Luxury Reviews

It was not long ago that Volvo had the prestige wagon market sewn up. Before 2000, Volvo V70 wagon sales accounted for a sizeable slice of Volvo Cars Australia's local volume. But as carmakers moved away from traditional wagons and into pseudo off-roaders, Volvo also chased a new market.It gave consumers the five-seater XC70 and seven-seater XC90, leaving the V70 trailing in the sales stakes.In launching its new V70 T6 AWD, Volvo Cars Australia managing director, Alan Desselss, says the company has tried to reposition the new V70 away from its traditional family wagon role and present it more as a high-end alternative to large off-roaders.The V70 has the same all-wheel-drive system as the XC70 but will be sold as one model only, the turbo-charged 3.0-litre T6. Positioning the V70 into the local line-up has been a challenge, Desselss says. Because of the success of the XC70 and XC90, the company had toyed with the idea that the V70 may not be needed.“But from our customer feedback, people wanted this car,” he says.“We've positioned the V70 above the XC range for the family buyer who wants more performance and luxury.”Desselss says the V70 is a relevant model, despite a conservative sales forecast of just 120 a year.The V70 is based on the S80 sedan, the petrol 3.0-litre T6 mated to a six-speed sequential 'Geartronic' automatic driving all four wheels.The six-cylinder sits sideways in the engine bay and the location of the airconditioning compressor and power steering pump behind the engine in the space above the gearbox provides a compact format.The turbo is a twin-scroll device that allows quick response low-down in the rev-range and excellent mid-range overtaking ability. Desselss says there are no plans at this stage for other petrol engines, or even a turbo-diesel engine, for the V70.“I can't imagine there would be a demand for a V70 diesel,” he says.With pricing set at $67,950 the V70 sits fractionally above the XC70 D5 LE but the Volvo boss says it will attract a different type of buyer.As expected of a Volvo there is a raft of passive and active safety equipment as well as the expected luxury features such leather, heated front seats, climate control, auto dimming rearview mirror, 18-inch alloys, automatic tailgate, active bi-Xenon headlights and six-stacker CD stereo.The T6 is fitted with Volvo's active chassis technology, called Four-C.This is essentially an active suspension system that has three-mode damper settings — comfort, sport or advanced. The system also resists a tendency to squat, dip or roll under hard acceleration, hard braking or emergency steering manoeuvres.Speed-dependent power steering, meanwhile, is an option, while the power steering effort has three levels of assistance — low, medium and high. The luggage area is a work of art.There is 555 litres of space with the rear seats in place.That's 70 litres more than the previous generation V70, adjustable anchorage points on aluminium rails and a 40/20/40 split-rear seatback.The V70 and XC70 actually share much in styling terms.But the V70 looses all of the plastic cladding, high-riding attitude and looks more conventional. Only the stylish 18-inch alloys and AWD badge on the back give a hint of the car's performance.The deep rear glass echoes the C30 hatch and allows excellent rear visibility when reversing. A reversing camera, combined with parking sensors are available as an option.One thing that strikes you about all Volvos is the integrity and design sophistication of the cars.The doors shut with a Volvo thunk, the quality and presentation of the interior equals the best out of Germany and ergonomics are spot on.All-wheel-drive and little things such as the power tailgate, 40/20/40 split rear seatbacks and the thought put into the versatility of the luggage area makes you wonder why anyone would bother with a gas-guzzling SUV. And there are no complaints about the turbocharged 3.0-litre six either. Snapshot Volvo V70 T6 AWDPrice: $67,950Engine: 3L/6-cylinder 210kW/400NmTransmission: 6-speed Geartronic automatic 0-100km/h: 7.2 secondsEconomy: 11.3L/100km claimed

Fine if you are a ``Bogan.''It will also buy you a sleek, lightweight, 1.8-litre, Lotus Elise S two-seater with race-bred dynamics, a removable soft top and enough poke to see off most of the boofy V8s. Come to a set of curves and it's definitely all over.Weighing in at 860kg gives the Elise S an impressive power to weight ratio which explains why the naturally aspirated, 100kW/173Nm, 1.8-litre Toyota engine pushes it from 0-100km/h in a scant 6.1 seconds.But we are just scratching the surface of what this delightful little car has to offer. It is tiny even compared to most other sports cars and is spartan inside though better than before.The startling looks are designed to scythe through the air while the flat undertray with rear diffusers further aids aerodynamics. Large vents funnel air to the engine's radiators in the rear quarters and the entire car stands barely more than a metre high.The Elise S is more of an everyday car than its hard-top stablemate  the supercharged Exige S. Though still challenging to get into with the roof on, the Elise S will happily trundle along in city traffic with the aircon cooling its occupants and the Alpine audio blazing away.On weekends, it will relish a dose of club track day activity rewarding the driver with race-car handling and performance at a controllable cost. Fuel, brake pads, tyres won't be a critical issue.This is the latest version of the Elise that has been around for quite a few years now, starting life with an awful Rover K-Series engine but moving on up since Toyota power was bolted amidships. Interior enhancements include splashes of pukka carbon fibre texture leather and a new instrument pod. It has key remote central locking and dual airbags along with ABS, aircon and Alpine sound.The soft top is easily removed and stowed in the "boot'' behind the engine. You can actually see out the rear view mirror and though manually adjusted, the side mirrors are well positioned and relatively easy to move.This is Lotus's entry-level model but is available with two option packs, not that you would need them. There are also some new colours.On our test drive we were stirred by the raunchy exhaust note and feel of the direct steering. The five-speed gear change is like a rifle bolt action and the brakes are super strong. We have always been impressed by the chassis strength of the Elise and Exige which remains the same as before, even with the roof off. But pedal placement is problematic being offset to the centre and too close together. Despite the diminuitive dimensions, drivers of 183cm can find a comfy driving position. All necessary information is housed in the compact instrument pod including a gear change warning light as the engine nears redline.This car is all about pushing hard through turns. It sits flat and grabs the tarmac with grippy Yokohama tyres to the point where you will end up with a sore neck from the G-forces. When you go home like that, you know you've been having fun.

