Luxury Reviews

Its bold presence and striking looks have given it a real chance in our big car market. Drivetrains and performanceThe 300C is available as a sedan or wagon – 300C Touring – and comes with a choice of four engines: 3.5 litre V6, 3.0 litre CRD V6, 5.7 litre HEMI V8, and the stonking 6.1 litre HEMI V8 SRT we tested, with its 317kW of power and a chunky 569Nm of torque at our disposal.With that under the bonnet you can expect to reach 265km/h, getting to the first hundred in just over five seconds.At just under two tonnes and just over five meters long, the big SRT8 gets power to the wheels via a five speed automatic with AutoStick for manual shifting.For a superior driving experience the 300C has a near 50/50 weight distribution, rear-wheel drive, ESP and five-link rear suspension.As was to be expected, fuel consumption is on the high side at 14 litres/100kms. ExteriorStanding at over five meters long and nearly two meters wide, the 300C has a bold presence on the road.But more than just its sheer size; the high belt line, huge proportion of side glass, chrome exterior mirrors and door handles and the classic, stately grille design come together to create a vehicle that commands respect.The SRT version also has massive 20 inch wheels and an integrated spoiler with high mounted stop light. InteriorThe 300C’s cavernous interior is lined with soft touch surfaces and luxury leather-trimmed seats. The front bucket seats are heated.Tortoise shell and California Walnut trim is available for the bigger V6 and the lesser V8 respectively, with the SRT8 dominated inside by dark leather trim and aluminium panelling.Dual Zone Automatic Temperature Control, a five feature memory system for the driver, rain sensing wipers and a Multimedia Infotainment Systemwith Navigation are all standard on the SRT8.Cargo capacity is flexible thanks to 60/40 split-folding rear seats and large boot. Two front and two rear cup holders make long distance driving easier. SafetyAlong with Electronic Stability Program which includes Electronic throttle control, all speed traction control and Yaw-Control sensor/Steering Control sensor, the 300C range has a Rear park assist System, Tyre Pressure Monitoring System, brake assist and big Brembo brakes.A comprehensive airbag package rounds out the 300C’s impressive safety features. PricingPricing for the 300C range starts at $53,990 for the 3.5 litre V6 auto sedan.The 6.1 litre, Hemi SRT8 auto that we tested starts at $71,990 for the sedan and $74,990 for the Touring – the most expensive car. DRIVINGOur first thought after seeing the 300C in the flesh was how the hell we were going to get it in and out of our miniscule car park without scraping it on one of the many — largely unnecessary – cement pylons. At over five meters long and a coat of paint under two meters wide, its no little shopping trolley.But seeing it in person also revealed its impressive, muscular presence. The huge grille, splashes of chrome and enormous 20” wheels gave it an attitude we reckoned would have attracted those of us who love a good gangster flick and want to bling their way round in a big mean car and count the stares.The 300C’s interior is cavernous. There’s a fine line between the luxury of a lot of space, and feeling you could get lost just in the centre console bin — it really doesn’t need to be that big. Just a fraction smaller and you wouldn’t need a two-way to speak to your passengers. But negatives aside, the seats are comfortable and supportive and the aluminium dash and thumping stereo give a prestigious feel.The sheer power of the big V8 doesn’t disappoint and is surprising given the car’s size. A short squirt on the throttle produces instant thrust and that 'thump in the back of your seat’ punch. Ride and handling — thanks to the 50/50 weight distribution and five-link rear suspension — is firm and smooth and it corners as well as a lot of cars half its size. All in all, it’s probably a little on the large side for out modest needs but it definitely shook off a lot of initial criticisms after a few days behind the wheel. 

