MERCEDES’ official explanation for turfing the CLK badge in favour of the new E-Class Coupe moniker is to streamline the range. Some say it’s to latch onto the coat-tails of cachet associated with the ‘E’ badge.While others reckon it’s because the CLK was, well, a bit girly and M-B wanted to distance the new model. Whatever the reason, Benz has delivered a superior car now that the badge reads E-Class Coupe.At first glance, there are so many slashes, creases, curves and character lines etched into the bodywork that your eyes don’t know where to look. But somehow it all gels into a muscular, Mafia-staff-car kind of cohesion.Then pop the bonnet and you’ll find 5.5-litres of Benz bent-eight. It’s reasonably well endowed with 285kW/530Nm, and while it is tasked with shifting 1700kg, you’ll need the AMG catalogue to find swifter performance. It’s a creamy unit that pulls smoothly, strongly and pumps a meaty V8 beat.From behind the wheel, whether threading through Coles’ carpark or attacking an apex, the E500 always feels like a big car – it never shrink-wraps around you. That’s not to say it’s dynamically dopey, but a hefty kerb weight coupled with the alloy V8 suspended over the front axle blunts turn-in, and understeer is the default dance move unless throttle subtlety is part of your repertoire.But drive smoothly and you’ll find plenty of grip and a neutral, adjustable chassis. The steering is a particular highlight, organic in feel and linear of lock, it puts most current BMWs to shame.The brakes, however, aren’t in the same league. Prone to fade and turning soft after just a handful of hard stops, we expect better from this $175K Teuton. All Aussie E500 Coupes are fitted with the AMG sports package, which includes adaptive dampers, 18in alloys, bodykit and excellent seats.And while the slick-shifting seven-speed auto is a bit snoozy left in comfort mode, hit the sports button on the dash and the tempo picks up. It also sharpens the steering and damper response, but also makes the throttle a fraction too edgy.Other gripes? Urban ride quality is a little stiff, particularly over larger potholes, and while the boot itself is quite spacious, the loading aperture is shallow. Take it from me: the E500 Coupe is not the car for transporting a four-burner barbie…But as an attractive, refined and rapid cruiser, the E500 Coupe is badge engineering done right.

It doesn’t have the ‘sideblades’ that are the unforgettable visual signature of the Coupe, but the R8 Spyder doesn’t have any trouble turning heads.Even in Antibes, on France’s wealthy Cote d’Azure, other drivers, motorcyclists, scooter riders and poodle-walking pedestrians stared and mostly smiled. Many asked questions. In French, of course, although one Honda rider I could understand. But his line of inquiry seemed a little … intimate. “You make business?” he shouted loudly. Twice. Erm…Green light. The Audi’s V10 – 5.2-litres of direct-injected, dry-sumped, free-revving and high-class kilowattage – drowned out whatever it was he said next. This is a glorious engine, but it’s also part of a drivetrain already familiar from the Coupe.Best not to waste too much time, then. Sounds wonderful, great power, nicely linear delivery, redlined at 8000rpm. Manual transmission good, optional R-tronic sequential not so good: can be caught in the wrong gear at low speeds in its ‘automatic normal’ mode; it’s much better at making you sound faster than you are in paddleshift ‘manual sport’ mode.And the rear-drive-biased quattro drivetrain and locking rear differential deliver reliable, magnetic traction.Most (70 percent) of the web of aluminium extrusions, vacuum-cast nodes and sheet metal that makes up the Spyder’s body structure is shared with the Coupe. Weight of the convertible’s bare body is only 6kg more, despite the reinforcements required to restore rigidity lost with the roof.Of the external panels, only the front guards, doors and bonnet are aluminium. The rest is thermoplastic, fibre-reinforced plastic or resin-transfer moulded carbonfibre. All up weight is 1720kg with the manual, and little more with the R-tronic.R8 Spyder’s claim to techno-fame? It’s the first car into production with seatbelt-mounted phone microphones. Three of them, so that there’s always a mike close to the driver’s mouth, regardless of their height.Though wonderfully well engineered, and a rewardingly sensual drive, the Spyder isn’t perfect. Taller drivers going topless may find their quiff ruffled by air spilling off the low header rail. Cargo space is negligible, only 100 litres. Ride comfort on the optional, Bilstein-damped sport suspension is fairly brusque. And the optional ceramic brakes are devilishly difficult to modulate smoothly in city driving.Best to forget the options, then. None of them buys you one more look than the standard car will pull.

