Articles by Peter Barnwell

If you are really serious about your driving, about pure unadulterated 'drive feel', you'd be hard pressed to look past the new Lotus Exige S V6 Coupe.It's a raw experience right down to manual (non power-assisted) steering, nearly rock hard seats, cabin access with a high degree of difficulty and a rigid, racetrack-bred aluminium tub chassis.You can feel every dynamic event affecting the car through the wheel, the brakes and the seat of your pants. You can hear the whirring, bellowing engine just behind your head.This is all well and good but what you really need to appreciate is all of this Porsche beating performance is available at less than half the price of the German thoroughbred.The test car (ours had expensive option packs) is pitched from a starting price of a snip under $120 grand - about half what you'll pay for a Porsche 911 which wouldn't see which way the Lotus went.Take that back to the Porsche Cayman at around $150 grand and it's the same story. But the two Porsches are much more civilised everyday cars with nice seats, easy steering, premium audio, luxury goodies and relatively mild manners when you compare them to the Lotus.This is the latest Exige two seater and comes this time with supercharged 3.5-litre,V6 power courtesy of the Lotus Evora and before that, Toyota.Yes, it has a Toyota Avalon heart beating amidships - but the engine is substantially modified from it's whitegoods beginnings.The supercharger is a Harrop 1320 unit mounted neatly to the right top of the compact V6 which resides, on display, under a glass fastback cover.It drives the rear wheels through a six-speed close ratio manual transmission after transiting a lightweight flywheel and button clutch arrangement.Power output is a hearty 257kW at 7000rpm with 400Nm of torque available at 4500rpm. It's enough to propel the 1176kg Exige V6 from 0-100kmh in 3.8 seconds, a figure we actually achieved with the help of the launch control system. Gets 10.1-litres/100km too.The aero package includes a flat undertray, front splitter, rear wing and rear diffuser and ride height is extremely low. The Exige S V6 looks impressive on the road with elements from both the Lotus Elise at the front and the bigger Evora at the rear.It's longer and wider than the earlier four cylinder Exige and looks the better for it. Inside is functional and tight but there's aircon, cruise, a power outlet, OK audio and two drink holders.The instrument pod looks like it came off a motorcycle but who cares, this car is all about the drive.This car is an ANIMAL. We didn't even have it in Race mode and it's frighteningly quick, totally engaging.Not only in a straight line either because it corners like a big racing kart limited a tad by a lack of weight over the front wheels.Go through the Exige's spec' sheet and it's all the real deal in terms of performance component suppliers. AP four piston brakes, Bilstein dampers, Eibach springs, Bosch tuneable ECU, Pirelli Trofeo tyres in 17-inch front and 18-inch rears. The aluminium suspension is double wishbone both ends and the car can be dialled in within certain parameters. It all looks to be hewn from solid billet aluminium covered in swoopy fibreglass/plastic bodywork.We marvelled at how much get-up the Exige has -  instantly available under the right foot. It punches hard right out of the blocks through to the 7000rpm redline and then the same again and again through each gear. Wow, makes your head spin.Then, backing up the go department is an impressive dynamic package that is deceptively comfortable despite being set up hard. The dampers must have some sort of tricky blow-off system for sharp bumps because the car floats over normally jolting bumps.No other road car comes close to this level of connection with the driver though we have yet to drive something like a Caterham Seven which we suspect would be kinda similar.Lotus facilitates this back-to-basics race car drive experience with a tiny steering wheel, mechanical feeling  gear mechanism, minimal noise deadening and four-mode dynamic control including stability control `off' and launch control.

