Luxury Reviews

It is impossible to pick out the 2008 model of the Aston Martin Vantage V8 from a crowd.Only the most anal Aston spotter will know to look at the wheels, then exactly which set of alloys moves the 2009 up and above the '08 Vantage.But things change, in every way, when you tickle the throttle.The Vantage has a bigger V8 engine that delivers big ticks in all the boxes — improved power, torque and economy, and fewer emissions — to justify a midlife update that delivers few visual bragging rights.There is a new console in the cabin with an updated dash, but the real action is all in the go-faster bits. The gorgeous Vantage body, so obviously from the same family as James Bond's DB9, is unchanged.“Why would we change something that already is so perfect?” says Ulrich Bez, the head of Aston Martin.The arrival of the updated Vantage coupe and roadster comes almost a year after the British company moved out of the Ford house and into private ownership. Since then it has been trading profitably, doing record numbers and building the foundation for a long-term independent future. It is even talking to Mercedes-Benz, and other brands, about collaborations.“We are independent and can talk to lots of people. In the past we have had more Audi parts in the cars,” Bez says. “It's very normal in this business to talk to other people to see what advantages there might be.”The advantage in the '09 Vantage has all come from inside Aston, with product development director Ian Minards leading a team that has refreshed the engine and done the updating to put some much-needed storage space — and the inevitable iPod link and Bluetooth connection — into the cabin.There is no news yet on what the changes will do to the price of the Vantage in Australia, where it runs from $245,000 as a coupe and $269,000 as a convertible, but even the jump in the luxury car tax is going to make a big difference by the time the first 2009 models arrive.The latest Aston engine has increased in capacity from 4.3 to 4.7 litres. Power has improved 11 per cent to 313kW, torque is up 15 per cent to 470Nm and fuel use and emissions are down 13 per cent.The result is a 0-100km/h sprint down to 4.7sec with a top of 290km/h.Aston has also tweaked the suspension with a new optional sports set-up and improved the semi-auto Sportshift.Drivers will know the difference from the console and a plug-in starter that replaces a regular key ignition.ON THE ROADTHE big news is the overtaking power of the latest Vantage.It is quicker in all the vital statistics, but the real measure of a usable sports car is its ability to cover ground quickly and pass anyone who's dithering.Get caught behind a tractor, a car-caravan combo and a truck running in convoy — as we did on a quick sprint on sensational rounds near the Nurburgring race circuit — and the Vantage is out, up and gone in double-quick time.There is no fuss or bother, just a clear road ahead and wonderful V8 thunder echoing behind.The extra pull from the 4.7-litre V8 is obvious for a lot of the time, and that means the work has been successful, with no worry about the cut to fuel use and emissions. It's the sort of work every carmaker is doing now.Pushing the Vantage V8 to the redline is great fun and comes with a sensational V8 soundtrack. It changes character at 4000 revs, just after the active exhaust switches to loud, and is one of the best powerplants in the business with a smooth response and great punch.Cornering grip is great in all conditions, but apart from a slightly smoother ride, the suspension does not feel particularly different. It is not something most people will pick, but they will notice the hi-tech key — it takes some learning, and restarts can be fiddly — and the new storage in the centre console.It's a pity the console design makes shifting so tough in the manual Vantage — you have to cock your elbow at a silly angle to clear it. Aston admits it is a compromise in favour of the Sportshift auto and space for a phone and other small items.“If you are complaining so much about the console, does that mean we got the rest of it pretty right?” asks product spokesman Dave King, after the preview drive. And he is right.Some people complain the Aston does not have the straight-out sports-car punch of a Porsche, but the British car is very different in the way it looks and drives. It is very quick, but is best as a very fast grand tourer with the ability to sprint on demand.The changes to the 2009 Vantage are only minor, but that is because the car was so good in the first place. So keep an eye on the wheels when you see one rumbling past next year. INSIDE VIEWASTON MARTIN VANTAGEON SALE 2009PRICE To be advisedENGINE 4.7-litre quad-cam V8POWER 313kW at 7000 revsTORQUE 470Nm at 5750 revsGEARBOX Six-speed manual and Sportshift, rear-wheel drivePERFORMANCE 0-100km/h, 4.7sec; top speed, 290km/hECONOMY 13.9 litres/100km (13.2 litres/100km Sportshift)EMISSIONS 328g/km (312g/km Sportshift)

Jaguar takes the Australian market very seriously, and not just because our country is a former British colony.