MEET THE latest, stripped-down, toughened-up wild child in Subaru’s Japanese domestic market line-up. For sheer adrenalin- pumping response, speed and grip, this limited-edition Scooby stacks up as the most spectacular of the factory STi offerings ever, a car with the kind of edginess and grin factor third-gen WRX STis have lacked to date.A cracking drive, then, as you’d expect from a car that’s basically set up for motorsport. Yes, Subaru might be out of the WRC, but it still wants to be in rallying, at production-based Group N level, at least, and to field a semi-race-prepared STi for privateers and club racers.The Spec C (for ‘competition’) is a limited-edition homologation special. Subaru’s aim is to crank out 900 units by the year’s end, then perhaps another 100 cars for export.Under the bonnet is the high-revving, Japan-only 2.0-litre twin-scroll turbo engine, massaged with responsive ball-bearing turbo and reprogrammed ECU for a more urgent mid-range, though no extra peak power or torque.Weight saving measures, which include a new aluminium bonnet, laminar glass for the front and side windows, and a funky set of new 18-inch alloys, trim 30kg from the basic STi’s kerb weight.The chassis is reworked with a reinforced front crossmember, stiffer springs, harder rear bushings, and a thicker rear anti-roll bar. The rear Torsen LSD is also swapped for a more direct mechanical unit.Departing from Subaru’s Shinjuku HQ, the Spec C immediately feels firmer and more resilient than the standard STi on the city blacktop, yet isn’t jarringly rigid, like early Rexes.Slugging it out with Toyota Crown taxis in downtown Tokyo, the Spec C, with its stiff clutch, narrow-gate STi six-speed ’box (no auto available) and gumball tyres that thump over bumps and expansion joints, is far from the most restful car around. The Brembos also need a firm push.Inside, the Recaro sports seats that come with the 18-inch wheel package are fine for support and look the business. Externally, it’s difficult to pick from a base STi.It’s not until you’ve put some distance between it and Tokyo’s dazzling neons that the Spec C starts to show a new, exhilarating side. It’s fantastically tight and engaging along narrow, twisty roads, but a lot wilder in fast sweepers where it moves around more on the road and you really need to be at the top of your game to get near the limit. You need a tarmac or forest stage to extract the full potential. Going further and switching the VDC off and/or dialing in some rear-drive bias is best left to hot-shoes.You still get the same hard-edged, throbby flat-four note as other STis but the way the engine picks up and positively surges from 4000rpm up to the 8000rpm redline is something else. Punch through the gears, second, third, fourth with the Spec C in this zone and it’s suddenly massively (and addictively) fast.Steering, just 2.5 turns lock-to-lock, is likewise razor sharp and at speed has the firmly sprung, ultra-grippy STi changing direction with just a slight turn of the wheel. It’s great, the only downside being the huge turning circle.For Subaru fans in Japan, the WRX STi Spec C is the new kid on the block, therefore automatically of interest, helped by the fact it’s virtually line-ball with the normal STi at the equivalent of $46,630.We won’t see it in Oz, because the Japan-market 2.0-litre turbo donk isn’t ‘green’ enough. More likely is a local STi limited edition or options pack borrowing Spec C lightweight goodies, and suspension and drivetrain hardware.Engine: 1994cc flat 4cyl, dohc, 16v, turbo Max Power: 227kW @ 6400rpm Max Torque: 422Nm @ 4400rpm Transmission: 6-speed manual 0-100km/h 4.9sec (claimed) Price: $46,630 (approx.) On sale: Not for Oz