Not that the end result is always what the rest of the world desires.Renault learned that with its quirky Vel Satis - altogether too different for anyone outside France - and even the decisive big-butt Megane. This time, however, the French polish on a decidedly non-French segment could see Renault on a winner.The Koleos is claimed to be the first French off-roader on the Aussie market -true, if you ignore Renault's failed soft-road makeover of the Scenic.“This is the most important product for Renault since the relaunch into Australia in 2001,” Renault Australia boss Rudi Koenig says. “It doesn't matter who you are, you have to have the product. For us, it's the Koleos.“We tried with the Scenic but that didn't really work. With the Koleos we will go from competing in 34 per cent of the market to 40 per cent ... that is very significant.”Renault has thought long and hard to give the Koleos every chance in one of the most competitive segments in Australia. Renault hopes to sell 150 Koleos a month, sales Koenig is confident will be largely incremental.It will launch in 4x2 and 4x4 configurations with a mix and match of petrol and diesel engines with manual, automatic and CVT (continuously variable transmission) gearboxes.The end result is not as complex as it may seem with two levels of trim and six variants.The entry-level 4x2 comes in Dynamique trim with 2.5-litre petrol and 6-speed manual at $29,990. You can add $3000 for the CVT.The 4WD version of the trim, also in petrol and coupled to the CVT, is $36,990. The twin diesels, essentially the same engine but in 127kW trim for the 6-speed manual or a detuned 110kW to stop the 6-speed automatic box overheating, are 4WD at $39,990.At the top of the tree is the petrol CVT in Privilege trim at $41,990.Standard fare is six airbags, stability control, electronic handbrake, 17-inch alloys, cruise control, a five-star Euro NCAP safety rating and dual-zone airconditioning.The Privilege steps up with front and rear parking sensors, hands-free entry and engine start, seven-speaker Bose sound system, leather trim, heated front seats and easy-fold rear seats, 12V socket in the boot, removable centre bin and various storage options.Metallic paint is an $800 option, a panoramic glass sunroof is $1890 and bi-Xenon headlights (for Privilege only) are $1950.Based on the Nissan X-Trail platform, using the selectable Nissan 4WD system and a petrol engine from Nissan - the twin-tune diesel is from Renault's own stable - it is what Renault has done with the style and character of the Koleos that sets it apart.There is nothing boxy and off-road about the look of the Koleos. It retains a good degree of SUV - command seating and higher ride - but in a manner that won't draw snarls and glares around the school gate.“While the Koleos is capable of getting off-road, it is the urban jungle that it will occupy most,” Renault Australia marketing boss Christophe di-Perna says. “There is no reason why you should have to sacrifice comfort.”While the exterior differentiates from the X-Trail, it is on the inside and on the move that the gulf widens. There is little about the cabin that is truly quirky. Stylish is about as long a leash as the Renault fashionistas were allowed.The materials look and feel richer than the price suggests, particularly in the lighter trim. The instrument binnacle is well set out and easy to read and most controls are readily to hand.Space is good, although rear leg room is not for anyone planning a career in basketball. Headroom is generous throughout.There are no such caveats with cargo space. The 450 litres available behind the seats - 1380 with the rear seats folded - gains from easy access through the horizontally-split tailgate.On the go the Koleos is no sports car, though it doesn't claim to be. The suspension is compliant to the point of softness, yet on extremely broken suburban roads it behaves admirably. Pushed along on open sections there is significant body roll, but it is not an environment where many Koleos will spend significant time. Neither is it that disconcerting.Steering is vague but, with exceptions such as the Mazda CX-7, is the norm for the urban SUV.All three engines have their charm. The pick is the 127kW and 360Nm 2.0-litre diesel but that comes coupled only to the six-speed manual - a considerable deterrent to many.So if you are not towing - the manual is rated at two tonnes while the auto drops to just 1350kg - there is little given up by choosing the lesser automatic diesel.The 126kW 2.5-litre petrol, coupled to the CVT is likely to be the top seller, not only because it is the only combination availablein both 4x2 and 4xs4. It is a fine light-duty combination around town with good take-off and acceptable mid-range. If you take the Koleos away from made roads the 4x4 models won't disappoint - and why should they, using the same capable system used in the X-Trail.

