Luxury Reviews

Honda's latest Accord strikes deep into homegrown territory.It is similar in size to Commodore, Falcon and Aurion, comes loaded with equipment, a choice of four and V6 engines, and is priced to hit the locals where it hurts.And the V6 is clever enough to run on six, four or three cylinders, to save fuel.This eighth-generation Accord is aimed at buyers looking for a large car at a keen price, with what Honda claims will be low running costs and a high retained value.Prices reflect the free-trade agreement — no 10 per cent import tax — with Thailand, where the Accord is built.There are two 2.4-litre, four-cylinder models, the VTi at $29,990 and the VTi-L at $36,490, and two 3.5-litre V6 models, the V6 at $38,490 and the V6-L at $46,990.The new Accord is a larger car all round and a genuine adult five-seater.Park it alongside its local rivals and it doesn't look any bigger, but it is 51mm longer than a Commodore, 15mm longer than a Falcon and bigger all round than an Aurion.However the width is trimmer — 54mm narrower than a Commodore and 18mm narrower than a Falcon.Behind the wheel it doesn't look or feel as big as the locals, due to the chamfered corners, wraparound lights, curved bumpers, slim roof pillars and a sloping tail.Boot volume doesn't match the locals, but it does have a full-sized spare wheel.The 2.4-litre, four-cylinder version is, as expected, no fireball. But it does its job admirably.Tweaking the variable valve timing has helped lift power and improved fuel economy.Output from the 2.4-litre engine is up 8kW to 133kW, and up 4Nm to 222Nm. Its combined fuel economy (standard unleaded) has improved 8 per cent, to 8.8 litres/100km.Complementing the engine is the decisive and intuitive five-speed automatic.Acceleration and mid-range response are brisk enough once it gets into stride and it cruises easily on the open road.It is also relatively quiet and composed.The transmission has an S (sports) slot below D (drive) and steering-wheel paddle shifters.In S it operates in the first three ratios only, or by triggering the paddle shifts, allows manual selection of all five ratios.The paddle shifts can also be activated in drive. This is useful when slowing, and reverts back to full auto after five seconds.The upgraded V6 is a worthy rival to the Aurion for response and smoothness.A lift in capacity, from 3.0 to 3.5 litres, has increased power by 25kW to 202kW and torque by 52Nm to 395Nm.This just pips the Aurion as the most powerful engine in its class.Step-off response is lively and the punch continues seamlessly through to maximum revs.It also has the advantage of a three-mode cylinder deactivation system, to improve fuel economy.Under load the engine fires on all six cylinders. When cruising and at light throttle it runs on three cylinders and in between it runs on four cylinders.The transition is automatic and silent, apart from a slight exhaust growl on trailing throttle.Whenever the green `Eco' light comes on, on light or trailing throttle, the driver gets a warm fuzzy feeling.Honda says fuel economy improves 6 per cent over the previous V6 to 10 litres/100km on the combined cycle, marginally above the Aurion.Dynamically the Accord is a safe and reassuring car to drive, although enthusiastic drivers will be left looking for more.The suspension is set up to deliver a smooth and compliant ride over all surfaces and confident and secure handling.Steering is light and accurate enough and the brakes confident.The interior is attractive, with well-placed controls, high-quality trim and plenty of storage.The driving position suits all sizes, the seats are supportive and head and legroom are generous for five adults.Standard equipment includes stability control, front and side airbags, traction control, dual-zone climate control, a five-speed automatic transmission, cruise control, steering wheel paddle shifters and audio controls, a six-CD 160W audio system, steering wheel audio controls, power windows and alloy wheels, but no trip computer.The rear seat folds and has a ski-port, but no split fold.Parking sensors are an option on all models.The VTi Luxury adds heated front seats, the V6 lumbar support for the driver and side mirror indicators and the V6 Luxury adds satellite navigation, a reverse camera and a trip computer.Maximum towing weight is 1200kg, or 400kg below its rivals.

