2023 Lexus NX350 F Sport

When Kez first drove the new 2023 Lexus NX350 F Sport, he summed up its market position beautifully.

“With the new-generation 2022 Lexus NX350 F Sport, the Lexus brand is moving its SUV out of the space where you feel like you have to make excuses for it. That's not to say the old NX was particularly bad, but it struggled against stiff competition from BMW, Audi, and Mercedes-Benz. It's never been more expansive, less tech-heavy, and less dynamic. With a new platform, new engines, and – finally – a new infotainment platform, Lexus has a competitor in the medium SUV class that can meet all needs.”

Specifically. Moreover, stiff competition is the hallmark of this luxury medium SUV segment. You can also add Genesis to the mix now, not to mention Jaguar, Alfa Romeo, Volvo, and Maserati, all vying for your attention and discerning eye for luxury. And, with what for many is the first step towards luxury ownership, there are also deep expectations from buyers.

There is no doubt that buyers have never had so many high-quality choices – and Lexus is no longer a viable replacement. Or the default option for those switching from mainstream offerings such as Mazda, Toyota, Kia, Hyundai, Honda, and Nissan.

So where does this segment stand today? The Audi Q5, BMW . just everyday practicality. This means that every fighter in this segment needs to provide more than just luxury.

Australians love medium SUVs, we know that. But with the love for this segment comes an aspirational outlook to venture further into the world of luxury, and thus, this segment has become more popular than ever. It also needs to provide everything the regular midsize SUV segment can – and more.

The 2023 Lexus NX350 F Sport is new, and better, and features significant improvements in important non-negotiable areas – one of which is infotainment. Let's find out if the new NX is truly ready for a luxury slugfest.

How much does a Lexus NX350 cost in Australia?

The Lexus NX350 F Sport starts from $77,511 before on-road costs, with the 2.4-litre non-hybrid version coming in one specification grade with a petrol engine and AWD. There is of course the petrol 2WD NX250 and the NX350h in 2WD and AWD trim, in Luxury, Sports Luxury, and F Sport trim. Step up to the top-of-the-line NX450+ F Sport plug-in hybrid and prices start at $90,984 before on-road costs.

With a long list of standard inclusions and no need to tick many option boxes, it's hard to argue with Lexus' value proposition. Prices spread across the NX model range range from $62,275 before on-road costs, to the aforementioned $90,948 before on-road costs.

Our tester had the Enhancement Package 2 added, which includes a panoramic sunroof, heated steering wheel, digital rearview mirror, and the excellent 17-speaker Mark Levinson audio system for an extra $6000 (including on-road costs). The price details below reflect our testing of the NX, as well as indicative prices for a return trip to Sydney.

The 2.4-liter engine produces 205kW and 430Nm and drives through a conventional eight-speed automatic transmission. Despite the word Sport in the F Sport's name, it's honestly not a sporty SUV, with an engine that works hard enough without being particularly dynamic. The NX350 F Sport rarely feels like a fast SUV. The Sport S and Sport+ driving modes definitely enhance the driving experience, but you won't be fooled into thinking you're driving a proper sports car.

Standard features are plentiful, in line with Lexus guidelines, and highlights include red leather trim, a 10-way adjustable driver's seat, an eight-way adjustable for passengers, and heating and ventilation.

You also get 20-inch alloy wheels, a 14-inch infotainment touchscreen, an 8.0-inch driver display, a head-up display, a surround-view camera, wireless smartphone charging, adaptive suspension with F Sport performance dampers, F Sport pedals, shifter, steering wheel, and sill plates, tri-beam LED headlights with adaptive high beams, special aluminum trim, and selectable driving modes.

Important details of the 2023 Lexus NX350 F Sport

The price is $77,511 plus travel costs

The color of the test car is Graphite Black

Option Upgrade Package 2 – $4615.28

- Panoramic sunroof

- Heated steering wheel

- Digital rearview mirror

- 17-speaker Mark Levinson audio system

Graphite Black Paint – $1346.16

The price as tested was $83,472 plus travel costs

Drive away price $93,365 (Sydney)

Audi Q5 rival | BMW X3 | Mercedes-Benz GLC

How much space does the Lexus NX350 have inside?

First, the electric door handles – or E-latches as Lexus calls them. I guess we can file it in the 'answers to questions no one asked' column. Of course, there are many more modern cars on that list, but I don't see any argument in favor of them.

Quieter than traditional latch and lever mechanisms? Yes. Do traditional styling mechanisms tend to interfere with the luxurious experience of driving a Lexus? No. However, once you get used to them, they become fairly intuitive, but you'd be hard-pressed to convince me that a modern car needs any more electronic complexity than it already has.

The cabin is perhaps the most important element in the running of any luxury vehicle. And as expected from Lexus, the NX350 F Sport delivers an exceptional cabin. Our tester had red leather trim, which some of you may like. Others may not, but that's a personal opinion.

Visibility is excellent, as are the seat and steering wheel adjustments, and the way you position yourself behind the wheel. The shorter among us will appreciate how you can jack up the seat to have plenty of visibility to the front and back.

For some time now, Lexus has been delivering seats that are some of the best in the business, and once again the NX delivers as well. The seats are well sculpted and comfortable, and you can go on long trips knowing you won't need a chiro at the other end. In fact, the 'Sport' in the F Sport is clearly visible in the seats, which have a bucket-shaped appearance and can hold you in place but are not so firm that they feel hard.

Storage is well catered for, especially considering its compact exterior dimensions. Up front, you get two cup holders, a conventional glove box, a center storage bin in the console, and a hidden storage section under the wireless charging pad. The latter can be recalled to access that storage.

I consider the NX to be a four-seat SUV, not a five-seat SUV, especially if you need to take teenagers or adults with you. There's space in the back, but once you get over six feet tall, things start to get cozy. Two child seats instead of three are also our recommendation for the second row.

