In twenty years of road testing all manner of vehicles, I have been fortunate to have driven some of the world's most powerful cars, including the supercharged Jaguar XK8, Audi R8, V10 VW Touareg, and BMW 645i.
The latest powerhouse to grace my garage is the BMW X5 M50d.
What a remarkable vehicle it is. Just when you thought car makers couldn't pull any more horsepower from a smaller engine, this one takes the cake.
The five litre twin turbo diesel V10 of the old VW Touareg for example, produced 750nm of torque. The M50d is a three litre in line six, putting out 280 kw and a staggering 740nm. The gargantuan grunt developed with the help of not one or two, but three turbochargers. Floor the throttle and prepare for liftoff Houston!
Despite weighing just over two tonnes the X5 M50d races to 100 kilometres an hour, in an almost face distorting five seconds.
The burble from the silky smooth diesel as it rockets away is unlike any other diesel I've heard, refined and bit gruff, it lets you know what a great job it's doing. There's no V8 growl from the exhaust, but who cares when you have this kind of urge?
Even better, the average city/ highway fuel consumption for the X5 M50d, is just under 7 litres per 100 kilometres. I averaged around nine in mainly city driving. There's an 85 litre fuel tank, so expect some decent mileage!
Cornering at speed is effortless, thanks to the X5's monster 20 inch wheel and 315/35 series tyres on the rear and 275/40/20 on the front axles and well sorted suspension. Flung into a number of tight corners with abandon, the 2.2 tonne weight of the X5 seems to vanish. It's almost like you're driving a sports car. In Sport plus mode, the tenacious grip is amazing. The car sits flat and sure, with no hint of body roll or weight transfer. The paddle steering wheel shifters blast you instantly through the gears with each upshift and a huge surge or power, without hesitation.It is truly thrilling.
Steering input is just about perfect. It's very precise, tactile and well weighted both for high speed work and tootling around the "burbs. The only issue is the fat tyres exhibit some tramlining on certain uneven road surfaces. The 8 speed automatic gearbox is a gem, whether left to its own devices, or with driver input from console lever or steering wheel paddles. Park is selected by pushing a button on top of the console lever, the electronic handbrake button is just behind the gearshift.
BMW has endowed the X5 M50d with enormous brakes. The front pair, the size of a regular car wheel, inside the 20" alloys. Curiously the disc rotors aren't drilled for ventilation. Nevertheless they are very capable when hauling the X5 down from speed.
The X5 has fully adjustable suspension, from comfort to sport. Comfort glides you over bumps, while Sport gives you all the firm control you need to keep the car sitting flat in tight corners.
You'd expect an upmarket performance SUV to have all the luxury trimmings and there are plenty of those in the X5 M50d.
Starting with a fixed 10.25 inch screen in the central dashboard that displays all your audio, navigation, car setup info, as well as a comprehensive owner's handbook. Some of the car's features, like a demo of how the X5's lane departure system works, (it vibrates the steering wheel) are animated and spoken on screen. The "mouse" for the I drive system, and function selections, also has a touch sensitive pad on top for "swipe" mode adjustment, just like a regular laptop pad. Write the first letter of what you're after with your finger and the choices appear. Other features include a heads up display showing speed and cruise settings on the windscreen in front of the driver and active cruise control that keeps a set distance to the car in front, even slowing the car down to a stop without braking, if the car in front does the same.
I had never heard digital radio before testing this car.
The X5 M50d has it as standard ,with a nine speaker Harmon-Kardon sound system.
There are about thirty stations to choose from and in the enclosed environment of a car, the experience is gobsmacking. The quality, richness, clarity and crispness of the sound, even when cranked up to almost maximum, will astonish you. It makes regular FM transmissions sound like they're muffled by cotton wool.The 205W digital amplifier system is quite simply the best I have ever heard in a car.
When parking, cameras mounted in the wing mirrors, magically give you a panoramic overhead view of the car and its immediate surroundings, ably assisted by a quality reversing camera.
It's a brilliant safety combo.
You can even adjust the opening height of the two piece power tailgate.
At night, dashboard and doors are highlighted with pale blue ambient lighting strips. Other control buttons glow in red.
There's also a full length opening glass moon/sun roof and powerful bi-xenon headlights.
The equipment list goes on and on and on.
At just under 150K, the BMW X5 M50d is expensive, but considering what you get in the way of outstanding performance and equipment and you can afford the price of admission, you will not be disappointed.
