Luxury Reviews

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 R8 Price: $259,900 Engine: 4.2L/V8, 308kW/420Nm Transmission: 6-speed manual Economy: 14.6L/100km

Few if any other European manufacturers have been bold enough to put forward a diesel as their range topper in the small/medium class. But taking a drive in the C320 vindicates Mercedes' decision because the car is simply superb to drive and uses minimal fuel into the bargain. A C350, 3.5-litre V6 petrol variant is available overseas but realistically, it is unnecessary in the face of the smooth and powerful diesel V6 model. We have seen this engine before in other Mercedes vehicles and it works well in all. That's partly due to a prodigious 510Nm torque output, which is on par with a large capacity V8 petrol engine. Even better is the fact that all this grunt is available in the Benz from just off idle speed. Maximum power is a creditable 165kW and along the way to delivering this hefty whack of power and torque, the 3.0-litre turbo diesel sips a frugal 7.4-litres/100km. In pure performance terms, the C320 is no slouch putting away a 0-100kmh sprint in 6.9 seconds. Drive is to the rear wheels via a seven speed automatic transmission that offers sequential change mode side-to-side on the gearstick. A button shift on the steering wheel is optional. Priced from $92,800, the C320 is well specified for the money offering Pre-safe crash protection, eight air bags and Electronic Stability Program (ESP), three zone climate control and variable suspension called Agility Control as standard. A comprehensive list of options is available including an exceptional audio system with a four gigabyte music server on which owners can save a large selection of music. On the road, the C320 shines in all environments but especially when touring country backroads where the bumps and rough stuff are ironed out like they don't exist. Long distance touring is enhanced due to the smooth, silent engine and superb throttle response. Overtaking is achieved in a blink and cruising at high speed registers a mere 2000rpm on the tachometer. In practical terms, the C320 has the same tight turning circle as all C-Class models, a large boot with full size spare underfloor, seats for five in the roomy interior and easy to operate controls housed in a stylish dash. Mercedes offers the C320 in the sporty Avantgarde spec' as well as the Elegance model. Avantgarde has been a runaway hit with new C-Class buyers. Coinciding with the C320's arrival is the new ML500, a brutally quick luxury Sport Utility Vehicle (SUV) powered by a 285kW/530Nm, 5.5-litre V8 petrol engine. The previous ML500 had a 'mere' 5.0-litre V8. Weighing in at a well-grounded 2310kg, which doesn't affect the ML's performance out of the blocks where it puts away a 0-100kmh sprint in 5.8 seconds. And this is without gobbling large amounts of fuel. It will deliver an average of 12.9 litres /100km with normal steady driving. Transmission is a seven speed auto with sequential shift. A permanent all wheel drive 4Matic system apportions power to the wheels with most traction. Air suspension controls ride and handling and the ML500 is equipped with a wide range of practical and luxury goodies. And  in case you were wondering, yes, it will comfortably go off road; though why you'd want to take a $120,874 SUV bush bashing is beyond us.

If the market trend toward turbodiesel engines continues, then the SsangYong Kyron is going to be well placed to take maximum advantage of the surge in popularity of modern diesel technology. The fact that the Kyron range now lacks a petrol variant altogether could potentially be a problem in the showroom, but with more and more buyers in this segment looking toward diesel to satisfy their needs, it may yet prove to be an inspired move by the honchos at SsangYong. Much like the predecessor it replaces, the new Euro IV Kyron is somehow trapped between being classified as a compact SUV or a full size wagon. It’s a strange state of affairs but not necessarily a bad thing by any means. There’s potential there for Kyron to make its mark in two sectors of the burgeoning SUV market. Buyers looking for a smaller vehicle will be attracted by Kyron’s frugal fuel consumption and relatively compact dimensions, while buyers looking for a larger wagon will find its deceptive load space and roomy interior competitive. Design changes to both the front and rear ends of the Kyron make themselves immediately obvious and the new model is a lot less visually controversial than the ugly duckling it replaces. The new look is both neater and more modern, and while still not taking the top step as the best looking vehicle in its class, it’s a whole hell of a lot better than it was. The most pertinent and obvious changes include a revised grille design that transforms the front end and