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If you were ever after an alternative to the BMW 5-series or the Mercedes Benz E-class, you really only had one option – the Lexus GS. Jaguar’s S-type was only an option if you thought the moon landing was a hoax, or if you believed that speed limits save lives.

With that said, Jaguar finally realised that Lexus was pillaging a share of the market dedicated to people who hated endless option lists, and Teutonically efficient cars.

It was only logical then that we lined up the two left-of-fielders to see if they really were a match for the German products, while also figuring out if Jaguar’s latest attempt was worth its name.

Jaguar XF V8 –

I donned the top hat, tweed jacket and tan slacks to head off and collect the Jaguar test vehicle. My recollection of Jaguars of yesteryear has always been that of elegance, luxury and prowess.

After arriving at Jaguar I was somewhat surprised to find my ensemble of clothing was about 40-years too old for the car. Much to my surprise, I was faced with a modern, aggressive looking car with a design to unsettle even the strongest German supporter.

Jaguar has stepped into the 21st century – and beyond – with the all-new Jaguar XF. Although the headlights are a bit hit and miss with some, the rest of the car can’t be faulted from a design perspective, with An Aston Martin-esque rear end, gorgeous flowing lines from the bonnet to the boot and a side profile to arouse diehard greenie Toyota Prius supporters.

If the exterior wasn’t enough to win you over, the interior would surely strike the right chord. One of the first things you notice is the lack of a traditional gear lever. Instead, Jaguar uses a rotating knob that rises from the centre console. A heartbeat style throb is emitted from the starter button, which needs to be stabbed to get the 4.2-litre, 219kW V8 engine burbling.

The V8’s fuel economy is officially 11.1-litres/100km, which was just shy of what I achieved on test. A sprint from 0-100km/h takes around 6.5-seconds, which was about on the money when tested.

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That’s not to say the Clio RS197 isn’t any good, or that it isn’t hot enough, in fact given our archaic speed limits and sub-standard roads, this little hatch is in its element most of the time. What this translates to is a car that is playful and fun in most situations - and within the confines of the state limit - and just how many cars can you say that about these days?

Pumped out guards give the Clio RS197 an attitude all of its own without being overly lairy or ‘boy racer’. A rear diffuser harbouring twin exhausts and the fatter stance are, from a distance at least, the only tell tale signs that the little three-door means business.

Vented front guards, projector type halogen headlamps (with washers and manual height adjustment), subdued roof spoiler, side skirts, the addition of front fog lamps and neat 17-inch alloy wheels, coupled with some subtle badging, go the rest of the way to rounding out the external styling differences above that of a standard Clio (not yet available in Australia).

But looking the goods is only part of the equation with the Clio RS197. The true guts of the matter is that this little black beast has had some attention paid to the performance and handling attributes of what is already a terrifically balanced chassis.

For you and me, this simply means go-kart like chuckability that is guaranteed to bring a grin to just about any one up for a touch of - how should I put this delicately, rapid cornering - without jarring every bone in your body in the process.

Powered by a warm 2.0-litre, DOHC engine (with variable valve timing) the Clio RS197 develops a respectable 145kW at 7250rpm and an acceptable 215Nm at 5550rpm. It’s not a big score, but the Clio’s not a big car, and at just 1221kgs the motivation is fun, fluid and lithesome, provided you stay on cam (just north of 3250rpm).

Independent strut front-end and torsion beam semi-independent rear - both with stabiliser bars - hang over the 1520mm track and 2585mm wheelbase for a wide and long spread that makes cornering a hoot. Mountains of grip, a touch of lift-off oversteer and rapid turn in (thanks to sweet speed proportional power steering) make the Clio RS197 wickedly sharp through challenging roads and more agile than any same class competitor I’ve yet driven.

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Though it’s highly unlikely we’ll see pigs up back these days, the ute still has a massive uptake here in Australia, both as a workhorse and a show pony, and with the style and substance offered in the new R6 it’s not hard to see why.

The R6 sits above the base Falcon Ute, but below the XR6 essentially replacing the XLS to offer a blend or compromise if you will of sporty looks but trade tough practicality. This puts the R6 in a slightly confusing and rather lonely position against direct rival Holden, as its base model Omega ute sits below and the SV6 ute above the R6 respectively.

From the outside R6 is unpretentious and robust with a hint of sporting flair thrown in for good measure. Much like potential owners, R6 is trade tough, but still manages to run some product through its hair each morning. The FG series kinetic front, 16-inch alloy wheels, subtle side skirts and sports rear bumper all lend a more aesthetically pleasing exterior over the base model Falcon ute’s more mundane appearance.

