Articles by Graham Smith

The Nissan Pulsar was one of Australia's most popular and respected small cars, so the oddly named Tiida had a tough act to follow when it launched in 2006. Its job was made somewhat easier when currency changes had forced Nissan to push the Pulsar's price higher and it lost its competitive edge in its last years.Nissan was determined to use the Tiida to win back some of the ground given up in the latter period of the Pulsar's life.MODEL WATCHIt was a surprise when Nissan dropped the popular Pulsar nameplate in favour of the Tiida, but the company justified the move by saying the Tiida was an all-new car and a fresh start. One look at the Tiida was all that was needed to see that it was indeed a fresh start for the Nissan small car.Whereas the Pulsar's looks were rather staid, the Tiida's were stylish and modern and could only have come from Europe. The looks came from Nissan's move in joining forces with Renault, which resulted in the Tiida sharing its underpinnings with the Renault Megane.Compared to the Pulsar the Tiida was bigger, more refined, and more comfortable; it was also well finished, and drove well.The Tiida range was made up of ST sedan and hatch at the entry point, the mid-range ST-L sedan and hatch, and the Ti sedan and Q hatch. An all-aluminium 1.8-litre double overhead camshaft four-cylinder engine with variable valve timing provided the motivation, and when working at its peak it delivered a modest 93 kW at 5200 revs and 174 Nm at 4800 revs.It was sufficient to comfortably keep up with the traffic without ever exciting the driving senses.All models but the Ti had a six-speed manual gearbox standard, with an option of a four-speed auto 'box. The Ti had the auto standard.The Tiida was comfortable and roomy inside with good head, leg and elbowroom. Soft-feel materials were used on dash padding, door trims and headliner, topped off with polished metallic finishes that gave it a quality look and feel. The boot was a good size with a flat floor, under which was stowed a full-sized spare.All models were well equipped. Even the ST entry models had air-conditioning, remote central locking, CD with four-speaker sound, and power mirrors. The ST-L had extra safety features, plus 15-inch alloy wheels, power windows and Tricot seat trim. Atop the range the Ti sedan and Q hatch had leather-trimmed steering wheels, a blend of leather and cloth trim, an overhead console, and six speaker sound systems.IN THE SHOPComplaints to Cars Guide about the Tiida have been few and far between, and have generally been of a minor nature, which suggests it has no serious flaws. Good build quality, combined with a reliable package of engine, gearbox, driveline and suspension means little goes wrong.While all appears to be sound make the usual checks for evidence of a crash, and poor repairs, and check for evidence of regular servicing.IN A CRASHAll models have dual front airbags and seat belt pretensioners, while all except the ST also have curtain airbags for better all round protection. All models also boast an impressive array of active safety features, including ABS anti-lock brakes, optimum brakeforce distribution and brake assist.AT THE PUMPThe Tiida won't stretch the budget too far with fuel economy in the region of 7.6 L/100 km for the manual models and 7.8 L/100 km for the autos.LOOK FORFresh looksSpacious cabinFull-size spareFuel miserModest performanceWell-finished.THE BOTTOM LINEWell-built, well-equipped, economical small car with roomy interior.

Small cars demand a different approach than do their larger cousins in order to achieve an efficiency of packaging that delivers a level of comfort and everyday practicality for their owners.Honda's Jazz is a case in point. By any definition it's a small car, but at the same time its rather upright wagon-like shape gives it a roominess that belies its modest dimensions.MODEL WATCHThe Jazz arrived in local showrooms in 2002 and was updated in 2004 and 2006 with extra equipment that kept it fresh.  Despite its upright and boxy shape the Jazz had a cheeky appeal with its steeply sloping front, bright eyes and corporate Honda grille.Wide-opening doors and a high roofline made getting in and out of the Jazz a breeze, something that appealed to older buyers who struggled getting into other lower models. Inside, passengers sat in rather upright, but supportive seating that combined with the tall body to make a roomy and comfortable cabin.Another advantage of the upright style was the visibility, which was good all round.  With the rear seats folded to form the flat floor there was quite good space for whatever might need to be transported in the Jazz.  Honda offered the Jazz in three models, the 1.3-litre GLi entry level, and the 1.5-litre VTi and VTi-S.The GLi was only available with the 1.3-litre engine, but buyers could choose between a five-speed manual gearbox and a Continuously Variable Transmission (CVT), which was an auto of sorts.When working at its peaks the 1.3-litre four was putting out 61 kW and 119 Nm. It was a smooth driver around town, but was found out when asked to climb hills or accelerate quickly.For better performance there was the VTi and VTi-S with the 1.5-litre engine that put out 81kW and 143Nm. The larger engine handled the cut and thrust of city traffic much better and was more at home on the highway.VTi and VTi-S buyers could choose between a five-speed manual and a CVT transmission that could be overridden and driven as a seven-speed manual.At first the GLi was fairly basic and didn't come standard with air until 2006. By then it boasted central locking, a trip computer, power steering, mirrors and windows and four-speaker CD sound.The VTi came with air from the get-go and also had remote central locking, while range-topping VTi-S also boasted alloy wheels, a body kit, fog lamps, leather