Luxury Reviews

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.

But one word you don't usually associate with these cars is "cool". This is usually reserved for pocket-rocket sports cars or used by a young driver to describe a dream model. Until now. On returning to the E200 Kompressor parked in a city side street, I noticed a fluoro yellow note bearing the words "You've been cool hunted" stuck to the mirror. Sure it was some sort of advertising ploy, but surrounding cars hadn't been slapped with the label. And it got me thinking, is the Mercedes-Benz E200 K a "cool" car? According to the Macquarie Dictionary, cool in the colloquial sense means attractive, excellent, so we can tick that box off. With its spacious interior, smooth, stylish exterior and a sense of luxury it is an attractive package. And at $84,500, it's perhaps even more appealing, sitting as one of the more affordable Mercedes-Benz models without sacrificing quality or taking away the class that comes with the brand. And while a 1.8-litre, four-cylinder engine may sound small for this bigger type of car, the performance is surprisingly enthusiastic, thanks to the additional turbocharger. Take it out on long, stretching roads and you'll discover it's a comfortable, smooth ride. With good grip on the road and around corners, your passengers won't complain. Indeed, mine found it relatively easy to nod off for a few winks. Up hills, the five-speed automatic transmission quickly adjusts when in Sport mode to power you through while a quick shift into manual mode gives even greater control. Even kicking back a gear while at relatively high revs is a smooth transition. In this latest E-Class, which was released in Australia last September, the base model generates 12 per cent more power with 135kWm, as well as more torque, a total of 250Nm. So while it is an enjoyable ride, it's not exactly thrilling. But it fits the whole theme of the car, with the comfortable, classy ride mirrored through the interior setting. With eucalyptus-wood trim adorning the dash, leather interior and an analogue clock, you can see why this model has been given the Classic label. And for many, Classic doesn't usually mean cool. The entry-level E-Class is a car for a professional: if you were to stereotype you can see a doctor or lawyer driving this and an older, more mature person at that. But while it may be a more conservative car, it could be seen as cool-esque by some. In a class that ranges from this $84,500 model right up to the $233,600 variant, the E200 is the more affordable choice. But when comparing what's on offer from other luxury makes, the E200 K does seem a little more expensive, when bigger engines are available for an even lower price. A novelty inside is a button located on the centre console, which allows the front-seat passengers to have control of the back head-rests, I assume in case you want better vision. But a word of warning: this can be dangerous for the back passengers when there's a practical joker sitting in the front who just can't resist the inner child. Fuel consumption averaged 8.9-litres per 100km, close to the combined claimed figure of 8.7-litres per 100km. The E200 K comes with 16-inch light-alloy wheels, ABS and Electronic Stability Program, rain sensors, parking sensors, a six-disc CD changer, electric seating controls and a leather steering wheel and gearshift lever. It also has a high level of safety features, including Pre Safe and Neck Pro head restraints, as well as airbags. There's no doubting the E-Class is a conservative, elegant and easy driving car. But you can't rule out "cool" either.