Australians are moving away from large cars into smaller ones, but many are refusing to accept any loss of comfort or performance. And if possible they would like a solid dash of prestige at the same time.Between you me and the gatepost, you'd buy an Audi A3 in front of the larger A4 every day. Why? Apart from costing substantially less, the new generation A3 looks almost the same as its bigger brother and offers only marginally less room inside.VALUEThis is the third generation A3 which has form going back to 1996. It was part of a push back then to deliver premium compact cars to more discerning buyers and nothing has changed.It means plenty of goodies for buyers - the latest powertrain technology, eco-efficiency and generous luxury kit as well as the desirability factor in a concentrate. But Audi still offers options up to your eyeballs if you so choose.Starting point for the new five door A3 Sportback (a sedan, wagon and three door variants follow), is $35,600 for the 1.4 TFSi petrol Attraction complete with a seven-speed dual-clutch S-Tronic transmission, paddle shift, auto lights and wipers, tyre pressure monitor, parking assistance, cruise control and plenty more.Driver assist features are available, many as options or part of an option pack. They include adaptive cruise control, side assist, active lane assist and pre-sense for collisions. A driver information readout is standard along with rest recommendation.The green vehicle rating is five stars.TECHNOLOGYFour engines are available, two petrol and two diesel and all are force fed turbos. The petrol 1.4 and 1.8 TFSi units feature direct fuel injection and variable valve timing.The smaller unit achieves 90kW/200Nm while the larger capacity unit is good for 132kW/250Nm. The diesels are in 1.6 and 2.0-litre capacities with the former good for 77kW/250Nm and the latter 110kW/320Nm.The 1.6 diesel is economy king sipping an astonishing 3.9-litres/100km. All engines attain 5.6-litres/100km economy or better on the combined cycle.A3 has two grades, Attraction in the two smaller capacity engines and Ambition in the two larger. All have an S-Tronic gearbox with all but the 2.0-litre diesel getting seven cogs. It has a six-speeder.A six-speed manual 'box is available on petrol models on customer order. Drive goes to the front wheels through an electronic limited slip differential.The desirable 'drive select' system that alters calibration of the steering, gearbox and engine is on the higher grade Ambition models.Audi cut A3's weight by using aluminium for the bonnet and front guards as well as suspension components. It's shed up to 85kg compared with the previous model.DESIGNThe new A3 is built on Audi's latest modular platform shared with VW's Golf 7 that is set to underpin a whole range of models from both manufacturers into the future. The platform optimises interior space as well as forming a solid base for all functions of the recipient car.SAFETYSafety rating is five stars.DRIVINGWe drove a selection of new A3s in Queensland and found it difficult to pick a favourite. All have excellent ride and handling characteristics capable of smoothing rough roads while delivering sporty cornering and other dynamics.The 1.8-litre TFSi was possibly the pick and is the same price as the 2.0-litre diesel. Now there's a difficult call.The interior has a classy look to it with highlight metal ringed air vents and an understated look to the controls. The bank of piano key switches under the retractable info screen is a stand out interior feature.VERDICTIt's quiet, composed and classy. Better than a Golf 7? Maybe.Audi A3 Sportback Price: from $42,500 Warranty: 3 years/unlimited kmService interval: 12 months/15,000kmSafety: 5 starsEngine: 1.4 and 1.8 4-cyl turbo-petrol or 2-litre turbo-diesel; 103kW/250Nm and 132kW/250Nm or 100kW/320NmTransmission: 6 or 7-spd dual-clutch auto or 6-spd manual; front drive or AWDThirst: 4.7L/100km/5.6L/100km or 4.2L/100km; 95RON; 110/130 or 108g/km CO2Dimensions: 4.3m (L), 1.8m (W), 1.4m (H)Weight: from 1205kgSpare: Space-saver

It was compared in appearance with the north end of a south-bound camel and regularly won world's ugliest car “accolades”. That was the first rendition of SsangYong's Stavic people mover.But the thing went pretty well thanks to the largely Mercedes-Benz underpinnings and technical input. There was even an all-wheel-drive version for safety in icy climes. Now version two has surfaced and it's the opposite of number one.Though constrained style-wise by its two box, people mover body, the new Stavic is easy on the eye. It's new from the wheels up and looks more compact than the earlier model.The first model's bee swallowing face has morphed into something more acceptably main stream with links to the new SsangYong Actyon ute. The side view is in the current highlight-line idiom and the rear end has a practical, neat appearance. Only a vestige of the big arcing D pillar from the first version remains and it's hardly noticeable.INSIDEInside is all new too, neat and tidy with plenty of equipment. The layout's easy to use though the pre-production test car's instrument layout will change when the production versions arrive soon. And guess what?PRICEThe price is $29,990 drive away for a full size, Korean manufactured, genuine seven-seater people mover with a five-speed auto transmission, torquey 2.0-litre turbo diesel engine and generous levels of equipment. That price undercuts other players in the segment by sometimes tens of thousands of dollars.Hyundai's Imax diesel is $39,990, Kia's Grand Carnival 2.2-litre diesel starts at $44,990, Toyota's 2.4-litre petrol Tarago starts at $48,990 in base model form and on it goes. Our “first drive” of the new Stavic shows SsangYong's new owners have listened and learned adopting a completely new approach - and design.PURPOSE BUILTThe vehicle doesn't move in any new direction with technology or style but is a good thing for its intended purpose.Access is easy through all four doors which open wide to a reasonably low floor height and generous sized seats. The front two rows are individual paired buckets while the fully removable third row is a bench seat. The middle and third rows slide fore/aft on long runners.There's a decent size load space down the back and a full size spare under the floor. Drive goes to the rear wheels through a five speed auto transmission with sequential shift mode.ENGINEPower comes from the same 2.0-litre turbo diesel as Actyon ute, tweaked for more power and torque rated at 115kW/360Nm. It makes light work of moving the fairly hefty 2.0-tonne Stavic, even with the aircon on and a few passengers aboard. Performance is not an issue. It's a clean Euro 5 engine capable of using as little as 7.8-litres/100km.COMFORTRide quality is acceptable offering a reasonable compromise between comfort and handling though you wouldn't really punt a vehicle such as this hard, now would you?It rolls on 16-inch alloys and has a generous level of features that include dual zone climate control, cruise, power windows, privacy glass, heated side mirrors, Bluetooth connectivity, multi media connections, remote keyless entry, foot operated parking brake, numerous storage compartments, serviceable cloth upholstery.SAFETYThe safety rating has yet to be determined but new Stavic has stability control, front and side air bags and active rollover prevention in the safety arsenal. Driver assistance kit includes rear park assist and a brake assist system.VERDICTFinally an affordable vehicle for all the breeders out there. And a good one too - to look at and drive. Would be cheap to run as well leaving more of the family budget for food and other expenses associated with the Brady Bunch. Ideal vehicle for hotels, car rentals, countless people moving applications.SsangYong StavicPrice: from $29,990Engine: 2.0-litre turbo diesel 4-clyinder, 115kW/360NmTransmission: 5-speed autoThirst: 7.8-litres/100km

Volkswagen has decided to have another crack at the iconic Beetle with a newer version of what came to be known as the "new" Beetle from about a decade ago.It's a bit confusing but all you need to know is the latest version is a totally new car - from the wheels up. Oh, and it's much better than the previous Beetle - in every respect.DESIGNA much more ‘grown up’ design, the latest bug has a flatter roofline and more assertive face and variant rear end. It looks more substantial than its predecessor.Where the previous model had a slightly kooky look to it with round bug-eye headlights and tail lights, this one is athletic and even sleek from some angles. Optional curving LED daytime running lights are striking.INSIDEThe interior is a better rendition too with its ‘50s style painted dash that looks really cool. No flower though... thank goodness.Beetle is up against the Mini (possibly other prestige light/small cars including the Hyundai Veloster Turbo) and both have quite narrow appeal due to their retro looks. You either like them or not.When compared with the Mini, the Beetle is much better value especially with its 118kW/240Nm four pot petrol engine. It also costs about $1600 less than the Mini Cooper.ENGINEIt's a high tech, direct injection, 1.4-litre device with a turbo and a supercharger helping efficiency. The numbers aren't impressive on paper but the car has plenty of pep - believe me.That's because it starts pumping hard from as low as 1500rpm translating into impressive throttle response if not rapid 0-100kmh times. It's rated at 8.3 seconds for the sprint.Any potential lag in acceleration is neatly dealt with by the complex but efficient twin charge system. Recommended fuel is 95RON Premium.EMISSIONSMore important is the EU5 emissions rating and relatively low 6.4-litres/100km fuel efficiency in the seven-speed DSG manumatic model we drove. It's an extra $2500 on the six speed manual's $29,990 price and well worth the money.EQUIPMENTThere's only one model available - generously equipped and with a couple of option packs - the right way to sell a car.Standard kit includes Bluetooth phone and audio, multi-function wheel, media device interface, dual zone climate control, cruise, remote access auto wipers and front and rear park assist. Standard wheels are 17-inch alloys with 18s and 19s available.We really like the look of the bug which is practical despite being a two door. Access to the rear pews is easy and the four seats comfortable. The interior is user friendly and spacious offering plenty of head and legroom along with a pleasing ambience.DRIVINGBuilt on the just superseded Golf 6 platform, the Beetle has its own distinctive feel to go with the new looks. The drive feel is sporty heightened by powerful brakes, diff lock, a firmish ride and direct steering. The DSG also adds an element of engagement you don't get with the manual but paddles are optional.It sounds pretty good with the characteristic VW exhaust pop on up changes. Out of VW's Mexico factory, the Beetle feels solid as a rock on the road and has the usual quality VW feel and look. The boot is a reasonable size.VERDICTLike it a lot. Good value, plenty of technology, toned down styling is welcome change. Shop it every day against Mini.