Safer, better equipped and more fuel-efficient than ever, the two models will appeal to those looking to make the switch to a smaller vehicle, but who are unwilling to sacrifice quality or creature comforts.Leading the charge in the economy stakes is a diesel in the A Class range for the first time, the A180 CDI that uses as little as 5.0 litres of fuel per 100km.The major upgrade sees the debut by Benz of a number of innovative fuel-saving technologies, but the way it pans out it’s more a case of what we miss out on that what we will actually get.The big news is the addition of a Compressed Natural Gas (CNG) powered model in the B Class range that, it is claimed, can slash running costs by 50 per cent.The problem as far as we’re concerned is that the necessary infrastructure for refuelling the vehicle does not currently exist outside of bus depots, so it's not going to be appear on the shopping list any time soon.A fuel-saving “ECO” engine cut-out system has also been introduced as an option in both ranges, that kills the engine when the vehicle comes to a stop, for example at traffic lights – helping to reduce fuel consumption.The system has been shown in tests to cut fuel use by as much as nine per cent, but unfortunately it is available only with manual petrol models at this stage.And, because Benz sells very few manuals here, it too is of little interest at this stage – but this could change soon as the technology is rolled out to include auto and diesel models.We also miss out Benz’s Blue Efficiency package, a new trademark for particularly economical and environmentally compatible cars, featuring lightweight construction, lower air and rolling resistance and more efficient energy management.It is packaged only with the smaller A160 diesel that the company doesn’t offer in Australia.It’s not all doom and gloom, however, because we will be getting the new Active Parking Assist system.Like similar systems offered by other manufacturers, it will virtually reverse park the car for you, checking if a parking space is large enough and guiding the vehicle into the spot after the driver selects reverse gear – without the need for the driver to touch the steering wheel.It will be a boon for those drivers who would rather do a second lap of the block, than tackle the daunting task of reverse parking their car with traffic waiting.The new A and B Class ranges including the new A180 CDI diesel are due to arrive in September, but we were invited to preview the cars this week at the international launch in Berlin.A departure from the rear wheel drive sedans that the company has traditionally produced, the front-wheel drive hatches have proved enormously popular since their introduction – the A Class in 1997, the B eight years later in 2005.Many people including industry insiders dismiss the cars as pretend Benzes, but this view is short-sighted and overlooks their intrinsic practicality.At 4273mm the B Class is 39cm longer and a few millimetres wider than its smaller sibling.Both ranges have been overhauled inside and out, with the obligatory new lights, bumpers and radiator grilles featuring a more prominent three-pointed star.Engines and transmissions remain pretty much the same but have been further refined to produce better fuel economy and less harmful emissions.Combined the A and B Class now make up 18 per cent of Benz sales in Australia and at the moment almost 25 per cent of Benzes sold here are now diesels.The A180 CDI will be available in five-door form only with a six-speed manual standard and uses the same 2.0-litre four cylinder common rail turbo diesel that has powered the B180 for some time.It has been added in response to strong customer demand for an A Class diesel.Personally we have always found the A Class a mite small for our tastes and believe the larger B Class is better suited to our roads and environment.It’s the car that Benz should have built in the first place.Sales speak louder than words and the B Class has quickly outstripped the smaller hatch.The B180 with its 2.0-litre direct injection turbo diesel is an old favourite.With 80kW of power and 250Nm of torque on tap, claimed fuel consumption is 5.2-5.4 litres per 100km, down from 5.8 previously, giving it a range of over 1000km.The car is an ideal size for the city, able to seat four adults in comfort, with plenty of rear legroom and a good sized luggage area.We’d like to see a little more power from the engine and there is in fact a more powerful version available with 103kW and 300Nm.But Benz says the small gain in performance would not justify the extra cost of the car, so we’ll have to be content with the one we’ve got.The lighter A180 with the same engine turns in an even better result at 5.0-5.2 litres/100km, but because of its smaller size is noticeably noisier inside.In the entertainment department, a 40 gig hard disk based navigation and music system is available as an option with both ranges.The navigation system offers a three-dimensional view and the system offers a full range of media inputs including Bluetooth and USB via a variety of connecting cables through a port located in the glovebox.Prices for both ranges are expected to increase slightly, the new A Class more so because it has additional equipment.Prices for A Class currently start at $35,000 and for the B Class at $45,800. 

