Holden Reviews

Holden is about to replace the Colorado one tonne ute with a new generation model. We thought it would be interesting to revisit the current version just before model change. It's been around for years and is built in Thailand.This particular vehicle has a petrol 3.6-litre, 157kW/313Nm Alloytec V6 as well as LPG - a dual fueller. It's the base model LX dual cab 2WD auto selling for $39,840 with LPG.OLD SCHOOLThe interior looks its age but is serviceable and practical for tradie use. The vinyl floor mats are handy. There's no Bluetooth phone or audio but you get AUX connection for your music. The rake adjust only wheel doesn't have any supplementary controls at all and the wipers are just intermittent, not variable. We like the old style key ignition system and the centre console mounted hand brake.The four-speed auto will disappear with the next gen' Colorado. It's not that the tranny is no good but it doesn't help fuel economy, performance or emissions controls.The LPG tank on this vehicle takes over the spare wheel space under the load tray. It's relocated into the load tray - bit of an issue. Liquid Propane Injection LPi will be on the new model - it is much more efficient than this system.CHEAPBut there's no denying how cheap the Colorado is to run on LPG especially as gas is around 60 cents a litre with 91 ULP up over $1.40 a litre. It's not sharp off the mark on gas but goes better once up and running. We are such cheap skates we hardly used petrol and it only cost about $25 for the week in gas ... impressive.PETROL POWERIt goes better on petrol but if you are a tradie watching your dollars, what does it matter unless you are towing something really heavy. There's a 76 litre petrol tank from which the Colorado will guzzle at a rate of 13.7-litres/100km.PRACTICALITIESIt weighs in at around 1700kg and has a five passenger capacity - all with three point seat belts. The cabin is roomy and access is easy to all seats. Though it's only a 2WD, all Colorados have a high 4WD ride height which is a plus. The load tray is a decent size albeit compromised by the relocated spare. Payload is an impressive 1000kg plus. The limited slip differential is a bonus in slippery going as are the lug-type tyres. Holden uses a quick-fit vinyl tonneau cover on Colorado.COMFORTDespite having leaf rear suspension and torsion bars up front, the Colorado is quite comfy offering a supple ride and good noise damping. Competitor utes are much firmer sprung and not as good to drive on a day to day basis. It has a reasonable turning circle but the steering has a dead feel. The audio system is rudimentary and the seats could do with better adjustment options.VERDICTInteresting drive, definitely showing its age in many areas but could be good buying in run out mode especially with dual fuel option. Safety rating is three star.HOLDEN COLORADO LXPrice: from $39,840Engine: 3.6-litre, 157kW/313Nm Alloytec V6 as well as LPG - a dual fuellerTransmission: four-speed autoSafety: 3 starThirst: 13.7-litres/100kmWeight: 1700kg  

It's a better looking car that's for sure. But it will be buyers who decide whether Holden's new Barina cuts the mustard in this increasingly important section of the market. Although sourced from Korea like its predecessor, it's an entirely new car with no lingering links to the Daewoo franchise. The Cruze which is

The charge of the light car brigade has picked up pace with Holden's new Barina hatch. It leads the charge with a five-star safety rating, a host of standard features and keen pricing.Holden spokesman John Elsworth says it will change people's perceptions of their light cars. When it arrives in November it will come in one trim level only to make it easier and simpler for Holden, dealers and customers, Elsworth says.The new TM Barina is built in South Korea, but is part of a global GM platform that included Australian design and testing input. The car will be sold under various names such as Chevrolet Aveo in more than 60 countries. A sedan version arrives here early next year.While the Barina Spark will continue to be sold as a bargain basement model, the new Barina hatch is targeting the over-$15,000 light car segment where buyers expect a little bit more. So Holden has thrown a lot of standard features at its one-trim hatch including Bluetooth with audio streaming, cruise control, rear spoiler, USB/iPod connector, follow-me-home lighting, and 15-inch alloy wheels. An obvious omission, though, is parking sensors.The five-speed manual transmission is listed at $15,990 and at launch will sell for $16,990 drive away. The six-speed auto adds $2000 to the price. Marketing manager Emma Pinwill says motorists would have to buy the second or third trim level in other models to match the Barina's feature package."There are more than 30 brands in this segment - it's one of the most competitive in the world - and consumers demand more advanced value-packed products," she says.Holden lead development engineer Adam Shaw says their engineers have injected Holden DNA into the Barina hatch. By that he means the car was tested on our roads and in our weather conditions to calibrate the transmission, ride and handling to suit Australian customer standards for noise and vibration, as well as local standards for fuel economy and emissions.It is powered by a 85kW 1.6-litre petrol engine. While a diesel engine is available in other markets, Holden is adopting a wait-and-see approach. The automatic transmission has Active Select adaptive shift controls, with a wide ratio spread featuring a long first gear for rapid acceleration and a tall top gear for highway cruising with low fuel consumption. Shaw says it has 11 per cent more power than the TK Barina and 7 per cent more torque.Yet fuel economy has improved from 7.2 litres per 100km for the manual TK Barina (7.6 auto) to 6.8 (man) and 7.3 (auto). Likewise, CO2 emissions have been reduced from 171g/km (182 auto) to 162/174. Despite the use of lightweight materials and suspension components, the car uses thicker and heavier glass to reduce noise.Holden designer Richard Ferlazzo says their designer, Ondrej Koromhaz, was sent to South Korea a few years ago to lead the exterior design project for the Barina. "It's a truly global car and we're proud to say that Ondrej is one of our designers," he says. "The objective we gave him was to design a serious small car with a fun spirit."While most of the cars in the light segment are cute, Feralzzo says the Barina is a bit more "masculine and robust", featuring motorcycle inspiration in the headlights and instruments. "Most small cars have a cheap and cheerful happy look," he says. "This has a little bit of a frown and assertiveness. For a small car it's tough and nuggety."The cabin features more than 12 storage spaces in the front passenger compartment, including cubby holes above and beside the centre stack, on top of the dashboard, in the doors and centre console, and a two-part glovebox. It comes in seven exterior colours with metallic paint costing an extra $500.Pinwill says accessories include "lots of bling" such as chrome light surrounds and alloy pedals. "This is a style-conscious market," she says. "It's no secret