Luxury Reviews

Cashed-up customers can more easily absorb sharp pump price rises and it shows. Mercedes-Benz is not too worried about oil prices as it introduces its biggest model, the GL four-wheel-drive wagon. It is the largest model in the German brand's range — bigger than the Range Rover Vogue and the huge Toyota LandCruiser. The Merc wagon is primarily a five-seater, but a third row of two seats can be ordered for $2900 to turn it into a luxurious people mover. At $103,900 for the entry-level diesel and $146,900 for the V8, few GLs are going to run far off the beaten track. Even so, they can easily conquer some tough off-road obstacles thanks to standard air suspension that rises on demand to give a maximum ground clearance of 307mm. That means brave drivers can plough through water up to 600mm deep. The GL's transfer case also lowers the gear ratio for low-speed work and mechanical differential locks for the rear and centre differential and electronic aids help driver go up and down steep hills. The GL runs a constant 4WD system on and off-road, hooked up to a standard seven-speed automatic transmission controlled with steering-wheel shift buttons. A 3.0-litre turbo-diesel powers the 320 CDI base model and has 165kW and 510Nm. It returns an official fuel economy figure of 9.7 litres for 100km of mixed city and highway driving and propels the GL from 0-100km/h in 9.5 seconds. The more expensive GL500 runs a 5.5-litre V8 with 285kW and 530Nm. The official fuel consumption figure is higher at 13.9 litres for 100km, but the V8 means the GL500 can sprint from 0-100km/h in 6.6 seconds — incredible given its size and weight. The GL has a single body chassis, unlike workhorses such as the LandCruiser, which are based on a separate ladder frame. It is 2370kg with the diesel engine and an extra 5kg for the V8 and has a towing capacity of 3500kg if whatever you are towing has its own braking system, or 750kg if it doesn't. Standard safety gear for both GL models includes front and side airbags for the driver and front passenger, side airbags for the middle row and window airbags for all three seats. They also have electronic stability control, traction control and anti-skid brakes. The GL's third row of seats can fold into the floor at the touch of a button. Folding down the second and third row of seats offers 2300 litres of load space, which is 2128mm long. Standard gear for the GL320 includes Mercedes Artico synthetic leather-look seats with electric adjustment, 18-inch alloy wheels, air-suspension, eight-speaker CD sound, wood grain, roof rails, cruise control, front armrests, luggage nets, parking sensors, rain sensing wipers, climate control airconditioning and tyre pressure indicator. Stepping up to the V8 GL500 adds 19-inch alloy wheels, rear climate control unit, bi-xenon headlights, premium display with DVD player and satellite navigation, Harmon Kardon Logic7 sound system, sunroof, premium woodgrain, leather trim for the seats and dashboard. Optional extras for both models include a TV tuner, rear DVD screens, voice recognition control, keyless entry and a reversing camera. VEHICLES like the GL Mercedes are anti-heroes for many road users. They're big, heavy and block forward vision for other motorists. The chances of most of these wagons going far off-road are only a little better than their owners joining a work-for-the-dole scheme. Their owners love them because they carry seven, are comfortable, look better than people movers, tow well and can go off-road. Despite the GL's impressive off-road capability, it only has a space-saver spare tyre. Having to fit the skinny rim after a puncture would ruin any country adventure, especially if the driver was far from a Mercedes dealer or tyre dealer stocking GL tyres. Mercedes says it is working on a system to carry a full-size spare on the rear hatch. Mercedes isn't alone here, the new BMW X5 seven-seater will use run-flat tyres with no spare at all. The five-seater will have a space-saver. Our test car was a GL500, which was impressive. There were some glitches with the GL, including the space-saver spare and the way it handled rough country roads and parking spaces, but the huge machine will please a lot of its owners. It's a comfortable, spacious vehicle. The V8 model is pricey, but you get a lot of metal for the money. Its thirst wasn't as bad as we thought and the V8 ran at 11 litres/100km on the highway, rising to about 13 to 14 litres/100km around the city. These figures aren't good when compared with a normal family car, but when your consider the GL's size, weight, brutal aerodynamics and slingshot performance, they start to look a lot better. The V8 engine is a cracker and has a lot of torque and a nice sporty note. We are big fans of the seven-speed automatic, which changes quickly and smoothly. Running up to Canberra and back to buy a rally car gave us a good chance to test the on-road ability of the GL. It's excellent when cruising on smooth roads. It glides over the tarmac, is quiet, the seats are comfortable and the sound system is brilliant. The rough highway roads just across the New South Wales border revealed the GL is not so good on the bumpy stuff. It feels loose, just like many other large 4WDs and you notice the big body wobble as it tries to cope with the broken surfaces. Around town, the GL is happy, though there is some traditional 4WD body roll. Flicking the adaptive suspension damping to Sport helps a little, but doesn't solve the problem. The cargo area is cavernous when you fold down the two rear rows of seats and there is sufficient headroom and legroom for all three rows. It's hard to park mainly because of its bulk. The parking sensors (with lights and buzzers) help, but it should come standard with a rear-view parking camera. For what it is, the GL is an impressive vehicle. But if you don't need to tow, go off-road or require all seven seats, we would still pick the better-handling and more efficient E-Class wagon. A huge, luxurious people mover that can (but probably won't) go off-road. Not as sensible as an E-Class wagon, but good for what it is. 