steering wheel, rear spoilerIN THE SHOPHonda enjoys an enviable reputation for reliability that many other carmakers can only dream about, but nevertheless it's always prudent to ask for a service record that confirms regular maintenance has been done. Servicing is required every 10,000 km or six months.Modern engines live and die on oil and missing oil changes is a recipe for disaster. Oil galleries clog up and in extreme cases it can be virtually impossible to clean them out without dismantling the engine and putting through a hot tub.Honda has had trouble with the CVT transmission in the Jazz, as reported by a number of CarsGuide readers. When test driving a potential buy look for shuddering when accelerating away from a standstill, and walk away from any car that shudders.Changing the oil in the transmission and resetting the computer have fixed some cars, but others haven't been able to be fixed that way and the transmission has had to be replaced at a considerable cost.It should also be noted that Honda claims that CVT-equipped cars need to be taken back to a dealer to have the computer reset if the battery has been disconnected for any reason. That includes those situations when a battery is replaced, which makes replacement a rather more expensive exercise.Honda parts and servicing can be more expensive than those on other makes and models, but there is a number of independent specialist service mechanics that can do the work more cheaply.IN A CRASHDual front airbags and ABS anti-lock braking were standard across the range, enough to receive a creditable four star rating from ANCAP.AT THE PUMPOne of the strengths of the Jazz is its fuel economy.  Honda claimed the 1.3-litre would do 5.2 L/100 km on average with the manual gearbox, and 5.1 L/100 km when equipped with the CVT.With the 1.5-litre engine Honda claimed an average consumption of 5.6 L/100 km for the manual and 5.5 L/100 km for the CVT.  One of our readers reported the consumption of their 1.3-litre manual   never goes above 5.5 L/100 km around town and sinks to 4.5 L/100 km on the open road.OWNER'S SAYGraham Bewley currently owns a 1.3-litre auto Jazz GLi, having previously owned a 2006 1.5-litre CVT Jazz VTi for three years. He says it is quiet and smooth, and roomy with a bigger car feel, it's   also economical, the steering is improved and it has a full-sized   spare. Against that he says he doesn't like the large windscreen, the air-conditioning is barely adequate, and the gearing is a little too   high with the 1.3-litre engine. But in summary, he says that while the Jazz is no sports car, it is very pleasant to drive and both of his cars have been super reliable. There were no problems with the CVT in his previous car.Dr. Graeme Paton has racked up more than 300,000 km in his 1.3-litre 2003 Jazz GLi and says it still feels tight, and starts first time, every time. It has been routinely serviced and has been very reliable only requiring routine brake pad and disc changes, and replacement of the wheel bearings, which Honda did under warranty.LOOK FORCute, but practical stylingRoomy interiorEconomical runningModest performance from 1.3-litreShuddering CVT transmissionHonda resaleTHE BOTTOM LINEA well built, spacious small car with good blend of performance and economy. 80/100

Renault was late coming to the SUV scene, but when it did arrive it did so with quite a bang in the form of the Koleos.  Given its association with Nissan and access to the Japanese carmaker's off-road expertise it was inevitable that Renault would build an SUV. It was also a given that when it did it would be a competent off-roader.MODEL WATCHThe Koleos was something of an international traveler in the auto world being the product of the French-Japanese alliance between Nissan and Renault and built in Korea by Renault Samsung Motors.While the Koleos was based on the Nissan X-Trail and used the same all-mode 4x4 running gear from the X-Trail it brought a touch of French flair to the SUV scene.At first glance you would not have guessed the five-seater Koleos wagon was a close corporate cousin of the X-Trail, it had a fresh, attractive look that clearly set it apart from the more conservative looking Nissan.Renault introduced the Koleos with two levels of trim, the entry level Dynamique and the better-equipped Privilege, with 4x4 and 4x2 petrol and diesel models.The petrol engine was a 2.5-litre four-cylinder unit producing 126 kW at 6000 revs and 226 Nm at 4400 revs, while the 2.0-litre turbodiesel was available in two tune variants depending on the transmission choice.When linked to the manual gearbox it put out 127 kW and 360 Nm, but was detuned to take care of the auto and put out 110 kW and 4400 Nm in that combination.Renault cleverly offered the Koleos in two-wheel drive form, in which it was a regular front driver, or four-wheel drive form when it had Nissan's all-wheel drive 4x4-i system.  With the 4x4 system the Koleos could be driven in two-wheel drive mode, auto or four-wheel drive with a switch.In auto mode, it ran in front-wheel drive until the system detected wheel slip when it would begin driving the rear wheels as well. The maximum torque split between front and rear wheels was set at 50 percent.The transmission choices were a six-speed manual gearbox, a six-speed auto, and a CVT continuously variable transmission. The cabin was stylish and modern, and quite roomy, although tall occupants would find the rear a little cramped.The fit and finish was generally of a good standard, and the materials used looked and felt of a decent quality.IN THE SHOPThe feedback from the field is that little is troubling Koleos owners to date, which is a good sign that they are in for a reliable run.  