Luxury Reviews

Overshadowed by the volume-selling IS sedan and larger, lavishly equipped LS sibling, Lexus has turned its attention to the GS.A revised GS range has just been unveiled at the Detroit Motor Show and arrives here in time for the Melbourne Motor Show.The big changes are under the skin, though the car does get a mild cosmetic makeover.The big news is the flagship GS gets the same 4.6-litre V8 as the range-topping LS sedan. The GS460 develops 255kW at 6400 revs and 460Nm at 4100 revs. That's 47kW and 43Nm more than the 4.3-litre GS430, which it replaces.The GS300 and GS450h carry over.Lexus Australia chief executive John Roca says the power gains bring the range-topper in line with the performance of the GS450h.However, compared with the LS460, power and torque are down in the GS460 because it misses out on the LS's direct-injection system.The V8 does share its eight-speed automatic transmission with the LS, which is lighter and more compact in the GS than the six-speed automatic it replaces.Despite the reduced power, the 4.6-litre in the GS is no slouch, hitting 100km/h in 5.8 seconds and reaching a top speed of 240km/h.Roca says apart from improved engines, the sedan gets some small visual tweaks.On the outside there is a chrome grille surround, new integrated indicators in the door mirrors and new alloys.Both bumpers have been restyled.The GS 450h gains several styling cues from other Lexus hybrids, relating to badging and hybrid blue highlights.Inside, audio and telephone controls on the steering wheel have been revised and the boot and fuel filler releases have been moved outside the drop-down switch module.All models now have an input jack for portable music players.For added security, the doors have an automatic locking function triggered when the vehicle is on the move.Roca says GS sales stalled last year, in part because the car was in runout mode.“We will refocus on improving the GS's share this year,” he says.GS sales were down 21 per cent last year, compared with 2006, while overall Lexus sales were up 14.5 per cent.The IS250 remains the best seller in the range, accounting for about half of sales.GS pricing is expected to be decided next month.Roca hopes to hold prices at current levels. That means the entry GS300 Sports should stay close to $95,000 and the new 4.6-litre V8 GS460 about $138,000. 

And another few grand that you’ve just remembered you left in those ski pants you wore to St Moritz.  And, because you’re a bit bored and you’ve already got too many plasma screens, you feel like buying a BMW. Should be simple, right? Sadly not.These poor rich bastards are faced with a plethora of choices that must make it an almost painful process, the latest of which is the newly upgraded and tweaked 6 Series, a $212,000 executive coupe (or a $228,800 convertible) that leaves this scribbler utterly baffled (those prices are up $6000 on the model they replace, in case that worries you).Buyers in this rarefied air can, after all, scrape just a bit more money out of the change bowl on top of the fridge and buy an M5, for $231,500.The M5 is perhaps the most practical supercar on earth, because it has four doors, a boot and genuine seating for four adults, as well as a ground-wobbling, mind-boggling V10 engine under the bonnet which can send all of those four adults into paroxysms of delight, effortlessly. Alternatively, they could spend $157,700 and buy what is arguably an even better, or at least more purely enjoyable, BMW – the M3.Again, they can thrill their friends and themselves at the same time, because it’s a genuine car as well as a genuine sports car. And with the change they could buy a 1 Series for the wife, or another week’s skiing.So why would anyone choose the 6 Series? Well, after driving it, that’s a question I still can’t answer.In isolation, it’s a fine vehicle indeed, powered by a delicious, creamy 4.8-litre V8 that’s good for 270 cultured kilowatts and 490Nm.It can dash from a standing start to 100km/h in 5.2 seconds, which is down from 5.5 seconds on the model it replaces (5.6 seconds for the convertible, down from 5.8).It’s also quite phenomenal to drive, for a vehicle that looks, and feels, as hefty as James Packer.At 1650kg, it’s no lightweight, yet it changes direction and deals with difficult road surfaces with almost arrogant aplomb.Only when zig-zagging sharply are you aware of all that weight shifting from side to side, but the car is so damned clever, and so perfectly balanced, that it never feels like it’s going to get out of control.Push it, as hard as you dare, and it will merely stifle a yawn and take everything you throw at it, leaving you with very little sensation of severity in your cloistered cabin.It also has the kind of steering that BMW is justifiably famous for, with plenty of weight and just the right kind of feedback to keep you involved. And yet… it’s not that fast, or, to be fair, it just doesn’t feel that fast, because everything it does is slightly reserved.The engine probably could sound fabulous, like the V8 in the M3, but it seems like it’s been swaddled in sound-deadening materials.There’s also a constant sense that you are in a very big, very wide car – an impression intensified when you get out and look at its slightly disturbing shape.Impressive and regal from front and side-on, the 6 falls down rather badly at the back, where it looks either like a mastodon with a broken nose or someone with an awful hair lip.But it certainly has presence, and that seems to be what the 175 buyers who shell out for a 6 Series each year in Australia are after – something different, something that sets them apart from the BMW-buying herds.It’s fair to say this car is also more of a cruiser than a bruiser, so perhaps it’s aimed at slightly older motorists, who want class and quality and power, but not too much excitement, thanks very much.It’s certainly easy to see why they might enjoy the convertible, which is a boulevard stroller par excellence.The windscreen is just the right height that the wind lightly tousles your hair, like an affectionate uncle, rather than ruffling it and the heated seats are so good that we enjoyed top-down motoring, even on a 13-degree day.It’s also one of those new breed of convertibles that makes you wonder whether scuttle shake is just an old blokes’ tale.The changes to this 6 Series are quite difficult to see, unless you’re a complete trainspotter, but they include new “sportive” side skirts, new headlights and blinkers, new materials for the uber posh interior and – the admittedly very cool and Buck Rogers-looking – new gearknob. There’s a new gearbox of tricks attached to that, of course, which allows the vehicle to change cogs almost imperceptibly, and apparently faster than ever before.Push the sport button and the changes get even faster, and the gearbox won’t even touch sixth gear, just to keep you charging hard.The interior also gets the new iDrive “favourite” buttons, which aren’t, we’re told, and admission that iDrive is too difficult to use. Just as the “fairness test” wasn’t an admission that WorkChoices was too onerous.There are also plenty of groovy options, like Heads-Up Display, which works brilliantly, and night-vision, which doesn’t.For $1200 you can even have a “lane departure warning” system, which vibrates the steering wheel to wake you up if you dozily drift.This is effectively paying $1200 to admit to people that you’re a crap, inattentive driver. But if you are one, please do get the system, it might save the rest of us.Another $4500 will get you the Active Cruise Control system, which is a way of saying that you’re such a lazy, dozy driver, you’d prefer the car to do everything for you. It could be, in fact, the first nail in the death-of-driving coffin.Of course, if you option it up with all these things your 6 Series will now cost as much as an M5, which you should have bought in the first place. 

