Luxury Reviews

It may be a latecomer, but Audi is taking no prisoners when it launches its mid-sized luxury soft-roader here next year. The stylish five-seat Q5, baby brother of the seven-seat Q7, will tackle the BMW X3, Volvo XC60, Mercedes-Benz GLK and Land Rover Freelander in the premium SUV market.Audi is confident it can garner 1000 sales a year for its new coupe-styled quattro SUV. If it succeeds, that will make the Q5 the fourth best-selling model in the brand's Australian line-up behind the A4, A3, and Q7.Audi makes no apologies for the Q5's late timing which, until now, had given BMW a free hit at the premium market, saying it wanted to establish its core vehicles such as the A3, A4, A6 and TT before concentrating on niche models.Should BMW be unduly worried about this newcomer? Based on our brief taste test the answer is clearly yes because it beats the X3 in several key areas, including value for money.Audi will initially launch the permanent all-wheel drive Q5 in April with one level of equipment, one automatic transmission and four fuel-efficient engines two diesels andtwo petrol. Final pricing hasn't been worked out but the start-up price is expected to be just over $60,000 and spread to about $80,000. Other versions of the Q5, such as the sporty S-Line, will come later next year.Standard equipment across the four variants will be comprehensive, including eight air bags, full leather upholstery, hill-descent control, airconditioning, 17-inch alloy wheels, rear park assist, LED running lights, six-stack six-speaker premium sound system, central locking, an electromechanical parking brake, cruise control and alloy roof rails.But the options list is just as longand includes Audi's Dynamic Steering system (standard on the V6 petrol version) and Drive Select where you can change the suspension's damper settings from comfort to firmer dynamic. Tick all the boxes and the price of the Q5 will easily nudge $100,000. In what is thought to be a world first, the Q5 can sense if theroof rails are being used to carry extra cargo (limited to 100kg) such as bikes, canoe or storage pod on top of the wagon and will adjust the electronic stability control system to a more conservative setting to take into account the vehicle's higher centreof gravity. As with most SUVs, it also comes with a downhill assist system.This slows the vehicle on steep slopes. But Audi has calibrated its system for European ice and snow conditions and it is expected to be changed for Australia. At present it operates at 9-30km/h, speeds that are too high for off-road work.The coupe styling with its long nose, curved roof and short tail masks just how big the wagon is. Nose to tail it stretches 4.6m, is 1.8m wide and has a wheelbase of 2.8m. These dimensions make it longer and wider (and mean it stands lower) than its opposition.In standard form, cargo space is surprisingly roomy and big enough to swallow four sets of golf clubs and there's good under floor storage but at the cost of a full-sized spare wheel.All four models feature direct injection fuel motors and the latest versionof Audi's seven-speed S tronic, its version of VWs DSG dual clutch manual/automatic gearbox.The range will open with a 2.0-litre turbocharged direct injection petrol engine (TFSi) with Audi's new fuel-saving valve lift system and a 2.0-litre turbodiesel (TDi).Those wanting more power can have a 3.0-litre V6 TDi diesel or the 3.2-litre V6 turbo petrol range topper. Diesel is expected to be 60 per cent of sales.On first impression, there's much to like about the Q5. It's a competent, stylish and comfortable wagon with the quality of fit and finish expected from the innovative German brand.This is an easy wagon to live with in the urban jungle. It has good visibility, although the rear headrests and a narrow rear window make using the rear park assist a welcome additionto the equipment list.Good sound insulation largely cocoons the cabin from outside noise.The A4-styled interior is plush and workable thanks to a flexible seating layout — including rear seats that can be folded and adjusted fore and aft and a flat-folding front passengerseat that is a first for Audi.As for its dynamics, we will leave the final verdict on the Q5s rideuntil we get a chance to drive iton Australian roads. It handles Spain's dead-flat sealed secondary roads with aplomb but we couldn't test the Q5's performance off-road because the Spanish government refused Audi permission to go bush.This was allegedly because of the summer fire hazard. But a narrow, corrugated dirt road we did find similar to what we have in rural Australia — and it showed that Audi may still have some recalibrating to do on the softish suspension.Left in auto mode, the wagon produced an uneasy loping ride with plenty of suspension travel.To be fair, however, the gravel road was too short to make any objective judgment. On sealed country roads the Q5 was just the opposite — agile and comfortable at normal speeds, but bit ragged beyond the envelope.The 3.0-litre diesel with its seven-speed S tronic transmission from the Audi TT is clearly the pick of the engines, overcoming the wagon's 1.8 tonne weight which takes the edgeoff both 2.0-litre motors.The 3.0-litre diesel uses just 7.5 litres per 100km and a sprint time of 6.5 seconds for 0-100km/h.Peak torque of 500Nm from 1500rpm to 3000rpm gives it almost instant acceleration across the normal speed ranges.The dual clutch S tronic transmission is a beauty but you do need to work at getting the Q5 off the line. 

