Luxury Reviews

And, given the push-button convenience of the latter these days, the car's upper garb often comes off quicker.Spring is also, of course, the time when Carsguide preaches to the convertible.It's a task made easier by the ever-expanding range of topless four-seaters _ cars that combine a decent degree of utility with a goodly serving of desirability _ so that now ever more are converting.The facility to have it off and on at will (most such lids fold up or down in around 20 seconds and some can do it at 30km/h) is worth a lot more as a selling point than all the kilowatts and cornering force figures in the world combined. Otherwise, just buy a coupe.Not that BMW's 125i (priced from$63,755) lacks a means of propulsion or is in any way reluctant to address bends.Even detuned to 160kW/270Nm, this three-litre jobbie is a classic example of the Bavarian's trademark in-line six _ which, combined with rear-wheel-drive dynamics, is unique among current compact convertibles.Contrary to the hairdryer image of this genre, the only thing soft about the 125i is its roof which, in a world increasingly given to folding metal numbers, is of fabric construction.For a car that, even by the compromised norm of this type, is knee-crushingly cramped in the back, it's starting to get bloody dear _ though even that's relative, given it's $30K easier on the wallet than the identically engined 325i.Equally, the Volkswagen Eos TFSI (from $49,990) offers value _ indeed, allure _ that would necessitate spending maybe $40K extra on a more prestigious badge.The VeeWee also boasts the best top of all these sometimes-roofless Germans: one with a number of variations, all of which enable it to be completely convincing as either a convertible or as a coupe. In either guise, it looks great.The TFSI shares the Golf GTI's platform and drivetrains: a slick, six-speed manual or a twin-clutch auto driving that sublime two-litre, direct-injection turbo four-potter.If you tick the optional sports suspension with 18-inch tyres box, it can do a fair dynamic imitation of this now-ubiquitous warmish hatch.So can Audi's A3 2.0 TFSI Cabrio (from $54,900) _ as it should, given that it has the same underpinnings and go bits as the allegedly humbler Eos.But although perceived prestige badges can have a disorienting effect on some punters' sense of proportion, the Eos's trick roof is enough to see it shroud out its soft-topped cousin.It used to be that to go topless in traffic, you had to be Swedish; time was, indeed, that Saab's 9-3 was synonymous with this sort of behaviour.But that was 10 years ago. Today, a 9-3 Convertible is an unreliable and outclassed alternative to simply wearing a T-shirt that reads: “Clueless”.Fortunately for Scando enthusiasts, there's Volvo's C70 T5 (from $79,950). No, it doesn't get up and go anything like those mentioned above (despite a worthy 2.5-litre, five-cylinder turbo), much less handle.But it does have visual presence, GT composure, a smart folding metal roof and _ perhaps more to the Swede-lover's point _ a perceptible quality of having been hewn from something extremely solid and ever-so safe.Just as Lexus's IS sedan chucked a spanner into the compact prestige segment by doing a rear-drive/six-pots-up-front package that undercut the Germans for value, so too will the Lexus IS250C coupe/convertible.Seen at the Sydney motor show, this folding-aluminium-roof number is due in these parts in the second half of 2009 _ no doubt priced at a point to cause the Europeans maximum discomfort.The IS250C has a rear overhang some 50mm longer than the sedan, and Lexus claims class-leading boot space even with the lightweight, three-piece lid folded.Roof up, it looks better still, with a coupe sleekness that becomes the IS more than the four-door shape.The IS250C shares the sedan's 153kW/252Nm 2.5-litre V6 and six-speed, paddle-shift automatic.At $1.19 million, the ultimate convertible costs 20 times more than the least expensive car here, but the Rolls-Royce Phantom Drophead Coupe is quite possibly the world's best car _so this seems only right and proper.We mention it mainly to have an excuse to run its exquisite likeness, because next to none of us is ever going to get into one.But it somehow helps to know that those who do have the wherewithal aren't wasting their dough on rubbish.Besides, as the stock market goes at the moment, a Rolls is probably a better investment than shares. 

