Luxury Reviews

Audi’s first coupe variant of the fourth generation A4 since 1996 simply attracts the eye. The question is whether it’s a matter of style over substance.DrivetrainsThere is currently one petrol engine available for the new A5 – with a choice of multitronic or tiptronic ‘flappy paddle’ transmissions. Audi say that a turbo diesel and a smaller petrol will be available late 2008/early 2009.The flasgship quattro – our test car – was a 3.2 litre, six cylinder FSI that puts out 195kW and 330 Nm. It gets power to the permanent four-wheel via a six-speed tiptronic transmission. Getting from 0-100 in 6.4 seconds, it burns 9.3 litres of fuel every 100kms.ExteriorLike the A4, the A5 is underscored by Audi’s intent to position their vehicles as athletic as well as elegant. To achieve this they have included a focus on road presence, muscle and poise, and its shows with a longer, wider, lower chassis, shaped by graceful, sweeping lines and short front overhangs. The long V-shaped bonnet coupled with sleek right angled headlights and large air inlets create an impression of breadth in the car’s front that highlights the single-framed grill. The short, sporty rear is emphasised by long smooth lines starting from the C-pillar.InteriorInside the A5 you are surrounded by quality materials and workmanship. The dash is angled slightly towards the driver, creating a snug cockpit feel and the ergonomic seats hold you firm at the wheel.A 10-speaker audio system, leather upholstery, cruise control, electric front seats, Bluetooth compatibility, leather multi-function steering wheel and auto-dimming rear-view mirror are all standard, with many more options available.The Driver Information System (DIS) – with trip computer, auto-check control and ambient temperature – is also standard in the A5.Split fold rear seats and a decent 455 litre boot allow comfortable trips away.ChassisThe long wheelbase and shorter overhangs, along with a newly designed five-link suspension arrangement at the front wheels means the A5 is firm but not stiff with precise steering and superb agility.The ride is comfortable, smooth and stable thanks in large part to the trapezoidal-link rear suspension with new kinematics.SafetyA comprehensive airbag package together with ESP, ABS, Electronic Brakeforce Distribution, Electronic Differential Lock, traction control and Brake Assist, pushes the A5 into the superior safety category.PricingOur top of the range 3.2 FSI quattro tiptronic comes in at $95,900, with the multitronic version $4000 cheaper.Halligan saysThis is a beautiful car, especially looking at it from the front quarter where the grill and lines flowing to back are superb. The test car was light metallic blue, subtle and stylish. The wheels were quite simply the best I have seen.But I don't quite get it. It took me a while to figure out who I thought would buy this car: smart divorcees that are doing OK, both male and female that want to show they have style, like well designed cars, but are not going through a mid-life crisis. It's not a family performance car, it's not an enthusiast’s car. It's a cruiser, in all connotations of that term.Driving it however did not live up to expectation, or perhaps it did, Beautiful body, superb features and good breeding. It is almost a case of the supermodel cliché. I always considered Audis', especially ones with either a turbo or a V6 and quattro AWD to be capable drivers cars. This isn’t, it is just an OK one, and I guess that is fine for audience I think it fits. Speaking of fits, the current Audi seats just don’t fit me. Instead of spooning the driver they seem to want to push you out of the seat with too much curvature at the lower back.Would I buy one? No, my kids are of the age where they need just a little more room in the back. Would I buy an RS version? I’d consider it but still probably go towards a CLK. Audi seem to be dropping their enthusiast drivers appeal and Mercedes are improving theirs by spades. The CLK is also equally beautiful, but leaves you more satisfied.Rating 7.7Audi A5 3.2 FSIPrice: $91,900Engine: 3.2L/V6, 195kW/330NmEconomy: 8.7L/100kmTransmission: CVT with eight settings

So determined are Audi to inform us that they are improving the efficiency of their new vehicles, they have started adding a reminder to their model names.They tell us that an ‘e’ version – a super efficient variant distinguishable by the letter ‘e’ tacked onto the end of the model badge - will be available in all core model lines by the end of 2008.There are a number of engine and transmission choices for the A3 Sportback range – we tested the 1.9 TDIe.Drivetrain The TDIe is powered by an in-line four-cylinder, OHC diesel engine with a VTG turbocharger. It produces 77kW and 250Nm of torque, with a five-speed manual transmission – with synchromesh on all gears - getting power to the wheels. This set-up will reach a top speed of 194km/h and if pushed will hit the 100km/h mark in 11.7 seconds.Exhaust emission is managed by a maintenance-free particulate filter and controlled exhaust-gas recirculation. Put simply, the TDIe releases a paltry 119g/kg of CO2 and only uses 4.5 litres of diesel every 100km.Electro-mechanical speed-sensitive steering combined with the A3’s dynamic chassis makes for a well-balanced ride that allows for a punchy sportiness without sacrificing comfort.Exterior With a high shoulder line, striking front and distinctive rear, the five-door A3 Sportback aims to combine the sportiness of a classic coupe with the practicality of a roomy hatchback. On the outside the major difference between the 1.9 TDIe and the rest of the range is its 16-inch steel wheels with full wheel covers, rather than the 17-inch alloys on the other models. Low roll-resistant – and therefore fuel efficient – 205/55 R16 rubber also contributes to the green direction Audi are steering towards with the ‘e’ version.InteriorOn the inside, the A3 Sportback is what we have come to expect from Audi – simple, intuitive controls with comfortable, attractive seats and trim – put together with quality materials and workmanship that reflects the attention to detail the big German marque is famous for.EquipmentRemote central locking, security engine immobiliser and electric, body-coloured exterior