Luxury Reviews

He was just 17 years old and was thrilled to discover the warehouse next to his workplace was owned by a fellow who was a car fan, a car collector, and someone who didn't have a problem with handing the keys over to a teenager.“The guy had a whole heap of cars in his warehouse and one day he asked if I wanted to drive it,” he recalls. “It was so exhilarating and fun, just a good little sports car.”And from that day on he was hooked and wanted to buy his own. Eight years ago, that finally became a reality for Holden.“I had been looking for a long time to buy one and this one turned up two minutes down the road in a car yard,” he says.After spotting it, Holden resisted the urge, but later went past to point it out to his wife.“I drove past and my wife said, `Why don't you have a look?'. I said, `If I look, I won't be able to walk away', but ... my wife said, `Have a look and see what happens'.”And when she encouraged him to sit in the car, Holden warned her: “There's no going back when I put my bum in it.”“Ever since I was a young bloke I've been into cars, motorbikes, tractors, anything mechanical,” he says.And while he couldn't quite afford “these sorts of toys” while he was starting a family, Holden says when the finances allowed it, he jumped at the chance and would now also like to buy another Bugeye, this time one to race.“They actually made this as a nice sports car, but looked at it and said `no, we can't afford to do this' because they wanted an entry level sports car. So they took bits off other cars to make it cheaper, more economical,” he says.The Bugeye has also been called the first unisex sports car to be introduced. Unlike its predecessors, it was built as a simple, yet stylish and affordable sports car, one that would not only attract males, but also tap into the other slowly emerging market of the time: women.To keep the cost down, it drew on as many BMC components as it could. It features Morris Minor-derived steering and brakes, an Austin A35 engine and a four-speed gearbox. It was initially supposed to have pop-up headlights, but to keep the costs down, they instead stuck the headlamps right on top of the bonnet. A move that quickly earned it the nickname Bugeye.And continuing with that unique character, the Sprite also doesn't have any door handles or a boot lid. The Bugeyes came into Australia as a completely knockdown kit (CKD) and were assembled here. Holden says while it's important to continually maintain a 50-year-old car, it is relatively cheap to look after, as he does most of the work himself. The 45-year-old tries to drive it at least every two or three weeks.“If you can get one on a winding road or country road, it's beautiful fun to drive,” he says.“Corners are really nice. Throw it into a corner in third gear, that's a lot of fun.”Its handling ability and engine capacity is similar to the Mini with a 1.0-litre motor.Holden has even done some motor racing in his Sprite and says although the top speed of 82mph (131km/h) may not sound that fast, it feels it in a car that's so close to the ground and weighs just 600kg. And the Bugeye has had a lot of tender love and care over the years, the previous owner pumping $15,000 into it.“I believe it's the earliest Bugeye Sprite to be done up in Australia,” Holden says.And while he came close to selling it last year, Holden says he talked a prospective owner out of buying it by rattling off all the “bad things” about owning car which is half a century old.But while he was exaggerating the problems with old cars, such as drum brakes, no radio, having to tune the carburettors regularly, he talked himself into keeping it at the same time.“Really, the car drives perfectly, the brakes are wonderful, I couldn't ... tell you anything I don't like about it,” he says.Holden realised, it really wasn't the time just yet to say goodbye to his Bugeye.“I said to my wife, I think we'll keep it.”Today, Sprites in the same condition as Holden's sell for between $22,000 and $30,000.But his won't be going anywhere anytime soon. SNAPSHOT 1958 AUSTIN HEALEY SPRITEValue when new: about pound stg. 900 (`Bugeye')Value now: about $25,000 to $30,000Verdict: With its insect-like character, the Bugeye Sprite is a cool little sports car. 