The new Peugeot 308 has become even prettier, more feminine, than before — if that is possible.Just as well, because the majority of buyers of the previous model 307 were women.My wife and two daughters love the new curvaceous body, the almond-eyed headlights, perfume-dispensing airconditioning with a selection of six fragrances, petite pedals, quiet and soft-touch cabin, 12 exterior colour choices and small latte holders, rather than macho jumbo-sized drink holders.And my girls love the pretty little wing mirrors which fold away when the car is locked. It's not a gimmick; it's vital in the small streets of Paris where the wing mirrors on parked cars often get knocked off as cars rush past.The eighth-generation 308 five-door hatch comes in a choice of two 1.6-litre petrol engines, one a turbo, and two turbo-diesel engines, 1.6 and 2-litre. The two-litre petrol engine has been scrapped for the turbo 1.6.Previously there were three trim levels in the petrol and two in the diesel. Now there are three trim levels in each: XS, XSE and XTE.Prices are up $500 for the XS petrol at $25,990 and $1400 for the XSE, even though it drops from two-litre to 1.6.Diesel XS models remain the same at $29,990, while the XSE HDi is up $1000.Choice of transmissions is five-speed manual (XS, XS HDi, XSE Turbo), four-speed auto (XS, XSE, XSE Turbo, XTE), six-speed manual (XSE HDi) and six-speed auto (XSE HDi, XTE HDi).The Porsche-derived four-speed auto costs an extra $2000 and $2200 for the six-speed.I recently drove the XSE Turbo with five-speed manual ($30,590) and the XSE HDi ($35,790).The top-spec models come with a healthy list of features.However, the Turbo I drove also had the full-length glass sunroof ($1000) and dashboard-mounted, pop-up sat nav system ($3600) that includes a 30Gb hard disk to store 180 hours of music, Bluetooth and an SOS button that will dial 000.Another neat audio feature is iPod or computer game connectivity via RCA plugs in the glovebox.However, there are no steering wheel-mounted controls for cruise or audio. They are all on stalks behind the wheel which is very awkward.Accommodation inside is generous, but legroom in the back will be at a premium if there is a tall person in the front.As in most French cars, the seats are sumptuous, like big lounge chairs. But you wouldn't expect your lounge suite to hold you in place if you were going around a corner at 60km/h, and neither do these.I found the speedo difficult to read in daylight as the numbers are a bit spindly, especially when wearing prescription sunglasses to see into the distance.On the road, the car is exciting to drive, although eerily quiet. The diesel is as quiet as the hush-hush BMW 530d.Engineers paid a lot of attention to reducing rattles, squeaks, engine noise, wind buffeting and tyre noise.Even the door speakers are mounted to the door, rather than the trim, to avoid vibration.This is now one of the quietest cars in its class. Even the diesel engines have little audible clatter or roar from within the cabin.Unfortunately, it takes some of the excitement out of the turbo which could do with a little bit of exhaust rort.Both the turbo petrol and diesel engines have strong low and mid-range torque which makes daily driving chores responsive.The diesel loses breath up top where the 1.6-litre turbo from the Mini Cooper S and the Peugeot 207 continues to shine. Steering is a bit on the heavy side and there is a twitch from torque steer in both models.The brakes are strong with a firm and responsive brake pedal and women will approve of the light clutch and foolproof manual box with well-spaced gears. On the national launch in February, the second-to-third change was notchy, but not on this test car.The automatic was overly responsive to aggressive input, holding on to gears much longer than needed after you have given it a heavy foot.The turbo returned fuel economy of 9.2L/10km while the diesel claimed 6.6.On the safety side, there are six airbags, a five-star European crash rating and stability control.A Touring (wagon version) is coming in August and a CC (cabrio-convertible) in February. 

