Articles by Ewan Kennedy

Renault is determined to be a big player amongst a host of European marques currently being imported to Australia. The French maker used to be huge in this country, building cars here for many years, and would like to return to its days of being a mainstream player downunder.Using the time honoured method of increasing sales, Renault Australia has cut prices on its biggest selling model, the Megane. It has greatly expanded the number of models on offer and, best of all, has introduced a high-performance station wagon.RANGE AND PRICESThe Megane GT 220 Sport wagon is a slightly detuned version of one of our favourite high-performance cars - the Megane RS 265 coupe. While the 265 is a semi-track model for the very serious driver, the 220 is aimed at the person looking for a family transport with a healthy dose of driving excitement.By the way the numbers 265 and 220 refer to the peak output of the engines in horsepower. The French, who invented the metric system, don’t use it when measuring power outputs of engines, preferring to use the imperial units of horsepower. May we cynically suggest that’s because 265 and 220 are bigger number than 195 and 162 (the power in kilowatts for the powerplants)?Renault Megane wagon is sold in Dynamique level specification with 16-inch alloys, dual-zone climate control, roof rails, and rear parking sensors. It can be ordered with a petrol or diesel engine, but only with an automatic transmission in Australia.The Megane CC (Coupe-Cabriolet) with its folding hard-top is now offered in three models, previously there was just a single, rather expensive, one. In a new entry level specification the Megane CC begins at just $36,990, making it bargain priced in its class.For those looking for more, there’s a Renault Sport designed GT-Line as a package on the Megane hatch, station wagon and Coupe-Cabriolet. This has a sportier front bumper design, a honeycomb grill and boomerang-shaped LED daytime running lights. Megane GT-Line is available in a signature Malta Blue colour, sometimes called French racing blue. Inside, the GT-Line Megane has sport seats and steering wheel.There’s also a standard wagon with good load carrying capacity. As well as back seats that fold flat, the front passenger seat can also fold flat. With the front seat down there’s a load length of 2550 mm.Renault Megane hatch comes in a new entry level specification, Expression. This has a recommended retail price of just $20,990 with a manual gearbox. Interestingly, the Megane Expression automatic has an rrp of $22,990 which is the same price as the outgoing manual model.DRIVE IMPRESSIONSWe spent a great couple of hours driving the GT 220 wagon in the hills behind Brisbane and were impressed by the engine responding with a minimum of lag, the endless torque provided once it was on song and the overall handling and ride package. As it’s less fierce than the Megane 265 coupe the wagon will make a competent daily driver.The GT-Line has harder suspension than the standard models. We found this to be rather firm, and created quite a bit of tyre noise on the rough and ready Aussie backroads we used on some sections of our drive program. So it might be best to try it for yourself before falling in love with the appearance changes.VERDICTA fully imported European machine for the price of an Asian car? That’s likely to spark a lot of buyer interest in the new and expanded Renault Megane range.

The new Citroen C4 Aircross is based on the Mitsubishi ASX and shares many of its mechanical components and underbody parts with that successful Japanese car.A solid restyle gives the Aircross a nice dose of French chic and it’s a real looker. All the external panels, with the exception of its doors and roof have been designed by Citroen.Citroen’s designers have penned a two-segment grille with the company’s ‘interlocking gears’ chevron in its centre. Daytime running lights sit vertically at the outer edges of the grille. To be quite honest we are getting somewhat tired of the currently fashionable, and often aggressive looking, large grilles and it’s good to see Citroen going in its own direction.Interior space is good at the front and acceptable for adults in the back seats. The front seats are well-shaped and generally comfortable, but don’t offer a lot of side support. Which probably makes sense as few are likely to drive hard and fast in a vehicle like the Aircross. Handling is safe enough but the steering is on the dead side in the straight ahead position and doesn’t provide as much feedback as we like.Boot