Luxury Reviews

And those changes have enabled some of the biggest leaps forward in the 40-plus year history of the world's most enviable sports car.The gains in fuel economy, performance, reduced weight and emissions are palpable.As far as exterior giveaways go, the updated 997 series coupes and cabriolets remain discreet unlike the story hidden beneath. DRIVETRAINSThese machines gain direct injection flat six cylinder engines in 3.6-litre (Carrera 4) and 3.8-litre (4S) and an electronic four-wheel-drive system that replaces the viscous coupling arrangement that has been used on the 911 for almost 20 years.And as with its two-wheel-drive brothers, the C4 versions benefit from the seven-speed double clutch transmission called Porsche Doppelkupplungsgetriebe or PDK.While there are seven gears, the first six ratios are evenly spaced with the final cog essentially an overrun for better economy and emissions.Bristling with engineering advancements, 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 390NmGains 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.The PDK can either be accessed by the gearshifter or large buttons integrated on the steering wheel spokes which have come in for a deal of criticism for their awkward placement.Already Porsche says it may review what it does for the all-new 998 (unofficial code) model which could be out by late 2010 and which could offer proper paddle shifters as well as the buttons. EXTERIOR AND SPECOn the outside afficianados will notice the definitive 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.At 124kg the PDK unit, which is expected to command a $7000 option price, is just over 10kg lighter than the Tiptronic S unit it replaces but is 30kg heavier than the manual gearbox.The PDK unit shares little with save for the in-principle idea of twin clutch technology, which Porsche used on its brilliant 956 Group C sports car racing programme of the early 1980's.As a $2200 option, the Sports Chrono Package Plus system incorporates a launch control feature that is accessed by a SportPlus button that automatically dials up 6500 revs for the perfect getaway.Another feature of the package is a meaner, angrier gearshift map accessed by the SportPlus button.Sports Chrono also enables the driver to keep a log of their lap times and detect if you are slower or faster on any given lap.SportPlus literally changes the personality of the PDK gearbox into an explosively response weapon where the shortest, sharpest gearshift points are accessed with shirt times claimed to be twice as fast as the outgoing Tiptronic S.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 Nurburging's Nordschleife circuit two seconds quicker than its two-wheel-drive equivalent by turning an impressive 7mins56sec.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. DRIVINGTraditionally Porsche refrains from fiddling too much with the design clarity of the time-honoured 911.There's good reason because the proportions, lines, swoops and curves are among the purest and prettiest in automotive car design.No surprise then at a casual glance it's difficult for some to pick the updated Carrera 4 and 4S over the 997 series.So 997.5, as we define it, offers mild styling changes with front and rear head and taillight LED and a red reflector at the back that returns over 10-odd years of non-service.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 putting the firm Carrera 4 coupe and cabriolet over those challenging conditions.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.The ride on the super low profile 19-inch rubber that the launch car was shod with was not surprisingly jarring.At times there was a tendency to pick up every little imperfection and corrugation on the road.That said the real story is that the face-lifted car shows considerable steps ahead in driving dynamics and efficiency.More weight to the steering and the dialling out of some push through corners together with a brilliant new electronic all-wheel-drive system give 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 one of the sweetest chassis's in the business justice.Pleasing levels of refinement in low speed shuffling around car spaces and rolling away from standstill have been dialled into the new double clutch PDK 7-speed transmission.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 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 on a track day or tarmac rally when you're negotiating quick direction changes.Together with the optional SportChrono system ($2200) when you apply the SportPlus button the gear shift points become more wildly aggressive.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 Gross Drolln airfield is a huge base linked by a maze of concrete runways flanked by dozens of camouflaged steel and concrete bunkers once home to MiG fighter jets ready to wage a war that thankfully didn't happen.Porsche used the airfield a few years ago to launch its Carrera GT supercar so it's no mickey-mouse deal for pretend sports cars.Among the extensive network of runways and link roads there are two dedicated handling tracks, a skid pan and a 1.7km long runway for high speed testing.The exercises which the C4 and C4S 911s were put through ranged from slalom skid pan runs, long and short handling tracks using ideal lines at maximum throttle and a top speed blast down the runway.Apart from being more fun that being locked in a room full suffocating with laughing gas, the exercises proved several points.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.It then begs the question why traction and stability aids like Porsche's PSM should be switchable in lesser marques than those from Zuffenhausen.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.With small adjustments on the tiller and the throttle you can smooth out understeer mid-corner and gain maximum punch for the exit.Acceleration times with the arrival of PDK have leaped ahead with 0-100km/h achieved in the C4 in 4.8sec, .8s quicker than the Tiptronic S transmission 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 with a 4.3sec acceleration time from a standstill to 100km/h.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 trample the brake pedal as hard as you can muster and the car will pull up without any theatrics.In that exercise there is a massive amount of force generated by the emergency stop that is said to be the equivalent of about 1800bhp. 

