Luxury Reviews

Normally I'd wax lyrical about how this car will affect your senses, the aural music created by the quad exhaust pipes and the gravity forces affecting the driver's body through high-speed bends.Then there's the sumptuous leather cabin, the richness of the timber trim and the clarity of instruments, not to mention the new, full figure sexy body.But not this time.Because for the few times that I've previous driven a Maserati, this was the first time that nothing went wrong. And that is so remarkable that it almost rates above the driving experience. It didn't squeak or rattle. Nothing fell off. The doors opened with ease and the radio was audible. Yes, you'd expect that for near-on $300,000. But in previous models, you didn't get the Q-word.Quality, it seems, was a bit thin on the ground in the 1980s and 1990s.I remember a Maserati of the early 1980s that seemingly was assembled from a distance.So bad was the fit and finish it was highly likely that workers stood at some distance from the creeping production line and threw bits at it in the hope that some would stick.Another Maserati rattled so much the radio was useless, and another started losing weight mid-journey by jettisoning parts. Window winder, lower dashboard trim and something unidentifiable that dropped from under the dash were three that broke free on my small trip.Driving the latest GranTurismo could have been a journey back. But to my surprise, it wasn't. This new car — the latest Maserati and the one that could prise well-heeled enthusiasts out of their Ferraris, Lamborghinis and Astons — is simply beautiful to drive.Gone is that dreadfully clunky semi-automatic gearbox that marked the brand as painfully sporty.Now there's a silky-smooth ZF six-cog box. It even has shifters on the steering wheel if you simply must change gears yourself. The build finish is superb and only matched by the quality — there's that word in a Maserati article for the first time — of the materials.The dashboard is attractive and as easy to use as a Camry. Everything is laid out so neatly it not only defies historic Maserati trends, it is at odds with the Made-In-Italy badge.And it seats four adults. No kidding! A two-door coupe that fits two adults in the back. It was so novel that I tried it and even my 177cm frame was comfortable.The boot is accommodating enough to fit a golf bag, primarily because there's no spare tyre. There's an aerosol kit, so lots of luck.The simple fact is that the standard 20-inch wheels don't fit in the boot.Now that we've established that this one is going to stay together, let's take it for a punt.This is a big car. It's based on Maserati's four-door Quattroporte saloon with a margin snipped out of the wheelbase.So in the flesh it's a bulky car that sits quite high for a coupe and stretches far enough to need park sensors.It's also heavy and crests the 2-tonne mark with two occupants and fuel. Remember, this is primarily a GT and not a track racer.Countering all this is the Ferrari-sourced 4.2-litre V8 engine that despite its meaty power, is quite uninspiring.Sure, the exhaust pipes will bark and howl and the engine will make a muted mechanical gargle, but the auto gearbox softens the blow.In the old model the semi-auto would sound like a rabid dog gnashing its teeth centimetres from your face, so it felt fast. But the fact is it is fast. Maserati claims that the 100km/h sprint arrives in 5.2 seconds, which is Ferrari territory. The ride is surprisingly compliant and the cabin remains quiet. It's a very relaxed ride.The seats are supportive, the steering wheel falls easily to hand and the gauges simple and communicative. There's a premium audio system and a sat-nav system that doesn't need an electronic engineering degree to operate.The car's bulk will be invisible to drivers who stay on gazetted roads, though on closed roads the kilos are noticed.It can point and shoot corners with ease, though the brake pedal needs increasing pressure to slow it down. The steering is perfect for touring though in close quarters needs a few extra turns to make a tight corner.But I'm penny-pinching. This is a beautiful car and the surprise is that it's a Maserati.At last — a Maserati that looks as good as it's built.    SnapshotMaserati GranTurismoPrice: $292,800Engine: 4.2-litre, V8, quad-camPower: 295kW @ 7100rpmTorque: 460Nm @ 4750rpmAcceleration: 0-100km/h in 5.2 secondsFuel: premium, 86-litre tankEconomy: 14.3 litres/100km (claimed), 16.9 litres/100km (tested)CO2 emissions: 335g/km (Corolla: 175g/km)Transmission: 6-speed automatic, sequential, paddle-shifters; rear-driveBrakes: 4-wheel 330mm vented, cross-drilled discs; ESC, ABS, EBD, traction control, brake assistTurning circle: 10.7mSuspension: double wishbone, coilsWheels: 20-inch alloyTyres: 245/35R20 (front); 285/35R20 (rear); no spareDimensions (MM): 4881 (l), 1847 (w), 1353 (h), 2942 (wheelbase)Weight: 1880kgWarranty: 3 year/unlimited km, roadside assistFor: Performance, comfort, driving easeAgainst: Visibility, no spare tyre 

