Luxury Reviews

Back then small cars were cheap and cheerful and bought by people who couldn't afford a bigger one, families drove four-door sedans, people-movers were called station wagons, four-wheel drives were rarely seen in town and luxury cars were measured by the metre. In that environment there was nothing bigger nor better than a Fairlane, and the ZB was king. Ford had the big-car market sewn up in the '60s; Holden was just moving into the large luxury-car business with the Brougham before they later moved to the more successful HQ-based Statesman and Caprice in the early 1970s, the first real competitor the Fairlane had. The Europeans in the form of Mercedes-Benz and BMW that would have such a profound effect in redefining luxury cars in the 1980s and '90s were yet to arrive, and Toyota was too concerned about building budget Corollas to think of entering the luxury business with the Lexus. As the son of a self-employed panel beater who believed British cars were under-powered and there was nothing like the easy driving smoothness of American cars with their big, lazy engines, I grew up in the 1950s with V8 Fords, six-cylinder Pontiacs and Oldsmobiles and the occasional straight-eight Buick. I was being subconsciously conditioned to believe big was better and American companies built better cars. I was being conditioned to love the Fairlane. I bought my ZB secondhand in 1975. It had been owned from new by a dairy company in Melbourne and had been driven for its 105,000 miles by one of the company's executives. Company bosses drove Fairlanes in those days, or at least were driven in them. The ZB was a 1968 facelift of the ZA introduced in 1967, first of the new generation of Australian-built Fairlanes based on the Falcon. Ford had done a great job in separating the Fairlane from the Falcon. It was clearly different in stature and, importantly, looks. Much of the Fairlane forward of the windscreen was the same as the Falcon of the day, but with dual headlights and a distinctive grille there was no mistaking it. It was even more distinctive as it went away, its longer wheelbase and longer tail flanked by elegant vertical tail lights. The extra five inches in wheelbase length on the regular Falcon was turned into spacious accommodation for rear-seat passengers and its extended tail became an enormous boot. It may have been a close cousin of the Falcon, but everyone just knew a Fairlane was much more. You could, if you wanted to, buy a Fairlane with a six-cylinder engine, but quite why you would have is beyond me. Mine was a range-topping Fairlane 500 with the 302cu in (4.9-litre) V8 linked to a three-speed Cruise-O-Matic transmission and driving through the rear wheels like the most cars in 1968. The V8 produced a modest 156kW, but it was enough to make sure progress was effortless. The Fairlane's ride was smooth and supple, but the comfort came at the expense of handling. Though it was predictable and reassuring, the power-assisted steering was vague and it wallowed in the American style when you tried to push it hard through corners, but the Fairlane was not about rushing down winding roads at breathtaking speed. It was more about cruising long distances in comfort. Inside, the Fairlane 500 came with everything on the Ford options list. The front seats were individual and could be reclined — not the bench seat the six-cylinder model had — and had extra foam padding for greater comfort and support. Sound deadening was widely used to quieten the interior, the floor was covered in deep pile “wall-to-wall” carpet, the dash was elegantly panelled in “walnut” wood grain, there was an electric clock, reading lamps in the rear, indirect floor lighting and even the comfort and safety of a two-speed heater-demister. Mine had one, but the push-button radio was one of the few options not included as standard equipment. Likewise you had to pay extra for a vinyl-covered roof, a laminated and tinted windscreen and white-wall radial-ply tyres. That may not sound so special today, when even the most basic of cars come with all of that, and more, but in 1968 the average car had none of these and the Fairlane was indeed special. I drove the ZB Fairlane for about two years before selling it, but I still have fond memories of it. I remember the comfortable seating, the roominess, but more than anything else, I remember the smoothness. Fairlanes still hold a special place in my motoring heart, at least the old ones do. Inside View     1967 ZA Fairlane     Price: Fairlane $3080, Fairlane 500 V8 $3885 Engine: 200cu in “Super Pursuit” six-cylinder 3.3-litres; 500: Mustang 289 V8 4.7-litres Power: 90kW at 4400 revs; 500: V8 149kW at 4400 revs Torque: 258Nm at 2400 revs; 500: V8 382Nm at 2400 revs Transmission: Three-speed column shift gearbox; 500: V8 three-speed Cruisomatic automatic Sales: 9000 in first 12 months.   2007 BF Fairlane/LTD   Price: $58,625 (4.0-litre Ghia), $65,405 (5.4-litre G8): $62,270 $75,525 (V8 LTD) Engine: Barra 190 4.0-litre six-cylinder, Barra 230 5.4-litre V8 Power: Six-cylinder, 190kW at 5250 revs, V8, 230kW at 5350 revs Torque: Six-cylinder, 383Nm at 2500 revs, V8, 500Nm at 3500 revs Tranmission: ZF six-speed automatic Sales: 2006 — 1105 (Fairlane), 53 (LTD). 576 (Fairlane). YTD 2007 — 576 (Fairlane) 9 (LTD)     Best Years     1972 Fairlane 9667 sales 1974 LTD 2543 sales 1974 Fairlane/LTD combined 12,123 sales     Related stories:     Ford Farewells Fairlane and LTD New Dawn for Fairlane  