You can rant and rave all you like about gas-guzzling V8s and big cars.But you only have to ride in one for a week to realise why those who can afford them love them so much.Take, for instance, Holden Special Vehicle's Grange. Suspension, brakes and engine, along with a few body bits, have been targeted for work that makes the Grange only slightly less plush than a Caprice in the ride department but which turns the Grange into a real wolf in sheep's clothing.On the one hand, you have the plush leather interior, all mod cons, bells and whistles and amazing passenger space and on the other, the HSV 6.2-litre Chev V8 that becomes, if you stick your boot into it and leave the pedal to the metal, a snarling rocket ably backed up by uprated brakes and suspension. If you happen to be taking two persons of the female persuasion to the airport for a long trip with their copious amounts of luggage, don't worry. The Grange boot gobbles up almost anything you can throw at it and even allowing for a long-legged teenager in the front passenger seat, there is still enough room in the back to hold a party. Well, almost.It is not until you get in a car like the Statesman or Grange that you realise just how compact even larger European and Japanese cars really are.The Grange, with luxurious leather seats, DVD screens in the back of the front seat headrests and room to really stretch out, lends itself to back-seat passengers.In fact they can have almost as much fun as the driver.DRIVINGwhile it still has claims as a limo, the Grange is really a driver's car. Treat the throttle gently and it moves along with just the merest hint of a burble from the four exhaust pipes. And keep the suspension on plush rather than sport and you could be in a Caprice.If the red mist descends and the road ahead is winding and empty, the six-speed auto becomes a tiptronic, the magnetic ride control stiffens up the suspension and lots of throttle produces lots of acceleration and noise.While the Grange is not in the sportscar handling category, it does get round corners remarkably well, the big fat tyres hanging on and the stiffened suspension keeping the bulky car, 1.94 tonnes, on track. If you keep the ESP on, and there is no valid reason for turning it off on public roads, there will eventually be a little bit of oversteer before the electronic guardian angel decides enough is enough and pulls the pin on a few cylinders.Those dirty big brakes also come to the party. Given they have to deal with more than two tonnes if there are a couple of people on board, they perform predictably with good progressive pedal feel. Perhaps a race track may stress them more but in normal road work they performed faultlessly.When it comes to getting from corner to corner, 6.2-litres of Chevrolet V8 does the job as well as anything, as you might expect when 317kW (440bhp) is put to work, work that will eventually see it hit 250km/h if you can find a track with a decent straight.Between induction noise and exhaust burble, you know you are making those cubic inches earn their keep. In fact, that V8 symphony is a bit of a tease and the urge to hear it can often overcome the urge to keep a clean licence.The Chevrolet symphony should only be played when those in the car are the only ones listening to it.What about finish and fit?Is it as good as the European efforts? By and large yes. There is precious little noise in the cabin and most of that is from the tyres and varies with the road surface. The biggest indictment of the test car cabin was perhaps that the front passenger's glovebox popped open under some particularly vigorous cornering on a rough surface.That, of course, may well have been due to the fact it was not shut firmly in the first place.GM claims a combined (urban/highway) fuel consumption figure of 15litres/100km.On the open road at a steady cruising speed the big US donk sipped anything between 8-11 litres/100km depending on the surface and gradient and if you booted it around town the figures became little short of frightening.Anyone keen to equal or better the claimed figure would need a light foot and disdain for that delightful Chevrolet symphony.Apart from the HSV go fast bits, the Caprice already comes with almost everything designed to pamper, including: fixed-front seats cup holders and rear seat pop out cup holders, airconditioning with individual climate control for each front occupant and a rear seat climate control, power windows front and back, speed proportional power steering, four-wheel ABS, electronic traction control via ABS and engine management, a 10-speaker Bose stereo system, DVD/VCD with display screens on dash (only when stationary) and backs of front seats, cruise control, trip computer displaying average speed, average fuel consumption, instantaneous fuel consumption and range for remaining fuel, smart key, including central locking, memory seat adjustments and radio settings, just to mention a few.HSV WM GrangePRICE: $84,690ENGINE: 6.2-litre LS3 aluminium alloy 90 degree OHV V8, cross-flow heads, twin knock control sensors compression 10.9:1.103.2 mm bore, 92.0 mm stroke,POWER: 317kW @ 6000rpmTORQUE: 550Nm @ 4600rpmFUEL: PULP, 73 litres 14.5 litres/100km (claimed combined) Using 95RON (PULP) or lower will not cause any problems, but will result in slightly less engine performance and economy.BRAKES: Front: 365mm ventilated discs. Four piston calipers Rear: 350mm ventilated discs. Four piston calipersTRANSMISSION: 6-speed Automatic Transmission with active select Limited Slip Differential with HSV specific ratio Sports Suspension with MRC Electronic Stability Control (ESC), Anti-Lock Braking System (ABS), Electronic Brake force Distribution (EBD), Electronic Brake Assist (EBA), Traction Control System (TCS)WHEELS/TYRES: 19" x 8" front alloy wheel with 245/40 R19 98Y full size spare 19" x 9.5" rear alloy wheel with 275/35 R19 96Y

The road from the racetrack to the High Street is not so long.