There's a guaranteed way of attracting attention in the land of oranges. Drop the top on BMW's new 1 Series convertible and head out on the highway ... Spaniards (at least those around Valencia) love it. Trucks honking on the motorway, truck drivers offering a friendly wave and motorcyclists giving the universal thumbs-up sign. It's all seems a natural reaction to the latest in BMW's ever-increasing stable.It might have been winter in Europe, but with the sun making an appearance on cue at the international launch for the 1 Series convertible, it was the perfect time to go topless for some real open-air driving.The little drop-top will arrive in Australia in June along with the other “emotional” model of the line-up, the coupe. Prices are expected to range from $60,000 to $85,000. As the first premium convertible for the compact segment, the 1 Series will be available in five different versions in Europe, including a diesel. But Australia will get just two — the 125i and 135i.Unfortunately, at the launch, the spanking 135i was not made available. However, it was only a momentary disappointment as on the fabulous winding roads of Spain, the 125i proved to be every bit impressive as its looks suggested.Powered by a 3.0-litre in-line six, the 125i is so much more than just a leisurely outing. It's a fun and engaging drive, delivering 160kW and 270Nm of torque. It feels best around 4000rpm to 4500rpm and it takes you just an instant to fall in love with the soundtrack that comes with the powertrain. The burble gets your heart racing every time, especially when amplified with the roof down. Work it around the corners and everything feels like it falls into place, moving in time to the melodic tune.The steering is direct, with good feedback, handling feels impressive (easily absorbing the few bumps found on the Spanish roads) and you don't have to worry about intruding rattles, wind or road noises — not even from the run-flat tyres.This leaves your ears free to anticipate the popping note. There was, however, some slight understeer noticeable on slippery roads.Fitted to a six-speed manual and with the added benefit of rear-wheel-drive, the 125i is a car for a keen driver looking for some enthusiastic motoring. A six-speed auto is also available at an extra cost. While the 125i is probably a bit like eating vanilla ice cream, there is a chocolate-flavoured 1 Series available — the ultimate, otherwise known as the 135i and featuring the same engine as the 335i.With an exciting straight-six twin-turbo complete with 225kW and 400Nm from as low as 1300rpm, BMW 1 series product manager Falko Radomski says it would be very hard to improve on this for the line-up, ruling out an M version anytime soon. The 1 Series is aimed at a younger demographic with an active lifestyle, but BMW believes there is interest among older buyers for the convertible, especially among fans of its famous 1960s and '70s 2002 model.While transformed into a modern convertible with its own 1 Series family traits, the convertible has the eye-catching and sporty looks of today, acting as a spiritual successor to the classic 2002. There's the powerful low shoulder line, muscular wheel arches, a long bonnet and an upright A-pillar, all contributing to the striking appearance. The front section of the convertible has the same characteristics as the coupe, but beyond that, changes have been made.Jump inside and its been designed with a boat deck in mind as the shoulder line runs all the way around the car, surrounding the entire passenger compartment. The interior possesses the expected BMW DNA with a quality setting, although the dash does seem simple and better storage spaces wouldn't go astray.There's more room than you'd expect for a convertible, although the rear would be a squashy setting for a tall passenger when the roof is on. And you must choose your back seat companion wisely as it does get cosy.Opting for a soft-top rather than the increasingly popular folding hardtops means customers are recognised as convertible drivers even with the roof on — a look-at-me trait many potential owners are after.It also means BMW was able to keep the weight increase to just 120kg over the coupe.Retracting the roof takes 22 seconds, a process that can be started while travelling up to 40km/h, with the ability to accelerate up to 50km/h. This means it's almost a Clark Kent switch as you can go about your normal city driving. When slipping the roof away, boot space is reduced from 305 litres to 260 litres — enough room, BMW trumpets, to fit “two snowboards, four pairs of skis, two golf bags or one large and one small suitcase.”The airconditioning adjusts to convertible mode — and the heated seats are a real blessing in any wintry conditions. 