It is a bullish forecast on the back of a sales surge that has seen Audi double its business in Australia since 2004, including 7200 vehicles sold last year.The A4, coded the B8 in the model's family tree, is seen as Audi's last big hope to join the pacesetters of the flourishing premium compact segment.Over the years this patch has been dominated by BMW's ethereal 3-series and the spiralling growth of Mercedes-Benz's C-Class. Some observers claim this new Audi is the missile it needs to capture a share of the market outside Europe.It is a completely new and bigger car, with more dynamic refinement and technical innovations, but whether it will be enough to justify Audi's bold predictions is open to conjecture.Since 1972, when the B1 — the A4's forebear — was born, the model line has been the backbone of Audi's business, selling more than 8.5 million. In 2007 it accounted for 41 per cent of the Ingolstadt manufacturer's international sales that topped 960,000 units.Audi is cocky about the Australian prospects of the latest A4, claiming part of the success will come from improved resale values — one of its weaknesses against the traditionally strong BMW residuals.The latest A4 arrives here with a string of awards from Germany. But it is up against not only the selling might of the rear-drive 3-series but also the burgeoning Mercedes C-Class, the current Wheels Car Of The Year.And then there is the Lexus IS250.Audi risks alienating its highest-spending A8 saloon customers by suggesting that the company aims to introduce breakthrough technology on the A4.Of course Audi's famous quattro all-wheel-drive layout was fashioned on the Audi 80 in 1982 and later that decade direct-injection TDI diesels were launched with the Audi 100, both important cogs in the A4 lineage.So it is aiming to use the A4 again as the launch bed of technical breakthroughs.Among the interesting additions on the new A4 are the side-assist warning and the lane-assist device.The side-assist is essentially the same as the BLIS system, which was pioneered by Volvo.The lane-assist operation uses sensors that detect if the car is going off-course by triggering a vibration through the steering wheel, akin to running over audible rumble lines on some freeways. Together these two systems are a $2400 option.Audi is offering a range of engine choices, starting with the 1.8-litre turbo from $50,900 for the manual and $53,500 for the Multitronic.From there the range steps up to a 2.0-litre Multitronic turbo-diesel ($54,900) while the 3.2-litre V6 quattro petrol vehicle tops the range at $88,500.Joining the crowd in June is a 2.7-litre turbo-diesel at $67,900, while a 3-litre turbo-diesel from $89,500 is scheduled for October, two months after the Avant wagon arrives.Dimensionally, there are significant changes with the new car that comes off the already launched A5 coupe platform.It has been stretched a further 120mm and is 50.4mm wider, while the boot gains 20 litres which swells to a cavernous 480 litres.The quattro, which is not accessible until you stretch to the 3-litre diesel and 3.2-litre V6, has a 40/60 front/rear torque split.The A4 is 4703mm long and wins out over the 3-series (4520mm) and the C-Class (4581mm).BMW and Mercedes-Benz also have a shorter distance between the axles, with the Audi running to 2808mm against the 3-series's 2760mm and the C-Class (2760mm).The A4 has more front headroom than both of its German rivals but the 3-series and C-Class win out in front and rear shoulder width.Other key optional extras for the A4 include the drive select with adaptive dampers for $3200. You can add dynamic steering to that package, which blows the price to $5500 and is available only on the 3.2-litre V6.Then there is the Xenon Plus package (standard on the 3.2-litre V6) which adds the curvy LED daytime running lights for $2100. SnapshotAudi A4Price: from $50,900 to $88,500.Engines: 1.8-litre four cylinder, 2-litre turbo-diesel, 2.7-litre turbo-diesel, 3.2-litre V6 quattro, 3-litre turbo-diesel quattro.Transmissions: 6-speed manual, Multitronic, 6-speed Tiptronic (3.2-litre V6).Power: 118kW (1.8), 105kW (2-litre TDI), 140kW (2.7-litre TDI), 195kW (3.2-litre V6).Torque: 250Nm (1.8), 320Nm (2-litre TDI), 400Nm (2.7-litre TDI), 330Nm (3.2-litre V6).Safety: Eight airbags (standard), ESP and associated brake and skid assist programs.Fuel consumption: 7.1litres/100km (manual 1.8), 5.8litres/100km (2-litre TDI), 6.6litres/100km (2.7-litre TDI), 9.3litres/100km (3.2-litre V6).Emissions: 169g/km (1.8), 154 (2-litre TDI), 176 (2.7-litre TDI), 220 (3.2-litre V6).Standard Equipment: 6.5inch screen, automatic aircon, Milano leather seat upholstery and head restraints.Optional equipment: adaptive cruise control, adaptive lights, advanced key, various parking systems, Audi drive select with adaptive dampers, lane assist, side assist, dynamic steering, 14-speaker Bang & Olufsen sound system, Bluetooth, 3-zone automatic aircon, driver information system with monochrome display, navigation system with DVD including MMI (multi media interface), Comfort package, Symphony radio, TV reception, Xenon Plus headlight and daytime LED driving lights, gearshift display, Valcona leather. 