No, the main reason is the loud, growl of the engine, right in your ears. And for those who like a good tune, it sure is sweet. The Boxster is mid-engined, which means the motor sits directly behind the driver. This has two positives: the noise of the roaring engine, as already established, and it frees up the front of the car for more storage. One thing you'll notice is the surprised look on people's faces as you lift up the bonnet to extract your grocery bags, instead of showing off that pretty Porsche engine. And no need to worry when it comes to the big shopping: there's still extra space in the usual boot in the back. The Boxster got its name from its "boxer" engine and body style, a roadster. The 2.7-litre engine is named after the action of the pistons in its six horizontally opposed cylinders, said to resemble the movements of a boxer. And although it may be Porsche's base model, it's still an impressive and exciting drive. At $108,800, the Boxster is the cheapest Porsche available, although the model we tested had options that brought the total to $123,820. Metallic paint, 18-inch alloy wheels, sports seats, a park-assist system, a wind deflector and a high-end Bose sound system were rather expensive additions on our drive. Sitting very low, the Boxster is dynamic on the straights and agile around corners. The 2007 model has slightly more power, now delivering 180kW at 6500rpm and 273Nm between 4600 and 6000rpm. It comes standard with a five-speed manual transmission, which is a bit disappointing for a car in this class. A six-speeder, plus a suspension kit, is another expensive option. Despite the lack of that extra gear, there are no complaints about the five-speed. Once you get the Boxster rolling, it offers plenty of flexibility and extracts sharp performance from the smooth, potent engine. Highway cruising (with the top down, of course), listening to the engine's music, is the best way to drive the Boxster — although city cruising will attract much more attention. Hit 4000rpm and you really feel some urge, although it's sometimes hard to keep a track on the speed limit. The speedometer is calibrated in 50km/h blocks, with only tiny dashes to signify the in-between speeds. So it's hard to tell if you're doing 60 or 80km/h — and you really should be able to tell the difference. Especially in a Boxster. Let the thing rev, and it's easy to get distracted. And because that probably won't be much of a defence when the boys in blue pull you over, Porsche has thought of a solution: a digital display. Demonstrating its athletic abilities, the Boxster sprints to 100km/h in 6.1 seconds. Even acceleration from as low as 2000rpm in fifth gear is quick and sharp — a slight breath in, and the power is drawn out. She's quick off the mark, if the right person is behind the wheel, of course. The power-assisted rack-and-pinion steering provides smooth turning and exceptional handling. Even though it's the base model, you'd expect a little more equipment from a car costing $100,000-plus. The seats are still manually operated; there are no electric buttons like on other expensive cars. The basic Boxster also lacks steering-wheel controls. That extra storage space also comes at the expense of a spare tyre. Instead, you get a repair kit. As long as you steer clear of nails or other objects on the road, you won't have a problem. On the upside, the new model is the first roadster to feature head airbags. It also has Porsche Stability Management, plus thorax and front airbags. An electrically operated soft top that retracts in just 12 seconds makes going topless quick and easy. Around town, you don't even have to slow down much — you can travel at 50km/h while removing the roof. With its scooping lines, oval headlights and those fish-like side gills, the Boxster has an aggressive, yet classy, stance. The front bonnet scoops up like flared nostrils, and the firm lines follow the car around to the rear. The only dilemma with the Boxster's low stance is getting in and out. Needless to say, older passengers did it with a moan, while younger ones tried to stylishly slip in. Unfortunately, there wasn't much success on that front. Although driving this Porsche brought an abundance of joy, it seemed a bit unfair. Just one week, with a Boxster, just before Christmas. So much fun in such little time. I guess Santa didn't get my letter; but, fingers crossed, there's a birthday just around the corner ...

