Luxury Reviews

Grave concerns were held for the safety of this car once the keys were laid in my outstretched palm - would it be returned at all? The new BMW M3 - dressed in Melbourne red paint with the carbon-fibre roof intact - sat coiled in the driveway, with subtle bulges in the bonnet and haunches.The new 3 Series coupe has been run through the carsguide garage and in twin-turbo six-cylinder form it has the same torque as the M3, but there's something about the tri-colour M badge that just makes a difference.Or it could be the 309kW of power that joins forces with the 400Nm of torque to get things under way.With keyless start function, the keys go into my pocket, the start button is quickly pressed and the remote arm offers the seat belt - otherwise it is a stretch to reach the belt.Close-set pedals greet my feet, the clutch is easily depressed and the sweet, purposeful, beautifully-weighted and quick six-speed manual gearbox is used to engage first.Why you'd want to spend nearly $7000 on a double-clutch, seven-speed “auto” paddleshift transmission - which lowers the 0-100km/h sprint time slightly - boggles the mind.When you're getting to the state limit in about five seconds, happily shifting the cogs yourself, you're better off spending the extra cash elsewhere.Burbling with a gruff, slightly wheezy menace, the four-litre V8 is flexible and unfazed by banal duties of metro traffic.The drivetrain feels tightly wound but takes on a whole new persona once the M button on the steering wheel is hit - razor-sharp throttle and steering response is best left for the imminent back road blast and not for commuting.Quad tailpipes and a heady induction noise harmonise to provide a powerplant soundtrack that may well erase any lingering nostalgia over the outgoing six-cylinder version.The straight-six still has a place in my heart but the lighter, more powerful four-litre V8 spins easily all the way to the variable redline just over 8000rpm, once the engine is sufficiently warmed.The six sang; this V8 bellows - brutally, quickly and all the way to the redline.With the M Button engaged, stability control can be maintained in M Dynamic mode, which is reassuring when flinging the M3 at a corner. Light, accurate and meaty steering, tenacious grip and ample outputs mean the M3 is nowhere near running out of ability when my desire to retain my licence kicks in.Braking power is more than ample and the amount of electronic aids working under the bonnet to make the driver look good is considerable.Naturally it has anti-lock brakes and stability control, but there's also Dynamic Brake Control, Cornering Brake Control (CBC), Electronic Damper Control and the variable M differential lock, all of which allow the driver to point the hydraulic power-assisted steering and carry on with confidence. This car has stacks of ability reserved only for the racetrack and those that make their living there, but for a mere mortal the experience is considerable.But not all is perfect in the world of M3. Partway through my run in the super-coupe, the climate control system decided I'd been too well looked after and made unchilled air the order of the day. A visit to the BMW workshop did little to alleviate the fever, the cause of which was blamed on a wiring fault and minor leak.What the lack of climate control did show is how warm the M3 is when up and running, something that you don't feel until you're outside after parking it.But temperatures aside, the M3's cabin is comfortable and well equipped, if a little bit low-key for such a super-coupe.The sports seats have ample adjustment - most of it electrically controlled - the steering wheel is thick of rim and there's even half-decent room for three other occupants.The boot is a good size, it has six airbags, bi-xenon adaptive headlights (with high-beam assist), automatic wipers, a topnotch sound system and it's a remarkably practical day-to-day, especially given its performance potential.Despite the 40-profile tyres, the ride quality is within reason for the type of machinery we're talking about.Thanks to the electronic damping, it has an unexpectedly subtle ride. It's still not a big fan of some bumpy back roads but the bumps don't distract it from the chosen line, even before everything is tightened up with the push of a button.Its two main competitors - Audi and Mercedes-Benz - are spoiling for a fight more than ever before and it's a close call, but (until we try the C63 AMG on local roads) the M3 has its snout just in front. 

Excitement around the recent launch of the sporty XK range was palpable. With the new XF saloon it has notched up to sweaty-palms, hand-wringingly tense level.With XK it was pretty much a case of preaching to the converted.The car, as beautiful and competent as it is, appeals to the established Jaguar faithful.The XF is a whole new ball game. This is the car that has to bring fresh blood to the marque; the car that must redress an ageing owner base carried over from an earlier era.“A group of customers fell in love with us in the 1960s and '70s and they are very loyal customers,” Jaguar Australia general manager Dorian Lapthorne said at the XF launch last week. “However, new customers didn't fall in love with us.“Our current customer base has an average age of 57 — about 10 to 15 years older than the likes of BMW, Audi or Lexus, or just about anybody else. That wouldn't be a problem in itself, if every time somebody turned 57 they thought; 'I'm old enough now to buy a Jaguar'.”That, according to Lapthorne, isn't happening and Jaguar's ageing owner base keeps on ageing.Enter XF and, according to Lapthorne, there's already strong evidence that the tide is turning.“With first deliveries due on June 1 we've already sold 60 per cent of our allocation (400 cars) for this year ... and the good news is that 77 per cent of XF customers don't currently own a Jaguar,” he said.