Upgrades include some exterior visual tweaks to freshen the A-Class and B-Class, revised interiors and the addition of a 2.0-litre turbo-diesel in the A-Class.The A180 CDI costs $39,990 and is available with either a six-speed manual or CVT automatic.For the first time an active parking assist reversing system is also available in the both the A and B Class.The system is $4680 option on the A170 and A 180 CDI as part of a `metro' pack that includes CVT automatic, cruise control and 12-volt socket in the luggage compartment.The system is standard on the A200 three and five-door and turbo.On the B Class the same system costs $4160 on the B180 CDI and B200 as part of the same option pack but comes standard on the B200 turbo.The parking system uses ultrasonic sensors to identify suitable parking spaces and then automatically guides the car into the space.It is similar to that available in some Volkswagen models.Mercedes-Benz Australia spokesman, David McCarthy, expects a strong take up of the new parking system as well as the new turbo-diesel in the A-Class.“We think the A180 CDI will attract more people to the brand,” he says.Both A and B-Class sales have dipped this year by more than 30 per cent in the lead up to arrival of the newer models.Although the C-Class remains the volume Mercedes seller here, McCarthy says he expects both the A and B to lift volumes, particularly with the availability of the turbo-diesel in the A-Class.He believes the A180 CDI will at more than 300 sales to a yearly sales expectation of about 1000 A-Classes.The new 80kW/250Nm 2.0-litre turbo-diesel A-Class is the sixth model in the brand's entry lineup and shares its engine with the B-Class.In the A180 CDi it hits 100km/h in 10.8 seconds and delivers peak power at 4200 revs and peak torque between 1600 and 2600 revs.The frugal diesel has a combined fuel economy figure of 5.2 litres/100km.Like all A-Class models, the A180 CDI boasts a comprehensive safety story with electronic stability control, anti-skid brakes, brake assist, acceleration skid control, eight airbags, and a full-sized spare wheel.Comfort features include climate control air conditioning, multi-function steering wheel and display, AUDIO 20 sound system, Bluetooth connectivity and a split-fold rear seat.Moving up a notch, the B-Class gains minor cosmetic updates like its smaller brother, from the bumpers and headlights to the interior seat trim and upgraded audio systems.The front bumper gets a larger air intake and more aggressive treatment.The visual upgrades also include body coloured exterior mirrors, door hands and lower side skirts on all models.Inside, the B-Class, already well known for its roomy interior gets new materials with brushed aluminium highlights on the dashboard.A reach adjustable steering and hill-start assist also make an appearance.In common with both the A and B are new flashing brake lights that activate if the driver hits the brakes in an emergency when travelling more than 50km/h.In the B-Class the hazard warning lights also come on in emergency braking manoeuvres above 70km/h.Prices for both A and B have risen slightly with the equipment upgrades and fresher looks.The A-Class is up between $500 and $800 depending on the model and the B-Class has risen $400 across the board.The entry 1.7-litre A170 coupe costs $35,500, rising to $49,500 for the top-range A200 turbo.ON THE ROADWe've never been a huge fan of the A-Class and the changes to the latest model have only reinforced this thinking.That said, there are plenty of pluses.It's a great commuter car, nippy around town, frugal and easy to park.However, at higher speeds on the highway the car's short wheelbase and upright stance shows up some shortcomings that are inherent with building a car like the A-Class.The little hatch can be buffeted by cross-winds and road noise intrudes rather too much for a Mercedes, even if it's an entry Merc.The ride is also geared to comfort rather than handling but it must be remembered that this is not a sportscar.Although the driving position is good, with a broad panorama of the road, the electro-mechanical power steering is numb and feels disconnected to the road.However, on the plus side, the A-Class has impeccable safety credentials with a five-star crash rating and impressive arsenal of active and passive safety gear.It is well build and provides a feeling of being carved from stone while the interior ambience is appropriate to the brand.The new 80kW 2.0-litre turbo-diesel works well in the A-Class. It provides plenty of low and mid-range response and a combined fuel figure of 5.2 litres/100km.As peak torque of 250Nm is delivered from 1600 revs the little hatch is reasonably perky off the mark and can keep up with freeway traffic.The CVT auto works well with the diesel too, providing just the right response at any speed.Given the price points of the range the A-Class makes a reasonably alternative.But there are still many other small European hatches that deliver more driver involvement, equally impressive amounts of room and also have that crucial Euro badge to impress the neighbours. 

It feels good to be behind the wheel of the new BMW 7-Series. It's a car to drive and enjoy, as well as a technology flagship and styling pacesetter.A lot of what was lost or misplaced in the previous Seven — a brutal battleship on many fronts — has come back and that is good news. The styling, too, has been pulled back from confrontational to make-a-statement bold.“This is the very best of BMW. This embodies the flagship of the business,” BMW global sales and marketing chief Ian Robertson says.That means it is packed with technology and engineering, from the first double-wishbone front suspension in a Seven to a user-friendly upgrade of the lacklustre iDrive system, and new safety systems including one that can read speed signs and update the driver.It is also a little lighter yet is just as big and quick. Updated petrol and diesel engines range from an in-line diesel six, which should become the Australian favourite next year, to the twin-turbo V8 that is already a hit in the X6.The best news for top-end shoppers is that the focus has returned to the driver's seat, after an experiment with a car that was more enjoyable as a chauffeured ride.The dash is now wrapped around the driver and the gear selector is back in the centre console.All the changes reflect a return to the basics that made the Seven so good from the late 1970s, even if there is no admission of any mistakes with the previous car.“The predecessor was not without controversy. Nevertheless, it made a statement,” Robertson says.And you cannot call it a failure because it sold in record numbers.But a lot of people will welcome the new Seven, which will arrive in Australia in March with a starting price a little below $200,000. It will be available for the first time with short and long-wheelbase bodies from the start, and an 240kW in-line six for the 740 and 300kW V8 for the 750.Final specifications are still being set, but it is fair to expect the usual combination of airconditioning and premium sound and alloys in the short-wheelbase car, and electric rear seats and a DVD entertainment package in the iL cars.But no one knows yet about the availability of the new four-wheel steering system for the Seven, or the infra-red night vision, or the lane-departure warning or . . .Mechanically, BMW makes the usual claims for a new car — more power and torque for less fuel and emissions. But it has its commitment to Efficient Dynamics and the results are impressive.“The 7-Series has always been a technological spearhead with ultimate comfort and elegance,” chief engineer Johann Kistler says.The 740's six has 6.7 per cent more power with an 11.6 per cent cut in fuel consumption, down to 9.9 litres for 100km, and CO2 is cut 13.1 per cent to 232g/km.The V8 in the 750 has 11 per cent more power, isbmw 7-series peice line-ball on economy and is down a little on C02, to 266g/km.THE BMW 7-Series is a good drive. No, it's better than that. It's a terrific drive.It is a big car, even as a short-wheelbase 730i, yet it shrinks around you and allows you to cover long distances with minimal fuss. It has sporty performance, with loads of luxury, yet is not demanding or nasty.Best of all, after the previous Seven, it is a welcoming car that is easy and rewarding to drive.I was not a fan of the previous Seven, partly because of its nasty iDrive and a cabin which was confrontational and hard to learn, but the failure for me was that it was not a driver's car.Previous Sevens were built to drive, but the last one was a back-seat special loaded like a Harvey Norman showroom.Not now. The new 7-Series has more technology than any car I have driven but it is easy to use and adds to the experience.The rear-steer system makes the long-wheelbase iL easy to turn in a narrow street, the safety gear is all unobtrusive and useful — including the speed-limit camera — and it is good to know the engines are so lean and efficient.Still, visibility can be a problem, there was some wind noise on one of the German test cars, and some people complain that getting into the low-seat rear seats can be a problem. But those are minor niggles.BMW only had the short-wheelbase 730d diesel and the long-wheelbase 750iL to assess on global press preview at Dresden in the former East Germany, and all the cars were loaded.But the basics show how good the car is for 2009 and beyond and reflect a return to the traditional values of the Seven.The cars are crisp and responsive and there is absolutely no indication that the 730d has a diesel six under the hood. The V8 in the 750 is a cracker and easily took the car to its 250km/h top speed on an unrestricted autobahn.They have traditional rear-wheel drive with six-speed autos that slur through the ratios but respond well to a touch on the tiptronic lever. Something else back in the Seven . . .There is a lot to like in the new 7-Series. Best of all, it proves BMW is prepared to step back to go forwards — even if no one admits there was anything wrong with the previous car. 