 Droptop buyers on a budget can at last put BMW on their shopping list.Instead of settling for a convertible Ford Focus, or Holden Astra, or Volkswagen Eos, they can buy a badge to set them apart from the crowd.“We're hoping to get non-premium segment buyers,” 1 Series product manager Paul Ryan says.In a segment in which style usually triumphs over substance, BMW has given its rivals something to think about. The pricing and standard equipment on the entry-level 120i makes it a genuine option for many buyers in the market for a small luxury convertible.BMW has a long history of compact convertibles, most recently with the 3 Series, but that car has grown up and left a hole in the range, a hole filled by the 1 Series Convertible, which joins a growing crowd in the compact convertible market.And it does even more that than, breaking new ground for the German luxury brand. PRICING AND EQUIPMENTWith the entry-level 120i available at $52,990, BMW says it will open the door for a new breed of buyers.The 120i stacks up well on price and equipment against such cars as the Astra, Focus, Eos and Audi's forthcoming A3 Cabriolet.Standard features include leather seats, fully automatic roof, 17-inch alloy wheels, fog lights, leather sports steering wheel, cruise control, climate control airconditioning, Bluetooth and iPod/MP3 input for the stereo plus all the usual safety features (anti-skid brakes, traction control and electronic stability control).But, as is typical of BMW, the options list is long and expensive. For example, metallic paint will cost an extra $1600.If you have more money to play with, BMW caters for that, too, with the six-cylinder 125i and 135i.The 125i starts at $63,400 and the twin-turbo 135i at $78,400, both with six-speed manual as standard. STYLINGWhile the 120i is strong on value that isn't to suggest the 1 Series Convertible lacks any style.The topless version is arguably the best looker in the 1 Series range. For the first time the car's long bonnet is balanced by a long tail, leaving the car well proportioned. MARKETThe biggest danger the car poses for BMW is damaging the brand's image of exclusivity. The company has to walk a fine line between retaining its image and increasing sales volume.BMW is planning for 700 convertible sales to add to the 500 coupes and 1700 hatches.“We're expecting a younger market, a conquest market and a strong female market,” says Ryan.The 120i is expected to make up the bulk of the sales, with 150 already ordered by dealers, but Ryan says it will be hard to judge how popular the six-cylinders will be.“The segment is going to get competitive,” he says. ON THE ROAD In a segment where good looks are usually the most important feature, the 1 Series is a refreshing driving experience.Sticking with the BMW ethos, the car is rear-wheel drive, giving it a huge dynamic advantage over the opposition.Even though no 135i was on offer at the launch, our time in the 120i and 125i was enough to leave a good impression.Early reports suggesting Australia wouldn't get the 2.0-litre four-cylinder engine proved wrong and the 1 Series convertible is all the better for it.Not only does the 120i help the car's price, it's a really fun car.It may need plenty of revs to find its real performance, but the car is happy to live above 5000 revs, making a great sound while it's there. The six-speed manual gearbox is a good unit and well-suited to the engine.The only downside to the 120i is the suspension.The smaller engine changes the settings and the ride is harsher than in the six-cylinder 125i.In contrast, the 125i was supple on the bumpy country road on which we tested it and felt sure-footed when driven hard.In fact, both variants felt like serious driving machines when pushed, rather than flashy boulevard cruisers, testament to the emphasis the company puts on driving dynamics.By making the car an entertaining drive the 1 Series will cater to a wider audience.That means in addition to Astra, Eos, A3 and the Peugeot 307CC, the 1 Series should be considered by those looking at a Mazda MX-5 or Nissan 350Z Roadster. VERDICT: 8.5/10BMW 1 Series convertiblePrice: From $52,900 (120i), $63,400 (125i), $78,400 (135i)On sale: MayEngine: 2.0-litre four-cylinder petrol, 3.0-litre six-cylinder petrol, twin-turbo 3.0-litre six-cylinder petrolPower: 115kW at 6400 revs, 160kW at 6100 revs, 225kW at 5800 revsTorque: 200Nm at 3600 revs, 270Nm at 2500 revs, 400Nm at 1300 revsTransmission: Six-speed manual or six-speed automatic, rear-wheel driveEconomy: 8.1l/100km, 9.1l/100km, 9.8l/100km on combined cycle 