How ironic is this. Jaguar, that most traditional of British luxury cars created in the post-war strength of the empire, will soon be owned by a company from the colonies.As the Indian conglomerate Tata prepares to buy Jaguar and Land Rover in a $2.2 billion package deal, the car company that is a division of Ford unveils a stunning sedan that could just produce lifesaving riches.Late last year Ford put Jaguar and Land Rover up for sale to divest itself of what it saw as weaker assets. Perhaps it didn't know about the XF.This is Jaguar's latest mid-sized sedan and replaces the retro-styled S-Type. It is itself moulded on the two-door XK rangeJaguar, for the moment ignoring what may happen in India, sees the XF as more than a rival for BMW, Mercedes-Benz, Audi and whoever else wants a slice of the luxury car segment.Coming into Australia in June and very competitively priced from $105,500, the XF has already attracted 200 Aussie pre-sales orders. More than 50 per cent are non-Jaguar owners.The saloon, based extensively on the XK sports, will be offered in four versions in Australia, starting with the bi-turbo V6 turbo-diesel and 3-litre V6 petrol Luxury models, both priced at $105,500.Then there is a 4.2-litre V8 Premium Luxury model at $130,500 and at the top, the 4.2-litre supercharged SV8 version at $166,700. Jaguar dealers have said they are surprised at the value in the prices considering the feature list.Efforts have also been made to ensure buyers are protected as much as possible by poor resale value that has been linked to quality control issues.The car is designed by a young team and emphasis has been placed on quality, said project director Mick Mohan.There is also a move to introduce a younger audience. Overall, Jaguar owners in Australia average 59 years of age. BMW, by comparison, is at 44 years.The XF is the second in Jaguar chief designer Ian Callum's reinvention of the marque after the XK. The latest Jag shares some components including engine, transmission and some suspension pieces, with the XK even having a similar set of tail lights to Callum's other drawing, the Aston Martin DB7.It's a very pretty car with modern styling and lines that belie its size.“We are done with retro,” said Mr Callum of the car that replaces the S-Type.Jaguar has created a big car that feels small. Externally, it appears on par with the now defunct S-Type though the cabin feels as roomy as the larger XJ saloon with a right cabin laden with quality rim and a bit of design flourish.The driving position feels sporty, primarily because of the high centre console that makes a distinction in separating the front occupants.The sporty nature of the XF is further enforced by bold instrument graphics, aluminium flash through the dashboard, the wide-rimmed leather-bound steering wheel and phosphor-blue mood lighting. Jaguar XF program director Mick Mohan said; “It's like sitting in a sports car and that's the way a Jaguar should feel.”"There's a lot of wood in fact, more than any Jaguar in the past 40 years together with the finest leather."There are accoutrements like the push-button starter which illuminates and pulses like a heartbeat before being pressed into action. Touch this starter and the ventilation vents rotate from their closed position. Jaguar said this empties stale air from the vents before fresh air is introduced into the cabin.Very few fittings are options, so even the two cheapest models, the V6 petrol and turbo-diesel at $105,500, have competitive feature lists.All models get sophisticated audio systems; the entry-level has 140-watts and eight speakers with sat nav, TV, iPod and iPhone interfaces, Bluetooth and so on.In many cases, the XF will outdo most European rivals.Much effort has been placed on widening the car to move occupants apart and this has been effected without damaging shoulder room for the driver.There's seating for four adults though five is plausible.The XF gets Jaguar's biggest boot and, surprisingly for this class of car, split and folding rear seats for luggage versatility.A space-saver spare tyre is standard though some markets will be offered a repair kit, basically aerosol goo, to increase boot space.Ignore the remote keyless entry, the press-button starter and the subsequent pop-up central gear selector and the most impressive feature of Jaguar's alluring XF sedan is the exhaust note.Each of the engines — 3-litre V6 petrol, a supercharged and normally-aspirated 4.2-litre V8 and the sole bi-turbo 2.7-litre V6 turbo-diesel — makes its mark on the surrounding countryside from a deep burble to a barely-restrained high-rev roar.Of course, all the noise is accompanied by brisk engine performance that combines neatly with pleasant road manners.Jaguar provided three models for its international launch in Provence and Monaco — the 3-litre V6 was absent with the turbo-diesel the first drive car.It comes with the same PSA-derived engine also picked up in different tunes by the Peugeot 407 and Land Rover Discovery.There is added refinement to virtually negate idle clatter.At speed, any speed, it's as quiet as a sophisticated petrol engine. It's also incredibly flexible and has a locomotive mid-range power delivery that brings a smile to any face.That smile gets wider when after 300km through France's high-speed autoroutes and narrow mountain zig-zags, the trip computer relays a fuel consumption figure of only 8.4 litres/100km.That gives a range of almost 830km which, more than concerns about fuel prices, makes