Parking the Audi R8 is a pain. It has terrible visibility, sits worryingly close to the kerb, has heavy steering, does not have enough steering lock for tight turns, and costs far too much to chance on a bump-park.When you are driving the manu-matic model, with its computer-controlled clutch, you also park in fear of a slip and smack.So we have that out of the way.And that's about it for the CarsGuide complaints.The manu-matic can operate a bit suddenly in stop-start traffic, and the same lack of visibility that punishes when parking means you have to be careful with lane changes, but otherwise we think the new German speed machine is a ripper.It is fast, really fast, but still easy to drive and comfortable enough for everyday commuting and Sunday-morning fun runs. And it looks brilliant.I first drove the R8 almost a year ago in Las Vegas and marvelled at how Audi had taken a motor show concept car and made the dream a reality with so few compromises.It helps that Audi is also responsible for Lamborghini, which makes the R8-sized Gallardo supercar, but the Germany luxury brand did all the work itself and trumped BMW and Mercedes-Benz in the process.It has produced one of the best-looking cars on the road, from its signature bank of LED globes above the headlamps to the fat back tyres and cut-off tail. It looks Ferrari fast yet still sits easily in the Audi line-up alongside the A4, A8 and the rest.The R8 story just moved on a chapter with the unveiling in Detroit this week of a model powered by a V12 diesel engine. It will go into production, no question, and promises performance a little quicker than the regular V8 R8.The current car is fitted with the same engine as the RS4 sports sedan, which means 309kW and 430Nm of torque with quattro all-wheel drive, a six-speed gearbox — manual or robotised manual — and weight from 1565kg.The important numbers are 0-100km/h in 4.6 seconds and a top speed of 301km/h.Those figures, and prices that are a relative bargain (against a Porsche 911 or Ferrari F430) from $259,900, have created a two-year waiting list in Australia that will probably stay at the same level for a long time. And probably even after the V12 diesel, and the roadster and probably the much-rumoured V10 road rocket, join the R8 family.“The Audi R8 will be instrumental in further boosting our brand image and awareness in this market,” Audi Australia managing director Joerg Hofmann says. ON THE ROADThere is much to like about the R8, from the way it looks to the alloy body, the way it snaps away from lights and the way it eats up all sorts of roads.But, more importantly, you can happily take it on the daily grind or down to the beach for a weekend in the sun.As we said after our first drive in the R8 in the US last year, it's not a supercar, and we stand by that. It is very, very quick, but it's no Gallardo or F430.And that's not a bad thing because it's more than fast enough to scare most owners and lines up more than impressively against a Porsche 911, the real rival for the R8.It's as docile and comfortable as a Porsche, though there is that thing about the parking . . .We spent our R8 test time with a robotised manual gearbox, which lifted the car's price to $274,900, but most drivers will appreciate the strengths of the six-speed sequential R-tronic gearbox.To get the boring stuff out of the way, the R8 is comfortable and well equipped for two people. It also has reasonable luggage space for a car of its type. The driver's bucket is set a little high, but that's neither here nor there. All switches and knobs are beautifully finished and operate well, and the view over the dropaway nose is great.The R8 starts and runs smoothly, with a soft V8 burble that turns to a howl when you get close to the redline. We have used the engine before in the RS4, where it seemed wild and wicked, but in the R8 it feels as if it could handle much more, given the ultra-rigid chassis, quattro drive and brakes that defeat speed.We had only a few chances to really uncork the R8 during our run, but even a quick squirt in traffic is enough to make you smile. And draw admiring looks.Still, it feels so safe and planted that even a brisk attack on roundabouts is rewarding and enough to show the huge potential in the car.We have driven the R8 on a racetrack and know it's really, really fast in the right location at the right time. Few drivers could get the maximum from it, or even consistently run it up to the redline with a paddle-shift thump up through the gearbox.We rate it highly against the Porsche and it scores over the 911 on looks by a wide margin, which is why so many people are moving to an R8. And it's so much more civilised than a Ferrari or Lamborghini, with resale values that are likely to stay high.There is so, so much to like about the R8, but we would always recommend finding a spot with valet parking. THE BOTTOM LINE86/100A wickedly fast car that is a dream to drive every day. ALL ANGLESFAST FACTOne of the options for the R8 is a lighting system for the engine bay INSIDE VIEWAUDI R8$274,900 (R-Tronic auto)ENGINE: 4.2-litre V8POWER: 309kW at 7800 revsTORQUE: 430Nm at 4500-6000 revsTRANSMISSION: Six-speed sequential auto, all-wheel driveBODY: Two-door coupeSEATS: TwoDIMENSIONS: Length 4431mm, width 1904mm, height 1252mm, wheelbase 2650mm, tracks 1632/1593mm front/rearSTEERING: Power-assisted rack-and-pinionFUEL TANK: 75 litresFUEL TYPE: Premium unleadedFUEL CONSUMPTION: Average on test 14.0 litres/100kmWEIGHT: 1565kgSPARE TYRE: SpacesaverBRAKES: Anti-skid four-wheel discsWHEELS: 19-inch alloysTYRES: 235x35 front/295x30 rearSAFETY GEAR: Front, side and head airbags, electronic stability control, anti-skid brakes, traction controlWARRANTY: Three years/100,000kmFEATURES:AirconditioningCruise controlAlloy wheelsClimate controlLeather seatsHeated seatsParking sensorsAutomatic wipers For ANCAP vehicle safety ratings, go to howsafeisyourcar.com.au HOW IT COMPARESAston Martin Vantage 81/100 (from $245,000)Ferrari F430 87/100 (from $389,000)Lamborghini Gallardo 86/100 (from $414,000)Porsche 911 86/100 (from $201,000)