The four-pot in the German sedan has a turbocharger that helps it generate 125kW and 280Nm. It is the latest generation powerplant that has been already slotted into the A3 Sportback, A4 and TT models and uses direct petrol injection. In the smaller, lighter models, the engine is a cracker, but it has to work harder in the bulkier A6 (1555kg). Even so, it can still run from 0-100km/h in 8.7 seconds, faster than the 2.4-litre A6 model that costs $7800 more. In both models, the new 2.0-litre is teamed with a continuously variable automatic transmission (CVT). A CVT, using a mix of cones, belts and pulleys, continuously changes the gear ratio so the engine is operating as efficiently as possible. To the driver, it feels as if the car has one gear. There are no step changes as with a regular automatic. The combination of the efficient CVT and the small engine means the entry-level A6 can score an official fuel economy figure of 8.5 litres for 100km of city and highway driving. The new model may be the cheapest in the A6 range, but comes with plenty of luxury, including leather seats, woodgrain trim, cruise control, rear parking sensors, automatic headlights, rain-sensing wipers and cruise control. The A6 comes with 16-inch alloy wheels, including a spare one in the boot. Safety is also covered with eight airbags, stability control and anti-skid brakes. A wagon version is available for an extra $3800. It adds roof rails and a storage system for the boot, including luggage nets and dividers. The CVT automatic is standard on the sedan and wagon and there is no manual gearbox option. If you feel the urge to change gears yourself, the CVT has seven pre-defined ratios you can flick between using the manual shift mode.  ON THE ROAD THERE are no badges on the A6 to let you know it has a 2.0-litre engine. The A6 models with bigger engines have big badges on the boot proudly announcing the size of the powerplant. But there is no reason to be ashamed if you buy a 2.0-litre A6. It's not the fastest model, but has enough punch for most conditions and it is efficient. A mixture of highway driving and a bit of city work had the engine using between 6.8 litres and 7.0 litres for 100km. That is excellent for this size vehicle. Cruising at 100km/h, the 2.0-litre engine is running at just 1800 revs, which no doubt helps it achieve such good figures. The A6 is a bit sluggish when you put the boot in or try to accelerate hard up hills. The CVT auto also means it is smooth, with no jerky gear changes to worry about. Audi has not cut corners when it comes to the interior, even though this is the base model. The quality of the surfaces, the fitment of the trim and the woodgrain-lined panels bordered with aluminium all make the driver feel they own an expensive car. Small things such as the glovebox opening slowly at the touch of a button on the dashboard add to the luxury feel. Just as the other premium Audi models, the A6 has the MMI information controller. This system uses a roller ball and four corner buttons to let the driver control all sorts of things, from radio stations to heater settings. The MMI system is the best of the bunch and is easier to use than the BMW iDrive. There is plenty of room in the back for two people, though the middle rear seat is so hard it is almost unusable. You do have to wonder about Audi's priorities. There are no cupholders in the rear, but there are ashtrays on both rear doors and a central cigarette lighter. The ride comfort in the A6 is not bad, especially compared with many other Audi models that tend to be far too firm for Australian roads. Perhaps it is the fact this A6 runs on smaller wheels and higher-profile tyres than the more expensive A6 models. They help to absorb some of the bumps. The A6 is no sportscar, but it's still disappointing that the steering is rather vague, with little feel. Even so, the 2.0-litre A6 is an impressive car that offers good value for money.

Midway through 2006, Audi added the option of a turbo-diesel to its topline A8 series.

