Luxury Reviews

It is good to have the Honda Legend back in Australia. It became far too expensive for a while as the price crept up towards $90,000, but a new model and solid pricing has returned it to the top of the Honda Australia line-up. The Legend now hits the road at $74,500 with everything you could want and more, delivering the sort of luxury and relaxed driving that hits the spot with a lot of people. It is a formula that has always worked for the Legend, which had a safe but secure spot in Australia until the dollar dived and prices went badly the wrong way. It will never win a Car of the Year contest and we struggle to see the benefit of Honda's new Super Handling All-Wheel-Drive system. But the basics are good, the car is comfy and you get a lot of equipment for the money. It also makes a safe and sensible case against a lot of Euro cars that cost the same and deliver less, or cost a lot more for a similar deal. The Legend is genuinely new and Honda says it even overpowers its NSX sportscar — which was set against Ferrari in a Japan-against-Italy supercar contest in the late 1980s — with a 3.5-litre V6 that punches out 217kW and 351Nm. The Legend is much heavier than an NSX, of course, so it does not run as hard. But the engine is hi-tech and efficient. It's the same in all sorts of areas, from the use of aluminium in the body structure to active noise cancellation to make the cabin quieter and solar sensing automatic airconditioning. Honda has always gone its own way with technology and the Legend is its new showcase with everything from a drive-by-wire throttle to a five-speed automatic gearbox with paddle shift levers. Then there is the AWD, basically a safety system that detects low-grip situations to kick in the rear wheels and also splits torque front-to-rear and side-to-side in the rear axle. "This new Legend is vastly superior to our previous model," Honda Australia senior director Lindsay Smalley says. "The European brands have a strong image and make great motor cars. But if you look past the badge, is the engineering any better? I don't believe it is." The equipment in the Legend also rings all the bells, from leather seats and a sunroof to side and rear sunshades, electric front seats, electric adjustment on the steering column and an auto-dimmer rear-view mirror. It also has lights that turn corners to follow the steering and a rear-view camera. On the safety front it has everything from anti-skid brakes and traction control to brake assist and front-side-curtain airbags. Based on its body, the Legend qualifies as a mid-sized prestige car and that means it lines up against everything from the Audi A6 and BMW 5-Series to the Saab 9-5. It also lines up against the latest WM Statesman, though the target customers are very different. But Honda is only looking for about 50 sales a month, despite all the improvements and value in the new car. ON THE ROAD THE Legend is a lovely drive. Nice, gentle, cosseting and comfortable. It is everything we expected from a car that has always been a Japanese flagship, which means more emphasis on comfort and equipment than sporty driving. The ride is soft and cushy, which sometimes means it is defeated by bad bumps, but it covers ground easily. The new Legend is roomy and has great seats, is quiet and cruises happily at Australian speed limits. It has a big boot that will be popular with golfers and you can fit three adults across the back seat. It is impossible to complain about the equipment in the Legend, or the way it works. We are still waiting for mapping to work with the car's satnav, and there are no DVD screens in the back for kids, but you get everything else and for a lot less than a trip through the optional equipment list on a German brand. We did not like the giant dashboard display unit, which is obviously designed for satnav but can be a distraction at other times. The Legend is nice in the suburbs, but really works on long country runs. We took it on a 600km trip and it was always enjoyable. The Legend can really get up and go if you ask the question, thanks to an engine that has good torque but also thrives on revs. It kicks down hard and that's good for overtaking, yet fuel economy is impressive. You can play with the paddles if you want manual changes, though we believe most buyers will be happy with the auto. They might find the car a bit sluggish. You have to push it beyond 3000 revs to get the engine working towards its sweet spot. It is the same with the handling, which gives good grip but little driving enjoyment. It is typical of Honda, with slightly short suspension travel that means the car will buck and push if you ask it to go too hard. But generally it just follows the wheel in any corner, which makes us wonder about active AWD. The system is probably good on icy European roads or in a potential emergency, but we did not strike either situation during our test and could not feel it working at any time. Then again that may be a good thing. We don't like to feel anti-skid brakes pulsing or see the traction control light blinking on a test. We also wonder about the benefits of cornering headlamps, which seem more of a distraction, and would prefer to have a double-xenon set-up instead of lamps that give only halogen spots on high beam. Lined up against some rivals, it is clearly ahead of the Saab 9-5 at every level and runs rings around the BMW 5-Series for value. THE BOTTOM LINE A typical Japanese limousine that is beautifully built, great value and a reasonable drive. 75/100 INSIDE VIEW $74,500 as tested ENGINE 3.5-litre V6 with single-overhead camshafts and variable valve timing POWER 217kW at 6200 revs TORQUE 351Nm at 5000 revs TRANSMISSION Five-speed automatic, active all-wheel-drive BODY Four-door sedan SEATS Five DIMENSIONS Length 4955mm, width 1845mm, height 1450mm, wheelbase 2800mm, tracks 15755/1585mm front/rear STEERING Power-assisted rack-and-pinion FUEL TANK 73 litres FUEL TYPE Premium FUEL CONSUMPTION Average on test 9.7 litres/100km WEIGHT 1855kg SPARE TYRE Space-saver BRAKES Anti-skid four-wheel discs WHEELS 17-inch alloys TYRES 235x50 SAFETY GEAR Anti-skid brakes, electronic stability program, traction control, front-side-curtain airbags WARRANTY Three years/100,000km FEATURES Airconditioning 4 Cruise control 4 Alloy wheels 4 Climate control 4 Leather seats 4 Heated seats 8 Parking sensors 8 Automatic wipers 4 4 standard equipment 8 nonstandard equipment   HOW IT COMPARES Audi A6 76/100 (from $80,600) Citroen C6 73/100 (from $97,500) BMW 5 Series 78/100 (from $94,300) Saab 9-5 58/100 (from $60,400)

