MERCEDES-BENZ has stated that the design of its future electric cars will becoming progressively more adventurous, following on from the launch of the conventionally styled EQC.

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Speaking to Wheels at the reveal of its first fully electric SUV in Stockholm, chief exterior designer for the EQC, Robert Lesnik, hinted that more radical-looking EVs are on the way as Mercedes moves to fulfil its promise of 10 new battery-powered cars by the end of 2022.

“This is just the beginning of a much bigger story,” he said of the EQC. “By 2022 we’ll have many different sizes and shapes [of EVs] … and they’ll become gradually more adventurous as they go.”

Lesnik added that Mercedes has been deliberately conservative with the EQC, the German brand deciding to opt for a familiar look in an effort to ease customers into the idea of buying an EV SUV.

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“Whenever something is new, you never know,” he said. “It might work well, it might not, so we’re starting with known proportions. New things can be polarising.”

Proportionally, the EQC is almost a mirror image of the existing GLC mid-size SUV, though Mercedes says 85 percent of the EQC is all new. The pair share the same wheelbase and are built on the same production line at Mercedes’ Bremen factory. Size wise the EQC is 105mm longer, 15mm lower and 6mm narrower than the GLC.

The key differentiator though is the simplicity of the EQC’s styling. Lines have been removed to create a cleaner, more seamless look.

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Choosing an SUV as its first electric car has provided Mercedes-Benz with some key engineering advantages. Its additional ride height, for example, means the floor-mounted battery pack can be packaged more easily. That task becomes more difficult in sedan bodystyles and sportscars, with Lesnik suggesting these form factors will allow for greater design freedoms.

“With sportier cars we might see different architectures,” he said. “Because they’re lower you can’t just stick the batteries in. We have communicated there are many EQs coming. We believe this [the EQC] is the best place to start.”

One thing we can expect from all future electric Mercedes is that they’ll have a grille, unlike Tesla.

“Why do we need a grille? Because it needs a face,” said Lesnik. “Without one it looks anonymous. It looks unnatural. We believe a Mercedes always deserves a grille.”

Another carryover EQ design element will be the new light signature, which traces an almost unbroken line across the width of the car front and back.

Taking something old and making it ‘new’ without disrespecting the work that had already been done is difficult, but a few car lovers in the world have managed to pull it off incredibly well.

Most recently, a man named Euginio Amos has done this with the Lancia Delta Integrale – it’s called the Lancia Delta Futurista, and it’s a 1250kg, 250kW (approximately, he says) Delta that’ll cost around 300,000 Euro and be much easier to live with than the original.

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So, we’ve picked our favourite rebuilt versions of classic and iconic cars that we’d happily own.

Singer DLS Porsche 911 (Dynamics and Lightweighting Study)

The latest, and probably greatest, creation from US-based outfit Singer is claimed to be ‘the most advanced air-cooled Porsche 911 in the world’, and we reckon they might be right.

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Built in partnership with Williams Advanced Engineering, the DLS features a 373kW air-cooled, N/A flat-six, in a car that weighs just 990kg. You do the maths.

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Eagle E-Type

The ‘most beautiful car in the world’ probably isn’t the most driveable car in the world, so having the people at Eagle give it the ‘zero-mile’ resto treatment is probably not a bad idea if you want a Jag from the 1960s that can be driven hard.

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Rebuilt engines, bespoke body shells, upgraded chassis components, and even a custom tune make these E-Types just a little more special. They’re also not cheap.

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Alfaholics GTA-R 290

Owning an old Italian car would be much less stressful if that car happened to have been rebuilt from the ground up.

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A 2.3-litre Alfa Romeo Twin Spark engine produces 179kW in this 830kg beastie. A monocoque steel body, carbon fibre doors, bonnet, and bootlid, and a brakes and suspension upgrade fit for a racer car leads Alfaholics to call this a car “capable of lapping the Nurburgring in under 8 minutes.”

We’d like to see them try. Please?

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Mini Remastered by David Brown Automotive

“All the style, technology and engineering excellence that encompasses our ethos, whilst retaining all the spirit and personality of the original.” It’s the perfect description of what David Brown (not the Aston guy) has done with these Brit classics.

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Modernised infotainment, mod cons, plus reappointed interior materials and updated exterior features give a restored Mini away, but under the tiny bonnet, a rebuilt 1275cc engine will prove more reliable than the original. Not much faster, though.

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Gunther Werks 400R Porsche 993 911

As another of the world’s most famous Porsche restorers and modifiers, the Gunther Werks approach is slightly different from that of the Singer philosophy.