replacement of the extremely weird ‘shield shaped’ taillights that softens up the rear end styling significantly. It appears that SsangYong has been listening to the feedback of the buying public. The smaller of the two oil burning engines is more efficient and slightly more frugal than the outgoing model, but does not generate any more power or torque. What it does deliver is an increase in driveability. The main improvements for both the 2.0-litre and 2.7-litre engines have been in the areas of emissions, which mean that they are now Euro IV compliant. The blocks and cylinder heads are both sourced from the Mercedes Benz parts list; although that’s not something SsangYong will be looking to trade on (to their credit) despite the cache that goes with it. The larger 2.7-litre motor is a willing performer on and offroad and also delivers a claimed fuel consumption figure of 8.7L/100kms, while delivering 121kW and 340Nm. Importantly, the torque is available from 1800rpm, which means that you’ll notice less of the flat spot under acceleration than we experienced in the previous model, which was both annoying and potentially unsafe. That said the 2.0-litre version still needs some spirited coaxing to get it moving along, but the new technology and tweaking of the engine mapping results in a solid driving experience. We’d definitely opt for the bigger engine though. Impressively, the Kyron has been built on a triple layer, steel ladder frame chassis that delivers a genuine 2300kg towing capacity, which should satisfy the weekend towing warriors. Onroad handling is solid thanks to the double wishbone, coil sprung front end and 5-link solid axle coil sprung rear end and 255/60, 18-inch rubber. The ride does become a little harsh over badly rutted, dirt roads though and the suspension can load up quite significantly when the going gets tough. The steering is responsive and communicative and generally speaking, the nose goes where you point it no matter what the road surface underneath you. The auto box is a nicely geared system that gets about the job asked of it without any snatchiness or fuss, but you’d be well advised to consider the manual if you’re looking at the 2.0-litre engine. We’re not big on the new ‘thumbs up’ manual shift option that’s been added to the auto and instead preferred to let the gearbox manage the shifting without input. It must be said though that the ability to manually work through the gears without taking your hands off the wheel is a sensible and safe inclusion. The 4WD system belies the Kyron’s buy in price and we were surprised with the ease with which it traversed a couple of steep and particularly gnarly gradients that some of its more esteemed competitors would struggle to conquer. Day to day driving is a RWD affair, which in itself is preferable to FWD, and you can select high and low range 4WD from inside the cabin via a dash mounted switch. On the fly switching to high range is available up to a speed of 70kph. Interior fit and finish has stepped up another notch from the previous model and is impressive and user friendly. The digital clock is a quirky little device that displays the hour above the minutes, but a minor inconvenience it must be said. The standard audio system is clear and easy to use and all switches and controls fall easily and sensibly to hand. We found the driving position to be comfortable and functional and outward view is impressive on or offroad. The Kyron’s price is competitive when placed against its direct competitors and its build quality is impressive. Importantly, the controversial styling of the previous model had been comprehensively left behind. On first impressions, we reckon it will be well received, particularly by buyers looking to stretch their dollar to the absolute maximum.   Range & Prices 2.0L Diesel Manual: $32,990 2.0L Diesel Auto: $35,990 2.7L Diesel Manual: $36,990 2.7L Diesel Auto: $39,990  

Some people can recite all 50 American states alphabetically, others every rugby league premier side since 1908. There are rumours of a person who knows the second verse of the national anthem;  though surely this is incredible. If you really want to bore at an international level, though, try learning every variant of BMW. In past half decade this carsguider alone has driven almost 50 of the blue-and-white-badged models from the puny and pointless 118i to the future-is-here Hydrogen 7. The latest two to reach us; though not even yet the last due this year; happens to be, in their way, the best the Bavarian has offered in 2007. 