Second-row passengers get air vents, twin USB-A charging ports, 12-volt sockets, and map pockets on the seatbacks. Temperature and air control would be an appreciated addition there.

The powered rear doors open to provide 520 liters of space with the rear seats up, or 1141L with the seats folded in a 60:40 split. It's a decent-sized space that can comfortably fit most of the items a busy family would need, with a flat lip and a pair of folding bag hooks located on the side.

Under the boot floor, there is a large space for storing additional items out of sight but there is no double-height boot floor. The run-flat tire specification means there's no spare space taking up boot space. Opening the rear door via the key fob is easy enough, and the kick-to-open function works, but it's not something I've used much outside of testing so it works as it should.

2023 Lexus NX 350 F Sport

Seat Five

Seat 520L boot volume up,

1141L seats fold down

Length 4660mm

Width 1865mm

Height 1670mm

Wheelbase 2690mm

Does Lexus NX350 have Apple CarPlay and Android Auto?

The new model is most apparent when you're inside the cabin and interacting with the infotainment system. This new system is a major improvement over the old, complicated, and outdated system, which we have repeatedly rated poorly over the years. Thankfully that system is now just a memory.

The 14-inch touchscreen display in the F Sport is combined with sharp graphics and the response is also fast. To give you an idea of how good it is, and how much processing power it has, when you use the 360-degree camera system, changes are instantaneous and the area under the car (shown as a see-through wire frame) is already mapped and cached, readily used.

Apple CarPlay and Android Auto connectivity are both standard, Apple users can connect via wired or wireless connection, but Android users can only connect via wired access. When I have wireless smartphone connectivity, I tend to charge my phone wirelessly as well, and I'm not a fan of cooking expensive smartphones with wireless charging pads. All of them seem to make the phone heat up, so the option to plug it in is welcome.

Also standard is DAB, satellite navigation, Bluetooth, and a three-year subscription to the Lexus Connected service for access to connected navigation, and Lexus Remote Connect which allows users to lock and unlock the doors and tailgate, start or stop the engine, locate the car. , activate the horn or headlights, or adjust the climate control remotely.

Our test NX was equipped with the optional Enhancement Pack 2, which replaces the quality 10-speaker system with an excellent Mark Levinson-branded 17-speaker system. It delivers clear, powerful sound at any volume, and we think it's worth upgrading to.

The 8.0-inch digital driver instrument display – smaller than the larger screens in some major competitors – displays important information, but it doesn't have the multi-format, customizable display modes of the Audi or Mercedes-Benz.

Across the Drive team, we're partial to the new touch-trace steering wheel controls. When you move your finger over the unmarked D-pad on each side of the steering wheel, the head-up display will show you where you are and what it does. Page buttons underneath allow each pad to be switched between the two sets of functions.

You might think that this is a useful addition, and the theory is that it helps you keep your eyes on the road, but each function requires a double click – one to activate and another to confirm. If you don't lift your finger, you can do one press at a time, but otherwise, we found the system unresponsive and difficult to function.

What safety technologies does the Lexus NX350 have?

All NX models have the same suite of active and passive safety technologies, which include autonomous emergency braking with pedestrian detection and intersection turn assist, so AEB can intervene if it detects a vehicle turning into traffic.

Other technologies included include safe exit assist to prevent the door from opening to cyclists or traffic, emergency steering assist, road sign assist and radar active cruise control, blind spot monitoring, rear cross-traffic alert, lane keeping assist and lane tracing, front. and rear parking sensors, parking buffer with brake, 360-degree camera, and 10 airbags.

I like how the Lexus safety system works, and the NX is no different. They do what they do, mostly in the background, without interrupting the driving enjoyment in any distracting way. Many other manufacturers could learn a thing or two in this regard. Lexus' lane-keeping assist system is excellent, and blind-spot monitoring also worked well in testing.

How much does it cost to maintain a Lexus NX350?

As with the entire Lexus range, the NX350 F Sport is covered by a five-year unlimited kilometer warranty as well as five years of roadside assistance. Lexus includes three years of access to Encore's ownership benefits program which includes rewards, event offers, and fuel discounts. When it comes to accessible luxury, the Encore program is a clear example of making shoppers feel good about their purchase after the fact.

Three years of capped-price service is available and priced at $495 per visit (12-month/15,000km intervals), but also includes vehicle pick-up and drop-off, or a service loaner vehicle.

The Lexus NX350 F Sport will set you back $2676.68 for comprehensive insurance per year, based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

2023 Lexus NX350 F Sport at a Glance

Five-year guarantee, unlimited km

Service interval 12 months or 15,000km

Service fee $1485 (3 years)

Is the Lexus NX350 fuel efficient?

Lexus quotes an official fuel consumption of 8.1 liters per 100 kilometers on the combined cycle. Despite being an all-new engine, the 2.4-liter turbo doesn't come with any mild-hybrid assistance (although Lexus has a more frugal full-hybrid lineup in the NX350h model) but does come with stop-start technology.

That consumption rises to 10.1L/100km after a long period of idling with the engine running for filming and photography, but in our regular round of testing the NX350 F Sport consumed 9.2L/100km. If you're after the lowest fuel consumption figures you can get, the NX350h – with hybrid technology – is the model to buy.

What's the Lexus NX350 like to drive?

That Lexus has met the luxury requirements is undeniable. The brand has been synonymous with it since its launch in the country. Therefore, the cabin experience, and indeed the driving experience, is premium, isolated, and quiet. For many of you, that alone defines a luxury driving experience. In line with the F Sport logo, the NX experience is not just about cabin quality.

The NX350 F Sport also has good performance under the hood. The 2.4-liter turbocharged petrol engine feels generally underpowered and produces 205kW and 430Nm. The engine is mated to an eight-speed automatic and smooth AWD, and while there's no hybrid technology on this model, it's still an efficient combination in the real world. Of course, it won't match the NX hybrid for fuel use in traffic, but on the open road, it's still impressive.

