Articles by Andrew MacLean

The car that has hogged the headlines this year has finally hit the road. Holden's historic born-again Monaro is now officially on sale -- though if you ordered one today, you'd be on the bottom of a six-month waiting list. The Monaro is a significant car, not only for Holden but for the entire Australian automotive industry. Its advent has proved Holden's ability to build world-class cars under pressure, both financially and time-wise.In the end, Holden has delivered a car which has swayed very little from the original concept coupe.  Apart from eliminating the rear doors, the Monaro's major body changes include reducing the rake of the windscreen, dropping the roof by 40mm, stretching the doors by 150mm and chopping 100mm out of the boot.Every panel behind the A-pillars is new, which Holden claims adds up to 84 major new body panels.  Underneath, the suspension systems are the same as the Commodore, but the dampers, springs and anti-roll bars have all been revised to offer a more sporting driving experience with the Monaro.In terms of its detailed styling, the car has halogen projector headlamps and a wide-open grille with a prominent Holden badge. At the rear, the classy new tail lamps have a ``jet-engine'' look about them.  Inside, the Monaro is a dedicated four-seater with separate buckets in the back.Holden has created a two-model Monaro range with an entry-level CV6 powered by the 3.8-litre supercharged V6 engine and the range-topping CV8 getting the 5.7-litre V8.  The force-fed six produces 171kW of power at 5200 revs and 375Nm of torque at 3000 revs and the V8 pumps out 225kW at 5200 revs and 460Nm at 4400 revs.The CV6 is only available with a four-speed auto gearbox while the CV8 comes with the self-shifter or a six-speed manual for the same price.  Both models come with anti-skid brakes, front and side airbags, traction control, leather interior trim, power windows, CD sound and cruise control.  The CV6's 17-inch alloy wheels and the badges are the only visual cues that separate it from the CV8, which gets 18-inch wheels.Apart from the engine and wheels, the CV8 has a limited slip differential, colour-coded instruments, memory front seats and a premium sound system with a 10-disc CD stacker.  There is, for those extroverts, the option to colour the interior of the CV8 with either Cobalt blue, Red Hot or Flame Orange trim.On the roadTHE Monaro is more than just a car -- it's an event.  And right now, it's the main event in Australia. Everybody wants to see one and everybody wants to ask about it.  You often feel as if you're leading a parade when you drive it, because pedestrians turn to smile and wave, yell and scream, or even take pictures, while other drivers just line up behind to get a good look.It's even worse when you park: almost everybody takes a look and the questions never stop.  The most often and obvious is: ``How good is it, really?''  Really? It's great.  Our test car was the fully loaded CV8 manual at $56,990, painted in the signature chrome yellow which is impossible to ignore, and it was hard to find any real faults.To get them out of the way right at the start: the six-speed manual gearbox belongs in a truck, not a sports coupe; there were three nasty cabin rattles, not a good sign on quality; and the fuel economy can be lousy, easily running beyond 15litres/100km though a light foot and poor weather earned us 11.8.The solution to the shortcomings in the gearbox is pretty simple, as you only have to skip gears and use the massive torque of the V8 engine to do the work. Or hang on -- and we mean hang on -- to all the revs in the lower gears.The Monaro looks good, is very well equipped and excellent value. It's happy to dribble along at barely more than an idle, allowing you to enjoy the top-notch CD sound system -- probably the best in the business, at the price -- without thumping your kidneys or rattling your fillings.The Monaro's suspension has turned right away from the philosophy of the SS sedans, without the over-sensitive steering and shock-absorber settings that often had the cars lurching and rolling.  The key to the transition is ``slower'' steering with better feel and feedback, and better use of the new toe-link control in the independent rear end. It has allowed the engineers to smooth the slow-speed ride but keep the essential grip and balance for high-speed work.It's just about neutral all the time, though you can feel the weight working against it in slow corners and the power unsettling things if you really push.  The best way to drive the Monaro is with a light touch on the wheel, in a high gear in the fat of the torque, just loping along. That's when it really swallows kilometres, without stress or any battling.You can always downshift -- up to three gears -- and sink your foot if you're feeling bored, and it will respond with more pace and grace than an SS.  Actually, the Monaro's chassis feel is more like a Tickford-tweaked Falcon than the hotrod Commodores, and we can expect the philosophy and the settings to be transferred into the VY models next year.The brakes in the test car worked well enough, but the pedal was ``mushy'' with too much travel, probably from the press preview at a test track on the Gold Coast.  The cabin of the Monaro is basically just Commodore, but the ``piano black'' paint on the console, colour-coded dials and the leather seats make it much more special. The sports seats are good, too, but it still has a wheel that would look more at home in a taxi.The back seat is surprisingly roomy, with supportive twin buckets and reasonable headroom, and the boot is still huge. It's also reasonable to park, though the view through the back is restricted by the sloping window.  The Monaro has few real rivals, though comparisons with Fords are inevitable.It is a cheaper and better car than the Mustang, with a badge that's just as emotive, and has more impact and pace than the FTE Falcons.  It's actually closer in pace and styling to the best of the Euro sports sedans, including the M-series BMWs and AMG-badged Mercs. It's impossible to beat at the price, though it misses five stars because of the quality niggles and that gearbox.For once, it's incredibly simple to cut to the bottom line at the end of a road test.  The Monaro is simply the car of 2001.HOLDEN MONARO  CV8Price as tested: $56,990Engine: 5.7-litre V8 with pushrods and fuel injectionPower: 225kW at 5200revsTorque: 460Nm at 4400revsTransmission: Six-speed manual, rear-wheel driveBody: Two-door coupeDimensions: Length: 4789mm, width: 1841mm, height: 1397mm, wheelbase: 2788mm, tracks: 1559mm/1577mm front/rearWeight: 1640kgFuel Tank: 75 litresFuel Consumption: Average on test 11.8 litres/100kmSteering: Power-assisted rack-and-pinionSuspension: Fully independent with front McPherson struts and multi-link rear with anti-roll barsBrakes: Four-wheel anti-skid discsWheels: 8x18 alloysTyres: 235x40 R18Warranty: 3 years/100,000kmRIVALSBMW 330Ci **** (from $93,750)Mercedes CLK 430 *** (from $134,900)Ford Mustang Coupe *** (from $85,000)Peugeot 406 Coupe *** (from $74,900)The bottom line ****+ Looks great, performs well- Squeeks, gearshiftBottom Line* The class act of 2001

