Articles by Ewan Kennedy

Ewan Kennedy road tests and reviews the used 1997 - 2007 Ford Fairline and LTD.

Lexus is particularly active in Australia at the moment as it continues to push its way into competition with Audi, BMW, Jaguar and Mercedes-Benz.The assault on the big name Europeans began many years ago with the flagship LS400 saloon. That was followed by the smaller, and significantly less expensive ES300. The latest in the ES line, the new ES350 is the subject of our review this week.Lexus ES350 has the now familiar spindle grille, a bold shape that's unmistakable thanks to its sheer size. Flanking this grille are halogen projector-style headlamps incorporating L-shaped LED daytime running lights. (The L-shape represents L for Lexus, though you do have to use a bit of imagination to see this.) LEDs are also used in the rear lights.The new ES series is referred to as a four-door sedan but has a sleek shape that almost puts it into the four-door-coupe class.The shape isn't just about style, the co-efficient of drag of drag (Cd) is an impressively good 0.27.Sports Luxury occupants can settle into ventilated front seats, with ten-way power adjustment. Climate control is spread over three zones. The rear seats are heated. Unwanted glare and heat can be warded off by rear side sunshades.We loved the dashboard styling with its wide tapered ends.This is almost a full five-seater, there's no skimping on seating space, with even the centre spot in the back being reasonably wide and comfortable.The first impression in settling into the new Lexus ES is qualityThere's Bluetooth telephone and audio streaming and digital radio.A Mark Levinson audio system has been designed specifically for Lexus. It powers no fewer than 15 speakers and sounds brilliant no matter what your choice of entertainment.Thankfully the Lexus remote Touch Controller has been modified since we first tested it. The first system had a control switch that behaved almost like a joystick and moved so freely it made the cursor shoot all over the screen. Now, more resistance has been designed in to the stick and it's much easier to use. Though we have to say we do prefer just about everyone else's controllers.The Lexus ES350 is powered by a 3.5-litre V6 engine producing maximum power of 204kW and peak torque of 346Nm. A six-speed automatic transmission drives the ES through the front wheels.The driver's mood lets them select from the Lexus Drive Mode system. Controlled through a knob on the centre console it offers Normal, Sport or Eco vehicle performance.Standard safety features in all Lexus ES variants include 10 airbags; ABS brakes; stability and traction control; pedestrian protection system; tyre pressure warning; blind spot monitor; hill-start assist; and reversing camera and parking sensors.Active safety in the Sports Luxury uses a pre-collision system that beeps and flashes if it senses a crash appears imminent. Emergency braking is also applied.Active cruise control keeps the ES Sports Luxury at a given time (not distance) from a vehicle in front.The first impression in settling into the new Lexus ES is quality. The front seats are spacious, and are supportive without being overly soft. There's good rear legroom and headroom back there is fine for anyone under about 1.9 metres.Comfort is high on the list and the mid-size Lexus has the ability to iron out almost all that Australian roads toss under it. It's perhaps not quite in the Commodore and Falcon class in the bush, but doesn't miss by much.Aimed squarely at those who want luxurious cruising and commuting rather than driving excitementIn what has always been the Lexus way, the ES series is near silent in its running with the engine being well damped and the thick glass and multi-insulation body areas keeping NVH well outside.Lexus ES has few sporting pretensions and is aimed squarely at those who want luxurious cruising and commuting rather than driving excitement. Steering is too light for our tastes but the car does react fast enough to please even keen drivers. Handling is competent and there's always the feeling the car, assisted by electronic aids if you push too hard, will be mindful of your safety.The 3.5-litre V6 is smooth, quiet and responsive. While peak torque doesn't come in till 4700 rpm to suit the sensible speed limits on European motorways, there's decent pulling power from about 2000 upwards. The six-speed auto communicates nicely with the engine and promptly drops a gear of two to give you added torque for safe overtaking.Expect to use about 10.0-12.0L/100km during the daily commute grind, dropping to 7.0-9.0L/100km on open country roads and motorways.