These days, owning a big four-wheel drive with a V8 badge is about as socially acceptable as spitting. Indeed, owners may occasionally find themselves the recipient of a wet ball of outrage. Follow that badge with the word diesel, however, and the bile is usually kept behind pursed lips. But the new Land Rover-developed TDV8 doesn't wear a badge of immunity. It doesn't even sound like a diesel. The only indication is the Range Rover badge itself, which ironically swaps the supercharged V8's black badge for the colour green. And green it is — at least for a twin-turbo V8. Although the exterior of the Sport and Vogue TDV8s remains unchanged, what lies beneath is brand new and spanking. The V8 diesel engine essentially takes the place of the antiquated TD6 which, while frugal, was never the best beast to pull a fully kitted Vogue with family in tow. This block, though comparatively small at 3.6 litres, was designed in-house specifically for the Range Rover, and does its job darn well. It claims to sip the same 11.6 litres per 100km as the outgoing Vogue six (11.1/100km in the Sport), but puts out 54 per cent more power and 64 per cent more torque. And so it should. The common-rail V8 makes use of variable turbine geometry, which allows its twin turbochargers to efficiently and effectively pull the most from the low and high range. Though still evident when flattening the throttle from a standstill, lag is minimised and an enormous 640Nm of torque is accessible — and fierce — from 2000rpm, particularly in the “lighter” 2675kg Sport version. (The Vogue weighs an epic 2710kg.) It's not a rush of blood to the head like the supercharged version — more a deep, throbbing heartbeat that quickens with the encouragement of the right foot. On part throttle, the heavy cabin soundproofing allows only the slightest engine hum and wind noise from the massive mirrors. At full noise, the sensation is more V8 than diesel, begging for full exploration of the torque mountain. The biggest blunting of this force is the sheer weight and size of the Range Rover. A diet would only make it faster, but that's a terrifying thought. The torquey engine is well paired with a six-speed ZF automatic box, which commands the gears like a smooth politician. Automatic shifts are near-imperceptible, and the first three gears don't pump out the short, sharp changes associated with a diesel (or, indeed, a 4WD). Engage manual mode, and the ZF's gearing reins in that eager engine with gusto. Corners can also be taken sharper and deeper, thanks to bigger brakes and reworked suspension on the Vogue. Brembo four-pot front stoppers from the Sport Supercharged are now standard, and when they bite, it's hard. Pitch under braking is minimal, and the boaty suspension of the Vogue has been reworked in the Sport's vein for more composure — though it's still very soft compared with the latter. Lower-profile tyres, 20-inch rims and a stiffer set-up make the Sport a little more fussy, particularly over potholes and corrugations. A throttle-on vibration through the steering wheel over 100km/h serves as a small reminder that a diesel's knocking on the firewall, but the steering is amazingly sharp and makes for a far more involving drive than the Rangie's size suggests. Despite giving the impression of a sunk-down city SUV, both the Sport and the Vogue are capable of mounting much more than the kerb outside a private school. The Terrain Response system from Discovery3 is standard on the TDV8s, accessed by a fat, funky dial mounted below the shifter. Four excellent off-road modes are on tap — snow or wet grass; mud and ruts; sand; or rock crawl — allowing for idiot-proof, dirty fun. The standard air suspension may hoik the car up and over the sharp stuff, but can also be lowered quite substantially so you don't have to scale half a mountain to get shopping out of the boot. For skirt-wearers, an optional set of hydraulic side steps, activated by the doors opening and closing, is a welcome lift (though at $2349, it would be more cost-effective to simply wear pants). Other civilised additions include an electronic parking brake on the Vogue, revised airbags, an electronic rear diff and a shut-off system that prevents a petrol nozzle accessing to the fuel tank. Range Rover claims its new diesel is so quiet, new owners may just pull up at the petrol pump by mistake. Perhaps a badge somewhere may have prevented that?   Fast facts Range Rover TDV8 On sale: Now Price: Sport $107,900, Vogue Luxury $165,900 Body: SUV Engine: Eight-cylinder twin-turbo diesel, 200kW, 640Nm Transmission: Six-speed automatic, all-wheel drive Fuel: 11.6 litres per 100km (combined claim) Safety: Includes Brembo brakes, front side and curtain airbags, fuel shut-off system

Mercedes and BMW have luxury-loaded battle wagons for $300,000-plus. Suzuki's local headliner is the Grand Vitara four-wheel-drive and Proton has to get by with the Gen.2 baby hatch. But there is no flagship quite like the new Lexus LS. Australia has just had details of the new V8 Lexus LS460 but, barely a week later, it has been overtaken by a car called the LS600hL. It is a serious, tick-all-the-boxes headliner for Lexus, for Japan, and for hybrids. Lexus has gone all the way with its commitment to petrol-electric hybrids by creating the first flagship of any brand that has a green footprint. It is still more than two tonnes and the fuel economy is never going to rival a diesel-engined Peugeot 207, but it is a huge commitment by Toyota as it overtakes General Motors as the world's largest carmaker. The LS600hL — cryptic for 6.0-litre performance, hybrid drive and long wheelbase — will reach Australia in a couple of months. The price should be in about $240,000, based on the $184,900 of the LS460. Final details are being decided, but the car will have incredible luxury and technology, from a self-parking system to LED headlamps, a device that monitors driver fatigue, and even a reclining rear passenger seat with shiatsu massager. On the hybrid front, Lexus has gone all-out with a 5.0-litre V8 with battery-electric booster, all-wheel drive and a constantly variable transmission that can mimic an eight-speed manual. “This car is the symbol of the Lexus brand. It is like a president or the chairman of a company, not just responsible for itself, but for everyone in the group,” chief engineer of the LS hybrid Osamu Sadakata says. “When conceiving the 600h, we didn't set out to build a hybrid car. First we thought about the level of performance and social responsibility required for a premium