Don't expect the NX to be a sports car replacement, and frankly, a medium SUV shouldn't have to tick that box. It's more of a family cruiser – with a little more pep – than a fast SUV. Everything about the driving experience feels isolated, even when you press the throttle pedal. It doesn't cruise forward like a sporty SUV, but it rides waves of torque and gathers speed gracefully.

The ride quality is excellent. The NX is very well-tuned to handle poor road surfaces like most of you will experience in the city. The balance between firmness and composure when you're turning corners, and ride quality when the NX needs to soak up bumps, is noteworthy. There's basically no situation where the NX350 F Sport feels uncomfortable. Considering the NX uses run-flat tires, it's impressive how well they can protect cabin occupants from bad surfaces.

You can of course manipulate the ride settings, and the adaptive suspension is tweaked using the drive modes, which can be switched to Sport S and Sport S+ modes to stiffen the steering and suspension. The mode also subtly changes shift response, and makes the eight-speed automatic transmission more lively, but doesn't completely change the NX's character. For me, keep the suspension in Comfort mode.

Important 2023 Lexus NX350 F Sport details

2.4-liter four-cylinder turbo petrol engine

Power 205kW @ 6000rpm

Torque 430Nm @ 1700–3600rpm

Drive Type wheel drive

Transmission 8-speed torque converter automatic

Power to weight ratio 110.2kW/t

Weight (curb) 1860kg

Spare tire type None (standard run-flat tire)

Tow rating 1000kg braked

750kg unbraked

Turning a circle 11.6m

Should I buy a Lexus NX350?

This is a very good luxury SUV – and in many ways that goes without saying. But after a week behind the wheel, and considering the best in the segment, Lexus is on top with the new NX. In non-hybrid F Sport form, it still makes a strong case, delivering fuel efficiency on par with, or better than, some rivals that can't offer the same savings in the real world.

Whether the Lexus NX's qualities are enough to lure those who appreciate the value of European badges away from them is really beside the point. If you're looking for a mid-sized luxury SUV, the Lexus NX should be on your hit list. Look at a hybrid if you want outright efficiency, but it's hard to argue with the overall capability and quality of the Lexus NX.

How to buy a Lexus NX350 – next steps?

We've tested the Lexus NX350 F Sport for this review, and the fact that the NX range is well-defined makes choosing your preferred model a little more tricky. You should also consider the NX hybrid if saving on fuel will make a real difference to your budget. The NX250 2WD is a strong choice, and the lineup then passes through the NX350 AWD, NX350h 2WD, and NX350h AWD, before culminating in the NX450h+ AWD.

Stock shortages continue to be an issue at the time of writing, and Lexus isn't completely immune, although the picture is the best it's been since before the COVID-19 pandemic. I talked to Lexus, and it says the lead time for the non-hybrid NX250 and NX30 is about 2–4 months, which is back to normal, even before COVID-19.

As a guide, the wait time for the NX350h has been cut drastically, to around 5–7 months, which is the best wait time in years. The NX450h+ plug-in hybrid is still delayed by more than 24 months, so Lexus has only expressed interest in the model until the lead time is more suitable.

The next step in the buying journey is to check the Lexus website for stock of your chosen NX variant, whether it's a hybrid or with a conventional powertrain. You can also find Lexus models for sale at Drive.com.au/cars-for-sale.

We highly recommend taking a test drive at the dealer before committing as personal needs and tastes can vary. Find your nearest Lexus dealer via this link. We also recommend testing the NX hybrid variant, especially if you want to save as much fuel as possible. Also check out the Audi Q5, BMW X3, and Mercedes-Benz GLC.

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New Aston Martin DB12

The DB12 is a good advertisement for Aston Martin under its new ownership and management team, but it's not exactly perfect. This is a very impressive driver's car, with a wide range of capabilities that belies the size and layout of the car – as a 'Super GT' it ticks the 'Super' box well and squarely. But with the cooler DB12 likely to follow – an AMR version is sure to come soon – we'd prefer a version that's more 'GT' and less 'Super'. In fact, we found tire noise to be tiring, and we also wanted a slightly more supple ride. Some technologies are still a generation behind. But then, for £185k, you'll get what is officially the most beautiful car in the world.

Back in November, we stood on stage in Berlin handing the award for the world's most beautiful car to Aston Martin. German readers of our sister title Auto Bild, as well as the country's largest Sunday newspaper Bild Am Sonntag, have voted for the DB12 in the prestigious Golden Steering Wheel Awards.

We can now confirm that on a cold and wet winter morning, Aston Martin DB's illustrious new model range can indeed brighten up the dullest of days. It is, as my German friends say, quite beautiful.

This has often happened to Astons in the past, but dynamically they have sometimes failed to deliver. Not so here – the DB12 is the best Aston Martin we've ever driven. But the question is, is it necessary?

Aston is calling its latest model the Super GT, and the numbers back it up. Under that long, shapely bonnet is a Mercedes-AMG-sourced, Aston Martin-tuned twin-turbo V8 engine that produces 671bhp and 800Nm. What this means in the real world is that if you're feeling heavy with straight-line acceleration above 30mph, the big Michelins on the rear wheels will keep spinning on damp roads – as we found out. A quick steering adjustment and deep breathing will soon get the car and your heart rate back to normal.

However, this car aims to get your heart rate up – and its capabilities are truly astonishing. This is one seriously quick car from point to point, and not just thanks to its 3.6 second 0-100 km/h time.

Not only is the engine powerful, with a seemingly endless flow of power but there's also a big exhaust note to accompany the acceleration, with a bit of a rowdy flash at start-up to let you know what it's all about. The eight-speed ZF gearbox is impressive, shifting smoothly, while the steering is very pleasing – not so sharp that you're constantly fiddling, but perfectly weighted to give you confidence through corners. It's fast enough to let you move from left to right and flow through consecutive tight corners, too.

