Luxury Reviews

Some of the toughest roads in Africa are being used to fine-tune Volkswagen's next assault on Japan.

It's not as though Italy won't do autos, such things are increasingly available in Alfa Romeos even in the ostensibly sporty Brera. It's more that Italians seem to regard slushers as an affront to what they believe fervently is their collective ability to drive like gods of the racetrack. That said, on the whole they make Australians look like the neophytes they are. Then there's the question of the auto's state of origin — the United States. The Italian attitude can be discerned in any car-hire establishment; in their boot-shaped peninsula wherein requests for auto are greeted with by a semi-sneering, eyes-rolled-towards-the-heavens: 'American transmission.' That the feted marque Maserati has fitted a torque converter auto to its flagship Quattroporte sedan and can be seen as a milestone. When the Quattroporte Automatica was presented to the world in Monaco earlier this year, the company suggested that this gambit was being made with women in mind. That's the sort of quaintly patronising candour that would get you hauled up before HR over here, never mind that it happens to be true. In fact, the move stems from Maserati's need to be seen as a genuine alternative to the top-end automated Teutons; (Automoteutons?) such as Mercedes-Benz's grandiloquent tourer, the CLS 63 AMG, and BMW's relentlessly capable but aesthetically appalling 7 Series. Until now, the seductive Masers have come with a 'Formula One-style' DuoSelect gearbox that, while having a Drive mode and no clutch pedal, could be a lurching, jerking and decidedly non-luxurious thing to drive. While the hardcore will cling zealously to these things, the overwhelming majority of new Quattroporte buyers will now tick the automatic box. Miscreants have chided that the six-speed unit used by Maserati is supplied by the firm ZF, who also make the unit fitted to Ford's humble Falcon. The two are to each other what Jacob's Creek Shiraz is to Hill Of Grace. Epic re-engineering was undertaken to adapt the ZF to the car without adversely affecting its near-optimum weight distribution, and to enable it to accept its high-revving, Ferrari-supplied 4.2-litre V8. The means by which this was achieved is a story in itself. Suffice to say it works beautifully and those whose machismo (or lack of it) is not linked to their transmission will find that Quattroporte auto drives almost as adroitly as DuoSelect. Certainly the new deal is sweeter in most forms of driving. In any case, the auto has a manual option that can be enhanced by in the upper-spec models; with steering wheel-mounted paddle shifters. For the main part, it simply won't occur that a torque converter is present, though flatten the loud pedal and it will kick down the appropriate number of gears whether it's in manual mode or no. Against that, the paddles can override Drive, though full auto function returns if you leave the flippers alone for a bit. Another upshot of the mechanical jiggery pokery; entailed by the auto adaptation is that the new models are actually fractionally better balanced than DuoSelect cars. Forty nine per cent of their weight is toward the front; 51 per cent aft. The 295kW Fazza bent-eight engine now offers lower fuel consumption. Rather more to the point, it offers more torque, the peak level of 460Nm attained at 4250rpm. If the Maser is a balm to the eye, it's certainly a blessing to the ears. The Quattroporte cannot match the autobahn-sturming Merc and Bimmer in a straight-line blast (the auto adds 0.4 seconds to the standard sprint distance), but it will resonate like Pavarotti hitting the climactic bit of Nessun Dorma. If the ride is less cloistering than other luxury sedans, the Maserati's boundless appetite for consuming corners provides a massive pay-off. Accurate, if somewhat bantam-weighted steering, prodigious grip and willingness to hang on through mudguard-scraping bends utterly belie its almost two-tonne unladen weight. The automobile weighs in 70kg above the DuoSelect. Indeed, although always with the exception of the 7 Series, winding roads tend be where the Maser leaves behind those rivals listed below. With the first-class interior enhanced by such contrivances as cupholders and an electronic parking brake, the Quattroporte Automatica can be just as sedate as any luxury barge. However, a smallish boot compromises its golf-club facility. The inside story is one of bespoke elegance. You can stipulate a level of fitting and finish comparable to a suit tailored by Brioni, with myriad combos of wood-grain panels and leather trim. The two new exterior colours, a deep blue and a dark metallic, become the car though not so as well as the pearlescent white. There's also a new woodgrain interior feature, Tanganyka, and a new interior trim, Grigio Ghiaccio. The Quattroporte Maserati has always exuded an air of affluence in keeping the trident badge, it's just that now with the creamy ZF, it won't behave in traffic as though its been stuck in the bum with a trident. Drive the Maserati in the spirit intended and you'll discover not so much a rival for the usual luxury suspects, but a car that attains levels to which they don't aspire — and it does so automatically. Oh, the power and apassionata. At last, a genuine Latin alternative to the Teutons.