The B200 is part of a range that Mercedes Benz hope will fill the role of the classic all-rounder.From school-run taxi to prestigious business vehicle, the German carmaker says the possibilities for the car are endless.EXTERIORThe unique feature of the B-Class exterior design is its wedge-shaped front section and dominant grill. The long, sweeping arched roof line, large sloping windscreen, flared wheel arches housing 16 inch alloys, and short overhangs, create the sporty look that wasn’t seen as much in earlier versions.The wider track and longer wheel base aim to give the new B-Class a sleeker, more aerodynamic appearance.INTERIORWith a simple and fresh interior in the B200, it carries on the modern approach Mercedes-Benz is taking into the future with their latest range of vehicles.There is potential for plenty of space with a folding rear seat with a 1/3:2/3 split and a 544 litre boot. Add to that driver and passenger seat storage boxes plus front and rear cup holders.The dash is intuitive and controls a range of features including a Harman/Kardon LOGIC7® surround sound system with six disc CD changer and a Thermatic climate control system.The multi-function steering wheel controls the trip computer, vehicle settings, audio, optional UHI telephone preparation and cruise control with Speedtronic variable speed limiter.DRIVETRAINSPowering the B200 is a 100kW, two litre, in-line four-cylinder petrol engine, with a decent 185 Nm. A five speed manual gets power to the wheels.The turbo variant adds another 42kW with 280 Nm and comes as a six speed manual or with the optional Autotronic CVT system.SAFETY Acceleration Skid Control, Brake Assist, ESP, ABS and a full airbag package comes as standard in the B200.Mercedes Benz’s Steer Control helps the driver to avoid a collision by identifying potentially hazardous situations. When swerving, the system helps to stabilise the vehicle by administering additional force on the steering wheel.PRICINGThe standard B200 starts at $45, 500 and you can get the Turbo version from $52, 100.DRIVINGPincott saysThe B-Class could be a handy little vehicle for buyers who don’t want a SUV or people carrier, but occasionally need something with more luggage space than a sedan boot.The four-cylinder engine is up to most tasks, but - in the absence of a load of cargo - we stacked it with four large adults and found it was straining to do the job on steep hills. If you’re the kind to lose patience with this, better head for the Turbo version with its extra power and torque.Mercedes calls the B-Class a compact sport tourer, but there’s little sporty about it. However, it’s not unpleasant to drive, is quiet and economical and generally handles well. It’s simply that it doesn’t inspire any kind of affection.VERDICT: 6.7/10Halligan saysWhen I told my wife I was testing a B-Class Merc, she asked "is that that ugly one". I didn't know if she thought it was the A or the B but I was confidently able to respond simply with "yes".But looks aside, it was nice and it was good. Which is basically the description you would give to the plain but academically talented girl in the front row of your class that struggles to find friends.It’s smooth, it’s comfortable, it’s quiet. It’s a little under powered but not unsafely so. It's good at what it does, but then again the Kia Rondo we tested a couple of weeks ago didn't feel much different.Perhaps the Merc’s steering wheel did - it was leather - but the dynamics where quite close. The Kia also has a neat folding third row of seats which the B-Class doesn't and I suspect would be important for a lot of people buying into this class of vehicle.The kids where certainly ho-hum about it.. My wife thought it was nice and not half as ugly in Metallic Burgundy as the white one she’d previously seen. She actually liked it, she liked the Rondo too. I asked which she preferred to which she replied, what's the price difference? I told her the prices and her answer was the Kia.We’re both Merc fans, but these days a badge is no longer enough. Things have changed. The gap between the Merc and other cheaper brands in this sector is not wide enough.Buy the Rondo and push Merc back out of this sector.

