Luxury Reviews

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 to “get away” at weekends or for the annual holidays was a substantial four-wheel-drive — substantial in the manner of a Toyota LandCruiser, Nissan Patrol or Mitsubishi Pajero — 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 Australian 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 — approach angle, breakover angle and running clearance — to qualify for the lower 5 per cent import duty. The upshot is that the Allroad's price has shot up by $21,000 — not all of it duty-related — to $106,000, and that is for the basic package. Options such as satellite navigation, Bluetooth phone, reversing camera, sunroof, upgraded leather, iPod compatability and a voice activation system can easily lift the price beyond $110,000. All of that in no way stops the Allroad from being a good idea — and a well-executed one at that. Stylistically the Allroad is a more adventurous A6 Avant. There are some extra bulges in the exterior cladding, a set of 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 — a point decidedly in favour of the Allroad. 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 — brings 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 comforter. A full complement of electronic safety systems including 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 a space-saver — another disappointment. Space for the rear passengers is generous if travelling four-up, less so if you want to fit 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 and 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, which is comparable to other similar-sized wagons. 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 an absolute gem and as good as it is in the hulking Q7, it stands apart in the lighter (1800kg) Allroad. The engine's 171kW gives adequate power for top speed and cruising capability, but it is the V6's 450Nm of torque that is the key to the enjoyment you will get from this wonderful 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 very acceptable figures for such a substantial vehicle.  The Bottom Line Stylish, practical and expensive. It is a shame that many potential buyers will turn away from the Allroad to other, less city-friendly options to pocket a substantial saving.       Snapshot Audi A6 Allroad Quattro 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

Many road cars are beaten by race track driving. Brake pads crumble, tyres disintegrate, clutches cook and the odd engine lets go. The 911 GT3 is different.

And while one could lay claim to both titles, the other is strictly an indulgence. We've sampled two of the new X5s — the three-litre turbodiesel and the 4.8-litre V8. BMW expects more than 70 per cent of its sales to be powered by the former and the remaining 30 per cent split between the upcoming three-litre six and the V8. Why? The diesel is the cheaper of the two at a low $86,800 and while the power figure of 160kW might sound a little on the short side, its 500Nm of torque between 1750rpm and 2750rpm more than makes up for it. The $118,300 V8 has more power — a scintillating 216kW at a melodious 6300rpm but, with 475Nm of torque produced between 3400rpm and 3800rpm, the diesel has the bent-eight beaten for that all-important torque. Both use the clever (sometimes overly so) ZF six-speed automatic transmission to good effect, although the overruling habits of the gearbox in either car can be annoying when the driver has opted for manual shifts, only to have them countermanded by the transmission — it's a manual, after all. At least BMW could have used Ford's system, which leaves gear selection unchanged unless the kick-down switch at the end of the throttle travel is breached. The oil-burner has more torque at lower engine revolutions and a better spread, which gives it the advantage on bends or climbing. And not surprisingly, the diesel uses a stack less fuel. The three-litre turbodiesel lays claim to a combined figure of 8.7 litres per 100km and we saw 10.5 during our time in the oiler. The big V8 claims 12.5L/100km from the 85-litre tank but on test the figure was around 17L/100km, no doubt the result of the enthusiastic driving inspired by the exhaust note and the A-grade dynamics. Weight watchers will look longingly at the diesel version at 2105kg, with the bent-eight weighing in at 2170kg. Drive-wise, the diesel model is a step forward for the BMW SUV. And that's no mean feat given the quiet and torquey brilliance of its predecessor. The new model has gone further in insulating the cabin from the engine — which has a half-decent noise for a rattly oil-burner to start with. But putting it into an encapsulated engine bay finishes the job nicely. Performance figures give the straight-line sprint to the V8 — 6.5 seconds to 100km/h against 8.6 seconds for the diesel. The V8 also gets an extra 30km/h on the diesel's 210km/h top speed. The V8 might be thirsty and peaky, but it has pace aplenty and a delicious throaty noise. Both handle and ride with grace to the point that you could be forgiven for forgetting both these vehicles