This is one of the most important cars in Jaguar's history, the all-new X-type sedan. It is the first compact prestige contender from the leaping cat.  It is also the first all-new model since Ford took total control of the brand several years ago.The X-type is aimed at attracting younger buyers to the Jaguar brand. Even the X in its name should strike a chord with cashed-up, computer-bred Generation Xers.  Jaguar hopes the baby cat will woo buyers away from German rivals such as BMW, Mercedes-Benz and Audi, then keep them as Jaguar owners as it re-invents the rest of its model range.The X-type is just one ingredient in Ford's plan to resurrect Jaguar as a serious luxury brand across the globe. It comes hot on the heels of Jaguar entering Formula One racing and the successful retro-styled S-type mid-sized sedan.AppearanceLike the S-type, the X-type is instantly recognisable as a Jaguar.  The front end borrows heavily from the range-topping XJS with its four headlights and large, horizontal grille. The back end also has design links with other Jags, including its twin tail pipes and classy tail lights.PlatformUnder its skin, however, the X-type shares most of its basic architecture with the all-new Mondeo, which has been scrapped from the blue oval's Aussie line-up.The two cars were engineered together from the beginning of the project, but the Jag is clearly a Jag and the Ford is clearly a Ford -- there is no visible common link between the two.DrivetrainsTo further separate the pair, the X-type comes standard with a four-wheel-drive transmission and its own 2.5-litre and 3.0-litre V6 engines.  Both engines produce a fair amount of power, with the 2.5-litre pumping out 145Kw and the 3.0-litre delivering 172Kw.The base engine is beaten in the power stakes only by the turbo-charged Volvo S60 2.4T, while the bigger V6 matches the class-leading BMW 330 as the most powerful naturally aspirated 3.0-litre engines on offer.Fit-out and equipmentJaguar Australia has two spec levels available for the X-type, Sport and SE. Both are available with either the 2.5-litre or 3.0-litre engines.  The Sport comes standard with a five-speed manual transmission but has an optional five-speed automatic, which is standard on the SE.The Sport models have 17-inch alloy wheels, sport-tuned suspension, cloth/leather interior trim, CD sound, full electrics, auto air-con and grey-stained woodgrain dash inserts.  The more luxurious SE comes with more comfortable touring suspension, 16-inch alloy wheels, cruise control, leather trim and conventional woodgrain dash inserts.Safety-wise, all X-types come with anti-skid brakes and dual front, side and curtain airbags.  The extensive options list is highlighted by a voice-activated and touch-screen satellite navigation, audio, telephone and air-conditioning system.DrivingJaguar has needed a baby car for so long and now it's finally here. The new kitten is compact but not cramped; affordable but not cheap; youthful but not childish.  The X-Type is a sporty sedan that is really enjoyable to drive, with the cushy luxury you expect in a Cat car.It's good enough to make a strong case with $60,000-something prestige buyers, though it's not the Gen-X breakthrough that many people expected. It's too reserved.  The best news is that it is a real Jaguar, something you feel in the floating-cloud ride and the smell when you slide into the leather-wrapped cabin.But the X-Type has a secret. It's really a Ford.  The American carmaker has been providing the cash and technology for new-car projects since it took control of Jaguar, with results from the impressive retro-styled S-Type to the radical F-type concept car.But this time it's more. The basics for the X-Type are shared with the all-new Mondeo, which Ford Australia foolishly rejected as a contender for local showrooms.  The Mondeo has cleaned up as the best mid-sized sedan in Europe this year, so the Ford connection isn't nearly as negative for the X-Type as it could have been in the past.Actually, it's a bonus, because sharing the core engineering has allowed Jaguar engineers and designers to spend more on bits that really count for their customers.  They've given the car a unique all-wheel-drive system to step it well away from Mondeo motoring, as well as the luxury stuff you expect in a Cat car with a $68,150 base price.That means auto air-con, electric seats (as well as windows and mirrors), a funky sound system and satellite navigation.  After a week with the X-Type, including a Sydney-Bathurst run, we're converts.  The test car was the 2.5-litre Sport model with automatic transmission, alloy wheels and a spoiler.The leather-wrapped front buckets had surprisingly good side support and qualify as some of the best we've travelled in lately.  It got along nicely enough, handled crisply, was comfortable and quiet, and did well at the pumps with a thirst of just 9.7 litres/100km.  The engine is probably the letdown in the package. It's missing the bottom-end urge that usually makes Jaguar motoring so effortless.You have to stir the V6, using the J-gate shift to get it revving, and it doesn't have much of an exhaust note when it's working.  The J-gate is another disappointment, with a vague shift and an outdated concept. Today's touch-change autos are much more responsive, particularly in the latest Benz.  The test car was also hard to move in and out of park.The X-Type has a very crisp chassis, with good cornering bite and incredible grip. The ride is great, but Jaguar has missed one thing: impact control. The test car's big wheels really thumped into potholes.The rest of the X-Type package is impressive and refined. The cabin takes four adults and the boot is the biggest in the Jaguar family.Against its rivals, the X-Type is not the cheapest, and it has a few annoying foibles, but after all it is a Jaguar. For many, including a new generation just discovering the brand, that will be good enough.JAGUAR X-TYPE 2.5 SportPrice as tested: $75,750Engine: 2.5-litre V6 with overhead camshafts and fuel injectionPower: 145kW at 6800revsTorque: 231Nm at 3000revsTransmission: Five-speed automatic, Four-wheel driveBody: Four-door sedanDimensions: Length: 4672mm, width: 2002mm, height: 1392mm, wheelbase: 2710mm, tracks: 1522mm/1537mm front/rearWeight: 1595kgFuel tank: 61 litresFuel consumption: 9.7 litres/100km average on testSteering: Power-assisted rack-and-pinionSuspension: Fully independent with front MacPherson struts and multi-link rearBrakes: Four-wheel anti-skid discsWheels: 17x7 alloysTyres: 245/45 R17Warranty: Three years/100,000kmRIVALSBMW 325i **** (from $67,405)Lexus ES300 *** (from $79,950)Mercedes C240 **** (from $75,000)Volvo S60 T *** (from $66,950)The bottom line ****+ It's a Jag- Suspension thump; vague auto shifter. Good news for Jag -- and younger customers.