Normally such a claim would be treated as the ramblings of a man who wants to keep his job, or someone clearly disenfranchised with the real world.But de'Silva is on the money here.The Audi A5 is indeed a very pretty car that appeals with soft feminine lines and perfect balance.Based on a modified Audi A4 sedan platform, the coupe seats four adults — though tall rear seat occupants will suffer restricted headroom — in leather-trimmed luxury.Only two A5 models have hit Australia though more are planned, including a more affordable four-cylinder turbo model.Because price is perceived to be the A5's biggest flaw, not because the ingredients aren't first class but because for $91,000-odd, the competition is enormous.Both models — one's a front-wheel drive as tested here and the other is an all-wheel drive version — are powered by a 3.2-litre V6 petrol engine.That's big by European standards are indicates a healthy fuel thirst. Yet that isn't the case.Even after some brisk driving the front-drive A5 rarely saw more than 10 litres/100km.Some credit goes to the efficient engine but more praise is attributed to the continuously-variable transmission.Better known as CVT, this is an automatic that has no cogs and gears and instead uses a simple belt-drive. Audi calls it Multitronic.The uncomplicated transmission claims better fuel economy figures than a conventional automatic.The downside is that off the mark it is sluggish in getting drive to the wheels.The solution is to use the transmission's “manual” mode that locks in seven preset ratios. You then drive it like a clutchless manual, changing gears with the paddle shifters on the steering wheel.There's plenty of urge in this engine and excellent chassis strength so the A5 handles superbly and ride roughened bitumen quietly and with saloon car compliance.Typically Audi, the ride is firm and positive so there's always a sense of confidence and safety.But against the typically Audi black dashboard, the A5 gets a stylish instrument cowling that extends to dip over the centre console.It looks better than the slab styling of earlier Audis and comes with more kit, including the central monitor that accesses everything from satellite navigation and TV to radio and climate control. That is, everything you ticked on the option list.The A5 gets an electronic park brake — great idea and bizarrely ignored by many rivals — to create more space on the console.The extra room has allowed the six-disc CD player unit to come out of the glovebox and onto the dashboard, making it much easier to load and unload the discs.At the same time, the glovebox now fits more than just a pair of gloves.In addition to seating for four, the boot is cavernous.The space-saver spare is a disappointment, especially because it's mounted on a bit of foam and clearly shows that a full-size spare can fit.This cheap spare also disadvantages the ability of this coupe to really run so comfortably over long distances. SpecsAUDI A5Origin: GermanyPrice: $91,900Engine: 3.2-litre, V6Power: 195kW @ 6500rpmTorque: 330Nm @ 3000-5000rpm0-100km/h: 6.6 secondsTop speed: 250km/hFuel: PremiumFuel tank: 65 litresEconomy (official): 8.7 litres/100kmEconomy (tested): 9.1 litres/100kmGreenhouse: 207g/km (Corolla: 175g/km)Transmission: CVT auto; front-driveBrakes: 4-wheel discs, ESC, ABS, EBD, brake assistTurning circle: 11.4mWheels: 17-inch alloy, 245/45R17 tyres; space-saver spareLength: 4625mmWidth: 1854mmHeight: 1372mmWheelbase: 2751mmWeight: 1495kgTowing (max): 1800kgWarranty: 3yr/unlimited km, roadside assistService: 15,000km What we like: Style, economy, performance, qualityWhat we dislike: Expensive, space-saver tyre 

Well, it always was a daft name. And at a time when the rest of the world is going for alpha-numeric model monikers, “Legend” looks particularly bloated and crass.Which is, some will tell you, a telling commentary on the car itself. They're wrong, but more on that in a minute.The second unfortunate perception about Honda's high-end luxury sedan is a collective inability to accept a high-end luxury sedan from people who also make a $15,000 econo-car. Toyota had the self-awareness of their place in the world outside Japan to call their top-line cars Lexus. Nothing badged with “T” is gonna cut it in a Western corporate car park. So who are Honda to presume otherwise of “H”?And nearly $80K for a Honda? (“The door's over there and mind my entry-level 5 Series on the way out.”). At least, you can readily imagine that reaction. So Legend resides in near obscurity. Almost no one buys them, partly because no two people can agree on them. Skimming reviews of the car's 2006 release was to wonder more than usual whether these blokes were driving the same car.My own piece was indifferent to the point of suggesting that for much the same money, you would be better off buying two other Hondas altogether — an Accord V6 and an Accord Euro.Today the new Euro has had a price cut and Honda has thoughtfully passed on the not-yet-dead luxury car tax hike in the pricing of the reworked and relaunched Legend.As outstandingly well-specced as ever, that extra few grand now gets an improved performer, one that's not just a substitute for the usual prestige suspects, but a player now worthy of first-team selection.The matters of torque and weight were perhaps the only aspects of the MY06 model that were universally agreed upon — there was a lamentable lack low-down of the former and altogether too much of the latter.While the Legend remains a corpulent 1865kg unladen and the maximum Newton metres arrive at a tardy 5000rpm, Honda's done a more than capable job of sharpening progress. The older 3.5-litre VTEC V6 is now 3.7 litres. Power is up 9kW to 226, and torque has grown 19Nm to 370. The ballsier output — married to an adroit five-speed auto with revised gearing and a meaningful shift-paddle manual mode — does a sound job of masking the peakiness. Typically, Honda claims that this increased capacity comes at no cost to consumption — the old 11.8 litres per 100km in combined conditions is now supposedly at 11.3 litres.We couldn't manage that, running