weigh close to 2.25 tonnes and are almost 5m long. Driving enthusiasts will enjoy the car-like dynamics of the X5. The suspension minimises movement and settles the chassis constantly, allowing them to tuck into corners — acting more like a sports car than a SUV. The willingness of the more powerful V8 X5 to behave on the bitumen — while constantly urging you to attack the road ahead with vigour — gave us a healthy respect for the BMW engineers. They have delivered this superb balance to what is really an off-roader. Sound systems in both are good, but the V8 gets twice as many speakers as the diesel's standard six. There's plenty of space for legs, heads or luggage in the standard arrangement. Both can be optioned to seat seven ($5000 option for the 3.0d and $3000 on the V8), although space here is at a premium. The V8 model gets twin-piston 365mm vented discs on the front and 345mm vented discs on the rear, while the diesel gets single-piston swing-caliper 348mm vented disc brakes on the front and single-piston swing-caliper 320mm vented disc on the rear. The V8 gets standard headlight washers, body-coloured door handles, adjustable xenon headlights, self-levelling rear suspension, 19-inch alloy wheels and satnav. Both vehicles have standard leather trim, electrically adjustable driver's seat, leather-bound wheel, trip computer, auto-dimming rear-vision mirrors, climate control, cruise control and front, side and curtain airbags.   Fast facts BMW X5 Price: $86,800 (turbodiesel); $118,300 (V8). Body: 5-door wagon. Engine: 3.0-litre in-line 6-cylinder turbodiesel 160KW@4000rpm 500Nm@1750-2750rpm, 4.8-litre V8, 261kW @6300rpm, 475Nm@ 3400rpm-3800rpm (V8) Transmission: 6-speed auto, all-wheel drive with stability control. Fuel: 85-litre tank, turbodiesel 8.7L/100km (on test) 10.5L/100km (claimed); V8 17L/100km (on test), 12.5L/100km (claimed) Performance: 0-100km/h/top speed: 8.6 seconds/210km/h (turbodiesel); 6.5seconds/240km/h (V8)

It was a typical road trip: coffee at Coolum, pancakes at Gin Gin, crab sandwiches at Miriamvale, a steak at Gladstone, roast beef at Rockhampton. So the little European hatchback was stopping frequently to refuel driver and co-driver. No need to fill the car up, however. This was a diesel, seemingly happy to go forever — well, count on about 1000km on a 50-litre tank of fuel. It's compact, but doesn't seem cramped. Light, but doesn't feel flimsy. Reasonably priced (for a chic Euro design, anyway), but is well equipped and extremely comfortable. Peugeot reckons the 207 is not the replacement for its 206 model, which has been here since 1999, and continues on sale. Rather, they say, the 207 is “an alternative” aimed at “new generation of customers”. The 207 is longer, wider, taller, sits on a longer wheelbase, has a larger turning circle and weighs almost 10 per cent more, but is still no heavyweight. Baby Peugeots have always been agile little jiggers. The 207 carries on that excellent tradition, while feeling a whole lot more solid than several of its predecessors. As well as looking sharp, it can boast great seats, a supple ride and roadholding which makes it a pleasure to steer. And its diesel engine may be small, but this one feels like a robust, healthy heart pumping away. It accelerates strongly enough, cruises in a refined fashion and happily pulls up long hills. As in most of the latest well-bred diesels from Europe, the average person would be hard-pressed telling it's not a petrol engine. All yesteryear's clattering and chugging, the not-so-good vibes and the feeble acceleration, have been eliminated. And it's thrifty. The fuel consumption (after a mix of highway cruising plus lots of in-town to-ing and fro-ing) averaged a thrifty 4.8 litres a 100km, the same as the official rating worked out by a complicated formula in a laboratory. The diesel HDi version comes in XT trim, middle of the several levels of 207 which Peugeot imports, and is $3000 dearer than its similarly equipped, petrol-engined sibling (which has more power, much less torque, slightly faster 0-100km/h acceleration, and a greater thirst). Critics of diesel cars will pounce on that $3000 gap to argue it would take years to save enough from the fuel bill to account for the higher purchase price. But diesel owners can expect to get back the initial premium when they sell. The 207's HDi powerplant is quite a high achiever, even among its well-regarded peers. Consider that VW's 1.9 litre diesel, as fitted to the Golf, has 77kW of power and 250Nm of torque. Yet the Peugeot diesel, with only 1.6 litres capacity, manages to out-gun it in power (80kW) and nearly match it in torque (240Nm). Peugeot's stopwatch says the HDi diesel takes 10.1 seconds to go from 0-100km/h (compared with 9.6 seconds for a 1.6 litre petrol-engined 207). Anything near 10 seconds is good going for a small car, especially since the diesel version weighs almost 100kg more. Of course it weighs even more if you stop for pancakes and crab sandwiches on the Brisbane-Rocky run. But you must find some reason to pull up and stretch your legs, since there's no need to refuel.

