Luxury Reviews

It is being given a makeover for 2008, gaining revised looks, improved interior and more powerful engines. But the German carmaker is doing one of its now-expected tricks by achieving the power increase, along with a small gain in torque, with improved fuel economy and lower exhaust emissions.The SLK, a two-seater sports car, was introduced a decade ago as the smaller brother to the famed SL line of 'Benz sports cars whose price has slipped out of reach of most motorists.The SLK selling now is the second generation, with prices spanning $86,000-$164,000, while the 2008 model is a heavily revised version of that. Mercedes-Benz says it has 650 new parts over the existing model, so it's not just an engine do-up. The 2008 SLK has just been announced in Europe and will go on sale in right-hand-drive in the UK in April.Mercedes-Benz Australia tells Carsguide the new SLK is expected here soon after that, meaning it's only a few months away.The latest technology gets a look-in, too. A new audio and telematics system, NTG 2.5, will be in the SLK and is said to be easier to operate and offers a wider range of functions. The sound system will include a hands-free Bluetooth connection and a new media interface in the glovebox where mobile music devices, such as an iPod, can be connected and operated by the car's audio control system. A new three-spoke steering wheel will carry multifunction buttons. It is part of an interior revision that is aimed at being more driver oriented.It has a new instrument cluster, too.The 2008 SLK can be picked over the existing model by a new front bumper with modified air dam and a more pronounced arrow shape, picking up the feel of the more expensive, bigger SL series. The rear end has a diffuser-style lower section, suggesting more serious performance. And it has darkened tail-light lenses inspired by the Mercedes-Benz performance arm AMG. Larger exterior mirrors include LED turning indicators with a more pronounced arrow shape.The range will start with the SLK 200 Kompressor, a four-cylinder supercharged 1.8-litre where power goes up 15kW to 135kW and torque increases 10Nm to 250Nm — but gives 7.7 litres per 100km.SLK280 is the three-litre V6 good for 170kW but fuel consumption has been cut to 9.3 litres per 100km.Much work has gone into the 3.5-litre V6 engine of the SLK 350. It gains 24kW to 224kW of power at 6500rpm and 10Nm more torque for 360Nm at 4900rpm. The improvements come from changes including a new intake manifold, higher compression ratio and modified valve train.The SLK 350 has a six-speed manual gearbox as standard but the 7G-Tronic automatic transmission that is programmed to blip the throttle on downshifts is appealing.The six-speed manual is standard on SLK models, leaving a five-seed automatic optional on the 200 Kompressor and the seven-speed 7G-Tronic automatic on the 280 and 350 models. The hot-rod SLK 55 AMG retains its 5.5-litre V8 engine of 265kW and 510Nm and 7G-Tronic with paddle shift. SLK has what 'Benz calls a vario roof — a hardtop coupe that converts to open roadster in 22 seconds.Optional in the UK and Europe and to be confirmed for Australia is a direct steering package, which is standard on the 55 AMG.Once the steering angle is past five degrees, the steering ratio increases rapidly for more direct response.It reduces steering-wheel rotations, aimed at making city driving less cumbersome and enabling sweeping, faster roads to be negotiated with only small steering inputs.

