Luxury Reviews

Do not mistake this for a GranSport replacement. That was the message from Maserati this week as it launched what will surely prove to be the most beautiful new car of the year. The beguiling GranTurismo coupe will sit between the would-be Porsche 911-rivalling GranSport and the Quattroporte exotic/executive saloon. At least that's what Maserati says. Having experienced the versatility of this superb grand tourer in the Italian Alps, we'd say the newcomer upstages both. Its to-die-for design may belie it, but the newcomer is essentially a derivative of the saloon though with two fewer doors and 110kg less strain on the scales. Despite that it's a still thumping 1880kg. The GranTurismo also shares the saloon's drivetrain, namely the same delicious Ferrari-derived 4.2-litre V8 married to a six-speed ZF automatic transmission with sport mode and manual function via paddle shifters or the gearstick. Positioned as a rival for everything from Bentley's Continental GT, BMW's 650i, Jaguar's XKR and the Mercedes-Benz CL 500, the GranTurismo will be priced between $290,000-$300,000. The precise price will be announced when the Maser stops traffic at the Australian International Motor Show in Sydney in October. Local deliveries begin in the same month, most of the 2007 allocation having been pre-sold. Australian spec cars receive as standard 20-inch rims, Skyhook adaptive suspension, Bose upgraded stereo and comfort front seats. That operatic 295kW/460Nm V8 lacks low-down torque but gets the GranTurismo to 100km/h from standing in a claimed 5.2 seconds - a time which would necessitate use of the sport mode. Almost as impressively, the big GT can go from that speed to zero in 35m. The newcomer might not be intended to supplant the older coupe, but it's tough to imagine it not taking customers. Seating four adults in luxurious comfort, the GranTurismo is almost 4.9m long, with minimal overhangs on a wheelbase that's been reduced by 123cm from the Quattroporte, but retains a useful 260-litre boot capacity. Capable of relaxed and comfortable daily use, the coupe comes into its own when presented with a challenging road. It's a superbly balanced (weight distribution is 49:51) and confidence-inspiring handler. A bewildering array of cosmetic options, including 19 possible exterior colours, 10 shades of leather upholstery with various stitching and trim options (even the Brembo brakes come in a choice of five colours), ensure that no two GranSports will be precisely the same. Australia is Maserati's ninth-biggest market. The GranTurismo is expected to thrust local sales of the feted marque past 200 next year.         Snapshot Maserati Granturismo Price: $290,000-$300,000 (est) Economy: 14.3L/100km combined Engine: 4.2L V8, 295kW, 460Nm, 0-100km/h 5.2 secs Verdict: Weepingly beautiful, the GranTursimo is at home on the freeway and the B-road.  

This two-litre is blissfully flexible with response on tap all the way through the rev band. The headline almost came with the same element of surprise as one which screams “Poms win the Ashes.” A British magazine recently carried a cover story which simply said “RS4 beats new M3.” It was the face-off everyone who takes even a passing interest in supreme compact German performance had been waiting rather impatiently for. Until now everything that had come up against the M3, which started life as a four-cylinder more than 20 years ago then progressed for a few generations as a cracking inline six before going the grunt with a high-revving V8, had come off second best. Beating the super coupe by which a performance chassis is measured is no mean feat. But this test is not about the M3 nor, for all its glory, the RS4. It is about the Audi S3, which unlike the RS4 has few direct rivals. Even so it will be of no surprise that the second-generation S3 crackles and sizzles. At $65,500, this two-door hatch is not on everyone's shopping list, as defined by the 32,000 global sales of the first generation. There is simply nothing on the market, not the rice-burners from Japan, not even competition from within the family such as the VW Golf R32, that comes close to fusing the levels of luxury, quality and slick performance as the S3. Slide into the S3 and the splashes of silver around the air vents, door handles and gear lever are reminders this is quite different from the cooking class of A3s. Audi's trademark interior style and quality build rolls out like a red carpet. Point-to-point the S3 is a stirring ride with crisp steering, impeccable handling and loads of grip from the Quattro all-wheel-drive layout. The steering is well weighted and it thankfully transforms from being light at low speeds to feeling heavier as you truck along the highway and plough through bends briskly. This is a very slick hatch