The gang of high-performance sports cars has never been as affordable, or as good, as it is today.  No longer do you need to mortgage the house to get a seriously quick piece of machinery that is not that far behind a Porsche in terms of performance.The sub-$50,000 sports car clan is booming, with everything from show pony tiny tots to heart thumping muscle cars and summer-loving convertibles to race-bred pocket rockets.  The tarmac-tearing Impreza WRX has been a stunning success for Subaru with its turbo-charged engine, four-wheel-drive transmission and relatively affordable pricetag.But there is a heap of new hero cars challenging the ``Rex'' for the bang-for-your-bucks mantle. They include the Nissan 200SX coupe, Renault Clio Sport hot hatch and even the latest versions of the V8-powered Holden Commodore SS and Falcon XR8.  But there is one contender that claims it offers real race-car pedigree -- Honda's new Integra Type R.Honda says the basic structure is stronger and stiffer than the previous, which has allowed the suspension engineers to further improve the car's road-holding ability.DrivetrainThe other major change in the 2002 model is its drivetrain. Honda has built a completely new engine for the Integra range, with its capacity increasing from 1.8 litres to 2.0 litres.  The engine is also the first to be sold in Australia with Honda's new-generation i-VTEC variable valve timing system, which continually adjusts the camshaft timing to provide seamless performance while also reducing fuel consumption and harmful exhaust emissions.The Type R version puts out an impressive 147kW of power -- almost as much as the 3.8-litre V6 in the Holden Commodore -- but it only manages 191Nm of torque -- about two-thirds of what the Commodore engine pumps out.  As you would expect from a small-capacity, high-performance engine, both of the maximum figures come in at high revs, with peak power achieved at 7400 revs and maximum torque at 6000 revs.The engine is hooked up to an all- new, close-ratio, six-speed manual gearbox that, despite the extra cog, is actually shorter and weighs the same as the five-speed box in the previous model.Appearance and fit-outInside the cabin, the Type R has hip-hugging Recaro race seats, a Momo steering wheel and aluminium gear lever and pedals.  There is also a CD sound system, electric windows and mirrors, remote central locking and a race-style cockpit with red-lit instruments.The standard Type R misses out on air conditioning to save extra weight, but it is offered as a $2000 option. Safety-wise, the car comes with dual front airbags and anti-lock brakes.DrivingThis new Integra is a slow burn. At first it looks a little chunky and drives a little clunky, without the instant hit of the first Type R.  Even the cockpit is more subdued, with the brilliant Recaro buckets in the new car toned down and the bold white-faced dials have given way to a new silver spread -- or red after dark -- that is reflected in a spacy look for all the dashboard equipment.Some stuff has definitely been carried over, but it's not all good. The grippy Bridgestone RE030s are still far too noisy, steering is heavy and hard work in turns and the engine is not good below 4000 revs.  But just wait a while. And take time and kilometres to enjoy the car.It starts with a much more rigid body, which should make the car more livable, and continues through concentrated efforts to cut the noise in the cabin and boost everything from the fuel economy to sales.  The new body is bigger, more refined, with a bigger boot and a bit more space in the front of the cabin.The back seat is still tight, especially for headroom, but the switch has even brought much better new headlamps.  The basics of the car are still the same, with the action all built around the rev-happy 147kW engine in the nose.  It thrives on revs when you are in the mood, but still has enough response to be enjoyable -- and easy on fuel -- at well below the redline. The six-speed manual box is even better, and attention to the change means it now rivals the original Mazda MX-5 for slick shifts.The suspension is much more compliant than before, really handling bumps and blemishes well, in sharp contrast to the buck-and-bounce ride of the old Type R.  It still has brilliant cornering grip, though too much throttle will push the front tyres wide in slow turns, but it will not loosen your dental work or mis-track the CD player.The Type R's back end feels more planted as well, which means it just follows the front in all conditions. This is a car that can be hussled along at seriously swift speeds, without getting into trouble or having to work too hard.It is not all good news -- there were worrying signs of a quality slip in the test car. Some of the dash plastic looked cheap, there were a couple of general squeaks, the driver's seat slipped on its rails and there was a noisy tizz from plastic trim around the back window.The latest Civic also shows signs of quality shortcuts, so we hope it's not a general trend at Honda.  Even so, it's easy to forget the tizz when the tacho is racing towards 6000 revs and the Type R is heading for the enjoyment zone that makes it one of the best fun cars on the road.The bottom lineA rip-snorting sports hatch that is a lot easier to live with than the previous model.HONDA INTEGRA Type R Price as tested: $45,990Engine: 2-litre, four-cylinder with overhead camshafts and fuel injectionPower: 147kW at 7400revsTorque: 192Nm at 6000revsTransmission: Six-speed manual, front-wheel driveBody: Three-door hatchbackDimensions: Length: 4400mm, width: 1725mm, height: 1400mm, wheelbase: 2570mm, tracks: 1485mm/1485mm front/rearWeight: 1160kgFuel Tank: 50 litresFuel Consumption: 8.9 litres/100km average on testSteering: Power-assisted rack-and-pinionSuspension: Fully independent with front struts and double wishbone rear with anti-roll barsBrakes: Four-wheel anti-skid discsWheels: 6.5x16 alloysTyres: 205/55 R16Warranty: Three years/100,000km 

Citroen is famous for building quirky cars. The French carmaker has built a world-wide fan base with cars whose looks you love or loathe.But the tide is starting to turn, with Citroen's new C5 flagship adopting a more mainstream look. It is aimed at attracting Citroen owners who wouldn't have considered one of the oddball machines of the past.  The C5 is a good-looking car with a modern, user-friendly design.Body and platformAvailable as a five-door hatchback, which actually looks more like a sedan, and a station wagon, the C5 offers plenty of flexibility.  The hatch is a genuine five-seater, around the size of a Toyota Camry, with a generous boot and easy access.  The car uses an all-new base that will be shared with its sister company, Peugeot, and also forms the basis of Citroen's bigger, more luxurious C6 due in 2004.While Citroen may be heading into more mainstream areas of design, it has discarded its signature hydro-pneumatic suspension system with the C5. The Hydractive3 system is an updated version of the hi-tech hydraulic system first seen on the classic XM luxury car of the late 1980s and further refined on the Xantia, which the C5 replaces.The system has simple hydraulics but a more powerful computing system to automatically adjust the ride height of the car according to driving speeds and road conditions.  