It's been five long years since Audi had an RS4 Avant in the arsenal. The new one carries on from the earlier car as a wicked compact carry-all with plenty of attitude and enough schtonk under the bonnet to keep Benz's C63 AMG wagon honest - at a saving of about six grand.TECHNOLOGYThe $149,400 RS4 Avant might not have the cubes of the 6.2-litre Benz but it's nearly as fast thanks to a pearl of an engine beating under the sleek bodywork.It's a 4.2-litre naturally aspirated V8 petrol unit with direct fuel injection, variable valve timing and the capacity to rev as high as 8250rpm. It means the Audi RS4 gives you gorgeous long runs through each of the seven cogs accompanied by one of the most stirring exhaust notes you'll hear this side of a V8 Supercar.And, Audi provides a 'dynamic' mode with open exhaust to its drive select system just to make sure you get your full dollar's worth. Something else in the RS4's favour over the Benz is quattro all wheel drive and a seven speed dual clutch manumatic transmission called S-Tronic - with paddle shift of course.The engine is good for 331kW/430Nm and a 0-100kmh sprint of 4.7 seconds. It consumes an average of 10.7 litres of 98 premium per 100km which is good all things considered. Some concession to the environment is made with the Audi RS4's regenerative energy harvesting from braking and deceleration but there's no stop/start plus the car weighs in at a portly 1800kg.EQUIPMENTThat's partly explained by the generous level of Audi RS4 Avant kit inside that features radar cruise control with braking, Nappa leather sports seats with power front adjustment, Bluetooth phone and audio, carbon dash inlays, a superb flat bottom wheel with multiple functions, park plus with reverse camera and an auto tail gate.There's plenty of driver assist stuff including blind spot warning and cornering lights. The drive select system has four modes including `Individual' which allows drivers to choose precisely how they want their RS4 Avant to feel.DESIGNIt's a striking looker too highlighted by big 19-inch alloys and recurved LED daytime driving lights in the current Audi idiom. Some undercar components are in aluminium to cut weight and the suspension is quite sophisticated with a type of double wishbone front and multi link trapezoidal at the rear.Large brakes are fitted with six piston calipers up front. Plenty of options are available including three Dynamic Sports Packs selling for $7200.DRIVINGThe drive experience is impressive. We tried a number of settings and opted for auto mostly with dynamic when the mood took us. It gets out of the blocks rapidly hussling up through the gears with an exhaust burble on the up change, a throttle blip on down changes.Ride quality is impressive even on the hardest setting. All dynamic functions including the brakes and steering are top shelf allowing experienced drivers room to explore when the opportunity arises.It's low and lithe to look at but comfortable too with room for five at a pinch and a large load space down the back. The auto tailgate is handy as is the radar cruise control and convenience key that unlocks the car at a touch of the door handle. Start is by dash button. Keep the key on your pocket.VERDICTSuperb package - practical, good looking, sexy, sporty, super performance and handling. Now, back to reality, where's that Corolla...Audi RS4 AvantPrice: from $149,400Warranty: 3 yearsWeight: 1870kg0-100Km/h: 4.7 secEngine: 4.2-litre 8-cylinder, 331kW/430NmTransmission: 7-speed S tronic, FWD Thirst: 10.7L/100km

The unofficial annual face-off between Australian and Russian motoring journos has just taken place in Australia for the first time. And the change of location emphasised the differences between the two teams' training. The Russians sharpen their skills in the ice and snow and the Aussies hone theirs on tarmac and gravel. Russia took the trophy last year on their frozen home turf -- possibly because of our limited experience ice racing. THE CAR Mazda's mighty little roadster is a logical weapon of choice, largely because it offers the purest form of driving. In its favour are relatively light weight, rear wheel drive, conventional six speed manual transmission, sporty dynamics, adequate power that rewards driving skill as opposed to a heavy right foot. Mazda sponsors the event in that they supply the cars. This year a row of roofless roadsters presented themselves at the venue complete with roll