While Volkswagen was revealing the mid-life facelift of its Touareg SUV at the Paris Motor Show, it was undergoing an urgent double heart transplant for presentation in the Australian capital. So urgent, in fact, that while we won't see the tarted-up Touareg until well into the new year, the current shape has been revised, priced down and beefed up under the bonnet. Cosmetic frippery can wait - in the wake of new SUVs from other marques, VW needs it to perform in the market now. That translates to two new V6 engines that massively enhance on-road performance. There's the 3.0 TDI (direct injection turbo diesel) that graces several Audis, most saliently its new Q7 - an SUV that's more expensive and perceived as more prestigious than the Touareg. Then there's a 3.6 FSI, an ungunned version of the VW group's direct injection petrol six that does not arrive in the Q7 until next month. In Touareg form, both are of identical trim and price - $74,990. The doughty 2.5 R5 TDI remains the entry model at $64,990 and the heroic 5.0 V10 TDI is top dog, though at a reduced $121,990. All are driven through a six-speed Tiptronic automatic transmission with manual function and sport mode. The V8 petrol is no more for Australia, leaving three diesels in the four-model line-up. Climbing into either of the new V6s is to be reminded that Touareg approximates, rather than emulates, pointy-end-of-the-plane luxury. The finish isn't quite up there and nor, I suspected after 215km alone in the FSI, is the fit. A vibration and a squeak were to be heard from within the dash and doors during the drive on tarmac and dirt roads between Canberra and Crackenback. Not overly distracting to be sure, but incongruent with $75K. That said, the TDI example didn't emit so much as a peep on the way back, an ambience undisturbed by an engine that's as suited to a luxury saloon as it is an SUV, with genuine off-road and towing capability. For all its excellence, the sole petrol Touareg looks even more token when driven back-to-back with the 3.0 TDI. In all circumstances, save for off-the-line acceleration, the FSI's power advantage (206kW over the TDI's 165kW) is obliterated by the diesel's volcanic torque. With 500Nm at its disposal from 1500-1800rpm, the diesel's torque dwarfs the petrol's 360Nm, which turns up at 2800rpm. And in doing so, the TDI consumes a claimed 10.9 litres of fuel per 100km, as opposed to 13.8. The hoary argument about diesel's relative expense at the pump cuts no ice. FSI technology demands the near-equivalently priced 98 RON petrol. Though hefty beasts - the diesel weighs in at 2345kg - the Touareg's road manners are polite. Both new models were equipped with air suspension and active dampers that, combined with variable 4Motion all-wheel drive, imbue the Touareg with poise and stability through corners. The almost car-like impression extends to the driving position, which is perhaps a little too much so - it's tough to see beyond the bonnet when purring uphill. With an exceptional list of standard features, VW's only SUV is a compelling package made more so by its five-star rating in NCAP crash testing, an exacting procedure in which the Q7 could manage just four. And if buying a more lustrous badge than Volkswagen's is a heart over head decision, the new Touaregs deliver loads of real ticker. Paul Pottinger is a senior roadtester on the CARSguide team, and also editor of the Sunday Telegraph CARSguide. A version of this review, as well as other news, reviews and analysis will appear in the Sunday Telegraph.

Unlike most car manufacturers who make a coupe first, then cut the roof off to make a convertible, BMW first created a Z3 Roadster off the 3 Series platform, then a Z4, before the coupe was even thought of. In the middle of 2004 a prototype Z4 Coupe was shown to the BMW board. They dismissed the idea of an attachable hard top and went with the coupe. In December 2004 the management board confirmed production and just a short 17 months later at the end of May 2006 it was released to the world. Here endeth the history lesson. Now, the Z4 Coupe and Z4 M Coupe have arrived in Australia to challenge the Mercedes-Benz SLK and Porsche Cayman and already they have scored a win with a price advantage. The 195kW three-litre Z4 Coupe will cost $87,900 in six-speed manual and $90,500 in six-speed Steptronic auto. They compare favourably with the SLK 350 at $114,400 and the Cayman at $118,000. The 252kW 3.2litre Z4 M Coupe comes in six-speed manual only at $127,200, which compares with the SLK 55 at $163,400 and Cayman S $148,500. The price differential from BMW Roadster to Coupe is $3300. BMW also claims its Z4 Coupes are faster, lighter and more fuel efficient. They will arrive with similar features to the Roadster models such as cornering brake control, dynamic traction control and dual front and side airbags. The M model adds Bluetooth mobile phone capability, sat nav, TV and an audio system approved by Lucas Films, the makers of the Star Wars movies. BMW uses Carver speakers which allow high sound pressures from small speaker sizes. They use 10 speakers including two subwoofers and achieve a total output of 430 watts. BMW claims potential buyers are mainly males aged 35 to 45 years with an appreciation of high-end audio systems. But the Z4s are not just about noise; they are also about performance, boasting a stiffer chassis, stiffer suspension and a 0-100km/h sprint time of five seconds. The Z4 Coupes feature the latest generation dynamic stability control (DSC) with extra functions such as brake drying, emergency braking and hill start assistant. The driver can completely shut down these systems if required. They also feature substantial aluminium chassis and body parts and a 50-50 weight balance. The Z4 M is distinguished by quad chrome pipes, M alloy 18-inch wheels and tyres, performance brakes, M rear apron with diffuser and a slight styling departure up front. It is also stiffer in the front and rear axles which allows even stiffer suspension. BMW claims it launched the Z4 M Coupe around the famous German Nurburgring circuit in 8 minutes, 15 seconds, which was faster than the M3. It will accelerate from 0-100km/h in five seconds and with big ventilated discs front and rear, will stop again in 2.5 seconds and 34m. Standard features over the 3.0si are: rack and pin hydraulic steering, rear parking control, variable M differential lock, M sport suspension, bi-xenon headlights with washers, metallic paint, alarm with remote, 10-speakers with Carver tech, sat nav and TV, Bluetooth mobile business preparation, voice recognition, M leather wheel and M leather seats with electronic memory adjustment. The engine, which is straight out of the M3, has won the international engine of year award for six consecutive years. BMW Group Australia product and market planning manager David Lederer said the jury was convinced by its "fantastic response due to the high-speed concept and six port throttles as well as moderate (fuel) consumption". "Other engines may have more kilowatts or torque, but it's the balance between all properties which wins awards." He said the Z4 3.0si had "the same chromosomes" as the M, but the engine is only two years old and comes from the 5 Series. It includes magnesium for the crank case, bedplate and valve cover and an electric water pump that only runs when required for better economy. Its standard features include: leather Oregon heated seats with