Volvo's C30 is driven as much by marketing as by the person behind the wheel. In fact, there's absolutely no point to this car except whatever's Swedish for "vive la difference". The lumpen need not apply. Nor, as even Volvo says, need its "traditional" buyers. For the C30 is all about funk over function. If you're seduced by the look of this singular three-door coupe, you'll care not the price of a latte that the hot petrol version is a Ford Focus XR5 in designer disguise and that the decaf iteration might as well be a Mazda 3. Platform-sharing is one thing; the face you show to the world is quite another. The C30's an indulgence for DINKS — the car they might savour at the time of life that comes before, or after, the sort of family additions that make Volvo's more usual lines so depressingly germane. What's beyond demographic discussion is that the C30 is a car to turn heads. Or at least half of it is. The largely glass rear lift door is intended to coolly recall Volvo's semi-legendary P1800ES — a piece of late-1960s futurism. As departures from the norm go, the only remotely comparable thing of the moment is Citroen's so-seldom-seen-as-to-be-almost-mythical C4 VTS coupe. A glimpse of the C30's pert rear three-quarters would induce a smile from even a chronic melancholic. Which is why, when it's filling your rear-view mirror, the C30 is also startlingly conventional. Front on, it could be a comparatively common-or-garden S40, the sedan with which it shares almost all its underpinnings. It's as though the river of Volvo's inspiration ran dry at the B-pillar. So it was with something like relief that we discovered during a drive route that took us from the Sunshine State into our State of Disrepair and back, that the C30's top T5 variant is in no sense a half-arsed effort. In bare performance terms — zero to 100km/h in a dashed competitive 6.7 seconds is claimed for the manual — the T5 is towards the top of the FWD blown hatch posse. A sub-1350kg kerb weight demands less than an S40 or V50 of the 2.5-litre, five-cylinder turbo petrol engine, which is at its best driven through the buttery six-speed manual. If the C30's tautly tuned suspension can make for vicious bump-stop impacts on irregular surfaces, this is surely a fair trade for an intense and almost Focussed drive. It's futile to continue lamenting that modern malaise of over-assisted steering, so we won't. Unlike it's all-paw sedan and wagon relations, the C30 T5 is a front-driver (though an AWD V6 seems almost certain at some point), its aim-and-fire ability best exploited on sweeping, rather than desperately tight, bends. With grunt delivery so linear and the manual transmission so tactile, it's quite pathetic that the vast majority will opt for the much less satisfying five-speed auto. Bah and humbug ... If the C30's rear view guarantees more than a passing glance, there are — or will be later in the year — something like a colour palette from which to choose, another near-first from this chromatically dreary marque. These colours are louder than the engine and exhaust note, which are so polite as to be barely present. This holds true for the LE version with its 2.4 atmo five. Or so we're told. We'll explore this version when one becomes available, while we wait for the D5 diesel line. The latter is due in the second half of the year, along with an entry-level $34,450 S version. The T5 stops less emphatically than it goes, though. You'd trade some of the feel in the long-travel brake pedal of the first manual version we tried for a bit more bite. Left-foot braking in the auto felt more satisfactory. No matter the veneer, Volvo's accident avoidance and impact measures are never going to be a concern. Although a good bit shorter in the body than the S40 T5, and 179kg lighter, the C30 is as safe as a house without so closely resembling one. Given it was conceived as an empty-nester's mobile, rear passengers have reasonable accommodation by a two-plus-two measure. It's a question of carrying friends or luggage, though, not both. One of the few options for the generously specced T5 will be a removable hardtop to go inside the see-through back door. Until it becomes available, buyers will have to shield their Vuitton and Burberry bling in a soft coverlet. Possibly a practicality of this sort won't much bother them, a C30 being very much about being seen.

For every equivalent to "Phwoar, that's all right," there was a "****, that's horrible!" You can groove on the Z4's endless bonnet and plethora of planes and creases. Or, like me, you can find the construct vaguely nauseating. In which case, the 3.0si model really does deliver on its looks. If ever there was a single case against BMW's fitment of runflat tyres to almost all its models, here it be. Picture the reaction of a big cockroach when narrowly missed by a tightly furled and vigorously wielded newspaper. This image came to mind when driving, with no particular intent or enthusiasm, on one of western Sydney's standard, coarse-chip roads. When not tramlining along ruts in a way that any less stiff sidewalls wouldn't, the 3.0si skittered and skipped at the merest