Luxury Reviews

Land Rover's baby Freelander is all grown-up now, much more a younger brother to the Discovery and Range Rover than a try-hard orphan. The first Freelander had its moments, a good-looking and compact SUV. Later versions had better engines and transmissions. Yet there were some build issues, cabin ergonomics were not always great and that first Freelander, for the price, was uncompetitive against any number of rivals. This time around the Freelander has moved on and up. It is now quite an endearing, comfortable and capable machine in both diesel and petrol forms. It is now worth being seen as a mini-Range Rover, a rival for the likes of BMW's X3. Prices start at a respectable $49,990 for a petrol-engined SE, moving through four models to $57,990 for a diesel-engined HSE Freelander. There are many parts of the package that impress; both engines are quick and keen, the six-speed automatic transmission a little gem and the ride belies the size of the machine. Downsides include solid fuel consumption from the 3.2 litre petrol engine when pushed and, in some areas, a little too much fussiness. Appreciated is the dial-up terrain response button on the centre console. While the Freelander has no low range, this system does change engine and transmission responses plus adjust, where necessary, some of the electronic traction controls. Unlike the same system in the Discovery and Range Rover (both with low range plus more power and torque) this does not allow for foolproof four-wheel-driving. But it does help, switching from the road setting to say, mid and ruts, for better (if limited) creeping ability. Now if only this dial went a little further and automatically switched off all the Freelanders' buzzers and bells, seat belt warning, parking distance control warnings, key in ignition warnings. For there will be times when crossing paddocks, opening gates or shifting tree limbs from overgrown forest tracks where a driver may be in and out of the vehicle a bit, may be moving forward five metres without a seatbelt. And while on the little gripes (and Land Rover's not on its Pat Malone here) can we please have a remote-controlled key fob where it doesn't take a high-powered torch to work out in the dark which is unlock, which is lock and which is tailgate release. Having said that, Freelander does this cute business of folding in its mirrors when its locked up and lighting up the doors when reopened. And there are quite a few little gadgets to like, a reasonable amount of creature comforts and conveniences. Interior space is not huge but the driver and front passenger are well accommodated, armrests for both. This time tall drivers can see below the top of the windscreen. Despite a little extra length, the rear cargo space needs careful packing and the rear seat may not suit bigger adults over a long distance. There is more to Freelander 2 than a luxury interior, one now has more hints of the bigger Land Rover's interior design. There is now a better ride, better handling and more refinement to help distinguish the British product from the rest of the class. Maybe the initial steering feel could have more meat but once turned in the Freelander is an agile machine, pushed along easy over a mountain road or down a dirt track. Most torque is fed to the front wheels in normal driving but the torque balance is adujsted continuously to ensure traction when the tar runs out or turns slippery. And so the baby Land Rover can be pushed along with confidence, helped by the eagerness of both engines and that slick six-speed automatic. The four-cylinder diesel is smart and, with 118kW and maximum torque of 400Nm at 2000rpm, very handy when attacking hills; the six-cylinder petrol runs out like a rally engine. The Freelander 2 rides with authority, it is well damped for roads through the back-blocks and able to tackle big lumps without upsetting handling or grip. It rides like a bigger machine, more like a Range Rover than some compact rivals. At the end of the track the Land Rover Freelander 2 may not get that much further through rough-and-tumble four-wheel-drive country but it is a nicer machine than most for getting to that track. It is also has a full-sized spare and would appear to be better bolted together than its predecessor. This is a fine, grown-up compact with the only question still to be answered is who will own Land Rover if Ford decides to sell? And will that harm Land Rover's recent progress?  