electronic adjustment and memory (driver's), anti-dazzle interior and exterior mirrors, wood trim, cruise control, six-CD sound system, 10 speakers, multi-function steering wheel, Bluetooth preparation and auto climate control with micro filter. BMW Group Australia corporate communications manager Toni Andreevski said there were 200 units available this year, including 55 Z4 M Coupes. "In 2007, we expect to have factory allocation for approximately 200 unit deliveries, with a similar split," he said. BMW does not build cars to just perform in a straight line, says product and market planning manager David Lederer. "No, we want them to shine in the bends as well, especially the tight ones." And so the Coupe version of the Z4 was launched here last week in Tasmania, home of the long and winding road. The world launch was held earlier this year in Portugal on shoddy, potholed roads, followed by laps on the tricky, but smooth Estoril circuit. Courier-Mail motoring writer Gordon Lomas attended and complained that only the M was available to drive and that its suspension, while a gem on the track, was way too stiff for public roads. However, he would have found that the 3.0si actually has a more jarring ride than the M even though it has more compliant suspension. On the Tasmanian launch, the 3.0si banged and bumped over the sharp hits, probably because it is fitted with low 35 per cent profile run-flat tyres which are notoriously stiff while the M gets 40 per cent standard tyres with softer sidewalls. The Z4 M Coupe actually rides quite well, even on the choppier sections, taking corrugations and potholes in its stride, momentarily shaking its head and continuing in its line. The M features hydraulic rack and pinion steering which is light and pin sharp. Every movement is relayed to road position and the driver is able to place the machine exactly where they want and adjust that position at will, even mid corner, without drama, almost without understeer. It's like a go-kart or an F1 machine. The 3.0si uses electric-powered steering which is heavier, more centrally weighted and more prone to "self-steering" over bumps. With a slightly more compliant suspension, it reacts with more character and bias in corners, but still almost no understeer. It's more like a V8 Supercar. While the M has greater power punch out of corners and lights up with a ferocious, crackling rasp, the 3.0si is no slouch either. Both feature a "sport" button next to the gear shift which adjusts the throttle response via the engine management computer mapping. The result is instant punchy response. Although not over-endowed with torque, keep them revving between 5000 and 7000rpm and they will both supply ample ability send you straight to jail, do not pass go, do not collect $200. On the stop side, the big powerful ventilated discs in the M have instantaneous effect, sliding my backside forward on the leather seat and under the seatbelt. The 3.0si has a softer pedal with a little more feel, but less brutal stopping power. On the practical side, they feature a large tailgate which opens high and straight up so you don't have to step back. Contents are protected from sight by a roller blind which is attached to the tailgate so it opens and closes with it. You can fit a large suitcase and smaller bags in the 340litre boot of the 3.0si, but 20L less in the M because of a carpeted hump which houses the battery, air compressor unit and tyre sealant goo that replaces the need for a spare tyre. Inside, the cabins are all tough, black vinyl and rally style brushed aluminium. Very macho. And the on-board computer, sat nav and sound system controls are dead easy to use; there is no frustratingly difficult-to-use BMW iDrive system here. The cockpit is all action with a narrow well for you to brace your knees against, but plenty of room for fancy heel-toe footwork on the pedals and space for a foot rest. While the steering wheel is adjustable for each and height, the M steering wheel is a little thick. I found it tiring to grip over the thousands of switchbacks encountered on the 600km launch through western Tasmania. If I was in the market for an M3 and didn't really need the two extra seats in the back, I'd buy the Z4 M Coupe which is about $20,000 cheaper. It's also faster, livelier and sexier. But for me the 3.0si is less daunting and more fun to drive. While the M features precision steering and F1 handling, it makes you drive faster than you should, then shows up your errors to make you look like a sloppy driver. However, the DSC intervenes to save you from the laws of too much physics, while allowing a certain amount of "play" and slide. I'm sure F1 drivers would love it. The 3.0si bends slightly, pitches and rolls a little and provides bodyweight feedback through the seat of your pants and the tips of your fingers. It is a more engaging, if ever-so-slightly slower, drive and it is easier to look smooth and in control, even if you aren't an F1 driver. "YOU look so fine that I really wanna make you mine," Jet screams to me in perfect clarity as drums, bass and guitars pound out a powerful backbeat and I punt the BMW Z4 M Coupe through the implausibly twisty roads around Cradle Mountain, Tasmania. Next track I have Angry Anderson telling me what a bad boy he is and my right foot nearly goes through the floor. Such clarity, such fidelity, such raw and gutsy noise. BMW's Z4 M Coupe and Roadster are the first European vehicles with audio systems to receive THX certification. That accreditation is only given to audio output and speakers that are endorsed by Lucas Films, the makers of the Star Wars movies. They use Carver technology which allows for high sound pressure to be produced by a small speaker. This is important because the Z4 M Roadster and Coupe have limited space available for large bass speakers to drive that thumping bass line and gut-punching kick drum. Most car subwoofers are 12-inch drivers that take up a lot of boot space. However, the subwoofers in the Z4 M require only 10 litres each and generate sound pressure of more than 120dB. The system uses a 10-channel digital audio amplifier and sound processor, giving the two front-mounted sub-woofers an output of 100 watts. There are also eight midrange loudspeakers and tweeters fitted in the doors and behind the seat, each driven by a 25 watts terminal. BMW claims the hi-fi system develops a total power output of 430 watts. BMW Group Australia product and market planning manager David Lederer says the typical Z4 M buyer is predominantly male age 35-45. "Besides the necessary excitement, he has the financial means for lots of highly-emotional products," he says. "He would likely be familiar with iPod and other such technology, high-end audio systems and a purist avant garde living ambience, not just experienced through brochures." (An iPod cable connector system that powers the unit as well will be available shortly.) All I can tell you is 430 watts of Jet and Rose Tattoo in a tiny Z4 cabin is pure audio Nirvana.