If you think the car looks good on paper, in reality it absolutely screams luxury, wealth, elegance and style. At $399,500 you wouldn't expect anything less. The gorgeous sky-blue convertible was on hand for the Australian launch last week and you can't help but feel your confidence level rise as you slip into the cream pure leather interior and get comfy in this dream car. Let's cut to the chase, it's definitely a car you can't help but show off in peak-hour traffic. And that I did. With the roof down, my hair flying uncontrollably, and I mean in the Bridget Jones sense, not an attractive shampoo commercial way, I'm reasonably sure I made a lasting impression on Sydney roads. OK, so I didn't do much to raise my cool status, but the Bentley surely did. With its long body, smooth surfaces and stunning looks, it was love at first sight and not just for me behind the wheel. This attention magnet drew glances from all angles. The Continental GTC is Bentley's soft-top 2+2 convertible. And it is so much more than just looks. She has brains, beauty and power as well. With a six-litre, W12 twin-turbocharged engine, you won't be short on excitement. And the goosebumps creeping on the top of your skin prove it. It generates a massive 411kW at 6100rpm and 650Nm at a low 1600rpm and despite the extra 110kg it carries over the Continental GT coupe, the convertible still races from 0-100km in 5.1 seconds. To put it simply, the 2495kg GTC is a lot of fun to drive. There were roads to conquer, and its weight was not a hindrance. With its tight grip, smooth sailing around corners and the new rear suspension giving a refined yet sporty performance, the soft top is pure luxury — heaven on wheels. The three-layer fold-away roof takes just 25 seconds to disappear and it can do the job while travelling at up to 30km per hour. And there's no need to worry, it has plenty of space in the boot for golf clubs or shopping bags or hey, why not splurge on the pricey, but must-have Bentley matching luggage? It's only a couple of grand, or more, extra. The inside complements the exterior, with its handcrafted wood, leather and polished metals and the air ventilation system has old-fashioned push-pull levers. A nice touch. While the GTC may have been the trendy stunner, it was nicely balanced out with a ride in the more conservative, elegant 2007 Arnage T model. Let me get something straight, conservative by no way indicates less, as is evident from the price. It is rather a sophisticated and mature performer. Its 6.75-litre, V8 twin turbo engine pumps out 372kW and, wait for it, an enormous 1000Nm of torque. Effortless is really the best way of describing this $545,000 car. Royalty is the first thing that pops into your mind and this time, I mean the Buckingham Palace kind. The Arnage T has lavish leather seats, a solid, wide stance on the road, a high seating position, and glides with ease. On narrow roads around Kuring-gai Chase National Park, you really notice the grandeur of the vehicle, but mixed in with busy Sydney roads, the excellent driving dynamics take over and you barely notice its large dimensions. Silver and black were the main colours adorning the interior, adding to the classy character of the model. The large, trademark Bentley grille on the front exudes dominance and contributes to the powerful stance of the Arnage. A smaller, similar grille sits on the GTC. Bentley sells about 100 vehicles overall in Australia a year, so there won't be too many of these new models on our roads. The combined cost of the two cars I drove was nearly one million dollars. So you can see why they are so elite. Putting that into perspective, we're talking houses, a yacht, a big holiday ... let's just say I don't see these Bentleys as being a permanent part of my future. But, hey, a girl can dream and for one afternoon, I even got to pretend.