Actions speak louder than words and when we took the GranTurismo away for a weekend, we found it had a way of dominating proceedings.Everybody wanted to know what it was, how much it cost and whether they could have their photo taken with the car _ whether they were interested in cars or not.And they wanted to know how long we'd had it?I wish . . .I'd expected the questions and had come prepared.Suffice to say the big `Maser' has a mystique that extends beyond the bounds of mere metal, a car that commands attention wherever it goes _ some welcome, some not so welcome.More than just a car, it's the ultimate male fashion accessory _ a piece of automotive exotica that's going to make you look and feel like a million dollars.At more than $300,000 the GranTurismo is not the most expensive car that Maserati sells here, but we'd have no hesitation in adding that it's the best looking of the bunch.Gone is the droopy, retro, overly round styling that marked previous models, along with that awkward looking rear end, replaced by a long sleek coupe with classic sports car lines.The two door, four-seat coupe replaces the previous GranSport, but sits on the longer Quattroporte platform.Measuring 4881mm and weighing in at a hefty 1880kg, the oh so long bonnet hides a 4.2-litre Ferrari V8 that pumps out 298kW of power and 460Nm of torque, revving out to 7250rpm.The engine is a derivative of that in the Ferrari F430 and is teamed with a ZF six-speed automatic transmission that allows the driver to change gears manually.The main difference between the two engines is that the Maserati unit has a wet sump and produces more torque.Despite its obvious bulk the GranTurismo can dispatch the dash from 0-100km/h in just 5.2 seconds and on to a lofty top speed of 285km/h.Punch the throttle and the throaty V8 roars to life, the rear hunkers down and the car squirms before launching regardless of the electronics.We've driven faster, but none with more style than this thoroughbred.The driver can choose between manual, sport auto or fully automatic gears changes, with no need to chase the padded paddle shifts around the steering wheel as they are fixed to the steering column.Pushing the sport button activates a more aggressive change pattern, as well as altering the suspension and stability control settings.We were surprised to find however that the transmission still changes up automatically when redline is reached, even in full manual mode.The auto is said to be even quicker than Ferrari's and so much more enjoyable than the horrendous robotised manual offered previously.Rather than a hard-edged sports machine, the GranTurismo is more of a big luxurious cruiser, with plenty of power on tap for the odd squirt.Out on the open highway it laps up the miles, but a firm foot is required on the throttle or you could find the pace dropping off.Fuel consumption from the 86 litre tank is rated at 14.3 litres/100km and it takes premium unleaded, preferably the good stuff.We were getting 14.7 over a 700km stint.The car's charcoal exterior did not prepare us for the gorgeous red leather interior.While contoured and comfortable, the seats were rather firm and so was the electronically modulated Skyhook suspension.Parking the car at fuel stops provided plenty of entertainment as wide-eyed country folk circled the vehicle for a better look, peering through the windows to get a better look inside.Doing the obligatory lap of the town centre never failed to attract attention either, as did parking it outside the pub.It's a difficult one to go past.I don't know why they bother fitting sound systems to cars like this, the note from the V8 is the all the accompaniment one needs.But if it does grate there's a 30GB hard drive based unit to store your songs, shared with the standard navigation system.Dropping down a couple of gears and pushing the car hard through long sweeping corners and a series of shorter switchbacks found plenty of grip from the 20inch wheels, fitted with 245 front and 285 35 rear 35 series rubber.But it can become unsettled and is not totally at home on our second rate back roads.The four pot Brembos provide solid braking, but some bigger units would be nice.We were loathe to take the car on any dirt roads as the low profile tyres are prone to puncture and there is no spare tyre, just a puncture repair kit to reinflate the damaged tyre _ a space saver is optional.Getting in and out of the deep set back seats can be challenging and rear legroom is not generous.The front seats slide forward electrically to provide access.The boot is on the small side but can still hold a couple of bags.All in all this is a much more refined mainstream car than previous models.But why not just buy a Ferrari, we wondered?Price is one obvious reason and the fact they appeal to two very different kinds of buyers.Even at $306,750 plus onroads, the GranTurismo is still 127 grand less than the cheapest Ferrari.Style is another reason, because the GranTurismo is a true GT tourer with seating for four people.And after all, it's all about style.