It was the most hideous hairdresser's car on the market. It made a pudding-bowl haircut look like the height of fashion. The mangled, bulbous concoction that was the Z3 Coupe looked like the deformed lovechild of a delivery van and a Bladerunner hearse, and was as polarizing as a pair of sunnies. In fact, the only way to look at it without a grimace was to wear shades with a very, very dark tint ... In contrast, the new Z4 Coupe is sharply focused, and its hard top and rounded bottom is no longer a nasty afterthought. It is now something to have nasty thoughts about. The Z3, both in Roadster and Bread-van M Coupe form, was not the success BMW had hoped for, particularly in this country. Of course, the Yanks loved it. The next-gen Z4, released in 2003, has been another story. Still polarizing, designed as if attacked by a blunt end of a corkscrew (and likely with the help of a few bottles of red), but with a look so distinct from the competition, that even if you don't find its flame-surfaced face attractive, you can't help but look twice. Then there is the drive; a dynamic bum-on-rear-axle seating position, perfect 50/50 weight distribution, and that trademark 3.0-litre straight six that joyfully sings through the revs like an angel on opiates. Now to the three-strong Roadster lineup, add two hard-top Coupes. The new Z4 Coupe comes in two forms; a 3.0si, starting at $87,900 and the top-shelf M model at $127,200. The Z4 Roadster's base 2.5-litre engine is not available in Coupe form. Both cars are $3,300 less than the drop-top Z4. And as the pricing suggests, the two coupes offer a very different drive. The 3.0si Coupe is powered by Beemer's 3.0-litre magnesium-aluminium inline six-cylinder engine, developing 195kW and 315Nm and served through a short-throw six-speed manual or smooth six-speed auto ($90,500). A 1320kg kerb weight allows for a frugal 8.9 litres per 100km combined consumption (and runs on 91RON fuel) and a 5.7 second time for the 0-100km/h. The divine Miss M model has the infamous 3.2-litre six from the E46 M3, developing 252kW and 365Nm and propelling it to 100km/h in five seconds flat. It's 100kg heavier than the lighter-engined 3.0si, and comes in six-speed manual only. Both engines sound beautiful, burbling behind the ears through phat twin pipes (quad in the M), but the M's screams to 8000rpm under throttle to sound a screaming banshee compared to the 3.0si's harmonious wail. The difference between the two model's acceleration and aural intensity is only the start. The 3.0si sits on softer suspension, but runs on BMWs much maligned run-flat tyres. The lack of flex in the sidewalls produces a harsh ride over bumps that can cause sideways skipping and occasional tramlining due to the lack of absorption. Though supremely stiff suspension-wise, the M's "lack" of run-flats allows for greater absorption and less resistance through rough surface changes (there's no spare at all). On normal tyres, the M's steering is sharper on turn-in with almost no kickback. The even weight distribution of the Z4 Coupe allows stupid entry and mid-corner speeds, though the tail is happy to wiggle on exit if the throttle is too keenly felt. A Sport button on the console bumps it up another notch, heightening the throttle response and speeding up the engine's heartbeat. The brakes are brilliant, with M3 CSL stoppers on the up-spec M. The pedal has loads of feel, and works with a deep ABS and intuitive two-step ESP stability control that can be either rigged or completely neutered. But it is best to leave it on; the program is non-invasive and subtly calibrated, and is particular help on the 3.0si's stiff sidewalls. Enveloped in leather and highlighted with chrome or fake carbon, the Coupe is quieter and seemingly less raw when cruising than its convertible sibling (though tyre noise particularly on the M is invasive). It is sometimes difficult to get exactly the right angle between hip to foot, and shoulder to hand, but once found, the drive is pure and involving. The 3.0si has only a few small options to close the gap with the M spec on the inside; sat-nav, Carver stereo, voice recognition, M sports suspension, and M seats and steering wheel will add several thousand dollars. But the more angular lines and projections of the exterior M sports styling kit or M colour palette of red, blue and bronze are not available as a final differentiation between the two Coupes. This allows the discerning Bimmer buyer a choice of two very different drives within the one slick body shape. The intensity of the M almost justifies the massive price jump - it is the pointy end of the spectrum, a hardened athlete with a mean streak, while the 3.0si walks a delicate line between sportster and tourer. According to BMW, almost 90 per cent of buyers option the $2,600 auto, and this would be fitting for the 3.0si. Over 600km of Tasmanian Targa roads, the 3.0si was a more enjoyable drive on the long haul, with power for pound when the roads tightened, but settling down on the touring stages. The M remains hard, loud and full of itself even at 3000rpm, like a stallion next to a gelding. But the competition between stablemates will be the least of Beemer's worries. It is predicting 200 units a year at this stage, with 55 per cent choosing the M model. But the battle for niche market dominance against the superb Porsche Cayman and elegant SLK roadster will be the real test. It may not be able to dominate the high-end sports coupe segment, but at the very least, its cutting-edge shape and knife-edge performance will spare this Coupe from populating the hairdressers' staff parking lot.   Samantha Stevens is a roadtester on the CARSguide team. Her work appears here and in the Sunday Telegraph CARSguide. A version of this review, as well as other news, reviews will appear in the Sunday Telegraph.

Jaguar's new XKR has those traits in abundance, yet it can be as docile as a house tabby. There are few more unforgiving environments than the luxury sports tourer market, inhabited by the likes of Porsche, BMW and Mercedes-Benz. It really is a jungle out there. Jaguar was well aware if its newest top cat — recently launched world-wide in Spain — was going to survive, let alone thrive, it had to have the right stuff. "When we started down this track there were some truths we knew we had to face," Jaguar senior body engineer Mark White explains. "The goal was to create the ultimate sports GT and to do that we set the target of exceeding the XK by some 30 per cent in a whole range of performance criteria." What the Jaguar engineers aimed for was a performance benchmark of five seconds for the 0-100km/h sprint — they achieved a 4.9 for the coupe and a five flat for the convertible. But more importantly, the performance had to be accessible in the crucial mid-range for overtaking and it had to be refined. "Torque ... and how it was delivered ... was the key to meeting our performance goals," White says. "I have to say the result has exceeded initial expectations." Australian owners will start taking delivery of their XKRs about April next year. Jaguar Australia will not say how much the cars will be, other than to suggest a 30 per cent premium over the XK models. That would see the coupe about $245,000 and the convertible tipping over $270,000. Based on the strong demand for the basic XK and with the XKR historically comprising about two-thirds of XK sales, Jaguar Australia is expecting sales of about 80 a year. A large part of the XKR's credentials come from the high standards set for the new XK; the "base" car. "In the XK we had a starting platform that was simply outstanding," White says. "In a way, that posed some difficulties in that realising the 30 per cent improvement benchmark we set was always a challenge because of how high the bar was to start with." While there was no need to further stiffen the already superbly rigid chassis and all-aluminium body of the XK, the XKR engineers concentrated on providing an engine with extra heart, suspension that delivers a stiffer ride without additional harshness, and brakes capable of reigning in a rampant XKR when required. Strapping the supercharger to the 4.2-litre V8 was the obvious first step and with it came variable valve time on both inlet and outlet cams. The power boost was some 40 per cent over the XK, taking maximum power to 313kW at 6250rpm and a thumping 560Nm of torque from 4000rpm. The whipcrack engine has been coupled to the latest of the ZF automatic gearboxes. Featuring shift changes as smart as 600 milliseconds and as smooth as custard, the box can be driven as a full automatic in cruise mode, a sports automatic with computer-generated blips on the downshifts or as a full-control manual utilising the wheel-mounted paddle shifts. To keep the extra urge from its attempts to separate car and road, the spring rates were stiffened 38 per cent at the front and 28 per cent at the rear, rollbar thickness was increased by a millimetre and damper response improved by 25 per cent. The CATS (computer active technology suspension) system — that switches the dampers between soft and firm — has a similar response time to the XK but has been tweaked to switch from soft to firm earlier. The other critical area of improvement is in the braking. Compared with the XK, the R car has 26 per cent greater swept area on the discs and a huge 37 per cent improvement in cooling efficiency. The heftier brakes can haul the XKR down from 100km/h to zero in a most reassuring 2.5 seconds. One of the joys of the XKR, particularly the convertible, is the oh-so angry exhaust howl at full throttle. If you happen to be in a tunnel through the Spanish hills, so much the better. Unlike the Aston Martin with its clever engine-speed-activated butterfly valve or Maserati's push-button arrangement, the XKR's throaty exhaust note is a simple affair. The more you poke it, the louder it growls. The XKR does utilise active exhaust technology, which alters the flow through the primary silencer, depending on throttle position and revs. But it is progressive rather than arriving with a howl at about 4000rpm, as does the Aston. However, poke it really hard and you risk scaring yourself. In any event, you will certainly draw the attention of anyone within a considerable radius. What is not immediately obvious is the expected induction whine of the supercharger. It is far more muted than the outgoing model — or than the same engine tuned for the S-Type R. At full roar, it adds a menacing undernote to the exhaust but is surprisingly absent at anything from idle to comfortable cruise ... just the way the engineers planned it. What is absolutely reassuring about the XKR at full charge is the rock-like stability through the most testing of mountain roads. With the stability control in operation the intervention is gentle and unobtrusive. Each time you think the limits of adhesion are approaching and push that little harder the chassis finds even more suction-like grip. It was a test of nerve that the XKR eventually won. We simply couldn't push hard enough on public roads to reach the dynamic limits of the car. The styling variations for the XKR are subtle. There's a chrome mesh grille and side airvents and a couple of discreet R badges. The sports seats are firm, comfortable and sensibly bolstered. General trim is stylish, the standard navigation system simple to use and, in the convertible, the flip-up airblocker behind the seats proved effective in reducing cabin buffeting with the roof down at speed. As with many of the 2+2 GT cars, there's a pointlessness to the rear seats which are so cramped as to be almost useless. FAST FACTS Price: estimated $245,000 (coupe), $270,000 (convertible) Engine: 4.2-litre DOHC 32-valve V8, supercharged, 313kW@6250rpm, 560Nm@4000rpm Transmission: 6-speed automatic with sequential shift; steering wheel mounted paddle shifts Performance: 0-100km/h 4.9sec (coupe), 5sec (convertible); top speed 250km/h (limited) Fuel: 12.3L/100km combined cycle (supplied); 71-litre tank

So now you can have your cake and eat it too, to put it figuratively. In other words, you can have that big, luxury four-wheel drive, without feeling too guilty. Lexus has gone a step further to practically remove that guilty complex by introducing the world's first luxury SUV hybrid. But being green and feeling good about the environment doesn't come cheap. The RX400h is the third member of the RX family and is now the range topper in terms of pricing, with a $94,100 price point, a hefty $10,000 premium on the RX350 Sports luxury. And while it's new to Australia, the RX400h has been available in the US since April last year (selling more than 33,000 vehicles), as well as in Japan. Lexus says the reason for the delay in bringing the vehicle to Australia was largely the result of unique conditions here, and the extra testing required. The RX400h uses the 155kW 3.3-litre, V6 petrol engine, which was used in the previous RX330 model. The new 3.5-litre engine in the RX350 was not available at the time of the development and world launch of this hybrid. The RX400h also uses a 123kW front electric motor and a 50kW rear-axle electric motor, with a combined reading for all three power sources of 200kW. The petrol V6 generates a maximum of 288Nm at 4500rpm, while the electric motors produce 333Nm in the front and 130Nm in the rear. All power is delivered through an electronically controlled, continuously variable transmission - which blends the electric and petrol power. On take-off, the RX400h is very quiet and smooth, using only the front and rear electric motors. But you can hear the petrol engine really kick in when more power is needed. The torque also feels like it takes a while to respond and the brakes are rather spongy, which could be attributed to the regenerative braking system. Once reaching normal driving conditions, however, the system no longer uses the rear electric motor and as with other hybrids, the petrol engine switches off when completely stopped, conserving fuel. The electric motors are available for immediate start up. Lexus claims the hybrid has a fuel consumption of 8.1-litres per 100km and on our test on a combination of busy roads and highway stretches out to Camden, it recorded an average of 8.3-litres per 100km, making it better than some four-cylinder family cars. For example, the Honda Accord Euro claims 9.1L/100km, new Toyota Camry 8.9L/100km and Mazda3 8.6L/100km. Cruising, the RX400h provides seamless driving and feels very smooth, with good handling and comfortable ride. But travelling