and for all its A to B prowess it remains quite liveable as a day-to-day drive, as it somehow gives you a ride that is the perfect balance between cosy and hard. And that is even taking into account the low profile 18-inch wheels and the fact the ride height is 25mm closer to the ground than an everyday A3. Running stiffer springs and dampers, the S3 is vice tight with excellent body control. It has “let me loose in a tarmac rally” written all over its windscreen. There is a Japanese slant to the intercooled turbo with the wastegate nattering away as the driver lifts off the throttle. The aural experience intensifies with the pace as the note becomes more pronounced from about 4000rpm. This two-litre is blissfully flexible with response on tap all the way through the rev band. Even in the upper echelons and in sixth gear there remains urge on demand. Specific power is an impressive 7.73kg per kilowatt, as the reworked engine develops a total of 188kW with the 330Nm of torque running through the most important part of the range from 2500-5000rpm. It can take more load, Audi has given the engine more strength with stronger pins for the pistons, new rings and reinforced connecting rods with new bearings that transmit the increased force to the crankshaft. Given that this 5.9sec 0-100km/h S3 is no slouch, it runs massive 17-inch brakes that bite big time. There are black calipers all round with the ones on the front gaining the S3 motif. The S3 is easily identified on the road with with trademark S silver wing mirrors, a rear roof spoiler, front and rear aprons and diffuser and prominent sills and the S logo embedded inside the single-frame grille. An improved range of colours are available now with the test car, a striking Sprint Blue pearl effect not a patch on an exclusive, Solar Orange hue if you really want to be ostentatious. The boot space is relatively tight at 281 litres but the rear bench seat folds flat increasing the load area to a wagon-like 1011 litres. Dynamically, the S3 should be an improvement over the first generation with an increase in wheelbase by 59mm to 2578mm. Silk Nappa leather comes standard. The multi-function flat bottom steering wheel comes as a $700 option as does metallic paint at $1300. If you really want to lash out on options there are Audi Exclusive front buck etseats for $6700 and the Navigation Plus pack, including the glove box-mounted CD changer, is available for $5300. On its own the CD changer in the glove compartment is a $950 option. It is very much a select market this hot hatch and Audi says it will be happy with sales of around 100 per year.   Audi S3 $65,500 Engine: 3 stars Elastic, responsive, meaty Transmission: 3 stars Well spaced ratios with a tidy shift action Handling: 4 stars Ride is quite neutral and corners like it's on rails Safety: 4 stars Every conceivable safety system is covered Value: 3 stars On its own, $65,500 for a two-door hatch is exorbitant, but there is some justification in bang for your bucks   Tech specs Body: 2-door hatchback Engine: direct-injection four-cylinder with intercooled turbocharger Power: 188kW @ 6000rpm Torque: 330Nm @ 2500-5000rpm Transmission: 6-speed manual Tyres: 225/40 R18   Verdict For: Blissful marriage of comfort, quality and red hot performance Against: You could have three Mazda 3s for this price Will get you to the opera in record time and in comfort Overall: 4 stars  

At the same time, it wouldn't do to alienate the more mature market that's been the mainstay of the brand. So Stuttgart is offering a split-personality C-Class range, with an each-way bet of a sporty trim to lure young turks and the conventional type for traditional buyers. The blatant clue is the nose badging: trads get the customary, discreetly-small gun-sight logo mounted on the bonnet, turks get a dinner-plate sized version embedded in the grille and usually seen only on the coupes. The C-Class is the crucial, key-entry point into the badge. Of the six million sold globally since 1982, about 40 per cent were to first-time Merc buyers. That's close to 250,000 new disciples a year who might gaduate into the E-Class and S-Class. So to attract newbies and foster their loyalty, the C-Class has been given an equipment and visual taste of the top shelf, with echoes of S-Class styling most noticeable around the nose. Toss in swelling wheel arches, a strong line rising along the flanks into sharp new tail-lights and functional rear vents that suck air through the arches, removing the need for a spoiler lip and you have a vastly better-looking body. Cabin cues for the generation gap mean the turk's Avantgarde spec gets a sparkling emphasis on the exotic; black birdseye maple, chrome and aluminium (think Prada shoes and high-end Nordic jewelry). But of the two traditional