Luxury Reviews

The American company is in crisis, despite last week's George Bush- backed bailout of General Motors and Chrysler, and has already sold its stake in Mazda to clear some cash.

VW has just the answer - a wagon which nearly does it all for you.VW this week launched the long awaited petrol versions of its popular Tiguan softroader with one feature its rivals cannot match.The compact SUV can be ordered with a self-parking system, something which to date has only been found in dearer luxury cars from Lexus and Mercedes-Benz.Park Assist will cost $1390 on base petrol and diesel Tiguans and $890 on the flagship version, which already comes equipped with some of the sensors needed to operate the system.The sensors measure whether a parallel parking space is long enough to fit the wagon. It needs a minimum 70cm clearance in front and behind the Tiguan before the system decides it can steer the wagon into the space.The driver selects reverse, takes their hands off the steering wheel but controls the braking and throttle as the wagon neatly steers itself into the space and then straightens the vehicle up.The driver still has the responsibility of checking that the vehicle's path is clear of pedestrians.Pricing and variantsThe addition of the two turbo petrol variants has expanded the Tiguan range to three models and shifts the entry price to under $34,000 while the top of the range model has been pushed close to $43,000.The existing 103kW TDI turbo diesel ($35,990) has been joined by the entry petrol 125kW model ($33,990) with a six-speed manual as standard, while the more potent 147kW petrol version becomes the flagship model ($42,990). It only comes with a six-speed auto.The auto gearbox is offered on the 125kW version as a $2300 option.Delivery The world-wide financial crisis may have brought an unexpected bonus for Volkswagen in Australia.The German brand launched its Tiguan soft roader in May, but it has been so popular that VW could not fill the order bank, with some customers waiting up to nine months for delivery.Launched here initially with a 2-litre diesel engine, the supply constraint seriously handicapped VW's push into the compact SUV market and its bid to take on Toyota's RAV4, the Nissan X-Trail, Subaru Forester and Honda's CRV, which between them account for half the market. The Tiguan's share of the SUV pie has been a lowly 1 per cent.But a slowdown in demand for the Tiguan by other right-hand drive markets in Europe due to the economic crisis appears to have been a win for VW here.An extra 1100 vehicles now earmarked for Australia are currently filtering through the Wolfsburg production line and will start arriving in Australia next month, effectively unplugging the supply bottle neck.Volkswagen Group Australia managing director Jutta Dierks says delivery times are now expected to return to a normal three to four month wait, depending on what specifications are ordered. Just where the extra Tiguans have suddenly come from no one in VW Australia can say but there are plenty of smiles in the management team that the extra volume is a welcome Christmas present.DRIVINGThe jury is still out on whether the world really needs a wagon which can park itself. But some inexperienced drivers find the task daunting and the system will also appeal to those who have difficulty in distance perception.The entry price of the Tiguan is an added drawcard for a wagon which, in diesel form, greatly impressed the judges in this year's Carsguide Car of the Year contest for its superb ride and handling, comfort, quality and value for money. None of that has changed with the petrol newcomers.So the Tiguan already has the runs on the board as the best compact SUV on the market. Adding the two petrol engines adds icing to the cake.Even the base 125Kw unit is surprisingly good in terms of power delivery and is more than satisfying. If you have the money, the 147kW version is however the better buy, thanks to its brisk off the line performance but peak power arrives at higher revs than its smaller brother.Both engines however share the same peak torque output of 280Nm, but the bigger engine offers a wider spread, with maximum torque available from 1700 revs right up to 5000 revs. The 125kW version tops out at 4200 revs so it not as flexible.The downside to the petrol Tiguans: both need dearer 98 RON premium fuel and the diesel has better fuel economy - 7.4l/100km compared to the petrol's 9.1l/100km.It could be a strong factor in deciding which model to go for.Price: from $33,990Engine: four-cylinder petrol, 125kW at 4300rpm or 147kW at 5100rpm ; torque 280Nm at 1700rpm.Transmission: Standard with six-speed manual (125kW version) or six-speed Tiptronic auto (147kW version). Tiptronic gearbox optional on base model. VWs 4MOTION all wheel drive.