It became far too expensive for a while as the price crept up towards $90,000, but a new model and solid pricing has returned it to the top of the Honda Australia line-up. The Legend now hits the road at $74,500 with everything you could want and more, delivering the sort of luxury and relaxed driving that hits the spot with a lot of people. It is a formula that has always worked for the Legend, which had a safe but secure spot in Australia until the dollar dived and prices went badly the wrong way. It will never win a car-of-the-year contest and we struggle to see the benefit of Honda's new super handling all-wheel-drive system. But the basics are good, the car is comfy and you get a lot of equipment for the money. It also makes a safe and sensible case against a lot of Euro cars that cost the same and deliver less, or cost a lot more for a similar deal. The Legend is genuinely new and Honda said it even overpowers its NSX sportscar, which was set against Ferrari in a Japan-against-Italy supercar contest in the late 1980s, with a 3.5-litre V6 that punches out 217kW and 351Nm. The Legend is much heavier than an NSX, of course, so it does not run as hard. But the engine is hi-tech and efficient. It's the same in all sorts of areas, from the use of aluminium in the body structure to active noise cancellation to make the cabin quieter and solar sensing, automatic airconditioning. Honda has always gone its own way with technology and the Legend is its new showcase, with everything from a drive-by-wire throttle, to a five-speed automatic gearbox with paddle shift levers. Then there is the AWD, basically a safety system that detects low-grip situations to kick in the rear wheels and also splits torque front-to-rear and side-to-side in the rear axle. “This new Legend is vastly superior to our previous model,” Honda Australia senior director Lindsay Smalley said. “The European brands have a strong image and make great motor cars. But if you look past the badge, is the engineering any better?" The equipment in the Legend also rings all the bells, from leather seats and a sunroof to side and rear sunshades, electric front seats, electric adjustment on the steering column and an auto-dimmer rear-view mirror. It also has lights that turn corners to follow the steering and a rear-view camera. On the safety front, it has everything from anti-skid brakes and traction control to brake assist and front-side-curtain airbags. Based on its body, the Legend qualifies as a mid-sized prestige car and that means it lines up against everything from the Audi A6 and BMW 5-Series to the Saab 9-5. It also lines up against the latest WM Statesman, though the target customers are very different. But Honda is only looking for about 50 sales a month, despite all the improvements and value in the new car.   Inside view Honda Legend Price: $74,500 Engine: 3.5L V6 with single-overhead camshafts, variable valve timing Power: 217kW at 6200 revs Torque: 351Nm at 5000 revs Transmission: Five-speed automatic, active all-wheel-drive Body: Four-door sedan Fuel tank: 73L Fuel type: Premium Fuel consumption: Average on test 9.7L/100km Safety gear: Anti-skid brakes, electronic stability program, traction control, front-side-curtain airbags Warranty: Three years/100,000km   How it compares Audi A6: 76/100 Citroen C6: 73/100 BMW 5 Series: 78/100 SAAB 9-5: 58/100 decrease

When a BMW X5 is parked in the driveway, the beauty, power and dominance is clear, without even having to turn a key in the ignition. And most of the time this is a good thing and makes others look on in envy. Except perhaps one weekend. Just my luck, the keys to the big BMW X5 V8 were handed to me the week I was preparing to attend the concert to “solve the climate crisis,” and show my support for environmental concerns. Rocking up for the Live Earth concert in a gas-guzzling four wheel drive, probably isn't the best way to blend in with the greenies or avoid a tomato- throwing witch hunt either. So, in an effort to show my support for the environment, I sacrificed the cosy, luxurious leather seating, the spacious and well-equipped capsule, the glamorous looks and all the perks of the German brand for the day. Instead, to clear my conscience, I opted for a smelly old train. But after doing my bit for the environment, it was time to jump back into the big, thirsty but powerful X5. Purely for work reasons, of course. We tested two X5 models back to back, the 4.8-litre V8 and the slightly more environmentally friendly 3.0-litre V6 diesel. With the V8 you find you have a bit of a battle on your hands. On one shoulder you've got the little angel slapping you in the face with all those thoughts of the environment and the large fuel costs. On the other, there's the devil inside you screaming fun, fast and faster. While the V8 has an exceptional performance, it doesn't seem to be screaming loud enough to make you forget about those other factors, no matter how good its exhaust note. The V8 is priced at a hefty $118,300, more than $30,000 dearer than the base model diesel. Planting your foot makes you temporarily forget about that price hike. The V8 picks up rather quickly with its spirited drive and powers the whole 2170kg of the car without hesitation. But with speed limits around town limited to 50 or 60km, the real fun of pushing the V8 comes to a sudden end. Between 3000rpm and 4000rpm, the growl from the engine really kicks in. Shift into the Drive Sport mode and you'll hear that sweet tune for even longer. The V8 loves to rev and gives off a real sports car sound, just enough to scare off those “light” cars. Perhaps it was the timing but the guilt sometimes rose with the revs. The full 261kW is attained further up the tacho at 6300rpm, and the maximum 475Nm pushes through between 3400rpm and 3800rpm. Something else to tip the scales towards the V8 is the 6.5 seconds it takes for this big car to reach 100km. The diesel adds 2.1 seconds, still with an impressive 8.6 seconds. The claimed consumption on the V8 is 12.5-litres per 100km, but with some enthusiastic driving, it's not hard to find yourself right up at 17-litres per 100km and even beyond. The