Luxury Reviews

Mercedes-Benz quietly admits that its look-at-me roadster had missed the mark.The penny dropped for Mercedes, according to head of passenger car development Hans-Dieter Multhaupt, when 60 per cent of customers specified the AMG sports body kit for their basic SLs.“That is not right,” Multhaupt says. “Normally, it should be 30 percent of customers who want the extra-sporty look."“This tells us that the customer wants to have his car positioned a bit more sporty. This time, we have followed that wish.”To that end, the revamped SL has a more powerful and efficient V6, optional active steering, a far more aggressive front end, a restyled interior and — oddly, given the customer message — a three-litre, entry-level V6.“We felt we should sharpen the car's sporty edge,” Multhaupt says.“Our customers expect from the SL a combination of sportiness, comfort and safety ... we felt it could be even a bit sharper in design and technology.”Apart from the front and interior styling, the steering rack and the spanking 3.5-litre V6, most of the changes are, at best, subtle.The SL's grille and general stance have been squared up to give the car a far more bulldog look.Under the bonnet — which now features a pair of power bumps redolent of the original 1954 300SL — are a range of four engines from the entry V6 to the SL600's 5.5-litre V12.“There are no immediate plans to add the SL280 to the Australian range, but it will remain under consideration,” Mercedes-Benz Australia's Peter Fedayev says.Traditionally, the V8 SL500 has dominated Australian sales, but it could come under pressure from the SL350's high-spinning 3.5-litre V6.With 232kW — up from 200kW in the superseded engine — and 360Nm of torque, the SL350 dispatches the sprint to 100km/h in 6.2 seconds and uses just 9.9 litres of fuel per 100km.That's only marginally faster (0.4 of a second) and more efficient (0.4 of a litre) than the outgoing car, but it feels a whole lot better than those raw figures indicate.Not so shabby for a middle-aged athlete in a corporate suit.There are no changes to the engines at the top end of the bragging tree, with the 5.5-litre SL500 and twin-turbo, 5.5-litre V12 SL600 retaining their respective 285kW/530Nm and 380kW/830Nm outputs.Most noticeable change to the cabin is the absence of the deeply scalloped dash, replaced by a flatter treatment with classic-styled dials and new three-spoke steering wheel.As in some other performance models, including several from Subaru, the instrument needles flip from one side of the dial to the other on start-up before returning to their initial positions.The seven-speed gearbox has not been changed, apart from a software upgrade that makes for slightly quicker changes in manual mode and blips the throttle on downshifts.An unexpected advantage of that downshift blip is that the changes are smoother because of equalisation of shift pressure.The chassis remains unchanged, but there has been some tweaking of the active body control (ABC) on the top-end cars to provide a sharper ride at full tilt; but a more refined suspension feel for general duties.The biggest single difference to the upgraded SL is active steering — optional on models sold overseas but likely to be standard for those available in Australia.At the heart of the variable steering is an idea first developed by Dr Arthur Bishop in Sydney almost 50 years ago.“The beauty of Dr Bishop's idea was in its simplicity and economy,” Michael Rapp, senior manager for steering systems development at Mercedes-Benz, explains.“There is no need to have sensors for speed input or servo motors or build in great complexity, which brings with it a greater risk of component failure ... the Bishop system is elegant simplicity."“The benefit is that at highway speeds, the off-centre experience is sharp, yet in a situation like parking the greater assistance makes it easier to manoeuvre without needing to wind on great amounts of steering angle.”Also optional on overseas models — and under consideration for Australia — are the Airscarf neck-warming system pioneered on the SLK and a multi-mode intelligent light system.The system has five modes — country, motorway, enhanced fog lamps, cornering function and active function.The variable-control bi-xenon headlamps activate the light functions automatically. Motorway mode, for example, kicks in at speeds in excess of 90km/h, increasing the driver's range of vision by up to 60 per cent.When the active light function is operational, the headlamps pivot in line with the steering angle around bends, illuminating a claimed extra 25m.“I think we now have a very good blend and the right mix for our customers,” Multhaupt says.“They tell us all the time that they don't want a purist sporty car that you can only stand for an hour — the SL is a companion for the whole day."“They want the sportiness at the same time as the comfort and the assurance of safety.” Snapshot Mercedes-Benz SLPrice: from $225,000 (est.) to $380,000 (est.)Engine: 3.5L/V6, 232kW/360Nm (SL350); 5.5L/V8, 285kW/530Nm (SL500); 5.5L/V12, 380kW/830Nm (SL600)Transmission: 7-speed automatic (SL350, SL500); 5-speed auto (SL600) 

More accurately, under its “Vision Zero” plan it proposes no fatalities in Volvo cars. This is the task that falls on the shoulders of Volvo's safety strategies manager, Jan Ivarsson, who runs the company's safety centre at Gothenburg.“Yes, I think we can build the uncrashable car,” he says. “It has been acceptable that people die in cars. In the future, I don't think this attitude will be socially acceptable. You parallel that with aircraft accidents from frequent deaths in the earlier years to very low fatalities today. We no longer accept aircraft collisions.”Last year, 1.2 million people died in car accidents around the world. The data — from intense research by Volvo, which it makes available to its parent company Ford — starts by isolating the actions of the driver.“If you ensure the driver is awake, alert and sober, you have a very good start on the way to minimising car crashes,” Ivarsson says. “Then the driver must have information of the driving environment. This includes making the right road choice for the journey, staying in the right lane, travelling at the right speed, and so on.”But humans can and do make mistakes. Here, Volvo sees that drivers need some assistance.Clearly Ivarsson believes that to attain Volvo's ambitious “Vision Zero” crash-victim plan, the car will have to take over many driving tasks.