Mercedes Benz E350 Coupe Specifications:

* Engine: 3.5 litre V6 (24 valve)
* Power: 200kW @ 6,000rpm
* Torque: 350Nm @ 2,400 – 5,100rpm
* Induction: Multipoint
* Transmission: Seven-speed automatic
* Driven Wheels: Rear
* Brakes: Discs with ABS, EBA & EBD
* Top Speed: 210km/h (Electronically limited)
* 0-100km/h: 6.3 seconds (Claimed)
* CO2 Emissions: 222g/km
* Fuel Consumption: 9.5L/100km (ADR)
* Fuel Tank Capacity: 66L
* Fuel Type: 95RON Premium Unleaded
* ANCAP Rating: Five-star
* Airbags: Front, Side, Curtain & Driver’s Knee
* Safety: ESC with Traction Control
* Spare Wheel: Full size
* Suspension: Agility Control variable damping
* Cargo Capacity: 450L
* Turning Circle: 10.95m
* Warranty: Three-years / Unlimited kilometre
* Weight: 1,630kg (Tare)
* Wheels: Alloy 17-inch

Mercedes Benz E350 Coupe

Mercedes Benz E350 Coupe

Mercedes Benz E-Class Coupe

Mercedes Benz E350C

Mercedes Benz E500 Mercedes Benz E Class Specifications:

* Engine: 5.5 litre DOHC V8 (32 valve)
* Power: 285kW@6000rpm
* Torque: 530Nm@2800-4800rpm
* Induction: Multipoint
* Transmission: Seven-speed automatic
* Driven Wheels: Rear
* Brakes: Discs with ABS, EBA & EBD
* Top Speed: 210km/h (Limited)
* 0-100km/h: 5.2 seconds
* CO2 Emissions: 258g/km
* Fuel Consumption: 11.0L/100km (ADR)
* Fuel Tank Capacity: 80L
* Fuel Type: 95-98 RON Premium Unleaded
* ANCAP Rating: TBC
* Airbags: Eight
* Safety: ESC, TCS, Lane Departure, Blind Spot Assist, Pre-Safe
* Spare Wheel: Space saver
* Cargo Capacity: 540L
* Turning Circle: 11.25m
* Warranty: Three Year/Unlimited Kilometre
* Weight: 1830kgs (Tare)
* Wheels: Alloy 18-inch

Mercedes Benz E500

Mercedes Benz E500

Mercedes Benz E500

Mercedes Benz E Class

Mazda 3 MPS Specifications:

* Engine: 2.3-litre DOHC four-cylinder (16 valve)
* Power: 190kW @ 5,500rpm
* Torque: 380Nm @ 3,000rpm
* Induction: Direct injection & turbocharged
* Transmission: Six-speed manual
* Driven Wheels: Front
* Brakes: Discs with ABS< EBA & EBD
* Top Speed: 250km/h (Claimed)
* 0-100km/h: 6.1 seconds
* CO2 Emissions: TBC
* Fuel Consumption: 9.9L/100km (ADR)
* Fuel Tank Capacity: 60L
* Fuel Type: 95-98 RON Premium Unleaded Petrol
* ANCAP Rating: Five-Star
* Airbags: Front, Side & Curtain (Front and Rear)
* Safety: ESC with Traction Contol
* Spare Wheel: Space Saver
* Suspension: Strut (F) / Multi-link (R)
* Cargo Capacity: 268L
* Tow Capacity: 900kg (Braked)
* Turning Circle: 11.0m
* Warranty: Three Year / Unlimited Kilometre
* Weight: 1,470kg (Tare)
* Wheels: 18-inch Alloy

Mazda 3 MPS

Mazda 3 MPS

Mazda 3 MPS

* Engine: 1998cc DOHC four-cylinder (16 valve)
* Power: 165kW @ 5700rpm
* Torque: 300Nm @ 4000rpm
* Induction: Multi-point & Turbocharged
* Transmission: Six-speed manual
* Driven Wheels: Rear
* Brakes: Discs with ABS
* Top Speed: 235km/h (Claimed)
* 0-100km/h: 5.3 seconds (Claimed)
* CO2 Emissions: 229 g/km
* Fuel Consumption: 9.8L/100km (ADR)
* Fuel Tank Capacity: 42.5L
* Fuel Type: 95-98RON Unleaded
* ANCAP Rating: N/A
* Airbags: Dual Front
* Safety: N/A
* Spare Wheel: Sealant Type
* Suspension: Wishbone (F) / Wishbone (R)
* Cargo Capacity: 154L
* Tow Capacity: N/A
* Turning Circle: TBC
* Warranty: Two Years / Unlimited Kilometre
* Weight: 995kg (Tare)
* Wheels: Alloy 17 x 7.0-inch (F) / 17 x 8.0-inch (R)

Lotus Europa SE

Lotus Europa SE

Lotus Europa SE

Specifications Mazda 6 MZR-CD:

* Engine: 2183cc DOHC four-cylinder (16 valve)
* Power: 136kW@3500rpm
* Torque: 400Nm@1800-3000rpm
* Induction: Common-rail direct injection, turbocharged
* Transmission: Six-speed manual
* Driven Wheels: Front
* Brakes: Discs with ABS, EBA & EBD
* Top Speed: Not Tested
* 0-100km/h: 8.5 seconds
* CO2 Emissions: 159g/km
* Fuel Consumption: 6.0L/100km (ADR)
* Fuel Tank Capacity: 64L
* Fuel Type: Diesel
* ANCAP Rating: Five-stars
* Airbags: Front, Side & Curtain
* Safety: ESC with Traction Control
* Spare Wheel: Full-size
* Suspension: Double wishbone (F) / Multi-link (R)
* Cargo Capacity: 519L
* Tow Capacity: 1500kg (Braked)
* Turning Circle: 11.0m
* Warranty: Three years / 100,000km
* Weight: 1620kg (Tare)
* Wheels: Alloy 17 x 7.0-inch

Mazda 6

The new MZR-CD diesel engine in Mazda6 – and let’s hope Mazda3 as well – is an absolute pearler. It’s quiet, smooth, and economical beyond belief. If every Japanese car company made a diesel like this, the Europeans would be mortified – and worried beyond belief. With this engine in the Mazda6 lineup, why would you even look at the petrol version?

It shouldn’t be a surprise that Mazda’s mid-sizer has had the magic diesel wand waved over it. Volkswagen, Skoda, Peugeot and Citroen have been doing this for years. The difference here, of course, is this is a Japanese car. The Japanese diesels in Australia haven’t really been all that flash. Toyota’s 3.0-litre, Nissan’s 3.0-litre, Mitsubishi’s 3.2-litre; they’re all a bit rattly, coarse and unrefined in comparison with their European counterparts – the word tractor comes to mind.

This turbo-charged 2.2-litre, though, is a revelation. Making 136kW at 4000rpm, the peak torque of 400Nm begins at 1800rpm and continues through until 3000rpm. There’s the usual initial lag, but being a manual you can account for it, so there’s a 2200rpm usable power band. It’s easily harnessed by the slick six speed gearbox, with close-ish ratios, and the light clutch means it’s a pleasure to throw the shifter around.

There’s been a few complaints about the lack of an automatic, and although it’s understandable, it’s probably only needed to capture sales from those who’d only option an auto – the manual is all you’d ever need.

Mazda 6

Mazda Australia handed us the Wagon variant – there is a Diesel Sports Hatch as well – and although it’s still not as big as a Camry inside (even the Camry’s boot is bigger than the Mazda6 Wagon’s – 535 litres plays 510 litres) there’s enough room for most families, even those with older children. The shape of the wagon’s boot allows for higher loading, and the cargo blind, which can get in the way sometimes, can be easily removed.

Star Trekkers may be interested in the curious trim used throughout the cabin. Sure, it’s futuristic, but the “time-lapse night sky” feel is a bit odd. The neighbouring materials are very nice, though, with soft trim details and dashtop plastics that blend well. The wheel-mounted controls for the central information screen can take some getting used to, being less intuitive than necessary. The seats are comfortable, as you’d expect, and an ideal driving position is easy to find with plenty of adjustment on both  seats and steering wheel.

Mazda 6

The steering is nicely weighted, has good response and remains consistent throughout the lock, unlike the 6’s little brother the Mazda3. If there was a criticism, it would be that the ride is a little firm on broken tarmac, with a bit of jolting coming through. The pay-off, obviously, is the excellent handling on its 17-inchers at both low and high speeds. Combine that with decent brakes and you’ll find the Mazda6 is a dynamic performer.

But the reason you’d opt for this car over its petrol sibling is for fuel economy. The closest spec in petrol is the Classic Wagon. For a $1200 premium, you get 11kW more and, wait for it, 174Nm extra. The extra power for the extra money would be worth it alone, but with around town usage coming in at a tad under 7.0L/100km and an ADR figure of 6.0-litres/100km, it’s that fuel saving that makes it really worthwhile.

It’s this approach that sets Mazda apart. There are different schools of thought on how to spend less at the bowser, especially among mid-sized cars. Some manufacturers are opting for the most efficient petrol engines available. Others, like Toyota, are looking to the government for cash to spend on hybrid versions of existing mid-sizers. So if our tax is paying to save other people’s fuel bills, are we really saving in the end? An argument for another time, perhaps.

There’s another benefit with oil-burners. Mazda calls it “guilt-free performance”, referring to reduced CO2 emissions. The inherent thermodynamic efficiency from the diesel’s compression ignition means 30 per cent less CO2 is put into our breathing air. But the Mazda6 still offered brisk acceleration and punchy in gear performance – 8.5 seconds to 100km/h is moving in anyone’s books. No sacrifice there.

It’s not lacking in standard kit, either, with cruise control, dual-zone climate control, leather steering wheel, in-dash six-CD/MP3 and rain sensing wipers. The Mazda’s wipers are always alert, too, unlike some cars which need to have a bit of a kick start before the sensor picks up light rain.

The next step up is the Diesel Sports Hatch for $44,840 which gives you parking sensors front and rear, full leather interior, 18-inch wheels, electric front seats and premium Bose sound. Bearing in mind that Honda’s Accord doesn’t offer a wagon, hatch, or a diesel engine, if you want choice, Mazda’s got it covered. The surprise is that only five per cent of the Mazda6 range are diesel models. It should be a lot more.

Safety isn’t skimped on either, with six airbags, including two curtains, ESC, ABS and active front head restraints – certainly worthy of carrying the family.

Mazda 6

Probably due to household budgets being squished, the Mazda6 range didn’t sell as well as last year (around 1300 units less for the same time period) however it deserves to be seriously considered. It’s built well, it performs brilliantly, and it even looks smart doing it. There are plenty of rivals vying for attention, but with the brilliant MZR-CD engine, there’s even more reason to whack the Mazda6 diesel on your shopping list.

New Hyundai Getz Specifications:

* Engine: 1.6-litre DOHC four-cylinder (16-valve)
* Power: 78kW @ 5800rpm
* Torque: 144Nm @ 3200rpm
* Induction: Multi-point
* Transmission: Five-speed manual
* Driven Wheels: Front
* Brakes: Discs with ABS, EBA & EBD
* Top Speed: N/A
* CO2 Emissions: 148g/100km
* Fuel Consumption: 6.2L/100km claimed
* Fuel Tank Capacity: 45 litres
* Fuel Type: 91RON petrol
* ANCAP Rating: Four-star
* Airbags: Dual front & side
* Safety: ESC with Traction Control
* Spare Wheel: Full size steel
* Suspension: Strut(F)/Torsion beam(R)
* Tow Capacity: TBC
* Turning Circle: 10.0 metres
* Warranty: 5 year/Unlimited Kilometre
* Weight: 1100kg (Tare)
* Wheels 14-inch steel

Hyundai Getz

While the heady rush of buying luxury goods is hard to match, sometimes the generic brand value proposition is simply too good to ignore. If, at the end of the day, a product ticks all the basic boxes, do we really need the special packaging? Often the ‘because I’m worth it’ mindset does take second place to the logic of a great value deal.

Opting for the strongest value equation is a fairly easy choice when it comes to more dispensable, every day goods, but when it comes to a car, don’t we love something a little bit special?

While the Hyundai Getz is hardly synonymous with ‘luxury’ or ‘special’, it lures enough buyers to capture 17.4% of the light car market share (just 0.1% less than the top selling Toyota Yaris), with July year to date sales of 11,673 vehicles. The Getz should not to be ignored.

Housing a 1.6-litre, four cylinder engine, the Getz SX is no slouch on power within its segment. Producing 78kW at 5800rpm and a maximum torque of 144Nm at 3200rpm, the performance of the Getz is a nice match for its light body. Mated to a five-speed manual gearbox (also available in a four-speed auto), it shows a perky eagerness to perform and delivers a reasonable level of power through all five gears.

Hyundai Getz

On a road performance is pleasing, although the suspension is slightly rowdy on uneven surfaces – and yet the suspension was quick to diffuse the after-shock of vicious speed humps. There is also a fair amount of body roll to be felt through tight cornering – but for every day run-about duties, the Getz is a solid performer.

The manufacturer recommends 91RON fuel for the Getz SX and claims to achieve a combined cycle fuel consumption of 6.2 litres per 100 kilometres for the manual transmission (7.0L/100km for automatic). Our road test delivered a result of 8.6L/100km.

The claimed fuel efficiency figure of 6.2L/100km, plus combined cycle CO2 emissions of 148g per 100 kilometres gains the Getz SX a 3.5-star rating from the Green Vehicle Guide.

Light cars should equal easy manoeuvrability, but the heavy steering of the Getz kills any hopes of a nimble and agile performance. Even at slow speeds, tackling every day driving duties, the Getz is an effort to steer. This also makes parking a chore.

While the Getz puts up a good show in so many areas – perky engine, nice gear ratios and an eagerness to perform – it comes close to its limits in terms of power and overall dynamics when put to the test on up hill acceleration and high speed cornering, and as we’ve already said, its heavy steering is a complete turn off.

Driver visibility is very good, with good vision through all windows and the cars boundaries are easy to judge.
On paper, the Getz shapes up well, but the execution of the interior fit out is not cohesive. Flat sections of plastic and uninspired efforts sum up the interior design. It’s dated and lacks flash, leaving you with a definite budget feel.

Hyundai Getz

Overall ergonomics are average. The cabin is a bit pokey and offers minimal adjustability for the driver, including no reach adjust on the steering wheel, which makes it difficult to achieve that perfect, comfortable seating position, which in turn makes longer trips in the Getz not so great. It also involves a tedious amount of fiddling around to regain comfort after someone else has been in the driver’s seat.

Instrumentation, knobs, dials and ventilation outlets are all very basic in look and feel.

While the Getz does offer 60:40 split fold seats, its clunky split-fold system is heavy and awkward to engage, requiring several steps to complete. It does however reveal a nice flat load space in return for your efforts, proably why it sees service in many delivery applications.

The Getz shines when it comes to its audio fit out. The six-speaker stereo, MP3/WMA/CD, can be remotely accessed via controls mounted on the leather-wrap steering wheel. Add to this, Bluetooth phone connectivity and media streaming, USB and auxiliary ports, and the Getz SX scores full points.

Revealing good sound insulation, on a recent light car comparison, in cabin decibel readings see the Getz emerge the winner for least noise intrusion at 72.5dBA (the highest reading was 77.0dBA). Crank up the stereo system and you can barely hear the wind noise at freeway speeds.

Hyundai Getz

Second row passengers are blessed with large-base, comfortable seats and good visibility, but the centre seatbelt rudely protrudes from the side, to roof, to centre passenger in a fairly ad-hoc manner, as if it was an afterthought. The additional lock-in point required for this set up means there’s also another belt receptacle poking you in the backside.

The Getz has safety well covered, achieving a four-star ANCAP rating, and safety features include: electronic stability control; traction control; anti-skid braking system with electronic brakeforce distribution and driver and passenger active head rests. Driver and front passenger side airbags are an option.

View the Getz in isolation from its peers, and it presents as a cute and tidy little package; inoffensive and unassuming. Line the Getz up against its competitors and design standards appear worlds apart. The lacklustre looks of Getz flow inside and out, leaving an otherwise good performer with less than its fair share of attention.