diesel, on the other hand, recorded 10.1-litres per 100km, although that was still driven a little hard, with the claimed consumption at a much lower 8.7-litres per 100km. And while the V8 has that “fun” edge, it doesn't seem enough to justify the price premium, especially considering most owners will use the X5 for suburban and city driving. A job the $86,800 diesel can perform just as well, although we tested the slightly more expensive Executive version, which took the price up to $96,300 and adds features such as a rear-view camera, Bluetooth preparation and the navigation and TV system into the mix. The lightweight 3.0-litre inline six turbo-diesel has a much lower power output, with 160kW, but the 500Nm of torque delivered from 1750rpm to 2750rpm, has no problem in getting around town in an enjoyable fashion. The torque at lower revs is also better for bends and hills. The growl is still there in the diesel, making an appearance lower down the tacho, although it's just not quite to the same effect as the V8. It's still a lively performance and apart from the diesel on the hands when refilling, there's not much to complain about. Noise levels inside are quiet and you quickly forget you're even in a diesel. When first jumping in the X5, its size is an aspect you can't escape. Think Hulk, think Terminator, think big. Standing almost five metres long and around two metres wide, you'd be pretty safe backing this one in a fist fight against just about any other car. The high seating position gives good visibility over traffic and once driving and manoeuvring around town, you quickly adjust and even city car parks become easier than expected. On-road handling is pretty comfortable, although it can feel a little bouncy at times. A slight detour to gravel roads showed the comfort remained despite differing conditions. Steering is very accurate and direct, not too light but not too strong. Body movement is also minimal thanks to the X5's stiffer body and a new suspension system. It also features permanent xDrive all-wheel-drive providing enhanced dynamics and traction, while reducing over and understeer in bends. The boot isn't very deep, a result of the space-saver spare, but still fits a couple of suitcases without a problem. When it comes down to it, the diesel X5 is obviously the more practical choice, although if you're purely after performance in a big package, the V8 would be the way to go.  

Not so long ago, there was rarely a car worthy of the term 'hot hatch.' Now there's a score of them, so many and of such varying size and abilities that new nomenclature could be coined. I mean, can Ford's $25K Fiesta XR4 (a car that makes droning old men feel young again), Volkswagen's $40K Golf GTI and BMW's near $70K 130i be said to belong to the same genre? All are routinely referred to as hot hatches but their disparity only begins at the price tag. Peugeot's 207 GT is a quick and nimble three door that slots nicely into what the Poms call the super mini class, a space in which the XR4, VW's Polo GTI and Mini might be parked. Indeed, the Pug shares the BMW/PSA 1.6-litre direct injection turbo engine that provides the newer Mini with a welcome bottom-end kick over its super-charged predecessor. Unlike most of these, the GT's $31,490 price tag doesn't buy you the full go. That will come shortly in the form of the 207 GTi A (the lower-case letter signifying a further performance lift). Still, the penultimate 207 has ample charms of its own. Like all such cars, it has grown in dimensions and displacement in recent generations to the point where it now tips the scales at 1376kg, 160kg more than the base 207. The extra pounds bring with them a five-star crash safety rating, something no big Australian car can achieve. The blown 1.6 reaches a maximum 110kW high in the rev range, but taps all its 240Nm from a low 1400rpm. Electronic recalibration will see the GTi extract more of both from the same near-lagless engine (as per Mini's Cooper S), but the GT's 0-100km/h sprint time of 8.1 seconds isn't tardy. In fact, it's rather handy, feeling quicker in the process than indicated by the official stopwatch. The claimed consumption of 95 RON figure of 7.0 litres per 100km is achievable. A reviewer from another publication felt the GT unworthy of the premium over the base petrol model 207. Yes, they might look the same and share much of the same stuff, but you'd need to be clinically comatose not to derive some satisfaction from the warmer gadget. Immediate torque access is married to agility and assuredness through corners that reminds you why grown men continue to gravitate to a class of car once considered the preserve of racing boys. Into your first sweeper, the electrically power-assisted steering necessitates several re-adjustments. The more you play with it, though, the more you'll appreciate the manner in which the weighting changes with cornering force while remaining fingertip friendly in the urban crawl. What defies familiarity is the shift action of the five-speed manual. It's awful: a rubbery, long-throw stick and ill-defined gates. Whether you can live with the Pug is largely a question of how you find it on the nation's worst roads. A typical Sydney goat track makes the GT's ride feel plenty busy, a mid-corner pothole on one of our wonderful B-roads can quicken the pulse. But that's the compromise inherent in such a car. Elsewhere, especially within, the GT's a comfortably appointed Euro whose general ambience and finish is an appreciable improvement on Pugs of yore. Our six-year-old back-seat tester was comfortable in her booster seat behind a long legged adult. And — object lesson to makers of bigger hatches — that 270-litre boot contains a full-size 17-inch spare tyre. As to the glass roof, well they're a popular fixture, though on the only sunny day during our acquaintance, one felt what it is to be cooking in a coq au vin. As with the 207's singular shape, this item is cute rather than convincing. Capable rather than outstanding, the GT occupies middle ground. You'll always be conscious that there's stuff just as good for less money — or better for marginally more.  