Nissan X-Trail mechanical package isn't giving any indication of having problems and that should translate across to the Koleos as well.While the Koleos is unlikely to find its way off the black top it's still a wise move to check underneath for damage that might have been caused by going bush.Also make the usual checks for a regular service routine, and crash repairs to the body.IN A CRASHWith standard front, side and head airbags, stability control, and ABS anti-lock braking the Koleos was well placed to cope with a crash.  ANCAP gave it five out of five stars in its crash testing.UNDER THE PUMPRenault claimed the Koleos would do between 7.2 L/100 km (diesel) and 9.9 L/100 km (petrol). Carsguide readers report that on average they get 8.2L/100km from the diesel and 10.8L/100km from the petrol version.OWNERS SAYDara and her husband Brian were looking at a Nissan X-Trail before discovering the Koleos. They bought the Renault and say they love everything about it. It is great to drive, very quiet, the radio and speakers are excellent, and there is plenty of legroom for six- footers like Brian.David says his 2009 diesel manual Koleos has light steering, but a woeful turning circle, the seats are a bit flat and he would like more rear legroom. To date, with 40,000 km on the odo, it has been largely trouble free. His only issue has been blocking of the DPF filter, which was fixed with a dealer forced regeneration and an ECU upgrade so it doesn't get blocked again. Dealer servicing isn't Toyota cheap, but isn't BMW dear either.Paul Burke's Koleos is his third Renault, and he says he has had no trouble with any of them. With five alloys, heated electric seats, choice of leather colour, and a split tailgate shopping is great particularly for oldies. The 2.5-litre auto cruises well and is so quiet, the sound system is unbelievable, and it runs on standard fuel.LOOK FORFresh stylish lookChoice of petrol or dieselProven Nissan mechanicalsRoomy cabinTHE BOTTOM LINEStylish French wagon with proven Japanese mechanical package makes for an attractive SUV package. 80/100

You only have to mention the Subaru Impreza and images of the hot rod WRX come flooding to mind. The WRX rally rocket has come to define   the small Subaru, but to forget the rest of the range would be unfair.The Impreza has long been a well-built, reliable and popular small car and the new model introduced in 2007 was even better than those cars it replaced.There was a sense of change about the new Impreza, a fresh approach that spelt a change in direction for the Japanese carmaker that had built a solid reputation for quality, drivability and reliability.MODEL WATCHThere was always something off-putting about the way Impreza doors closed, a feeling of flimsiness that suggested a lack of quality.  That was before the new model in 2007, which for the first time had frames around the windows in the doors. Now, with the windows supported by frames, the doors closed with a solid feel that made the Impreza experience much more satisfying.You might think that adding doorframes is a small change, but in terms of the impact it had on the Impreza it was a major revision.  While it was a most welcome change it also seemed to signal a major change in thinking at Subaru.It was as if Subaru had decided to come in from the cold; it was the final step from being a somewhat quirky outsider to being a solid mainstream carmaker.Subaru only offered a five-door hatch at the Impreza's launch, but there were three models, plus the WRX, which we'll hold over for another story. The R provided the entry point to the range, with the RX and RS as you climbed the tree.With a look reminiscent of Europe the new Impreza was more attractive. It was also shorter, taller, wider, and lighter, with more cabin and boot space.Inside the cabin, there was a fresh new dash, upgraded seats and trim, better insulation and isolation, and a height and reach adjustable steering column.Under the bonnet was the familiar 2.0-litre flat-four, but with 20 per cent more power and seven per cent more torque. That meant that at its best it was putting out 110kW at 6400 revs and 196Nm at 3200 revs.On the road that translated into more urge and better drivability, and motor-noters reckoned it was also smoother.  Bolted to the back of the engine was either a five-speed manual gearbox or a four-speed auto, while drive was directed through all four wheels.IN THE SHOPCarsguide has received few complaints about the Impreza, and those that have landed here have been of a minor nature and not to be too concerned about.Check around the engine for oil leaks and make sure the required servicing has been done. There is nothing more damaging to an engine than missing services. Oil can quickly clog an engine's vital internal passages, and blockages quickly wreck an engine. Brake and tyre wear doesn't appear to be an issue for owners, as it can be with some other makes and models.IN A CRASHANCAP handed the Impreza a five-star rating on the back of its array of airbags, which provided front, side and curtain protection, along with its impressive active safety package. In addition to anti-lock brakes the Impreza also boasted electronic stability control.AT THE PUMPSubaru claimed the Impreza would do 8.9-10.7 L/100 km and owners back that claim up, reporting that their cars are quite economical to run.OWNER'S SAYPam Baker loves her 2008 Subaru Impreza RS. She says it handles well on all terrain, particularly on wet dirt roads, it looks good, the fuel economy is good, and the bucket seats are comfortable. On the other hand she says the auto transmission is sluggish on takeoff, the body sheetmetal feels very thin and flimsy, and dents easily, and there's too much plastic on the interior. All in all she says it's about an eight out of 10.LOOK FORFresh Euro lookSolid feelMore powerful engineLarger cabinUncomfortable seatsTHE BOTTOM LINEThe popular small car got even better with new looks, an improved cabin and a more solid feel.