“That's good news for us. And the median age we're seeing is not 57, it's 44 — more than 10 years younger than the overall brand.”Jaguar is also making no excuses for presenting the XF as a premium product. There's no “entry level” model to take the fight to BMW or Mercedes-Benz.Jaguar describes the car as a premium niche product and those who want it will pay the premium.The 3.0-litre V6 and the bi-turbo 2.7-litre V6 diesel offer a twin entry point at $105,500 with the 4.2-litre V8 at $130,500. The current hero model, the SV8 4.2-litre supercharged, is $166,700 but look to that to be supplanted as the apex model by a XF-R version of the car within the next 12 months.“There's no 2.5-litre XF; there is no sub-$100,000 XF — because that doesn't fit the profile of building beautiful fast cars,” Lapthorne said.“Does that mean we don't compete head-on with the Germans? Yes, it does.“We don't have an $80,000 car to compete with the (entry-level) 5 Series or the A6. We are a premium niche business.”The biggest thing in favour of the XF is the XF. While the external styling may be a little challenging for some tastes — the front is unapologetically aggressive, with a grille harking back to the gaping square gap that fronted the XJ Series 1 and the rear is a classic; Ian Callum (director of styling) 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.However, it's inside the car that the XF takes Jaguar to an entirely new level. In its own British men's club way, the marque has always used wood and leather to distinction.It still uses fine wood and plush leather but in a more modern fashion.It would be a little unfair to call the interiors Scandinavian, yet the subtle use of metal, sweeping lines and blue phosphor lighting could make you think they were.There are some really nice design touches that, while unlikely to shake the world of car interiors, gives the XF points of difference and a new warmth.The gear shifter is now an integrated dial, which rises out of the centre console to fit comfortably in your hand when the car is started by a push on the pulsing start button.At the same time the air vents reveal themselves in the fascia by swinging open.Interior lighting is controlled by touch-sensitive coverings and the glovebox opens only to the direct touch on an embedded brass rondel — little practical purpose but 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.On the road, it's a lesson in how varied a character can be drawn from a basic chassis by variation in engine and gearbox.There were no supercharged cars available for the launch drive, due by the on-sale date of June 1, but the differences between the petrol pair and the diesel were significant.The 3.0-litre V6 (175kW and 293Nm), coupled to the six-speed ZF shared by all models, is a pleasant enough experience but begs the question as to why some 50 per cent of forward orders are for this car.There's nothing wrong with the combination per se but, for the same price and with the same high specification level, the diesel, with 152kW and a thumping 435Nm, makes so much more sense.It's marginally quicker — 8.2 seconds 0-100km/h against 8.3 — considerably more fuel-efficient and a less stressful drive with bags of torque available from just over 1000rpm.It's also every bit as quiet and refined as the petrol V6.The V8 is a proven engine doing service in both the XJ and the XK.The 219kW and 411Nm unit means there's adequate urge under the right foot but it's not as happy a marriage with the gearbox as the diesel.Obviously tuned for launch feel, first and second gears are eaten up in a huge rush but there's too large a step up to third gear to make punching through varied speed corners a comfortable experience.

The masters of style and elegance (that's right, those Italians) have delivered with this Brera-inspired Spider.With a really sleek and elegant design, it certainly doesn't go unnoticed, especially with the top down and exploring that throaty growl.But at $97,990, it's true what they say: class and style doesn't come cheap. The Spider has all the recognisable Alfa traits; the family nose, the horseshoe alloy wheels and the familiar dash design with a driver focus on the interior.It's the type of car that makes you want to go out and change your whole wardrobe to match. Forget wearing daggy tracky-daks in this stunner, unless of course they've been blessed with an Italian designer label.The stunning deep-red leather interior, the Alfa insignias embroidered into the seats and adorning the doorsteps and the sporty yet chic exterior all combine to make it an all round stylish package.The Spider is closely related to other Alfa siblings, sharing the 159's platform but with a shorter wheelbase, and was inspired by the Brera.But with its own character, the Spider becomes more than just a derivative of any other model.Its long bonnet, compact rear and the lack of the side creases seen on previous models makes it a standout.It not only glistens in the looks department, with a design that was developed in co-operation with Pininfarina and the Alfa Romeo Centre, but it also has performance that screams for the attention.The model tested was the 3.2-litre JTS. It's not only design that is closely related to other models, but this engine too — the six cylinder also found in the 159 and Brera. Pumping out 191kW at 6300rpm and 322Nm at 4500rpm, the two seater sports car races from 0-100km/h in seven seconds. Not overly quick, but it does get there feeling very sporty and 90 per cent of max torque is available from 1800rpm right up to 6250rpm.Also contributing to the strong performance is the Q4 permanent all-wheel-drive system that the V6 features as standard.Under normal driving conditions, 57 per cent of power goes to the rear wheels, and 43 per cent to the front.The rear-wheel bias provides better handling qualities, felt by the traction when coming out of corners.The Q-Tronic six-speed auto box lets the engine rev right up to 5000rpm before changing gears under harder acceleration. There is also the option of sliding into manual mode and using the steering-wheel mounted