Forget everything you ever heard about Land Rover's littlest child, the Freelander. The misbegotten, ill-mannered brat that arrived in Australia in 1998 — and spent the next decade throwing tantrums, sulking and shedding its clothes and toys in a trail behind it — is gone. Not even sent just somewhere to learn manners and dress sense, but locked away in its room forever, never to be seen in polite company again. The compact off-roader had been successful overseas — it sold about 500,000 globally over its life span — but sensibly, we never really took to it down here, and it eventually evaporated from our showroom floors. In its place, Land Rover has spawned a much better heir, with DNA from its Volvo and Ford stablemates, and some etiquette and lessons in facts of life from its bigger sibling, the Discovery 3 and Range Rover Sport. Starting with a completely blank sheet, the Freelander 2 delivers what the first never did — a well-balanced package that's equally at home on and off road, with a premium fit-out and a good whack of the latest technology. It arrives with only a five door body, but with the choice of two engines, both mated as standard to a six-speed automatic with simulated manual mode. The $49,990 petrol version is a new 3.2-litre transversely mounted inline six developing 171kW and 317Nm, with claimed performance of 0-100km/h in 8.9 seconds and consumption of 11.2L/100km. The $51,990 oilburner, borrowed from Volvo's XC90, is a terrific direct injection 2.2-litre turbodiesel that pumps out 118kW and a chunky 400Nm, using 7.5L/100km and getting to 100km/h in 11.7 seconds, and has a manual transmission as an option. But in either of them, just about everything inside and out now looks like quality, and like it actually belongs in the Landy line. While there are still faint hints of the first Freelander's stepped roof and `clamshell' bonnet, the body's strong lines and bold shape more closely echo the popular Disco, with a similarly brawny grille and a much more coherent overall design. Even at the base SE trim level, the interior feels upmarket, with excellent embossing and feel to surface plastics, set off by subtle metallised accents on steering wheel, air vents and centre console and a few clever touches like the special CD-case slot in the glovebox. Standard equipment includes a multifunction steering wheel, 17" alloys (with full-sized spare), six-stacker audio system, dual-zone airconditioning, rain-sensing wipers, rear park control and the seven airbags that have helped it to a five star crash rating for occupant protection. And at $7000 more with either drivetrain, the HSE is a handsome thing, with a well-fitted leather wardrobe, 18" alloys, bi-xenon headlights, upgraded audio with extra speakers, memory settings for seats and mirrors and a general air of luxury all round. There's also the option of a Technology Pack for $6890 that adds touchscreen DVD satnav, The only grumble we had was a small squeak that appeared after about an hour of driving. But when we tracked this down to a bit of friction where the audio system was set into the dash, a sharp admonitory tap silenced it for the rest of the drive — a lot of which involved off-road stresses. The powered seats offer great lumbar support and with tilt and reach steering adjustment, the driver has no trouble finding a comfortable position. Freelander 2 is bigger as well, with a noticeably wider track and more shoulder room. Although even the extra length still leaves taller rear passengers with their knees touching the front. But at least the kneecaps will be lightly brushing, rather than banging, with the Freelander's new-found composure due to a focus on technology aimed at offering the best possible drive in any situation. Key to this is a rock-solid body sitting on a compliant suspension that allows a fair bit of travel but is stiff enough to prevent too much wallowing on bitumen. On this base, Landy has added a brilliant terrain response system, with four settings — general driving; grass/gravel/snow; mud and ruts; and sand — that take over where your skill set might be lacking. The intelligent full-time four-wheel drive system that uses Haldex centre coupling technology to continuously adjust the torque between front and rear, ranging from a minimal amount in normal driving to almost all being fed to the rear when things gets gnarly under there. Traction and stability controls, including a gyroscope-based roll prevention system and hill descent and gradient release control that `walk' you down tough slopes , work on the hefty anchors (316mm on the petrol version and 300mm on the diesel) to keep you as composed as possible. What all that means on the road — and off — is that no matter what you throw at the Freelander, it's pretty well up to the challenge. Scooting around hilly bitumen and gravel at enthusiastic