As well, all 320i models get a 5kW power boost to 115kW and the 320d sedan gets a third-generation, common-rail, fuel-injection diesel engine with a 10kW hike to 125kW with a claimed 10 per cent fuel economy improvement. Prices remain the same as before. (See story Page 19)BMW Group Australia corporate communications manager Toni Andreevski said the addition of the 335i Touring, 320i Touring and 320i Executive Touring to the existing 323i Touring would double their sales of wagons from 166 last year.“Touring is considered by many as a second car,” Andreevski said.“We find buyers are more affluent and could probably afford to drive an X5 but don't want an SUV for various reasons. Perhaps the wife doesn't want a four-wheel-drive, or they are a bit more discerning and enjoy the handling and performance of a car, even though the X5 has good driving dynamics.“Four-wheel-drives are getting better all the time but a car is still a car.”And what a car the Touring is, with driving dynamics like the sedan and feeling more taut and nimble than the 335i convertible.The top-of-the-line 335i features the twin turbo high-precision injection unit which was the 2007 international engine of the year.The three-litre straight-six delivers 225kW of power and 400Nm of torque, propelling the vehicle to 100km/h in 5.9 seconds.Fuel economy is rated at 9.8 litres per 100km on the combined cycle.It comes in six-speed Steptronic auto only with shift paddles on the steering wheel at $108,600, which is $4100 more than the sedan.The Touring range starts with the six-speed manual 320i at $54,200, which is $3200 more than the sedan.The Executive trim costs an extra $4900.Both models cost $2600 more for the automatic.The two-litre four-cylinder engine delivers 115kW and 200Nm with a 9.3-second sprint to 100km/h and economy of 8L/100km.Standard features are the same as the sedan and include keyless entry/start, auto headlights and wipers, auto climate air, cruise control, Bluetooth interface preparation, six airbags and stability control.The Executive package adds Dakota leather, front fog lights, partial electric seat adjustment, wood or aluminium trim, double-spoke 16-inch alloys and tricky lights that illuminate corners as you turn.The 335i tops the 323i Touring with front parking sensors, 17-inch alloys, adaptive Bi-Xenon headlights with washers, TV tuner, sat nav, 10-speaker sound, full front electric seats and CD changer.There is also a host of quite expensive options. However, these become much more affordable if you buy them as part of the various packages, such as the M pack with bigger wheels, lower and tighter suspension and various badging and trims.The new Touring models look identical to the 323i Touring with a sleek roof line that doesn't appear dowdy as you would expect of what is, basically, a station wagon.However, the cargo area is not huge until you drop the split-fold rear seats, then the long, flat floor becomes quite serviceable.The tailgate is light and doesn't lift so high that short people can't reach it to pull it back down.It is also split so you can just open the top glass half, which is handy for packing or removing light items.There is also a privacy cover that keeps prying eyes off your goodies. This springs back when you open the top part of the tailgate.Rear vision is not too bad for a wagon, but there are rear parking sensors anyway.All Touring models now come with a luggage package that includes a removable watertight folding box, reversible liner with integrated protective cover, luggage compartment nets and dividable storage compartment under the floor.Like all 3 Series, the Touring sits on on runflat tyres, so there is no spare under the cargo floor.With its stiffer sidewalls, runflats may improve handling by preventing the tyre from distorting and rolling on the rims, but they have poor ride comfort.Of course, the higher the profile, the better the ride.The Touring range comes with 16, 17 and 18-inch wheels with the smaller wheels sporting 55 and 50 profile tyres which ride better.The 18s feature 35 profiles which are strictly for smooth roads.BMW 2008 releases* X5 twin turbo diesel 3.0sd in February. X drive will become part of the name. It is the first of the twin-turbo diesel engines for BMW in Australia. It will be quicker than any V8 or V10 competitor except the Audi Q7.* 1 Series 135i and 125i Coupes arrive in May.* 1 Series 135i and 125i Convertibles arrive in June with a 120i Convertible possibly arriving a couple of months after that.* X6 “sports activity coupe” will be here in the third quarter of 2008. The “niche product” will arrive with six-cylinder diesel and petrol twin turbo engines. A V8 twin turbo is a possibility late in the year or early in 2009.