Cabin space and refinement has improved markedly from the BA/BF series the FG replaces and is noticeably quieter and more ergonomic in layout. The seating position offers greater flexibility in adjustment and is more accommodating, all the controls are functionally more sensible, and the décor more uniform and appealing throughout.Space behind the seats is also very handy for someone who’ll use the R6 as their primary vehicle.

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All of a sudden, in the time it took for my synapses to register that statement, my plans for that week changed. I had a clean slate. “When did you want to get together for it?” Jones asked.

No one would give up a chance to go along with Steve Jones, who, along with his navigator, Ruari Sauter-Dawson, recently won the 2008 Quit TargaWest tarmac rally in Perth. Working for Fabcar, a dealership in Perth that imports GT-Rs for private buyers, Jones is possibly the best qualified person in Australia to run us through the capabilities of a GT-R.

With that, we booked ourselves a time and a place.

Jones suggested that the best place to test Nissan’s latest and greatest car, was the very spot that its mettle was tested. A TargaWest stage? There couldn’t be a better location. As they say on Millionare, “Lock it in, Eddie.”

There was a problem looming though. The period we had set for the drive coincided with a gloomy weather forecast. The prediction was showers, with an afternoon thunderstorm risk. Perfect, if you’re wanting to test out grip levels in the wet.

However, on a road where rocks, trees and branches are being cleared by only centimetres, and in a car that costs more than $180,000, and goes from 0-100km/h in just 3.5 seconds, sitting on what can only be described as loose bitumen - well, let’s say we weren’t too keen to add water to the equation.

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Now before I begin please allow me to quantify my next comment, for it is not my intention to detract from the previous 4.3-litre engined car’s capabilities in any way. I dearly loved the previous model, but by the same token I hasten to add that this is the Vantage as it should have always been.

The 4.7-litre, or 09MY (2009 Model Year in Aston language), is a far better balanced, much more responsive and so dexterously agile example of a sports roadster than the predecessor, yet it remains as fantastically docile (when the mood takes you) and gracefully attractive as always was the V8 Vantage.

As I was only afforded a relatively short time with the Roadster, a First Steer is par for the course for now, with a full review expected when next we drive the Vantage twins in December.

But that aside, the new Vantage Roadster proved in a short space of time that it is arguably the ultimate example of what a high performance luxury roadster can be. It truly is a beautiful piece of machinery. The exterior skin, whilst stunning and flowing, tells only half the story though with the full experience only lived once you’ve been in the driver’s seat.

The cockpit is a thing of beauty, for not only is the Vantage a purposeful sports car, it is a contemporary example of luxury sports motoring at the same time, with all the modern features you’d expect of a modern car, plus a comfort and level of satisfaction only achieved from placing yourself behind the wheel of something so truly magical as an Aston Martin (I am especially fond of the 700W Premium Audio System).

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I jumped behind the wheel of Volkswagen’s new Caddy Maxi to see what the latest generation of vans has on offer.

Although the Europeans aren’t necessarily recognised for their stock movers, they are able to offer the traditional European reliability, along with build quality to provide an all-rounder.

The Maxi version of the Caddy gets an extra 47cm in length over the regular Caddy van and an increase of more than 31% in cargo space.

With sliding doors on both sides, along with fully opening rear doors, the Caddy Maxi van offers incredible versatility.

Volkswagen is also proud to note that the Caddy Maxi van can carry one full-sized Australian pallet, which is bigger than those used in Europe.

The 810kg internal payload, along with up to 1500kg of towing capacity make the Caddy Maxi van one of the best in its class.

Our test vehicle was fitted with the 77kW turbo-diesel engine producing 250Nm of torque. Although there is a six-speed Direct Shift Gearbox (DSG) on offer, ours was fitted with the five-speed manual version.

Also on offer is a 75kW petrol variant, but the pick of the bunch is the diesel though; the petrol variant goes through an extra 2.0-L/100km and is down on torque.

The best thing about vans like the Caddy Maxi is the fuel efficiency, using just 6.1-litres/100km, the Caddy Maxi offers impressive hauling ability, along with frugal fuel use.

Driving the Caddy Maxi van is a treat in itself too. The steering is very direct and the acceleration brisk. Throw the Caddy Maxi through some bends and it holds true, with body roll that is acceptable and impressive grip as well.

Visibility from all angles is very impressive, but reversing can be touch and go at times with the lack of rear parking sensors as standard fitment.

Priced from $24,740 for the petrol variant, our diesel test vehicle was priced at $28,740.

Standard features include: Air-conditioning; power steering; power windows; power mirrors; single disc CD player; cruise control and central locking.