at constant high speed, you feel like you're doing about 20km/h less than the reading on the speedo. This hybrid doesn't have that thrilling performance of the larger, more powerful engines and won't satisfy everyone. But for those wanting to save some money at the pump, and who don't mind spending the initial premium (or for those who tend to be a little green minded), the RX400h may just be the right cup of tea. The RX400h is also the first mass-production hybrid to power both axles. It has rear-wheel drive capability with an E-Four System (Electric Four Wheel Drive) activating all wheelsonly when it's needed - for instance in situations like low-speed cornering, take-off, acceleration and traction. It gains the Vehicle Dynamics Integrated Management (VDiM) over the RX350, sending more torque to the rear wheels when dangerous situations arise. The RX400h is almost identical to its siblings in the RX range in appearance, with that sophisticated shape and flowing lines, exuding style and flare. In addition, the hybrid has a new, muscular sporting front bumper as well as a large central opening to assist with the cooling of the hybrid system and a larger Lexus badge on the front. It also has a hybrid emblem. The RX400h has the same specification level as the RX350 Sports Luxury. It sits on 18-inch five-spoke alloy wheels, has LED rear lamps, power seats, air conditioning and leather trim. It also features Bluetooth connectivity, touch-screen satellite navigation, 11-speaker, six-disc sound system and rear-view camera, all as standard. It gains heated seats up front, leather steering wheel and metallic trim on the shifter. Rear spoiler, roof rack, rails and that sporty moonroof, add a more flavour to RX range's classy character. There are lots of elements going on and you can monitor the process on the interior display screen. And forget the traditional tachometer, as the RX400h has a power meter instead. The RX400h has seven airbags, anti-skid brakes with electronic brakeforce distribution (EBD), vehicle stability control, active traction control and rear-view camera. And while the battery in the hybrid system costs around $3000 to $4000 to replace, Lexus claims it has a life of more than 10 years. It expects sales of around 50 per month, with 200 orders taken, and is available from October 16. FAST FACTS Lexus RX400h Price: $94,100 Engine: 3.3-litre, V6 petrol engine, 155kW@5600rpm, 288Nm@4400rpm, front electric motor, 123kW@4500rpm, 333Nm@0-1500rpm, rear-axle electric motor, 50kW@4610-5120rpm, 130Nm@0-610rpm Transmission: electrically controlled continuously variable transmission Fuel: 60-litre tank, consumption 8.3L/100km (as tested) OTHER HYBRIDS Honda Civic Hybrid Price: $31,990 Body: 4-door sedan Engine: 1.3-litre, 4-cylinder, 85kW@6000rpm, 170Nm@2500rpm Fuel: 4.6L/100km combined claimed Toyota Prius Price: $37,000 Body: 4-door sedan Engine: 1.5-litre petrol; 57kW@5000rpm, 115Nm@4000rpm; electric motor 50kW between 1200 and 1540rpm, max power restricted to 82kW, combined torque 478Nm Fuel: 4.4L/100km combined claimed Lexus GS450h Hybrid Price: $121,990 Body: 4-door sedan Engine: 3.5-litre V6 petrol electric motor, 218kW@6400rpm, (V6) and 147kW (electric), 368Nm@4800rpm (V6) and 275Nm (electric) Fuel: 7.9L/100km combined, claimed

Peugeot 207  

Another day, another diesel. The CARSguide team has tested so many oil-burners in the past few months that you would think diesel was the dominant fuel in Australia. Well, it isn't and car companies still face a big battle to convince Australians that paying a premium to buy a diesel is worth it. The image of diesel has moved forward from the days it was associated with smoking four-wheel-drives, but it still has a way to go. Hoping to help change the image, several premium brands are importing diesel engines for some of their most expensive models, including 4WDs and sedans. Audi is even importing a diesel version of its range-topping A8. This is the model that takes on the cream of the German limos, including the Mercedes-Benz S-Class and the BMW 7-Series. The A8 range starts with a 3.7-litre petrol V6 for $169,950, then jumps to $204,500 for the 4.2-litre petrol V8. So where does the diesel A8 sit in the range? Right on top of the regular models at $210,000. Only the stretched A8s are more expensive. That is a lot of cash to cough up for any car. But this diesel is different. It's not designed with fuel savings in mind. After all, the type of high-rollers who might buy this are about as interested in fuel prices as they are about price rises for a slab of VB. The diesel donk in the A8 is about sheer force. It has 4.2-litres and eight cylinders assisted by two big turbos that spool-up to produce a healthy 240kW at 3750 revs — quite incredible for a diesel. What is more impressive is the torque total — a whopping 650Nm. To put that into context, the new 6.0-litre V8 in the Holden SS Commodore produces 530Nm and the Ford Falcon XR6 Turbo churns out 480Nm. This poke allows the big A8 limo, which weighs 1945kg, to dash from 0-100km/h in 5.9 seconds. All the urge runs through a six-speed automatic and is fed to all four wheels. Though the Audi boffins designed the engine with performance in mind, the fuel economy is also good. The official figure is 9.7 litres for 100km of city and highway driving. This means owners could drive for 950km without having to stop for fuel. Just as you would expect for a car that costs six-times the price of a base Commodore, the A8 TDI comes fully loaded. It has all the safety gear with all the electronic assistance and a full-suite of airbags, as well as luxuries including a 17cm colour centre information screen with satellite navigation and TV tuner, eight-speaker premium sound system, leather seats, sunroof, xenon headlights that swivel to point around corners and a keyless start. Another feature to delight the tech-heads is a fingerprint ID system that allows the car to recognise the driver and adapt accordingly. ON THE ROAD THE engine in the A8 is the best diesel we have driven. The burst of torque from the bottom of the rev range is simply brilliant. It slings the A8 forward with such force that you look forward to the next stop, so you can go through the acceleration process again. With the tricky variable geometry turbos working hard to smooth out the power delivery, the diesel surge runs all the way to the red-line. The turbos pause only slightly before turning on the punch, a long way from the turbo lag that some smaller diesel engines still have. Fuel consumption is not fantastic compared with many smaller diesels, but is excellent when you consider how potent the engine is. The fuel economy figure we achieved on the test ran from about 8.5 litres/100km on the highway to 11 litres when pushed. The automatic transmission is well suited to the punchy diesel and you hardly notice it. You can, of course, use the paddles on the steering wheel, which shout "gimmick". The paddles are next-to-useless because the gearbox over-rides the driver and changes up anyway, even when the automatic is flicked into manual mode. And with 650Nm of torque on tap, it is not as though you are going to have to work the gears to extract enough punch from the engine. The A8 has exceptionally light steering, which is nice when you are