diesel-engined saloons so appealing to buyers in a hurry.Like its petrol-fuelled counterparts, the diesel drives the rear wheels through a six-speed ZF automatic with sequential mode and steering-wheel paddle shifters.The supercharged V8, like the diesel and the normally-aspirated V8, is a carry-over engine that has only mild tweaks.Clearly, Jaguar has released the XF with the focus on street presence knowing that it already has a desirable armoury of power plants.Obviously, with 306kW and a massive 560Nm of torque, the supercharged version is a raucous machine.Jaguar aims it at the top-end, performance seeker and has come to the party with a saloon that will run the 100km/h sprint in a claimed 5.4 seconds.In fact, it feels more like a sub-5 second car and that sits with Jaguar's conservative attitude.This engine comes with a gearbox with more switchable features, such as turning off the electronic stability control (ESC) and a dynamic mode for full manual shifting and more sensitive throttle feel.While the exhaust noise is audible, it is muted enough not to impinge on the luxury theme.Impressive also on all models is the flat-cornering stance and delightfully-weighted steering that balances the ability to relay road feel with sufficient lightness to ease parking effort.The XF gets high marks for comfort and ergonomics, though visibility is poor especially to the rear through its stylish window.

This 6.213km ribbon of bitumen, shimmering on a 32C day, is at the rooftop of Australian motor racing. Defined by high-speed straights, blind corners, sharp descents and a set of narrow corners across the top, Bathurst is a track that demands the most from cars and drivers.While it has been in regular use for car racing for more than 40 years and was once home to the notorious Easter motorcycle races, the circuit carries regular commuter traffic for much of the year.Apart from racing, the track has been closed only once for a car company, when Volvo launched its 760 Turbo sedan in 1984.That was until the week before Easter when Mercedes-Benz arrived in Bathurst – population, 37,000 – with its range of hardcore AMG performance vehicles.It was the perfect location to unleash the C 63 AMG for the first time on Australian soil in what proved to be a week-long speed fest. The C 63 is priced at $20,000 under the C 55 AMG it outdates, coming in at $139,500.According to Mercedes-Benz Australia managing director Horst von Sanden, the value pricing has jolted its direct rivals, with BMW's M3 coupe priced at $157,000 and Audi's RS4 at $164,500, both heavy-hitting V8-engined vehicles.The fifth offering in the line of C-Class-based AMG models runs a 6.2-litre V8, which develops 336kW of power and 600Nm of torque.On the numbers front, the C 63 hits the mark covering a standing start to 100km/h in 4.5 seconds, undercutting the M3 and the RS4 by 0.3sec. It runs a new version of the 7G-Tronic Speedshift Plus gearbox which, in the words of five-times Mercedes DTM champion Bernd Schneider, eliminates any need for a manual.Unlike the M3 where the driver can program different settings for the steering and throttle, the C 63 is set although there is a newly mapped three-stage ESP arrangement and there are three driving modes.Sport mode shifts gears 30 per cent quicker than in Comfort, while in Manual mode the cogs shift up to 50 per cent faster.Tuning of the exhaust system delivers a soundtrack not dissimilar to the DTM car on which the C 63 is based, and which has won 61 races from 116 starts in the German Touring Car championship.The C 63 is the first AMG to carry specially built front suspension geometry, which gives a far firmer ride.Picking the C 63 from the rest of the C-Class crowd is easy; it has flared front guards, power bulges on the bonnet and a DTM-like rear with a black diffuser and integrated chromed twin tailpipes each side.The nose is distinctive although the grille is based on the Avantgard while the dark-tinted headlights give it a sinister look.An order-only C 63 AMG wagon, priced at $141,300, will be available from the third quarter of the year.Australia will receive an initial batch of 350 C 63s with von Sanden convinced he could sell between 500 and 600 if he could get an extra quota from Germany."It is a big conquest opportunity for us," he said. "I don't think we run the risk of cannibalising our products because of the price. AMG customers are less likely to be driven by price alone."The options list is limited to an electric roller blind for the rear glass, a keyless-go driver authorisation system and AMG carbonfibre trim.Unlike the M3 which offers motorsport brake pads for a $2378.95 premium option, the C 63 has no such product. It is equipped with fade-resistant AMG high-performance brakes with 360mm x 36mm discs at the front clamped by six-piston callipers with 330mm x 26mm discs with four-piston callipers at the rear.The C 63 will help total AMG sales to reach a predicted 1000 for 2008 with Australia in the top five countries globally for AMG sales per capita. How the C 63 handlesThe whole process brings out a broad smile with the ESP intervening only after the rear has stepped out enough for the driver to feel a quarter of a turn of opposite lock.The smooth 7G-Tronic AMG Speedshift Plus automatic gearbox is a good match for the 6208cc V8 engine.Shifts either with the gear lever or steering wheel-mounted paddles are ultra-quick.Hug the left-hand apex at The Cutting, gently squeeze the throttle and the C 63 hunkers down, with