Released here in mid-2003 the Cayenne is Porsche’s first off-road 4WD vehicle.

It borrows nothing from the limited-run Z3 series M Coupe, which aimed at a narrow but discerning audience and was a wild, tail-happy blast to drive. When it came out in 1998, it was a ballistic little bread van-style unit cranking out 236kW of power and 350Nm for $137,000 new. The Z4 M coupe arrives for $127,500 with a completely fresh look some are interpreting as a modern-day version of Jaguar's E-Type. That may be so in the eyes of some, but this BMW has one gene unique to the species — the power of M division. There is not much that is subtle about the piping-hot Z4 hardtop, which produces 252kW from the screaming 3.2-litre M-tuned inline motor. Everything it does is edgy, loud and proud. It is a boombox on wheels, with an unrelenting soundtrack that fills the air like a heavy metal rock concert at full volume. This M baby barks big time, the quad tailpipes giving off their sinister beat at the blip of the throttle. You need to give the go pedal a decent shove to awaken the two-seater, and from there, its ballistic sounds turn into ballistic moves. Grip the meaty, three-spoke steering wheel; grab second, third, bang it into fourth, and you'll be guaranteed a thrill in less than 60 seconds. Pluck fifth and sixth only if you want to dawdle around. The clutch is fairly heavy and will give your left calf muscle a decent work-out in traffic. It is also measured for an early take-up so you can blast away with little delay. Balancing the take-up point and your throttle delivery is a fine art and one which, when applied precisely, rewards the driver. Gear changes on this model were a little imprecise, occasionally fumbling between third and fifth. The brakes are huge and can cop a hammering with the pedal feel firm, but with enough modulation that you can wash speed off gently and safely. On a drive involving city roads and highways for a week, the Zed blaster gulped about 12L/100km but that was being fairly kind to the equipment and sticking within socially acceptable speeds. It is a tough car and requires a firm hand at the controls. There are no compromises. It would be out of place down “poseur street”, where soft-style, fashion-accessory cars park. This is a carnivore on steroids. It rides like a rock, banging and crashing and walloping. Lack of suspension travel will do that. It is not as at home on the impure roads of Australia as it is on a nice smooth racetrack. That's its environment to a tee. The Z4 M coupe is essentially a competition car that just happens to be able to be cop a rego sticker on the window. Switching off DSC frees up the ability for the rear to wave its tail but it doesn't want to let go altogether. It can be controlled on the throttle. Point-to-point it is devilishly quick with pin-sharp steering. It doesn't promise to deliver a balance of serenity and aggression on demand. There is one mode for this BMW: hard and fast.

