end features of ze Germans in the Holden.The Statesman does get parking radar front and rear, stability control, 17in alloy wheels, dual front, side and full-length curtain airbags.Given the size of the cabin the ventilation to the rear is a little lack-lustre, and the aircon takes a while to cool the large passenger space.Perhaps the climate control with added grunt that is used in the Middle East export versions needs to be employed in its home market as well.For those who still yearn for space, comfort and the ample torque of a (slightly less thirsty) V8, the long-wheelbase Holden range is a worthy addition to your garage.Price: from $65,990.Engine: six-litre 16-valve OHV Active Fuel Management alloy V8.Transmission: six-speed automatic, rear-wheel drive.Power: 260kW @ 5700rpm.Torque: 517Nm @ 4400rpm.Fuel consumption: 12.9litres/100km

And yes, there’s acknowledgement of the global necessity for smaller, greener vehicles. But despite all that, Land Rover’s top of the line Range Rover Vogue Autobiography is still a very, very desirable vehicle.PowertrainThe Autobiography we drove is powered by a supercharged 4.2 litre V8 that outputs 291kW at 5750rpm and a whopping 550Nm of torque that gives it the ability to tow 3500kg. A six-speed automatic transmission with Commandshift gets power to the wheels.Each Range Rover model is fitted with a new electronic centre ‘e’ differential to ensure every bit is used to full potential. There is also a terrain response system that adjusts traction settings for optimum performance over varying surfaces.ExteriorYou don’t have to look twice to know it’s a Range Rover. The three-bar platinum mesh grille, huge 20 inch wheels and clamshell bonnet give this ample 4WD an unrivalled presence on the street. Even Hummers are envious.Side power vents, a climate controlled windscreen, bi-xenon headlights and a split tailgate add to the luxury that sets the Rangie apart.InteriorLand Rover have put a lot of work into getting the interior and riving position as comfortable and practical as possible.The quality of the workmanship is obvious from the quality leather seats to the wood trim and heated steering wheel, but just as important are the aspects that don’t initially spring to mind like the low relative waistline, slim pillars and excellent visibility.The heated and cooled seats have an electronic memory and the laminated windscreen and improved bonnet steering promise a quieter ride.A 710-watt Harmon Kardon sound system, Bluetooth wireless communication and a touch screen control make life a little simpler on longer journeys.SafetyOn top of a substantial airbag package the supercharged Autobiography comes with ABS, Emergency Brake Assist, Dynamic Stability Control, Electronic Traction Control, Active headrests, double locked doors and a monocoque body with integrated chassis construction that improves ride and steering feel.PricingThe Range Rover starts at $153,400 for the TDV8 and tops out with the supercharged Autobiography(as tested) at $212,700DrivingThe Range Rover is the 911 of the 4WD set. Both have been around for decades and have been refined to the point they are standards setters.Over the years they have not lost their design ethos or driver experience and they share the same desirability factors of performance, prestige and quality. In many cases they also share the same owners, although brand loyalty in some cases now dictates that 911 owners buy Cayennes. Not a smart decision in this reviewer’s opinion.There is no doubt the Range Rover has presence. It's imposing in the way a Rolls is in that it visually demands your attention. It also demands your attention when parking it in a city car park. You need to get used to watching sprinkler valves and height warning chains flash past the glass sun roof within a centimeter of needing a touch up paint. You will also need to get used to proximity warning buzzers going off - a Range Rover is a tall, wide and long vehicle.Even with these aural and visual anxiety factors, driving a Range Rover is a joy to behold. The ergonomic design, quality and visual appeal of the interior makes it a place you want to be. The near infinite adjustment of the seats and steering wheel allow for an ideal driving position.Performance can't be faulted. The supercharged V8 would leave quite a number of performance cars in its wake, and the same can be said for handling. It also makes low speed city traffic driving tolerable - as long as your parking space is not less than standard width or height.Overall this is an impressive vehicle in every sense. Would I buy one? No way. I hate 4WD’s even when they are this good. It is a bit tempting though.Verdict: 8.5/10