more than 18 in urban traffic. But then we didn't much feel like trying.There is too much enjoyment to be had surging assertively off the line in our quite anonymous white sedan to the bamboozlement of drivers in various lesser machines.Honda's most powerful production engine performs via its Super Handling All-Wheel-Drive. Not just another piece of Honda hubris, this all-paw system utterly quashes wheelspin, torque steer and any other less-than-seemly behaviour. And when the opportunity arises to get into it a bit, there's a perceptibly rear-wheel-drive feel to proceedings.You're never unaware of the Legend's bulk. Neither does it unduly hamper you. And when the wet weather went Biblical last Saturday, it conveyed a Volvoesque sense of surety and composure, the ride unaffected by the 18-inch alloys. Passenger and driver alike were lovingly cosseted in beautifully appointed thrones.The revised model has a plethora of cosmetic changes to complement the panoply of safety and comfort equipment. Apart from sparkly paint at $490 (as opposed to the typical $1600 German impost), there are no options.And whereas the options in an Audi would be far too long to list here, it's the Honda's standard gear that would run off this page.While you couldn't call it handsome, the bulky body and assertive design gambits that mar both the new Accords seem less incongruous on the bigger car. Still, if Honda is serious about entering Lexus terrain, it'd be nice to see them develop a less shouty and more coherent design language.Nor is it efficiently packaged for a largish car. Rear seat room is strictly for two. Boot space is not generous.A marque's topline model is supposed to be it's halo car.Hard to say that of one car that's so seldom seen, it's more myth than Legend. Get to know it, though, and the Honda really shines throughout. The bottom lineLoses the badge boasting contest, but walks away with the substance stakes. SNAPSHOTHonda LegendPrice: $77,500Engine: 3.7L/V6; 226kW/370NmEconomy: 11.3L/100km (claimed)Transmission: 5-speed automatic; AWD RIVALSAudi A6 3.2FSI QuattroPrice: $104,800Engine: 3.2L/V6; 188kW/330NmEconomy: 11.1L/100km (claimed)Transmission: 6-speed automatic; AWD Lexus GS 300 SportsPrice: $96,900Engine: 3L/V6; 183kW/310NmEconomy: 9.8L/100km (claimed)Transmission: 6-speed automatic: RWD VolkswagenPassat R36Price: $64,990Engine: 3.6L/V6; 220kW/350NmEconomy: 10.7L/100km (claimed)Transmission: 6-speed DSG; AWD 

Jags are all about heritage, style and performance and the XF doesn't disappointment, particularly in the looks department.Park it next to a Benz or BMW at the golf club and it's the Jag that is going to attract all the attention, with the possible exception of the swoopy CLS coupe.The XF is the new age replacement for the retro-looking S Type sedan first introduced in 1999.From the pen of design maestro Ian Callum, it manages to look modern yet unmistakably like a Jaguar at the same time.The purists may not care for the look, but it is one that is going to draw in more buyers than it turns away.That's just what the doctor ordered, with the company's ageing demographic.Priced from $105,000, our test vehicle was the top of the line $166,700 SV8 with all the bells and whistles, including a supercharged 4.2-litre V8.The V8 kicks out an impressive 306kW of power and is hooked up to a six-speed sequential auto with steering wheel-mounted shift paddles.In perhaps the car's most controversial departure from tradition, there is no gear stick or shift lever as we know it, just a round, pop-up drive selector that you use to dial-in drive or reverse.It's a practical, space-saving solution and we wonder why someone hasn't thought of it before?The SV8 is capable of sprinting from 0-100km/h in a rapid-fire 5.4 seconds and on to an electronically limited top speed of 250km/h.But for all its power, it is in fact a real pussycat around town, unless you put the boot in.The power is there when you need it, but the delivery is refined rather than brutal.Despite its 1842kg the XF feels light and nimble around town, with power steering that is perhaps over-assisted.The seating position is low and enclosed and it is difficult to see the extremities of the car, making parking and negotiating carparks difficult.At 4961mm the XF is slightly longer than a Commodore, but the styling is more GT than sedan, in the vein of the current crop of four-door coupes.Riding low, with 20 inch wheels, side `gills' and twin tailpipes, the focal point is undoubtedly the sporty wire mesh radiator grille.SV8 gets CATS computer controlled suspension, with electronically controlled, two-stage, adaptive dampers.In this model you can switch off electronic stability control, with Normal, Winter and Dynamic modes available - the last of these to allow a more purposeful driving style.The inside is bright and inviting thanks to a mix of colours and finishes, with a combination of metal and dark chocolate wood trims.The car seats five with individualised seating for the outer rear passengers and a generous amount of rear legroom.The good-sized boot houses a space saver spare.Fuel consumption is rated at 12.6 litres/100km and that is pretty much what we were getting in mixed driving, using premium grade unleaded.Wish they were all as easy to use as the touch screen computer in this car, which interfaces with a high-end Bowers and Wilkins sound system.We thought the wheels looked a bit plain and were disappointed to find the instrument cluster does not offer a digital speed readout.

