Luxury Reviews

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.

We've said it before (and the odds are short that we'll say it again), but nothing confirms the futility of owning a quick car in NSW than driving it during the times when you have the time to enjoy it. We refer, of course, to the double-demerit-points weekend we're all currently fearing and loathing. It's a time for that erratic Zafira steerer Morris Iemma and his chauffeured drones to rake in the windfall that comes with a lot of people failing to get where they're going within the boundaries of the most cynical traffic-enforcement regime outside Victoria. And doing it on roads that are much worse than Victoria's. Quixotically, BMW chose Thursday — the first day of the government's Great Easter Cash Grab (well, you voted for them) for the launch of the latest car powered by its sublime, three-litre, bi-turbo six. This mighty mill, which can already be had in coupe and sedan form, graces the long-awaited 3 Series Convertible, the first generation of this auspicious line to come with a hard (not a rag) top. The 335i Convertible — and the lesser 325i — complete a 3 Series range that arrived locally two years ago and immediately became class-leading. The E92 335i Coupe, which lobbed last October, also went straight to the head of its class. On the basis of a necessarily constrained and cautious introduction to the folding metal'n'glass roof line, Bimmer could have another dux. Mercedes-Benz, though, will have a bit to say about that. For, in the E93 Convertible, the edgier dynamics that inevitably distinguish 3 Series from C-Class won't be so starkly defined. Weighing in from 1735kg, the 335i Convertible is two big adults and a couple of sets of golf clubs heavier than the similarly engined sedan. Although it loses a mere few tenths on the sprint to 100km/h (5.8 seconds for manual, 6.0 for the auto is claimed), even BMW says the Convertible cannot be so sporty. Nor is it so intended. The topless 3Series does what it says on the folding tin lid, providing tolerably smart to decidedly rapid touring. Certainly, the lard is obvious to anyone fortunate enough to have experienced the sedan or coupe, though not in a straight line with all 400 Sir Isaacs announcing themselves from 1300rpm. Naturally, the atmo simply can't leap to with such alacrity, but it's going to be car enough for all except those who absolutely must have the full whack. Indeed, while the 325i is the more obviously stifled, it is by no means disgraced on chicane-like roads, where the hero model's thumpingly superior acceleration and roaring power has less application. These roads chosen for our introduction showed the standard run-flat tyres in the best light. As to handling, BMW's hallmarks of crisp rear-wheel drive and razor-sharp turn-in are present and correct. Bimmer's standard 50:50 axle load distribution should be affected when the 40kg of roof and attendant mechanisms are folded into the boot (most of the extra heft is due to underbody reinforcements that achieve new levels of open-top torsional rigidity). But the feel will be negligible to all but the most discerning (and quite a few others who like to have themselves on about such things). With a microscopic manual take up among buyers, only autos were available for sampling. As a militant manual owner, I could only take guilty pleasure in the six-speed ZF auto box. Hooked up to the 335i, it's programmed to shift more rapidly than any Bimmer slusher to date, either left in Drive, Drive Sport or via the manual mode (steering-wheel gear levers are a cost option). It could almost talk you into converting ... Deciding in the circs that discretion was the better part of valour, and the better part of valour was cowardice, we can't speak to the efficacy of the Dynamic Traction Control. Pressing the dashboard button partially disables the attached stability control to allow for a bit of lateral slip. Held down for five seconds, all such nannies are said to go off for a nice cup of tea. The item of chief concern — the roof — can be stowed a button's push in 22 seconds, reducing boot space from 350 litres to 210. Roofless is the most pleasant mode of travel, not least for any rear-seat passenger over 180cm. Luggage space is enhanced by flat folding rear seats and a ski port. A cost optional keyfob function allows partial roof openings to better access the boot. In either opened or closed modes, the E93 is striking to behold. From the long boot to the low, horizontal shoulder line and short overhangs, this convertible really couldn't be anything other than a Bimmer. Why, with the roof up, there's even a Hoffmeister Kink. And, being Bimmers, they are, of course, auction-your-organs expensive. Before options, that is. If you can afford the whole 10 metres, you won't care that the 325i is good enough almost all of the time — it will just have to be the blow-hard model. Just remember where we live, though. And weep.