Priced from AUS$13,990 for the base model (we tested the SX priced at $16,340), the Getz is one of the cheapest cars in its segment, to be matched only by the Toyota Yaris, which has an identical entry price for its base model.

With strong competition challenging its price advantage, just a few thousand dollars separate a range of light cars, the Getz leaves itself open to considerable scrutiny and spec for spec analysis.

When you consider the competition – Fiesta, Mazda2, Yaris, Swift – its basic design and cabin ambience (or lack thereof) leaves you questioning its true value. However, upon closer investigation of the Getz package, you may find yourself at a happy compromise. Unless of course aesthetic appeal is your top priority.

It seems like a complicated scenario involving many variables, but the sales figures suggest that in many instances, the Hyundai Getz prevails.

With 11,673 new car buyers likely to concur, the Getz should make it onto your short-list. It’s not like you have to tell anyone, unless of course, you plan to follow the trend and buy one. After all, being ‘on trend’ can be special in itself.

* Engine: 1975cc DOHC four-cylinder (16 valve)
* Power: 115kW @ 6200rpm
* Torque: 194Nm @ 4300rpm
* Induction: Multi-point
* Transmission: Four-speed automatic / Five-speed manual
* Driven Wheels: Front
* Brakes: Discs with ABS, EBA & EBD
* Top Speed: N/A
* 0-100km/h: 9.3 seconds (Man) / 10.5 seconds (Auto)
* CO2 Emissions (Combined): 186g/km (Man) / 187g/km (Auto)
* Fuel Consumption (ADR Claim): 7.8L/100km (Man) / 7.9L/100km (Man)
* Fuel Consumption (As Tested): 8.6L/100km (Man) / 10.0L/100km (Auto)
* Fuel Tank Capacity: 52L
* Fuel Type: 91RON Unleaded
* ANCAP Rating: TBC
* Airbags: Front, Side & Curtain
* Safety: ESC with Traction Control
* Spare Wheel: Full-size alloy
* Suspension: Strut (F) / Torsion Beam (R)
* Cabin Noise: 72dB @ 100km/h
* Cargo Capacity: 358L
* Tow Capacity: N/A
* Turning Circle: 10.8m
* Warranty: Five Year / Unlimited Kilometre
* Weight: 1273kg (Tare)
* Wheels: Alloy 17 x 7.0-inch

KIA Cerato Koup

the Cerato Koup draws much of its styling from the already attractive lines offered in its four-door sibling. However, in losing the rear doors and lowering the roofline (by 60mm), it has gained a sporty, sleek and slightly aggressive alternative to buyers shopping the hatchback arena.

There’s very little in the way of compromise either with the Koup evidentally as impressive in terms of quality as similarly priced Japanese rivals. Accomodation and equipment levels are also generous with the Koup being near identical on both counts to that of the up-spec Cerato SLi sedan, as currently on long term evaluation here at CarAdvice.

Sharing a common wheelbase of 2650mm with Cerato sedan, Koup boasts cabin proportions nearly mirroring those of its four-door counterpart. Rear head and shoulder room are slightly reduced but not so as you’d notice, the revision seeing a loss of 58 and 59mm respectively. By the same token rear legroom has also only decreased by a marginal 28mm. Entry and egress to the rear seat is a relatively ungymnastic affair though a release on the front seat shoulder might have been a nice idea.

Koup features the same sufficient level of storage compartments as per Cerato sedan offering a two-tier console box, roomy glove compartment, split-sectioned door bins, six cup holders (four front, two rear) and assorted oddment compartments all getting a look in. On the downside Cerato Koup omits height adjustable seatbelts for the driver and front seat passenger.

KIA Cerato Koup

In terms of decor it’s again a case of the familiar with Cerato’s unfortunately banal three-pod instrument panel making an unwelcome return. Refreshingly, the handsome centre stack is now accented by a glossy piano black fascia to compliment the monotone black interior. Subtle soft metal and chrome finishes punctuate the console and door trims to lend Koup’s cockpit a more up market feel.

As touched on a moment ago the feature list is quite strong considering the list price with the Koup offering striking black and alloy 17-inch wheels, front and rear foglamps, single-zone climate control air conditioning, cruise control, dusk sensing headlamps, rear parking sensors, leather wrapped steering wheel and gear shift knob, alloy pedals, power windows and mirrors, trip computer, remote central locking, MP3 compatible CD tuner with iPod connectivity and steering wheel mounted remote controls all as standard equipment.

The single-grade Koup will be joined by an up-spec model early next year, the Koup SE, that will offer larger alloy wheels, leather upholstery should you be chasing that extra touch of class.

Safety comes compliments of an impressive array of standard equipment that includes speed sensing door locks, dual front, side and curtain airbags, ESC with Traction Control and four-wheel disc brakes featuring electronic brake force distribution and brake assist. Three-point inertia reel seatbelts are fitted to all five seating positions with the front seats adding pyrotechnic pretensioners to the list. Although yet to complete ANCAP testing a four-star result akin to that of Cerato sedan should be expected.

KIA Cerato Koup

Up back a commodious 358 litre boot offers ample luggage space which can be increased by the 60:40 split fold rear seat. Conveniently the release mechanism for which are located in the top of the luggage compartment to negate the need for climbing in and out of the back seat.

Under the bonnet the Cerato Koup is powered by Kia’s free-revving, Theta II CVVT engine. Of ’square’ design (meaning bore and stroke dimensions are equal, in this case 86.0mm), this 2.0-litre four-cylinder unit develops a class-leading 115kW of power at 6200rpm while also managing a strong 194Nm of torque from 4300 revs.

A revised exhaust system featuring dual outlets offers the Koup a lower, more distinctive note under acceleration which I might add is quite brisk thanks to a recalibrated throttle response that sees 0-100km/h times of 9.3 and 10.5 seconds in the manual and automatic respectively.

When it comes to transmission choices the Koup offers a four-speed automatic or five-speed manual, and although neither choice is perfectly suited to the car’s stylistic intent I’d take the manual as a preference.

The reason? Simple: the ageing four-speed automatic feels a little lifeless and is slow to respond to subtle changes in throttle pressure. The result of this unfortunate situation is that the eager engine cannot be fully utilised, especially when modulating speed through corners where the transmission tends to overreact once prompted seeing a frenzy of excitement and noise before the desired result is achieved.

By contrast the only issues found with the manual box are a light clutch and slightly longer throw of the gearshift than is otherwise desirable.

Our real-world driving offers a vastly different result on the fuel-consumption front than the ADR fuel figure suggests, I would however hasten to point out that both car’s engines were very fresh with only 800km on the manual and 1300km on the automatic’s odometer at the time of testing, and if our long-termer is anything to go by, this figure should fall to a more acceptable figure over the course of time.

KIA Cerato Koup

Pleasingly the Cerato Koup is happy to run on regular 91RON unleaded meaning filling the tank should set you back around $65. For the record our week’s fuel consumption figures were 8.6L/100km for the manual and 10.0L/100km in the auto.

Sprung by a strut front / torsion beam rear arrangement, a 10mm reduction in ride height compared to the Cerato sedan means the Koup feels a little more taut through corners, a feeling validated by the inclusion of a thicker front stabiliser bar, stiffer shock absorber settings and increased steering rack ratio that provide a more tenacious yet accurate drive to compliment the car’s athletic appearance.

Although this has made for a slightly stiffer ride I wouldn’t say the Koup is overly firm or uncomfortable with enough compliance remaining. This allows relaxed cruising on country roads and cabin noise levels comparable to that of similarly priced four-door competitors (72dB @ 100km/h).

With great looks, competitive pricing and an outstanding five-year / unlimited kilometre warranty, Cerato Koup is a meritorious example of just how far the ‘cheap and cheerful’ Kia brand has come, and as such, is truly a worthy consideration to any one willing to exchange their badge snobbery for some seriously striking, reliable and affordable two-door motoring.

Jaguar XF Specifications:

* Engine: 2967cc DOHC V6 (24-valve)
* Power: 175kW @ 6800rpm
* Torque: 293Nm @ 4100rpm
* Induction: Multi-point
* Transmission: Six-speed automatic
* Driven Wheels: Rear
* Brakes: Discs with ABS, CBC, EBA & EBD
* Top Speed: 237km/h (claimed)
* 0-100km/h: 8.3 seconds
* CO2 Emissions: 249g/km (average)
* Fuel Consumption: 10.5 litres per 100km (ADR combined)
* Fuel Consumption: 11.8 litres per 100km (as tested)
* Fuel Tank Capacity: 70 litres
* Fuel Type: 98RON petrol
* ANCAP Rating: TBC
* Airbags: Front, side & curtain
* Safety: ESP with traction control
* Spare Wheel: Space-saver
* Cargo Capacity: 500/923 litres
* Tow Capacity: 1850kg(braked)
* Turning Circle: 11.5 metres
* Warranty: Three year/100,000km
* Weight: 1679kg (tare)
* Wheels: Alloy 18 x 8.5-inch

Jaguar XF

Boasting sleek flowing lines, rich, deep paint work, just enough chrome trim, and a rear end that wouldn’t look out of place on an Aston Martin, the Jaguar XF is certainly a looker, well except perhaps for the questionable styling of its headlamps.

For most prospective buyers that’s about where any thoughts of owning an XF begin and end, which is a shame really, for it’s my opinion that the big cat is just a little more unique and less comformist than its German rivals, though not without a hint of ostentacious imperial flair.

The looks grow on you, they truly do, and when you start to allow yourself more than a passing glance, you begin to understand where designer Ian Callum was coming from.

Yes, it’s alarming I know, but I can assure you that I am being quite sincere, I really do love the styling of the XF, but after a week behind the wheel would I stand by my decision to choose the Jaguar – and its premium price tag – over one of the Bavarian big boys?

At a claimed 8.3 seconds for the 0-100km/h run the 3.0-litre petrol powered XF we tested this week is hardly a rocket-ship, but in saying that, it’s not exactly slow either.

Jaguar XF

Developing 175kW at 6800rpm the car’s 1689kg tare weight is certainly evident, but despite this the free revving, fantastic sounding V6 is surprisingly capable, delivering both smooth and confident acceleration.

Jaguar XF

Similarly torque isn’t exactly a strong point in with only 293Nm available at 4100rpm. Fortunately though the Sachs ZF six-speed automatic makes short work of any downfall here by keeping the drive to the rear wheels live and positive through even the most trying of situations.

To extract the most from the car however I would definitely recommend making use of the steering wheel mounted paddle shifts, sports mode, or both. Combined they make the transmission sing when under pressure, an absolute delight, and best of all help the XF return, on this occasion at least, a weekly fuel consumption average of just 11.8 litres per 100km.

Underfoot the big cat is very well balanced, though not without a touch of body roll when cornering at full tilt. The ride is smooth and settled with the suspension managing an excellent job of providing a complaint, confident feel at speed, even if some may find it a little firm.

Bends are tackled effortlessly with sharp, responsive steering providing ample feedback while at the same time remaining appropriately weighted for the vehicle’s luxury orientation.

Jaguar XF

Braking however, though quite well sorted technically, does lack that initial bite found in XF’s German rivals, but once familiar with the more progressive pedal, you will find stopping to be a sorted and sure proposition backed with the reassurance of all the expected electronic nannies.

The XF’s quiet cabin is elegant and simple, almost disguising the sophistication of the technology in constant use behind the scenes. All controls are logical and completely user-friendly with the touch screen system being easily one of the best I’ve yet experienced – provided you’re at a standstill.

Proportionally generous the seating is both comfortable and supportive offering an excellent driving position made all the more enjoyable by the surroundings of supple leather, polished alloy and real woodgrain that meld seemlessly to encompass a feeling of heritage in what is otherwise a modern, light and enjoyable space.

The rising gear shift, heartbeat starter button, handshake vents, push button glovebox, illuminated sill panels and touch sensitive overhead lighting are also a nice touch of modernism, even if they are only a gimmick.

Jaguar XF

On the downside however I did find the stereo poor of tone considering the XF’s price and the headlamps rather weak both in low and high-beam. There are also no seat heaters in standard form and the trip computer resets itself each time you switch off the ignition.

Fortunately some of these faults can be remedied by upgrading (for an additional charge) at the time of sale, though when you consider just how much kit some of Jaguar’s rivals offer at a lower price, it is these trivial items that could be a potential deal breaker.

I was also a little disappointed at the fit of some interior panelling and the slight plastic rattles evident from the dashboard and door trims, though this could be chalked up to “press-car-itis”.

In terms of cargo space the XF offers 500 litres in standard form which can be expanded to 923 litres with thanks to 60:40 split fold rear seats and can also tow up to 1850kg (braked).

A full house of airbags, ABS with Cornering Brake Control, Electronic Brake Assist and Brake Force Districution are all on board to keep you safe as are Electronic Stability and Traction Control.

At the end of my week I must say that although I am still besotted with the XF’s styling, and a great fan of it’s smooth drive and simple sophistication, I can’t help but feel the RRP, questionable trim fit and frightfully steep options pricing do leave me wondering why this base model starts at some $30K more than its nearest rivals, and for that reason alone, it’s three-and-a-half out of five from me.

Jaguar XF SV8 Specification

• Engine: 4.2-litre V8
• Induction: Supercharger
• Power: 306kW @ 6250rpm
• Torque: 560Nm @ 3500rpm
• Transmission: Six-speed automatic with paddle shift
• Brakes Front: Ventilated front discs 355mm x 32mm
• Brakes Rear: Discs 326mm x 20mm
• Driven Wheels: Rear
• Top Speed: 250km/h (limited)
• 0-100km/h: 5.4 seconds (claimed)
• Fuel Type: 98RON
• Fuel Tank Capacity: 69.5-litres
• Fuel Consumption: 12.6-litres/100kms
• Safety: Front and side airbags (driver and front passenger), side curtain airbags, ABS, Cornering Brake Control (CBC), pedestrian contact sensing, front seat whiplash reduction system
• Spare Wheel: 18-inch space saver
• Turning Circle: 11.1
• Warranty: 3 years/100,000km plus 24 hour roadside assistance
• Weight: 1842kg
• Wheels: 20-inch alloys

Jaguar XF

Jaguar needed to pull a rabbit out of the hat with its replacement for the retro-styled S-Type or things would look rather shaky about now.

Ian Callum, Jaguar’s design director has had a lifelong ambition to return the “Cat” to its past glories, when it was unrivaled in automotive design producing some of the most beautiful cars in the world. Think Mark 2, early XJ series and the famous E-Type, which still looks the goods 45 years on.

Under enormous pressure, Callum and his team have pulled it off. Jaguar has produced a car that set’s a new class benchmark and offers buyers a worthy alternative to the proliferation of ‘made in Germany’ fare.

I’m not saying the XF is perfect, because its not. The front light assembly doesn’t quite work for me; it’s a bit ordinary when compared with every other aspect of the car’s styling, which is damn near prefect.

But after a few minutes behind the wheel of the XF SV8 you won’t give a toss about the front light assembly, at least I didn’t.

One thing that hasn’t changed over the years is that you sit deep into a Jaguar, giving you that sense of ‘one’ with the car. It’s an unusual trait for a four-door sedan, generally reserved for purebred sports cars from marques such as Porsche, Ferrari or Lamborghini.

While I might have expected more all round bolster in the front seats, especially in this rocketship version, they are incredibly comfortable and hold you in place even when pushing hard through some quiet country S-bend sections, but I’d still like more bolster.

It’s not only the seats, Jaguar has leapfrogged its fiercest rivals when it comes to interior design with kit such as the revolutionary JaguarDrive selector, which rises out of the centre console into the palm of your hand the moment you hit the pulsating start button.

I wouldn’t call it a gimmick either, it’s very intuitive and very quick to change drive modes, just twist!

And at precisely the same time, the air-conditioning vents rotate open in the flush metallic fascia like a well-rehearsed team of synchronised swimmers. It’s quite a treat to watch and suitably impressive for any passenger.

Trying to find the interior light switches at night won’t ever be problem in an XF, just swipe you hand across the light diffusers above your head and presto, they light up.