That's the feeling you get — even nearly two decades later — when you're bestowed with the key to 386kW and 630Nm of German powerhaus roadster with a $400,000 price tag.My dad never had anything quite like this, although he certainly wants to, but ripping along a back road in something that actually handles was a novelty for a Jeep driver.Fast-forward 20 years from the 505 Executive Peugeot to the SL 63 AMG from Mercedes-Benz and the feeling is similar, although the G-forces in any direction are somewhat greater.The new-look SL 63 doesn't really handle so much as treat the road with disdain, ignoring corners and obliterating straights. We've had other examples of the facelifted SL and they get along pretty well, but the 63 puts them back into the cruiser category, shifting the goalposts well beyond kicking range.The all-alloy high-revving naturally aspirated 6.2-litre V8 — already seen in several AMG products — produces 386kW at a musical 6800rpm and peak torque of a very hearty 630Nm at 5200rpm.One of the great (and exclusive) features of the SL 63 is the seven-speed auto, which employs a wet clutch set-up instead of a torque converter. Aside from the fact that the transmission gives a big throttle blip on downshift, it shifts quickly (more than 20 per cent) and crisply in the Sport modes (a further 20 per cent in S+) and almost imperceptibly on Comfort mode. Full manual mode offers gearshifts (with paddles or the gearshifter) that take place in 100milliseconds.Short of being on a racetrack the transmission's top half is unlikely to experience the engine's redline, but at least in the firsttwo gears the demon scream of the V8 is addictive — as the instruments flash red to suggest an upchange.The paddles can be left alone as the S+ onthe dial, to select the automatic's mood, offers early downshifts and works well under brakes.The suspension and transmission settings can be programmed into the AMG button — in a similar vein to the M-button in a Beemer — so sports settings can be found quickly.The suspension can be tightened up at the touch of a button as well, or as part of theAMG button, and in Sport mode the body control is admirable — except, perhaps, from the tyres' perspective.The SL 63 sits amazingly flat and points its nose with the authority of a much lighter and more nimble sports car, although the tail feels as though it could bite a driver without the proper skills to control it, sans electronics.Comfort mode still does a good job of containing body roll as well as providing a decent ride quality.It's not a boulevard ride quality but it manages to iron most road bumps out with alacrity. Only when the low-profile (front 255/35 and 285/30 rear) rubber whacks something sharp in the road surface is thereany real disturbance.At full noise the SL 63 AMG hits 100km/h in 4.6 seconds and must feel like it's hitting a wall when the limiter kicks in at 250km/h.But with the flexible engine and seven-speed automatic the official figure for fuel use is 13.9L/100km, although we saw numbers nearer to 20 litres per 100km.It's easy to forget the SL is a convertible but lower the roof — a 16-second delay to proceedings — and the symphony is louder and even more delightful.Hit the seat heaters and the Airscarf system for a chilly night — or the seat coolers for other extremes — and the elements become far less of an issue.With bi-xenon adaptive headlights a night run becomes far easier as well, something that will make the seat-cooling fans less useful as well as reducing the sunburn factor.There are many ranks and titles used in marketing terms to describe cars. If the LandCruiser is “King Off The Road”, then the SL 63 is the Emperor — and there's a lot to like about its new clothes. SnapshotMercedes-Benz SL 63 AMGPrice: from $401,235Engine: 6.2L/V8 386KW/630NmTransmission: 7-speed automatic 0-100km/h: 4.6secondsEconomy: 13.9L/100km (claimed), 19.6L/100km (tested) 

Station wagons are for wet labradors, muddy mountain bikes, prams and potted plants.If you don't own any of these, you have no reason to drive a station wagon and should at all costs bypass these at the showroom.Or so I thought. Yes, I have memories of holidays as a child in a station wagon.But they were days when the car was a cubby house — place to be filled with movement and toys and open windows and no seatbelts.We never whinged "Are we there yet?" because there was so much to do in the expanse of the station wagon.Our children know of no such joys. Today the ankle-biters are locked into position and would go completely troppo — and take their parents with them — save for the blessings of rear DVD players