perhaps a trace of rear-wheel slip if you are too early on the power, and then settle it for the relative fast run into Reid Park.From here the next five corners through Sulman, McPhillamy Parks and down to Skyline are the most exhilarating series of turns in Australia.Balance and body control of the C 63 are tested here with the balance quite neutral and the entire affair pinned down neatly and tightly.Attacking the left-hander into Skyline, again it wants to understeer momentarily.Hard on the brakes for the first descent, the C 63 steers obediently with some trailing brake down towards The Dipper.Squeezing the throttle for the run through some quick changes of direction and into the second-gear Forest's Elbow the C 63 remained composed.It is stable under heavy braking and the handling remained remarkably controlled.Full throttle down Conrod, it hits the hump before entering the kink into The Chase and the ESP symbol flashes up in the instrument panel.The car's 1730kg kerb weight feels considerably lighter here, triggering the stability system into action.Through the left and right of The Chase the C63 remains balanced but wants to break loose if you are too aggressive on the throttle on the exit.Hammering the brakes into Murray's corner the rear squirms to a degree before it settles down as you head towards the left for the apex and use the kerb on the right for a swift exit to the finish.We did some 40 laps over the course of the day at Mt Panorama and the underlying message from the C 63 was that it was an effortless yet razor-sharp pocket rocket.There was no road drive so we'll have to wait until the test car arrives to accurately gauge the virtues of its ride quality in the real world.But for now the C 63 is very much a sleeping giant of the compact high-performance brigade. 

Let us say up front that the Audi R8 had been one of the most anticipated drives of the year. First seen as the Le Mans Concept at the 2003 Frankfurt motor show, the production R8 had been talked up to a degree only a true superstar could live up to.Reports from the launch drive were mixed; good but not great, a bit of a show pony held back so as not to embarrass its Lamborghini stablemates, stylish but tries too hard.It all added to the anticipation and, more than usual, first impressions were going to be everything.Talk about getting off on the right foot. The test car was the six-speed manual with a solid body colour of brilliant red. The absence of the optional carbon-fibre ($5050) or silver ($2600) side air-intake panels immediately sent the spirits soaring.The R8 doesn't need gimmickry to draw attention. Even the glass show-off panel over the mid-mounted engine is unnecessary. In its most basic form the R8 is an attention magnet.It just looks the business. From the gaping front airdams, LED underscored headlights and no-nonsense stance through to the oversized TT-like rear the R8 speaks of getting on with it. Still, nobody had ever criticised it for being ugly.Slip into the cabin and you are in for a very pleasant surprise.You get the distinct feeling that those practical Germans have taken a long hard look at the captains of industry who are likely to be able to afford the R8 and — in the nicest possible way — made concessions for the regular boardroom lunch or three.There is room to spare and comfort to burn. Even the basic sports seats are nicely styled to hug a larger frame rather than just the pencil-thin F1 driver on his day off.If you want to step up to the creme-de-la-creme of sports seats, has Audi got a deal for you. For a mere $10,700 you can get the same carbon-fibre saddles as seen in the TT — and they come with the same compromises, a whopping price premium and the loss of the side airbags.The instrument binnacle is deeply-cowled and concentrated high in front of the driver. The flat-bottomed steering wheel has a nice meaty feel to it, with easy-to-use audio controls on the cross-arms.The open-gated six-speed manual shifter is a nice piece of art in a cabin that leans towards the minimalist and, more to the point, is well placed to come easily to hand.Storage space is not excessive but by supercar standards it is generous. There was also the optional storage package ($800) on the test car. There is a reasonable parcel shelf behind the seats and enough room for a phone and wallet in the centre console.The test car interior was standard and pretty good for all that. If you have a bit of pocket change left after purchase you could always option up to the $13,450 Napa leather treatment with sensuous-to-the-touch hide stretched across the dash, door trims, handbrake lever and further.So much for looks, how about ability? Straight up, the performance parameters of the R8 are not about being a supercar.Make no mistake, 0-100km/h in 4.6 seconds and a top speed of 301km/h are nothing to be sneered at, but neither are they in true supercar territory. A Mercedes SL600, Porsche 911 GT3, BMW M6 and a few others can match it and nobody thinks of them as supercars. Think mid-three seconds if you want to wear that tag.The upside of the R8's performance is that it has been set up as a car you can live with every day and shake the cobwebs out any time you like.It doesn't feel harsh and super-sharp, neither in the throttle, suspension nor steering.They are all at the better end of the sportscar scale but are still enjoyable without being tiring.Fire up the 4.2-litre V8 and wonder where it went. The isolation from the engine, sitting behind