paddles.The only problem here is the gearbox takes over automatically around 5000rpm if you haven't already made the shift, which means you don't quite get to the higher end of the tacho.There's also a bit of a delay when shifting gears yourself. While the brakes in the Spider pull you up very quickly, on our test they are initially sticky and stay depressed even after you release your foot from the pedal.And when the display starts to show the Vehicle Dynamic Control and Hill Descent were not working, it's time for a call to Alfa. An Alfa spokesman says the brake pedal has been pressed too hard and one of the sensor points bent, which means the sensor that measures when the pedal is pressed is no longer getting a clean signal.That trips the ABS system into fault mode. Once the sensor is back where it should be, everything returns to normal and braking action feels a lot more confident. On the road, the Spider is a comfortable and firm ride and even on rough roads you're still held strongly in the very cosy seat.There's speed sensitive, power-assisted steering (which makes the car easy to manoeuvre), although it does still possess the stronger steering characteristics you'd expect from an Alfa. And while the price tag is high, it does come packed with some quality features — all as standard.These include chrome roll bars, a wind break, electronic folding roof, cruise control, automatic dual-zone climate control, Bose audio system and — keeping you most comfortable — the Pieno Fiore sports leather, electrically adjustable heated seats. It's also fitted with seven airbags and Vehicle Dynamic Control and Electronic Brakeforce Distribution.Running costs are not cheap either: while it has a claimed consumption of 11.5 litres per 100km, during our drive, the trip computer readout showed the average consumption to be as high as 19 litres per 100km at times. But if image is everything, you'll definitely be getting the tongues wagging in this. The bottom line Stylish is one word you'll become very familiar with. SnapshotAlfa Romeo SpiderPrice: $97,990Engine: 3.2L/V6, 191kW/322NmTransmission: Q-Tronic 6-speed autoEconomy: 11.5L/100km The rivalsBmw Z4 RoadsterPrice: $94,000Engine: 3.0L/6-cyl, 196kW/315NmTransmission: 6-speed autoEconomy: 9L/100km Audi TT RoadsterPrice: $92,900Engine: 3.2L/6-cyl, 184kW/320NmTransmission: S-Tronic 6-speed autoEconomy: 9.5L/100km Mercedes-Benz SLK 280Price: $102,900Engine: 3.0L/V6, 170kW/300NmTransmission: 7-speed autoEconomy: 9.5L/100km 

And that particular missive came to mind on Wednesday while piling along in Volkswagen's Touareg R50.This 2.6-tonne chunk of 5.0-litre V10 turbo diesel would very likely carve upexpanses of nature in a fashion of which our rustic chum would approve.The reality, of course, is that no R50 will be so deployed. A hint is its hardly Leyland Brothers-esque 21-inch alloys shod with low-profile rubber, and the absence of a spare.Actually, an ad campaign depicted the regular V10 Touareg towing a passenger jet. There's not a lot of call for that sort of thing either — although if you happen to live at Mascot ...Anyway, our friend from the leather-Akubra-and-abundant-facial-hair brigade hasn't twigged that this is the 21st century and them there sprawling clusters of huts we call “cities” contain 95 per cent of the population.And most SUVs (as we call 'em now) never see terrain much further west than, or any more challenging than, the parking lot of Woollahra Oval.Indeed, as we inched painfully around Surry Hills, almost every second auto on show was an SUV.Shod in those bling rims, clad in the metallic blue hue with odd interior metal accents of VW's R-series vehicles (the Golf R32 and forthcoming Passat R36), this here Touareg is for boulevards, boy, not back tracks.And, of course, for queuing outside the better-to-do schools, inevitably driven by over-groomed mothers (who'll just love the vast wing mirrors).So the only pertinent question is just how ludicrously overdone the R50 is for this urban jungle, with its clogged, decaying roads and multiplying clusters of speed cameras.We've asserted that Audi's closely related Q7 (with 4.2-litre, direct-injected V8 turbo diesel) is a blast on the autobahn but a bit of a bugger around Sydney Town, where the roads are of asimilar standard now as in 1788.In this country, you'll seldom legally access more than a fraction of the R50's 258kW and Wagnerian 850Nm from 2000rpm. But it's unexpectedly easy to deal with in the 'burbs.The VW's response with the go pedal shoved down is face-flatteningly emphatic. But, as opposed to the rather toey manner of the Q7, it has at least some room to move between go and the arrival of terminal torque.Nor is the R50's stop pedal as irritatingly over-servoed as the Audi's. In fact, you'd like more bite.I was warned that the VW might have difficulty getting its mad capability smoothly to the road, but the R50's six-speed Tiptronic auto and all-wheel drive were equal to the task.Although almost comically overpowered, it achieved exceptional peak-hour average economy of 14 litres per 100km, dropping to 11.4 over a 250km combined freeway and arterial-road run. Progress at cruising speed iseffortless.The running-gear package includes a sport mode in which the R50's air suspension can be manually or automatically lowered by 20mm to complement the stiffer spring rate.With suspension and ride height set at the most dynamic (sport may be terse, but comfort mode is so soft as to be sick-making), the R50 comports itself more than capably on a downhill run of 25km/h corners.Body roll is impressively contained, to the extent that this enormous steel castle imbues you with confidence as it wends its way through the teeming rain and mist, very possibly terrifying drivers of smaller cars (most cars, actually) as it looms over them.The R50's visual statement is strong, but not Hummer-ly horrible. R-series fixtures include a matt-chrome radiator grille, a honeycomb air inlet and dual intercooler grilles (all pointing to