patchwork. That Lotus Europa S we featured a fortnight ago was more forgiving. And the latter is a mildly constrained version of Lotus's road warriors, not an allegedly luxury coupe. Given that the fat majority of 3.0si models are bought by soft cogs who stipulate the automatic transmission — rather than the notchy, short throw manual of our car — Bimmer is missing its market by the width of its rubber. Of course, you could always emulate several BMW owners we know of — rip off the runflats and replace 'em with conventional low-profile tyres. If you have a serious flat any distance from the metropolis at least you'll have a chance of replacing it locally and at perhaps half the cost. And unless your daily drive is over the beaut blacktops of rural Tasmania, you'll find the going much less maddening. Such a street legal modification might even enhance the anodyne electro-mechanical rack and pinion steering, which is not a patch on the hydraulic set up afforded the hot Z4 M (which eschews runflats, incidentally). While pushing the Sport button sharpens throttle response, somehow it also serves to further denude the wheel of feel, dissipating the fun factor of a nicely balanced rear-wheel-drive coupe. Buzzing about results in more within. Not for the first time in one of BMW's US-built sporters we've had cause to suspect fit and finish. There may be only a bit of clicking and vibration, but there's too much of it too often for anything like this money. To continue in that universal language, if you can't find the means — or the will — to live with the uncompromised M version, save heaps and buy a Nissan 350Z. If that's too common, look at Mazda's high-revving rotary RX-8. Of course, what neither of these have is BMW's superb 3-litre inline six, with 195kW/315Nm that can be enjoyed to its utmost in the 1320kg 3.0si. Strapped in with your rear end somewhere near the rear axle, trying to stir the 3.0si to its claimed 5.7second 0-100km/h sprint time is a sure-fire smile. If all-round vision is more restricted than even the aforementioned Lotus, it's no chore to clamber in and out of the Z4's cockpit. Nor, when opening the doors, do you risk disabling bystanders on the other side of the street, a la Alfa's Brera. The 3.0si's dash design and instrument cluster is lean, clean and easy to read with the sat-nav unafflicted by i-Drive. Bold aluminium accents and beige leather are tasteful contrasts to the particular shade of metallic grey that's the most pleasing of BMW's current hues. These are aesthetic points upon which even observers polarised by the Z4's shape can agree. Just as they would likely arrive at the same verdict after driving it home.

Those buyers will confirm that this is a very impressive compact sedan that now drives on a different road to its rivals at BMW and Audi. In fact, it doesn't even follow the same path as its highly successful though rather uninspiring predecessor. Now the C-Class has muscle for performance, handling that comes up to the hurdle set by BMW, quality to match Audi and yet it also manages to go on its own way by being refreshingly uncomplicated. Compared with its main German rivals, the C-Class — available here in July — has lighter steering feel but morphs quickly into a taut, precise machine through the corners. The ride is plush and compliant for general driving, though body roll is tightly controlled. On a sunny day in Spain last week, only the C350 petrol and C320 diesel were on offer for a drive. Impressive as the V6 350 is, it falls in the shadow of the diesel. Mated to a seven-speed automatic, the diesel pumps out an impressive 510Nm of torque to wonderful effect. Like a locomotive that has lost its rails, the diesel's mid-range delivery is so strong that the gearbox is often reluctant to downchange. All this and a 0-100km/h time of 7.7sec and 9.1-litres/100km when driven hard. And just to add to the experience, it remained rock solid on the Spanish roads and allowed for quiet conversation between occupants at speeds of 200km/h. Mercedes states this new model is "destined to take the lead in its segment" and has placed emphasis on an ergonomic cabin to create an "impressive first impression". In practice, it is very user friendly and immediately feels compatible with its driver. The dashboard style is simple and uncluttered as Mercedes hides its layers of convenience — ventilation, audio, satnav and communication — within a central command button, steering-wheel buttons and, of course, a voice-activated system. Despite the breadth of functions, the system is child's play to use and trounces the complexity of BMW's iDrive. Clearly, there's a lot of the technology from the car's big-sister S-Class at work here. The C-Class is clearly a Mercedes in styling and could be initially forgiven for resembling the old model. But put the old and new together, however, and the difference is dramatic. The new car gets a higher and more vertical grille for improved pedestrian collision safety, while the boot is neatly tapered without a lip spoiler. To achieve this remarkably low 0.27 co-efficient of drag (Cd), Mercedes employs vents in the tail lights to create