Luxury Reviews

Normally noise is a negative factor for convertibles. Drive along at highway speeds with the top down and you will be doing damage to your eardrums in a convertible. Even with the top up, it can be noisy. There are many other problems associated with rag-top driving. For a start, convertibles don't handle as well as their sedan brothers because the chassis is not as taut. That's because there is a gaping hole where the roof is supposed to be keeping out the rain and UV rays while holding the car together. And the bigger the convertible, the worse the handling. Manufacturers add extra chassis stiffeners to convertibles to stop the body twisting, but this makes the vehicle heavier than the sedan. In the Audi, it's up to 170kg heavier, the weight of two adult male passengers. Then there is the lack of security of a rag top. Thieves can simply slash and grab. To overcome the problems of security, noise and handling, some manufacturers have chosen to go with a folding hard-top roof. But that also presents a problem. It takes up more boot space than the folding rag top (but not in the Mazda MX-5 and new BMW 3 Series). And despite the shift by their leading competitor BMW to a folding hard top, Audi has stayed with the rag top. And I applaud them for it. Because with the top up or down, you can hear that glorious Formula One-style growl from the twin exhaust. It's enough to drive a full-grown man to tears of joy. And if you are in the market for a convertible then you think with your heart, you are passionate about motoring and you value feelings more than practicalities. The Audi certainly fits the bill. Released in July, it comes with a choice of two engines: a 1.8 turbo with 120kW of power and 225Nm of torque or the 3.2 FSI petrol direct injection V6 with 188kW and 330Nm. The 1.8T is priced at $83,400 and the V6 is available for $107,800. I drove the V6 and, although there are shortcomings with handling, that exhaust note is an outstanding selling point. So is the power that comes on lightning fast at high revs which is where the exhaust really sings. The sedan comes in quattro or front-wheel drive; the cabrio is available in front-wheel drive, so dynamic handling is not as good. There is a mountain of torque steer (that's when the steering wheel pulls left or right under heavy acceleration). The effect is exacerbated by the instantaneous launch feeling of the V6. Torque steer is fairly typical of high-powered front-wheel drivers, but it can be engineered out as in the Mazda MPS. While the handling is not as good as the sedan, Audi has worked hard to make this car handle well — for a convertible. They have modified the dynamic suspension system, with A6 shock absorbers, four-link front suspension and the sporty S4's self-tracking rear trapezoidal-link and front track rods. But don't expect a rough ride. Audi has ensured that it sits flat in corners, but without sacrificing comfort. They have allowed some compliance in the springs and shocks and consequently there is some pitch on acceleration and braking, and scuttle shake over sharp bumps. Audi has also kept its eye on style, comfort and safety. It now comes with clear front and rear lights, rear diffuser and an abundance of aluminium trim. On the safety front it has Xenon Plus headlights with automatic beam angle adjustment and daytime driving lights (optional for the 1.8T). Adaptive headlights that swivel to follow the corner are available as options. There are two-stage driver's airbag and side airbags, improved side impact protection and active roll-over protection system with two roll-over bars that project behind the rear seats for extra peace of mind. On the comfort front, the supportive front seats are heated. And doesn't that give you a warm feeling? Fast facts Audi A4 Cabrio 3.2 Price: $107,800 Engine: 3.1-litre, FSI petrol direct injection V6, 188kW@6500rpm, 330Nm@3250rpm Transmission: 7-speed continuously variable multitronic auto, front-wheel drive Wheels/tyres: 17-inch alloys; 235/45 R 17, 5-parallel spoke Fuel: 9.7L/100km combined claimed

Ahead of them, a Lamborghini. This little convoy through Adelaide suburbs is a moving concours du jour, a random sample of extravaganza that is this year's Classic Rally. Although our Mercedes-Benz CLK63 AMG has been separated from its badge-mates, it feels at home in this pack. The tenth Classic Adelaide rally last week attracted hundreds of enthusiasts and 350 exotic cars into the surrounding hills and vales. Like most of those here, we haven't come to race but for the rare chance to sample impressive machinery on closed roads and enjoy the motoring throng. Mercedes has brought six examples of three AMG models representing a new wave for its tuning specialist — away from large, supercharged V8s and towards naturally aspirated (even larger) V8s. The E63, CLS63 and CLK63 here all get AMG's new 6.2-litre V8, which replaces the previous supercharged 5.4-litre V8. The most expensive is the sleek four-door CLS63 at $252,300, followed by the E63 sedan at $227,600. By comparison, the CLK63 coupe looks almost affordable at $199,100. All three slot into a range of 17 models that get the AMG treatment, with prices starting at $160,490 for the junior executive C55. AMG notches up 40 years of tuning Mercedes next year and has already begun celebrating in a sense, with its first completely independent engine — an all-aluminium unit featuring a variable intake manifold and stiff valve train, among other high-tech wizardry. While power peaks are higher than in the previous V8, it revs higher too and delivers more kilowatts: an extra 28kW for 378kW in the E63 or CLS63, and a generous 84kW for 354kW in the CLK, making the coupe a remarkable 0.6 seconds quicker to 100km/h. Top speeds are electronically limited to 250km/h. In each case the torque figure is lower than before, but the capacity increase and ability to soar high into the rev range more than compensates. Most of the torque — 500Nm — is on tap from 2000rpm. Next year this engine will arrive in a higher, 386kW state of tune in the S63 and CL63 — the Mercedes flagship limousine and coupe. One advantage of the lower torque figure is the ability to employ the seven-speed automatic gearbox, ubiquitous elsewhere in its range. Paddle shifters replace steering wheel buttons for manual changes and three shift modes — comfort, sport and manual — progressively increase shift speeds. All three cars are visually distinguished by subtle AMG body-kitting and more lavish interiors. Adaptive dampers, more powerful brakes and light alloy wheels are standard. We drove the CLK63 on day one and then swapped into the E63. Both look big and heavy next to most of the rally runners, but amaze with their willingness to corner and ferocious acceleration. The engine delivers a soundtrack that ranges from low thunder to feral as it spins towards 7000rpm. The seven-speed auto is a highlight, changing smoothly and quickly whether in manual or auto mode. Only the over-interventionist nature of the electronic stability control hindered progress when it cut power prematurely in hairpins. When we did want to stop, the brakes were stronger than expected and complement the powerplant with the right sort of potency. In both cars, the steering was light, Mercedes style, but intuitively accurate. If we had to pick one car to repeat the trip, it would be the CLK63. It has less power, narrower rubber and almost as much mass as the E63, but its shorter wheelbase and better balance made it more agile, while its front wheels had an impressive willingness to turn into a corner and stay gripped when there. A proper thoroughbred among thoroughbreds, thanks to the Adelaide rally it's already a classic.