“Think of it like an auto-pilot in aircraft,” he says. “We would like to have the driver in the loop but in the future, it could be that it is the car that is in control. We make dynamic cars that are fun to drive and a lot of our customers thoroughly enjoy driving. But we recognise that a lot of things start with the driver's attitude and experience.“We shouldn't forget that the factors involved in a crash, however, also involve authorities (road builders, government driver licensing departments, police, etc) and carmakers. We all have a role to play and a duty to perform to minimise car fatalities.”So is Vision Zero workable by 2020? “It's very challenging,” Ivarsson says.That aside, in its path towards Vision Zero, Volvo this week unveiled a raft of sophisticated safety features. Most will be encapsulated in the company's new compact crossover wagon, the XC60, which launches in Europe in October and Australia early next year. Some of the XC60's features are pointers to achieving Vision Zero.The most radical is a low-speed crash avoidance system called City Safety. It will be standard equipment on the XC60, primarily because Volvo is concerned buyers will ignore it as an expensive and seemingly trite option.Consisting of sonar hardware and algorithm-based software, City Safety prevents a car crashing into the back of another at speeds of less than 30km/h. Small fry? Not at all. Using data from 6.3 million police-reported crashes, Volvo found 29 per cent were rear-end prangs.Within those crashes, a huge 75 per cent occurred at less than 30km/h. Put the two together and you see why Volvo is occupying its research and development — or a significant slice of it — at the lower end of the accidents.The reason is that such crashes are expensive to repair, costly when added to time spent by vehicle owners, expensive to administer and police, and perhaps more importantly, can cause injury through whiplash. City Safety eradicates all of that. It could even save the owner money.Volvo, spurred by research by Australian car clubs that spelled out the very high cost of low-speed crashes, is now in discussions with Australian insurance companies. It is quietly confident that owners of Volvo XC60 models can, from next year, get significant premium discounts at selected insurers.Volvo is the first company to devise the system and, after protecting its investment for the next 12 months, will then offer it to other carmakers.It will also roll it out to other Volvo models, and into the Ford group.“It is a very important safety feature,” says Ivarsson. “It rates alongside our other world firsts, starting with the three-point seatbelt in 1959, the catalytic converter with lambda sond (oxygen sensor) in 1976, the seat whiplash system and inflatable curtain airbag, both in 1998. It also reflects our shift from passive safety to preventative safety — it's all about getting it right before the crash.”Volvo officially unveiled the XC60 this month claiming it is “the safest Volvo ever.”This is a car for the family that has all the high-end luxury features in a nimble, attractive package. Though it appears to hit the spot, it soon won't be alone in its market segment.It will rival upcoming compact luxury SUVs including the Volkswagen Tiguan, Audi Q5, new BMW X3, Mercedes-Benz GLK and even a baby Lexus. The market already has the Mazda CX-7, Toyota Kluger, Ford Territory, Nissan Murano and others, so there's plenty of choice.It is 20mm shorter than its sister, the XC70, and lower than its bigger sister, the XC90.It's quite heavy, with a range of 1825kg to 1990kg depending on the model and the fittings, which is on par with the XC70.There will be three engines, starting at the top with Volvo's three-litre in-line six-cylinder turbocharged T6 petrol unit.There are also two five-cylinder turbocharged diesels; the D5 with 136kW and 400Nm and the 2.4-litre 2.4D, with 120kW and 340Nm.There is no four-cylinder option and none will be offered in the near future. However, Volvo says it will launch a hybrid within five years, which is likely to use a four-cylinder engine and be inserted into an SUV model. How a sensor will stop you crashingCity Safety is obvious externally only by the peepholes at the centre top of the windscreen. These give the laser sensors their view of the road ahead and can detect vehicles and other objects up to 10m from the car's front bumper.The sensors use a complex computer software program that has access to the car's brakes, therefore overriding the driver. At its safety centre south of Gothenburg on Sweden's wintry west coast, the demonstration involved an inflatable “car” parked ahead of the test car — you can't be too sure about new technology.You are told to pretend you are in traffic and to drive forward at 30km/h, which is surprisingly fast, and aim for the 'car.'Closer and closer, I'm desperately preventing a jump on to the brake pedal. At a point that feels too late to stop, the brakes suddenly grip hard. The noise of the system as it engages its ABS brake system shocks me. Combined with the sudden stop, I'm quickly alert and move my foot to depress the brake pedal.The system will only hold the car for 1-2 seconds, figuring correctly that I'm now awake. The abruptness and noise is deliberate.It stops the car quickly and ensures the driver knows exactly what's going on. If it was a graduated process, I'm told, the driver would become complacent.It will be standard on the XC60 early next year and other Volvos later. SnapshotVolvo XC60On sale in Australia: March 2009Price: TBA — expected in the $49,000-$62,000 rangeEngine: T6 3L/6-cylinder turbo 210kW/400Nm; 2.4L/5-cyl turbo-diesel D5 136kW/400Nm, 2.4L/5-cyl 2.4D 120kW/340NmEconomy: 0-100km/h: 7.5sec (T6); 9.9sec (D5); 10.9sec (2.4D)