If Audi's current TT turbo four and naturally aspirated V6 don't ring your bell then you're in luck because now there's a high output turbo four called the TTS that will keep the hotrod rice-burners honest. Only thing is you will need deep pockets to get into the Audi TTS coupe or roadster because the kick off point is $92,900 for the manual coupe, easily pushing through the 100 grand mark if you tick a few option boxes.This is the first “S” model TT which is now in generation II having first appeared back in 1999.Like other Audi S models, the range-topping TTS offers a sportier edge to its style, performance and handling and is aimed at drivers who really enjoy their wheel time.The engine is a revised version of the 2.0-litre, direct injection, turbo four cylinder (TFSI) in the entry model TT and quite a few other Audi/VW products but in this case, it's seriously tweaked to pump out a hairy-chested 200kW/350Nm.The cylinder head is different as are the injectors, turbo and intercooler and it's available with a six speed manual or optional six speed, dual clutch, robotised manual called S-tronic.We really don't understand why Audi would go the two transmission route because only S-Tronic is needed, capably fulfilling both manual and automatic roles. It's also quicker in a 0-100kmh sprint at 5.2 seconds and doesn't use any extra fuel.Maximum torque becomes available at a shade over 2000rpm holding to 6000rpm which translates into superb response on the open road, especially with the S-tronic transmission. This is because gear change times are a fraction of either a manual or conventional auto. Alternatively, you can leave it in “D” and let the car do everything for you.A particularly pleasing feature is the exhaust pop on up-changes _ a bit like an F1 or rally car. It also blips the throttle on down-changes and can drop down two gears if the selector is held and speed allows.Drive goes to all wheels via Audi's clever quattro system that apportions power front to rear and also from side to side.It translates into impressive grip and drive on winding roads or slippery conditions.This is further aided by dual mode magnetic suspension that adapts to any given set of conditions offering comfort and control for high speed and low speed driving on varying surfaces.Safety equipment is extensive with sport mode stability control, multiple air bags and an electronic diff lock in the package.The interior is a study in modern technical style, functional, ergonomic and comfortable. Various types of leather upholstery are available including a funky baseball mitt style in light brown.The roadster has an electrically folding soft top, roll bars, decent boot and offers performance and handling essentially the same as the coupe.Like all TTs, the TTS features an aluminium space frame chassis offering strength and lightness. Additional weight savings are made through the use of aluminium suspension components and sub-frame structures. But the TTS still weighs in at around 1400kg depending on the model. Buyers will appreciate the bi-xenon headlights, quad tail pipes, auto rear wing, premium audio and body aero parts that add to TTS's allure.We punted it hard around Phillip Island race track and nary a wheel went out of place even at the limit. The Brembos took everything dished out and the car lapped up its track time - just like the drivers.Our only complaint is the positioning of the S-tronic change paddles on the wheel. They should be fixed on the steering column. 

Audi’s latest version of its mid-size entry is safer, lighter and sportier than its predecessor; and with four new refined engines, including two diesels, its greener too. We tested the two litre diesel but also in the new range is the 1.8 litre TFSI, the 2.7 litre TDI and the flagship 3.2 litre FSI quattro.ExteriorAudi have made a big effort to make the new A4 appear more athletic, with taut, dynamic outlines and short front body overhangs. The longer bonnet and wheelbase help to give it more of a presence on the road. A strongly tapered rear, 16 inch alloy wheels and bold wheel arches emphasise the vehicles muscular, sporty appearance. Seventeen and eighteen inch wheels can be fitted. The 18’s come standard on the quattro. Wrap around xenon headlights contain 14 white light-emitting diodes for daytime driving. Exterior mirrors are electronically adjustable and house LED indicators. Remote central locking, a security engine immobiliser and front and rear parking sensors are standard across the range. A rear view camera is optional. The A4 is available in 15 body colours, more than any of its competitors.InteriorThanks to the longer wheelbase of the new A4, leg, shoulder, head and knee room have all increased and Audi have managed to incorporate more storage space throughout the cabin. The dash is simple and intuitive and shows careful attention to detail by way of good quality materials and workmanship. A large metallic dial on the centre console, together with the clear electronic display operates many of the vehicles features with minimal driver effort. The instrument cluster is easy to read and switches on the dash have a precision feel. There is an optional extra interior lighting package to add more sparkle to the cabin. The concert sound system is mp3 compatible and pumps out of 10 speakers including a subwoofer. For an extra $1500, a Bang and Olufsen system is available. Three-zone electronic