the power beneath the hood) as well as chrome roof rails.The Touareg's safety package has earned five stars, as opposed to the Q7's four, in European NCAP testing.There's a switchable Electronic Stabilisation Program, self-levelling, bi-xenon headlights with cornering lights and cleaning system, parking sensors, a rear-vision camera and — onthe passive front — six airbags.Apparently the ABS-plus brakes adapt brake pressure in off-road conditions to reduce stopping distances as much as 20 per cent.Not that any owner will find that out.Within, this is the best current Volkswagen, perceptibly behind Audi in terms of material and plastics quality but by no means embarrassed.The Touareg doesn't qualify as refined on the road, though; there's just a bit too much road and engine noise.At $129,900, the R50 represents good value by the standards of this segment. It's $8K up on the “non-R” V10 TDI Touareg (which runs a 230kW/750Nm version of the V10) and $6K up on the slightly quicker and lighter Q7 4.2 TDI.The latter achieves 100km/h from rest in a claimed 6.4 seconds to the VW's 6.7. The nearest equivalent diesel Range Rovers are sluggish off the mark by comparison, but kill both VW Group variants for cachet.Very much like the Audi, however, the value — indeed, the intelligent choice — comes far further down the range with those variants packing the excellent 3.0 TDI V6. That the Touareg version happens to begin some $11K cheaper at $74,990 should be persuasive.But not to that sub-branch of the human species who are aroused by the R50's particular distinction of boasting 10 cylinders under the bonnet and more torque than anything this side of exotic money can muster.And that, in so far as it can be said to be one, is surely the object of the whole R50 exercise. SNAPSHOTVOLKSWAGEN TOUAREG R50Price: $129,990Engine: 5L/V10 twin turbo diesel, 258kW/850NmPerformance: 0-100km/h: 6.7 secsEconomy: 11.2L/100km (tested) 

Thinking along those lines, the new Honda Accord V6 sedan is George Clooney on wheels: instant charisma, and good looks galore. Well-mannered, too. Just driving around the block it feels impressive, and the farther you go, the better it seems.Honda stepped up the wow factor when it created the current-model Civic, and now has created a new version of its larger brother, the Accord, obviously a graduate from the same charm school.The six-cylinder model — there is a less clever, less powerful and, naturally, less costly four-cylinder variant — is such a fitting flagship, boasting a silken engine along with excellent road manners.This is the eighth generation of the Accord series in more than 30 years, bigger than ever, classier than ever. Accords once were medium-sized cars; this one is longer than a Holden Commodore but weighs less, while its six-cylinder engine delivers more power but drinks less.In the efficiency stakes in its class, only the smaller Toyota Aurion manages to beat the Accord on fuel economy — by a mere 0.1 litres per 100km on the official figures — while not quite matching the Honda power/torque output.The secret of the Accord V6's success is that it runs happily on only three or four cylinders when full power is not required. (The Americans have been embracing this idea for years, with the current Chrysler 300C also proof that it works.)In engineer-speak, this is “three-stage variable cylinder management”. It switches itself on and off unobtrusively.A green “eco” light on the instrument panel tells the driver when part of the engine has gone to sleep but everything comes awake and very much alive — instantly, smoothly — at the slightest prod on the accelerator. Then it simply growls and gets going.Even when firing on all cylinders, the Accord manages to be exceptionally quiet and refined when ambling along. You almost wonder if the engine is still running, but it is.So it is quite an achiever, combining refinement with top-class dynamics. It gives a comfortable ride while gripping well on corners and steering with real precision.And this, in theory, is the non-sporty member of the family. So it will be interesting to see what Honda has in store with the more athletic Accord Euro version, a totally different body that's smaller, narrower and set up for spirited European-style driving, which is coming later this year.The other big difference between these far-from-identical twins is that the Accord Euro is built in Japan, while the Accord is built in Thailand. No complaints about the quality, and it helps keep the cost down.Previously, Accords have been about comfort and genteel touring rather than agility and on-road poise.But while the newcomer is considerably bigger than its predecessor (and looks a lot sharper, by the way), it manages to feel much livelier.HONDA ACCORD V6: Large front-wheel drive sedan, 3.5 litre V6 engine (power 202kW, torque 339Nm) and five-speed auto transmission.Stability control, anti-lock brakes, six airbags, dual-zone aircon, six-disc CD player, cruise control, alloy wheels, full-size spare tyre.

...preservative-free beer; roasted pork knuckles served with dumplings; the city of Berlin. Stuff like that.It's also home to the compact prestige sedan. In its ideal form, this is powered by a six-cylinder engine and driven via the rear wheels.Since 2005, the Japanese, with their genius for emulation and improvement upon the original design, have also produced a healthy example of the species in the form of the Lexus IS250.Unlike the Germans, whose six-pot models are prohibitively expensive, the V6-only Lexus is priced from just under $55,000 — the cost of a top-end Commodore.There's now an “X”-badged edition of the IS250, giving us the excuse to not only revisit a favourite car but see what its rivals bring to the table for a similar sum.Fans of the Deutsch diesels though we are, we're sticking to petrol choices out of fairness to the Lexus, whose oiler variant isn't available in Australia.  