The powered z-fold lid tidies itself flush with the body, with one section of the roof acting as a tonneau cover, and with no encroachment on the 250-litre luggage capacity. Adding the $300 optional load-through hatch means you can also now carry skis, or a couple of lengths of DIY timber, if that's your thing, which adds to the car's practicality. But a car like the Roadster shouldn't be about function. It's for top-down cruising fun, mixed with a bit of “look at me” attention grabbing. And there are few convertibles so eye-catching. The first TT stunned the world when it was introduced in the '90s and the latest version of both coupe and drop-top have revised that design; while retaining its instantly recognisable lines. From every angle the car has style but one of our favourite views of it is from the rear. Where many other designs seem to run out of energy, the Roadster looks even better than from the front. The interior is equally gorgeous, with the Audi attention to quality showing in every detail. The flat-bottomed steering wheel not only looks sexy, but offers easier access into the driver's seat and a handy hint of how far off centre you are, if you're prone to shuffling your hands around the wheel in hard cornering. While there's more than adequate legroom, the cabin feels snug. In true roadster fashion, you embed yourself into the car rather than sit in it. Operating the power roof is one-finger easy, and its multiple layers work to keep the car surprisingly quiet for a ragtop. However, if you're tall, and inclined to sit up straight, you'll find it brushing your hair when it's up but your “do” is fairly protected by a wind deflector behind the seats when the roof is down. Standard equipment includes heated leather seats, sports suspension, electronic stability, traction and braking systems. On the options list are a DVD-based nav system, high-end audio, xenon headlights, even better leather and magnetic ride suspension that variably aligns particles floating in fluid, increasing its viscosity to adjust damping. On the road, the new TT Roadster offers more involvement and a sharper driving experience than its predecessor. The larger wheelbase, lower centre of gravity, more rigid body, tauter suspension, and the concentration of aluminium towards the front in the space frame construction all work to give the car noticeably better weight distribution and dynamics. But while it certainly feels better planted and sharper on the road, it hasn't entirely cancelled out the nose-heaviness, even in the $77,500 lighter-engined 2.0-litre TFSI turbo version. The engine develops 147kW of power and 280Nm of torque and eager to rev up close to redline, it gets the Roadster to 100km/h in 6.5 seconds and has a top speed of 237km/h (using 7.8L/100 on average). Admittedly, the $92,900 V6 version offers 184kW and 320Nm, comes with Audi's famed quattro drive as standard, beats the four to 100 by 0.6 seconds and tops out at 250km/h. But if it comes down to having to choose one, we don't need to go that fast, and the 2.0-litre with turbo is the one playing our song. Keep the roof down and enjoy the music, poking boost out of the turbo with the six-speed “S tronic” sequential transmission that kicks down readily in full auto mode, and offers close to immediate response in the sequential mode. The gearshift is a slick joy to use for chomping into corners or eating up highway traffic. Our only gripe is that you still have to push it forward to change up, and back to change down, which works against the braking and accelerating motion of the car. But even that annoyance doesn't come anywhere near to spoiling the fun.  

A six-hour road trip, with a car full of people and gear, can go two ways. It can be a fun adventure with music, comfort and a relaxed environment, or it can be cramped, nauseating and leave you with the feeling you've been hit by a truck. Luckily a trip to the snow in the Volvo XC90 goes down the path of sing-a-longs, tranquility and kangaroo-friendly driving. The magic carpet which got us safely to and from the snow was the 3.2-litre, six-cylinder XC90, which comes in at $69,950. This engine was only introduced last February. As a luxury all-wheel-drive, the Volvo is well-equipped with a whole lot to offer at a reasonable price. To start with, there is plenty of room. At almost-full capacity, which included five backsides and luggage bursting at the seams, the Volvo proved it was up to the challenge. It was roomy and comfortable for a long trip, with three adults able to sit in the back. The only complaint was that the middle seat was too firm. But with