When most people buy a car, they think of a simple equation; practicality plus enjoyment equals a good decision. They look for space, comfort, storage compartments and features that will make them feel like they're getting a better deal than the next car buyer. But with a Lotus that equation is thrown straight out the window, as we discovered with our trial in the entry-level model, the Elise S. There's little storage space, it's squishy inside and you'll pull nearly every single muscle in your legs, back and neck when getting in and out of the car. If you're over 50, you'll moan and groan when attempting this near impossible feat. Because the Lotus is everything but practical. With its insect-like looks, the Elise S has an aggressive “I mean business” stance. The sweeping front is complemented by the more muscular rear. And it's a real boys' toy, proof of which comes when hitting the road. On three different driving days, the Lotus attracted the “thumbs up” from three types of boys; a 10-year-old, a 20-year-old and a more mature — but still kid at heart — 40-year-old. But don't fret girls, it's also one we can have plenty of fun in. At $69,990, the Elise S is the more affordable Lotus. But our test car was more expensive with the $8000 Touring Plus option pack. This added features such as leather touches to the interior, gear knob, and handbrake lever gaiter, noise-insulation panelling in the cabin and soft-top. As well as the impractical size, there are a few other things that aren't strong selling points, including the extra muscle required in cornering because there is no power steering. And with very few smooth roads in Sydney, you'll feel every single pothole. Safety equipment such as ABS and driver and passenger airbags make you feel more comfortable about your easily disguised position on the road. But it's still rather daunting as it's easy for other drivers to miss you, especially the ubiquitous city SUVs. But despite these downfalls, after a week in the car there was still something quite humorous about it which managed to bring a smile to the face. Crawl inside and the cabin appears to be almost stripped bare. There is a CD system, but the engine is so loud you really have to crank up it to hear anything. The Touring-plus pack offers an upgraded Alpine stereo with iPod connection, cupholder and embroidered mats, but without the pack, the Elise S has minimal features. There's no storage space, not even a glovebox, and it has a tiny boot. There is even a lack of carpet on parts of the interior, which gives the Elise S the real racing feel by adding aluminium as decoration instead. By excluding features, as well as using an aluminium chassis with a lightweight steel rear subframe, the car weighs just 860kg. To put that into perspective, a Barina is 1120kg. The Elise S is one of the lightest cars in the world, the weight advantage providing better acceleration, handling and braking. This all equates to better performance for the little Lotus. Powering the Elise S is a 1.8-litre 100kW Toyota engine which may sound small in print, but takes into account it's a car that looks somewhat like a go-kart and weighs a lot less than your average runabout. It races to 100km/h in just 6.1 seconds, which also feels faster than it might sound. In terms of performance, the Elise S produces 100kW at 6200rpm, although it's hard to push the revs to the top end of the tacho, as it urges you to shift up a gear earlier. In terms of torque, the Elise S produces 172Nm at 4200rpm. Performance is delivered through a lightweight five-speed manual transmission, which sounds rather clunky as you shift your way through the gears. But all the downsides are quickly forgotten when you let it off the leash. Throw it into a corner and the Elise S handles well, gripping tightly as you cling to the small racing-like steering wheel. Slipping into topless mode is an effort. Unlike other sports cars, this requires manual exertion to remove the soft-top. Getting it off was easy, but putting it back on took close to 15 minutes and drew a crowd. And while the car inspires lots of smiling, that disappeared when it wouldn't start, especially when one of the places it decided to stop was on an incline in a car park. A Lotus technician later said it could have been because the accelerator was pressed too early — you're suppose to wait 10 seconds between turning the engine on and accelerating, to let the car settle. The catalytic converter apparently needs the time to warm to operating temperature to comply with emission law requirements. An instruction on that quirk would have come in handy a lot earlier. The Elise S is fun, but hardly your average car. Having it as your daily driver could send you crazy and put your body into spasms. But if you have the money, it's the type of car you can take to the track a couple of times a month, show off in traffic occasionally or go for a longer cruise. Because there's no doubting the fun and attractive elements of the Lotus Elise S.