Jaguar XF

It’s a similar scenario with the touch button for the glove box although, I note that my colleague in Perth Karl Peskett, who recently reviewed the V6 petrol XF, could only get it to function after repeated attempts, but I had no such issue and found it a joy to use.

You’ll notice the minimalist approach to switchgear throughout the cabin, that’s due to the superb, extra-wide, 7-inch touch screen, which controls most of the necessary in-car functions and thankfully, requires no reference to the user manual whatsoever.

It’s particularly good if your music is on an iPod as you can scroll through individual songs, playlists, artists or albums with consummate ease, and to think that some manufacturers still supply cassette decks. What on earth are they thinking!

The piece de résistance in the XF entertainment department has to the Bowers & Wilkins 440W sound system. If this is not one of the best in car audio units on the planet then I am tone deaf in both ears.

What’s more, its standard kit on the SV8, which I happen to think, is utter madness as other manufactures charge thousands extra for audio systems not half as good as this.

I could rave on further about how much I like the interior in the new Jaguar with its real wood veneer, clean styling and every conceivable luxury item known to man, but this being the XF SV8 and the hot rod in the line up, with 306kW and 560Nm, there are more urgent things to report.

From the moment you hit the starter button there’s a faint hint that something special lies under the bonnet of this XF

The compression ratio is different for the SV8 or it maybe that I am anticipating the almost instant thrust available courtesy of the rotor-type supercharger, but there’s no doubting that this is the “hot” version.

Does it go? Yes, like a scalded cat (pardon the pun) and then some. I opened it up on a nice quiet section of road and whoosh – there’s no need to quantify Jaguar’s claim of 0-100km/h in 5.4 seconds. If anything, I would have said it was quicker than that.

Jaguar XF

Once the rev counter nudges 2000rpm, you are aware that 86 percent of max torque is pulling you along, but keep your foot planted, and all 560Nm will come on song at 3500rpm, then you’re really moving!

Its not just the car’s performance that impresses but more how refined the power delivery is. It’s so quiet around town that at low revs you can barely hear the warmed V8 ticking over. Its every bit as quiet as the Lexus GS460 and that is some call.

That’s not to say that the boffins at Jaguar have forgotten about the importance of engine note in a car like this, they haven’t.

Twist the drive selector to Sport, punch the right pedal and you’ll be rewarded with chorus of V8 power and supercharger performing in perfect harmony. The problem is you will want to listen to this cat’s growl over and over again.

It gets better, stay in “Sport” setting but hit the button with the chequered flag symbol (that engages the dynamic mode), and you are ready for business with gear ratios held to near redline before shifting up. If you want to completely disable the DSC, then that’s fine too, the chassis will beg for it.

Braking is particularly brilliant. It’s not overly grabby like some of its Euro rivals and pedal pressure and progression is as good as it gets. Brake hard and there’s also very little front nosedive.

Whilst I’m a massive fan of Volkswagen’s double clutch gearbox (DSG), it is nowhere near as smooth shifting as what Jaguar have employed in the XF. For an old school six-speed transmission, shifts are astonishingly smooth and fast. Engage the super quick paddle shifters and you could enter Targa Tasmania in a stock XF SV8.

These guys have also got the steering almost perfectly weighed on the XF. Wonderfully meaty on centre, which loads up nicely on high-speed bends and switchbacks, but is also comfortably light for city parking duties.

The odd thing is though, that although the XF is a large sedan capable of carrying five adults, behind the wheel, it drives more like a coupe. There were times I completely forgot that I had four doors, such is the superb handling characteristics of this car.

Class leading torsional rigidity is one reason and the SV8’s sophisticated CATS (Computer Adaptive Technology Suspension) shared with the XK Coupe, is another.

It’s a complex damper management system, which electronically adjusts the shocks within milliseconds depending on road surface and driving style. This is easily one of the quickest acting systems with which I have ever driven.

The balance between performance and comfort is simply extraordinary. You can keep pushing the car’s limits seemingly without any nasty side effects.

Not only will the car power into and out of corners with rock solid stability, there’s rarely any loss of traction while doing so. Moreover, the ride is always comfortable despite the huge 20-inch wheels and low profile tyres.

Jaguar XF

For a car that handles this well, I expected potholes and other tarmac imperfections to move the XF around a little, but there’s none of that. Any hole in the road is utterly neutralised by the SV8, allowing it to hold a steady line through fast moving corners, no matter what the road surface is like.

Jaguar XJ6 D specifications

Engine: 2.7 Litre twin turbo diesel with intercooler
Power: 152kW
Torque: 435Nm
0-100km/h: 8.2 seconds
Top speed: 225kph
Fuel tank: 85L
Fuel consumption (combined): 8.1 L/100kms
Kerb weight: 1659 kg
CO2 emissions: 214g/km (low)
Drive: Rear wheel drive
Turning Circle: 11.7m

Introducing the 2008 Jaguar XJ6 D. This is proof that Jaguar is still building great looking cars only this time it’s a diesel.

A Jag is unmistakeably a Jag whether you are into cars or not.

Jaguar XJ6

Apart from the overall shape remaining eerily similar to the original XJ6, which began life in 1968, it’s hard to miss the leaping Jaguar immortalised on the bonnet of the car.

There’s something quite special about driving a Jaguar too. It’s as if drivers around you are a little protective of the old girl. Time and time again, when merging into one lane (you know how it is in Sydney) a space miraculously opened up for the car, instead of the usual one finger salute and simultaneous lane blocking tactics, which appear to be mandatory practice in Australia these days.

For the first day or so, behind the wheel of the XJ6 D, I was content to amble around at limo slow speeds and soak up my fellow drivers admiration of the car.

But one thing Jaguar’s have never been is slow and I needed a change of pace.

Lurking beneath the bonnet is a seriously capable 2.7-litre V6 twin turbo diesel, that won’t quite fly you to the moon, but it will get you to where you want to go – quickly.

Jaguar XJ6

It’s no fat cat either. The XJ6 D like all XJ models has a body made entirely of aluminium, which keeps its weight down to a class leading 1659 kilos. That’s significantly lighter than the best from Germany.

Power from this engine is a modest 152kW, which pairs up nicely with a not so modest 435Nm of torque. If you compare this engine to the 3.0 Litre V6 petrol powered car, the diesel is way out in front.

Although maximum power for the 3.0 litre six is 16kW more than the diesel, that power is not on song until high up in the rev range at 6,800rpm. The diesel on the other hand is reaching the high notes at 4000rpm. Far more useable and a lot more fun!

But the really useful number is 1900rpm. That’s where you get all 435 Newton metres coming into play.

I know this engine well. It was a Ford/PSA joint project that produced what remains one of the finest diesel engines in the world today. Peugeot dropped it into their flagship 407 SV HDi and more expensive 407 Coupe for good reason!

I’ve got to say though; I was more than a little curious as to how Jaguar would handle diesel power in one of its flagship sedans. After all, the XJ series Jags are renowned for blending refinement and driveability in a luxury package.

Jaguar XJ6

I’m not saying that the 2.7 litre twin turbo isn’t refined, because it is. But is it refined enough for a Jaguar engine bay?

Over 1500rpm you won’t be able to pick this Jag as a diesel powered car. Sounds more like a well sorted six. But on start up and at idle, slight diesel clatter is evident but that’s the case with ALL premium oil burners these days, including those deployed across the German marques. It’s probably the one and only remaining advantage for petrol power, given the responsiveness of twin turbo diesels.

No offence to Peugeot, but the Jaguar is by far the quieter ride of the two cars using the same engine. And so it should be, at nearly three times the purchase price.

Jaguar XJ6

There are a few well-engineered reasons for that. CATS (Computer Active Suspension System) automatically lowers and levels the suspension on the Jaguar, providing a soft ride when cruising or a body roll free experience when you want to get moving in the twisty bits.

The idea that a large and luxurious car could be thrown into a corner as though it were a Lotus sports car was invented by Jaguar and the other brands have since followed suit.

The XJ6 D keeps that concept well and truly alive. Grip and balance through high-speed bends is remarkable. You can still drive these cars like a genuine Sports GT.

While the ZF six-speed auto transmission provides almost seamless shifts as you so rightly expect in a flagship Jag, I am not a fan of the traditional J-Gate shift selector. It’s old fashioned and time to move on.

Cabin noise inside the diesel cat is class-leading quiet. Squeeze the throttle, and the XJ6 D powers up with just a hint of subdued growl. Nice.

Jaguar has taken noise suppression to new heights on this car with special acoustic absorption on the underside of the bonnet, airtight seals between the engine and the bonnet and a double skin bulkhead structure.

And that’s not the half of it. Even the glass is acoustically laminated so as to reduce traffic noise etc.

When you buy a Jaguar XJ, you expect superior ride quality. That’s been a core brand value of the company, forever. It simply doesn’t matter that it’s a diesel. Buyers will expect Jaguar to have dealt with the fact that diesel engines generate higher levels of vibration than petrol engines. And they have.

If you purchase an XJ6 D, you will be driving in the only car in its class, to have electronically controlled active engine mounts, which cancel out 90% of engine vibration at idle as well as those from poor road surfaces.

It’s not Jaguar specific though. Similar systems operate on board the Hyundai Veracruz (large SUV currently on sale in the US), Lexus RX350 and the current Toyota Camry.

I’d have to say that my favourite in the XJ series cars would be the 291kW 4.2-litre supercharged petrol V8 in either the XJR or Super V8 specs which both look superbly aggressive. If James Bond ever got married and had a family, he would drive a Super V8 LWB.

But there’s a problem with the supercharged eights. Fuel. An insatiable thirst for the stuff. I suppose it doesn’t matter to some but the only wealthy folks I seem to know guard every dollar as though it’s their last!

Jaguar XJ6

That’s why the XJ6 D, which will run the 0-100km/h sprint in 8.2 seconds while sipping the heavier brew at the rate of 8.1 litres/100kms, makes sound economical sense to these folks. And for the record, the Jaguar XJ6 D may just be the world’s most economical luxury saloon.

And don’t think for one minute that the entry-level diesel fuelled Jaguar doesn’t come well sorted with luxury kit. That inventory, is simply too vast to itemise here in this review, but here’s the A-list;

19-inch alloys, Park Distance front and rear, Driver and passenger electric seat, electrically adjustable steering column, Satellite Navigation, Bi-Xenon headlamps (that’s high and low beam), Automatic Headlights on/off, DVD video, Metallic Paint, Electric Park Brake, Power adjust foot pedals, Power door mirrors with power, Electric anti-glare rear view mirror, Electric sunroof, Two-zone climate control, 6-disc CD stacker with digital sound processor and a whole lot more!

The interior is just what you expect from an English luxury carmaker. Acres of beautifully polished burl walnut trim and sheets of high quality leather, which smells divine.

The English do wood and leather like no other carmaker. They have no peers.

At this stage the XJ6 D is only available in the Short Wheel Base body, which is fine if you’re six-foot, and under. Anything over that and legroom may be compromised.

Both front and rear seats rate high on my comfort chart while the boot is substantial but quite shallow.

It is beautiful. Yes, very beautiful to behold. Ian Callum deserves a huge pat on the back for this one. But is it the automotive equivalent of the proverbial bimbo? Very easy on the eye but with no personality and substance to back it up?

The Jaguar XK had been a long time coming. After numerous concept cars, showing us the direction that Jaguar was heading, finally pen was put to paper and the result is stunning. After the Aston Martin DB9 and V8 Vantage, this is arguably one of the world’s best looking cars.

In fact, in May 2006, Ian Callum received the Jim Clark award for his work on the XK. That is the second Jim Clark award he has received – the previous was awarded for his design on the DB7 – and makes him the only twice honoured recipient of the award.

Pen and paper, clay models, computer images – all easy stuff for manufacturers. When the car is to be made in aluminium, however, challenges are plentiful. Russ Varney, Chief Programme Engineer explained that “as a team we worked from day one to ensure that the all-new XK delivered on every target set for the vehicle.

In the case of the aluminium monocoque body structure, it delivers great advantages in terms of weight and strength.” It still seems heavy at 1595kg, but then it’s not exactly a stripped out track-day sports car. It still has lashings of leather, a hand stitched dashboard and centre console, plush carpeting and a spare wheel (albeit a space saver). And that all adds weight.

Jaguar XK Coupe

The weight doesn’t seem to affect the handling too much. The distribution is fairly even, being a 52/48 split front/rear. When turning quickly into a low to medium speed corner, the front resists the change with initial understeer, but keep your foot buried – with the DSC off, of course – and the rear pushes through to induce oversteer, which is easily contained with a quarter turn of opposite lock.

In fact, on a track this car can be a lot of fun, with drifting there for the taking. There’s a bit of wheel twirling going on, but for the most part, it’s predictable and controllable.

When you decide to calm down a bit and not wear out the tyres, it flows from apex to apex very smoothly. It’s balanced, with the only blot being the lack of feel from the steering. Although accurate, it’s too light for a sports tourer, but it does load up a bit at higher speeds. The steering wheel itself is lovely to hold, but could do with some ergonomic supports or some ribbing for you fingers to sit on, behind the wheel itself.

Jaguar XK Coupe

Interestingly, an option is to have a heated wheel. The small touch-paddles mounted onto the wheel itself, give excellent control, with near instant gear changes. It won’t let you hit the rev-limiter though, but of course, Jaguar would say that is there to save the engine. Full-throttle upchanges from the ZF six-speed box are seamless, and even in daily driving the ‘box responds willingly and smoothly. It’s a great match to the engine, which is essentially a carryover from the last XK.

With a power output of 224kW at 6000rpm and 420Nm of torque at 4100rpm, it is a slightly peaky engine. 85 per cent of torque is available from 2000rpm to 6000rpm, but it certainly pulls a lot harder from 4000rpm all the way to the redline. And gulps down the premium unleaded doing it too. I would have expected a bit better economy from a small V8, but then, buyers of a car like this are hardly worried about fuel prices.

Jaguar XK Coupe

But it’s disappointing in its acceleration. I mean, just look at it. It seems to be going a million miles an hour just standing still. Yet it still can’t crack the 6 second barrier from 0-100km/h. Poor form…

The test car came with 16-way adjustable seating, which was comfortable, supportive and allowed you to find the ideal driving position. The rear seats however… well, you have to ask, who designs these things? I don’t envision a mass of legless Jaguar interior designers (except on a Friday, down the pub) getting around.

A friend’s 12 year old son managed to contort himself into the seat, but then couldn’t fit his feet onto the floor. He had to lay across the two seats with feet on the cushion of the seat opposite (shoes off, naturally). What’s worse, is that the seatbelt goes from the centre out to the side of the car, making a medieval rack seem like a back massage. Please Jaguar, just give us more boot space or luggage space behind the seats and dispense with the ridiculous “+2″ designation.

For the front passengers, leg room and head room are fine. In the middle of the dash is the sat-nav and vehicle settings which is wonderfully designed with tough-screen capabilities. There’s plenty of detail and a myriad of settings for the techno-geek in anyone, but it’s much, much easier to work through than BMW’s stupid iDrive. The satellite navigation is also one of the best I have encountered, being continually accurate, even in tight city confines.

The adaptive damping with the clever acronym CATS (Computer Active Technology Suspension) seems to work reasonably well with a nicely controlled ride, until you hit a sharp ridge or bump. It can be caught off guard by some of our local roads and then crashes slightly. Bear in mind though that the test car rode on Senta 20 inch wheels, which don’t exactly make it easy to get the best ride, so maybe the standard 18s would fare better.

Jaguar XK Coupe

Tyre noise was also quite good with only a mild roar on coarse-chip bitumen, however tramlining is quite apparent. The brakes are very good, with excellent feel and the ABS holds off until absolutely necessary. Linked with the steering is also an adaptive headlight system which self levels and points around corners. So there’s plenty of technology apart from the outdated engine.

Think about the pedestrian bonnet deployment system. The front bumper has sensors behind it, which in the event of an impact with a pedestrian, set off pyrotechnic charges. This lifts the rear edge of the bonnet up enough so that the unfortunate soul doesn’t end up being speared by hardpoints in the engine bay. The shape of the car also acts as a wedge, meaning the impactee may be carried over the car. It’s probably safe to say that I couldn’t find a volunteer to try it.