leather seats and a decent amount of leg, head and shoulder room, there wasn't much else to complain about. Holidaymakers are well catered for in terms of luggage space, although the rear could have been a little deeper, especially as there is only a space-saver spare underneath. Another impressive feature is that it's a seven-seater, with a third row consisting of two fold-up seats as standard, although these are suitable for children or small adults. While the extra seats are cramped, they were useful, along with the 40/20/40 middle-row split, which meant we were able to lay down one seat to allow for snowboards and skis. Although it wasn't quite so lucky for the passenger who drew the short straw and got to squash into the back on our daily travels to the snow. On the first trip to the slopes and back again, a cargo net proved handy, preventing luggage from entering the passenger area. While highway driving, comfort of the XC90 extends to ride handling. The car glides over any road problems and does it all in a quiet and cushiony manner. Around town, the ride is slightly bumpier, but it's still tolerable and relatively comfortable. The in-line six-cylinder produces 175kW higher up the tacho at 6200rpm, with 320Nm@32000rpm. Hill climbs are a bit of a struggle under a full load, especially with some slightly delayed gear changes. There's more than 2000kg in kerb weight to take into account, too. But taking decisive control of the gears gives a better performance. It also comes in handy for faster acceleration when overtaking. There is a consistent delivery of power, revving up to 4000rpm under harder acceleration in auto mode. Volvo says the large car accelerates from 0-100km/h in just 9.7 seconds, although with extra weight it didn't feel as quick. The XC90 is nimble around corners and you don't really notice the size of the vehicle until it hits tight spots, especially in car parks. Manoeuvring in most places is made easy by the friendly steering that has just enough feedback to make it feel smooth but not too light. The nose feels quite big and with the slanted dash gives a notion of being even further away from the front. It's also hard to see where the nose ends. The brakes were put to the test when a kangaroo decided to play chicken with the XC90. But with Volvo's impressive safety features and reputation, including ABS with Electronic Brake Distribution, a driver and passenger dual-stage front airbag, SIPS airbags, front seat, protect head and chest, dynamic stability traction control, whiplash protection and side impact protection, not to mention the five-star Euro NCAP rating, we didn't have to be too worried. But in this circumstance I wouldn't like to be in the kangaroo's shoes, although it could have shown more concern. So luckily for both of us, the alert driver and tight-gripping brakes kicked in and pulled the car up with plenty of room to spare. On our adventure, we didn't quite get the car down to the snow, rather opting for the ski tube to save time. And unfortunately, there was no time to venture off-track, so we were unable to get a feel for it in varying conditions. Although after leaving the XC90 in the snowbound car park all day, the airconditioning didn't want to work on one occasion. But during long drives on highways and through towns, the XC90 was all about capability, control and comfort. Although it's also very thirsty, averaging more than 13 litres per 100km, which meant filling the 80-litre tank was a costly exercise. When it comes to exterior design, it just doesn't feel quite as classy as other cars in the segment, such as the BMW X5, the Lexus RX330, the Audi Q7 or the Mercedes ML. There's not really anything wrong with its looks, it just didn't seem to stand out among the many four-wheel-drives making their way to the snow. Instead it looked a little outdated and average, but some other models have undergone changes in recent times, whereas the XC90 has been on the market with pretty much the same look since it arrived here in 2003. In its defence it is much cheaper than most of these models. On the inside, the dash layout is very user-friendly and different with its slanted position making controls easier to reach. Functions are also fairly easy to use and it looks very stylish with the black leather interior and black console with silver trim. The test car was fitted with some extras such as metallic paint, a Premium Sound system and the useful Blind Spot Information System (BLIS). At $1200 it may sound steep, but BLIS uses digital cameras under each side mirror and software to recognise and detect other cars in your blind