For a brief part of my time with Maserati’s new convertible, it really was a gran cabrio. It would have been impolite to not offer my lively 80-year-old nonna neighbour, Signora Botturi, a ride in the car. After all, she knocks on the door now and then to offer us some of her superb fettuccine, so favours are definitely owed.We’re halfway through a sedate lap of the road around the walls of old Bergamo when she asks a question in Italian. “How do you say ‘bella’ in English?”The GranCabrio is one of those cars that easily earns the description “beautiful”. Pininfarina’s designers have created a shape combining visual drama with refined elegance.Its body structure was designed beside the closely related GranTurismo coupe, which Maserati claims saved around 50kg compared with the usual coupe-to-cabrio-version increase. Still, the GranCabrio is no lightweight, tipping the scales at almost two tonnes. Too heavy to be truly agile, the Maserati instead aims for dynamic grace.The GranCabrio’s chassis doesn’t convey a sense of utterly unflappable rigidity, but it does ride and handle pretty well. And the steering is quick and accurate, but lifeless. But this hardly matters as you flick back a couple of gears to hear the glorious sound of its 323kW 4.7-litre V8 (same as the GranTurismo S) echo off stone walls and the raw rock through which some of northern Italy’s roads are carved.‘Sport’ mode sharpens the responses of the engine and its six-speed ZF auto, firms the suspension’s dampers, and opens an extra pair of butterfly valves in the Maser’s mufflers above 3000rpm. This adds raw volume when accelerating, and a vocabulary of snap, crackle and pop on trailing throttle. This sonic tonic is intoxicating, and you don’t even need to be driving hard to enjoy it.Climbing upwards over a spur between two valleys in the foothills of the Alps, the temperature drops approaching the receding spring snowline. The GranCabrio’s 65kg electric roof isn’t the fastest around, taking nearly 30sec to raise or lower, but it seals the car’s hand-crafted cabin perfectly.Later I’m caught in heavy thunderstorms, but the triple-layered top doesn’t leak a drop. And it’s reasonably quiet and tight at autostrada cruise speeds of 130-150km/h.While the cabin is richly furnished, the layout and quality of the buttons and stalks are closer to old-school Jaguar than modern Audi. And the Maserati’s electronics don’t seem totally reliable. Once the sat-nav blanked out, and had forgotten the destination when it regained consciousness.So the GranCabrio isn’t perfect. There are other four-seat convertibles that will likely be more reliable and which will beat it in a bunch of functional ways. The new Mercedes-Benz E-Class, for example, has better top-down aerodynamics, is quieter with its top up, has a much larger (roof up) boot, and a body that feels sturdier. The top E500 model even offers similar performance for a bit more than half the Maserati’s $338,000 price.The GranCabrio may lack practicality and polish, but it also has far more of that hard to value thing called character. And, yes, beauty. Even a gran can see that…Engine 4691cc V8, dohc, 32v Max Power 323kW @ 7000rpm Max Torque 490Nm @ 4750rpm Transmission 6-speed automatic 0-100km/h 5.3sec (claimed) Price $338,000 On sale June

If Shakespeare’s Giulietta had taken as long to appear as this one, Romeo would have given up, left the stage, and headed for the nearest tavern. The replacement for the 147 is not seconds, minutes or even hours late on stage, it’s years.Although terribly tardy, the Alfa hatch is still the first car into production with the Fiat Group’s all new ‘Compact’ architecture – an unimaginative name, but the engineering appears sound. The body structure and chassis uses lightweight steels, aluminium, and even high-strength plastics quite intelligently. Alfa engineers say the Giulietta will achieve a five-star result when crash-tested by Euro NCAP, same as the VW Golf.While the engineers may have done great work on Giulietta, Alfa’s designers weren’t at their best. Obviously, if owlishly Alfa from the front, it’s rather anonymous from other angles. The interior is likewise disappointing. The design lacks the flair to distract from the cabin’s often sub-premium materials. The plastics are especially poor, looking and feeling both cheap and dated. An Audi it definitely ain’t.But this doesn’t mean the Giulietta is a car without charm. Having grown