bars, competition brake pads and racing seats with five point harnesses. Apart from that, they were bog standard MX-5s. Now you might think 118kW is a trifling amount of power to play with but we found out pretty quickly that it's all you need to get going really fast. Too fast in some cases. THE CONTEST This year, Australia won after a four discipline contest based outside Canberra that included motorkhana, skid pan, hill climb and rally. HILL CLIMB First discipline was the hill climb, a 700 metre circuit with a narrow ribbon of old tarmac threading its way across the side of a hill and into a valley below. No problem for the Mazda here and some of the times were respectable, not anywhere near as fast as "real" hill climb drivers but.... well, respectable. From the driver's seat the experience was thrilling and totally absorbing because if you make a mistake, you're off into the dongah. Tick one. MOTORKHANA Next was the motorkhana between randomly spaced flags out of one imaginary "garage", returning to another imaginary "garage" adjacent in a far under 20 seconds as possible. It was a contest in 100ths of a second so any stumble was heavily punished by the stopwatch stress levels on the redline but still an interesting challenge. SKIDPAN It was all about a delicate touch rather than bold throttle application and lurid tail-out drifting. Those who kept it all in check and didn't lose the front or rear ends achieved the best times. Challenging in the extreme. RALLY Then the main event -- the rally section in the Canberra forest on a 7km section of the national capital's rally course. Remember these were standard MX-5s on low profile road tyres with the roof off. Not a problem for the tough little roadster thanks to its rigid chassis, big brakes and sharp dynamic responses. Some of the times achieved were truly incredible for essentially a road car. That the MX-5s came through unscathed mechanically is testament to their toughness and near perfect balance of power and handling. There was absolutely no time when any more than the 118kW/188Nm output from the 2.0-litre engine was needed. The car was a handy weapon in all four disciplines thanks to its pedigree. UNEQUIVOCAL We now know unequivocally why the MX-5 is such a popular choice for enthusiasts who want a real driving experience. MAZDA MX-5 CHALLENGE FINAL RESULTS Overall Gravel Rally Motorkhana Hill Climb Skid Pan Teams  

Is Australia ready for its first $100 grand plus Volvo? It's a tricky one soon to be answered when Volvo introduces a high performance, limited edition, 50 unit run of its striking S60 sedan called the T6 Polestar.Volvo Australia has already had a crack at a Polestar special edition a locally fettled hot-rod wagon back a year or two. It ignited a latent fire of performance car passion at head office in Sweden which quickly decided to go ahead with a pilot program of factory-built, production Polestar S60 sedans. They want to use Australia as a test case for future plans involving high performance models.And Volvo is ideally positioned to build them thanks to heavy involvement in the Swedish Touring Car Championship and other European race series through the compact Polestar operation. It's similar to Renault's RS outfit and others such as Opel OPC.So, what they've done is take a top of the range S60 T6 off the production line, rolled it into a special workshop at Volvo's factory in Gothenburg and replaced numerous standard parts with high performance items.VALUEThe Volvo S60 Polestar is estimated to retail for $115,000, and is equipped to luxury standard with all that brings but the interior is understated.Inside is pretty much standard T6 with a few changes and additional garnishes Sports seats are possibly going to be fitted but the standard re-trimmed pews were fine for everyday driving.TECHNOLOGYThe 3.0-litre engine is a transverse straight six with a new Borg-Warner twin scroll turbo achieving a healthy 257kW/500Nm output.It's sufficient to propel the 1684kg sedan from 0-100kmh in a rapid 4.8 seconds. The launch control system aids acceleration off the mark awhile the revised all-wheel drive system has a rear axle bias for a sportier feel and better acceleration.Fuel economy and emissions remain the same as for the standard T6 S60. The 2.5-inch exhaust system offers a slightly sportier note than the standard model.But there's no paddle shift and the manual shift mode goes the wrong way (on the pre-production