spot. A small light on the bottom of the large mirrors lights up when there's a vehicle next to you, which helped when carrying a full load. Rear passengers have their own air controls and the middle seat features an integrated child booster cushion. So the trip to the snow was a success. It was like making a cake. Add five occupants, women who don't pack lightly, into a pre-prepared mixture of comfort, luxury, safety and a strong performance and you get the work of Betty Crocker, in Swedish-car form. Although it could have used a little more sweetener, especially in the design department. The bottom line A long road-trip may seem daunting but the XC90 makes it a walk in the park, with its comfortable, roomy and safe environment, combined with a decent performance. Volvo XC90 Price: $69,950 Engine: 3.2L/ 6-cylinder, 175kW, 320Nm. Transmission: 6-speed Geartronic Economy: 11.8L/100km (claimed), 13.5L/100km (tested)

Audi's RS4 is just about the only model in the German manufacturer's lineup that the BBC's Top Gear seems to like. But I guess when you get to drive the creme de la creme of the motoring world, one can afford to be choosey. For our money, the RS4 (a super duper V8-powered version of the bread and butter A4) is an amazing piece of machinery. The 4.2-litre V8, which pumps out a prodigious 309kW of power, is simply stunning. Power delivery is brutal and the note from the drain pipe-sized twin exhausts is music to the ears. Let's just say that at full noise the RS4 sounds more like a V8 supercar than any Aussie fare. In Audi speak, the car is “race technology in plain clothes”, or as we see it a wolf in sheep's clothing. “While many of its features look similar to the new Audi A4, the RS4 is far more than just a fast derivative of Audi's successful mid-size saloon,” Audi spokesperson Anna Burgdorf said. “The car is an almost entirely brand-new development tailored to the highest performance requirements.” Priced from $164,500, the RS4 comes in three guises: sedan, cabriolet and station wagon. Our test vehicle was the most expensive of the trio, the cabrio priced from $187,500. Unlike many cars of its kind it retains a soft, fabric roof which can be raised or lowered at the push of a single button. The trend these days is to hard, metal roofs that stow in sections, but of course they come with a weight penalty. Before slipping behind the wheel of the RS4 for the first time we were urged to remember to push the “Sport” button, which is located on the steering wheel. As well as sharpening throttle response, it opens a set of baffles in the twin exhaust system that elevates the note of the engine to a deep rumbling bass, a bit like an orchestra coming together for the grand finale of the 1812 Overture. Boy, does that small button make a difference. Maximum power output of 309kW is achieved at a lofty 8250rpm, while peak torque of 430Nm arrives at 5500rpm. Ninety per cent of this torque is available between 2250 and 7600rpm. The V8 in our test vehicle and, indeed all RS4s, is mated to a six-speed manual change (there is no automatic). The cars sits on 19 inch wheels, 30mm lower than a standard A4, with power fed to all four wheels through the Quattro all-wheel dive system. It's biased 60 per cent towards the rear most of the time, but the Torsen style centre differential sends more power to the front or rear wheels as required. Dynamic ride control is fitted to reduce body roll. Big eight piston stoppers are fitted to the front of the car, with 365mm front and 324mm rear discs. Thankfully, they're a match the car's prodigious power, with the ability to pull it up quickly and in a straight line. That's a good thing, otherwise we'd be reporting to you from the bushes. Straight line performance is staggering, with the dash from 0-100km/h taking just 4.9 seconds. At 1845kg the cabrio is actually 195kg heavier than the sedan and is a tenth of a second slower not that you'd notice. What is noticeable, however, is a surprising amount of flex from the roofless body, which is only exaggerated by the firm and at times down right harsh suspension. That's the price one pays for wind in your hair motoring.