you, is such that the initial cabin noise is sedan-like.Wind down the window, find a tunnel and then jab the throttle.That will give some idea of how good this thing sounds to those merely looking on. From the driver's seat you are going to have to be satisfied with a far more subtle experience.The free-revving V8 is the same as the one in Audi's glorious RS4 — and while it shares the same magic it suffers from the same frustrations.At urban pace the benefits of a 309kW powerplant that spins up to 7800rpm remain largely untapped.Even the 430Nm of torque — which peaks at 4500rpm and hangs around until 6000rpm — rarely gets the chance to contribute.It is also keen for a drink. Feather-throttle driving is not something the R8 encourages so be prepared to accept that the official 14.6litre per 100km economy rating is an ambit claim. It is going to be quite a bit higher than that.Drive for the R8 is through Audi's quattro all-wheel-drive system, tuned in the R8 to give serious bias to the rear and not spoil all the fun.Adjustable sports suspension has its benefits but apart from the rare smooth section of sweeping highway and a trip to the track the comfort setting will be more than adequate.News from the New York Motor Show this week  the R8 had plucked two of the four World Car of The Year awards — Performance Car Of The Year and Design Of The Year — will only add to the R8's lustre.The bottom lineSuperstar, not supercar.  Snapshot Audi R8Price: $259,900Engine: 4.2L/V8, 308kW/420NmTransmission: 6-speed manualPerformance: 0-100km/h 4.6secs The rivalsPorsche 911 Carrera SPrice: $233,100Engine: 3.6L/6cyl, 261kW/400NmTransmission: 5-speed tiptronicPerformance: 0-100km/h 4.8secs  BMW M6 coupePrice: $276,400Engine: 5.0L/V10, 373kW/520NmTransmission: 7-speed sequential manualPerformance: 0-100km/h 4.6secs Mercedes-Benz CL63 AMGPrice: $382,974Engine: 6.2L/V8, 385kW/630NmTransmission: 7-speed automatic with manual modePerformance: 0-100km/h 4.6secs

The 308 replaces the 307 and although it shares the essence of its platform and wheelbase, it has grown 75mm longer, 53mm wider and sits on a wider track.The 308 is offered only as a five-door hatch, although a Touring wagon could well follow.But then there is a choice of not just petrol and diesel engines, but two of each.Entry level is a 1.6-litre petrol of 88kW power available in the base XS model at $25,990 and better dressed XSE (automatic only) at $30,390.A turbocharged version of that (also seen in the Mini Cooper S) gives 110kW in manual or 103kW (auto) and is in XSE trim only, at $30,590 (manual) and $32,590 (auto).Turbodiesel engines start with a 1.6-litre of 80kW power and 240Nm torque, only in the XS version and in manual, at $29,990 - which means it's a hefty $4000 more than the standard petrol engine. Bigger and stronger is the two-litre turbodiesel of 100kW power and 320Nm torque at 2000rpm. It's in the XS at $33,590 manual and $2000 more for the automatic. But in the top-of-the-range XTE HDi it is automatic only, at $37,990.I drove the XSE turbo-petrol with five-speed manual and then the XTE diesel automatic. Each is a fine car with good comfort in the front seats. Cornering poise and grip make them deceptively quick point-to-point cars and the ABS brakes are strong performers.The 308s are reasonably refined - even the diesel engine has good mechanical noise suppression inside the cabin. However, a not uncommon issue with imported European cars on their European tyres is road noise/tyre rumble marring the quiet drive, particularly with the lower-profile tyres on the XTE.Happily, these are European cars with full-size spare wheels.All 308s get stability control as standard, except the XS versions where it can be had for just $450. It might be the best 450 life-saving dollars you ever spend.The Peugeot 308 has a distinct design but its wide B-pillars rob some over-the-shoulder visibility for the driver at an angled road junction.The XTE comes with a panoramic glass roof to let in light on a cloudy day. In hot sunshine, press the button for the roof blind to close. The glass roof is a $1000 option on the XSE.The rear seat is firm, which means supportive, but an adult-size person won't enjoy sitting in the middle where there is little leg room. The boot has lots of tie-down loops and “curry hooks” to hang shopping bags. And the parcel shelf has a clever lid that can open from either side. The rear arm rest includes cup holders.The sloping, big windscreen has cross-over wipers. You'll be buying replacement blades by the metre, such is their length.The glovebox has limited space. Trip computer and other information is comprehensive and well displayed.The turbo-petrol engine has good, linear feed once 1400rpm is up. It is an engine that sprints the car along when called upon but it's remarkably easy to achieve excellent fuel economy. Helped by a rural drive, I got 6.3 litres/100km. It sits at 2700rpm at 110km/h in fifth gear.The diesel automatic cruises at this speed at 2200rpm and, with a lot more suburban work, averaged 6.5 litres/100km.Official figures are 7.1 litres/100km for the turbo-petrol and 6.8 litres/100km for the diesel, so it's hard to justify the $3000 difference in engine price.I'm a strong fan of modern diesel engines and even given the XTE has a good sequential-shift six-speed automatic and more luxury equipment, the manual XSE with the willing but extremely fuel-economic turbocharged petrol engine and sweet-shifting manual transmission will do me - at $7400 less.