Safer, better equipped and more fuel-efficient than ever, the two models will appeal to those looking to make the switch to a smaller vehicle, but who are unwilling to sacrifice quality or creature comforts.Leading the charge in the economy stakes is a diesel in the A Class range for the first time, the A180 CDI that uses as little as 5.0 litres of fuel per 100km.The major upgrade sees the debut by Benz of a number of innovative fuel-saving technologies, but the way it pans out it’s more a case of what we miss out on that what we will actually get.The big news is the addition of a Compressed Natural Gas (CNG) powered model in the B Class range that, it is claimed, can slash running costs by 50 per cent.The problem as far as we’re concerned is that the necessary infrastructure for refuelling the vehicle does not currently exist outside of bus depots, so it's not going to be appear on the shopping list any time soon.A fuel-saving “ECO” engine cut-out system has also been introduced as an option in both ranges, that kills the engine when the vehicle comes to a stop, for example at traffic lights – helping to reduce fuel consumption.The system has been shown in tests to cut fuel use by as much as nine per cent, but unfortunately it is available only with manual petrol models at this stage.And, because Benz sells very few manuals here, it too is of little interest at this stage – but this could change soon as the technology is rolled out to include auto and diesel models.We also miss out Benz’s Blue Efficiency package, a new trademark for particularly economical and environmentally compatible cars, featuring lightweight construction, lower air and rolling resistance and more efficient energy management.It is packaged only with the smaller A160 diesel that the company doesn’t offer in Australia.It’s not all doom and gloom, however, because we will be getting the new Active Parking Assist system.Like similar systems offered by other manufacturers, it will virtually reverse park the car for you, checking if a parking space is large enough and guiding the vehicle into the spot after the driver selects reverse gear – without the need for the driver to touch the steering wheel.It will be a boon for those drivers who would rather do a second lap of the block, than tackle the daunting task of reverse parking their car with traffic waiting.The new A and B Class ranges including the new A180 CDI diesel are due to arrive in September, but we were invited to preview the cars this week at the international launch in Berlin.A departure from the rear wheel drive sedans that the company has traditionally produced, the front-wheel drive hatches have proved enormously popular since their introduction – the A Class in 1997, the B eight years later in 2005.Many people including industry insiders dismiss the cars as pretend Benzes, but this view is short-sighted and overlooks their intrinsic practicality.At 4273mm the B Class is 39cm longer and a few millimetres wider than its smaller sibling.Both ranges have been overhauled inside and out, with the obligatory new lights, bumpers and radiator grilles featuring a more prominent three-pointed star.Engines and transmissions remain pretty much the same but have been further refined to produce better fuel economy and less harmful emissions.Combined the A and B Class now make up 18 per cent of Benz sales in Australia and at the moment almost 25 per cent of Benzes sold here are now diesels.The A180 CDI will be available in five-door form only with a six-speed manual standard and uses the same 2.0-litre four cylinder common rail turbo diesel that has powered the B180 for some time.It has been added in response to strong customer demand for an A Class diesel.Personally we have always found the A Class a mite small for our tastes and believe the larger B Class is better suited to our roads and environment.It’s the car that Benz should have built in the first place.Sales speak louder than words and the B Class has quickly outstripped the smaller hatch.The B180 with its 2.0-litre direct injection turbo diesel is an old favourite.With 80kW of power and 250Nm of torque on tap, claimed fuel consumption is 5.2-5.4 litres per 100km, down from 5.8 previously, giving it a range of over 1000km.The car is an ideal size for the city, able to seat four adults in comfort, with plenty of rear legroom and a good sized luggage area.We’d like to see a little more power from the engine and there is in fact a more powerful version available with 103kW and 300Nm.But Benz says the small gain in performance would not justify the extra cost of the car, so we’ll have to be content with the one we’ve got.The lighter A180 with the same engine turns in an even better result at 5.0-5.2 litres/100km, but because of its smaller size is noticeably noisier inside.In the entertainment department, a 40 gig hard disk based navigation and music system is available as an option with both ranges.The navigation system offers a three-dimensional view and the system offers a full range of media inputs including Bluetooth and USB via a variety of connecting cables through a port located in the glovebox.Prices for both ranges are expected to increase slightly, the new A Class more so because it has additional equipment.Prices for A Class currently start at $35,000 and for the B Class at $45,800. 