The Avant variant (that'd be wagon to us Strayans) of the well-received A4 sedan range arrived last week and were launched last week with a testing drive out of Albury to Bright in the Victorian high country and back.As with most Euro prestige wagons, a genre becoming ever more evident on our roads, it's not as though the Avants are a great deal more practical than the sedan, which boasts quite a big booty. Rather it's a question of which flicks your switch aesthetically.Still, the five door does have a highly useable 490 litres with the back seats up and 1430 when they’re folded flat. Up front there's a choice of the Volkswagen Group's direct injection turbo charged four cylinder engines. These are the stalwart 2.0-litre TDI common rail diesel and _ one of our favourite small petrol jobbies _ the 1.8 TFSI.Both versions are driven through the front wheels via Audi's Multitronic continuously variable transmission with eight manual settings. Down the line, perhaps the second quarter of 2009, comes the enticing prospect of a quattro all-wheel-drive variant with a 155kW/350Nm version of the 2.0-litre turbo four, a drivetrain that will also go to the four door.Like the current four door, the Avant has a decent levels of standard equipment and the usual mile long list of costly extras. The pretty much standard 1.8 version we drove to Bright featured Milano leather upholstery, Servotronic steering, eight airbags, daytime running lights and $1600(!) metallic paint. The S-line packaged version in which we returned also copped grippy great 18-inch low profile rubber, paddle shifters, perforated leather and the optimum version of Drive Select (through which steering, gearshift and damping responses are altered to mood or circumstance).Even without the full length sun roof ($2850), this variant returned little change from $70K. Steep, even when placed next to the Audi's direct rivals, BMW's 320i Touring and the Mercedes-Benz 200K Estate. And not a little silly if you're not so hopelessly badge besotted that you can't see the merits of Skoda's Octavia (with the same engines) and the Mazda6.Both are equally good if not better drives, both are bigger and both are $25,000 to $35,000 cheaper. We could also point to Holden's new Commdore sportwagon, but badge blindness goes only so far.As opposed to the previous generation A4, the new Audi is an attractive proposition as much for its on road behaviour as its chic lines. We'll get to the diesel in coming weeks (it's anticipated take up rate is less than 20 per cent), but on the word of trusted colleagues it reflects the equivalent sedan's disposition.That's to say that the extra weight, especially over the front axle, drags it back against its more adroit petrol sibling. Audi's persistence with longitudinal engines means that the bigger the donk the more negated the advantages of its much-vaunted new platform.Nor can a decisive economy advantage be claimed for the oiler. When pushing on, it needs to be spurred. In city traffic its consumption approaches that of the petrol car.In fact, the 1.8 TFSI combines the best characteristics of petrol and diesel, with the flexibility of the former (at 8.9 seconds it's almost one tick quicker to 100km/h from standing) and the low down response of the latter. And all of its 250Nm is available from 1500rpm _ almost the instant the throttle is floored.It's a light weight contender that punches above its weight to imbue the Avant with a dynamic behaviour that's about as rewarding as you're going to get in a front-wheel-drive. While never enamoured of CVT, there are few grounds to complain of the way in which it transmits power to the road.As ever with Audi, the inside story is one of tactile delight. The interior of even a basic spec variant is pervaded by an air of comfort, convenience and sheer quality that exceeds the Merc and leaves the Bimmer for dead.When you're sitting this prettily, you don't mind so much which wheels are doing the driving. AUDI A4 AVANTprice: $56,400 (TFSI); $57,800 (TDI)engines: 1.8L/4-cylinder turbo petrol (118kW/250Nm); 2L/4-cylinder turbo diesel (105kW/320Nm)economy: 7.4L/100km (TFSI); 6L/100km (TDI)transmission: continuously variable auto 

The sheep, hidden from view by the crest, looks up from the road at the same time the Porsche driver has a clear view of the animal from over the road's brow. Both freak out.The sheep goes one way and then back again, like Dancing With The Stars NZ-style, to the horror of the driver who's now trying to crush the brake pedal into the firewall. The only one unfussed by all this is the Porsche.In a millisecond it drops from sixth to second and, urged by the crushing weight of the driver's right foot, enables ABS, brake assist, electronic stability control and traction control.The subsequent — and alarmingly rapid — deceleration of the Porsche is matched by the sudden acceleration of the sheep out of the danger zone. Here are some of the tools provided by quality carmakers to avoid accidents and save a life or two.The PDK — it's a German acronym meaning dual-clutch transmission similar to theVW/Audi DSG — has the ability to intuitively and rapidly react to driver demands.Porsche has been working on dual-clutch transmissions since the late 1970s, though