Despite the DB12's size – and you'll feel its width when navigating narrow country roads or narrow city streets – the DB12 has an impressive ability to feel smaller and nimbler than you'd expect. It sits just above the DB11, which is quite a feat considering the car the DB12 is based on.

The brakes are equally effective in helping the car decelerate, although modulating via the pedal can feel a little odd at lower speeds – we'd like the brakes to be a little more linear. Likewise, the ride could be a little more supple. This can be a bit tiring on long, poorly-surfaced roads – which we see a lot of in the UK.

And despite the enormous amount of grip (if you value the instant power available), those big tires deliver quite a bit of power. So much so that you will talk to your passengers with a slightly raised voice on a cruise ship.

It will also most likely be a passenger in the singular. We managed to get into the back seats, but our photographer, with his head against the roof, said, “Comfortable, very comfortable.”

However, the roof is a great example of the progress Aston Martin has made in terms of quality. It features beautiful quilted leather on top, and the rest of the cabin materials are top-notch as well; classy and contemporary.

However, the balance between the touchscreen and the various knobs and switches doesn't match the old style, which for most people is a good thing. The push-button gear selector has been replaced with a small leather-wrapped lever, surrounded by buttons for the air conditioning, and buttons for everything from suspension control to exhaust noise. However, the switches on the steering wheel are a bit less easy to use, especially now that they feature touch-sensitive pads that other brands are quickly abandoning. Frustratingly, it can change your driving view with just the wrong swipe of your finger.

There's still the Aston Martin-branded center start/stop button, but it has a dual function with a rotating dial used to select GT, Sport, Sport+, or Individual driving modes. We prefer the latter with everything in a more comfortable setting, but with the exhaust dialed in for a bit of sonic enjoyment.

While the bespoke touchscreen is a big improvement over Mercedes' old system, it still feels a generation behind some of the setups you'll find in competitors – not least because you have to use the good old system. -old-fashioned cable to connect Apple CarPlay. Even some superminis offer wireless connectivity these days.

Even though our car was an early example, there was a bit of hum coming from the back of the cabin, and we experienced occasional glitches in the forward-facing camera system, resulting in errors in the emergency braking and traffic signal warning systems. We want our customers' cars to be perfect – especially with prices starting at £185,000.

Model: Aston Martin DB12

Price: £185,000

Power source: 4.0-liter twin-turbo V8

Power/torque: 671bhp/800Nm

Transmission: eight-speed automatic, rear-wheel drive

0-62mph: 3.6 seconds

Top speed: 202mph

Economy: 23.2mpg

CO2: 276 grams/km

On sale: Now

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2021 Alpina B3

The 2021 Alpina B3 is essentially a modified version of the BMW M340i xDrive. Or rather, it's a bridge between the more executive-centric M340i and the hooliganistic M3. Imagine Arnold Schwarzenegger in a suit.

Pricing feels fairly fairly placed and sits comfortably between the two. Listing in the B3 is $142,900 (before options and on-road costs), which is about $31K above the M340i ($111,900) and $12K below the M3 Competition ($154,900).

But there are a lot of variables in it, and while the dollars per kilowatt quotient suggests the B3 is the highest ($420/kW versus the $413 M3 and $392 M340i), the thing to remember is that Alpina is always about more than what's under the hood machine.

What do they say, exclusivity comes at a price.

2021 Alpina B3 important details

3.0 liter six-cylinder twin-turbo petrol engine

Power 340kW @ 5500-7000rpm

Torque 700Nm @ 2500-4500rpm

Weight (tare) 1860kg

Drive Type All-wheel drive

Eight-speed Automatic Transmission

Power to weight ratio 182.8kW/t

Price (MSRP) $142,900 plus on-road costs

From an exterior perspective, the B3 uses the 'Luxury Line' bumpers and chrome grille that surround non-M Bimmers, but adds a deep front splitter, with embossed Alpina lettering, as well as a boot lip extension spoiler for added downforce at speed.

Aerodynamics play a pretty strong role in the attention paid to the B3, as there's a wind deflector in front of the wind deflector on the sunroof to help reduce buffeting when you're passing over the Autobahn at 200km/h and beyond, with the heat of the sun.

Our car was equipped with stunning 20-inch Alpina Classic wheels ($4091), and silver Deco stripes, which have been an integral part of the brand's visual appeal since the 1980s.

Paired with BMW's signature Sapphire Black metallic paint ($1615 and one of 12 options), the B3 conveys a sophisticated yet athletic persona and is a much more mature-looking vehicle than the beefier, more muscular M3.

And yes, as a purist, you can still opt for the Alpina Blue metallic and have the deco stripes in gold.

Inside, the layout and trim are very BMW-like, with the 3 Series' excellent cabin being the main reason why it won the 2021 Midsize Luxury Car of the Year award. There's good visibility, good space in both rows, decent amenities for rear passengers, and even a 480L boot.

Although a full Lavalina leather interior is available (a $14,874 option), the B3 still includes a thick-rimmed steering wheel covered in premium leather, stitched in signature blue and green thread. Our black Vernesca leather seats also have nice contrast stitching.

Lavalina is sourced from special cows raised near the Alps in Southern Germany, Austria, and Switzerland for cow lovers out there. I don't want to get into how well it was looked after before it was turned into a comfortable chair, but I imagine the surroundings look like Milka's chocolate logo, albeit less purple.

For a little extra luxury, our car had the top of the dash covered in BMW's Sensatec faux leather ($897 option) and added some neat Alpina logos on the seats as a way to make the car feel spesh.

There are also Alpina floor mats and a neat alloy plaque on the console, marking ours as B3 number 94.

Other than specific trims, they're all comfortable and feel premium, but perhaps more importantly, they're all high-tech, and they all work.