They have not driven the latest and greatest from Rolls-Royce, and most haven't even seen the real thing, but they just know they have to have a Drophead Coupe. Even if it costs them a whacking $1.2 million. The Australian list price for the new ultra-luxury four-seat convertible is $1.19 million — before you go tripping into the sort of special toys and finishing touches that most Rolls-Royce owners will want for their new car. What does that buy you? Apart from the badge and the winged lady mascot on top of the best-known grille on the road, it buys one of the most outrageously rewarding cars in the world in 2007. The Drophead Coupe is a glorious way to go open-air cruising and would be the best way to make a jaw-dropping arrival at any five-star hotel or invitation-only event anywhere in Australia, even if the other invitees made their entrances in a Ferrari or a Lamborghini, or even a Bentley. It will also power to 100km/h in 5.7 seconds and has a top speed of 240km/h — as if those numbers really matter. “There has always been a pinnacle of the motor industry, and we have responded by positioning this car back at that pinnacle,” says Rolls-Royce Motor Cars chairman Ian Robertson. “I am sure there are many sceptics who said, `Rolls-Royce, made by BMW, we'll see', and now they can see.” Typical buyers are likely to have around $15million in play money, five to eight cars in the garage and could be aged anywhere from 17 to their 70s. Robertson mentions the two Saudi princes who recently bought Phantoms for their 17th birthdays, as well as high-profile Australian Phantom owners John Laws and Lindsay Fox. He also has numbers on the number of dot.com millionaires, Chinese entrepreneurs, Australian resource barons and even the 1000-plus money-market successes who received bonuses of more than $2.5 million in London last year. Robertson says about half of Drophead Coupe owners will be new to the Rolls-Royce brand, a big breakthrough for a company that is going through some of the most dramatic growth in its history. It built 805 cars last year, has a rash of new models in the works and is expecting to deliver more than $100 million worth of convertibles this year. “We're planning to do 100 to 120 (more) cars this year,” Robertson says. “Our total production this year will be an increase, although 900 might be stretching it a bit. So somewhere around 850 or a little above.” It is almost impossible to put the Drophead Coupe into any sort of realistic perspective, but it is a wonderful car that lives up to the Rolls-Royce tradition and also pushes the envelope. It all starts with an aluminium spaceframe chassis, which makes the Rolls-Royce convertible as rigid as anything in the world without a roof. The features climb through air-suspension and a 6.7-litre V12 engine and six-speed automatic, to the finishing touches of brushed steel, nautical teak, wood veneer, sumptuous leather and even a five-layer convertible top trimmed with cashmere. And there is lots of high-tech stuff, including electronic stability control, anti-skid brakes, a one-touch top that opens or closes in 25 seconds and the Rolls-Royce version of BMW's finicky iDrive. But buyers are more likely to be won by the analogue clock, the electric buttons to close the suicide doors (“We prefer to call them coach doors,” says Robertson), the custom-made umbrellas, a “picnic table” boot, which will hold 170kg, and 20-inch alloy wheels with centre caps which never turn, so as to keep the Rolls-Royce logo upright and central at all times. The Drophead is not the most beautiful car on the road, but it has a brutal elegance. The side-on view is more like a luxury motor boat and, for the first time in the company's history — the grille is tilted back slightly, for smoother airflow and pedestrian safety. But Rolls-Royce insists the Drophead Coupe is a still a car to be driven and enjoyed. On the road there is no denying it is a brilliant car, despite a nose which would look right at home on the front of a new Kenworth truck and the difficulty of parking with the top up. Rolls-Royce ran the global press preview in Tuscany, in gorgeous country with surprisingly challenging roads, which reflected the quality of the basic engineering and the incredible attention to detail you have to expect in a car with such a price tag. The Drophead is no sports car, yet it can be punted along surprisingly briskly and never turns unruly or ugly. The best way to drive is to conduct the car using a couple of fingers on the narrow-spoked wheel, easing it through turns and occasionally uncorking the 338kW for some fun on the straights. It is a giant — 5.6m long and 2620kg — but it can be nimble and has ideal suspension design and control for the worst road conditions. The Drophead is also quiet with the top down at 160km/h, has boot space for three sets of golf clubs and can easily hold four adults in exceptional comfort. Two things won me over. The first was a 10km run down a nasty gravel road, which would have made an ideal stage in the World Rally Championships. The second was a quick run in a BMW 760i. The dirt burst proved that the Drophead coupe is rock-solid, composed, dust-proof and relaxing on a road that would have had a Commodore or Falcon sliding, bumping and bucking. And the airconditioning and satnav was great. The BMW? It felt cramped, cheap and unrefined after the Rolls-Royce, yet it is still one of the world's very best cars. So the Drophead, despite the price, 18.8 litres per 100km consumption, outrageous styling and the sort of people who drive Rolls-Royces, is a great car at a time when the cars of the world have never been better.   Fast facts Rolls-Royce Phantom Drophead Coupe Price: $1.19 million On sale: now Body: two-door convertible, four seats Engine: 6.7-litre V12, 338kW@5350rpm, 720Nm@3500rpm Transmission: six-speed automatic, rear-wheel-drive Weight: 2620kg Performance: 0-100km/h, 5.9sec; top speed, 240km/h Fuel: 18.8L/100km (as tested)  