a neutral air-pressure zone behind the car. Interesting is the choice of two C-Classes. There is one C-Class sedan but by changing the nose, Mercedes has come up with two distinctive models aimed at different buyers. The Avantgarde version has the Mercedes three-pointed star within the grille; the Classic and Elegance models have the trademark star atop the bonnet edge. Mercedes believes younger, more sports-oriented buyers will opt for the Avantgarde while older, more conservative buyers will probably be lured to the Classic or Elegance. Subjectively, the Avantgarde looks better. Meaner, more dynamic and, yes, more sporty. That aside, the difference between the C-Class versions is pretty much negligible. The sedan is marginally longer than the outgoing C-Class but because it rides on a wider track and a stretched wheelbase, it travels with E-Class ease and comfort. In fact there is a lot of E-Class in this smaller car — so much so that some buyers may be lured to consider downsizing in the Mercedes ladder. Pricing and specification levels for the Australian market have yet to be confirmed. However, the European cars will sell for practically the same as the outgoing model, despite having more up-to-date features. Engines have been retuned to deliver up to 13 per cent more power and 6 per cent less emissions. Most will have the seven-speed automatic though there's the option of a six-speed manual gearbox. The new C-Class model will be built in German factories. All variants get seven airbags, adaptive braking, adaptive brake lights that flash rapidly when braking hard, auto headlights and wipers and dual-zone climatic airconditioning. Cabin options include infotainment system with Bluetooth, 175mm colour display for TV/sat-nav and computer, voice-control that accepts spoken words, and an iPod/MP3 plug-in server with a 4Gig memory.

Since late 2004, this thing has acquired the regularity of a metronome, as Audi has been borne along by a tidal swell of new releases to go from prestige pretender to player. With last week's simultaneous launch at the Geneva and Melbourne motor shows of the obscenely desirable S5 coupe, Audi threatens to cause discomfort to the reigning German duumvirate of BMW and Mercedes-Benz. By no means in sales — that remains a remote prospect in this country — but certainly in terms of having models that combine aesthetic and technical sophistication to achieve the elusive "I want" quotient. The S5 is the flagship of a coupe range whose new platform will provide the basis for the all-important, next-generation A4 sedan — the car that must finally take the fight to BMW's perennial 3 Series and Mercedes-Benz's newly launched C-Class. If we dare deduce on the basis of a gala unveiling, a few words with the tech bloke and a quick sit in the driver's seat (and sod it, we do) Audi's compatriots have cause to press the "achtung!" button. Indeed, the failure of staff on the adjoining BMW stand at the Melbourne Motor Show to convincingly feign indifference to the pomp and circumstance surrounding the other Bavarian brand's event was instructive. With the halo S5 to be priced in the incredibly competitive $120,000-to-$130,000 ballpark when released locally in October, we might further deduce that the pricing of the less potent A5s will begin from less than $90K. These, at least intially, are likely to come with the same 3.2-litre FSI petrol V6 shown in Geneva last week and the much-praised 3.0 TDI diesel V6, driven through the latest generation quattro all-wheel-drive train as per the RS4. A turbo petrol four is possible. The S5 also shares the RS4's superb 4.2 FSI V8 — a 260kW/440Nm howling wolf that will punch its 1630kg bulk to 100km/h in a claimed 5.1 seconds — and the RS4's beaut six-speed manual. Soft cogs who can't shift for themselves may have to wait. While all 5s feature a new five-link double wishbone front suspension and a redesigned trapezoidal rear, it's up front — where almost all current Audis thrust out their elongated hooters in dynamically frustrating fashion — that the new order is truly established. The axle has been positioned far forward for a longitudinal engine configured for AWD and the steering rack is lowered to sit ahead of, and close to, the centre line. Visually, this makes for an overhang that's quite pert and a virtual guarantee the S5 will be imbued with quality of ride, balance, agility and steering feel that for the main part utterly eludes the marque. Walter da Silva's exterior design speaks amply for itself: alluring, yet suffused with poise and performance intent. Within, the car is almost too conventionally Audi, with typically peerless fit and finish embellished with sports seats, S badging and a starter button. Behind those upfront, it looks more than tolerable — at least by two-plus-two coupe standards. Until all too recently, Audi was a marque with one model (the RS4) and entire ranges of well-intentioned, quite pretty, but some miles from class-leading, cars. With the new R8 halo supercar, the nearly-upon-us S5/A5 and the promise that holds for Audi's next junior-executive A4, that equation may well be stood on its head.