BMW's driver technology, from the central touchscreen and digital instrument cluster to the detailed head-up display and driver assistance functions, is well implemented and makes using the already impressive 3er as a base a very fortunate position for Alpina.

The cluster graphics are rendered in a blue and green branding theme, and for better or worse, it's all BMW from then on. Same interface, same menu, same functions.

On the plus side, you get a Harman Kardon sound system and BMW Connected telemetry as well as apps and connectivity functionality, but on the downside, you don't get adaptive headlights unless you 'subscribe' to them. I don't agree with that as a concept, especially at this price point, regardless of who's in the hood.

This makes things simple and easy to use and offers a full-featured technology and in-car safety platform with the right choice and bespoke options. But it doesn't add a layer of 'specialness' that might broaden Alpina's appeal into the tech space.

It won't take much time. A few font and color changes here, a few graphic updates there, and just a few small coding features that will represent the car on the preview screen with Alpina stripes. Or perhaps a unique interior lighting combination to tap back into the brand's blue-green persona?

My point is that the small flourishes that identify Alpina as 'not' a BMW throughout the cabin should, in this day and age, also extend to its technology offerings.

2021 Alpina B3 at a glance

Fuel consumption (claimed combined) 9.9L/100km

Fuel consumption (when testing) 15.2L/100km

Fuel tank size 59L

Tow rating 1800kg (braked)

Boot volume 480L

Length 4719mm

Width 2068mm

Height 1440mm

Wheelbase 2851mm

Spinning a 12.0m circle

Five-star ANCAP safety rating (tested 2019)

3-year guarantee, unlimited km

Service fee $1750 (5 years)

Price (MSRP) $142,900

Color as tested Black Sapphire

Options as tested Metallic paint ($1615), 20-inch Alpina Classic alloy wheels ($4091), sunroof ($2153), power boot ($897), Sensatec dash ($897)

Competitors Maserati Ghibli S | Mercedes-Benz CLS

But what's more interesting is in the area where Alpina has done wonders for a regular BMW product. Things have evolved quite a bit from the carby and camshaft represented on the logo.

As mentioned previously, the S58's 3.0-liter twin-turbo produces more modest power than the M3 ( 340kW to 375kW ), but the team at Buchloe has increased the torque output from the M3's 650Nm to 700Nm at higher speeds. very flexible 2500-4500rpm.

This gives the Alpina B3 a claimed 0-100 km/h sprint time of 3.8 seconds (quicker than the lighter, rear-wheel-drive M3's 3.9 seconds), which is achieved thanks to an upgraded ZF eight-speed automatic transmission and upgraded all-wheel-drive. drive platform.

Luckily, Alpina now offers a beautiful set of milled alloy paddles (a $502 option) for shifting gears, replacing the ugly buttons embedded in the steering wheel.

With this, the B3 becomes much more exciting to drive - not sharp and vicious like an M-car, but powerful and smooth like a high-speed train.

All this boost reflects a hunger for fuel, and we saw thirst levels of around 20 liters per 100 km around town. Things get into single digits on the motorway as the car finds its cruising efficiency, and it's worth noting that the car was still very new when we drove it, but I'd suggest you can expect to see higher than the claimed 9.9L/100km combined cycle.

I also think that fuel economy is not the reason people do or don't buy a well-tuned German electric sled.

At urban speeds, there's manageable responsiveness and trackability, but I found it a bit of a stretch. Sure, there's an immediate sense of capability under the hood, but without the turbos getting up to pressure, the car just feels as if it's taking a breath (and fuel) and simply preparing for what's to come.

As the car accelerates above 2500rpm, you start to hear the air passages open and know that all the available oxygen (and fuel) is being drawn in so the speed increases slightly.

Drop the chain and that torque band becomes a push zone where speed limits are applied very easily. There are no overly theatrical growls or barks from the quad pipes, just the muffled rumble of a university physics lecture at work.

You need to be at the top of the rev range to experience the full capabilities of the B3. It's not an explosive drive to get there, more a sustained and unyielding attack of power, but at 4500rpm onwards, things get moving and the quest is a straight-up sprint.

The response is good in this zone, but keeping it there requires great use of the paddle shifters to control the ZF's timing - that and you need a lot of roads.

Drop too far or too early, and you'll find a short gap at the bottom of the tachometer where the car collects its thoughts only to begin the climb again. Balancing all of this is part of the challenge. Don't get me wrong, it's cool!

The big wheels and very slim 30-profile tires don't offer much comfort, and the ride difference between the Comfort and Comfort-Plus doesn't seem to matter much.

Very communicative on the road, mostly in a good way. It feels very solid thanks to the all-wheel drive, but still makes you feel connected to everything going on around you. Steering feedback and traction adjustments all clearly transmit the chain to your hands, giving you a sense of engagement, as well as confidence.

However, there's no tail-out force at Victoria's speed limits, as the B3 struggles to put the power down, even with some selectable steering angles. It maintains speed very well through sweeping corners, but you can feel that the B3's 1860kg mass will make it feel out of place when ridden like a dedicated lightweight hill climber.

Bigger hits translate quickly, and the car moves to let you know it's not satisfied with less-than-perfect runway choices. Luxury isn't the word I'd use to describe the ride, but as someone who specifically chooses big wheels (on a BMW no less) for the way they look, not the way they ride, I'd still suggest you pony up 20-inch rollers to complement the Autobahn's munching stance Your Alpina.

But in my opinion, at high speeds, the Michelin produces quite a lot of road noise. Sticky rubber collects and discards gravel or debris strewn across local asphalt, and familiar rough roads convey that ubiquitous rumble into the cabin. All part of the engagement event, of course… But it makes me miss the smooth, unrestricted Autobahn of enjoying this car in its natural habitat.

Perhaps Alpina should offer an exchange program where, once we can travel again, Australian owners can borrow the German equivalent of a B3 to understand what they've bought, while also seeing what we're missing.