'Best' not because they're the quickest or necessarily the most desirable. Rather because by the mad-money standards of the marque,  they're affordable and sensible both economically and ecologically. And they provide decent dollops of the 'sheer driving pleasure' BMW goes on about in the ads. The entry level models in their respective ranges, the X3 2.0d SUV and 520d sedan both use the same updated and highly effective four cylinder turbo diesel. BMW's junior diesel is a gem. Just as the 3-litre six cylinder version challenges the bigger of the marque's own petrol engines; the 2-litre four potter takes it right up to the smaller capacity petrol sixes. The third-generation all-alloy unit produces 125kW at 4000rpm and a hugely handy 340Nm from as low as 1,750rpm. Compared with the former engine, it offers a 20kg weight saving, a power boost of 10kW and a fuel saving of 10 per cent, while emitting 185 gram of Co2 per kilometre. From January it will also be available in the 120d and 320d. In X3 form, though, it represents the best metal-for-the-money package BMW offer here. That is, of course, skewed by Australia's deranged tariff regime under which the behemoth X5 3.0d starts $30K under the same-engined 5 Series sedan. Even so, in this package the X3 begins to look like more than a shrink-wrapped and cut-rate X5, a criticism that's dogged BMW's medium SUV since its inception. This new sense of legitimacy is helped by the $62,900 tag, which puts it at a significant remove from the bullying bigger brother. It's a price point that's almost reasonable, one that could conceivably tempt punters who go for top end Japanese SUVs. While flirting with the options list is a bit like taking a high class call girl to a casino; ruinous and expensive, the 2.0d gets by just fine without gratuitous embellishments such M-Sports kit et al. It gets by even better because like the 520d in standard form, it's free of the runflat tyres that BMW insists are the best thing since internal combustion but which every New South Welshmen with dental fillings dreads for their rigid ride on our rubbish roads. If the X3's cabin is starting to look a bit dated the driving experience remains clicks ahead of any comparable vehicle. Such body roll as there is in this tall, 1750kg BMW informs rather than distract during cornering. In default mode, the X3's permanent all-wheel-drive provides a 40/60 torque split, but will shove it all to one end or the other in extremis. It's hard to imagine any such contingency this side of certifiable behaviour, with a dynamic stability and traction control program that reacts with calm authority even on such loose surfaces as we encountered. It's a measure of the unbearable lightness of steering these days that some found the BMW's just a bit heavy. In fact, it's meaningfully weighted and entirely appropriate to an SUV that designed for driverly gratification before all else. Me? I'd much rather have a 320d wagon if such a thing was to be had here. Yet even an avowed loather of SUVs could roam the X3's natural suburban habitat without feeling a complete turncoat. And if the X3's performance/economy equation is good (a 9.6 second 0-100km/h sprint time meets 9.7 litres per 100km combined cycle) the 520d gets more of both out of the same engine. A 'proper' BMW, with the rear wheels driven and the weight distribution about even, it takes about five Kms of B-road driving before you wonder why the 523i costs $5,000 more. At 8.6 seconds, the 520d is almost half-a-sec quicker to 100km/h from halt. At 6.1 litres per 100km, it cruises 3.2 litres per 100 k more economically. If progression off the mark isn't exactly linear; the turbo's split second hesitancy feels longer when turning into traffic, the mid-range rush more than compensates. When spooled up, progress in this allegedly lesser 5 Series is seriously sharp, to the extent that you'll want to re-check speed when entering a corner. So composed is this chassis that you're almost always travelling faster then it feels. Quixotically the base 16s and optional 19-inch M kit tyres are conventional jobbies, while the intermediate 17s and 18s are runflats. Stay with the standard-fit rubber (the 5 Series has a temporary use spare anyway) and be reminded why BMWs remain the keen steerer's choice of the prestige Germans. There might be nine variants of the 5 Series alone, but the base model provides a good reason not to bother learning about the others. Snapshot BMW 520D price: $79,900 engine: 2.0L/4-cylinder turbo diesel; 125kw/340Nm economy: 6.1L/100km (claimed) transmission: 6-speed auto   BMW X3 2.0D price: $69,200 engine: 2.0L/4-cylinder turbo diesel; 125kW/340Nm economy: 7L/100km (claimed) transmission: 6-speed auto BMW 520D: a flirtatious beginning