speeds, the vehicle offers a smooth, car-like ride in the general mode, and had impressive poise, although while the steering responds quickly, there's a remote feel to it. And after a couple of hundred kilometres of this, we still posted 9.6L/100km in the diesel. But the real fun came in several rounds over an off-road course, where the Freelander never faltered. Up and down the steepest of slopes, and through sections of slime or ruts deep enough to lose sight of a herd a cattle, the vehicle made even the least competent — and that would be me, folks — look like a professional dirt dueller. Equally impressive was a test where, stopped over huge humps with one wheel high in the air — a stance guaranteed to reveal any sign of body flex or drop — you could open and close the doors without any problems. We went over the course several times with both drivetrains, and have to say that while the petrol handled it easily, the diesel did it effortlessly. Land Rover says they benchmarked Freelander 2 against the BMW X3, which has had a monopoly on the premium compact SUV segment until now. There is more competition on the way from Mercedes, Audi and Land Rover's own partner, Volvo. But for now, the Freelander itself will be keeping BMW on its toes, especially with off-road abilities that best the X3 and a price that shaves it by close to $20,000.

Land Rover's Freelander 2 is nothing like the original. That's a good thing because it was something of a problem child. We hear those people who bought one are actually quite fond of them but, unfortunately, we don't share those sentiments. The first Freelander lacked any real off-road ability and was, for the most part, under-powered while the interior decor incorporated plenty of nasty hard plastic. It's no wonder then that when it came to the replacement, Land Rover's designers decided to scrap the whole thing and start with a clean slate. Freelander 2 is new from the ground up with no carry over parts from the original, apart from design cues like the clam shell bonnet. Even the badge adorning the front radiator grille has been changed. If anything, Freelander 2 looks more like a mini Range Rover than its predecessor with its neat, square but rather conservative styling. That fits well with Land Rover's plans for the car because it has tried to take it up-market to compete in what it describes as the 'emerging' premium compact off-road segment. Until now BMW's X3 has had the running almost to itself, but as well as the new Freelander there are several more competitors to come in the near future. Prices for the new model start at $49,990 and it's a rather impressive debut. That figure gets you a 3.2-litre six-cylinder Volvo engine, six-speed automatic, leather upholstery, climate air conditioning and a long list of standard gear. There is a fuel-saving 2.2-litre Peugeot diesel but it has a $2000 premium. Both versions are fitted with the Japanese Aisin auto, which includes a manual change mode. Although a six-speed manual is offered with the diesel overseas, we will not be getting it here. Land Rover is not saying how much it has spent on Freelander's development, but it produced 150 prototypes in a 30-month period that it tested over four continents. We were invited to test both petrol and diesel versions of the five-seat wagon in the back lots of  Gold Coast this week. It was slightly larger in all dimensions than the previous model and this is particularly noticeable inside where driver and passenger are no longer rubbing shoulders. There is slightly more rear leg room and the boot capacity has increased, although some load space has obviously been sacrificed for a full-size spare which sits under the floor. On the road the new Freelander offers a refined ride, with a little body roll at low speeds but can be driven hard with confidence over dirt or bitumen roads. Predominantly front-wheel drive, the all-wheel drive system automatically sends power to the rear wheels as needed. We were particularly impressed with the strong performance offered by the in-line six, with 171kW of power and 317Nm of torque. It has a nice rasp under hard acceleration and sprints from 0-100km/h in 8.9 seconds, with fuel consumption rated at 11.2 litres/100km. However, the diesel remains the more practical alternative with 118kW of power and 400Nm of torque as it delivers 8.5 litres/100km. It is expected to account for up to 65 per cent of sales. Off-road the new Freelander has plenty of electronic aids to compensate for the lack of low range gearing. Ground clearance is 210mm and the vehicle has a wading depth of 500mm, with dial in 'terrain response' to suit a variety of driving conditions - just like the Discovery and Ranger Rover. The Freelander comes with seven airbags including a knee bolster, it was also awarded a maximum five stars in Australian crash safety tests.  