And I'm not just talking about roadside currywurst for lunch.

So what about B3?

In terms of value, a car like the Alpina has always been a wild card. Sure, it's more expensive than the M340i, but when was the last time you saw someone do a double-take and take a photo of one of the cars parked on the street?

To me, the B3's nature puts it more in line with cars like the Maserati Ghibli S GranSport ($175K) or Mercedes-Benz CLS ($165K). A car that has important strengths, but also makes a bit of a personal statement to you (and others). The car is also not measured in dollars alone.

Living in BMW town and claiming you can buy two 320i's for the price of a B3, or that the M550i gives you more car for less money, seems moot. Neither of those options gives you something pulled from the main production line and put together just for you, according to your wishes.

But if you're in the know, you also know that the B3 is better suited to Europe's high-speed intercity road networks, where running executive errands for two bucks and change (using sunroof wind deflectors) is where this machine is most used. At home.

Cruising around town on an uneconomical cycle, just waiting for the blue pavement to reach out and damage your wheels, seems pointless in a car like this, but in a way it makes you appreciate the opportunities of the open road more.

The Alpina B3 2021 continues Bovensipen's 56-year legacy of offering designer wolf yarn in sheep's clothing. A complete package, taking the best of the G20 3 Series, with refinements that provide a mature and sophisticated alternative to BMW's M3.

Not something for everyone, and in turn not something for just anyone.

This may be the ultimate answer for BMW superfans - a little secret from automotive culture that stands out even when standing still. And if my car-watching neighbor is anything to go by, the secret is starting to come out.

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New BMW X5 xDrive50e

The updates to the BMW X5 only consolidate an impressive all-round package, supported by this excellent plug-in powertrain.

The BMW X5 has long been a great choice for anyone looking for a luxury family SUV – an accolade it deserves now more than ever. This is a superbly crafted SUV, refined, high-tech, spacious, and comfortable, and when equipped with a well-sorted plug-in powertrain will only expand its range of capabilities. However, they are large and very expensive.

The BMW X5 SUV has long had a compelling set of attributes for anyone looking for a desirable, luxurious family car. But four generations later, the latest model may be the best.

Available with a range of petrol, diesel, and plug-in hybrid engines, that's the last one we're driving here. This version found particular favor in Europe, thanks to the financial benefits it gained from its owners' tax bills.

As part of its recent mid-life update, the X5 xDrive50e gets an extra 95bhp compared to the outgoing 45e, thanks to some significant upgrades to its electric motor (now 194bhp) and battery (25.7kWh). Combined with a 3.0-litre six-cylinder petrol engine, the plug-in X5 now produces an impressive 483bhp and 700Nm of torque.

Claimed fuel economy has risen to 353mpg, and the electric range is now between 60 and 70 miles, although our testing in winter conditions yielded around 50 miles from a full charge.

However, this improved powertrain technology doesn't come cheap, with a starting price of under £80,000, and a long list of options that can see that figure climb to over £100k. Our cars feature leather seats that have heating, ventilation, and massage, while other higher-end options are generally bundled into one package. This includes the M Sport Pro package, which combines several sporty styling elements and larger 21-inch alloy wheels. You get a 20-inch item as standard.

On first impression, it looks good, with styling changes that sharpen an already attractive design. Inside, the cabin is superbly constructed, with a commanding driving position and an impressive array of tech features that feel sharp and up-to-date.

On the road, it's impossible not to be struck by the X5's incredible refinement and ride comfort. With a fully charged battery, it's easy to forget that there's a six-cylinder petrol engine under the bonnet; The X5's powerful electric motor is more than capable of transporting its modest mass with ease.

Around town, excellent forward visibility and light steering make it easy to position and very easy to drive in tight spaces – despite its large external dimensions. The ride is very well-judged, appearing plush without feeling too soft.

When the battery runs out, the engine starts almost imperceptibly, taking advantage of its inherent smoothness to create an impressive sense of calm. However, dig a little deeper, and the X5 feels fast – with impressive acceleration supported by the motor's instant torque.

As a modern BMW, there are plenty of settings to play with, and in Hybrid mode the car will flow along the road with little indication of whether the drive motor is petrol or electric. But in Sport, the petrol engine becomes much more vocal, and the ride is more akin to a pure petrol car, only with the addition of electric power and torque.

Calibrating a complex plug-in hybrid powertrain like this is an extremely difficult task for any manufacturer. But the BMW seems to handle the X5 well, rarely feeling caught out or confused by sudden inputs. We only found it crossing once or twice when exiting a junction urgently, where the engine and motor combine to give you perhaps too much performance. However, in general, the system is more advanced than that found in this car's main rivals.

As with all plug-in hybrids, the economy suffers if the battery runs out. During our testing, we covered 450 miles in mixed city and highway driving, achieving around 43.5mpg. That sounds impressive for a car of this size, but the 184-mile range was completed in all-electric mode, meaning actual fuel consumption for the distance traveled on petrol power was just 25.9mpg. If you consistently drive long distances and exceed the electric range between charges, a diesel-powered X5 will be more efficient. The X5 also only accepts 11kW AC charging, so a full battery charge will take just over 4 hours.

The rest of the package is typical of the plug-in hybrid and does have less boot space than other X5s, with 500 liters instead of 650 liters. BMW also doesn't offer a seven-seat option on the UK model, leaving that market for the larger X7.

Against its main rivals, the X5 still excels in terms of striking a balance between a comfortable and luxurious driving experience, while still feeling balanced and fun to drive. The Porsche Cayenne E-Hybrid is sportier, with a firmer ride and sharper steering, while the softer Mercedes GLE 400e can feel more complex but not more comfortable. Balance is a talent the X5 has always had and continues to do so through four generations.