Subaru's Forester was at the head of the pack during the SUV stampede 10 years ago and the latest model sought to build upon the huge success of earlier models by pushing for market leadership.  The light SUV has become the go-to car for families looking for flexible transport to haul kids to school or sporting events, handle the regular motoring chores and the occasional weekend away.Along the way the market for light SUVs has become one of the most crowded and competitive segments on the local scene and the new Forester was pitted against other hugely popular models like the Nissan X-Trail, Honda CR-V and Toyota RAV4.MODEL WATCHIt's no great secret that the Forester is based on the Subaru Impreza passenger car, so the release of a new Impreza heightened anticipation of a new Forester.When it landed it was larger, fresher and more affordable than those that had gone before.  It looked more like a serious four-wheel drive than ever before and was 110 mm taller, 60 mm wider, 75 mm longer, and rode on wheelbase that was 90 mm longer.The increased size was great news for owners wanting more space inside as it delivered more room for rear passengers and more luggage space out back.Overhangs were shortened and ground clearance increased to improve its manoeuvrability.  Power for the regular X and XS came from a 2.5-litre 'boxer' four that boasted more power and torque, while the XT had a turbocharged version that was unchanged.At its twin peaks the 2.5-litre gave 126kW at 6000 revs and 229Nm at 4400 revs, enough to make it a lively drive. The turbo meanwhile delivered 169 kW at 5200 revs and 320 Nm at 2800 revs, which made the XT even livelier.Buyers could choose between a four-speed automatic transmission and a five-speed manual, which featured low-range gearing.  As with all Subarus the drive went to all four wheels, varying from 95 per cent front and five per cent rear to a 50/50 split depending on throttle, load and speed inputs.Three models were offered in the range, starting with the X and climbing through the XS to the 'Rex-like' XT.  Standard equipment on the X included four-speaker sound with steering wheel controls, 16-inch steel wheels, a full-sized spare, as well as air, and power windows and mirrors.In addition the XS boasted front fog lights, alloy wheels, auto air, a CD stacker and six speakers and MP3 compatibility.  The range-topping XT got a body kit, larger alloys,and auto-levelling headlights with pop-up washers.There was also a Premium Pack, which added leather,a power driver's seat and a sunroof to the XS, but when added to an XT there was also a touchscreen sat-nav system with DVD/CD player and Bluetooth compatibility.IN THE SHOPWell built and fundamentally sound like all Subarus there is little that goes wrong with the Forester, and that's reflected in the very small number of complaints received at CarsGuide headquarters.There has been the odd question from owners regarding the head gaskets on the Forester's boxer engine, but we're assured by a Suby service specialist that the gaskets themselves are quite sound. While they don't blow as such it is not uncommon to find minor oil leaks around the gaskets, but again we're assured that they are not something to be overly concerned about.Otherwise the Forester is a sound and solid car.  Like all used cars it's worth checking for a service record, and consider having an expert check them over.IN A CRASHThe Forester was well equipped to handle a crash situation with standard stability control, anti-skid brakes with brake assist for emergency braking, hill-start assist, and front, side and head airbags.  ANCAP's testing gave the Forester five stars out of five.UNDER THE PUMPThe new Forester packed a little more pork than its predecessor but still delivered a little more fuel economy across the range.  Those with the regular engine and manual gearbox were a little over three per cent more efficient at 9.3 L/100 km, the auto around one per cent better at 9.6 L/100 km.  The turbo improved the most over the previous model, but still guzzled gas at 10.5 L/100 km.LOOK FOR . Fresh look. More cabin space. Improved fuel efficiency. Zippy performance

Toyota's recipe of value-for-money, build quality and reliability has seen the brand become number one in this market, and the Corolla one of its most successful models.Now in its 10th generation the Corolla is one of our firm favourites, new or used, and there's no sign we're tiring of the little car from Japan.MODEL WATCH The Corolla has got better with each new generation and the 10th generation released in 2007 continued the pattern of improvement. Like those that went before it the new Corolla was well built, solid and sensible.The cars sold in Australia came from the Japanese production line rather than one of the 15 factories producing them in other parts of the world. Two models, a traditional four-door sedan with a boot and a five-door hatchback, were offered in the new range.Both boasted clean, fresh, youthful lines that fitted well with younger buyers without troubling older traditional Corolla buyers.  As is often the case the new Corolla was larger than the car it replaced, which made it more user friendly. Younger buyers could accommodate more of their mates; older ones had no trouble transporting their families.The rear seat could take three, making it possible to accommodate five all up.  