Saab has changed more than 2000 things about the new model range to meet massive sales expectations. While the platform remains, the biggest news is the addition of all-wheel-drive. Given Saab's ability and penchant for loads of torque and front-wheel-drive. There are a number of models in the brand's history that could have warranted AWD; involuntary lane-change in a Viggen anyone? but it's here now. Destined for our shores early next year, the XWD Saab's designation for the latest-generation Haldex 4 system will hopefully lead the model range back to the forefront of buyers' minds. Australia's GM Premium Brands director Parveen Batish is aiming for continued sales improvements in 2007, he says the 9-3 will further improve the brand's performance next year. "We did 1650 last year and this year we're tracking 16.5 per cent up on that. We're aiming for June 30 to be over 20 per cent up. It's been a great start,'' Mr Batish says. "We've made lots of changes to the way we go to market. We've gone from giving allowances to dealers to customer offers instead. We're trying to be more customer-focused.'' The brand's stated priorities are the new 9-5 and an SUV (which appears to be destined for a 9-4 badge), with a compact car built off the next-generation Astra platform all set to transform the sales tables. Mr Batish says the only way Saab can compete with the rest of the premium brands in Australia is with a car below the 9-3 and an SUV. "The only way we'll really compete is going in both directions. It would be great to have those (the smaller car and SUV), we don't have them -- discussions are happening all the time and we're looking in those directions. "The new 9-3 will help boost sales and you've got to make money to invest in products,'' he says. The new 9-3 range is expected on sale in Australia during November this year, with the flagship Aero XWD and the TTiD arriving in the first quarter of 2008. The base model still gets the 1.8l 110kW/167Nm powerplant, with the 129kW/265Nm or 155kW/300Nm models also on offer in the new 9-3. The Aero gets 188kW (up by 4kW) and 350Nm (or 206kW and 400Nm in the XWD model) and the existing 110kW/320Nm diesel is joined by the 132kW/400Nm two-stage turbo that's particle filter-equipped. Those tech-heads who've trawled through German spec sheets before will know the Haldex name from some Audi and Volkswagen product, but Saab is claiming all-new first use of the fourth system. Chief among the attributes is a pre-emptive set-up that lays claim to superior response to a lack of traction, with the in-car electronics and traction aids used to determine which wheel is best served with drive torque. The system also incorporates a rear electronic limited slip differential for added traction as well as a yaw control task, helping to stabilise the Aero XWD under heavy braking and cornering forces. The AWD system is for now an Aero-only feature, teamed with the 2.8-litre turbocharged V6 -- expect a price premium of several thousand dollars -- along the lines of its German competition's AWD price hike. Set to wear the Aero badge in its home market of Europe, the second newcomer to the Saab 9-3 range is a second turbodiesel model -- the TTiD two-stage turbodiesel. Still displacing 1.9 litres, the turbocharger has two turbines -- one small, one large -- which tag-team depending on engine revolutions to provide best-response for outputs. The new diesel offers 132kW and 400Nm, with sub-6.0 litre per 100km fuel consumption claims. The new model is easily picked as a Saab. The new snout, which adopts the old clamshell bonnet from Saab's history books, and the inherited face of the Aero X concept car offer ample DNA for identification. The new headlights with bi-xenon on the top-spec models gain a LED eyebrow, which works along the same lines as BMW's corona rings in supplying daytime running lights as well as a character trait for the new look. The bumper profiles on the Aero have been tweaked, the door handles have a more integrated look, the rear light lenses are now clear, the flanks of the SportCombi have lost the rubbing strip for a cleaner look, says Saab. The basic platform remains the same, albeit re-engineered particularly with a view to the rear-drive apparatus, with work being done to quieten the 9-3. A six-speed manual or automatic are the transmissions on offer, the latter gaining a Sport mode that offers more aggressive gear-changing habits. Pricing is still far from set but Saab Australia is aiming to get the new model's price tag close to the current range. With aims of 3000 units per year, the 9-3 will be critical to Saab's plans. A competent, capable and swift machine it is, but only time will tell if the brand can win back the not-so faithful. The Drive With memories of the Viggen still strong, it was almost a relief to be settling in behind the wheel of an all-wheel-drive Saab. Not the somewhat-cynical 9-2X -- which the Saab hierarchy is adamant was a mistake and would not be repeated -- but the new 9-3 XWD. The Aero V6 turbo version, which offers 188kW and 350Nm, and its recent predecessors are far better controlled than the scintillating and scary Viggen. The prospect of all four wheels doing clever things electronically to get all that Swedish grunt to ground was plenty to anticipate, with the Swedish staffers putting on a handful of pre-production test cars for some driving on loose dirt, dry bitumen and a long, ultra-slippery skid pan drenched in water. Our chaperones were riding shotgun;  these were rare test cars after all, but there was no dire warnings of imminent doom for misbehaviour. Flinging the first car through the U-shaped dirt course certainly kept the minders alert, but the grip, poise and general ability of the all-wheel-drive system felt considerable. The electronic stability control's threshold felt a little less intrusive, allowing the driver to play a little with the tail on the dirt or wander across the skidpan in varying states of sideways but with decent levels of control. Repeated laps did little to diminish the first impression, with the turbo V6 getting plenty of grunt to ground and building speed quickly down the short back straight between the dirt and the skidpan, despite the presence of three chicanes. The other models were available for road drives and while the two-litre BioPower ethanol-slurping engine has plenty to offer, the new diesel is a big step forward for Saab. Although the Australian sales of the diesel SportCombi have been plentiful, according to the Australian arm of the company, the current powerplant has been accused of excessive noise. The new 9-3 has been fitted with more engine-bay insulation and the new turbodiesel is much quieter as a result, although you're still aware of its design at idle. The power delivery has been improved considerably, offering a broad spread of torque and power delivery in the upper rev ranges; most un-diesel like and more like a petrol engine than ever. In-gear acceleration is ample and the fuel use is frugal. Time in BioPower 2-litre turbo shows the engine has plenty of output to offer, as well as a thirstier demeanour. The engine note takes on a harder edge under full throttle but, aside from that, the powerplant behaves as the rest of the Saab engine range does; good torque and power, and not unpleasant engine note.  