Whoever said money can't buy happiness? What about leather luxury, V8 and V12 engines, and endless hours of fun and class. Apparently the originator of that saying never sat behind the wheel of a luxury coupe, because for a little more than $300,000 it seems money can buy you more than happiness. The new Mercedes coupe, for example, gets you pride, membership to a rather exclusive club and a feeling of all-round enjoyment. The latest addition to the Mercedes line-up Down Under is the elegant and stylish CL Coupe. But for those in the market for this happiness, the chance won't be around for much longer. Only 100 models will be available this year and since its Australian debut at the Melbourne motor show last month, Mercedes has already taken orders for 77. At the bottom of the range is the CL500, which Mercedes anticipates will be the line's biggest seller. At $308,000 for the 5.5-litre V8, the entry level doesn't quite have the sportiness some may desire. Producing 285kW of power and 530Nm of torque, it's an extremely smooth ride as you glide over the roads. And while it's a very effortless drive, the engine is a little too quiet. It just doesn't announce its presence. You expect a V8 to sound meaty, a sweet growling note to the ear. But in line with its conservative nature, the CL500 lacks that bragging and instead is a more subtle performer. That said, this quiet achiever still races from 0-100km/h in just 5.4sec. Step into the CL63 AMG and you can find that sound you're looking for, although this time it comes from a 6.2-litre V8 engine, delivering 385kW and 630Nm of torque. The AMG is mated to an AMG seven-speed auto. The CL600 has five speeds and the CL500 has a seven-speed transmission. At $383,000, the AMG is the second model in the line-up and is a thrill to drive. Push the accelerator and you instantly feel the power, with an improved 4.6sec for the 0-100km/h dash. It also has high-performance brakes, which are powerful with only slight pedal pressure. The third and final model is the most expensive, the 5.5-litre, V12 bi-turbo engine for $389,000. With an increase to 380kW at 5000rpm and 830Nm from a low 1900rpm-3500rpm, it's torture confining this car to traffic and Australian speed limits. It also reaches 100km/h in 4.6sec. While the launch drive saw these cars get rather dirty in differing conditions including dirt, gravel and twisty roads, the majority of these luxury riders probably won't make it past the local golf club. But the good news is if for some reason one goes astray and gets lost, the CL can handle the challenge. On winding roads the CL sticks to the corners like glue. It's a real joy to drive. The steering feels a little too light at times, the AMG is slightly better. In terms of design, the CL looks classy and stylish. The contoured lines of the body give a gleaming and chic look. There are some great wheel designs that are either standard or optional on the top models which add to their stunning look. And for a four-seat coupe, the CL is relatively roomy in the rear with a decent amount of head space. Leg room also isn't too bad, although too long a trip could result in some cramping. Airconditioning controls are also located for rear seat passengers and the back windows can be put down. In the front, you slide into the multi-contour leather seats, which get better as the price increases. With the Active Body Control turned on, the suspension system eliminates the pitch and roll of the body when moving off, cornering and braking. Technology is rife in the CL, mirroring many features that can be found in the luxury S-Class. Presafe is standard, the system that recognises a potential accident in its early stages and takes precautionary measures, as well as Night View Assist. The Parking Guidance System is a no-cost option, which measures the length of a parking space and shows if there is enough room for you to make the manoeuvre. But taking this option means you sacrifice a reversing camera. Other features include Brake Assist Plus, Distronic Plus, the enhanced cruise control which brakes the car in stop and go traffic. All three models feature a keyless-go start, ESP, a sunroof, an electric parking brake and a voice control system for the radio, navigation and telephone. A massaging function is standard in the 600 and 63 AMG and the 600 also gets suede roof lining. The standard features leave little to be optioned on, although there is always the novelty fridge for the boot. The three models in the CL class are great cars, as you would expect at that price. And the new exclusive CL club will have many old members. According to Mercedes, there's a strong customer loyalty in this segment, with more than three quarters of the initial inquiries coming from existing CL customers. The CL also tends to be the lowest-mileage Benz, which is a pity, because with so much enjoyment behind the wheel, it's a shame to keep it locked up.