and iPods.Audi looks after its rear occupants with the option of such attention-grabbing aids but the kids aren't reading this so I'm going to list what's in it for you.PackageThe Audi A4 as already been lauded as a beaut sedan. This Avant (read, wagon) just adds flexibility though can also become quite unwagon-like thanks to a stylish upgrade.The S-Line package adds exterior features that are subtle enough to escape the garishness of some manufacturers' examples, yet strong enough to enhance an already neat wagon.Colour is important. The white A4 Avant is stunning in its simplicity and gets a lift with polished 18-inch alloy five-spoke wheels.S-Line packages also trim 20mm from the standard A4's height and sits the car on sports suspension. And here is one of the car's few hiccups.The ride is a tad too firm for a vehicle ostensibly meant for leisure-seeking families rather than race-bred couples.That's not helped by the leather upholstery stretched over hard foam. Great for distance driving but it takes a bit to get used to in the suburbs.Yet, if you revert to the standard 16-inch wheels to retrieve Japanese levels of comfort, the wagon ends up looking like Mum's taxi.DrivetrainInto the mix we add Audi's perennial 2-litre turbo-diesel and a CVT automatic transmission.This transmission also has seven preset ratios so, thanks to one of the items in the S-Line pack, you can drive it like a clutchless manual.The engine is a real trouper that pulls hard and clean from virtually any revs, has a real kick when asked to overtake slower traffic and delivers fuel economy that'll make your wallet obsolete. Well, not quite.It's a package that, because the world turns faster than we can anticipate, was even more attractive about six months ago.Subsequently, the world oil price has halved and this made a dramatic 30c a litre drop — any discrepancy here? — in the bowser price of petrol. Unfortunately, the impact on diesel prices was even less miniscular.That makes buying a diesel — especially where the engine price is a premium — suit only the bearded eco-aware folk in the mountains and motorists who annually travel long distances.You must today weigh up if a diesel makes economical sense to you. Otherwise, the Audi A4 Avant petrol ($59,641 in equivalent S-Line format) may make more sense.SafetyThe A4 Avant scores very highly on safety but the most impressive feature of the car is its quality. Few, if any, manufacturers consistently make such near-perfect machines that are so visually impressive.DrivingThis wagon is dead simple to drive — though I was baulked by the fingernail-breaking push-pull design of the starter — and is compact enough to slip quickly into a crowded parking bay.It seats four adults with cargo impressively increased thanks to the near-flat folding rear seats. The spare wheel is a space saver and there's no excuse.As fitted out for this test, the Avant is a wagon that rises out of the family-car image to be stylish and versatile.And if you really, really must, it will take muddied dogs, bikes and pot plants. And prams. SnapshotPrice: $57,837 (S-Line as tested $66,205)Engine: 2-litre, 4-cyl, turbocharger, intercoolerPower: 105kW @ 4200rpmTorque: 320Nm @ 1750-2500rpmTransmission: CVT with 7-preset ratios, sequential; front-drive0-100km/h: 9.7 secondsEconomy (official): 6.0 litres/100kmEconomy (tested): 6.8 litres/100kmGreenhouse: 159g/km (Corolla: 175g/km) 

When they really put their mind to it there are few who can stand beside the boys and girls from Stuttgart.Witness the new C-Class, the glorious SL and any of AMG's mouth-watering Black Series offerings.Yet all of those engineering and styling highpoints pale beside the sheer genius of a marketing department that can sell a superseded seven-year-old chassis as a new-generation sports coupe.Sheer geniusAccording to Mercedes, the original C Coupe was slated for the bin on the arrival of the all-new C-Class sedan. What kept it alive was a compelling plea from world markets — including Australia — where the thing had continued to sell even as it aged.That late change in plans has resulted in a new generation CLC without all the fuss and bother of actually building it up from nothing. Change the body, fix the steering and some of the ride quality and Bob's your mother's brother.Do people buying the "new" car really care? Apparently not as it continues to sell well enough to justify its existence — 87 last month.A key point of that is that there was nothing terribly wrong with the original Sports Coupe. It didn't ride particularly well, didn't go that hard and had abysmal vision out of the rear window.The "new" model