that this segment is skewed to females, but the sporting orientation gives us the chance to market at males as well."The Barina has scored a maximum five stars in the latest ANCAP safety ratings. Shaw says this is due to the structural integrity of the body and chassis which includes high-strength steel, crumple zones, tubular door beams, a protected fuel tank and reinforced A and B pillars. There are also five seatbelts with pretensioners in the front, six airbags, collapsible pedals and pedestrian protection in the bonnet and bumpers. It also has stability and traction control, plus a suite of braking safety technology.The photos show a wide-legged, muscular hatch, but the wide-angle lens shots accentuate the features. It's not that macho in the flesh/metal. However, it is a tidy design with an aggressive set of "teeth and eyes".Inside, the plastic trim looks a lot softer than it actually is, but it's still good quality with a lot of handy receptacles to store mobile phones, iPods, wallets, coins, etc. The iPod connector plugs are conveniently located in the upper glovebox. Fit and finish is every bit as good as its Japanese and Korean colleagues.However, the levels of wind and road noise are much better. This feels a refined and civilised car to drive in the city and no less harsh on the open road.  It hits potholes without fuss and feels solid and unshaken. The five-speed manual is a slick gearbox with a light clutch that is easy to use in heavy traffic.The auto tends to flare and hunt around a bit too much, especially under acceleration or up hills. Steering is light enough for carpark situations with an assured feeling on the highway. The brake pedal feels firm and the stoppers are responsive even though it has drums on the rear like many of its kinfolk.It may only be a small car, but it feels big inside. The outer limits of the body are difficult to see, so parking sensors would be handy. The front seats have plenty of adjustment and the steering wheel is adjustable for reach and height, so it is easy to get a suitable position for any driver. Rear leg and head room is ok for adults, but boot space is tight. The rear seats fold down and have a 60-40 split for cargo flexibility.

If the question was posed as to what was Holden's third-best selling model in Australia was, would this car be the answer? It should be. If you combine Captiva 5 and 7 sales, the wagon range is third behind Commodore and Cruze. Given the market's appetite for SUVs it's not hard to see why, but a recent stint in the top-spec LX petrol model raised doubts about its comfort day-to-day. The mid-spec turbodiesel CX seven-seater has turned the tables.The $39,490 CX turbodiesel costs an extra $1000 above the lacklustre three-litre petrol V6 but it's money well spent. The features list is not short of gear - fog lamps, power-adjustable heated exterior mirrors, cloth trim with a leather-look bolster, functional and easy-to-use seven seater set-up, cruise control, rear parking radar, a trip computer (within a quirky but informative centre display), a leather-wrapped steering wheel with phone, audio, cruise control and even fan switchgear. There's also Bluetooth link for the phone and sound system, automatic headlights, a six-speaker 6CD sound system (but lacking a USB input), climate control, power windows and three 12v outlets.Top of the list for technical highlights is the new double-overhead cam 2.2-litre intercooled particle-filtered turbodiesel, which employs a variable-geometry turbocharger - the turbo's vanes adjust to the best angle for the engine's demands, something that is becoming more common in the new-car ranks. Fuel is supplied via a common-rail direct fuel injection system, using multiple fuel injections for efficient but quiet combustion (the extra injections reduce the diesel rattle). The all-wheel-drive system runs predominantly front-wheel drive, bringing the back end into use when required by means of an electronically-controlled clutch-pack within 100 milliseconds from 100 per cent front to as far as 50/50 front to rear.Looking sharper and less "Plain Jane" than its predecessor, the current Captiva's narrower headlights and gaping front air intake give it a handsome snout, while the twin-piped rear end is less adventurous. The cabin's seven-seater set-up is user-friendly, with the third-row quite literally child's play to operate, although there's not a massive amount of room for cargo with all three rows upright. The driver and front passenger do get plenty of space in the centre console, with the sliding cupholders opening to reveal a good storage space below, but the seating could be a little more cushioned - to sit in rather on.Aside from the inherent safety of an all-wheel drive system. The active safety features list encompasses stability, roll-over and traction control, anti-lock brakes with brakeforce distribution and brake assistance systems. While the Captiva doesn't pretend to be a mud-plugging rock-hopper SUV, it does have hill-descent and hill-start assist systems. There are dual front and side airbags up front, as well as side curtain airbags.Just because it's the most expensive, doesn't make it the best - that's the lesson learned from the LX Captiva. Stop, take a breath, give the satnav (which was a bit out of whack in the LX) a miss and get into a CX turbodiesel. The turbodiesel is quiet (and well-insulated from cabin as well) but has a solid band of grunt with which the automatic works well. There's a brief hesitation on take-off but the diesel has character, unlike the three-litre V6, which feels dulled (and nowhere near its output claims) and doesn't team as well with transmission. It's reasonably frugal too, despite being driven with scant regard for fuel economy - we averaged 10.5 according to the trip computer, 65 litre tank.The other area where the CX excelled was the ride, which was apparently thanks to 18in wheels and slightly taller-sidewalled tyres (the LX has 19in wheels and lower-profile rubber). This is where the CX pulls ahead of its more luxurious counterpart - the ride comfort is much better and yet the CX can still be flung at a corner well above the recommended speed sign (but below the speed limit, may I hasten to add) without fear of massive body roll or an electronic driver aid frenzy. Unsealed surfaces are also easily traversed at speed, with the AWD system more responsive in bringing the rear axle into play than some of its on-demand AWD opposition, all without paranoid reactions from the stability and rollover control systems - although I still have a personal preference for a 50/50 ballpark split a la Subaru.In five-seat mode the boot space is a reasonable 465 litres, although it suffers a little for depth with the presence of a third row of seats. For big loads the back seats drop to expand that figure to 930, or for serious (and long) loads, the front passenger's seat can folded down to increase the loadspace to a claimed 1565 litres, says Holden. Folding out the third row is a simple enough task, with enough accommodation for average-sized adults on a short hop, or kids for a longer day-trip, but pack light if you're transporting 7 - there's only 85 litres of cargo space.