Nuclear power stations could be used to produce hydrogen via water electrolysis - zero CO2 emissions.

"We did not want to change the essence of the X5. Why would you? It has been a very successful model and a leader since it was launched," Albert Biermann, general manager of the X5 program, said recently at the car's world launch in Greece. "What we have achieved is improvement on the original with a bigger exterior and a bigger interior but with the signature X5 proportions retained." Building on the world-wide reputation for on-road excellence of the original X5, launched in 1999 and with more than 616,000 sold world wide, the second generation car's larger and more spacious body sits on an entirely revised suspension package and features a pair of refined new engines. The X5 will arrive in Australia in April with the option of a 4.8-litre V8 petrol or a lightweight, straight-six 3.0-litre diesel, both coupled to a six-speed shift-by-wire automatic gearbox. They will be joined by a straight-six 3.0-litre petrol option late next year. The free-revving V8 offers 261kW peaking at 6300rpm, and 475Nm of torque at a useable 3400-3800rpm, giving the petrol X5 every opportunity to show off its superb road dynamics. The diesel, with 173kW peaking near redline at 4000rpm, is not as free-spirited but loses nothing in the all-important mid-range application, with 510Nm of urge waiting to be called upon from 2000-2750rpm. The car will also be offered for the first time as a seven-seater, with the third row neatly tucked away under the rear cargo floor until required. As is often the case, the extra seats are the province of children or small adults on short journeys. BMW Australia says no decision has been made on pricing or standard inclusions for the new cars but if the marketing follows typical BMW procedure there will be a raft of opportunities to personalise your purchase with options. "Some things, like the reversing camera, are standard on the current X5 in Australia but a decision will be made closer to the car's arrival as to what the exact specifications will be," BMW Australia's Toni Andreevski says. "Pricing is also being settled and all I would say at this stage is that it will be very competitive ... there is no point having the best car in the world if nobody can afford it." Among the range of options being offered in Europe are a raft of first-timers for BMW on the company's soft-roader range. Adaptive Drive — electronically controlled active damping and rollbar control — gives the X5 a previously unexplored level of ride comfort on the road and, almost as an accidental aside, greater stability and control off-road. Also a first time offering is BMW's active steer; the variable ratio system oft-criticised in the sedan range for its dissociative characteristics finding a natural home in the big 4WD. The heads-up display system first featured on the high-end sedans and 6Series coupes is a boon to the X5, allowing the driver to monitor information from speed to navigation instructions without looking down from the road ahead. Active road-following bi-xenon headlights and a reversing camera are also features available on American and European models. The controversial iDrive control centre has again been slightly modified with the option of storing regular destinations, phone numbers or settings on the radio buttons. On the road the X5 is characterised by the things many SUVs — or even SAVs — lack: ride comfort and refinement, car-like dynamics and NVH levels plenty of sedans could only covet. That is not to say the X5 makes sense in any sensible world. At 2.25 tonnes and almost 5m long the X5 is reaching gargantuan proportions, for all that the design works to disguise it. The 4.8-litre V8 is a pleasure to drive hard — throaty roar and willingness to leap at the horizon leaving just the faintest tinge of guilt at helping diminish the world's oil reserves just that much quicker. BMW claims a combined fuel economy of around 12.5L/100km for the big eight but that is a figure that will rarely be seen in the real world — it is just too easy and satisfying to use the engine the way it was designed. If that lack of environmental conscience is disturbing, there is an alternative. The new 3.0-litre diesel — lightened to the level of a petrol six by the use of alloy where possible — offers both enthusiastic performance and defensible economy. The claimed 8.7L/100km combined cyle figure was close to what was achieved on the launch drive despite a total disregard for economic behaviour. Dynamically, the X5 is hard to fault. With the Adaptive Drive suspension minimising body movement and settling the chassis by the millisecond, what could have been a bus shrinks around the driver to perform more like a sportscar. While the Adaptive Drive is not that easy to detect and quantify, the absence of it on another test drive vehicle was. Broken surfaces felt like broken surfaces and, while the X5 could still handle a reasonably enthusiastic punt through rolling hills, the composure of the electronically-aided car was obvious by its absence. The electronic gear activation is quick and precise, the ratios beautifully sorted and the changes nigh-on seamless. The shifter is a natty piece of design as well — still situated in the traditional central position rather than a truncated stalk stuck on the steering column. Fast facts Price: TBA Engine: 3.0-litre inline six, 200kW@6650rpm, 315Nm@2750rpm; 4.8-litre V8, 261kW@6300rpm, 475Nm@3400-3800rpm; 3.0-litre inline six turbo diesel, 173kW@4000rpm, 520Nm@2000-2750rpm Transmission: 6-speed automatic, change by wire with manual mode; electronic on demand AWD; DSC III (HDC, DBC, ABS, ASC-X, ABD-X, DTC, trailer stability) Suspension: front, double wishbone with anti-dive geometry; rear, integral axle multi-dimensional suspension with anti-squat and anti-dive Brakes: front, single-piston swing-caliper 348mm vented disc (twin-piston 365mm vented disc on 4.8i); rear single-piston swing-caliper 320mm vented disc (345mm vented disc on 4.8i) Alternatives Mercedes M-Class Price: From $79,990 (ML280CDi) to $116,900 (ML500) Engine: 3.0-litre turbo diesel V6, 140kW, 440Nm; 5.0-litre V8, 225kW, 460Nm Transmission: 7-speed automatic; constant variable AWD   Audi Q7 Price: $84,900 (3.6-litre FSi), $85,700 (3.0-litre TDI), $116,800 (4.2-litre FSi) Engine: 3.0-litre V6 turbo diesel, 171kW@4000rpm, 500Nm@1750-2750rpm; 4.2-litre V8 FSI, 257kW@6800rpm, 440Nm@3500rpm. Transmission: 6-speed tiptronic; constant variable AWD