The twin-turbo, three-litre, six-cylinder BMW 335i Coupe was created to go fast in comfort. Its top speed of 250km/h must be an awesome experience on the Euro speedways where the car gets to prove its ultimate performance. Crawling down Parramatta Rd in Sydney's peak-hour chaos is not quite the same. But at least it's comfortable. From its standout 18-inch wheels with the iconic BMW badge in the centre to the sharp lines of the body back to the twin exhausts, this is a modern sports saloon. It's BMW's return to turbocharging and they have done it in style. The burble of the engine note alone is enough to know this is something special. BMW states that the innovative low-inertia turbos are designed to fire up quickly eliminating turbo lag. However, particularly at low speeds there is a slight, but noticeable pause between depressing the accelerator and when the turbos kicking in to fire up this beast. But, aaah, when it kicks in, you are travelling in style. BMW quotes acceleration from 0-100km/h in 5.5 seconds, outputs of 225kW of power and a bitey 400Nm of torque that is available across a wide band of revs. The test car came with a six-speed automatic gear box with delicious F1-style shift paddles on the steering wheel. The paddles are good fun to play with but the auto will shift intelligently between the gears without them. The gear knob itself is a piece of modern auto styling with sharp edges for a sure grip. Standard equipment includes Bi-Xenon headlights, leather trim, sports suspension and an impressive distance control function that beeps loudly when you get too close to anything. Satellite navigation, through a colour screen, is an option. BMW's unique i-Drive control system, one control knob to operate everything from the radio to the navigation system, is on board. However, despite a briefing on how to operate it, the system is still confusing. Even allowing that this operator struggles with VCR timers, this system of one button controlling a separate screen through a mix of taps, pushes, turns and slides isn't as simple as a touchscreen operation. Meanwhile, the seating up front is all luxury with all-electronic movement. In the back, the two seats (there's a console between them where a middle seat would normally go) are also comfortable but accessing them can be awkward for larger passengers. Being a coupe the doors are larger than a sedan so you have to be careful where you park it to ensure there is enough room to open them to get in and out. This is particularly so for rear passengers who have to get in and out after the front seats are tilted forward. But this really is a driver's car. From the moment you insert the keyfob into the slot and press the start button it has a feel of solid luxury. Its technical marvels includes a robot-like arm that presents the front seat travellers with their seat belts before sliding back into its slot. This was a smooth operation on the 335i. However, the driver's side on the other member of the BMW 3 Series Coupe family tested separately, the 325i, did not always return to its correct slot in the B-pillar. But back to Sydney's ordinary roads. The car's 18-inch run-flat tyres seem to pick up every major bump and you certainly feel the road surface when crossing over motorway joints and rough surfaces. On potholed roads it is far worse. Where you do most of your driving could be a key factor in what sort of rubber you put on this car. Despite the twin-turbocharger and enormous power, claimed fuel economy of the car is good. Getting 9.5 litres per 100km out of such a beast is comparable with some large four-cylinder cars. However, as most of my mileage was around town figures were higher. The 335i arrived on the scene too late to be considered for CARSguide Car of the Year. Had things been different it could have been a serious threat to our 10 finalists. But it looks set to collect its share of awards in Europe.

Mention that magic number, and it's a cinch the majority will mentally conjure some form of real estate: an over-restored box with marginal views of the big blue, or maybe a McMansion in Nouveau Moneyville. Last Tuesday lunchtime at Rose Bay (where a million bucks might just get you an inside toilet), there was a rather more eloquent demonstration of affluence to be ogled. Having been steered down from Palm Beach - where lots of zeroes on the realtor's price tag are de rigueur - were two examples of what remains one of the final frontiers of elite auto ownership. A 2007 model Bentley Arnage and a Continental GTC befitted a backdrop of exclusive waterfront, swooping seaplanes and $50 main courses. That said, it's sad that, for many who acquisitively aspire to such trappings, Bentleys are mere status symbols. A bit like monstrously overpowered Hermes handbags. An all-too-brief shared drive in each, however, confirmed to this Bentley neophyte that there's much more to the fabled marque than hand crafted wood panelling and a smug label. If the $539,000 tag on the Arnage T (unoptioned and sans government charges and dealer delivery, mark you) isn't enough to induce caution when pulling away from Barrenjoeys, the other-wordly feel of the thing surely is. Amid a field of silver knobs and buttons and luxury accoutrements, the driving position is aptly high and mighty, almost in keeping with an SUV. As is the sheer heft of the mega-luxury conveyance as it wafts on the comfort setting of its air suspension. Yet, as initial jitters are overcome and the setting switched to sport, the Arnage T's 2585kg kerb weight scarcely troubles smart progress, even through the 35km/h bends of the Kuringgai Chase National Park. The last car I drove through here was an Audi TT. The Arnage is, in its rarefied way, more fun. Turn-in is amazingly adroit, utterly belying expectation. The only discernable noise comes from its 6.8-litre, twin turbo V8, which growls with the sort of refined menace that only 875Nm can command. As with the Continental GTC - the outrageously attractive convertible version of the GT coupe - the Arnage now benefits from a six-speed automatic transmission with sport and manual modes. One blushes at having so carelessly used the word "seamless" to describe other six-cog autos - the Bentleys define it. The roofless Continental, a mere snip at $399,500, is about as far departed from the Arnage as two cars boasting the same badge could possibly be. With 411kW and 650Nm from its six-litre twin turbo W12, the all-paw droptop is possibly the more impressive. That its on road dynamism belies its near 2.5-tonne kerb weight proves the Arnage is no fluke. Our drive comprised but the merest taste from this impossibly rich table, but enough could be discerned of the GTC to see that the lack of supportive pillars represents no problem. Indeed, the torsional rigidity achieved here is a miracle of cross membering.. Perhaps more pertinently, as we whiled through Wiley Park to the M5 en route to the Bentley's natural habitat of the eastern suburbs, there was scarcely a head unturned by the azure GTC, its blindingly blonde upholstery and slightly unfortunate blue leather-trimmed steering wheel and dash exposed to the summer sun. Some may be wondering by this point what possible use there is in filling a page with such auto exotica, given that few of us could so much as fill the Arnage's 100-litre tank without taking a second mortgage. Well, if you have the least interest in cars beyond the one that fills your garage, be glad there remain things so uncompromised as these Bentleys. There are no priced-down versions with lesser spec. There'sno under-powered model with a smaller engine. There's no diesel. And, praise heaven, there's no populist SUV. They are what they unapologetically and utterly are. And for that, car-lovers can be grateful.