Japanese designed and built to a high quality, Mitsubishi Lancer is at the forefront in the reliability stakes, so has long been popular on the used-car scene in Australia.The Lancer began life as a small car, then gradually morphed into a medium model. From the new model launched in October 2007 it can be used as a family car if the kids aren’t yet into their hulking teenage years.Interior space is good in the front seats in all models. Rear seat headroom can be tight in the older hatches, but is generally fine in the sedans and wagons due to their extended rooflines.Lancer comes with a big variety of bodies: two-door coupes, three-door hatches, four-door sedans, five-door hatchbacks and five-door station wagons. Not all bodies were on offer at all times.Mirage shares most of its out-of-sight parts with Lancer, the name change is simply a marketing ployThree-door hatchbacks built prior to 1996 were called Lancers, but the name was changed to Mitsubishi Mirage with the introduction of the new model of that year.Mirage shares most of its out-of-sight parts with Lancer, the name change is simply a marketing ploy to try and create a new niche for the three-door. Imports of the Lancer-based Mirage ceased in 2004 although the name was reintroduced in 2013, this time in a small five-door hatchback.Ride comfort in the standard Lancers is generally good, though rough Australian backroads can sometimes knock them about. This improved with later models, but try for yourself if you do a lot of country driving.Engines are all four-cylinder units, with a big spread of capacities; 1.5, 1.8, 2.0 and finally 2.4 litres. The marketing strategy over the years saw the largest engine at any one time being first introduced in the upmarket models then gradually making its way down the line.The ultra-hot Lancer Ralliart and Lancer Evolution (Evo) models provide stunning performanceThe 2.4-litre powerplant has plenty of torque, giving the car excellent performance and safe overtaking, yet it doesn’t use a lot more fuel than the other powerplants.Manual gearboxes are all five-speed units. Automatic transmissions from 1996 had four-speeds. The auto with the 2.4-litre engine has tiptronic functions in case the driver wants to override the computer and get more revs out of the engine.If you do want real excitement, the ultra-hot Lancer Ralliart and Lancer Evolution (Evo) models provide stunning performance, but cost big bucks. However, the Lancer MR coupe of 1997 to 2004, while tamer than the Evo is still fun thanks to its firmer suspension and sharper steering.Spare parts and repair prices are about average for this class and the Australian Mitsubishi dealer network is widespread and efficient.The Lancer is relatively easy for the home mechanic to work on, with good underbonnet space and nothing particularly tricky in its layout.Insurance charges are about average for the class in all but the sportier variants. You may need to raise a big loan to cover an Evo if you’re under the age of 25.Though Mitsubishi has pulled out of local manufacture the company continues to operate as a major player here, now exclusively with imported cars. Lancer is at the vanguard of the new Mitsubishi Australia.If possible, start the engine when it is completely cold. It should fire up within a couple of seconds and idle smoothly and quietly straight away.If the engine puffs oily smoke from the exhaust under hard acceleration it may be due for an overhaul.A manual gearbox should be slick and easy to useFeel for an automatic transmission that is slow to engage gear or is inclined to change up and down unnecessarily.A manual gearbox should be slick and easy to use. If not there could be troubles - fast changes down from third to second usually show the problem first.Rust normally only gets into the body following poor quality panel repairs, but look over the lower areas of the body and the bottom corners of the doors, tailgate or bootlid just in case. Also look at the surrounds of the front and rear windscreens.Check for panel repairs by looking for ripples in the panels; paint that doesn’t match from one panel to another; and tiny spots of paint on glass, badges, body trim and so on.Don’t even think of buying until you've had a full professional inspectionDo a complete check of all interior surfaces, in particular the tops of the dashboard and the rear parcel shelf that may have drive out and cracked.Look for rips in the seats, excess wear in the carpets and for damage in the luggage area.

Always a company to look at taking its own direction, yet not hesitate to keep an eye on what other marques are doing, Mazda has taken the European route in making changes to the big selling Mazda CX-5. When we mean big selling that's exactly the right description, Mazda CX-5 has been the top seller in the SUV field