mirrors, automatic air conditioning with dual climate control, power windows, a Driver Information System (DIS) and leather steering wheel are standard, with numerous options including sun roof, xenon headlights and a rear parking system also available.Split fold rear seats and an mp3-compatible concert sound system – also standard – ensure that longer trips and cargo placement are fairly pain free.However, cruise control and automatic headlights were a surprising omission from the standard list for what is positioned as a premium vehicle.SafetyA substantial airbag package plus ESP – which incorporates ABS with brake-assist, Electronic Differential Lock and Anti Slip Regulation – heads up the impressive line of standard safety features in the A3 range.You also get head restraints and three point seatbelts for all five seats, the Audi backguard that holds your upper body in place in the event of rear-end collision, and a safety steering column with tilt and telescopic adjustment.PricingThe Audi A3 Sportback range starts at $37,200 and tops out at $65,800 for the 3.2 Quattro with a sports pack. The TDI e starts at $38,900.Driving Without the benefit of the more advanced technology found in other Audi diesel engines, such as direct injection, even with the turbocharger the little oilburner struggles a lot of the time.It sounds a bit agricultural, especially at idle and at the start of trips, although it doesn’t intrude badly into the cabin. And most of the time you don’t feel any benefit from the turbo.There was quite a bit of wind rush around the pillars when you manage to reach higher speeds, and it’s joined by a considerable choir from the fuel-efficient rubber.And while it was set and forget on the highway, around town the five-speed manual transmission became tedious – as did the nanny alert on the info display that suggests you change up a gear (for better economy).But economy is certainly not a problem with the 1.9 TDIe’s. It gave an overall consumption of 5.2L/100km after a week of driving, with highway running dropping as low as 4L/100km. Cost-wise, this is good enough to pit against some of the hybrid technology out there. The Audi A3 1.9 TDie sportback was awarded Carguide Best Green car for 2008 

Bugger it, go out and buy a new Jag. They're not as expensive as you might thinkThe Jaguar XJ is for the gentleman (or lady) of a certain age - a sensitive subject at my time of life.He (or she) is probably a company executive who, on the way up, has become accustomed to comfort and the finer things in life.Employing a driver, he probably never gets behind the wheel, spending his time in the back seat doing what captains of industry do in the rear of their company cars.In these taxing economic times, those from the big end of town and others need not feel guilty about travelling in this flash car.This is no million-dollar Maybach or Rolls-Royce. The 3.5 litre Jaguar XJ V8 (the test vehicle) would cost the company $159,990 plus on-road costs.If times are tough there's always the economical 2.7 litre XJ6D diesel at $154,900 or, if shareholders are on side, the 4.2 litre Super V8 long wheelbase at $234,900, still only a quarter the cost of the ultimate limo.The 2008 XJ enjoys significant improvements to its interior thanks to extensively redesigned front seats which are standard across the range and offer even more comfort and support. Rear seat passengers can relax with greater leg and foot room following changes to the backs and lower cushions of the front seats. Wall-to-wall leather, it's all very gentlemen's clubby.On the other hand, business is never far away, an upgraded Bluetooth connectivity system allowing users to hook up to five approved mobile phones to the car's own in-car telephone system.Oh, gawd! You can run, but you can't hide.On the outside the XJ has been given a fresh look with an all-new, distinctive design which includes a new bumper with reshaped upper and lower mesh grilles and a new Jaguar Growler badge, giving the 2008 model a purposeful appearance.Adding to this is the Jaguar Leaper, a bonnet mascot that stands alongside the Rolls-Royce Spirit of Ecstacy and Mercedes-Benz three-pointed star in the automobile lexicon of calling cards.Adding a further touch of attitude, side power vents match those introduced on the XK sports car and there are lower body sills and a subtle rear aero spoiler.New door mirrors maintain the automotive fashion with integrated indicator lights, while upgraded alloy wheels add to the saloon's sporting appearance.The XJ test car rolled on new 19in Polaris alloy wheels — the XJR features 20in Cremona alloys and Super V8 features 20in Calistos.The Germans are sold, so it seems, the Jaguar XJ winning the annual `Autonis' design award - 16,000 readers can't be wrong - for a luxury car from German car magazine Auto Motor und Sport, ahead of home-grown models from BMW, Mercedes and Audi.Under the bonnet was a new engine — a 3.5 litre V8 producing 190kW power and 335Nm of torque.Other power plants on offer are the highly acclaimed economical 2.7 litre V6 twin-turbo diesel and high performance 291kW 4.2 litre supercharged petrol V8.A six-speed automatic transmission provides smooth and slick gear changes while handling the high torque of the engine, meaning higher gearing can be incorporated, helping to cut fuel consumption.When Jaguar's ground-breaking all-aluminium XJ luxury saloon range was launched in 2003, its lightweight body helped the car set new standards in handling, precision and refinement.The latest aluminium monocoque is even better, being 60 per cent stiffer and 40 per cent lighter than that of the model it replaces.Every XJ comes with sophisticated safety features such as computer active technology suspension, automatic speed limiter and tyre pressure monitoring system.An adaptive restraint technology system uses ultrasonic means to calculate appropriate airbag deployment and force, based on passenger weight and position.Side-curtain airbags, front seat thorax airbags and energy absorbent front seat backrests ensure a safe driving experience for all occupants.The cabin is an oasis of calm, extensive sound insulation and sealing seeing to that.It's the perfect ambience for thinking and making decisions . . . even driving.