rides a little better, goes a little harder, looks considerably better both inside and out and somehow, the abysmal vision out of the rear window is worse.It does, however, miss out on all the exceptionally good things athat the C-Class won — like its much tauter body, lighter suspension components and far stiffer chassis.Pricing and fit-outThe CLC is priced from $49,990 — not bad for a chance to get that famous three-pointed star in your garage.Standard equipment (for the $53,900 Kompressor Evolution) includes eight airbags, anti-lock brakes, stability control, rear park assist, lowered sports suspension, 17-inch alloys, dual zone air conditioning, cruise control, multi-function display, sports seats with manual adjustment, rain sensing wipers, fog lamps, bi-xenon head lamps, the direct steering system, paddle shift for the automatic and full fake leather upholstery.DrivingOn the road the CLC has manners that will not offend nor scare the average driver.You couldn't always say that about the first generation Sports Coupe.Where the CLC did impress was in its ability to soak up the worst of Sydney's very average roads. Potholes, expansion joints and general poor surfaces did have the capacity to upset the CLC but less so than some higher priced offerings.The 1.8-litre supercharged four-cylinder manages a reasonable 135kW of power but there ocassions when a little bit more than the 250Nm of torque would have been appreciated.Anyone buying the CLC as a performance sports car is going to be sorely disappointed ... but I doubt few would go down that road. Most of those who buy one will have done so because of its affordability, its styling and its badge — none of which they should find cause for complaint with.Something that should positively cheer a new owner is the real-world fuel consumption under 9 litres per 100km. Mercedes claim an 8.4 for a combined cycle and we were not far off that after a week of city living.The cabin is fresh and reasonably generous in space, particularly in legroom for the rear passengers — something you do not find a lot of in modern coupes.However, the shape of the CLC means that those long-legged rear passengers will find headroom a challenge.For the front seat dwellers there is ample shoulder and headroom but the seats lack a little in side bolstering.Another tick for the CLC is that there is actually enough space in the boot to put luggage for a weekend away or a full load of groceries.It's not new, but it could be you. Impressively enduring. CLC Sports CoupePrice: from $49,990Engine: 1.8L/4-cylinder supercharged; 135kW/250NmTransmission: 6-speed manual, 5-speed automatic, RWDEconomy: 8.4L/100km combined (supplied) 

Every day we expect to hit the freeway and be nudged, have drivers cut in front, confront outside lane hogs, late brakers, tail gaters and the general lost souls who don't know where they are and only belatedly know where they want to go.It's a war zone and for city commuters, it happens twice a day with the same enemy in the same armory on the same roads.In this turmoil, behind the wheel of a 2009-spec Aston Martin V8 Vantage, you'd at least expect a bit of respect.In fact, things get worse as the enemy takes on new tactics of eyeballing to the point of distraction and — even worse — failing to note the low-slung car and without indication, deciding to do an impromptu lane change.Basically, an Aston on the freeway sends the already pack of errant drivers into a series of uncontrollable muscle spasms resembling what a waft of Mortein does to a kitchen-cruising blowfly.Agog with desire, a few drifted into the lane the Aston and I occupied. One tried to ram the car he was following. A few more spotted the black Vantage in freeway traffic and committed a few regulatory insults by cutting and shoving to reach it.But an Aston Martin driver should be beyond this.Not for them the cut and thrust of city traffic but more the open pastures of the less frequented country roads.You will now expect me to gush obscenely about living with a V8 Vantage for three nights. A sleepover that, normally, you'd be very happy to tell your mates about.It is not just a beautiful car. It is a stunning car. If it was a woman you would retreat and cringe unworthily into a darkened corner. Well, I would.It is so drop-dead gorgeous that from a styling perspective it is impossible to update. And if Aston did, in the future, redesign its coupe, the great unwashed would forever mutter: "Yes, but what about the 2008 model?"Well, Aston has done it. It has changed the V8 Vantage.All new for 2009 is the coupe you see here. Note the detail of the change and