Standard setting remains constant during normal driving conditions at speeds up to 100km/h. Above that, the car drops by 15mm at the front and 11mm at the rear to improve fuel economy by reducing drag. The car returns to the standard position below 90km/h.The third setting is designed to increase driving comfort on poor surfaces. The computer can sense such conditions and raise the ride height by 13mm when the car is travelling at less than 70km/h.  The driver can also adjust the car manually into four separate positions: high, raised, normal and low.The car can only travel at snail's pace -- 10km/h -- in the high position, which is designed for easy changing of wheels after a puncture.  The raised position can not be selected above 40km/h and the low setting is designed to help drivers hitch trailers or caravans.DrivetrainsThe C5 comes with a choice of three engine options. The $41,990 entry-level model has a 2.0-litre, four-cylinder engine which provides 101kW of power at 6000 revs and 186Nm of torque at 4100 revs. It drives the front wheels through either a five-speed manual gearbox or a four-speed auto with Tiptronic-style shifter.There's also a 2.0-litre turbo diesel which produces 82kW at 4000 revs and 255Nm at 1750 revs, but is comes only with the auto gearbox.  And then there's the range-topping 3.0-litre V6. The engine, which is an upgraded version of the powerplant from the XM and Xantia, produces 157kW at 6000revs and 260Nm at 2000 revs.All C5 models come with anti-skid brakes, front, side and curtain-style airbags. There's an automatic tyre-pressure monitor on the V6.  There's also a long list of creature features, including air-conditioning, CD sound, trip computer, automatic windscreen wipers and windows that shut when it rains.DrivingTravelling in the C5 is like floating on a big, fluffy cloud.  That's no surprise in a Citroen, as the company's trademark hydro-pneumatic suspension -- called Hydractive3 this time -- has been squashing the world's worst roads for years, but the C5 is different.The surprises run from the equipment and comfort to plastic pieces which are more Japanese than European. Citroen has removed the quirks, which makes the C5 feel as if it will run and run.  Prices, from $41,990 with plenty of fruit, are another bonus.The mid-sized C5, which will be followed next year by the great-looking baby C3 and already sells alongside the Xsara range, is a solid flagship. It's much more mainstream than anything Citroen has done in the past, which means it will be a lot more likely to convert customers from other brands.The C5 lines up against some impressive rivals -- from the Audi A4 to Volkswagen's Passat and other prestige brands between them -- but it has a unique combination of equipment and effortless motoring.  It's a car which would easily defeat a Melbourne-Brisbane run, or more, without stressing itself or the passengers. It's never going to win a twisty sprint, or a stop-light contest, but that's not the point.Citroen has always made cars which are best at touring, and the C5 is just the same.  Of the three engine choices -- 2-litre petrol, diesel and a V6 -- we've tried two. The basic petrol motor is good enough for most jobs, though it's no goer and doesn't encourage much revving or quick shifting in the five-speed manual, while the automatic diesel is a lazy combination for slowpoke drivers.The 2-litre engine is tuned for torque, which means it will lug along happily and take hills in high gears. The payback comes at the pumps, where the test car sipped just 7.6 litres for each 100km of mixed travel, with around 6.5 available on the highway.  The diesel is similarly frugal, but is for people who never hurry.The fuss-free side of things extends to the rest of the C5 package, and its brilliant suspension. The Citroen is still an acquired taste, and won't suit people who like a car that's remotely sporty, but it is a major change from earlier models and a car that's now worth adding to the mid-price prestige shopping list.  Good looks; smooth suspension.  Clunky auto, flat seatsThe bottom line: Citroen's new flagship is a stylish, affordable and feature-packed luxury contender.CITROEN C5 HdiPrice as tested: $44,500Engine: 2-litre four cylinder common rail diesel with intercooled turbo charger and direct fuel injectionPower: 82kW at 4000revsTorque: 255Nm at 1750revsTransmission: Four-speed automatic, front-wheel-driveBody: Five-door hatchDimensions: Length: 4618mm, width: 1770mm, height: 1476mm, wheelbase: 2750mm, tracks 1530mm/1495mm front/rearWeight: 1410kgFuel tank: 68 litresFuel consumption: 7.5 litres/100km average on testSteering: Power-assisted rack and pinionSuspension: Fully independent with front MacPherson struts and multi-link rear with hydro-pnuematic systemBrakes: Four-wheel anti-skid discsWheels: 6x15 alloysTyres: 195/65 R15Warranty: Two years/unlimited kmRIVALSMercedes C220 (from $63,800)Peugeot 406 Hdi (from $42, 170)Volkswagen Passat 1.8T(from $45,900)Audi A4 2.0 (from $47,400)

There has been a major turnaround by Korean carmakers in the past few years.  Hyundai, after a decade of producing cut-price cars, has led a challenge to Japanese rivals with a new generation of cute-looking, well-built machines.At Kia, the flow-on effect of Hyundai recently buying a stake is even more noticeable in its new flagship Optima sedan.  The Optima is the first shareware car between the two, getting its basic hardware from the Hyundai Sonata. It is also Kia's first credible attempt at building a large family sedan.  The Optima replaces the ugly and outdated Credos sedan, which was based on the Mazda 626 of the early '90s.Body and appearanceThe Optima and the Sonata share the same body architecture, but they have completely separate identities through different front and rear-end styling.  The Optima is also the final piece in Kia's product-led revolution in Australia through its new local distributor, Ateco Automotive.It follows the trendy Rio small car, the Carens mini people-mover and updated Spectra, Sportage and Carnival models over the past year.Most importantly, the Optima is taking Kia right into the heart of Toyota country as it lines up against the top-selling Camry in price and specifications.Price and equipmentLike all new Kia models, the Optima comes to Australia in just one trim level, with the manual-gearbox model costing $24,990 and the self-shifting auto selling for $27,490.  There is just one other option: metallic paint, adding $170.There is a long list of standard features, including air-conditioning, a driver's airbag, power steering, remote central locking, full electrics and CD sound.DrivetrainThe car is powered by a 2.5-litre V6, which produces 127Kw of power at 6000 revs and 230Nm of torque from 4000 revs.  The engine drives the front wheels through a five-speed manual or a four-speed auto with a Tiptronic-style shifter and adaptive shift-pattern technology.DrivingThis is easily the best Kia we've driven. Ignore the badge and you'd think this is a cut-price Camry.  It still doesn't have that overall quality or refinement that Toyota's bread-and-butter family sedan has, and its long-term reliability is yet to be proven to be as strong.  But the Optima is definitely a contender in terms of what it does and what it offers.Its square-edged body looks classier than the Hyundai Sonata on which it is based.  Its more conventional styling will make it appeal to a broader range of buyers.  It's one of the first Korean cars where the front and rear actually look as if they have been designed by the same stylists.  The chrome highlights in the grille, on the door handles and around the glass give it a degree of sophistication.Inside, the simple styling theme is continued with a plain dashboard layout and simple instrument panel.  