The Japanese luxury maestros may have taken their time in risking anything approaching an emotional project but, in the ISF, the company renowned for refinement has produced a performance firecracker.A small sedan stuffed full of five litres of in-your-face V8 punching out 311kW, 505Nm and 0-100km/h sprint times of 4.8 seconds may be difficult to reconcile with the same company that produced the SC430 and called that a sports car — but this time they're serious.“What's important to us about this car is that it gives us a performance car in the range, which is something we've never had before,” Lexus Australia boss John Rocca said at the first Australian drive of the ISF at the Fuji Speedway in Japan last week.“We haven't just put a V8 in this car and shouted job done. We could easily have called it an IS500, but we didn't because this is a thoroughbred built for racing. This is really a car built for the track and adapted to the road.“Whereas in the past we could have been criticised for putting a big engine in a car and calling it a high-performance vehicle, this time that's not the case.“It gives us a totally new customer and sheds an entirely different light on a company that in the past has been criticised for being bland and unemotional. There's nothing bland about this car.”Based on the IS — known to Australians in its V6 IS250 guise and expected down under in October at around $145,000 — the fact that the ISF ever saw light of day is due almost entirely to the passion of a man who spent much of his early time with Lexus divesting the driver of sensory inputs by developing the eerily quiet interior noise levels of the original Lexus limousine, the LS400.Ironically, it was those efforts in refinement that won Yukihiko Yaguchi the kudos in senior management circles that allowed him the leeway in 2002 to play with his own private “skunk works” within the strictly structured Lexus world.“When I started there was no budget ... many people didn't understand what I wanted to do,” Yaguchi recalled. “It was hard.“On the other hand, some top management knew me well from my involvement in ensuring that the LS ran extremely silently. That was a huge achievement so they understood that I was capable of developing something no one ever had before.”Lexus holds firm orders for 38 of the ISFs and Rocca is confident the supply-restricted 120 cars a year available to Australia will do little more than whet the appetite as the car's reputation spreads.Styled to be aggressive without being threatening, the ISF isn't the poster kid for athletic design. With its bonnet swollen to contain the impressive engine, the first impression is of a boxer who's taken one too many on the nose — tough but not necessarily attractive.There's no doubting the power of this car. It's evident from when the first tickle of the throttle lights the wick until the final burble of the exhaust dies away on shutdown.It's not a slap-in-the-back car. Neither is it brutal in the manner of the C63, but rather more refined without being overwhelmed.The dedication to detail and the uncompromising determination to tick all the boxes adds credence to the claim from Lexus that the ISF is a track car transferred to the road rather than the reverse.Under the bonnet, the 5.0-litre V8 has been lovingly built up in the company's “clean room” engine facility. The quad cam multi-valve unit features Yamaha-developed high-flow cylinder heads, variable valve timing with electronic control on the inlet actuation, titanium inlet valves, high-lift camshafts and a full stainless steel dual exhaust.The fuel tank even has a 10-litre sub-tank to ensure constant fuel feed under track loads.Coupled to the eight-speed automatic from the LS460 — again the question is, do you really need that many cogs with the amount of torque the V8 is turning out? — the engine will spin to 6800rpm in what seems like no time at all. The urge to drive the ISF hard is nigh-on irresistible, if only to induce the secondary induction to open up to full roar from around 3600rpm.The active system is hardly unique, but it still makes the hairs on your arms stand on end.Thrown through the Fuji circuit, the ISF retains impeccable poise through a combination of solid engineering — double wishbones up front and a multi-link set-up under the rear, each with high-rate coil springs and upsized stabiliser bars — and the compulsory electronic wizardry.Traction control, stability control, antilock brakes with electronic brake force distribution and electronic brake assistance are bundled together in the Lexus's Vehicle Dynamic Integrated Management system.Australian cars will also come standard with the pre-collision system and eight airbags.The speed-sensitive steering, adequate in its basic configuration and much more enjoyable in the sharper sports mode, is as good as anything Lexus has ever done and combined with a serious set of Brembo brakes — six-piston grippers on 360mm front discs — imbues a sense of wellbeing.If BMW, Mercedes and Audi thought Lexus was a thorn in the luxury battle, then the premium-performance angst is going to be all the greater.