cars driven). It's your standard performance re-engineering effort possibly a bit more advanced with a sporty suspension and brakes, more power from a new, bigger twin scroll turbo and ECU changes together with a sports exhaust. They changed the camshafts and tweaked other engine components.Bigger brakes and better tyres form part of the package as well as interior upgrades to the seats and other trim items. It has improved aerodynamics along with a revised all-wheel drive system and six speed auto transmissions.Polestar tested their engineering for the S60 on a couple of concept cars from two years back, the C30 and S60 which were hyper-performance models, boned out and ready for the track.Such is not the case with the TS60 Polestar which retains its luxury flavour enhanced by the extremely well calibrated performance upgrades. The sleek looking sedan retains everyday driveability while delivering blistering performance.DRIVINGOn the road the Polestar is a treat - quick, controlled easy to drive and with a distinctive flavour not found in other Volvo cars.We drove the fastest and quickest road Volvo ever on a variety of roads all of which posed no problem for the sleek Swede.Both Volvo and Polestar point out that the S60 Limited Edition is an everyday car and not a track car though it's very capable on a closed circuit as we found out.Though stiffer than the standard car by a longshot, the Ohlins suspension retains a high comfort level while delivering the sort of ride and feed-back you need for fast motoring.The defining feature of the Polestar S60 is its Ohlins suspension which ushers in the latest technology including multi damper settings and a clever blow off valve for big impacts. It limits the amount of bump thump transmitted into the car while retaining a sporty drive feel and impressive ride control.It can be manually set up simply by turning a dial on each damper unit for harder or softer ride qualities.VERDICTVolvo Australia is still to finalise spec' on the S60 Polestar but we reckon the cars we drove were just right.Volvo S60 PolestarPrice: $115,000 (estimate)Warranty: 3 years/unlimited kmService interval: 12 months/15,000kmCapped price servicing: NoCrash rating: 5 starsEngine: turbo 3.0-litre six-cylinder, 257kW/500+NmTransmission: 6-speed auto, AWDThirst: 10.2L/100km, 243g/km CO2Dimension: 4.63m (L), 1.82m (W), 1.48m (H)Weight: 1648kgSpare: Repair kit/space-saver

A rash of new sub-compact SUV style vehicles is about to flood into the country with Holden bringing in the Trax, Opel the Mokka, and Peugeot the 2008. Others will follow soon after. It's predicted to be the next big thing as people around the world downsize their vehicles and go for quality, features, practicality and compact size.The change makes sense particularly in our increasingly urbanised world.Peugeot's entrant is due here by October this year and will sell from a starting point in the low $20,000 range.At that money, the 2008 is a tempting proposition.We drove three versions of the car in France last week and came away sold on the idea of "small is good" in terms of SUVs.Why pay for more vehicle than you need.It's a front wheel drive five door wagon on stilts for want of a better description and is built in France using the same basic platform (stretched a tad) as the recently introduced 208 hatchback.It uses the same powertrains too with a big emphasis on a new three cylinder 1.2 litre petrol engine that is available in turbo and non-turbo form. The turbo is actually the performance leader in the 2008 rangeWe drove the 1.6-litre turbo diesel and 1.6 litre naturally aspirated petrol four bangers and the 1.2-litre petrol triple non-turbo.All had their own character, strengths and weaknesses. The diesel has gobs of torque and pulls like a train rated at 84kW/270Nm but is a tad laggy at low revs and there's no auto, just a six speed manual which is fine.The 1.6-litre naturally aspirated petrol four was the best of the three we drove, with 88kW/160Nm it sings sweetly and gives the 2008 a light responsive feel.The 1.2 was a surprise as we were expecting it to be a dunger, but that couldn't have been further from the truth. It actually goes well and doesn't sound like a ride-on lawn mower.No decision on specification or the model range has been made for our cars yet. That will happen closer to the launch date.But we reckon the three we drove will be on the short list.It's a good looker with a pleasant