All companies like to talk about a record turnover, one that is usually reflected in sales and profits.But Porsche has done it differently. Its new record is reflected in the latest full family of 911 models.The arrival of the newest 911 Targa means Porsche has completely renewed its core models with a Series II update that brings everything from direct fuel injection to a PDK double-clutch gearbox in less than six months.That is about one-third of the time it usually takes to renew a 911.It reflects strong global demand for the German sports car icon and the need to clear next year for the arrival of the important new luxury Panamera and a preview of the second-generation Cayenne SUV.Porsche found some late-season sunshine on the shores of Lake Garda in northern Italy to roll out the glass-roof Targa, which picks up all the latest 911 update gear, including a more effective sliding fabric cover.It is the only hatchback in the 911 range, and uses a Targa system that operates as a continuous glasshouse from the top of the windscreen to the engine cover. The roof panel drops and slides back inside the roof in a sweet piece of electric engineering.The Targa comes as one of the most heavily loaded models in the 911 range. It is sold only with all-wheel drive and Porsche's wide-body rear end. That means an Australian starting price of $258,600, though that's likely to rise before the first of the Series II cars lands next year.The Targa is expected to snare 10 per cent of 911 sales in Australia.“This is one of the most attractive 911s. It is the perfect combination,” 911 development chief August Achleitner says.The basic Targa 4 comes with 254kW from its 3.6-litre engine. The 4S jumps to 283kW with its 3.8, though fuel use is as low as 10.6 litres/100km in combined testing, despite a top speed of 297km/h.DRIVINGUnless you look up, you'll never know you're in the Targa.Only when you see the glass roof, which is easily disguised by the more-effective new sun blind, do you remember the latest 911 is not another super-tight Carrera coupe.The Targa feels as taut as the coupe and just as responsive, with the sort of grip and balance Porsche has done well to install with the latest all-wheel-drive package for the 911.Another run with the PDK robotic manual is great too, with slick quick shifts and the potential for race-style cornering if you go for the super-sports program.The Targa 4 is more than quick enough, but a switch to the 4S uncorks the extra 3.8-litre urge that makes every 911 a memorable drive.Still, the PDK shift buttons on the steering wheel are not easy to use. And the manual change for the gearshift is set wrong-way-round for sports driving.The roof itself is easy to use and gives plenty of choices in sunshine and fresh air. It creates some buffeting if it is not open all the way, but if you adjust it for the speed and conditions it works smoothly and elegantly.The hatchback rear end is particularly good, giving more headroom for the back seats, a convenient way to load shopping or children, and an extra 25 litres of storage space.The Targa is good to drive, looks very good and comes fully loaded.But that is the bad news. The combination of a wide 911 body and all-wheel drive makes it one of the dearest in the 911 catalogue.

The luxury marque struggled under Ford for years and hopes that now, with the help of the XF — and under the ownership of Indian car giant Tata Motors — it can turn itself around.With the choice of four engines including one diesel, the XF range provides a good choice for all driving and lifestyles.The 2.7 litre turbo-diesel produces 152kW at 4000 rpm and 435Nm of torque at 1900 rpm. It gets from 0-100km/h in 8.2 seconds on its way to a top speed of 229km/h. The most frugal of all the variants, the diesel burns 10.4 litres/100kms.With a top speed of 237kW, the 3.0litre V6 petrol generates 175kW at 6800 rpm and 293 Nm at 4100 revs. Its 0-100km dash is just a fraction quicker than the diesel and its top speed is only eight kilometres more at 237km/h. Fuel economy starts to creep up for the first of the petrol engines at 15.8litres per 100kms.The first of the V8 units has a 219kW, 4.2 litre engine with 411Nm at 4100 rpm. It hurtles to a limited top speed of 250km/h after a 6.5-second 0-100 sprint.The biggest engine is a turbo V8 that creates a substantial 306kW at 6250 rpm and an equally large 560Nm at 3500. It will read 100km/h in a rapid 5.4 seconds but can’t go any faster than 250km/h.Both the V8s are quite thirsty with the smaller one using 17.3 litres per 100kms and the bigger of the two using a litre and a half more.All variants transfer power to the wheels via a six speed automatic transmission.Servotronic variable ratio power-assisted steering is standard on every version of XF and together with its light and rigid structure and wide track, ride and handling is well-balanced and responsive. For the SV8, that includes the adaptive damping strategy of Jaguar´s Computer Active Technology Suspension (CATS) which uses a network of sensors to monitor your driving style and road conditions and a high-speed processor that uses the data to constantly fine-tune the adaptive shock absorbers.Jaguar have taken a big design step with the XF, making it look more modern and sleeker than the stately, traditional style of previous models.The low nose, strong woven mesh grille and rising waist give this coupe-like four door an athletic appearance and an assertive presence.A very Aston Martin DB9-looking chunky rear with lipped boot lid and – like the front - wraparound lights, accentuates the cars sportiness and conjures