You see Porsches on the road every day. But it's not until you sit behind the wheel of one for a while that you realise just why serious drivers around the world adore them. When CARSguide took delivery of the recently upgraded Boxster S last week, we received a near-perfect driving experience. The Boxster has its critics, usually more seasoned Porsche purists who see the 911 as the ultimate, and only, serious Porsche. Perhaps it's because they haven't driven the perfectly balanced, highly potent and gloriously fun Boxster S. If they had, not only would they be surprised, they might even consider putting one in their garage. Maybe it's the fact that, for at least $100,000 less than a 911, you can get a true Porsche driving experience. The Boxster is the entry level Porsche (sports car, that is, not the distressingly popular 4WD Cayenne). It starts from $109,300. The Boxster S is the beefed-up version of the base model. Rather than a 2.7-litre engine, it has a 3.4- litre variant, giving it 217kW and a 0-100 km/h sprint of 5.4 seconds, compared with 180kW and a 0-100 km/h time of 6.1 seconds. The S also has 340Nm, nearly 70Nm more than the base model. All of which costs about $25,000 extra. It's a mid-engined affair, with a sublime chassis, stunning gearbox, love-it or hate-it looks with a canvas roof that, with the touch of a button, transforms the car into an open top roadster (even when the car is travelling as fast as 50km/h). Like most Porsches, it's a package that is worth a lot more than the sum of all of its parts. The legendary Stuttgart carmaker performed a bit of mid-life surgery on the Boxster earlier this year. You wouldn't know to look at it, as most of the tinkering was done on the chassis and under the bonnet. In the case of the S variant, the results are stunning. The steering, while not overly heavy, provides just about the perfect amount of feedback to allow the driver to feel the road. It's also extremely sharp and highly responsive, requiring only small amounts of input from the driver. The Boxster's optimum balance inspires confidence, perhaps even over-confidence, making it a very difficult car in which to get out of shape in, even though it tempts you to try at every winding curve. With the optional Porsche Active Suspension Management (PASM) system, a click of the button tightens up the springs for a more lively drive. And it works a treat. In normal mode, the drive is firm but not uncomfortable. Firm enough for you to avoid potholes, but not enough to shake loose your fillings. In fact, not only does the Boxster perform under pressure as well as anything you care to name, it's also easy to drive around town. The excellent torque is available down low, so you needn't constantly work the gear lever all of the time to find power. And, with a relatively heavy clutch, this is a good thing when driving in traffic. The main problem is finding the will power to resist dropping a cog or two to tap what's waiting among the higher revs, that blurt above 4500 revs that brings not only a short, sharp bust of speed, but an uncontrollable smile. On a more lazy drive, accelerating in the fifth or sixth gear at most speeds is not a problem at all, with ample pulling power at anything above about 1500 revs. Like most convertibles, the Boxster is fairly noisy with the roof down, a combination of wind, tyres on the road and peripheral noises can drown out the wonderful exhaust. Perhaps because of the positioning of the (mid) engine, the car actually sounds best when the roof is up, trapping the engine note in the cabin. Vision is improved greatly with the roof down. Aside from the canvas top, the only real giveaway inside that you're driving a convertible is the odd creak and rattle. Other than that, though, the chassis is tight as tight. Fuel consumption is relatively high, we averaged a touch above 16.5 litres per 100km in a mix of peak-hour traffic and the odd bit of spirited driving. It's unlikely any buyer would be bothered. A switchable stability control is non-intrusive enough to leave on most of the time. The brakes take quite a kick to bite hard, but have a wonderful amount of feel to them, stopping the Boxster hard, fast and straight. Inside, the cabin is a bit sparse for a $135,000 car, no steering wheel controls, no sat-nav etc but the Boxster is made to drive, not to lounge about in. Surprisingly, the stereo system was also a little below average. But, again, the engine sound track and pure driving fun makes this a near-redundant criticism. A nifty little spoiler on the back of the car pops up once you exceed the speed limit, at 120km/h, but you can also drive with a 'legal' spoiler by pressing the manual over-ride and raising it yourself. Why you would need it at slow speeds, other than to look good, is anybody's guess. For a two-seater, storage space is ample, with surprising amount of room in both the back and the front of the car. The front storage area, which is under the front bonnet where the engine normally sits in most cars, is deep and holds more luggage than you might expect, certainly enough to put in a trolley full of groceries. The back boot, although not as deep, also offers generous space. Being a true two-seater, however, there are obviously no back seats and no chance of getting more than two people in the cabin. It's a selfish car, on more than one level. But cabin goodies and luggage space are not what the Boxster is about. It's about the driving experience and, for any money, the Boxster is up there with the absolute best of them. Even though it's not a fabled 911, the way the Boxster looks, feels, handles and sounds is unmistakably Porsche.   