Peculiar in that it is denuded of all the cars and characters that paint Mt Panorama a kaleidscope of colour when the 1000km V8 Supercar Classic shakes the mountain each October.This 6.213km ribbon of bitumen, shimmering on a sweaty 32C day is literally at the rooftop of Australian motor racing.Defined by high-speed straights, blind corners, sharp descents and a narrow queue of corners across the top that literally electrifies the body, Bathurst is a ballsy place that demands ballsy cars.While it has been in regular use for car racing for more than 40 years and was once home to the notorious Easter motorcycle races, the circuit carries regular commuter traffic for much of the year.Outside racing, the track has only been closed once for a car company was when Volvo did a launch there in 1984 with its 760 Turbo sedan.That was until the week before Easter when Mercedes-Benz came to Bathurst - population of 37,000 - with their range of hardcore AMG performance vehicles.It was the perfect location to unleash the C 63 AMG for the first time on Australia soil which interrupted normal service at Mt Panorama for a week-long thrash.The new addition to the family arrives at a massive $20,000 underneath the C 55 AMG which it outdates, coming in at $139,500.According to Mercedes-Benz Australia managing director Horst von Sanden the value pricing has sent a jolt through its direct rivals.The discrepency leaves BMW's M3 coupe at $157,000 and Audi's RS4 at $164,500, both heavy-hitting V8-engined rocketships, looking a little worse for wear on the price front.The fifth offering in the line of C-Class-based AMG models runs a 6.2-litre (the modus operandi for the 63 badge designation is to upsize on the cubic capacity figure in this case 6208cc) V8 which develops 336kW of power and a decent dollop of torque at 600Nm.On the numbers front, the C 63 hits the mark covering a standing start to 100km/h in 4.5secs, undercutting the M3 and the RS4 by .3sec.It runs a new version of the 7G-Tronic Speedshift Plus gearbox which in the words of five-times Mercedes DTM champion Bernd Schneider eliminates any need for a manual.Unlike the M3 where the driver can program different sensitivities for the steering and throttle, the C 63 is set although there is a newly mapped three-stage ESP arrangement and there are three driving modes.Sport mode shifts gears 30 per cent quicker than in Comfort while Manual mode the cogs shift up to 50 per cent faster.The auto tranny is a trick piece of work which features a blipping function where extra revs are automatically delivered on downshifts so you can sound like Schneider on a qualifier at the Nurburgring.Optimisation of the exhaust system gives it the soundtrack not dissimilar the DTM car from which the C 63 is based and which has won an 61 races from 116 starts in the German Touring Car championship.The C 63 is the first AMG to carry unique front suspension geometry.The suspension is 100 per cent firmer.Picking the C 63 from the rest of the C-Class crowd is a cinch with flared front wings unique body styling bonnet power domes, a DTM-like rear with a black diffuser with integrated chromed twin tailpipes each side.The nose is distinctive although the grille is based on the Avant Guard while the dark tinted headlights give it a sinister look.An order-only C 63 AMG wagon, priced at $141,300 will be available from the third quarter this year.Australia will receive an initial batch of 350 C 63s with von Sanden convinced he could sell between 500-600 if he could leverage an extra quota from Germany.“'It is a big conquest opportunity for us,” von Sanden said.“I don't think we run the risk of cannibilising our products because of the price. AMG customers are less likely to be driven by price alone.”The options list is limited to an electric roller blind for the rear glass, a keyless-go driver authorisation system and AMG carbon fibre trim.Unlike the M3 which offers motorsport brake pads for a $2378.95 premium option, the C 63 has no such option.It is equipped with fade-resistant AMG high performance brakes with 360mmx36mm discs at the front clamped by six-piston callipers with 330mmx26mm discs with four-piston callipers at the rear.The C 63 will help total AMG sales to reach a predicted 1000 for 2008 with Australia in the top five countries globally for AMG sales per capita. On the roadFingers of flame reach outside the left front wheel and lick at the chrome spokes in a fiery protest at being abused for two laps.The fire from the brakes ignited seconds after a CLK 63 AMG came to rest at the entrance to the pit lane at Bathurst.Two laps earlier Bernd Schneider, Mercedes-Benz's long serving and highly decorated DTM and sports car racer, had taken some wisened motor scribblers for a scenic tour of Mt Panorama.Naughty Bernd didn't cool the brakes down like everyone else was instructed.“It's good to see you were kind on the brakes Bernd,” one quipped.