A lot of things, including the words on this page, would be a blur.What wouldn't be clouded by the experience is the allure of a Porsche.Standing still, alongside the curb in a leafy street, it arrestingly melds delicate beauty with coiled ferocity, like a caged animal ready for a meal.At speed it is athletic, running lightly on its tyres and even when pushed hard, feels relaxed, confident and capable. It even makes me look good.This is the 997 version of the enduring Porsche 911, the model that is regarded as the company's flagship. Think Porsche, think 911.Unfortunately, that is no longer the case.Porsche nationally sold a respectable 183 cars in January but more than half — 74 were Cayenne SUVs.It frighteningly reflects that if Porsche hadn't introduced an SUV, arguably the company today would barely be profitable.I could dwell on the glum outlook but the corner is coming up. Squeeze the clutch, click the lever back from third, pressure the accelerator before the apex and power through.The steering is perfect, as is the weight of the clutch and even the slight rubbery vagueness of the gear change feels comfortable.The tyres — whopping 305 Michelins at the rear — sing softly and there's a bit of movement from the tail. But I'm not stupid and stability control remains switched on.Even with this control, the rear can be tempted to step out a fraction and the nose can be pushed to understeer. The control is almost intuitive, letting you have a bit of fun yet always ready to pull you back to safety.What is changed is the button to wake Porsche's Active Suspension Management (PASM).Promptly the ride firms but this system is more about constant monitoring and altering the suspension to maximise grip and minimise roll.There are a host of bits and pieces under the chassis like this and they're all there primarily to keep the car on the road.Their secondary task is to try to defeat the laws of physics.For the iconic 911 carries in its DNA a potentially nasty trait — it has its engine hanging out the back, behind the rear wheels.What we have here, dear reader, is a pendulum. Rush it hard into a corner and it will attempt to swing its tail out. With a bit of momentum, it can spin wildly.That was a problem with many of the original 911 models, starting in 1964. Today, the 997 uses every trick in the book to thwart what Einstein and others wrote as fact.Such is Porsche's engineering expertise that you will have to be very silly to get the 997 in a position where it will let you leave the road sideways or backwards.Tempting you to this end, however, is Porsche's biggest flat-six engine. The Carrera S gets a 3.8-litre version of the 3.6 unit available in the other cars.Compared with a Carrera 3.6, the S variant is easier to drive and can lull the driver into near lethargy with its docile manners.Drive to the shops, putter along the Freeway in the morning and idle along in the city — the 3.8 is more comfortable and obliging than the slightly peakier 3.6.It is so easy to drive that it's almost on par with a Corolla.But the Cabriolet — desirable as it is to those who like the wind ruffling their greying locks — has issues with rear visibility when closed. It's also noisier than the steel-roofed Coupe. But with the fabric roof electrically retracted it provides marginally more comfort for the two children shoehorned into the rear.Finally, it's not cheap. At $247,800 it's less than $10,000 away from a red hot GT3 version. Or a small apartment somewhere near the coast.Snapshot Porsche 911 Carrera S CabrioletPrice: $247,800 ($255,930 as tested)Engine: 3.8-litre, flat-6Power: 261kW @ 6600rpmTorque: 400Nm @ 4600rpmAcceleration: 0-100km/h 4.9sec; top speed 293km/hFuel: PULP, 64-litre tank, 11.6l/100km (claimed), 14.8l/100km (tested)CO2 emissions: 277g/km (Corolla: 175g/km)Transmission: 6-speed manual; rear-driveBrakes: 4-wheel vented, cross-drilled discs, ESC, ABS, EBD, brake assistTurning circle: 10.9mSuspension: MacPherson struts, electronically adjusted dampers (front); multi-link, coils, electronically adjusted dampers (rear)Wheels/tyres: 19-inch alloys; front 35/35ZR19, rear 295/30ZR19, no spareDimensions (MM): 4427 (l), 1808 (w), 1300 (h)Weight: 1505kgWarranty: 2yr/unlimited km, roadside assistService: 30,000kmFeatures: airconditioning, 10 airbags, 6-disc CD/audio, trip computer, electric hood, cruise controlOptions: test car fitted with 19-inch Carrera sports wheel with 235/35ZR19 front and 305/30ZR19 tyres ($2080) 

The Swedish carmaker now does its best work in Australia with a full-sized, family four-wheel drive.Close to half of Volvo's deliveries Down Under are the giant XC90.But there's another twist. Volvo is becoming a diesel-driven brand and the diesel XC90 is the pacemaker. The XC90 has been building support since it joined the local line-up in 2003, even though it competes in a luxury four-wheel-drive class that includes the Audi A7, Volkswagen Touareg and Porsche Cayenne.Its advantages include size and price. The XC90 is a full seven-seater and starts at $69,950.The spread of engines and equipment means the Volvo can be a family-first people mover or a serious off-roader or a sporty wagon with a V8.“The XC90 is significant for us. It accounts for most of our sales in Australia,” Volvo Cars spokeswoman Laurissa Mirabelli says.“Last year we sold 1912 XC90s, 40 per cent of Volvo's sales in Australia. Given that the vehicle has increased its year-on-year sales since it was introduced in 2003, we expect another increase this year.”The emphasis at the moment is on the XC90 V8, the flagship with a price of $84,950. It's the one I tested and shows how the car has been improved.The first time I drove an XC90 I felt it was slow and ponderous.It lacked the performance and driving enjoyment to challenge a BMW X5 or a Benz ML. Nice for a big family, but . . . Then came the V8, with 4.4 litres and 232kW, and things changed.The improvement is reflected in the 0-100km/h sprint time, which is 11.5 seconds for the XC90 diesel but 7.3 seconds for the V8.The engine is a joint development with Yamaha and is intended to do general duty at Volvo. It is fitted in the XC and the S80 luxury flagship.It comes with a six-speed automatic gearbox and 18-inch alloy wheels. Both make it more responsive and sporty.I was impressed when I first drove the XC V8, on the road and in interesting and challenging off-road climbs, and felt it was time for a second look.