You may know that the basis of this desirable and ostensibly English grand tourer is that of Volkswagen's Phaeton, that the engine is a development of that found in an Audi A8.You know that if you could raise the readies to get into a Bentley Continental Flying Spur, you wouldn't care the price of a cuppa Earl Grey and a crumpet about that other stuff.Before the acquisition of Jaguar by the Indian company Tata, any self-respecting English marque had to be owned by the Germans. That held true from the humblest Mini (essentially a front-wheel-drive BMW) to the grandest Roll-Royce Phantom Drophead Coupe (the key working bits are Deutsch-sourced).If die-hards have a problem with that (“Crumbs, Algy, the bally Boche have taken Bentley!”) the VW group's ownership of the feted British marque was not only about the sole guarantee of its continued viability.Embracing the European Union is one thing, retaining your essence and identity is another. While Rolls succeeds beautifully in that respect, Bentley is clearly a child of its adoptive parents.The car with the English moniker is 1000 times more desirable. No one bought the Phaeton while the Audi, for all its undoubted technical excellence, is afflicted by anonymity.Breezing into the boardroom to announce the Bentley purchase is going to go over a good deal bigger than “Check out my A8,” which sounds like a battery and looks like a big electric shaver.Compared with the Continental coupe, the Flying Spur is discreet. An extra 50cm allows for two more doors, B-pillars and a real boot; it provides luxury accommodation for four adults.For 100kg more, the Spur saves $25K while maintaining parity in performance and efficiency.You couldn't want for a more welcome departure from the austere executive car class. The walnut accents, silver knobs and smoky leather are truly a mark of this marque.The way the 6.0-litre twin turbo W12 transforms the Bentley from a genteel grand tourer to a sort of volcanic eruption with all-wheel-drive has to be felt to be appreciated. Nudging the accelerator in traffic feels like taunting an active volcano to have a go.While the Spur's ability to fly is wasted in Australia, on back roads its potency is hinted at where you least expect such a heavy car to shine.The twin turbo version of the enormously potent W12 makes for one of the world's fastest sedans. Driven through excellent three mode ZF six-speed automatic transmission the Spur's reservoir of torque is there for the tapping.Using the steering wheel-mounted paddle shifter is all but redundant — though flipping the left one into too low a gear is worth it simply for the ferocious roar it prompts. While the use of weight-saving aluminium keeps the A8 to a trim two tonnes, even the Flying Spur's 2475kg don't inhibit the almost startlingly sharp manner in which it sweeps through testy bends.The Bentley's road manners are sometimes not so sweetly reminiscent of the cousin Audi — the ride can be terse at times and even torque- sensing all-wheel-drive won't entirely counter the predictable nose heavy understeer when pushing into the tightest bends.On the whole, it excels itself even in these unlikely surrounds, its reserves of grip and poise seemingly endless. If its speed through the corners wouldn't trouble a 5 Series, the Spur has no right to get through them so smartly.Steering is up to the task; light, communicative and evenly weighted although prone to abruptly registering surface irregularities.Set to sport the adaptive air suspension comes into its own through here, lowering the Spur's stance and containing body roll.In it's purpose-designed grand touring deployment, the Bentley simply eats the kilometres, washing them down with a thirst for premium unleaded that's so prodigious you'll be glad of the 80 litre tank. Progress feels almost effortless and quicker than it really is.In terms of road and wind noise it's louder than it ought to be. Add some rattling and humming over coarser stuff and you'll realise the Spur does not offer the last word in refinement.But the statement it does make is enough to drown out dissenting voices.Tally ho! The bottom lineMaybe in the next life. SnapshotBentley ContinentalPrice: $353,000 (Flying Spur)Engine: 6L/W12 twin turbo; 411kW/650NmEconomy: 17.7L/100kmPerformance: 0-100km/h: 5.2 secs (claimed) RivalsBMW 760LiPrice: $346,000Engine: 6L/V12; 327kW/600NmEconomy: 13.6L/100kmPerformance: 0-100km/h: 5.6 secs (claimed) Mercedes-Benz S600LPrice: $367,000Engine: 5.5L/V12 twin turbo; 380kW/830NmEconomy: 14.3/100kmPerformance: 0-100km/h: 4.6 secs (claimed) 

The energy is delivered by the 6.0-litre V12 twin turbo engine (also in the SL65 AMG) which develops 450kW of power and 1000Nm of torque, which Benz says gets it to 100km/h in 4.4 seconds and to 200km/h, if you feel the need, in 13.3. Its electronically limited to 250km/h, but apparently is capable of more than 300km/h if unleashed.There's the telltale AMG badging, gaping air dams, 20-inch wheels and quad chromed exhaust tips, but the vehicle's appearance doesn't blaringly advertise its attitude.The AMG body styling covered in the special “liquid metal Alubeam” paint is as well-tailored as James Bond's suits, with the muscular bulges here and there just giving hints of the artillery concealed underneath.Blur your vision and the car morphs back into a prestige coupe. Sliding behind the wheel reinforces that idea, with a luxury interior that is superbly finished right down to the final meticulous stitch on the buttery diamond pattern leather and the sheen of carbon fibre and aluminium trim. And it has a full list of kit; all the usual premium loot plus features such as massaging front seats.The clock has been designed by IWC, makers of arguably the world's finest