The only things letting it down are the cheap-looking plastics and the light fabric trim.  There's a reasonable amount of space for both front and rear passengers and a generous boot.   The driver's seat in the test car didn't feel very well secured and wobbled on the runners during acceleration and braking.The 2.5-litre V6 engine revs easily from low in the rev range all the way to the top end, though it is a bit noisy under heavy acceleration.  For such a small V6, there's a reasonable amount of torque and the automatic shifts quite smoothly.  The steering feel and suspension set-up are not outstanding, but it's nothing for Kia to be ashamed of.For everyday driving, the Kia sits relatively well on the road.  It's definitely not a sports car and will push wide and roll at the front when thrown through the twisty stuff. But that's not what this car is all about. For most buyers, it is a competent cruising machine that has no major flaws.The brakes are a bit vague and there's no option of an anti-skid system, which is available on some of its competitors.Overall, the Optima is a surprisingly well-sorted car, though it lacks any personality or individuality to make it a better option than a Camry or a Holden Vectra.The bottom line * * *+ Engine; cabin space.- Interior trim; handlingSurprisingly good family car although long-term reliability has yet to be proven.KIA OPTIMAPrice as tested: $27,490Engine: 2.5-litre, six-cylinder with overhead camshafts and fuel injectionPower: 127kW at 6000revsTorque: 230Nm at 4000revsTransmission: Four-speed automatic, front-wheel driveBody: Four-door sedanDimensions: Length: 4720mm; width: 1815mm; height: 1410mm; wheelbase: 2700mm; tracks 1540mm/1520mm front/rearWeight: 1490kgFuel tank: 65 litresFuel Consumption: 8.8 litres/100km average on testSteering: Power-assisted rack and pinionSusupension: Fully independent with double wishbone front end and multi-link rearBrakes: Four-wheel discsWheels: 5.5x14 steelTyres: 195/70 R14Warranty: 3 years/100,000kmRIVALSHyundai Sonata (from $21,364) * * *Daewoo Leganza (from $24,990) * *Toyota Camry (from $26,280) * * * *Holden Vectra (from $24,990) * * * *

The folk at Fishermens Bend are building an unbeatable lineup in the showrooms as well, which is reflected in Holden's sales results.  It's not just Australia's top-selling car, the Commodore, keeping Holden at No. 1.Star cars imported from Europe extend the Team of Champions all the way from the baby Barina, through the Astra and Vectra ranges, to the range-topping Statesman.  Add another name, the Zafira mini people mover, to the list.People movers have never really taken off in Australia; traditional seven-seaters such as the Toyota Tarago and Chrysler Voyager often being too expensive for families with more than two children.  That is probably why locally built station wagons and car-like four-wheel-drives such as the Honda CR-V and Subaru Forester sell well.However, in Europe sky-high petrol prices have limited the availability and affordability of big-engined alternatives and opened the way for mini people movers based on mainstream small cars.  Renault began the trend with its Megane-based Scenic, its huge sales forcing most of its rivals to follow suit.The French brand, which only returned to Australia this year, missed out on any potential early advantage in the segment Down Under because the Scenic's arrival coincided with a barrage of similar rivals: the Mazda 323-based Premacy, Daewoo Tacuma, the Zafira and the Chrysler PT Cruiser.Most of these cars offer more comfort and convenience than the ones they're based upon and only slightly less seating and luggage space than traditional people movers. So it's little wonder families are flocking to these cars and taking advantage of the $20,000-plus saving over a dedicated people mover.The Zafira matches its bigger rivals for seating and is only just short on peak power, yet it comes in at $31,990 for the basic five-speed manual and comes standard with a long list of features that would be options on bigger people movers.The Zafira is based on the Astra and, though the hatch and sedans are imported from Europe, it is built in Thailand in a new General Motors factory.Its Astra heritage can be seen with both cars sharing the same basic face through the grille and headlights.  But, apart from that, the Zafira needed to be considerably longer and taller than the Astra to convert it into a people mover.It has a more steeply raked and larger windscreen, bigger doors and side windows and a wagon-style rear end with a top-opening door.  But the Zafira's major advantage is that it is the only car in this small segment to have seven seats, thanks to an ingenious system called Flex7.There are two front seats, a middle bench capable of seating three and then two seats in the rear compartment. Unlike some of its rivals, whose seats need to be removed, the Zafira's back seats fold flat into the floor to create more luggage room.The middle bench, which has a 60-40 split fold capability and a through-loading centre hatch for long items, can be folded up and moved forwards by up to 540mm to transform the Zafira from a people carrier into a mini van.  Holden claims the Zafira has 150 litres of storage space when all seven seats are in use and 1700 litres when the back two rows are folded flat.The Zafira also has the biggest engine in its class with an aluminium 2.2-litre four cylinder replacing the 1.8-litre from the Astra.  The engine, which also powers the Opel Speedster, produces peak power of 108kW at 5800 revs and maximum torque of 203Nm at 4000 revs.It has been recalibrated to suit Australian conditions and driving requirements, which even includes switching the air-conditioner off temporarily for maximum torque during take-off.  Like the Astra, the engine drives the front wheels through either a five-speed manual or a four-speed automatic gearbox.It has a Holden-designed torque converter for improved launch and a "neutral idle'' feature which increases fuel economy by selecting neutral when the brake pedal is applied and the car is stationary.The Zafira also borrows the basic MacPherson front strut and torsion beam rear-end suspension design from the Astra, although it has been retuned for the Zafira's extra weight and cargo-carrying requirements.Safety-wise, the Zafira comes standard with anti-skid brakes, traction control, dual front airbags and a patented pedal release system.  Inside the cabin, Holden has included CD sound, electric front windows, cruise control, remote central locking and plenty of hidy-holes and storage bins.  Apart from the self-shifting gearbox, the only option for the Zafira is metallic paint at $240.DrivingTHERE'S quality in every aspect of the Zafira. The comfortable seats are covered in dark, inoffensive fabric and the dash is simple and well laid out.  The front seats are set up high and there's not a lot of under-thigh support, but the advantage is excellent vision all around.The seats are a bit awkward to fold flat or reposition upright for first-time users, but once you get the system sorted out it becomes simple.  There's not a lot of luggage space behind the rear seats when they are in use, but the boot is generous when the seats are flat.The engine is quiet, refined and fuel-efficient; the tacho needle moves swiftly and effortlessly through the rev range and there's plenty of mid-range torque on tap.  The manual gearbox is slick and solid and the clutch is well-weighted for stop-start city work.The suspension is second to none. In fact, the Zafira handles better than some sporty hatchbacks despite its taller body and centre of gravity.  