The sensors are also apparently smart enough to recognise the difference between a pedestrian and a concrete bollard. Again, I didn’t try that either. By including this system in the XK, Jaguar is one of the first manufacturers to meet Phase One of new European safety legislation. Of course, that means that it costs more to produce. Which brings me to the cost of the car.

A starting price of $199,900 gives the impression that you get a lot of car for the money. 4.2 Litre V8, all aluminium coupe body, touch screen Sat-Nav, leather interior, 6-speed automatic with paddle shift, rear wheel drive – it all seems like an impressive package. It sort of is, but that price tag still looms large in my mind. When you can get an Audi RS4 for $30K less, which trumps the Jag on quality, practicality, acceleration, braking, power, handling and even fuel economy, it just seems like you are paying for the badge.

And then there’s the resale/depreciation woes. Plus, if you pay just a little bit more, you get the XKR, whose engine makes it all seem worthwhile. Of course, your $200K is buying you a car which is far, far superior to the old XK and the RS4 isn’t quite as good looking (in traditional proportions). But is that enough? When you’re out driving the XK, and you get the stares and wonderment that come from onlookers, maybe.

To illustrate: After having a hankering for some fast food, we made our way through the tight driveway of the local golden arches. Upon emerging from underneath the sheltered drive-through, three young boys riding on their BMX bikes looked on in amazement.

The Jaguar XKR isn’t so much a car as it is an emotive experience – from approach, right through to the drive. Jaguar’s lifelong affinity with racing can be dated back to the ‘50’s with the C-type sports car. Over the years, the brand has evolved to cater for the needs of a large cross section of punters, ranging from those after luxurious appointments, right through to those looking for road-tearing performance.

Climb inside and behold lashings of carbon fibre and precise attention to detail, this is what the Jaguar experience is meant to be. Hit the starter button and this seemingly sedate cat fires to life. A bevy of electronics and controls are piloted through the LCD touch screen located on the dashboard.

Getting used to the Jag’s size takes a bit of time. The driving position is quite low, which is great for enthusiastic driving, but can become tedious in tight car parks or when trying to battle peak hour traffic. Forward and sideward (not to be confused with ‘sideways’) visibility is good for a convertible.

Line up a set of corners and prepare to be stunned – and that’s being modest. In-line with Murphy’s Law, it rained the entire week I had the drop-top XKR, none the less I was keen to give it a shot through one of my regular test routes.

Jaguar XKR Convertible

Although the XKR is a sedate mover on the highway, everything changes the second you shift the gear lever into the ‘Sport’ position. The ZF Sachs 6-speed cog box does an absolute stellar job of taming the XKR’s supercharged V8. After a few minutes of monitoring the driver’s inputs, the gearbox literally reads the driver’s mind. Every time I jumped on the anchors for a corner, the gearbox was on the ready to grab a lower gear for the exit of the corner.

Jaguar XKR Convertible

With a starting price of $249,900, the XKR convertible isn’t cheap. But, take into consideration that BMW’s M6 Convertible costs nearly $50,000 more than the Jag. Mercedes’ SL500 also costs around $50,000 more than the XK-R – making the Jag considerably good value in comparison.

After opening the forward facing bonnet, a 4.2-litre, supercharged V8 bears itself. At 6250RPM the screaming V8 produces a walloping 306kW, while at 4000RPM; the maximum torque of 560Nm is reached.

XKR standard features include: 20” Senta alloy wheels; cruise control; electric windows and mirrors; auto dimming rear vision mirror; heated seats; electronically adjustable driver and passenger seats; dual zone climate control; electrically adjustable steering wheel; front and rear parking sensors; adaptive bi-xenon headlights; tyre pressure monitoring system; leather seats; premium sound system with 6-disc CD changer; auto headlights and windscreen wipers; satellite navigation; Bluetooth functionality and keyless entry and start.

Suffice to say – Jaguar’s new XKR is no pussy. The long-lived Jaguar stereotype of cardigan wearing chaps couldn’t be further from the truth when it comes to this potent mix of power and ability.

The XKR takes what is an impressive car – the XK – and turns it into a nose-bleeding lout which relentlessly outdoes any misconception one could possibly have about the Jaguar brand. Although I haven’t driven the BMW M6 Convertible, or the Mercedes SL500, both would have to be pretty damn special to even consider spending the extra $50,000. I think it would be difficult, actually…make that very difficult to improve on the XKR Convertible’s proposition.

Jaguar XKR Convertible

The new Jaguar XKR is a car that will most certainly not grow long in the tooth any time soon.

New Land Rover FreeLander 2 Specifications:

* Engine: 2179cc four-cylinder
* Power: 118kW @ 4000rpm
* Torque: 400Nm @ 2000rpm
* Induction: Turbocharged
* Transmission: Six-speed manual
* Driven Wheels: All-wheel-drive
* Brakes: Four wheel disc brakes
* Top Speed: N/A
* 0-100km/h: 11.7-seconds
* CO2 Emissions: 179g/km
* Fuel Consumption: 6.7-litres/100km (ADR combined)
* Fuel Consumption: 6.37-litres/100km (As tested)
* Fuel Tank Capacity: 59-litres
* Fuel Type: Diesel
* EuroNCAP Rating: Five star
* Airbags: Six airbags
* Safety: ABS brakes with EBD and BA. ESP.
* Spare Wheel: Full size spare
* Cargo Capacity: 1670-litres (rear seats down)
* Tow Capacity: 2000kg/750kg (braked/unbraked)
* Turning Circle: N/A
* Warranty: Three-years/100,000km
* Weight: 1775kg
* Wheels: 17-inch alloys with 235/65R17 tyres

Land Rover FreeLander 2

While this Freelander 2 may look like any other Freelander2 on the road, there are some inherent differences – most of which lie under the skin.

The TD4.e is Land Rover’s attempt at being green. Its gone against the grain of hybrid technology and stuck with diesel, opting for a manual gearbox and stop/start technology.

I wasn’t convinced though, so when Land Rover offered CarAdvice the first road test in Australia, I jumped at the chance to give it a shot.

Well, first thing’s first. Aside from the Defender, Land Rover doesn’t offer a manual gearbox in Australia on any of its vehicles. I then had the impression that the gearbox might be a bit ordinary, considering its lack of ‘experience’ in the field of passenger vehicle gearboxes.

Jumping out of our long term Proton Jumbuck, which requires half a foot of clutch travel, and into the Freelander2 TD4.e is a shock to the senses. The clutch has a very short uptake and is as sharp as a tack when it grabs.

Once you get used to the clutch though, you get a chance to experience the tight gearbox. If you weren’t in an SUV, you’d think you were in a sports car, such is the fluency and accuracy of the gear shifts.

Land Rover Freelander 2

So let’s quickly run through the technical aspects of the system. In a nutshell, the car will switch the engine off when yu stop and come back on when you set off again. I can already hear you screaming about the starter motor, Land Rover has that part sorted.

An up-rated starter motor has been fitted to the TD4.e, with the grease seals enhanced and a new hard wearing copper-tungsten contact material to increase wear resistance with the starter solenoid.

In addition to the revised starter motor, Land Rover has introduced a dual mass flywheel friction plate, which is meant to increase refinement at start, stop and at low speeds.

The first time the engine switches off at the lights, it gives you a bit of a start as you can feel it switch off and it kind of feels wrong to be sitting there with the engine off.

After a week of driving though, you start to question why all cars don’t do this. Aside from auxiliary functions like the alternator and air-conditioning, there’s no reason the car should remain running while stationary in traffic.

Can you imagine how much of a difference this type of technology alone would make to the planet if all cars were equipped with it?

Land Rover FreeLander 2

Anyway, I’ll get off my eco-horse and move right along.

People do look at you strangely when it switches off next to them with their window open. They think you’ve stalled, or you’re being a massive tight wad. It’s also a bit annoying when the car switches off and seconds later you need to move off again, it just seems like unnecessary stress on the engine’s components.

Land Rover claims a 20 per cent saving on fuel and carbon emissions with the stop/start technology.

Here are my findings: 878km from 56 litres of fuel, and by my calculations, that’s about 6.37-litres per 100km. The regular TD4 Freelander2 achieves a combined 8.5L/100km, making our achievement a 25 per cent fuel efficiency gain.

Land Rover FreeLander 2

To me, that’s a remarkable figure, especially when you consider that producing this technology has a negligible impact on the environment in comparison to a conventional hybrid, which may make up for emissions by running on batteries, but seldom makes up for the carbon cost of producing and destroying batteries.

At the core of the system is Land Rover’s 2.2-litre, four-cylinder, turbo-diesel engine. It produces 118kW and a staggering 400Nm of torque. While it pulls very well in any gear, the Freelander2’s weight of 1775kg is the entire package’s only limiting factor.

The Freelander2’s suspension overcomes the harshness of its off-road tyres and soaks up everything the road has to offer. Although it won’t corner like a sports car, the suspension’s compliance makes the body roll controllable and a non-issue.

While the Freelander2 is great on-road, you can only call it remarkable off-road. You may recall our three stage report on Land Rover’s cross Australia journey. The stand out car was the Freelander2 which was able to single-handedly traverse each and every sand dune thrown at it.

The Freelander2’s more than capable four-wheel-drive system has a Terrain Response knob that allows on the fly selection of various 4WD modes, these in turn tailor the 4WD system for the type of terrain the vehicle is traversing.

The vehicle’s 210mm ground clearance and 500mm wading depth make it a model SUV for mild off-road driving.

The TD4.e is placed as an entry level model in Land Rover’s range, priced from $45,590, but entry level pricing doesn’t mean entry level equipment levels though.

Standard fitment includes: dual zone climate control; electric windows; electric mirrors; folding mirrors; rear parking sensors; automatic windscreen wipers; automatic headlights; front and rear fog lights; 17-inch alloy wheels; full-size spare wheel; cruise control and CD player with six-speakers and MP3 capability (with AUX jack).

Inside the cabin, a spacious interior allows enough room to carry five passengers in relative comfort, while catering for 1670-litres worth of storage space with the rear seats folded down.

The Freelander2 is a premium SUV that drives and feels like a road-going sedan. It’s capable at climbing almost any hill thrown at it and has enough interior room to cart passengers and cargo.

Better still, Land Rover has now produced its most fuel efficient vehicle, while steering clear of hybrid technology, which, let’s face it, won’t stand the test of time if battery technology doesn’t improve.

At just under $46,000, Land Rover has a real gem on their hands and it’s a car that I can’t recommend highly enough. It was hard to pick a fault with the Freelander2

Land Rover FreeLander 2

An automatic variant of the stop/start technology will follow in the months to come, but until then users are stuck with a six-speed manual gearbox, not such a bad thing considering how smooth the gearbox is.

If you’re in the market for a super frugal, sub $50k SUV, look no further. The Freelander2 TD4.e is your only choice.

Range Rover Sport Specifications:

* Engine: 3.6-litre V8 diesel
* Power: 200kW@4000rpm
* Torque: 640Nm@2000rpm
* Induction: Twin turbocharged
* Transmission: Six-speed automatic
* Differential/Driven Wheels: Elec Centre & Rear/All
* Brakes: Ventilated Discs front and rear, Brembo calipers
* Top Speed: 209km/h
* 0-100km/h: 9.2 seconds
* 0-400m: Not tested
* CO2 Emissions: 294g/km
* Fuel Consumption: 11.1-litres/100km
* Fuel Tank Capacity: 84-litres
* Fuel Type: Diesel
* ANCAP Rating: N/A
* Airbags: Six
* Safety: ABS, EBD, DSC, TC
* Spare Wheel: Full size
* Tow Capacity: 750kg/3500kg (braked/unbraked)
* Turning Circle: 11.6m
* Warranty: 3 years/100,000km
* Weight: 2675kg
* Wheels: 19-inch alloy

Effortless, the dictionary definition is “requiring or involving no effort; displaying no signs of effort; easy”.

Range Rover Sport

When you think of shifting two-and-a-half tonnes of weight from a standstill, effortless is not something that normally would come to mind. For example, imagine a pallet stacked with 60 bags of concrete. Now, attach some wheels to it, grab some ropes, and try and pull it.

Not a job for the weak, or underpowered, but that’s exactly what Range Rover’s 3.6-litre V8 does. It does it while accelerating from standstill to 100km/h in a smidge over nine seconds, too. It’s a task that it will continually do, day in, day out, never, ever feeling flustered.

You’ve gotta admire that lazy, effortless push, but there’s more to love about the engine. It has a deep, bass, V8 growl, that fills the cabin with a delicious rumble, but never gets too boomy. While it lets you know in no uncertain terms that it’s there for a purpose, it can also be sedate when you back off and just cruise.

Stick the boot in though for an overtake, and the growl reappears, along with a relentless shove. There’s the briefest of pauses when it changes gear, but then it’s on again, building solid speed, taking kilometres in its stride. It’s an enslaving experience.

While it’s all well and good to have a rocketship under the bonnet, if it falls over when it nears the first bend, there’s little point. Don’t worry though, because Range Rover has got that one sorted.

The suspension work done to the Sport is truly awesome, with the massive weight transfer quickly absorbed by the air suspension and mighty stiff springs. For a big car, the chassis has brilliant balance, so much so, that on our last Full Throttle video, a Sport was chosen for the challenging  job of keeping up with a pair of Aston Martins through windy mountain roads.

Range Rover Sport

After that experience, any doubts as to how well a four-wheel-drive should handle were quickly dispelled. Directional changes were only felt by the luggage crashing about in the back, and the passenger searching the glovebox for a sick bag.

It’s a svelte handler, but if we’re honest, the steering could use more feel while working the wheel. You tend to rely on the seat of your pants, rather than info through the tiller, which is a tad disappointing with so much potential for velocity.

If you need to haul yourself up in a hurry, the Brembo brakes wash speed off in a most gratifying and eyeball dislodging way.

Still, it seems we’re talking in terms of a low-slung coupe here. Except we’re not, this is an off-road machine, and make no mistake, it’s not a pretender. The heritage of the company means that four-wheel-drive DNA has been conferred onto the Sport, and while it seems low enough to be categorised as a soft-roader, there’s little stopping the Rangie Sport when going bush.

Range Rover Sport

We let the tyre pressures down to 16psi this time, fearing more reprimanding from an irate service manager. Even on 19-inch wheels, there was little risk of rolled tyres. The sidewalls showed little flex, so it was a little unnerving, wondering if we had gone low enough.

We needn’t have been concerned – the Sport just took it all in its stride. Even when it seemed like it was going to bog down, a little more push on the throttle and that everlasting surge of torque spun the revs up again, and the car just churned through the sand, always moving forward. In fact, there was nowhere it wouldn’t go.

The special program select still didn’t work quite well enough when pushing through the talc-like sand, as it would protest against any drifting sideways and clamp down. All that did was serve to slow you down, and hinder your progression uphill. On the flat beach areas it worked fine, but as soon as you wanted to climb, it was best to switch the programs off, along with the DSC.

However the Hill Descent feature worked a treat, even when on the steepest of slopes. Braking was carefully modulated by the ECU, all you have to do is steer. And yes, it works when in reverse, too.

Quite amazingly, too, we never had to resort to using low range, which can’t be said for most diesel off-roaders. There was so much power on tap that gearing was never an issue.

Range Rover Sport

Okay, so we’ve discovered it’s blinding awesome on and off the road. Does that cover all bases? I mean, you’d also want it to transport you in style, comfort, etcetera, etcetera,  especially when you’re forking out over one-hundred large ones. Well, it does.

The cabin is set up more like a cockpit, with an angled centre stack, armrests on both chairs, clear instruments, beautiful metal finishes on the console sides, and a high driving position.

The front seats are soft and comfortable, yet bolstered enough to set them apart from the Discovery’s pews. The option for finer leather certainly makes a difference to the feel, too.

Rear passengers will be fine with head and leg room, although they will sit more in a ‘knees up’ position than those in the front. The boot is also huge, but with the slanted rear glass, you won’t be putting in whole armchairs like the Discovery would swallow. That said, our oversized perambulator fit with ample room for luggage and sundry items.