then write 2000 words about it.Good luck. For though the V8 goes to 4.7 litres from 4.3 litres, the alloy wheel design is altered to become more spidery and the centre console gets a lidded storage bin and a very welcome relocation of switchgear, nothing has changed.This is still the prettiest thing on four wheels.Driving it is also pretty much the same, with just a hint of disappointment.Though up 30kW in power to 313kW and an extra 60Nm to 470Nm in torque, there's no impressive impact in performance.Sure, the extra torque is noticeable off the mark where — if your clutch work is neat and the gears slot in correctly — it will press you deeper into the thick leather seat.It'll run the 100km/h sprint a mere 0.1 seconds faster compared with its smaller-engined predecessor.That's a surprise because despite an extra 15kg of weight on the old model, the new engine runs harder and longer with a brutal attack on the occupants' senses at 4000rpm.Measured in increments at higher speeds — specifically in the 100-150km/h range which is the "pounce" speeds for overtaking on European roads — there would be a greater difference.The 4000rpm reference point is where the exhaust system's baffles are bypassed and, basically, all hell breaks loose.Putting that in perspective, if the shape of the Vantage makes you dribble, the sound of the V8 charging towards its 7500rpm redline with the exhaust baffles open makes your hair curl. And if it's already curled, it'll curl it tighter.It's quick but could be quicker. I don't dispute the 4.9-second sprint time but it doesn't do it easily. The clutch pedal is firm and the plate has a fine line between free and engaged.The gearshift, in sympathy with the clutch, is also heavy and notchy and won't forgive a delicate hand. I'll add that the test car had only 3300km on the clock so things could improve.On its third-to-fourth plane the action is neat and fast. Here, on a winding country road, it's where the Vantage feels far more comfortable than the plodding stop-start of the city.Rural air unmasks a different, more vibrant Aston Martin. You'd have to question why a city-based commuter would want a manual transmission Aston.The steering, now lightened at speed with air beneath its grille, is direct and conveys all the coarseness of country bitumen roads.The brakes reveal their need to be hot and punished before exercising all their power.And the handling becomes firmer and sharper and every corners begs a quicker entrance and faster exit.In honing the V8 Vantage, the now privatised Aston Martin company has made a few updates to the cabin.There is now a centre console with a lid and cables for an iPod and a USB stick.There is a tiered arrangment on the vertical console section that neatly and ergonomically divides functions into audio, ventilation and a central monitor with a simple yet effective menu selector.Some switches have remotes on the steering wheel. Symbols of previous Aston Martin owner, Ford, remain.The master switch for the cruise control, for example, is hidden behind a steering wheel spoke in a fashion recreated in the latest Falcon.The V8 Vantage gets no rear seats — go to the DB9 for that pleasure — and while its shorter wheelbase gives more acute handling dynamics, there's not a lot of cargo room.There is no spare wheel — and one wouldn't fit anyway — so instead there's an aerosol kit.Look closely and it's clear that this Aston would change a cynics mind about British-built cars.The boot lid, for example, rise on satin-finished gas struts with ornate steel hinges finished in black crinkle paint.The rain gully around the boot opening is both curved and sharply angled yet the metalwork is seamless and without the blemishes of spot welds, rivets or bolt heads.Just by touch you can gauge the weight of the leather used for the upholstery. Just by vision you can see perfect cut lines that separate each body panel. And just by listening you accept a body that is taut and free of creaks and rattles.Someone has taken great care in assembling this car.In profile the car is beautifully proportioned but its purity makes rear three-quarter vision suffer.Visibility to the front and rear when parking could be simple guess work — like, guess who's paying for the damage — but for 2009 park sensors are standard front and rear.But it all comes back to what it looks like. Simply, this is a car you could buy without test driving. ASTON MARTIN V8 VANTAGE COUPEPrice: from $258,737Engine: 4.7-litre, V8, quad-cam, 32-valvesPower: 313kW @ 7300rpmTorque: 470Nm @ 5000rpmTransmission: 6-speed manual, rear-mounted, carbon-fibre prop shaft; rear-drive, LSD0-100km/h: 4.9 secondsTop speed: 290km/hEconomy (official): 13.9 litres/100kmEconomy (tested): 16.3 litres/100km 