“It's a halo for the brand, but it's not our primary focus,” Mirabelli says. “It is not intended to be a volume seller. It's there to add another dimension to the Volvo range. The people who buy the V8 are younger families and older people, mainly men.” On the roadThe racer-red XC90 looked impressive in the pick-up line at Sydney airport, and the throbbing V8 engine note promised an interesting time with a vehicle that goes a little against the general grain at Volvo.Yes, it has seven seats in a huge cabin, but a V8 is still a V8.The general feel was exactly as I remembered; slightly dull steering, a large turning circle and a wobbly feeling from the suspension that reminds you of early Range Rovers. It's not loose or floppy, but has a rubbery feel that reminds you the XC is designed to go seriously into the bush.But those impressions faded in the first few kilometres as the XC's V8 and optional sports pack — $5000 for alloys, special leather electric seats, premium sound and more — made the haul across the harbour city surprisingly easy and comfortable.Fuel consumption looked awful in the grind, topping 17 litres for 100km, but it eased during calmer country running.The XC is definitely comfortable and visibility is great. It is easy to park and has a huge amount of space inside.It doesn't matter who or what you are carrying, it can do the toughest jobs. And tow.The V8 makes the XC more enjoyable than the basic engines, having the instant crack to cut through traffic and the pull to make even the steepest hills feel flat. Remember, it is a two-tonne beast.I also liked the operation of the six-speed automatic — which is smooth with well-chosen ratios — and the chance to take manual control.Little things make a big difference to any car. I particularly appreciated the punchy premium sound system, the optional blind-spot lights and the comfort of the front buckets.The XC has classy trim and the sort of impressive finishing you'd expect when you're paying more than $70,000.Lined up against its rivals, the XC V8 makes a stronger case than I'd expected.It is quick enough to make it a rival to an X5 and ML, with a considerable price advantage, and the seven-seat deal means it also pushes hard against the Volkswagen Touareg and even the Toyota LandCruiser I have tested.Is it the class leader? No. But does it do a good job. Will it appeal to people who like the idea of a Volvo but want something more, something a little special with their V8? Yes.So the test was a success, I learned more about the XC and was reminded Volvo still does a good job in the face of tough opposition. The bottom lineBig and comfy with a surprising turn of pace. Not a leader in its class, but worth a look. 77/100   Snapshotfast factThe V8 in the XC90 is very narrow, with a 60-degree angle between the banks. It must fit across the nose of the luxury S80. Inside view Volvo XC90 V8 Price: $89,950 as testedEngine: 4.4-litre V8 with fuel injectionPower: 232kW at 5850 revsTorque: 440Nm at 3900 revsTransmission: Six-speed automatic, all-wheel driveBody: Five-door wagonSeats: SevenDimensions: Length 4807mm, width 1898mm, height 1784mm, wheelbase 2857mm, tracks 1634/1624mm front/rearSteering: Power-assisted rack-and-pinionFuel tank: 80 litresFuel type: Regular unleadedFuel consumption: Average on test 14.6 litres/100kmWeight: 2111kgSpare tyre: Full-sizedBrakes: Anti-skid four-wheel discsWheels: 18x7 alloyTyres: 235x18Safety gear: Front, side and curtain airbags, anti-skid brakes, stability control, traction control, roll stabilityWarranty: Three years/100,000km FeaturesAirconditioning 4Cruise control 4Alloy wheels 4Climate control 4Leather seats 4Heated seats 4Parking sensors 4Automatic wipers 44 standard equipment8 non standard equipment How it comparesBMW X5 84/100 (from $85,000)Mercedes-Benz ML 82/100 (from $79,100)Porsche Cayenne 74/100 (from $94,700)Volkswagen Touareg 75/100 (from $64,990) 

“That is probably the most exciting thing about the Brooklands ... the fact it was almost an accidental program,” Stuart McCullough, board member for sales and marketing, said at the launch of the classic coupe in Tuscany.“When you finish major model programs, as we had with Continental and Arnage and Azure, sometimes the most difficult thing is keeping your creative designers and stylists occupied."“The idea of the Brooklands was borne out of a need to keep the designers busy; while it started purely as a styling exercise, it quickly became apparent that it was going somewhere.”Where the car went, driven by the design pen of Raul Pires and, despite best efforts of Bentley management to kill the project, was to be the latest in a long line of exclusive coupes to wear the flying B emblem.“This is a true Bentley coupe, influenced by the classic models of the past — the Blue Train from 1930, the Embericos Bentley of '39, the Continental Mulliner of 1959 and Continental T of 1997,” McCullough says. “Yet it is not a sports car; this is a true Grand Tourer.”In a world where research and development costs for a family car run into hundreds of millions of dollars (GM Holden spent more than a billion on the VE Commodore), the Brooklands program was completed on what the industry would consider pocket change.“Thirty-five million euro and even at that it was touch and go well into the program,” Peter Guest, head of department for body and trim, said.Overall, 60 per cent of what is on the Azure is on the Brooklands. The 40 per cent of the Brooklands that is unique to the coupe consists mainly of the roof and rear skin, rear underbody, suspension and damper tunes, a rework of the 6.75-litre V8 to boost power and torque, and extensive reworking of the rear seats to guarantee the most luxurious and spacious rear accommodation of any coupe.With a production run of only 550 spread over three years — a number predicated by how many cars the company can squeeze down an already full-capacity production line at Crewe — the opportunity to truly hand-build the cars in the traditional sense was too good to pass up.Each Brooklands is unique. Every one of the 500 orders taken so far — including six from Australia — will include a degree of Mulliner personalisation, whether something as simple as a special colour match