For two years now, the best entry-level 'German' type junior prestige car has come from Lexus. The luxury arm of Toyota's global octopus specifically developed the IS series as a riposte to the dual monopoly enjoyed by BMW's class defining 3 Series and Mercedes-Benz's C-Class. Since the IS250's launch in 2005, Lexus has had it well and truly over the 320i and the old C180K in the circa-$60K stakes. Consider six cylinders against four, rear-wheel-drive dynamics that approach Bimmer and surpass Merc, plus standard kit and equipment that show up both the Germans as parsimonious. Although it's never bothered badge tragics that you have to go far north of $70K to get a petrol Bimmer or Merc with a real engine, the best thing about the 2007-generation C200K is that while you may be a try-hard, the car itself no longer is. The E-Class's version of the supercharged 1.8-litre four-cylinder petrol engine has been bequeathed to the C200K so it achieves if not rapidity then at least respectability. With 135kW and 250Nm (30 more units of each than previously) driven through a five-speed automatic, the C-Class gets to 100km/h from rest in a feasibly claimed 8.6 seconds. That's barely removed from IS250 territory and more than a second ahead of the sleepy 320i auto. All right, it's not going to trouble anyone with the readies to buy a V6 C280 or anyone with the sense to get the diesel version, but at last this entry-level Merc sedan has spark. It still sounds like an adenoidal Hoover, though. To get a Mercedes with a decent engine note do you really have to auction one of your organs so you can afford a V8? Still, the enhanced response, especially when set in sport mode, is backed by dynamics and body control that are altogether sharper these days. That's in keeping with the marque's desire to capture buyers further from the verge of senescence than has long been the case. No, the C-Class is not 3 Series-sharp, due in part to its hefty 1490kg kerb weight and light steering. But though it lacks the 320i's razor-keen turn-in, the Merc keeps up with the game in most circumstances. In real-world deployment, there's daylight between them, the Mercedes riding the raddled roads that encapsulate the Nero-like neglect of the Iemma era with the suppleness you've every right to expect. The contrast with the run-flat-tyred BMW doesn't flatter the latter. Much; far too much; has been made of the dual shapes assumed by the latest C-Class. There's the SLK-evoking Avantgarde range, with a tristar badge on its nose(supposedly for the young and hair-highlighted). Then there are the Classic and Elegance models that, with the star mounted more traditionally on the bonnet, won't frighten the fogeys and the follicle-challenged. Whichever, the main thing is the C-Class provides better value than previously, as evinced by a more obviously upmarket interior and an options list that fits easily on one page. If the ask is still steep for what is, after all, merely a mid-size four-potter, the C200K rivals the Japanese car as the best 'German' around.   Snapshot Mercedes-Benz C200K Classic Price: $56,990 Engine: 1.8L/4-cylinder Supercharged: 135kW/250Nm Economy: 8.8L/100km (tested) Transmission: 5-speed automatic  

Subaru had the Outback, but the idea of all-wheel drive wagons hadn’t yet spread across the industry, which had started to get busy with selling big SUVs for people to go shopping in. There are more crossover rivals now, but the XC70 has proved such a success for Volvo that it recently came close to killing the donor car here in Australia. Volvo has relented, and the new V70 will arrive in the first quarter of 2008 for the estimated 150 buyers per year who want it. But a longer queue; about 800 a year; is expected for the new XC70, which was launched last week and goes on sale in January. For them, the XC70 delivers a bit more of the same. It’s bigger and longer, has slightly more room and a modernised look. But it’s not so different that you can’t tell what it is straight away – and from quite a distance. The most noticeable styling change is around the tail, where it has faint echoes of the funky C30. This has been achieved by giving the cargo area a subtly hexagonal-shaped tailgate, and then moving part of the light cluster onto it, allowing for much larger lenses that accentuate the shape of the brand’s now-signature sculpted haunches; and are bound to be a safety bonus, too. The interior scores another key Volvo cue, the floating console, which does a lot to reduce the bulkiness of the previous cabin layout. The dash has an organic shape that sweeps up over the instrument binnacle, and a nice touch is the wood inlay that is not only the real deal, but looks and feels like it; rather than being masked in thick gloss lacquer. The old five-pot petrol engine has been evicted from under the bonnet, with the new tenants being a choice between either a 175kW/320Nm 3.0-litre inline six-cylinder petrol or a revised 2.4-litre five-cylinder turbodiesel that develops 138kW and 400Nm. Both engines are mated to a six-speed automatic with simulated manual mode. The petrol variant costs $58,950 and the diesel $2000 more in standard trim, with 'standard’ meaning all the essentials plus