Snapshot Porsche Boxster S Price: $134,600 Engine: 3.4L/6-cyl, 217kW/340Nm Transmission: 6-speed manual 0-100kmh: 5.4 secs   The rivals BMW Z4 M Roadster Price: $130,800 Engine: 3.2L/6-cyl, 252kW/365Nm Transmission: 6-speed manual 0-100kmh: 5.0 secs   Mercedes-Benz SLK 350 Price: $115,474 Engine: 3.5L V6, 200kW/350Nm Transmission: 7-speed auto 0-100kmh: 6.0 sec (approx)   Alfa Romeo Spider JTS V6 Price: $94,990 Engine: 3.2L V6, 191kW/322Nm Transmission: 6-speed manual 0-100kmh: 7.0 secs (approx)

Another week, another diesel. Nothing wrong with that, because they all deliver great fuel economy, most with excellent refinement. Some even manage the trifecta: strong performance as well. This has been a European-led invasion because they were the first to face high petrol prices and focused on diesel as the antidote. They have made great strides in driver-friendly technology. While Mercedes-Benz and Peugeot have been the long-term believers in diesel for Australian motorists, brands like VW, Citroen, Audi, BMW, Alfa Romeo, Saab and Fiat have joined in. Even Holden and Ford, Mazda, Dodge and Chrysler have jumped on the diesel-car bandwagon lately. So when Renault brings in a diesel version of its small car, the impressive Megane, the major surprise is that it has taken five years to get around to it. They were waiting for Australia's diesel fuel to improve, they say, then had to wait for an automatic transmission to be ready. Like the best of the breed, it is so quiet and refined you soon forget there is a diesel engine humming away up front. No rattle, no clatter, no chugging. It just trots along smoothly. Renault has 'repositioned' the Megane sedan (a polite way of saying they cut up to $4500 off the price), so petrol versions start from $24,990. That's bargain territory for a European-designed car, it is built in Turkey, packed with safety equipment and creature comforts. The diesel option adds $3000 to the entry-level Megane Expression sedan (including alloy wheels, which otherwise would be a $1000 option), $3500 to the upmarket-trim Privilege model. Coming in a couple of months will be a diesel version of the roomier and dearer Scenic, a five-seat 'people-mover' based on the Megane. Compared with the petrol Megane, power is down marginally, but torque is far greater, so no worries about the heartiness with which it pulls away once rolling. Just don't expect lightning acceleration from a standing start. Fuel economy is the strong point: 5.8 litres per 100km for the diesel manual versus 8.2 litres for the petrol equivalent. The Megane's four-speed automatic transmission is teamed with a less-hearty engine. Torque is 260Nm, a strong dose of pulling power though well short of the 300Nm which comes with the manual gearbox. Overall, the Megane arrives at a comparatively bargain price for a European car with a diesel of this size, this output, with an impressive list of standard features, especially its safety gear. It is very comfortable, with a huge boot and genuinely roomy and packed with clever touches.   Key points Renault Megane dCi Details: Compact sedan with 1.9 litre four-cylinder turbo-diesel engine. Power 96kW. Torque 300Nm manual, 260Nm automatic. Six-speed manual or four-speed automatic transmission. Features: Stability control, anti-lock brakes, airbags, airconditioning, automatic wipers and headlights. Cost: Expression $27,990 manual, $30,490 auto; Privilege auto $35,990. Rivals: VW Jetta, Peugeot 307, Citroen C3, Holden Astra, Ford Focus, Alfa Romeo 147. For: Refinement, fuel economy. Against: Renault's low profile here.  