So I’m still trying to get my head around this thing now. It’s brilliant on the road, it’s fantastic off it, it’s roomy, practical, well built, sounds awesome, goes well, and it’s full of luxury, too. Surely there has to be something not to like.

I’ve found it: I can’t afford one on a journo’s wage.

Land Rover Discovery 3 Review Specifications:

* Engine: 2.7-litre V6 diesel
* Power: 140kW@4000rpm
* Torque: 445Nm@1900rpm
* Induction: Twin turbocharged
* Transmission: Six-speed automatic
* Driven Wheels: All
* Brakes: Ventilated disc brakes front and rear
* Top Speed: 180km/h
* 0-100km/h: 12.8 seconds
* 0-400m: Not tested
* CO2 Emissions: 270g/km
* Fuel Consumption: 10.4-litres/100km
* Fuel Tank Capacity: 82-litres
* Fuel Type: Diesel
* ANCAP Rating: 4 stars
* Airbags: Six
* Safety: ABS, EBD, DSC, TC
* Spare Wheel: Full size
* Tow Capacity: 750kg/3500kg (braked/unbraked)
* Turning Circle: 11.45m
* Warranty: 3 years/100,000kms
* Weight: 2640kgs
* Wheels: 18-inch alloy

Land Rover Discovery 3

Now I know how my son feels. I’ve come to realise it’s not nice being chastised. You’d think as a grown man, I’ve got past the stage of being reproved, but no.

The day was going quite nicely, until I walked into the dealership to hand over the keys. It’s the first time I’ve ever been told off when I’ve dropped off a car.
I walked into the office where the manager worked, and sat down and handed over the keys.

So, I’m feeling about a metre tall at this stage, and the manager is just shaking his head at me. Lesson learned. Thing is, it wasn’t bad off road. Far from it. It was excellent. It’s just there was one section of dune that I was hoping to conquer, and couldn’t. Mind you, no one that was with us could.

Land Rover Discovery 3

Who knows, had we have dropped the tyres to 16psi or below, we might have made it up the seriously steep, powdery sand incline. As it was, and hampered by too much air in the tyres, the Discovery was still very capable. With its height-adjustable air suspension, low range transfer case, and user selectable terrain programs, the pretensions are there for a dedicated off road machine.

But with its leather seats, Harman/Kardon stereo and seven pews, it looks like it’s built to just cater for passenger comfort. Where does its focus lie? At the end of the day, it does both with excellence.

Yes, it’s the size of a block of flats. Yes, it’s more boxy than a dock full of sea-containers. Yes, it’s going to have the Green Lobby up in arms before you even turn the key, but you know what? I love it.

Firstly, I love the shape. There’s no mistaking it for anything else on the road. The angle on the rear glass also gives it a bit of distinction, too.

I love how smooth the diesel V6 is, and how the automatic shifts cleanly between ratios.

Land Rover Discovery 3

More than anything else though, I love the space. The boot is huge, and practical, too. If you’ve got a pram, you can shove it straight in, without having to collapse it. Additionally, the third row of seating has to be among the best of any seven seat four-wheel-drive on sale today. The bulbous, van-like rear end comes into play here.

While the seat back flips up from the floor, the seat base does the same to match up with the bottom edge, revealing as it does, a dip through to the floorpan. This massive gap means that there are masses of legroom. But the seats are far enough apart to not feel like you’re sitting on top of your travelling companion.

All three rows are comfortable, and tremendously spacious. The front seats might seem a tad flat when you first hop in, but you soon realise that it doesn’t take away from any comfort. It’s just they’re not designed for holding you in place while you experience high lateral G loads. Which, of course, you’re not going to be.

You can also fold down the second row and create a huge flat floor area, which can double as a bed, if need be. Even the boot is usable with the third row erected.

But fully loaded up, the 2.7-litre does struggle a little. It never sounds strained, but the hit in your acceleration is certainly felt, as is the braking. Thankfully, more push means more gain, so it’s never ineffective, the left pedal  just needs working a little harder.

In most situations, the pace is leisurely but adequate. There’s a bit of lag off the line, which you don’t normally get from this engine in other applications (Peugeot 407, Jaguar XF, et al) although you get used to accounting for it, especially when pulling out into traffic.

If you want a bit more power, you could always opt for the 4.4-litre V8, the sound is sure to bring a smile to your face, followed by a frown as you realise your litres-per-hundred-kilometre figure has climbed skywards.

Quite surprisingly, the diesel’s lag off road didn’t seem to hinder its progress. When using the program select, the stability control would brake a wheel here and there, killing the revs, yet they built up quickly enough to never bog down too much.

It did respond much better with the DSC off, no special programs selected and foot buried to the floor. Amazingly, too, although the Disco seems quite tall, it never feels like it’s top heavy. That is, until you get it on the black top.

There’s a fair bit of roll in hard directional changes, and the wallowy ride contributes to the unwieldy feeling, but you’ve got to remember it’s a heavy car running on air suspension. Thankfully the steering gives enough feel and weight for you to know not to be throwing it around like a BMW M3.

It’s also solidly built, with no loose rattles, or bits falling off. You’ll feel the jolts when off road and on bad surfaces, but the Disco 3 seems pretty well screwed together. There are a few cheap’n’nasty plastics about the place, but overall the presentation is superb.

Land Rover Discovery 3

The MY09 updates also bring better specifications, with body coloured rear bumpers and wheel arches now on the mid-range models (SE, as tested) and body coloured front bumpers on all models. The diesel S model gets air suspension and terrain response, too.

I hate to say it, but if you’ve got the budget, the diesel Disco 3 would have to be one of the best family cars out there. The space is brilliant (and flexible), the engine is smooth and relatively economical, it’s completely comfortable, and even tackles the rough with aplomb.

What more could you ask for? Oh yes, to make sure you set the tyre pressures correctly. It’s not nice being told off as a grown man.

Land Rover FreeLander 2 Specification

Engine: 2.2-litre TD4 turbo-diesel
Power: 118kW
Torque: 400Nm
Top speed: N/A
Safety: Seven airbags Electronic Brakeforce Distribution, Emergency Brake Assist and Corner Brake Control Roll Stability Control system
0-100km/h: 11.2secs
EuroNCAP rating: Five stars
Turning circle: 11.4 metres
Fuel tank: 68-litres
Fuel consumption : 8.5L/100km
Fuel type: Diesel

Why is that when you mention the words Land Rover, so many four-wheel-drive lovers start making jokes about how it will fall apart in three days and how their Japanese made 4WDs are simply better.

Excuse me, but Land Rover has been making proper 4WDs for longer than anyone really cares to remember. It was back in 1948 that the company built its first off-roader, 60 years on and while the Defender still looks pretty much the same, the over all Land Rover image has softened somewhat and nearly all its other models are city-friendly whilst maintaining the Land Rover heritage.

Land Rover FreeLander 2

The FreeLander has been around for more than a decade but the FreeLander 2 has brought the range into a new light.

Something I do often is pick up a car avoiding at all costs knowing how much it costs, this lets me assess the car for a few days before looking at the price. This way I can see if my “what-it’s-worth” test matches the manufacturer’s.

So here I was driving around in the top of the range, optioned out FreeLander 2 HSE and you know what? I valued it at about $90,00, while it only actually costs $57,990 (plus options).

Even with the $12,000 or so worth of options, you’d have to be mad to think the package is over priced at $58-grand. The interior and exterior design substantially increase the appeal of the FreeLander 2. I asked all my passengers during the week how much they thought the car was worth and not a single one guessed under $70,000.

But nearly all of them also said “So has it broken down yet?” No, it hasn’t. No doubt one week is no where near sufficient to see if a car is going to be reliable but I’ve spent the past few weeks talking to FreeLander 2 owners on forums and even randomly in shopping centre car parks, the consensus is, the unreliability days are over.

Land Rover FreeLander 2

Much like how some still believe Hyundai make unreliable cars, or how Kia engines will fail, or how driving a Volvo will give you ‘borington’ disease, the Land Rover reliability issues are a thing of the past.

The FreeLander 2 is designed and engineered by Land Rover at Gaydon (right next to Aston Martin) but is built at the Halewood plant in Liverpool. The same plant that was acknowledged with a JD Power European plant quality gold award in 2005.

Of course we are going to prove this reliability issue via other means, Anthony will be conducting a long-term test of the FreeLander 2 come February.

Meanwhile, the other problem I faced with the FreeLander 2 was that no one believed it was actually a proper 4WD. Sure it has no low-range but for what it’s built for, it’s pretty darn good. It utilises a full-time four-wheel-drive system with a Haldex rear axle differential.

Bags were packed, people were informed and to test my theory I decided 4WDing on the beach would be a good challenge. Once again, the jokes started.

As I was deflating the tyres numerous people asked if I was going to take “that toy” on the beach and whether or not I wanted their help when I got stuck.

Land Rover Free Lander 2

It got to a point that I had turned down so many offers that I figured if I actually did get stuck, I was going to die on the beach to preserve my pride!

We began our assault on the beach, but with the car as clean as could be, it wasn’t exactly fitting in with the whole tough off-roader image.

The FreeLander 2 crossed the river surrounded by folks in Japanese 4WDs, most of who were looking at it as if it was about to somehow get stuck – while it was standing still! They all seemed to forget this thing has a 210mm ground clearance and wading depth of 500mm.

We disembarked the ferry and slowly made our way towards the beach. Following, of course, a Mitsubishi Pajero.

Before we began, sand mode was engaged, this is one of four modes (general driving – grass/gravel/snow – mud and ruts – sand) available for different terrain. Playing with the controls lets the computer work out the best way to distribute power and torque while controlling the traction systems.

Changing the mode affects the FreeLander 2’s dynamic stability control (DSC), hill descent control (HDC), electronic traction control and ABS systems as well.

After a few tense moments and some deep sand pockets, the FreeLander 2 was free and roaming the beach.

The Pajero in front of us, one of the many 4WDs that offered to help when (not if) I got stuck, was now trying his hardest to pull away just to save face, which wasn’t going to happen. Guess I wasn’t going to be sleeping on the beach.

An hour of driving around the softest sand only built more confidence. At one stage the FreeLander 2 was essentially swimming and the satellite navigation was starting to freak out.

I’ll admit, with the sand sinking, there were a few ‘moments’ were I was looking at my phone wondering if I had to make the ‘call’ but never fear the FreeLander 2 pulled through without any issues.

It’s hard not to like the FreeLander 2 as a great fun SUV. The chassis is very rigid and stiff. There is limited body roll thanks to its monocoque construction as well as the use of ultra-high-strength steel (used more extensively in the FreeLander 2 than in any previous Land Rover).

Land Rover FreeLander 2

It’s brilliant around town and although it probably won’t cross the Simpson desert,

Step inside and you’ll be amazed just how much room there is. Beautiful white leather all around with a massive panoramic sunroof mixed in with the open air ambience of the car’s interior will win you over.

Even though it’s only 50mm longer than its predecessor, the Freelander 2 has significantly more head, shoulder and legroom, in both the front and rear. The rear seats are even elevated (like a cinema) so the rear passengers get a better view.

We drove 300 kilometres to the beach with five adults in the car and the only complaint was the rear headrests were hard to adjust.

This FreeLander 2 was fitted with the technology pack option ($7890) which meant an Alpine, Dolby Prologic II 7.1 surround sound, 12×40W amplifier, subwoofer and 13 speaker sound system. Put simply, it’s brilliant. Of course you also get full colour DVD satellite navigation (a little annoying at times), adaptive bi-Xenon headlights and Bluetooth telephone integration. For almost $8000 it seems just a little too expensive.

My test car was powered by a 2.2-litre, turbo-diesel engine that manages 118kW at 4000rpm and 400Nm at 2000rpm. The diesel engine coupled with a six-speed automatic results in a not-so-impressive 0-100km/h of 11.2 seconds. However when it comes to pulling up hills or just driving around town, it doesn’t really feel inadequate.

Official fuel consumption figures are 8.5 litres per 100km but given the amount of highway driving, the test vehicle managed an impressive 8.3L/100km carrying five adults.

Land Rover FreeLander 2

It’s also worth mentioning just how good the FreeLander 2 actually looks. Just look at it.

It’s beautiful, it’s aggressive yet not over the top, it’s chiselled but still handsome and riding on 19-inch shadow chrome alloy wheels (part of the premium pack option for the HSE) can’t hurt either.

Having finished the photo-shoot on the beach we drove back the longest possible way, making sure every Japanese 4WD owner could see that the FreeLander 2 had earned its glory. “You made it? I am impressed” said Mr Pajero.

If you’re thinking about buying a European built, semi-large city-friendly SUV with proven 4WD capabilities, it’s hard to go past the FreeLander 2. Even the chaps on TopGear (the UK one, not the horrid Australian one) gave the FreeLander 2 the title of “SUV of the year”.

The original FreeLander seems almost dwarfed by the size of the new one and as a result the FreeLander 2 is a great option for small families or young couples looking for a great all-around luxury vehicle, at a reasonable price.

Range Rover Sport Supercharged Specifications

Engine: 4.2-litre, supercharged V8
Power: 287kW
Torque: 550Nm
Top speed: 225km/h
Safety: Electronic stability control- front air bags – side airbags – roll over protection – front seatbelt pre-tensioners and load limiters.
0-100km/h: 7.6-seconds
EuroNCAP rating: 4-stars
Turning circle: 11.6m
Fuel tank: 84.1-litres
Fuel consumption : 15.9 litres/100km (claimed); 17.4 litres/100km (on test)
Fuel type: 98RON petrol
When a new baby enters the world, it’s showered with gifts and attention.

When Land Rover’s Range Rover Sport entered the world, the oldest of the sport’s siblings was showered with not only a tub-thumping V8, but also a supercharger.

Range Rover Sport

Coupled to that supercharger was the meanest set of exhausts this side of Ferrari.

Ladies and gentlemen, welcome to the Land Rover Range Rover Sport Supercharged.

Open the cabin door and you’ll find splashes of leather and woodgrain, our test vehicle had dark woodgrain, along with a beige interior, which made it stand out nicely from the crowd – pity about how quickly it was dirtied though!

Interior space is pretty good. You wouldn’t have any dramas fitting in a small family, while entertainment consists of LCD screens built into the driver and passenger seat headrests.

The great thing about these is that you can select individual programs to operate on each. One person can be watching TV, while the other watches a DVD or the device attached to the TV-in ports. Wireless headphones help deliver sound, while it can also be projected via the stellar Harman/Kardon sound system.

Unfortunately, heated seats don’t make it to the standard features list. On a top of the line model, this is a big disappointment!

Harman/Kardon is known for its brilliant sound systems and the Sport’s sound system is no exception. Sporting 13-speakers, the LOGIC7 sound system includes an active sub-woofer and an in-dash 6-stack CD-player.

Outside the cabin, the Supercharged reeks style with 20-inch, 10-spoke wheels, unique badges and twin tailpipes to set it aside from the rest of the range. The self-charging key is used to open the glass section of the boot, while the external button opens the entire section. It’s not a power lifted boot though which is a bummer.

The real gem of this SUV weapon lies under the bonnet and when the supercharged, 4.2-litre V8 is singing, you will know about – as will anyone else within earshot.

Spin the key over and it fires to life with an edgy burble at idle, waiting to be unleashed into the wild. Even the lightest throttle application promotes the possibilities. Give the throttle a hearty swab and the noise engulfs the cabin, regardless of the window position.

It sounds nothing like application of this engine in similar Jaguars, despite being near identical.

Land Rover Range Rover Sport SuperchargedLand Rover Range Rover Sport Supercharged

It’s such a ferocious and genuine sound. The supercharger whines at the lower end of the rev range, only to reach a crescendo with a V8-supercar like tear through the sound barrier.

It sounds tough as nuts and certainly isn’t characteristic of a run of the mill SUV! It works especially well at the traffic light GP where most contenders are sorted out at the drop of the right foot.

The supercharged V8 produces 287kW of power and 550Nm of torque. The power produced is hampered by the Sport’s porky 2.6-tonne weight though and the result is a somewhat leisurely 0-100km/h time of 7.6-seconds. The fuel consumption certainly wasn’t leisurely though – I averaged 17.4-litres/100km (slightly higher than the official combined figure of 15.9-litres/100km), it was hard to resist with that devilish engine note constantly lingering.