There is nothing on the map that cannot be crushed by the compact coupe in the Mercedes-Benz family, provided, of course, you have more than $200,000 to spend. The CLK 63 AMG must be described as a toy despite its serious brand, pace and price. It is great to play with and great to play in, but it can be hard to take seriously until you hit the "go" pedal. Then it's obvious the CLK 63 is not a toy but a car almost Ferrari-class quick . . . and loaded with luxury gear to make any trip fun. The 63 combines the latest AMG 6.2-litre V8 with a sports-tuned CLK chassis, giving a 4.7-second 0-100km/h sprint and an easy 250km/h top end, as well as cushy leather sports seats, great airconditioning and all the luxuries you expect for $200k. It's no surprise the CLK 63, and the slightly less awesome CLK 500, have been a sales success since the upgrade work on the mid-sized coupe was done last year. "The new CLK is really moving out the door," Mercedes-Benz Australia spokesman David McCarthy says. The company is expecting a record year this year for the CLK. It sold 63 coupes and eight Cabriolets last year with AMG 63 badges, against the record result — when the car was still "only" a CLK 55 — of 46 Cabrios and 31 coupes in 2004. Looking at the numbers it is easy to see that most owners are more interested in style than all-out performance, but that could easily change in the era of the 63. It is a car that needs the stiffness of the coupe body, and the 500 should be more than good enough for anyone who wants a droptop. The 500 also picked up everything from a TV tuner and Logic7 surround sound to folding electric mirrors. But it is the work of the engineers at AMG, the fast-car division, that makes the difference to a car that is already very good. So the 63 has 18-inch alloys, upgraded brakes and lowered sports suspension, as well as a discreet body kit and bazooka-style exhaust pipes to let people know what has just come past. The real blast comes from the engine, which — despite a 6.2-litre capacity with 6.3 badges — produces 354kW with top torque of 630Nm. Respectable racing car figures. The 63 uses Benz's latest seven-speed automatic gearbox — there are no manuals in any AMG car, despite the sports focus — but there are lovely alloy shift paddles behind the steering wheel. The price is $199,100, but the reality of insurance and on-road costs and extra trinkets (there are AMG owners who order special wheels just so they can impress friends with the same car) means it will be seriously into the $200,000 range by the time it hits the road. ON THE ROAD THE CLK 63 is a contradictory car. In a lot of ways it is a good-looking, comfy luxury coupe and in a lot of ways a way-fast speed machine. It is an interesting, challenging mix. The challenge was always going to be to get the mix right, to do it for two types of customers — cruisers and blasters. The excellence of the CLK 500, particularly as a cabrio, will make the choice easier for a lot of people as the CLK 63 AMG is clearly the most extreme speed machine in the Mercedes family. The SLK is rorty but gets out of balance after an AMG makeover, while the CL is more at the luxury end of the business. So the 63 is for looking good and going quick. Really quick. It is the sort of car that makes any stoplight a fun run, can turn any set of corners into a point-and-squirt blast, and makes overtaking easy. But it is not perfect. In some ways that is good, because flaws give a car its character, but the flaws in the AMG package are not good for the price and the reputation of Mercedes. The fuel tank is too small, holding only 62 litres and, in a car that can slurp premium unleaded at better than 20 litres for each 100 km — though I averaged 14.8 on test — the range is far too short for Australia. More worrying, the suspension tuning in the 63 is soft and floppy, with vague steering. If you give the electronic safety systems a holiday — absolutely not recommended for all but expert drivers — you can see how the car flops and wallows and is over-powered. Mercedes-Benz has smart electronics to handle the problem, but they cut in early and hard if you mash the accelerator or turn hard on a slippery road. That is good in some ways, because it keeps the car safe, but I expected more and better. The good thing is that the car is soft and cushy for city work, despite its low-profile tyres, but I still think the 63 engine stretches the CLK to the limit. Just as the smaller SLK convertible is overpowered by an AMG upgrade, the new coupe is at the edge. Some people will like that. Some people will delight in the outrageousness. And yet . . . So, to rivals. The M6 from BMW is bigger and heavier and not as much fun, the M5 is not a coupe despite being a better car, and the Jaguar XK — I have yet to drive the R hottie — is also bigger and softer. Both BMWs are chunkier on the bottom line, too. The present hot luxury favourite is the Audi RS4, which competes with the CLK on size and driving enjoyment, but is still a four-door and a little smaller. In some ways the CLK is more likely to line up against the new BMW M3, which has just been previewed at the Geneva Motor Show. It promises to be an intriguing heavyweight contest, but until then there is nothing quite like the CLK 63. THE BOTTOM LINE BRILLIANT car, with a couple of flaws.