No one at BMW is waiting for the new year to get a start on diets, resolutions or new models.Next year will be huge for the German brand, which is finalising plans for a range of new diesel engines and will have new models including the M3 sedan, so it rushed its newest update through before Christmas.The latest 6-Series gets some subtle design changes and a new six-speed sports automatic transmission with paddles in place of a traditional gear lever.The result is a quicker 0-100km/h for both the 6-Series coupe and convertible, dropping the hardtop to 5.2 seconds and the open-air model to 5.6, without any changes to the car's 270kW V8 engine.On the design side, the 650i gets some minor tweaking.There are new sporty side skirts, a lower contour edge, newly designed light clusters and wider bars in the front spoiler, for more character without a loss of glamour.The biggest design change to the 6-Series is at the rear, which has a revised boot lid and is more concave underneath the rear spoiler.But the changes do not come cheap. The 2008-model 6-Series now starts at $212,000 for the coupe and $228,800 for the convertible.Hit the road and you instantly notice the 6-Series is a big, heavy car.But as the price suggests, it has all the performance you would expect from a two-door luxury sports car, with great control on winding roads, responsive and agile handling, and a strong feel through the steering.The new transmission, which is also available now as an option on the 5-Series, makes the drive even sharper, whether uphill or on long, straight roads.The 6-Series still has run-flat tyres, which can get a little noisy, but now drives on newly designed 18-inch light-alloy double-spoke wheels, with 19-inches available as an option.Other additions include soft-close electrically assisted doors, cruise control with brake function, as well as a USB/audio interface, which means you can now connect your iPod and control it with ease through i-Drive.The soft-top comes with what BMW calls SunReflective Technology on the leather seats and interior.A jet fighter-style head-up display remains standard on the 6-Series, with the speed reflected on to the windscreen in front of you, which is useful and not distracting.One significant safety improvement is the recently developed active headrests, which in rear-end collisions direct the head restraints to automatically move closer to the occupants.Fuel consumption is rated at 11.1 litres and 11.7 litres for 100km, but on a 280km run we averaged about 13 litres in the coupe and 15 litres in the convertible.Though the sportier M6 models miss out on the basic design changes and the new transmission, they get the new features, raising the price by $3000.So the M6 coupe is now $279,400 and the M6 convertible $299,000.The update also brings several new exterior and interior colour options to the entire 6-Series range.Despite the hefty price, you can still dip into the optional equipment list for the 6-Series and the choices now include a lane-change warning system, Stop&Go functioning on the cruise control, BMW Night Vision and a premium sound system.  INSIDE VIEWBMW 6 SERIESPRICES 650i Coupe $212,000, Convertible $228,800, M6 Coupe $279,400, Convertible $299,000ENGINE 4.8-litre V8OUTPUT 270kW/490NmTRANSMISSION six-speed automatic, rear-wheel-driveCONSUMPTION Coupe 11.1 litres/100km, convertible 11.7 litres/100km 

You don't arrive at your destination. That's too abrupt. Too common.One is delivered. One materialises. One emanates.Indeed, one finds oneself saying “one'' and employing generally more polished diction than is perhaps one's norm. The car (in so far as “car'' is an adequate noun) has that effect. Among others.Carsguide can say this with not a little smugness, having made our Rolls-Royce debut last week in an act of what can only be described as the most extraordinary noblesse oblige by Trivett Classic to we inky-fingered proles.For a Rolls-Royce is an everyday reality to those for whom dropping around $1 million on a car is of no more (possibly less) significance than a Mazda6 for most of the rest of us. John Laws has recently acquired yet another as has Lindsay Fox.Bevin Clayton of Trivett, the man who counts both the retired broadcaster and the trucking tycoon as clients, seldom considers requests to access his precious objets of auto art. Having sold six Rolls this month to celebrate the delivery of his 50th Phantom in Australia and New Zealand in four years, he really doesn't need to.Even so, having smiled upon us, Clayton says that we were going to climb aboard his Phantom demonstrator, “then this became available.''This is a Phantom Tungsten, the third model from the marque's Bespoke Collection. With barely two figures on the odometer it is the only one in the country.Derived from the 101EX Coupe shown at Geneva last year, the Tungsten with its deep metallic hue and contrasting brushed aluminium bonnet has an immediate impact, as do the new 