The mission statement for the newest member of the Lamborghini family is simple.The Gallardo LP560-4 is tasked with making the Italian exotic maker the most desirable super sports brand in the world, a big job, because Lamborghini has always struggled to be as credible or as fashionable as near-neighbour Ferrari.Lamborghini's LP560-4 – the name stands for for Longitudinal Position, 560-horsepower, four-wheel-drive – is a heavily revised remake of the original `Little Bull' that has been around since 2003 and has become the most successful Lambo model in history with 7100 sold.The plan is to give the substance to support its neck-snapping extreme designs and to lift sales 5 per cent on the 2046 result of last year.“We want to become the most desirable super sports car brand in the world – the most profitable and, for our employees, the best place to work,” Lamborghini boss Stephan Winkelmann says.“A Lamborghini is not something you need to have, it is something you want to have.”The new Gallardo has gone ahead in all the right places and is lighter, faster, kinder on the environment and more pedestrian-friendly.There are significant gains for a coupe, which will cost $455,000 in Australia, where 15-20 cars from next year's production batch of 1000 will be sold.The V10 engine has been redesigned by Lamborghini and it has increased capacity – up from 5.0-litres to 5.2-litres – and a higher compression ratio for a rise in power from 382kW to 422kW and a flatter torque curve that improves driveability across all engine speeds.Against the clock the new baby Lambo arrows to 100km/h in 3.7sec (.4sec quicker than the previous model), has a maximum velocity of 325km/h (up 10km/h) and has shed 20kg to sit at a 1410kg kerb weight.Countering all of this testosterone-driven performance is the huge 18 per cent reduction in emissions, with C02 at 327g/km, a figure for the E-gear transmission fitted to 90 per cent of cars.A lot of work has been done on optimising the updated engine with the Audi-issue all-wheel-drive layout, where a mechanical differential at the rear allows 45 per cent limited slip with a front electronic diff lock.The suspension front and rear has been redesigned. It has fresh springs, dampers and anti-roll bars. And an added tie-rod at the rear is said to help provide the fastest set-up.Body changes include a reshaped front-end, larger side air intake scoops, and a crisp, clean rear with new striking tail lights above a black-mesh air outlet with four tailpipes harnessed in a tough-looking rear diffuser.The newest Lamborghini is a flawed genius.There are few other ways to describe this exotic, two-seat, mid-engined monster with its deeper-breathing V10 engine.The press preview drive in Las Vegas revealed cars that got hot too easily and with a nervous feel in the rear end – not good for a car of this price and position.The new Gallardo is an exercise in controlled evolution, since the original “Baby Bull” helped fire the unprecedented Lamborghini sales spurt since joining the bigger, badder Murcielago.It was unleashed at the Las Vegas Speedway, first on the Nascar oval, then the twisting infield course, before a run on desert roads leading to monstrous Lake Mead.At the track you would think the LP560-4 would stick like a slotcar, but there at times it was a little hesitant in the rear.This was repeated on the highway when cornering at a gentle 80km/h.Lamborghini says its new rear suspension is the best way to get the car to turn, but the compromise is this little rear-end moment.If you lift off the throttle or brake or shift gears the rear-end feels like it wants to walk around.There is never any suggestion it wants to swap ends but it is a flaw that has been dictated by the stopwatch rather than ironing out a stability glitch that should not be there.On the overheating front, it took only five laps behind a Lamborghini test driver for some of the Gallardos to drop maximum revs from 8000 to 6000.The company says the cars ran too close to those in front and were not getting enough air circulating through the enlarged side scoops.Still, the cars were set for serious track time. They had sports suspension, carbon-ceramic brakes and 19-inch Pirelli P-Zero rubber, with a double compound and 10 per cent less rolling resistance up to 80km/h.The good news about Gallardo II is that steering is communicative, brake pedal feel is superbly modulated and the E-gear transmission is well hooked up to the engine.But judging by a right-hand drive display car, the cabin is compromised. The US driving was in left-hand drive cars, but the display unit showed a squared-off wheel arch that intrudes into available foot space. Pedals are offset to the left but the steering wheel remains in the right place.So you will constantly brush your right foot against the wheel arch intrusion when applying the throttle.Inside, the partnership with Audi is showing tangible signs of taking Lamborghini to new levels of quality. A blend of Audi and Bentley touches show in the gear and instruments.The Lamborghini is a slick weapon, but it will not out-run a Porsche 911 GT3 on any point-to-point run. It is also debatable if it is worth $200,000 more than the Audi R8 two-seater.  