The new model is just the second generation of its kind. And with its stylish looks, impressive retracting roof and great sound system, it seems the negative stereotypes of the brand in the past have all but disappeared. The new C70 should equally appeal to the young and the young at heart. It is available in two engine sizes: a 2.4-litre, five-cylinder 125kW unit called the LE and for those after a little more fun there's also the 2.5-litre, five-cylinder, turbo-charged T5, delivering 162kW of power. Both are available in a six-speed manual or a five-speed Geartronic transmission. And the two are separated by $10,000 and some differing specs, the LE priced at $69,950 and the T5 carrying a $79,950 price point. And just because you can take the roof off, that doesn't mean the safety-crazy Swedes have sacrificed protection. The C70 program development director, Olle Odsell, says a new roll-over protection system provides a high level of safety for occupants. "The roll-over protection system comes up in a roll-over or high-speed, rear-end collision to protect from flying objects," he says. The system is activated whether the roof is up or down, going through the back window when it is up. And while Odsell says the roof in the boot would "pretty much be a write-off" in a high-speed accident, it can take a collision of up to 15km per hour without any major damage. The roof takes 30 seconds to retract. And in doing so, it diminishes the amount of boot space, as you would expect. But there is still enough room for some smaller bags, although it is quite limited. The C70 also features other impressive Volvo technology such as door-mounted inflatable curtain airbags to compensate for the lack of a fixed roof, anti-lock braking system, Dynamic Stability and Traction Control, Side Impact Protection System, Intelligent Driver Information System and the Whiplash Protection System. The C70 hasn't undergone official crash testing, but Volvo is confident it will be a top performer. "We are claiming it's the world's safest convertible. That's us knowing how we've tested it and how it will perform," Volvo spokesman Todd Hallenbeck says. "We're confident it will be a five-star rating." The convertible has also experienced improved body torsional rigidity over the previous generation, by 50 to 100 per cent. And on the road, the car feels very strong and confident, tackling the twisting country roads around Victoria on its launch this week. While it's slightly heavier than its predecessor, the C70 is still quicker, with the manual T5 taking 7.6 seconds to reach 100km compared to the old figure of eight seconds. Turbo lag on the more powerful T5 is not much concern and it has great low speed and high speed dynamics. The lack of a real noticeable lag can be attributed to the high 320Nm of torque at low revs, coming through from 1500rpm to 4800rpm. Turning is also quite sharp and the T5 adjusted well on the winding roads to Mt Buller. It's not a convertible that will see you break any speed records on the road; the C70 is more of a classy, elegant performer. And it is still enjoyable to drive. When testing the manual T5, a rattle in the roof was evident when this was up. While the problem was annoying, it seemed to disappear after a while. With two comfortable larger seats in the back, Volvo also claims this is the first modern, four-seater, hard-top convertible. Hallenbeck says while other models may have four seats, they're more 2+2-seaters. With the roof up, tall passengers may be a bit pushed for room, but there is a decent amount of leg space considering it's a convertible. The C70 also shares the same wheelbase with the S40, but has a wider track. It was at first designed as a coupe and then engineered as a convertible. It is quite a long car, especially for a convertible, but sits at a similar size in appearance to its competitors. These include the BMW 3 Series, the Saab 9-3 and the Audi A4 convertibles. Differing features between the two models include a better sound system in the T5, bigger 18-inch wheels compared to the LE's 17-inch and Bi-Xenon lights on the range topper. Rear parking assist is standard on both models. The LE has a high performance sound system with eight speakers, whereas the T5 features a premium sound 12 Dynaudio speaker system, with a six-disc CD player. The interior is well suited to the style of the car, with Volvo's floating console, leather seats and efficient storage spaces.