Nothing clears the senses more quickly in the grip of winter than a top-down, mountain blast in a Mercedes-Benz SL 63 AMG. Finally, this 6208cc V8 has arrived on the big SL roadster, three years after it debuted and started trickling through the Benz family.The SL is the last port of call and its arrival coincides with the upgrades for the rest of the SL family. Along with a heavy revision of the 3.5-litre V6 in the SL 350, the 63 AMG stands as the biggest development in the facelift story.The SL 63 AMG offers mind-boggling performance, all of which is usable in a package that makes it simple to drive on the limit.You find yourself having to have a bit of a reality check midway through a drive. It's far too easy to slip into tarmac rally mode and forget there are speed limits to observe and cars coming around the corners ahead.All too easy to let the 63 have its head and charge around at full noise.Get it on a track and the SL 63 AMG gets you from corner to corner in a blink.It joins up the dots between corners with ridiculous pace, never nervous with its electronic safety systems working delicately behind the scenes and not impinging on the fun factor. Cornering grip and balance is superb.On the edge, there is a hint of protest from the front tyres before it bites and steers with authority after a mild adjustment of the throttle.There is an infectious rumble from the magnificent V8 soundtrack that intensifies as it bounces off walls and hillsides. Lift the revs for a sprint along a straight then change down several gears into a turn, blipping along the way, and the amplification of the exhaust note gives up its thoroughbred AMG roots.A race-start function, similar to BMW's launch control, can be programmed through an elaborate series of steps. The steering wheel must be at the straight ahead, ESP set to sport mode, select the race-start setting which is included on the switch that selects four driving modes and you are set for launch. With a press of the right-hand steering wheel paddle confirming your intentions, you then squash the throttle and the revs are automatically programmed to reach between 4000-4500 rpm.Then let the brake go and you fire off the line with the precision of a veteran racer. The race-start function automatically cancels once you hit 50km/h, which occurs in a blink of the eye.There is a protection facility built into the program so that if multiple attempts are made you can't program the race-start until the system determines it is safe to do so. Adjustable dampers and different driving modes tailor the 63 AMG for all situations and environments while an AMG button can short-circuit the steps you need to take by storing your favourite settings a bit like seat-position memory.The SL 350 benefits from a substantial engine tweak that gives it more power and torque and a fruity note when it revs out to 7200rpm.In fact the performance of this V6 is mightily close to the 5.5-litre V8-powered SL 500.The gap between these two has closed considerably and unless you want to be judged by the size of the engine you drive, it is hard to overlook the V6 in terms of bang for your bucks, especially when you take a look at the sticker price difference. The 350 is a particularly stirring drive and for $223,000 it really threatens to cannibalise the $306,000 SL 500.In the smaller SLK body, the 350 is also a rousing drive _ with the same engine that has a smidgen less power. The SLK 350 ($112,380 for the six-speed manual) also benefits from the direct-steer improvements, with a smoother more refined feel than the SL _ which is off a much older platform.A revelation of the SLK bunch is the entry 200k Kompressor that has more refinement and offers prodigious performance for a four-pot engine. Aided by a supercharger, the200k might be the baby of the bunch but it is far from a pushover. It is a neat little package with a blissfully flexible little engine, tailored to go harder yet maintain reasonable fuel performance with a combined city/highway figure of 8-litres per 100km. 

These images, released this morning in Europe, reveal a less confronting design than the previous model. That edition of the 7 Series was the first to bear the mark of style-meister Chris Bangle, whose design gambits appear to be present mainly about the car's rear. The latest generation appears to have acquired a more streamlined shape, if not quite so “sporty” as some pundits had forecast.This is crucial in reducing drag _ a central tenet in BMW's much-touted efficient dynamics philosophy, which in the past decade has seen the German marque reduce emissions and fuel consumption by up to 20 per cent across its passenger vehicle line-up.Most important is the latest range of engines, of which the bi-turbo 4.4-litre V8 is the star with its 300kW and 600Nm.Yet for all its output, BMW claim consumption in combined conditions of 11.4litres of premium unleaded petrol per 100km and emission of 266 grams of CO2 per kilometre _ figures that compare favourably with locally-produced six-cylinder family cars and make an Aussie bent eight seem Jurassic.The sedan version of the 7 Series accelerates from 0-100km/h in a claimed 5.2 seconds and the bigger limo wouldn't be far behind.The other engine available from launch is an enhanced version of the award-winning bi-turbo 3.0-litre inline six, boosted to 240kW and 450Nm. This engine moves the 740i from 0-100km/h in 5.9 seconds, uses 9.9L/100km on the European combined cycle while emitting 232g/km of CO2.All engines are Euro V compliant - appreciably greener than any Australian government requirements. The others in the 7 Series are designated 740i and 750i, with the 140mm longer wheelbase versions called 740Li and 750Li.All models have a six-speed automatic transmission with an electronic gear selector and power going through the rear wheels. Lately BMW's steering, with and without active steering, has been criticised. The integral active steering system makes its debut as an option on the hydraulic rack-and-pinion set-up of the 7 Series.BMW says that this applies active steering on the front axle and speed-related rear-wheel steering. Dynamic damping control and dynamic driving