volume ranges from 442 litres with the rear seatbacks upright (though this reduces to a safer 384 litres if all the cargo is kept below the parcel shelf) to 1193 litres with the seatbacks folded.At this stage the Citroen C4 Aircross only comes with a 2.0-litre petrol engine that drives thorough an efficient CVT automatic transmission. The engine produces a maximum of 110 kilowatts of power and a strong 199 Newton metres of torque.The CVT auto has six preset forward ratios to give the driver a degree of manual control. Engine performance is nothing to get excited about, but the auto does a good job of keeping it in the middle of the torque band and there weren’t many occasions when we felt the need to manually shift the gears.Mitsubishi has recently introduced a turbo-diesel engine on its ASX and Citroen is considering it for importation to Australia. In these early days on the Australian market there’s just one specification level for the new Citroen SUV, tagged as the C4 Aircross Exclusive. Standard are 18-inch alloy wheels, a leather trimmed steering wheel, cruise control, Bluetooth phone and audio steaming, steering wheel mounted audio controls as well as voice activation.Citroen Aircross Exclusive is priced at $31,990 for the 2WD and $33,990 for the 4WD. Both are driveway prices. Citroen’s prices are only marginally above those of the Mitsubishi ASX on which it is based and this gives potential buyers a chance to shop around. Believe it or not, there’s another French entrant in the mix - the Peugeot 4008 shares the same underpinnings.Our test vehicle was the Citroen C4 Aircross with front-wheel-drive, likely to be the bigger seller as almost all buyers in this class want a people mover rather than a vehicle to be used on unsealed roads.However, may we suggest that the all-wheel-drive model opens up new horizons for families who like to explore the great Aussie bush? We did a fair bit of driving on dirt roads during the launch of the Aircross and found it competent and comfortable. There’s a 4WD Lock setting for more demanding terrain, but we can’t see many people tackling anything more than mild off the bitumen running.Fuel consumption on sealed roads was typically in the seven to eight litres per hundred kilometres range in highway driving, increasing to a reasonably good nine to eleven litres around town.Safety equipment levels on this new French SUV are good with seven airbags, ABS brakes with emergency brakeforce distribution and brake assist, ESP, hill-start assist, reversing camera with rear mirror display, rear park assist and auto hazard light activation under rapid deceleration.

With more than 3.5 million vehicles sold in the last 10 years the Mazda 3 is extremely important to the Japanese carmaker, no more so than in Australia where the ‘3 has been number one for the past tw

The Porsche Boxster and Cayman are pure mid-engined sports machines, meaning the engine is installed just behind the cabin, unlike the the engine in the Porsche 911 that’s fitted behind the back wheels.A mid-engine layout gives exceptionally good weight distribution and therefore the best in chassis balance and higher cornering speeds than the 911.Interestingly, the Boxster and Cayman share quite a few of their front-end components with the Porsche 911. At the rear they are quite different machine visually, though there’s still a family resemblance.Porsche Boxster is sold only as a convertible, Cayman is a fixed hardtop coupe and didn’t go on sale till 2006, nine years after its open-top brother.Boxster’s roof is one of the simplest in the business, note the clever way the roof acts as its own cover when it’s powered open. It can be left open even if the weather is threatening as it can easily be powered closed at a red traffic light. You can usually avoid the embarrassment of having to wait for roof closure to be complete after the lights turn green.Both models are brilliant machines that cry out to be pushed hard and fast. Their naturally-aspirated engines are wonderfully responsive, the gearbox is a delight to use, road grip is very high and the feel through the steering wheel and the seat of the pants is magnificent.It takes a lot of provocation to get the tail out of line, and if it does start to slide the cars remains controllable - up to a point, that is. As with all full-on sports cars with mid-mounted engines, if the tail gets out too far you'll need quick reflexes to correct it.An advanced driving course is recommended if you really want to get the best from your Porsche. These days electronics aids can save you from