a sex appeal that hasn’t been associated with Jags for some time.Three trim levels are available in the interior that Jaguar describes as ‘sporting luxury’. There’s not much clutter at all thanks to ‘invisible until needed’ features like the revolving air vents, the touch screen controls and the pop-up JaguarDrive Selector™.But it’s the use of real wood – more than any other Jag since the Mk II saloon in the 1960s – that shoots this interior into the luxury category at first glimpse. Satin American Walnut, Burr Walnut and straight-grained Rich Oak adorn the cabin and highlight the aluminium finishers.For it’s coupe like exterior there is lot of room inside the XF – enough for five large adults to sit comfortably. There is plenty of storage too, including three cup holders, storage pockets in each door and two lidded compartments in the centre console. Not to mention the boot which holds over 500 litres.There are several other features to make driving simpler and more enjoyable like satnav, TV, a camera for rear park assist, a premium sound system, Bluetooth and iPod capabilities, soft blue illumination for the instrument cluster, cruise control and voice recognition.A comprehensive airbag package heads a long list of safety features for the Jaguar XF, including Electronic Brakeforce Distribution, ABS, Dynamic Stability Control, Electronic Brake Assist, Cornering Brake Control, Understeer Control Logic and Engine Drag Control.The XF is a beautiful car, to view and to drive. It is everything a Jag should be; original in design, instantly recognisable to the cognoscenti as a Jag, feline in stature and demeanour, masculine in nature while maintaining feminine appeal. My wife loved it and her taste is showing a shift away from 4wds and small to medium sedans to larger family coupes and stylish performance four-doors. Thank god.Ford did a great job of getting a product line together it could sell. Wehope Tata does a good job of custodianship of the marque. Personally we would have liked to have seen Ford keep Jag and cut some of the other crap from their own product line. Selling Aston was a good decision and it is in good hands, especially if the partnership with Mercedes proceeds. We worry for Jag though.The only negative comment on the interior came from a rear row passenger who pointed out the back of the front seats is just an ugly plastic. He was right but we hadn't looked as it is hard to take your eyes away from the dash, which is simply the best designed dash - period. The use of timber is superb, with a pale ash that looks modern and a great breakaway from the traditional burled walnut that the try-hard Japanese "prestige" models use to try to imbue some sense of style.The V6 in the test car gives ample power for most, but Jag is a performance marque so we would opt for the V8. The extra 10-20 bucks (driving style dependent) a week in fuel is a small trade-off on the enjoyment stakes. The handling is dynamic and we couldn't find any vices.Driving this is a joy, an event, something that anyone who is contemplating buying a car that is more than transport is really after. Its competition is Audi, Mercedes, BMW and to a certain extent Citroen, Jag with the XF can now hold its head very high in this company.Now let’s hope Tata does take Jag back to Le Mans and commissions one of the great design houses to build a true descendant of the E-type. We would go with the newly re-established Touring… bring it on.For - Style, driving dynamics, designAgainst - the back of the front seats should be leather and not plasticNot only is this the make or break car for the prestige Pommy – scratch that – Indian marquee, but it is a new modern direction in styling for Jag. And that has been lacking for quite some time in the brand.It’s a standout from its very DB9 rear, along its high waistline crease and down to the low slung nose. It’s already clear that Jaguar have bitten the bullet and started from scratch with this big, impressive car. It’s sleek and sporty but in a firm handshake, dinner suit kind of way. Very modern, but still retains the look you associate with the brand’s history.The XF has one of the best interiors we have ever seen, touched and heard. They have combined Jaguar tradition with the necessary mod cons and plush new surfaces beautifully.It’s roomy without losing intimacy, and the designers have kept the long, wide sweeping centre console that have featured in Jags for decades. A large brushed-metal dial, together with a multi-function display, controls nearly everything in the car. So there is no clutter except for stereo and air-con buttons. Even the air vents are hidden until they revolve into life when the engine is turned on.Another eye-catching feature was the woodgrain panelling. The over-varnished cherry coloured monstrosity, that we see far too much of, is nowhere to be seen in the XF. Instead it’s replaced by real wood that actually looks like something you’d choose to make your dining table with.The seats are comfortable and supportive and there is very little wind or tyre noise.On the road at slow speeds, the Computer Active Technology Suspension eats up ruts and blemishes. Acceleration and gear changes in the V6 were timely and smooth. We never longed for extra power but still want to give the V8 a go just hear what sort of noise it makes.The XF performs like many cars half its size when its legs are stretched on winding, hilly roads. Cornering is fun and the car is agile thanks to the suspension firming up and sticking the tyres hard to the tar.We just hope under new ownership, this brave new attitude is nurtured.