watches. And there's a lap timer, just to remind you of the car's real purpose.Press start and the engine fires up with a subdued burble that you almost have to strain to hear in the cabin. Push the matter a little further and there's a louder and throatier response. But unless you really emboss your shoe tread into the carpet, the noise still seems somehow restrained and rarely likely to annoy the neighbours. But be warned that if you plant it, the engine is powerful enough to get a second or two of tyre wail at launch, even with the traction control on.And planting your foot reveals why the seats are so deeply padded. It's to cushion your shoulder blades when the beast slingshots off the start. From there, the grunt just keeps coming in a smooth progression through the gears, with fast changes from the five-speed automatic at the flick of a finger with the F1-style shift paddles on the steering wheel.You can reach ludicrous speeds in a flash but there's a strange sense of detachment from what's happening. Even when the needle is fairly well buried into the right-hand arc of the dial, the cabin is still as serene as another car would be during gentle cruising. You can hear the engine, if you try, but there's little in the way of tyre or wind noise to help communicate the sensation of speed.The blur of landscape might almost be a movie projected on the windscreen (with the sound muted to a polite murmur).In keeping with this, the ride quality is brilliant over any surface and the sports suspension coupled with a slew of dynamics systems helps keep the CL65 clawed into the road under most conditions. However, you never lose the sense of how substantial that luxury body is, and there's a touch of roll in some of the corners.But these are minor niggles in a car that offers every possible creature comfort combined with blistering speed. Snapshot Mercedes-Benz CL65 AMGPrice: $474,974engine: 6L/V12 twin turbo, 450Kw/1000NmTransmission: 5-speed sequentialPerformance: 0-100km/h: 4.4 seconds 

Here's something to whet the appetites of driving enthusiasts who like the cachet of an Italian marque but need versatility in luggage space.On paper this car measures up. A V6 petrol engine with variable valve timing and twin overhead camshafts on each cylinder bank. A strong 191kW of power. A broad, low stance pushing its wide-tread, low-profile tyres on to the road where they are propelled by all-wheel drive.Leather-trimmed seats, sports instruments and, at the top of the range, a six-speed automatic with sport mode and steering wheel paddle shifts.Luggage volume is great and even more can be carried when the rear seats are folded flat.It's the Alfa Romeo 159 Sportwagon - the 3.2 JTS Q4 variant, the most expensive of the 159 Sportwagon range.At $80,990 it's quite a swallow; $12,000 more expensive than its fellow-European Volvo V70 V6, which also has all-wheel drive, six-speed automatic and is more powerful and more spacious.It's a shame the Q-Tronic auto lets the wagon down. Even in regular Drive setting, it hangs on to gears far too long, the driver willing it to change up a gear or two to lower the revs, the noise and the fuel bill.In the manual-shift mode, the test car wouldn't accept a command to go into top (sixth) gear at a steady 90km/h on a flat road. It used fuel at a rate of 13.6 litres/100km on a drive that included a Fleurieu cruise. Do mainly city and suburban driving, and petrol consumption will increase.The driver can find an ideal position helped by seat and steering wheel adjustments.The AWD is configured to give a slightly rear-axle bias.This is a wagon that corners with good balance, even at speed.The rear luggage area, accessed by a lift-up tailgate, has a floor about 24cm below the loading lip (more like a hatchback than a station wagon). It's harder to lift items in and out, but probably helps the wonderful chassis integrity.Tie-down hooks, luggage nets and bonus compartments make it appealing. The 445 litres of space (below the luggage blind) expands to 1235 litres with the rear seat down. Then there's the joy of driving an Alfa; the deep-set gauges are there for olio, acqua and benzina and when asked to perform, it generates a raw, racy sound.The $77,990 six-speed manual version might be worth trying along with any of three other engine choices back to the 2.2 four-cylinder petrol (136kW power) from $52,990 where you still get leather trim, dual-zone climate control, 10-stack CD, cruise control, stability control, rear park sensors and alloy wheels. SnapshotAlfa Romeo 159 Sportwagon 3.2Price: $80,990Engine: V6 petrol, dohc, 3195cc.Power: 191kW at 6200rpm.Torque: 322Nm at 4500rpm.Transmission: Six-speed Q-Tronic sequential with paddleshift.All-wheel drive.Brakes: 330 x 28mm ventilated front discs, four-piston calipers; 292 x 22mm ventilated rear discs; ABS.Economy: 12.3 litres/100km. Tank capacity 69 litres.Emissions: 291g/km.Wheels: 18in x 8in alloys; 235/45 tyres.Dimensions: 4660mm long, 1828mm wide, 1422mm tall.Performance: 0-100km/h 7.4 seconds. Top speed 237km/h.In its class: Audi A3 Sportback 3.2 quattro, $65,500Saab 9-3 Sportcombi: $75,600Volvo V70: $67,950BMW 335i Touring: $108,600 