“Well, you see, I had to warm them up just a little,” Schneider replied after circulating his first ever laps of the daunting 6.213km circuit at what mere mortals would term qualifying pace.Warm them up - man there was a veritable BBQ happening at the front of that C 63.Nonetheless it was a cool way to end what was a cool day in blazing early autumn heat.Earlier the family of AMG cars was available to drive with professional racing drivers offering valuable tutelage from the passenger seat on where to lift, where to brake and what lines to take, a crucial element particularly across the top.The focus of attention was the C 63 AMG which has just arrived for consumption in Australia.The master blaster of the C-Class range was at our disposal for a day of unpaced, unfettered laps on the most daunting piece of bitumen south of Germany's famous Nordschliefe.Bathurst was a fabulous place to gauge what makes the C 63 AMG tick.This big displacement V8 is quick - any car that disposes of one of the shortest and admittedly a more often than not irrelevant measurement (0-100km/h) in 4.5sec has to be rapid.The magic in the C 63 is in the palms of your hands, the tiller telling the story of supreme accuracy.There are simply no peers when it comes to steering feel, response and control.This is the most together AMG there has ever been, of that there is no doubt.What there is doubt on is whether it is better than BMW's M3 or the Audi RS4.Sure it is probably better in some areas where you don't need to back-to-back the trio to be sure, like torque no less.But to arrive at a final decision without such a high-powered comparo would err on the side of danger.What we do know is the C 63 is a compact stick of dynamite which delivers sledgehammer performance with go-kart handling qualities.The unique front suspension set-up aids the steering which has the most accurate feel of any modern-day hot rod sedan.Particularly at the straight ahead, the surety of the precision is a confidence-inspiring feeling especially when you approach the 250km/h speed restrictor down Conrod Straight.Around Bathurst the handling manners of the C 63 come under the microscope.After blasting up Mountain straight, the enormous reserves of torque, 500Nm of the full 600Nm are available from 2000rpm-6250rpm, put their hand up.Flexibility in this engine lifts it above rivals.Braking hard for Griffins and darting across for the apex there are at first traces of understeer which transfer to slight oversteer.But the whole process brings out a broad smile with the ESP only intervening after the rear has stepped out enough for the driver to feel a quarter of a turn of opposite lock.The 7G-Tronic AMG Speedshift Plus automatic gearbox has formed an intimate relationship with the 6208cc V8 engine.Shifts either via the gear lever or steering wheel mounted paddles are like lightning.Hug the left-hand apex at The Cutting, gently squeeze the throttle and the C 63 hunkers down, may be a trace of rear-wheel slip if you are too early on the power and then settle it for the relative fast run into Reid Park.From here the next five corners through Sulman and McPhillamy Parks and down to Skyline are the most exhilerating series of turns in Australia.Balance and body control of the C 63 are tested through here with the balance quite neutral and the entire affair pinned down neatly and tightly.Attacking the left-hander into Skyline, again it wants to understeer momentarily.Hard on the brakes for the first drop in descent, the C 63 steers obediently with some trailling brake down toward The Dipper.Squeezing the throttle for the run through some quick changes of direction and into the second-gear Forest's Elbow the C 63 remained composed.It is nice and stable under heavy braking and the handling remained remarkably controlled.Full throttle down Conrod, it hits the hump before entering the kink into The Chase and the ESP lit flashes up in the instrument panel.The car's 1730kg kerb weight lightens considerably here, triggering the stability system into action.Through the left and right of The Chase the C63 remains balanced but wants to break loose if you are too aggressive on the throttle on the exit.Hammering the brakes into Murray's corner the rear squirms to a degree before it settles down as you hare toward the left for the apex and use the kerb on the right for a swift exit to the finish.We did 40-odd laps over the course of the day at Mt Panorama and the underlining message from the C 63 was that it was an effortless yet razor sharp pocket rocket.There was no road drive so we'll have to wait until the test car arrives to accurately gauge the virtues of its ride quality in the real world.But for now the C 63 is very much a sleeping giant of the compact high performance brigade.*FOOTNOTE: The best timed lap from one of the 35 professional drivers was 2min35sec. Snapshot Mercedes-Benz C63 AMGEngine: 6208cc V8.Power: 336kW @ 6800rpm.Torque: 600Nm @ 5000rpm.Transmission: AMG Speedshift Plus 7G-Tronic 7 speed with paddle shifts.Steering: speed sensitive rack and pinion with steering damper.Wheels: front - 8Jx18-inch, rear - 9Jx18.Tyres: front - 235/40ZR 18, rear - 255/35 ZR 18.Dimensions(mm): 4726(l), 1795(width), 1439(h), 2765(wheelbase).Kerb weight: 1730kg.0-100km/h: 4.5sec.Fuel capacity: 66litres.Fuel consumption: 13.4litres/100km (claimed).Top speed: 250km/h (electronically restricted.