Small SUVs are the latest big thing on the market and VW wants a piece of the action.German car giant Volkswagen has just done the automotive equivalent of jumping into a creek full of crocodiles.For there, lying in wait are some of the most predatory players in the compact sports utility vehicle segment - Toyota RAV4, Honda CR-V, Subaru Forester and Nissan X-Trail - all of whom made more than half the market in 2007 and so far this year have pushed sales up 6 per cent.VW is keen to get some of this action and, with the new Tiguan, which went on sale this week, ticking all the boxes - and there are plenty to tick - it could just take the edge off its rivals' run.ENGINESHowever, the Tiguan, the company's first compact SUV, is setting off at a trot with a diesel-powered variant Down Under. VW will break into a gallop later in the year, upping the horsepower, when it brings in two petrol-powered versions - the 125kW TSI and 147kW TSI.Over the horizon, we are told, are further variations including a two-wheel drive model.All present engines are charged, meaning the Tiguan is the first SUV in the world exclusively with `blowers' giving greater power and torque, plus better fuel economy.For now, though, we have the 103kW TDI diesel. The 2 litre direct injection turbo oil burner with diesel particulate filter already fulfills the Euro-5 exhaust emission standard that does not come into effect in Europe until next year.The motor puts out 103kW of power at 4200rpm and 320Nm of torque between 1750 to 2500 revs.Power is put to ground via either a six-speed manual or six-speed automatic transmission connected to the latest version of VW's 4Motion all-wheel drive system.PERFORMANCE AND ECONOMYThe maker says the vehicle will reach 100km/h from a standing start in 10.5 and 10.7 seconds respectively, while using 7.4 litres or 7.9 litres of fuel per 100km on the combined urban/highway cycle - that's 38 and 36 miles per gallon respectively. Carbon dioxide emissions are said to be 195g per kilometre and 209g/km. Towing capacity for both is 2 tonnes with a braked trailer, 750kg unbraked. Towbar load limit is 100kg.WHEELSThe Tiguan carries ventilated disc brakes all round with an ABS antilocking system with electronic brake force distribution, brake assist and electronic stabilisation program as standard.Also on all models are 16in alloy wheels, roof rails (100kg load limit), cruise control and multi-function steering wheel.SUSPENSIONBased on the Passat set-up, up front the suspension is independent MacPherson struts with lower wishbone and anti-roll bar; at the back it is independent four link with coil springs and anti-roll bar.A spare wheel - not full size - is stored under the cargo compartment floor.SAFETYOccupant protection is foremost, with the Tiguan clocking up a five-star Euro NCAP crash rating for passengers, four stars for child safety and two stars for pedestrian protection.The Tiguan body structure has an interesting and unique feature. The B-pillar is twice tempered, giving two different strengths to the single piece of metal.Low down, the steel is heat treated to a rigidity that means it will deform and absorb forces in a side collision, while up top the steel is hardened to take the vehicle's weight in a rollover without buckling, protecting the occupants in the cabin. PRICE AND VARIANTS The Tiguan is priced to make inroads into the compact SUV market with a starting price of $33,990 for the 125TSI petrol manual. The auto version is $36,290, while the top-of-the-range 147TSI automatic costs $42,990.For the moment we are left with the two diesels, the 125TDI manual and auto for $35,990 and $38,290 respectively.The cheapest rival is the Subaru Forester 2.4 X at $30,490, while the RAV4, CR-V and X-Trail all start at $31,990. None has a diesel variant.TECHNOLOGYThe Tiguan also introduces a number of innovative new options such as Park Assist technology ($1390), an electrically operated panoramic glass sunroof ($1990) and Volkswagen's new RNS510 satellite navigation system with Rear View Camera ($3490).One piece of high-end technology worth talking about is the Park Steering Assist, the first time this has been found on an SUV.The function allows automatic reversing into a parking space parallel to the road.The driver just controls the accelerator pedal, brake and clutch while the Tiguan steers into a pre-measured space under sensor control. As soon as the driver manually intervenes in the steering process, the Park Assist function is de-activated.Out of the city and into the bush? No worries. Tiguan has an off-road switch that brings into operation a heap of help to make all-terrain drives safe.The switch activates the hill descent control that maintains optimal control in steep descents, modified driving pedal characteristic that meters engine torque, electronic differential locks that are are activated at the slightest slip, ABS adaptation to improve braking on loose substrates, hill ascent assistance supporting climbing and giving clutch protection and, with automatic transmission, gear level pre-select, including optimal engine braking effect.EQUIPMENTStandard on-board convenience features include a multi-function leather steering wheel, cruise control and a radio/CD player with MP3 compatibility, auxiliary input and eight speakers, semi-automatic air-conditioning, four electric windows, electrically adjustable and heated outside mirrors, multifunctional display with trip computer, remote central locking and numerous storage compartments and bins.On launch, early morning dew on the Blue Mountain roads held no surprises - handling was assured, the ride firm yet comfortable. On dirt the suspension did little to iron out corrugations at slower speeds. The faster the drive, the more comfortable was the ride.The engine belied its diesel operation, being quieter than many petrol powerplants on the market.The whole package leaves the traveller comfortable and relaxed. VW hopes this is not the case with the Tiguan's rivals.