And it's reassuring to know you are cocooned in one of the safest vehicles in the world.Volvo has made the third-generation V70 wagon an even safer proposition. There is greater side protection and curtain airbags extend a further 60mm to cover smaller passengers in the rear seat.It is a departure from previous models in that it gains a six-cylinder engine for the first time and is enhanced with more luxury features. Performance and sophistication were the goals for the V70 that is powered by a fresh 3-litre V6 boosted by a twin-scroll turbo.For those who want to tow, there is a generous 400Nm available across the 1500rpm-4800rpm rev range.There is spirited performance in a competent chassis which rides, steers and handles diligently.In fact, you can tailor the car to steer, handle and ride to suit individual tastes.There is the Four-C continuously controlled chassis as standard where you can set the damping to three settings — comfort, sport and advanced.For a $750 premium you can add the adjustable power steering that can be set to one of three levels — low, medium and high. It works at low speeds such as in parking areas where assistance is most needed.On the highway the steering feels quite neutral and the ride, even in Advanced mode for better body control and firmer damping, is reasonably compliant.The clarity and quality of the interior layout and trim, red leather in the ilk of an Italian sports car rather than a Swedish wagon, is top shelf and up there with the highly praised Audi architecture.The seats are a hallmark, one of Volvo's strong points, where it is easy to consider occupying a pew on an inter-city haul or a long driving holiday.On the launch drive from Adelaide, through the hills and down to Goolwa and back, the fuel consumption was 12.6 litres/100km, overshooting the factory claim of 11.3.The V70 feels bulky, a substantial vehicle in mass and on-road presence.There's a long list of standard features although the list of options runs up a princely sum.Among the items you can add are ventilated seats ($3200), electric sunroof ($2150), satellite navigation ($3950) and reverse camera ($1200), adaptive cruise control and collision warning with auto brake ($3950), integrated telephone ($2900) and Blind Spot Information ($1200).This is a fine package that successfully harnesses performance, luxury, packaging and safety.Just as BMW are the kings of the compact premium sedan genre, Volvo is the king of the wagon market.The V70, while initially it may be seen as a low volume seller, is ready to catch any fall-out from the luxury SUV crowd.A word of warning — don't lose your Personal Car Communicator (the key) — it's at least $270 to replace.

Part of the reason is that the new eight-seater Lexus is based on the similarly competent Landcruiser, although Lexus claims the LX570 is an even better performer and 'the most capable vehicle it has ever produced.’The benchmark Cruiser is a good starting point on which to build another offroader, although they couldn’t pinpoint exactly how much of the vehicle had been borrowed – about 30 per cent by weight was the final answer.However they did acknowledge that the doors transferred straight over, and since their sculpting cues have to flow into the rest of the body, this leaves you in no doubt about the LX570’s parentage. From not too far a distance, passing traffic could easily imagine they’re seeing the next Cruiser rather than the latest Lexus.However if you go deeper than the skin there are some major differences, the largest of which is the 5.7-litre petrol V8 under the bonnet (a full litre more than its donor stablemate).Mated to a six-speed sequential automatic transmission, the engine develops 270kW of power at 5600rpm (up 100kW) and a hefty 520Nm of torque at 3200rpm on premium fuel. On 91RON you’re likely to get at least a 2kW drop.Lexus says the LX570 will get to 100km/h in 7.3 seconds – no small task for a vehicle weighing in at 2740kg (and no surprise that it will use 14.8L/100km in combined driving, which is reportedly an 8 per cent improvement on the outgoing model).But it also makes for a 3500kg braked towing capacity, plus you can load the Lexus with about 750kg of people and cargo and there’s about 700 litres of space to play with once you drop the third row.While it has pinched the Cruiser’s full-time 4WD system, traction and stability controls, it has now also been given a lockable centre differential that sends 60 per cent of the drive to the rear, and can send up to 70 per cent if needed.A centre-mounted toggle allows you to change between high and low range, and while there is no option of getting the amazing Kinetic Suspension System available on the big Toyota, the front and redesigned rear suspension on the Lexus gives a claimed 15 per cent improvement in wheel stroke, stretching to 23cm for tough terrain. It can also be directed to lower for easier access; kneeling like an obedient camel for people to climb aboard.A crawl function that is switchable between 1, 3 and 5km/h can take over the engine and brakes in extreme situations, leaving you simply steering the Lexus while clambers up and down the route.There are just two models, opening with the $136,000 Prestige which is kitted out with all the usual luxury features, plus extras like a reversing camera, four-zone climate control with 28 outlets, heating and power adjustment to the first and second rows, 10 airbags (including roll-sensing curtains that cover all three rows), 18” alloy wheels (and yes, full-size spare) high-intensity adaptive headlights that essentially go around corners before you do, and a thumping 19-speaker Mark Levinson DVD entertainment system.The $151,700 Sport Luxury gets an extra DVD screen with wireless headphones to keep them happy in the back, front and side cameras with colour wide screen broadcast for better visibility, radar cruise control that can lock onto vehicles in front to adjust your speed and also alert a pre-crash system if it senses a collision is likely.The three rows of leather-clad seating are powered to adjust quickly to a wide variety of arrangements. In addition to sliding, the second row splits 40/20/40 and has a new tumble function that means it’s easier for passengers to get past and into the third row.And that final row is the really clever one, with buttons