It's not even that expensive an undertaking.Holden and, especially, Ford would be only too glad to sell you the means to do so for substantially under $50,000. So you needn't wear a white collar on a professional basis in order to afford this particular sensation, much less a crash helmet.But there is getting there and then there's getting there in unparalleled style and comfort without appearing to exert the least effort. That's a feeling only the several super rich Australians who will take delivery of the new $1 million plus Roll-Royce Phantom Coupe this year will come to know.And, of course, this obscenely fortunate Carsguider who has been given a sneak preview of the only Coupe currently on the continent.So what, I can hear a few of you murmuring? How is this automotive emblem of excess relevant to the other 99.98 per cent of us? For that matter, isn't this exposition bordering on bad taste during this time of encroaching austerity?Valid points - to which we'd respond that anyone who cares for cars (as opposed to those who claim to but whose enthusiasm goes no further than Holden or Ford) would care to know of what is arguably the world's best. The other point is the last thing relevant to the subject of Rolls-Royce is relevance itself.“No-one needs a $1 million car,” says Bevin Clayton of Trivett Classic Rolls-Royce, the man who will sell 22 of them this year. Indeed, for the approximate equivalent of the Luxury Car Tax on the Rolls - some $300,000 - you could buy a Maserati GranTurismo.“But once you have driven one, it's awfully hard to go back.”That's something likely to be appreciated by the first time Roller buyers that the Coupe is expected to attract. Clayton posits these would have been intimidated by the sheer scale of the Phantom sedan (to say nothing of the long-wheelbase version there of) and who also shrank from the exposure of the gorgeous Drophead Coupe.In reality, the hardhat Coupe is scarcely any less physically imposing on the road either in form or in sheer presence. In some respects, it's the most aesthetically pleasing of the three to date, combining the best attributes of both.From the front three-quarters it really couldn't be anything else on earth. The Spirit of Ecstasy emblem is as ever perched on a silver grille that fills rear vision mirrors and silently bids those in front to merge left. The bonnet is the now familiar polished metallic, contrasting in this case to deeply reflective Diamond Black paint.The lines are emphasised with twin deep red pinstripes, painted by hand with ox-tail brushes. The Coupe's individuality becomes apparent as you reach the small rear window and peer through at the cabin-long mahogany panelling that culminates in the traditional rear deck. If backseat passengers lack the amenity of the sedan, even the tallest have more than ample room while they stare at the ceiling in which dozens of tiny LED lights convey the impression of a brilliantly starlit night.Crack either of the rear-hinged suicide doors and all is as you would hope - expanses of mahogany hide, silver switches, and what Clayton says is an ever so slightly thicker version of that spindly, old-world steering wheel. Glorious.The third of the new generation of Phantom-based cars since 2003, after BMW rescued the hallowed marque from penury, offers something besides than two fewer doors than the sedan and a more solid roof than the Drophead. A hint is provided by those unique chrome exhaust pipes.“Sporty” is the most sorely abused term in the auto lexicon, but the Coupe's take on this notion is as departed from normal usage as Roll-Royce itself is from mere mortal marques. Engage the silver “S” button on the steering wheel, punch the accelerator and the Coupe's 2.6 tonnes and 5.6 metres consumes the landscape both with the Roll’s trademark “waft” and a newfound assertiveness.The damping seems keener and gearing calibrated to do the standard sprint distance in a claimed 5.8 seconds. When shoved, the otherwise almost silently purring 6.75-litre V12 permits itself a resonant timbre. Not a rumble. That would be uncouth.Mainly, though the driving experience - at least on our jaunt through the Coupe's natural habitat of Sydney's Eastern Suburbs, remains a case of effortless majesty, a nearly ethereal feeling that puts every pretender to the ultra-luxury throne firmly back in their place. ROLLS ROYCE PHANTOM COUPEPrice: est. about $1millionEngine: 6.75L/V12 338kW/720NmEconomy: 15.7L/100km (claimed)Transmission: 6-speed automatic RWD 

Think safe, sensible and Swedish and you automatically think Volvo.But until recently, handling and dynamics were two words you perhaps would not expect in the modern Volvo vocabulary.The Gothenburg-based carmaker hopes the arrival of the XC60 all-wheel-drive wagon will change that.Impeccable safety standards were a given. Volvo says the XC60 is its safest vehicle ever with a host of passive and active nannies, including the new city safety automatic braking system.But the engineers want street credibility and respect, and that comes only with exacting dynamics and high levels of handling.Volvo looked to Germany for inspiration and modelled the XC60's ride, steering and handling on the BMW X3, according to head of dynamics Stefan Svensson.It is clear this Volvo is aiming high, but the company believes it can also tackle such key rivals as the Land Rover Freelander, Audi Q5, Mercedes-Benz GLK and eventually the BMW X1.XC60 project director Lars Blenwall says designers concentrated on “finding exactly the right balance between sportiness and comfort, for the chassis and for the car as a whole”.He believes the new city safety system, standard when the car arrives here in March, provides another persuasive safety argument.“It is important for us to be leaders in safety,” he says.This device uses a laser beam to automatically stop the car at speeds up to 30km/h if the system's laser detects a vehicle in front.City safety is located behind the rearview mirror and scans up to 6m ahead.If the system detects a crash risk, the brakes “pre-charge” to react faster if the driver touches the pedal. If the driver doesn't brake, collision avoidance kicks in to stop the car.Blenwall says about 30 per cent of all accidents are rear-enders and in 50 per cent of those the driver does not brake at all.Visually the XC60 shares some of its signature design traits with the rest of the XC range: strong shoulder line, rear light clusters, even a 230mm ground clearance to make it look low and sleek.Head designer Steve Mattin describes it as the “boldest crossover so far” from Volvo.