One of the reasons for the roominess was the rather upright style of the Corolla, which allowed the occupants to sit higher in a more upright position.The Corolla's engine was a 1.8-litre four with double overhead camshafts and Toyota's VVT-I variable valve timing that gave zippy performance along with good fuel economy.When at its peaks the engine pumped out 100kW at 6000 revs and 175Nm at 4400 revs, enough to give it good acceleration and overtaking performance. Toyota offered a choice of six-speed manual and four-speed auto gearboxes, with drive through the front wheels.While many carmakers were going to five-speed autos Toyota stuck with four, but it didn't seem to affect the Corolla's drivability or performance to any great degree.Changes to the front and rear suspension, coupled with a wider track improved the Corolla's stability, handling and ride comfort.The model range was made up of four sporty hatches - Ascent, Conquest, Levin SX and Levin ZR - and three practical sedans - Ascent, Conquest and Ultima.IN THE SHOPJust three years old the Corolla is still in its infancy with the earliest 10th generation cars only having 50,000 km or so under their treads.  Few complaints have come through the CarsGuide, and those that have been received have been of a one-off nature and not serious.Even though all appears to be well with the Corolla it's still important to check for a service record to make sure the required maintenance has been done.The Corolla engine has a cam timing belt, and it's important that it be changed as recommended, but that's not until 150,000 km so there's some time before that falls due. Also make the usual visual checks to the bumps and scrapes that come with everyday life on the road.IN A CRASHWith dual front airbags only the Corolla Ascent was rated at four stars out of five when tested by ANCAP, all other models rated at five out of five with additional side front airbags and head airbags.All models had an impressive array of active safety gear, including ABS anti-lock brakes, electronic brakeforce distribution (EBD) and brake assist (BAS) for optimum emergency stopping.  Electronic stability control wasn't offered on any model until 2009 when it became standard on the Levin ZR hatch and Ultima sedan.UNDER THE PUMPToyota claimed the Corolla would average 7.3 L/100 km in manual form and 7.7 L/100 km when equipped with the auto trans. Contemporary road testers generally reported figures that were a little higher, at 7.9 L/100 km for the manual and 8.5 L/100 km.LOOK FORToyota build qualityCute contemporary looksRoomy cabinGood all-round performance .Five-star safetyTHE BOTTOM LINEA well-built, practical and reliable all-rounder for all ages. 80/100

While most motorists seek reliability and economy from their cars there are those who put performance above all else.For them cars like the Mercedes-Benz C63 AMG deliver the ultimate driving thrill, they're the ones that take performance to previously   undreamt of places.The sad reality for most who lust after a true high performance car, like the C63 with its $126,000 price tag, is that they're well beyond the reach of all but the very, very well heeled.Everyone else can only look on and dream, at least until the price drops to a point they can afford to turn the dream into a reality with a secondhand example.MODEL WATCHThe Mercedes-Benz C63 rewrote the book on performance, lifting the bar even higher than its awesome rivals from BMW and Audi.The pocket rocket race can be traced back to the humble Minis, Cortinas and Escorts of the 1960s, but really started in earnest when   the Germans got in on the act in the 1980s.It was back then that BMW launched the first M3, a hot derivative of the 3-Series. Not to be outdone Mercedes-Benz answered with a hot AMG-  tweaked C-Class, and the race between the German carmakers was well and truly on.  Almost 30 years later and the race is hotter than ever, with each company quick to counter any move its rivals might make.The C63 answered BMW's move to slot a V8 into the M3, and raised the performance bar even higher with its own V8 that boasted 336 kW at   6800 revs and 600 Nm at 5000 revs.It was enough to have it doing 100 km/h just 4.5 seconds from rest, which put it in elite high performance company with cars like the Porsche 911.  Like all AMG models the C63 starts with a modest regular production model, in this case the compact C-Class sedan and wagon.It then gets a much hotter heart, in this case a thumping great hand-built 6.2-litre double overhead camshaft V8 engine.  But while the V8 gave it the grunt the C63 was much more than mere power, it had the chassis to back it up.If there was a criticism of previous C-Class AMG cars it was that they weren't very engaging for those who wanted to be fully involved in the driving. That was countered in the C63 with the seven-speed auto transmission with shift paddles under the steering wheel that gave the driver more control than in previous models, and sharper chassis tuning.It also came with a comprehensive array of electronic devices to monitor and control the car, including electronic stability control, traction control, ABS anti-lock brakes with optimum brake force distribution, emergency brake assist and the like.While these systems help keep the booming 'Benz on the straight and narrow the driver could, if they wished, switch it off and fully enjoy the full thrill of the beast beneath.  Then, if things went wrong the car would engage the electronics in an effort to save the situation before it got too out of hand.Inside, it had leather sports seats, a sports wheel, auto air, cruise, park distance control, six-speaker CD sound, power front seats with memory, power mirrors and windows, sat-nav and woodgrain trim.IN THE SHOPIndependent Mercedes-Benz specialist Peter Lennox services 10-15 C63s   and tells us that it is a robust and reliable performance car and   little goes wrong with them if they are well maintained.The V8 engine has been in production since 2006 and is very reliable.  