control are standard. The dampers, gearshift dynamics, as well as the throttle and steering assistance map, are varied by the dynamic driving control button on the centre console. This offers comfort, normal and sports settings. A special traction mode and sports+ setting with reduced or deactivated DSC control is available for owners and chaffeurs who fancy pushing on a bit.The 7 Series is the most driver orientated car in its class and the newcomer is likely to continue in this vein, despite the continued handicap of run-flat tyres. Against the harsh riding boots there is an updated air suspension system.BMW makes much of the weight-saving measures. The roof, doors, bonnet and side panels are made of aluminium, while aluminium pressure-cast suspension supports at the front, and a final drive with an aluminium housing, work towards keeping overall weight as low as possible. The engines are also aluminium.The Bavarians have persisted with the iDrive multimedia system, known even to the more polite critics as “bloody iDrive”. The mildly revised system is here given a larger display with high-resolution graphics and a better menu structure. Like more recent Bimmers it gets direct selection buttons.The latest 7 Series makes its international debut later this year and arrives locally in 2009. Further pricing, specification and information for Australia will follow closer to launch, although prices should start from about $185,000. 

Even when you didn't - and that was often in recent times - you still wanted to. It might have been some retained warmth for such things British, or maybe just the cool badge, but whatever it was, the need to give the marque “just one more chance” was strong.On reflection, that may have been aided by the lovely clubby feelof leather and wood keeping your spirits up as you waited on the roadside for the repairman.In any event, it is now official. You can say you really, really like Jaguar and nobody, well, at least nobody who stays up with the times, is going to point and laugh.The revival started with the XK sports cars. Stylish, powerful and worth being seen in, they gave modern Jaguar its first taste of what it was like to be wanted or even desired. At the time, those in the know shared a quiet smile and a gentle “just be patient”.The late and sadly lamented Jaguar boss Geoff Polites offered - in regard to the then secret and unnamed XF - some three years ago that “we will never build a worse car than the next one”.At the time we knew exactly what Polites meant, even if in isolation the statement is a little ambiguous. He was promising the start of a new Jaguar dynasty.The XF has now delivered on that promise. The whole range, from the 3.0-litre V6 petrol to the 4.2-litre supercharged V8, is good.The 2.7-litre bi-turbo diesel is special. Jaguar actually believed the car to be so good as to not need an entry-level “stripper” to lure buyers into showrooms and away from BMW, Mercedes and Audi. Call it a premium niche product and they will come, chequebooks falling open.That may be an exaggeration but there can be no argument that the XF, especially the diesel, should be back on the shopping list of anyone looking at a six-figure car purchase.The diesel starts at $105,500, not exactly bargain basement but trimmed with care and specified to pass acceptable at that level. While style may not sell the XF alone, it is enticing and challenging enough to appeal to a fair percentage of the public. The front is unapologetically aggressive, with a grille drawing influence from the gaping square mouth that fronted the XJ Series 1, while the rear is a classic from the director of styling Ian Callum, using power play with cues to the designer's gorgeous Aston Martin and XK styling.The coupe-like lines of the XF are accentuated by the matching rake angles of the windscreen and rear glass.It’s inside the car that the XF takes Jaguar to an entirely new level. Where once wood and leather were enough, the new Jaguar boasts an affinity with the past but styling driven by _ dare it be said _ a sense of fun.The whole process of bringing the XF to life is theatrical enough to bring a smile to your face. This is a place you want to be.Smooth lines, soft blue phosphor lighting, subtle use of metal; theyall welcome you to the interior ready for the show.The car is fired up by a pulsing starter button, a bit twee but a nice analogy for what is the heart of the car.Gone is the ridiculous J-Gate. The gear shifter is now an integrated dial, which rises out of the centre console to fit comfortably in the hand when the car is started. At the same time, the air vents reveal themselves in the fascia by swinging open.The interior lights are controlled by touch-sensitive coverings and the glove box opens only to the direct touch on an embedded brass rondel. This has little practical purpose but is cute as a button.The design target for the cabin was to emphasise sporting character. The dash has been lowered to improve the horizon vision and the glasshouse sits high enough to push the line that the driver sits in, rather than on, the seats.Space is good, in fact, generous for a Jaguar, with ample room up front and acceptable space for the rear-seat passengers. There is also a substantial boot.The engine at the heart of the XF diesel is not new. It has done service in the outmoded S-Type and XJ models outside Australia. That doesn't make it any less worthy. With 152kW and a thumping 435Nm, the diesel deserves to be the hero of the range.It is no sprinter (an 8.2 seconds from standstill to 100km/h attests to that) yet is fuel efficient for a twin-turbo engine and offers a largely stress-free drive experience with most of its torque on tap from just over 1000rpm.The real surprise is that this car is every bit as quiet and refined as its V6 petrol sibling _ all the good bits with none of the vices. Drive is through a ZF six-speed automatic, controlled either by the central shift knob or, if you really want, by wheel-mounted shift paddles.The ride and suspension retain a nice balance between sporty and plush, probably tending towards plush but quite capable of punching along a twisting mountain road.