over-reaching; they can be detuned should you wish to make your own decisions, particularly for track days.Unlike the 911, these Porsches are strictly two-seaters. The seats are supportive and comfortable and shoulder room is plentiful, with the two occupants well insulated from buffeting with the roof down.A real bonus of the mid-engined layout is that Boxster and Cayman are surprisingly practical for sportscars, with luggage compartments front and rear, this can almost be used as a daily driver by a one or two-person household.The Boxster arrived in Australia in January 1997. It received minor upgrades in October 1999, August 2001 and August 2002, then a major upgrading in February 2005. The latter, tagged the 987 series, replaced the previous 986 models.This was upgraded again in November 2006, November 2007 and March 2009. An all-new Boxster came out in June 2012, followed by a new Cayman 12 months later.The Boxster was initially criticised for being down on power, mainly due to its smallish 2.5-litre, flat-six engine. That problem was solved in 1999 when a bigger 2.7-litre unit was installed.Even better news was the shoehorning of an optional 3.2-litre engine into the models called the Boxster S and Cayman S. This was increased to 3387 cc in 2006 and to 3436 cc in 2009, with the standard Boxster going up to 2.9 litres in 2009.These superb Porsche engines, even the smallest ones, really come alive above 4000 rpm, their tone initially hardening, then rising to a wonderfully metallic howl as it goes through 5000 rpm. Get the top down whenever you can and hold on to the lower gears just for the sheer pleasure of listening to it.There were major changes to the Boxster engine in 2009. Though the flat-six engines still capacities of 2.9 or 3.4 litres, they featured a direct injection fuel system.This was complemented by numerous other changes. Power was increased, and even more importantly peak torque remained constant over large parts of the rev band. Unlike the older powerplants, that needed 4000 revs to come on song, the newer units really begin to buzz from not much over 3000 rpm.Powerful ventilated brake discs are installed. If you think going from a standstill to 100km/h in under six seconds in the bigger engined models feels sensational, just wait until you experience 100 to zero in less than three seconds. That really makes your eyes bulge and gives a most satisfying feeling of security.Boxster initially used either a five-speed or six-speed manual gearbox or a five-speed Tiptronic automatic transmission. From the 2009 upgrade a seven-speed dual-clutch gearbox was installed.Porsche is long established in Australia. The dealer network isn’t huge, but it’s well organised and we seldom hear complaints about parts or service availability. Prices aren’t cheap, but neither are they outrageous for what you get.Insurance ratings are generally moderate for what is, after all, a prestige sports car aimed at those who like to drive hard and fast.A Porsche Boxster that’s always been serviced and repaired by an official dealer is relatively common and we feel it's the one to aim for. You probably be asked to pay more because of its history. And may we suggest you keep up the servicing to make your car a sound investmentWHAT TO LOOK FORHard driving is what the Boxster and Cayman are built for - butt too much can decrease their lives. Look for severe tyre wear, heavy brake dust buildup and repairs to the body. Rust is very unusual and almost certainly means the car has been badly repaired after a crash.These cars are well engineered and solidly built and unless poorly repaired after a crash should last well. If you suspect collision repairs it’s wise to have it professionally inspected.Check the interior for signs of mistreatment. Look under the floor mats for signs of dampness caused by a Boxster being caught out in the rain. The engine should start easily, idle smoothly virtually from the moment it kicks over and have throttle response that’s all-but instantaneous.Heavy operation of the clutch is likely to mean it’s due for an overhaul. Not a complex job, but there are no cheap repairs on a Porsche. The gearbox should be light and easy to use, with no noises at any time, even during the fastest of gearchanges.Be sure the brakes pull the car up cleanly without one wheel locking ahead of the others. If ABS is installed feel for a pulse through the brake pedal under hard braking.CAR BUYING TIPMost sports cars are only driven gently - sad but true - however it’s a fact of life they probably make a better used-car buy. 