fit-outs, the cheaper Classic spec's piano-black trim is the more understatedly stylish (Bally loafers and jeans), while the higher Elegance level tends towards burr walnut and an unfortunate choice of beige with more beige (Hush Puppies and button cardigans). But colour preference aside, the cabin is comfortable, apart from wind rush around the larger door mirrors, politely hushed. The more angled dashboard seems further away from the front seats, and there's plenty of front leg and shoulder room, although no noticeable increase, despite the car having sprouted a bit more length and width. Front-seat passengers get plenty of headroom, too, but the rear is compromised by the sloping C-pillar. The longer-legged will still find their knees grazing the seat backs. But the pay-off is that the boot holds a full-sized alloy spare, where others have space savers (or nothing at all in the run-flat obsessed marques). There's a substantial amount of standard loot, including a multi-function steering wheel, Bluetooth and MP3 interfaces, an automatic two-zone, climate-control airconditioning and a six-stacker CD audio system with a 4.5 inch colour monitor. Options include Merc's central knob COMAND satnav/DVD/info control system and goodies like Harmon/Kardon audio, panoramic sunroof and other lust-haves. Sadly, buyers here will have to wait on government approval for Europe's intelligent headlight system that adjusts in response to oncoming traffic and pulsing emergency brakelights. But the new C-class gets for the first time and the only standard in our market; the Mercedes Pre-Safe system that detects a crash risk and prepares the car, tightening seatbelts, adjusting seats, closing windows and sunroof. Of course, the rest of the safety list is impressive, with a stronger body and improved crumple zones bolstered by an arsenal of airbags, electronic stability and ABS with brake assist. The car is expected to easily win a five-star rating in official crash tests. Upgraded and boosted engines mean the new entry level is the supercharged C200 (the C180 having been axed) in-line 1.8-litre petrol four-cylinder. An extra 15kW raises it to 135kW/250Nm that gets to the rear wheels via a five-speed automatic with sequential mode. The same transmission delivers the 125kW and 400Nm of the four-cylinder 2.1-litre turbodiesel in the C220. Despite the force-fed help those engines get, on the road they're confident and refined, but never really sporty. The five-speed box is staid in fully automatic mode and inclined to change up too early and down too late. Pushing it into sequential mode stirs things up a bit but changes are delayed by a couple of seconds, unless you bury your foot in the carpet to convince the system you mean 'now.' The manual, a no-cost option, might be a bit more persuasive for those who want to shift for themselves. But fire up the C280's 3.0-litre petrol V6, with 170kW and 300Nm channelled through a seven-speed automatic and you'll find a whole new world of fun. With plenty of urge on tap, this is the combination that throws the best spotlight on all the work Mercedes has done to improve the driving experience. All the new variants benefit from a wider track and sharper steering, but it is the C280 that makes the most of the more direct ratio, flicking in and out of corners and lanes with joy. And these more energetic stints emphasise the flexibility of the new suspension, which adapts to the driver's style and road conditions with a system of variable shock absorbers. Cruise around sedately and it is solid, but compliant. Get a bit more athletic and it firms up to give tauter handling and fantastic road-holding. The 17-inch alloys bearing mixed-width tyres (the rears larger than the fronts) help it claw into the road. A wagon and coupe won't arrive until 2008, but Merc hopes to sell close to 4000 C-Class sedans this year, including the run-out model. They would eventually like to capture 30 per cent of the segment, a slice they achieved in 2002. They expect the volume seller to be the $56,900 C200 (which slips in under the luxury car tax bar), followed by the $60,300 C220 CDI and then the $85,000 C280, which gets the $5700 turk's trim added at no cost.     Snapshot Mercedes C200K Price: $56,990 Economy: 8.4L/100km Engine: 1.8-litre supercharged 4-cylinder 0-100kmh 8.8 secs   The rivals BMW 320i Executive Price $58,500 Economy 7.9L/100km Engine 2.0-litre in-line 4-cylinder 0-100kmh 9.7 secs   Audi A4 1.8T Price $56,150 Economy 8.6L/100km Engine 1.8-litre turbo in-line 4-cylinder 0-100kmh 8.6 secs   Lexus IS250 Price $56,490 Economy 9.1L/100km Engine 2.5-litre quad cam V6 0-100km 8.4 secs  

Nobody has ever argued successfully that the lads and lasses at Volvo have spent the long watches of their winter darkness being anything but serious.