Holden has performed magic on its Captiva SUV with new engines, transmissions, features, a new look and extra kit all thrown into the mix. It makes a powerful argument especially considering the value pricing.We got hold of the "European" look, Captiva 5 front wheel drive petrol 2.4 — bottom of the range and came away quite impressed, especially given the $29,990 pricing for the six-speed auto. The six-speed manual is two grand less.Hard to beat unless you look to the Chinese. We know where we'd put our money — on a Captiva every time. The vehicle we drove had plenty of kit including a multi mode trip computer, decent audio, remote central locking, climate control, power ancillaries, an electric parking brake and park assist to name a few goodies.Not bristling with "tech" but gets variable valve timing in the engine for efficiency gains. Six-speed auto has sequential manual change and the wheel has multiple controls for the audio. Auto headlights are handy as is the large centre console box that could be the biggest in the business.Variation on the original which was quite handsome. There's a new face this time and detail changes to body hardware — same on the inside. It has plenty of room for five and a large load space. The rear seats fold flat and the overall dash layout is easy to use even though the amber lighting on some of the instruments, particularly the trip computer, makes it hard to read.Not rated by ANCAP yet but we'd suspect it would gain a five star pass. Plenty of primary and secondary safety features including six air bags, stability control, active rollover protection, hill start assist, brake assist. Everything you'd expect in a new car today.Surprisingly good if a little thirsty clocking up 10.3 litres/100km. The 2.4-litre twin cam engine has acceptable performance with 123kW/230Nm on tap. Holden claims 9.1-litres/100km which could be do-able.It's a Euro 4 engine so emissions are low and the whole shooting match is easy on the ear and smooth running. It is capably assisted by the slick six speed auto. Ride is firmer than expected — quite sporty actually as is the handling — good for an SUV. You can punt it around corners without worrying it may tip over. The steering is pretty good to as are the brakes.

New-age diesels in every size and price class promise more kilometres from every litre and more kilometres between refills, thanks to massive advances in efficiency and refinement.The days when diesels were black-smoke rattlers, and only favoured by farmers with a diesel tank to top-up their Benz or Peugeot, are long gone. The diesel-engined Ford Territory easily outsold the petrol-powered model during its first month in showrooms, reflecting the backlog of buyers who now put diesel first.But is diesel the right choice for everyone?Petrol power is also more efficient than ever in 2011, LPG is making a solid surge, especially with a new gas-powered Falcon on the road and a Commodore coming soon, and it still costs more to choose a diesel.At the most basic level, new-car buyers need to work out how quickly the extra cost of a diesel car will be recovered. If it takes three years and you plan to keep the car for five, that's all good. But if it takes seven years to make up the difference and you only plan to keep the vehicle for five, then ... So it's a horses-for-courses situation. The more you drive the more a diesel makes sense.Diesels generally have the advantage of lower fuel consumption, and many modern diesels can also get 1000 kilometres from a single tank, as well as a tougher engine to cope with the higher compression and better values at resale.Diesel is already the first-choice pick with some luxury brands, as BMW's diesel-powered fleet has outsold the petrol models through the first half of 2011 and Mercedes is also reporting record diesel sales on its C and E-Class cars.Most European-built cars have always had diesel variants and the 4WD and SUV classes have also been long-term diesel strongholds, but the move to maximise fuel efficiency means they're also appearing in baby and small cars in Australia.It's in these price-sensitive segments where choosing a hi-tech oil-burner can represent up to 15 per cent of the cost of the car. Buying a diesel Holden Cruze adds up to $4000 to the price and if you pick a Ford Focus with diesel the extra cost is around $4300.The good news is that diesel cars will maintain their price advantage at resale time, says Glass's Guide managing director Santo Amoddio."The only area where the diesels aren't strong is the manual four (cylinders)," he says. "In Europe it's the sensible way to drive but Australians have yet to embrace the idea of manual-powered small diesels, so the used values reflect that."Amoddio says diesels are a quick way to cut fuel use and CO2 emissions."There's a lot of talk about electric cars and hybrids but I think diesel is the way to go for private buyers at the moment in terms of costs of running and resale," he says. "That's especially the case