near the tailgate that can fold and stow the seats into the floor or tip them over onto their backs as 'stadium seating’ under the tailgate for picnics and epic weekend school sport events.Lexus already has orders for 100, and aims to sell about 360 per year — of which about 90 per cent will be the top spec. And they hope a fair proportion will be sales stolen from other makers of what Toyota Chairman Emeritus John Conomos called 'more recent arrivals in the luxury offroader market’ – for which, read the rabbits as being mainly German breeds; Audi Q7, Porsche Cayenne and even perhaps the big BMW.Lexus says only about 20 per cent of the LX570’s buyers will take it offroad, which is a bit of a shame because they’ll never find out what it can do. And what it can do is tackle pretty well anything you’d expect to be able to conquer in a LandCruiser, but with more bells and whistles as company.Using the crawl control – and the full extent of the wheel travel — we were able to inch our way over a steep set of lumps that would have given us badly cricked backs in a less capable vehicle.It responds well to the steering, and the sport/normal/comfort variable suspension allows you to dial up varying ride and handling characteristics at whim. Sport cuts out a fair amount of body roll on the bitumen, while normal and comfort work for both town and country driving.And there’s no faulting the ability of the smooth and muscular V8 engine, which gave great effort off the line and kept pulling well all through the range. Kick it and it responds with a surge forward – and a satisfying roar of agreement.The switchable ranges work well from the toggle on the centre console, but we managed to completely halt the Lexus by trying to change from low back up to high on the fly – yes, idiotic move on our part. It stressed out the drivetrain, which found a false neutral between the two transfer cases and decided it wanted nothing more to do with us for the next ten minutes while we went through every possible combination of settings and switching-offs to try and bring it back online.Again, it was our error. But it was also a warning to prevent the kids hitting the toggle with a 'what does this do?’.What will keep them out of your hair – and your control panel – is the fantastic Levinson entertainment system, which with great speakers and surround sound offers the kind of crisp quality you’d expect from a home theatre.It all adds up to a great vehicle, but at the end of the day, we couldn’t help wondering why – apart from badge envy – you’d hand over the extra for the LX570 when the top-spec LandCruiser 200 is already so damned good.Lexus says the LX570 'blurs the line between a luxury sedan and a 4WD’ but to some extent it also blurs the line between the Lexus and the luxury-spec Cruiser.

You get tired of hearing terms such as funky and quirky when describing small French cars. But there's something unique about them. And after all, quirky or funky are not terms you'd use to describe German or Korean cars.Features such as glass roofs, unique front styling and satellite navigation units that pop out of the dashboard keep bringing you back to quirky and funky. They are among the features on Peugeot's new 308 range.Peugeot doesn't talk about quirky and funky. Its key term for this car is refinement. That starts with the 308 being slightly bigger and offering more value than its predecessor, the 307.So much so that the 308 is really medium-sized rather than a small car these days. The car is now some 74mm longer and 53mm wider than the 307. It is also marginally lower, with increased tracking front and rear.I drove the new turbo-petrol 5-speed manual and the turbodiesel 6-speed automatic versions of the mid-spec XSE 308 over a few days in Sydney. The new 308 has seven variants of the 5-door hatch shape.It starts with a 1.6-litre petrol 88kW XS model at $25,990. More features are added to create the auto-only XSE at $30,390. Next there's the 110kW turbo XSE at $30,590 manual. Add $2000 for the auto. Top of the range petrol car is the XTE auto at $34,790.Peugeot has carved a niche in the market with its diesels. There are three variants for the 308. The lowest priced is the 1.6-litre XS HDi at $29,990 — but you pay for diesel economy. That's $4000 dearer than the base petrol car. Buying the better two-litre diesel XSE HDi will cost $33,590, manual. Again it's $2000 more for an auto. The most expensive 308 is the auto-only XTE HDi at $37,990.Overall, both versions handled similarly and felt solid and reliable.The petrol turbo certainly has more acceleration punch and pizzazz than the diesel, even allowing for a rather notchy manual gearbox. It's diesel economy versus turbo petrol whoosh.As you shift gears in the manual there's a noticeable whoosh sound from the turbo. It sounds like a tempered WRX. It must be that refinement. On the diesel, the engine sound is still noisy inside though improvements have been made over the sound levels of the 307. Small diesel cars are gaining in popularity in Australia but they have not won full acceptance. Diesel is still seen as a novelty, and the noise of the engine and having to fill up with trucks and work vans at the servo still puts buyers off. However, the economic benefits are being clearly shown.Peugeot announced in late February that a 308 XS diesel driven around Australia in 25 days by regular economy run experts John and Helen Taylor had recorded an overall consumption figure of just 3.13 litres per 100km. Not only is that better than the claimed figures for either of the two hybrid cars currently sold in Australia (Toyota Prius and Honda Civic) it also meant only eight trips to the pump on a 14,500km trip.Peugeot says the car's best run was 1988km on