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A slightly more aggressive change is made to the exterior of the 400R, but its engine isn’t quite up to the Singer/Williams standard. The body, however, it completely carbon.

Check out Memminger’s ‘hot rod’ Beetle!

Its interior also strays further from ‘what is Porsche’, though we suspect there are some who prefer that approach.

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Mechatronik Engineering ‘M-Coupé/M-Cabriolet/M-SL’

The W111 and W113 series of Mercedes-Benz sports cars, built in the ‘60s, is gorgeous no matter when you were born or what cars you like.

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Similarly, AMG’s V8 engines are incredible morsels of engineering, and produce some of the biggest smiles known to man.

Put these two together… and you’ve probably got a death trap – unless it’s built by people who know what they’re doing.

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In the SL, Mechatronik uses AMG’s 4.3-litre atmo bent eight in conjunction with a modern brake system, modified chassis, and safety features such as ABS. The result is a car that looks positively original until you lift the bonnet or put it on a hoist.

Similarly, the W111 Coupe and Cabrio score AMG’s brutal 5.5-litre V8, plus Mechatronik says all of its work is completely reversable.

To read more about the Lancia Delta Futurista, head over to Unique Cars.

Mitsubishi Australia has sharpened the value proposition of its Mitsubishi ASX small SUV, which, despite now notching up eight years of production, continues to sit at the top of the sales chart for its segment ahead of rivals like the Mazda CX-3, Subaru XV, Honda HR-V, Hyundai Kona and Toyota C-HR.

The biggest news is the removal of diesel-powered AWD models and the arrival of a new ES entry-level variant that kicks the range off at $23,490 in five-speed manual form, or $25,490 with the optional CVT automatic. That’s $1510 less than the previous range opener, the ASX LS, which now sits in the middle of the ASX’s three-variant range structure and becomes an automatic transmission-only proposition.

The departure of the diesels also trims the price ceiling down to just $30,990 for the range-topping Exceed, which takes the place of the XLS grade that was previously priced at $32,000.

FEATURES

The Mitsubishi ASX ES entry model comes with 18-inch alloys, a 7-inch colour infotainment touchscreen with smartphone mirroring capability, a reversing camera, two USB charging points, digital radio, seven airbags and ABS, stability control and traction control.

That model’s safety suite can be expanded with the optional Advanced Driver Assist Systems safety pack, which brings rear cross-traffic alert, autonomous emergency braking (AEB), blind spot monitoring, lane change assist, lane departure warning, reverse parking sensors, front foglamps and auto-on headlamps and wipers. Thus equipped, the Mitsubishi ASX ES ADAS (now that’s a mouthful!) retails for $29,990.

The mid-grade LS adds to that feature set with rear parking sensors, keyless entry and ignition and a self-dimming mirror in addition to the AEB, auto high-beam, privacy glass and leather/microsuede interior treatment mentioned above.

With no more diesel powertrains available in the ASX family, the entire range is now powered by a 110kW/197Nm 2.0-litre petrol inline four, driving the front wheels only via either a five-speed manual in the base ES or a CVT automatic in all other grades.

PRICING

• Mitsubishi ASX ES manual: $23,490
• Mitsubishi ASX ES CVT: $25,490
• Mitsubishi ASX ES CVT ADAS: $26,990
• Mitsubishi ASX LS CVT: $27,990
• Mitsubishi ASX Exceed CVT: $30,990

DESPITE the overall new car market softening by 1.5 percent against the record-setting August total last year, sales of small SUVs have continued to hold firm.

Year to date sales have dipped 0.3 percent against this time last year, but the SUV market as a whole has swollen by a massive 9.0 percent, set against a dip in passenger cars of 12.3 percent.

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Tasmanians bought 12.2 percent more cars in August than during the same month last year, with South Australia also enjoying a 1.5 percent rise and Victoria just trending up at 0.5 percent. A big fall of 9.7 percent was recorded in the NT, with New South Wales down 4.1 percent and ACT slipping by 5.1 percent.

None of the passenger cars segments recorded a growth over August last year while all SUV categories bar the Upper Large class pegged positive figures. VFACTS figures provided by the Federal Chamber of Automotive Industries also showed a respectable month by all-wheel drive utes, more than shrugging off the slipping numbers of two-wheel drive versions.

BRANDS

No surprises to find Toyota standing atop the market, with a share of 18.8 percent, up from 18.4 percent a year ago. Expect that number to swell with the first deliveries of the highly rated new Corolla. Overall sales were up 1.7 percent compared to last month.