Based on the Brera coupe, Alfa Romeo’s latest convertible arrived in Australia last year after a dazzling unveil at the Sydney Motor Show in late 2006. Alfa’s most expensive car down under has arrived with an all-new “Q-Tronic” gearbox and Q4 all wheel drive system in two versions– the $97, 990 3.2 JTS V6 auto tested here (manual $94, 990) and the smaller $73, 990 2.2 JTS Selespeed (manual $69,990). EXTERIORDramatic curves and creases bring together a sleek rounded form on 18 inch alloy wheels. The long sweeping bonnet lines come together at the familiar triangular Alfa grill that sits between wrap around Xenon headlamps. Pronounced rear wheel arches, thick chrome roll bars and a muscular rear end draw attention to the open top character of the car – an intentional design focus.INTERIORThe inside is simple, consistent with the clean lines and fresh approach of the exterior. There is no mistaking an Alfa interior. The aluminium centre dash panel, the Italian stitched red leather heated seats and the collection of small, round sunken dials accentuate the premium sporty nature of the car.Dual zone climate control, a super six-speaker Bose stereo, multi-function display, Bluetooth capability and a host of storage compartments all come as standard.DRIVETRAIN and SUSPENSIONThe 136 kW 2.2 JTS is powered by a 2.2 litre in-line four cylinder litre engine that produces 230 Nm of torque, whilst the 3.2 JTS V6, as the name suggests runs on a 191kW 3.2 litre V6 with a substantial 322 Nm of torque.Both versions are equipped with six speed manual gear boxes and the new `Q-Tronic’ six-speed automatic but the 3.2 JTS comes with Alfa’s Q4 all-wheel-drive system which divides torque 57 per cent to the rear wheels and 43 per cent to the front.The Spider’s suspension set-up is double wishbone front coupled with a multi-link rear configuration.SAFETYSeven airbags are standard for both models, as are ABS, VCD, Electronic Brakeforce Distribution, traction control a fully integrated Fire Prevention System.Complementing these features are wheel spin limiter during take off and a brake assist function to help when changing down through the gears. Halligan saysIn the early days of the evolution of Ferrari from Alfa Romeo race team owner to exotic car manufacturer, Ferrari and Alfa Romeo were on par from an engineering and reputation point of view. How things changed.In its later life – after the last of the 1980s rear-wheel-drive GTVs and Spiders; Alfa went astray.The past GTV is the ugliest car to ever leave Pininfarina’s drawing board and did enormous damage to the reputation of Alfa.But the Alfa V6 Spider has drawn me back to the brand.And the attraction started from the moment I adjusted the electric seats to my ideal driving position and dropped the steering wheel closer to my knees. Perfect. And the turning circle to get out of the tight carpark was great.Through a tunnel and the engine gave a fairly deep unstressed rumble, past the speed camera lights and then I finally touch the accelerator with more than toe pressure. The engine tone changes as does the car’s character. The Spider has two distinct personalities; on one hand it is a beautiful well balanced sport scar that points, tracks and accelerates like an entry level exotic should. On the other hand it is one of the easiest cars to drive.A highway trip through bucketing rain didn’t unsettle the Alfa, which always felt rock solid, surefooted and capable of higher speed even under these slippery conditions.My official style council – the wife and kids – gave its design a big tick. This Alfa just looks right, the closer you look at it the more you realise just how good a design it is. It grabs your attention without being overly loud. To me it contains all that is good about Italian design. My wife wants one. Previously she wanted an MX-5.So would I put it on the shopping list if the funds were available. The competition is stiff; Boxster, SLK, TT and Z4.  The four Germans. The Boxster gets eliminated straight away, my wife wouldn't let me because she considers it a cliche. The Audi is a possibility. I am not a BMW person, I prefer Mercs. So it comes down really to the SLK or the Alfa. Hard choice. Alfa is back on my list and I didn't think I was going to say it so quickly.Was there anything I didn't like; only the red led readouts within the instrument cluster.Back to the Alfa and Ferrari relationship. I always thought an Alfa should be for a person that aspires to a Ferrari but knows it is too far out of their bracket. The Spider fits this perfectly.My wife gave me permission to buy one. Black on black please.VERDICT: 8.8/10Wigley saysThere is something about Alfas that gets the heart pumping. I wasn’t disappointed either when I laid eyes on it for the first time.The bulkier rear end makes it look more sporty and muscular and the Brera looking front is always pleasing to the eye.I love the uniqueness of Alfa interiors. You can see and feel the quality and the effort put into the design. There is nothing complex about the interior design which I like personally.Vision is great out front but the bulky side pillars – when the roof is up – create a massive blind spot. Because you don’t get a back seat, the visibility when you’re changing lanes isn’t great and you find yourself being extra careful.The ‘Q-Tronic’ system is good but I prefer VW’s DSG system. There isn’t an immediate response when you use the paddle shift on the Italian car.But the Q4 all wheel drive plus the stiffer suspension made the car extremely grippy and the steering very accurate, so entering and leaving corners at speed was easy and precise.The engine note is a deep growl that you can hear a block away but you can’t notice it too much inside, and given that it’s a convertible it was pleasantly surprising how quiet it was in the cabin with the roof on.And there’s a lot of pleasure from the noise and the thump in the back thrust when you give it some on a straight stretch of road.VERDICT: 7.8/10 