Both cars in question are BMW 3 Series, and both cost around $60,000. One of them is arguably the best prestige car in this class.The one that isn't — the 320i automatic — was Australia's best-selling luxury model last year, what with Mercedes-Benz's new C-Class entering the running only midway through the year.Best-selling, sure, but actually abit of a snore.Granted, it has the rear-wheel-drive and near-perfect weight distribution thing that BMW tends tomention from time to time.But with a four-cylinder petrol engine that's lucky to shift this medium-sized sedan to 100km/h in less than 10 seconds, you needn't be a behavioural scientist to recognise that the main thing it has is a blue-and-white badge.Unable, or perhaps too clueless, to aspire to a model packing one of the marque's almost equally trademark inline sixes, many new prestige punters settle for a 320i. So they're depressingly ubiquitous.Yet so dull is the reality of ownership that a keen driver across the road from us biffed his for a Golf R32. Loads less dough, lots more go.He reckons his mates went for Golf GTIs — an even better proposition in some respects.For a few equally shrewd punters, however, the numerically identical but alphabetically differentiated 320d (as in “diesel”) has been a powerful antidote to entry-level underperformance.As of this week, the 320d boasts the new common-rail-injected, two-litre turbo engine seen to eyebrow-raising effect last month in the 520d and X3d. It will soon go into the 120d (and may go some way towards redeeming that hideous apparition).This unit is 20kg lighter than the one that shoved along the 320d we tested almost exactly 12 months ago, with 10 more power and torque points. It also happens to be about 10 per cent more frugal.And that's nothing compared to the gulf that exists between the diesel and petrol siblings.Indeed, the former beats the latter like a gong.With 125kW, the “d” is appreciably better off in the power department than the 115kW “i”.With 340Nm, most of which is to be had from a nudge above idle, the diesel simply towers over the 320i's less-than-a-Camry 200Nm.In fact, aside from the Wagnerian 335i, no 3 Series torques anything like this assertively.The diesel's off-the-mark response is almost alarming by comparison, with the sprint to 100km/h happening in a claimed 8.2seconds — just shy of two full ticks slicker than its automatic petrol sibling. If the latter isn't already suffering an acute inferiority complex, it gets utterly flattened by the diesel's mid-range punch.Then there are the ever more important matters of economy and emissions. According to the claim for combined-cycle use, the 320d uses six litres of diesel per 100km, the 320i almost eight litres of often more expensive premium unleaded petrol.As for what comes out the tailpipe, try 160g of CO2 emitted per kilometre, as opposed to 190.Although you can get into a basic 320d for $56,700, the Executive model, which sells the numbers, runs to $61,500 — an entirely reasonable $3K over the equivalent 320i.The Exec adds 16-inch alloys with standard run-flat tyres, fog lights and decent trim to a fairly bountiful standard equipment package that, safety-wise, includes ABS with automatic stability and traction control, cornering brake control andsix airbags.One set of optional kit worth taking — as opposed to the M Sport gear, which really isn't — is the Innovations Package, with bi-xenon and adaptive headlights, light washers, USB/audio interface and satellite navigation (albeit controlled by i-Drive). That runs to another $2500.Also standard are the reasons why keen drivers still aspire to the blue-and-white badge — except that, with this car, these factors are allied to sufficient torque to wipe off the V6 Lexus IS250, while retaining an economy/emissions rating that would challenge a hybrid.There's no manual option, but theZF automatic marries happily withthe diesel, slurring through its six forward ratios (as opposed to the fivein the far heavier C-Class).Unless the revs are absurdly low orredline-high, it responds readily toone's gear selections when the stick is slotted into sport mode.Like the best BMWs, the 320d rewards you even when driven lazily. Urged along, it comes into its own, utterly adept at freeway speeds — where its engine is refined almost to inaudibility — and doing a passable imitation of a sports sedan in the passes of the Victorian Alps.There, its agility and response saved your correspondent when a truckie travelling too fast downhill decided to help himself to most of my lane.As ever, the steering is beautifully direct, imbued with real feel and meaningful weighting. Combined with such an adroit chassis and powertrain, this 3 Series has a dynamic edge to carve up the opposition.That's the difference between “d” and “i”. Snapshot BMW 320dPRICE: From $56,700ENGINE: 2L/4-cylinder turbo diesel;125kW, 340NmTRANSMISSION: 6-speed automaticECONOMY: 6L/100km (tested)PERFORMANCE: 0-100km/h in 7.2 secs 