Peter Sellen
Volvo's mid sized SUV, the XC 60, has been around for five years now and the company decided it was time for a bit of refurbishment for one of its best sellers.
Previously powered by a five cylinder turbo diesel, and a turbo petrol six, the updated XC 60 still has the option of those two engines and now also a two litre four cylinder turbo petrol engine.
This is that four cylinder turbo. For the uninitiated it's a bit confusing as the badge on the tailgate says T5. Perhaps it's because it only seats five people.
Style wise, not a lot has changed externally, the lines of the Volvo remain fresh and modern.
There's plenty of room for five and visibility is excellent thanks to the large glasshouse.
Inside, the instruments are highlighted in pale blue.The tachometer is unusual, it's linear, placed vertically to the right of the speedo.
Volvo's eight speaker sound system is among the world's best for clarity and quality.
The signature Volvo "floating" central console remains, but is now finished in a colour that Volvo calls "Copper Dawn." I didn't mind it, it's a bit different from the fake wood and piano black surfaces found in other vehicles. However once again the devil is in the detail. On a sunny day with the sun overhead the aluminium surround along the top edge of the console reflects sunlight into the driver's eyes.
The turbo four pot has enough power to haul the XC60 along quite rapidly. Volvo says 0 to 100 kmh takes just over eight seconds. The engine has 177 kw and 320 nm, compared to the diesel's 136 kw and 400nm, but it's up to the task and the car never felt sluggish off the line. Average fuel consumption is just under 9 litres per 100 kilometres.
The steering is well weighted but a little on the heavy side. That didn't detract from its accuracy, and there is no steering vagueness at the straight ahead. The turning circle is commendably tight, better than some others in its class. The XC 60 shines on the highway, sitting flat, while powering through sweeping bends at speed, better poised and composed than many sedans.
Volvo's pioneering City Safety system brings the car to a halt if you aren't paying attention when there's a collision threat, at speeds of up to 50 kmh. It's very effective. I've tried it on previous models and it actually does what it's designed to do, although heading for a stationary object without any driver input is a bit daunting. The system cancels if the driver regains control. The XC 60 is packed with safety technology apart from that one, including Volvo's side impact protection and whiplash prevention system.
Volvo's seats are renowned for their comfort and those in the XC 60 are no exception. Even after several hours behind the wheel you will arrived refreshed and ache free. The rear seats also have a built in child booster, another Volvo first. The XC 60 T5 also has a power tailgate for ease of loading. The ignition process is slightly awkward. Most of us are right handed, but the XC 60's key fob needs to be inserted into a slot to the left of the steering wheel and then started with a button above that. In time, that would I suppose, become second nature if you owned one, it's just a bit clumsy,if you aren't ambidextrous.You also need to push buttons on the key fob to open and lock the car, as there's no remote "keyless" entry system.
The ride is firm-ish but still absorbs all but the most serious bumps with quiet sophistication.
Underway, there is no wind noise and just a faint whisper from the tyres.
The XC60's unique taillights are a designers delight, the large vertical array with its sweeping curve, a standout at night.
So if a svelte, stylish comfortable Swede is what you're after,look no further than the Volvo XC 60.
Peter Sellen
There's never any confusion about the model designations in the Audi range. You get a letter of the alphabet and then a number, ranging from one to eight, depending on model. For more bang for your buck, the number is preceded by the letter S. And for all out performance thrills,the designation becomes RS. Add the all wheel drive Quattro system and you have an unbeatable combination of power and handling.
However, for those not wanting that level of almost racing car experience, the S versions will more than suffice.
This is the S3, based on the popular VW Golf sized, Audi A3 Sportback.
It really is a wolf in sheep's clothing. The few external signs this is a step above the standard A3, include brushed aluminium wing mirrors, silver highlights across the grille,a quad exhaust peeping out from below the rear bumper, a lower ride height, 18 inch alloys and large red brake calipers.
The interior is a very nice place to be. The test car had the benefit of an extra package that includes upmarket Bang and Olufsen sound, heated seats and adjustable suspension.
The usual Audi refinements are all there.
Aluminium highlights on the console and instrument panel. a keyless, button ignition system, MMI ( Multi Media Interface) selector for navigation, audio and car setup, and an easy to use gearshift lever and steering wheel paddles for the six speed dual clutch manual gearbox.
The S3 has what it takes to deliver thrills aplenty, whether in a straight line or taking on challenging corners.
There are four modes for the transmission.Leave it in D, pull back on the console lever for automatic S mode, sideways for manual console shifting, or touch the paddles for full manual cog swapping control.The S3 is 70 kilos lighter than before, with many aluminium components.