When I was a young fellow getting seriously into road testing cars back in the 1980s, Brock Commodores were the kings of the Australian roads. On the main straight at Oran Park raceway in Sydney I strove to get standing quarter mile (400-metre) times under 15 seconds from each new Brock as it was introduced, but could never quite manage it.Fast forward to 2013 and I’ve just done acceleration figures on a hot ‘car’ on the drag strip at Willowbank raceway in Queensland. It ran an easy 13.4 seconds up the strip, almost two seconds quicker than the hot Brocks. That 13-second ‘car’ was actually a truck, a Jeep Grand Cherokee SRT to be precise.Like the hot Commodore the SRT had a big-cube V8 engine. While the modified Holden had a capacity of ‘only’ 5.0 litres, the big Jeep had no less than 6.4 litres behind its iconic seven-slot grille.Not only was the Jeep SRT helped by the relentless improvements in automotive technology over the years, it also had the benefit of four-wheel-drive to minimise wheelspin off the line, electronic launch control ensured each of the Jeep’s four tyres got just the right amount of torque from moment to moment through the Quadra-Trac 4WD system. Finally, it was running on sticky tarmac at Willowbank.OK, it had a lot going for it, but the big Jeep SRT was still a two-tonne truck and it was putting down ridiculously quick times. I mentioned the relentless improvements in technology, but the engine of the Grand Cherokee SRT (the acronym for Sport & Racing Technology) is still an old-style Hemi V8 without any overhead camshafts or multi-valves. No, siree, this big 392-cubic inch, 460 powerplant has just two overhead valves per cylinder and they’re activated by old-fashioned pushrods.Where the technology is evident, though, is in a thoroughly modern electronic fuel injection system. The Hemi V8 produces 344kW of power at 6250rpm (big revs for a large capacity V8) and a handy 624Nm of torque at 4100rpm.Fuel consumption? If you need to ask you should be shopping for something else. Despite having an engine that can revert to being a four-cylinder unit in light-duty running this big machine still likes a drink. Expect to be using 12 to 15 litres per hundred kilometres in normal driving, and even more in around town commuting.On the subject of safety, the big Jeep Grand Cherokees have numerous crash avoidance and/or minimisation items. These include Forward Collision Warning with Crash Mitigation; Adaptive Cruise Control; Reversing camera; and ParkSense park assist. The 4WD models also have Hill Ascent Control and Hill Descent Control.Secondary safety sees the protection of seven airbags (multi-stage driver and front passenger); front seat side airbags; curtain airbags; and a driver’s knee airbag.There’s no mistaking the new Grand Cherokee SRT thanks to its sporting body features, with a black, seven-slot front grille. The LED tail lamps have black surrounds. A new design of rear spoiler is integrated into the electronically-operated tailgate. Naturally there are SRT badges, done in the new design for this latest upgrade of the model.Priced at a pretty reasonable $77,000 (plus on-road costs) the hot Jeep Grand Cherokee SRT is something for those who love big and brash stuff in their motoring lives. Grand Cherokee SRT has standard 20-inch Goliath polished alloy wheels, 20-inch split five-spoke Spider Monkey alloys are available as an option.Should you get tired of the sound of the engine, which seems unlikely, the Grand Cherokee SRT has a high quality 19-speaker, 825-Watt Harman Kardon surround sound audio system.Jeep Grand Cherokee SRT uses an exclusive leather interior in two colours combinations – Black Nappa leather with perforated suede and light slate grey accent stitching as standard, and Laguna leather with perforated suede in Sepia with silver accent stitching as an option. Both leather trim combinations are matched with sporting carbon fibre details on the instrument panel and doors.Not only did the big Hemi V8 perform to perfection on the dragstrip, it sounded the part as well. After winning my two drag races against other journos (it’s hard to sound modest when you’re talking about a hotrod like this!) I stood at the start line and enjoyed the big V8 roar as others competed. The way the noise echoed from the concrete side walls was simply magnificent.Out on public roads we loved the sound and feel of the big Jeep, though it has to be said the feel is on the firm side at times on rough and ready Aussie backroads. Near instantaneous acceleration and the fast acting eight-speed automatic transmission made for ridiculously short overtaking distances, making this one a very safe SUV.