car. Then we started thinking about what kind of powertrain we needed. The answer was the hybrid.” Sadakata says the new LS has the performance to match a V12 petrol limousine, with the fuel economy and CO2 emission of a V6. That means a 0-100km/h sprint of 6.3 seconds, a limited top of 250km/h, and a claimed combined fuel economy of 9.3 litres for 100km. In some ways the arrival of the 600h is a return to the start for Lexus, which broke the mould in 1989 with its original LS flagship. The question is how many customers will want the car, and if so, as a green machine or for the gadgets. Lexus Australia is forecasting sales of five to 10 cars a month, or about half the volume of the regular LS460, and is still working on the final price and specification. It intends to sell it as a regular five-seater and with the four-seat cabin that is compulsory with the shiatsu recliner — which crimps front-passenger space — but is not sure of the breakdown. But all will have the long-wheelbase body, which puts an extra 120mm into the rear-passenger space. “It will be almost a built-to-order car,” Lexus Australia sales operations manager Andrew Caie says. “It's a toe-in-the water for us. A lot of LS buyers have been lining up for the car, so it will take a while to clear those before we go out to new buyers.” Caie is not firm on final details because of the price and position of the 600h. “The planning volume is not really huge. That's one of the reasons we have not locked everything down. “We aren't going to go out and sell thousands. This is a very different perspective even from the LS460.” But he does confirm the LS600hL will be the first Lexus over the $200,000 mark. “We probably have a few months before we know the final price.” The bottom line will include leather seats, twin DVD screens, 19-speaker sound, 17-inch alloy wheels, four-zone automatic airconditioning, a rear cooler bin and safety gear ranging from front/curtain/knee airbags, an airbag to stop rear-seat passengers sliding into the footwell in a serious crash, a pre-crash system, radar cruise control and a fully integrated vehicle dynamics system including stability control, anti-skid brakes and adaptive air suspension. On the road THE LS hybrid creates a sensory overload. There is so much technology, so much luxury, it is difficult to know where to start. It is easy to slide into the reclining shiatsu massager and fire up a DVD for relaxation, or talk to the Japanese engineers to hear the inside story of the engine and transmission and all-wheel drive. But it all fades to background when I crank the speedometer towards 240km/h on a German autobahn arrowing out from Frankfurt — the obvious choice for the preview, because it is Benz-BMW-Audi home ground — and submerge in the luxury, the quiet, the refinement and the surprisingly good driving experience. The long-wheelbase LS is the best car Lexus has created, as expected. It has cracking performance, is stable and responsive in corners, is supremely quiet, and has every luxury trinket possible. It does not have the personality of a BMW or Benz, but Lexus has always gone softly to avoid offending potential owners. And it wants people to choose their car for different reasons. So to the hybrid drive. The LS is electric-car quiet around a carpark, but there is no mistaking the howl of its 5.0-litre V8 when I sink the foot on a wide-open autobahn. Or the stop-light potential of a total package that delivers a combined 327kW and 820Nm. The LSh will also drop down to about 8 litres for 100km on a gentle cruise and, despite its heft, Lexus says its CO2 output is lower than the regular 460. There is so much in the 600h that I could write a book about the technology and frame an essay on how it feels and drives and responds. It is enough to say that it is the world's most techno-driven car and it delivers everything wanted from a Lexus flagship. Does the world need a car such as this? Probably not, but I said much the same thing when Lexus introduced the original LS and when Toyota unveiled its first Prius hybrid. Those cars started something new and there is every chance the LS600hL will be carving out fresh territory and previewing technology that will eventually be as common as electric windows are in today's economy compacts.   Fast Facts: LEXUS LS600hL ON SALE: September PRICE: Estimate $240,000 ENGINE: 5.0-litre V8 engine with series/parallel hybrid drive, 650-volt electric motor and nickel-metal hydride battery POWER: 327kW combined (290kW at 6400 revs, V8 only) TORQUE: 800Nm combined (520Nm at 4000 revs, V8 only) TRANSMISSION: Eight-speed constantly-variable automatic, all-wheel drive WEIGHT: 2320kg FUEL ECONOMY: 9.3 litres/100km (claimed combined) CO OUTPUT: 219g/km (claimed combined)

Thanks to the fact that a sparkling, new car is delivered and then taken away and detailed every week, there’s not much need for damaging their tender, type-tapping fingers on cleaning products. This is how I first knew that Porsche’s 911 really was something special, because many years ago my boss, slightly salivating, told me that he’d washed his Porsche press car, not once, but four times - in a week. Sadly, he wouldn’t let me drive it – in fact he laughed heartily at the very idea – but he did take me for a fang in it, and a fascination was born. One definition of a work of art would be that you stare at it repeatedly, even though you already know exactly what it looks like. It’s like that with the 911. During my most recent motoring affair with one, I found myself making excuses to go outside and gaze at it. I even took up smoking for the week to help with this. One night I found myself on the balcony, lost in reverie as I looked down on its roof. And it’s the roof, in particular, that was special about this 911 – because it was the Targa 4 model. Porsche has more variants of its 911 than Jacques Villeneuve’s hairdresser has had bad ideas and the Targa has been part of the line-up for 40 years. The traditional Targa top had removable roof sections