in the medium in large SUVs. For example, we expect the turbodiesel Ford Territory to outsell the petrol model. It's probably two years too late to market but it's a good engine and will suit that application."The diesel engine in the Territory is up to a $5000 option but in this class people often believe they need the extra towing capacity of the diesel, yet then don't order the heavy-duty towing pack, which pulls it back to the 1600kg the six-cylinder petrol engine can haul.At Ford's claimed fuel use rates of 8.2 litres for the diesel against 10.6 litres for the petrol it will take about six years travelling 15,000 kilometres a year (assuming the same pump price for both petrol and diesel) to recover that five grand.The relative difference between diesel and petrol models isn't usually as big on SUVs as it is with the smaller cars.Choose diesel on a Toyota Prado and it's a $1000 premium, while Subaru's Outback is $2000 more with a diesel donk - but only comes as a manual - and the Mitsubishi Pajero is around $3000 dearer with an oil burner.Step up to the larger off-roaders and Nissan's turbodiesel Patrol is $3000 cheaper than the comparably-equipped petrol model, Range Rover offers $500 off its diesel Evoques and diesel is the entry option for Audi and BMW's SUV ranges.Diesel is even the preferred option for the Toyota LandCruiser despite its $10,000 dearer purchase price.The traditional argument that servicing costs are higher is also starting to lose momentum. Ford has capped servicing costs for the new Territory and the diesel is only $20 dearer at $290 for each visit to the dealer.It's a similar story with the Polo - over the first five services and/or five years the diesel is about $100 cheaper to maintain at $1910."If you know what you plan to do with the car it isn't hard to work out whether you should buy diesel or petrol," Amoddio said. "About five years ago diesels accounted for 1 per cent of passenger vehicles in Australia - now it's nudging 10 (per cent). It's the improvements in refinement that have driven that and we see that trend continuing."VW Polo ComfortlinePetrol (diesel)Price: $19,850, ($22,350)Engine: 1.2-litre turbo petrol (1.6-litre turbodiesel)Outputs: 77kW/175Nm (66kW/230Nm)Transmission: Six-speed manual (five speed manual), front-wheel driveFuel use: 5.5 litres/100km, 128g/km CO2 (4.7 litres/100km, 124g/km CO2)Weight: 1048kg (1115kg)Price after three years: $10,900 ($12,500)Percentage of new cost: 55 per cent (56 per cent)Annual fuel cost* $1152.30 ($979.21)Diesel saving of $173.09 a year means it would take 14.4 years to recover the $2500 difference in purchase price.Holden Cruze CDPetrol (diesel)Price: $22,240 ($24,990)Engine: 1.4-litre turbo petrol (2.0-litre turbodiesel)Outputs: 103kW/200Nm (110kW/320Nm)Transmission: six-speed manual (both), front-wheel driveFuel use: 6.4 litres/100km, 146g/km CO2 (5.6 litres/100km, 147g/km CO2)Weight: 1329 (1489)Price after three years: $11,100 ($15,100)Percentage of new cost: 50 per cent (51 per cent)Annual fuel cost: $1340.86 ($1166.72)Diesel saving of $174.15 a year means it would take 15.8 years to recover the $2750 difference in purchase price.Mercedes-Benz C-Class 250 AvantgardePetrol (diesel)Price: $67,900 (both)Engine: 1.8-litre turbo four-cylinder (2.2-litre twin-turbodiesel)Outputs:150kW/310Nm (150kW/500Nm)Transmission: seven-speed automatic, rear-wheel drive (both)Fuel use: 7.2 litres/100km, 167g/km CO2 (5.1 litres/100km, 134g/km CO2)Weight: 1480kg (1587kg)Price after three years: $36,700 (both)Percentage of new cost: 54 per cent (both)Annual fuel cost: $1508.42 ($1062.54)The same price for both cars means a diesel Merc owner will pocket more than $445 a year in lower fuel bills.Ford Territory 2WD TXPetrol (diesel)Price: $39,990 ($43,240)Engine:4.0-litre six-cylinder (2.7-litre V6 turbodiesel)Outputs:195kW/391Nm (140kW/440Nm)Transmission: Six-speed automatic, rear-wheel drive (both)Fuel use: 10.6 litres/100km, 240g/km CO2 (8.2 litres/100km, 217g/km CO2)Weight:Price after three years: $22,000 ($25,100)Percentage of new cost: 55 per cent (58 per cent)Annual fuel cost: $2220.81 ($1708.40)Diesel saving of $512.41 a year means it would take 6.3 years to recover the $3250 difference in purchase price.Toyota LandCruiser 200 VXPetrol (diesel)Price: $88,414 ($98,664)Engine: 4.7-litre V8 (4.5-litre V8 diesel)Outputs: 202kW/410Nm (195kW/650Nm)Transmission: Five-speed automatic (six-speed automatic), four-wheel driveFuel use: 14.5 litres/100km, 341g/km CO2 (10.3 litres/100km, 273g/km CO2)Weight: 2610kg (2675kg)Price after three years: $53,900 ($60,200)Percentage of new cost: 61 per cent (both)Annual fuel cost: $3037.89 ($2145.92)Diesel saving of $891.96 means it would take 11.5 years to recover the $10,250 difference in purchase price.*Fuel costs calculated based on national petrol average last Friday of $143.5 a litre for petrol and $142.7 a litre for diesel. Annual travel of 14,600 based on Australian Bureau of Statistics' average for the national vehicle fleet.