It can be powerful, ride on a bed of air and surround the owner with every luxury ... but some drivers still want more. They want “the edge”. And for every punter with a lazy couple of hundred thousand dollars and an itch to scratch, the automobile manufacturers have an offering. Mercedes-Benz has the venerable AMG workshop and an S63, BMW's renowned M division has delivered the M6 ... and Audi has the S8. For the moment — until the arrival of the R8 and arguably in luxury terms, beyond — the S8 sits atop Audi's expanding family tree with a benchmark marriage of sporting sharpness and private-club indulgence. The S8 has all the lovely touches of the A8 and many of the same mechanical elements, but at its core beats a heart the like of which is previously unseen in an Audi sedan. The long-stroke V10 has been “borrowed” from the Lamborghini Gallardo super sports and sent to finishing school. The result is a private school athlete, an awesome competitor with manners, rather than raw attitude. There is still a hint of lumpy power when the engine is cold, but once it settles in to its task the 5.2-litre powerplant will lift the S8 from standstill to 100km/h in just 5.1 seconds and lope effortlessly to an electronically limited 250km/h top-speed speed without once approaching its performance limits. One of the key variations to the 331kW engine is the addition of FSI direct-injection technology. The engine's peak power is now on tap at 7000rpm while 90 per cent of the 540Nm of torque will be available from just 2300rpm. Drive is through a six-speed tiptronic transmission with optimised gear shifts to enhance the sporting characteristics of the car. So good are the ratios and the gearbox mapping that using the manual shift option is more likely to be a hinderance than a help to the pursuit of performance. Getting the urge to the road is the job of a new generation quattro permanent all-wheel-drive with asymmetric/dynamic torque split. The asymmetric description refers to a slight rear-wheel bias for the torque split of 60 per cent. With the S8's steering boasting a more direct ratio for sharper feel and a retuning of the air suspension to provide a stiffer feel in the sport setting, the big car takes on the characteristics of a ballet dancer. Balance is superb, both under braking into the corner and under power on the exit. There is minimum body roll — the S8's aluminium body and Audi Space Frame construction ensures outstanding torsional rigidity as the sports-tuned suspension soaks up a huge majority of the inertia changes. The standard brake package is more than adequate for any road driving but a ceramic package is available too. Standard equipment in the S8 is lush, to say the least. Leather multi-function steering wheel, automatic airconditioning, a luggage compartment lid with power-assisted closing, cruise control, electrically adjustable front seats and an electromechanical parking brake are just the basics. The S8 also comes with advanced keyless entry and start, double glazing, automatically dimming and electronically folding exterior mirrors, heating for the rear seats, a DVD navigation system, Valcona leather interior, leather-covered console and door armrests and Bluetooth phone set-up. A particular highlight is the Bang & Olufsen Advanced Sound System: the fully digital system from the Danish high-end manufacturer integrates 14 speakers, each energised by its own output stage.