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Mazda occupies second place on the ladder with its 10 percent share eroded by a tenth from August 2017 but still up 26.2 percent after a soft July. New CX8, a revised CX-9 and a restyled BT-50 ought to provoke footfall through dealers.

Hyundai finds itself in third with an 8.3 percent share, with the i30 hatch accounting for better than a quarter of the marque’s registrations this month. A rise in sales of 2.6 percent over last month provides something to smile about.

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The rest of the top ten was rounded out by Mitsubishi (up 6.3 percent for the month), Ford (down 10.3 percent) and Holden (slipping by a monster 37.6 percent due to worse than expected Astra sales). Volkswagen took a dent (down 2.0 percent), Kia ticked over okay (up 2.5 percent), Nissan had a good showing (up 8.4 percent), and Honda also had a month the local importers would probably want to put behind them (down by 6.4 percent).

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Other brands that had some good news to share were Alfa Romeo, which saw sales leap by 31.3 percent on the back of a run of Stelvio orders. Great Wall also had a belter of a month, up 144 percent, while Infiniti also crushed it, finishing the month up 97.9 percent.

MG also delivered in spades, heavy TV promotion of the ZS small SUV resulting in a whopping 577 percent increase over last month or, if you prefer the raw numbers, 283 sales stepping up to 1178. It’ll be interesting to watch that trend line.

Volvo will also be popping the champagne corks when reporting back to the mothership, sales stepping up by 83.7 percent this month on the back of continued XC60 strength, the arrival of XC40 and strong interest in the new V60.

MODELS

There aren’t any great shockers at the top of the tree here, with the Toyota Hilux and Ford Ranger occupying the top spots. The podium is rounded out by the Toyota Corolla, which looks set to consolidate its position against the comparatively aged Mazda3, which has nevertheless had an excellent year to date.

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The same can be said of the Mazda CX-5, sales taking a lift after a strong finish in Wheels COTY. Then there’s the Hyundai i30 followed by a school run blockade of four of the nation’s favourite SUVs.

The Toyota Prado has been a standout this year with sales up by 79.1 percent over this time last year, thanks to the refresh that arrived in November 2017. It’s followed by its stablemate, the Land Cruiser in eighth, with the gently fading Hyundai Tucson in ninth. The introduction of the latest facelifted Tucson ought to stem that particular tide, but whether it’s enough to stave off the resurgent Nissan X-Trail remains to be seen.

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Sales winners per segment (August 2018)

Micro Cars

Light Cars

Small Cars < $40K

Small Cars > $40K

Medium Cars < $60K

Medium Cars > $60K

Large Cars < $70K

Large Cars > $70K

Upper Large

People Movers

Sports Cars < $80K

Sports Cars > $80K

Sports Cars > $200K

SUV Small < $40K

SUV Small > $40K

SUV Medium< $60K

SUV Medium > $60K

SUV Large < $70K

SUV Large > $70K

SUV Upper Large > $100K

4×2 Utes

4×4 Utes

IN FOCUS: SUV sales

Of the 41,271 SUVs sold in Australia last month, Toyota (17.5 percent share) topped the charts, followed by Mazda (12 percent) and then Mitsubishi (11.8 percent).

Of that total market, some 52 percent went to private buyers, with business accounting for nearly 37 percent of registrations, just over 8.5 percent going to rental fleets and the remaining percent or so going to government purchasers.

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The petrol diesel split across the SUV sector as a whole was interesting, with diesels registering 11,160 registrations and petrol engines notching up 29,913 sales.

Businesses, government and rental fleets were around five times more likely to buy an electric SUV than private customers, while the difference was nothing like so marked with hybrids, private buyers accounting for 44 sales and non-private taking 67.

UNLESS your dad has a net worth of $3.3 billion (here’s looking at you, Lance), or you are the most naturally gifted driver of the generation, it’s unlikely you’ll be driving a modern Formula 1 car any time soon.

Codemasters has done their best to democratise the most popular motorsport in the world with its latest racing offering, F1 2018, which allows you to live out your racing fantasies in minute detail.

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If you haven’t played an official Formula 1 title for several years, jumping into F1 2018 is like being punted off the Bunda Cliffs into the Great Australian Bight in the depths of winter. The learning curve can be brutal for new players, but perseverance is rewarded with a rich and engaging experience that does justice to racing’s most technical discipline.