 It is only a small “e” in the nomenclature but it represents a huge corporate watershed for Audi as the “other” German brand steps up to show the world that efficiency can be had without a magic bullet. With the launch of the A3 1.9 TDI e Audi Australia has started an internal reformation that is going to rumble across every model line in the four rings' showroom and provide a real-world argument for intelligent design over rampant technology.“This is the start of Audi's 'progressive performance' message,” Audi Australia's Anna Burgdorf said at the launch of the new A3 derivative.The ethos of the “e” car philosophy is largely common sense and involves use of design strategies available to any car manufacturer. There is no breakthrough technology in the engine, no super-efficient gearbox.What gives the A3 1.9 TDI e its remarkable hybrid-challenging fuel efficiency — 4.5 litres per 100 kilometres on the official government cycle — is a series of rather small tweaks that together result in an 8 per cent improvement in economy and the consequent improvement in emissions. Audi engineers have tuned the electronics of the 77kW 1.9-litre turbodiesel engine — the same unit found in the standard A3 and the VW Golf — while lengthening ratios for third and fifth gear in the five-speed manual box, resulting in optimised fuel efficiency, particularly when the driver follows the recommended gear selection as displayed on the dash.The car has also been lowered to improve efficiency through the air, lightened, fitted with aerodynamic plastic covers for the 16-inch wheels and shod with low-friction Michelin rubber to reduce rolling resistance.From there it is down to the desire, determination and concentration of the driver as to how much lower the fuel efficiency can be driven.While it is unlikely that any day-to-day driver will consistently return the 3.8L/100km figures achieved on the 366km launch drive from Adelaide to Kangaroo Island — driving purely for efficiency with windows up, airconditioning off, wing mirrors folded in and as much throttle-off time as possible — impressive real-world figures will be possible. The control car, driven to the speed limits, returned 4.3L/100km for the 366km drive. There is little noticeable difference to the 1.9 TDI stablemate.“The 1.9 e is the most efficient car in the Audi fleet and it shows that hybrid is not the only solution ,” Burgdorf says.“We know the car is not going to be a huge seller, about 60 a year, but there will be an `e' version in all core model lines by the end of the year.”Audi Australia's marketing manager, Immo Buschmann, says the popularity of the “e” cars will grow with the arrival of the A4 and A8 models later this year when the cars will carry badge proof of their green credentials — which is something that the A3 cars currently don't sport.“As a premium brand we have been telling the story of progressive performance for some time,” Buschmann says. “What we haven't been talking about is safety and environmental impact ... it has just been a given that it is there.”Buschmann says the design of the badging is a work in progress but will emphasise the green characteristics.While the strategy is easily implemented there is much more to come from Audi as the philosophy is rolled out across the company and expanded to include more — and more complex — technology.“There are already significant advantages in efficiency over hybrid technology,” Audi Australia's technical manager John Roberts says.“There is the advantage of weight. You don't have to carry batteries.“And there is the packaging advantage — you don't have to give up boot space to store the batteries.”He says 30 per cent of consumption is dictated by driving style.It is this area that the “e” future will target, Roberts says. SNAPSHOT Audi A3 1.9 TDIePrice: from $38,900Engine: 1.9L/4-cylinder turbodiesel 77kW/250NmTransmission: 5-speed manualEconomy: 4.5L/100km (claimed); 3.8L/100km (tested) 

The new C-Class follows last week’s introduction of the new Estate (wagon) in three variants: C200K, 220CDi and 63AMG.The compact Benz carry-all arrives just as the C-Class rides high on a number of best car awards and sales head north.It’s an impressive car in any form.Even the entry level model looks good, drives well and has the all important three-pointed star on the bonnet.The fact Mercedes-Benz has been able to keep the price static for a decade would also help move metal.It’s essentially the same as the sedan underneath and back to the windscreen.After that the Estate is characteristically a wagon with a one-piece tophinged tailgate and long load space that can be expanded when the rear seats are folded.Mercedes-Benz doesn’t have a small SUV in this segment so the wagon has to cover quite a few bases and fend off plenty of competition from other all-wheel drive competitors.Benz has put a more practical focus on this newcomer, creating space in the back to fit in more stuff.It is available in three grades – classic, elegance and avantgarde with varying levels of standard equipment and exterior appearance.Like the sedan, the avantgarde version is the best looker thanks to its more aggressive front end styling and sporty body add-ons.The 200K runs a 135kW/250Nm supercharged four-cylinder petrol engine, the 220CDi is a 125kW/400Nm common rail turbo diesel and the 63AMG is a 6.2-litre, 336kW/600Nm petrol V8.Performance is not an issue with