21-inch, seven-spoke alloys. Subtle twin chrome exhaust tips further acknowledge the show car.With a flourish Clayton opens the front- and classic rear suicide doors (carbon fibre umbrellas sheathed within).It's madly opulent. Lush black, pile carpet and smoke and navy leather contrasts with straight-grained East Indian Rosewood (Rolls still poach their woodworkers from Southampton yacht builders) and metal fascia.No modern vulgarities spoil a traditional ambience typified by the skinny steering wheel. The voice activated multi-media screen and phone remain discreetly behind the old world veneer unless summoned.Clayton says, contrary to the cliche, that almost all the Rolls he sells are driven by those who paid for them: “why pay $1 million to let chauffeur have the fun?'' There's rather a lot to be said, however, for sitting in the two higher-set rear thrones.Aside from the digital screens that fold from the back of the front seat and play with stadium volume, there's the wholly unique Starlight Headlining above them. “Stunning yet elegant'' the Rolls blurb aptly calls a fixture in which 600 fibre optic lights embedded in black leather roof lining make for a heavenly display that also provides reading light.But Clayton's clients like to wrap their manicured mitts around that skinny tiller, so it's up front for us as he guides the 2.5 tonne colossus from through the agonisingly narrow lanes of East Sydney onto William St.At least it looks like William St — only the sharpest sound penetrates the double-glazed glass. Nor does the engine intrude. If the Phantom was not answering the throttle with such mass-belying promptness (5.9 seconds is the claimed 0-100km/h time), one (you, everyone) would swear power had been lost. This 6.75-litre V12 is more softly spoken and refined than a hybrid.It's when Clayton bids you take the wheel in your slightly sweaty hands (nails cut with the wife's clippers only last night) you can grasp why Laws et al leave Jeeves at home.Once the crippling nervousness has passed, the Phantom is in its rarefied fashion a jolly fun drive. From an almost SUV driving position, the steering is so light and so direct you could be piloting something a good tonne lighter. To get off the mark with extra dispatch, depress the L button located steering wheel right and this land yacht surges away.As Clayton says, “waftablity'' won't be found in a dictionary but remains in the Roll-Royce lexicon. That floating element of the ride is very much present, though not to a seasick making extent, the benefits of an air suspension that ownership by BMW has bought. Indeed, it's so cossetting that you'd never know that another BMW hallmark, run flat tyres, are in place.Another less quantifiable but very real Roller effect comes home as I choose to take it home from the photo shoot at the old Redfern Carriage Works through streets that realtors would have us believe are in Surry Hills. Perhaps if The Phantom were done-out in blue and white checks with a light atop it might have excited less comment, but I doubt it.The Tungsten still had double figures on the clock when I — by now emboldened — squeezed it into Trivett's garage, but this spin was enough to grasp why Rolls-Royces are, for the few, seriously habit forming.My most significant feat was using 39.5-litres of premium unleaded per 100km, a realisation that was the only deflating aspect of the experience. Never mind the seven-figure price tag, I could only seldom afford to fill the Roller's tank.ROLLS ROYCE PHANTOMPrice: $915,000 (EWB $1.095 million)Engine: 6.75L/V12; 338kW/720NmEconomy: 15.9L/100km (claimed)0-100km/h: 5.9 seconds

This must surely be the way of the future.In fact, it makes you wonder why these donks haven't taken the passenger car market by the scruff of the neck and changed the world of motoring even more in Australia; like they have for so long in Europe.We are talking about the turbo diesel power plant that has been dropped into the Mercedes-Benz C-Class, the new 320 CDI.Apart from the rapid C63 AMG hot rod, the CDI is now the range-topper for the C-Class family.And that is no idle claim to fame.Accepted that you have to be a diesel fan and that you must appreciate the way those engines blend performance with reasonable economy to justify even a look-see at one.At $92,800 it is priced in the upper echelons for what is in essence a small sedan that tucks into the garage beside a humble Mazda 3 sedan.A casual glance cannot pick the size difference.This new 320 CDI joins the all-new W204 model C-Class launched earlier this year.It is a rapid piece of kit and is not going to break your bank account considering the infrequent stops at the bowser.After a test of mainly freeway work mixed in with splashes of peak-hour crawling, the CDI was showing that it used half a tank of diesel after about 420km.So somewhere around 800-900km out of a tank would not be an unreasonable assumption.OK, so there is no doubting the economy but where