Here’s a party trick: Name Subaru's biggest-selling model in Australia. Impreza? No. Liberty? Nope. It's the trusty and worthy Forester

It was just as well we tasted the Elise S before having the chance to drive the Exige S.

There is nothing radical about the new Honda Accord Euro. It's evolution over revolution — a philosophy Honda has made something of a catchcry — after the big breakthrough with the first Euro five years ago.Even the price will be much the same, with a small increase on the current $33,990 base when cars arrive next month.The sportier four-cylinder Accord Euro will again sell alongside the US-styled wide-bodied V6 car in a two-pronged strategy that has worked well in Australia.This time the Accord Euro changes are more subtle, the improvements more focused and the outcomes less radical. And that is just fine with Honda Australia boss Lindsay Smalley.“The original Accord Euro hit a mark for us. There have been 45,000 Accord Euros sold since mid-2003, making it out best-selling sedan,” says Smalley, speaking at the international launch in Vienna.“To make radical changes to something that successful would not have made sense.”Smalley says the two-Accord approach works well and will not be touched.“When we introduced the two-Accord strategy, there was much concern that it would lead to confusion.“However, we have been able to sell Accord and Euro Accord side-by-side to two vastly different buyer profiles,” he says.Even so, the difference between the two cars in 2008 is so great that Honda is claiming a new segment for the Euro . . . the Advanced Premium Sport Segment.“In the European markets, the car is being sold against Audi, Mercedes-Benz and BMW,” Smalley says.“That is not going to be the case in Australia where we will sell mainly against VW Passat, Subaru Liberty and Mazda6 with some shot at some of the prestige brands.”The Euro Accord will have a single 2.4-litre petrol engine linked to either a six-speed manual or five-speed automatic transmission. And there's three specification levels: Euro, Euro Luxury and Euro Luxury Navi.The chances of the 2.2-litre diesel joining the stable within the next 12 months have been improved by the announcement that the torquey four-cylinder will gain a five-speed automatic next year.Specification levels will be high. The base car will have six airbags, electronic stability control, anti-skid brakes, cruise control, automatic airconditioning, 10-speaker six-CD stereo, 17-inch alloys with a full-size spare, reach and rake steering adjustment, power steering, active headrests and cloth trim.The Luxury model adds sunroof, leather interior, heated seats, eight-way power seat adjustment, 18-inch alloys (space-saver spare), HID headlights, rain-sensing wipers fog lights and front and rear parking sensors. The top-line Euro Luxury Navi gets an Alpine navigation system, Bluetooth preparation and reversing camera.On the roadThe best way to describe the new Euro is refined. The car feels solid yet rides the — admittedly good — Austrian roads with an aplomb many above it may envy.It is not difficult to believe that much of the engineering improvement in the car has been concentrated on the chassis.Though longer, wider and with a wider track, the new Euro sits lower. The engine and fuel tank have also been lowered within the structure. It exudes an even sportier essence than the model it replaces.Improved body rigidity, through increased use of ultra-high tensile steel and re-engineering of the front body structure — combined with an all-new front double wishbone and rear multi-link suspension — gives the Euro a noticeable improvement in stability when cornering.Refinement levels have been improved, partly by the stiffening of the chassis and with additional sound absorbing and deadening materials lining the cabin.With 147kW and 234Nm — both counts up slightly — the 2.4-litre motor is never going to outpace any of the true performance sedans, but it doesn't need to.Performance is adequate. It is unfussed and largely stress-free, either with the slick six-speed manual