Subaru BRZ and Toyota 86, the twin coupes that created huge cries of approval worldwide when launched are still selling at rates that make makers of competing coupes green with envy. Though most people think of the Toyota as being the leading model in the terrific twosome, it’s actually the Subaru that should get number one listing. After all, Subaru builds the twins in its factory in Ota, Japan, and the engine has the very distinctive flat-four ‘boxer’ layout used in other Subarus. Yet, thanks to Toyota’s astonishing marketing capability it’s the 86 that leads the image race. Subaru Australia is about to change that situation with a special sports pack for the BRZ, giving it the title of Subaru BRZ S. STYLING The Subaru BRZ S has lowered suspension with a tower bar to further stiffen it up. The 17-inch black alloy wheels have been sourced from the STI parts bin. Complementing the lower look are visual enhancements to make it look even lower; front, side and rear under skirts, a boot-lip spoiler, finished in crystal black mica, and a rear diffuser. Inside, the cabin is enhanced by a gear lever with a Duracon knob on manual boxes; the engine gains a push-button start. It will come as no surprise to those who know Japanese car tuners that the BRZ S pack components are made by Subaru Tecnica International (STI), Subaru’s performance arm. Rest assured that all components in this pack are tested to the same rigorous standards as Subaru’s entire vehicle range. Cleverly, the S pack isn’t only available to new BRZ buyers, owners of existing BRZs can have the sports pack retrofitted, provided the installation is done by an authorised Subaru dealers. VALUE At $7195 including fitment for the automatic BRZ, and $7995 for the manual the sports pack isn’t cheap, but it does offer decent value for money. All Subaru BRZ parts and accessories, not just those in this new pack, that are ordered online at the same time as a new BRZ and fitted prior to delivery to the customer are covered by the three-year/unlimited kilometre factory warranty that comes with the car. Items bought after the car’s delivery come with a two-year factory warranty if fitted by an authorised Subaru retailer. The BRZ S sports pack can be seen in detail at http://subaru.com.au/brz/subarubrz/option As well as being sold through Subaru dealers, the S pack can also be ordered online, with the components being installed before the BRZ is delivered. ENGINE Power for the BRZ comes from an all-new 2.0-litre naturally-aspirated engine with 147kW at 7000 rpm, and 205Nm of torque at 6600 revs. We’ve always loved the throaty sound of the Subaru ‘boxer’ engine and it’s even more noticeable in this car than in the other Subarus. We do remember the ride of the standard BRZ as being quite firm, though it did remain reasonably comfortable on extended trips when we road tested it in late 2012. We haven’t yet been able to sample a new Subaru BRZ S with its even sportier suspension as yet, but will do so as soon as possible and report back to you. National driveaway prices for the Subaru BRZ S are $45,145 (manual) and $46,925 (automatic).  

It somehow seemed appropriate that our first extended VF Commodore test in our home area should be a station wagon, or a Sportwagon to use Holden’s title. Commodore was king of the family car market for 15 years before many buyers moved to either smaller cars or medium SUVs. So it’s likely the big VF station wagons could draw those who strayed from Commodore back into the fold again.Many external styling changes to the VF distinguish it from the VE it supersedes. The new front gives it a stockier look, partly because the bonnet has been raised to incorporate pedestrian protection, but also to fall into the global General Motors design theme.While the VF sedan is significantly different at the rear, the wagon (and ute) remain much the same as before, principally to save design dollars. Tellingly, at no time during our road test that covered over 600 kilometres did any other drivers stare at the Sportwagon’s rump and recognise it as a new Commodore.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 the dreaded push-two-buttons-at-once hassles.Visibility outwards is still marred by the huge A-pillars that we have been complaining about since the earliest VE Commodores. 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 around to negate the blind spots created by the wide pillars.At least the damn-fool handbrake that was so irritating in the VE has been replaced by a small, sophisticated electric unit. 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. An overall weight reduction of almost 40kg has been achieved, mainly through the use of an aluminium bonnet,  and sedan versions gain an aluminuim bootlid.The SV6 comes with a 3.6-litre six-cylinder engine with 210kW of power and 350Nm of torque and sends drive to the rear wheels via a six-speed automatic transmission (or six-speed manual on sedan and Utes).It gets a five star ANCAP crash safety rating with electronic stability control, front and rear park assist, traction control, electronic brake force distribution, hill start assist and blind spot alert.There’s something distinctly Aussie about the way the VF Commodore feels on the road, particularly in country driving. It lopes along with a minimum of fuss, makes light of coarse-chip surfaces that can rattle even the most expensive Europeans, and copes with corrugated dirt as though it’s barely there. Out onto the open road the interior of the Commodore is noticeably quieter than before and there’s a real feeling of luxury not unlike that of cars that cost tens of thousands more.The 3.6-litre V6 on our test SV6 Commodore wagon was happy to sit at minimum revs thanks to the efficiency of the six-speed automatic transmission. The engine and transmission are both responsive and communicate with one another to give pleasing amounts of torque at all times. However, the 3.6 is still not as smooth as that of similar units used in many competitors. It’s certainly not as harsh as when first introduced almost a decade ago, but it really should be better.Performance is strong, yet fuel consumption has been reduced markedly compared to that of the already good VE Commodore. Expect the 3.6 V6 to use about seven to nine litres per hundred kilometres when cruising in the country. And around nine to eleven litres when driven sensibly in suburban areas.Handling is excellent with good feedback through the steering wheel and the suspension system. The new electric power steering (EPS) gives a sharp feel that’s all but indistinguishable from that of the old hydraulic assistance used in all Commodores till now. EPS is there primarily as a fuel save because it only takes power from the engine when it’s needed, not all the time as when a hydraulic pump is running permanently.