The Swedish company more or less just cut the roof off the C70 coupe and the top-down cruiser wobbled and shook when confronted by small ripples in any road. A chassis engineer who worked on the car admitted to CARSguide that the team did the best with what they were given, but the body simply wasn't anywhere near stiff enough. So, looking back, the best things about the first C70 convertible were the way it looked, at least for a Volvo, and the first Dolby surround-sound system to be fitted in a car. Now we have the all-new C70 convertible, which replaces the coupe as well thanks to its folding metal hardtop. It is one of the new generation of coupe-convertible cars, which come in most classes from the forthcoming Nissan Micra to the Holden Astra and Volkswagen Eos to the BMW 3-Series convertible. Volvo developed the car in-house, building it off the same base as the S40 sedan-V50 wagon twins and the new C30 compact coupe. And it spent a lot more time, effort and money to make sure the new C70's body is twice as stiff as the last. As a consequence, the C70 carries about 100kg of extra bracing to reinforce the body so it feels tight even when the roof is folded into the boot. The two models in the new C70 range are the base LE, which costs $69,950, and the sportier turbo T5 model, $79,950. Neither car is cheap, but they seem a bargain compared with the original model, which cost $95,000 to $105,000 when it arrived in 1999. Volvo has also put a non-turbo motor in the LE entry-level car to help the priceline. The LE runs a 2.4-litre in-line five-cylinder petrol engine, mounted transversely (from right to left across the engine bay), which generates 125kW and 230Nm of torque. When you take into account the C70's kerb weight of 1646kg and compare that with the power and torque figures, it doesn't take a Formula One engineer to work out that the LE is more of a cruiser than a sportscar. The C70 T5 is a different animal. It runs a 2.5-litre in-line five with a big turbocharger. This engine, which is also used in Ford's red-hot Focus XR5 and Volvo's own C30 T5 hero car, pumps out 162kW and 320Nm. The LE and T5 come with a standard five-speed automatic transmission that drives the front wheels. The C70 LE comes standard with anti-skid brakes, traction control, front and side airbags for the driver and front passenger as well as door-mounted curtain airbags. Yet, strangely, the LE misses out on electronic stability control, which you would expect to be fitted to all Volvos. Volvo has done its best to prevent a rollover by widening the car's track, the distance between the wheels across the axle, by 29mm to 39mm to make for a more stable vehicle. But if the C70 does happen to tip, steel roll bars that sit behind the rear seats shoot up to protect the occupants. They will do their job regardless of whether the top is up or down, and are fitted with spikes in case they need to punch through the rear glass window. Standard features for the LE include leather seats, climate control airconditioning, trip computer, cruise control, premium sound system and 17-inch alloy wheels. The T5 adds a 12-speaker Dolby surround-sound system, bi-xenon headlights, rain sensing wipers and 18-inch alloy wheels. On the Road The new C70 still has a great sound system but, unlike the model it replaces, it is also a pretty good car. Drop the roof and you will immediately notice the improvements in body stiffness. With its new buff body, the C70 rides and corners better, too, with almost none of the wobbling of the previous model. It is still not perfect and you can still feel some slight shakes with the roof down on bumpy roads, but it is no worse than most convertibles. Unfortunately, when the roof is up the serenity of the cabin is disturbed by constant creaking noises when travelling along uneven road or easing into driveways and car parks. It sounds as if the noise comes from the roof joints and can spoil a good drive. Volvo has set the C70 LE's suspension for cruising rather than agility. So it is on the softer side, but can be agitated by ruts and other sharper road imperfections. The C70 does seem to follow the road, in that its steering is affected by road conditions, and you have to make an extra effort to make sure the car is heading in the right direction. Listening to the sound system is a real treat, even in the LE model that misses out on the Dolby system. With a subwoofer mounted on the dashboard, this sound system invites you to put down the roof and turn up the volume up.