Kia Cerato is a small-to-medium South Korean model that has been overshadowed in the past by its big brother Hyundai's i30 and Elantra (Kia is controlled by Hyundai these days). However, when the ultra-stylish third-generation Cerato was launched in Australia in April 2013 buyer interest increased. Sales lifted immediately and quite a few of the third generation cars are starting to appear on the used-car scene.The South Korean car makers are coming up with some excellent lines, and the Cerato is arguably up with the best of them. Interestingly, much of the design work is being done by Europeans.The Cerato first arrived in Australia in July 2004, these earlier models were the first to really benefit from Kia's determination to improve build quality and are generally trouble free if they have been driven and serviced correctly.As well as improving quality, Kia Cerato also continued the Korean marque's emphasis on the sort of good on-road behaviour that appeals to Australian drivers. The first two generations were good without being great, the third generation car is almost up with the Europeans' driving dynamics. The suspension is reasonably supple, although rough Aussie country roads can occasionally trouble it. Noise and vibration are well damped, particularly in the latest model.Kia Cerato is sold as a four-door sedan and five-door hatch. The sedans were often introduced before the hatches so there was on overlap of new and old bodies at times.Though it's technically listed as a small car in Australia, the Cerato is actually pretty large and interior space is good. There are no headroom problems front or rear. It also passes the four-adult test for rear legroom without those in the front seats having to compromise to any real extent. As is usually the way in this class in Australia, the Cerato is generally used by families with small children, something it handles with ease.Most Kia Cerato models are powered by a 2.0-litre four-cylinder petrol engine. This gives it enough power and torque for most owners, but some would like a bit more grunt to match the dynamics of the chassis, particularly on the most recent model.The Cerato from April 2013 has a new design 1.8-litre engine in place of the old 2.0. It provides more performance and uses less fuel whilst doing so. Definitely our pick of the powerplants if your budget is up to it.Five-speed manual gearboxes were used until they were replaced by a modern six-speed unit late in 2010. The latter is an excellent unit with a good feel through the lever and a wise choice of ratios.Four-speed automatic transmissions, fitted prior to March 2011, do a reasonable job, but you will find them hunting up and down for the best ratio at times. Far better is the six-speed auto, installed from 2011.Kia Ceratos have quite a simple mechanical layout and can be serviced and repaired by good amateur mechanics. Don't forget to buy a workshop manual.Spare parts and professional repair costs are reasonably priced.Kia dealers are mainly in metropolitan areas, but some of the bigger country towns now also have agents.Insurance is usually costed in the bottom third of the premium scale and we haven't seen any big variations from company to company. However, it's always worth shopping around, just make sure your making a fair comparison.While the Kia Koup, introduced in September 2009 carries Cerato badges it is generally regarded as a different model. It's an interesting car with an unusual shape and we love the fact it's called a Koup rather than a Coupe.Former crash damage usually shows up as ripples in body panels, colours that don't match correctly and even wheels out of alignment. If you're in the least bit unsure call a professional.Look for body damage in areas such as the rear bumper which often gets scarred by people carelessly resting stuff on it while loading the boot.Check that the engine starts easily and idles smoothly pretty well straight away. Ideally the engine should be started stone cold first thing in the morning.Gearboxes that are noisy and/or sticky in their changes may be due for major repairs.Automatics should go into gear almost at the moment you move the selector.Handbrakes can be over adjusted causing premature pad wear on the rear brakes. You may feel and hear the pads rubbing slightly on the discs during your test drive.Fuel remote release cables can stretch making it difficult to open the flap.Some Ceratos had audio unit failures, check the full range of modes in the system to be sure everything works correctly.Incorrectly serviced variable valve timing units can fail due to poor oil quality blocking the oil passage. As always, we suggest having a vehicle serviced by a professional, preferably one with people trained on the vehicle type.

Remember when utes were just that, utility vehicles? Cargo carriers with a sedan front end and a big tray behind into which lots of stuff could be stuffed.Some still do use their utes in the old fashioned way, to cart things, but many are now bought as large sportscars with extraordinarily large boots.Utes, such as the Holden SV6 Ute that spent time in our driveway last week, are increasingly popular with 'the boys' and sometimes girls as well.The trouble with being a motoring journalist is that when neighbours, family and friends spot a ute in the driveway they tend to call in to ask if perhaps you could help them move things.So last week we did a couple of trips to the tip and spent time loading up flat packs of unassembled furniture from a well known Swedish store that specialises in allen keys.Many external styling changes to the VF Ute distinguish it from the VE Ute it supersedes. The new front gives it a stockier look, partly because the bonnet has been raised to incorporate pedestrian protection, but also to follow the global General Motors latest design theme.Although it's built on the same platform as the VE Commodore, around 60 per cent of chassis components have been either modified or replaced. The use of an aluminium bonnet has trimmed a bit off the mass of the Ute, but it's still a large hefty vehicle.While the VF sedan has significantly different styling at the rear, the Ute and station wagon remain much the same as before. This has been a ploy with Holden's local designs for many decades and buyers understand the cost-saving reasoning.Changes to the interior are extensive and give the VF Commodore a fresh, modern look. The centrepiece is the large, easy-to-read 8-inch colour touchscreen with well-spaced controls that are big enough to avoid hitting two-buttons at the same time.Visibility outwards is still marred by the wide A-pillars that we have been complaining about since the launch of the VE Commodore. Some alterations have been made to the trim to try and cure this. Slimming the underlying metal was going to be expensive so we will have to live with the need to move our heads about to negate the blind spots created by those big pillars.The big VF Commodore Ute lopes along with a minimum of fussThe awkward handbrake we found irritating in the VE Commodore for so many years has finally been replaced by a small electric unit in the centre console, it's so much easier to use.The big VF Commodore Ute lopes along with a minimum of fuss and makes light of coarse road surfaces that can rattle even the most expensive Europeans. It deals with corrugated dirt tracks as though they're barely there. The phrase 'built tough for Australia' is an oldie but a goodie.Performance is strong, yet fuel consumption is surprisingly lowOn the open road the interior of the Commodore is noticeably quieter than before and there are times when you forget you're driving a commercial vehicle because it feels like a relatively upmarket sedan.The 3.6-litre V6 and the six-speed automatic behind it are both responsive; they communicate electronically with one another to give pleasing amounts of torque at all times.However, the V6 is still not as smooth as similar engines used in many competitors. It's certainly not as harsh as when first introduced almost a decade ago, but it really should be better. Now, it may never be...Performance is strong, yet fuel consumption is surprisingly low for a big utility. Expect the 3.6 V6 to use about 7.0L/100km when cruising in the country. And around 9.0-11.0L/100km when driven sensibly in suburban areas.Handling is excellent with good feedback through the steering. The new electric power steering (EPS) unit gives a sharp feel that's all but indistinguishable from that of the hydraulic units used in all previous Commodores. EPS is there primarily as a fuel saver because it only takes power from the engine when it's needed, not all the time as when a hydraulic pump is running non-stop.