Opulence is a word used by soap companies, perfumeries and appears early on in the Lexus PR tome. It's appropriate - everything about this brand has been about taking aim at and surpassing the more established marques.The LS 600hL - the largest Lexus sedan ever to roll off the company's production line - has equalled and beaten them in many respects.It's a large vehicle, impressive and imposing at first sight, with a high waistline and broad stance.It sits on wide, 19in wheels with bespoke Dunlop tyres and plenty of street presence. The 5150mm long 600hL is 120mm longer than its LS 460 sibling, and all the extra length increases the wheelbase to 3090mm.To say the 600hL has good rear passenger room is like saying the Sultan of Brunei is comfortably well off; there's enough room for a seven-footer, broad of shoulder, to sit. His head is close to the roof but the fact that he could stay there for a journey is a feat in itself.The journey could be undertaken with serenity; combine a 290kW/520Nm five-litre V8 with a 650V electric motor producing 165kW and 300Nm of almost instant torque; and the 2430kg of luxury limo can move away from standstill in a hurry.Lexus quotes a combined power figure of 327kW comparable to a six-litre V8, which is where the 600 in the badge comes from. But it wont wake its passengers, unless the pedal is floored. Full bore, the LS 600hL can cover the zero to 100km/h sprint in 6.3 seconds and the standing 400m in 14.3 seconds, numbers that fell right when I was behind the wheel.With the multi-link air suspension, variable gear ratio steering and super-smooth transmission in sport mode, the big limo can hustle through bends with good body control and remarkable poise. Quick changes of direction are not its forte, but drop back the pace a notch or two and the 600hL can cover ground quickly. The performance comes with less of sting at the pump, with the test car using fuel at a rate of 12.3 litres/100km from mainly suburban work, although the Lexus claims it is capable of 9.3 litres/100km.Lexus also claims an exhaust emission level of 219g/km, which might not sound impressive until you compare it with some of its petrol V8 competition, which rack up numbers beyond 300g/km.The drive is sent through an eight-step electronic continuously variable transmission (ECVT), a new gear-drive transfer system and a Torsen mechanical limited-slip centre differential to apportion drive 40 per cent to the front and 60 per cent to the rear, with the ability to vary the split according to conditions.The big limo can also creep around at low speed in EV mode, which works up to 40km/h on electric power only.The car uses its transmission as a generator, which combines with a conventional raking system to recover energy and store it in the battery.It's the smoothest example of system yet, easily making a seamless transition and allowing the driver to brake cleanly without rough spots in deceleration.But this car is about occupant comfort and there is no shortage of equipment to look after passengers.The quad-zone climate-control system has a body-temperature-sensor network that combines with a stack of other sensors and vents - more than 20 outlets - to keep the temp at the set level, which can be controlled from the front or rear.Left-hand rear passengers in the four-seater get a reclining ottoman, reclining backrest, massage function, an adjustable seat base and the world-first in-seat airbag to keep the relaxed occupant safe in an accident.Rear-seat passengers also get a DVD screen, but if your rear occupants favour Tom and Jerry instead of more adult viewing, the soundtrack can't be isolated to the rear infra-red headphones.If Jaguar and Holden can do it, surely the Lexus boffins can.Tom and Jerry never sounded so good, thanks to the Mark Levinson surround system, which offers more than 400W from 19 speakers to produce impeccable sound at serious volume.The Lexus engineers have included LED low-beams, a world first, they claim, as is the Intelligent Park Assist (IPA) system, a first for this segment and for any vehicle in Australia.Although not as nimble as some of its competition, there's so much technology for driving and for occupant comfort that it's hard to ignore the big Lexus.Throw in the green credentials, its quality and reliability and the 600hL impresses even more.The serene, unfussed progress offered by the Lexus leviathan could almost (in a Lotto winner's way) be considered value for money. Almost. SnapshotSmall torqueLexus LS 600hLPrice: $240,000Engine: Hybrid petrol-electric, five-litre quad-cam, 32-valve V8, with electric generator, motor and battery system.Power: 290kW at 6400rpm.Torque: 520Nm at 4000rpm.Transmission: ECVT with Torsen limited-slip centre differential and electronic virtual rear limited-slip differential. All-wheel drive.Performance: 0-100km/h 6.3 seconds, 0-400m 14.3 seconds, top speed 250 km/h (governed).Fuel consumption: Claimed 9.3 litres/100km, on test 12.3 litres/100km. Tank capacity 84 litres.Emissions: 219g/km.Suspension: Multi-link front and rear, air suspension with Adaptive Variable Suspension (AVS).Brakes: 357mm ventilated front discs, 335mm ventilated rear discs, four-piston aluminium front calipers, two-piston aluminium rear calipers; Electronically Controlled Braking (ECB), ABS with Brake Assist (BA), Electronic Brakeforce Distribution (EBD), Traction Control (TRC), Vehicle Stability Control (VSC), Vehicle Dynamics integrated Management (VDiM).Dimensions: Length 5150mm, width 1875mm, height 1480mm, wheelbase 3090mm, track fr/rr 1610mm, weight 2430kg, luggage capacity 330 litres.Wheels: 19in alloys.Class competitionMercedes-Benz S 500: $274,974.BMW 750Li: $239,000.Audi A8 4.2 FSI LWB: $219,600.Jaguar XJ Super V8 LWB:  $234,900. 