You could easily ignore the latest update to Bentley's slick four-door saloon as just a mid-life update. Behind the Flying Spur's polishing exercise, however, is a deeper and more pressing issue.While Bentley's affluent clients can weather the financial effects of rising fuel price rises and increasingly strict emissions legislation, the company may have difficulty with the third; the economic slowdown of major world markets.To ensure it remains both buoyant and stablein this restless ocean, the very English (though German-owned) marque is targeting new markets such as Russia, China and Korea.And there are also new rivals on the horizon.Bentley's project and engineering boss for the Continental range, Paul Jones, says competition, specifically from the upcoming Porsche Panamera, Aston Martin Rapide and the as-yet unnamed mid-size Rolls-Royce, will entice customers. Hence the new Continental Flying Spur mid-life model.“We have now broadened the car's appeal with two models, the 560 and the Speed, so customers can choose one for luxury and comfort or one with extra performance,” Jones says.Like its two-door sister, the Continental GT, the made-over Flying Spur gets a high performance option that stretches the six-litre 12-cylinder power to 449kW (600hp as measured elsewhere) from the 560's 412kW.Torque is more impressive, up to 750Nm at 1750-5750rpm from 650Nm, and is the reason this Speed model can move its fat 2475kg body to 100km/h from rest in a smart 4.8 seconds.The Flying Spur four-door saloon starts its global sales roll-out this month and arrives in Australia in November, priced from about $370,500 including the 33 per cent luxury car tax. The Speed is likely to cost $400,200.Outwardly the saloon is much like the previous model that went on sale in 2005.There are changes such as a bigger and more upright grille, wider choices in paint and upholstery, expanded features including individual electric adjustment for the rear seats and improvements to noise dampening, including innovative five-ply window glass.The suspension has been retuned, wheels are standard 19-inch with 20-inch optional on the 560 and standard on the Speed, and the Speed gets significant engine mods for greater durability.Bentley isn't expecting the new Flying Spur to increase the carmaker's sales.It predicts 2008 will see a similar number, about 10,000 units, of Bentleys as in 2007 which reflects the damage of the silent financial downturn in world economic markets.It expects to sell about 3500 Flying Spur saloons globally in a 12-month period.For Australia, Bentley regional manager Ed Striebig is expecting about 130 Bentley sales in 2008, of which about 45 will be Flying Spurs.On the road it is obvious this is a big car. Pictures are deceptive, showing something akin to a Commodore, because stylists have used delicate curves and tapers to mask its near-5.3m length. You become aware that it can dwarf other traffic (even on the US highways where this test took place) but the more miles spent behind the wheel, the less daunting the task.Though the traffic can be suffocating, the cabin is so well insulated, the windows appear as television screens.Bentley made a big noise about reducing all the noise of the outside world, saying its five-layer acoustic glass cuts external sound by 60per cent in traffic and 40 per cent at high speed. That's in comparison to the current Flying Spur.That augurs well for the occupants but the driver can feel quite alienated from the real world of motoring.Thankfully there's a W12 engine, two banksof Volkswagen's narrow-block V6s set in tandem, and a rapid-shift Tiptronic six-speeder to liven things up.The saloon is bulky being 2750kg dry plus two occupants and a full 90-litre belly of premium to make 3.1 tonnes. It still, however, blasts off from the traffic lights with consummate ease.The 560 is a quick machine and so you'd expect a whole lot more from the Speed. But it was difficult to pick the performance difference, such is the ability of the Flying Spur to separate the cabin from the outside. But there's no doubt the Speed is a more aggressive ride, showing its presence at only one manoeuvre; back off the accelerator after a fang and the exhaust rumbles.Granted, this deep bass growl is cleverly muted. But it's there and Bentley lets you hear it.While the acceleration is commendable, even better is its mid-range, where overtaking is startlingly brisk. The brakes are simply stunning. Bentley claim these 405mm discs as the biggest on a production car and on the Speed, they're even bigger at 420mm at the front for the optional carbon discs.The ride comfort is as expected and the controls are simple to operate and pretty to behold. The organ-stop ventilation controls are stunning in their efficiency and ease of use. 