LEXUS IS250 X from $64,790Although this limited edition of 450 begins at $64K, the IS manual's action is awkward. Far better to go with the $67,390 six-speed sequential auto.A major attraction of the Lexus is its standard equipment list. Even the $54,390 Prestige model looks lavish next to the nearest-priced Mercedes or BMW.The limited-edition IS250 — distinguished by X badges in punkish cursive — cops sports suspension; a 14-speaker Mark Levinson stereo system; a sunroof; satnav; a rear-view camera with rear guide assist; a Bluetooth hands-free telephone system; sports pedals; metallic scuff plates;and unique five-spoke, 18-inch alloys.Nice colours, too.Pound for pound, the IS is the best current Lexus and easily the most enjoyable to drive.Its 153kW/252Nm V6, with direct injection and variable valve timing, isoften unfavourably compared to BMW's in-line mills.But, like so much about the IS, it suffices just fine in the real world, ticking over at 2000rpm at the 110km/h limit NSW motorists areprivileged to enjoy.Low-down response when the lever is left in drive isn't the most adroit — due partly to tall gearing and partly to a hefty 1600kg kerb weight — but can be enhanced by leaving the stick in sport and using the steering-wheel paddles.Mildly annoyingly, there's no temporary manual override.Sports-suspended and equipped with low-profile rubber, our test 250 rode tersely but with compliance bested only by the Mercedes.Its touch-screen multimedia set-up (with an excellent reversing camera) left the Bimmer's costly, optional-extra i-Drive for dead.PROS: Highly satisfying RWD dynamics; light but informative steering; four-year-warranty; striking looks; superb value.CONS: Poor rear three-quarter vision; space-saver spare; it'sstrictly a four-seater;foot-operated parking brake. MERCEDES-BENZ C200K AVANTGARDE from $62,820YOU still need $86,000 to buy a C-Class with six pots, but the C200K is no longer a try-hard's car. Using the E-Class's version of the supercharged, 1.8-litre, four-cylinder petrol engine, it achieves respectability if not rapidity.With 135kW and 250Nm (30 more units of each than previously) driven through a five-speed automatic, the C-Class gets to 100km/h from rest in a claimed 8.6 seconds. A similar time to the V6 Lexus, actually.The Merc's response, especially when set insport mode, is backed by dynamics and bodycontrol that are altogether sharper thanin days of yore.The C-Class isn't 3 Series-keen, due in part to its heavier 1490kg kerb weight, but the Mercedes rides our raddled roads with the aplomb of a native son. The BMW doesn't.PROS: That badge; the best ride; the best retained value; the best value C-Class ever.CONS: Options not cheap; tight in the back seats; engine note sounds crook (as opposed to sick).  BMW 323i from $65,000IF we seem to be Bimmer-bashing, we do so with a heavy heart, because the entry model of the Three Series sixes is the driver's choice of this trio. In certain circumstances ...Running a version of the 325i's 2.5-litre in-line six detuned to 140kW/230Nm, it remains a glorious thing — especially when mated to the crisp, six-speed manual. The benchmark ZF auto ($67,600) is still a good thing, though. Unlike the Lexus, the latter will not hold a gear at redline inmanual mode, but it's a good deal more adroit in drive. On smooth surfaces, the 323i has the edge on the others. Butthis is NSW, not Bavaria, and such stretches of bitumen areever more elusive. The run-flat tyres that afflict all but a few current BMWs are a deal-breaker. Do any real damage to your tyre any distance from the metropolis and, sorry, but you're stuck there until a new one can be delivered. That may not happen often, but the tramlining, skittering ride run-flats can provide is a constant. The stylised cabin, which may have seemed cool to the designers, looks austere to anyone shopping across the marques. Only three years after the E90 was released, it already looks dated. As for options, try $1600 for metallic paint.PROS: Inspiring engine, emotionally appealing and still thedriver's choice ...CONS: ... but only in ideal conditions; rotten ride, especially with M sports kit; run-flat tyres; spartan cabin; costly options. 

There's sex appeal, their styling is sleek and most have more than a modicum of sportiness in the way they drive.Add an appealing price-tag to this sensual mix and you should have a recipe for success. Mercedes Benz certainly hopes so.On numbers sold, the market for coupes in this country is insignificant. Their real value is how they build brand image. Sex sells and coupes are sexy.And that's the alluring mousetrap Benz has set with its latest coupe the CLC.Here's a budget-beater coupe with all the looks of the latest generation C-Class - the perfect car for first-time Benz buyers to step into to prove to their neighbours and work colleagues that they have finally made it in life.Well, that's the Benz game plan.The CLC is clearly aimed at younger buyers, especially women, to entice them to join the three pointed star family. Once in the family, most owners stay with the brand as they get older and more affluent.The CLC, which arrives here late in July, replaces the Sports Coupe - itself a lobal success story because it set a conquest record for Benz, winning over 70 per cent of newcomers to the brand.But while CLC shares similar styling to the stunning C Class models, it is more of an adopted member of that family.The CLC is built on the previous generation C-Class platform - architecture which is already five years old.But Benz is at pains to point out it has made more than 1000 changes to the Sports Coupe so the two-door CLC can justifiably be described as new rather than merely facelifted.STYLINGBenz has been quite clever with the CLC's styling, giving it the same athletic, purposeful look of the C-Class, which, it reckons will strongly appeal to younger buyers.And the overall design, albeit disjointed, is good enough for buyers not to feel shortchanged. This looks, feels and drives like a more expensive Benz coupe.My only reservation is that the grafting of a C-Class