You have just paid something over $120,000 for your new toy and you are feeling like the cat's whiskers. It's big, it's luxurious and crammed under that stubby little bonnet is a big V8 that can launch you and your 2-tonne plus plaything from standstill to 100km/h in under six seconds.Do you care about the price of petrol? Do you give a passing thought to fuel economy? Do you need to be flung at the horizon at that sort of velocity? Not a chance — but this is still a free society and you do have the right to offend the sensibilities of a greenie at any turn of the road.And, if you choose to exercise your rights to conspicuous consumption there seems little reason to do so in anything but comfort.Well, do Mercedes-Benz have a car for you — the latest ML500. Large, luxurious, comfortable and powerful — the 5.5-litre V8 with 285kW and 530Nm guarantees that — the ML500 is everything that gets the hackles up on those who love to hate SUVs.From it's 2.2-tonne bulk — well disguised under a stylish (in that size 16 way) body — to its 19-inch wheels the ML is a poster child for urban assault vehicles. Mercedes boffins have worked diligently to make the big V8 as fuel efficient as possible.They should be commended on squeezing an additional 60kW and 60Nm over the outing 5.0-litre unit; while reducing fuel use to an ADR rated 13.4litresper 100km.Not that you are ever going to see that figure in the real world. Settle for around the 15-litre mark and don't be surprised when it gets a few points higher. This is, after all, an engine that demands enthusiastic application bolted to a very substantial vehicle with a permanent four-wheel-drive.The fact that the figures that can be achieved are achieved is a credit to the ML's no-nonsense seven-speed automatic. It is smooth and well sorted with enough of a ratio spread to deal with some low-gear crawling or highway cruising. Where the ML500 truly surprised was when it was out of what most would consider its comfort zone — real offroading.Most of the ML500s sold in Australia will never see anything more than a dusty road or a muddy polo field, yet, despite its luxury, the big Benz is a labourer at heart.Shod with low profile road tyres and without locking diffs or low range gearing (available as an option pack for those who really want to bash their luxury 4WD around) the ML was unfazed by some relatively serious free-ranging. Up and down steep loose-rock slopes, through moderately deep wading and across shifting surfaces the ML500 gave not a moment's cause for concern.The standard-fit air suspension helped with an elevated ride height at low speeds, defaulting back to the highway setting as the speed increased. The ML500 has the 4Matic all-wheel-drive electronic transfer system as standard, including traction and stability control.The package includes anti-lock brakes, eight airbags, active head restraints and the brand's award-winning Pre-Safe occupant protection system, which ABS and stability control sensors detect an imminent impact before it occurs.The car then prepares all of its passive safety features, primes the airbags and seat belts, and closes windows and the sunroof to maximise the level of occupant protection.It would be too kind to say that the big off-roader — it earned the right not to be lumped in with the soft-roader brigade — was an outstanding highway experience. Competent, certainly, but a little fidgety off freeway-smooth surfaces. While it soaks up the more undulating road imperfections, the active damping does struggle with sharper bumps such as corrugations and allows a fair degree of body roll through the twisty stuff.However, all of this can be tolerated while you are cocooned within the ML cabin. The seating position is excellent, the seats themselves trimmed in good leather and well styled for comfort and support.Throughout, the sense of space is never compromised, except maybe behind the passenger seats where the short rear styling of the rear does give the luggage area a truncated look.If you are not travelling with the full complement of souls then longer loads can be accommodated by folding the split rear seat.There are some special touches in the ML that don't always make their way into the top-end vehicles. Mercedes have taken the sensible — it should be compulsory — step of running a reversing camera through the dash-mounted satellite navigation and DVD screen. The cost is minimal and the safety benefits enormous.More on a feel-good level is the Harman Kardon Logic7 entertainment system. The 440W surround sound system runs 12 high-performance speakers (including a sub-woofer).Self-cleaning Bi-Xenon headlights with the ALS (active light system) cornering technology and dynamic range adjustment light up great swathes of the road ahead.Try as it might, the ML500 is never going to be invited to a Save the Planet rally. Its stablemate, the somewhat greener ML320CDi diesel may make the cut but not the Big Fella. Those that own it probably don't care. The bottom lineIt's everything you expect ... and a few things you don't.  Snapshot Mercedes-Benz ML500Price: $120,874Engine: 5.5L/V8; 285kw/530NmTransmission: 7-speed automatic, all-wheel driveEconomy: claimed 13.4L/100km; 14.9L/100km as tested The rivalsBMW X5 4.8iPrice: $118,300Engine: 4.8L/V8; 261kW/475NmTransmission: 6-speed auto, all wheel driveEconomy: claimed 12.5L/100km  Jeep Commander LimitedPrice: $71,990Engine: 5.7L/V8; 240kW/500NmTranmission: Multi-speed (CVT) automatic, all-wheel driveEconomy: claimed 15.5L/100km  Audi Q7 4.2 FSI QuattroPrice: $118,900Engine: 4.2L/V8; 257kW/440NmTransmission: 6-speed tiptronic; all-wheel driveEconomy: claimed 13.6L/100km 