centimetres in every direction compared with the 147, interior space is not bad. The front seats are well shaped, in the rear there’s ample headroom for full-size adults and reasonable leg room.Importantly, the Giulietta also is a sweet drive, although perhaps not for the reasons expected in something wearing an Alfa badge. Ride comfort is very, very good on the basic suspension set-up, little different with the optional Sports Pack and its larger 17-inch wheels and tyres. Refinement, too, is impressive. The Giulietta is a smooth and quiet drive.But question its dynamics with a corner or two, and the Alfa comes up with the answers. Giulietta’s steering is very sweet; direct, accurate and nicely weighted. Further encouragement comes from the suspension, struts at the front and three-link at the rear. Spring, damper and bushings for the three different calibrations have been well chosen; the Giulietta manages to combine stability with agility.All three of the new Giulietta’s four-cylinder turbo petrol engines are headed for Australia. There are 88kW basic and 125kW Multiair-equipped versions of Fiat Powertrain Tech’s 1.4-litre, plus a new direct-injected 1.7-litre unit good for 173kW. The larger of the Giulietta’s two turbo-diesel fours, a 2.0-litre, will also be imported.The high-performance petrol engine, called 1750 TB, will be used in the top-end Quadrifoglio Verde models. Laglessly eager from just above idle to beyond its 5500rpm max-power point, it makes the Giulietta a genuinely hot hatch. The 1.4 Multiair also delivers more than adequate performance, easily thrusting the Alfa up to a happy 150km/h autostrada cruise speed. The diesel offers similar performance, but with palpably more vibration and more frequent gearshifting required.At launch in Europe, Giulietta is only offered with a six-speed manual. A double-clutch version of the transmission will, however, be ready for the Alfa’s Australian launch in November. Expect prices to be competitive with the Audi A3 and BMW 1 Series ranges.The Giulietta may have tested the patience of Alfa-loving Romeos, but she’s on her way at last…Engine 1742cc in-line 4, dohc, 16v Max Power 173kW @ 5500rpm Max Torque 340Nm @ 1900rpm (‘Dynamic’ mode) Transmission 6-speed manual 0-100km/h 6.8sec (claimed) Price $55,000 (estimated) On sale November

TAKE special note of Kia’s new Sportage. It represents the most complete example yet of the Korean company’s innovative, European-influenced, design face that so clearly attempts to elevate the brand’s appeal.Significant, too, that the third-generation Sportage happily ignores the need for true off-road ability and, instead, walks the crossover path.In its new role as an ‘urban-friendly’ SUV, the Sportage is longer (90mm), wider (15mm), notably lower (60mm) and more car-like (the entry-level Si is front-drive) than its nondescript predecessor.It’s destined for a metropolitan life, not the Tanami Track. Rivals include the Holden Captiva, Mazda CX-7 and Nissan Dualis but, inevitably, the closest competitor is Hyundai’s ix35.Both are built on the same architecture, share important dimensions like the 2640mm wheelbase, and employ an identical line-up of two petrol engines and one diesel, and five-speed manual and six-speed automatic transmissions.The only major mechanical difference is Kia’s more advanced Dynamax torque-vectoring system that can send power to each wheel individually.The Sportage’s cabin is roomy, even by class standards, and the dashboard impresses with plenty of premium materials that are mostly soft to the touch and look classy. There’s also plenty of space for two adults in the rear seat, while the boot is massive.Despite the Sportage name, this is not a car you can drive hard. Australia has adopted the European suspension tuning, but with hydraulic (rather than electric) power steering.Even so, the Sportage prefers a sedate driving style. The steering offers hope by being quick immediately off-centre, but then understeer intrudes (or is it a lack of grip from the Hankook Optimo rubber?) and maintaining a line demands far