it really stands up is in performance.After a think for a split second when you press the throttle, the CDI soon warms to the task, building up a healthy burst of energy that seems to have no bounds on open stretches.It is in the mid-range where it shines and the marriage to the 7-speed 7G-Tronic auto box seems to be a smooth union ordained in heaven.Third and fourth are particularly well hooked up to what is a beautifully refined powertrain. There is 510Nm on tap which not too many moons ago used to be the domain of bigger engine petrol muscle cars. That is a mountain of torque for a small car coming from the well mannered direct-injection V6 diesel.There is a bit of clatter at idle but other than that there is little suggestion a compression ignition motor lurks under the bonnet.But however good this Benz diesel is, it still lags behind BMW's 335d twin-turbo diesel available in Europe, which this tester sampled in a comparable three-series on autobahns and twisting roads.BMW has committed to bringing that engine here in the X5, which is a boon to BMW buyers because it is again a shining example of why you would be converted to these high-performance diesels.Over and above the engine, which is the primary story with this car, it gains all the kit of the new C-Class range which is, dare we say it, bigger, wider and taller than the W203 version it replaces.The interior switches and console layout is a little busy and cluttered compared to the BMW layout, which sways toward clarity and a simplistic design.But if you are greased enough financially, and you feel the need to look over and above the entry C200 Kompressor ($56,990), or the baby diesel C220 CDI ($60,300) and the V6 C280 ($85,000), then the 320 CDI is calling you.  SnapshotMercedes-Benz C 320 CDIPrice: $92,800Body: 5 seats, 4 doorsEngine: Turbocharged diesel 2987CC V6Power: 165KWTorque: 510NMTransmission: 7-speed automatic, rear wheel driveTyres: 225/45 R 17 (front), 245/40 R 17Economy: 7.6L/100KM (combined) 

Since the introduction of diesel-powered vehicles began with the introduction of the X5 in 2003, BMW diesels have risen from just 671 vehicles to 3342 or 21 per cent of total sales.In some models, such as the X5, it represents up to 70 per cent of sales.Now BMW has added its first four-cylinder diesel engine to the X3 and 5 Series to bring its total diesel models to seven.And, for the first time, they are the entry level vehicles in their range.The X3 2.0d costs $62,900 and the 520d $79,900.They join the 120d ($48,000), 320d ($56,700), 530d ($115,000), X3 3.0d ($75,900) and X5 3.0d ($96,300) with the most powerful diesel model, the 200kW/565Nm twin-turbo X5 3.0sd arriving early next year costing $102,800.In Europe, BMW offers diesels in every model range except the Z4, including a new twin-turbo 210kW 645d coupe and convertible.However, BMW Group Australia public relations and corporate communications manager Toni Andreevski said he could not foresee a 6 or 7 Series diesel coming to Australia as it was not what customers wanted.The third-generation two-litre turbo diesel engine powering the X3 and 5 Series is a lightweight unit with an all-alloy block and cylinder head.It produces 125kW of power and 320Nm of torque and on the national launch, along dusty roads in the Victorian wine district, the engine proved a worthy addition to the dynamic BMW range. Being lightweight, yet torquey, it does not make them nose heavy nor do they seem to be outweighed by the cars, even the 1750kg X3.There was no dramatic understeer, while oversteer could be easily provoked past the corner's apex with a judicious amount of throttle, thanks to the torque on tap.Fuel economy for the X3 is claimed to be 7litres/100km, but we recorded about 8l/100km on the launch, while the 520d is claimed to be 6.1 and we recorded 7.1.They are still good figures considering the vigorous driving they copped on the launch.BMW also claims the emissions from the vehicles are just 162g/km for the 520d and 185g/km for the X3 thanks to a particulate filter on the exhaust.The engines are also particularly quiet and smooth, even at idle with the bonnet up.There is the usual clattery sound, but it is not as loud or obnoxious as some other diesels because they are fitted with two balance shafts.A few revs brings the noise down even further and, surprisingly, when given full throttle there is not the usual disharmonious double-sound.Instead, there is a muted, almost V8 burble.Both vehicles are mated to six-speed automatic transmissions, which are smooth and fast in auto or manual sequential mode.The X3 comes with the same level of specification and equipment as the 2.5si petrol model which includes front and rear parking sensors, stability control, hill descent, six airbags, leather seats, rain sensing wipers, auto headlights, cruise control and more.The 520d comes with eight airbags, Dakota leather, control display with colour monitor, USB connection for iPod and more.  