climate control with sunlight dependent control, regulates the air temperature, flow rate and distribution. New ‘Climate Comfort’ perforated leather seats are adjusted electronically and have a position memory. The boot holds 480 litres which is more than any competitor and together with the flat floor and flat side panels, is extremely practical. With both the back seats folded down, capacity increases to 962 litres. The new A4 carries a space saver spare tyre.Drivetrains Our front wheel drive test car was powered by a two litre, 105kW/320Nm four-cylinder DOHC TDI engine with a VTG turbocharger. The bigger diesel version carries a V6 that steps power up to 140kW/400Nm. The smaller petrol engine in the range runs on a 1.8 litre, 118kW/250Nm, four cylinder TFSI engine, whilst the bigger quattro tiptronic V6 gives you 195kW and 330Nm. The 2.0 litre diesel shoots form 0-100 in 9.4 seconds and uses 5.8 litres in 100kms.Ride and handlingThe use of high grade steel in the body shell has saved on weight and contributed to the level of rigidity necessary for precise and accurate handling, and a comfortable ride. It has also suppressed the potential for body vibration. Five-link front and independent-wheel, trapezoidal link rear suspension with brake assist have made this version of the A4 dynamically superior to Audi’s previous offering. SafetyAudi’s latest A4 has received the top five star ANCAP crash rating and comes with a comprehensive airbag package, ESP, ABS, ASR, EDL and Electronic Brakeforce Distribution. PricingA worthy rival to the Mercedes-Benz C-Class and BMW 3-Series, the 2008 Audi A4 starts at $50,900 for the 1.8 manual petrol, up to $88,500 for the tiptronic 3.2 litre petrol quattro.DRIVING Halligan saysThe A4 2.0 TDi is a practical car; it will find favour with a growing audience that wants to be seen as making sensible decisions that go some ways to helping the environment. Audi are doing a fantastic job at making a diesel an option to the everyman, even here in Australia. Winning Le Mans consistently and showcasing the R8 V12 TDi has certainly helped this profile. However, the 2.0 TDi has little in common with an exciting R8 in any flavour, save for quality engineering. While it is very competent and would make a fantastic taxi, it lacks the refinement and driver experience you expect from an Audi.Both the braking and acceleration grab and jerk, and while the turbo is responsible for some of this it doesn't sit well with the profile of this car as transport for people who will pay a bit extra for German engineering over domestic.It cruises well on the freeway and acceleration is good from any speed so long as you are not expecting it to be applied in a linear fashion.At speed in the test car there was quite strong wind noise emanating from the rear door sills, again not expected from an Audi.All controls are easily accessible and you don't need to read a manual to know what's what. I don't like the orange/red dash lights that are common in most German cars these days. Whatever useability expert came up with these as the default did not interview me. Please go back to light shades of blue and green so I don't have to keep putting my glasses on just to read the dash.Audi seats are incredibly uncomfortable, with a convex curvature at the lower lumbar that pushes your spine all the wrong ways.Another seat gripe for families with young kids is that the rear seats sit very low, and the belt line is quite high, which means the kids struggle to see out the window.It is amazing to think that the A4 2.0 TDi and RS4 utilise the same platform. One is immensely desirable while the other is pedestrian.Unless you are adamant you want a diesel, buy domestic or save your pennies a bit more and buy a C-Class.Verdict: 7 

It wasn't a promising start. The temperature was toying with single figures; the rain was sheeting down; the wind was gusting to 50km/h and there was a convertible to drive.Fast forward two hours and a flight north. The temperature was in the mid 20s; there wasn't a cloud in the sky; the wind was a mere zephyr (not the Ford kind) . . . and the Audi A3 Cabriolet was mine for the rest of the day.What was there to do but to drop the soft top — the optional fully automatic roof stowing in around nine seconds flush to the body (no tonneau needed) — folding to leave exactly the same boot space as when it is up, 260 litres, and thanks to 50:50 split-fold rear seats, swelling to 674 litres with both rear seats folded down — the largest luggage area in its class.There is also a semi-automatic version with a centrally placed handle unlocked by hand before the automatic release rapidly opens the lid.There was little cabin turbulence in the four-seater — even less with an optional wind deflector in place.However, positioned immediately behind the driver and front seat passenger this does take out the rear seats.With the double insulated rag top — a good weight saving here — up, the `wind' may have dropped but there was more road noise.As launched, the A3 Cabriolet range features two sporty, yet economical engines — the tried-and-tested 118kW 1.8 TFSI and 147kW 2.0 TFSI, both taking advantage of Audi's direct injection engine technology combined with turbocharging.Both engines, says the maker, return a fuel consumption figure of 7.6 litres per 100km (37 miles per gallon). The turbo motor responds extremely quickly at 2000rpm, the 1.8 TFSI producing