leather upholstery, driver’s seat power adjustment, 17” alloys (but temporary spare) dual zone climate control airconditioning, premium audio and retractable mirrors. The safety list includes airbags everywhere, dynamic stability and traction control with anti-skid brakes and a variety of braking assistance program; including one that starts braking automatically if it thinks the situation requires it, hill descent control, rear park assist, whiplash protection headrests, and two-stage booster cushions in the rear seat that not only raise kids to the level where they can see more easily but also bring their little noggins closer to the protection of the extended side curtain airbag. The LE trim level adds $6000 to the price, for which you get 18” alloys, self-opening tailgate, sunroof, front parking alert, power adjustment on the passenger seat, CD stacker and rain-sensing wipers. Another $6000 gets the optional technology pack, which Volvo says adds $9500 worth of nav system, active bi-zenon headlights with washers, blind spot alert and auto-dimming rear vision mirror with compass.   On the road There’s no question that the diesel engine is the winner when it comes to hauling around the XC70’s hefty bulk, which adds to about two tonnes by the time you add a couple of healthy adults and some luggage. The petrol was an adequate performer for urban cruising and undemanding stints on the open road, but with effort of the higher revs needed; about 2000 more for peak power and 1000 for peak torque; it’s best to let this one simply take life at a sedate and sensible pace. The diesel’s extra muscle and the fact that it comes on tap earlier means it’s the one to go for if you want to get into the joy of driving. Although it sounds unrefined at idle, once you tap the pedal enough to get the turbo involved it rewards you with great response and a rather satisfying meaty gurgle. However the handling is doughy in hard corners, the steering is very dignified about when it answers input and steep slopes demanded some help from the transmission’s manual mode. But apart from a touch of bouncing because of the long wheel travel that serves the vehicle well offroad, ride quality is excellent, whether you’re on good or bad bitumen, dirt, gravel or facing off against a pothole run. So on a run up North Queensland’s version of the great ocean road, the trek from Cairns through the Daintree and Cape Tribulation to Cooktown, which claims one write-off a week plus countless breakdowns; the XC70 was a great companion. This is the kind of travelling that can leave you exhausted at the end, but the car insulated us from any of the unpleasantries under the wheels and we arrived as fresh as we started. It’s never going to climb up the sides of mountains. But then nor are most of the offoaders that can rock-crawl but never get outside the city. The XC70 is for those who want a wagon with some SUV ability, but don’t need an SUV; and are intelligent enough to acknowledge that fact.   Snapshot Volvo XC70 Price: from $58,950 Engines: 3.0-litre inline six-cylinder petrol (175kW@6200rpm, 320Nm@3200rpm), 2.4-litre five-cylinder turbodiesel (138kW@4000rpm, 400Nm@2000-2750rpm Transmission: six-speed automatic with simulated manual mode.  

But for many of those whose scones are swivelling in its direction, the only sight that'll really register is the tristar emblem embedded within the nose. Indeed, for people of certain means and disposition there's something automatic about the decision to buy a Benz. Or rather, the 'non-decision.' Carsguide's lost count of the times we've heard something like; “Brand X was very good, but we just had to have a Mercedes.” Whether C-Class or E-Class, SUV or AMG, it's the same story. As someone once said; “A BMW is for the man making his money, a Mercedes is for the man who's made it.” Indeed, the average age of the tristar brand's buyer is post-midlife. In the past decade the company has sought to lure a less-mature punter with soccer-mum mobiles such as the B-Class, the new and groovier looking C-Class Avantgarde and, of course, the SLK roadster. As to the rival cars we've selected at page right, well, the Boxster's the critic's choice, the BMW's the collector's and the Nissan is stunning bang for the buck. But a Mercedes is, after all, a Mercedes. Apart from the folding metal roof (rivals make do with ragtops) that fold up or down in 22 seconds, the version in which we spent the week had its value equation enhanced enormously by it being a Designo edition. For a premium of $8000 over the standard 350, the Designo adds what would otherwise be about $22,000 in additional kit. There's a choice of metallic paint and two-tone leather upholstery combinations. Ours was 'platinum black' with red/black Designo two-tone leather. There's also Alcantara roof lining, wood/leather shift