The cabin is extremely well iso lated from wind, engine and road noise, giving the passengers better quality sound from the decent, but not spectacular, sound system.It's not easy to find fault with the Zafira, which easily makes it the best choice of the new-age mini people movers.  It's more powerful and seats more people than its rivals; it oozes quality and has a suspension package that could have come straight off a more expensive car.Score 4/5/ Seating; overall quality.* Easily the best of this new bunch of mini people movers.* Hard plastic dash; dark interiorHolden ZafiraPrice: $31,990Engine: 2.2-litre four-cylinder with double overhead camshafts and fuel injectionPower: 108kW at 5800 revsTorque: 203Nm at 4000 revsTransmission: Five-speed manual, front-wheel driveBody: Five-door wagonDimensions:Length: 4317mm, width: 1999mm, height: 1684mm, wheelbase: 2694mm, tracks 1470mm/1487mm front/rearWeight: 1460kgFuel Tank: 56 litresFurl Consumption: 8.7 litres/100km average on testSteering: Power-assisted rack-and-pinionSuspension: Fully independent with front MacPherson struts and torsion beam rear with coil springsBrakes: Four-wheel anti-skid discsWheels: 15x6 steelTyres: 195/65 R 15Warranty: Three years/100,000kmRivals Mazda Premacy *** (from $27,690)Renault Scenic *** (from $25,878)Chrysler PT Cruiser *** (from $35,200)Honda CR-V *** (from $31,990) 

At the baby end of the market, the number everyone wants to know about is the price.  But when it comes to muscle cars, the numbers that count are power and performance.That's why Ford is putting the 220kW V8 -- built exclusively for its FTe range -- into its XR8.  The move equalises the power game between the XR and Holden's 225kW Commodore SS.But it is just the beginning of a major shift in high-performance cars from the blue oval.  While the XR will still attract most sales, Ford plans to inject a serious dose of adrenalin into the FTe Falcons this year with a stroked 5.7-litre version of the ageing Windsor V8.Ford didn't think playing the power game against Holden was necessary when the General slipped its US-sourced Gen III V8 into the Commodore clan.Ford believed the XR, despite its power deficiency, was a better product.  But sales have told a different story, with Holden surging ahead to an unprecedented level of domination in the past three years.Holden has had three-month waiting lists for the S and the SS Commodores.  To take the battle up to Holden, Ford is also focusing on a greater show of strength in the V8 Supercar championship.  Part of that push has included pulling triple Shell Series champion Craig Lowndes over to its side of the fence with the new-look Gibson Motorsport crew.The new XR engine is handbuilt by Tickford.  The extra 20kW of power over the standard engine is achieved by modifications to the cylinder head, the addition of a larger throttle body with a matched ported inlet manifold and revised camshaft.Each engine has a unique plaque on the side of the rocker cover, which has the specific engine builder's signature on it.  The XR8 comes standard with Ford's independent rear suspension and a limited slip diff.On the outside, there are classy-looking 17-inch alloy wheels and an aggressive body kit.  Apart from the unique four-headlight nose, there is a rear spoiler, a deeper rear bumper, side skirts and body-coloured mirrors.The cabin is just as sporty, with better-bolstered front seats, a leather-covered steering wheel and gearshift, and a 100-watt stereo system with in-dash CD player.  But the best thing about Ford's more powerful XR8 is that it doesn't cost any more, with the entry price for the five-speed manual remaining at $45,828.DrivingYOU'LL be stuck between a rock and a hard place driving the more powerful Falcon XR8.  You know it's got more power under the bonnet, and the temptation to feel the rush and hear the crescendo from the grumbly V8 is hard to resist.There's no doubt about it, the XR8 is fast, and everyone in a Commodore will want to know how much faster it is.  After a weekend avoiding green-light grand prix starts, you realise you have to consciously hold back.The handbuilt Tickford engine is a welcome addition to the XR8.  Apart from the extra power and slightly more torque, the engine feels as though it breathes a lot easier and is not as coarse at the top end of the rev range.Though it still uses old technology, nothing comes close to the sound of a big-bore V8.  And the 5.0-litre bent eight still sends a rumble through the buttocks at idle and a shiver up the spine when things get serious.Fuel economy is definitely not its best aspect, though highway cruising returns respectable figures because the engine has plenty of low-down torque, allowing it to run below 2000 revs at 100km/h. The five-speed manual gearbox is a big let-down. The shift action between gears in too long and clumsy and, though the clutch is well weighted for a big car, it can be cumbersome in stop-start traffic.The bigger Tickford brake package is sensational, with plenty of bite and good pedal feel, and the suspension gives top-class handling.  The double-wishbone set-up makes twisty roads a lot of fun, though the car can be unsettled by stomping hard on the load pedal.  If it gets into a sideways slide, the weight can make the back-end swing like a pendulum.There's plenty of room for five adults and the front seats are supportive in the right places.  The squares and round holes in the dash look awkward, but the six-disc CD stereo system is damn good.Ford Falcon XR8 Price as tested: $45,828Engine: 5.0-litre V8 with pushrods and fuel injectionPower: 220kW at 5250 revsTorque: 435Nm at 4000 revsTransmission: Five-speed manual, rear-wheel driveBody: Four-door sedanDimensions: Length: 4907mm, width: 1870mm, height: 1412mm, wheelbase: 2793mm, tracks: 1566mm/1547mm front/rearWeight: 1680kgFuel Tank: 68 litresFuel Conumption: 12.2 litres/100km average on testSteering: Power-assisted rack-and-pinionSuspension; Fully independent double wishbone front and rear with stabiliser barsBrakes: Four-wheel anti-skid discsWheels: 7.5 x 17 alloysTyres: 235/45 ZR17Warranty: Three years/100,000kmRivalsHolden Commodore SS (from $46,670)Subaru Impreza WRX (from $43,800)Mitsubishi Magna VR-X (from $38,690)Nissan 200SX (from $40,990)The bottom line3/5Plus: More grunt; more fun,Minus: X Gearbox; fuel economy