The S3 slams away from the line with furious urge, snapping through the lower gears in rapid succession, to reach 100 kmh in just five seconds. No torque steer at all, just sheer exciting thrust, that will put a real grin on your face.
Even in D, the S3 leaps ahead with enormous verve, taking full advantage of its 2 litre turbo producing 206kw and 380nm.
Leave the windows down while doing this and your senses will also take in the deep baritone burble from the quad pipes and the turbo's wastegate pop on each upshift.
And you will stop just as quickly, with powerful brakes more than up to the task.
The seats are quite firm, but on long trips give you all the support you need.
The adjustable suspension allows for a few settings, from comfort to eco.
I found the comfort setting quite good enough for everyday driving and it's also acceptable for spirited cornering. But if you want to play boy (or girl) racer, then the Sport setting ensures even better uncompromising grip. Steering control through the electromechanical system is superb, with plenty of feel through the flat bottomed wheel.
The S3 is a very easy car to live with, whether on daily commutes or those exhilarating weekend blasts along your favourite winding road.
The S3 is also somewhat of a bargain in the premium small car segment, at just under 60K.
If this one is not enough to slake your thirst for performance, there's an even more powerful RS3 waiting in the wings.Watch this space.
Peter Sellen
Thousands of families have adopted a multi seat SUV as their car of choice for all kinds of journeys, and there's nothing wrong with that.
However there are plenty of other vehicles that can fulfil that role as well, or in many cases better than those high riding SUVs and you won't need a stepladder to get in or out of them.
I'm talking about people movers.
Today's crop are a far cry from the first on the market years ago, stylish, better equipped and safer, and almost all employ seven seats for large families.
This is Peugeot's offering, the new 5008.
It's a vehicle you wouldn't be ashamed of driving or being seen in your driveway.
The 5008' s classy European styling is eye catching and practical.
Some will say the performance of such vehicles when loaded is pretty ordinary, but Peugeot has overcome that criticism by endowing the 5008 with the 1.6 litre turbo petrol engine, also found in the RCZ ,with 115 kw and 240 nm, or a torquey 2.0L turbo diesel with 340 nm.
This is the 1.6 turbo.
Being a relatively heavy car, don't expect too much from the engine, but it will get you away without embarrassment from the lights and gets up to speed (0 to 100) without too much noise and fuss, in about 10 seconds, but that could take a tad longer with a full complement of regular sized occupants. If you will often travel with all seats occupied, then perhaps the diesel should be your choice.
When cruising on the highway, the 5008 is commendably quiet
The ride is not too bad at all. On most surfaces it does an admirable job. Through corners the 5008 is fairly benign, but the steering has an odd feel about it. At the straight ahead it's fine, but move it slightly left or right and there is some resistance, before that feeling evaporates and the wheel lightens up. Maybe it's an attempt to keep or return the wheel to the centre after a turn. I guess you'd get used to it, it's just a bit unusual.
The large windscreen is complemented by a fixed full length glass roof, and excellent all round vision to the rear and sides. On hot days an electronically controlled roller blind covers the glass roof and keeps the heat out of the interior. It can be stopped at any position along its travel.
Peugeot has thoughtfully provided retractable sun blinds in both the rear doors and C pillar quarter windows for the tykes in the rearmost twin seats. Why don't more manufacturers adopt this simple convenience feature?
The seats are large and comfy, there's plenty of legroom in front and in the middle seat row.The front pair have fully adjustable armrests to make a long haul more pleasant .
A large screen emerges from the dashtop that includes satnav, audio and vehicle information.
Rear safety camera images appear in the left of the central rear view mirror.
The third row seats fold into the cargo area and are easily erected when smaller occupants need a ride. Rear seat passengers have their own airconditioning vents in the B pillar, and he A/C itself is powerful enough to easily minimise the effects of a 40 degree plus Australian summer.
To keep the kids in the middle row amused, the headrests of the front two seats contain screens for audio visual games and movies, with AV plug-ins located in the rear of the central console.
The front seat backs each have a fold down tray.
Peugeot and Citroen have been taken to task elsewhere for not having enough useable cup/drink holders in their vehicles.The 5008 has one in between the front seats and just two more for the rearmost seat row. That's made up for elsewhere.There are more than a dozen general storage cubbies including two in the floor in front of the middle seat row.
The cargo area is enhanced with the usual lighting, but also has a detachable emergency torch clipped in a recess on the right of the cargo compartment.