Those that have spent time with any Codemasters F1 games in the past will be more comfortable in the first hours of gameplay, with this year’s iteration focusing on small yet effective improvements over previous offerings – if it ain’t broke, etc.

Firstly, and most importantly, the driving experience in F1 2018 is an edgy representation of modern F1 car dynamics. It’s not as brutally unforgiving as other racing sims, but with assists turned off it still provides a challenge for the hardcore gamer, while keeping them switched on allows newbies to enjoy the experience.

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You are expected to manage your tyres, fuel, and energy recovery systems behind the wheel in F1 2018, which can feel like juggling chainsaws while riding a bronco at first. Adapting to the challenge requires constant monitoring of on-screen information.

When it’s all going right, driving in F1 2018 is a thrilling experience. Driving a virtual 2018-spec F1 car requires a mental recalibration if you are stepping out of most other racing games. The braking zones arrive later than expected and cornering gives an impressive sense of speed. When the heavens open up and the track dampens, prepare to grip your controller with white knuckles as the difficult ramps up another notch. Droplets of rain streak across the screen for a truly immersive wet-weather driving experience.

However, it can be easy to become flustered by the multitude of sub-menus when driving. For the most part the artificial opponents in F1 2018 are intelligent, and you can engage in multi-corner or –lap battles when the difficulty is set appropriately for your skill level. However, the computer hasn’t completely mastered the art of leaving racing room, getting a somewhat ‘Verstappeny’, particularly on corner entry when you have dived to the inside on the brakes.

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Codemasters’ developers must be applauded for the attention to detail given to each of this season’s grand prix circuits, which are lit beautifully.

The inclusion of 20 retro cars representing grand prix racing from the ‘70s, ‘80s, ‘90s, and ‘00s is a welcome nostalgia hit, and the putting them all together on track in a multi-class race around Monaco at night can be a delightful – and occasionally hilarious – moment of fantasy escapism away from the harsh reality of career mode.

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Career mode can extend to 10 seasons, with Codemasters introducing end of year regulation changes for an added injection of reality. The R&D tree in career mode is extensive, and is filled in much like a traditional RPG game, using development points acquired during practice sessions. Add on top of that contracts that need to be negotiated, pit strategies to devise, media interviews to be handled, and team morale boosted, and the depth of F1 2018’s simulation off track begins to reveal itself. Unfortunately there’s no option to blow off media commitments and disappear to the back of the pits for a Magnum.

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Codemasters has elevated F1 2018 beyond simply being a racing game, and produced one of the most immersive and realistic motorsport simulators games available, where you play the part of driver, manager, engineer, and tech chief all in one. If you want to live out your racing driver fantasies, this is one of the very best of the current crop.

Verdict: 8/10

Systems: Xbox One, PS4

On Sale: Now

Toyota’s mojo continues to rise with the surprise unveiling of a European-designed wagon version of an all-new Toyota Corolla that’s set to take on the likes of the Skoda Octavia, Holden Astra, Renault Megane and Volkswagen Golf.

The sleek-looking Toyota Corolla Touring Sports provides even more practicality than the new hatch, with a 2700mm wheelbase (60mm longer) contributing to what the Japanese carmaker claims is best-in-class rear legroom, and a generous 598 litre cargo area behind the back seats.

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The new Toyota Corolla wagon shares the hatch’s front-end styling and has a long, sweptback roofline leading to an angled tailgate flanked by bulging wheel arches.

The interior also echoes the hatch’s fresh and ergonomic design, but with more premium materials as demanded by the European market. As the images show it has the same 8.0-inch infotainment screen and steering wheel buttons for adaptive cruise control, that’s standard across the hatchback range along with autonomous emergency braking.

Set for an official reveal at the next month’s Paris Motor Show, the Corolla Touring Sport will launch in Europe with a choice of powertrains including an economical 1.2-litre turbocharged petrol engine and two hybrids including the 1.8-litre unit available in the Corolla hatch here and a new punchier 2.0-litre version.

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Toyota has yet to reveal pricing or specifications, but, judging by its rivals, expect a premium anywhere between $2500 and $4000 over the hatch if it comes to Australia.

WhichCar has contacted Toyota Australia to see if the Corolla Touring Sport is likely to make its way Down Under, but they’re still to respond. If so, this would be the first new Corolla wagon sold here since 2006.

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The 12th-generation Corolla arrived in Australia in July 2018, as five a door hatch. Priced between $22,870 and $31,870, it’s available in three spec grades, Ascent Sport, SX and ZR, each available with 2.0-litre petrol and 1.8-litre hybrid engines. All models come with a choice of six-speed manual and automatic transmissions.