face and stylish lines around the body including a stepped roof and roof rails.Peugeot built on knowledge gleaned from the ugly but good 3008 model for the creature features inside 2008 which isn't that much smaller inside.It has a decent boot, folding rear seats and comfortable driving position. All Aussie cars will get a reverse camera.All models also get a clever Grip Control system that splits drive between the front wheels and applies the brakes all round to optimise off road driving. It works pretty well but this is no mud plugging, stump jumping, rock crusher.The 2008 is a pleasant little all-rounder capable of delivering safe, entertaining, economical transport in multiple environments aided by the latest in multimedia connectivity and other tricky stuff with apps that may make it to Australia. Cruise control is standard and some models will likely get the big 7-inch info screen which also houses satnav if fitted or optioned as the case may be.We drove the cars over an extensive route through mountain roads, on auto-routes at high speed and on dirt roads. It was up for anything we demanded and was actually quite handy in the tight going, sporty even.The 2008 gets a five star Euro NCAP rating with all that brings and the engines are capable of sipping as little as 4.0-litres/100km depending on the model. The auto we are likely to get is a four speeder on the 1.6 petrol, possibly the only let down on this fine little car.  

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?WHAT IS IT?This is the latest model of the fourth generation Land Rover Discovery,in this case, the entry level diesel five seater with a few options thrown in.HOW MUCH?The price kicks off at $68,900 but this one had extra stuff pushing that up to $76,900.WHAT ARE COMPETITORS?Numerous but few with the out and out off road capability of the Disco though a Toyota Prado is a genuine competitor in most respects except prestige value. The Disco has been refined over decades to the point where it will virtually go anywhere and get back. And it features Land Rover's brilliant Terrain Response dial select 4WD system. Every other fourbie manufacturer should copy this if possible.WHAT'S UNDER THE BONNET?This one has a 3.0-litre twin turbo V6 diesel and replaces the previous 2.7. The twin turbo system is sequential with a smaller VGT unit handling low speed stuff and a larger one chiming in further up the rev range. The engine is good for 155kW/520Nm in this model. There's an even more potent version of this engine in a more up-spec' Disco. Transmission is a sweet shifting eight speed auto.HOW DOES IT GO?Like a train. Bit tardy off the line but once up and running there are no complaints. Has strong roll on acceleration, makes little noise or vibration and has plenty of clever technology like auto neutral select at idle to cut fuel consumption.IS IT ECONOMICAL?LR claims 8.5-litres/100km but we saw better on a highway run. The tank is a handy 82 litres.IS IT GREEN?Moderately though moving 2.5 tonnes is going to make an environmental impact.IS IT SAFE?Five stars in the Euro NCAP ratingIS IT COMFORTABLE?Superbly comfortable with a supple air suspension and large seats affording a luxury car feel. Floats over bad roads like they were smooth as a baby's bum. Minimal noise intrusion, plenty of interior room.WHAT'S IT LIKE TO DRIVE?We liked driving the Disco a lot. It is certainly a viable alternative to the expensive Japanese alternatives from Nissan, Toyota and Mitsubishi. Plus, the Disco has heaps more panache and that robust turbo diesel with an eight speed paddle shift auto. Blows them into the weeds on desirability alone.IS IT VALUE FOR MONEY?Yes until you start ticking the options boxes.WOULD WE BUY ONE?Absolutely love one. It looks like Range Rover but costs about a third as much as the big Rangey. Goes anywhere thanks to constant 4WD system, tows heaps, has plenty of driver assist features and safety kit. Not too big, superb ride, impressive array of infotainment. Particularly like the surround camera that looks sideways and back when you are reversing.LAND ROVER DISCOVERY TDV6Price: from $69,900Engine: 3.0-litres 6-cylinder diesel, 155kW/520NmTrans: 8-speed sports automatic, 4x4 constantThirst: 8.5/100km, 224g/km CO2