“This car is charged with more emotive form and far more energy than any previous Volvo model,” he says. “The XC60 is the next step in modern Scandinavian design.”The wagon also previews Volvo's new face with arched headlights, deep contoured V-shape bonnet and a pronounced grille with an enlarged Volvo badge.The wagon is 200mm shorter than the XC70 but underneath it shares much with that model and the S80.But the car is tuned specifically to handling in a sporty manner. The dampers are 70 per cent stiffer than those in the XC70, the rollbars 10 per cent stiffer and the XC60's steering system is much stiffer and stronger. Front and rear suspension bushings are also stiffer but, according to Blenwall, maintain good noise suppression.The luggage compartment swallows 495 litres with the seatbacks up, 1455 litres with them folded. As in the V70 and XC70, the rear seat is a three-piece 40/20/40 split/fold unit.The dynamic stability and traction control system has been upgraded to include a trailer stability assist system and the roll mitigation device first fitted to the XC90. Hill descent control and Volvo's Four-C adaptive suspension are expected to be optional.In Australia there will be two models — the T6 with a 3.0-litre turbocharged six-cylinder and the D5, which shares its turbo-diesel five-cylinder engine with other Volvos.The 3.0-litre T6 engine is based on the 3.2-litre version used in the S80. It develops 210kW at 5600 revs and 400Nm from 1500 to 4800 revs. This gives a top speed of 210km/h and a zero to 100km/h sprint time of 7.5 seconds.Because of the engine's smaller bore and shorter stroke the turbo has a smaller displacement. This is compensated for by the latest twin-scroll turbocharger technology, delivering fast response low down in the rev range. Volvo claims it is on a par with twin turbocharged engines as far as power delivery goes.The five-cylinder D5 diesel develops 136kW at 4000 revs and 400Nm between 2000 and 2750 revs.It has a top speed of 200km/h and zero to 100km/h sprint time of 9.9 seconds.As with all Volvos, the XC60 is sturdily built, making extensive use of high-strength steel. The ultra-rigid body helps with the chassis set-up and suspension tuning.Weight is evenly distributed between the front and rear axles, which contributes to good balance and traction.Both the diesel and petrol engines are transverse and mated to a fourth-generation Haldex all-wheel-drive system and six-speed Geartronic sequential automatic transmissions.Volvo says the AWD system reacts quicker than previous systems.The MacPherson front suspension and multi-link rear broad track also contribute to excellent directional stability.Local pricing is yet to be confirmed but Volvo Cars Australia spokeswoman Laurissa Mirabelli hopes it will start at $60,000 or less.The XC60, like the XC70, will be available in base and LE models.Mirabelli says the company is looking at several “packs” such as a technology pack that will bundle satellite navigation, xenon headlights, blind-spot information system and Bluetooth; and a luxury pack that will include a panoramic sunroof.A normally aspirated 2.4-litre petrol engine and lower-capacity 120kW/340Nm turbodiesel model are available in Europe but these are unlikely for Australia, Mirrabelli says.The XC60 will also be available in front-wheel drive only in Europe but this is not expected to be part of the local line-up.Mirabelli says the core value of the XC range includes AWD and it is something Volvo Cars Australia is likely to maintain.However, she is quick to utter “never say never” when it comes to future models.“All things are under evaluation,” she says.DRIVINGThe XC60 is perhaps the first Volvo all-wheel-drive in recent memory that you could seriously call sporty.For a large, heavy wagon, that is saying something. Volvo has learned valuable lessons from BMW and managed to give the XC60 a distinctly sporty on-road personality.Everything from the dampers and anti-roll bars to the suspension bushes and geometry are tuned for a more involving feel.Despite using the same underpinnings as the S80 and V70 and Ford's Mondeo, the XC60 benefits from further finessing that results in a well-sorted chassis.The ride on super-smooth European roads is good. Handling is neutral and predictable and there's a sense of spriteliness in T6 guise that belies the wagon's weight.But all those safety systems and high-strength steel come at a price — paid in weight. The D5 auto tips the scales at 1842kg, making it 32kg heavier than the XC70 D5 but 187kg lighter than the XC90 D5. The petrol T6 is 1901kg.Hardly surprising then that the gruff five-cylinder diesel is a slow starter off the line, though performance feels more urgent once the diesel is rolling.The 3.0-litre six is our pick. It is smooth, quiet and accelerates rapidly to freeway speed. Throw a few twisty mountain corners at the XC60 and you'll be pleasantly surprised. There's no hint of the wallowing or steering vagueness that's felt in the XC90 or XC70.The overall driving experience is something we've not seen in a recent Volvo off-roader. It will challenge the perception that the Swedes build safe but dynamically dull cars, and we suspect quite a few XC70 buyers — and even some XC90 buyers — will prefer the XC60 purely for its dynamics.At any speed it is extremely refined, with superb seats and a quiet cabin, apart from some wind noise around the wing mirrors.Visibility is also good despite the shallow glasshouse. Volvo has managed to give the XC60 strength without resorting to thick pillars that obscure vision.Like all Volvo wagons, it has a practical boot and the 40/20/40 split seatbacks add to the car's versatility.The XC60 also ticks all the right boxes when it comes to looks. INSIDE VIEWVOLVO XC60PRICE From $60,000ENGINES 2.4-litre five-cylinder turbodiesel (D5); 3.0-litre in-line six-cylinder (T6)POWER 136kW at 4000 revs (D5); 210kW at 5600 revs (T6)TORQUE 400Nm from 2000-2750 revs (D5); 400Nm from 1500-4800 revs (T6)TRANSMISSION Six-speed sequential automaticECONOMY 8.3 litres/100km (D5); 11.9 litres/100km (T6)EMISSIONS 219g/km CO2 (D6), 294g/km (T6)