a single tank.Certainly one benefit of diesel comes when you find queues at your local petrol station. Almost all of the other cars waiting aren't heading for the diesel pump. Peugeot says it expects that 64 per cent of 308 sales in Australia will be diesels.But the 308 faces some stiff competition in its class. Diesel and petrol turbo versions of the VW Golf GT, the ground-breaking Citroen C4 and tough competition from Japan in the Mazda 3 makes it mandatory for potential buyers to shop around.If it comes to looks, the Peugeot will divide opinion. The front end has a large black bumper bar across the front of a substantial grille.Having said that, the two test cars came in exquisite paint colours. The blue (Tauranga Blue) and particularly the red (Babylon red) gave the cars a premium look that enhanced the stronger points of the styling.The 17-inch alloy wheels, an option on both cars, also help the styling.A glass roof seems an odd choice for a car but it's actually a wonderful alternative to a convertible.You get the light without the noise, the wind, heat, sun and city smells that annoy anyone driving with the top down in the city and suburbs.Talking of smell, the range-topping XTE has a fragrance-emission system to make the interior smell fresher for the occupants. The 308 is also packed with safety features. It has a five-star safety rating on the back of six airbags as standard (and a seventh optional on the top-end cars), unique impact absorption structures to protect the front end, plus stability control.All models also have “follow me home lighting,” which equates to the lights staying on for a short while after you lock the car. Its aim to provide you with extra lighting when you park your car at night, but it does have you double-taking to make sure you have actually turned them off. Other features worthy of mention are rear parking sensors on a car half the size of many who need such a feature as standard and don't get it, plus side mirrors that automatically retract when the car is parked.Inside, the layout of the controls, particularly in models where the satellite navigation system is installed, are somewhat confusing.However, this is something you will come to grips with through practice, and not on a short-term test.Overall, the 308 offers a multitude of engine and transmission choices.It is a welcome improvement on the previous model and will find favour among people seeking to stand out from the crowd on the road. The bottom lineBigger, smoother and dare we say it, funkier than its predecessor. Snapshot Peugeot 308 XSE Price: $30,590 (petrol), $33,590 (diesel)Engine: 1.6L/4-cylinder turbo 110kW/240Nm; 2L/4-cylinder turbodiesel 100kW/320NmEconomy: 7.1L/100km (petrol), 6.8L/100km (diesel)Transmission: 5-speed manual, 4-speed auto petrol, 6-speed auto diesel, 6-speed manual The rivalsVW Golf GTPrice: $34,990 (petrol), $34,790 (diesel)Engine: 1.4L/4-cylinder twincharger 125kW/240Nm; 2L/4-cylinder turbodiesel 125kW/350NmEconomy: 7.7L/100km (petrol), 6.3L/100km (DSG) 6.6L/100km (manual)Transmission: 6-speed manual, 6-speed DSG Mazda3 MAXX SportPrice: $26,500Engine: 2L/4-cylinder 104kW/181Nm economy: 8.6L/100km (manual), 8.9L/100km (auto)Transmission: 5-speed manual, 4-speed auto Citroen C4Price: from $25,990 (petrol), $29,990 (diesel)Engine: 2L/4-cylinder petrol 103kW/200Nm; 2L/4-cylinder turbodiesel 100kW/320Nm Economy: 8.1L/100km petrol, 5.1L/100km dieselTransmission: 6-speed auto 

Joining the flagship gullwing coupes at the very top of the Merc range, the Roadster is a stunning object.A long arrow nose thrusts the gunsight badge forward of the snarling fascia, and from there the carbon-fibre body streams back over straked sides to the short tail.Gullwing doors cue back to the famous 300 SL of the mid-1950s, but are hinged to the body to account for the Roadsters folding roof. From one end to the other, and down to the elegant turbine wheels, this is meant to be an eye-catcher.It takes a lot to attract attention on Sunset Boulevard in Los Angeles, where locals yawn at the daily parade of celebrity vehicles. But as we headed towards Laurel Canyon and the freeway down toMalibu for the test drive, you couldn't help noticing the Mexican wave of swivelling heads as the McLaren's sleek form glided past.The beauty isn't just skin deep. Lift the lengthy bonnet and you reveal the piece of jewellery that is the car's heart; a front mid-mounted supercharged 5.5-litre V8 that develops a mind-numbing 460kw of power at 6500rpm and 780Nm of torque at 3250rpm.That takes care of getting the car to 100km/h in just 3.8 seconds and to a top speed of 322km/h.SLR stands for Sport, Leicht, Rennsport (sport, light, racing) but the McMerc weighs in at somewhere north of 1800kg. You don't, however, get any sense of that on the road.Provoke the throaty howl of the engine and the car ricochets down the bitumen like a guided missile. It tracks through corners as if on rails and reduces long straights into short blurs of scenery.Gearshifts are slick and joyous and there's such instant, knife-sharp response to the steering wheel that it becomes dangerously tempting to try to chuck it harder around corners on what is a very public road.Surprisingly, the cabin is reasonably quiet with the roof down. It's possible to make conversation at nearly normal voice levels even at ludicrously high speeds if you feel that anything you have to say is more listenable than the sound of that V8.It should be noted that this is not a car built for comfort. You might want to spend all day burning up the highway, but in the end the leather-lined carbon race seats will get you with their lack of lumbar support.On the other hand, the SLR is a truly visceral experience. You feel the engine changes mood through the seat and straight into your guts. To have extra padding shield you from that pulse would be as silly as showering in a raincoat.But the main downside of the McMerc is it will only ever be left-hand-drive. So there's no room for it in Australian showrooms, although a couple have reportedly been brought into the country by owners who keep them for track days.Nobody's revealing what it cost to ship them in, but with a price of close to $500,000 in the US, plus an arsenal of import taxes, you couldn't expect much change from $1 million. And those lucky few who can afford to get them on a track here probably feel like that's a bargain. SnapshotMercedes SLR McLaren RoadsterPrice: about $1millionEngine: 5.5L/V8 460kW/780NmTransmission: 5-speed autoPerformance: 0-100km/h: 3.8 seconds, top speed 332km/hEconomy: 14.5L/100km (claimed) 