The Volvo flagship is the S80 saloon, a large sedan with plenty of interior space and comfort as well as a good, long boot. It feels solid and while it's no razor-sharp sports sedan it does have poise and balance. On test was the front-wheel-drive S80 with diesel engine priced at $71,950. A 3.2-litre, 175kW six-cylinder and a lusty 232kW, 4.4-litre V8 are the petrol engine versions. They are all-wheel-drive and cost $75,950 and $95,950 respectively. The diesel's five-cylinder transverse engine sits ahead of the front axle line - a recipe for understeer, which can be detected as the load builds up on corners, yet the tyres hang on without complaint. At steady speed, even on the highway, there is no engine noise. This S80 drove up Willunga Hill at 100km/h (1800rpm) with no need to change down a gear in its six-speed sequential automatic. Admittedly, helped by cruises to Goolwa and through the Hills to Murray Bridge, we averaged 6.9 litres/100km. There's much to like about the Volvo S80. Comfortable leather seats the front ones can be heated and with three memory settings. Shock absorbers can be set to comfortable, sport and the even firmer advanced to keep the body flatter for 'advanced' driving. The dual-zone climate control is a beauty, showing the Swedish ability to clear within a minute or two a windscreen iced on the outside. Volvo safety includes a host of airbags, stability control and special head restraints. Rear head restraints fold out of the way at the flick of a switch for better visibility. The parking sonar helps, too.          Small Torque Volvo S80 D5 Price: $71,950, Engine: Inline five-cylinder, turbocharged diesel, dohc. Power: 136kW at 4000rpm. Torque: 400Nm at 2000rpm-2750rpm. Transmission: Six-speed sequential shift automatic, front-wheel-drive. Brakes: Ventilated front discs, solid rear discs. ABS. Fuel: 7.2 litres/100km (claimed). Tank 70 litres. Wheels/tyres: 17in alloy; 225/50 tyres. Space saver spare. Dimensions: 4851mm long, 1861mm wide, 1493mm high; 1587kg. Tows 2000kg. Also consider: Peugeot 307 SV diesel, 150kW, $61,990. Audi A6 quattro diesel, 165kW, $99,900. Mercedes-Benz C220 CDI diesel, 105kW from $70,490. Chrysler 300C CRD diesel, 160kW, $57,990. S80 D5 options: 18in wheels, 245/40 tyres $1500, interior clean zone $250, metallic paint $1350, sat-nav $3950, heated rear seats $495, sunroof $2650, BLIS warning system $1200, active cruise control $2950.  