and was about as practical as a brown-paper umbrella if it rained. The modern version has a seemingly smarter idea, with the entire roof made of glass. And yes, you could just call it a massive sunroof, but Targa is a far sexier word, obviously. Hold down the button between the rear seats and the whopping great glass panel slides back so that it sits flush with the rear window. This takes just six seconds and leaves you with a gaping hole through which you can sunburn your bonce (there’s also a perforated sunscreen that can be opened and closed separately). While this all sounds lovely, the problem is that when you then look in the rear-view mirror you are looking at the traffic behind you through two thickish bits of glass, with the result being a world view that’s fuzzier than a hungover man’s tongue. I don’t want to harp on about it, but seriously, it’s so, so rare for Porsche to stuff up anything that I was taken aback. Obviously, you can use your side mirrors, but this is hardly the perfect solution and perfection is what you expect when you’ve paid $233,600 (or $259,900 for the S version) for a car. Fortunately, just about everything else about driving it does bring the P-word to your lips. The Targa version of the 911 is based on the Carrera 4, which means it gets a stunning all-wheel-drive system, mated to the 239kW 3.6-litre flat six engine (or the 261kW 3.8-litre in the S). There is something that happens to your face when you corner quickly in this car, and I watched it happen to a passenger on a run up the Old Pacific Hwy. First, your jaw drops open, then you shake your head, causing your cheeks to wobble in the breeze, and finally you grin, irrepressibly, like a leering mad man. Time and time again we were both stunned into a silence broken only by the occasional snort of disbelief as the 911 hung on and hung on and then belted out of corners like an incendiary device. Its all-wheel grip is so prodigious that it makes the word prodigious seem entirely inadequate. And all the time the car is talking to you through its wondrously supple yet muscular steering. Going around the bend just shouldn’t be this much fun. By the by, it’s also quite quick – with a 0 to 100km/h time of 5.8 seconds, but straight-line speed is merely a sideshow to the cornering experience. All the while, that growling, howling engine spits its noise at you through the open Targa roof. After a while I must admit I really didn’t care whether I could see out the rear-view mirror. The car’s only other failing was the Tiptronic gearbox, a $5,500 option that I seriously can’t believe anyone ever pays for (but they do, about 50 per cent of Porsche buyers have lazy left legs, apparently). Porsche makes one of the world’s best six-speed manual gearboxes, but its five-speed semi-automatic effort is more serviceable than stunning. Left in auto mode around town it is far too quick to grab top gear, although its 370Nm of torque means it can get away with it. Changing gears using the buttons on the steering wheel is the only way to go, but in terms of tactile joy it’s like wearing nylon pants compared to denim. Frankly, though, I would wear a nylon sack, forever, if it meant I could have kept this car. Combining the joys of open-top motoring with the rigidity and practicality of a coupe is what the Targa model is all about, but frankly it’s the 911 DNA that makes it so deeply desirable. I could almost wash it. Almost.

Audi already offers some of these elements separately in other models, but in this one, it all comes together. The second-generation allroad sits between the prestige A6 Avant and the larger, luxury SUV, the Q7. And Audi believes that despite some similarities to the other models, it will still find its niche market, with a forecasted 100 sales for the remainder of the year. The price tag alone brings high expectations. Sitting at $106,000, the allroad isn't cheap, and price seems to grow rapidly once options are added. Our test cars were all fitted with other features such as an iPod connection, different leather, reversing camera, satellite navigation and so on, which will add thousands to the price. And considering it is already $20,000 more than the Q7, it is a big step up and for that you expect a lot more. Granted, it does come in cheaper than the 3.2-litre petrol A6 Avant. But it doesn't have the same off-road ability and has a $3000 premium. The 3.0-litre turbo diesel engine is a smooth, quiet performer and you can barely notice it's not a petrol from the inside. The noise, or should I say lack of, doesn't reveal its true identity. The V6 reaches a maximum 171kW and it boasts a torquey engine producing 450Nm from the lower end of the tacho, coming on relatively quickly from 1400rpm to 3250rpm. And with the performance accessed through a very smooth shifting six-speed tiptronic transmission with DSP and sports program, there's no doubt it's a luxury and to a degree, sporty drive. The big difference to the A6 Avant is the adaptive air suspension system. When the conditions change, the suspension adapts. It is activated both automatically, or if you choose, manually. Known as the electronically controlled adaptive air suspension system, it alters the trim height of the body by up to 61 millimetres. It acknowledges the road conditions, speed and driving style and automatically adjusts the control characteristics of the adaptive shock absorbers. In simpler terms, it means there are five modes, which are all pretty self-explanatory. These are dynamic, automatic, comfort, allroad and lift. During the different modes, the body is lowered or raised. As an example, dynamic is like a sports suspension setting, so the body is lowered to a ground clearance of 125mm. And you really notice the difference when taking control of the system and manually adjusting. The ESP system has also been enhanced to be more suitable for off-road use. Quattro all-wheel-drive is another feature on the allroad. It splits the torque between the front and rear axles in a 