There's a pattern forming here. Two years ago, almost to the day, we extended our sympathies to all who had recently bought a BMW 530i. At that point, two years into the life cycle of the E60 5 Series, the fine 170kW 3.0-inline six that had been carried over from the E39 was chucked for an even better unit. The all-new magnesium-aluminium composite unit was good for 190kW at 6600rpm with peak torque remaining 300Nm between 2500 and 4000rpm. Well, wouldn't you know it, 24 months down the line mainstay 530i sedan (and wagon variant) gets another 10 kilowatts and 15 extra Newton metres for a 200kW/315Nm total. Seldom has the wisdom of awaiting a model cycle's mid-life before signing the lease been so crystalline. Not that there's anything new in that notion. As to what's new within the 530i, two innovations vie for the most welcome. First seen in the X5 SUV, the new six-speed automatic transmission is claimed to have 40 per cent faster reaction times and swifter gearshifts. This is controlled  not by a conventional gearstick but an electronic selector lever. This follows the usual shift pattern, but returns to its initial position once the gear selected is in mesh. Smarter yet, the transmission itself is masterminded not by the usual mechanical process, but via electrical signals. To fully appreciate its efficacy, you'd really want to run it alongside the just-superseded 530i with its already excellent six-speed ZF auto set up. Suffice to say, it's seamless. And 'sad' to say it also works so slickly in manual mode that another nail has been hammered into the coffin of the conventional manual. The revised 530i reaches 100km/h from standing one-tenth quicker at 6.6 seconds (fast feats are augmented by revised Dynamic Stability Control with extra brake functions to battle fade and wet weather). And it does so for the same combined fuel claim as before, 9.3 litres per 100km. The other innovation adds desperately needed facility to the enigma that is the i-Drive multi-media system. Also foreshadowed in the X5, this version of i-Drive receives favourite buttons so that preferred functions — be they audio, navigational or telephonic — can be activated by fingertip rather than via the distracting fiddling required to enter and operate this supremely geekish and pointlessly complex system. The E60's cockpit-rather-than-cabin interior has earned it as many gripes as the body styling. Chrome finish on the controls, padding on the door armrests and twin-tone panels address ambience rather than essence, though with the slightly bigger door pockets and a niche to stow your mobile, you've finally got adequate oddment storage. Upholstery and trim options are numerous and such wood grain options as these include are mercifully low-key. While BMW is among the few marquees that bother placing the handbrake for right-hand-drive, the wipers on our car stayed in Europe — they're supposed to go flush against the driver's side of the windshield. Outward embellishments run to mild modifications of the double kidney grille, new tech glass over the lights and LED blinkers, plus an extra light contour on the sills. The options list now includes lane change warning system ($1200), thermal imaging night vision ($4000), active cruise control ($4500) and high-end audio (up to $4000) on top of the up-front $113,500 plus on-roads. The range starts at $84,900 with the 523i sedan with its 130kW 2.5 inline six, up to $231,500 for the weapons-grade V10-powered M5. The 530i remains the 'volume seller' if such a term can be used in this segment and with reason. CARSguide secured the first Australian drive of the revised series, selecting a sedan for a 320km solo test loop from outer Melbourne through rural Victoria to Lake Eildon and circuitously to Tullamarine. If this little jaunt failed to fling us any surprises, it served as a timely clarity reinforcer. If this segment has never been so competitive, then no other entrant will so flatter your driving as a 5 Series. If cruising is effortless, B-road hustling and rapid overtaking are almost too easy. The speed readout on that heads-up display, the item from the optional $2500 Professional Pack that comes closest to being indispensable, seldom seems to have any relation to reality. A brilliantly sorted car, the 530i just doesn't seem to be working hard especially when it is. Tuned less rigidly than a $4000 M-Sport variant (the standard 17-inch tyres are rubber enough, especially when the rubber is of the run flat variety), the 5 remains by some way the most dynamically adroit in its class. It's about time we developed shorthand for handling verities that stem from 50:50 weight distribution and rear-wheel-drive. We're almost as sick of writing them in full as you are of reading them. But these are always there, despite steering that wants for weight to complement its accuracy. The other perennial is price. As ever, as with every BMW, the 530i costs too bloody much. But while sales have taken a hit this year, it's not because of the asking price. They can get away with charging this sort of loot because when it comes to what happens when you get behind the wheel.