And it's not the swoopy new Scirocco coupe . . .The boxy Passat R36 takes lines honours with a combination of a 3.6-litre V6 engine that makes 220 kiloWatts and gives the family hauler - sedan or wagon - the potential for a 5.6-second sprint to 100km/h and a top end well beyond Australia's legal limits.The potent Passat proves the point on Volkswagen's R shop upgrading, which is done in-house at the Individual division and mirrors similar go-faster tweaking done by M for BMW, AMG for Benz, and TRD, HSV and FPV for the three homegrown Aussie brands.The R36 rolls in alongside the existing R32 Golf and R50 Touareg to complete the R-car lineup — for now, anyway — with prices from $64,990 for a manual sedan to $67,590 for a wagon with DSG manu-matic gearbox.Like all the other R cars it hits with sports suspension, a better brake/tyre/wheel package and a cabin upgrade. Oh, and all-wheel drive.The R36 also comes with the same bold Biscaya blue paintwork available on the R32 and R50 - and a like like Subaru's WRC battle colour - although there are other colours for people who are not so keen to make a statement.In any case, the car trumps anything seen before from Volkswagen and is a significant twist for a company which is making most of its advances in Australia with diesels. The Golf GTi is still its best seller but more than half of all sales are diesels as the German brand lifted its sales by 17.9 per cent by the end of July to take number seven in the passenger-car rankings.“Australian customers have been very kind to us this year,” says Jutta Dierks, head of Volkswagen Group Australia.She is hoping for more kindness on the R cars, and particularly the Passat R36, but admits total sales will probably still only amount to around 1000 across the three models through 2009.“For us, R line is special. And we have plans to expand it,” says Jutta Dierks, head of Volkswagen Group Australia.“Basically, we can do this with every single car. It fits every model in our range.“Personally, I would like to do this on the Jetta, but there are no plans. And it should be very special, that's the way it should be.“It gives a kind of excitement that goes through the whole range.”The mechanical package for the R36 is built around its V6 engine and slick DSG six-speed gearbox, complete with paddle shifts. It is basically front-wheel drive until there is any slip, when the rear wheels - giant 18-inch alloys - are called into action.The engine is much the same as the 3.6-litre unit already fitted to the Touareg, but tweaking for the R36 drops the torque slightly but takes power up by close to 20 kiloWatts.The suspension is lowered by 25mm with tauter springs and dampers, there are vented disc brakes at each corner, and the body is tweaked with deeper side sills, a rear spoiler, chromed exhausts and the inevitable R badges.It also comes with bi-Xenon lamps, a combination of leather and microfibre on the sports bucket seats, and a thumping 250-watt sound system.Volkswagen is not talking about sales numbers but admits supply from Germany, which limited sales of the original R32 Golf to just 200 cars, will not be a problem.Following the R36, it is most likely the next R model will be based on the Passat CC which is set for Australia in the first half of 2009.And what about the Scirocco coupe, which has the potential to take king-of-the-hill rights from the R36 either as a regular model or with tweaking for an R badge?“We have not made the decision, but the door is not closed,” says Dierks. DRIVING:The go-faster Passat is like the rest of Volkswagen's R cars — quick and enjoyable, but not as sharp as you might expect.It gets along briskly enough, and gives plenty of feedback and enjoyment, but is missing the 'wow' factor we expect after years with HSV and FPV Holdens and Fords.The R36 is more like a TRD Aurion, although that is probably unkind to the Volkswagen because the driving position is a lot better and it has a much better transmission than the hotted Toyota.It has a classy look and feel, and the R upgrade is a well-balanced package, but it is not a cheap car and there are some shortcomings in the ride.Volkswagen used the arrival of the R36 to roll out the whole family for a drive day at Phillip Island, which did its best to make the MotoGP track a challenge with a combination of Antarctic temperatures, showery rain and very blustery winds. It was a good way to see what the cars could do.The R36 showed well on the track but, because it the circuit is so fast and open, it tid not feel all that fast. Punchy out of the pits, and with a nice cornering balance, but not what you would expect from a car trumpeted as the fastest Volkwagen in the business.The R32 Golf was sharper again, thanks to the smaller body and a responsive engine, and it also had a nicely rorty engine note.The surprise, though, was the Touareg. The family hauler looks much more aggressive as the R50 and it punches beyond its weight on the track.The big surprise is the incredible torque from its 5-litre V10 diesel, which gives it the sort of punch you expect from a Porsche Cayenne or AMG Benz ML. It really can get up and go.But weight works against the R50 in corners and it was blown around badly on the approach to turn one at more than 200km/h - not what you really want. And you have to remember to shift early and often, unlike the smaller V6 models, to keep it moving along.All three R cars were also available for a carpark motorkhana, which was fun but did not prove much beyond their off-the-line pace.It was a fun day despite the weather, and proved Volkswagen has the basic building blocks to build some quicker and more enjoyable R cars. But we still think the Golf GTi is the one to beat in the Volkswagen lineup. FAST FACTSVolkswagen Passat R36On sale: nowBody: four-door sedan, five-door wagonPrice: from $64,990 ($65,590 with increased luxury tax)Engine: 3.6-litre V6Power: 220 kW/6600 revsTorque: 350Nm/2400-3500 revsTransmission: six-speed DSG, all-wheel drivePerformance: 0-100km/h, 5.6s (5.8 wagon); top speed 250km/hEconomy: 10.7 litres/100km (ADR 81/01)Emissions: 254 grams/km of CO2 