As the first of the Jaguar pride to dig deeply and openly into the spare parts bin of new owners Ford early in the millennium, the X-type was doomed to put traditionalists off-side. Not only did it not have a bespoke Jaguar platform and engine but it was, horrors, a front-wheel-drive. The very first to besmirch the proud Coventry-built marque. The fact that the donor platform was Ford's rather tasty Mondeo did little to mitigate the crime. It was, quite simply, not cricket. After the initial outrage, and some mid-life idiocy from Jaguar itself, when it attempted to take the car down into the cheaper seats with cloth trim and nasty plastics, the X-type settled in to a life of quiet mediocrity. The forgotten Jaguar. As rumours start to gather momentum in Europe that, like the S-type, the littlest Jaguar's days are numbered it seemed timely to take another look at the car. Jaguar's first, and to date, only, front-drive effort is a good one. The 2.1-litre V6 Sport brings a lot to the table for its moderate, in luxury terms, price tag of $56,990. It matches its rivals in standard gear, a quality audio system, full leather, electric windows and heated mirrors and gets the usual array of safety kit expected in this class — front, side and curtain airbags, traction control and ABS, an occupant sensing system and five three-point belts. Such is the quality of the work that Jaguar's engineers have put into the X-type chassis most drivers would not pick it as a front-driver model at casual acquaintance. The steering is near-neutral, the balance good and the poise on the road quite reassuring. Likewise, the ride and handling equation is a positive. The X-type soaks up bumps with aplomb and the cabin is pleasantly free of road and wind noise. The speed-sensitive steering is well-weighted, with responsive turn-in through corners. When punched hard the little V6 (117kW@6800rpm; 200Nm@4100rpm) can struggle and get coarse, battling its way from standstill to 100km/h in 10.8 seconds. Getting to the official top speed of 205km/h will take patience, persistence and a tail wind. The five-speed automatic gearbox is reasonably well sorted when driven as a composed city car. Demand too much of it and you are going to be disappointed. Try to drive it in the ludicrous J-gate manual mode and you can add frustration to the experience. Thankfully, Jaguar has done away with the J-gate concept during the X-type's lifespan for all new models. Boot space is surprisingly good and uncluttered and there's a full-size spare under the carpet. The 70/30 split-fold rear adds the option of carrying longer loads. Inside the environment is plush and Jaguar-like. Soft leather and a rather stylish piano (black) wood trim sets off the ambience nicely. The front seats are supportive and reasonably well bolstered but the headrests, both front and rear, are not especially comfortable. Most drivers will find an acceptable driving position thanks to the height- and reach-adjustable steering and power seat height adjustment but space is a little tight in the rear — quite acceptable for little people but tall adults could have issues. The Sport also has steering wheel-mounted spring-loaded audio and cruise controls. It is in the controls that the use of Ford parts becomes more evident to the user. While the large dials and easily read screens and dials are a blessing many of the switches and knobs look to have migrated straight from a less-glamorous Ford. Regardless, the X-type has earned its bonnet-mounted Leaper and, if only for proving that persistence is a worthy attribute.   Fast facts Jaguar X-type Sport Price: $56,990 Engine: 2.1-litre V6; 117kW@6800rpm, 200Nm@4100rpm Transmission: 5-speed automatic; front-wheel drive Fuel: 61-litre tank, 9.4L/100km combined cycle on test Body: 4-door sedan Verdict: The forgotten member of the Jaguar pride. Nice, competent little city driver with enough legs for highway travel. Alternatives   BMW 320i Executive Price: $58,500 Engine: 2.0-litre 4-cylinder; 110kW@6200rpm, 200Nm@3600rpm Transmission: 6-speed automatic; rear-wheel-drive Body: 4-door sedan Verdict: Clear leader in drive dynamics. Fresh model with serious badge credibility and proven buyer appeal.   Audi A4 2.0 Price: $50,450 Engine: 2.0-litre 4-cylinder; 96kW@5700rpm, 195Nm@3300rpm Transmission: Multitronic automatic; front-wheel-drive Body: 4-door sedan Verdict: Quality build, fresh styling and top-level inclusions and trim. Engine lacks a little dash but is very smooth and comfortable through the changes.