maximum torque of 250Nm in just 1.2 seconds, firing the car to 100km/h in just eight seconds when mated with the standard six-speed dual clutch S tronic transmission.The 2 litre TFSI engine, named Engine of the Year in its class for four consecutive years from 2005, at 1800rpm produces 280Nm of torque on the crankshaft with its peak at 5000rpm.It is available with a choice of two transmissions, including a six-speed manual or the S tronic which can accelerate the A3 Cabriolet to 100km/h in just 7.3 seconds. In manual mode 7.4 seconds.I can vouch for the slickness and smoothness of the 2 litre with both S tronic and six-speed manual transmissions, and assume there's not much lost in either with the fractionally smaller motor.Airbags for driver and front passenger, plus head and thorax side airbags, are all fitted as standard. All four seats feature head restraints.An electronic stability program with anti-lock braking, electronic brake force distribution, electronic differential lock and brake assist also is fitted as standard across both models. Prices start at $49,990 for the 1.8 TFSI Attraction (S tronic), the 2.0 TFSI Ambition (six-speed manual) is from $54,900, while the 2.0 TFSI Ambition (S tronic) is from $57,500. Prices have been calculated with 25 per cent luxury car tax. Audi Australia will cover the extra 8 per cent LCT on behalf of its customers until August 26, when the outcome of a Senate Economics Committee inquiry on the tax is expected to become known.Audi is letting us have 300 A3 Cabriolets this year, half of which have already been sold. 

A soft spot for tradition is the basis for Audi's A3 cabriolet.At a time when most carmakers are turning to folding metal roofs, Audi insists on providing a soft-top alternative.“I have always believed that a small segment of customers are true believers — those who want their soft-top car to be a soft-top,” Audi Australia's general manager for marketing, Immo Buschmann, says.“They are the people who believe that part of the joy of open-top motoring is the attraction of a cloth roof.”Buschmann was speaking at the launch of Audi's baby soft-top last week. The A3 is the latest in Audi's line-up of `original' soft-top convertibles.“The A3 cabriolet is a logical extension for the brand,” he says.“We are one of the oldest brands in the world and from the very start cabriolets were at the heart of the brand. In 1910, when we first started, all Audi cars were cabriolets, roadsters or phaetons.“Mass production and wider market demand led to sedans becoming the cars of choice, but we always recognised that segments of the premium market still wanted cabriolets.” ENGINESTo satisfy that `small' segment of true believers, Audi is launching the A3 with two engines and a pair of gearboxes. It expects to move 300 examples this year and 400 in a full sales year.The 1.8-litre TFSI (118kW, 250Nm) will be available at $49,900 with the single gearbox choice of the six-speed S tronic, Audi's version of the double-clutch automatic.For the more powerful (147kW and 280Nm) 2.0-litre TFSI, shared with the VW Golf, the S tronic is $57,500 and the six-speed manual is $54,900. Audi has not shut the door on a possible diesel variant, but it is not in immediate plans. EQUIPMENTStandard equipment levels are reasonably high. The 1.8-litre has four airbags, electronic stability control, anti-skid brakes, electronic brakeforce distribution, 16-inch alloy wheels, speed-sensitive power steering, two-layer semi-automatic cloth roof, engine immobiliser, cruise control, dual climate-control airconditioning, trip computer, eight-speaker sound system with single-disc CD, split-fold rear seats and a cloth trim interior.The 2.0-litre adds 17-inch alloys, sports suspension, rear parking sensors, front fog lights, sports steering wheel and seats, leather trim and upgraded sound with six-disc CD.But the devil is in the options list. Metallic paint is $1300, a three-layer fully automatic roof also $1300, Xenon headlights $1900 and adaptive corning technology $800.Lumbar adjustment for the front seats is $600 and heating $750.A Bose sound system adds another $1350, mobile phone Bluetooth preparation $950 and navigation from $4400.There is more if you start off with the entry-level car. BOOT SPACEWhat the A3 cabriolet does offer, whether it's with the standard roof or the fully automatic, is reasonable boot space that can be expanded to impressive by folding the rear seats.The compact fold of the roof means boot space does not alter whether the roof is deployed or stored away. DRIVINGThe launch drive of several hundred kilometres through far north Queensland highlighted several things about the A3 cabriolet, none of which were unexpected.The 2.0-litre with its sports suspension and 17-inch wheels was a less fussy drive than the smaller sibling.It rode well over some compromised surfaces and the engine — well proven in VW guise — could rarely be faulted.The coupling with the S tronic gearbox is a treat and after some early fascination there is little need to play around with the wheel-mounted shift paddles. The box's Sports mode will happily take care of most enthusiastic demands.The 1.8-litre — and the suspicion is that it was down to the more compliant suspension and smaller wheels — was less settled, with more vibration back through the steering wheel.Road noise with the roof down was again a slightly better proposition in the top-end car, with less tyre roar in particular.All the test vehicles were fitted with the more heavily sound-insulated, three-layer option roof and though that was very effective when deployed, judgment on the standard roof is going to have to wait.No matter how fervently the company may wish it, the rear seats in 2x2 convertibles are always going to be best suited to kids or the vertically challenged.In the case of the A3, the area is more comfortable with the roof off.But the real issue is knee room, particularly behind a driver of even average height. PRICE From $49,900 to $57,500ENGINE 1.8 litre/four-cylinder TFSI (118kW/250Nm); 2.0 litre/4-cylinder TFSI (147kW/280Nm)TRANSMISSION Six-speed S tronic auto; six-speed manualECONOMY 7.6 litres/100km (all engine/gearbox combinations) 