Toyota is yet to announce a sedan version of the new Corolla, however it is continuing to produce four-door versions of the previous model.

MORE: Toyota Corolla Range Review MORE: Toyota Corolla Specs, Range & Price

MERCEDES-BENZ has updated its E-Class range, adding new variants, including an AMG model, and a bevy of new features.

The sedan, coupe, and cabriolet E-Class ranges have been modified, with a number of changes, most notably the E400 and E43 variants being replaced by E450 and E53 models respectively.

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Every E-Class now comes with Mercedes-Benz’s driver assistance package plus as standard, which includes enhanced traffic sign assist, a system that can alter the vehicle’s speed in conjunction with the active cruise control. A new steering wheel design which includes touch controls is also standard across the range.

Entry-level E200 and E220d sedans gain adaptive high beam assist as standard, while the new E53 coupe and cabriolet variants feature the ‘Energizing Comfort Control’ function (a suite of tech that promotes ‘wellness’ via climate controls, music, seat heating, massage programs, ambient lighting and air fragrances) from the S-Class as standard.

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Meanwhile, the diesel E350d has seen power rise from 190kW to 210kW, thanks to a new turbocharged inline six-cylinder engine.

New additions to the line-up include the E450 which can be purchased as a sedan, coupe, or cabriolet, and replaces the E400 variants. The E450 sends 270kW and 500Nm to all four wheels via a six-cylinder engine. The E300 variant has also been removed from the sedan range.

A new AMG model is also available across all three body styles, with the E53 ostensibly replacing the V6-powered E43.

Powered by a 3.0-litre twin-turbo six-cylinder engine, the E53 is a mild hybrid fitted with an integrated starter-generator, and sends 320kW and 520Nm to all four wheels, via a nine-speed automatic transmission.

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The E53 rolls on 20-inch, five-spoke alloys, has a Burmester sound system, nappa leather upholstery, front sports seats and sports steering wheel, and AMG exterior styling including a spoiler lip on the boot lid. While the sedan and coupe have a panoramic glass sunroof, the cabriolet is fitted with an acoustic soft-top, an automatic draught stop, and airscarf neck-level heating for the front seats. All variants also have a switchable AMG Performance exhaust.

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A new Sport Edition package is available for the entry level E200 and E220d sedans for a limited time. For $10,500 customers are treated to a panoramic sunroof, head-up display, Burmester sound system, AMG body styling, 20-inch AMG wheels, leather upholstery, heated front seats, and metallic paint.

Full range pricing:

• Mercedes-Benz E200 Saloon $91,900 MRLP
• Mercedes-Benz E220d Saloon $94,900 MRLP
• Mercedes-Benz E350e Saloon $132,500 MRLP
• Mercedes-Benz E350d Saloon $135,800 MRLP
• Mercedes-Benz E450 4MATIC Saloon $143,829 MRLP
• Mercedes-AMG E53 4MATIC+ Saloon $167,129 MRLP
• Mercedes-AMG E63 4MATIC+ Saloon $210,128 MRLP
• Mercedes-AMG E63 S 4MATIC+ Saloon $239,529 MRLP
• Mercedes-Benz E220d Coupé $97,000 MRLP
• Mercedes-Benz E300 Coupé $111,229 MRLP
• Mercedes-Benz E450 4MATIC Coupé $149,228 MRLP
• Mercedes-AMG E53 4MATIC+ Coupé $172,729 MRLP
• Mercedes-Benz E300 Cabriolet $124,329 MRLP
• Mercedes-Benz E450 4MATIC Cabriolet $160,828 MRLP
• Mercedes-AMG E53 4MATIC+ Cabriolet $181,329 MRLP
• Mercedes-Benz E220 d All-Terrain $110,400 MRLP

Encouragement, kiddies, ref. your English homework: “Dear Paul, We would very much like to invite you to drive the new Aston Martin V8 Vantage Roadster on some challenging roads in the Mont Ventoux area of Provence in France”. The itinerary goes on: “the fabulous spa Jouvance… wines… 5-star restaurants… truffle hunting….”

This review was originally published in MOTOR’s June 2007 issue

Clearly, it is time to shoulder my share of the research load. And I don’t mind. The Vantage, after all, is my favourite Aston, being the first of them to brave the 911-belt – the upper end of the daily-usable market – where poise, not pose, rules.