The Mark V model of the late 1940s, the Mark VII of the 1950s and the original XJ6 of the late-1960s established a fabulous heritage of elegant saloons, and little has changed in the 60 years since.The company's former slogan, Pace With Grace, pretty much sums up the big Jaguar saloons. They were sporty, but still oozed charm and elegance.Today's models are no less elegant than the classics, even if some think they're stuck in the past. Model watchThe seventh-generation Jaguar XJ saloon emerged in 2003, and again it looked for all the world like a makeover of the first XJ shown in the late 1960s.That first car was such a beauty it seems Jaguar couldn't let it go, but why should it? That original XJ6 was perfectly proportioned, its balanced lines looking fresh even after 40 years.The XJ8 of 2003 had a similar balance despite being significantly larger than the model it replaced. It was longer, wider and taller than its cousin, and had a longer wheelbase and reduced front overhang.If it looked like a throwback to the past, the X350, as it was known, was no such thing once you looked under the skin and saw the depth of engineering that marked this cat out as a very new beast.One constant criticism of the big cats over the years is its exterior size was never translated to interior room.At the core of the XJ was a rivet-bonded aluminium monocoque that slashed the big cat's weight by 200kg or more. Remarkably, it weighed little more than 1500kg.The lightness clearly comes through in the driving. The XJ feels agile and responsive, with quick, sensitive, precise steering that helps belie its physical size.Though Jaguars have always been a pleasure to drive, the dynamics and speed of this model shifted it up into an elite class occupied by the BMW M-Series and Benz AMG models.Under the XJ's long, elegant bonnet at launch was a choice of two V8s, which in early 2004 were joined by a V6.The V8 choices were a 3.5-litre unit and a larger 4.2-litre engine, the latter available in normally aspirated and supercharged forms.Both were of a double overhead camshaft configuration with four valves a cylinder. The 3.5-litre version had 196kW at 6300 revs and 345Nm at 4200 revs. The normally aspirated 4.2-litre engine put out 224kW at 6000 revs and 420Nm at 4100 revs.The big cracker-blown 4.2-litre engine, which powered the awesome XJR, had 298kW at 6100 revs and 553Nm at 3500 revs.All that drive was then transferred to the blacktop through a ZF six-speed automatic, the final drive going through the rear wheels.When it arrived in 2004 the double overhead camshaft 3.0-litre V6 had 179kW at 6800 revs and 300Nm at 4100 revs.With a solid, rigid foundation, the XJ had a stable platform that could support the sort of handling the Jaguar engineers wanted to achieve, but that was just the start.Add to the aluminium masterpiece self-levelling air springs to adjust the ride height to suit the speed the big cat is being driven at, and Jaguar's adaptive shock absorbers, and you have an awesome package.A stiffer, more sporting setup was optional, and there was the XJR for the ultimate ride.Tradition also played a big part in determining the design of the interior, which had lashings of leather, touches of wood and many features such as power seats, adjustable pedals and steering wheel, parking sensors, cruise, air and a super sound system. On the lot Jaguar lost ground to its German rivals when it, along with the entire British car industry, went through a meltdown in the 1970s and '80s, caused by poor build quality and engineering integrity.The old marque doesn't have the respect it once had. Most of its buyers have moved on to BMW or Benz, and newer ones never knew it at its best.For the V6 pay $95,000-$105,000; for the small V8 (2003-2005), $98,000-$120,000; for the bigger V8, $110,000-$130,000.If you want to go all the way to the XJR you'll need to pay $115,000-$140,000. In the shopAverage build quality plagued earlier XJ Jags. The problems were mostly silly things that should never have occurred, but did, and they were very frustrating for owners. But since Ford took over the quality has improved and there is little for owners to be concerned about.Make sure the service schedule has been adhered to and the oil in particular has been changed.Eighteen-inch wheels are standard and 19 and 20-inch wheels optional, so be prepared to pay dearly when tyres need replacing. In a crunchThe XJ has an awesome array of safety features — as there should be on a car that costs about $200,000 when new.The monocoque chassis, its agility, precise steering and powerful brakes give it the roadholding to escape possible crash situations.Should the metal begin to crumple, front and side airbags are activated. At the pumpBeing surprisingly light for its size, the XJ is reasonably economic. If you pedal lightly you can expect to achieve 10.5-12.5 litres for 100km. The bottom lineClassic looks belie a modern sporting saloon that matches the bahn-stormers.70/100  All anglesLook forTimeless classic stylingWonderfully balanced chassisPrecise steeringHigh performance RivalsLexus LS430 (2003-2005): $82,000-$110,000BMW 7-Series (2002-2005): $89,000-$220,000Audi A8 (2003-2005): $85,000-$125,000

Take “collision”. It used to be a car couldn't collide with a tree — it hit it — because “collide” means an impact between two moving objects — unless the tree was falling at the time, of course. Nowadays “collide” is widely used for any impact.Then there's “unique”. My dictionary says it means “only one of”; now it's widely used to mean “unusual”.Which brings us to “icon”.No, it doesn't mean a superstar or the best thing out, but a painting of a sacred person. So unless the Pope sings very well, you cannot have a pop icon, if you get my drift.So while we may all think of cars like Porsche's stunning 911 Carrera as a motoring icon, it can't be. Supercar, maybe; awesome, definitely; expensive, well, that's a given. Inspirational and desirable are probably the best descriptions.Mind you, the desirability factor was wearing a bit thin as this week's road tester, a black 911 Carrera S cabriolet, was forced to crawl to a snail's pace in peak-hour city traffic. While the 911 is happy to walk this slowly, it is like a leashed dog that has spotted a rabbit.Lowering the soft-top roof sounded like a good idea at the time. We were at risk of severe sunburn at this pace and the exhaust fumes from other road users, not to mention the bugs and insects, were becoming increasingly annoying.But you can't possibly be seen in one of the world's classiest convertibles with the roof down, especially driving through some of the seriously snobby neighbourhoods of