Warning luxury SUV drivers. The following article contains words and images that may disturb some readers. You see, we did something that many owners of luxury “soft-roaders” would never contemplate. We actually took the vehicle off road. After all, the Lexus RX400h is classed as a Sports Utility Vehicle: sports meaning sporty I suppose, and it has a bit of that about it, because it looks sharp and goes great, and utility meaning all-rounder I would imagine. OK, you wouldn't throw your tool box in the back, or haul a bogged cow from one paddock to another, but sport and utility surely mean that this vehicle is meant for fun and that means getting off the beaten track occasionally. When I first learnt that I was taking the new RX400h for this trip, I logged on to the Lexus website to get a brief rundown on what I could expect when I got behind the wheel. What really grabbed my attention, though, were the options, it didn't have any. This car has everything as standard; there's power everything, heated leather seating, sat-nav, a DVD system, dual climate-control airconditioning, airbags everywhere and the list goes on and on. But what sets this vehicle apart from its rivals in the luxury SUV class, is its hybrid drive system. It really is a wonderful piece of technology. In a nutshell, it has a 3.3-litre V6 petrol engine, supplemented by three electric drive motors (two up front, one in the rear). Using electrical energy generated by the petrol motor, it then powers the two electric front motors, and when needed, the rear electric motor, for a combined output of 200kW. The really cool part is that even when you hit the brakes, the Regenerative Braking system captures the kinetic energy, which is normally wasted. This energy is then converted into electrical energy, which is used to charge the battery. Confused? The real benefits are the excellent fuel consumption and much lower engine emissions compared with normal petrol and diesel drivetrains. In the nearly 700km of combined urban highway and dirt road bashing that we undertook on this mission, it drank an average of about 10 litres per 100km, which is very impressive for a two-tonne car. Yes, that's a lot of car, especially for what is essentially a mid-sized SUV. For just under $100,000, you would expect plenty as well. As with all Lexus vehicles, everything is done well. But despite all the bling of this car, I didn't find myself overwhelmed by the fact I was in a $100,000 luxury car. The leather seats were comfortable, but slippery and unsupportive on tight cornering. The handling was adequate, and the ride was smooth and quiet, but hardly sporty. Dials and instruments were all user-friendly and accessible. The sat-nav system was very functional but took some getting used to. Once on the open road though, the RX400h was at its best. Fuel consumption plummeted and, when required the V6 had plenty to spare, with effortless overtaking. When we hit the well-maintained dirt roads just out of Canberra, the RX400h remained comfortable and able, although we did notice some rear-wheel loss of traction at times. This car had road tyres fitted, so better-gripping all-rounders may have made all the difference. The Brindabellas make the drive well worthwhile. If you plan to stay the night, there are many popular camping spots on the approach to Wee Jasper. Banjo Paterson part-owned a property on the banks of the lovely Goodradigbee River, so his children could get a taste of country life. We also decided to set-up camp next to the river at Billy Grace Reserve. Equipped with hot showers, flushing toilets and a hospitable ranger who cut wood for our fire, which was needed. From the reserve it is only a short drive to the village itself. Here you can find a tavern and general store that serves the 100-odd residents, and trailer loads of holiday campers who flock to this pretty town bordering the Burrinjuck Dam to fish, camp, swim and waterski. We decided to visit Carey's cave, just out of town. This is a magnificent limestone system dating back about 40 million years. So back to the Lexus. Being the only AWD available in Australia, it's a compelling argument for purchase if you have a spare $100,000 and require all the extras. But most of the “luxury” items were simply unnecessary and if something in this vehicle's array of extras were to go on the blink, then it could be catastrophic.

There is always something special about a BMW M3. It has been an extreme excitement machine for every one of its 20 years, thanks to roots sunk deep into BMW's motorsport division. The M machine is fast, focussed and fun. But there is something extra special about the M3 in 2007, it's the V8 engine. Dropping the four-litre V8 into the nose of the very latest M3 has made it a marvel, not just thanks to a powerplant with 309kW and a redline set at 8400 revs, but also because the rest of the car has been lifted to the same level. It is a lion of a car, with the capacity to maraud and maul, to rip the heart out of its rivals, yet also purr like a giant kitty. The choice is entirely up to the driver. And that is the real marvel of the new M3. It is so strong and so sharp, yet also tame and regal and refined. It seems like a contradiction, even in a world where Porsche, Ferrari and even Audi do supercars without real vices, but BMW has done a brilliant job on a car that is still the pinnacle for the brand. You can see it in the aggressive bodywork and carbon fibre roof, feel it in the leather trim and the plastic mudguards, and hear it in an exhaust note, both restrained and