front, with its standout bold grille, on to a Sports Coupe rear (and dressing the package with smart alloy wheels), doesn't quite have the harmony of style that you see in the proper C-Class family.But credit to Benz because this new-car-from-old has plenty of appeal.While the new C-Class comes from Germany, the CLC is going to be a long distance traveller by the time it gets here.SALESIt's being built in Brazil - not an ideal solution for Benz in Australia which will have to live with a three to four-month delivery time, with the coupe being shipped from South America all the way to Germany before being on-shipped Down Under.The launch of the CLC will open up an interesting tussle for conquest sales between the German giants. Audi has its A3 and BMW last week launched two coupe versions of its compact One Series, priced at $71,400 for the 3-litre six-cylinder bi-turbo 135i and $54,400 for the naturally aspirated version.DRIVETRAINSThe CLC 200, which will come in three levels, holds a hefty price advantage over its rival and is more practical, with full seating for four and it has more cabin space which is a premium in a compact coupe.All three variants (the base Kompressor, mid-spec Evolution and top of the range Evolution Plus) are powered by the same supercharged 1.8-litre four-cylinder engine with 135kW and 250Nm of torque on tap. The engine is borrowed from the C-Class sedan, but Benz has squeezed an extra 15kW out of it while finding ways to drop fuel consumption to return an average 7.8l/100km for the six-speed manual and 8.2l/10km for the five-speed automatic with its paddle shifter on the steering wheel. That's impressive.An automatic 2.2-litre diesel with an even more outstanding fuel consumption of 6.3l/100km looks set to be added to our line-up early next year.SPEC LEVELSThe entry petrol-engined will be priced at $49,900. Standard equipment includes parking sensors, Bluetooth (from fourth quarter), prewired for an in-car phone, single CD audio, combined cloth/ fake leather (Benz's Artico material) trim, multi-function display, cruise control, dual zone air conditioning, rain sensing wipers, fog lamps, heated door mirrors, 17-inch alloy wheels, tyre pressure warning system and full sized spare.The mid-spec version gains full Artico upholstery, alloy pedals, Bi-Xenon headlamps, spped sensitive power steering and will sell for $53,900.The full Monty hero model with full electric seat adjustment, mutli-zone air conditioning, maple timber trim, and a panoramic glass roof, will be priced at a razor-sharp $58,900.The prices are the same for both manual and automatics.That gives the Benz a price advantage of between $4500 to $12,500 over its rival, while the CLC, thanks to our strong dollar, shaves more than $10,000 over the old Sport Coupe.The coupe comes with the expected raft of safety features, including six airbags, a new steering system and high-tech infotainment kit. The options list includes satellite navigation, a 320 watt Harman/Kardon sound system six-stack CD changer, heated front seats, metalic paint, AMG wheels and alarm system.Benz is confident it can sell between 500 and 1200 CLCs a year - which is not an unrealistic sales goal considering the coupe's appeal.ON THE ROADWe will have to wait for the pick of the CLCs. The 2.2-litre diesel version with an expected 400Nm of torque is a cracker and will probably come next year with only a $3000 premium over the petrol version.For those who can't wait, the supercharged petrol version doesn't disappoint; the engine is more than adequate and the sub $50,000 price point adds value for money to the equation.The 1.8 litre is perky rather than a firecracker but the classy coupe more than makes up for it with better than expected road manners, impresive fuel economy, comfy cabin and good boot space.This is one of those cars which you feel very much at home right from the go thanks to its well tailored cabin and comfortable seats.So if first impressions count, then the CLC is, even as a C-Class pretender, a winner, especially for the price.Okay it doesn't match the C-Class's chassis for crisp handling and precise balance but that's not to belittle the coupe. It has been designed to do a job and it does it well.It comes with Benz's trick direct steering. It retains the speed sensitive system from the old coupe but improves it by adding a variable rack ratio which reduces the steering effort needed as speed rises. So in the twisty stuff you only have to move the steering wheel slightly when cornering. Less effort is needed to change direction and the feedback is quick.It's a far superior system to the conventional constant ratio set-up found in most cars but it feels unnerving at first so you tend to tug too much on the steering wheel until you become familiar with just how little effort is needed.The CLC is not perfect: the rear view from the cabin is hampered by the bulky tailgate with its letter box window. The old Sports Coupe had a secondary window positioned just above the bumperbar to try and alleviate the visibility problem; but the CLC has done away with it to compensate for a cleaner body shape. And there's no rear camera to help out - the coupe wasn't wired for one.While the cabin is a true four seater (and the rear pews are surprisingly roomy and comfortable) with good legroom and reasonable headroom for back seat passengers, access to the rear can be a tight squeeze even with the front seat folded and tilted.Grumbles aside, the CLC as a stand alone model has a big role to play to woo new buyers to the Benz brand. Benz has no reason to worry. It's an alluring mousetrap.Mercedes Benz CLC 200 KompressorPower: 1.8-litre four cylinder supercharged petrol engine, 135kW at 5000rpm, 250Nm torque also at 5000rpm.Transmission: Six-speed manual, five-speed automatic with paddle shift.How quick: Zero to 100km/h 8.6 seconds (claimed). Top speed 235km/hHow thirsty: Manual 7.8l/100km; automatic 8.2l/100kmhHow much: From under $50,000; on sale July. Built in Brazil. 