Range Rovers Sport confuses many potential buyers in the 4WD and SUV fields. Almost all ‘sport’ models from other marques are simply tarted up variants of standard models, whereas the Rangie Sport is a model in its own right. It’s smaller than the regular Range Rover and until now has been based more on the Land Rover Discovery than the full-sized Range Rover.Which for a while led to the ridiculous situation that the current Sport is heavier than its big brother, the recently introduced full-size Range Rover. That’s because the big Rangie had been run through a serious weight reduction program.Details have just been announced that the next Range Rover Sport, which won’t be seen in Australia till late 2013, has gone on the same slimming-down process. Believe it or not, some half a tonne has been pulled out of the new Sport. Which won’t exactly make it a slim young thing - it’s now more heavyweight boxer than sumo wrestler.DESIGNUsing the ‘matched-luggage’ approached that’s common in upmarket marques the new Range Rover Sports sits neatly in appearance between the big Range Rover and the small Evoque. While it was developed alongside the Range Rover the all-new Sport has 75 per cent of its components that are unique to it.The new Sport is just 62 mm longer than its predecessor, but has a significantly longer wheelbase, up by 178 mm, to provide extra room and improved access for passengers in the rear. Once they are back there the passengers will appreciate the additional 55 mm of width.Range Rover Sport has a steeper windscreen angle and lower sloping roofline to improve aerodynamics and, with a Cd of 0.34, it does well for a relatively bulky 4WD.New Sport’s interior has design cues that are instantly recognisable as being Range Rover, with neat design and top quality materials. It has a higher centre console, configurable mood lighting and what Range Rover describes as a sporting seating position similar to the Evoque.TECHNOLOGYA new, optional colour Head-Up Display presents key vehicle and navigation data. Driver assistance systems include Lane Departure Warning, Traffic Sign Recognition and Automatic High Beam Assist.ENGINES AND TRANSMISSIONAll-new Range Rover Sport will have a choice of four engines: two supercharged petrol units (5.0-litre 375 kW V8 and the new 3.0-litre 250 kW V6) and two diesel engines (3.0-litre 190 kW TDV6 and 215 kW SDV6).  Early in 2014 a high performance 4.4-litre 250 kW SDV8 diesel version. A high-efficiency diesel Hybrid model will also arrive in 2014.All petrol and diesel engines in the new Range Rover Sport are mated to a heavy-duty ZF 8HP70 eight-speed automatic transmission. Interestingly, the weight reduction measures on the new Range Rover Sport mean a smaller, lighter power plant, such as a four-cylinder engine, is a possibility.FULL-TIME 4WDThough most will be only ever be driven on-road, Range Rover tells us it hasn’t let the Sport’s all-terrain ability slip. Wheel-travel is class-leading and provides exceptional wheel articulation of 546 mm. Maximum ground clearance is increased to 285 mm (up by 58 mm) and the revised air suspension system automatically varies between two ride heights. The new generation Terrain Response 2 system automatically selects the most suitable program for the conditions.A choice of two full-time 4WD systems will be offered. One provides a two-speed transfer case with a low-range option, for the most demanding off-road conditions with a front-rear 50/50 percent default torque split, and 100 percent locking capability. The other system has a single-speed transfer case with a Torsen differential, which automatically distributes torque to the axle with most grip.

