Articles by Trevor Seymour

After more than 60 years on Auto Alley, Australia's iconic motor brand, Holden, has left the famous Parramatta car yard strip. The departure of Heartland Motor Group's Holden dealership leaves vacant lots on the western side of the once-thriving strip. "It's the end of an era,'' said Heartland CEO, Kieran Turner. "This car yard has been in my family since 1955.'' It fell to Michael Powell, the chief operating officer, to lock up and walk away. "We've just got to move on. Holden is in a different place these days and is not the market force they once were,'' he said.  A Holden spokeswoman would only say that the carmaker was "not moving away from its customers'' and that arrangements with its individual dealers would not be discussed. The closure is a sign of tough times on Auto Alley. Nationwide in 2011, new car sales were down 2.6 per cent on 2010. "Holden's market share is down from 22 per cent to 12 per cent over a decade,'' Mr Turner said. "It's got much tougher and it's changed because of the internet these days dealers just don't need that much space,'' he said. It is a sentiment shared by Rod Smith, the dealer principal of Terry Shields Toyota and Lexus of Parramatta. "I've been on this strip now for 22 years and it's turning into a boulevard of prestige cars rather than bread-and-butter cars,'' he said. ``Strips like this will always survive, but Parramatta is no longer the dominant one.'' Next month the Auto Alley reference group, comprising representatives from Parramatta and Holroyd councils and transport, plus property and planning bureaucrats, holds its inaugural meeting to discuss Auto Alley's future. Kieran Turner, Heartland CEO, and Matthew Duncan, the CEO of Trivett, both see smaller dealerships beneath a mixture of commercial and residential high-rise as the best way to develop their land.

A few years back, I spent a week behind the wheel of Volkswagen's then brand-new Touareg 4WD — and learnt two very valuable lessons about modern motoring.The first was that the Touareg's off-road ability, like that of many modern 4WDs, far exceeded what the vast majority of its buyers would ever need.The second lesson was how a vehicle's very brawn and bulk could compromise its ability where it would be used most — in the city.Exiting a sharp turn in a multi-level car park gashed one of the Touareg's expensive mag wheels.That can happen in any car, but if the vehicle's dimensions be fit an armoured personnel carrier, it raises the odds of contact considerably.Have a good look at the rims and bumpers of the large 4WDs and people-movers in your shopping centre and you'll see what I mean.So the first hurdle we placed before Mazda's CX-9 was what we call the Westfield test.To ensure the test is conducted under real-world conditions, I load my two children, aged two and five, and tackle the Westfield shopping centre at Burwood at peak time.Seldom have I not suffered damage here. Fortunately, with the exception of the Touareg, this damage has been confined to my central nervous system.At least I'm safe in the knowledge that, should there be an accident, it will be at such low speed the CX-9's vast array of safety features — the increasingly standard alphabet of acronyms — won't be troubled.The CX-9 comes with roll-stability control, traction control, dynamic stability control, anti-lock brakes, electronic brake-force distribution and emergency brake assist.These are combined with enough airbags to engulf you if the accident's bad enough. Unsurprisingly, the CX-9 won Mazda's first five-star rating in US front and side impact testing.Having put a procession of people-movers and larger SUVs — the Touareg, the Honda Odyssey, the Mitsubishi Grandis, the Ford Territory, the Subaru Tribeca, the Chrysler Voyager, BMW's X5, the Nissan Patrol and others — through the Westfield test I know there are three areas where they get caught out.The first test is the sharp entry/exit corners. Despite a couple of anxious moments, the CX-9, with its largish 11.4m turning circle, got in and out without losing bark.Still, it required full concentration and there was little margin for error.Parking a behemoth that's more than 5m long, 1.7m high and 1.9m wide is another matter.The standard-fit reversing camera made this a painless exercise; all manufacturers of vehicles this size should make it a fixture.After a couple of weeks behind the wheel of the CX-9, I'd become used to the dimensions and found it fairly easy to park — but you can't get away from the fact it's a very large vehicle that pretty much fills a standard parking bay.How are Americans, most of whom seem to own sleds of this size, able to open their doors and actually get out?The big Mazda (it tips the scales at around two tonnes) also passed the third test with aplomb.Tailgates that open vertically are great for loading bulky packages, but less so when the paintwork is damaged after belting into the low concrete roof of a car park.This is a genuine problem with tall vehicles, but although the CX-9's hatch lifts above the rounded roofline, it stopped well clear of the 2.5m concrete ceiling.Having passed the Westfield test, the CX-9 also proved class-leading on the open road.Its 3.7-litre V6 pumps out 204kW, making it Mazda's most powerful vehicle yet. It has enough herbs to get away from the lights at a