Model: BMW X5 xDrive50e M Sport

Price: £79,265

Engine: 3.0-liter turbo petrol engine, plug-in hybrid

Power/torque: 483bhp/700Nm

Transmission: Eight-speed automatic, four-wheel drive

0-62mph: 4.8 seconds

Top speed: 155mph

Economy/CO2: 353mpg/19g/km

On sale: Now

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2022 Jaguar F-Type R-Dynamic P450 RWD

If the F-Type is to be delivered in a style that fits the styling cues it leaves behind, then the boisterous R-Dynamic P450 RWD seems like a fitting farewell. Trent Nikolic samples the last great Jaguar sports car of the old world. In RWD guise too, it's exactly as it should be.

The Jaguar brand needs a little introduction – its position as one of the greatest sports car manufacturers of all time is indisputable. And, despite breaking from its traditional path, the brand's launch of the F-Type for the 2014 model year marks a return to form in a big way.

Stunning, muscular, powerful, RWD, and evocative, the F-Type is everything a Jaguar sports car should be. Importantly, the engine options available make it look more than just good.

Spending time with Jaguar's design team leading up to and following the launch of the F-Type, it's clear to see the task ahead of them. Designers know, and often bear the brunt, of what the public and brand fans can expect when a new model comes to fruition.

And, with the heritage of a brand like Jaguar, there is a heavy burden on the shoulders of the design team to not only look to the future but also respect the past.

At any given time in Australia, there is a wide range of models and specifications to choose from, as well as an impressive list of options. Testing the F-Type was an exercise in poring over spreadsheets and price lists. This means that no two F-Types you see in traffic are likely to be identical.

But that makes purchasing decisions a little messy. Now, as we say goodbye, the offering has been simplified to ensure it's easier than ever to choose the F-Type that suits you best.

With Jaguar set to switch to electric cars by 2025, the future is here now, and that means the legend is over. Let's say a reluctant goodbye to a future modern and classic icon.

How much does a Jaguar F-Type cost in Australia?

Finding a direct competitor for the F-Type is an interesting debate to have. On the one hand, Jaguar buyers want a Jaguar, so it's unlikely they'll spend too much time looking at other badges. However, when you look at the numbers and take the emotion out of it, several interesting alternatives present themselves as options.

The Chevrolet Corvette comes as a convertible, there's the Mercedes-AMG C43 Cabriolet, and the Lexus LC500 all have the same price. Convertibles may not be as popular as they were during the roadster's heyday, but there's a lot for buyers to consider in the premium market.

Our test F-Type started at $171,148 before options and on-road costs. With additional options, the price is $184,828 before on-road costs. Two coupe flavors are available, starting from $171,029 and $278,373 respectively before on-road costs. Last but not least is the fire-breathing R with AWD. One convertible model is available, at the prices listed above.

The exterior, nearly a decade later, is still a sensual sports car design study. You'd have to travel a very long way to find someone who finds the F-Type completely unattractive. On any road, in any company, no matter whether you're commuting or at a standstill, the F-Type is an eye-catcher – so much so that I found myself driving with the roof down to stay off the radar. the best I can.

Our test car got the $4740 Exterior Black Design Package, 20-inch five-spoke high-gloss black wheels, and red brake calipers for a little special touch. I remember testing the four-cylinder F-Type and thinking that it looked sensational in a minimalist way, so whether you could 'improve' it is up for debate.

Most importantly, the F-Type looks just as good with the roof up as with the roof down. Another feature we like – although it's not so obvious – is the distinctive front and rear DRLs. There's no doubt – even on a dark road – that this is a Jaguar F-Type.

Important details of the 2022 Jaguar F-Type R-Dynamic P450 RWD

The price is $171,148 plus travel costs

The color of the Fire test car is blue

Exterior Black Design Package Option – $4740

12-way heated electric memory seats – $2630

20-inch gloss black rims – $1790

Dual-zone climate control – $1040

Red brake calipers – $1010

Wind deflector – $790

Aluminum paddle shift – $700

Premium cabin lighting – $560

Auto-dimming, heated, folding rearview mirror – $420

The price as tested was $184,828 plus on-road costs

Mercedes-AMG C43 Rival | Chevrolet Corvette | Lexus LC500

How much space does the Jaguar F-Type have inside?

The answer is not much, but what do you expect from a two-door compact sports car? Crucially, there's quite useful storage in the cabin for your wallet, keys, and phone, but if you're carrying a handbag, it'll be stowed in a seat or on the floor.

Or boot, of course, where you have a useful yet compact 233L of storage. The trunk is maximized by eliminating the space-saving spare, and instead, there's a tire repair kit for emergencies. Therefore, if you are a road cruiser, I think you should opt for at least a spacesaver backup to get you out of trouble.

The F-Type's cabin ambiance is enhanced by the premium cabin lighting installed on our test model, but it's worth noting that if you're above six feet, it can be a bit of a squeeze. You'll fit, but headroom is tight for passengers over that height. However, the way you can sit directly in the cabin is a positive, and very much in line with sports car expectations.

2022 Jaguar F-Type R-Dynamic P450 RWD

Seating Two

Boot volume 233L

Length 4770mm

Width 1923mm

Height 1313mm

Wheelbase 2622mm

Does the Jaguar F-Type have Apple CarPlay?

The centerpiece of the onboard technology is a 12.3-inch digital instrument cluster, which the driver can customize to their preferences. There's also a 10-inch touchscreen that controls the infotainment system and it worked well when we tested it. Graphically, and in terms of functionality, it's not on par with today's standard makers, but it works and is reliable. The satellite navigation display also looks a bit dated in terms of appearance.

But that won't be a problem for most of you, as it's accurate when you use it, and you also get Apple CarPlay and Android Auto via a wired connection. We used both smartphones during testing, and both worked without problems. Many systems still suffer from dropout issues, but not Jaguar. I prefer using my phone's mapping rather than proprietary systems, and I think most of you will do the same.

DAB+ radio is also standard, and while the audio system isn't the exotic, optional premium audio system, it produces quality tunes even with the roof open, via a 10-speaker, two-subwoofer system.