Safety features include: driver and front passenger airbags plus ABS brakes with traction control.

Volkswagen offers a wide range of light commercial vehicles (LCVs) in Australia and this would have to be one of the best when you consider its size, its ability to move goods and its ease of operation.

If you’re in the market for a cargo-carrying vehicle, check out the Caddy Maxi van, or the Caddy van. The car like dynamics are impressive and it’s not too hard on the eye either. A win-win situation.

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Specifications:

• Engine: 1896cc four-cylinder (16 valve)
• Power: 77kW @ 4000rpm
• Torque: 250Nm @ 1900rpm
• Induction: Turbo & Direct Injection
• Transmission: Five-speed manual
• Driven Wheels: Front
• Brakes: Disc with ABS & EBD
• Top Speed: N/A
• 0-100km/h: N/A
• 0-400m: N/A
• Fuel Consumption: 6.1 litres per 100km (Combined)
• Fuel Tank Capacity: 60 litres
• Fuel Type: Diesel
• ANCAP Rating: Not yet available
• Safety: Driver and passenger airbag
• Spare Wheel: Full size steel
• Towing Capacity: 1500kg (Braked)
• Turning Circle: 12.9 metres
• Warranty: 3 year/100,000km
• Weight: 1507kg (Tare)/813kg (Payload)
• Wheels: 15″ Steel

Pricing:

• Caddy Maxi Van 1.6 litre petrol - $24,740 (RRP)
• Caddy Maxi Van 1.9 litre diesel (manual) - $28,740 (RRP)
• Caddy Maxi Van 1.9 litre diesel (DSG) - $31,740 (RRP)

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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.

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.

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.

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There’s good reason for this too - and the 1.3 million examples manufactured since 1996 all point to the fact that the Spanish built, 308 based van is an above average representation of its kind - for not only does Partner offer a generously accommodating payload area, but decent capacity too, and perhaps most importantly, a comfortable and commanding driving position that sets the Partner apart from the rest.

With one trim level across the Partner range, two load volume and two payload options are available to best configure the van to individual needs. Additionally two body lengths are offered to afford buyers between 1800 and 2050mm load lengths (which can be expanded to 3250mm with the Multiflex seat option).

Barn type rear doors allow for easy access (1620mm maximum loading width), and given the smart design, Partner will take a regular 1200 x 800mm sized pallet between the wheel tubs.

A sliding door is available for an extra $490 (fitted to our road test model) to make for safer curb side loading and unloading for courier or delivery drivers (while LWB models pick up dual sliding doors as standard) but entry and exit is a little tight.

Offering an effective load volume ranging from 3.3 to 4.1 square metres, Partner boasts a 1250mm load area height, which coupled with a payload of up to 850kg, immediately places it as the market leader.

The compact exterior dimensions make for an easily maneuverable van that is reasonably attractive thanks mostly to a front end not dissimilar to the remainder of the Peugeot family. The lateral perspective and rear end view is not entirely unlovable either and makes for an excellent vehicle from a visual marketing standpoint, without being quirky or tacky (think Nissan Escargo).

Inside Partner can be optioned with modular (or Multiflex) seating that enables the vehicle to carry one or two passengers in either the outboard or middle seating position, as well as the driver, and provides ample proportions, ergonomic positioning and, perhaps most surprisingly, a very comfortable ride. Our test vehicle however only had a standard console.

The dash layout and clever use of otherwise wasted space as storage makes the Partner a practical and livable mobile office and even offers an optional middle seat, which can used as a desk or raised to provide access to the cargo area. When you’re finished, the middle seat can be stowed (using a padlock) for additional security.

While it can be slow going on the open road when packed with a bit of weight, the Partner is effective in maintaining pace around town thanks to a 55kW, four-cylinder, turbo-diesel engine that produces a solid torque curve, in fact over 90% of the available torque delivered from just 1250rpm.

The aluminium 16-valve unit manages 185Nm of torque all up and uses 5.8-litres per 100km (combined). Like I said, it’s a touch lazy, and were I to make one recommendation out of driving the Partner it would be to opt for the higher output 66kW variant of the same engine for just $500 more. Oh, and forget the petrol.

Gearing comes compliments of a five-speed manual unit that offers a suitable ratio spread for commercial purposes whilst still delivering economic highway travel. First can be a little brief when unloaded but you’ll be thankful for it once there’s a bit of weight on - especially when starting up steep hills.

The Partner tops out (eventually) at 150km/h and can complete the 0-100km/h stroll in a leisurely 19.6 seconds - if you try - though given the purposes of Partner’s intended use these figures are best thought of as curious trivia.