Lennox says it's good for at least 200,000-300,000 km, and probably a lot more.The seven-speed auto is also quite bulletproof. It has been around since 2005 and like the engine doesn't give any major trouble, although Lennox says he has seen a few problems with lock-up torque converters in cars that have done 200,000-plus km.If driven hard the front-end bushes can wear out in 50,000-60,000 km.   Check for fluid leaks from the oil-filled bushes, a sure sign the   bushes need attention.Tyres don't last long, particularly if driven hard. A driver who takes care of his tyres will be replacing them every 10,000-15,000 km, but one who pushes the performance limit will be replacing them even more frequently.IN A CRASHWith an electronic arsenal of ABS brakes, Brake Assist, EBD   brakeforce distribution, ESP stability control and traction control the C63 has an impressive complement of active safety features.If that isn't enough it also has a full array of airbags, including dual front and side airbags, and head airbags.  ANCAP hasn't specifically tested the C63, but the C-Class it's based upon is rated at five out of a possible five stars.UNDER THE PUMPMake no mistake the C63 is a thirsty beast; Mercedes-Benz claims an average fuel consumption of 14.5-16.0 L/100 km.OWNER'S SAYA super car for less than 150 grand! It was a deal Carsguide reader Lindsay couldn't resist. In his mind he had attained the ultimate in   motoring utopia. As a 60-year-old who has driven competitively and owned some high performance machinery he felt more than capable of   extracting reasonable performance and pleasure out of the C63, but he finds it almost impossible to get the car off the mark quickly without spinning the wheels and invoking the ESP, and defies anyone to achieve the acceleration time Mercedes-Benz claims. He also shredded the rear tyres in just 13,000 km, something he says is   common on the C63. Despite that he says the C63 is great to drive.LOOK FOR High speed thrillsAwesome performanceRefined and sophisticatedGas guzzlerEats rear tyresGreat bang for the buckTHE BOTTOM LINEAwesome performance yet still refined and sophisticated. 90/100

The Epica was one of the new generation of small and mid-sized cars Holden imported from Asia to replace its expensive European range.   Specifically it replaced the mid-sized Vectra.The Vectra was well regarded here for its responsive performance, but it was a premium product with a premium price and never really got   going. It wasn't surprising that Holden turned to Korea for a cheaper replacement.By adopting the Epica Holden became more price-competitive in a market segment that was growing as buyers downsized out of bigger cars like the Commodore and Falcon.MODEL WATCHGiven that the Vectra was a premium European model with all the technology and features expected of a car from that part of the world   Holden's decision to replace it with the Korean-built Epica seemed something of a step backwards.But it wasn't the giant stride feared, particularly once the Holden's engineers had finished tweaking it to ensure it was in tune with Australian market demands.Local engineers played a hand in the suspension settings, transmission controls and equipment levels.  It was also given a cosmetic makeover by Holden's designers so there   was nothing that jarred when it landed here.The result was that it had an appealing look and was packed with plenty of the features Australians buyers wanted.  Inside, the cabin was roomy and comfortable with accommodation for   three adults across the back seat, and beyond that there was a good-  sized the boot.There were two engines offered, both six-cylinder units, and two models, the CDX and CDXi.  Porsche designed the double overhead camshaft straight-six engine, which was an unusual choice for a front-wheel drive car given that it   has to fit across the nose.In its smaller 2.0-litre form it put out 105 kW at 6400 revs and 195   Nm at 2600 revs, while the bigger 2.5-litre produced 115 kW at 5800   revs and 237 Nm at 2600 revs.The 2.5-litre engine was the pick of the pair. Its performance wasn't breathtaking by any measure, but it was smooth and steady when the   2.0-litre simply lacked spark.The CDX was available with either the 2.0-litre or 2.5-litre engines; the 2.0-litre came with a five-speed manual gearbox and the 2.5-litre with a five-speed auto.Those who chose the better-equipped CDXi got the 2.5-litre engine and five-speed auto as a matter of course.Anyone opting for the 2.5-litre auto might well have been disappointed when they discovered the transmission wasn't equipped with a manual shift option that has become an accepted part of the motoring landscape in recent times.The Epica came with plenty of the fruit most of use expected, with standard air-conditioning, cruise control, cloth trim, alloy wheels, and power windows and mirrors, and six-speaker CD sound.IN THE SHOPA lack of complaints to Carsguide would suggest Epica owners are content with their lot.  Major concerns should have become apparent by now, but nothing has surfaced that would indicate there are any serious problems with the engine, transmission or driveline.Build quality appears to be of a good standard, which would seem to be reflected in the lack of complaints from owners.  