The 308 CC (coupe-cabriolet), with a folding hard top that deploys in 20 seconds, will be revealed at the Paris Motor Show in September.Peugeot Automobiles Australia PR manager Mathew McAuley said it would likely be released here in the first quarter of next year. “It's too early to say what specs will be offered locally,” he said.The four-seater 308 CC will come with a new two-litre diesel engine producing 104kW of power and a six-speed manual.It has a wider front and rear track than the 308 hatch with larger diameter disc brakes and electronic stability program.The CC version also will feature air vents which muster warm air around the occupants' neck, like Mercedes-Benz's “air scarf” in the SLK. Peugeot calls theirs an “Airwave” system.It will include rear roll-over protection bars, automatic remote-control locking of interior storage compartments, rear seat access which electrically slides the front seats forwards, deadlocking of doors and selective unlocking and LED courtesy lighting in the door mirrors.

Maserati is pushing its financial fortunes to a higher level thanks, in part, to a bigger engine.Profits have alluded the company for about 15 years and its financial history includes five bankruptcies.Now, after starting out in Bologna in 1913 headed by four brothers and then being owned variously by Citroen, de Tomasa and Ferrari, the company is a fully-owned division of Fiat.Getting back on track is attributed to Fiat demands for a leaner Maserati.This year it will make only four models based on two cars, though it adds a third car late next year.It fits two engines - a 4.2 and the new 4.7-litre V8s - and two gearboxes - a ZF six-speed auto and a “robotised” six-speed semi-auto.The GranSport has been dropped and the vastly superior GranTurismo takes its place. Now the Quattroporte (literally, four door) gets upgraded after five years on the market.The new Quattroporte offers two models - the continuation of the 4.2-litre V8 with the ZF gearbox - and a high performance 4.7-litre V8 that will be called the “S” and that takes the engine from the GranTurismo.The Quattroporte S goes on sale for about $320,000 in October.Styling changes are led by a vertical-slat grille that looks more purposeful and aggressive than the tea-strainer design of the current version. This grille is based on that fitted to the first Pininfarina-designed Maserati, the A6 GCS of 1953.The touch of Pininfarina is pertinent given that one-time Maserati owner, Ferrari, refused to allow Maserati access to this designer. The Quattroporte was the first Maserati by Pininfarina since the A6.The latest Quattroporte adds a new bootline with bolder lights that use LED technology (there are 64 LEDs across the back and 20 across the front as indicators), bigger wheels starting at 19-inch as standard and remodelled side skirts. Even the cabin is fresher and boasts a more ergonomic centre console.The equipment level is exhaustive though the company will let you choose from thousands of leather, wood and colour combinations.Which is all very nice but it's not what we're here for. The stand out feature is the 4.7-litre V8 that has been borrowed from the two-door coupe, the GranTurismo S.Maserati has retuned - some say, detuned - the engine for 317kW and 490Nm of torque.The GranTurismo S gets 323kW and 490Nm.For the saloon, the 4.7 has been modified to flatten out its low to mid-range torque delivery that polishes out any low-speed weakness and gearbox abruptness.It is enough to push the Quattroporte to 100km/h from rest in 5.4 seconds which is commendable for any coupe and startling for a sedan that weighs 2-tonnes.Unlike the GranTurismo S which has a new semi-auto transmission - one that's vastly improved over the first generation box - the saloon gets the same six-speed ZF automatic as the lesser 4.2-litre version.That makes it quiet, smooth and more importantly to the well-heeled who will get behind the wheel, dead easy to drive.But it doesn't make it very fuel efficient. The company claims the S model will average 15.7 litres/100km, up 1.0 l/100km on the 4.2, while CO2 emissions are 20 grams/km more at 365g/km.Maserati's Australian importer Ateco plans to sell 220 cars this year with about 80 being Quattroportes. Of that, about 55 - or about 60 per cent - are forecast to be the 4.7-litre version.The S model is expected to be about $320,000 while the 4.2-litre version will sit under $300,000.Put a 317kW engine in a two-tonne saloon and you'd hope for reasonable performance.But the Quattroporte surprises with a real lust for performance.In a straight line it wil knock the socks off a lot of rivals. It will outrun the BMW 