I discovered something in the GT3 which I've never noticed before in a 911, despite sampling almost every one of the 14 varieties currently available here. In any other car it would be a flaw, but in the 911 it's character. A reminder that this is basically an evolution of a 40-year-old design which lost touch with logic a long time ago.What I twigged was that the driving position, something I'd previously regarded as perfect, was a little compromised. The throttle, brake and clutch are all offset a bit to the left. Stretch your feet directly out in front of you from the driver's seat and your toes don't alight automatically on the pedals. You have to adjust to them.I've no idea whether this is simply a consequence of moving the steering position from the left side of the car to the right. But I was amazed I'd never rumbled it before and could only put it down to one thing: for every flaw in this classic sportscar there is a more-than-compensating piece of perfection. Set your size 9s to work and you quickly appreciate the effort that has gone into connecting these metal tabs with the mechanicals. They're so precise and direct you feel like you could flex a toe and the engine would respond. They make the controls in other cars seem like baseball bats by comparison.That's the way it is with the 911 and why it retains its appeal. It's unique in the car world in retaining a rear-engined layout that defies physics by placing all the heavy bits somewhere south of the rear axle. The consequent handling qualities, even as ironed out by today's ubiquitous software systems, make it unlike any other car.It means you discover a 911 over time. One-week press loans are like little holiday romances, which leave you wanting to go back for more. The 911 has more than enough personality to suggest a long-term partnership would be a rewarding arrangement.The GT3 is one of the more extreme 911s, pitched at those who want to spend time at the track. In the 911 range, it sits at the other polar extreme to the Turbo Cabriolet I sampled a couple of months ago. That car, despite blistering pace, is a softie. It's really about being seen in the most expensive 911 money can buy.The GT3 is a wholly different beast. It forms the basis for Porsche's race series car, the GT3 RS, and bridges the gap between road cars and motorsport.It's also a pin-up for naturally aspirated engine performance, with a monster 305kW output from its 3.6-litre horizontally opposed six-cylinder. It revs through its power peak at 7600rpm to reach 8400rpm and generates loads of fabulous noise while flinging the GT3 to 100km/h in 4.3 seconds. The GT3 will reach 310km/h flat out, hitting the 160km/h in a blistering 8.7 seconds. A sport button liberates a little more power and torque, with the bonus of more sonorous depth to the sound emanating from behind the cabin.Unlike most other Porsche variants, there's no automatic option with the GT3. Just six, closely spaced ratios and one of the best manual gearshifts you're ever likely to use. There is a shift-up display in the rev counter, too. Despite being a few tenths slower on paper than the Turbo, with its superb throttle response the GT3 feels every bit as quick.Among extreme 911s it's more pleasing on the eye, too, and it gets more looks than any other Porsche I've driven.The GT3 sits noticeably lower on its suspension and the wide haunches, deep front intakes and especially the imposing two-element rear wing speak directly to the car's purpose. There's function in all this: some vents direct cooling air to the impressive brakes and the GT3 is one of the slipperiest 911s with a drag coefficient of just 0.29.That's just the beginning of its performance tuning, with 19-inch alloys running sports rubber, a limited slip rear differential and Porsche's active suspension available for the first time on GT3. There are two settings: firm or extremely firm. The latter delivers a very harsh ride on Australian roads but would come into its own on a track. The normal setting keeps things very tight in any case, with firmer settings than for other 911s.After the Turbo Cabriolet, the GT3 seems light, agile and responsive. There's a purity to the steering that seems to be diluted in the four-wheel drive Porsches and appeal in the fact it has to be driven more precisely.A highlight of the GT3's performance credentials is its weight reduction to just 1395kg — or around 250kg less than the Turbo Cabrio.As well as aluminium panels the interior has been stripped out, although not as radically as some skeletal track-focused machines. The rear seats, which are not especially useful at the best of times, have been removed. But the carpet stays and alcantara — the performance machine's interior fabric-of-choice this season — makes a welcome appearance, especially on the wheel and shifter. The cabin plastics are typically ho-hum and the control layout is standard Porsche, leaving the cabin feeling a little plain. But in a GT3, there's little reason for it to be otherwise.The racing bits fitted to the test car make it almost motorsport-ready, and turn driving the car on ordinary roads into an occasion. The sports pack adds a rollcage, racing seats, six-point harnesses and a fire extinguisher. Porsche had fitted its Sport Chrono gear to the test car too, which is a fancy electronic stopwatch that records lap times and the like.The seats really hug, even when you're strapped in with standard seatbelts, and unlike ordinary 911 pews, they lack height adjustment. Another ergonomic drawback? Well, if you've bought a GT3 and the driving position is starting to irk you, you know where to send the keys.This week Motor magazine awarded its Performance Car of the Year to the GT3 against some tough competition from Lamborghini, among others.“If there is one Porsche that best demonstrates that what we as a company learn on the race track we are able to build into our road cars, then the GT3 is that car,” said Porsche Cars Australia managing director Michael Winkler. “The GT3 is in many ways the ultimate Porsche.”Difficult to disagree. Although the 390kW turbocharged GT2 hasn't arrived yet...