Those at Peugeot who terminated its long and celebrated union on coupes with the famed Italian coachbuilder Pininfarina, and insisted that the successor to the 406 Coupe would be bigger, fatter, heavier and — from where we stand — much less attractive, have a lot to answer for. Granted, the in-house-designed 407 Coupe is still a striking car to behold, and we understand the need for it to have a closer connection with the 407 sedan than with the 406 Coupe. There are also trace elements of the Pininfarina-penned Ferrari 550 Barchetta — often quoted as a source of inspiration for the 406 two-door — such as the menacing grille and new shark's gill detailing. But this is not beautiful, elegant or radiant like the 406 Coupe. Instead, the 407 version embodies a "shock and awe" doctrine and, it seems to us, the false belief now rampant among most of the world's car manufacturers that with each new generation a vehicle must be bigger and plusher to be deemed better. An argument often metered out is that this sort of action is required to make the vehicle safer, and in the case of the 407 there is no doubt it is streets ahead of the 406 on this score. A maximum five stars from the independent European NCAP crash-test program bear this out. The thing is, it is not a better driver's car. Whereas the 406 Coupe offered one of the best front-wheel drive ride and handling combinations of its time — something that was once a Peugeot trademark — the 407 returns to the field in this department. It also has insufficient rear-seat room for its size, which seems incredible when the move from 406 to 407 increased its dimensions 200mm in overall length, 88mm in width, 45mm in height and 25mm in wheelbase. Instead, the 407 Coupe relies on a strong value proposition compared to other European coupes and a unique selling point with a hi-tech — and quite exceptional — twin-turbocharged diesel engine in the range-topping HDi model variant tested here. The result of Ford/PSA Peugeot-Citroen collaboration (and used across several brands including Jaguar and Land Rover), the 2.7-litre common-rail direct-injection V6 in this application develops 150kW at 4000rpm and 440Nm at 1900rpm. Making a delightful combination with the clean-shifting standard-issue six-speed automatic transmission (with a pseudo-manual shift mode), the engine is smooth, muscular and, above all, whisper-quiet. It fails to turn the sports coupe into a fireball from a standing start — indeed, at a claimed 8.5 seconds over 0-100km/h it is quite a bit slower than its exterior demeanour suggests — but there is no real sense of deficit for the driver who can revel in the diesel engine's flexibility and strength at the all-important low and medium revs. This occurs despite the fact that the 1850kg kerb weight of the HDi is up to 112kg heavier than the 155kW/290Nm 3.0-litre V6 petrol model also available. It remains effortless to drive, supremely refined and economical at all times. Indeed, in one of the few occasions we've ever achieved a lower figure than the government fuel consumption rating, we returned an 8.4l/100km average (compared to Peugeot's claimed 8.5l/100km) over a long-distance tour that covered a range of mountainous, free-flowing and dead-straight terrain. Take out the snaking roads and our lasting impression of the 407 Coupe might have been different. But in tight situations, the extra weight of the vehicle — a considerable 365kg more than the 406 Coupe, much of it hanging over the front end — makes it feel less agile than its predecessor. The coupe is stiffer than before, has a wider front and rear track, sits a little lower and uses electronic “active” dampers with its double-wishbone front and multi-link rear suspension. It rides on hard-gripping 18-inch 235/45-series Z-rated Pirelli P Zero rubber. It should be much, much better. Sadly, it isn't. Across troubled road surfaces the firm ride can turn crass and uncomfortable and the steering can give rise to some undesirable jiggling. The variable-assistance steering feels too light at speed and the turning circle is a cumbersome 12.0m. The brakes on our test car were prone to squealing and should have shown more resistance to fade in arduous conditions. The headlight performance is outstanding — and unsurprising considering the package includes bi-Xenons and a cornering function — but the Pirellis rumble across coarse bitumen. The doors are very heavy (which some will consider a sign of quality rather than a burden), some of the satellite controls should be moved from on the steering column to the tiller itself and the rain-sensing mechanism takes up an inordinate amount of windscreen space. The large and heavily bolstered leather driver's seat is fabulous for its comfort and support, while position memory and electric adjustment for all directions (bar lumbar) are welcome. The steering wheel has a full range of manual adjustment. Access to the rear compartment is excellent thanks to the electric front seat mechanism, but legroom is poor and the sloping roofline restricts headroom for taller people. The 400-litre boot is simply cavernous, and contains a full-size alloy spare wheel and a six-CD changer. There is a ski-port and a split-fold rear seat. Standard equipment includes seven airbags, traction and stability control, a tyre pressure monitoring system, trip computer, dual-zone climate control and front and rear parking sensors. Hindsight is hard to ignore. This incarnation has lost the beautiful looks of the 406 and, to a certain extent, its soul. Verdict: 3.5/5 stars GOOD:Refined and muscular diesel engine. Smooth transmission. Superb headlight performance. Cavernous boot. Full-size spare wheel BAD: Sensuous 406 Coupe looks have gone. Lacks agility of its predecessor. Big turning circle. Cabin niggles    