Check for a service record that shows regular maintenance has been carried out.IN A CRASHThe Epica was well equipped in terms of safety; it had an array of airbags, including dual front, and front side airbags in the CDX, plus head airbags on the CDXi.If there was a missing piece of the safety jigsaw it was a lack of a dynamic stability feature to complement its ABS anti-lock brakes and   traction control systems.  ANCAP rated it four out of five stars.UNDER THE PUMPHolden claimed that the 2.0-litre manual Epica would achieve an economy of 8.2 L/100 km, while the 2.5-litre auto model would do 9.3 L/100 km.OWNER'S SAYLeo Mackinlay has done 9000 km in his Epica CDX 2.5 auto and says it   is a much better car than he expected. It is very well equipped, the   build quality can't be faulted, the engine is smooth, the ride comfortable if a little firm, and it is very quiet with no mechanical or wind noise to disturb the inner peace. If he has a criticism he says he would like the handling, which tends towards understeer, to be more neutral.LOOK FOR. Lacks fizz. 2.5-litre engine best. Economical. Smooth driver. Roomy and comfortable. Well-equippedTHE BOTTOM LINEDoes most things reasonably well, but there's little to get excited  about. 

For much of their existence the Statesman and its Caprice big brother played second fiddle to the all powerful Ford Fairlane and LTD, but with the demise of the Ford duo they reigned alone in the market.As much as Holden tried it seemed there was nothing they could do to dent the dominance of the big Fords, even though they followed the same proven formula for building a big car off a regular passenger car platform.The formula was simple enough; you simply stretched the wheelbase to create a massive back seat, enlarged the boot, tuned the ride for comfort, and added some bling to give it prestige appeal.MODEL WATCH Like all previous models in the Statesman and Caprice line the WM was based on the mainstream passenger car model of the day. In the case of the WM that was the VE Commodore.The trick with the bigger models was to distinguish them from their lesser siblings so buyers felt like they were buying something special.That was achieved mostly by extending the wheelbase of the VE by 94 mm and the overall length by 266 mm, which was used to increase the rear cabin space and the boot.The profile was smoothed and refined to achieve a visual balance with the new, longer body, and there was extra chrome trim and badges applied to give it the sophisticated presence buyers in the class demand.The final result was an elegant sedan that clearly stood apart from the run-of-the-mill Holdens from which it was derived.Holden offered two models in the WM range, the Statesman and the range-topping Caprice, essentially differentiated by their trim and features list.Both could be specified with either the 3.6-litre high output Alloytec V6, putting out 195 kW at 6500 revs and 340 Nm at 2600 revs, or the 6.0-litre V8 boasting 270 kW at 5700 revs and 530 Nm at 4400 revs.The V6 came with a five-speed auto with shift paddles for manual shifting, while the V8 came with a six-speed auto that also featured tap-up/tap-down paddle shifting.Underneath the chassis was in essence the same as the VE, with multi- link independent suspension front and rear, front mounted steering rack, and large disc brakes. It was an awesome package that handled with the aplomb of a much smaller car.Inside the Statesman had woodgrain highlights, power front seats, front and rear park assist, rain-sensing wipers, powerful 11-speaker CD sound, MP3 and Bluetooth connectivity.The Caprice badges also calls into play aluminium accents, deep bolstered sports seats, leather and suede trim, Bose premium sound, and Tri-zone air.IN THE SHOP Overall the WM is proving a sturdy, reliable car, but it is subject to the same woes that can befall the humble VE Commodore.Watch for a slump in acceleration when it seems the six-speed auto transmission isn't quite sure what is going on. When it happens it's usually at low speed when you want to accelerate again after lifting off the gas pedal.Cars Guide has received few complaints about the WM; owners appear content with their choice of car.Look for a service record, and inspect for possible crash damage.IN A CRASH Befitting its status at the top of the Holden tree the WM had a comprehensive array of safety gear.It began with a solid body structure designed to absorb the energy of a crash, and included steering column ride-down mechanism and breakaway pedals, then added a host of airbags, electronic stability control, traction control, anti-lock braking, electronic brake assist and electronic brakeforce distribution.ANCAP gave it five out of a possible five stars.UNDER THE PUMP Carsguide reader Kevin Alsop is resigned to the fact that the V8 WM Caprice is a big heavy car and is content with the 12.4-12.6 L/100 km from it.Holden's claim was that the V6 would average 11.7 L/100 km and the V8 14.4 L/100 km.OWNER'S SAY Kevin Alsop reckons his 2008 WM Caprice is the best, and he should know, it's the sixth Statesman/Caprice he's owned. While he's clearly enamoured with the big Holden it's not like he's one-eyed about it, his other car is a Falcon XR6 Turbo ute, which he says is a hoot to drive.As for the Caprice he loves its armchair-like comfort and the easy-flowing performance of the 6.0-litre V8, particularly on long trips, where the big boot is also appreciated. To date, having done a little over 25,000 km, there have been no issues whatsoever with it.LOOK FOR Elegant looksSpacious cabinLarge bootLarge sizeCan be thirstyComfortable rideTHE BOTTOM LINE Big buy for those wanting to make a big statement.