Except, perhaps, watching the figures zoom on the instantaneous fuel consumption readout.

The Toyota LandCruiser arrives in Lexus form with a heap of extra equipment including an impressive 10 airbags.Although Australian pricing and specifications have not yet been confirmed, expect luxury features such as four-zone climate control, power sliding second-row split seating, navigation system with Bluetooth, nine-speaker premium sound, and power third-row seating, rear-seat entertainment system and 19-speaker Mark Levinson audio system.At the core of the beast is the 5.7-litre V-8 engine pumps out 284kW of power, 84kW more than Toyota's older 4.7-litre V-8.Torque has also increased, from 444Nm to 602Nm.It is mated to a six-speed automatic transmission with sequential shifting and a Torsen limited slip differential for the full-time four-wheel drive.Towing capacity increases from 2948kg to 3855kg.Off-road features include adaptable suspension with quicker responses and finer adjustment, Crawl Control and active height control that lowers the chassis about 5cm for easier entry and exit, and raises it at lower speeds, lowering it again at higher speeds to help out in tarmac aerodynamics and fuel-efficiency.

Step into a 3 Series BMW and it's easy to see why many people around the world aspire to do so daily. The door quietly goes “thunk” and then there's the lovely aroma of the leather trim. And the thought of the motoring pleasures to come. Yes, you can feel a bit smug in a 3 Series.It's a range of German cars that deliver motoring behind a badge of distinction without being in the extravagant band.BMW starts its 3 Series in Australia at $51,000, for the 320i sedan with its four-cylinder engine capable of 110kW power. Modest going but comfortable.Then comes the 323i, a 2.5-litre, six-cylinder with 140kW of power, from $65,000.The subject of our drive is the 325i. It generates 160kW of power from its 2.5-litre six and carries a starting price of $73,800.Top performer is the 335i, which has everyone raving about its superb engine - a three-litre turbocharged six-cylinder unit with a V8-like 225kW of power, from $104,500.In the mix, too, is a highly fuel-efficient 115kW turbodiesel 320d, costing from $56,700.There are sedan, coupe, convertible and touring (station wagon) versions. The choice is further expanded by varieties with names such as Luminance, Executive and there's even an Executive Luminance.Not counting the M3 super-performer, the 3 Series goes to $124,300 for the 335i convertible. Plus options. Yes, BMW and its options. Requiring a few extras on a chosen model comes at a cost - metallic paint is popular at $1600. Power sunroof? That's $2750. Top-level sound system $2400. And you can spend from $300 to $5400 upgrading the wheel and tyre package.The BMW 325i sedan we drove is the second from top in the pecking order, so it comes with standard equipment that might be listed as options on lesser models. It has, for example, 17in alloy wheels, six-stack CD and BMW's Business Navigation system with 6.4in screen.It costs $73,800 for a six-speed manual and $76,500 for a six-speed auto with steptronic shift. As with other 3 Series models, it has ABS and cornering brake control, stability control, front as well as front side and head airbags front and rear, cruise control, rear park sensors, climate control and trip computer. Rear-seat leg room is good for outboard positions but the transmission hump - it is rear-wheel drive - robs foot room for the middle passenger. Rear headroom is not great either but this is a compact (4520mm) sedan.It has no spare wheel, giving the space under the 460-litre boot's floor for storage compartments and the battery.The smallish, in-line six-cylinder is fairly tame in the 1430kg car under 2500rpm but above 3500rpm it sings wonderfully. It delivers 160kW of power at 6500rpm and 250Nm of torque at 2750rpm. This six-speed manual has a lovely gearshift and there's plenty of adjustment in the driver's seat position and steering wheel.The Bridgestone Potenza 225/45 tyres tramlined a little and the challenge remains to provide the perfect run-flat tyre.We used petrol at a rate of 8.5 litres/100km.And, back to BMW's options list, a way to get better bang for the buck is in options packages. This car had the Innovations Pack. For $3300, it includes bi-xenon headlights with washers (normally $1820), adaptive headlights (normally $860), high-beam assist, a USB audio interface (normally $600) and upgrading to the 8.8in screen Professional Navigation system (usually a $3300 extra). Class competitionAudi A4 2.0 Quattro: $67,850Mercedes-Benz C280: $85,000Saab 9-3 Vector 2.0T: $53,400 