With its hardcore sportscar focus, the company's products are sometimes seen as too impractical for everyday use — too challenging just to get in and out, with little space for luggage and spartan comfort levels. They are weekend toys to take to a track. It's all true. There isn't a more awkward car to enter than a Lotus Exige, and once there, it's noisy and cramped. The ride is crashy and cargo space negligible. Features that would be standard elsewhere are options or unavailable. So whippet-like is the Exige, it makes even other sportscars look like Saint Bernards. However, what's surprising about this is not that few people go for this approach, but that more people do not. Lotus offers something unique among sportscars and all the attributes that are recited as drawbacks are exactly what appeals to us. We discovered this over a week with an Exige S, when our initial doubts about its suitability as daily transport were quickly overtaken by a delight in its raw, connected driving experience. The Exige S puts a supercharged version of a 1.8-litre four-cylinder Toyota engine within the existing Exige body shape, which is shared with the Elise. The loan car lifted the $114,990 starting price to $136,000 by fitting all three option packs. The Touring pack adds front airbags, some leather trim and carpets, while the two Sports packs add racing seats, traction control and roll hoops, plus lightweight alloys and adjustable dampers and front anti-roll bar. The Exige is tiny — at 3.8m long it's only a few centimetres longer than a Toyota Yaris — and very, very low at 1.16m, but with a dramatic shape that means it stands out like a true exotic should. From the driver's seat, the gawps of other road users are not always obvious because you are viewing the world from axle height. The wide sill, over which you must carefully step to get in, effectively becomes an armrest. The racing seats were a good fit, which was just as well because the only concession to varying driver size is fore-aft slide. A tiny Momo steering wheel, simple controls and plenty of bare metal give the cabin its special race car ambience. Only the garish and fiddly stereo strikes the wrong note. There is some luggage capacity behind the engine bay, in an awkwardly shaped 112-litre recess that is unconvincingly lined and has wires intruding. Two soft weekend bags would be your lot. The most obvious difference between this car and a standard Exige is the supercharger plumbing, which sucks in air from a vent in the roof and completely obscures the rear window. It takes a while to retune our normal reflexes in favour of the widely placed wing mirrors. They do the job, but reversing isn't easy. The basis for the engine in this car has already appeared in the Elise 111R, although supercharging changes it completely. It's a high-tech unit with trick valve timing and an electronic throttle, although it takes a little while to warm up. Even then, it can be rough and uneven at idle with occasional rev surges. It sounds raucous and a little highly strung, perhaps, but rasps and rips compellingly through its rev range, with peak power of 162.5kW at 7800rpm and the ability to reach 8500rpm in two-second bursts. The higher it revs the sweeter it gets, if a crazed bandsaw can be described as sweet. Peak torque of 215Nm also arrives high at 5500rpm, although there's enough above 2000rpm to make it surprisingly driveable at commuting speeds in high gears. Lotus is famous for achieving performance with small engines by keeping weight down, but this engine takes the Exige into another league. Flat out it will reach 100km/h in 4.3 seconds — as quick or quicker than supercars costing two or three times as much and boasting at least two more cylinders. With only four pistons, the Exige sips premium like a hatchback, averaging 9.1 litres per 100km. The Exige loses out only on top speed, which for a car this quick off the mark is a relatively modest 238km/h. This is despite obvious attention to aerodynamics with a front splitter, rear diffuser, flat underbody and prominent fixed wing. Oddly, the drag coefficient is a remarkably high 0.434. Lotus's aluminium skeleton can take much of the credit for keeping weight low — even fully optioned the Exige tips the scales at just 949kg. Nearly two-thirds of that sits over the rear axle, getting power to the ground with authority through 17-inch alloys and street-legal competition tyres. With 16-inch wheels at the front, this car delivers superb grip with cornering speeds limited largely by driver nerve. The Exige stays very flat and thumps its wheels down into any road irregularities, giving rise to — unwarranted — concern about the hardiness of the alloys. Encounter a big pothole through a fast corner and it can even throw the front wheels off line. However, the unassisted steering is so direct and precise the driver is never in doubt about what the road is like and how much to turn the wheel. It has drawbacks, such as heaviness when parking or a slight tendency to tramline, but they are a price we willingly pay. An unmediated connection with the car runs through all the Exige controls, with great brake, throttle and clutch weight from perfectly placed pedals. The gearshift can be a little sticky when cold, but has a no-nonsense mechanical character that makes it a delight to use. Lotus announced production cutbacks recently but also an intention to produce three new models between now and the end of 2009. These include a new flagship Esprit, a new mid-range car and a Lotus-Proton high-performance model. Meanwhile, the new Europa, which features a different body on the same platform as the Exige/Elise but with more equipment and greater claims to comfort, appeared at the Sydney motor show. One danger in a bigger model line-up is departing from core Lotus values, but if the Exige S is anything to go by, we doubt that will happen. The real challenge for Lotus will be to meet heightened safety expectations — with additional airbags, for example - without adding a lot of weight to its newer models. Meanwhile, as most cars get increasingly complex and impose a suite of software between driver and road, there is no disguising the bareback nature of a Lotus. As the company makes more models, then more people might rediscover the excitement of being behind the wheel.