Being the twin under the skin of the Citroen C4 Grand Picasso, a purchasing decision is mainly about which style you prefer of the pair.
At just under 37 K the Peugeot is one of the cheaper people movers on the market, but it's one of the better options in the segment, with more than a touch of Euro cache.
Peter Sellen
The Mercedes Benz E Class has and always will be, as the name suggests, all class.
The new version of one of Mercedes' top sellers is elegantly styled, roomy, and powerful, and has enough "eye candy" to draw attention wherever it goes. It's also packed with a heck of a lot of electronic wizardry to make the driving experience safer.
This is the E 400, powered by a three litre V6. It's unnoticeable at idle, but when given its head, hurls the car down the road extremely quickly, with typical Mercedes refinement.
That's not surprising ,considering the engine delivers 245 kw and a V8 challenging 480nm of torque.
The E 400 is quite a heavy car and there's some mild understeer when pressing on at speed along winding roads, but it doesn't detract from the overall experience. Steering input is light and responsive.
The car has a seven speed automatic gearbox, operated by a wand on the right hand side of the steering wheel. Push it down for D and up for reverse, and Park is engaged with a button on the end of the wand. It's a good arrangement, but I often found my left hand flailing about, searching for the non existent console gear lever that every other car has. Owners will adapt I'm sure. This car had the optional AMG treatment and had steering wheel paddle shifters for those who like to do it themselves.
The old low tech, foot operated park brake is still fitted to the E400, and is released with a lever under the dashboard. Thankfully the pedal did not collide with my size 12 left foot, as the pedal swings up well out of the way.
The suspension is reasonably civilised, but the 19 inch wheels and 35 series tyre combo that comes with the AMG pack, don't do it any favours. It's still relatively smooth, but on broken pavement the E400 can get the jitters. Tyres with a little more sidewall depth would provide a more serene ride.
Build quality is not an issue with any Mercedes Benz passenger car, everything is put together with admirable skill.
What is also admirable is the level of technology in the car. The E 400 has among other things, a gizmo called "Steer Assist." If you aren't paying attention and the car starts to wander to the left or right, sensors notice and vibrate the steering wheel three times to warn you. And that's all well and good; other cars have some kind of similar device. But Mercedes goes one better.
As well as the vibration warning, the system will gently nudge the steering wheel to return the car to the direction it should be travelling.
I experimented with this further while on a long, straight, deserted, four lane suburban road late at night.
I had my hands off the wheel but hovering near it, and allowed the car to drift slightly to the left before it detected the white lane line. Sensing this, it made tiny steering adjustments to get us straight again. I continued without any input from me and it slowly drifted to the centreline, before the system turned the car back to the middle of the lane, again all by itself. After three goes at this, a loud chime sounded and a steering wheel picture appeared in the instrument panel, gripped by two red hands urging the driver to actually take control.
Even when driving around a smooth bend in suburbia, you can feel the steering trying to follow the corner by itself, once you have started the turn. It's an odd sensation.
Many cars these days have the option of self parking.
Even vehicles such as the Ford Focus and several VW and Skoda models offer it. But the self park system in the E 400, is also capable of UN-parking the car from its parallel spot automatically. Quite amazing.
The Mercedes also allows you to set the cruising distance between you and the car in front, with an active system that will slow the car down to a complete stop by itself, if the car in front slows and stops. When stationary, a foot on the brake is a good idea however!
Blind spot lights flashing in the wing mirrors, warn the E 400 driver that a car is almost alongside in another lane.
You'll know you are approaching an E class at night, by its unique taillight design.
I know most people who buy Mercedes Benz are from the well heeled among us, but having heated seats as an option in a 129K car is a bit rich, especially when they are standard on many lesser cars. Some will say why do you need them? Well, on a cold winter's morning when the temperature drops to one or two degrees they are most welcome believe me.
The leather clad seats in the E 400 are firm in the Germanic fashion, but not uncomfortable and there's a hidden storage cubby beneath the front seats. The front seats are fully electronically adjustable from the uniquely Mercedes door panel buttons.
Audio and car settings are adjusted with a console mounted " mouse," and all the instruments are easy to read and understand.
Audio buffs will love the high spec multi speaker Harmon Kardon sound system, renowned as being among the world's best. The boot is enormous and will swallow a huge amount of luggage.
Mercedes says lately it's seeing a lot of new customers who've previously owned other prestige marques, and with cars like the E 400 on offer, it's easy to see why.
Peter Sellen.
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