…and competent budget cars rolling out of Australian showrooms.Cheap in 2011 no longer means tin-can terrible; from $11,790 for the Suzuki Alto to $12,990 for Nissan's Micra there's the choice of five, five-door hatchbacks safer, better-equipped and better-built than ever.Ten years ago the cheapest cars on the local market were the likes of the three-door Hyundai Excel at $13,990 and the Daewoo Lanos at $13,000.Since then average Australian income has jumped 21 per cent in real terms according to the ACTU even though petrol's gone from 80 cents a litre to $1.40 and more.But car prices have fallen in real terms, thanks to increased competition, a strong dollar and new brands headed this way from China.Technology, trickling down from higher-priced machines or, like stability control, mandated by authorities has made these budget cars more attractive than ever.Malaysian maker Proton were among the first to slice retail prices in the face of a feared onslaught from China, dropping the $11,990 S16 sedan into the light car battle market last November.Now Suzuki has taken the lead on pricing. (And Proton, with stock tight while waiting for a replacement, perhaps cheaper, model later this year couldn't make it to this comparison with an S16.)Their rivals are all finding new homes. While the overall car market is sluggish, down 5.3 per cent on last year, light cars have slipped only 1.4 per cent. Some 55,000 light cars were sold to the end of May, the second biggest segment after small cars and ahead of compact SUV sales figures.Suzuki Australia's general manager Tony Devers says the light car segment has grown dramatically over the past five years as Australians become more urbanised, more inner-city focussed.For Suzuki, light car buyers are split into two camps - over-45s looking for a second car and under-25s looking for university and city transport."What's the alternative - a four or five year old car with less fuel effciency and safety?" Devers says.VALUEYou get a surprising amount of kit in a cheap car these days: electric mirrors (in all but the Alto), airconditioning, plenty of safety equipment, electric windows (front only, but all four in the Chery) and quality sound systems.There is only $1200 between the cheapest and the dearest and the resale values are pretty close, too.Vehicle sizes are also much the same as is power. You would have to be Mark Webber to pick the difference between the least powerful (Alto 50kW) and the most powerful (Chery 62kW).The Micra wins on features with Bluetooth, USB input and steering wheel audio controls, but it is also the most expensive.The Alto is cheapest, but doesn't miss out on too many creature comforts except electric mirrors. And for an extra $700 the GLX has fog lights and alloys.TECHNOLOGYThe four cheapies we tested come with the new age of downsized engine. In the Micra and Alto, they are three-cylinder powerplants. The three-cylinder models were a little rough at idle, but so economical they mark the way of the future for city cars. In real world conditions, it was difficult to pick any power differences."It's surprising they are three-cylinder cars," says guest tester William Churchill. "They're pretty zippy for a three." On a low-tech note, it is difficult to distinguish the lock and unlock buttons on the Alto and Chery key fobs, while the Micra adds a car locator button that blows the horn.DESIGNThe Micra looks the most grown up and least quirky, having lost its bug eyes in the latest restyle. It also sits the nicest on its wheels, with marginal gaps in the wheel arches.One of our guest test-drivers, Amy Spencer, says she liked the slightly SUV look of the Chery. It also has smart alloy wheels and an instantly appealing interior.The Chinese have tried hard to funk up the cabin space, even if the seats lack support and some of the fit and finish isn't the best. Alto and Barina look similar on the exterior. Inside, both have comfortable and supportive seats, but the Holden trip computer is a bit too fussy and busy for easy reading.Cabin dimensions are similar across the four, although the Micra has best back seat legroom and the most luggage capacity, while the Alto's boot is tiny.The Chery also scored points with Spencer for its handy dashboard storage compartment.She and fellow volunteer test driver Penny Langfield also noted the importance of vanity mirrors on the visors. The Micra and Barina have two vanity mirrors, while the Chery has one on the passenger's side and Alto has one on the driver's side.SAFETYLangfield commented that safety is one of the most important aspects to consider."That is the thing you worry about the most with a small car," she says.But cheap doesn't mean they have scrimped on safety features. All have electronic stability control, ABS and electronic brakeforce distribution.The Chery has only dual front airbags, but the rest come with six airbags.According to the Australian New Car Assessment Program, the Chery has a three-star crash rating, Barina and Alto four stars and the Micra has not yet been tested, but the previous model with only dual front airbags had a three-star rating.DRIVINGWe took our three young volunteer drivers on a short city-based drive with plenty of hills and some freeway cruising. The Chery suffered a little from being straight out of the box with only about 150km on the odo and most of that on test.It may still be bedding in the brakes, but they felt mushy until they warmed up. Then they got a bit firmer, but still lacked initial bite and feel.The Chery's airconditioning also has a ringing sound in the fan which may go away after a while.We also noticed it revved a bit when you pushed in the clutch, indicating