or as complex as an interior trimmed in wood from a specific tree.Even before the bespoke Mulliner division gets involved, the Bentley Coupe is something special.Each car takes 600 hours to complete — an outrageous figure in a world where cost efficiency has seen other high-end makers popping cars off the line with increasing regularity.It takes a month for the wood trim for each car to be prepared and cured, with the 10sqm of chosen veneer set on a solid wood substrata. There are 6000 hand-done spot welds on each body. Fifteen metres of copper-braised seams are hand-ground to be invisible under the paint.Over 125 hours, the 16 hides in each full-leather interior are hand-stitched using 484.5m of thread and 43,507 stitches.Under the bonnet, the 6.75-litre V8 is Bentley in microcosm. With the core of the thumping great benteight approaching its 50th birthday, there is enormous pride in having a component that has been engineered to last. “We believe it may be the longest-serving engine in the industry,” says Bentley's powertrain main man, Brian Gush.The original 6.25-litre engine debuted in 1959 and, by 1962, had been bored to its current 6.75 litres. Since the original “sufficient” output (about 230bhp/160kW is as near as anyone will say) the engine has been tweaked, blown and modernised so that the current one claims 395kW (530bhp) and 1050Nm — something the firm is no longer shy about promoting.Yet, while power has soared, Gush is at pains to point out that NOx emissions are down by 99 per cent and efficiency is up 60 per cent over the original engine.On the road, the Brooklands delivers most of the things you expect from a Bentley — and more than a couple you don't.The interior is plush and lush — it could hardly be anything less given the time and materials lavished on it. Craftsmanship and old-world style dominate. Polished pull-knobs and switch gear punctuate the wooden dash treatment, the dials are creamy, rich and prominent, and the knurling on the gear shifter is a work of art.The first impression of the front of the cabin is that the floor is high — it is because of the straight chassis rails running beneath — and the seating fairly high.The seats themselves are large and comfortable but not particularly well bolstered — not an issue, you may reasonably think, in a luxury grand tourer. Not so, given the performance capability of this car.Rear seat space — in any limousine let alone a coupe — is expansive. The two rear seats are electronically adjustable, with leg and headroom difficult to fault. Entry and exit is not simple, even with the large front doors, as the low roofline demands a degree of dexterity.Punch the starter button and such issues fade into insignificance. The big V8 fires up quietly — unbelievably quietly for an engine of its size — but that can all change in an instant.Jumping on the accelerator is akin to poking a sleeping bear with a sharp stick. Instantly, there is a fierce rumbling and a sense of life, followed almost instantly by a ferocious release of energy.With the twin turbos forcing the engine to take deep breaths, the Bentley throws its 2.7 tonnes down the road at an alarming rate.A 5.3 second 0-100km/h sprint may not make a Porsche driver wince but from inside a behemoth like the Brooklands it is breathtaking.Yet, the car is far more than a rocket sled. There is an impressive stiffness to the chassis and a comforting degree of feedback from the huge bespoke 255/40 ZR 20-inch rubber developed for the Brooklands by Pirelli.The big car turns in progressively and tracks truly with a mechanical grip that beggars description. A dynamic stability program is standard on the car but, during the launch drive on winding Italian mountain roads, provoking it into action took more aggression than we were prepared to apply.The standard brake package is impressive enough — 348mm ventilated discs front and 345mm rear — but for the cost of a mid-sized family car ($25,000 or so) you can upgrade to monstrous 420mm carbon/silicon carbide cross-drilled discs on the front with eight-pot calipers. The rears are a not-inconsiderable 356mm with both front and rear discs guaranteed for the life of the car. 10 things you won't get in a commodore1 Almost 2.7 tonnes of hand-built bespoke metal2 A 6.75-litre twin turbo V8 hand-built and signed by the team leader3 Torque of 1050Nm to go with the 395kW of plush power4 103.5 billion standard colour and trim combinations5 A full leather interior hand-sewn using the hides of 16 cows6 Hand-polished stainless steel exterior brightwork7 The option to upgrade to 8-pot, 420mm carbon ceramic brakes that will stop an ocean liner for a trifling $25,000.8 No reach adjustment on the steering wheel9 Combined cycle fuel consumption of 19.5L/100km or an urban average of 28.8L/100km10 A sticker price of $693,000 plus on-road costs 

And one could say the same about removing a $134,900 luxury car from the comfort of North Shore roads or the stretching highways in-between weekend getaways and relocating it to, of all places, a race track.But last week I hit Eastern Creek Raceway in the graceful new Lexus GS 460, as the first Australian journo to drive one.And I was pleasantly surprised to find it quickly adapted to what initially seemed to be a foreign setting. Underneath the cover of elegance and prestige, otherwise known as the body, sits a refined 4.6-litre V8. The 460 supersedes the previous GS 430, adding an extra 300 cubic centimetres to the mix. This means the face-lifted GS is able to extract an extra 47kW and 43Nm of torque from the engine, with a textbook impressive 255kW of power and 460Nm of torque.The figures alone are enough to get you reasonably excited meeting those V8 performance expectations. But with its quiet nature and more conservative appearance, I didn't expect it to be as poised and enjoyable as it proved to be.On arrival at the track, I quickly donned a helmet and jumped in the passenger seat as my instructor for the day, four-times Australian champion and racing veteran of 20 years, John Bowe, showed me the ins and outs of the track.From the passenger seat, it was a smooth ride all the way as Bowe threw it quickly into the corners and hit even quicker speeds on the