larger than expected wheel movements.I went looking for bumps and irregularities on New Zealand’s fine roads, but failed. Only local testing will reveal if steering kick-back, a habitual Kia (and Hyundai) flaw, is an issue.Any thoughts that the base front-drive version – at 1385kg, 74kg lighter than the AWD model – could be the pick of the range quickly evaporated. The 122kW 2.0-litre engine struggles to overcome the mass, and the dynamics proved less competent, with intrusive tyre squeal, even more understeer and a raucous engine when pushed towards the 6000rpm redline.No complaints concerning the ride, at least on the standard 17-inch alloys, though body control is inconsistent. Over low-frequency undulations a lack of rebound control is obvious and a fast change of direction provokes notable bodyroll. Yet, there are occasions when the body is taut and feels positively European.Both traits are exaggerated on the 18s, and the ride can be edgy. Supply issues mean the diesel engine is currently only offered on the $38,990 Platinum. The oiler Sportage feels far smoother and more responsive than the petrol variants, with strong performance across a wide rev range and change-up set at 4200rpm.While acceleration is brisk enough from the auto-only 130kW 2.4-litre petrol, the character of the Sportage seems better balanced as a diesel. Sportage prices start $1K below the equivalent ix35, giving the Kia a clear advantage.Superbly equipped and finished, the roomy and handsome Sportage looks fine value for those who don’t place a high premium on class-leading dynamics.Engine: 2359 4cyl, dohc, 16v Max Power: 130kW @ 6000rpm Max Torque: 227Nm @ 4600rpm Transmission: 6-speed auto 0-100km/h: 10.0sec (claimed) Price: $31,990 On sale: Now

TALK about a relief. When Mercedes-Benz’s AMG division said it was planning to slot a new twin-turbocharged 5.5-litre direct-injection V8 under the bonnet of the S63 (among other models) we doubted it could deliver the same alluring sonic qualities as the atmo 6.2-litre V8 used since 2005.But we were wrong. At low revs it’s entirely civilised with only a distant woofle and low growl hinting at the added performance over standard versions of MB’s flagship sedan. But stoke it up and the new powerplant becomes every bit as engaging to the ear as the old one; a throbbing exhaust note at middling revs transforming into a furious full-blown wail on a pinned throttle.In standard guise, the new AMG engine delivers 400kW and 800Nm, an increase of 14kW and 170Nm. Crucially, peak power and torque are delivered 1300rpm and 3200rpm lower in the rev range.It’s backed by AMG’s seven-speed MCT (multi clutch transmission). First seen in the SL63, this gearbox replaces the traditional converter with a self-acting wet clutch in a bid to provide faster manual shifts while continuing to offer a seamless full automatic mode.The new V8 feels every bit as responsive as the outgoing unit, both at step-off and through the gears – something that’s reflected in its straight-line performance, which matches today’s S63: 0-100km/h in a claimed 4.5sec and a limited 250km/h top speed.From 2500rpm through to 5000rpm, it’s extraordinarily flexible and eager, with serious performance just a slight nudge of your right foot away. The new gearbox is not quite as smooth in auto mode as the torque-converter auto but manual shifts are fired off with much greater authority than before. It combines with the added efficiency of the new engine to cut consumption to 10.5L/100km (from 14.0L/100km).Dynamically, there’s little to separate new from old. The word ‘tidy’ seems to best define the handling, remembering that the S63 tips the scales on the wrong side of two tonnes in long-wheelbase guise. With a price tag that’s set to mirror the outgoing model at around $385K, the new S63 AMG could never be described as a bargain.However, its new twin-turbo engine delivers the goods in spectacular fashion, bringing improved performance and dramatically reduced consumption. Best of all, it’s lost virtually none of its considerable aural charm.Engine: 5461cc V8, dohc, 32v, twin-turbo Max Power: 400kW @ 5500rpm Max Torque: 800Nm @ 2000-4500rpm Transmission: Seven-speed automatic 0-100km/h: 4.5sec (claimed) Price: $385,000 (estimated) On sale: First quarter, 2011