This is the car that was responsible for the term 'bahn blaster' due to its ability to rapidly gobble up large tracts of German autobahn. They are so potent as to relegate plane travel between some European cities redundant. It's easier to trundle your E63 out onto the autobahn and fire it in the desired direction than to muck about getting to, parking and waiting at airports, boarding, waiting. flying and landing on a plane then getting to your destination. Over the last few decades it's evolved into one of the most desirable mainstream sedan cars you can get. Mind you at a cool $227,600, the E63's way out of the realms of the average punter but we can dream. The engine is not the only hand made or hand built component on the car because it's pretty much meticulously put together by a crack crew of technicians on a special assembly line. AMG is responsible for a swag of high performance Mercs from the littlies to the biggies including an awesome ML63 4x4. One presumes there will also be an AMG version of the big GL 4x4. The E63 is a four door, five seat sedan with a whopping 378kW/680Nm output. That's sufficient to propel the weighty beast from 0-100kmh in well under 5.0 seconds. It's almost supercar quick and has no real powerband to speak of - it's all go as soon as you push the accelerator. But all this potency is not unbridled - it's delivered by one of the most sophisticated cars around in a silky smooth but stirring manner. The 6.2-litre engine is a techno tour-de-force as is the chassis which features airmatic adaptive suspension and huge brakes. There's even a ride height raise function to get driveway clearance for the low-slung front end. Drive goes to the rear wheels via a seven speed auto transmission with sequential change including steering wheel paddles. It is never caught in the wrong cog. In addition to the performance side of the car, there's also a luxury and safety side. It is blessed with an astonishing array of luxury goodies including gorgeous Nappa leather, a rockin' Harman Kardon audio system with massive sub woofer, TV, DVD, satnav, comprehensive computer, bluetooth and electrically operated everything. The test vehicle's roof was mostly glass with integrated front glass sunroof. It has adaptive bi-xenon headlights, sonar cruise control and 360 degree park assist. We really like the anti tamper, anti tow function that sounds the horn if a vehicle comes within a metre of the E63 when parked. It's a stunning drive, composed, firm, responsive and sounds fabulous. There is plenty of room for five inside and the styling enhancements not only aid aerodynamics, they also look pretty good. Is it better than the previous supercharged E55 AMG? You'd better believe it.