straight. Then it came my turn to play. Planting my foot showed the acceleration was quick to react, its official zero to 100km/h time reading 5.8 seconds. Hitting the straight, and with some encouragement from my co-pilot, it wasn't long before I was up to 200km/h, the GS 460 reacting in a controlled but thrilling way.The well-mannered Lexus followed demands into each turn and came out of them without a hitch — very agile around the bends. Most of the power hits at 6400rpm and it doesn't take long for the revs to rise.Looking at the car, and even when gliding around the track, it's easy to imagine the soundtrack for this model would be something like Beethoven, with the occasional Metallica riff thrown in just to remind you it knows how to release its inner devil.After a few laps, I strangely noticed a cold breeze coming through my jeans from the seat.A little concerned, I quickly enquired as to what the problem was, only to be told that as well as the heating you expect in such cars, it also has a “cooling function.”So with my legs at a comfortable temperature, my back and rear-end cushioned with the sophisticated suspension and a new eight-speed auto transmission giving a wide spread of ratios, the luxury sedan did its best to show off its sporting character.With stability control switched on, it was put to work on some corners, although it was in no way intrusive, while quick to correct your line and keep you on the straight and narrow.There are paddles on the steering wheel for the real racing enthusiast but the auto mode worked just as well. The GS 460, along with the other models in the range, gets some new styling cues as well as the updated engine, giving it a more aggressive stance. It has a new grille, a lower air intake and the front and rear bumper bars have had some work. It's not a big change, but enough to give it some added style.The mirrors and door handles get the treatment, and the wheels are new five-spoke alloys. It's not all just for looks. All the changes provide an aerodynamic advantage and reduced wind noise.To round off my afternoon, it was back to the role of passenger as Bowe took me on a couple of last hot laps of the track. This time, there was no holding back as he quickly exceeded my 200km/h display. He pushed the car to the limit, showing what it was capable of in the hands of an expert. So if one does manage to give into squealing tyres and the need for speed away from the GS 460's comfort zone, it's nice to know that it's up to the challenge. SnapshotLexus GS 460 Price: $134,900Engine: 4.6L/V8, 255kW/460NmTransmission: 8-speed autoEconomy: 11L/100km 

It stopped making its NSX a couple of years ago and, as yet, hasn't produced another. Honda's sole supercar contender was a watershed though, as it finally forced Ferrari, Lamborghini and the rest to lift their game. On reliability. On ergonomics. On build quality. The NSX was usable every day because it didn't chuck tantrums like the highly-strung Italians.Now there's another contender raising the bar on supercars, and not from Italy.Audi's first attempt at the genre won't go down as the fastest, best-sounding, most beautiful or most desirable supercar you can buy. And despite limiting production to just 20 R8s a day, Audi could still learn a lot about exclusivity from Ferrari or Aston Martin.But the R8 is a landmark nonetheless, both for the supercar genre and for the brand.I stepped from an R8 into a Q7, Audi's gargantuan SUV. It was a lesson in contrasts, and not just for the obvious reasons. The Q7 has enormous cushiony tyres and because it's so tall, there's plenty of room for the suspension to do its stuff. But the more comfortable, better riding car was the R8.That was quite a surprise, and now I'm afraid all other supercars will feel like go-karts.Happily, the R8's ride quality doesn't come at the expense of handling, and you can put that down to its fancy magnetic dampers. The chassis feels very alert, hugs the tarmac like a clam and lacks obvious flaws such as the understeer that can blight some all-wheel drives. Instead, it's very disciplined but with an emphasis on the carrot rather than the stick.This supremely competent car’s very easy to drive. There's no lack of character here either, and to me it felt like a Lotus might feel if it had been built by Germans.Another departure from the supercar norm is the R8's design. Audi has been treading a fine line with some of the exterior detailing lately and is in danger of overdoing it. Any more LED lights and the cars will twinkle like a department store at Christmas.There's no doubting the drama of the R8 shape though, emphasised by some daring features such as the contrasting “blades” behind the doors. A clear engine-cover displays the V8 to advantage behind the cabin, in typical show-off supercar fashion.To my eyes it was taller than expected at first sight and the front overhang seemed a bit long. To other roads users, it was a cause for cheer.Inside, it's the driver's turn to applaud. Audi takes its usual detailing to a new exquisite level. The knurled metal gear shifter and its slotted metal plate were a special favourite, but the seats and pedals are also very pleasing. Even the flat-bottomed steering wheel, which looks cheap and plasticky in some Audis, is splendid here. It's just the right size, and perfectly trimmed in leather.In fact the whole cabin has Audi's typically clean and well-organised air. If there's a criticism, it's the contrived sweep of styling that's designed to impart a sense of being in a “cockpit” by partly enclosing the driver.A lesser sin, considering the limitations of mid-engined supercar design, is the lack of vision. It's restricted rearwards (and the rear glass needs a wiper) and forwards, with a very wide base to the A-pillars.But the controls mark a big step forward in Audi's bid for driver appeal. They all have a directness and subtlety that's closer to Porsche in quality than regular Audi stuff. The gearshift is terrifically satisfying to use as you double-clunk into the next slot against the weight of the spring. The clutch and throttle are nicely weighted, and between them they connect the driver directly to the responsive, torquey V8.This unit revs brilliantly