cruising around town or trying to park in tight spaces. The downside is that it is too light if you ever feel like getting sporty on a twisty road, and there is virtually no feedback through the wheel for the driver. The big German's adaptive air-suspension works quite well. It depends on your taste, but we found the standard suspension setting a touch too firm and the Luxury setting was too soft over any types of bumps. The system absorbs most bumps with ease but, strangely, some small things such as cats-eye reflectors seem to send a jolt through the aluminium body. When it comes to creature comforts, the A8 excels. Lots of things help out in everyday driving but many are there just to be shown off to friends. The centre control screen is super-crisp, thanks to high-resolution colour graphics, and the MMI (Multi Media Interface) is the best control system in a luxury German car. Seat comfort is excellent and there is a mass of interior space, including in the huge boot. The only thing missing from the cockpit is heated seats. They are optional, but should comes standard on such an expensive car. THE BOTTOM LINE The storming diesel engine is simply stunning and makes diesel make sense, and we'd pick it over the V8 petrol. SCORE: 80/100 FAST FACT This is the first time Australian customers can order an A8 with a diesel. SPECS $210,000 as tested ENGINE: 4.2-litre V8 turbo-diesel with two VTG turbochargers POWER: 240kW at 3750 revs TORQUE: 650Nm at 1600-3500 revs TRANSMISSION: Six-speed automatic with sports shift, all-wheel-drive BODY: Four-door sedan SEATS: Five DIMENSIONS: length 5062mm, width 1894mm, height 1444mm, wheelbase 2944mm, tracks 1629/1615mm front/rear STEERING: Speed-dependent rack and pinion FUEL TANK: 90 litres FUEL TYPE: Diesel FUEL CONSUMPTION: 9.7 litres/100km WEIGHT: 1945kg SPARE TYRE: Full-size spare BRAKES: Discs all round TYRES: 255/40R19 SAFETY GEAR: Anti-skid brakes, electronic stability control, eight airbags WARRANTY: Three-years/unlimited km STANDARD FEATURES Airconditioning Cruise control Alloy wheels Climate control Leather seats Parking sensors Automatic wipers HOW IT COMPARES Mercedes Benz S500: 79/100 (from $253,900) BMW 750i: 73/100 (from $213,500) Audi A8 4.2 (petrol): 78/100 (from $203,000)

Chrysler assumed true-believer status with the 300C; a big, brash, brute of a car styled with all the subtlety of an apartment block on wheels. Its success, however, has made the 300C a strong advocate for the argument that subtlety may be overrated. The car's in-your-face styling has struck a resonance not even Chrysler could have anticipated. Not only is the 300C selling like hot cakes at home, it is doing significant numbers in overseas markets better known for rejecting rather than embracing excess. With Europe, the home of subtlety, being the next frontier, Chrysler has taken the 300C out of its big-bore V8 petrol comfort zone and dropped a dinky little 3.0-litre diesel under the bonnet and already the buyers are voting with their wallets. Picking up the aluminium common rail V6 from Mercedes-Benz, Chrysler has presented a cogent argument as to why there is a place for oil-burners in large passenger cars. The figures are impressive: 160kW of power and 510Nm of torque allow the 300C CRD to hold its head high against the 5.7-litre Hemi V8, which boasts 525Nm. Where the CRD leaves its petrol stablemate red-faced is that peak push in the diesel is on tap from 1600rpm to 2800rpm. The V8 doesn't hit its straps until 4000rpm and doesn't hold it over such a sustained band. For highway overtaking that equates to almost instant acceleration, to almost always being in the right gear with the meat of the torque curve just a feather of the throttle away. The Benz-sourced five-speed automatic uses exceptionally well-sorted ratios to ensure the 300C's 1800kg mass is kept moving without undue stress. The early arrival of much of the car's maximum torque means that from a standing start only moderate throttle is required to whisk the big sedan away. The four-valve per cylinder engine runs double overhead cams, meets Euro 4 emissions standards and uses an integrated diesel particulate filter to keep the mood green and friendly. Variable-geometry technology on the turbo and precise Piezo injectors helped the 300C CRD maintain a credible 9.7L/100km average on a test drive slanted towards city use. It is not difficult to forget from behind the wheel that the CRD is a diesel. Vibration and noise isolation are at a level that, from inside the cabin, more than one passenger had no idea that the CRD was not a petrol car. Whether it is a toe in the water into subtlety or just a cost-saver, the CRD uses the same white-faced instrument panel as the petrol cars. With no redline marked on the tachometer (calibrated to 7000rpm) it is a little unnerving to see shift changes around the 4000rpm mark. For a big car the CRD has nice balance, something it shares with the petrol models, and you can fire it out of corners on a torque surge. The rest of the CRD experience is pretty much common with the remainder of the 300C family. The high-waisted cabin and low roofline give an impression of snugness but it never tumbles over into feeling cramped. Vision is reasonable out the front of the car, but not so great out of the rear, where the small window and substantial C-Pillars impede. Expansive wing mirrors are a plus. Rear parking sensors aid with keeping track of the car's rear and a set on the front wouldn't go astray. The seats are a capable compromise between comfort and support. They lean more towards the European than the historical American preference for armchairs. Among the standard safety features are dual front and full-length, side-curtain airbags, switchable stability control and anti-lock brakes. Comfort features include rain-sensing wipers, dual-zone climate control, six-speaker sound system, cruise control, trip computer and auto-dimming rear-vision mirror. Steering adjustment is tilt-only and the plastic tortoiseshell treatment at the top of the wheel is tacky. Stick with the leather. It's the subtle thing to do.

The florid Yank leaned forward to emphasise his point, no mean feat given his girth. "BMWs are fur the fellah whose makin' his money. Mercedes, on t'other hand, are fur the fellah whose made his money," he leered. This good ol' - and no doubt oil-rich - boy was how a certain Merc buyer was described (well, more or less) by a marketing bloke when I asked him to define the marque's demographic. Funny, because only the previous week in Brisbane, a limo driver said much the same thing, except he was talking of oil rich boys from the Middle East. "Nah, mate," he said when asked if he'd consider a 7 Series or Audi's A8 to cart his clientele. "When they're in town, it's Mercs or nothin'. Same with the Chinese." Stuggart cars remain those sought by the conspicuously status conscious; from those desperately seeking it (the rag trade tsarina double parking her C-Class outside a Surry Hills garment shop) to those who have long since acquired it (the Fortune 500 company CEO in his S 65 AMG). Some things change, but despite Merc's divergence into quaint urban shopping carts, the owner's statement of intent does not. Nor, to a vast extent, has the E Class, the Merc range which begins at