50/50 distribution, with a bias to the rear. The car is also very strong in its stance on the road, with a boosted torsional rigidity. The allroad proved itself this week on a combination of bitumen and dirt roads, although the dirt roads weren't extreme four-wheel-driving tracks and more bumpy conditions and tighter turns might alter the performance. Its luxury presence may not be as well suited to more adventurous tracks. But on the roads we tackled, the allroad handled well at high speeds and was a comfortable drive in terms of ride, setting and appearance. It's like a sibling to the A6 — think the Minogue sisters. You can tell they're related, but each has her own defining character. The allroad is longer, wider and more spacious than its younger relative. The striking front grille on the allroad stands out with a dominant and strong presence, which also gives the car a really muscular impression. This is nicely complemented by the new roof rails in aluminium, newly designed bumpers, flared wheel arches and those sporty looking, large twin-exhaust pipes. The wheels are also slightly larger than the A6 Avant. Audi designs succeed because they're not too much of a “look at me” style. The new allroad follows this line with its subtle, classy design. There's all the comfort you can expect with the interior: cosy leather, sports seats, wood trim and an electronic parking brake, all in the style that mimics the A6 Avant. The entertainment system is very easy to use and incorporates features such as the radio/six disc CD stacker, the viewing for the air suspension, and extras, including the optional navigational system. One downside to the allroad is that it only comes with a space-saver spare. With its off-road abilities, the allroad would make much more sense with a full-size spare. The launch saw one car temporarily sidelined because of a flat. Audi Australia says a full-size spare isn't available at this stage. The previous allroad achieved better sales than originally expected for Audi. There were some 90,000 orders worldwide between 2000 and 2005. About 1000 of those sales were in Australia. This new generation is aimed at “affluent professionals” with a family, who are sporty and adventurous in character. Most buyers are expected to be male, but it is designed to satisfy women as well. The allroad is unique in its character because other luxury manufacturers don't have a model that offers the whole package of off-road and diesel in wagon form.   Fast facts Audi A6 Allroad quattro Price: $106,000 Engine: 3.0-litre, V6 turbo diesel, 171kW@4000rpm, 450Nm@1400rpm-3250rpm Transmission: 6-speed tiptronic with DSP and sports program. Fuel: 80-litre tank, 9.8L/100km (as tested), 8.8L/100km (claimed) combined Verdict: It's all elegance and all style in this luxury wagon, and the best part is you can even get it dirty.

  One of the more appalling surprises of growing up and having children is the things you find yourself saying. Such as: “You'll understand yourself one day”, “I don't know what young people are coming to”, and “I wouldn't mind one of those new Volvos”. The Swedish safety specialist may be trying to get hip with the new C30 hatch, but the brand remains domestic at heart. And I'm starting to appreciate that. As in a happy household, little details make the difference. Take the integrated child seat on the XC90. Click up a section of the centre-rear cushion and it becomes a booster seat for kids between three and eight. It also slides forward to place your young passenger almost between the front seats, and the rear section of the centre console can be removed to give junior more foot space. Like a parent returning to the workforce, the XC90 has had a bit of a late-career bloom. A 4.4-litre V8 and 2.4-litre D5 diesel version were added to the range late last year, and a 3.2-litre six-cylinder version has recently gone on sale, replacing the 2.5-litre petrol version. All the new engines come with six-speed automatics. The 2.4-litre diesel accounts for about 70 per cent of the XC90 sales, which are up this year by 24 per cent. With 136kW, the D5 is 18kW less powerful than the disappearing 2.5-litre petrol engine, but its 400Nm of torque is more than 90 per cent of the V8's 440Nm. It trumps them both with its fuel consumption of 9.0 litres per 100km — something to celebrate these days when, in many parts of the State, the price difference between diesel fuel and petrol is negligible. In real-world highway use, it did even better, registering 8.2 litres/100km — medium car figures — but did I mention the XC90 has seven seats? The five-cylinder diesel can be a little gruff at cold idle compared with the V6 diesels of the Mercedes-Benz M-Class, Land Rover Discovery, Jeep Commander and Volkswagen Touareg, or the straight six diesel of the BMW X5. But it's far from objectionable once under way. Its 0-100km/h time of 11.5 seconds is a little slower than the posted times of rivals but, like all diesels, the XC90 D5 feels stronger on the road than the figures suggest. The interior is distinctive, with a design language that's more architectural than automotive. It's not quite as showroom-dazzling as an Audi's perhaps, but its functionality grows on you. And the audio system is well above average, with a punch and sharpness that brings old CDs to life. With not quite so much punch and sharpness on the road, the XC90 is still set up for a comfortable ride and conservative handling. But at least it succeeds in being comfortable, apart from a very subtle diesel buzz and the slight coarseness of big SUV wheels and tyres. Suspension noise is well abated and the six-speed adds a layer of refinement missing from the old version. It has the presence of a luxury SUV but, at $72,950, it's verging on affordable by prestige wagon standards, which is why it has become part of more families this year.   Fast facts Volvo XC90 D5 On sale: Now Price: From $72,950 Body: SUV Engine: 2.4-litre 5-cylinder turbo diesel; 136kW@4000rpm, 400Nm@2000-2750rpm Transmission: 6-speed automatic, all-wheel-drive Fuel: 9 litres/100km combined claims Safety: Everything you can think of and a few you probably can't      