The second edition to the C2 range is a somewhat comical car. With bigger windows in the back, it looks like two different cars have been stuck together. The C2 VTS is priced at $23,990, $2000 dearer than the VTR model. And that's as far as the C2 range stretches. While its heart is the same size as the VTR with a 1.6-litre, four cylinder engine, it gives even more, delivering an extra 10kW, producing 90kW at 6500rpm and 143Nm at 3750rpm. But there's a big hurdle to conquer before you can enjoy the ride. While the first thing you notice is the character, jump behind the wheel, start the engine and you'll soon find it is very entertaining or frustrating, depending on your mood. The culprit is the clutch, as it takes some getting used to. The first couple of times you take off, it feels like you're back on your L plates, and in this case, perhaps it stands more for loser than learner. Drive it like a normal manual and you'll find yourself reaching 5000rpm, 6000rpm with little movement, but lots of revs, which is somewhat daunting. Once you get over it, there are other features of the car to enjoy. Such as the plain, simple, but chic interior. The dash has a sense of style and the seats, which wrap around your body, are quite comfortable and supportive. Leg room in the back of this four-seater is limited, but it feels as if there is plenty of space around the top half of your body, perhaps a result of the large windows. In keeping with its comical nature, the C2 has a blinker that brings back memories of playing space invaders on the Sega Megadrive or Pub Pong (for those who are older) with its electronic ponging noise. The headlights on and door open electronic warning alerts have a similar arcade-game sound. The five-speed manual transmission is quite smooth once you figure out the quick release of the clutch and how to engage it, when you can feel the benefit of good pick-up in the lower gear range. Tall drivers will suffer as they find their knees reaching their ears. A slight exaggeration perhaps, but the seat feels lower than usual. The C2 is also easy to park and while the steering is a little light, it's quite a nifty little car for getting around town. Unloading the boot is made easy with a split tailgate, although you would have to keep shopping to a minimum. It handles and corners well and for such a little car, it gives out a huge roar, with a rather noisy engine. As well as extra power, the VTS has a slightly stiffer suspension than the VTR, making it more sporty and the gear ratio is significantly lower, which gives a quicker 0 to 100km speed, 8.3 seconds compared with the VTR's 10.9 seconds. The C2 lacks storage inside the car, with cup holders that don't hold drink bottles, slightly impractical and little space for accessories. The glovebox is also very tiny. The speedometer is digital, so you can't see the top speed, only how fast you're going, and the tachometer is also different and hard to see, as it's a curved line sitting above the speedo. The claimed fuel consumption of 6.9-litres wasn't achieved, instead sitting more around the 8-litres per 100km mark, but this was mainly on city driving. The C2 comes with a leather steering wheel, CD-player, air conditioning, rain sensing wipers and a four star NCAP safety rating. According to VFacts, the C2 sits in the light segment putting it up against the Hyundai Getz, Holden Barina and Toyota Yaris, all of which have models well below the starting price of the base VTR. Perhaps it's closer to its other competitors such as the Suzuki Swift and Volkswagen Polo, but it doesn't seem to offer as much for the price tag. Fast facts Price: $23,990 Engine: 1.6-litre, 4-cylinder, 90kW@6500rpm, 143Nm@3750rpm Transmission: 5-speed manual Fuel: 6.9L/100km (claimed), around 8L/100km (tested) Body: 3-door hatch Verdict: A lot of character to this sporty VTS, but it takes time to adjust to a different driving style. ALTERNATIVES Volkswagen Polo Match Price: $19,990 Engine: 1.6-litre, 4-cylinder, 77kW@5600rpm, 153Nm@3800rpm Transmission: 5-speed manual Fuel: 45-litre tank, 7.1L/100km (claimed) Body: 5-door hatch Verdict: Volkswagen's small car offers less power than the VTS with a much cheaper price tag. But, the Polo also has sporty character. Suzuki Swift Sport Price: $23,990 Engine: 1.5-litre, 4-cylinders, 92kW@6800rpm, 148Nm@4800rpm Transmission: 5-speed manual Fuel: 43-litre tank, 7.5L/100km (claimed) Body: 5-door hatch Verdict: The Swift was CARSguide's Car Of The Year for 2005 and the new Sport model offers better performance figures than the C2, for the same price.