On first sight, the Aston’s off to a good start. Few coupes cut well, as the rumpy 911 cabriolet shows. But, having been designed as both coupe and roadster from the off, the Vantage Roadster works easily as well as its roofed relative. Granted, the ragtop’s rear window’s a bit slotty, but we don’t buy a roadster to run it closed, do we?

So, the minders press the drop-top button and I spend the next 18 seconds anticipating a much-improved interior that truly warrants revealing. Sadly, however, it seems that the wait will be somewhat longer: the cubby is largely unchanged.

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Not, of course, that it’s unpleasant to view – that was the principle objective. And there are some new details – the flow between seats, tonneau and (removable) breeze-blocker – that are masterful. But style still trumps design, resulting in poor ergonomics, sub-optimal instrumentation – particularly in daylight – and inadequate accessible stowage.

Still, the boot space is constant, regardless of roof position, and rated at two golfbags. Ish.

I score a manual to get my eye in. It’s familiar, but with first and reverse having imperfect lock-out between them, what you get at the traffic light could be either blast-off or big-eye, and requires care. As do the sinuous, narrow roads of rural Provence.

However, early appreciation of both the Aston’s competence, and of local skill, grows steadily until we retire in Gordes, among beautiful, ancient stone structures built without timber or keystones to preclude fire and/or swift disassembly.

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This is a caution that took much longer to root in British auto-making. But these are bygones: the Vantage already promises to be of a New Order, and tomorrow’s long drive will test it further. But now to research the restaurant. Ditto massage. Children, I suffer these things for art alone.

The cars steam awake in watery light and I choose one with the Sportshift automated manual transmission for two immediate advantages; the more pleasant paddle-shifting, along with the resultant console stowage. Underway, the entertainment bonus appears as both the six-speed box and its automated shifter are Italian-sourced, and, ergo, filled with monkeys.

Accordingly, every gearchange is accomplished with double-clutching whooomps and whaps and my strongest advice is to take something else in the funeral parade. Alternatively, you can take over with the paddles and even attempt to calm the bugger by pressing the ‘Comfort’ button on the dash. It may not do much, but you tried.

Paddles are surely the go on the open road, giving arcade-game attack on every corner and much surer overtaking response than waiting for the auto-change to song-and-dance a downshift by itself. And the pure joy of paddling along is magnified by the World’s Best Exhaust growling with ever more urgency until 4000 rpm when it suddenly erupts in a rising, raging cry that crackles at each upchange and snarls at each lift with an animal ferocity.

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But then, but then… come ye into the villages, press the Auto Drive button and the brute comes over all civilised as we gaze in wonder and ponder stopping for the Fête du Fromage in the churchyard. Mais, non. We have no time now to praise cheeses.

The roads soon open, flowing sweetly through vineyards that show just how lovely a landscape can be with a few millennia of attention, and just how effectively Aston’s VH architecture lends itself to roadster construction.

The tub is impressively rigid, without scuttle-shake, rattles or steering play even when pressed, despite spring rates being up 10 percent on the coupe’s.

Accompanying changes to damping in bump and rebound and a softening of bushes (all of which may soon benefit the coupe) civilise things and work remarkably well. Ride quality is firm but fair and, even when punted way beyond sensible speeds, the package has considerable merit. As does the route map that requires a stop at the Chalet Reynard to analyse its berry pies, meringues and coffee while the Aston Martin minions remain outside and clean the car. I actually prefer this to reality.

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Which returns soon enough. We are now on the ‘Giant of Provence’ – Mont Ventoux, a (literally) killing 21km Tour de France climb peaking at a 10.5 percent gradient and rising nearly 2km into the sky. Sadly, its many highlights are road-signed in foreign, and the exclamation marks add little to their clarity. But none of them mention “la edge de la world”, so research continues apace.

Essential to this, in an open car, is comfort, and despite temperatures plunging below 4 degrees C, I remain completely at ease with the combination of breeze-blocker, heater, sensible clothing and treasured cap.

Of course, the electrically deployed top could be raised, even at speeds up to 50 km/h, it is claimed, but no convertible has ever been improved by closure, and several of my experience (and ownership) have been revealed as creaking defectives without the cover of wind noise. Not so the Vantage.

The top seals and silences effectively and, FYI, wind noise above 140 km/h is noticeable but not painful. Enough.

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Top down is how you hear the motor’s music… and play it while discovering the rest of the package. It plays well, too. Claims of five seconds to 100 seem reasonable (we’ll confirm that in Australia, hopefully, vs Jaguar, vs Porsche) and, God knows, it sounds even quicker when stirred – which is just as well as it’s more flexible than torquey. But, get it on the boil and distance disappears in a wonderfully satisfying manner.