Hard-driving, head-snapping clutchless manuals maybe, but a custard smooth, do-nothing self-shifter. Never. Yet, with the six-speed ZF transmission — a refinement of the same box used in the Ford Falcon — slipped into the Quattroporte, Maserati has not only produced an automatic with true sporting character but solved a niggling issue that has plagued the badge for years. Almost as an aside to the re-engineering required to switch from the transaxle rear-mounted DuoSelect layout to the ZF's traditional automatic position behind the engine, Maserati now has steering to be proud of. Gone is the nervous vagueness of previous cars, along with the suspension harshness that is often passed off as “sporty”. In its place is a mature assuredness. Nice off-centre sharpness and a linear weighting as the steering loads up. Moving the gearbox forward resulted in a weight distribution of 49:51. With a reworked rear suspension, new front bushing and retuned dampers, the seemingly minor change becomes significant. Changing the rear suspension geometry in the absence of the rear-mounted gearbox also helped to settle the car. In developing the automatic, Maserati was under no illusion about how important it was going to be to the brand. “There are a small core of owners who enjoy driving the DuoSelect but we had a good deal of evidence of potential owners who steered away from the cars because there was no automatic,” Maserati Australia boss Ed Butler says. “Of the customers who have already ordered the automatic, something like 70 per cent are new to Maserati.” Despite the Gransport being in run-out and almost unattainable and the new Gran Tur-ismo not appearing until next year, Butler has seen a 50 per cent increase in sales over 2006. “Last year we sold 121 Maserati in Australia and New Zealand of which 64 were Quattroporte,” Butler says. “This year we have asked the factory for 180 cars, all but a handful of which will be Quattroporte — and 80 per cent of those are automatics.” At the heart of developing the automatic was the need to protect the dynamic performance-car image of the Trident badge. “When working with ZF it was crucial that the essence of Maserati was protected ... the car must rev to 7200rpm, it must accelerate in the five second range, it must have a sporty character — all the things that make a Maserati a Maserati must remain,” Butler says. “It wasn't an easy task but the result is all we asked for.” With a top speed of 270km/h and 0-100km/h acceleration in 5.6 seconds, this is one quick automatic sports saloon — but that is just a small part of the picture. While there is the option of shifting manually — in the manner of a tiptronic — with either the gearshift lever or optional wheel-mounted paddles, there isn't much point in it. With the sport button selected the car quickly adapts to the driver's style with adjustments in throttle sharpness and shift pattern. Drive hard and the gearbox joins in the fun, settle into a cruise and it is laid-back central. The 4.2-litre, V8 has also been tweaked and refined. A wet-sump lubrication system is new along with redesigned inlet manifold and airbox, variable valve timing and modified pistons to improve combustion. Power remains constant at 295kW but torque is up 10Nm to 460Nm at a lower 4250rpm and fuel economy is improved by around 9 per cent. Cabin refinements include an automatic park brake that engages when the engine is switched off and releases as you drive away. There are also two “supersize” cup holders — crucial when the US is the vehicle's largest market. With three trims, the Quattroporte Automatic is similarly priced to the DuoSelect: $269,000 entry level, $288,000 Sport GT and $298,000 for the Executive GT. It is on sale now.

A lot has been happening at Aston Martin lately. First the British sports car starred alongside Daniel Craig in the James Bond film Casino Royale. Then it starred in its own big-screen ownership extravaganza, which culminated in a $1 billion move away from Ford and into private hands. It has also been building up to an attack on the Le Mans 24-hour race in June with its DB9 racer. And it has been finalising plans to transform its four-door flagship, the Rapide, from a great-looking concept into a showroom contender. But Aston is a car company, which means it lives and dies by the quality of its cars. Based on its newest, the V8 Vantage Roadster, which was unveiled last week, Aston Martin is doing just fine and will have no trouble hitting its production target of 7000 cars this year. The Vantage Roadster is the droptop development of the Vantage coupe. It combines the best of British with a bright fresh-air future. It looks gorgeous, drives extremely well and has the classic Aston touches that will keep existing fans happy and draw new ones. It is not cheap, from $269,000, and it is not perfect, with a cramped boot and lousy digital dials. But it provides more proof of why Aston is ready to fly solo out of the Ford nest. And why the company is well into profit at the same time as Jaguar is doing it tough with a red bottom line. "This car delivers a smile. I think a modern sports car has to be like this," Aston Martin chief executive Ulrich Bez says. "We want to have this attachment you feel to a car. But we don't make cars that do spectacular things. This is the past. No one can drive like that on public roads." Bez, who has put his personal stamp on Aston, emphasises that the Vantage Roadster is a real-world sports car. not a weekend-only exotic track machine. The newcomer takes familiar Aston pieces and reworks them for the droptop drive. It is built over the company's patented VH chassis, which uses lots of bonded high-strength aluminium. It also uses the 4.3-litre quad-cam Aston V8 engine and rear-wheel-drive. It has lots of extra strengthening, mostly at the base of the windscreen and below the floor. And it has a new Sportshift automated-sequential manual change for its six-speed gearbox. The performance is just what you would expect from an Aston with 283kW and 410Nm, with a claimed 0-100km/h time of 5.0 seconds and a top of 280km/h. Fuel economy is not so good, with a combined figure of 15.0 litres for 100km. The droptop conversion runs deep, though it has been done with an old-fashioned cloth top and not a new-age metal roof. It is a one-touch operation, which will put the top up or down at up to 40km/h. It has a heated glass roof and pop-up rollover bars that are triggered in a potential crash. The boot is behind the roof and will hold two sets of golf clubs. Aston is investigating a load-through port between the seats to tap the available space in the roof compartment. Standard equipment is much as you would expect, with heated leather seats, alloy wheels, a punchy sound system and a meaty steering wheel. The suspension is fully independent, it has anti-skid Brembo disc brakes at each corner, airbags and electronic stability control. Cruise control costs extra, the same as satellite navigation, and the Sportshift gearbox puts another $8250 on the bill. Bez cannot see the need for standard cruise control, but admits it will be considered if Australians have a 100 per cent take-up rate. The first V8 Vantage Roadsters are being readied for local deliveries from June. No one is talking about the exact allocation for Australia, but Aston intends to build about 3000 Vantages this year and about 80 per cent of those will be Roadsters. The droptop percentage is expected to fall after the start-up surge, but the long-term prediction is about 50:50. And the Sportshift is likely to be the choice for at least 80 per cent of owners.