Symbolism is rarely something car companies worry about on a model launch. But executives from Toyota's luxury Lexus division chose the 92nd floor of Melbourne's $500 million Eureka Tower to unveil its LS460. The skyscraper's height and commanding presence over the city was a metaphor for the expected sales dominance of this new Lexus in the upper luxury segment. The LS460 this week also won the World Car of the Year award for 2007 — so expectations are right up there. With a price tag of $184,900, it's likely to cause some headaches for its European rivals, notably the Mercedes-Benz S-Class and BMW's 7 Series. The LS460 is a fourth-generation development of the LS400, launched here in 1990. And, like the original, which was priced way below its European rivals but packed with gear, the newcomer costs between $19,000 and $69,000 less than its competitors. There are no options. What you see is what you get: an equipment list that would put the likes of BMW and Mercedes-Benz to shame. There are 10 airbags, adaptive air suspension, an eight-speed automatic transmission (a world-first for a passenger car), a 19-speaker Mark Levinson sound system, keyless entry, four-zone climate control, a rear DVD player, heated and air-cooled seats, and enough leather and wood to satisfy the fussiest luxury-car buyer. Naturally, there are also active safety features such as Lexus's vehicle dynamics integrated management system, which covers traction control and vehicle stability, ABS, electronic brake force distribution, electro-hydraulic brakes and the variable-ratio electric power steering. Apart from its standard equipment, the LS460 is new from the ground up, including the chassis, suspension, engine, driveline and sharper steering. It's powered by a 4.6-litre VVT-i V8 that develops 280kW at 6400rpm and 493Nm at 4100rpm. This smooth engine delivers an electronically limited top speed of 250km/h, a zero-to-100km/h sprint time of 5.7 seconds and a combined fuel economy figure of 11.1litres/100km. Lexus says an eight-speed sequential automatic was needed to cope with the LS460's torque and provide improved acceleration at low speeds. In reality, it's one-upmanship. Many six- or seven-speed autos cope just as well with similar torque outputs. Regardless, this transmission, as you would expect from Toyota, is a work of art. It's the same size as the previous-generation LS430's six-speed auto, yet its alloy casing is 10 per cent lighter, 30 per cent stronger and weighs just 10 per cent more than the six-speeder. When the car is driven gently, eighth gear will lock up at 80km/h. Lexus delayed the LS460's local launch so air suspension could be a standard fitting. It had originally planned to release the car last year with a conventional steel-spring suspension. As well as the trick multi-link aluminium front and rear suspension and a “vehicle posture control system”, the suspension uses state-of-the-art monotube dampers. The posture system reduces body roll by a claimed 30 per cent, as well as alleviating the inherent pitching associated with a conventionally sprung car. Visually, the LS460 adopts an evolutionary approach almost identical to the styling of the Lexus concept car shown at the 2005 Tokyo Motor Show. That car showed off Toyota's “L-finesse” design strategy for the Lexus brand. Like the IS and GS, the LS has a bold family look and sleek styling. The LS460 is 5mm longer, 45mm wider and has a 45mm longer wheelbase than the LS430 and has a 1610mm front and 1615mm rear track. We've often thought of the Lexus LS430 as a brilliantly built car, but a touch too clinical. Granted, it did everything that was asked of it — some things extremely well. But, as a thoroughly entertaining driver's car, it just missed the mark. That's why BMW, Mercedes-Benz and even Audi had no cause for concern over a Lexus challenge to their dynamic superiority. Cachet is one thing, but bragging rights at the golf club are also important when you buy a luxury car. With the arrival of the LS460, the Germans can no longer look down their Teutonic noses at the Japanese newcomer. A new V8, the three-mode air suspension and more responsive steering have elevated and improved the LS460 to the point where it is a serious contender in the luxury-car segment. Its steering is still a tad light for our liking, but that silky V8, the seamless eight-speed gearbox and those suspension refinements mean this big sedan's overall composure is vastly better than that of the LS430. The air suspension has a lot to do with that. It irons out corrugations, reduces body roll and maintains a level attitude even pushing through hairpin turns. Be wary, though: this Lexus is something of a wolf in sheep's clothing. Floor the accelerator, and the V8's muted growl will propel it — and you — into trouble as the speedo surges into the danger zone beyond 110km/h. Thankfully, there's radar cruise control to keep LS460 drivers on the right side of the law. The LS460 looks more agile and sporty than the upright LS430, with a smoother grille and a Japanese take on the 7 Series-style rear end. Some buyers may like a little more chrome to distinguish their six-figure purchase, though. The newcomer has but 400 litres of boot space versus 573 litres of the LS430. It seems the new-fangled rear air conditioning system takes up the extra room. In the cabin, everyone is suitably pampered with acres of leather and wood, a superb sound system and plenty of space. Large and small folk alike will be able to find an agreeable position behind the wheel. Attention to detail is also outstanding. Like the way the insides of the doors are finished in moulded grained plastic, the subtle lighting of the “Lexus” name on the door sills, or the neat flange along the sills that stop mud and grime marking your pants. The LS was always a well-built car. Now it can run with the luxury pack.