perhaps a slightly sticky throttle while still new.Yet the Chery drew favourable comments from all quarters for its responsive and "zippy" engine. However, Langfield noted it was "a bit sluggish coming up the hill"."I've heard all the hype about this being the cheapest car, but it goes better than I thought it would," she says. Spencer was rapt with the sound system: "It's great when you ramp it up."However, she instantly fell in love with the Micra."I liked this car from when I reversed it out of the carpark. It's quite zippy. I love the big mirrors. I like how the dashboard gives it a bit of space. It's not cramped up."She also liked the fact the seat height adjustment in the Micra and Suzuki: "It's great for short people."Churchill says the Micra's instruments are easy to read and found the audio controls on the steering wheel convenient."Smooth" was the word for Langfield to described the power, gearshift and ride."It's got a good audio system. The radio is nice and high," she says as she pumps up the volume on Triple J. She also likes the ample cup holders.The Barina is a no-fuss, solid and strong city car. "It's simple to drive but the LCD screen on the instrument panel is a bit distracting and very busy," says Churchill. Langfield agrees, but says, "I'm sure you would get used to it after a while."She liked the "smooth gear action" but found it "a bit gutless in places, but it picks up when you need it".The Suzuki surprised us all with its plucky three-cylinder engine. "It takes off when you want it to. It feels more intuitive and responsive," says Langfield.But Spencer laments the lack of boot space. "There'll be no camping weekends with this boot."Churchill says the gearshift was easy and the clutch feels light. "It's the most simple to get in and just drive."VERDICTThe Chery is the real surprise. It's better than we thought and attracted some good comments for styling, audio and power.The Barina feels safe, strong and reliable, while the Micra feels the most refined, although the most expensive. But we have to agree with the punters.While we found good and different points across the four we appreciate the Suzuki's willingness and price point as the leader of this pack.Last word goes to Langfield: "All these cars are better than my car so I really can't complain."VOTINGPenny Langfield: 1 Alto, 2 Micra, 3 Barina, 4 Chery. "It just feels good to drive. You feel like you are driving a real car, not a toy".Amy Spencer: 1 Micra, 2 Alto, 3 Barina, 4 Chery. "An all-round good car. It has a bit of storage space and just looks and feels good to drive."William Churchill: 1 Alto, 2 Barina, 3 Chery, 4 Micra. "I can get in and didn't need to get used to driving it. The dashboard is also easy to use."SUZUKI ALTO GLPrice: $11,790Body: 5-door hatchbackEngine: 1 litre, 3-cylinder 50kW/90NmTransmission: 5-speed manual (4-speed auto option)Fuel: 4.7l/100km; CO2 110g/kmDimensions: 3500mm (L), 1600mm (W), 1470mm (H), 2360mm (WB)Safety: 6 airbags, ESP, ABS, EBDWarranty: 3-year/100,000kmResale: 50.9%Green rating: 5 starsFeatures: 14-inch steel wheels, A/C, aux input, full-size steel spare, front power windowsBARINA SPARK CDPrice: $12,490Body: 5-door hatchbackEngine: 1.2 litre, 4-cylinder 59kW/107NmTransmission: 5-speed manualFuel: 5.6l/100km; CO2 128g/kmDimensions: 3593mm (L), 1597mm (W), 1522mm (H), 2375mm (WB)Safety: 6 airbags, ESC, ABS, TCSWarranty: 3 year/100,000kmResale: 52.8%Green rating: 5 starsFeatures: 14-inch alloy wheels, front power windows, A/C, USB & Aux audio input, auto headlights off, optional full-size spareCHERY J1Price: $11,990Body: 5-door hatchbackEngine: 1.3 litre, 4-cylinder 62kW/122NmTransmission: 5-speed manualFuel: 6.7l/100km; CO2 159g/kmDimensions: 3700mm (L), 1578 (W), 1564 (H), 2390 (WB)Safety: ABS, EBD, ESP, dual front airbagsWarranty: 3 yr/100,000kmResale: 49.2%Green rating: 4 starsFeatures: 14-inch alloys, full-size steel spare, A/C, 4 power windows and mirrorsNISSAN MICRA STPrice: $12,990Body: 5-door hatchbackEngine: 1.2 litre, 3-cylinder 56Kw/100nmTransmission: 5-speed manual (four-speed auto option)Fuel: 5.9l/100km; CO2 138g/kmDimensions: 3780mm (L,) 1665mm (W), 1525mm (H), 2435mm (WB)Safety: 6 airbags, ESP, ABS, EBDWarranty: 3 year/100,000km, 3-year 24-hr roadside assistResale: 50.8%Green rating: 5 starsFeatures: Bluetooth, A/C, 14-inch steel wheels, full-size steel spare, aux in, front power windowsPROTON S16 GPrice: $11,990Body: 4-door sedanEngine: 1.6 litre, 4-cylinder 82kW/148NmTransmission: 5-speed manualFuel: 6.3l/100km; CO2 148g/kmDimensions: 4257mm (L) 1680mm (W) 1502mm (H), 2465mm (WB)Safety: Driver's airbag, ESC,Warranty: three year, unlimited km, 24-hour roadside assistResale: 50.9%Green rating: 4 starsFeatures: 13-inch steel wheels, full-size steel spare, A/C, remote central locking, front power windowsUSED CAR OPTIONSTHERE are a number of options to an all-new light car if shopping for something secondhand and sensible.Among these, Glass' Guide lists manual versions of Honda's 2003 Civic Vi five-door hatchback at $12,200, the 2005 Toyota Corolla Ascent sedan at $12,990 and Mazda's 2004 Mazda 3 Neo (sedan or hatch) at $12,400.The Civic impressed at the time with good interior space and comfort, reliable reputation and a long list of gear including dual airbags, ABS plus power windows and mirrors.The Mazda3 range was an instant hit with critics and consumers, bringing style back to the marque. The Neo's standard gear included air-conditioning, dual airbags, CD player plus remote central locking. Toyota's Corolla has long been a safe and solid performer in the small to compact class; 2005 versions arrived with dual airbags, air conditioning, ABS and proven reliability.