The gains in fuel economy, performance, reduced weight and emissions are palpable.Yet, as far as exterior giveaways go, the updated 997 Series coupes and cabriolets remain discreet.Just like the Carrera 2 cars which led into the latest update of the 911, the new 4 and 4S, pick up direct injection flat-six engines and Porsche's seven-speed double-clutch gearbox.The big difference is an electronic four-wheel-drive system that replaces the viscous coupling arrangement that has been used on the 911 for almost 20 years.The Carrera 4's new all-wheel-drive system is capable of shuffling torque by up to 100 per cent to either the front or the rear axles if needed where the previous system had limited maximum torque split of between 10 to 40 per cent.Prices and final specifications are yet to be finalised because of the ongoing confusion on the Luxury Car Tax increase, but the new coupes will be in the $220,000-$230,000 range for the C4 and $250,000-$260,000 for the C4S. The ragtop versions are $240,000-$250,000 for the C4 cabriolet and $270,000-$280,000 for the C4S.All will be on sale from October 25, just over a month after the two-wheel-drive versions reach the showrooms.On the outside, Porsche fans daytime running lights at the front, the neat LED rear taillight treatment and a reflector strip on the leading edge of the engine bay lid.Inside, the C4 and C4S offer generational gains with 8.5 per cent more power and use up to 12.9 per cent less fuel while the carbon emissions are lowered by 15.4 per cent.The C4 coupe lifts from 239kW to 254kW yet reduces economy from 11.6litres/100km to 10.1litres/100km with torque rising 20Nm to 390Nm Gains for the 3.8litre C4S are 283kW (up from 261kW) and a reduction in fuel use from 11.9litres/100km to 10.5litres/100km with torque jumping 20Nm to 420Nm.On the PDK gearbox front, Porsche is already hinting it may review what it does for the all-new 998 (unofficial code) model which could be out by late 2010 and which could have proper paddle shifters.The argument against all-wheel-drive layouts continuing to have relevance because of their weight impost hurting fuel economy and performance doesn't ring true in the case of the Carrera 4. Despite weighing 55kg more than a C2, a C4 has lapped Nurburgring's Nordschleife circuit two seconds quicker than its two-wheel-drive equivalent by turning an impressive 7mins 56sec. DRIVING:Changes to what is unofficially called the 997.5 mean this version of the 911 drives with a little more steering feel and less cornering push.On the design front, it's difficult for some to pick the updated Carrera 4 and 4S over the 997 series, but behind the wheel the updated all-wheel-drive 911 coupe and cabriolets are a clear and decisive step forward.On a 170km road drive in the Lowenberger region just outside Berlin, the C4 and C4S were put through a variety of smooth top roads, patchwork bitumen, lumpy and bumpy surfaces and narrow cobblestone lanes.In retrospect it was a brave move. They were not roads that suited the Active Damping set up where ride height is lowered by 20mm in conjunction with the Porsche Active Suspension Management feature.Yet the ride on the super-low-profile 19-inch rubber on the launch cars was not surprisingly jarring. Although at times there was a tendency to pick up every little imperfection and corrugation on the road.The real story is considerable steps ahead in driving dynamics and efficiency.More weight to the steering and the dialing out of some push through corners, together with a brilliant new electronic all-wheel-drive system, gives the new C4 and C4S a sharper edge.There is a triple treat waiting for those interested in the upgraded cars with direct injection and the smart PDK transmission in partnership with the electronic AWD combining to give the C4 and C4S coupes and cabriolets even greater precision and surety.At last a 911 driver can enjoy a truly masterful transmission that finally does justice to one of the sweetest chassis in the business.Pleasing levels of refinement in low speed shuffling around car spaces and rolling away from standstill have been dialed into the new double-clutch PDK. It actually creeps forward from a stop without any throttle and, while there is a bit of grumbling detected here and there when trawling the car park, the PDK is the best example yet of these wet/dry clutch systems.In the Carrera 4 coupe sampled on this drive, the PDK unit had few faults although at times the palms of your hands accidentally pushed the button on the wheel to upshift — particularly if any reasonable amount of steering lock was wound on. It's awkwardly placed and accidentally plucking an upshift is not desirable.With the optional SportChrono system ($2200) you get wildly aggressive shifts when you apply the SportPlus button. The change down from third to second is particularly angry with a short, sharp blip that sends the 3.6-litre boxer engine's into a playful yelp.Even in drive mode the gear selector readout on the Instrument Panel lets you know what gear you are in and the centrally-located taco with digital speed readout strikes a happy combination.It's not until you can legally open the taps that you comprehend what all the fuss is about when driving a 911.A comprehensive drive at a former Russian airfield that saw serious service before the Berlin wall came down in 1989 was an environment made to order for one of the world's most definitive sports cars. The exercises which the C4 and C4S 911s were put through ranged from slalom skidpan runs to long and short handling tracks using ideal lines at maximum throttle and a top-speed blast down a runway.On the slalom the C4 was driven both the stability systems functioning and turned off and the behaviour was, even for an all-wheel-drive layout, worlds apart.The new electronic all-wheel-drive set-up and the lockable limited slip rear differential (22 per cent lockable under power and 27 per cent in overrun) give the C4 tremendous confidence when pushed to the edge.This 911, with its rear-end spread a further 44mm wider than the outgoing model, is so adaptable and balanced that the driver can entice it to behave any way they desire through a corner.Acceleration times with the arrival of PDK have leaped ahead with 0-100km/h achieved in the C4 in 4.8sec, 0.8s quicker than the Tiptronic S transmissionm and 4.5s in the C4S, a similar gain over the previous model. When the optional launch control is applied that cuts the time further to 4.3s.The optional Ceramic Composite Brakes (approx $20,000), 350mm in diameter 20mm more than the standard package are monstrous in performance. After flying down a V-max run, and clocking close to a tick under 260km/h, you can punish the brake pedal as hard as you can muster and the car will pull up without any theatrics. 