good clip; Mazda claims it will hit 100km/h in 8.5seconds, although that would be contingent on really planting the foot, especially with seven people aboard.On a drive through the winding roads of the Royal National Park, the CX-7 lived up to Mazda's zoom-zoom catchphrase and had genuinely car-like handling.The all-wheel-drive set-up teams well with the six-speed “Activematic” gearbox, and the steering becomes much firmer as you pick up speed.This get-up-and-go comes at a price, and the CX-9 likes a good drink of fuel.The claimed 13litres/100km consumption figure is optimistic. Anyone who drives mostly around town and can achieve this figure would make a monk appear extravagant.Then again, anybody who needs a seven-seater family car and can stump up the cash for the CX-9 is unlikely to baulk at the fuel bill.That's not to say the CX-9 is outlandishly priced — far from it, given the quality of its fit and finish, which approaches BMW standards.The starting price of $49,990 for the Classic is within a lot of budgets, and for $57,265 the Luxury version buys you leather trim, a mini-sunroof, powered and heated front seats and a 10-speaker Bose sound system.Visually, the CX-9 leaves its rivals well in its wake and clearly highlights just how much of a styling bungle Subaru made with its first version of the now-reworked Tribeca.But don't be fooled into thinking the CX-9 is merely a stretched version of the CX-7, as the bigger vehicle sits on a platform all of its own.The front seats and the three in the second row have an abundance of space, easily accommodating three adults in comfort. With the third row of seats folded, there's also an enormous amount of luggage space.Despite some clever trickery in access and egress, however, the third row of seats is best suited to smaller children (like most vehicles in this class, with the possible exception of Chrysler's Voyager).If, like me, you feel claustrophobic in a confined space, it's best not to go there.That small niggle aside, the CX-9 has raised the bar for people-movers and is truly a class-leading machine.

In the new millennium, consumers are spoiled for choice, particularly in the small-car segment, with a host of very capable manufacturers vying for your dollars.Which brings me to the most uplifting thing about the Cerato: its price.Just how big a factor price is in winning sales was hammered home by a city Kia dealer's radio advertisement that made scant mention of the car's "uplifting" qualities, but repeatedly pushed the sharp $18,990 drive-away price for the five-speed manual.With oodles of kit thrown in — air conditioning, electric windows, power steering, cruise control, remote central locking and a six-speaker CD player — buyers must think they're getting a bargain as they drive off the dealer's lot.It's certainly an appealing package, as long as you don't expect it to extend to an enthralling driving experience.The little Kia's interior is roomy and reasonably well laid-out, with good space for front- and rear-seat passengers.On the minus side is the quality of the Cerato's plastics, carpet and interior finish, which is at best average (or, in the case of the carpet and boot trim, rather ordinary).Exterior styling is commendable, particularly as past Korean offerings have often fallen well behind their Japanese and European competitors. The Cerato has clean, well-defined lines.Anyone considering buying a small car and driving it on city roads awash with 4WD behemoths is wise to consider safety features, and this isn't a Cerato strong point.The European safety watchdog NCAP gives it three stars out of five, with particular criticism of its poor side-impact protection. Nevertheless, the Cerato comes with dual front airbags and seat belt pre-tensioners, but ABS is offered only as an option.Despite disc brakes on all wheels, the lack of ABS shows, with the Kia's braking performance below par.Our automatic Cerato hatchback had a respectably staid zero-to-100km/h time of more than 10 seconds.The two-litre engine puts out an honest 101kW that gets it moving through city traffic at a reasonable clip.The engine would pair well with the five-speed manual on the base model, as the four-speed automatic tends to cling to the lower gears if driven at anything beyond a going-to-church-on-Sunday pace.With consumption of eight to nine litres per 100km, the Cerato isn't the most frugal car around, but it will hardly bleed you dry — unlike some sporty brethren that are addicted to high-octane, high-cost fuel.Probably the most surprising thing about the Cerato is its ride. MacPherson struts at the front and a dual-link arrangement at the rear soak up bumps far better than many more expensive cars.The downside is that this can make the Cerato feel slightly unbalanced and wafty on twisting open roads. That, coupled with steering that offers minimal feedback and the limitations of front-wheel drive, means it's not the type of vehicle you'd want to push too hard.But few people who find their way into Kia's showrooms will be expecting a performance package. They're after a new car with the lot for under $20,000, and with a three-year, 100,000km warranty to boot.You can't argue that the Cerato isn't great value. But, as we explain in today's cover story, a discerning buyer may find the best value by buying a near-new, second-hand car.