BMW has always been strong at being able to produce compact cars with soul and spirit.It is a fine art, an art where engineering integrity generates the DNA that dictates whether a small car will be an all-round track and field star or purely a one-dimensional athlete.A newcomer to BMW's small car fleet, the 1-series coupe, is no one-dimensional squib nor is it a decathlete.This pretty two-door is a track performer that is flexible enough to cut it with the one-event stars and yet muster the strength and stamina to do the hard yards with the middle-distance types at the same time.The 135i reflects everything that has made BMW's values as engineering driver's cars.Starting with the time-honoured recipe of putting a large engine in a small car, the 1-series had a lot going for it before the chassis boffins began to weave their tuning magic.It runs with the fabulously strong 3-litre twin-turbo inline six-cylinder engine that is well matched to a sweet chassis, which gives it composure to tackle the smoothest, roughest and lumpiest black tops.The evocative coupe is a car for all conditions and all distances, where it is a cool place to be for a sprint along the coast or for a hike to longer distances for border crossings.The 135i rides on run-flats — not the most compliant tyre going — so in between a sports suspension and rock-hard tyre walls there is not a lot of plushness going on in the ride department.It is firm rather than a bone-jarring hard ride, but it nevertheless is quite tolerable at highway speeds around challenging mountain terrain. The run-flats have more compliance in the side walls and are more closely linked to the suspension tune than in previous generations.There is minimal turbo lag and the six-speed manual box is well gated and nicely matched to one of the most refined inline force-fed six cylinder engines on the market.Aside from a modicum of ride harshness, everything about the 135i feels just about right — from the close heel/toe savvy pedal placement, to the excellent driving position in relation to vision, console controls and the gear shifter.Out on the road the 135i turns in with typical BMW sureness and the whole affair feels for all intents like you are driving a 3-series, save for a lighter feel which translates to a more compact driving experience.Unfortunately BMW did not have any 125i coupes available for the press launch so there is no base to go on for the newest two-door on the block.On a drive from Albury up to Thredbo the 1-series coupe sucked 12.3 litres but the two-door worked hard for its money, getting a fair workout higher in the rev range.It is the only rear-wheel-drive in its class, so there is no opposition.If a British test is to be believed the 135i can give a Porsche Cayman, worth around $50k more, a licking on a track.There is no doubt the 135i performs well above its weight division, a genuine weight-for-age competitor that is throwing down the challenge to higher-end stuff like the Cayman.If the 335i coupe is a teenage M3 then the 135i is a juvenile master blaster.It is the modern-day version of what the 3-series was 20 years ago, so rather than cannibalise BMW's bread-and-butter car, it provides entry into crackling turbo performance at about $40,000 less than a 335i coupe.Just as the 2002 turbo coupe created a cult following in 1973, the 1-series coupe stands to replicate history 35 years down the track.There are no real visible signs of compromises on the launch drive.A rattle in the dash provided some annoyance and the one and only cup holder in the centre console cannot house a drink bottle without first unplugging the iPod and USB leads underneath the centre arm rest.It's nit-picking, we know, but it was frustrating all the same. Snapshot BMW 1-Series CoupePrice: $54,400 125i manual ($57,200 auto), $71,400 135i manual, ($74,200 auto).Engine: 2996cc inline six cylinder (125i), 2979cc twin turbocharged inline six (135i).Power: 160kW @ 6100rpm (125i), 225kW @ 5800rpm (135i).Torque: 270Nm @ 2500rpm (125i), 400Nm @ 5800rpm (135i).Transmissions: 6-speed manual, 6-speed Steptronic automatic.Dimensions (mm): 4360 (length), 1748 (width), 1423 (height, 125i), 1408 (height, 135i), 2660(wheelbase).Kerb weight: 1405kg (125i, manual), 1485kg (135i, manual).0-100km/h: 6.4secs (125i, manual), 5.3secs (135i, manual).Fuel consumption: 8.7litres/100km (125i), 9.6litres/100km (135i) combined city/highway.Fuel capacity: 53 litres.Boot capacity: 370 litres (815 litres with the 60/40 split rear seats down). 

The eighth-generation A4 is ready for showroom action among Audi's 30-strong Australian dealer network from early next month.Many in the industry have been asking why it has taken so long for Audi to produce a product that can hold its own with BMW's 3-Series and the Mercedes-Benz C-Class.This car is now primed to go the distance but whether it can ultimately score a TKO over the proven stars from Munich and Stuttgart is a moot point.Sure, there is a lot to like about the car with its improved steering, handling, braking and ride. That said, up to 64 per cent of people who have bought an A4 say they do so primarily because of its design.A great deal of plough-on understeer has been dialled out of the front-drive models, but the rear-drive opposition from Mercedes and BMW still has the edge.The axle has been pushed further towards the front, reducing the overhang and allowing the firewall to be moved further back.On first impressions at the wheel of an entry-level 1.8-litre turbocharged four-cylinder with the Multitronic transmission, the A4 offers strong on-road composure, fresh cabin ambience, comfort and excellent ergonomics.The steering is much sharper than previous models, the brakes a little touchy in the city but felt better out on the open road.There is decent rear seat room, which has been an issue in this class previously. You need to keep working on the throttle to keep the little unit on the boil.This example was lavished with almost $7000 worth of options, blowing the price as driven to $60,400.The extra boxes ticked were the Comfort Pack, which for $2600 you gain electric seats with lumbar support, tri-zone climate control airconditioning and Bluetooth preparation, although the adapter for the mobile phone is a separate purchase.It also had metallic paint, a $1600 price hike across the range, and $1900 for larger 17-inch wheels.All up, the A4 is a better performer, using under 7 litres/100km around town, which blew to 8.5 litres/100km when the little four-cylinder was worked hard.Moving to the two-litre turbo-diesel, the driving experience was an entirely different affair.For starters, the diesel, which weighs more than the petrol engine, is slower to turn into corners, a little blunter in the steering department but is otherwise an attractive package.The two-litre delivers smooth torque, easily taking care of any hill in its path with a modicum of revs.This car had almost $10,000 of extras, including the 17-inch wheels ($1900), the Xenon headlight package ($2100), rear park-assist sensors ($850), the Audi Side and Lane Assist ($2400) and the Comfort Pack ($2600), that lifted the price to $64,750.Audi says the 1.8-litre will account for 70 per cent of sales while the two-litre diesel will attract only 10 per cent of the A4 volume.However, the entry-level diesel is an attractive package for $54,900 without extras and there are concessions from Audi that a more realistic slice of the action could be anything up to 30 per cent of sales.The cabin architecture and build quality assumes Audi's class-leading standard, although the aluminium look panel and console inserts, which Audi calls “micrometallic platinum inlays” may not wear all that well down the track. 