The French company's sales are down by close to 20 per cent at a time when the rest of the car business, until this month, has been doing very nicely.Peugeot puts its troubles down to the transition to the all-new compact 308 and says the arrival of the Touring wagon, which will be joined by its 308CC before the end of the year, will turn things around.It also believes its new Expert and Partner vans, which landed as the same time as the Touring, will give it a much-needed boost on the commercial front.“It's been a tough year for us. However, I think running out the 307 is well behind us and we can make up lost ground with the 308,” says Ken Thomas, national sales manager for Peugeot.“We're going to capitalise on the strong reputation we have built in the small wagon market. It's an important launch for this brand. Its got great styling, technology and unique features, with up to seven seats and a full glass roof.”The 308 Touring is more like an oversized hatchback than a tradition wagon, so in some ways it is similar to the new Holden Commodore Sportwagon. But the Peugeot is uniquely French, from its good looks to an emphasis on the diesel engine which is expected to draw the majority of sales.The objective is to sell more than 1000 wagons before the end of the year, and closer to 1900 in 2009, as Peugeot aims to hit 9000 total sales for '08.The Touring package is priced from $30,590, with a choice of two trim levels, four engines — two diesel, two petrol — and both automatic and manual gearboxes with front-wheel drive. The specification is pretty comprehensive, although ESP stability control is only an option on the basic CS model.The Touring is based on the latest 308 mechanical package, which means fully independent suspension, four-wheel disc brakes and a safety package including six airbags and anti-skid brakes with brake assist and a system which triggers the hazard lights in extreme braking.The XS opens the action with air-con, cruise control, remote central locking and the full-length glass sunroof, while the XSE tips in ESP, rear parking radar, alloy wheels, and rain-sensing wipers. Leather seats and a multi-media sound system are optional.The four-cylinder engines are 88 and 103 kiloWatt petrol motors, which Peugeot calls VTi and THP for the turbo, and 80 and 100 kiloWatt diesels. There is a six-speed manual for all engines, but the automatic is only a four-speed on the petrol engines, upgrading to a six on the diesels.Peugeot does all its comparisons against the outgoing 307, talking up the increased rigidity of the new body as well as a bigger boot and more cabin space.But the bottom line on a wagon is the seating and space. The Touring has 'theatre' seats, with tiered settings to improve visibility and reduce the chance of a car sick child, although the third-row lineup is only called 'occasional' and there are a huge number of storage choices.“There are seven seats and they are plug-and-play. You can move them around and there are a huge number of combinations,” says Peugeot's Glenn Forester.The 308 Touring is everything you expect of a Peugeot. It looks good, is very comfortable, there is a lot of creative thinking, and it drives well.The 2-litre petrol model gets along well and has a responsive gearbox, although the 1.6 is likely to struggle particularly with a family load. The 2-litre diesel is responsive and works well with either manual or automatic gearbox.The diesel also shows Peugeot's class and experience, as it is extremely quiet at both start-up and highway cruising speeds.The cabin is roomy for the class, the seats are comfy and supportive, and the equipment is everything you would want or need — apart from ESP on the base car.The flexibility is excellent and you can mix-and-match the seats, or remove some completely, depending on your needs. It takes a bit of learning but is very worthwhile and advance over other compact wagons we have driven.The panoramic sunroof is a nice touch and will definitely get people looking, but also has a proper sun-blocker for hot weather.Peugeot deserves to do well with the Touring but needs to make more noise to get back on shopping lists in Australia, instead of relying on repeat business from existing owners. 

More than able to cruise along on sheer brand power, the big Bavarian leaves such trifling concerns as bang-for-buck to the plebeian marques.Which is why the 125i Coupe seems such a stunning bargain. Actually, scratch `seems' and make that `is' — at least by German prestige-car standards.Not that Audi or Mercedes-Benz offer anything at this price point with anything like comparable go.If you've ever contemplated hocking an organ to afford a BMW with a real engine (ie, an in-line, six-cylinder petrol), here's one for around the price of a sleepy 320i sedan. Or a Mazda RX-8 GT, for that matter. Or less than a Golf R32.Leave the options list alone, insist on a non-metallic-painted example with six-speed manual gearbox, and the 125i can be had for $54,400 plus the usual dubious charges — a price that comes in comfortably under the federal Government's iniquitous, ludicrous and soon-to-be 33 per cent luxury-car tax.Opting for a six-speed automatic takes the price $200 north of that mark; the other embellishments on our test car, including the M Sports kit and iDrive, send it past $60K. You need none of those things.All right, there's not much by way of family facility, with only two doors and a cabin of an aspect so grim as to depress a Puritan.But don't count the seats (quite adequately two-plus-two, by the way). Look under the lid and count the six pretty pots lined up in a row.No, this is not the top-whack 1Series — that's the scintillating, twin-turbo 135i. And if you must be pedantic, the three-litre six of the 130i hatch has the full-cream 195kW/315Nm output, whereas the 125i is confined to 160kW/270Nm.But the former costs (a not unreasonable) $73K, while the latter is so freakishly hideous to behold that — in nature — it would have been killed at birth by its own parents. DRIVINGHaving secured the exclusive first drive of this newest variant last week, we found what we had half-hoped and half-expected: a rapid, superbly sorted