Here we are, on the jagged Aegean coast near Athens, for the launch of a car bearing a feted German badge and is built in an American town named for the ancient Athenians' feared and loathed rival. But although BMW's X5 is built at Spartanburg, South Carolina, there's nothing remotely spartan about it. If there's something unintentionally perverse in this tangle of geographical and cultural wire-crossing, it's also apt. After all, what could be more perverse than giving a world already shocked and awed by oil prices, and aghast at greenhouse emissions, ever bigger and heavier luxury SUVs? Yet we can't get enough of them — witness the procession of new and forthcoming releases from this year and the next. It's a segment that not only survives, but thrives. And it's one in which the new BMW X5 — the reason we happen to be pondering these modern mysteries on this fabled Attic shore — will continue to contend for leadership with the Mercedes-Benz ML. That would be BMW's feared and loathed local rival. More than 600,000 X5s have been built in the US since 1999, the vast chunk of them for the people who gave the world that much-cussed acronym SUV — sports utility vehicle. Except, they tell us, the X5 is an SAV: sports activity vehicle. Yes, they're still built under German auspices, by Americans, and by and large for Americans — and large Americans at that. But it seems the SUV acronym is just too, well, utilitarian. Or maybe it's a case of if you can't beat 'em, differentiate from 'em. Certainly, there's no hiding the new X5. It's less confrontationally planed and squared than its Banglesque predecessor, making for much greater visual commonality with the smaller, recently facelifted X3. Which means it still won't overjoy the aesthetes. And the bigger of BMW's SAVs (if we must use that term) is even more so. Bigger, that is. Almost five metres long by two wide, and weighing nearly 2.25 tonnes in the case of the top-spec model, it seats four in luxury, five in comfort and two kids in the optional third row — the first such provision in a Bimmer. When only the front seats are in use, you have 1750 litres of load space. It's also ballsy enough to tow a truck. Or another X5. A first in a vehicle of this type is the heads-up display that conveys to the driver his speed and a satnav route without eyes having to stray from the road. A rear-view camera conveys the presence of pedestrians. Best of all the inclusions in the fruit basket are the so-called "favourite buttons", to augment the universally derided iDrive multimedia system. Widely known as "i-distract, i-crash", this embodiment of form over function was supposed to eliminate such commonplace items as dashboard buttons via a console knob — one which, on average, takes four movements to do what was conventionally achieved in two. So the return of humble buttons heralds not only a tacit admission that iDrive is rubbish, it also imbues top-spec BMWs with the functionality enjoyed by the owner of a Hyundai Elantra. To the front, there's a choice of three engines, all driven via a six-speed automatic transmission that employs a seamless electronic gear selector. The 3.0si is the latest in Bimmer's long line of feted in-line petrol sixes. Good for 200kW and 315Nm, available from a low 2750rpm, it moves the X5 to 100km/h in a claimed 8.1 seconds. Yet, next to those bare numbers, and as is so often the case these days, the 173kW 3.0 diesel makes a compelling case. Lighter than previous oilers, thanks to an aluminium crankcase, it cranks out 520Nm between 2000 and 2750rpm. The diesel is two-tenths of a second slower to 100km/h than the petrol six, but returns a claimed combined economy figure of 8.7 litres per 100km — the 3.0si uses almost two litres more 95-octane unleaded over the same distance. At least that's what's conveyed by official figures. The 3.0si wasn't available at the launch, leaving us to try the diesel and another petrol engine, one that is decidedly more Spartanburg than spartan. The throbbingly excessive 4.8-litre V8 is a 261kW/475Nm juggernaut that does the sprint to 100km/h in a claimed 6.5 seconds, and drinks an alleged 12.5 litres per 100km. The latter figure seems wildly optimistic on the basis of our jaunt in the V8, but you won't care that Bob Brown despises you. Seated high and mightily above the humble four-cylinder hatches that comprise much of the local auto landscape, the V8 is an unapologetically tarmac-loving performance machine: one that can, indeed, be called an SAV. A tuneful creature that loves to rev, it made short work of the narrow strips of tarmac that have been gouged into the rocky hillsides of Attica. The Adaptive Drive system uses active roll stabilisers and electronic dampers to almost eliminate body roll or pitch. Active steering and variable all-wheel drive complete an engineering package that some may decry as clinical — although none could fail to be impressed by its relentless effectiveness. With double-wishbone front suspension and communicative steering, the V8 is a joy to punt hard. Responsive, confidence-inspiring and still completely forgiving, it's one mighty good sports machine. And that's just great. Except that by far the majority of X5s sold will be the diesel — a model that, next to this bahn-stormer is much more SUV than SAV. The virtues of Adaptive Drive were all the more noticeable for its absence from the diesel model we tested — although this will hardly be a concern in our country, where doing five kays over the posted limit will soon be enough to have you summarily executed. That said, the diesel responded with all the enthusiasm its truncated rev range could muster on a choice section of mountain road and pulled on the freeway with the authority that only 500-plus Sir Isaacs can command — all the while remaining within sight of the claimed economy figure. It will be a worthy volume-seller. The new diesel and V8 X5s will arrive in Australia next April, with the petrol six to follow later. Prices have yet to be announced, but a mild increase on the current range would not be unreasonable. As to specification, that's also uncertain, although we know that five-seat models will get a space-saver spare and the minority seven-seaters an air compressor and a can of goo. All models, however, come with the dreaded run-flat tyres, albeit of the latest generation. The fitting of run-flats means that the last vestige of pretence that the X5 will be sold to off-roading types has been abandoned. Given the ability of the X5 on its intended tarmac habitat, that could be described as a rather SAVvy move.