The skyscraper's height and commanding presence over the city was a metaphor for the expected sales dominance of this new Lexus in the upper luxury segment. The LS460 this week also won the World Car of the Year award for 2007 — so expectations are right up there. With a price tag of $184,900, it's likely to cause some headaches for its European rivals, notably the Mercedes-Benz S-Class and BMW's 7 Series. The LS460 is a fourth-generation development of the LS400, launched here in 1990. And, like the original, which was priced way below its European rivals but packed with gear, the newcomer costs between $19,000 and $69,000 less than its competitors. There are no options. What you see is what you get: an equipment list that would put the likes of BMW and Mercedes-Benz to shame. There are 10 airbags, adaptive air suspension, an eight-speed automatic transmission (a world-first for a passenger car), a 19-speaker Mark Levinson sound system, keyless entry, four-zone climate control, a rear DVD player, heated and air-cooled seats, and enough leather and wood to satisfy the fussiest luxury-car buyer. Naturally, there are also active safety features such as Lexus's vehicle dynamics integrated management system, which covers traction control and vehicle stability, ABS, electronic brake force distribution, electro-hydraulic brakes and the variable-ratio electric power steering. Apart from its standard equipment, the LS460 is new from the ground up, including the chassis, suspension, engine, driveline and sharper steering. It's powered by a 4.6-litre VVT-i V8 that develops 280kW at 6400rpm and 493Nm at 4100rpm. This smooth engine delivers an electronically limited top speed of 250km/h, a zero-to-100km/h sprint time of 5.7 seconds and a combined fuel economy figure of 11.1litres/100km. Lexus says an eight-speed sequential automatic was needed to cope with the LS460's torque and provide improved acceleration at low speeds. In reality, it's one-upmanship. Many six- or seven-speed autos cope just as well with similar torque outputs. Regardless, this transmission, as you would expect from Toyota, is a work of art. It's the same size as the previous-generation LS430's six-speed auto, yet its alloy casing is 10 per cent lighter, 30 per cent stronger and weighs just 10 per cent more than the six-speeder. When the car is driven gently, eighth gear will lock up at 80km/h. Lexus delayed the LS460's local launch so air suspension could be a standard fitting. It had originally planned to release the car last year with a conventional steel-spring suspension. As well as the trick multi-link aluminium front and rear suspension and a “vehicle posture control system”, the suspension uses state-of-the-art monotube dampers. The posture system reduces body roll by a claimed 30 per cent, as well as alleviating the inherent pitching associated with a conventionally sprung car. Visually, the LS460 adopts an evolutionary approach almost identical to the styling of the Lexus concept car shown at the 2005 Tokyo Motor Show. That car showed off Toyota's “L-finesse” design strategy for the Lexus brand. Like the IS and GS, the LS has a bold family look and sleek styling. The LS460 is 5mm longer, 45mm wider and has a 45mm longer wheelbase than the LS430 and has a 1610mm front and 1615mm rear track. We've often thought of the Lexus LS430 as a brilliantly built car, but a touch too clinical. Granted, it did everything that was asked of it — some things extremely well. But, as a thoroughly entertaining driver's car, it just missed the mark. That's why BMW, Mercedes-Benz and even Audi had no cause for concern over a Lexus challenge to their dynamic superiority. Cachet is one thing, but bragging rights at the golf club are also important when you buy a luxury car. With the arrival of the LS460, the Germans can no longer look down their Teutonic noses at the Japanese newcomer. A new V8, the three-mode air suspension and more responsive steering have elevated and improved the LS460 to the point where it is a serious contender in the luxury-car segment. Its steering is still a tad light for our liking, but that silky V8, the seamless eight-speed gearbox and those suspension refinements mean this big sedan's overall composure is vastly better than that of the LS430. The air suspension has a lot to do with that. It irons out corrugations, reduces body roll and maintains a level attitude even pushing through hairpin turns. Be wary, though: this Lexus is something of a wolf in sheep's clothing. Floor the accelerator, and the V8's muted growl will propel it — and you — into trouble as the speedo surges into the danger zone beyond 110km/h. Thankfully, there's radar cruise control to keep LS460 drivers on the right side of the law. The LS460 looks more agile and sporty than the upright LS430, with a smoother grille and a Japanese take on the 7 Series-style rear end. Some buyers may like a little more chrome to distinguish their six-figure purchase, though. The newcomer has but 400 litres of boot space versus 573 litres of the LS430. It seems the new-fangled rear air conditioning system takes up the extra room. In the cabin, everyone is suitably pampered with acres of leather and wood, a superb sound system and plenty of space. Large and small folk alike will be able to find an agreeable position behind the wheel. Attention to detail is also outstanding. Like the way the insides of the doors are finished in moulded grained plastic, the subtle lighting of the “Lexus” name on the door sills, or the neat flange along the sills that stop mud and grime marking your pants. The LS was always a well-built car. Now it can run with the luxury pack.