Melbourne where cars with $250,000-plus price tags are common in the driveways of plush mega-mansions. Oh no.It's not until you get out of suburbia and into rolling back country roads that the 911, with its stunning exhaust howl, shows its real mettle.Sans roof and with the rear wind-deflector in place (once you master its origami foldaway design), you can mash the right foot and start tackling the twisty stuff just as Porsche intended. At last, the 911 was in its element.Yep, I'll have one of these — just as soon as I win Tatts. The base price is $247,800 plus on-road costs, but Porsche had thrown in a few optional extras on the test car, like a $2000 phone kit, two grand's worth of sporty alloy wheels, another two for the electronic park assist and a multi-function steering wheel, and even Porsche crests ($490) on the headrests, just in case you had forgotten what you were driving. That lifted the total price to just under $256,000. Say it quickly enough and it doesn't hurt.Now I suppose it is easy to be a little tongue-in-cheek about a car the majority can't afford. But you cannot deny the degree of engineering precision and those sometimes old-fashioned seat-of-the-pants driving dynamics that the 911 represents. Few cars on the road today deliver it as Porsche does. That's why it's iconic — sorry, masterful.The S version is not the most powerful, or the dearest, in the 911 open-top line-up. That's reserved for the potent Turbo (a mere $357,500) which can do zero to 100km/h in a flat four seconds, thanks to its twin turbos punching out 353kW.My humble (but still charismatic) naturally aspirated flat six 3.8-litre had to make do with just 261kW and 4.9 seconds for the sprint. Oh, I can live with that extra point nine of a second and the fact the S is $109,700 cheaper to buy.Performance, as expected, is stunning, but I'm not going to discuss top speeds. Yes, it will easily exceed the highway limit without even breathing hard.And the performance is all quite controlled, even well mannered. If you wind on the revs and dump the clutch, you don't get a lot of smoke-producing wheel spin as the car fights for traction. The 911 is clever enough — it has enough computer aids — to override your right foot. It simply squats, squirms and then provides the kick in the pants of acceleration that only Porsche can develop.The car's dynamics are sweet. The chassis is more rigid than earlier versions so there's no scuttle shake, as found in some open-tops. The engine sits over the rear axle, which means the car be a bit tail-happy, but that's quickly tamed by the stability control systems.So is the drop-dead gorgeous 911 with its 19-inch wheels an easy car to live with? No.On the plus side, the car has a well-sorted but firm active suspension, eye-popping brakes and an impressive array of safety features including six airbags plus a rollover bar. There's loads of leather, the audio is sublime, the seats are snugly comfortable and even the once-oh-so-heavy clutch, the bugbear of previous models, has been tamed. You can even raise and lower the 42kg roof at speeds up to 50km/h, which is quite a party trick, but it takes a slow 20 seconds.On the downside, the back seat is ridiculously tiny, there's a lack of storage and the Carrera's wide hips reduce rearwards vision.But you don't buy the 911 for its practicality, do you? 

There is, straight up, a great driving platform. The softroader's chassis is well-tuned to deliver a safe and secure drive with allowance for a little sporting flair; then there's the subtleness of the BMW's xDrive, an all-wheel drive system combined with stability control that delivers great grip and confidence.And now there is the option of this all-aluminium, four-cylinder engine that delivers a welcome combination of fun and frugalness.Allied to a fine six-speed automatic transmission, the common-rail engine also offers a cheaper entry price, at $62,900, into an X3 diesel.A three litre, six-cylinder diesel in the X3 will set the customer back $75,900 and that's beginning to look a tad over the odds; as fine as that bigger motor may be, this junior two-litre powerplant has quite enough charm for most.It is a mighty little motor, 60kg lighter than its big brother and producing a claimed 125kW at 4000rpm (62.7kW per litre) plus 340Nm of torque at 1750rpm.It, with only the slightest hesitation from a dead throttle, shifts the compact softroader with a surprising amount of verve.And, with some aid from that six-speed gearbox, the 2-litre diesel allows the X3 to be hustled along with more than enough speed over a mountain range to unsettle the most seasoned of passengers.There is precious little body roll or sway, bugger-all tyre protest.The problem is this Sports Activity Vehicle — as BMW would have it — is motoring through the mountains at a fair, still legal, pace and taking turns with a surprising amount of speed.This could upset some passengers while the driver may be looking towards connecting the next series of corners.Here there needs to be some ratio shifts (push forward to change down, back to change up) between third, fourth and perhaps fifth to make the most of the diesel's eagerness. It has a sporting sound and sporting edge; all the while the X3's chassis and 17-inch tyres keep the premium package unruffled.BMW claim a 0-100km/h time of 9.6sec for the wagon. This feels smart enough, certainly smart enough for attacking the flood-ravaged roads of the Border Ranges.Over there on the Kyogle side there was much evidence of walls of water shifting dirt and debris, underscoring river banks and bridge approaches, washing down fences and shifting boulders.Over there the BMW X3 was ideal for safe travel in comfort through the greens and browns of deluge-drowned valleys.With 101 fresh rocks and boulders littering the creek crossings there was little chance of tip-toeing into the paddocks.As good as the BMW's xDrive system may be, as much appreciated as 201cm of ground clearance may be, the X3 is best left to deal with mud-slopped roads and tracks. It continues to drive with confidence whether the surface is dry, wet, smooth or rough; it is also, with hill descent control, handy