it aimed to benefit its racing campaigns and was of little interest to street cars.In the early to mid-1980s, PDK-equipped Porsche racers won on the track and the technology was then enhanced, civilised and harmonised with the 911 chassis and engine. This year, it finally sees the showroom.The seven-cog (but six gears in Sport mode) PDK replaces the Tiptronic gearbox and is an option on the 911 range at a $6600 premium to the delightful six-speed manual box.PDK's electronic monitoring means it's immediately compatible with a host of other electronic gizmos so can be made to interact with suspension, brakes, stability aids and most importantly, the engine. Brilliant.So good that it can save a sheep's life.All the eye-blink gear changes used to avoid lamb french cuts have more appealing use on the Symmons Plain race track near Launceston.The driver can attack a corner in sixth gear, stab the accelerator and the PDK snaps into second gear just in time for a power-out corner.The new transmission can be left in D for Drive or punctuated by flicks of the gear lever or steering wheel-mounted paddle shifters.Or, save the $6600 and experience one of the finest gear changes of any rear-engined car.Porsche's latest 10-model 998-series of the perennial 911 — it's now 45 years old — starts at $210,300 for the manual.There are bigger messages all over the latest car. The engine, for example, is a new generation that, from next year, filters into the Boxster and GT2/GT3 models.It shares no components with its predecessor, has 40 per cent fewer parts, lighter and more compact casings, an on-demand oil pump,a semi-dry oil sump to reduce drag and low-friction materials. It weighs 6kg less, has extraordinarily high 12.5:1 compression ratio and uses direct-petrol injection.The result is more power and torque, faster acceleration, less fuel consumption and emissions that better the stringent Euro-5and US LEV-2 levels.It also has 30,000km service intervals to save up to 7 per cent in ownership costs — except in Australia. Apparently our low-grade, high-sulphur premium fuel affects sump oil quality so 15,000km service intervals are specified here.This all skips over the fact this is the most sensational 911 to pilot.Porsche test driver and ambassador Walter Rohrl recently cracked an amazing 7min 56sec lap of the Nurburgring. It's not the production-car lap record (7min 29sec for the NissanGT-R), but it's damn quick for a showroom-fresh 3.8-litre Carrera S with PDK and optional Porsche adjustable suspension.The 3.6-litre 254kW Carrera with PDK leaps to 100km/h in 4.7 seconds, averages 9.8 litres per 100km and has a modest 230g/km of CO2 emissions. In comparison, the 3.8-litre 283kW Carrera S accelerates in 4.5 seconds, drinks10.2 litres per 1000km and has 240g/km.Acceleration feels more impressive than the numbers. The 911 sits low and despite wide wheel arches, the cabin is intimate with simple, glaringly efficient instruments and switchgear. The touch screen is a bonus to people in a rush.Optional Sport Plus accentuates engine and gear shift reaction. Where the standard 911 is as keen as a butcher's knife, the option hones it to razor sharpness. Porsche Active Suspension Management (PASM) changes the action of the shock absorbers and has “normal” or “sport” modes activated by a dash button.But it's not intended for all circumstances. The 911s tend to display their displeasure at rutted bitumen by adopting a tip-toe dance motion. This happens at anything from80km/h to well above posted speed limits. Itcan be unnerving. Best not to grip the steering wheel but let the car find its preferred path and turn off the PASM, Sport or Sport Plus buttons. Back on smoother bitumen, these buttons engage to flatten the ride, firm the nose and tail through the sharpest corners and add razor-sharp gearbox and engine systems.The steering is delightfully well balancedand weighted, positive enough to get the nose precisely where you want even though the bonnet is invisible to the driver.Ride comfort even rates highly — except for gnarly roads when PASM Sport is engaged — making this one of the very few Euro sports cars that combine a weekend thrashing on the track with a Monday morning crawl in traffic.The same applies to the all-wheel-drive 911, the Carrera 4, though this comes with much higher levels of grip and bigger driver grins.The new drive system — from viscous coupling to an electronically controlled multi-clutch — is more positive and adaptable. Up to 100 per cent of power can go to the front wheels. One corner tells you it's a lot better.AWD gives bite, of course, but what really sharpens the teeth is the mechanical limited slip differential that has a 22 per cent lock under traction and 27 per cent in over-run.Carrera 4 and Carrera 4S Cabriolet are at either end of the AWD price list, costing $226,500 and $274,600 respectively as manuals and an extra $6600 for the PDK option.Porsche Cars Australia managing director Michael Winkler is holding three months worth of orders for the new 911. Of those, 80 per cent are for the PDK version.“Tiptronic now accounts for 50 per cent,” he says. “I expect PDK volume to settle to about 65 per cent. The Carrera 4 will do better as there's a tangible benefit in the drive system.”