I was in two minds at this point. Sure, it was a wicked noise, but what purpose did it serve if all it could do was go fast in a straight line? Well, I had to head to our private test circuit to mull this one out.

Range Rover Sport

The first thing you notice is the brilliant level of compliance. Tip the heavyweight into a bend and it responds with impressive levels of body control. The communication through the steering wheel is exceptional, it communicates well with the wheels and has enough feel to keep the average punter happy.

Leave the ZF Sachs six-speed automatic gearbox in Sport mode and it sorts out the upshifts and downshifts (in a very good manner may I add). Blips on the downshift and retention of gears allows the Range Rover Sport to shoot out of corners with relative ease (surprisingly so when you take the weight into account).

The only problems you encounter come when changing direction in a hurry or braking hard. Changing direction is not a task done light-heartedly. It needs to be progressive and uniform otherwise the hulking Sport will bite with some oversteer.

Braking also is best conducted with the steering in a straight line. Deviate from dead centre and the back end wiggles around in a grapple for grip.

Overall though, it’s pretty darn impressive for such a heavy machine. The standard Brembo braking package held up quite well. The brakes continuously bit with urge and contended quite well with the vehicle’s mass.

Although we didn’t get a chance to throw some mud around in the Sport, it uses the same 4WD components as its siblings (who we have tested extensively off-road).

What’s it worth then? If you want the supercharged Range Rover Sport in your driveway, be prepared to part with the best part of $136,000. It’s loaded with kit though and expect to see the following as standard fitment:
Automatic dual-zone climate control air-conditioning; perforated sports leather seats; cruise control; central locking; six-stack CD player; twin LCD screens in rear headrests; satellite navigation with unbuilt TV; AUX in; TV-in; 6-stack DVD player; eight-way power driver seat; six-way power passenger seat; front and rear parking sensors; reversing camera; adaptive bi-xenon headlights; heated steering wheel; power mirrors; folding mirrors; sun roof; heated external mirrors; auto dimming rear vision mirror and electric windows.

Standard safety features include: driver and front passenger airbags; driver and front passenger head airbags; driver and passenger side airbags; rear passenger head airbags; 4-channel ABS brakes; Brembo front brakes; perimetric alarm system with passive arming; active roll mitigation and dynamic stability control.

Right, so I’ve weighed up the pros and the cons and I still want one. There is no way I could ever get bored of the engine note. I also think that if you can afford the Sport Supercharged, there’s a good chance you won’t mind paying the fuel bill.

I really didn’t want to hand the keys back and I’d go so far as saying it’s the most fun I’ve had in a car this year! You just couldn’t wipe the grin from my face each and every time I gave the throttle a stab.

Range Rover Sport

With that said, there’s really nothing bad that stood out about the car (aside from the fuel consumption). So technically, it is the perfect car and that’s where I’ll leave it.

Land Rover Discovery 3 TDV6 SE Specifications

Engine: 2.7-litre
Power: 140kW
Torque: 440Nm
Top speed: 180km/h
Safety: Electronic stability control- front air bags – side airbags – curtain airbags – front seatbelt pre-tensioners and load limiters.
0-100km/h: 12.8-secs
EuroNCAP rating: 4-stars
Turning circle: 11.45m
Fuel tank: 82.3-litres
Fuel consumption : 10.4 litres/100km (claimed)
Fuel type: Diesel

Disco fever has hit and I thought I’d join the party by road testing Land Rover’s Discovery 3 TDV6 SE. I spend a lot of time on the road and see plenty of Discovery 3s (or D3s as they’re also known) and I’ve always wondered why. After spending a week with Land Rover’s popular model, it became quite clear why it’s such a popular vehicle with the punters.

Land Rover Discovery 3

The boxy design gets straight to the point, there are no swanky lines or curves to interrupt the vehicle’s main purpose – climbing big hills and trekking through muddy tracks. The Discovery 3 is very driveable. Although it weighs around 2.3-tonnes, the car feels quite agile and somewhat nimble. The turbo-diesel V6 gels nicely with the vehicle.

Putting out 140kW and 440Nm of torque, the V6 oiler sends power through a 6-speed automatic gearbox which is constantly in the right gear for optimal acceleration. Fuel consumption sits at a friendly 10.4-litres/100km, which is pretty good for a heavy 4WD like the D3.

Off-road is where the D3 is most at home. Height adjustable suspension, a low-range gearbox and intuitive 4WD mode selector head the D3’s off-road equipment. The torquey V6 diesel packs plenty of pulling power for steep inclines and muddy ruts.

Land Rover Discovery 3

A maximum wading depth of 700mm makes the D3 extremely capable when it comes to river crossings. If towing is also your thing, the maximum towing capacity of 3.5-tonnes means that the Discovery 3 will tow pretty much anything with wheels.

Seven-seats are standard fitment. They are suitable for kids but a squeeze for adults. The rest of the cabin is quite roomy though. Front and rear passengers receive plenty of leg room, along with head room.

The other thing that makes the Discovery 3 so popular with average punters is its driveability. This 4WD can be driven by anyone. Light steering, easily reached controls and good visibility make it popular with families and travel makers. The dual opening tailgate also makes for a good seat when hitting the beach for a surf.

Land Rover Discovery 3

The Land Rover Discovery 3 is available with three engines and three model grades. You can either buy the V6 petrol, V6 diesel or V8 petrol. The three model grades – S, SE and HSE offer unique options. Prices start at $64,990 for the V6 SE and end at $90,990 for the range topping V8 HSE. The model being tested – the TDV6 SE – is priced at $74,990. The D3’s pricing point is quite reasonable when you take into consideration its off-road credentials.

Standard features include: 18” alloy wheels; full-size spare wheel; rear parking sensors; climate control; cruise control; bi-xenon headlights; heated exterior mirrors; auto-dimming interior mirror; leather seats; 7-seats; electric windows; electric mirrors; height adjustable suspension; automatic headlights; automatic windscreen wipers and central locking.

Standard safety features include: Dynamic stability control; ABS brakes with ESP and BA; hill descent control; engine immobiliser; driver and front passenger airbags; driver and front passenger side airbags; rear passenger curtain airbags and active roll mitigation.

It’s pretty easy to see why Land Rover’s D3 is so popular. The features, price point and to-the-point styling bode well with buyers who don’t mind spending the odd weekend away in the bush or at their holiday house.

Land Rover Discovery 3

With enough torque to keep things moving, the TDV6 is the pick of the bunch. If you’re not a fan of the Range Rover series of Land Rovers, the Discovery 3 is the perfect compromise and some would argue that it’s also a better option for serious off-road work. The Discovery 3 is the best disco in town and is certainly worth checking out.

Range Rover Sport TDV8 Specification

Engine: 3.6 litre 32-valve twin turbo diesel V8
Power: 200kW (272bhp) @ 4000rpm
Torque: 640Nm (472lb-ft) @ 2000rpm
0-100km: 9.2 secs, 0-60mph: 8.6 secs
Top Speed: 209 km/h (130mph)
Transmission: ZF 6-speed auto with manual shift capability
Four-wheel drive system: full-time four wheel drive with standard locking centre diff and Terrain Response
Fuel tank capacity: 84.1 litres
Fuel economy combined: 11.1 L/100km
Emissions: 294g/km
Turning circle: 11.48
Height: 1812 mm
Length: 4788 mm
Weight: 2675kg
Width/including mirrors: 1928/2177 mm
Max ground clearance: 227 mm
Wade depth: 700 mm
Max load volume: 2103 litres
Safety: Driver and front passenger airbags – head and side, full size driver and front passenger side, rear outboard passenger head, electronic park brake, Electronic Brake Assist, ABS –four channel, Dynamic Stability Control, Active roll mitigation, Dynamic Response.
Warranty: 3 years/100,000km

Range Rover Sport

The Range Rover Sport TDV8 is exactly the same price as the petrol powered V8, but god only knows why you would opt for that variant. It may as well be deleted from the range!

Entry level into a Range Rover Sport is a fair and reasonable $87,900 for the TDV6, which goes well enough and is kind to your wallet. Above the TDV8 is the V8 Supercharged at $136,900, a favourite of ours. When that Supercharger starts singing, it’s nothing short of intoxicating for us petrol heads, but its thirst for premium fuel, could leave OPEC short of a barrel or two.

How the Land Rover guys are able to extract 200kW of power and a monstrous 640Nm of torque from a diminutive 3.6-litre V8 diesel is a complete mystery to me.

And it’s not just the engine outputs which are impressive, it’s the torque curve that blows your mind. Try 500Nm at 1500rpm – just over idle speed – and all the way through to 3700rpm. It’s downright explosive on the fly.

And while the TDV8 soundtrack doesn’t include the chorus of the supercharger whine, it does respond with a superb V8 growl, which should satisfy potential buyers who might be trying to decide between these two heavyweight contenders.

Range Rover Sport

The published acceleration times do not tell the full story. Both these “Sports” are quick. The Supercharged version runs the 0-100km/h dash in 7.6 and the TDV8 in 9.2. But don’t think for one second that the diesel won’t nail your spine to the seat back because it surely does and I’ll tell you why. Torque, pure and simple. 640Nm in the V8 diesel corner, and a paltry 550Nm in the V8 supercharged petrol corner. Those are some big numbers, but then these are some big vehicles.

I’m not quite telling the whole truth here, this engine has a couple of seriously capable variable –geometry turbochargers (with intercoolers), one per each cylinder bank, which are largely responsible for the almost instant throttle response you get behind the wheel of this SUV.

Range Rover Sport

I said in my quote that this was one of the finest diesel engines on the planet. The fact is, above 1500rpm, you cannot tell from inside the cabin that this is an oil burner and it just gets better. Under hard acceleration, you will swear blind that there’s a high performance petrol powered V8 under the bonnet.

But most V8’s are thirsty. Not this one. I purposely drove this Rangie with a lead foot all week, and it was still showing an average consumption of 16.2L/100km and that folks, is beyond remarkable, when you consider the fun I had.

I am quite sure that the published fuel consumption figure (combined) of 11.1 L/100km is close to achievable under everyday driving conditions.

The TDV8 tops out at a commendable 209km/h, which I suppose is somewhat irrelevant in Australia, but great for those European readers wishing to fly via Land Rover Airlines between border countries.

The German built ZF six-speed auto transmission deployed in the Sport, has few peers when it comes to traditional automatic gearboxes. It is smooth, quick shifting and deliberate, with near perfectly placed gear ratios.

Range Rover Sport

With a kerb weight just on 2742kg, this SUV generates considerable momentum especially if you happen to have your boot into the right pedal. It goes without saying, that some serious stopping power is required for those unexpected events.

While I have raved on at length about the Sport’s powertrain, equal billing must go to the phenomenal (yes, phenomenal is the correct word) Brembo brake package, up front. The last time I can remember when I had this level of stopping power, I was driving an Aston Martin DB9 Coupe with the Sport package.

Big, tall, heavy SUVs are not supposed to handle well, the laws of physics see to that.

Turn this Land Rover into a corner at a reasonable velocity for the first time, and you brace yourself for some serious body lean. But there just isn’t any, none at all. It’s an astonishing sensation, accentuated by the so-called “command driving position” which curiously has you sitting up high, but at the same time, you feel enclosed like a sports car. It’s hard to explain, but I can tell you it’s unique to the Range Rover family.

This vehicle’s talent for sports car handling is mostly the work of the highly sophisticated Dynamic Response system. What that is, is a number of electronically controlled hydraulic actuators (motion controllers), which continually adjust the roll stiffness depending on how hard you push the Sport into corners.

The real beauty of this system over standard anti roll bars is that you can still expect a comfortable level of compliance or ride quality.

Off road capability is what separates the men from the boys when it comes to high-speed luxury SUVs. Very few, if any, can successfully compete with the Range Rover Sport TDV8.

You see the range Rover Sport is more Discovery 3 DNA than Bona Fide Range Rover blood, even though looks might suggest otherwise.

It’s not that the bean counters at the Land Rover head office suggested to the engineering guys to chop up a Discovery 3 and build us a Sport. No, nothing like that at all. In fact, the T5 platform was engineered from the outset, for both the Disco and the Range Rover Sport.

To put that into perspective, the wade depth limit for the “go anywhere” Land Rover Defender is a sufficient 500mm. The Sport has the ability to cross proper rivers at 700mm!

The styling is purposeful and aggressive. Especially with the optional 20-inch alloys and fat 275/40 low profile Continental 4X4 SportContact tyres, which provide truckloads of grip.

Range Rover Sport

While I like the interior treatment in the Sport, it’s not as luxurious as the Range Rover, but it’s a couple of steps up from that which you find in the Discovery 3. More ‘real’ metal and wood trim throughout the cabin and a superb bespoke metal/leather shifter similar to that in the Range Rover.

The features list comprehensive enough but special mention must go to the brilliant Harmon Kardon sound system and the sports leather seats, which are supremely comfortable. Oh, and if you happen to drop the remote key fob in the water, don’t panic, its water proof up to a metre or two!

There are a few cars and SUVs these days which have air conditioning ducts in the centre console bin or glovebox, so you can keep a couple of coke cans chilled. The Sport goes one better, and provides a console fridge, albeit on the small side.

Interior load space is as you would expect – large. Fold the split fold rear seats down and you end up with a van like capacity.

I suppose the one negative in this area, in the lack of a seven-seat option. Other than that, I can find few if any flaws.

Ford Ranger Wildtrak Specifications:

* Engine: 2953cc DOHC, four-cylinder, 16-valve
* Power: 115kW @ 3200rpm
* Torque: 380Nm @ 1800rpm
* Induction: Common-rail & turbocharged
* Transmission: Five-speed automatic
* Driven Wheels: All (with rear LSD)
* Brakes: Disc/Drum with ABS & EBD
* Top Speed: Not tested
* 0-100km/h: 12.9 seconds (as tested)
* CO2 Emissions: 274 grams per kilometre
* Fuel Consumption: 10.4 litres per 100km (ADR combined)
* Fuel Consumption: 11.6 litres per 100km (as tested)
* Fuel Tank Capacity: 70 litres
* Fuel Type: Diesel
* ANCAP Rating: Three-star (maximum five)
* Airbags: Dual front
* Safety: ABS, EBD & dual front airbags
* Spare Wheel: Full-size steel
* Suspension: Wishbone (F)/Leaf (R)
* Cargo Capacity: 1530mm (L) x 1459mm (W)
* Ground Clearance: 214mm (Unladen)
* Payload: 1016kg (maximum legal)
* Tow Capacity: 2500kg (braked)
* Turning Circle: 13.0 metres
* Warranty: Three-year/100,000km
* Weight: 2005kg (tare)/3021kg (gross)
* Wheels: 18 x 7.0-inch alloy

Ford Ranger

It seems more and more people are wanting more and more from their vehicles, and fair enough too, for in this age of high-technology engineering wizardry cross purpose vehicles make just as much sense as cameras in mobile phones.

So, what of the ever increasing number of commercial vehicles that double as family transport on the weekend? Is the line between the two now so far blurred that it doesn’t matter? Or has the humble work ute grown to a point where it’s now accepted into the family fold?

To find out, I decided to spend a dirty weekend with the new Ford Ranger Wildtrak and see if it could be the answer to all my questions.

Visually the added enhancements of the Wildtrak pack have certainly made for a more interesting, masculine and rugged looking vehicle than the standard Ranger.

Ford Ranger

Included in the $3000 premium above the Ranger XLT, on which the Wildtrak is based, are ‘Wildtrak’ decals, 18-inch alloy wheels, side steps, roof and tub rails, polyurethane tub liner and lockable retractable hard tonneau, all of which give this special edition model a more unique and tougher appearance.

The cab is suitably attired for a vehicle of such utilitarian purposes and provides passengers with ample space and storage throughout. Of note is the comfort of the front seats, which make a pleasant change from those found in most commercial vehicles in this class.

Interior features include binnacle gauges featuring pitch and roll, internal and external temperature and compass; alcantara ‘Wildtrak’ seats; ‘Wildtrak’ floor mats; leather clad steering wheel and gear knob; six-disc CD tuner with auxiliary input; power windows; power wing mirrors with puddle lights; cruise control; and remote central locking.