The exclusivity signified by the `Black' label is used by those outside the auto industry - Johnnie Walker and Penthouse magazine (so I'm told, of course) among them.Mercedes-Benz AMG powerhouse has produced some stunning machines in the past but none as ferocious as the CLK 63 AMG Black Series.It deserves the Black label, for its extra outputs and abilities definitely fall into the black magic category.It's twin brother is the F1 Safety Car and it has the carbon fibre spoilers and trim bits to prove it.Other trick bits include twin exhausts, an additional transmission oil cooler, a high-performance steering oil radiator, an active differential oil cooler.The AMG 6.2-litre V8 has had alterations made to the intake and exhaust system, with a new variable intake manifold among the changes - the numbers stack up for some serious pace - 373kW at an amusing and muscial 6800rpm, with 630Nm at 5250rpm.That's enough, says Benz, for 100km/h to arrive in 4.3 seconds, the needle swings by 200km/h in 13.8 seconds and is limited to a 300km/h top speed.Not that we're in a position to check the latter during the Thoroughbreed Tour of this year's Classic Adelaide, as the 130km/h limit applies during closed-road stages.But seat-of-pants feel suggests the numbers can be believed.The first stage attempted in the Black was Coromandel, a personal favourite when it comes to the state's roads.Starting on a curve in such a beast meant the stability control - much to the disgust of athe assembled officials - was staying on, a trend for the rest of the day.The little black Benz demolished straights and breached the event speed limited with over half the gearbox remaining untouched.Corners are met with gusto from the helm, pitching in with enthusiasm and accuracy, but the exit was tempered by a compulsory restriction on the right foot.Smoothness was a must, otherwise everything died as the stability control smothered the fun.Even a gentle return to full throttle met with blinking belligerence from the stability control light.Faster, open roads were easier to deal with - the biggest problem was staying under the stage speed limit.If the exterior and interior add-ons had anything to do with pace and poise then it is a rocket - AMG-emblazoned carbon-fibre pieces in the door and on the centre console, lip spoilers and splitter additions also from carbon-fibre, 19in alloy wheels, sports "tombstone" bucket seats that adjust only fore and aft were fitted as well.The seven-speed auto has aluminium paddleshifts - and thankfully it will hold gears in manual mode.The paddles are mounted behind the low-key AMG performance steering wheel, which was a little too subtle for the rest of the car.The gearbox is the only thing letting the Black down, it's still an automatic and can sometimes frustrate the driver's attempts - we're sampling the SL63 soon and if that transmission is as good as it is said to be, let's hope it makes an appearance in the CLK Black.Unfortunately our day in the CLK 63 AMG Black Series after an unscheduled excursion through beyond the outside of a right-hander on a Fleurieu Peninsula stage.The right-hander was approached with caution but the driver at the time - not the author - found problems on the exit, possibly from the radius, some gravel or dirt on the road.The man behind the wheel managed to avoid a large tree but couldn't avoid heading into the long grass on the roadside (by far the lesser of two evils) and flattened an old fence post and some wire.After the requisite notifications were hastily made amid a smoky smell, debris was collected and the Black was returned to the road for a slow completion of the stage.Skid, scorch and tyre marks made by the following field suggest we weren't the only ones to leave the tarmac on the same corner, with other competitors making a mess of the new fence and leaving behind a windscreen.Our car was removed from the event as a precaution and the driver may well still be apologising even now.Our event was over but the taste of the Black has left me wanting more.It's a purposeful beast that has a magnificent powerplant and challenges the driver - I think I'd need about a year to get to grips with it, but my chances are slim. CLK 63 AMG Black SeriesEngine: 6.2-litre aluminium 32-valve V8.Transmission: seven-speed paddleshift automatic, driving rear wheels with LSD.Power: 373kW at 6800rpm.Torque: 630Nm at 5250rpm.Performance: 0-100km/h 4.3 seconds. Top speed 300km/h (governed).Fuel consumption: claimed 15.3litres/100km, tank 62litres. 