In a quiet moment, even Land Rover admits the Freelander has gone from sinner to sainthood. The previous model, which was a hit in Europe but a lowly performer locally, was even nicknamed the “Freeloader” by many road-testers. The previous generation's respectable heritage was shattered by poor build quality, questionable reliability and lacklustre engines. Local buyers were aware of this and gave it a wide berth. Last year Land Rover sold 87 and in 2005 only 145 for the year. This time around though, the British company with a royal warrant and seriously chic Range Rover has got it right. Land Rover Australia says the Freelander is the most complete in its class and can justifiably take its place against the BMW X3 and Lexus RX330. Two petrol and two turbo-diesels are available. The petrol line-up is priced from $49,990 for the six-cylinder Si6 SE and $55,990 for the Si6 HSE. The Td4 SE and HSE models add $2000. Options include a $6890 “tech pack” with Bluetooth, satellite navigation and xenon adaptive headlights, $1500 for metallic paint and $3300 for a sunroof. The slick 3.2-litre in-line six is shared with Volvo but built by Land Rover and the punchy 2.2-litre Td4 comes from the French PSA Group. Both engines are mated to a smooth-shifting Aisin six-speed sequential automatic. The Si6 delivers a healthy 171kW at 6300 revs and 317Nm at 3200 revs. This is 30 per cent more than the old V6 and a 10 per cent improvement in fuel economy. The 2.2-litre Td4 ups the ante in the torque stakes, with 400Nm on tap at 2000 revs. This is significantly better than the 260Nm delivered by the old 2.0-litre turbo-diesel. The Td4 delivers a significant power lift. It develops 118kW, compared with the old car's 82kW, a 43 per cent increase. The new Freelander is only 50mm longer and 109mm wider, ensuring a bigger interior and larger boot. With the rear seats in place, luggage space has grown from 546 litres to 755 litres. Land Rover has maintained the Freelander look with the clamshell bonnet, stepped roof and chunky front end. It has a wading depth of up to 500mm and ground clearance of 210mm. The car is packed with technology, safety and standard equipment. It has a full-time Haldex four-wheel-drive system with four-mode Terrain Response that electronically controls the centre coupling to make off-roading easier. Terrain Response has settings for normal driving, grass/gravel/snow, mud/ruts and sand. To keep the car on the road there are anti-skid brakes, brake assist, corner brake control, stability control, roll stability control and hill descent control. With a highly rigid monocoque body and seven airbags, the car also manages a five-star EuroNCAP crash rating. After the dismal run of the previous Freelander, Land Rover Australia, general manager Roger Jory does not want to jinx the new car. But the company should be able to sell upwards of 120 a month for the Range Rover's junior sibling.

Step into the BMW Z4 Roadster and you are immediately enveloped in a cabin of sporty exclusivity. Long bonnet, long wheelbase, short overhangs, the BMW Z4 Roadster has classic roadster proportions, but combines muscle with a style that's all its own. It all adds up to a roadster that's as thrilling to look at as it is to drive. The good thing about the Z4 is that it is not just a boy toy. From a girl's point of view, the BMW Z4 is just as much a head turner, if not more, when there is a woman behind the wheel. It is the kind of car you want to rev at the lights, because you can. It is the kind of car you want to pull up right in front of an exclusive restaurant and parallel park. It is the kind of car you wish was in your driveway every morning when you walked out. The standard sports seats feature sculpted side bolsters for optimum support in fast cornering. The centre console, sports steering wheel and instruments form a harmonious ensemble. And the variety of fascia trim options gives the interior even more individuality. With its fully automatic remote control roof, the BMW Z4 Roadster will open up on command. Just press the button and the roof folds in less than 10 seconds, leaving not even a tonneau cover to spoil the aesthetic appeal. With the roof up, the variable soft-top box means even more space for your luggage, while the scratchproof mineral glass ensures you get a clear view of the cars you've left behind. The six-cylinder Z4 Roadster models deliver efficient and powerful performance. The 195kW 3.0si accelerates from 0 to 100km/h in a mere 5.7 seconds, with the 2.5-litre version not far behind, reaching the 100km/h mark in 6.5 seconds. Even more impressive is the effortless smoothness with which these aluminium/magnesium engines deliver their power. Less weight means more agility. That's why the BMW Z4 uses lightweight components for its suspension. The aluminium front suspension and five-link rear suspension guarantee sporty handling. The roll bars, springs and dampers are ideally matched to the engine and transmission. And the wide track, long wheelbase, low centre of gravity and 50:50 weight distribution ensure perfect balance at all times.