Now that the LFA supercar has been dropped, king of the Lexus range is the LS600h  about as far away from the LFA as a car can get.But the good news is that to get into the top Lexus, you won't have to spend three quarters of a million bucks, you'll need only $217,900 much of which is taxation. You get a lot of car for the money as the 600 offers a grab bag of technology including a V8 petrol/electric hybrid power plant, all-wheel drive and adaptive air suspension.Mind you, playing in this part of town pretty much demands you have a solid features list. Competition is strong from the Benz S-Class (now and old vehicle), the new BMW 7-Series and the Audi A8.GREENBuyers with a green tinge will appreciate the 600's environmental credentials which see it scoring an impressive 4.5 star rating on the Government Green Vehicle Rating. It scores a five star crash rating.Two models are available, normal; and long wheelbase both in F-Sport spec' which brings with it active stabiliser bars to prevent body roll, Brembo brakes with large discs, BBS 19-inch alloy wheels and a torsen centre differential for the permanent all-wheel drive system.Lexus has moved the LS range more towards the enthusiast driver with the current, spindle grille equipped model. This is interesting because many cars in this segment are not owner driven.SPORTYThe 600 has sporty driving dynamics even though it's a big heavy car tipping the scales at around 2300kg. The chassis is reinforced compared with the previous model and brake feel improved. They put in variable gear steering, multi-mode (5) drive select offering: Eco, Normal, Sport, Sport+ and Comfort at the click of a button. These modes influence the car's dynamics through steering, powertrain and suspension adjustment.ENGINEIt runs a 5.0-litre petrol V8 engine with direct and port injection like the Toyota 86 sports car. Variable cam timing further improves efficiency while extra performance is available through the hybrid-electric drive motor and battery pack. Interesting to see an old school nickel metal hydride battery instead of lighter, newer lithium-ion technology.The engine is actually a bored-out 4.6 litre unit from the LS460. Drive is via an eight-step CVT auto with paddle shift. The combined output from both power generators is 327kW/520Nm  sufficient to propel the big 600 from 0-100km/h in a quick 5.7 seconds in near silence consuming as little as 8.6 litres/100km of 95 RON petrol.Speaking of which, Lexus has made further improvements to its trademark smooth/quiet ride with this new model through better design and more sound deadening material.EQUIPMENTThat other Lexus hallmark  luxury features  is almost completely over the top in this model right down to a front seat ottoman for the passenger.There's a Blu-ray player with screens in the front and two in the back, a Mark Levinson audio system, comprehensive multimedia connectivity, a computer mouse style remote touch system, power adjustment to the seats that are also heated and ventilated in the front, leather, and possibly the largest touch screen in the business at 12.3 inches.Driver assistance features include radar cruise control, blind spot warning reverse camera, park assist, auto high beam and driver fatigue alert.DRIVINGThe drive feel is good if a touch remote. You seem to waft along in a sealed cocoon of luxury that, when it takes your fancy, can be driven like a large sports sedan.The adaptive air suspension is supple but controlled and the active stabilisers keep the big car flat without affecting ride quality. We tried all five drive modes and found auto to be the best.Acceleration is rapid and cruise mode a dream that helps the kilometres tick over in a flash. But there's no stirring exhaust note to speak off and the light steering still feels a tad disconnected.We can't understand why they fit relatively skinny tyres on such a big car because apart from limiting grip, it also looks bad. Cabin ambience is relaxed and hi-tech  a good placed to be. We aren't sold on the new look and suggest the spindle grille needs to be toned down a tad.VERDICTWould we go the Lexus way instead of European? Maybe. The new 7-Series is an impressive vehicle, excellent diesel and petrol engines, the Benz is due for replacement this year and the Audi, well . . .If it was going to be a Lexus, it would be the LS460 in some form. You don't really need all-wheel drive, a front seat ottoman and other superfluous features found in the LS600.Lexus LS600hPrice: from $243,314Engine: 5-litre 8 cylinder petrol and hybrid-electric drive, 327kW/520NmTransmission:  8-speed CVT-auto, 4WDThirst: 9.3L/100km, CO2 219 g/km