DrivetrainThe GS450h is also the world’s first rear-wheel drive hybrid and is powered by a 3.5 litre V6 petrol DOHC petrol engine producing 218kW at 6400rpm and 368Nm at 4800rpm.Mated to the V6 are two high output electric motors that recharge using the kinetic energy produced when braking. The first one starts the car while the second drives the rear wheels. Both motors put out 147kW, and when combined with the petrol engine, 254kW is produced.An electronically-controlled, continously variable transmission ensures subtle gear changes and allows both petrol and electric motors to act as one.Suspension up front is independent, double wishbone, with independent, multi-link at the rear, and a choice of ‘normal’ or ‘sport’ mode according to your driving style.Using 95+ RON PULP to fill the 65 litre tank, the luxury hybrid should burn 7.9 litres every 100kms.ExteriorThe slightly refined design reduces drag for better aerodynamics, while the long bonnet, pulled-back cabin and short muscular rear give the vehicle a strong, purposeful stance.A rear-view camera with rear guide assist, and electrochromatic side mirrors that dim to prevent headlight glare, are just two of the exterior features that make this car easier to drive. Add to that a pre-collision safety system, rain-sensing wipers and a power-operated moonroof, and Lexus’s focus on cutting-edge technology for the GS450h is obvious.Other exterior features include five-spoke 18-inch alloy wheels, xenon active cornering headlights and a rear spoiler.InteriorIn the multi information display, a constant reminder that you are driving a hybrid is a power meter that updates you on the total power output and advises which systems are operating.The clean intuitive dash is highlighted by woodgrain and metallic trim, and by the multi function steering wheel that incorporates controls for the audio, cruise control and phone.Matching the exterior for features, inside the car you also get climate-controlled seats with memory, a Mark Levinson audio system, DVD-based sat nav, leather upholstery, front seat head restraints and sufficient cup holders and storage pockets.SafetyIn addition to the pre-collision system, you get ABS, EBD, VCS, a comprehensive airbag package, Active Cruise Control that detects vehicles in front and adjusts speed accordingly, and electrically controlled braking.PricingThe Lexus GS450h starts at $128, 899.DrivingDriving though the city was comfortable. The steering at low-ish speeds was surprisingly heavy but we liked that – it made us feel like we were driving a cheap Benz. But the thing is, the Lexus not cheap. For a minute let’s just forget the hybrid aspect.At $128,000, it's too close in price to the Mercedes C63 AMG and too far over the $80k Holden Grange to be an option. Unless it’s all about the hybrid aspect for you, which is very effective both from a performance and efficiency aspect.An 80k drive on the freeway was uneventful. Acceleration was good and in a very small way it delivered that slot car feel you just know the performance electrics will have when they get here.We had to constantly feed in steering, which was too light - now at speed. Both aspects were very annoying.We did find the thing amusing or maybe disturbing when we started it again back at the office - it was hot and fully charged. After a couple of goes we realised it was in complete electric mode. There was absolutely no engine noise when starting.The electric experience was good and the dash and gauges for the hybrid display were fun to watch.A comparison can be made between the evolution of the mobile phone and that of hybrid electrics. The Prius is the early brick in that it basically got the ball rolling, the GS450h is the slim flip phone -- starting to get a bit more function and style. But unfortunately we are a long way off an iPhone and it may be Mercedes, rather than Lexus, that will get us to that point.However, this is an important car as it represents a stage in the life of the current leader in hybrid technology. Let’s all just hope they go the way of the brick mobile phones and lose their dominance.VERDICT: 7.1 

Now the fifth generation of AMG C-class brings us the C63. In 1999 Mercedes purchased controlling interest and since that time the cache of the AMG name has continued to grow.The C63 is a powerhouse of performance and technology, with its own unique bonnet and twin power bulges it all starts with the engine, a built 'by one set of hands' AMG-designed masterpiece with a tuned exhaust note that should make HSV owners weak at the knees.EngineThe 6.2-litre/6208cc V8 engine develops 336 kW/457hp (the German Touring Race cars develop 470hp) and 600Nm of torque at 5000rpm. With a torque curve from 2000 to 6250 rpm that always produces at least 500Nm, the engine revs freely to over 7000rpm, and has outstanding responsiveness and enormous pulling power. It develops over 30 per cent more torque than comparable engines in this performance class.Built almost completely from a high-strength silicon-aluminium alloy, the engine has four valves per cylinder, variable valve timing, and a variable intake manifold. The cylinder bores feature a twin-wire-arc-sprayed (TWAS) coating which makes them twice as hard as conventional cast-iron cylinders.TransmissionPower is transmitted to the rear wheels via a seven-speed AMG Speedshift automatic transmission that can be shifted manually by either a conventional lever or paddles on the AMG steering wheel, a wheel that features a flat bottom that just feels perfect in hand. Drivers have total control of shifting, manual mode doesn`t allow any computer intervention. In auto, shifting is 35% faster with an automatic "throttle-blipping" during downshifts. This jolt-free downshifting process reduces load-change handling response, and improves braking in advance of turn-in. The transmission features three driving modes, “S” (Sport), ” C” (Comfort) and “M” (Manual) They differ in their shift characteristics and speed: shifts in “S” mode are around 30 percent faster than in “C”, and no less than around 50 percent faster in “M” mode. Pressing a button is all it takes to activate the desired driving programme.ChassisThe chassis features a redesigned front suspension including stiffer shocks and springs all around, as well as new bearings, a stiffer stabilizer bar and 1.4-inch wider track. At the rear, the multi-link suspension has been re-engineered, plus track at front is a half inch wider with increased negative camber for improved cornering. The new wheel location provides greatly improved lateral dynamics and allows for significantly higher cornering speeds. Modified steering characteristics, make a further contribution to increased precision.18-inch AMG light-alloy wheels are standard and there is 19-inch wheel/tyre combination as an option. Behind these wheels are 360 x 36-millimetre discs with six-piston fixed callipers on the front, while the rear gets 330 x 26-millimetre discs with four-piston fixed callipers. The brakes deliver great sensitivity and high fade-resistance.The Electronic Stability Program ESP is configured for the dynamic performance; the C63 is the first model to feature the 3-stage ESP with a Sport function. This system offers three different control settings from full intervention via changes, to handling dynamics and torque control, to — none. The system’s traction control is active in all three modes. If one of the drive wheels threatens to spin, specific brake pressure is applied to create