That in itself speaks more to the demographic Audi has targeted with its new A4 than anything as passe as an assessment of how the thing goes.The marque's all-important rival to BMW's 3 Series and the Mercedes-Benz C-Class looks good — quite striking, actually. Feels good, too.Even smells all right. And, by the measure of prestige Germans, the entry price isn't savage.If this were any other car in the segment, the fact that its brave new platform delivers only a marginally improved ride than its erratic predecessor would be grim news.So would the fact that the steering is still in want of feel and that the car from Ingolstadt continues to flail about next to those from Stuttgart and (especially) Munich in the dynamics department.If that's apparent even on the cursory introductory drive, you're also inclined to think none of this will much trouble those drawn to the A4.It delivers in every tactile, feel-good respect that Audi's steadily growing crowd of clients have every right to expect. The design is captivating. Interiors are in a class of their own. And it's appreciably bigger and more generous to rear passengers than the car it replaces.So thoroughly does the A4 fulfil its brief that the marque's stated intention of overhauling BMW in Australia by 2015 seems not so much claret-infused bluster as a sober forecast.Put it this way: if you owned a B7 generation A4, you'll like the B8 version more. If you're a reflexive Merc or Bimmer buyer — or a newcomer to the German prestige oeuvre who doesn't want to be a cliche — the A4 is the sort of thing to gladden an image consultant's heart.The new A4 rides on the marque's MDS platform, in which Audi's traditional nose heaviness has been somewhat offset by moving the axle line forward relative to the engine and repositioning the steering system, as per the A5 coupe.Only so much can be done when the front wheels do some or — as is the case with three of the four variants to be first released — all of the driving and steering.Disappointingly, only one version for now is imbued with quattro all-wheel-drive. Outrageously, you have to spend nearly $90,000 — as opposed to almost $60K in the previous range — to get quattro.Most A4s are front-wheel-drive only and though superior by bum-dragging standards, the $30K car featured on page five of today's edition is noticably sharper.So much for a “very emotional dynamic experience”. But then, that's not really why you're in a four-ring showroom, is it?The A4 has been launched in three direct injection engined variants, one of them diesel with a further oiler to arrive next month.The 2.0 TDI, which carries over the Volkswagen Group's tried and true 105kW/320Nm four-cylinder turbo diesel driven through a continuously variable transmission (CVT), costs from $54,900.Coming next month, the 2.7 TDI, with 140kW/400Nm V6 driven via a CVT, begins from $67,900. Later in the year there'll be a version running the superb 3.0 TDI V6.The diesels are book-ended by the petrol cars. The entry level with the perky 1.8 turbo four-cylinder (as used in a $30,990 Skoda Octavia) is $50,900 as a six-speed manual (it's the only stick shift model) and $53,900 with CVT.The 3.2 FSI V6 — with the latest version rear-biased, torque sensing quattro and upgraded six-speed tiptronic automatic — is $88,500 and exceeds $100K if you so much as dabble with the options list.Wagon versions of the 1.8 and 2.0 TDI are due in August.Like the two-door A5, the sedan has an imposing appearance not adequately reflected in photos.Those distinctive daytime running lights — 14 miniature LEDs clustered around the headlamps — are an arresting signature.Obviously bigger within, the interior also remains world-leading, shading Lexus's IS 250, easily surpassing the C-Class and leaving the spartan 3 Series for dead. The A4 is a nice place to spend time.Among the raft of optional and expensive extras, Active Drive — a switchable system that affects damper settings and the steering ratio — seems to have some sort of useful application. You're afforded the choice of the “comfort”, “auto” or “dynamic” and the variation noticeably alters the tempo of proceedings.There'll be a rush to the 1.8 TFSI with CVT. It's a lovely, torquey, rorty engine. But we'd go for the 2.0 TDI, which achieves a strong claimed economy figure (5.8 litres per 100km), adequate performance and was better tied down on the road.The petrol V6 makes a wonderful sound, but the forthcoming $89,500 3.0 TDI promises to be the best of the range, one to at least challenge Benz's superb C320 CDI, easily the best prestige German car under $100K.But where's a circa $65K 2.0 TFSI quattro version? That might be an A4 that's as good to drive to the restaurant as it looks parked outside. SNAPSHOT AUDI A4 1.8 TFSIPrice: $50,900 manual, $53,900 autoEngine: 1.8L/4-cylinder turbo petrol, 118kW/250NmTransmission: 6-speed man or CVTEconomy: 7.1L/100km (claimed)