Can you wear a cardigan and drive a V8? Volvo thinks you can, as it has slotted a bent-eight beneath the snout of the flagship S80 sedan.The Swedish car maker has also given the sedan an all-wheel-drive system to put the outputs to ground - thankfully, given much of the range has to steer and drive through the front wheels.The transverse 4.4-litre V8 offers 232kW and 440Nm, increases of 32kW and 60Nm over the old S80 T6 model - numbers not likely to be threaded through the front hoops without plenty of torque steer, despite any potential electronic knobbling.Volvo says the Yamaha-developed bent-eight also offers 370Nm from 2000rpm and that flexibility is felt during open-road cruising. The new flagship has grown 28mm in length and width, 54mm in height, 6mm in front track and 25mm in rear track, as well as an extra 45mm in the wheelbase. The company is also claiming a better power-to-weight ratio than the old model, which has helped the 0-100km/h sprint drop by 0.8 of second to 6.5 seconds.There's ample traction from the Haldex computer-controlled all-wheel-drive system, which helps the six-speed auto get the big Swede under way in a hurry.The grip levels are never in question but the sedan can feel a little nose-heavy in tighter corners, something which could perhaps benefit from a rear-drive bias in the all-wheel-drive system, something Audi has done to some of its range.There's not much to worry about in terms of the engine (apart from a typical V8 thirst that's a little heavier than the outgoing model) but the adaptive-suspension - which has coil-over struts at the front and a multi-link axle rear - is cause for concern.Three suspension settings allow the driver to alter the car's driving behaviour - Volvo says the Comfort setting offers sedate, comfortable driving, with ride quality a priority.While the Sport and Advanced settings work reasonably well, the Comfort setting leaves a lot to be desired.The S80 in Comfort mode doesn't deal well with low-grade bumps - even misaligned manhole covers are cause for concern - and bigger undulations are dealt with in a distinctly U.S. sort of way, which equals a lumbering, roly-poly manner with just average damper control.There's better news with the intermediate Sport setting and Advanced mode for serious cornering. Sport gives better damping control and is preferred for general driving, despite increased stiffness.Body roll is well controlled in either mode and the S80 tracks well, with only major mid-corner bumps unsettling the car from its intended line.The new car is leaner in pricing, wearing a $95,950 price tag, down from $98,950, and the equipment list hasn't suffered.There are rain-sensing wipers, an A-Grade DynAudio sound system with surround sound, dual-zone climate control and a trip computer.The headlights are adaptive xenon units but there's no automatic function for them, something I would have expected on a $90,000-plus machine. The integrated GSM phone is also disappointing, given the expansion in Bluetooth availability.Safety features are plentiful - as you'd expect from this brand - with front, side and curtain airbags and stability control among the features combining to deliver a strong safety package.The cabin has been trimmed with quality materials and has a solid, quiet and soothing atmosphere, with the built-in child seat in the centre a clever feature.If you're not a fan of German prestige sedans and are looking for something different, then the big Swede might well be for you - a delicious V8 and a comfortable interior tops the list, but a firm ride will also need to be on your wish list. SnapshotVolvo S80 AWD V8Price: $95,950Engine: 4.4-litre 32-valve DOHC V8.Transmission: Six-speed auto, all-wheel drive.Power: 232kW at 5950rpm.Torque: 440Nm at 3950rpm.Performance: 0-100km/h 6.5 seconds, top speed 250km/h.Fuel consumption: Claimed 11.9 litres/100km, on test 15.4 litres/100km. Tank 70 litres.Emissions: 284g/km.Suspension: Independent, MacPherson struts, coil springs (front). Independent, multiple links, sub-frame mounted, coil springs (rear).Brakes: Four-wheel discs, front ventilated, with anti-lock, electronic brake distribution and electronic brake assistance.Dimensions: Length 4851mm, width 1876mm, height 1490mm, wheelbase 2835mm, track fr/rr 1578/1575mm, cargo volume 422 litres, weight 1742kg.Wheels: 18in alloys. In its classAudi A6 3.2 FSI: $99,800BMW 525i: $94,700Mercedes-Benz E280: $101,300Saab 9-5 Aero: $82,900 