DAIHATSU was once the king of the tiny tots.  Before the onslaught of the Korean carmakers, it ruled the roost among the baby-car clan with its top-selling Charade, successful Feroza four-wheel-drive and steady-selling Applause sedan.But as these cars disappeared from the showrooms and the Koreans came blasting in with cheaper and trendier-looking cars, things started to go downhill for Daihatsu.  It has been riding with a three-car line-up, the cut-price Cuore, the cute Sirion small hatch and the toy-like Terios off-roader, for two years, and sales have slid from more than 30,000 in the early 1990s to a little more than 5000 last year.But the past year has been busy for the carmaker that still calls itself ``Japan's big small-car company''.  Toyota Australia has taken over day-to-day running of the local operation, giving Daihatsu access to administrative resources previously out of reach.  It has already updated the Cuore and Sirion, including adding a powerful GTVi version, and sales have picked up slightly.But the car Daihatsu has been hanging out for is the funky-looking YRV mini wagon, which it believes adds a new dimension to its line-up.  Australians haven't taken to the boxy little runabouts that litter the crowded streets of Tokyo - and the good-quality but awkward-looking Suzuki Wagon R+ and the tiny Daihatsu Move have disappeared from showrooms after dismal results.But the YRV could change that, simply because of its good-looking wedge-shaped body and long list of standard creature comforts and safety features.  Daihatsu says the designers knew the YRV's rivals lacked style so they concentrated on giving the car a distinctive look that would appeal outside Japan.  It revealed its intentions this year by launching the production version at the design-driven boutique Geneva Show.The car's most distinctive feature is a double-wedge window treatment that highlights theatre-style seating inside.  The car has the 1.3-litre four-cylinder engine from the Sirion, which Daihatsu says is the most powerful powerplant in its class.It has variable-intake valve timing to increase top-end power and improve fuel economy, and low-down torque to reduce exhaust emissions.  The engine produces 64kW at 6000 revs and 120Nm at a reasonably low 3200 revs. The front-wheel-drive car comes standard with a five-speed manual gearbox, but there's also an F1-style self-shifter with steering-wheel-mounted buttons for up and down shifts and a digital indicator screen inside the instrument dials.Daihatsu says safety is a key aspect in the design of the YRV and it has inbuilt crumple zones and standard driver and passenger airbags and seatbelts with pre-tensioners.  In the event of an accident, the doors automatically unlock, the interior light and hazard lights switch on and the fuel supply stops, to reduce the risk of fire.The YRV comes standard with air-conditioning, a four-speaker CD sound system, power steering, electric windows and mirrors, central locking and an engine immobiliser.DrivingThere is much potential in this car. On paper, the performance figures and standard features look great -- until you see the price.  The YRV is a small city runabout loaded with gear. But its hefty price tag means it will compete with the likes of base-model Ford Lasers and Holden Astras -- both of which have more space, more-powerful engines and are world-class, quality cars.Against its own natural rivals, the YRV's wedge-shaped body is one of the best-looking in this class of vehicle.  Its interior is modern and attractive, but the golf-ball-dimpled dash is made from hard plastic that doesn't stack up these days, even against cheaper rivals.The instruments are easy to read, but the CD sound system has more buttons than the cockpit of a jumbo jet and there's a blank hole between the air vents, where something is obviously meant to go.   The rear seats are actually 75mm higher than the front seats.The seats are relatively comfortable and there's a reasonable amount of front legroom for the passenger and good adjustability in the driver's seat to get a good driving position.  Mechanically, the YRV is a bit of a disappointment, considering Daihatsu's partnership with Toyota.The engine is not outstanding, but it is probably the best mechanical feature of the car. It is reasonably quiet under normal driving conditions and revs smoothly and freely thanks to the variable-valve timing system.  On the flipside, even a week of stop-start city driving produced reasonable fuel consumption of a little more than seven litres/100km.The four-speed automatic in our test car was relatively smooth changing cogs, but the standard five-speed manual would get the most out of the underpowered engine.  The steering-wheel-mounted shift buttons are a gimmick on a car like this, and once the novelty wears off you're unlikely to use them again.The suspension feels fine on perfect-quality tarmac roads, but the slightest bumps will come crashing through the cabin on anything less than billiard-table smooth.  Handling is nothing special and there is plenty of body roll, vague steering and front-end push as the tyres roll over on themselves when hurried through the twisty stuff.The bottom line2/5 Good looks, headroom.  An over-priced and under-performing small car, especially considering Daihatsu's previous record.Daihatsu YRV Price as tested: $19,790Engine: 1.3-litre four-cylinder with double overhead camshafts, variable-valve timing and fuel injectionPower: 64kW at 6000 revsTorque: 120Nm at 3200 revsTransmission: Four-speed automatic, front-wheel driveBody: Five-door hatchDimensions: Length: 3765mm, width: 1620mm, height: 1550mm, wheelbase: 2355mm, tracks 1380mm/1365mm front/rearWeight: 880kgFuel tank: 40 litresFuel conumption: 7.8 litres/100km average on testSteering: Power-assisted rack and pinionSuspension: MacPherson front struts and semi-independent torsion-beam axle with coil springsBrakes: Front discs and rear drumsWheels: 5.5x14 steelTyres: 165/65 R14

WE MIGHT be in the middle of winter, but the slightest hint of sunshine is all that's needed to rip the roof off for some top-down driving.  Convertible cars are making a serious comeback and the list of open-air automobiles has never been bigger, or more affordable.The marvellous Mazda MX-5 - and the dead-and-buried locally built Ford Capri - basically re-invented the inexpensive convertible sports car segment, harking back to the glory days of the swinging post-war era where MGs were as trendy as mini-skirts and the Lotus position had nothing to do with yoga.While the latest drop-top sports cars are fun to drive solo, there's one flaw with most: there's only enough space for two people.  If you want to share the "wind-in-your-hair'' experience with more than one, the price tag for a four-seater convertible can be double that of Mazda's little cult car, with the born-again Mustang and the open-top Volvo C70 almost pushing six-figure start-up prices.However, there are a couple of less expensive options with the Peugeot 306 Cabrio and Volkswagen Golf Cabriolet, which have room for four, starting under $50,000.  But now there's another choice, with the Renault Megane Cabrio part of the French car maker's recent return to Australia.The Megane Cabrio is the most expensive car in Renault's new four-model line-up, but, at $39,985, it's also the cheapest passenger car-based four-seat convertible on sale in Australia.While Renault isn't pinning its hopes on the Megane Cabrio as the bread winner -- that goes to the Scenic mini people-mover range that shares the Megane's underpinnings -- it admits the drop-top is an important image-building model that needed to be included.  The Megane Cabrio is a convertible version of the coupe that's offered in Europe and which could be added to the Down Under line-up eventually.The two-door body has a unique wedge-shaped design with its rounded nose flowing into a tall, and squared-off bootlid.  The electrically operated roof, which can be colour-coded to the exterior of the car in some models, gives the Megane a coupe-like appearance when it is up. But the car transforms into something else when the roof folds down behind a classy-looking cover with Batman-style flutes that run off the top of the rear seats.The Megane Cabrio is powered by a 1.6-litre four cylinder engine and drives through the front wheels via a five-speed manual gearbox or a four-speed automatic.  The engine produces 79kW of power at 5750 revs and 148Nm of torque at 3750 revs.Safety-wise, the Megane Cabrio comes standard with anti-skid brakes and dual front and side airbags.  