I already know that its steering is not as tactile as Porsche’s, but it’s damn near as responsive, helped by the unchanged roll-resistance and the 49:51 front/rear weight distribution that the light-alloy, front-mid-mounted V8 allows. That balance is mirrored in the handling, so neutral that provoking either end to mischief would be either an act of skilled forensic curiosity or unforgivable clumsiness.

And, at the end of the climb at Mont Ventoux, it’s that sense of balance that appeals most about this Aston. It appeals to the eye, the ear and the rear in equal measure; touch and good taste being, also, honourably served.

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Below us now, beautiful in every direction, is the wonder of Provence. We will further explore it tomorrow, hunting for truffles and tasting ambrosia… but for me, the main research is already done. And, if I find nothing tastier down there than this musical Aston Martin, I’ll not complain. Au contraire.

The Vantage Roadster achieves the wonderful balance that only the very best of open cars, always and essentially romantic, can hope for: in that no part of it (save the song) is outstanding. But the whole of it truly is.

FAST FACTS 2007 Aston Martin V8 Vantage Roadster

BODY: 2-door, 2-seat roadster DRIVE: rear-wheel ENGINE: 4280cc V8, DOHC, 32v POWER: 283kW @ 7000rpm TORQUE: 410Nm @ 5000rpm BORE/STROKE: 89.0mm x 86.0mm WEIGHT: 1710kg POWER-TO-WEIGHT: 165kW/tonne TRANSMISSION: 6-speed manual/Sportshift sequential 0-100KM/H: 5.0sec (claimed) TOP SPEED: 280km/h (claimed) SUSPENSION: double A-arms, coil-over dampers, anti-roll bars (f&r) L/W/H: 4380/1865/1265mm WHEELBASE: 2600mm TRACKS: 1570mm (f); 1560mm (r) BRAKES: 355mm ventilated/grooved discs (f); 330mm ventilated/grooved discs (r), ABS, EBD, DSC WHEELS: 19 x 8.5-inch (f); 19 x 9.5-inch (r) TYRES: Bridgestone Potenza 235/40ZR19 (f); 275/35ZR19 (r) PRICE: $269,000 (m); $277,250 (a)

PROS: Stunning looks, engine, noise, presence… the list goes on CONS: Erm… I suppose you’ll have to clean it at some point RATING: 4 out of 5 stars

Mercedes-Benz Australia has announced the new line-up and pricing for the E-Class range, with a new six-cylinder powered AMG model making its debut.

The 2019 Mercedes-AMG E53, announced in January at the Detroit Motor Show, is set to replace the AMG E43, meaning the top sixer for AMG’s E-Class is now more powerful, but also pricier.

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At $167,129 before on-road costs, the E53 Sedan presents a faster car for about $7500 more than the outgoing E43, while an AMG E53 Coupé is priced at $172,729, and the Cabriolet at $181,329.

With Mercedes’ new 3.0-litre inline six producing 320kW (25kW more than the E43’s 3.0-litre V6) and 520Nm, plus an additional 16kW from AMG’s EQ Boost, the AMG E53 Coupe and Cabriolet both claim a 0-100km/h sprint of just 4.4 seconds.

Mercedes’ 4Matic+ all-wheel drive system is equipped across the entire AMG E-Class range now, and has been since the current-gen E63 S copped it last year.

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Merc’s ‘9G-Tronic’ 9-speed auto is used in the E53, as well as an active AMG Performance exhaust to liven up the six’s soundtrack.

From the exterior, Merc’s grille designations means the E53 cops the twin-blade radiator grille (where V8s are afforded the Panamericana, and lesser models the ‘Diamond’ grille), while a restyled rear apron houses the exhaust exits. Standard wheels are 20-inch, five twin-spoke alloys,

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Mercedes-Benz Australia says the full E-Class range is now on sale and available to order, but MOTOR is awaiting confirmation on more specific dates for the E53’s expected arrival. This story will be updated when that information is confirmed.

WHAT IS IT

Cherokee is Jeep’s mid-size SUV. It sits above Renegade and Compass and below Grand Cherokee in the American brand’s SUV line-up. This is a refreshed version of the fifth-gen Cherokee that aims to right the styling wrongs of the polarising model launched here in 2014. Otherwise, it retains genuine off-road credibility and a V6 engine, which makes it unique in its class.