any of the variants, certainly not the 63AMG.Drive is to the rear wheels and the two fours have a five-speed auto with sequential change mode, while the AMG has a seven-speed auto, also with sequential mode.Fuel economy is impressive on the two fours with the 200K good for 8.3 litres/100km and the 220CDi capable of a mere 6.2 litres/100km.Prices start at $58,990 for the 200K rising to $141,300 for the wicked 63AMG variant which will arrive here in time.The cars are five-seaters offering plenty of passenger room and a swag of luxury goodies, including leather upholstery, premium audio, climate control and several electronic goodies.Plenty of options are offered to tailor the vehicles, but even with a standard trim, all variants are well equipped.We took the C200K estate variant for a drive last week and for all intents and purposes it felt just like the sedan, offering sporty performance and handling and plenty of feel for the driver.It is compact enough to fit into tight places, but it’s also roomy inside for four adults.Five would be a squeeze.The load space is big and there’s a full-size spare under the floor.A cargo cover is also provided to keep luggage from view.Bluetooth technology has been installed and there is a handy Speedtronic cruise control system.The interior on our test car was a little dull in grey on grey tones, but other colours are available.The dash layout is functional and attractive with a large television monitor in the middle.It remains hidden when not in use.All variants are fitted with comprehensive safety equipment including stability control, multiple air bags and hill-start assist, which means you don’t have to keep your foot on the brake while stopped on hills.We also like the idea of what Benz had called Pre-safe.It readies systems for maximum protection in an imminent crash. 

Like criticising Lara Bingle for not being erudite, or knowing what erudite means.But let's do it anyway.The thing about the C30 is that it's not supposed to be like other Volvos - ie staid, shoebox like and slowly steady — and the T5 version I was driving, in particular, was rumoured to be quite the jigger.Sadly the C30 is a 'nice, but...' car — not to be confused with a nice butt car, which it is clearly not. Indeed, it has the rear end from that bug-ugly conveyance seen in Wayne's World.The boot is also a triumph of form, or malform, over function. The big goggle eyed rear window looks unique, but it has reduced the boot to the size of a bootie, and the luggage cover makes it still smaller.Strangely, I was approached in a small country town by people who declared that I was driving `a mighty fine car'. This was because they'd approached it front-on, an angle it does actually look pleasant from.I invited them to have a walk around the back and then watched them hack up their pipe tobacco.Visual violence aside, the T5 had its share of problems in our week together.For a start, the driver's seatbelt seemed to be imitating an Anaconda. It was either looping out of the spool and piling up in my lap, or trying to asphyxiate me.Then there was the brilliant, ingenious Blind Spot Information System, which didn't work. Well, it did, because its tricky radar eyes did spot cars in my blindspot and alert me to them by illuminating a light, but it also started returning false positives.This made me think I as being followed around by a Christine-like ghost car, haunting my blind spot.Then there was the smooth road harmonic resonance at 2300rpm, or, sadly, somewhere between 100 and 110km/h. This vibrant vibration was so powerful it made my speaking voice sound like Stephen Hawking.And yet... And yet I still found myself almost liking the C30 at times, almost on alternate days.This is partly because the interior is quite charming — everyone loved the “floating” dash and the Ikea-style blonde wood panelling.Somehow it also just felt like a nice car to be driving, with a slick little gearbox, reasonably communicative steering and a turbocharged five-cylinder engine good for 162kW and 320Nm.Apparently the vigorous Volvo will even sprint to 100km/h in 6.7 seconds, but somehow it doesn't feel that fast.In short, if you try to drive the C30 in a sporty fashion, it reacts like a woman who's been dragged to a five-day cricket Test match.Sure, it will go, but you're going to be well aware it's not that happy about it.Volvo seems to think its sporty spice car is up against BMW's 1 Series, the VW Golf, Alfa Romeo's 147, Audi's A3 and the Mini Cooper S.Only it's not, because all of those machines are more genuinely sporty and none of those buyers would really cross shop against it.And here we come to the nub of the dilemma. Who would actually buy one?The badge puts off anyone young or cool and Volvo can claim its adding youthful vigour to its brand until the moose come home, it just ain't.So we're left with, perhaps, old women who don't need much space for their shopping. But then they wouldn't have much need for turbocharged engines or lairy wheels, either.Then there's the price, which would tend to scare most people.While the range starts with the C30 S at $34,450, the version I was driving was a simply silly $42,450. You could have a Subaru WRX for that money, although it's unlikely that anyone who would darken the door of a Volvo dealer would consider such an alternative.So, in the end, I'm confused. But not half as confused as the people at Volvo.