a price point that excludes try-hards. The midlife facelift afforded this series of saloons (that's “sedans” to youse and me) and estates (and that's “wagons”) is much in the manner of the cosmetic procedure undergone by a likely owner. The E Class has been uplifted in some places, tightened in others and given a tasteful nose job nose. None of these will frighten the horses. Or the horsey for that matter ... Actually, it's in the equine department that the most significant additions of the claimed 2000 new or revisited E Class parts have been made. Enhanced engine outputs now range from 135kW for the previously anodyne E200K to 378kW for the barbarous E 63 AMG. Eleven variants have segued into showrooms - six saloons and five Estates - for the most varied model range in the executive segment. The most evident and successful gambits are the newly V-shaped grille, and sporty side skirts and bumpers on the Avantgarde (as opposed to Elegance) variants. Where vehicles of this rarefied strata are of most interest to us plebs is in terms of safety - the sort of measures that start in the rarefied reaches of the auto atmosphere and descends to cars we can afford. First of these in the revised E Class is Pre-Safe, a system which responds before an impending collision by activating front seatbelt tensioners and preparing airbag deployment. The second is Neck-Pro, a rear impact anticipator in which the sensors move head restraints forward to protect vulnerable upper spinal columns. May you never need either. What you will have more recourse to is the extra horses now summonable at a tap of the right foot. We drove the E 200K saloon, E 280 diesel saloon, E 350 Estate, E 500 Estate and the mighty E 63 AMG saloon - a back to back experience that reinforced each E Class iterant is entirely different and that there's surely one for all tastes. We'll revisit these soon and stick for now to the entrant E and the top of the conventional range. Driven through a five speed auto (the rest of the range of the sport uber smooth seven speeders), the 135kW/250Nm now in the E 200 K Classic makes the difference between a shetland and - if not a stallion - then a nicely behaved saddle pony. Supercharged or not, a 1.8 inline petrol four is only going to do so much with a 1.6 tonne car, but on a 100km drive at highway speeds (or what passes for them under fascist rule) from Melbourne into the boonies, it recorded an acceptable 7.7 litres. This car does not rock. It's not meant to. For $84,500, it does get you into the E Class without you feeling as though you've lobbed to a white tie event in hired evening wear. Altogether madder, the E 500 now hosts the 5.5-litre V8 from the S-Class - a thumping up-provement from the previous 5.0. With an output of 285kW and 530 Isaacs, it's capable of getting the 1.78 tonne saloon (the estate's 100kg heavier) to 100kmh from standing in a claimed 5.3 seconds. That's 0.7 seconds faster than the previous E 500 and feels every tenth of it. Driving the $166,300 estate (the saloon is $6K less) on narrow downhill twisties, was to wonder quite how something of such heft remains so pliant. Even with eight pots between your feet and the big E's newly nipped nose, the reconfigured suspension sees that you're seldom dogged by understeer. Hard cornering is almost an act of neutrality. Newly standard Direct Control increases the steering ratio by a claimed 10 per cent. Certainly, the steering is not overimbued with feel, but it is accurate, allowing hands to remain where they should and engine braking to be enacted via the AMG-derived wheel-mounted levers. Sure, it's all grand touring rather than sportingly incisive in the BMW or Audi manner, but the main thing is that the E makes you look "money". FAST FACTS MERCEDES-BENZ E 200 KOMPRESSOR Saloon Engine: 4-cylinders/in-line, 4 valves per cylinder Output: 135 kW/ 184hp at 5500 rpm Torque: 250 Nm at 3500-4000 rpm Suspension: Front axle Four-link suspension, anti-dive, coil springs, gas-pressure shock absorbers, stabiliser. Rear axle Multi-link independent suspension, anti-squat and anti-dive, coil springs, gas-pressure shock absorbers, stabiliser. Braking system: Disc brakes all-round, internally ventilated at the front and solid at the rear, drum-type parking brake at the rear, ABS, Brake Assist, ESP. Gross vehicle weight: 2105kg Acceleration: 0-100 km/h in 9.1s Maximum speed: 210km/hr MERCEDES-BENZ E 280  Saloon/Estate Engine: V6, 4 valves per cylinder Output: 170kW/231hp at 6000 rpm Torque: 300Nm at 2500-5000 rpm Suspension: Front axle Four-link suspension, anti-dive, coil springs, gas-pressure shock absorbers, stabiliser. Rear axle Multi-link independent suspension, anti-squat and anti-dive, coil springs, gas-pressure shock absorbers, stabiliser. Braking system: Internally ventilated disc brakes all-round, drum-type parking brake at rear, ABS, Brake Assist, ESP. Gross vehicle weight: 2185kg/2360kg. Acceleration: 0-100 km/h s 7.3/8.1. Maximum speed:210km/hr MERCEDES-BENZ E 350 Saloon/Estate Engine: V6, 4 valves per cylinder Output: 200kW/272hp at 6000 rpm Torque: 350Nm at 2400-5000 rpm Suspension: Front axle Four-link suspension, anti-dive, coil springs, gas-pressure shock absorbers, stabiliser. Rear axle Multi-link independent suspension, anti-squat and anti-dive, coil springs, gas-pressure shock absorbers, stabiliser. Braking system: Internally ventilated disc brakes all-round, drum-type parking brake at rear, ABS, Brake Assist, ESP. Gross vehicle weight: 2215kg/2385kg Acceleration: 0-100 km/h in 6.9s**/7.1s** Maximum speed: 210 km/h **if equipped with the optional Sports package, the 0-100 km/h acceleration time in manual shift mode is shortened by 0.2 s. Gross vehicle weight: 2310kg/2485kg MERCEDES-BENZ E 500  Saloon/Estate Engine: V8, 4 valves per cylinder Output: 285kW/388hp at 6000 rpm Torque: 530Nm at 2800-4800 rpm Suspension: Front axle Four-link suspension, full-support AIRMATIC DC air suspension with level control, anti-dive. Rear axle Multi-link independent suspension, full-support AIRMATIC DC air suspension with level control, anti-squat and anti-dive. Braking system: Internally ventilated disc brakes all-round, drum-type parking brake at rear, ABS, Brake Assist, ESP. Gross vehicle weight: 2310kg/2460kg Acceleration: 0-100 km/h 5.3s** 5.4s** Maximum speed: 210 km/hr ** if equipped with the optional Sports package, the 0-100 km/h acceleration time in manual shift mode is shortened by 0.2 s. MERCEDES-BENZ E 63 AMG Sedan/Estate Engine: V8, 4 valves per cylinder Output: 378kW at 6800 rpm Torque: 630Nm at 5200 rpm Suspension: Front axle Four-link suspension, AIRMATIC DC full air suspension system with self-levelling control, anti-dive device, anti-roll bar. Rear axle Multi-link independent suspension, AIRMATIC DC full air suspension system with self-levelling control, anti-squat and anti-lift device, anti-roll bar Braking system: Internally ventilated disc brakes all-round, drum-type parking brake at rear, ABS, Brake Assist, ESP. Gross vehicle weight: 2365kg/2460kg Acceleration: 0-100 km/h in 4.5s Maximum speed: 250km/hr   Paul Pottinger is a senior roadtester on the CARSguide team, and also editor of the Sunday Telegraph CARSguide. A version of this review, as well as other news, reviews and analysis will appear in the Sunday Telegraph.