The chief rivals from Munich, Stuttgart and Wolfsburg have a massive head start which in some cases can be measured by the length of an entire model life. And that's good and bad. Good in that Audi should have capitalised on any of the shortcomings of BMW's X5, Mercedes's ML-Class and the Volkswagen Touareg. And bad in that if you are a died-in-the-wool Audi worshipper, in terms of the waiting game, it's been a bit like a seven-year itch. Seven years! That's how long the ML-Class has been out and about. So Audi is off and running with the Q7, a big wagon that was the centre of a big launch in September. It was a big deal running a fleet of 15 Q7s the breadth of Australia from east to west — a trans-continental crossing of monumental proportions. This adventure was loaded to the brim with bravado by Audi having faith in the product stacking up to Australia's harsh Outback. But you don't need a Rhodes Scholar to tell you the most dust many Q7's will collect will be sawdust from the next door neighbour who is renovating their palatial suburban abode. So we put our first Q7 road test car, a TDi, through its paces in the real world — out and about in Brisbane and down the coast for the cafe cruise. The turbo diesel we acquired was loaded with kit and the third row option and you could feel every bit of its bulk. It is a little unwilling off the line but once it gathers pace, it runs hard and strong. This is quite a competent truck, good all-round vision and the reversing camera to keep you from backing over something you cannot see in the rear vision mirror. Downtown the diesel was running into the 13-14litres/100km range, although it was closer to 10litres on freer runs on the highway. There are little touches here and there that separate the Q7 from the crowd and a highly functional cabin that hits the ergonomic button where others have tended to miss the mark. It handles quite well for something which stretches the tape further than a LandCruiser in length and width but not height. But where the Q7 really shines is ride quality. It spoils occupants with the sweetest ride among the premium soft-road brigade. No surprise then that the 4.2-litre V8 version offers a lot more urge down low, the mumbo you would expect from an eight-pot howler. It is the business, the V8, and it also demonstrates the engineering prowess of the Q7 chassis that copes with all of this energy as if it were a regular sedan. The V8 was chewing through about 13litres/100km on this test with strict adherence to signposted speed limits but running the revs up from a standstill every now and then. Given that we deliberately did not take the Q7 on the gravel we didn't have to worry about testing the integrity of how the twin intercoolers in the TDi stood up to punishment from stones. They are vulnerably placed behind the vents either side of the front spoiler. If we were to give one piece of advice it would be to install mesh to these vents to prevent anything spearing the intercoolers if you plan to go on the gravel let alone on a trans-continental expedition. Not that any were reported to have been pierced on the east-west crossing launch run but it is better to be safe than sorry. A lot of people, colleagues included, have questioned the existence of such an animal as the Q7. But here's the rub. One of the many reasons why it has been built is to tap a market where Audi traditionally has not been in the game — the United States. And Australians are warming to the interlocking rings brand with a vengeance. So it is better that the Q7 is here now, late, than not at all.