I was ready to spend the next 600 words bagging out this car. But then the boss (she who must be obeyed) reminded me who Holden's Barina Spark is targeted at. And that's city dwellers who just want something cheap to get them from A to B. Something that's easy to park and doesn't use too much fuel. At a starting price of $12,490 plus on road costs, the Barina Spark (not sure what the deal is with the dual name) does this admirably.Built in Korea like most Holdens these days, Spark is one of the new breed of tiny hatches with a small footprint and deceptively large interior, a little like Doctor Who's time machine.The design is funky and kind of cute, even to someone of the definitely wrong generation like myself. It's a design that's been popular in Japan for many years where space has always been at a premium, but is just starting to gain a foothold here.Spark sits on a set of the tiniest wheels and tyres that we've seen for some time, with 14 inch 155/70 profile tyres. The colour palette is bright and attractive, especially the metallic green of our test vehicle.The cool instrument cluster takes its inspiration from motorcycles, with steering wheel audio controls and a four-speaker AM/FM audio system, with CD player, iPod/iPhone AUX input and a USB input for MP3 players. Sounds pretty good but the playback quality is average. The trip computer details distance to empty but not average fuel consumption. Bluetooth is noticeably absent.Spark gets a five-star rating in the Federal Government's Green Vehicle Guide (same as a hybrid Prius) but the jury is still out on safety on safety because it's yet to be crash tested. It does however come with six airbags, electronic stability control and anti-lock brakes as standard.Spark is powered by a similarly tiny 1.2-litre four cylinder petrol engine that delivers the best fuel economy of any Holden currently available, but probably less torque than any other model too. The 1.2-litre in-line DOHC 4-cylinder 16-valve engine produces 59kW of power at 6400 revs and maximum torque of 107Nm at 4800 revs. It's mated to a tried and true five-speed manual, but surprisingly there's no automatic.Given it's role as a city car where you're going to spend plenty of time sitting in traffic, this is hard to fathom? Fuel economy is officially rated at 5.6 litres/100km, but it has a small tank.Torque's the stuff that gets you up and running quickly and provides the pulling power to dispatch long hills. In this context, let's just say hills are best taken at a run and the best idea is to stay in low gear and keep the revs up. If you get caught behind someone, it's not going to be pretty.We gave our entry level CD model a damn good thrashing and were surprised to find how refined the ride is. It also handles quite well to a point, but it's easy to engender plenty of tyre squeal.The seating position is upright and close to the steering wheel and that means keeping your accelerator foot in a prone position for long periods which can become tiring. The clutch action is light but it can be difficult at first to operate smoothly, particularly holding the car on hills and during stake offs. Being so close to the wheel we found ourselves continually knocking the fan speed control for the airconditioning.For another $1500 the CDX model adds a few more goodies. You get what you pay for and this case that's slightly better performance than the segment leading Suzuki Alto, which comes with a 1.0 litre engine.

The SV6 was a direct response to the success of Ford's XR6, which had pretty much buried the Commodore S, Holden's previous six-cylinder sports sedan.It's almost 20 years since Ford unveiled the XR6, so it's taken a long time, but there's no doubting that it has built a following among owners who believe you don't need to Drive a V8 to be sporty.As Ford's flyer has ascended the throne Holden's S has got lost in the traffic. To compete Holden needed a new hero six; that came in the form of the SV6.The SV6 built on the already sporty stance of the VE with added body enhancements to give it an even sportier look.Under the bonnet it had a high output version of the 3.6-litre double overhead camshaft Alloytec V6 that put out 195kW at 6500rpm and 340Nm at 2600rpm.Buyers could choose between a five-speed manual gearbox and an upgraded five-speed auto with a manual shifting option.Underneath it had a combination of MacPherson Strut front suspension and independent rear suspension, power steering and larger, more fade resistant ABS-supported disc brakes front and rear.With a body that was 50 per cent stiffer than the old model's, a new suspension set-up and close to 50/50 weight distribution the SV6 was blessed with a handling balance more associated with European models. On the road it was a revelation. It sat flat on the road, soaked up bumps with aplomb and went where it was pointed.Inside was a different story. Awash in dark tones and dull grey plastics, the new cabin was plain and a trifle disappointing.The handbrake was located in the centre console and awkward to use. You had to be careful not to pull it on too hard, as it could be very hard to release if you did.The SV6 was equipped with standard features like air-conditioning, cruise control, multi-function steering wheel, alarm, immobiliser, trip computer, seven speaker CD sound system, power driver's seat, body kit including a rear spoiler and 18-inch alloy wheels.Fit and finish was an issue immediately after the launch of the VE, odd noises were evident in early cars, so look and listen carefully when test driving cars.The V6 engine is quite robust and gives little trouble, although some owners feel it's a little weak at low engine speeds, which can make manual's hard to get off the line smoothly, and make it feel unresponsive when you crack the throttle.Like the engine the transmissions are solid and give little trouble. Make sure your car of choice has been serviced and inspect for crash repairs.The SV6 was well equipped with safety features, coming standard with dual front airbags and side front airbags, along with active support from ABS brakes, EBD electronic brakeforce distribution, BAS electronic emergency brake assist, traction control and electronic stability control. ANCAP rated it at 4 stars.Holden's official claim was 11.0L/100km for the six-speed manual and 11.3L/100km for the auto. Our reader reports that she gets 12.0L/100km in city type driving, but has got as low as 6.0L/100km on the highway. Holden says the SV6 is happy to run on regular unleaded and approves it for E10.Glenys Russell bought her 2007 SV6 manual in 2009 with 20,000 km on it and has since done another 43,000 km. It took some time to acclimatize to the clutch operation and the A-pillar, which she says is a huge blind spot. She has had the clutch replaced twice, the sound system has also been replaced twice, the plastic moulding on the driver's seat broke, the handbrake has stuck on, the ECM has been reprogrammed, and it currently has issues with the lower control arms, but all problems have been fixed under warranty."My car is extremely powerful, responsive, safe, and absolutely the best car I have ever driven."Punchy V6 with a stable chassis combine for a sporty ride, but lacks the presence of the Falcon XR6.