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WHY WE’RE TESTING IT

This update is mostly about aesthetic improvement, but a number of unseen changes should make it more appealing to Aussie buyers who haven’t flocked to the Cherokee in massive numbers thus far, despite the popularity of the segment.

MAIN RIVALS

Holden Equinox, Honda CR-V, Mazda CX-5, Mitsubishi Outlander, Nissan X-Trail, Renault Koleos, Subaru Forester, Toyota RAV4.

THE WHEELS VERDICT

The success of this largely superficial update will be in the eye of the beholder, but ditching its weird squinty headlight design has certainly done good things for it. Additional safety equipment, a bigger boot and stable price-points are also positive. There are more economical and refined offerings in the segment, but the Cherokee has an endearing, knockabout quality, and there’s nothing quite like the flak-jacket-wearing Trailhawk for those who want adventure.

PLUS: Off-road toughness; less polarising styling; safety upgrades MINUS: Dynamic polish behind class leaders; thirsty engines

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THE WHEELS REVIEW

THERE is only one mid-size SUV on sale with proper off-road chops: the Jeep Cherokee Trailhawk. No other vehicle in the segment is available with a low-range transfer case, and it’s that rut-riding, rock-climbing ability and its V6 engine that gives the rugged American a distinct point of difference.

Other Cherokee variants are equally at home on dirt, even without the Trailhawk’s hard-core hardware, but this generation has had a hard time finding favour with Aussies since its 2014 debut, a problem that Jeep admits came down to its looks.

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A midlife facelift for 2019 ditches the squinty double-decker headlight design for a more conventional look, and brings an equipment upgrade as well. All four variants in the local range are powered by carryover petrol engines rather than the 2.0-litre turbo four-cylinder introduced with this update overseas.

Cherokee Sport runs a 2.4-litre atmo four producing 130kW/229Nm sent to the front wheels only. Longitude, Limited and Trailhawk are all-wheel drive and use Jeep’s 200kW/315Nm 3.2-litre Pentastar V6, which is an energetic (and thirsty) performer with a likeably throaty soundtrack. All versions get a nine-speed auto, though only Trailhawk gets tricky off-road internals (lightened by 8kg), an extra electronic drive mode and a mechanically locking rear differential.

Jeep has tweaked the gearbox calibration of all Cherokees to improve shifting refinement, and it gave no cause for complaint at the launch other than some lag when using the new paddle shifters. Cabin refinement as a whole is impressive. Measures were taken to fix up NVH issues and it’s now noticeably quieter inside.

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Dynamically, it’s still a little off the pace of class leaders. There’s a lot of head toss over lumps in the road from its tough suspension, and the light steering isn’t as accurate as a CX-5, but these compromises aren’t new and won’t seem so bad if you plan to make the most of its off-road aptitude.

The Trailhawk is a force on rough stuff. Heavy-duty mechanicals managed by sophisticated torque distribution systems give it surprising ability on difficult terrain. Selecting low-range makes quick work of steep, rocky tracks. Its tall ground clearance of 221mm is on par with most dual-cab utes, and there are protective plates underneath as standard. Options include more aggressive tyres (available at a dealer level) for those who are serious.

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Time will tell whether or not the styling changes are enough to lure the masses, though to my eyes the revised fasciae are an improvement. Boot space behind the sliding rear bench seat is 76mm wider thanks to revised trim on either side, still with a full-size spare under the floor in every variant.

At launch only the two range-toppers will be in showrooms, namely Limited and Trailhawk that sit on either side of a fork as the premium on-road option and robust off-road alternative, priced from $46,950 and $48,450 respectively. Sport and Longitude variants will fill out the lower end of the range early next year at $35,950 and $41,950.

All models take on additional equipment, including safety aids and Apple/Android smartphone integration, but it’s the Limited and Trailhawk that have the most to boast about including a full suite of active safety features, a large, responsive screen for Jeep’s Uconnect infotainment, and LED lighting front and rear.

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Jeep’s rugged reputation is backed up by Cherokee’s performance, and with its more mainstream appearance and an attractive five-year warranty and servicing plan, it should be much harder for prospective buyers to ignore.

SPECS

Model: 2019 Jeep Cherokee Trailhawk Engine: 3239cc V6, dohc, 24v Max power: 200kW @ 6500rpm Max torque: 315Nm @ 4300rpm Transmission: 9-speed auto Weight: 1889kg 0-100km/h: 8.4s (claimed) Economy: 10.2L/100km Price: $48,450 On sale: October 2018