BEFORE I can begin to tell you about life with our new long-termer, there’s an elephant in the room I must first acknowledge: I’m not a huge fan of the Lexus RX series.There, I’ve said it, and I feel better already. In particular, what I’m not a fan of is the way the Lexus RX steers, rides and handles.I discovered this during the Wheels COTY judging process at Holden’s Lang Lang proving ground late last year. Purpose-built to highlight all manner of automotive faults and foibles, Lang Lang is a bitch of a place that throws up notoriously demanding driving conditions.That’s the point, obviously.In the dynamics-focused crucible that is Stage One of Wheels COTY, the RX450h and its more conventional V6-powered brother the RX350 fell short of the lofty standards our judges look for in a serious contender.As a result, the RXs never made it to the smoother, more open roads and governed speeds that characterise COTY Stage Two.Which is a shame, because in less challenging driving conditions, the impeccable build quality, clever drivetrains and overall refinement that characterise these luxury SUVs would have shone through.There’s little in the Bulmer family commute that comes even remotely close to the tyre-torturing high-speed bends and stomach turning whoop-de-doos that are part of the COTY test regimen at Lang Lang.Which is why, when the chap from Lexus rang to offer a long-term evaluation of the RX450h, I figured I’d give it a go.That the vehicle on offer happens to be one of only two hybrid-powered SUVs on the Australian market, and I’ve never lived with a hybrid for any more than a few days at a time, should add an interesting additional dimension to the standard questions of how our family will interact with this mid-sized SUV.

WHO SAYS says that Germany and France are the only nations in Europe that can create a desirable hot hatch? Fiat, having acquired the Abarth brand three years ago, clearly doesn’t believe it.Italy’s biggest car maker has come up with something truly worthy of the legendary (at least to Fiat fans) scorpion and shield badge. Based on the facelifted and updated version of Fiat’s global best-selling model, the Abarth is a persuasive and cohesive hot-hatch package.The Punto Evo, launched late last year in Europe, introduced updated drivetrain tech at the same time as facelifting the hatch’s mini-Maserati looks.While the redesign involved a good beating with the ugly stick, the Punto Evo was the first car into production with Fiat Powertrain Technology’s excellent new variable-valve-timing-and-lift MultiAir engines.Courtesy of a larger Garrett turbo, the Abarth’s engine is a high-boost version of the 1.4-litre MultiAir four that debuted in the Fiat Punto Evo. Max power jumps to 120kW, an increase of 21kW over the most powerful 1.4-litre MultiAir in the regular Punto Evo line-up in Europe. To look at it another way, the Abarth’s engine is a slightly detuned version of the 125kW 1.4-litre MultiAir in the Quadrifoglio Verde hottest version of the Alfa Romeo Mito.Thing is, the Abarth Punto Evo has engagingly responsive dynamics. Its steering is sweetly direct, and the balance of the car is nicely judged. Like the best French hot hatches of yore, the Abarth is one of those cars whose lift-off oversteer playfulness entertains at the same time as inspiring confidence.Suspension changes, compared with the Punto Evo, consist of 20 percent stiffer front springs and a larger diameter anti-roll bar. Brakes are upgraded, with twin-piston Brembo calipers clamping larger diameter ventilated front discs.Like Fiat’s other MultiAir engines, the Abarth Punto Evo’s is strongest and best in the middle of its rev range. It will rev cleanly to redline, but short-shifting is the best way to make use of its talents.And shifting isn’t a chore; the Abarth’s standard six-speed manual is a much better gearbox than the rubbery and imprecise five-speeder in the regular Punto Evo.So, in the ways that really count, the Abarth Punto Evo shows that Italy could yet earn a place among Europe’s established hot-hatch superpowers.Engine: 1368cc 4cyl, sohc, 16v, turbo Max Power: 120kW @ 5500rpm Max Torque: 250Nm @ 2250rpm Transmission: 6-speed manual 0-100km/h: 7.9sec (claimed) Price: $38,000 (estimated) On sale: First quarter, 2011