The car that helped power the back-to-black turnaround at Maserati is now even quicker.The Gran Tourismo has grown an S badge and more muscle to become a boulevard cruiser with a sinister character just waiting for a winding road to explore.The GT was originally developed in only 18 months but has been so successful, alongside the luxury Quattroporte, that it is a crucial part of a plan to lift sales from 8500 to 15,000 cars within five or six years.Maserati cannot keep up with world-wide orders – 1700 customers are still waiting for their cars to be built – but that has not stopped the GT-S from going ahead.The order books are already open in Australia, even though deliveries will not start until early next year.Local importer European Automotive Imports expects to sell 60 next year, along with 120 each of the standard GT and the Quattroporte, even though the price – about $330,000 – will be $30,000 more than the existing model's.The stunningly beautiful four-seater GT-S shares the same DNA as the Alfa 8C Competizione, which we don't get in Australia because it is built in left-hand drive only and shares mechanical components with Ferrari.The standard Gran Turismo is a knockout grand tourer, but the S adds fiery spice to the equation.And what does the S stand for? Maserati says Sport, but it could also stand for spectacular, sensational or sexy. Take your pick, all three apply.But it will take a Maserati train-spotter to pick the changes to the S over the standard GT from a distance.The only clues are the bolder grille, darkened headlights, side skirts, twin oval exhaust pipes and dark 20-inch alloy wheels.Inside are new, body-hugging sports seats.And, the car being at the high end of Italian design, buyers can choose from a range of interior colours.The big change is under the muscular bonnet. The standard GT's 4.2-litre V8, which is supplied by Ferrari, has been massaged in the GT-S to 4.5-litres, with a gain in power from 298 to 323kW at a lofty 7000 revs. Torque is up from 460 to 490Nm at 4750 revs.On the road, the power gain has lowered the 0-100km/h sprint from 5.2 seconds to 4.9 — and a claimed top of 295km/h (up 10km/h) makes it the fastest Maserati in production.That's an impressive set of figures for a car that weighs more than two tonnes when fuelled and carrying two people.To take full advantage of the lift in performance, Maserati swapped the Turismo's six-speed ZF auto gearbox for its in-house designed, electro-actuated semi-automatic box. Shifting is done by large paddles either side of the steering wheel.This smart six-speed transmission is essentially three gearboxes in one, and all three subtly change the character of the car on the road.The new robotised MC (Maserati Corsa) gearbox has been moved from the front to between the rear wheels for better weight distribution of 53 per cent to the rear and 47 per cent to the front.Providing certain criteria are met, the MC system pre-engages the next gear so gear engagement is made in 40 milliseconds and the entire gear change is completed in 100 milliseconds — substantially faster than a driver can move a traditional gear stick. On the roadI reckon Maserati has missed a golden chance to promote theGT-S. It should have recorded the deep-set V8 engine growl and sold it to mobile-phone users as a ring tone.The sound from the twin exhausts is reasonably restrained and neighbourhood friendly in normal mode, but select manual sports mode and most of the exhaust gas is rerouted to bypass the muffler.The GT-S comes alive, aggressive and loud. The wonderful exhaust note, complete with a howling bark and cackle on down-changing and over-run, is magic, especially when amplified in the narrow streets of Modena.The new semi-auto gearbox is so diverse it gives the car three distinct driving characteristics.You can leave it as a conventional full automatic, or a semi auto with the driver doing the changes via the steering wheel paddles (and changing the engine exhaust note). And you can go the full monty and have the added MC performance of super-quick changes in sports mode.Despite the gorgeous styling, there is no hiding the size of the GT-S, but getting two tonnes to 100km/h in less than five seconds is impressive. It reflects how well the torque is delivered, especially above 3200 revs.The bad news: fuel consumption is not impressive, even though Maserati has made an effort to make the engine more efficient. The Euro fuel figures are 21.6 litres/100km urban cycle, 10.0 litres/100km on the highway and 14 litres/100km for combined cycle.Nor is it a clean, green engine. It produces 330g/km of CO2.To put that in perspective, at least three cities in Germany are banning cars from city centres if they produce more than 160g/km of CO2.The conundrum for the GT-S engineers was to design a car that offers supercar performance with luxury car comfort.It's a marriage that works. Road-holding is exceptional and balanced. It sits wonderfully flat on the road and mid-corner acceleration produces little in the way of weight transfer, though the steering can be a little slow in the twisty stuff.As expected, the ride is firm — even on smooth European roads — but I will reserve judgment on the ride quality until it is tested on more familiar Aussie roads.Maserati says the main rivals for the GT-S will be the Porsche 911 Carrera S and the Aston Martin DB9.Is it good enough to beat them? Definitely. Snapshot Maserati GT-SPrice: $330,000Engine: 4.7-litre V8Power: 323kW at 7000 revsTorque: 490Nm at 4750 revsTransmission: MC-Shift electro-actuated six-speed gearboxPerformance: 0-100km/h in 4.9 seconds, top speed 295km/hEconomy: 25.2l/100km city, 11.3l/100km highway; 16.4l/100km combined (European figures)Emissions: 385g/km CO2 