The Toyota LandCruiser is the biggest and, in some people's minds, simply the best four-wheel drive vehicle there is. Toyota's big 'Cruiser has long been the benchmark when it comes to four-wheel drives, and while it has been challenged in recent times it remains the leader of the off-road pack.Other four-wheel drives offer more comfort, more refinement and more fruit, but few, if any, outperform it once the black top stops.The LandCruiser built its reputation for toughness way back in the 1950s when it showed what it could do working on the Snowy Mountains Scheme, and remains the car by which all others are measured when it comes to toughness.But in today's world toughness isn't enough for many owners who also want their share of creature comforts in their four-wheel drives. Toyota attempted to address those wants when it launched the 200 in 2007.MODEL WATCHThere was plenty that was new with the 200, it was bigger, stronger, more fuel efficient, roomier and more refined, but at the same time it still promised the traditional 'Cruiser off-road toughness that had made it the benchmark in the class.The LandCruiser has always stood alone with its own no-fuss tough-as-nails look, but the 200 had a softer look with a smoother shape that cut through the air with greater efficiency. It was also bigger than the 100 Series it replaced, being longer and wider, with a much roomier cabin.Inside it had three rows of seats, able to seat eight adults, with more room in each row for greater comfort. For such a big, tough wagon the 200 Series was surprisingly quiet and comfortable on the road. But it remained true to its tough roots with its old-fashioned truck-style design with a body perched atop a separate frame, although the suspension was by coil springs front and back.Toyota offered two engines in the LandCruiser, an updated 4.7-litre DOHC petrol V8 and a twin-turbo 4.5-litre diesel V8. When on full song the V8 produced 202 kW at 5400 revs and 410 Nm, while diesel produced 195 kW at 3400 revs and 650 Nm from 1600 to 2600 revs. The V8 was linked to a five-speed auto, the diesel to a six-speed auto, both with full-time four-wheel drive.There were three models in the range, beginning with the GXL entry model, the VX and the fully-equipped Sahara.IN THE SHOPGenerally the 200 Series is robust and reliable as Toyotas mostly are, but owners have complained about the problems of engaging sixth gear on diesel autos. Sixth gear wouldn't engage below the highway speed limit, which made it rather ineffective on local highways. Toyota developed a software fix and many vehicles were updated, but it's possible some owners never found out about the revision and didn't have their cars reworked. It's worth driving the vehicle on the highway at around 100 km/h to observe if sixth is being engaged or not.Being the tough off-roader it is you should expect vehicles to have been used offroad, so check for damage sustained in the bush and watch for a lack of proper maintenance.IN A CRASHMass is a big part of the LandCruiser's safety equation, and there's no doubt about its massive size, but it also boasts a host of current safety features from active electronics to an impressive array of front, side and curtain airbags.UNDER THE PUMPCarsguide reader Brian Holland's twin-turbo V8 diesel 'Cruiser has averaged 14.18 L/100 km over the 50,000 km he's done since buying it in 2008. When tested by Cars Guide the twin-turbo V8 diesel 'Cruiser averaged a little better returning 13.2 L/100 km. Toyota claimed the diesel would return 10.3 L/100 km and the petrol V8 14.5 L/100 km.OWNER'S SAYBrian Holland has done 50,000 km in his 2008 twin turbo diesel LandCruiser 200, including some "serious" offroading and the only breakage he's had in that time is a broken shock absorber. His complaints are that you can't engage sixth gear at a legal speed, but says Toyota has installed a software modification that allows him to activate it manually, it was using oil, but has improved since Toyota replaced the vacuum pump, and dust entry is a problem.He also reckons that for a car costing $80,000-plus it doesn't have enough fruit. There's no trip computer, no drivers seat height adjustment, no radio controls on steering wheel, no rear power outlet etc. But having said all of that, he says the 'Cruiser is by far and away the best four-wheel drive he has ever owned. As a keen four-wheel driver he says it is simply brilliant off road.LOOK FORBig and beefySupreme offroad capabilitySurprisingly smooth on roadSafe and secure handlingDiesel gruntRoomy cabinTown-friendly looksSixth gear engagement.THE BOTTOM LINEBigger than ever, but still the best in the bush.