lever, individual wood trim and leather-covered roll-over bars. You won't find another roadster with such cockpit ambience. It also cops 17-inch, five-spoke alloys, lowered sports suspension, Bi-Xenon lamps, Harman/Kardon surround-sound system, and climate-control airconditioning including a neck-level heating system. Merc's seamless 7-speed automatic is the standard transmission, its facility enhanced by steering-wheel gearshift paddles and response by push button settings; comfort, manual or sport. There's a parking assistance system, electric seats with memory settings, sat-nav and UHI mobile phone pre-installation system. Apart from the roadster, Designo appointments are available on the Mercedes Benz CL-Class, CLK, CLS, E, M, S and SL. In most respects, the SLK's performance just about matches its sinuous shape. The 200kW/350Nm V6 punches it from standing to 100km/h in a claimed 5.5 seconds, so it hardly lacks for straight ahead go. Where Merc besotted buyers might get a rude shock is by a ride that, while reasonably cosseting by class standards, is a good way from soft. A broken surface is not its friend when pushing on and mid-corner bumps are fully felt through the steering wheel. It's impossible, however, not to be impressed by the strength and rigidity of the body. That rack and pinion steering isn't quite so direct as its rivals, slightly lacking precision around the centre, though it's loaded up meatily by the point when the hands have moved 12-to-6. If it's not so razor-sharp a tool as its ostensible competitors, that's not really the Merc's remit. While the SLK will satisfy most buyers in the dynamics department most of the time, rapid open top cruising is what it's all about. And in this the SLK excels. You may not really need seven forward gears but the Merc's auto is way more sophisticated than anything else on offer in the segment, providing a welcome manual override of drive via the shift paddles. The transmission is a good metaphor for the whole car: a smooth unit that's accessible and a pleasure to live with. It's a bit of a flop aurally, though. While the 3.5 V6 has all the potency you could wish for with a wide easily tapped torque band, it sounds ... well, kind of dull (to be fair, I should add that no one seems to agree with me on this point). Like the 3.0-litre V6 of the C280 we drove recently, it has to be held manually at high revs (at redline it upchanges automatically) to make much noise. It's no good ripping through tunnels with the roof down, the engine note is muted when you'd like something crisp and declamatory. Pity, because the SLK is an open roadster that satisfies other senses.   The bottom line An automatic choice in more ways than one.   Snapshot Mercedes Benz SLK 350 Designo Price: $123,500 Engine: 3.5L/V6; 200kW/350Nm Economy: 10.3L/100km (tested) 0-100KM/H: 5.5 seconds   The rivals BMW Z4 M Roadster Price: $130,800 Engine: 3.2L/6-cylinder; 252kW/365Nm Economy: 12.8L/100km 0-100KM/H: 5.5 seconds     Porsche Boxster S Price: $135,100 Engine: 3.4L/6-cylinder; 217kW/340Nm Economy: 14.6L/100km 0-100KM/H: 6.3 seconds   Nissan 350Z Roadster Touring   Price: $73,990 Engine: 3.5L/V6; 230kW/358Nm Economy: 12L/100km 0-100KM/H: 6.0 seconds (estimate)  

Aside from the purchase price, it would be expensive to insure, fuel, maintain and repair. But while the Aston costs the same as some other desirables, it simply isn't like the others. The DB9 needs a learned hand, a vacant road and a cool head to find respect. Otherwise it is a migraine. It is not an easy car to drive — especially in comparison with its step-sister, the Jaguar XK coupe — and nor is it especially comfortable, despite Aston clearly marketing this as a fully fledged Grand Tourer. The GT name fits, as long as the road surface is smooth — as it is in the important markets of Europe and the US but fairly rare in the antipodes where precious road tax is used to pave votes, not roads. In saying that, the DB9 isn't uncomfortable in the same way as crossing the Nullarbor by dray. Leather-wrapped seats with pedantic hand stitching are form-fitting so extended kilometres don't cause muscle pain. The steering wheel falls perfectly to hand, and the foot wells are unexpectedly wide, a product of Aston putting the engine at the front and the gearbox at the back. The instruments are big and clear and the switchgear is man-size, and suitably identified in simple language. But there is precious little personal storage space. Aston Martin's owner's manual is only 75mm deep, not because it looks chic but because it's the only size that fits in the envelope laughingly called the glovebox. The boot will take a soft overnight bag and another one for the make-up. Be happy with that because Aston has dispensed with the spare wheel. Puncture? There's a 1800-number to ring and someone will be right along. In the