Despite a tidal wave of SUVs swamping family buyers, Peugeot says the latest 308 wagon -to be called Touring when it arrives in Australia in August will re-define the market. It has proven to be a success even before it goes on sale. So far Australians have pre-ordered almost the entire 308 Touring annual quota of 1150 units.The wagon comes with a seven-seat option, tackling the bigger and more fuel-sapping SUVs with temporary room for two children.There's also a full-length glass roof as standard and flexible concepts such as the three individual centre-row seats, which are removable and can even be repositioned as two seats. The 308 Touring's rear window is bigger and curved and flips up independently to the tailgate.The wagon comes in small-bore diesel and petrol, turbocharged petrol and big-bore diesel, with transmission variants from four-speed and six-speed autos to the new, slick, six-speed manual. All this and a forecast $30,590 opening price for the automatic petrol XS version is intended to build on the tremendous success of the 308's predecessor, the 307. Peugeot Australia spokesman Mathew McAuley says the Touring is expected to account for 40 per cent of 308 sales.A lion's share of the Touring sales will be diesel, though this won't be as high as the 75 per cent take-up witnessed in the 307. He expects 65 per cent of Touring buyers to take up the $1200 seven-seat option as an after-sales accessory.Also on the option list is leather upholstery, including heated front seats, for $2900.Pricing for the Touring starts at $30,590 and rises through the seven models to $38,390 for the two-litre XSE turbo-diesel automatic.The wagon is $1600 more expensive than the hatch versions. But the new 308 Touring gets more features, including the panoramic glass roof that is normally a $1000 option.Clearly, it is based on the 308 hatch and yet it has a long list of unique features.The wheelbase is 100mm longer and the length is out by 224mm, so it has improved legroom in the centre and rear.The centre seat is on rollers for a 90mm fore/aft adjustment that expands the third row's legroom. Peugeot correctly terms the third row as occasional and while an adult can squeeze in here, it's purely for smaller people.The boot gets a roll-out cover blind, luggage net, carry hooks and a removable and rechargeable torch that doubles as the cargo light. A full-size spare wheel is located beneath the chassis. Now that the family is seated, Peugeot went for enhancing the wagon's ownership and started with economy.The European-spec tyres are Michelin's new Energy Saver rubbers _ not yet specificed for Australia _ that claim a 13 per cent fuel saving on the previous 307 wagon. The new Touring is sleeker and its slippery aerodynamics will further trim fuel consumption while cruising.Thankfully, the 308 Touring doesn't share the 207 Touring's awkward rear end. A long wheelbase, compliant suspension and the promise of a perky turbo-petrol engine make on paper at least the 308 Touring an appealing all-purpose machine.That promise transfers neatly into the tangible, though the degree is dependent on the engine chosen. Australia will get four engines missing out on a gaspy 1.4-litre and the hot 128kW version starting with a pleasant 1.6-litre normally aspirated petrol.Few should complain about this little motor that works a tight balance for economy and performance. Less can be said of the 1.6-litre turbo-diesel. This economy-minded engine comes only as a manual transmission version and needs serious rowing. Then there's the 1.6-litre turbocharged petrol with 110kW that combines frugal thirst and decent performance.When pushed on the Sardinian test route, it was quite thirsty even in manual form.Australia will get this engine only with an automatic gearbox and only in the top-line XSE trim, priced at $35,190. There's little to complain about in ride comfort and general handling, though the wagon becomes quite nose-heavy through fast, tight corners and will activate the standard ESC.The standard glass roof with an electrically-operated fully-lined cover gives the unusual feeling of travelling in an aquarium. The triple-layer UV-protected glass may just be a bit too sun-friendly for some parts of Australia.But full marks to Peugeot for the quick and easy ability to remove the centre-row seats, though they are heavy and will be awkward for mum to remove.Still, it's an impressive machine and will certainly sway potential SUV buyers who don't really need an all-wheel-drive and big fuel bills.