Is the Jaguar F-Type a safe car?

The F-Type does not have an ANCAP rating for Australia, as it has not been tested by our local bodies or overseas by Euro NCAP. Therefore, the Jaguar F-Type is not alone, other sports cars such as the Porsche 911 and Lexus LC are also not included in the NCAP safety assessment. It's fair to say that other Jaguars, such as the XE tested in 2015, and the I-Pace tested in 2018, both achieved maximum five-star results.

What safety technologies does the Jaguar F-Type R-Dynamic P450 RWD have?

Standard safety equipment includes autonomous emergency braking (from 5–80km/h, or up to 60km/h for pedestrian detection), lane keeping assist, front and rear parking sensors, a driver attention monitor, and four airbags. The coupe gets six airbags. There's also a rear-view camera, which was clearly visible when we tested it.

Given the wealth of safety equipment we see on new vehicles (including Jaguars), it's fair to say that the old F-Type is a little thinner in terms of standard features in 2022.

How much does it cost to maintain a Jaguar F-Type?

Considering the five-year/unlimited kilometer warranty, and free servicing including servicing up to five years or 130,000km, the value of the F-Type once you own it is pretty hard to argue with. There is also roadside assistance for five years.

Anyone who buys an expensive European car should be heartened by the fact that, in this case, service and maintenance are included in the specified period. Of course, consumables still have to be paid for, so don't slam on the brakes and expect to get replacement pads or rotors for free.

Our F-Type would cost $3630.39 per year to insure based on a comparison quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

2022 Jaguar F-Type R-Dynamic P450 RWD at a glance

Five-year guarantee, unlimited km

Service interval 12 months or 10,000km

Free service fees (5 years)

Is the Jaguar F-Type fuel efficient?

In fact, if you've read much about medium SUVs with hybrid drivetrains taking mid-5s around town, Jaguar's 10.6L/100km claim might seem a bit exaggerated. But considering the fire-breathing V8 engine and the theater that comes with it, our test result of 13.7L/100km is well below what we'd happily consume for a car of this type.

In short, would you really care if you bought an F-Type? Probably not.

What's it like to drive the Jaguar F-Type?

Regardless of how good the F-Type looks, the proof with a car like this is in the way it drives. For me, owners need to feel a thrill every time they get behind the wheel, and the F-Type delivers just that.

Styling is one thing, as is the driving position, the view out the windshield, the engine and exhaust note, and the thunderous way it picks up speed. There's no doubt the F-Type is a sensational driver's car.

There's a threatening idle, and often you'll press the exhaust button to open, so you can get as much of that gas into the cabin as possible. The engine's note, even at idle, provides some sort of clue as to what's hidden beneath its luxurious exterior.

In this case, the F-Type is capable. 0–100km/h takes just 4.6 seconds, and the top speed is 285km/h with the wind slightly damaging your hairstyle at that speed too. No problem, our tester had a $790 wind deflector.

Its 331kW and 580Nm keep the 1793kg F-Type moving with a serious scorch if you need or want it to, and it never feels slow on any road. You can coax the rear tires to let go easily if the electronics are turned off on the track, but with the tires operating on the road, it's a fun proposition no matter how challenging the road you're on.

With the supercharger gone, you also get a smooth kick in the rear, if such a thing exists, all the way to redline. While there's no turbo-charged savagery, there are reserves of power you'll never access on the road. As the revs increase, there's a rise in the bottom of the exhaust pipe that reminds you in a not-so-subtle way that there's some serious speed being achieved.

I love the way the F-Type strikes a balance between a modern muscle car and a classic front-engined, rear-wheel-drive sports car. The steering is precise and responsive. It enters without asking for a key and sticks to the line you dictate.

While all-wheel drive is a smart choice for the wilder F-Type, purist I like this model for the purity of its rear-wheel drive. You won't easily forget that the F-Type is a wide and relatively weighty sports car, although it never feels slovenly. In fact, it largely hides the load it carries, especially on poor road surfaces.

Getting back to the wheel for a moment, there's a heft to it that I really like. Not over-assisted, but not too heavy either, it strikes a near-perfect balance between what we expect from it at low speeds in town, and what we ask from it at higher speeds in corners.

Despite being a drop-top, the F-Type's chassis is neatly controlled and there are no annoying shakes. The ride is firm, there's no getting away from it, but it's not harsh, even on rutted national park roads, with a suspension system that absorbs bumps easily and settles quickly too.

Whether at high speeds or around town, the eight-speed automatic is an excellent transmission. In AWD form, we found it behaved a little differently, but here, in RWD form, it shifts beautifully whether at full noise or more quietly. The same goes for high-speed manual gear shifts, with the automatic performing flawlessly. Hold the gear up to the red line, and it will immediately press against the next gear when you press the paddle.

Hit your favorite country road in the morning, lower the apex, and turn your nose around the corner. This is a great deal on any street, any day of the week. If you measure a car based on your desire to make the longest trip home, the F-Type is a phenomenon.

Important details of the 2022 Jaguar F-Type R-Dynamic P450 RWD

Supercharged 5.0 liter V8 petrol engine

Power 331kW @ 6000rpm

Torque 580Nm @ 2500–5000rpm

Drive Type Rear wheel drive

Transmission Eight-speed torque converter automatic

Power to weight ratio 185kW/t

Weight (curb) 1793kg

Spare tire type Tire repair package

Spinning an 11.0m circle

Should I buy a Jaguar F-Type?

Despite any possible negatives – and we're at pains to find any apart from the infotainment – you should absolutely buy what will almost certainly be the last of its kind on the road.

The F-Type has always been a stunning sports car in any company, and its styling has aged gracefully and beautifully. It looks striking, the engine retains the benefits of internal combustion, and it feels special every time you drive it. The V8 engine and RWD are a fitting farewell.

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