Why is it all show and no go? Why can't we have both? And why do we keep asking questions of Audi? Or at least this Audi, the A5 FSI, the first of several similar versions of the coupe to arrive on our fatal (to ride-quality) shore.In recent times the four ring brand has given us the RS4, TT and most of all; the borderline supercar R8.These have all to varying degrees transcended what people who are paid to write about cars regard as Audi's most maddening traits.That's to say a harsh ride unmitigated by dynamic dividends, a propensity to nose-heavy understeer unredeemed by quattro all-wheel-drive and bantam-weight steering.There comes a point, however, when you have to consider the numbers of people who pay to drive them.That Audi is Europe's rising star in the prestige badge stakes is reflected in this country, where up until November 30 just shy of 7000 Audis had been driven out of dealerships.That's getting close to double the number sold here in the entirety of 2004, when Audi was speeding up the cul-de-sac to irrelevance.So when we conclude that the main problem with the newest version of Audi's dead cool coupe is that it's inferior to the other A5s en route, then maybe we're asking the wrong questions. All right, the first of several derivations of the same shape designed by Walter da Silva to arrive in Australia after the range-topping S5 (with it's inspiring V8 note) just doesn't get near the dynamics and performance the forthcomers offer.The 3-litre V6 diesel is arguably the best of the lot, with its stunning 450Nm. Another has exactly the same 191kW/330Nm 3.2-litre petrol V6 as the A5 here under discussion.But, like the diesel and unlike the one in our garage, it uses the latest version of Audi's rear-biased Torsen quattro to get the most out of the marque's new modular platform, which also underpins the next generation A4 sedan due here soon.This set-up, while unable to match the pure rear-wheel-drive of BMW or Mercedes, provides an appreciable if incremental dynamic bonus.But our A5 is not so blessed. Running a continuously variable transmission through a Multitronic transmission, its front wheels have to do both the driving and steering.So any overt deployment is compromised by inherent nose heavy understeer and under hard acceleration; with all the power and torque going to the pointy end, there's no negligible degree of tugging through the power-assisted rack and pinion steering, which now at least has some feel. And so what?Converts from the other German brands who fancy themselves as drivers are going to go with the quattro and be pleased with their choice in most circumstances.Those who take this model are unlikely even to make much use of the Lexus-matching eight manual settings that can be accessed through the paddle shifters, or the sport mode.No, they'll be luxuriating in a cabin that's typically Audi, which is to say the best in business. If the slightly overt exterior suggests Herr Muscle Car (it's unmissable with those LED daytime running lights) the inside story is perfect for the grown up TT and grand tourer that the A5 is.At 4.6m in length, the A5 is only centimetres longer than the 3 Series Coupe, but at almost 1.9m is 72mm wider, a comfortable margin appreciated by rear seat passengers whose leg room is merely adequate.We first tested the S5/A5 family earlier this year through the mountain roads near Verona in northern Italy and around Sydney; a city of roads that while further from Rome geographically are closer in quality to those of Mr J.Caesar's time.No doubt the usual softies will whine about about a harsh ride, but while in no danger of being mistaken for a Lexus, the A5 FSI rides vastly better than the sports-suspended, bigger-tyred and 100kg heavier S5 V8.While mashing down the go pedal to get off the mark provokes a yelp from the tyres and a firm intervention from the traction control, moderate throttle openings are answered with gratifying promptness. Audi posts a 0-100km/h time of 6.6 seconds, which seems to be mildly optimistic.You can be certain that the thing will pull up promptly. Thankfully, though, the brakes pedal has been imbued with progression as opposed to abruptly over-servoed nature that has pervaded the marque's stoppers.The lack of a weight-adding quattro benefits the A5, which tips the scales at just 1500kg unladen and makes for acceptable urban fuel consumption of just under 13 litres per 100km.That will be bettered by yet another forthcoming model with the new 1.8 direct-injection turbo petrol.Actually, if you don't mind paying prestige marque money for a front-wheel-drive, that entry-level model might be the one to wait for.Indeed, if you are of that mind, it won't matter much that the go doesn't match the show.  A dynamic also ran without quattro, but do you really care?