Pressure is on to deliver safer, less polluting, more economical, cheaper, better performing, better equipped and longer lasting vehicles.It seems almost unachievable but take a look at the new Lexus LS600hL and you will get some idea of where cars are heading in the near future.This is the techno showpiece from the giant Toyota organisation and as its flagship, the big 600 has a bewildering array of features, some useful, some useless.Is it over the top, suffering from technology overkill? In some respects, yes, but we can't keep our heads in the sand forever.Though completely out of the realm of the average Aussie, at $240,000 the LS600hL is actually good value against its direct competitors from Europe, undercutting them by up to $125,000.And, better yet, useful technology in the 600 will gradually filter down to mainstream cars.Take the hybrid-drive system, for example. The complex “engine” comprising of a 290kW, 5.0-litre petrol V8 and two electric motors delivers a total of 327kW and about 600Nm of torque to push the 2.4 tonne 600 with surprising velocity. Normally, this would dictate a hefty fuel bill but in the 600's case, it is capable of attaining a mere 9.3-litres/100km and generate only 210g/km of carbon dioxide.It has a constant all-wheel drive system and an eight-step constantly variable auto transmission with sequential change mode. This has safety and driveability benefits and gives the big 600 quite a sporty feel, enhanced by variable ratio steering and electronic brake assist.Lexus pushes the 600 and other hybrids in its lineup as guilt-free performance and in this sense, the 600 really delivers.But it is weird when you start up because the petrol engine doesn't run. Instead, initial motion is provided by the electric motors powered by the large battery pack in the back of the car.The petrol engine fires up when the accelerator is pushed beyond a certain threshold or speed goes above 40km/h. It shuts off when the car comes to a standstill.This is only scratching the surface of the 600's technology arsenal. It's one of the first cars to have LED headlights (a set of six) and they are also adaptive they turn with the steering.It has what is called intelligent park assist that almost parks the car automatically and the climate control system inside has body heat sensors to minutely adjust interior temperature.The cruise control uses radar to maintain a distance from vehicles in front and the air suspension adapts to any given type of driving or road conditions.All this is very nice but not really necessary.The massage seat in the back (with ottoman) is useless because there is not enough legroom to stretch out.We still haven't figured out the self parking system. If you can't park, you shouldn't be driving. The vehicle has to be stopped to re-program the satnav a major annoyance because the front passenger could do the job on the move.We must have occasionally performed an incorrect start sequence because the “engine” failed to fire a couple of times. The boot refused to open and all doors except the driver's would not unlock using the key fob.There are 11 airbags including knee bags and 19 speakers; on what rates as possibly the best audio and in-car entertainment system I have experienced.There is no doubt that all the goodies inside the 600 are great to experience but working out how they operate is challenging.Boil this car down to its essence and it is definitely impressive.Performance is strong with 0-100km/h sprint taking 6.3 seconds. It whispers along at warp speed in near silence and slices through the atmosphere at an aerodynamically efficient 0.29Cd.The big, handsome limo acquits itself well in sporty driving mode.The boot is ridiculously small due to the battery pack and we can't begin to explain the level of technology inside the engine apart from saying it has direct fuel injection and variable cam timing. 

If any car company can make a large SUV with sports overtones it has to be Porsche.The Porsche Cayenne GTS - is more of a prestige performance wagon than an off-road crawler.Porsche, makers of sports cars of high repute, made the leap to 4WD wagons, introducing the Cayenne five years ago in recognition of soaring SUV sales.In its Cayenne range it offers a high-performance version. Well, a 4.8-litre V8 turbocharged Porsche engine would be a goer, wouldn't it? Try 368kW of power. But also then digest another big number; $215,200. The Cayenne range starts at a comparatively modest $94,700 for the model with the 3.6-litre petrol V6 engine producing 213kW - the lowest priced new Porsche you can buy.Then comes the Cayenne S - its 4.8-litre normally aspirated V8 generates 283kW of power - at $134,500. The $81,000 jump from there to the V8 Turbo is a big one, so now Porsche has come in with a Cayenne that is for the sports driver, tweaking that V8 to give 298kW of power at 6500rpm and a nice round 500Nm of torque at 3500rpm. Called the Cayenne GTS, it carries a $153,000 price tag.Porsche's intent in making it a sports machine, albeit weighing 2.3 tonnes, is reflected in the final-drive ratio being changed from a long-legged 3.55:1 to a more agile, stronger accelerating and more responsive 4.1:1.It comes standard with a six-speed manual gearbox, this big'un lifting its skirts and sprinting from zero to 100km/h in just 6.1 seconds on the way to a top speed of 253km/h.Changing back to fifth will allow the 80km/h-120km/h “overtaking” push in 6.6 seconds. A six-speed Tiptronic transmission is optional.Cayenne GTS sits on 21in diameter wheels, clad with wide, low-profile 295/35 tyres. This is another reason this vehicle is unlikely to be seen in Brachina Gorge - these are more on-bitumen tyres. If you holed one, there'd be a long search and wait for a replacement. Inside, the seats have been given special treatment for the Cayenne GTS. The front seats are adjustable 12 ways with electric motors, the rear seats get bolstering to help passengers cope with the higher cornering forces, but the rear will still take three adults. The seats have alcantara finish to help grip the body, with bolsters finished in leather.Brakes have impressive credential; 350mm discs, 34mm thick at the front with six-piston calipers. The rears are 330mm x 28mm and get by with four pistons.The GTS gets flared front guards and sits lower than the standard Cayenne, and it is the first to combine steel springs with Porsche Active Suspension Management. Another feature is the sport button. When the driver presses this, the mapping is changed for the accelerator pedal, bringing more direct response from the engine. And the sports exhaust system chimes in with its lower counter pressure. Also summoned is the sports mode for the active suspension and consequent firmer dampers.On the GTS, spring rates are firmer and tauter than on the Cayenne S. Air suspension is optional on the GTS, giving six levels of ride height, including load level when the wagon is stationary and up to 251mm ground clearance for off-road driving up to 30km/h.The manual and the automatic transmissions have hill-holder functions to give clean getaways uphill. And here's another good reason to own the biggest of Porsche's sporties - it will tow 3080kg on steel suspension and 3500kg with air suspension.Claimed fuel consumption is 15.1 litres/100km for the manual and 13.9 litres/100km for the Tiptronic. It carries a 100-litre petrol tank.

Alfa has provided some reasons for delaying purchase of 159 Sportwagon until next year.