Ewan Kennedy road tests and reviews the 2015 Mercedes-Benz C300 BlueTEC Hybrid with specs, fuel consumption and verdict.

When it first arrived in Australia in 2011 the Mazda CX-5 was praised for its styling and general liveability as a crossover wagon, but we weren't impressed by the performance of the only engine on offer at the time. Quoting the Mazda marketing slogan we said the petrol unit was more 'Zoom' than 'Zoom-Zoom' in the way it performed.That criticism was answered a few months later when Mazda offered the CX-5 with the option of a turbodiesel - we soon announced the Zoom-Zoom was back. So in the interest of our motoring enjoyment we recently re-tested a CX-5 for a week, and again came away impressedInterestingly, the diesel powered Mazda CX-5 is being promoted as a performance unit rather than an economy one.To our eyes, Mazda's Kodo styling theme with its big grille, long bonnet and deeply sculpted sides works even better in the CX-5 than in the rest of the range. We love itThe Mazda SkyActiv turbodiesel fitted to the CX-5 puts out an impressive 420Nm and 129kW.It sits beside a six-speed automatic transmission and drives all four wheels, unlike the petrol which comes with the choice of front-wheel or all-wheel drive.A premium nine-speaker Bose surround sound system was specifically designed for the CX-5. There are USB and Bluetooth inputs as well as iPod playback which includes on-screen music information and Aux jack as standard.We didn't particularly like the TomTom satnav system in the CX-5 as its graphics didn't match the quality of rest of the interior.Every model across the Mazda CX-5 range comes standard with six airbags, Dynamic Stability Control, ABS brakes, Emergency Brake Assist and Electronic Brake Force Distribution.Mazda Australia is proud of the fact that the CX-5 came with the option of an impressive list of safety firsts in its class; these included lane departure warning and automatic high beam control available.This is a comfortable five-seater if those in the back aren't overly large, though as is usual in this class two adults and three youngsters is a more sensible way of doing it.Mazda CX-5 has a three-piece 40:20:40 fold-down rear seats to let you juggle luggage and passenger loads. A luggage cover keeps 403 litres of cargo out of sight. The luggage area can be as voluminous as 1560 litres with the rear seats folded.A low lift gate and large boot opening make for easy loading.The diesel isn't noisy at start up as are many other four-cylinder diesels. And the sounds that did find their way out from under that shapely bonnet were unlike any other diesel - or petrol for that matter. The engine has a low pitched note that's easy on the ear and a far cry from many of the clattery diesels of old.Response to the accelerator is pretty good although there is the lag that's inevitable in all turbocharged engines. It's minimal, and once the turbo has wound itself up and the new six-speed automatic transmission has found the most correct gear for the conditions the CX-5 really gets along very sharply.Best of all, the engine is willing to rev almost as freely as a petrol unit. That's due to the lighter weight achieved through increasing use of high-strength steel. It there's less reciprocating mass to be accelerated churning up and down in there.A redline at 5200 revs is something you just don't see on other diesels - though the Europeans are starting to get better numbers out of theirs.We found our test Mazda CX-5 diesel typically using 7L-9L/100km in around town driving and in the sixes on the open road. These are higher than average numbers for this class, but keep in mind Mazda has designed this as a performance diesel, not an economy one.The CX-5 had mild understeer when hustled on fast bends, but it's capable of going a lot harder than the typical owner will demand before needing any correction from the driver, or the backup of stability control.It has a fuss-free pleasant ride even on corrugated dirt roads. On motorways it's almost in the luxury sedan class for noise and vibration suppression.

Holden Astra is a small medium car that was popular in Australia for many years.

Ewan Kennedy road tests and reviews the Bentley Continental GT V8 S Convertible with specs, fuel consumption and verdict.