The latest edition to the Mercedes line-up Down Under is the elegant and stylish CL Coupe. But for those in the market for this happiness, the chance won't be around for much longer. Only 100 models will be available this year and since its Australian debut at the Melbourne motor show this month, Mercedes has already taken orders for 77 models. At the bottom of the range is the CL500, which Mercedes anticipates will be the line's big volume seller. At $308,000 for the 5.5-litre, V8 engine, the entry level doesn't quite have the sportiness some may desire. Producing 285kW of power and 530Nm of torque, it's an extremely smooth ride as you glide over the roads. And while it's a very effortless drive, the engine is a little too quiet. It just doesn't announce its presence. You expect a V8 to sound meaty, a sweet growling note to the ear. But with its conservative nature, the CL500 seems to lack that bragging right and instead is a more subtle performer. That said, this quiet achiever still races from zero to 100km/h in just 5.4 seconds. Step into the CL63 AMG and you can find that sound you're looking for, although this time it comes from a 6.2-litre, V8 engine, delivering 385kW and 630Nm or torque. The AMG is mated to an AMG seven-speed auto, while the CL600 has a five-speed and the CL500 also has a seven speed transmission. At $383,000, the AMG is the second model in the line-up and is a thrill to drive. Squeeze the throttle and you instantly feel the take, with an improved 4.6 seconds for the zero to 100km per hour dash. It also has high performance brakes, which grab tight with some slight pressure. The third and final model is the most expensive, the 5.5-litre, V12 bi-turbo engine for $389,000. With an increase to 380kW at 5000rpm and 830Nm from a low 1900rpm to 3500rpm, it's torture confining this car to traffic and Australian speed limits. It also reaches 100km per hour in 4.6 seconds. While the launch drive saw these cars get rather dirty in differing conditions including dirt, gravel and twisty roads, the majority of these luxury riders probably won't make it past the local golf club. But the good news is if for some reason one goes astray and gets lost, the CL can handle the challenge. On the winding roads the CL sticks to the corners like glue. It's a real joy to drive. The steering feels a little too light at times, the AMG is slightly better. In terms of design, the CL looks classy and stylish. The front radiator grille with the large Merc star shines on the road, while the contoured lines of the body give a gleaming and chic look. There are some great wheel designs that can be optioned on or come standard on the top models, and this adds to its stunning look. And for a four-seat coupe, the CL is relatively roomy in the rear with a decent amount of head space. Leg room also isn't too bad, although too long of a trip could result in some cramping action. Air conditioning controls are also located for rear seat passengers and the back windows can be put down. In the front, you slide into the multi-contour leather seats, which get better as the price increases. With the Active Body Control turned on, the suspension system eliminates the pitch and roll of the body when moving off, cornering and braking. And technology is rife in the CL, mirroring many features that can be found in the luxury S-Class. Presafe is standard, the system that recognises a potential accident in its early stages and takes precautionary measures, as well as Night View Assist. The Parking Guidance System is a no cost option, which measures the length of a parking space and shows if there is enough room for you to make the manoeuvre. But taking this option means you sacrifice a reversing camera. Other features include Brake Assist Plus, Distronic Plus, the enhanced cruise control which brakes the car in stop and go traffic. All three models feature a keyless-go start, ESP, a sunroof, an electric parking brake and a voice control system for the radio, navigation and telephone. A massaging function is standard in the 600 and 63 AMG and the 600 also gets suede roof lining. The standard features leave little to be optioned on, although there is always the novelty fridge for the boot. The three models in the CL class are great cars, but what more could you expect at that price. And the new exclusive CL club will have many old members. According to Mercedes, there's a strong customer loyalty in this segment, with more than three quarters of the initial inquiries coming from existing CL customers. The CL also tends to be the lowest-mileage Benz, which is a pity, because with so much enjoyment behind the wheel, it's a shame to keep it locked up.