Inside the four-seat cabin are creature comforts including electric windows, air-conditioning, CD sound and sports seats.DrivingA cold and windy week in Melbourne recently wasn't the best time to spend with the Megane Cabrio.  But, even still, there were a couple brief periods where the sun beamed bright enough to drop the roof, turn up the heater and head out for a cruise.First things first, the weird "bum-up'' styling of the Megane isn't going to please everyone.The big, hard-edged nostrils in the front grille don't quite fit with the curvy lines that make up the rest of the car's face, and the bug-eyed, high rear end is certainly something different.Despite not having a windbreaker, there isn't that much turbulence rushing through the cabin while driving with the roof down.  And, the cabin is relatively quiet for a convertible when the fully lined roof is up.The front seats are quite comfortable with good side support, but there's not much room in the back for two adults to travel in comfort.  The angle of the steering wheel makes the driving position a bit awkward, but the dials and controls are all within easy reach and are well-organised on the dashboard.While the engine definitely doesn't belong in a sports car, it feels more powerful than a conventional 1.6-litre powerplant.There's plenty of low-down torque to make driving easy and comfortable, although the five-speed gearbox is a bit vague -- and the gear lever actually wobbles around when the accelerator is either depressed or released.  The suspension and body are quite tight for a convertible that's based on a regular passenger car. Surprisingly, there's little body shake, even when pushed through twisting roads.But there is a fair bit of kick back through the steering wheel if you hit a bump in the middle of a bend.  The ride is well sorted and, while the Megane Cabrio would be no match for an MX-5 in a head-to-head comparison through the Dandenongs, the handling is pretty good for a front-wheel-drive car.Overall, the Megane is a great value-for-money convertible with a European badge and the convenience of four seats.The bottom line3/5Good price, good fun.  While the Megane isn't a sportscar, it's a great-valueconvertible with heaps of Euro-chic.Renault Megane CabrioPrice as tested: $39,985Engine: 1.6-litre four cylinder with double overhead camshafts and fuel injectionPower: 79kW at 5750revsTorque: 148Nm at 3750revsTransmission:Five-speed manual, front-wheel-driveDimensions:Length: 4082mm, Width: 1698mm, Height: 1368mmWheelbase: 2468mmTracks: 1451mm/1432mm front/rearWeight: 1125kgFuel Tank: 60 litresConsumption: 9.7 litres/100kmSteering: Power-assisted rack-and-pinionSuspension: Fully-independent with MacPherson front struts and torsion beam rear end.Brakes: Anti-skid with front ventilated discs and rear drums.Wheels: 6.0x15 alloysTyres: 185/60 R15Warranty: three years/100,000kmRivalsMazda MX-5**** (from $43,485)Peugeot 306 Cabriolet** (from $49,990)VolkswagenGolf Cabriolet*** (from $49,750)Toyota MR2****(from $46,200)

Everybody loves a hero, whether it's a sporting legend or a movie star.  It's the same in the motoring world, where almost all car makers hang their hats on tricked-up "hero'' versions of their bread-and-butter models.But, just like human heroes, some hot cars beg to be seen and others disguise themselves Clark Kent style.  Volkswagen's Bora V6 4Motion is the latest to join the unassuming hero-car clan.The German car maker claims this four-wheel-drive version of its mid-sized Golf-based sedan is the fastest model in its Australian line-up.  It hopes the new car will not only grab a slice of the sports-oriented, entry-level prestige pie, but will finally put the Bora range on Australians' shopping lists after a rather lacklustre first two years here.The Bora has been the forgotten link in Volkswagen's Australian line-up. Most of its attention has been devoted to the trendy New Beetle and all-new Passat range.  But the V6 4Motion's arrival has spurred the now company-owned subsidiary in Australia to really push the Bora range, with greater emphasis on advertising and marketing.The arrival of the V6 4Motion model also coincides with a slight upgrade of the unique 2.3-litre five-cylinder model. Slightly more power comes from a revised cylinder head, and the basic 2.0-litre four-cylinder version gets a minor price adjustment.The range-topping model comes only, and uniquely, with a six-speed manual gearbox and permanent four-wheel-drive transmission. It is powered by a 2.8-litre V6 engine, which produces 150kW of power and 270Nm of torque.  Apart from performance, the flagship Bora also comes packed with a long list of luxury and safety features.The cabin has leather trim and the dash gets walnut wood inserts. There is also an eight-speaker stereo system with a six-stack CD player in the boot.  The Bora V6 4Motion comes with front and side airbags, anti-lock brakes and an electronic stability program.DrivingTHIS car is a pretty fast piece of machinery, but you wouldn't know just by looking at it.  Its boxy, bland body hides one of the best engine and transmission combinations in its class.Apart from its classy 16-inch alloy wheels, it just doesn't scream "sports car'' either in the car park or cruising down the road.  But perceptions change as soon as you slip into the well-supported leather seats and turn the key.The V6 engine has a meaty growl and a surprising amount of low-down pulling power. At one stage I even had to check out the hardware underthe bonnet to make sure it didn't have a low-pressure turbo charger strapped on its side.With its close-ratio six-speed gearbox, the Bora V6 4Motion sprints away from the lights while the four-wheel drive transmission allows for maximum traction.  The gearbox is quick and easy to shift, though the clutch can be tricky to get right at low revs.In the twisty stuff, the Bora really comes alive, with only a hint of front-end push when things get serious.  While the handling is tight, the ride quality doesn't suffer much. Bumps and tram tracks are soaked up with ease.  The stereo system is top notch and the groovy blue lights in the dash are unique.The all-black trim in the test car makes it feel small, but there's plenty of room for four adults and generous boot space for luggage.  The Bora V6 4Motion is a well-built and well-sorted sports saloon. But it looks bland and, with its high price, will struggle to lure buyers from entry-level BMWs and Benzes.Volkswagen will have a special body kit -- 17-inch alloys, a boot lid spoiler and wire-mesh grille inserts -- developed by German aftermarket companies Oettinger and Votex, but has yet to confirm the final price and availability.The bottom line3/5Plus: Engine; handling. Good-quality sports sedan, lacks carpark cred.Minus: Bland body; price.VOLKSWAGEN BORA V6 4MotionPrice as tested: $54,400Engine: 2.8-litre V6 with overhead camshafts and fuel injectionPower: 150kW at 6200 revsTorque: 270Nm at 3200 revsTransmission: Six-speed manual, four-wheel driveBody: Four-door sedanDimensions: Length: 4376mm, width: 1735mm, height: 1444mm, wheelbase: 2513mm, tracks: 1513mm/1487mm front/rearWeight: 1457kgFuel Tank: 62 litresFuel consumption: 10.7 litres/100kmSteering: Power-assisted rack-and-pinionSuspension: Fully independent with front MacPherson struts and torsion-beam rear with coil springs and anti-roll bars.Brakes:  Four-wheel anti-skid ventilated discsWheels: 6.5x16 alloysTyres: 205/55 R16Warranty: Three years/60,000kmRivalsAlfa 156 V6 - (from $56,900)Volvo S40 T4 - (from $56,950)Lexus IS200 - (from $53,340)Peugeot 406 V6 - (from $53,990)