The Force models are upmarket equivalents of the turbocharged Typhoon and V8 powered GT, minus the overt styling Instead of a big rear spoiler and loud paint job, you get a restrained, more conservative look – a Fairmont Ghia with the works. Our test car was the FPV Force 6 priced from $71,590, almost $10,000 more than the Typhoon. Finished in a chromatic dark green called Deja-vu, it looks almost black in some lighting conditions. We clocked up almost 2000km behind the wheel in a week-long Riverina odyssey. The fast Ford is a great choice for long distance slogs, with plenty of power, comfort and a big boot for luggage. But with sports suspension and low profile tyres, the ride can be harsh depending on the road surface. The Force 6 gets the same turbocharged 4.0-litre straight six as Typhoon, with an impressive 270kW of power and 550Nm of torque. It’s only available with the ZF 6-speed sequential auto (nothing wrong with that), which also gets you the adjustable driver’s pedals that go with it. Suffice to say the car goes like stink and is actually quite frugal if driven carefully. It takes premium unleaded as a minimum and with fuel economy, officially rated at 13.0 litres/ 100km, dropped to a low of 9.6 litres/100km after about 600km of steady driving. Interestingly, we decided to refill the car with E10 ethanol enhanced fuel after finding it’s cited as OK with its higher 95 RON octane rating. Subsequent economy, however, was 11.2 litres/100km, dropping briefly to 11.1. It goes to show that you use more of the stuff and doesn’t really justify the 10c a litre that we saved at the bowser. For a car that’s going to cost $75,000 by the time it’s on the road we expected a little more in the equipment department. You get leather, dual zone air as well as front and side airbags for the driver and front passenger. Traction control is fitted but it’s not as sophisticated as the dynamic stability control fitted to ordinary Falcons. Performance is supremely confident, with the ability to overtake at will – when and where you like. Lights, including fog lights, provide plenty of illumination for night driving in the country. Ultra low profile 35 series tyres make a din like rain on a tin roof on coarse bitumen.

French carmaker Peugeot has long been highly regarded in Australia. The company won respect for its efforts in the early Round Australia Trials, regarded as a true test of a car at the time. But in recent times Peugeot has had a more checkered time with the brand not always well-supported. Consequently it has lost some of the lustre it once enjoyed. Build quality has been an issue with French cars and Peugeot has suffered from inconsistent quality, which wasn't always helped by a lack of support from dealers or importers. MODEL WATCH THE 307 replaced the 306 in 2001 and came well-credentialed, having been voted European Car of the Year for 2002. The 306 was regarded as a small car, but the 307 was a size larger, almost a mid-sized model. Along with the extra size came an airy and roomy interior, which provided comfortable accommodation for four, or five at a pinch. French cars are usually renowned for their comfortable ride, but the 307 didn't fit the mould. The ride was more nervous and didn't have the absorbency of other Peugeots. On the road it showed a nice balance. It had good grip, communicative steering and a solid braking feel. Overall it was a nice package. Two petrol engines and a diesel were offered in the 307. The base 1.6-litre double overhead cam four-cylinder produced 80kW and 147Nm, and the 2.0-litre generated 100kW and 190Nm. The 2.0-litre single overhead cam diesel had 66kW and 206Nm. The transmission choices were a five-speed manual, which had a rather imprecise shift, and a four-speed auto, which was a limiting factor when it came time to get up and go. In auto form the 1.6-litre 307 was best described as lethargic. Even with the right foot buried in the carpet and the airconditioning off, the acceleration could be measured using the progress of the sun. In manual form it was a different story. With relatively short gearing the five-speed manual car got off the line quickly and with good torque spread it was easy to drive. It took 11 seconds or so to reach 100 km/h from a standstill and another 7.5 seconds to cover the standing 400m dash. The 2.0-litre was a nice little performer and the turbo-diesel delivered at the pump. The 307 came in hatchback form initially, but a wagon and a convertible were added to the range in 2003. The XS 1.6 five-door was the mainstay and had a host of standard equipment including front and side airbags, anti-skid brakes with brake force distribution, cloth trim, power windows, remote central locking, airconditioning, immobiliser, and CD player. The XS could also be had with the diesel engine. In addition there was XSE five-door, which had the 2.0-litre engine plus a leather-wrapped steering wheel and shift knob and five-stacker CD system. The XSi three-door sat atop the range with the 2.0-litre engine plus leather trim and 17-inch alloy wheels. ON THE LOT FOR a taste of French flair, get behind the wheel of a 1.6 XS hatch for $12,000 to $19,000; add $2500 for the frugal diesel. For 2.0-litre punch you will need to pay $18,000 to $22,000, add another $1500 and you will drive away in an XSi three-door. IN THE SHOP BUILD quality was inconsistent at first and there were a few problems as a result. The 307 seems to be plagued by electrical gremlins. Some owners complain about the rate of brake wear that has them replacing pads and discs relatively frequently. There is also some complaint about brake dust building up on wheels. Seats tend to collapse when the cushion material breaks down. Paint quality is also an issue so keep an eye peeled for blotchy marks and faded areas on exposed surfaces. It seems that most owners rate the 307 highly when all goes well, but quickly become frustrated when problems develop. It's a good idea to find a dealer with experience working on Peugeots because some appear to struggle to diagnose and fix faults when they occur. CRUNCH TIME THE 307 had an impressive array of airbags that provided a comprehensive package of protection when things turned nasty. All models had front airbags for the driver and passenger, plus front side airbags and front and rear curtain airbags. With anti-skid braking, electronic brake force distribution and emergency brake assist and with good chassis fundamentals, the 307 is an attractive buy on safety grounds. THE BOTTOM LINE Roomy car with good driving dynamics, but questionable quality.