Ford's Falcon has slipped from the minds of many new-car buyers in recent years, resulting in the sad news that production will cease late in 2016. However, the iconic Falcon has long been a favourite with used-car buyers and there’s no sign of that changing anytime soon.To some extent we blame the demise of the Falcon on over adventurous styling. The radical shape of the AU was years ahead of its time when it was introduced in September 1998 and many conservative buyers didn’t like it.Facelifts to create the AU Falcon Series II in April 2000 and to the AU III in November 2001 lifted sales slightly. In September 2002 a major facelift to produce the BA Falcon started to put the Falcon back on track in new sales. The BA Falcon was upgraded to the BF Falcon in October 2005.The introduction of the rather conservative FG-series Falcon saw sales slip again, and history shows that Ford Australia never did recover after that.Falcons have seating for five adults, though four makes more sense because rear-wheel drive means the transmission tunnel takes up a lot of footroom in the centre-rear position. Legroom and headroom are ample for all but the largest adults. Some find the relatively steep slope of the roof in the AU to BF Falcons make it awkward to get in and out; naturally the back seat of the wagon doesn’t have this hassle.Comfort is very good and passengers can step out of a Falcon after a trip of hundreds of kilometres still feeling fresh and relaxed.The boot in the sedan is rather shallow in the older models and the slope of the bootlid on the AU reduces its practicality. It’s easy to load thanks to a good-sized opening. The BA Falcon is better, though still on the shallow side.Falcon station wagons are great load carriers as they are built on a longer wheelbase than the sedan so they have a long, wide, practical cargo area. The rear end of the BA is virtually identical to that of the older AU. Ford chose not to do an FG variant of the wagon. Instead, it created a Series III BF model to sell alongside the FG sedans. It wasn’t a success and was discontinued in 2010.Handling is surprisingly good for a car of this size and mass. You wouldn’t call it agile, but Falcons hold on when cornering at speeds far above those likely to be attempted by most drivers.Ford's six-cylinder engines all have a capacity of 4.0 litres but come in several formats, including one with a turbocharger. An interesting variant on the six-cylinder is a dedicated LPG engine. Very common in taxis, but less so in private cars (except in Victoria) this engine is all but indistinguishable from a petrol unit to drive. It’s quite a bit thirstier than the petrol so fuel range suffers.The standard AU six-cylinder unit is good enough, but the BA’s six-cylinder is noticeably smoother and offers even better performance.Ford fitted a 5.0-litre V8 to the AU, but it didn’t have a lot more performance than the six-cylinder units and was on the thirsty side. Much better were the BA bent eights: there was a choice of two, both with a capacity of 5.4 litres, one with a single-cam cylinder head, the other with a twin-cam setup.A powerful four-cylinder engine, tagged the EcoBoost gave us arguably the best Falcon ever, thanks to excellent performance and nimble handling, the latter due to the lighter weight of the smaller engine. Buyers in this market segment can be on the conservative side and they stayed away from the EcoBoost in droves.Automatics were all four-speed units until the launch of the BF, when a sophisticated six-speed ZF unit was installed. The ZF was originally only fitted in the topline variants, with the introduction of the FG Falcon all received the six-speed auto, with the exception of the LPG power models, which stuck with the old four-speed unit until the launch of the new-design LPG unit in July 2011.Manual gearboxes are rare and probably best avoided in all but the sporting XR6 and XR8 as they can affect resale value. The manual was a five-speed until the BF series, when a six-speed was installed.Prices for spare parts, servicing and repairs are very reasonable and there are Ford dealers just about everywhere in Australia. Most spare parts for the Falcons covered here are readily available, although a few bits on some older cars may have to come from a wrecker.These are very simple cars to work on, with plenty of underbonnet and undercar space. We recommend having a workshop manual at your elbow before starting the work.Insurance prices are generally very reasonable and premiums for the everyday models are invariably at the lower end of the scale. It will generally cost more to cover a V8 Falcon than a straight-six, and more expensive for a turbo six.WHAT TO LOOK FORRust is far less of a problem in these newer Falcons than old ones. To be on the safe side, check the door lower corners, door sill panels, mudguards and bootlid. If you do find serious rust the car may have been badly repaired after a crash.Many thousands of used Falcons will have been taxis at some time in their life. Be wary of one running on dedicated LPG; while these are quite common in Victoria, they are rare anywhere else in Australia. Signs of an ex-taxi are vinyl, rather than cloth, upholstery, severe wear both inside and out, holes where signs and a taximeter have been removed, and possibly a paint respray.Engine wear is indicated by a reluctance to start and by smoke from the exhaust and/or oil filler cap when the engine is revved.Four-speed automatics can cause problems on hard-driven cars, especially the older models. Check they change gears cleanly and don't hunt up and down through the ratios. Be suspicious of any automatic that’s slow at going into gear from Neutral or Park.Listen for a whining differential when driving at around 60 to 90km/h.Check the cabin for damage caused by wild kids. In station wagons have a good look at the load area for signs of commercial useCAR BUYING TIPBeware ex-taxis: they are run hard and often not driven in a sympathetic manner. 