That Americans are unlike us should hardly come as hot news. It's just that sometimes the fact belts you in the face more forcefully than usual — such as when one contemplates the needs-its-own-postcode vastness of Mercedes-Benz's GL. Walking around a display model at Sydney Airport last week — an act that should not be lightly undertaken by the infirm of limb or fluttery of heart — en route to the launch in Queensland, the dimensions of the thing stun you. That, you might say, is one bastarding big SUV. If you were an American, however, what you might say is: "Hmm, that's kind of weeny next to my Hummer." Hence this pronouncement in an American SUV mag when the GL was launched there: "It doesn't look or feel like a full-size sport-utility vehicle. Even from outside, it appears smaller than any of the domestic full-size SUVs." Yet the GL is to most vehicles of its type what a Himalayan peak is to Mt Kosciuzsko. At more than 2.4 tonnes, it outweighs, by more than 250kg, even Merc's hardly flyweight ML-Class SUV. It's more than five metres long, nearly two metres high and wide. The reason for such behemoths is, as we know, largely to gratify our allies who, though comprising about one-eighth of the world's population, manage to consume more than 20 per cent of its resources. But as General Motors, KFC and Canberra know, what's good for America is good for us, too. Right? Except that the GL actually is. For a start, a lot of bollocks is talked about certain SUVs being seven-seaters. It's not unlike suggesting that, simply because there are two things shaped like chairs behind the driver's throne, Porsche's 911 must be a family car. In a more litigious society — America, for instance — certain SUV-makers who make the magic seven claim would be had up for false advertising. Yet, with its elongated frame and rear overhang that wouldn't disgrace a country pub verandah, the GL can seat seven people, without recourse to emergency services to get the back two out. Indeed, they enjoy what can be described as comfort, especially with the long, illuminating glass roof and theatre-style seating. They can even see the (optional) TV screens mounted in the back of the front-seat headrests. Maximum, all-seats-down storage space is 2300 litres — a virtual universe, accessed via an electronic tailgate. Even with the third row installed, there's room to put stuff. So leg space throughout is vastly better than in the M-Class, with a driving position that is — of necessity — commanding and comfortable. Not that the optional reversing camera shouldn't be standard, as are parking sensors. Need it be said that the cabin — redolent with double-stitched leather trim and organic, resin-free woodwork — defines luxury accommodation? All right, then. But all SUVs put away juice like a dipsomaniac emerging from a desert, don't they? Not when they're packing diesels as refined as the V6 CDI, which is capable of travelling 100km on less than 10 litres of the good oil and didn't go much over 12 litres per 100km last week when being shoved around on the off-road vehicle nirvana that is Fraser Island. Even the hammer-and-tongs 5.5-litre V8 of the GL 500 realised hardly unreasonable figures, as if anyone with $146,900 to spend on a V8 SUV could care. A slightly lesser petrol V8 is en route in 2007. We hadn't got a good look at the current V8 by publication time, so more next week on what our veteran off-road tour leader enthusiastically billed as a 4x4 limousine with attitude. The GL 320 diesel, which from $103,900 will be the big seller, certainly keeps its bigger bro honest. With 165kW and 510Nm, it makes 100km/h from a standing start in 9.5seconds, about three seconds after the V8. Although few GLs are likely to encounter in their owners' hands conditions more taxing than Chatswood Oval's parking lot, the thing can work off road, with a fully raised off-road setting of 307mm. The air suspension automatically drops to an aerodynamically friendly ride height at highway speeds, aided and abetted by the setting of sports mode. And the GL 320 came into its own when doing what something of this sheer mass simply shouldn't be able to: almost skimming through the sandy channels on Fraser Island with an ease that bordered on the contemptuous. And it did so without the suspension being raised to its fullest extent, nor the diff being locked at all. If the M-Class is an almost physics-defying lesson in how to move massive mounds of Mercedes with something that borders on deftness, then the GL provides the master class. Be the engine diesel or petrol, when mated to a superb, seven-speed sports automatic transmission that always finds the right ratio, the GL behaves in a way that should be more in keeping with something several weight divisions down in the SUV championship. Of course, being so tall and apt to tilt into corners, the GL can't match the poise of lighter contenders indefinitely, but that it stays in the hunt for so long seems little short of miraculous. Indeed, when pushing it on sealed roads, you'd be hard put to know that envelopes are being extended and that the air suspension and 4Matic all-wheel drive are working hard. But even a diesel this big-torqueing can do only so much in a vehicle of such bulk. Be very sure about overtaking before committing yourself beyond the point of no return. Equally, be sure just how much hard-earned you're prepared to spend. Although the V8 comes with most of the fruit one could reasonably want, that third row of electronically folding seats — surely the only reason you'd choose a GL over its less immodestly priced and sized rivals — costs $2900. To get decent-quality leather and even metallic paint in the diesel, you're looking at an extra $4K, before addressing the rest of the options list. Anyway, the GL is here. And though it's hardly likely to be a mass seller, you'll certainly know it when you see it. Still, you can't help but wonder if we shall see its like again.