transmission or the slightly less engaging five-speed automatic gearbox.The diesel, as is generally the case, is the stronger of the two engines with its 110kW and 350Nm output giving it enough top end to justify getting there quickly through the hugely torquey mid-range.Steering is light yet not uncommunicative. There were times on the test drive when the front wanted to push on, but never in a nasty manner.Interior space in the Euro is generous for the class, particularly in the front, where there is no need to rub shoulders.The news is not as good for rear-seat passengers, where space is more of a premium, particularly if those in the front choose to stretch.Trim in the high series cars driven at launch is stylish, and the fit and fitment is what you would expect from a car with prestige aspirations. Price: About $34,000On sale: JuneEngine: 2.4-litre four-cylinder petrol, 2.2-litre turbodieselPower: 147kW, 110kWTorque: 234Nm, 350NmTransmission: Six-speed manual (petrol and diesel), five-speed auto (petrol), front-wheel driveEconomy: 8.9 litres for 100km (petrol), 5.9 litres/100km (diesel) 

Owners of the new Saab Turbo X will get a personalised greeting when they switch on the ignition.A “Ready For Take-off” message flashes in the main instrument display with the owner's name and car edition number.The mean-looking Turbo X will be launched next month in all-wheel-drive, rekindling the spirit of the 1980s Saab 900 Black Turbo.Only 30 Turbo X vehicles will be released in Australia and New Zealand, with 25 Sport Sedans at $88,800 (manual) and $91,300 (auto) and five SportCombi models at $91,300 (manual) and $92,800 (auto) arriving before September.GM Premium Brands communications manager Emily Perry said they had three confirmed orders for the Turbo X.Perry said the Turbo X AWD technology would become available in an all-wheel-drive version of the Aero late in the year.“That is, by Christmas you'll be able to choose the current 188kW FWD Aero or the 206kW XWD Aero,” she said.However, Turbo X will include unique features that won't be available on the standard XWD Aero such as the electronic limited slip differential but it will be an option.The Turbo X is powered by the 2.8-litre turbocharged V6 engine and features Saab's Cross-Wheel-Drive technology, which allows torque to be split to either side of the rear axle by way of an electronically limited-slip differential, based on information from the stability-control and traction-control systems.To optimise traction at take-off, Saab XWD incorporates a pre-emptive engagement of the rear wheels, eliminating the need to detect front-wheel slip before rear drive is activated.It also features an active rear limited-slip differential; which can transfer up to 50 per cent of maximum rear torque between the rear wheels to which ever has more grip.Turbo X also has retuned suspension, an electronic chassis, special throttle and powertrain settings and special styling.All cars will be black, with the front grille and all exterior detailing accented in a matte-grey titanium-like finish.Up front is a deeper lip spoiler and integrated air intake and, at the rear, the reprofiled bumper and insert panel lowers the point of air-flow separation to reduce drag and assist the vehicle's high-speed stability.The Sport Sedan features a rear spoiler that extends the line of the trunk deck, reducing high-speed lift forces at the rear axle, and the SportCombi has a similar spoiler that extends the rear roofline.They sit on 18-inch, three-spoke titanium-like alloys (19-inch available as a factory option at $2250) and feature twin, rhomboid-shaped tailpipes.The black theme is continued in the cabin with black leather upholstery (premium upholstery costs an extra $4000), and carbon-fibre fascia, door inserts, glove box and gear shift console.The Turbo X boost gauge is a replica of the original 900 Turbo display.  SnapshotAudi A5 3.2 FSIPrice: $91,900Engine: aluminium, 3197cc, 24-valve, direct injection, DOHC V6Power: 195kW @ 6500rpmTorque: 330Nm @ 3000-5000rpmTransmission: 8-speed continuously variable multitronic transmission with DRP sport program, front-wheel drive with electronic stabilisationSuspension: 5-link (front), independent-wheel, trapezoidal-link (rear)Brakes: dual-circuit brake system, ABS, EBD, ESP, brake assist, tandem brake boosterWheels: 7.5J x 17 cast alloysAcceleration: 0-100km/h in 6.6 secsFuel: 95 RON, 65L tankEconomy: 8.7L/100kmCarbon emissions: 207g/kmOptions: metallic paint $1600, 18-inch wheels $1350, sports seats $800, memory seats $1300 and B&O sound system $1550 