Travelling two-up in the back of a chauffeur-driven W12 A8 limo, the silence was broken by the distinctive scream of an Italian engine followed by a blur on the left side of the Audi. "What was that?" my fellow passenger squawked with a crinkled face that was mixed with horror and intrigue from his position seated in the right rear. The object that came and went in a flash in the fast lane on the Autobahn between Ingolstadt and Munich was a stonking great Ferrari 575M Maranello F1. Our chauffeur was on cruise at 230km/h which would have put the pilot in the Italian jigger at close to 300km/h in what was pretty much just another day on the ballistic ribbons of bitumen in Germany. That was in June and in hindsight we wish we were driving not so much a whopping W12 (two vee sixes fused together) but Audi's latest lightweight RS 4 that packs a heavyweight wallop. Audi has fully exploited the time-honoured concept of taking a compact, lightweight car and marrying it to a dirty big donk. Well, in fairness, it is not really that big an engine, it's actually a 4.2-litre V8, rather compact in its overall dimensions. And it fills the space, which would be a snug fit for a four-cylinder power plant, to the gunnels. Could you imagine a V8 somehow squeezed into the front of a similarly-sized (8mm shorter wheelbase) Mazda3! No. You can't.. And it makes all the more reason for Audi to feel good about cranking up the bar with the RS 4. It's no wonder the product direction over at BMW has gone the way of turbo boosting for the 3-series coupe and V8 power for the next generation M3 due here late next year. The RS 4 engine produces numbers that makes you drool. Try a 0-100km/h time of 4.8sec. Car nuts worth their salt will tell you anything below 5sec is normally reserved for the whiz-bang exotic super coupes. Now Audi has chimed in with its compact A4-based sedan that has essentially become a street legal racer but a race car you can live with every day. And a drive of the RS 4 makes every day feel like December 25. This car is a missile in a straight line and backs up its sprinting dash with stunning handling, perfect steering feel and brakes. Eight-piston calipers up front and four pistons behind make these brakes outstanding stoppers for road use. Such is the engineering refinement of the chassis, you can literally throw the RS4 around twisties like there is no tomorrow without fear of it spitting you out and arrowing you into the never-never. This engine spins and spins - all the way to 8250rpm if you push it — which is unusually high for an eight-cylinder. A bit of the technology which Audi used to brutal effect on the multiple R8 prototype Le Mans winner has found its way into the RS 4 with direct fuel injection helping a more efficient combustion process while the technology has also allowed compression to be increased. It does great work from nothing, really great work mid-range but it is not until the baffles in the drain-pipe wide exhausts open and the engine screams past 5000rpm that the RS 4 turns into a mega drive. There is 309kW of power from 7800rpm and there is nothing artificially helping this but good old fashion natural aspiration. But that's not the crunch figure. What gives this engine character and might is its broad band of torque. Up to 90 per cent of the 430Nm of torque can be accessed from 2250rpm to 7600rpm giving this engine tremendous flexibility. It is restricted to 250km/h but the speedo indicates 310km/h and have no doubt — it could stay all day with one of those 575M red rockets. Mated to the sweet-shifting 6-speed manual the quattro RS 4 can be as overwhelming as it can be comforting. Despite riding on a sports suspension (stiffer springs, larger anti-roll bars and 30mm lower than a bog standard A4) and super low profile high performance Pirelli P Zero rubber (255/35 R19) the ride quality is tolerable. Audi employs what it calls DRC, (yep another acronym we need to decipher) which stands for Dynamic Ride Control, that keeps the lid on body roll and pitch via diagonally connected dampers via a central valve. It is something which has been handed down from the RS 6 and seems to work quite effectively. The cabin is tidy and ergonomically on the money but is rather understated for a German hottie. That is to say aside from the flat-bottomed steering wheel which uses a mix of aluminium (bottom half and leather) and features the S for sport button which makes the engine growl louder, sharpens throttle response and makes the seat bolsters (side and squab) tighten. The other buttons on the steering wheel spoke allow the driver to cycle through the various on-board computer information such as fuel consumption, time travelled, distance to empty etc. On the topic of drinking habits the RS 4, as you could easily guess, is not subtle. Almost exclusive highway use over several hundred kilometres netted a tick over 11 litres/100km which on paper looks reasonable but that was done in top gear and low revs. Try darting around town and the RS 4 reverts to what predictably is a prodigious thirst of around 15 litres/100km. Then open up the taps and go for a whiz on quiet back roads and the computer will give you a figure approaching 20 litres/100km. Aside from the long list of safety features including the familiar electronic ESP, traction and stability systems and airbags all round, there is a fair bit of kit for your $164,500. There is a CD changer in the glove compartment which is attached to a 10-speaker BOSE sound system, SatNav with TV, dual-zone automatic climate control with sun sensor and pollen filter, trip computer and xenon plus headlamps with swiveling headlight function. This is a thoroughbred, from top quality Ingolstadt stock where the RS