Looking for the “real you” usually involves selling the family wagon and buying a red convertible.However, after your toupee has been torn from your head, you have been stared and pointed at by giggling schoolgirls, and you have been drenched in the rain when the roof has refused to return to its raised position, you will be ready to sell your convertible and try something else.At this stage you realise you have wasted a lot of money and tested the patience of your family and friends.Yet some of us take time to learn and this process can go on for a while as you flit from one midlife crisis purchase to another. There's still a coupe, V8, ute and SUV to try.I went through the process with a succession of vehicles that I am too ashamed to admit to in public.My wife would argue that my midlife crisis is still going with my six-monthly turnover of motorcycles, but that's another story. Besides, they're a bit cheaper than cars.If only I knew then what I know now, I would have saved some money. The lesson is; if you must have a midlife crisis, buy a Saab 9-3 Convertible and get it out of your system.The Saab is one of the few four-seater convertibles around, which means you can actually justify it as a sort of family car (we won't mention the lack of luggage space).Saab 9-3 convertibles also have good private resale value, which is absolutely vital, unless you enjoy throwing money down the drain.And remember, you will pay almost $20,000 more for the convertible over the sedan.Now Saab has a diesel version, which means it is not only cheap to run but should have an even better residual value when you go to sell it — and you will sell it a seemingly short time after you've had it.There are stacks of reasons for this.First, it's a rag top, so you can never be sure about its security. It takes only one brazen thief with a box cutter to get in.As a rag top, it is also loud, even with the top up, although Saab has a triple-lined rag top, so it's quieter than most.There is also the problem of handling. Convertibles don't have a roof to take the stresses of the chassis twisting in a corner, so they tend to handle like a leaky boat in a 50-knot wind on Moreton Bay.The fact it's a four-seater means there's an even bigger non-stressed area of chassis to bend and wave in the breeze.Saab has greatly improved the handling, but it still is no track-day special.The main reason for selling the 1.9-litre turbo-diesel model will be that engine.Yes, it is their most advanced diesel engine yet, with a two-stage turbo, common-rail direct and multiple fuel injection, greater maximum boost pressure, lower compression ratio and alloy cylinder head.And true, you get about 6.3 litres per 100km fuel economy (which is actually worse than the sedan's 5.8L/100km because the convertible is heavier).However, that two-stage turbo just doesn't work. In theory it should have no turbo lag. But the lag here is best measured by a calendar.Don't be tempted to cut into a stream of traffic or you will be left stranded before the boost cuts in just over 2000rpm.At that point you get peak torque of 320Nm available instantly, which yanks the steering wheel out of your hand and spears the front-wheel driver first one way then another.If that's not bad enough, the typical clattery noise of the diesel engine is even more evident, either with the top down or up.Outside, the new model looks much smarter with a few aluminium bits of trim which add to, rather than detract from, the ageing style. Inside is a different story.Saab's adherence to their traditional aircraft cockpit look is well past its use-by date and the switch gear all feels very light and flimsy.Admittedly the list of standard features is quite impressive; leather upholstery, heated seats, automatic climate and cruise control and MP3 compatibility.Our test car included a fully integrated, but retrofitted, Kenwood sat nav and entertainment command centre that Saab is testing for the Australian market.GM Premium Brands (Saab, Hummer, Cadillac) communications manager Emily Perry said it was a pre-production evaluation unit. “It's not currently available, but we are close to bringing it to market for the 9-3,” she said.“We hope to have this Kenwood unit available to customers as an accessory by the end of the year. At this stage it's only being tested in the 9-3, not 9-5, but there is a possibility that it may also become available in 9-5. I can't give pricing details or launch timing yet,” she said, although she estimated it would be under $4000.I have advised Perry that they shouldn't bother, for several reasons.The navigation function was so difficult to operate, I gave up and used a UBD instead. As for changing radio stations, forget about it.The screen was almost unreadable in any daytime conditions because of glare. And, although I find touch screens preferable for ease of use, my fingerprints, together with the glare, made it even more difficult to see.It also reflected the glare off the rear window, which allows little vision because the light blue paintwork on the test model's rear deck directed sunlight straight into it.There also didn't seem to be any clock in the sat nav unit that I could find, which left the driver with no means of telling the time in the cabin. What is this, a Harley?I'd stick with the factory-fitted sound system and get a portable sat nav unit.  SnapshotSaab 9-3 1.9TiD Convertible Price: $68,000 (Linear), $72,100 (Vector)Engine: On paper this should be a good unit, but the turbo lag negates the fuel savings. It is also too loud for a soft top.Handling: The laws of physics are against it from the start.Economy: The diesel is frugal, but hindered by the heavy convertible body.Value: Expensive, but you should get good resale value if you look after it.Body: 2-door, 4-seater convertibleEngine: DOHC, 1910cc, 4-cylinder, common-rail turbo-dieselPower: 110kW @ 5500rpmTorque: 320Nm @ 2000-2750rpmTransmission: 6-speed manual, 6-speed sequential Sentronic auto ($2500), front-wheel driveFuel: 6.3L/10km (claimed), 58-litre tankCO2 emissions: 166g/km (187 auto)Kerb wieght: 1687-1718kg depending on specificationTyres: 16 x 6.5 alloys — 215/55 R16 93V; 17 X 7.0 alloys — 225/45 R17 94W; 17 X 7.5 alloys — 235/45 R17 94W; 18 X 7.5 alloys — 225/45 R18 95W, space-saver spareFor: It's a midlife crisis must-have.Against: Too many to list.Verdict: The diesel experiment in a convertible just doesn't work.