Ford Ranger

Rear seat accommodation is also more than adequate in terms of space but is less than ideal in terms of a relaxing ride with reduced cushioning and a more upright recline angle making longer trips a little hard going.

On a positive note the sail across the rear window proves handy in keeping sun from the rear seat passengers necks, even if it does make reversing from a 45-degree angle rather tricky.

Under the bonnet Wildtrak features a diesel-only offering in the form of Ford’s 3.0-litre, common-rail, turbocharged four-cylinder engine that offers 115kW at 3200rpm and a suitably strong 380Nm from just 1800 revs. It’s a little noisy under idle and heavy acceleration but is otherwise acceptable given the vehicle’s commercial orientation.

Ford Ranger

Our test vehicle was coupled to a five-speed automatic transmission (with switchable overdrive) which is a little uncouth in application and slow in decision. A five-speed manual box is also offered for those who prefer a clutch and would easily be my pick.

Fuel economy returns were a little above ADR claims but not dramatically so with our week of city, highway and off-road use returning 11.6L/100km (ADR Combined claim is 10.4L/100km).

The four-wheel-drive system offers a proper low-range ratio, auto-locking hubs plus on-the-fly switching, and despite the 18-inch alloys wheels (with road bias tyres), Wildtrak is certainly very capable off-road availing 214mm of ground clearance and enough guts in the rear springs to ensure adequate laden suspension travel.

Unfortunately from a driver’s perspective the power steering is dramatically over assisted meaning feel is somewhat … err, lacking, and although light steering may prove handy when parking or tackling a bush track, it can see this utility tending to follow camber, like flies to a barbecue, once you’re back on the black stuff.

Up front the Ranger features disc brakes but makes do with drums on the rear. ABS is standard and features Electronic Brake Force Distribution though I can’t help but notice the pedal is soft of feel with a great deal of travel before any real ‘bite’ is felt. On the plus side, ABS calibration is suitably delayed in threshold for off-road use.

Wildtrak offers 1016kg of payload though unfortunately the load area is slightly diminished due to the sails and retractable tonneau cover. I should point out though that even though the tonneau is lockable the tailgate isn’t, so bear that in mind if carrying trade tools or valuables.

Safety includes dual-front airbags and anti-lock brakes with electronic brake force distribution but misses out on three-point inertia belt for the centre rear seat passenger. The Ford Ranger also only manages a three-star ANCAP rating (from a possible five-stars) which may lead a re-think on using the car as the primary family hauler.

Ford Ranger

As a tough, no-nonsense crew-cab Ranger is one of the better vehicles in this market sector, and with the individuality the Wildtrak pack offers above the XLT, it is bound to appeal to buyers wanting to combine work and play in the one trusty, and very distinct, vehicle.

The Ford Focus is a very significant car for Australia, you see in 2011 it’s very likely going to be the model that ensures Ford Australia stays just that – Ford Australia, because then full production of the next model will begin in this country.

Right now, Ford has just released, a little belatedly as it’s been on the market overseas for some time, the updated LV model of the now 10-year-old Focus line in Australia.

We’ve just had a reasonably brief chance to drive what is probably the gem of the range, the TDCi with the all-new PowerShift, dual clutch, six-speed transmission, and we have to say it makes a good car even better.

The new gearbox, which works a treat, was jointly developed with German gearbox maker Getrag and it provides rapid, smooth changes and mostly well-matched ratios.

On our short 150 kilometre drive from Melbourne to the Ford Proving Ground, near Lara, and then back to Melbourne by a slightly more creative, self-created route, we noticed that the ratios from third to six seemed nicely progressive, but first and second were a little ‘short’ and ran out of breath rather quickly.

That said they do give the diesel Focus plenty of urgency when getting off the mark and mean that you are best starting in Auto Mode and then flicking the lever to Manual for the upper ratios if you want to drive the car in a sporting manner.

Ford Focus

A sporting manner is entirely appropriate to the Focus TDCi, as we have always felt it provided the best opportunity to exploit the excellent chassis with its 100kW/320Nm, 2.0-litre, Duratorq, turbo diesel engine.

This drivetrain combination offers impressive fuel efficiency with no compromise to driving performance, thanks to its impressive torque output of 320Nm – peaking to 340Nm during brief over-boost periods.

We didn’t manage to replicate Ford’s claimed ADR Combined fuel consumption figure of 5.9 litres per 100 kilometres but we came pretty close with an overall figure for our short run, which included quite a bit of heavy freeway traffic, of 6.4L/100km.

We’ve extolled the virtues of the Focus chassis before and essentially nothing has changed, this is a neat handling car that really cries out for more power, which in the TDCi is at least answered by the huge gobs of torque that the diesel engine provides.

Ford Focus

Tyre noise was a bit of an issue but seemed to be somewhat road surface dependent, in other words coarse chip surfaces produced more of a drumming effect, and it’s probably something that could be managed with tyre choice.

The six-speed PowerShift transmission is almost always in the right cog and the 320Nm means that the car can haul itself out of a corner at an indecently rapid rate, remembering that this is essentially a five-seat family hatchback.

The revised Focus isn’t just about the dual-clutch transmission though and there have been specification and appearance changes right across the range.

Kinetic design elements such as the large trapezoidal opening below the bumper line, new bonnet with defined contours, and new upper grille (with larger Ford badge) dominate the new Focus front design.

Ford Focus

It is more expressive, more athletic and more in keeping with the overall on-road character of new Focus. In all, the new Focus is visually confident and modern.

Inside Ford’s new Focus, the emphasis is on improving the quality of materials and enhancing comfort levels.

The evidence is clear to see and feel. The black soft-touch dash pad, along with the soft-touch upper door trims, contrast beautifully against a tan coloured inner roof lining to visually lighten the Focus interior, while the dark dash greatly reduces windscreen reflection in bright sun conditions common in Australia.

Ford Focus

The driver now sees large-face tachometer and speedometer set deeply into individual binnacles. Positioned above are small-face water temperature and fuel gauges, with each surrounded by a silver bezel.

Between the two large gauges is an LCD information screen displaying time, outside temperature, tripmeter and odometer. The LCD screen also displays menu options for distance to empty, average speed, and average fuel consumption.

A revised centre stack and redesigned window and mirror switches accompany new intuitive controls for air conditioning, heater and ventilation system. At night, the centre stack controls are illuminated in soft red light, which is more soothing, as opposed to  the stark white of the previous generation Focus.

A new premium centre console has been designed with an emphasis on improved comfort and function. It features a moveable soft armrest that slides forward 80mm, two cup holders with butterfly lids, a coin holder and a cardholder.

The 107kW, 2.0-litre, Duratec engine continues to power petrol Focus models – CL, LX and Zetec – and can be matched to either a five-speed manual or four-speed automatic transmission.

To enhance the overall Focus safety package, larger exterior side mirrors improve driver’s side visibility.

The Focus range also benefits with a clever automatic hazard warning light activation system, which warns following drivers of emergency braking manoeuvres.

Anti-lock Braking System (ABS) safety technology is standard across the Focus range, while Focus LX, TDCi and Zetec models also offer interactive vehicle dynamics as standard equipment.

This adds DSC, Traction Control and Emergency Brake Assist (EBA) to assist the driver to maintain vehicle stability during all driving situations.

The PowerShift is a very definite plus for the Focus range, shame it’s not available with the petrol models, but then we think the diesel is the gem in this range anyway.

Ford G6E Turbo Specifications:

* Engine: 3984cc DOHC six-cylinder (24 valve)
* Power: 270kW @ 5250rpm
* Torque: 533Nm @ 2000 – 4750rpm
* Induction: Intercooled turbo & multi point
* Transmission: Six-speed automatic
* Differential/Driven Wheels: 2.73:1 / Rear
* Brakes: Disc with ABS, EBA & EBD
* Top Speed: Not Tested
* 0-100km/h: 5.18 seconds
* 0-400m: 13.43 @ 173km/h
* Fuel Consumption: 11.7 litres/100km (ADR)
* Fuel Tank Capacity: 68 litres
* Fuel Type: 98 RON petrol
* ANCAP Rating: Five star
* Airbags: Front, side & curtain available
* Safety: ESP with Traction Control
* Spare Wheel: Space saver
* Tow Capacity: 1600kg (Braked)
* Turning Circle: 11.0 metres
* Warranty: 3 years/100,000km
* Weight: 1715kg (Tare)
* Wheels: Alloy 18 x 8.0-inch

Ford G6E

When you go to the breeder to pick out a new puppy you’re told to go for the one who’s most lively, the one that stands out as being more interesting than the others or is simply the first to bound up and lick your face. Similarly from the moment I first saw the G6E Turbo at Ford’s FG Falcon unveiling I knew this was the pick of the litter and for me at least, was the one to take home.

Okay, so it didn’t lick my face, that would have been plain weird, but it did have a calling about it, a stand out quality that told me it was serious, fast but by the same token livable and luxurious – what’s not to like?

From the outset it is a very handsome car. Every line and each contour just seem to follow and flow in to the next seamlessly, without being gaudy or pretentious. It’s almost understated in it’s design which is just one of the qualities I most love about this car.

There is no shouting, no vibrant paintwork or bookshelf spoiler, just a subtle lip on the boot lid, a couple of small and well placed badges and a slightly more purposeful stance over those 18-inch alloys to hint that this is no mortal Falcon.

Ford G6E

Inside the piano black finish of the centre console and sumptuous creamy leather trim almost mask the performance credentials lurking beneath the surface, in fact were you to leave the engine switched off, you’d swear black and blue oval you were in nothing more than a new generation Fairmont Ghia. Turn that flip key and give it a little kick in the guts and it soon becomes crystal as to the intent of the G6E Turbo.

Under that soft flowing bonnet lies the same 270kW turbocharged power house fitted to the XR6T, which under full noise generates a 533Nm burst of torque from 2000rpm all the way to 4750 rpm – and what a noise it is, the euphonious force fed in-line six-cylinder sounds orchestral and remains deep, all the way to the red line.

Ford G6E

The performance results that ensue are electric, and the entertainment value therein is one of the more pleasurable outcomes of driving the G6E Turbo. Most challengers to a quick saunter from the lights were left dumbstruck when the “family sedan” had annihilated them, whilst with the Dynamic Stability Control – Ford’s take on ESP – switched off it was I left wondering where I was amid a thick Dunlop fog.

Cog swapping comes compliments exclusively of a six-speed ZF automatic that in my opinion is by far the best gearbox available in an Australian produced car.

The ZF is brilliantly decisive and is just as happy popping quick changes for a sprint down the overtaking lane as it is dawdling around town. The only addition I could have asked for would be some shift buttons or paddles on the steering wheel.

Steering feel (along with driving position) was one of the biggest headaches for the previous BA/BF series and Ford has done well to ensure the issues were addressed for FG. Offering a far more neutral and balanced feel, the steering offers quicker turn-in and sharper front-end feel over the predecessor, as well as far less column vibration.

Ford G6E

The suspension set up too has benefited in making for not only a better handling package, but one that rides in a more settled manner, is easier to manage when evasive maneuvering is required and offers a more calm, quiet and comfortable ride – a brilliant mix all round.

Up back G6E Turbo loses the LSD fitted to its XR6T cousin, but given the more family orientated packaging this is probably a good thing. The final drive ratio comes in at 2.73:1 which makes for very economic highway cruising, in fact for my week of combined driving I managed an average of 11.6 litres per 100km.

Staying at this end of the car G6E Turbo of course offers Falcon’s famous large boot (531 litres) and also features 60/40 split fold rear seats for those occasions when a little more space is required.

Towing capacity is de-rated from the 2300kg normally on offer in Falcon to 1600kg for transmission cooling reasons, but given most people are unlikely to use the G6E Turbo for little more than the bikes or a jet ski, it’s more than ample.

With a house full of airbags, ABS, EBA, EBD and one of the most well calibrated ESP systems available in an Australian built car, the G6E Turbo has the safety aspect covered as well to ensure safe motoring for the family buyer.

Some aspects of the interior did hint that fit and finish was a little lacking with our model showing displacement in the joins around the Human Machine Interface (HMI) screen, driver’s door handle and auxiliary input plug.

I also find the left over taxi/police pack tray at the forward end of the console a little unsightly as compared to FPV rivals, but those trivial items aside, the G6E Tubo feels and appears well built.

Ford G6E

For the price, the G6E Turbo offers a level of performance unrivaled in an Australian built luxury sedan and what’s better still is that it won’t deplete the funds each time you fill up. Power, performance, poise and price … the G6E Turbo ticks all the boxes.

Ford Focus XR5 Turbo Specifications:

* Engine: 2522cc, DOHC, five-cylinder (20 valve)
* Induction: Multi-point & turbocharged
* Power: 166kW @ 6000rpm
* Torque: 320Nm @ 1600rpm
* Transmission: Six-speed manual
* Brakes: Four-wheel discs with ABS, EBA & EBD
* Driven Wheels: Front
* 0-100km/h: 6.8 seconds
* 0-400m: 13.52 seconds @ 174km/h
* Top Speed: 241km/h
* Fuel Type: 95RON Premium Unleaded
* Fuel Tank Capacity: 55 litres
* Fuel Consumption: 9.3 litres/100km (Combined)
* Airbags: Dual Front, Side & Curtain
* ANCAP Rating: Five stars
* Safety: ESP with Traction Control
* Service Interval: 12 month/15,000km
* Spare Wheel: Space Saver
* Turning Circle: 11.7 metres
* Warranty: 3 year/100,000km
* Weight: 1366kg (Tare)
* Wheels: 18 x 8.0-inch Alloy

Ford Focus

A lot of so called sports cars these days comprise of little more than a badge, a spoiler kit and a set of alloy wheels – an anodyne, half baked attempt at attracting the brain dead if you ask me. But if instead you’re the type whose right foot gets a little itchy at the mere idea of pounding down a twisty country road in a no holds barred bona fide hot hatch, then perhaps you’d better take a look at this.

The face-lifted LV Focus XR5 Turbo, unlike its LT series South African siblings, is a completely German designed and manufactured five-door, five-seater boasting not only the sporty good looks deserved of wearing the XR badge, but a tremendous and dynamic engine and handling package sure to delight the driver in all of us.

From the supportive embrace of the Recaro bucket seats to the passive-aggressive attitude of the restyled (kinetic) front end, the XR5T offers a combination of looks, practicality, performance and price that has lured many an eight-cylinder purist in recent times. Not hard to see then how this little champion has earned an almost cult-like following.

Far from being a bare-bones boy racer though, XR5T includes such modern niceties as a sweet sounding Sony MP3 compatible premium six CD tuner with remote audio controls, a sassy leather bound tilt/telescopic adjustable steering wheel, multi-function trip computer, sports instrument cluster, power windows with one touch up front, power and heated wing mirrors, air-conditioning, remote control central locking with keyless starter button, Bluetooth mobile phone connectivity, and height adjustable halogen headlamps.

Ford Focus

You also pick up some juicy external appendages with a set of salient 18” alloy wheels (space saver spare), unique twin exhaust outlets, front and rear fog lamps, moulded sill panel skirts, oversized rear spoiler, clear tail light lenses and larger diametre rear discs all adding to XR5T’s already athletic appeal.

But aesthetics aside, a hot hatch needs a pretty big heart to win any respect at all given the amount of competition out there (think VW GTi, Volvo C30-T5, Honda Civic Type R, Mazda MPS3, Subaru WRX, Holden Astra SRi), let alone keep fans coming back for more with every re-incarnation released. XR5T is one such car, and here’s why.

The 2.5-litre, in-line five-cylinder, turbocharged engine is the embodiment of all that’s right in forced induction. Strong, linear boost and flat, early torque delivery make the 166kW, 320Nm, at 6000rpm and 1600rpm respectively, offering a lithesome, overtly usable affair that has an uncanny habit of putting on more pace than you’d at first give heed to.

Whilst the sub-seven second 0-to-100km/h time may at first seem a little off pace, it’s worth remembering this is but a small part of the overall equation and the car should not be penalised in the eye of a potential buyer for this fact alone. This engine shines for other, better reasons.