and while it doesn't soar like a Ferrari, there's plenty to love in the soundtrack.The car is quick and there's a generous, torquey mid-range, which means you can leave the R8 in sixth and trundle around with the engine barely turning over. The brake pedal can be a bit numb at first, although it's miles ahead of the usual, over-sensitive Audi set-ups. A bit of kickback through the steering wheel over bumps isn't desirable, but demonstrates a lot more connection to the road than Audis can usually muster.All told, this is an Audi any driver will relish.However, before soccer mums descend on Audi dealerships hoping to trade in their Q7s for something a little more comfortable, it should be pointed out that Audi hasn't dodged the usual supercar space and cargo compromises. There's a front bin under the bonnet, akin to the Porsche 911. But not a lot else.There's little doubt Audi has leveraged its ownership of Lamborghini to build this car and along the way there's been a wholesale borrowing of parts. But Audi insists that was just the starting point, and that rings true.The R8 doesn't feel like a Lamborghini and is all the better for not feeling much like an Audi, either. Let's hope the R8 isn't a one-off like the Honda NSX threatens to be. Need to knowAudi R8Engine: 4.2-litre V8Outputs: 309kW at 7800rpm; 430Nm at 4500rpmTransmission: Six-speed manual, all-wheel drivePrice: $259,900On sale: Now 

That has to be a good starting point in anyone's books, because, while it's not intended to beat the open wheelers, the safety car has to be fast and agile enough to let the field keep everything warmed up while it's held in check.The CLK63 AMG Black Series is the second F1 minder derivative — following the SLK55 — to come from the new Performance Studio of Merc's in-house Affalterbach tuning arm, AMG, and marks that division's 40th anniversary.That means another desirability pinnacle over the top-shelf standing of the AMG badge. And that brings with it a whole new level of styling, with buffed arches housing staggered-width, 19-inch alloys, an aggressive front apron with its gaping mouthful of air vents that feed the engine and transmission radiators, carbon-fibre spoiler and rear diffusers cradling the quad exhaust tips.In true Merc tradition, the kit is subtle enough to escape the notice of the uninitiated in normal traffic. And from a distance it seems to have an almost podgy derriere that belies the menace beneath. That's because this is not just a prestige coupe with a catalogue of body kit bolted on.It's a street-legal racer.At the pointy end of the car there's what Mercedes calls a 6.3-litre V8 — actually 6208cc — with a plate bearing the name of the engineer who built it under AMG's “one man, one engine” policy — matched to a seven-speed sequential transmission from the “standard” CLK63 AMG with shortened final drive ratio to help acceleration. The V8 is from the same car, with intake and exhaust systems overhauled to develop 630Nm of torque at 5250rpm and 373kW at 6800rpm. That's only an extra 19kW over the original, but the Black Series doesn't depend on power alone. A lot of work has gone into the wider-tracked platform and chassis refinements.The showcase feature of which is a new adjustable suspension — and not the kind you can adjust by pushing a button from the comfort of the driver's seat. Like a true racing suspension, you set about it by hand; changing ride height, compression and rebound, front axle camber, and the track of both axles. When you have all of that to your liking, you can climb inside to enjoy the interior's blend of sport and luxury, with well-bolstered leather sport seats and a tactile flat-bottomed wheel with aluminium shift paddles that fall to the hand so readily, you'll rarely be reaching for the stubby shift lever.There's a surprising amount of people room — for two. Where there might have been back seats, there are back storage indents. That's a good thing, as proper storage spaces are sparse and the boot shallow. There's plenty of glass and great visibility, and the range of adjustments on the driver's seat and steering column make it easy to find the best position.And sprinkled among all the leather and soft surfaces, there's enough carbon fibre and metal accents to remind you of the job at hand. The CLK63 AMG is expected to arrive next month with a price tag of $299,900, but of the 50 earmarked, only four were still looking for owners when we tested the car in mid-January.Press the start button and the car responds with a bass growl that settles to a guttural grumble in the lower rev range. But thump the pedal and you provoke a menacing snarl as the car warps forward, the limited-slip differential allowing some spin from both rear wheels if you've switched the ESP off while playing with the controls. As we inadvertently did.There are no turbo or super-breathing aids to boost the effort, and you don't feel the lack of them. Merc says the car gets to 100km/h in 4.3 seconds, and the kick in the lumbar as we accelerated gives us no reason to doubt it.Nor were we likely to get near — or to doubt — the claimed 300km/h limited top speed. Planting the boot in a 20-second exploratory spurt got us from 110km/h up to 235km/h, with no sign that it would trail off above that. Transmission shifts are smooth, with a sense of the car “gathering itself” before it leapt forward on up and downshifts.Steering is sharp and responsive — although at first it felt a bit leaden at low speed — and once you start rolling there's a sense of direct and clear communication between hands and road.With the ESP back on, the rubber claws into the surface and the car goes where you point it.But what surprised us was how tractable the suspension set-up was. With its ability to glide flat and poised in corners, we assumed we'd be checking the floor for dental fillings. But it deals with everything quickly and smooths out the average surface nasties. This is refined enough to be an everyday drive — a fast one.  SnapshotMercedes-Benz CLK63 AMGPrice: $299,000 (Black Series)Engine: 6.3L/V8; 373kW/630NmTransmission: 7-speed sequential; rear-wheel-drive 