compact whose obvious ability is readily exploitable and enjoyable.To BMW's close to 50/50 weight distribution and rear-wheel-drive, the coupe brings another theoretically (but not always) wonderful combination: a big, and pretty powerful, engine in a small car.This one, however, achieves the desired outcome of evoking BMW's quick compacts of previous decades — not least the classic E30 3 Series — while being in every respect completely contemporary.The 125i's claimed mid-six-second acceleration time to 100km/h is a second shy of the mark set by its 225kW/400Nm turbo sibling, but escaping city streets for the hills is to have the 125i's abilities revealed in increments.That M kit, which lowers and tautens the suspension, has rendered various 3Series uncompliant, tramlining teeth-gnashers even in suburban driving. If run-flat tyres are so wunderbar, why does BMW eschew them for full-on M Series cars but inflict them on those with the M Sports kit?Or so would have run the sentence I'd more or less already written. If you're prepared to accept firmness as fair (this is not a Citroen or a Camry) you can't have a lot to complain about.All right, even with the easier-riding standard 17-inch rubber of the 125i, you're never less than fully aware of mid-corner bumps — but not to the unsettling degree of the 135i, which skitters and skips on coarse surfaces like a roller skater over marbles.The manual 125i's kerb weight is barely over 1400kg, some 80 kegs less than that of the surprisingly heavy 135i.Even with the weight impost of the ZF automatic transmission, the 125i is able to make light of what is, on the face of it, a drastic output deficit.Yet it's almost always sufficiently responsive, especially when the gearstick is flicked into sport mode and the manual shifting levers are engaged.The 125i coupe is as civilised as a 3 Series on the freeway, but its agility comes to the fore on the sections of twisty tarmac.With steering that becomes feelsome as the 125i gathers momentum, turn-in is that of a sabre rather than a rapier — more in the manner of a compact GT than an unruly tail-wagger.But this BMW's remit is not that of a rice rocket or a local yokel. Understand that, and you'll revel in its super- assured behaviour and the unflappable composure with which it retains speed through bends.BMW's version of an electronic stability program extends a long leash before making its presence felt.No doubt, there will be those who'll find the 125i too clinically efficient and insufficiently flamboyant.But, as we say, it's elegantly sufficient, as apt for long-range cruising as it is for B-road deployment.It's tough to find fault with what is arguably a unique BMW: one that's desirable, enjoyable and approaching the realms of affordable.If only BMW would take over Qantas. 

Benzs were driven by well off old blokes in tweed jackets who were happy to pay big dollars for the privilege of having that famous three-pointed star on their bonnet. Luxury came at a cost.Not any more.Fast forward to 2008 and the average age of a Benz owner, now dressed in a Boss suit, has fallen to 52, largely thanks to the C-Class models which were deliberately pitched at a more youthful market.And along with the drop in age there has been a steady rise in Benz's value for money. Want to buy a classy mid-sized Benz for under $50,000? Certainly, what colour would you like?Enter the latest addition to the Benz family, the CLC Sports Coupe, a two-door, four-seater which comes into the market this week with two of the three versions sneaking under the luxury car tax of $57,180.The entry model has been sharply priced at a cucumber sandwich and latte under $50,000 at $49,990. And that makes the CLC one of the best new car buys of the year.It may look like the current award winning C Class, but the CLC sits on a seven-year-old chassis of the previous and smaller C-Class. Will buyers care? Probably not because the older C-Class wasn't such a bad thing apart from its dated and hard riding suspension.So forget the underpinnings; this latest CLC has been cleverly honed into a very likable, very driveable and desirable made-in-Brazil mousetrap.Benz has predicted it will draw in even more younger buyers, and importantly for a brand dominated by male owners, more females to the fold.Like the outgoing version, the CLC is immensely important for Benz as an entree model. It is expected to win over buyers from other brands _ Benz predicts conquest sales could be as high as 70 per cent — and once they are in the Benz family about 40 per cent of them will probably stay loyal to the brand.Benz is serving up three rear-wheel drive versions, all with the same 135kW four-cylinder supercharged engine and fitted with a five-speed automatic, although a six-speed manual will be available as a no-cost option.There is no diesel, which is a pity because the 2.2-litre version tested in Europe earlier this year was impressive.The CLC 200 Kompressor opens the batting at $49,900. Standard equipment includes eight airbags, anti-lock brakes, stability control, rear park assist, lowered sports suspension, 17-inch alloys, dual zone air conditioning, cruise control, multi-function display, sports seats with manual adjustment, Artico fake leather and cloth upholstery, rain sensing wipers and fog lamps.Next comes the 200 Kompressor Evolution at $53,900. It gains different alloy wheels, bi xenon head lamps, Benz's clever direct steering system, paddle shift for the automatic and full fake leather upholstery.Top of the line up is the 200 Kompressor Evolution Plus at $58,988. It adds front seas with electric adjustment and memory settings, automatic climate control air conditioning, huge glass sunroof and maple wood trim.Lower spec models can be optioned with the sun roof, satellite navigation, real leather upholstery, alarm system and AMG alloy wheels. Benz is predicting it can sell 1200 CLCs a year.I drove the CLC when it was launched in Austria earlier this year and came away more than impressed at its road manners, less so about it disjointed styling.The one proviso — I wanted to confirm its slightly hard ride would work on rougher home roads and it has lived up to that expectation.This