Ford Focus

What I love most about the T5 engine, aside from that blissfully curious symphony under acceleration, is the smooth throttle mapping and progressive power delivery on tap through fast flowing corners, that ubiquitous mid-range pull, and best of all how it offers that extra little bit of low down grunt from a tight hairpin in second gear. It’s just so flexible and usable that you tend to get a little carried away by it all – and isn’t that what maketh a true hot hatch?

Coupled to a slick shifting six-speed stick, the cog swapping is fast and fluid with a near-perfect clutch taking up exactly where it should. Changes are swift, light, but exact, which makes flicking through gears in a hurry a grin inspiring experience, especially when hard under brakes.

Despite a little torque-steer under heavy throttle, especially around the climatic 6000rpm mark, the delivery is manageable, controlled and a lot of fun, especially once you’ve got a feel for what’s going on, which in this little number, happens quickly thanks to a communicative chassis feel, direct steering and superb balance.

With four-wheel discs, enlarged slightly at the rear, the braking power is robust and well spread front to rear offering little in the way of fade. To top it off there’s also a tight but progressive feel to the pedal with enough feedback in the ABS to keep the foot informed of the grip beneath you. My only qualm would be that the middle pedal sits a little higher than the other two which gets a little tiring when you’re on and off the brakes repeatedly.

Ford Focus

Suspension, though a typical independent MacPherson strut front/multi-link rear (with stabiliser bars), is well matched to the chassis and presents few, if any undesirable traits. There’s a touch of understeer in the wet, but only if you’re off balance and trying too hard, and even then it’s manageable.

The ride is a little firm, which is to be expected, but doesn’t bang and crash around like some of these modified hatches tend to, and allows quick directional changes without upsetting balance. In all I’d say it’s one of the better examples of handling versus comfort combinations I’ve driven in this category.

Electro-hydraulic power steering, though not usually a favourite among sports orientated drivers is in the case an exception to the rule. Settings can be adjusted through three modes (Standard/Sport/Comfort) which adjust the level of feedback and assistance accordingly. With Sport Mode on the turn-in is especially quick and responsive, but even when punting a little close to the knife’s edge remains predictable and settled.

Now I know what the challenge will be when you tell the better half you want one: “It’s too loud and I can’t drive it” – that’s only partly true. Although the Rice Bubbles exhaust (plenty of snap, crackle and pop) is audible, it’s the road noise on longer trips that will get to you, with tyre noise being especially irritating. Despite having some World Rally Championship heritage, the XR5T is no harder to drive day-to-day than any other hatchback.

Ford Focus

Ergonomics, visibility and driving position are excellent (excluding the afore mentioned brake pedal height), and in all it’s comfortable ride offering proportions adequate for a family of four, except perhaps that the rear leg room may be a tad tight for lanky teenagers. There’s generous shoulder and headroom, and with a respectable but somewhat shallow 362 litre boot (seats up – parcel shelf down) a weekend away in the XR5T is still an absolute pleasure.

The ESP (or Dynamic Stability Control in Ford speak) calibration compliments the car perfectly, and isn’t as overly obtrusive as some systems tend to be. Traction too isn’t overtly sustained but still provides enough grab without being too sensitive on take-off. Adding to the usual raft of three letter acronyms (ABS, EBA, EBD, ESP & TCS), there’s also dual front, side and curtain airbags to keep you safe which have contributed in earning Focus a Five Star ANCAP rating.

I’d very much like to have seen cruise control fitted, or at least made optional. Given it’s available in the Mondeo XR5 Turbo and Volvo C30 (which both share this engine) I cannot see why it isn’t included here. The instrumentation back lighting is also a nuisance on the open road as the central multi-function display on the cluster has a red hue which does not dim with the gauges, making for an unpleasant and distracting glow in your peripheral vision. That said though, I still love this car.

With the fistful of rivals all so very close in terms of bang for your buck, a great deal of hot hatch selection will naturally fall back to personal preference and driving style, but for my money the balance of price, punch and panache puts the XR5T within a sniff of first place.

Ford Escape XLT Specifications:

* Engine: 2261cc DOHC four-cylinder (16 valve)
* Power: 109kW @ 6000rpm
* Torque: 199Nm @ 4000rpm
* Transmission: Four-speed auto with overdrive
* Brakes: Four-wheel disc with ABS, EBA & EBD
* Driven Wheels: Part Time 4×4 & Centre Diff Lock
* Fuel Type: 91RON Unleaded
* Fuel Tank Capacity: 61 litres
* Fuel Consumption: 10.5 litres/100km (Combined)
* ANCAP Rating: Four Stars
* Safety: Front & side airbags, ESP, TCS
* Service Interval: 6 month/10,000km
* Spare Wheel: Full size matching alloy
* Turning Circle: 10.8 metres
* Towing Capacity: 1000kg (Braked)
* Warranty: 3 years/100,000km
* Weight: 1,578kg (Tare)
* Wheels: 16 x 7.0” Alloy

There’s no escaping the success of Ford’s unassuming mid-sized SUV, after all it’s been around for the best part of a decade. Though I can’t help but wonder if the latest face-lift is one too many, a Joan Collins-esque attempt at clutching on to a youth long since lost.

Ford Escape

But as long in the tooth as it may well be, it’s still a decent and relevant car, and from an aesthetic perspective, is probably your last chance to grab a more traditionally styled soft roader from Ford before the funky new-age Kuga arrives late next year.

This fourth iteration of the Escape a Taiwanese built version of Mazda’s now retired Tribute, albeit with a re-modelled nose and tailgate. The idea being to move the appearance in-line with Ford’s kinetic design principles, as seen in (LV) Focus, (MA) Mondeo, and (FG) Falcon for a more instantly recognisable family image.

Inside things are much the same as they’ve always been, somewhat American, practical yet understated, and expectedly comfortable, though the change in backlighting colour (now blue) can make reading the smaller radio and climate buttons a little blurry and hard to distinguish at night.

Also, for no apparent reason, the auxiliary controls of the six stack CD tuner and climate control fascia don’t dim with the instrumentation panel lights giving the whole cabin a disconcerting blue hue on dark country roads.

Ford Escape

Trivial issues aside though Escape has a pleasant cabin, simple in its function and very easy to live with, especially for those with kids and/or pets, without being overly agricultural and plastic as some soft-roaders tend to be. It’s also surprisingly quiet for an SUV which makes for a better experience on longer highway trips.

Under the bonnet the popular 2.3-litre, DOHC, in-line four-cylinder engine (Tribute, previous generation Mazda6, Mazda3 SP23, Focus, etc) makes an acceptable 109kW at a heady 6000rpm, though loses a little in the way of torque managing only 199Nm from 4000rpm. Whilst hardly a powerhouse the performance is reasonably tidy and with fuel consumption returns reflecting mid 10.0L/100km, it’s a worthy compromise.

Ford Escape

Despite a solid engine, the four-speed transmission feels a little dead and has a habit of stumbling into gear. It’s also slow to react, especially on kick down. A good hard stab to the floor will eventually see the desired result but by then you may have missed a chance to pass, not a desirable trait on the open road. Still, around town it is bearable and with the overdrive switched off Escape can keep pace in fast flowing city traffic.

A part-time 4×4 system with electronic lockable centre differential provides enough traction for light off-road work or a weekend trip to the snow but will only work well within its limitations – meaning don’t expect too much (ground clearance is 208mm).

Ford Escape

With a standard recipe strut front/multi-link rear-end suspension set up Escape is compliant, comfortable and easy to maneuver. A turning circle of 10.8 metres and good all round visibility makes it simple to park, as well as swift in responding to the rigors of being thrown around suburban streets and car parks.

Up back an adequate cargo area accessible from a split window and top hinged tail gate assembly provides more than enough room for a small family’s requirements and thanks to 60/40 split fold rear seats can be expanded to an impressive 1792 litres of space. There’s also a nifty net (not shown) included to stop any loose shopping ending up on your toes and a retractable cargo blind to keep you stuff away from prying eyes.

The middle seat belt being roof mounted (as are child seat anchorages) can be a hassle when only two of the seats are in use and packing items around it can be like a game of Tetris, but for the odd occasion it’s actually going to be of bother, is easily worked around.

Joining the feature list are power windows and mirrors, remote central locking, leather covered tilt adjustable steering wheel with remote audio and cruise control buttons, removable roof racks, 16-inch alloy wheels, front fog lamps and power antenna.

Perhaps indicative of Escape’s age though there is no auxiliary audio socket for your iPod, no Bluetooth connectivity, no self locking doors, no trip computer, no auto wipers and no dusk sensing headlamps meaning the rivals may have the edge when it comes to ticking boxes.

Ford Escape

Escape manages a commendable four-star ANCAP rating and with anti-lock brakes (ABS), electronic brake assist (EBA), electronic brake force distribution (EBD), traction control system (TCS), dual front and side airbags is a good deal for the price – but for the glaring omission of electronic stability program(ESP).

While some buyers may baulk at the prospect of owning more basic, older designed car I think the feel of Escape’s drive and decent looks will retain a few fans for a while to come, and if only it had ESP and a better auto box could have managed a far better overall result. But as it stands the competition is tough out there and sadly Escape is a little behind the game.

Ford Falcon XR6 Turbo Specifications:

* Engine: 3984cc DOHC Six-Cylinder 24-Valve
* Induction: Garrett M12 Turbo (10psi Boost)
* Power: 270kW @ 5250rpm
* Torque: 533Nm @ 2000 – 4750rpm
* Transmission: Six-Speed Automatic
* Brakes: Four Wheel Disc with ABS, EBA & EBD
* Driven Wheels: Rear (Final Drive 3.73:1)
* Top Speed: 230km/h (Limited)
* 0-100km/h: 5.3 seconds
* 0-400m: 13.64 seconds @ 170.9km/h
* Fuel Type: 95RON Unleaded
* Fuel Tank Capacity: 68 litres
* Fuel Consumption: 12.0 litres/100km (ADR)
* Safety: ESP; Front, Side & Curtain (Opt) Airbags; TCS
* Service Interval: 12 month/15,000km
* Spare Wheel: Space Saver
* Turning Circle: 11.0 metres
* Towing Capacity: 1200kg (Braked)
* Warranty: 3 year/100,000km
* Weight: 1694kg (Tare)
* Wheels: Alloy 18 x 8.0” (19” As Tested)

It’s not often when road testing a car that you’re confronted with “nice car mate” at the lights. Even rarer then to have a bloke run up and kiss your car at an intersection, insist on shaking hands and call you a dead set legend – how flattering! Now sure, he may have been partially inebriated and the lurid green, sorry Dash, paintwork doesn’t exactly do anything to obscure you in a crowd, but this kind of reaction happened all week long … and who doesn’t love that.

Ford Falcon

But the XR6T isn’t all about ego stroking and big grins – ah, who am I kidding, of course it is! In fact if driving it doesn’t bring a grin to your face then you’re either unwashed, hugging trees and singing Kumbayah around the commune campfire or about to have the paddles placed on your chest, just before they shout “clear”. Yes, it’s that good. In fact, it’s better than good, it’s bloody brilliant. Easily the best value for money performance sedan on the market.

Just $45,000 will see you behind the wheel of an entry model manual XR6T and when all things are considered, you’re really getting a lot of car for the coin. Not only does the new FG series have to be one of the best looking Falcons yet, it’s also the most refined in terms of power delivery and handling that I’m yet to drive, not a bad feat for a locally built sub $50K car.

Now at first a lot of people shrugged off the FG as not different enough, a quick touch up or just plain boring, but to them I say look harder. The lines are so much cleaner, it’s more aggressive, but it’s not over the top with plastic rubbish hung all over. Simply put it has a muscular appeal that makes grown men drool or grunt like Neanderthals, and how many cars can do that these days?

Inside things are basic, but handsome and well laid out and there’s certainly enough technology to make your mates at the footy club green with envy. It’s comfortable, very generous in proportion and has enough adjustment in the driving position, steering column and pedals that even someone as vertically challenged as myself can feel secure and well supported behind the wheel.

Ford Falcon

The menu screens and functionality of the Command Centre (or Human Machine Interface) system are as easy to use as channel surfing from the couch and offer a complete break down of vehicle settings, audio control, phone, lighting, alarm and (optional) satellite navigation. The 3D system is easy to use and has a nifty little remote control so the passengers can play too, taking their mind off all the fun you’re having in the captain’s seat.

Ford Falcon

With steering wheel mounted controls for cruise and audio being logical and simple to find, about my only remaining issue would be is that the upgraded stereo package lacks any real substance at volume, instead distorting and breaking up when challenged. It’s fine at mid-range and has good clarity with the iPod connected but just suffers a little more than it should for the premium price.

Luxury Pack includes Nudo Shadow Leather Trim

Ford Falcon

Not that you’ll be listening to the stereo mind you. I mean if the sound of this sweet six-cylinder doesn’t do it for you then perhaps it’s time to get your nails done. It’s a brutish cacophony of raspy exhaust, crisp yet subtle induction and just a touch of waste-gate flutter for good measure – certain nothing to disappoint.

A little snap crackle and pop can be heard on hard down shifts proving yet again that a well sorted in-line six has a note all of it’s own, and with a little bit of boost behind it it’s aurally one of the most pleasing and grin inducing symphonies I know of, even if it does eat in to your fuel bill just slightly.

The force fed 4.0-litre, six develops a hefty 270kW at 5250rpm and produces a whopping 533Nm from 2000 to 4750rpm, with over 75 per cent of that available from just off idle. It’s simply tremendous, has almost no lag to speak of and a low down pull that would shame most V8s. The mid-range surge is heaven sent and so strong that on a damp day XR6T breaks traction from second to third gear – even with the ESP left on! But lay off the loud pedal and it’s as placid as any regular Falcon, true Jekyll and Hyde type driving.

The six-speed ZF automatic is a work of art and is undoubtedly world class. Smooth shifts, always ready to go thinking and no-nonsense manual mode mean both day-to-day and weekend driving are equally well catered for, as long as you remember down (-) is forward, up (+) is back. The limited slip rear end is brilliant, you can actually feel it working in hard corners. The other upshot is that wet weather driving is also more tractable and settled … assuming you want it to be.

Ford Falcon

Sharper steering with better feedback and quicker response than BFII makes pointing the XR6T an incorrigibly mischievous practice, especially when riding half tacho in turns where the temptation to induce oversteer is almost impossible to resist.

Mid corner lumps and bumps are evident with the 19″ alloys but still feel less intrusive through the column than its predecessor, thanks to the remounting of the steering rack. In all the package is a cut above the rivals and with just 2.6 turns lock-to-lock you’ll not believe the car is as big as it really is.

Suspension feels more well matched front to back than it ever has in Falcon and is very well balanced overall allowing throttle control to dictate cornering poise to a higher degree than you’d think possible from a large mass produced domestic car. Any one who rubbishes the local product is either brand blinded or can’t drive – it’s that simple. Ford really has pulled it together nicely this time.

Braking isn’t anything special but that doesn’t mean it isn’t capable. The stopping is certainly good enough for the car’s capabilities but the pedal feel lacks that sweet progressive motion that many Euro rivals posses.

Once your foot’s accustom to it, and is trained to do a little more work, it’s of little consequence and the ABS (with EBA & EBD) is well calibrated enough that anyone wanting some fun on track days will not be left wanting.

The ESP is brilliant, allows just enough fun without being dangerous in novice hands and will bring you back into line in such a way that you’re not brought to a dead stop – prefect. It’s far more fluid and lightly sustained than that of XR6T’s main rival and gives the car a sense of balance usually lacking in high powered rear wheel drive vehicles.

Curtain airbags are available on top of the front and side units offered as standard for a nominal charge and are in my opinion worth every cent, especially when you consider how easy it is to get this thing sideways.

As someone who races classic tourers I think blue oval fans are right to pine for the loss of this engine. It’s just brilliantly strong, so torquey and so alive that it really reminds me of E49 Chargers and GTR-XU1s from muscle days long since past.

So if you’ve got the money buy two – drive one, drive it hard and stick the other away. This is a future classic, an absolute weapon of choice, and for the price I’d recommend it to any red blooded male whose testosterone isn’t under lock and key.