750L and Audi A8L to 100km/h and stay alongside the Mercedes-Benz S500. The only one in its class that will beat it is the Jaguar XJ8 - it weighs 280kg less - and then only by 0.1 seconds.But where the Quattroporte really comes alive is through the bends.When the road twists tighter and the camber goes offside and it starts to rain as the road narrows and becomes rutted, this big four-door comes into its own.There is barely no understeer so the Quattroporte revels in being pushed hard and close into corners. The engine is set behind the front axle line so its responds instantly to incremental changes to the leather-wrapped steering wheel. There is also two suspension modes - standard and Sport - to suit driver and road conditions.The brakes are stunning - diametric metals of steel discs with alloy centres that have been melded when liquid - in power and amazing in their fade-free characteristics. Repeated jabs and longer pressure periods through northern Italian mountains showed no fade.What the colourful brochures fail to convey is the serenity in which it's all delivered.There's the comfort of soft leather and the insulation that bares all noise except the muted throaty roar from the four exhaust pipes.Maserati has greatly improved the dashboard by using a similar centre console of the GranTurismo.But though it all looks wonderful, there are some annoyances.Many of the push-button controls are hidden behind the spokes of the steering wheel. Personal storage space is good, though has room for improvement.The boot is small and there's no room for a full-size spare. Some versions, in fact, get no spare at all.But even in its home country, Maserati is looked upon in awe.It will glide through a city and passers-by will still gawk. Cruise the country and people wave.It may have been decades from dicing with Ferrari on the racetrack but Maserati proves it still carries a powerful allure.

The aural sensation of the operatically roaring Ferrari-derived V8 is but one way in which this $300,000 piece of Pininfarina sculpture transcends all misery.We first drove it just on a year ago on the international launch through the Italian Alps, an environment which is germane in the same way this one isn't.The roads there are as smooth as ours are cratered and crumbling. Highway speed is limited by conditions and ability not restricted to a rate guaranteed to induce sleep. Overtaking lanes are occupied not by oblivious zombies a la the M5, but by overtaking vehicles. In a word, paradise — one in which this grandiose tourer can be given its full range of expression.Deploying it in our Third World conditions would surely be akin to tethering a stallion to a plough. In a dynamic sense, that is sadly true. Aside from the odd furtive burst of acceleration and gratuitously unnecessary downchanges just to thrill to that bent eight rip, you get to enjoy about one third of the GranTurismo's dynamic capability.But where so many exotics and performance deities are just flat out wasted here, the Maser's sheer aesthetic presence is transcendent. Just look at it.Confronting though the scarlet interior of our loan car was, nine other shades of quality cow hide can be specified to complement 19 exterior hues and even five choices of brake calliper colour.The GranTurismo is $50K up on the ageing GranSport but feels and looks double that. The former's rear seats are more than expensively upholstered luggage racks; they'll hold two adults in tolerable comfort with 260 litres of luggage space behind them.Captivating on the outside (and curiosity of an intrusive extent is a non-optional GranTurismo extra), what lies within is worthy of almost equal attention. The flat-on steering wheel is something of an object in itself; only the freakishly built could fail to find the optimum position from which to grapple with it and the chrome shifting levers.Most of all, the GranTurismo benefits from the same highly adapted six-speed ZF automatic transmission of the Quattroporte Sedan, on which platform the coupe is based. When in Sport mode, the ZF is functionally almost as quick as the GranSport's abrupt clutch pedaless manual, but with the vast advantage of a Drive mode that works as such, not as a stuttering compromise.The auto is better almost all of the time and far better suited to the grand touring remit. Consuming the kilometres with grace is what this Maserati is all about. While Drive mode suffices for the urban crawl, stabbing the Sport button is all but irresistible — gears are held longer, throttle response is enhanced and so too is the engine's already rich timbre. A high-quality sound system is fitted, but who has ears left for that?Sport's transformation over normal mode is made complete by Skyhook adaptive suspension whose automatically and continuous damping ensures the forces generated by the car's 1880kg kerb weight go to where they count during cornering.The GranTurismo is indeed a big unit but, come those few occasions you'll find to exploit it without fear of reprimand, it turns in with a fluidity that makes cornering feel intuitive.Even with its hardly negligible 5.2 second 0-100km/h sprint time, there are any number of exotics and performance sleds that leave the Maser in their wake — or would if this land enjoyed autostradas and B-roads of Italian calibre. But we don't.The triumph of this, the world's most beautiful car, is to make you forget where you're driving it.