The big, voluptuous, seven-seat GL500 4WD fulfilled their desires, dazzling them with its one-touch electric seat-fold feature and exhilarating them with some mud bathing in the bush. But there was some strident criticism as well. The most serious of these concerns third-row access to the luxurious American-built behemoth, which has not had its second-row seat-fold arrangements switched around to suit right-hand drive markets. Consequently, kids and parents alike are forced to use the potentially dangerous "traffic" side of the vehicle to (manually) fold and tumble the smallest portion of the bench seat to let people into the rearmost seat. The safer kerb-side section of the seat is heavy and cumbersome, folding flat but not tumbling forward for third-row access, while entering via the tailgate requires gymnastic feats – and a stronger luggage blind, which invariably gets used like a pommel horse. The kids discovered other issues, too. As they found with Audi's Q7 SUV, the electric tailgate (which has warning bells on the GL) can deliver a nasty blow to a curious onlooker before the impediment sensor kicks in. The mechanism that allows third-row passengers to exit the vehicle themselves can cause a hand injury if they fail to let go of the pull-strap. Vehicle sidesteps and grab-handles on the second and third pillars are also needed for better cabin ingress and egress. From the perspective of two primary school students and a pre-schooler, that is as bad as it gets in the otherwise splendid GL. There is an abundance of room in the two back seats, even for adults, as well as multiple-position headrests (suitable for tall people) and a couple of air vents and cupholders. Despite the absence of fore/aft movement, the second row is also spacious – and is fully catered for in terms of seat comfort, storage, stereo sound, reading lights, cup placement, power sockets and ventilation outlets and controls. Rear seat heaters are also included. Each third-row seat can be lowered or raised with a touch of a button from either the door or the tailgate area – again, both are on the undesirable right-hand side – and enable the luggage floor length to extend from 470mm to 1270mm. With the second row folded the cargo area increases to 1770mm, and with all configurations there is a flat floor created, tie-down hooks provided and the means to install a simple vertical cargo net. There seems to be another left-hand drive hangover for the driver in the cramped footwell (50mm narrower than the front passenger's), which, with the added burden of no footrest, can cause discomfort on long-distance touring. We're not fans of the foot-operated park-brake, either, or in the time it takes to master and use the central (Comand) interface for various onboard functions. Still, as should be the case in a $150,000 vehicle, there are features that settle the dust. These include an elegant cockpit area, sumptuous leather front seats, full electric seat adjustment (including bolstering), electric steering column adjustment, and DVD satellite navigation which can pinpoint the GL's location and the "road" travelled, even when deep in the bush on overgrown and almost impassable 4WD trails. Eight airbags, a sunroof and highly effective bi-xenon headlights (with a cornering function) are also standard on the GL500, however the third row is an extra $2900 (and 100kg) and a reversing camera $950. The latter is particularly offensive, especially in light of the GL's sheer size and its far too small exterior mirrors, both of which exacerbate the difficulties that can arise when parking and manoeuvring such a large vehicle. While city driving can be labour-intensive, the GL500 transforms into an effortless tourer on open roads outside the big smoke. Consciousness of the vehicle's size and 2.5-tonne kerb weight subsides, and attributes such as its exceptional refinement, inherent stability, ride comfort and strong engine performance come to the fore. Unlike the smaller ML-Class upon which the GL is based, the 500's V8 petrol engine used here is a new-generation 5.5-litre 32-valve V8 that produces 285kW at 6000rpm and 530Nm from 2800-4800rpm. It is a smooth, muscular, responsive and sonorous engine that combines in near-perfect terms with the seven-speed automatic gearbox – but consumes too much fuel. Our real-world test returned a 17.9l/100km average. As is now becoming the norm across the Mercedes range, the transmission lever is in the form of a steering wand, and manual shifts can be made via buttons on the back of the steering wheel. The latter can be awkward to use when steering lock is applied, although it works well in holding a selected gear without reverting back to drive and downshifting when the driver steps on the accelerator. Left to its own devices, the automatic's gearshifts come with smoothness and timeliness, although as we noticed in the ML it can, on occasion, produce some shift shock at low speeds. Also in a similar vein to the ML, the GL is a safe and predictable handler on winding roads, benefiting from a mechanical package which includes the proven 4Matic full-time 4WD, effective air suspension and adaptive damping systems, well-calibrated traction control nannies and, unique to the 500, 19-inch wheels on 275/55 R19 Michelin Diamaris tyres. Bodyroll is well contained in the heavy, high-riding SUV, the speed-sensitive steering is nicely weighted and accurate (if somewhat wooden), there's plenty of suspension control and comfort on rough roads (although the sports mode can be harsh here), braking performance is reassuring and the ABS bites into loose gravel surfaces with great effectiveness. We found the GL500 marched up inclines with assuredness, inched itself down steep hills with good control in either low-range or with the downhill speed regulation system (which can require some braking intervention), and crossed some heavily rutted and muddy terrain.