threatening, coming from the M car's four signature pipes. But you really feel it when you drop the hammer and the M3 V8 erupts and the car pounces and bounds towards the horizon. The new M3 is not going to be cheap. BMW Australia says somewhere in the $160,000$165,000 range, which is a hefty $20,000 increase. It won't be easy to get one as sporty drivers rush to showrooms in the early months after deliveries begin in October. I also think BMW should have brought the car out with its new-age, seven-speed double-clutch gearbox; not just the six-speed manual, added some cupholders and re-worked the armrest on the console to make gear changes easier. Oh, and a lot of the driver-adjustable electronic systems are silly and unnecessary. They seem more like toys for the Xbox generation in a car with impressive basic engineering and wonderful in-house computer programming. Still, almost everything about the M3 is excellent, even measured against the already-classy 335i twin-turbo coupe and the rampaging M5 with its F1-inspired V10 engine. It's not a Porsche but it's not trying to be, and a Ferrari does not have the boot or back seat of the M3. Eventually, there will be an M3 convertible built into the company's latest folding-roof coupe, but the regular car is more than enough for now. It hits the road after the most intensive and costly development program in M3 history, which means 80 per cent of parts are new or improved. Much work has been devoted to weight reduction, even though it's 80kg heavier than the previous six-pack M3, and higher-tech electronics, noise reduction and more comfort and safety. There is a lot of stiffening around the suspension, the weight balance is an ideal 50:50, the iDrive system includes the latest 'favourite' buttons and an MDrive setting for the driver's sports preferences, and the body is hunkered down and muscled up with a look that says M. “We have a big commitment, an obligation,” says technical director of the BMW M division Gerhard Richter. “We know exactly what our customers want to have.” In the case of the M3, that meant a V8. So the engineers shaved two cylinders from the M5's V10, then went to work to liberate those 309kW and 400Nm of torque with a claimed fuel consumption of 12.4 litres per 100km. “The engine is the smaller brother of the V10,” Richter says. Measured against the outgoing six it has 17 per cent more power, is 15kg and 7 per cent lighter and uses 8 per cent less fuel. It is mated to the six-speed manual transmission and an M limited-slip differential feeding power to the rear wheels, while the car rolls on 18-inch alloys (19s are optional) with single-piston brake calipers gripping vented and cross-drilled discs, with sports-tuned fully independent suspension. The electronics in the car run from the usual anti-lock brakes and stability control to driver-adjustable servotronic steering and throttle response. There are front-side-head airbags, all the electric assists, classy air-con and leather wrapping you expected in a $150,000-plus luxury car. But the M3 is all about driving, right down to the hot laps with Richter on the classic Nurburgring course in Germany. It also comes down to the numbers. So the M3 V8 does the 0-100km/h sprint in 4.8 seconds, will slam through an 80-120 overtaking run in 4.9 seconds in fourth gear, and is only held back to 250 km/h by a corporate agreement and slick electronics. The first 10km in the new M3 are extraordinary. And it's not about the speed. Yes, there is speed and more than enough for any situation, up to and including a full-on racetrack attack. But it's the flexibility and refinement that makes the big impact. The new M3 will pull from just beyond idle in any gear, including sixth, is as quiet and comfy as any other 3-Series coupe, and makes no special demands on the driver. If you want to dribble along it will do the job. But if you prefer a wicked spin to 8400 revs it's just as happy. It tricked in traffic without complaint, when it was easy to appreciate the excellent air-con and the latest supportive M seats. They are not as contoured or as race-shaped as earlier buckets, yet are more comfortable and make for easier access to the back seat. The ride is firm but not sharp, the car is quiet but still announces its presence, and the controls are all firm with a direction connection to the road. And the V8? Incredibly flexible, with a strong surge of torque from 2000 revs, which grows to a roaring power burst that runs from 5500 revs all the way to the redline. And even the rev-limit is new age, with the bap-bap-bap interrupter of previous models replaced by a gradual shutdown, which is easier on the catalysts and kinder to the environment. The M3 mostly does what it is told, with the driver making the decisions on braking distances and cornering balance and exit speeds. It will really get up and go, but it is also swift and sensible with a turn-and-squirt approach to most bends, even at speeds that seem silly. It is a car you can thrash and push and hound, really having fun at the race track. And then you can drive it back to town. I found the electronic adjustments in the car were mostly meaningless with the best result on the basic settings for steering, throttle, stability control and suspension. Although play racers will probably go for heavy steering, sharp throttle and stiff suspension without realising the car works better the way the M engineers set it in the first place. The M3 has always been a car for its time. This time the beast has been tamed just enough to ensure it does not go extinct.