Engine and TransmissionThe estate uses the same engine that powers its saloon sibling -- a super-charged four-cylinder engine that puts out 135kW and 250Nm, with power getting to the wheels via a five-speed automatic with paddle shifts on the steering wheel..Fitted with improved pistons and with modified engine management, the C200 estate boasts impressive performance and fuel consumption  at 8.3litres/100kms.ExteriorThe giant German marque has made sure to hold on to the distinctive Mercedes-Benz characteristics with C200 estate, whilst adding modern elements.The distinctive chrome three-louvered radiator grille and big centred badge plus chrome highlights on the bumpers, wings and doors help to retain the classic Merc presence. The body coloured bumpers, polished aluminium roof rails, an electric glass sun-roof and 17 inch, five twin-spoke, light-alloy wheels give it an edgy modern feel.The side profile highlights a creased waistline following the long rise from the bonnet, over the windscreen then gently down to the top of the tail gate where it drops abruptly and folds into a short rear overhang. The front wheels being pushed right to the front also give the car an athletic, purposeful stance.InteriorInside, the C200 has a sporty flavour with black floor mats and dash, contrasting with the door panels and arm rests in reef grey. The classic Merc heritage is never too far away though, highlighted by black bird’s eye maple and full leather upholstery.As always, quality and attention to detail is easily evident. Electronically adjustable driver and passenger seats with memory settings, three-zone automatic climate control, a Harmon/Kardon Logic 7 sound system and voice recognition functionality are all standard.SafetyFront airbags, window bags and side bags for the driver and front passenger plus window bags and side bags for the side passenger, together with Adaptive Brake Regulation with hillstart assist, ESP, ABS, crash-responsive active head restraints(for front seats) and a tyre pressure loss warning system, completes the substantial safety package.PricingThe C200 estate starts at $58,978.DRIVINGWigley saysAfter recently driving the C63 AMG I was a little apprehensive stepping into the standard wagon because I almost know I’d be let down. But I really wasn’t.Both cars are great in their own ways – the C63 is a performance powerhouse and the estate is a comfortable, refined family wagon – and a damn good one at that.The workmanship and quality of the interior as always is first class. Initially the seats felt a little small but I soon sunk into them and felt completely supported.The flat bottom boot fits a lot but the car itself looks compact from the outside.The revised suspension, especially with the three settings made driving a joy in all conditions.Power, although not mind numbingly raucous, was sufficient enough to be able to merge and overtake without a trickle of fear that you might get rammed.The one gripe I had was the legroom in the back seats. Even with the front seats forward, the back is only really big enough for two mid-sized teenages.Verdict: 8/10Halligan saysI am a big fan of the current C-Class.  The C200 wagon reaffirms this opinion once again. It's a great package and it just feels right when you drive it.It has ample power for its target market. Style, presence, quality and performance are all excellent and I only have one criticism of the C-Class in general. It needs just an extra couple of centimetres between the front and rear seats.While I am not a fan of models growing through their life cycle, I think the C can afford to do so. At the moment it is still virtually the same size as the first generation 190 I parked it beside in the family garage.Start-up families shopping in this price bracket should consider this car. Don't do the normal thing and buy a mid-size 4x4 without first looking at one of these. Do your sums and consider cost of ownership and depreciation. Service costs, tyres and depreciation on most mid 4x4 is ludicrous especially in this price range.Quality, presence and style. More people should consider one.Verdict:  8.2/10  

Launched in 2004 the X3 compact crossover received a big facelift after criticism that the standard of finish was not up to scratch.Now the most important car in its range, the evergreen 3 Series sedan has been given the treatment following its release in 2005, particularly in the area of styling after being roundly lampooned - notably by Britain's influential Top Gear television program.The 3 Series accounts for about half of the company's overall sales.Launched in May, 2005 the current E90 model has been the target of plenty of criticism over its bland styling and in Australia at least it is being convincingly outsold by the Mercedes C-Class.But this week BMW lifted the covers on a major, mid-life makeover for the car that addresses many of the issues raised.Front and rear lights have been changed and a more prominent “kidney” grille added, along with a redesigned bonnet that features a lifted centre section with twin crease lines.The exterior mirrors have also been changed and re-profiled side skirts have been fitted - all of which give the car a wider, more aggressive stance.The rear lights adopt the L shape common to other models.Adding to the more aggressive stance are off set wheels with fatter rubber and a slightly wider rear track that varies in size from model to model.The big news although it has not been confirmed for Australia yet is a new 3.0-litre six cylinder turbo diesel that will change the way you think about diesel engines forever.This one can accelerate from 0-100km/h in 6.1 seconds, yet uses just 5.7 litres of fuel per 100km.That's only half a second slower than the acclaimed, top of the range twin turbo 335i petrol six and to be frank we'd have no hesitation in picking the diesel.The car we drove in Germany this week is an absolute cracker, with a six-speed manual transmission that revs all the way to 5500rpm on the dial.The suspension feels a bit softer than the 335i but there's nothing shabby about the way it rides and handles.It does a fine job of walking the line between comfort and the sporty edge that Beemer drivers expect.We drove the two cars back to back on Germany's autobahns and back roads and although the petrol model is quicker off the mark - there's not a lot in it.We can't wait to try the six-speed auto version.With a single turbocharger and lightweight aluminium crankcase, the two cars even weigh the same 1625kg - in auto form at least.Like most BMWs the 330d is speed limited to 250km/h, but we had no trouble achieving this speed on the autobahn where it would have happily sat all day.Producing 