We looked forward to being seen in the latest edition of BMW's X5 with the special enthusiasm one might reserve for being clamped in stocks and pelted with rotten vegetables by a jeering mob of vigilantes.It's not for nothing that the regular reader (happy Mother's Day, honey) has begun to suspect we're not altogether in favour of fat SUVs in the city.So, just to clarify: we do not advocate persecuting owners. Gosh no. They should have a fair trial first. Then on to the persecution.It isn't that SUV owners are necessarily worse drivers than the rest of us — the Australian standard is universally awful. Which is a bit like the roads, actually.It's just that when an SUV-head lurches down the City West Link (mobile clamped to ear and two wheels in each lane) or U-turns at a red-light intersection, or can't be bothered indicating before lane barging, they're liable to inflict a lot more damage on an innocent road user than the idiot who does likewise in a Yaris.Possibly the best that can be said for the X53.0sd (“super diesel”, for heaven's sake) is that it almost overcomes the prejudice of even so vehement a critic of SUVs in the suburbs as we.It's hardly BMW's fault that this country's mad tariff and tax regime would make a behemoth such as this more affordable than a sedan fitted with the same stonking 3.0-litre twin-turbo inline six-cylinder diesel. Not that the hugely-praised-in-Europe 335d is on the cards for this part of the planet.And that's a pity because, in typically clinical Bimmer fashion, it's mightily impressive — even more so in its way than the marque's much babbled-about (by us) twin-turbo petrol engine.As harnessed to the 3.0sd, it achieves an impressive 200kW and a truly alpine torque peak of 565Nm from way down low in the rev range.Near as frugal and low-emitting as the lesser X5 3.0d Executive, the uber version is almost sports-sedan quick. A neat 7.2 seconds is claimed for the 0-100km/h dash and it feels it — you have to look hard to detect any substantial lag when leaping off the line.And it gets about as close you could reasonably expect something of this size and displacement to sports sedan-like handling.BMW likes the X5 to be known as an “SAV” — for sports activity vehicle — as opposed to the utilitarian SUV. This isn't just the jargon you expect from a car company: the X5's rear-biased all-wheel-drive, balance and general dynamic surety are enhanced when pushing on a bit by electronic safety devices that presume the driver has some slight idea of what they're about.Still, as we say, that's a generous assumption in a country of non-existent driver training.In oppressive city conditions (and let's face it, most X5s leave town once a year to go to Thredbo), the reversing camera and all-around visual proximity sensors make it easier to reverse park than certain hatchbacks we've driven lately.Though the vehicle is well-endowed with kit by BMW standards, the options list is long and varied enough to fill one of these columns.Suffice to say, our loan vehicle came with the $4500 sports package which adds sport suspension settings (which, just for once, manage not to wreck the ride), a fat steering wheel, 19-inch light-alloys, nicer seats, poncey trim and even tarted-up roof lining.None of these niceties disguises the stark fact that this is basically a Bimmer interior, comfortable enough to be sure, but some way from the MLs, Q7s or Cayennes of this world.Of all the German marques, it's the current generation of BMWs that serves most to remind us of Blackadder's immortal remark that “there's no word in the German language for fluffy.”Frippery aside, the newest X5 is remorselessly impressive — a better idea in most circumstances than the substantially more expensive and thirsty V8 petrol jobbie.Yet for everyone sitting smug in an X5, there's always going to be someone who sees you as a complete knob. Even if they don't lob an old spud at you. Snapshot BMW X5 3.0sdPrice: from $105,800Engine: 3L/6-cylinder turbo diesel; 200kW/565Nm and 0-100km/h: 7.2secondsEconomy: 12.4L/100km, as tested 