Little wonder, then, that Kia's Carnival, at $29,990, has proved to be such a hit: it offers considerable value for money for anyone willing to make a few sacrifices to save$10,000.Kia is now taking aim at a slightly more affluent sector of the market with its new, more powerful and larger Grand Carnival, priced from $36,990.The Korean giant plans to sell both the old, sub-$30,000 Carnival and the new model side by side for the foreseeable future as it attempts to increase its market share.The people-mover segment is fast becoming one of the most competitive in the vehicle industry, and makers have even tried to sex up their image.Most successful has been Honda's new-generation Odyssey, which is far more car-like in both appearance and dynamics than its predecessor.Ford has come up with a winner by offering soft-roaders such as the Territory with an optional third row of seats.With a bewildering array of choices in the market, Sunday CARSguide looks at five vehicles for the masses. Chrysler VoyagerPRICE: $55,990 to $71,990GOOD: Space, and lots of it. The 3.3-litre V6 offers a handy 128kW of power. The Stow 'n' Go option allows you a wide variety of seating and cargo options, and sliding rear doors make for easy access.BAD: All that interior space makes for a very big exterior. The Voyager feels a lot like a delivery van, and has an interior reminiscent of the early 1990s. When behind the wheel, you can't help feeling you're heading off to the local Dunkin' Donuts shop somewhere in middle America.VERDICT: This is one for the "size really matters" crowd. Extra size and power can't prevent the Voyager feeling distinctly old-school. It's also expensive. Speaking of old school, did I mention the column shift? Mitsubishi GrandisPrice: From $39,990GOOD: The Grandis has excellent interior space. functionality and style. Its tip-and-tilt seating system is one of the easiest and most useful around. Priced from $39,990, it also offers reasonable value for money.BAD: The somewhat aggressive exterior styling may not be to everyone's liking. Its height means it can't quite match the Honda Odyssey for on-road dynamics and feel.The 2.4-litre four puts out 121kW and has to work hard with a full load. Some dashboard controls are fiddly and set too far away.VERDICT: If you don't mind the looks, you should definitely test-drive the Grandis; it's a genuine rival to the Odyssey, and at a competitive price. Honda OdysseyPrice: $38,790 to $45,290GOOD: The most car-like MPV, the Odyssey has great on-road dynamics. Its interior and exterior build quality is superb.BAD: The Honda is not alone among modern cars in having the emergency brake on the floor, but it's an annoyance — even if it does allow extra space for the centre console. The test Odyssey had an acute case of reflected glare on the dashboard.VERDICT: A quality product that is quite rightly considered the leader in the people-mover stakes. The Odyssey's 2.4-litre, in-line four makes the most of its 118kW and is reasonably frugal, but fitting the 140kW engine from the outstanding Accord Euro would make things even better. The rear seats are best suited to pre-teens. Ford TerritoryPrice: $39,490 to $56,320GOOD: The new ZF six-speed transmission fitted in the AWD version of the Territory is a huge leap forward for Ford. Its AWD system is one of the best, and the Territory proved sure-footed during a three-hour trip along the freeway from Sydney to Newcastle in a torrential downpour.The Territory can go places the other four in this comparison can't,, but it's not a fair dinkum off-roader.BAD: The six-speed tranny and AWD are expensive options, as is the third row of seats.The four-litre, six-cylinder motor delivers a healthy 190kW, but driven with enthusiasm, it gulps down considerably more juice than Ford's claimed 12.2 litres per 100km for the RWD and 12.8 for the AWD.Again, the third row of seats is strictly for pre-teens. Interior fit and finish are good by local standards, but can't match the Japanese.VERDICT: Most versatile of the five, but you pay handsomely for AWD anda six-speed gearbox. Though not the best vehicle for transporting seven people, the Territory wins points for its across-the-board potential and would suit a family of four or five who need two extra seats on occasion. Kia Grand CarnivalPrice: From $36,990GOOD: It's obvious why the base-model Kia, at $29,000, is Australia's best-selling people mover. For $7000 more, you can now get what is effectively a completely different vehicle.Interior and exterior remain bland, although the Grand Carnival wins points for the functionality of its eight seats. An enormous rear luggage space is achieved by placing the spare wheel under the centre of the vehicle. The sliding rear doors are generally easier to access than those on the Odyssey, the Grandis or the Territory.A big improvement is the new 3.8-litre V6, which increases power from 132kW to 184 and torque from 220Nm to 343.BAD: Engine problems with the earlier base model dented the Kia's reputation and hurt re-sale values. This will have flow-on effects to the Grand Carnival, despite it being a different vehicle.It's still clearly built to a price, with dynamics and general feel below that of the other vehicles in this test; in particular, the steering felt indirect. The new engine has loads more power, but you pay at the bowser, with Kia claiming a best-scenario fuel consumption of 12.8 litres/100km. Like the Odyssey, the Kia has a foot emergency brake.VERDICT: Money talks, and the Grand Carnival is a bargain buy that will garner healthy sales. The Odyssey and Grandis are better vehicles overall, but the Kia scores points for size and power. The winner ...HONDA'S Odyssey remains the one to beat. Although the Grandis runs a close second, the Odyssey outsells it by almost six to one. The Territory is a genuine option if you want to get a little way off the beaten track. The Grand Carnival is good value despite the price increase, and the Voyager is for those who really value their personal space.Most prices quoted in this story exclude dealer delivery and statutory prices