180kW of power at 4000rpm and 520Nm of torque between 1750 and 3000rpm, the car had no trouble staying with its more fancied sibling.As maximum torque kicked in it quickly caught and matched the 335i for speed and agility, being just a fraction slower to respond to throttle changes.The torquey engine makes light work of corner to corner squirts, changing between third and fourth and pulling effortlessly out of bends.For a diesel it has a relatively high red line and as a result the drive experience is very like driving an ordinary petrol-engined car, with the occasional diesel rumble the only reminder of what lies beneath the bonnet.Unless informed, most drivers would probably not even realise it's a diesel - and after driving this one - most would probably not give a damn.Maximum power is achieved at 4000rpm so there's nothing really to be gained by going past this point but it gives the driver plenty to play with.In fact, from 4500rpm torque is progressively limited anyway.Pushed hard the car returned 8.7 litres/100km compared to the 335i's 13.1 litres/100km (officially the two cars are good for 5.7 and 9.1 litres/100km respectively).After a couple of hundred kilometres behind the wheel of each car there's no downside to the diesel that we can see.That's a big saving and huge recommendation.BMW claims the engine sets a new benchmark for the segment in terms of performance, fuel consumption and engine emissions - the latter rated at 152g/km.The engine is Euro V compliant and will even meet the more stringent Euro VI regulations, not due to come into effect until 2014.The engineers tell us that turbo boost kicks in from a low 1200rpm virtually eliminating turbo lag.In practice, the car was only caught short a couple of times on rolling second starts - but that's more a reflection of our bad driving than anything to do with the design.Here's hoping BMW decides to bring in this model with the rest of the new range to be launched in December.Moving inside there's a new generation iDrive system with a control knob that functions more like a joy stick and an 80Gb hard drive that you can download your music to.The hard disk is also home to the satellite navigation system, dispensing with the need for map disks, with 12Gb reserved for music.In Europe, the car will even be offered with internet and email access but at this sage the infrastructure does not exist to support the system here.During the drive program we still had trouble getting the sat nav system to do what we asked, but we'll reserve judgement on this one until we've had more of chance to play.In general terms it still requires too many clicks to access the functions that you want and in this area the company could take some lessons from the iPod people.Crash activated dynamic head rests are now standard and are designed to move forward to cushion the neck in the event of an accident to protect occupants against wiplash.Prices for the new range will be announced closer to the launch, but are not expected to change dramatically.In the UK there's only a four per cent difference between the price of the 330d and 335i which in Australia sells for $107,290, so the diesel is expected to be a little cheaper.

    Car and road are made for each other and we took great pleasure imagining we were Jim Richards carving the curves, leaving the field in a wailing wake of flat six power.The new 911 makes even mug drivers look good.As the mid-model update of the 997 series, the new 911 ushers in a swag of under-the-skin improvements and a mild tweak to its appearance. Blink and you'd miss the body changes which centre on different bumpers, tail lights and headlights and the adoption of an array of LED running lights at the front.Dig deeper and there's been plenty of activity to make the 911 perform and handle better, use less fuel (under 10.0-litres/100km) and deliver more driving pleasure.The 3.6-litre and 3.8-litre engine capacities are retained but both Carrera and Carrera S engines are totally new.“Every screw is new” said Porsche's engineering guru Thomas Krikleberg.“We have equipped the 911 with direct fuel injection for gains in power and fuel efficiency,” he added.“ It also features Variocam Plus (variable cam timing) and a variable oil pump that saves a couple of kilowatts.”A semi-dry sump system is used and the engine internals treated with low friction coatings.The other major development is a double clutch, seven-speed, automated transmission called PDK that consigns the fully automatic Tiptronic 'box to oblivion - at least for 911.Like other automated double clutch manuals appearing on the market, the PDK system offers rapid-fire changes up and down the range, quicker than any manual or auto.For all intents and purposes, these “PlayStation” transmissions make anything else redundant unless you are a stickler for tradition and want a manual.But why would you, manuals are slower and use more fuel.Both flat-six-cylinder engines are naturally aspirated and are good for 254kW/390Nm and 283/420Nm in ascending order. Both can go well into the four-second bracket for a 0-100kmh sprint with the PDK transmission proving that you don't need eight, ten or twelve cylinders and huge power to make a quick car. A few variants of the new 911 Carrera are available including rear wheel drive, all wheel drive and also soft top cabriolet versions of the same. Prices start at $210,400 for the 3.6-litre Carrera coupe manual.The manual is a six speeder and offers a superb driving experience for the purist.But we went all gooey over the PDK especially in the Carrera S with rear wheel drive and Porsche's optional Sports Chrono pack. Apart from other goodies, this offers Sport Plus driving mode at the touch of a button transforming the Carrera S from a hotrod road car into a no-beg-your-pardons track day special.On the drive, the multi-mode suspension system proved a godsend on some of the rougher sections. Normal mode allows the 911 to waft over undulations and potholes in full control with barely a hint of reaction. The steering is absolutely superb, rating as arguably the best in the business and the brakes, even the standard units will bring a blood rush to your head under full application. Bigger multi-piston units and ceramic brakes are available.But it's the way they go that is so satisfying with a Porsche 911. Hit the throttle and it's “see you later.” There's no mucking around, just whoosh, a blood curdling wail and away you go. It's heightened in the PDK Sports Chrono cars that have launch control. Inside has been mildly revised offering plenty of luxury and style as well as leather colour choices and a killer audio system.Wonder how much equity we have in the house?