Now threatened as Jaguar prepared to launch a new cat this week in Victoria's chilly high country.But it held off long enough for us to put the new Jaguar XF through its paces, amid jibes about Jaguar's impending sale to the Indian Tata conglomerate.Interestingly, Tata already owns another English icon Tetley Tea.Looking more like a coupe than a sedan, the big four-door, five-seat saloon hits all the right notes and is sure to “curry” favour with its new masters.The mid-sized and mid-priced XF is a replacement for the aging and somewhat ungainly S Type sedan, but visually at least it appears to have more in common with the sleek XK two-seat sportier.It's the dawn of a new era for Jaguar, trumpet the execs, at the same time talking up the company's sale by Ford, which is due to be finalised next month.They say Jaguar is making money but its main problem lies in its loyal but shrinking customer base - the average age of which is 57.Ironically, instead of the younger group the entry level X Type is targeted at, its buyers are mainly cashed up retirees.It is probably a good thing then that current S Type owners apparently aren't too fond of the new XF's styling.Jaguar revealed that 77 per cent of the 200 or so orders it is holding for the car are from people who don't own a Jag.XF is the work of Jaguar design guru Ian Callum who also penned the XK.At 4961mm in length the car weighs between 1679 and 1842kg, depending on the model.It sits on a heavily modified S-Type platform, but employs the same engines, transmission and suspension components of the XK.High-strength Boron steel is used to reinforce the cabin.Prices for the XF start from $105,500 with a range of engines including a 3.0-litre V6, 4.2-litre V8 and Supercharged 4.2 litre V8, as well as a twin turbo 2.7-litre diesel.The entry level V6 and diesel are priced the same, but you would have to be crazy to go past the diesel with 152kW of power and 435Nm of torque.Like the others it's hooked up to a ZF six-speed sequential auto with wheel mounted shift paddles.The dash from 0-100km/h takes 8.2 seconds (a 10th faster than the V6) and it consumes just 7.5 litres/100km against the V6's 10.5litres/100km.The XF lines up against the likes of the Benz, BMW and Audi as well as Lexus's GS range.Gone are the twin lights that were a hallmark of the S Type. Yet the front grille is distinctive and readily identifiable. There's no Leaper atop the bonnet, but a big cat can be found emblazoned across the boot.The modern themes extend to the interior where's there still plenty of wood and leather, but mixed in with more contemporary, and more importantly, sportier finishes.We got to sample the V6, turbo diesel and 4.2-litre naturally aspirated V8 (a supercharged version is still to come).It's a classy car and is finished to a high standard and one that manages to avoid the sombre tone that distinguishes German interiors, with a good mix of colours and finishes.It doesn't quite reach Lexus standard of interior quiet, but it's nothing to complain about.The stop/start button pulses red to draw attention while blue halo instrument lighting takes its cue from Motorola's RAZR mobile phone, of all places.Perhaps the biggest talking point is the large iDrive-style gear selector that replaces the normal shifter.It takes some getting used to but works fine and occupies significantly less space in the cabin.Rear head and leg room is good but the back seat could be a squeeze with three passengers.The V8 scores a 440 watt 7.1 Bowers and Wilkins surround sound system, with full iPod compatibility