Station wagons by tradition come fairly low down in the desirability pecking order. Lacking appeal, they're conservatively styled, utilitarian and boring, right? That's unless you get a station wagon with a Lamborghini engine in it. This is the RS6 Avant — a high-performance luxury wagon from Audi's Quattro GmbH go-faster division, which despite its road hauling ability thinks it's a sports car.It goes on sale in Australia in September. The price? Well, let's leave that for now.The Ingolstadt flyer is a veritable wolf in sheep's clothing. Audi promotes it as the most powerful and probably the quickest production station wagon in the world. It's blindingly fast.On paper at least, the new Audi has more power and torque than both German rivals.It's marginally quicker than BMW's M5 off the line but the larger capacity Benz E63 AMG can match it in acceleration. Audi's rivals do win some bragging rights, however. Both the M5 and AMG have seven-speed gearboxes, while Audi's makes do with a fast-shifting six-speed tiptronic auto.Audi has developed a seven speeder, but whether it makes it to the RS6 only time will tell.However, there's no doubting the outrageous RS6, from all angles, packs some very serious hardware. For a start there's the thumping direct-injection bi-turbo 5-litre V10 under the bonnet, which is supplied by Lamborghini and tweaked by Audi to deliver 426kW of grunt and a staggering 650Nm of flat-line torque at low revs.Top speed is about 280km/h but electronically governed for most world markets to a more modest 250km/h. Sprint times are just as breathtaking: 0-100km/h in a claimed 4.6 seconds that's nudging supercar times, while 200km/h flashes by in 14.9 seconds.All that from a less-than-humble station wagon weighing in at a hefty 2030kg and using the latest version of Audi's all-wheel drive Quattro system.There are a couple of sore points in this equation of excessiveness, though: the Australian price has been set at $259,000 (or $271,000 if the lift in luxury car tax passes into legislation). That's almost lineball with Audi's R8 supercar. If that's a bit rich, a sedan version of the RS6 is also coming our way in January. It will be slightly cheaper at between $250,000 and $260,000.Then there's the fuel consumption. OK, if you can afford quarter of a million, you can't really grumble about the cost of fuel. The RS6, for a large capacity V10 (think of it as two normal-sized family-sized engines bolted together), is reasonable but probably socially unacceptable in the petrol stakes, slurping a claimed 13.9 litres every 100km. Realistically, typical premium fuel consumption levels are going to be closer to the 16-18 litres per 100km range in real-world driving and something we achieved in road testing.What you do get is a wagon with massive 20-inch alloys shod with 275/35 high-performance rubber and heart-stopping 19-inch brakes, although you can option it with ceramic discs for a premium price of $13,700. Ouch.Audi expects to sell 50 RS6 Avants and sedans a year and has already found 25 buyers.A high-speed highway is the perfect place to stretch the legs of Audi's latest and greatest.It's easy to forget the brutal RS6 is a wagon. There's much to admire but it is not perfect.You would expect it to behave very much likea high-powered sports saloon, thanks to its mammoth power, quick steering and all-wheel drive. Yes it has plenty of grip, but plenty of understeer in the corners as well and there's no hiding that this is a two-tonne car with an engine slung between, and in front of, the front wheels.No question the V10 is a gem of a powerplant but perhaps it sounds just a little too tame and needs a more sonorous exhaust note.The wagon has reassuring high levels of grip. It has excellent wheel control thanks to the clever suspension system, which diagonally links the shock absorbers by pipes filled with oil. Loads generated under cornering create changes in oil pressure, which counters body movement.What instantly grabs your attention driving the RS6, aside from the body-hugging seats with their high side bolsters, is just how much torque is instantly available. Squirt the accelerator and the rush is there almost instantaneously. Manual shifting is done using stubby paddles behind the steering wheel or you can leave it in auto.For a wagon almost as long as a Q7, the load area is above average, even more with the rear seats folded, but is limited by the sloping roofline. Crikey, I nearly forgot, this is a wagon, after all.