on steep descents.Besides, sill and sump damage to a full-on four-wheel drive is much easier to take.Yet the X3's engineering does blend excellent back track ability with fine bitumen road manners.And this new two litre motor makes the package that much more appealing.It is very flexible and always encouraging while managing some respectable fuel figures.According to BMW consumption on the EU test cycle is 7l/100km.Here, trawling around Brisbane town for a day saw the on-board computer register 8.5l/100km, climbing mountains and dodging along on flood-damaged roads saw 8.7 litres. And on steady highway and freeway runs that dropped to 6.3 litres.It is an easy machine around the city, quiet and useful on the highway though best to have the transmission in sport mode and drop from sixth to fifth for overtaking.There are no quibbles here with the engineering excellence. Or the amount of safety and comfort features from rain sensors to front, side and head airbags. But while the X3 received a little cosmetic makeover to the four-door body last season it could well be time for an interior rework.As fine as the materials used here are, as tactile as the knobs and buttons are, and as thankful some are that there's no iDrive (BMW's complicated control system for airconditioning to stereo and other bits in between), the X3 is looking a bit jaded in design, a bit drab around the dashboard.It all works, once the buttons and bells are learnt because some of these controls are not as intuitive or as clearly marked as in rivals. But it is all a bit old-school in a machine designed to appeal to a younger audience.And, while appreciating this is a compact SUV — sorry — SAV, the BMW's front cabin feels a tad cramped over a longer drive.Rivals in this area would appear to be a little more clever with finding oddment space.Here BMW could take a look at machines such as Hyundai's Santa Fe or Land Rover's second generation Freelander, much fresher inside and out. (A diesel Freelander at $57,990 is worth a good look if shopping in this area, the difference may be in resale values.)So, the two litre BMW X3 is a great driving machine in all manner of conditions. A great engine with excellent fuel figures. But at this money it's time for a major refresh of the packaging.  BMW X3$62,900ENGINE: Two litre, turbocharged dieselPOWER: 125kW @ 4000rpmTORQUE: 340Nm @ 1750rpmTRANSMISSION: Six-speed automatic with SteptronicDIMENSIONS (MM): 4569 (l), 1853 (w), 1674 (h), 2795 (w'base)KERB WEIGHT: 1750kgTOWING: 1700kg 

It's when you find yourself saying things like: “Beauty — a roundabout!” that you know the initial numbing awe of piloting the Rolls-Royce Phantom Drophead Coupe is passing. Even something so mundane as a circle of concrete assumes landmark significance when its being negotiated in 2.6 tonnes of lovingly handcrafted land yacht — one that just happens to have been sold already for a not altogether negligible $1.25 million.Bevin Clayton of Trivett Classic gave Carsguide an Australian first last week, allowing us access to the only Drophead in the country not already in private hands — although it soon will be.This pristine example with low double figures on the clock is being shipped to Adelaide where a gentleman will become the first in that quaint town to own this model Roller.If membership of the Australian Rolls-Royce owner's club is gradually expanding — Clayton expects to sell eight Phantom sedans, eight Dropheads and three of the new hard-top coupes due in September — it's hardly in danger of becoming less than exclusive. Certainly the sense of occasion on simply approaching the Drophead is unlikely to diminish in a hurry.The sheer blackness of this example, set off by the distinctive burnished silver bonnet, to some extent disguises the Roller's imposing lines. The fabric roof is the longest of any modern auto, a bespoke, five-layered lid that insulates the interior from noise of the madding crowd almost as effectively as the sedan's hard top. Indeed, as Clayton says, it's clear that the Drophead remains “in the Phantom family”.Notwithstanding one client who bought a sedan to complement his new Drophead — as one does — the Drophead's DNA is immediately evident on opening the rear-hinged door.It's a sea of Indian rosewood and the creamiest leather set off with polished, to the point of reflectiveness, stainless steel fittings. A singular ambience almost seduces you as you take hold of the skinny, old-world steering wheel.The Drophead is, of course, hand-crafted using top-drawer materials to Rolls's exacting standards and is modelled on the J-class racing yachts of the 1930s. Indeed, the rear deck is teak.The bonnet is machine-brushed before being hand-finished to ensure a uniform grain.A picnic boot has a split tail compartment that opens in two parts, giving easy access to 315 litres of space. The lower tailgate provides a comfortable seating platform for two adults when folded, revealing a luggage compartment that's more lushly upholstered than the cabins of certain luxury sedans Carsguide has tried.Unlike almost all of them, but very much like its sibling sedan, the Drophead contrasts the immense power of a 6.75-litre V12 with an aural note that's entirely in keeping with the Phantom moniker. Indeed, attempting to start the thing after pausing near Clovelly for pictures proved to be superfluous. The engine was, in fact, running.Roof down in a tunnel, you might be driving a hybrid, so subdued and refined is the note, for all its 338kW and 720Nm. Almost no Dropheads are chauffeur driven, but sitting in the rear pews is easily the most civilised such experience that can be had in a convertible.As we've said of the sedan, the Roller is simply too enjoyable to be left to Jeeves.Such is the alacrity with which it leaves the mark and immediacy of response to steering inputs that it's impossible to believe the thing outweighs all but the heaviest SUVs.Where a lesser luxury car — that would be all of them — might float seasickeningly, the Phantom “wafts” in that legendary, almost patented Rolls-Royce fashion.If the Drophead costs more than a million, driving it is a one in a million experience. 