To keep the OH&S team happy, Partner is fitted standard with a driver’s airbag (passenger airbag is a cost option), three-point inertia seatbelts, ABS brakes with EBD and cruise control with speed limiter function. Electronic Stability Program (ESP) with Traction Control can also be fitted for just $450 - well worth the investment.

Given the amount of hours likely to be spent behind the wheel, Partner offers a considerable range of standard interior kit including air-conditioning, power-steering, single MP3 compatible CD tuner (which can be combined with Bluetooth handsfree integration), power windows and mirrors - also heated, remote central locking, trip computer, load restraint hooks, multiple storage compartments and the afore mentioned cruise control.

With a starting price of $21,990, three year/100,000km warranty and 15,000km service intervals, the Partner offers good peace of mind for the hard working trades or delivery person - plus it won’t break the bank. It’s a good deal, a pleasant drive and given how much time you’re likely to spend on the road, is well worth the look in if you’re in the market.

CarAdvice Overall Rating:
How does it Drive:
How does it Look:
How does it Go:

Specifications:

• Engine: 1560cc four-cylinder (16 valve)
• Power: 55kW @ 4000rpm
• Torque: 185Nm @ 1750rpm
• Induction: Turbo & Direct Injection
• Transmission: Five-speed manual
• Driven Wheels: Front
• Brakes: Disc with ABS & EBD
• Top Speed: 150km/h
• 0-100km/h: 19.6 seconds
• 0-400m: Not Tested
• Fuel Consumption: 5.8 litres per 100km (Combinded)
• Fuel Tank Capacity: 60 litres
• Fuel Type: Diesel
• ANCAP Rating: Not yet available
• Safety: Driver’s airbag
• Spare Wheel: Full size steel
• Towing Capacity: 750kg (Braked)
• Turning Circle: 11.0 metres
• Warranty: 3 year/100,000km
• Weight: 1411kg (Tare)/850kg (Payload)
• Wheels: 15″ Steel

Pricing:

• L1 66kW 1.6 litre petrol - $21,990 (RRP)
• L1 55kW 1.6 litre diesel - $23,990 (RRP)
• L1 66kW 1.6 litre diesel - $24,490 (RRP)
• L2 66kW 1.6 litre diesel - $25,490 (RRP)

Road Test the Rivals:

• Citroen Berlingo
• Holden Combo
• Renault Kangoo
• Skoda Roomster
• Volkswagen Caddy

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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!

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It’s the sort of look that almost portrays disapproval. Why on earth would that be? Surely, it’s not because people frown on this genre of vehicle and it’s never the tree-huggers that have a go at you because you’re using more fuel than a Toyota Prius. It’s because as a motoring journo, usually you’re alone while testing.

In some people’s eyes, there’s nothing more wasteful (and pointless) than a guy driving a people mover around with no people to move. Funny though, when you’ve loaded it up, and have six or seven people inside, there’s nary a second glance.

Of course, you’re not going to rush out and buy one of these cars when you’re a single bloke who’s into clubbing and pubbing (if you are, then ignore that last sentence). This car is clearly aimed at the family market.

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The Rodeo is now called the Holden Colorado and will soon stop production in Thailand.

Instead Isuzu will soon export all the parts to GM plants in South America where the car will be assembled. So then, say hello to the new legitimate kid on the block, the Isuzu D-MAX.

The D-MAX is one of the world’s most popular utes and like nearly all other utes on the Australian market today, it’s assembled in Thailand, the world’s second biggest ute market.

Australia will receive 11 different D-MAX models, all powered by a 3.0-litre, turbodiesel engine with 120kW and 360Nm (333Nm for the automatic). Pricing starts from a very competitive $23,300 and goes all the way to $42,500 for the fully-kitted, automatic,  4WD LS-U crewcab ute.

Instead of focusing on petrol and diesel, Isuzu will instead take a “boutique” approach and concentrate completely on diesel to build a brand image focused on reliable diesel utes.

Despite being closely related to the Holden Colorado mechanically, the D-MAX is different enough to raise a few eyebrows. Public relations spokesman Richard Power said unlike the competition, which set a high recommended retail price then discounted heavily (hurting resale) Isuzu will enter at market rate.

Starting later this week, Australia will become the 83rd country Isuzu competes in and it’s a good market to be in. Last year 140,000 one-tonne utes were sold in all of Europe, which might seem like a lot, but for a market of 17 million new car sales a year, it’s not all that much.

During the same period Australians on the other hand, bought the same number of utes out of a pool of one-million new car sales.

Isuzu plans to sell 4000 D-MAX utes in Australia in 2009, with that number climbing to 6000 and then 8000 for the following two years.

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