With a surname like mine, it's not surprising that it's the smaller things I take most notice of. The new Audi TT Roadster is definitely a compact little package despite being bigger than its predecessor. Its clean, crisp and purposeful lines are pleasing to the eye and give it bigger status on the road than first impressions suggest. The V6 version, $92,900 as tested, also exudes a bigger growl of an exhaust tune than you would expect from this punchy all-wheel-drive packet. The 3.2-litre-capacity engine delivers a healthy 184kW of power, coupled with Audi's S Tronic transmission, which has two clutches and pre-selects the next upward gear providing performance levels that are far from diminutive. The baby two-litre four-cylinder turbo version drives only the front wheels and delivers 147kW of power. So, just what were the little things about the TT that got my attention? The time it took to close the rag-top roof, the efficiency of the seat heaters, the retractable cabin wind blocker, the magnetic ride control and the retractable rear wing. Audi too, when developing the TT Roadster, certainly knew that little things count. A roof which closes in 12 seconds might seem like a little thing, not so in the fickle weather we've had in Adelaide of late. With few chances to enjoy some open-top driving last week, having the ability to confidently close the roof during a traffic light stop as rain approached became a big 'little' thing. The efficiency of the seat heaters was more a case of small things amusing small minds (yep, I'm a bit of a big kid at heart). A touch of the button on the passenger seat controls soon got the desired result, with my vertically challenged female passenger complaining she felt flushed, before asking “has this thing got seat heaters?” The retractable wind block directly behind the seats is a practical small thing, while the retractable rear wing, to aid stability at higher speeds makes a statement. Optional Magnetic Ride Control, which allows the suspension to be stiffened at the press of a button, provides more than a subtle change in the suspension and offers sportier characteristics when selected. The TT is equipped with class-leading technology. The newest generation of Audi Space Frame combines both aluminium and steel to achieve lighter weight (1295kg) and better weight distribution for better driving dynamics. Audi's S-tronic gearbox offers the performance of a manual transmission with the convenience of an automatic, and shifts faster than any driver could at 0.2 seconds per shift .  However, paddle shifts behind the steering wheel provide the driver the opportunity to do it themselves if they so please. There's nothing small about the TT's long list of standard luxurious and sporty features. Standard equipment includes leather and Alcantara-covered sport seats, automatic climate control, electromechanical power steering, Audi Concert audio system with in-dash CD changer, 17in alloy wheels, keyless entry with alarm, cruise control and leather-wrapped flat-bottom sport steering wheel. In short, the Audi TT Roadster is full of little things to make it a whole lot of fun.  