A full-bodied, well-rounded white  vintage, I mean Vantage. Martin, Aston Martin.The littlest example of the newly-freed Aston Martin (no longer part of the Ford empire) might not cover quite as much road space as its DB9 sibling, but that doesn't make a difference to onlookers.The little Aston has almost no bad side to look at and despite being low-slung and compact, other drivers know you're near them in traffic and they make it their business to have a long look.Designed as an alternative to the long-standing class leader, Porsche's 911, the V8 Vantage Coupe is the new 'entry-level' product for the British marque; priced at a cool $245,000.It's a two-seater, with moderate luggage space and not a lot of cabin room for gargantuan folk, but the cabin has plenty to like and few things to loathe.Leather covers much of the cabin; from little sports seats and the dashboard; with suede-finish on the roof lining.A grippy helm and snappy paddle shifters for the six-speed automated manual give the driver a sense of anticipation prior to firing the engine using the start button. Some of the switchgear is straight from Volvo and Jaguar; no doubt helping with production costs but perhaps not what someone might want after settling on the British thoroughbred.One of the quirks within the instrumentation is the sweep of the tacho, which runs anti-clockwise, in the opposite direction to the speedo. Both needles move quickly when requested, but the 4000rpm is marked by the active exhaust braying with intent.The alloy engine sits behind the front wheels and low in the engine bay, which gives the Vantage crisp steering and handling.It sits firmly on its optional 19in alloy package (wrapped in low-profile Bridgestone rubber). That was expected, but at 1630kg it's heavier than I thought it would be. The double-wishbone suspension hangs on magnificently, picking up every road imperfection but firing through bumpy corners without hesitation.Stopping power is delivered with brute force by ventilated (and grooved at the front) discs - 355mm at the front and 330mm at the rear, with a four-piston Brembo calliper on the front. SnapshotAston Martin V8 Vantage coupePrice: $245,000Engine: 4.3-litre 32-valve quad cam V8.Transmission: six-speed manual (optional Sportshift clutchless manual), rear-wheel-drive with LSD and ESPPower: 283kW at 7000rpmTorque: 417Nm at 5000rpmPerformance: 0-100km/h five seconds/ top speed 280km/hSuspension: aluminium double-wishbone suspensionFuel usage / emissions claim: 15.1 l/100km, on test 15 l/100km, tank 80 litres, 360g/kmDimensions: length 4380mm, width 1865mm (excluding mirrors), height 1255mm, wheelbase 2600mmtrack fr/rr 1570/1560mm, boot capacity 300 litresWeight :1630kgWheels: 19in alloys. In its class:Audi R8: $259,900Jaguar XKR coupe: $228,300Porsche 911 Carrera 4S: $243,000Mercedes-Benz SLK55 AMG: $164,474 

Audi Australia corporate communications general manager Anna Burgdorf said it would arrive around July 2008, but there are no prices or no specifications yet."The engines are not yet agreed but we will look into a mix of petrol and TDI," she said.There are four engines to choose from, including two diesel.All are direct injection units with turbocharging. The performance range extends from 77kW to 147kW. The S tronic dual-clutch gearbox will be offered as an option.Audi has stayed with the classic fabric top for its light weight and tight fit.The hydraulically operated top will open in lightning fast time – nine seconds – and can also be opened and closed at speeds of up to 30km/h. It will fold away to take up little space and be flush with the body.Between the outer skin and the inner lining there is a synthetic fibre mat that improves thermal insulation and soundproofing – at a speed of 140 km/h it is only 1dB (A) louder inside the Audi A3 Cabriolet than in the A3.If only the front seats are occupied, a wind deflector can be erected above the rear bench seat in a few simple steps from one side of the vehicle.The hood is available in semi-automatic and fully automatic versions, in the latter instance as a specially soundproofed acoustic hood.The four-seater's body structure has a high proportion of high-strength, ultra-high-strength and hot-formed steels, as well as a large number of reinforcing measures to retain rigidity and crash safety.The rear seat backs can be folded down, increasing the luggage capacity from 260 to 674 litres whether the hood is up or down.It comes with responsive electromechanical power steering, four-link rear suspension and an optional sports suspension.