C-Class pretender doesn't have the same crisp handling and precise balance of the latest generation C-Class but it's still impressive anyway.The styling is a less than happy marriage between a new C-Class front and old C-Class rear and the rear view is seriously diminished by the letter box rear window, making the car's electronic parking assist a necessity. The previous version had a second lower window in the tailgate, but that has been sacrificed in the restyling.Where the CLC does impress is its ability to tackle with aplomb our poor excuse for rural roads, covered in potholes, undulations and broken verges. City driving is easy once you get used to the blind spot at the rear. A rear camera would help here but it is missing from the equipment list.The badges say sports coupe but the 1.8-litre four-cylinder engine doesn't quite deliver sports performance and is handicapped by the car's weight. Instead the motor provides perky rather than firecracker outcome, and at times more torque than the 250Nm available would be desirable. Fuel consumption at 8.2l/100km is a plus however.The base model gets conventional linear steering while the top versions get a steering assist system which reduces the amount of turns needed to tackle the corners. It takes a little getting used too; you tend to overseer at first, but the reduction in steering effort is welcome. It's a simple mechanical system, designed in Australia, which uses a change in gearing ratio on the steering rack, which reduces steering effort by up to 25 per cent.The cabin, with generous and comfortable seating for four — a rarity in this market — is spacious enough, although tall passengers will find rear head room is tight. Boot space is good thanks to the fitment of a deflated space saver tyre.Has Benz developed a sufficient mouse trap to lure first time buyers into the fold. The simple answer is yes, and I suspect most will be more than happy with what is on offer. An honest coupe, if you can live with two doors, which is quiet, offers reasonable performance and has terrific road manners and balance.

The German carmaker is confident the Brazilian-built car, which has brought conquests as 70 per cent of its sales in overseas markets, will do the same here.It has also shown its ability to attract the younger set, with an average of between 35-40 making them a decade younger than buyers for the rest of the brand.The new CLC is basically a thorough facelift of its 2001 predecessor, and has not been based on the C-Class platform because of volume and capacity considerations.“It’s unusual for this to happen, but using the C-Class platform would have meant some changes because Coupe is smaller,” says Mercedes-Benz Australia product manager Gordon Jones.“That platform was always well-regarded as a chassis.”Merc says there have been about 1100 changes to the car, and the main visible ones are restyles for the fascias, lights and boot lid jewelry. The large gunsight logo is set into a wider grille and air intakes, and a pronounced character line accentuate the wedge shape. The car has `variable boot space’ (Mercspeak for a folding rear seat) the can boost the luggage capacity up to 1100 litres, but even with all that on offer the spare tyre is still a space-saver.There are three trim levels, starting with the strategically-priced $49,900 200K, which comes 17” spoked alloys, lowered sports suspension, eight airbags, imitation leather and fabric upholstery, but real leather on the sports steering wheel and gear level.The $53,900 Evolution level gets different 17” twin-spoke alloys, bi-xenon headlights, paddles on the steering wheel, Artico upholstery, red hanging needles on black checkerplate gauges and the Merc Direct Steer system – which enhances the previous speed-sensitive system with a variable rack ratio that adjusts with steering angle to respond more sharply and reduce steering effort.The $58,998 Evolution+ adds full electric memory seats, luxury climate control aircon, panoramic sunroof and black bird’s-eye maple timber trim accents.The single engine available at launch is the 1.8-litre Kompressor (supercharged) engine, which develops 135kW and 250Nm. With the five-speed sequential transmission, featuring F1-style paddles on the steering wheel, the car gets you to 100km in 7.6 litres — and 100km/h in 8.6 seconds, with a top speed of 210km/h and an emissions level of 195g/km. A six-speed manual is also available, but Mercedes-Benz doesn’t expect it to be a big seller.The carmaker is not considering the other petrol engines available overseas at this point, but says they could bring in a diesel 2.2-litre later.“We would like to have a diesel but in relatively small volumes,” Jones says.“There is an update to the 2.2-litre diesel and there’s another coming down the track that could be suitable. But one of the issues is getting them complied for Australia’s fuel.”Despite the small body, Merc has managed to make the CLC cabin roomy, with enough leg room in the rear seat to keep most adults happy. The flick-and-lift action of the front seats makes it easier to climb or load into there.The front seats are well bolstered, and the fit-out – especially in the top-spec black and dove grey – is classier than many cars costing $10,000 more.Where is does lose out for the driver is in visibility, especially to the rear where no amount of fiddling with the mirror gave a satisfactory view.The CLC’s natural habitat is urban, with enough zip to get around in traffic. But in driving over a country route of patchwork bitumen, potholes and gravel, it shone – soaking up all but the worst, and making the most of the best. The ride is firm enough to give a hint of subdued sport, but happily compliant enough to smooth out a lot of the problems.Although not a scorching engine, the little supercharged 1.8-litre is competent, smooth and refined. There was always a touch of lag in the paddle changes on the transmission, but it’s more than adequate for the job in a car that was never intended to be a street racer.It’s not quite up to the levels of a C-Class, but it doesn’t want to be. What it offers is a sharply priced – and fairly sharp-looking – portal into the brand.