In automotive terms, refinement is often the word buyers use to measure quality in a car.It come downs to a few basic principles. Is the car quiet? Does it maintain its composure when the going gets tough? Is the steering, ride and handling seamless and do they relay all the necessary information to the driver? Do the controls have a quality feel?With almost microscopic attention to detail, the designers and engineers behind the new Peugeot 308 have gone over the car with one goal in mind: refinement.Peugeot Automobiles Australia managing director Rob Dommerson says the company wants to reassure past and present Peugeot owners the 308 is as well built as its German rivals and a great driving car.The 308, which goes on sale this month, replaces the dynamically and visually maligned 307 hatch. Gone is the 2.0-litre petrol four-cylinder, replaced by normally aspirated and turbocharged 1.6-litre fours, and the hi-tech 2.0-litre HDi turbo diesel carries over.Three trim levels will be available: XS, XSE and the range-topping XTE.The 308 will be powered by a choice of two petrol and two turbo-diesels, jointly developed with BMW.The petrol engines are available in three states of tune: 88kW, 110kW and 103kW.To ensure the 308 can stand toe to toe with its key rivals — the Volkswagen Golf, Ford Focus, Citroen C4, Renault Megane and a host from Japan and South Korea — Peugeot engineers did two million kilometres in durability testing.Visually, the 308 borrows cues from the successful 207 range and the 407.Peugeot describes it as a dynamic design. The large wrap-around lower bumper is available in two styles: classic in the XS and XSE and sports for the XTE, which also gets a diffuser inset into the rear bumper.In size, the new car shadows the 307 but is fractionally bigger. It is 74mm longer and 53mm wider, but 12mm lower. It sits on the same 2608mm wheelbase but front and rear tracks are wider — 30mm in front and 16mm at the rear — to ensure a better on-road stance.The fuel tank gains an extra 10 litres capacity, up to 60 litres. Luggage capacity has increased to 430 litres, up 9 litres.The rear seats are 60/40 split fold with a ski flap on the XSE and XTE.Peugeot Automobiles Australia has managed to hold prices. The normally aspirated 1.6-litre four-cylinder XS is $25,990, $500 more than the old model. A four-speed auto adds an extra $2000.The 1.6-litre XS HDi costs $29,990.The four-speed auto-only XSE 1.6 is $30,390, five-speed manual XSE turbo $30,590 and six-speed manual XSE HDi $33,590.The four-speed XSE Turbo auto is an extra $2000 and the six-speed auto on the XSE HDi an extra $2200.When we piloted the 308 over ultra-smooth roads in France late last year, it impressed.But can this newest French immigrant cut the mustard on Australia's indifferent roads?The answer is yes.There has been a palpable and measurable increase in quality, fit and finish, and the on-road dynamics recall the well-loved 306 hatch.Nor does the 308 feel as flimsy as the 307. The body is ultra-strong, extensive use having been made of high-strength steels.Inside, the French have taken a leaf out of a German ergonomics journal.The instruments are clear and concise and there's a quality feel to the switchgear. The seats can only be described as pure French: soft, inviting, extremely comfortable and supportive.Peugeot has also provided plenty of storage spaces for items and the ingenious two-way 8-litre rear parcel shelf storage area is a bonus.At 100km/h on country roads and 110km/h on the freeway, there is barely any wind noise, and road noise is almost non-existent.At these speeds the 1.6-litre turbo petrol and 2.0-litre HDi loaf along. 

Double-takes from CX-7 drivers were not uncommon during my time in the biggest member of Mazda's SUV range - the CX-9. The exterior lines might be similar but there are big differences between the five and seven-seat Mazda kid-carriers.The slimming CX-9 styling hides quite a sizeable machine, which at just over 5m long and nearly 2m wide is no waif.While Mazda says it has 200mm of ground clearance it looks low-slung and almost sleek, suggesting snow-bunny locales and A-grade dirt are more this SUV's forte than rock-hopping.From behind the wheel its dimensions become more apparent - slipping into tight car spaces is helped by the presence of a rear-view camera but radar sensors would be a worthwhile addition to the features list.The drivetrain is smooth and quiet, although it has to shift two tonnes of Mazda, which means it has plenty of work to do.It's not the sweetest engine from the Mazda stable when working hard, nor is it the most frugal, returning figures in the 16 litres/100km (it's ADR claim is 13 litres/100km), which is about par for the petrol-powered opposition in the class.But the seven-seater has plenty to like. The features list includes 20 inch wheels, sunroof, front and rear airconditioning and cruise control.The Luxury edition also gets leather trim, a leather-wrapped steering wheel with audio and cruise control switch gear, electrically-adjustable heated front seats and rain-sensing wipers.The CX-9 also packs a good range of safety gear, including stability control (with roll-over sensing function) and dual front, front-side and full-length curtain airbags.The Luxury edition also gets a good-quality Bose sound system with sub-woofer, controlled by the touch screen that also carries the rear camera images, but sun glare from the heavily-raked windscreen can interfere.The big Mazda is reasonably nimble but the electronics kick in quickly if pushed hard, making sure the two-tonne machine is reined in early, but most drivers won't push it to the same degree.The passenger accommodation is comfortable, with the middle row of seats able to slide fore and aft to give the third row a little extra leg room.The third-row seats fold flat into the floor but even with them up there's still some room for cargo, although it won't be enough for a weekend away for seven, but five passengers and their bags will fit.Ride comfort is on the firm side - the is price for some agility.The new Mazda is heading into SUV segment that showed the most sales growth last year - up against Ford's Territory, Holden's Captiva, Toyota's Kluger and the new-look Subaru Tribeca - and it deserves to be on the seven-seater medium SUV shopping list.