Nudging its electronically governed 236km/h top speed, the behemoth Audi Q7 cannonballed down the autobahn's outer left lane. For tens of kilometres, this 2.4 tonnes of luxury SUV vied effortlessly with a BMW 7 Series, the Audi's 4.2-litre diesel V8 delivering 760Nm of turbine-like thrust put down to the billiard-table tarmac through all four wheels via a six-speed Tiptronic auto.Slower vehicles segued smoothly to the inside lanes as we blurred the Bavarian boondocks. Thus we spent a morning last northern spring on the approaches to Munich in the most powerful vehicle of its type.It could have been an advertisement for the efficacy of western Europe's freeways and wisdom of teaching drivers to drive.That was then; this is now.Now we're in Sydney. The vehicle is identical, save for the steering wheel being on the right, but the quickest lane is still the left (although, given that the right lane is more often than not occupied by zombies doing 75km/h in 80 zones, quickest is hardly the word).The Q7 runs lean — amazingly so for its size and weight — but too many of the diesel pumps you encounter at filling time are fit only for trucks and covered in a stinking patina of slime.And, as though to emphasise that what is — for now — Audi's halo SUV (a1000Nm V12 diesel is mooted) is just too much for the auto backwater that is Australia's biggest city, even the weather is grim.Unless you live in America (or in Mosman) and therefore find using a massive SUV for daily urban driving entirely sound and reasonable, there's something just a bit mad about this Q7.Audi is making ever better all-wheel-drive cars in less bloated form. The forthcoming A4 Avant will be a stylish load-carrier. The yet-to-be released Q5 medium SUV could very well be another.The current 3.0 TDI Allroad is a good SUV/wagon compromise: a bit like a Subaru Outback, except with a great six-cylinder diesel engine and a weepingly expensive price tag.Of course, some of you just have to have an SUV and, in the 18 months they've been on sale locally, the lesser Q7s have done well.The Q7 can also seat seven, although the rearmost two had better not be adults. And this provision, as Audi has been obliged to make abundantly clear in its advertising, costs extra.In isolation — and even at $124K — the 4.2 TDI is pretty compelling. Forbiddingly big though it is, it's no great chore to drive or even park, thanks to vast wing mirrors and an indispensable reversing camera.Forward motion obviously isn't going to be a concern with all that torque on tap, but it's snatchy at low speeds.Urban fuel use of 16 litres per 100km is just one way in which it justifies its premium over the V8 petrol version.Thing is, you'd really need to be towing a trailer full of elephants on a regular basis — or just really “have to” have the top model — to justify the circa $40K spend over the base diesel 3.0 TDI. Most of the time, that's all the Q7 you could want.Especially in this neck of the woods. 

The expression “Yank tank” could have been coined for Cadillac, the American luxury brand whose history is filled with hulking motoring palaces that are ideal for cruising on US freeways but have foundered everywhere else.Not the Cadillac CTS.The car that will bring the American brand to Australia is taut, youthful and surprisingly good to drive.For something built in America, the quality is surprisingly good.And just like the gangster Chrysler 300C, the CTS will stand out in any crowd. In a good way.The CTS will go on sale here in the final quarter of the year with a starting price in the $75,000 range, which will put it up against a range of rivals, including BMW's 5 Series and the Lexus GS.Its arrival is part of a strategy for GM Premium Brands that began with Saab, grew with Hummer and will reach its full potential with Cadillac.The plan is to eventually have a broad spread of luxury cars and four-wheel drives from throughout the General Motors world, all banded together in Australia in a network of premium dealerships.The Cadillac plan was revealed more than two years ago and, at the time, looked wildly ambitious. There was nothing international about the Cadillac family — despite promises of a new generation of global cars — that would work in Australia.The first of the global Cadillacs is the second-generation CTS — for compact touring sedan — and it was previewed to the Australian press last week during a drive from San Diego to Palm Springs in California.It made a strong impression, from the bold styling to the roomy cabin and enjoyable driving, and proved the global approach to Cadillac development.To the best of anyone's knowledge, Cadillac cars have not been sold in Australia by an official importer for more than 70 years. There have been Caddys on the road, mostly the ghastly '70s limousines, but they were granddad cars that were ugly in every way.The chief engineer on the CTS program, Liz Pilibosian, knows all about the challenges in creating something special and says Cadillac has made a fundamental change.“We're in the game now. This was a global car from the beginning,” she says.“It is much easier to start from the beginning. There is less need to rework things.“You have to make sure you are satisfying your global customer. And you need to understand them.”So who will be buying a CTS sedan, or the CTS wagon and coupe that will eventually follow?“It's an affluent buyer in a country like Japan or China, but in America it is a middle-class person, and that's probably the same in Australia,” Pilibosian says. “It's for the entrepreneur, for the up-and-coming person. They are looking for more than just transport.”She says the CTS was always intended to be a European-style drive, despite its aggressively American design. That meant a total commitment from the 500-plus people who worked on the program.“The biggest challenge was engineering the car while keeping the styling,” she says. “We had to make sure we emulated the design we were given, and that doesn't always happen.