The daily grind of peak-hour traffic is tedious, to say the least. The steam comes blowing out of your ears, the headache kicks in with force and the throbbing hangs around for the remainder of the day.Then it's time to hit the congestion once again.The brake lights of the never-ending line of cars in front of you light up like Christmas trees as you sit almost shoulder-to-shoulder with hundreds of other, equally frustrated motorists.Hitting the turmoil in an average passenger car will no doubt leave you angry and stressed.But after spending endless hours being part of the problem I have found a simple, although expensive solution to making your trip into work a whole lot more exciting.The answer is to drive a spanking new super car to work, and not just any fancy car, but the recently launched Audi R8.Yes, you still have the monotonous travel ahead of you, but getting behind the wheel of this stunner will brighten your and everyone else's morning and afternoon.With only 25 R8s on Australian roads, motorists took a liking to seeing one accompany them on their daily treks this week, kind of like the reaction you'd expect if Nicole Kidman walked into a smelly pub.Many people pulled out their mobile phones for a quick snap, others just taking the time to admire and take in the beauty piece by piece.From the huge 19-inch wheels, to the diamond-looking LED headlights, from the double exhausts to the striking appearance on the low-to the ground, glamorous, fiery red piece of machinery.And from the start, it was very clear that Sydney likes Audi's first attempt at a high-performance car.Super cars are fast and gorgeous, and are usually at home on the track.Sure, they can reach 300km/h, but stuck in stop-start traffic most require the effort associated with an-hour long uphill jog. You might look and feel good for doing it, but there's a lot of hard work in getting there.Audi's $259,900 R8, ($274,000 on the press model we tested with extra features), proved to be no outcast on public roads.Drawing on Audi's rally cars and the Le Mans prototype R8 race car, means the road R8 is impressive at fast speeds, sprinting to 100km/hour in just 4.6 seconds. But it's the lingering around that leaves a lasting impression.Apart from the roaring growl of the engine, the catwalk looks and super performance, the R8 feels like a normal car, one that can be driven in traffic without having to work too hard.Turn the key and you're instantly greeted with a growl from the 4.2-litre mid-mounted V8 engine, roaring over your shoulder. But it's not too loud, allowing you to enjoy the sound system at the same time.The free-revving V8 is the same as the one in Audi's remarkable RS4. And it's impossible to miss the engine's location, on display to passers-by through the back window.In traffic, you unfortunately don't get the full benefits of Audi's R8. The full 309kW doesn't arrive until way up the tacho at 7800rpm and there's no chance of getting there in bumper to bumper traffic. Under 40km/h, rarely going above 3000rpm is disappointing, the R8 just wanting to break free.But it's still impressive at all speeds, with the torque evenly distributed, the peak of 430Nm reached between 4500 and 6000rpm.With Audi's typical classy interior and the comfortable ride, you blend in with other cars, although standing out like a sore thumb at the same time, if that's possible.The car tested was the six-speed manual, which sounded a little clunky with each shift, but felt great to drive the open-gated gearshift. The clutch isn't too heavy, which can be the case in other cars of this kind, and while the brakes are touchy, it doesn't take long to get used to.Featuring quattro permanent four-wheel drive, with a weight distribution split of 44 per cent to 56 per cent, the R8 grips to the pothole-filled roads and attacks corners and bends with confidence and grace, hugging tightly.Flick sports suspension on and you really feel the blemishes on rough roads, a little hard to tolerate on longer journeys. Turning it off improves the comfort of your ride.And, inside the cabin, cramped is one word that won't even enter your mind in the R8. Instead, cosy and spacious make an appearance, with surprisingly good head and leg room. For the task of slipping into the cockpit-like cabin, dresses and skirts are not advised for those females; or even those males wanting to maintain their dignity.That said, most people won't be paying attention to what you look like, instead gobsmacked by the car.For this daily driver, the six-stacker CD system, the satellite navigation and reversing camera all came in handy, but get used to expensive trips to the service station. The R8 has a claimed 14.6-litres per 100km and, with a 75-litre tank, it cost more than $80 to fill just over half a tank.There's little storage room in the boot or inside.So the cure to peak hour traffic may not be the most practical or affordable way of getting to work, but it's definitely one of the most enjoyable, attention-grabbing, thrilling rides to get you there.You'll be on cloud nine for the rest of the day.But if the Audi R8's outside of your budget, I guess there's always the train, where you can close your eyes and dream.  Snapshot Audi R8Price: $259,900Engine: 4.2L/V8, 308kW/420NmTransmission: 6-speed manualEconomy: 14.6L/100km