We have experienced the responsive S40/V50 and practical XC90 four-wheel drive.

Consider last October's $13.4 million handout by the federal and two state governments to GM Holden so it might "introduce safety and fuel-management improvements, and further reduce greenhouse emissions on Commodore vehicles". This would be the same "billion-dollar baby" we'd been hearing about ad nauseam all year. Are we to take it that such crucial considerations — ones that every other car-maker in the world addresses as a matter of course — weren't factored into the Commodore series' endlessly vaunted eight-figure development sum? One hopes — though with no great optimism — this money is being well spent. To say nothing of the the $7 billion earmarked for the protection of local car manufacturers under the Fed's Automotive Competitiveness Investment Scheme. All of which will be of enormous comfort to the 600 workers Holden made redundant last month ... Howard can claim that when he's being moved around in a long-wheelbase Commodore, he's merely making like foreign leaders do. Not least his favourite foreign leader. The US President is often transported in an armoured Cadillac — the bar, no doubt, having been removed to avoid the incumbent suffering relapses or nasty snack-food incidents. In France, le prez is carted about in a massive Citroen. And in many of the African countries the French once called colonies, the local despot wouldn't be seen dead in anything except a Mercedes-Benz. Nice symbolism, that, given that the history of France largely consists of being invaded by Germany. Such were the thoughts that occurred when driving Holden's Statesman V6. By now, you've possibly reached the conclusion that we dislike the Statesman. Or perhaps you'd rather we shut up and simply told you about it. Certainly, this is the best-looking large Australian car for yonks, the designers having emulated (to put it kindly) within and without the best bits of desirable European sedans, not least Audi's A6. In terms of ride and handling, the Statesman is a vastly more attractive proposition on NSW's third-world roads than any foreign marque. It also steers and handles with an adroitness that not only belies its size, but compares favourably with the Euros. Not so the transmission. It's difficult to attain frenzied levels of patriotism about the Statesman's five-speed auto, which is a cog shy of contemporary (think Ford's Falcon) and two (Mercedes-Benz has seven), if not three, short of cutting edge (Lexus does eight). It is, of course, way better than the improved, but still old-world, four-speeder that remains in lesser Commodores. The top-line Statesman and Caprice get six speeds but eight pots. The "entry" Statesman's 3.6-litre, 195kW/340Nm V6 does a convincing job of hauling a kerb weight of 1805kg — but not so good a job that one won't pine for two cylinders more. After a week of urban driving (government ministers catch planes on intra-city trips, so open-road figures are irrelevant) the V6 had consumed an average of 19.25 litres per 100km. This was over several days of typically stagnant Sydney traffic — but what is a Statesman asked to do if not cart statesmen from hotel to ribbon-cutting and back? At least these occupants are cosseted within fit and finish that noticeably exceed Holden's previous norm, the final touches needed to make the Statesman the fine executive mobile it is. And, at $58,990, the V6 Statesman embodies the exceptional mega-metal-for-your-money equation that is the marque's hallmark. Which, paradoxically, is the Statesman's problem. When the car was placed out front of the office — our litmus test for gleaning the opinion of the generality — one colleague merely, but tellingly, remarked: "It's just a big Holden, really." Another sniffed and said he was about to chuck his VZ-series long-wheelbase Holden for a Lexus IS250 Sports Luxury — thus personifying the paradigm that confronts all local car-makers. Their traditional, and formerly captive, audience are not only defecting to imported marques, they're also downsizing and up-speccing. As the polls indicate, what's good for John Howard is no longer considered good enough for the country.