Shimmering white roadsigns adopt a shade of red from the Porsche's reflection and several roads used in the Classic Adelaide are in the immediate future.I don't know who Don Henley is singing about and I really don't care, the '80s song is apt - the new 911 Cabrio likes to dance on some of our great roads and it has fast and light feet.Despite being 30kg heavier than the manual, the new double-clutch PDK is 0.2 sec faster to 100km/h and it will hit 160km/h in 10 seconds flat - the manual is 0.3 of a second behind, but it's a good demonstration of how quick the changes are in the PDK.The Porsche PDK option - short for Doppelkupplung - is a $7000 seven-speed automated manual and is probably the best of the double-clutchers sampled so far.Six of the seven gears are closer-set and keep the flat-six singing in the meat of its rev range, 7th is the fuel-saver cruising gear.The gearbox can be manually shifted using the lever or buttons on the wheel - no paddles for Porsche - but the only problem with the spoke-mounted buttons is the heel of the hand can sometimes inadvertently change cogs.That said, the changes are lightning quick and smooth, although sometimes getting away from a slow-rolling to a standstill, there's a slight hesitation as the gearbox decides on 1st or 2nd.The gearbox is excellent at helping the 3.8-litre direct-injection flat-six sing beautifully, but the boxer engine is also remarkably flexible.Variable valve timing and lift, as well as a tricky intake manifold, help the 911 deliver 420Nm of torque - Porsche says almost 360Nm is available from 2500rpm and that's backed up by the drive experience.The intake manifold has what Porsche calls a "two-stage resonance intake system" which uses the vibration of the air as it passes through the intake manifold to increase the volume of air taken in.It adjusts according to engine speed and the Stuttgart boffins say the system offers higher torque at low engine speeds and a flatter torque curve.Slipping into the optional sports seats, firing up the flat-six and slipping the PDK into D, dropping the soft-top and heading for the hills, it's a form of automotive witchcraft that the 911 offers such sweet steering and manic abilities through the corners.Despite having a rump with more heft than any bootylicious Hollywood types, the 911 rips out of corners with scant regard for weight distribution.Hit sport mode on the adaptive dampers and the 911 is even harder - in all senses of the word - through corners, but bumpy stuff means normal mode is better for compliance.The gearbox - even in D for drudgery - quickly picks up on the driving attitude and adopts appropriate shift patterns.Apparently the optional Chrono Sport package gives the Carrera 2 a sharper edge, but we're not complaining about the drivetrain on this one.The back seat is useful only for baggage, as the backrest is perpendicular and would qualify as cruel and unusual punishment for passengers.A lockable storage unit would probably make more sense, particularly given the 135-litre luggage compartment in the nose.The features list is nothing to complain about, with Bluetooth, satnav, climate control, dual front and side airbags, stability control, adjustable dampers, dynamic bi-xenon headlights and sensational brakes (even before you tick the ceramic composite option box).Make no mistake, the icon that is Porsche 911 might well have been only subtly re-designed from an aesthetic viewpoint, but the mechanical package sets a new benchmark.

There will always be those who simply don’t see that kind of car as coming from anywhere except Europe.The price at times hasn’t helped, with the Legend at one stage edging close to $90,000. But as it has come down to more realistic level, with the latest model offering added power and refinement, it has a better swipe at being appealing to the luxury car buyer.Powertrain The Legend is powered by a 3.7 litre, 24-valve SOHC VTEC V6 engine that produces 226kW at 6300rpm and 370Nm at 5000rpm. From a 73 litre tank, it burns 11.3litres of fuel per 100kms, and emits 210gms of CO2 per kilometre.A five-speed Sequential SportShift transmission with sports mode and steering wheel-mounted paddle-shift controls – that can be used in both sports and normal modes –gets power to the wheels.Exterior With more aerodynamic lines and a sportier more athletic appearance, the new Legend is brought into line with other cars in its class.Bi-xenon headlights, dual exhausts, seven spoke, 18 inch alloy wheels, a new boot lid with integrated spoiler and a new front bumper with integral fog lights and lower cooling air intakes give the car more poise and presence than earlier versions.Interior The addition of an ‘acoustic windscreen’ that sandwiches butul alcohol between two panels of glass, makes the leather and brush metal trimmed cabin, pin-drop quiet.A ten speaker Bose sound system, sat nav, wood grain panelling, electric seats and climate control air conditioning give the vehicle a prestigious look and feel.Safety With a five star ANCAP crashworthiness