moniker stands tall among the mightiest performance cars. It's far from perfect this RS 4 with foibles here and there but it's an infectious ride. FAST FACTS $164,500 ENGINE: 5/5 stars It's enough to make any V8 nut drool. TRANSMISSION: 4/5 stars Slick and fast. A perfect match to the V8. ECONOMY: 2/5 stars You don't buy an RS4 for good fuel economy. Audi quotes 13.7L/100km as an average, but you just know you'll be a devil and get worse figures HANDLING: 4/5 stars Runs like it's on rails. Rides a bit like it, too, but you would expect a compromising ride in a sporty car like this. SAFETY: 4/5 stars Suitably long list of safety features to match the performance level. VALUE: 4/5 stars You can't buy a new BMW M3 CSL and it's cheaper than a C55 Tech Specs ENGINE: 4.2-litre petrol V8 with direct injection POWER: 309kW @ 7800rpm TORQUE: 430Nm @ 5500rpm TRANSMISSION: 6-speed manual DIMENSIONS (MM): 4589 (L), 1816 (W), 1415 (H), 2648 (wheelbase) KERB WEIGHT: 1650kg WHEELS/TYRES: 9x19-inch alloy, 255/35 R19 Pirelli P Zero STEERING: Rack and pinion BRAKES: 365mm ventilated discs with eight-piston callipers (front), 324mm ventilated discs with four-piston calipers (rear) SAFETY FEATURES: two-stage airbags for driver and front passenger, head airbags for front and rear passengers, side airbags for rear passengers, ESP, ABS, ASR, Brake Assist, all-wheel-drive, tyre pressure monitoring system FUEL: 98RON octane PULP, 63L tank, 13.7L/100km WARRANTY: 3 years/unlimited kilometres Verdict FOR: Power and handling AGAINST: Conservative interior and poor economy FINAL: No one needs one but lots of people want one COMPETITORS Mercedes-Benz C55 AMG 5.5 litre V8 270kW, 510Nm $160,490 BMW M3 CSL 3.3 litre straight 6 265kW, 370Nm $161,000 (2nd hand)

So this is how the other half lives — or would, if they had any any imagination at all. Apparently, one arrives at the middle-upper executive level of life and reflexively calls on a BMW or Mercedes-Benz dealer. For the 5 Series and the E-Class are every bit as de rigueur in this set as spending a year in Provence or buying wine as an investment. Although ever more Audis — the third force in the prestige segment from Germany — are being driven from showrooms, the marque is yet to become an automatic lifestyle decision in the way of the other two. The bankers (and those whose conspicuous consumption makes them rhyme with bankers) don't know what they're missing out on. So if you see an A6 emerging from a CBD building or a blue-ribbon suburban driveway, you see a driver of wealth and tact. Especially if the letters TDI are embossed upon the A6's behind. This, if not the perfect luxury car, is about as good as Audis get. It's far from the ultimate model in the range — for that, see the S6 at the Motor Show. Nor, by some way, is it the least — clock the 2.0 TFSI at the same venue. But it's the smartest choice. The A6 embodies those endearing qualities found in the better products of Ingolstadt: a superb direct-injection turbo diesel engine; quattro all-wheel drive; strong yet understated lines; and first-rate fit and finish. It also entails some of the dynamic drawbacks inherent to the cars with four rings on their grille: steering from which almost almost every milligram of feel has been meticulously removed; suspension made for First World roads, not ours; over-servoed brakes; and a nose-heavy pushiness in extremes. But for the most part, you won't much care about that. In the year since we drove the petrol A6 of near-equivalent price and capacity, this, its sibling, has become the first diesel to be voted Best Luxury Car over $57,000 by the nation's motoring organisations. Encountering the slightly up-powered version last week (it's now good for 171kW over the previous 165) was to affirm our belief that the TDI renders borderline redundant even so good a petrol V6 as Audi's. Driven through a six-speed tiptronic transmission with manual and sport modes, the 3.0 V6 diesel's towering 450Nm is present from 1400 to 3250rpm. It's a petrol V8-beating torque figure that gets this 1765kg sedan to 100km/h in 7.1 seconds — a company claim that equals that made for the FSI. It's a figure that also questions the relevance of the 4.2 V8 A6, for all the real-world use of its 5.9-second sprint time. Indeed, save for a hint of hesitation that characterises even the best-bred turbo diesel when the pedal is planted hard, the 3.0TDI has all the performance you could reasonably want. Nor, except at idle and crawling pace, is there much to suggest there's a diesel beneath the bonnet. Refinement is a given with this engine, as is near-silence at cruising speed and a sonorous note when it is suddenly asked to get fast. Combined with quattro — as opposed to the front-wheel-drive (and dive) of lesser A6s — the 3.0 TDI makes a case for consideration as a sports sedan. All this at wholly credible combined fuel consumption claim of 8.5 litres per 100km. All this, of course, is but half the picture for prestige punters, for whom what lies within is at least of equal importance. Being an upper-spec Audi, the inside story is of an interior whose air of sombre understatement cannot be marred even by the schmatte woodgrain that allegedly indicates class. Fit and finish are simply world-leading. If you're serious about situating three adults in the back, though, an A6 avant would serve better than the sedan with a sloping roof that wins it awards but slices head space. Dynamically, the A6 3.0 TDI can't match the harder-edged 5 Series. Nor is its ride so plush as that of the E-Class. But in so far as value is an issue here, the Audi's $101,700 price tag represents just that. It's also possessed of qualities — and a badge — that stimulate all but the dullest imaginations.