meantime, there are issues to discuss like when the children come along for the ride. Like, where to store their lower limbs. My daughter played origami in the back seat, buckled and bowed behind a passenger seat firmly forward and with her head forced forward because of the low roof height. She's 15. Clearly, the superb leather trim has clearly been wasted in the twin scalloped portals at the back. Best they simply become much needed storage space. I will also whinge about the ignition key that must be slide into a barely visible hole in the steering column. It's only partially over because it is extremely awkward to twist given the proximity of the fascia. Once clicked over, with a modest assembly of panel lights for consideration, it's over to the centre console for a stab at the start button. And here's where the fun starts. Here's that first dousing in the waters of fear as 12 pistons start their roaring, journey in the hot cylinders of hell. Prod again at the row of transmission selection buttons on the dash. But wait, there's more. Now release the right-side handbrake and firmly twist the steering wheel while applying judicious weight to the accelerator. Familiarity brings exploration and you find the Sport button — basically hell with an extra serving of cayenne pepper — then the paddle shifters behind the steering wheel rim. You will tempt fear by coaxing the engine on a bit further to revel in its seamless power-delivery set. It starts with a hollow, lonely cry as the engine passes through 3000rpm then takes on a deeper note hitting 5000rpm, then it's a gutteral scream of as the tacho swings towards 7000rpm. Being inside this can while the mechanical bits are going berserk is akin to being strapped naked, wearing only spurs, to the back of a peckish lion and then digging your heels in. The rush of speed, usually the most dominant of adrenalin-pumping senses, gets overwhelmed by the ear-thrashing roar of raw, raging power. This is James Bond's ride so Aston doesn't hold back, cutting the rope that once civilised 450 horsepower (it sounds a lot more menacing than 335kW, doesn't it?) to sling its aluminium-can body down the bitumen at speeds of up to 300km/h. SNAPSHOT DB9 COUPE PRICE: $245,500 ENGINE: 6.0L/335kW/570Nm PERFORMANCE: 0-100km/h 5.1 seconds, top speed 300km/h ECONOMY: 16.5L/100km official; 16.8L/100km tested  

The Maybach Landaulet concept car returns to the traditional '30s style of limousine, featuring a rear compartment that can be converted to a topless cabin; while the front 'chauffeur' driving area remains under cover. Rear passengers are seated in opulent surroundings, including white leather reclining armchairs, white velour carpet, piano lacquer, black granite and gold trim, voice-control DVD/CD entertainment and information unit, cooler and a drinks space to hold champagne glasses. Peter Fadeyev, DaimlerChrysler Australia's corporate communications manager, says the Landaulet concept has been based around the Maybach 62 S vehicle, which is not offered for sale in Australia. “The Maybach Landaulet study is a concept vehicle that showcases this new Maybach variant for the first time,” he says. “It is expected to move into production some time soon." “Currently there are no plans for this unique car to come to Australia as it is not yet in production, but we will naturally consider making this car available according to our customers' requests.”' The word 'landau' means carriage and 'landaulet' generally refers to a simulated convertible vehicle. When the Landaulet's roof is in its folded-down mode the side walls remain fixed, and have been reinforced with an integral tubular steel structure. This means that the silhouette of the luxury saloon; as well as the big doors; will remain unchanged. When closed, the black soft-top of the Landaulet rests on the frame formed by the roof bows, and is wind and weather-proof. When requested by the passengers behind him, the chauffeur operates a switch in the centre console that electro-hydraulically opens the roof, which will fold back on to the parcel shelf in 16 seconds. Landaulet has completed the traditional limousine look with gloss white paintwork and 20-inch traditional white-walled wheels with glossy spokes. Despite all the opulence of the interior, the traditional exterior styling and floating on air suspension, under the bonnet is a modern twin-turbo V12 engine which has been developed at Mercedes-AMG. The 5980cc V12 develops a maximum output of 450kW between 4800 and 5100rpm, delivering 1000Nm of torque between 2000 and 4000rpm. The Maybach marque was launched in Australia at the end of 2002. “At present, nine Maybachs have been sold in Australia since its local market release,” Fadeyev said. Australia sells three different models; the Maybach 57 ($945,000), 57S ($1,050,000) and the 62 ($1,150,000).