AUDI’S new A7 Sportback is meant to do for the A6 what the A5 Sportback has done for the A4.That is, add a touch of class and glamour to a conventional sedan that sits one numeral lower down the scale, while not being so large and expensive as to tread on the toes of the one above it. So the A7 is longer (and pricier) than an A6, yet smaller (and a little cheaper) than an A8.Underneath the skin, conversely, lies neither A6 nor A8. Not yet, anyway, because it’s the next-gen A6 that’s due to share the A7’s all-new platform. It’s a mostly steel monocoque, with aluminium in parts. Aperture closures – doors, bonnet and bootlid – are aluminium, too. All up, that means a kerb weight from 1795kg (1845kg for our test example), in a class where nearer two tonnes is the norm.Ah yes, the class. While the A5 Sportback has a curious little spot in the market virtually all to itself, the A7 already has the BMW 5 Series GT and Mercedes-Benz CLS for company.The A7’s hatch lid (complete with integral rear spoiler that will presumably be of more use when an S7 arrives) swings upwards to reveal a tidy 535-litre boot, and rear seats that split and fold.Space is good in the front; merely adequate headroom in the rear is the trade-off for the sloping roofline.With the local launch set for Q2 next year, Audi Australia has its eyes on three V6 engine options; 2.8-litre FSI (petrol, 150kW), 3.0-litre TDI (turbo-diesel, 180kW) and 3.0-litre TFSI (supercharged petrol, 220kW). All Quattro, with 7-speed S-tronic dual-clutch ’box.At the global launch in sunny Sardinia I spent most of my time in the TDI, in non-S-line trim.How is it? Well, slightly disappointing. For an all-new platform, it doesn’t feel too distinct from other big Audis. There’s electric power steering, which, although efficient, is overly light at low speeds, reduces its assistance too artificially at higher speeds and is, as you might expect, utterly devoid of feel. It’s accurate and responsive enough, mind.The handling is on the inert side, too, despite the A7 getting new-generation quattro drive that generally transmits 60 percent of the power to the back axle. Still, it’s a grippy enough chassis and, to the A7’s benefit, none of its rivals are desperately sparkling to drive, either.Air springs are optional on the A7, too, and were fitted to every test example we tried. The resulting ride? Pretty good, even on a variant with 265/35 R20 tyres.A real highlight is the TDI’s drivetrain. The engine is new, apparently 25kg lighter than the one it replaces, and frugal. All models get stop-start and a part-time alternator to reduce engine drag. The result with the 3.0 TDI quattro is 6.0L/100km on the combined cycle, despite a 6.3sec 0-100km/h time and 250km/h limited top speed. But better even than the figures is the smooth and slick delivery.Six months out from Oz launch, with final spec still fluid, dollars aren’t set. Based on Euro pricing, relativity to A6, and the breathing space required between the 3.0-litre TDI A8 (also due in 2011) expect: 2.8 FSI – $135K; 3.0 TDI – $150K; and, 3.0 TFSI – $175K.And that’s before you chuck any options at it. No doubt an air-sprung, internet-connected A7, with ventilated seats, head-up display, B&O audio, night vision, double glazing, auto tailgate, keyless go, and LED lights will come with a price starting with a two.Can the A7 justify it? Sure. In fact, turbine-quality V8 TDI and extra rear accommodation aside, the A8’s appeal is slightly diminished next to a choicely specified A7. And regardless of whether you think the Sportback should have more engaging driver appeal, where Audi is concerned, more often than not, it’s the visuals that count.