“We basically worked with two cars, the previous-generation BMW 5 series for steering, handling and ride. And we looked at Audi for fit and finish.”So the shape is the same as the CTS concept car revealed at last year's Detroit Motor Show and the mechanical package is built around a 3.6-litre V6 engine, a six-speed automatic gearbox, rear-wheel drive and a roomy four-seat cabin.The engine is basically the same as the one used in the VE Commodore, but picks up high-pressure direct fuel injection and other tweaks to lift output to 227kW and 370Nm.The chassis is a wide-track layout with independent control at all corners — with two suspension settings — and there is switchable electronic stability control and anti-skid brakes.The safety package runs to six airbags, though a costly pedestrian-friendly bonnet will not make it to Australia. The car is also available with a keyless entry system, Bose sound system with 40GB hard drive, LED interior lighting and a lot more.Satnav is fitted for the US, but will not be coming here because of a conflict in mapping. The 2009 model cars will land here with a a paddle gearshift change and some other tweaking.Parveen Batish, GM Premium Brands boss in Australia, says: “We have not finalised the specification or the pricing. That will happen closer to the on-sale date.”Work on the CTS is continuing, with new features and a tough emphasis on safety.Pilibosian says she is committed to making the '09 model even better.But she is happy with what the Cadillac team has produced and is looking forward to the next full model change on the CTS.“There is always room for improvement. The current car is really close to a 10, for what we wanted. But I know what I'm going to do in the next program,” she says. ON THE ROADThe CTS is a very, very good car. There, we said it. We landed in the US with a low expectation and some baggage from earlier Cadillac cars, but the CTS turned us around. Fast.It took only 5km and a couple of tight corners to realise the chassis is taut and responsive, the steering is most un-American and the final finishing is tight. It looks good and has zero squeaks or rattles.The upgraded V6 rattles like a diesel at idle — which means an impressive noise-suppression package — but really gets along. It pulls more like a V8 from a standing start and the six-speed auto is smooth and has well-spaced ratios.Just as good, considering the likely price, the cabin is roomy, with good space for tall people in the back, and there is plenty of equipment, including a punchy sound system and even a built-in garage door opener.The ride is compliant and smooth, but still has good control, though opinion is split on the FE2 and FE3 suspension choices.The CTS is smooth and refined on freeways when running the slightly softer FE2 suspension settings, but the sports-tuned FE3 pack meant some thumping over potholes and broken surfaces. Both are good on twisty roads, with a bit more grip and response from the FE3 set-up.The CTS is not perfect. Fit and finish is not up to Lexus or Audi levels, but Pilibosian is quickly on to the flaws and promises an investigation and improvements. She cannot do anything about the restricted rear vision, but the car does have parking radar.So there is a lot to like and little to criticise, at least until we know the final prices and specifications for Australia.And one thing is certain — this is not your granddad's Caddy.  INSIDE VIEWCadillac CTSON SALE: estimated OctoberPRICE: estimated $75,000ENGINE: 3.6-litre direct-injection V6POWER: 227kW at 6300 revsTORQUE: 370Nm at 5200 revsTRANSMISSION: six-speed automatic, rear-wheel driveECONOMY: not availableSAFETY: front, side and curtain airbags, electronic stability control, anti-skid brakes  CTS-V NOT RIGHT FOR AUSTRALIAThe king of the hill Cadillac — a super-hot CTS-V (right) claimed to be the world's fastest four-door sedan — will not be coming to Australia.Like so many US cars, the steering wheel is on the wrong side, and there's no chance of a change.But, unlike heavyweights such as the Ford F150 and Dodge Ram, the CTS problem comes down to engineering and not just neglect during planning.“When we put the 6.2-litre V8 engine in and the supercharger plumbing on it, we ran out of real estate,” General Motors product boss Bob Lutz says.Its mechanical package includes magnetic ride control for the suspension, Brembo six-piston disc brakes and Michelin Pilot Sport 2 tyres.Still, the key is the engine: a supercharged V8 with either a six-speed manual or six-speed automatic directing power to the rear wheels. The bottom line is 410kW and 745Nm.But Lutz, always the optimist, believes there is potential for Holden Special Vehicles to tweak a go-faster CTS for Australia.“Talk to HSV. I'm sure they will whomp up something,” he says.  APPEALING CONCEPTTwo bold new concept cars point the road to the future at Cadillac. They couldn't be more different — a four-wheel-drive family wagon and a two-door coupe — but they share the same design direction and youthful approach to the world of cars.And both are going on the road and could easily join the Cadillac product offensive in Australia.The CTS Coupe concept is as good as anything at Detroit '08 and points to a new style of two-door headliner, with as many angles and edges as the curves on most coupes.It was previewed with a turbodiesel engine, but will take the V6 petrol motor used in the CTS sedan, and the rest of its running gear.The Provoq was billed as a fuel-cell electric car at the show, but its real purpose is to win younger families to a Cadillac family wagon.It is fitted with GM's E-Flex drive system, which uses electric power with a petrol engine as a “range extender”.But the body and cabin have a much bigger job to do.And it is definitely coming to Australia as an under-the-skin twin to the Saab 9-4X prestige wagon.