It was one of the better ideas to come out of the rush to cash in on the crossover boom, which hit the automotive industry almost a decade ago. At a time when the common option for a family wanting a weekend 'get away,' or annual holidays was a substantial four-wheel-drive, Audi came to the party with something practical and clever. The Allroad held enormous promise and represented the upper end of a segment dominated by Subaru. A practical family wagon with enough off-road and soft-road ability to take the average city slicker into country, they could describe as adventurous to workmates on Monday morning. With about 1000 sales in Australia between 2000 and 2005 the original Allroad was not a huge success, but it did pay its way and offered good value for anyone shopping the top end of the market for the Aussie dream of escaping to the bush. It is therefore, more than a little ironic that the 'improved' second generation of the Allroad fails the Federal Government's test of what constitutes a four-wheel-drive under the tariff regime. The head office designers have done Audi no favours in Australia with the lower-riding, longer wheel-based new Allroad, unable to meet enough of the 4WD criteria to qualify for the lower 5 per cent import duty. The upshot is the Allroad's price has shot up by $21,000 to $106,000, and that's the basic package. Options such as satellite navigation, Bluetooth phone, reversing camera, sunroof, upgraded leather, iPod compatability and a voice activation system can lift the price beyond $110,000. All of that in no way stops the Allroad from being a good idea. Stylistically the Allroad is a more adventurous A6 Avant. There are some extra bulges in the exterior cladding, neat aluminium roof rails, an Allroad badge and not a lot else to set it apart to the casual observer. Watch closely and you may catch it rising and falling on the adjustable air-suspension, something that set the original Allroad apart. Step into the cabin and you could be in almost any of Audi's large passenger cars. The cabin is roomy and light, the leather seats comfortable and well bolstered. In keeping with the A6 in general the instruments are well placed and easy to read. Audi's command centre control system, a simpler and more intuitive version of BMW's ground-breaking i-Drive, bringing most of the main control functions easily to hand. Sound system, navigation, suspension settings and phone are all just a click or a twist away. Twin dual-stage front airbags, side bags for front and rear passengers and Audi's sideguard curtain airbag offer a strong passive safety comfort. A full complement of electronic safety systems includes stability and traction control, anti-skid brakes and the Quattro all-wheel-drive complete the active safety story. Four 17-inch alloys are standard fit but the spare is just a space-saver. Space for the rear passengers is generous if travelling four-up, less so with a third across the rear. Load space is generous without being excessive. With the rear seats in place there is ample room for luggage for four, the clever rails system in the floor of the luggage compartment offers a variety of options for fixing or steadying any load. Fold the rear seats down and load capacity is out to 1660 litres. Rear access is aided by electronic opening and closing of the tailgate. The air-suspension offers five settings ranging from 125mm to 185mm clearance. They can be set manually but will adjust automatically when speed and road conditions exceed factory settings. The damper settings adjust automatically in concert with the ride heights. Around town and on the open road the settings and adjustments are both subtle and supple. Ride varies from plush to a little floaty at higher speeds but is never unacceptable. Stability and grip from the Quattro system is superb, let down only slightly by steering that is a little remote and light when pushing on. However, in city traffic and carparks that same lightness is a blessing when manoeuvring this large car. So far so good, but it is where the Allroad could have fallen down that it really excels. Too often a good package is spoilt by an inadequate or inappropriate engine. Happily, that is not the case with this Audi. The 3.0-litre TDI is a gem and as good as it is in the hulking Q7, it stands apart in the lighter (1800kg) Allroad. The engine's 171kW gives enough power for top speed and cruising capability, but it is the V6's 450Nm of torque that is the key to the pleasure you get from this oil-burner. At anything over 1400rpm the urge through the all-wheel-drive is little short of manic and doesn't start to go away until you cross 3250rpm. Controlling that torque is Audi's six-speed tiptronic transmission, which without fuss keeps the meat of the torque curve engaged. It is good enough that after a couple of experiments with the manual shifters, most owners will not bother with anything but full automatic. It is nothing unusual but you will not see fuel economy approaching the 8.8 litres per 100km claimed by Audi. Mostly driven in the city and with a good lashing of enthusiasm, the test car returned an average of 10.2 litres per 100km, still acceptable for such a substantial vehicle.   The Bottom Line Stylish, practical and expensive. It is a shame many potential buyers will turn away from the Allroad to other, less city-friendly options to pocket a substantial saving. Snapshot Price: $106,000 Engine: 3.0L V6 turbo diesel; 171kW, 450Nm Transmission: 6-speed tiptronic Economy: 10.2L/100km (as tested), 8.8L/100km (claimed)   The Rivals Subaru Tribeca Price: $60,990 (3.0R Premium 7-seat) Engine: 3.0L/6-cylinder; 180kW, 297Nm Transmission: 5-speed auto Economy: 12.4L/100km   BMW X5 3.0d auto Price: $86,800 Engine: 3.0L/6 cyl turbo diesel; 150kW, 480Nm Transmission: 6-speed auto Economy: 9.4L/100km   VOLVO XC90 D5 Price: $72,950 Engine: 2.4L/5 cyl turbo diesel; 136kW, 400Nm Transmission: 6-speed auto Economy: 9.0L/100km  

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