LPG has been strongly touted over the past few years as being an economical fuel source compared to petrol. But that benefit has started to dwindle as conventional engines have downsized, become more efficient and more environmentally chummy.Take the Holden Omega LPG dual-fuel. Aimed at the tradie and fleet buyers, it offers a simple, economical and fairly comfortable vehicle. But there are still compromises -- for both your wallet and the environment.VALUEYou have to weigh the $38,890 price for the dual-drinker against the latest petrol-only Omega ute at $3400 less - but $1400 after $2000 government rebate. But to do that, you need to measure the 175kW/318Nm 3.6-litre's claimed 15.1L/100km on LPG - which is how most people will use it -- against the 3.0-litre petrol's claimed 9.6L/100km and not dissimilar outputs at 190kW/290Nm.With current fuel prices (which vary on location), that means 1000km costs about $94 on LPG, and about $40 more on petrol. So you have to travel 35,000km to make up the price difference.On test, after 420km of mixed driving it took 67.7L of LPG and 8.3L of petrol for a total cost of $55.90, so our 1000km would cost closer to $130, but in real-world driving the non-LPG ute would also return a higher fuel figure than the claimed one, so the difference could still be around $40.The emissions weigh-up is grimmer. On LPG, the ute belches 244g/km of CO2: more than the 3.0-litre's 229g/km - and for that matter, more than the 210kW/350Nm version of the petrol V6 at 236g/km. And no amount of driving evens up that imbalance.DESIGNThe body looks solid and simple, but the LPG tank means a large lump in the tray, and while you can sit something on top, it reduces the payload area and prevents you anchoring large objects behind the cabin. The tank also reduces cargo capacity by 109kg to 700kg, but you still get the braked towing capacity of 1600kg.The filler caps are both under the same lid, and this leaves little room to get your fingers around the LPG one when refilling.The interior relies on hard plastics - the steering wheel is particularly unpleasant -- but enough effort has been made to give the cabin a comfortable feel and there's plenty of room behind the seats for storage. It also has a reasonable equipment list, including dual-zone climate control, Bluetooth and the Holden-iQ touchscreen infotainment system.The main gripe is lack of visibility, with the thick pillars and high rear window forcing you to look twice in lane-changing and parking.TECHNOLOGYThe Alloytec V6 engine starts on petrol and automatically switches over to the gas-injected LPG after a few seconds, but will switch back if you run out of gas It's a capable unit, but it's mated to a museum-eligible four-speed auto and you can't help wondering how much another cog or two would improve the fuel economy.Holden is currently working on an LPG-only system, due to arrive later this year.The independent rear suspension feels a bit firmer than in the sedan, and the ute rides and handles fairly well with an empty tray. The steel wheels' 16-in diameter helps with that, but it improves more with some weight in the tray.SAFETYFive crash stars, helped by six airbags, stability and traction controls, and anti-skid brakes with brakeforce distribution for optimum braking and brake assist for extra effort in emergency stops.DRIVINGWe'd factored in that the LPG ute would mutter at hills, and it didn't take much foot input before it needed to kick down. But we didn't expect it to make so much racket. It's an industrial symphony, with transmission noise singing harmony and tyre roar as the chorus - all of which begs for better damping in the cabin. Otherwise it offers a fairly practical experience. Give it a task and it steadily sets about getting it done, then dusts its hands off and lines up for the next one.The 11.7m turning circle is handy for a workhorse, and its road manners are as good with the tray empty as when loaded.Overall, there are no real problems, and the cabin is a well-equipped and pleasant enough mobile office, but the ute doesn't really shine in any area. The poor visibility and antique four-speed transmission make everyday tasks just a bit harder than they need to be, and the LPG consumption doesn't compare as well to more modern and frugal petrol engines as it once did to the previous guzzlers.The main factor will be whether you're prepared to pay the extra up front to save bowser budget later in its life.VERDICTIt's a good prospect if you're going to drive it long enough to recoup the extra cost and don't mind losing some payload area. Otherwise go for the petrol version or wait to see the new Falcon Ute with liquid phase injection LPG that arrives mid-year or the LPG-only system Holden will launch later in the year.HOLDEN OMEGA LPG UTEPrice: from $38,890 (- $2000 government rebate)Warranty: 3 years, 100,000km, roadside assistResale: 62%Service: 15,000km/12 monthsThirst: LPG only 15.1 litres/100km; 244g/km CO2. LPG/petrol 13.4 litres/100km; 217g/km CO2Crash rating: 5 starsSafety equipment: six airbags, ESC (inc ABS, EBD, EBA, TC)Engine: 3.6-litre, V6; LPG/petrol; 175kW/318NmTransmission: 4-speed auto; rear-driveBody: 2-door ute, 2 seatsDimensions:  4894mm (L); 1899mm (W); 1476mm (H); 2915mm (WB)Weight: 1734kgTyres: 225/60R16 tyres, full-size spare