Audi's RS4 is well documented as a fast, fun and lively executive express. But what happens when you slice the roof off, replace it with cloth and remove two doors? You end up with the RS4 Cabriolet. And 26 of them have been imported into Australia for lucky drivers who can afford to place an order for one. But how does it compare with what it was before the surgery. There are a few variants of the RS4. First there's the sedan — a serious performance car at the pointy end of the market. It goes like a rocket, handles fantastically and is subtle enough to the eye not to attract every radar you pass. Then there's the Avant (something most of us would instead call a station wagon). In many respects, the Avant is even better. It loses none of the handling and is the same as the sedan in nearly all respects — except you can pack your entire family and bucket loads of luggage within the confines of the wagon's generous load area. Then there's the two-door RS4 Cabriolet. It's basically a sedan minus two doors — and comes with an electronically retractable soft-top roof. But in removing the roof, Audi has also removed part of this special car's soul. Let's first look at the engine. No troubles there. It's the same 4.2-litre, direct injection V8 as the other RS4 models. It's one of the best-sounding, best-performing, highest-revving V8s available today. This beast would take on just about anything short of an exotic performance machine worth twice the money. And it sounds twice as good with the roof down. Matched to a wonderfully slick and smooth six-speed gearbox, this high-revving juggernaut propels driver and passenger from standstill to 100 clicks in under five seconds, pumping out 309kW at 7800 revs and 430Nm of torque at 5500 revs. In other words, it's fantastically fast. In fact, with few exceptions, it's about as fast a production car as money can buy. And the faster you push it, the faster it wants to go. The 0-100 speeds are terrific. But get the engine revving over around 5000 and it's a bullet. But apart from perhaps getting more attention from fellow drivers, it's hard to see the value for an extra $20k or so over the Avant. In many respects, it's less car for more money. While it's beautifully appointed, with first-class leather seats and enough gadgets to please any tech-obsessed teenager, the removal of the roof takes away a lot of space and makes the car less stable. And it pretty much loses its back seats. Despite the seats being adjustable, heated and wrapped in the same gorgeous leather as the front, there's simply no room for anybody larger than a small child. Rather than a reasonably spacious four-seater sedan, the Cabrio is essentially a practical 2+2. Then there's the boot which, while is reasonable in size, is immediately eaten up by the roof when it is folded back. This is another reason to consider whether or not the additional money — and we're talking the price of a small car here — is justified. But more disappointing is the impact the lack of roof has when you hit the road. Like many soft-tops, which were originally designed to have traditional tin roofs, the RS4 chassis has more flex than its hard-top brother. This makes handling less responsive and inspires less confidence when you want to hit the steering wheel-mounted sport button and throw the thing around a little. The lack of any tin above the seats also leads to rattling and squeaking in the dash below the windscreen. This was immediately evident in our test car, which had been driven less than 10,000km when we picked it up. To be fair, this car had been driven all of its life by drivers who don't own it, so it may be treated a bit more carefully by those who actually fork out the money for their own. As far as soft-tops go, however, the cloth roof on the RS4 is excellent. It goes up and down at the push of a button (even while you're moving, albeit at less than 30km/h), soundproofs the car well and has a high-quality feel to it. And, even though there's the odd rattle and shake, the quattro system makes it stick to the road like it's been glued. A highlight is the electronic stability controls, one of the least intrusive systems we've experienced. But even when it does manage to slip somewhat, you would hardly know the electronic nanny had stepped in, if not for the light on the dash. And, as any real performance car should be, it's nice to see Audi has stuck to its guns by only offering the RS4 range in a manual — in this case a six-speed job with some excellent ratios to make the most out of the monster engine. In the end, the RS4 in any variant is a stunning car. But without a roof, and despite the additional $20,000 or so on the cost, the cabriolet is simply an inferior drive to the sedan or Avant. Now, if only there was a road somewhere in this country where we could actually test even a small part of the RS4's potential...