In this segment of Sports Activity Vehicles, a phrase coined by BMW for its original X5, buyers can't seem to get enough. Sure a four-wheel-drive says "I`m adventurous" but in the case of the X5 and other luxury models, most rarely make it beyond the dirt track on the way to the boat ramp or a muddy polo field. The second generation of the BMW X5 will go on sale in Australia next month, complete with improvements in engines, suspension, fuel consumption and comfort. Initially, the X5 will be available in the 3.0-litre, six-cylinder turbo diesel and the range-topping 4.8-litre, V8 petrol engines. The diesel will start at $86,800 and the 4.8-litre will be priced at $118,300. A 3.0-litre, six-cylinder petrol model will follow in June, with an $85,000 price tag. And while it may look similar to its predecessor, take a closer look and the new X5 has undergone considerable changes. Project Manager for the X5 Series development, Albert Biermann, says their aim was to make the X5 look close to the first model, while offering more room on the inside. And buyers now have the option of fitting a third row of seats, making it the first BMW to be available as a seven-seater. But the extra two seats will set you back between $3000 and $5000, depending on what engine model you choose. And these are really only suitable for children or short adults, as there is limited leg room. The X5 is now longer and wider. On the exterior, changes include integrating the bumper and plastic fender, tweaking the style of the rear and the front, a newly designed double kidney grille and black covers around the bumper and side gills. On the interior, the instrument display is now the same level as the cluster and positioned towards the driver, so you don't have to look down as much. And there have been some big improvements behind the scenes as well. All three engine variants produce more power and torque, with an 18 per cent increase in power for the base model six-cylinder, up to 200kW and five per cent more torque, with 315Nm. The V8 delivers 261kW and 475Nm of torque. The diesel's torque is even better, with 500Nm from as low as 1750rpm to 2750rpm and 160kW of power. "Off road was not on top of the agenda when we developed X5," Biermann says. "It can go off road, it's capable of providing really good traction but it was not the main focus at all." The body and suspension of the new X5 are brand new from the ground up. It has 15 per cent higher torsional stiffness, which means less body roll when tackling corners. And this was noticeable during our first drive this week at the Australian launch of the X5. Changes have been made without increasing the weight of the vehicle. And while it isn't exactly a top off-road four-wheel drive, it handled quite well on the dirt roads this week. The test didn't involve extreme conditions, but the ride quality and handling was still comfortable, although a little bumpy at times. The free-revving V8 particularly highlighted the great driving dynamics of the X5 out on the country roads. And with torque kicking in relatively quickly on the diesel, as well as a considerably quiet engine, this model also won friends. The X5 now sits on 18-inch runflat tyres instead of 17-inch, the V8 standard with 19-inch runflats. And in terms of suspension, the X5 is the first BMW to use a double wishbone front axle, which Biermann says gives a high level of acceleration and good traction and braking capability. The shock absorbers are also more responsive. A manual is no longer available, as only five per cent of first generation X5 buyers chose the manual option. Instead, all models have a new six-speed automatic transmission. To allow for the American obsession of "supersizing", the X5 has been fitted with electric transmission and an electric handbrake — to make room for bigger cup holders. The new transmission is smooth, and shifting into the sports mode is an enjoyable drive. It allows the engine to rev high without having to change gears yourself. It was perfect for winding roads, although the manual function on the transmission can also be used. And while BMW has kept the price down, there are a lot of worthy options, which means you'll probably end up spending more than expected. Features such as heated seats and a reverse camera would have been good as standard, but instead incur an extra fee. An Executive model is available on the six-cylinder models, offering some common extras, including the reversing camera, navigation, TV tuner and bluetooth, for an extra $9500. BMW expects to sell around 2600 models in Australia this year, most of them diesels.