rating, Honda makes no bones about their focus on safety. There is also a comprehensive airbag package, ABS, EBD, Emergency Brake Assist and a reversing camera.Pricing The 2009 Honda Legend starts at $77,500.DRIVING Halligan says There’s no doubt the new Honda Legend is a very good car – it is just so damn boring.What is it about Honda and Toyota at the moment? Have you looked at a white Legend sitting next to a white Aurion? Or an Accord next to a Camry? Or any combination of the above for that matter. Indulge me for a moment and open this in a new tab (right click) and then this one next to it. I want to know which designer (ah-hmm) copied off the other at design school.But admittedly the Legend is good to drive. Very good. Performance and handling get a tick. It's better in sport mode. But unfortunately when you are in that mode you are burning through the fuel tank. The damn chew-through-the-juice-o-ometer at the bottom of the speedo spends too much time off the scale at the slightest touch of the accelerator.There’s little to dislike about the interior. The seats are great and the leather is very good. But the wood panelling is out of context and too try-hard, the centre dash console is a mess and the carpet looks industrial enough to cope with the traffic at CentreLink.And when my daughter put the rear window down there was wind buffeting. Then again anyone who actually buys one of these will probably never put the rear window down as their kids will have long left the household.Very good but very boring.Verdict: 7.5 / 10 

Safety features that appear first at this level steadily trickle down the rest of the range. However, it has only relatively lately joined some of its stablemates in offering a diesel variant.DrivetrainThe new S320 CDI comes with a V6 turbocharged diesel that produces 173kW and 540Nm. It is said to burn 8.5 litres of fuel every 100 kms.The rear wheel drive gets power to the wheels via a 7G-TRONIC seven-speed automatic transmission and will do 0-100 in 7.8 seconds, on its way to a top speed of 210km/h.AIRMATIC adjustable air suspension is mated to an Adaptive Damping System that adjusts the shock absorber characteristics according to the road surface and driving style.ExteriorStretching over five meters long and nearly two meters wide, the S320 CDI exudes a sense of luxury comfort and presence.Bi-xenon headlamps with Active Light Function, dynamic range adjustment and tinted infra-red-reflecting glass all round are just a couple of features that hint at the cutting edge technology that Mercedes have applied to their top end vehicles.Other exterior features include seventeen inch alloys, rain sensing wipers, a glass electric sunroof and a remote closing boot lid.InteriorInside the S320 matches the exterior for premium look and feel with ambient lighting, full leather upholstery, Calyptus wood trim and chrome door sill panels with “Mercedes-Benz” lettering.A Command APS cockpit management and data system, plus DVD navigation and six disc DVD/CD changer with MP3 compatibility make light work of everyday driving decisions and entertainment.There is also a TV tuner, SPEEDTRONIC variable speed limiter and a multi-function steering wheel and display.SafetyMercedes have taken care to cover all safety bases with the inclusion of a comprehensive airbag package ABS, ESP, Acceleration Skid Control, Brake Assist and NECK-PRO crash responsive head restraints.PricingThe S320 CDI starts at $198,810.DRIVINGThe big Benz is a hefty piece of metal, and you’re always aware of that on the road. It’s solid and serene. But there’s no sense of it being bloated… it’s more an almost regal atttitude.The diesel engine is meaty and strong, but there was rarely a sense of urgency about its performance until you sunk the sequential spurs deep into its flanks.But you waft along on an air suspension system that melts everything your path while preventing the body from completely marshmallowing around the bends. There is still a satisfying amount of control, although you never get the feeling the sedan is inviting you to chuck it about.The cabin is a hushed, high-tech stateroom, bristling with enough equipment to make life needlessly complex if it weren’t so intuitive. Even the Command Control system that ties in the entertainment, nav, climate and communication features is easy enough to use without resorting to a manual.The radar-driven cruise control that monitors traffic in your path in the kind of safety technology that will hopefully one day end up in every car, not just every Merc.However the forward infrared camera vision in the instrument panel – although impressive in its ability to see further than the human and send back a clear monochrome image – was a distracting addition if you ran it continually, but proved to be a bonus during heavy rain.This is the kind of car that you’d imagine might have a chauffer, while you relax stress-free in the back. But to hand the S-Class controls over to somebody else would be to deny yourself some of the most relaxing driving to be had on our roads.