The few opportunities I've had to sample products bearing the Grange name have all been memorable. Apparently. The cork-restrained variety has something of a haze surrounding it, but the four-wheeled versions have been pleasant and better-recalled experiences. Not that I've mixed the two. That would be most unwise. The latest incarnation of the HSV flagship has done nothing to detract from the fond memories. There is something nice about getting from A to B in a leviathan. There's a sense of supremacy about it. It could be the 19 inch wheels, quad exhausts and the stance of a well-dressed bouncer that helps. The Holden Caprice donor platform provides a decent drive for such a large car, so expectations from the Grange are high. There are still some minor panel fit and paint finish issues but the overall quality of the car shows how far Holden and HSV have come. The other gripe is the fog lights. There's no problem with the lights themselves, but the pull-out function of the headlight switch to turn them on is impossible to use as there's no grip, a fault also present throughout the VE/WM range. Commuting in the big cruiser is unfussed, with precious few engine revolutions required to slice through traffic. The six-speed auto is a major improvement on the old four-speed automatic and part-throttle shifts are generally smooth and quick. A couple of shifts were a little rough; Ford's ZF six-speed still takes the cake overall. The Grange drives smaller than its considerable road footprint. Once accustomed to the girth, the Grange can be swiftly directed through traffic or up a winding Hills road. The latter can be achieved with considerable pace, thanks to 307kW and 550Nm from a six-litre V8, although the A-grade underpinnings can't completely deny Newton's laws of physics in the corners. The chassis performs admirably, with Magnetic Ride Control making its presence felt by offering decent ride quality despite tall rims and low-profile rubber. The system took HSV several years and over $4 million to develop. The dampers have a special fluid that contains metal particles that “respond to changes in an internal magnetic field to provide continuously variable damping force without any mechanical delays,” according to HSV. The ride quality is decent, although in Luxury mode there was a little bit of noise from the rear dampers; Performance mode tightens things up and makes the Grange quite agile for a car this size, but broken bitumen is best avoided in this mode. The cavernous and comfortable cabin is covered in light-coloured material, not a great colour for long-term wear characteristics or muddy Adelaide winters. Unlike some of the earlier VE/WM vehicles, we had few electronic problems with the centre screen and associated systems, although the Bluetooth failed to hook up once after being paired to the phone. The Bose sound system is top-grade and has considerable scope for volume, with a two-screen rear DVD setup that should be legislated as compulsory equipment for long drives with rug rats. In metal-for-money or power-per-peso terms, there's not much that will go with the Grange.

The few opportunities I've had to sample products bearing the Grange name have all been memorable. Apparently. The cork-restrained variety has something of a haze surrounding it, but the four-wheeled versions have been pleasant and better-recalled experiences. Not that I've mixed the two. That would be most unwise. The latest incarnation of the HSV flagship has done nothing to detract from the fond memories. There is something nice about getting from A to B in a leviathan. There's a sense of supremacy about it. It could be the 19 inch wheels, quad exhausts and the stance of a well-dressed bouncer that helps. The Holden Caprice donor platform provides a decent drive for such a large car, so expectations from the Grange are high. There are still some minor panel fit and paint finish issues but the overall quality of the car shows how far Holden and HSV have come. The other gripe is the fog lights. There's no problem with the lights themselves, but the pull-out function of the headlight switch to turn them on is impossible to use as there's no grip, a fault also present throughout the VE/WM range. Commuting in the big cruiser is unfussed, with precious few engine revolutions required to slice through traffic. The six-speed auto is a major improvement on the old four-speed automatic and part-throttle shifts are generally smooth and quick. A couple of shifts were a little rough; Ford's ZF six-speed still takes the cake overall. The Grange drives smaller than its considerable road footprint. Once accustomed to the girth, the Grange can be swiftly directed through traffic or up a winding Hills road. The latter can be achieved with considerable pace, thanks to 307kW and 550Nm from a six-litre V8, although the A-grade underpinnings can't completely deny Newton's laws of physics in the corners. The chassis performs admirably, with Magnetic Ride Control making its presence felt by offering decent ride quality despite tall rims and low-profile rubber. The system took HSV several years and over $4 million to develop. The dampers have a special fluid that contains metal particles that “respond to changes in an internal magnetic field to provide continuously variable damping force without any mechanical delays,” according to HSV. The ride quality is decent, although in Luxury mode there was a little bit of noise from the rear dampers; Performance mode tightens things up and makes the Grange quite agile for a car this size, but broken bitumen is best avoided in this mode. The cavernous and comfortable cabin is covered in light-coloured material, not a great colour for long-term wear characteristics or muddy Adelaide winters. Unlike some of the earlier VE/WM vehicles, we had few electronic problems with the centre screen and associated systems, although the Bluetooth failed to hook up once after being paired to the phone. The Bose sound system is top-grade and has considerable scope for volume, with a two-screen rear DVD setup that should be legislated as compulsory equipment for long drives with rug rats. In metal-for-money or power-per-peso terms, there's not much that will go with the Grange.