Audi is often in the vanguard of vehicle design and the A3 is a classic example. Audi was the first of the iconic German makers to make the bold move of moving down into smaller, relatively affordable cars.Prior to the Audi A3 you had to find something north of $60,000 to get into one of the big make Germans. The A3 dropped the starting price to the sub-40 grand region. There were mutterings that this would devalue the prestige rating of the larger, more expensive models in the range. That didn’t happen and soon arch rivals Mercedes and BMW joined Audi in introducing smaller, affordable cars.Though the Audi A3 is considered a small car by Australians, in Europe it’s often used as a family car. Four adults are more comfortable than you might expect given the relatively small size of the car. Rear-seat access in the three-door is better than in just about any other car of its type with front seats that move right out of the way in an ingenious fashion. Having said that, the five-door is obviously more practical if the back seat is going to get a lot of use.The Audi A3 has the solid feel that’s very much part of the marque.There’s plenty of stowage space in the cabin so this is a practical machine that suits many people living in crowded suburban regions in Australia. Two good sized suitcases can be carried in the boot together with some small bits and pieces. Tie-down clips secure the load in a crash or under heavy braking.Audi A3 sales were reasonably good from the May 1997 launch of the three-door, but didn’t really get up to full speed until the introduction of the five-door models in October 1999. Many of the earliest A3s are now on the used-car market, but they may be nearing the end of their lives - and they aren’t as cheap to repair or service as more mundane cars of this size.The Audi A3 has the solid feel that’s very much part of the marque and this has shown up in good durability as the years have gone by. Handling is very good, though there is perhaps just a little too much understeer at the limit to suit the full-on driving enthusiast.Engine choices in the original A3 were a 1.6-litre single-cam unit with two valves per cylinder and two 1.8-litre twin-cam models with the Audi trademark of five valves per cylinder (three intakes and two exhausts). The 1.8 came with or without a turbocharger, with the turbo engine tuned to give flexible torque and economy at low to mid-range engine speeds, rather than flat-out sports performance.Power in most Audi A3 models is transmitted to the front wheels.The second-generation cars retained the 1.6-litre in the entry level models, but also offer a 2.0-litre FSI petrol unit, with or without a turbo. It was also available with a 2.0-litre turbo-diesel. Best of all is a 3.2-litre V6 petrol engine that gives a huge amount of get-up-and-go in a relatively small car like this one.Power in most Audi A3 models is transmitted to the front wheels, the 2.0 turbo-petrol can be specified with Audi’s famed quattro all-wheel-drive system. It comes as no surprise that quattro is mandatory with the big V6 engine.Audi S3 is the high-performance variant. The S3 has a sporting three-door body and uses a 2.0-litre turbo-petrol engine driving all four wheels through a six-speed manual gearbox.Audi has been on fire in the Australian sales race over the last few years and the number of authorised dealers has increased as a result. Naturally, there’s a concentration on the major metropolitan areas, but some regional areas are starting to get into the act as well.Spare parts and servicing are reasonably priced for a prestige car but fairly expensive for a machine of this size. If you are shifting up to an Audi from an Asian or lower priced European car ask the dealer about servicing costs.Check your insurance company’s policy on turbo-petrol engines as some charge very high premiums that can add significantly to the purchase price of a used car.WHAT TO LOOK FORMake sure the engine starts quickly and idles smoothly even when it’s cold. If there’s any hesitation from the engine under hard acceleration there could be computer problems.Check that a manual gearbox changes smoothly and quietly and that an automatic transmission doesn't hunt up and down the gears when climbing moderate hills with light to medium throttle openings.Uneven front tyre wear probably means the car has been the subject of some hard driving, so is more likely in one of the high-performance models.Uneven tyre wear may also mean one of the wheels is out of alignment as the result of a crash, though that crash may have simply been a hard thump against a kerb.CAR BUYING TIPUpmarket cars almost invariably cost more to run than everyday ones, be sure to factor this into your purchasing budget.