The Porsche Cayenne GTS is the closest thing yet to a Porsche sports car in a full-sized family wagon, thanks to all sorts of tweaking in the body, engine and suspension.It could also be the vehicle that finally justifies the overused Sports Utility Vehicle tag spawned in the US for heavyweight four-wheel drives to make them more acceptable as suburban runabouts.The Cayenne still asserts itself as a luxury soft-roader, from its 2225kg heft to a respectable 194mm of ground clearance, fuel consumption of 13.9 litres/100km and the impressive 3500kg towing capacity.But it's all front.The only soft aspect of this beast is the Alcantara-and-leather upholstery, and a glance at the 295/35 rubber mounted on 21-inch alloys is proof the GTS is intended to leave the tarmac only on forays to the beach.Not for use on the sand.The GTS has inherited the front and rear spoilers from the Cayenne Turbo, but the wheel arches have been flared 14mm and it rides 24mm lower than the base Cayenne S to give it a more muscular stance.The 4.8-litre V8 has been sourced from the S with modifications to the intake and throttle-mapping freeing up another 15kW.That translates into a mid-range surge that propels the GTS from 80-120km/h in 7.8 seconds — a full second quicker than the S.Porsche expects the $153,500 GTS to lure some Cayenne S buyers upmarket, but doesn't believe it will steal sales from the range-topping Turbo.It also sees the GTS muscling its way onto the short list of prospective performance-wagon buyers — think Audi RS4 and Mercedes-Benz E-Class.Self-levelling air suspension will be standard on all Australian-specification GTSs.So will the Tiptronic S automatic transmission, though Porsche Cars Australia spokesman Paul Ellis predicts 10 per cent of GTS owners will specify the manual six-speed gearbox.The interior features sports front seats with 12-way adjustment.You don't sit on them so much as contour them around your body — and you'll need all that bolstering when you give the GTS its head.On the roadThe Turbo still rules straight-line fight in the Cayenne hierarchy — 368kW against 298kW is a one-sided fight — but will lose ground to the GTS in the twisty bits.Which is where a Turbo S model is a distinct probability in the not-too-distant future.The GTS suspension is teamed with an array of electronic aids for a flat, fast ride. Flick the centre-console switch into Comfort mode and the GTS will cruise over corrugations as the Porsche Active Suspension Management softens the damping.A flick back into Sport mode activates the full arsenal, with the engine, exhaust and throttle settings remapped for (even more) performance, as the ride height drops automatically and the Porsche Dynamic Chassis Control loads up the anti-roll bars to keep the body level through turnsThrottle lag is non-existent, and — as the Porsche hurtles from hairpin to hairpin on the Portugese back roads used for the world press previews, you are grateful the six-piston 350mm brakes don't fade under repeated punishment.There is some tyre noise on coarse bitumen, but that's easily addressed by flicking the Tiptronic shifter down a cog to coax more bark from the V8.It's easy to forget you are sitting in a soft-roader — in fact, it's hard to believe anything other than a dedicated sports car can corner as well as the GTS. And that, ultimately, is the newest Cayenne's true appeal.Paul Ellis says many buyers use their Cayennes as a quick and comfortable means of towing their boat, car or horse float and — with its 540-litre luggage capacity — it's practical transport for the affluent and ambitious.Unhitch the trailer and the GTS will scare other drivers (and you) with brakes, power and poise that few cars and few other soft-roaders can match.BMW does a strong job with its X5 V8, and its forthcoming X6 will provide the closest competition, but for now the Cayenne is the one to beat in the sports utility market.