the effect of a mechanical differential lock.ExteriorVisually the C63 AMG features a noticeably wide stance with a muscular front apron with large air intakes and side air outlets. There is a `6.3 AMG’ badge on each front fender, and side sill skirts continue the aggressive theme to the rear, where the rear apron features three pronounced diffuser fins that help enhance aerodynamic performance at high speeds.InteriorInside drivers are treated to newly developed AMG leather sport seats that hug you like no Mercedes seats before. The unique AMG instrument cluster was developed specifically for the C63 AMG with redesigned analogue gauges and red needles.The central display includes special Warm-up, Setup, and Race modes that can be viewed via the multi-function buttons on the steering wheel. Warm-up displays engine oil and coolant temperatures, while Setup shows the current ESP and transmission shift modes, and for owners who enjoy adjusting their vehicles to even higher limits, Race activates a timer that allows the driver to measure lap times.The C63 AMG is a masterpiece and the pinnacle in performance sedans and at $140,000 is somewhat of a bargain in comparison to its competition.DRIVINGIn the short time since the C63's launch at Geneva in 2007 it has become a market changing car for Mercedes AMG. Single-handedLY, it has told performance car enthusiasts where AMG is headed — and that is directly into the domain held for so long by BMW. Praise is heaped on the small Merc in every review and at every track test. It is well documented that this car redefines AMG as builders of cars for drivers and not just Mercs with big engines.So given that it has already well and truly had its neck wrung by other reviewers — and passed with flying colours — my approach to my time with the 63 was somewhat different. A weekend of family driving. After all, this is a four-door sedan of a practical size for my family.I predominantly like performance coupes, my wife likes four doors, cupholders, heated seats and vents in the back for the kids. Was this a car that could satisfy us both?Steering lock is amazing and you could park this thing on a dime. Looking at the car, my wife commented that while it looked great, at the same time it looked ordinary. In red it could pass as any just another performance four-door sedan. So a bright red Mercedes, that can do 0-100km/h in under 4.5 seconds and de-limited around 320km/h can go largely unnoticed and appear as just another family sedan.I was somewhat concerned what my wife would think of the firm ride, but crawling through urban 50km/h zones was so smooth she was all smiles.And the smoothness of that engine, coupled with the attention to retaining a quiet cabin, meant it always feels like a luxury interior. Stopped at a set of lights you basically can't hear or feel that the car is going. How did a big thumping V8 get this refined.It is also probably one of the safest cars ever built, not just for its unquestionable build quality, but also because it has the power and braking capability to get you out of nearly any situation the traffic could throw at you.Shopping gave the car another nod, with the big boot getting an equally big tick from my wife – and permission to put it on the list as the new family car. If only I had the spare dollars.So does it pass all our requirements for a new family sedan? Hell yes. It will just mean a small sacrifice with the family budget. I’m trying to convince the wife we don’t really need to eat for the rest of the year.VERDICT: 9.5

You take an unassuming passenger car, harden up its drivetrain and ramp up performance. You add visual appeal with go fast bits and badges. And you wind up with an embellished shopping trolley or worse, you get a crass dork in a bad suit; like the TRD Aurion.So why does the latest edition of Volkswagen's R series convince in a way that the models preceding it in the distinctively deep blue paint and chrome grille haven't? If the Passat R36 followed the form book, we'd be saying the currently top whack Passat sits too close for the R version to offer sufficient reason to spend the extra thousands.And for what, exactly? Both cars have part-time all-wheel-drive, twin clutch gearbox and a direct injection V6, it's just that the R engine has 400cc more.Somehow though, the R car, at least in the wagon form we sampled, does it in a way the other Rs don't. It helps not a little that the regular Passat is visually anonymous, so the blue paint and shiny bits at least make it less indistinct. As does the interior statement, with suede-like inners on the leather seats and a lovely, fist-filling steering wheel.While calling it the “sportiest Passat of all time” is a bit like claiming to be the fittest player at the local bowling club, the R36 has the output and performance figures to make it quite the Wolfsburger in chic clothing. On the whole this fitness is wasted in a country without autobahns. Still, the 220kW/350Nm on tap can shove this near 1.8-tonner from standing to 100km/h in less than six seconds.Unlike the 3.2 V6 in the regular Passat, that torque arrives later in the piece, making this an engine to rev and it goes appreciably harder to towards to the top of the rev range.DSG has never captivated us to the extent it has many of our fellow hacks, being as ever apt to over-ride your gear selections even in manual or sport mode. Best leave it in Drive, where it's an adroit conductor. You can always effect temporary manual over-ride, using the left paddle shifter to engine brake, shortly after which it resumes automatic mode.Essentially the R36 is a big, secure cruiser, entering a corner like the powerful front driver it essentially is, transferring torque to the back axle via the Haldex coupling. Feel through the wheel is adequate, if muted, the position from which you command it is excellent.The assertiveness and composure with which it shoots out of the bend is abetted by the sonorous note of an engine that's more usually found in VW Group SUVs and Porsche's Cayenne.That's just one reason why this cargo carrying R car kills off any logical reason to go down the Touareg route.The other is monumental cargo capacity (near enough 1800 litres with the back seats flat).The weekend excursion from the city really is the R36's milieu.Because, although the ride on anything but the smoothest blacktop is terse, even irritating, this is a car capable of dispatching family business in comfort while imbuing the ageing chap behind the wheel with at least the notional ability to step over obnoxious youths in their thrusty rice rockets.It's that breadth of ability which makes this R car that bit special. Bottom LineVolkswagen's only current R edition that justifies the spend.