If Lexus is synonymous with anything it is refinement. Nobody to blame but themselves for that one. Ever since the first Lexus emerged from the back door of the Toyota garage, determined to make its own way in the world the key performance target is `how quiet can we be'.The measure of how good the NVH boys at Lexus really are is in the level of criticism the badge receives for isolating the driver from the rest of the environment. At the pinnacle of that refinement evolution is the super-smooth LS460. Drifting along in its own little cocoon of silence, the LS is the current ultimate expression of no-fuss motoring. A little pricey for the average buyer, but what price such peace and quiet.Trouble is, as Lexus has found, not everybody wants to experience the world from behind layers of laminated glass and sound-deadening foam.For those with only moderately large budgets, Lexus offers the rather more sporty IS range. But what about those who like the idea of luxury — and have the budget to indulge it — but also feel the need for just a little bit of the `rough'. For those particular few there is the GS range, or — to be more precise — the GS460.The range-topper in the latest generation of GS cars has picked up much of what makes the LS a segment-leader but in a guise that promises a more visceral experience.It snorts and snarls a little more than would be acceptable for an LS, hunkers down a little more and transmits a little more of what is going on outside the cabin. But don't be fooled. It's no sporting hero, rather it's a gentleman athlete, and paradoxically, not quite the athlete the LS is. It is what it misses out on in coming to market some $50,000 more affordable — cheaper doesn't seem the right expression — that defines the GS460's ultimate athleticism.While it gets the same 4.6-litre V8 coupled to the same breakthrough eight-speed gearbox packaging the engine into the different body has taken a toll. The need for a different manifold and exhaust has stripped the GS460 of a degree of punch. Power is down 25kW while the torque has been trimmed by 33Nm over the 493Nm in the LS. The upshot is that despite less weight and a more aggressive nature, the GS is a touch less “sporty” than big brother in the Savile Row suit.While the GS can put the 0-100km/h sprint behind in a none-too-tardy 5.8 seconds, the LS can get to the same mark in 5.7s with even less fuss.Punch the GS along and the impression belies the raw figures. The car feels a little more lively, a touch more engaging than the LS.On its variable suspension the GS rides with either a comfortable firmness or a broken-surface absorbing plushness. The sportier ride actually suits the feel of the car better but neither is unpleasant.As with the LS the steering is light and less communicative than a true sports car, yet the car turns in nicely and the suspension does a grand job in controlling the considerable weight shifts at play during enthusiastic pedaling. A switchable stability control takes care of those moments when ambition overtakes ability but such is the giving nature of the system that there is little reason to turn it off outside a track environment.The classy sportsman theme continues inside the cabin, with an oddly pleasing mix of brushed aluminium and wood trim. A soft blue glow from the instrument panel is both easy on the eyes and easy to read. Lexus claims the system to be unique, relying on variable-transparency glass to minimise reflections from the gauge faces and help optimise visibility in all lighting conditions.The GS shares the wonderful Mark Levinson 14-speaker sound system from the LS along with a new arrangement of audio and telephone controls on the steering wheel.The GS460 also features 10 airbags, dual-zone climate control with pollen filter, heated and ventilated front seats with 10-way power adjustment, one-touch power windows, smart entry and start (keyless), Bluetooth mobile phone capability, rear-view camera with eight parking sensors, power moonroof, and active cruise control.The GS460 is an interesting exercise in maximising pioneering and expensive engineering. It takes much of what makes the LS an impressive unit and repackages it to embrace a small but well-heeled segment not ready to shake off the last vestiges of youth — yet not young and foolish enough to want to spend more time than necessary being uncomfortable.