Holden Reviews

Subaru Forester X and Holden Captiva go head-to-head in this comparative review.

There's a lot to be said for the Holden engineering teams' efforts with models sourced from Korea, especially the Cruze sedan. It's a shame they can't do more with the Captiva SUV. The pricepoint and features list is competitive, but the new model seems to have lost its way dynamically.We're in the LX seven-seater all-wheel drive flagship. At $42,490, it's $2000 cheaper than the pevious model. Another $1000 gets you into the turbodiesel. The LX has a long standard features list - climate control air conditioning, power windows, three 12 volt power outlets, split second and third row seats, leather trim, power-adjustable driver's seat, automatic headlights (but no rain-sensing wipers), bluetooth phone (which was temperamental at best) and audio link for the eight speaker sound system, cruise control, electrochromatic centre rearvision mirror, satellite navigation (with compass), tilt-and-reach adjustable leather-wrapped steering wheel, mu ltifunction driver information display, rear parking sensors and rear camera and a trip computer.There's little ground-breaking gear here. The 3.0-litre direct-injection V6 is good for 190kW/288Nm, but feels short of that. The diesel has 400Nm on tap. The V6 doesn't seem to be enamoured of the six-speed auto, which feels a little slow and confused when asked for quick action. The combined fuel use claim is 11.3l/100km. We got 13.2 during our time in the car, which was not always driven for frugality, which is on par with its petrol competition.The all-wheel drive system is on-demand. This, like most of such systems, takes a very long time to bring the front wheels into play, despite extreme provocation. The delay suggests anything other than fire trails and hard-packed beach sand would be a challenge. The descent control system does a reasonable job of bringing the big SUV down a hill at a gracious pace, but serious off-road work would probably bake the brakes.That's an issue in any of these SUVs with electronics in lieu of a good low-range. There's a USB port within the more spacious centre console for added connectivity  the extra room comes from the inclusion of an electric park brake.The main change aesthetically comes at the front, with a sharper, sculpted snout and more air intake grilles. The bonnet and headlights have been re-designed and seem to be following a similar path to the new Ford Territory.The Captiva rates a four-star crash performer, though it has dual front, side and full-length curtain airbags, anti-lock braking on four-wheel ventilated discs, emergency brake assist, a hill descent control system (which is too fast), electronic brakeforce distribution, rollover, stability and traction control.Immediately the ride was a concern  very sharp over small bumps and not much better over bigger ones. A quick check with the pressure gauge prompted five pounds of pressure out of each tyre and the ride became a little less brittle, but it was still too firm for the rugrats and the Speaker Of The House. Part of the problem is, regardless of the myriad seating configurations, the seats themselves are flat and not overly comfortable.The suspension's taut control does deliver flat cornering and that shows up the seating's deficiency in terms of lateral support, but the compromised ride is too hard for a family truckster. As mentioned, the six-speed auto and the petrol V6 are not the best of bed-fellows, with a dearth of low-down torque to overcome the transmission's indecision.The infotainment side of the cabin is considerable, with Bluetooth phone and music link, but the system seems more adept at the latter than the former. The satellite navigation screen is clear and easy enough to use and read but gets confused. Despite claiming signal from nine satellites, the map was telling me I was driving on the South Eastern freeway when I was still well and truly on Upper Sturt Road, more than a couple of kilometres away.

What makes for a good city car? If you want something that's small and nimble enough to nudge right up to your favourite barista's elbow - and won't bust your fuel budget idling through the traffic to get there - slip into the Holden Barina Spark.But if you want to spend the peak hour pretending you're Michael Schumacher, look elsewhere. The Spark lacks, well, spark.However it's cheerful, economical transport with enough features to keep you comfortable and amused around town.The base model CD at $12,490 is the choice against the Suzuki Alto at the same price. And while the Proton S16 and Chery J1 are $1000 and $1500 less respectively, they both feel even cheaper.Hyundai's Getz from $13,990 feels more solid, but lacks features the baby Holden has even at base level.The Spark CD gets all the usual kit, but also has stability control, six airbags, traction control and anti-skid brakes with electronic assistance systems, 14-in alloys, sporty body kit accents, and the crucial - for its target market - iPod/iPhone and USB inputs.Spending $13,990 for the Spark CDX doesn't get you much more: 15-in alloys, colour-accented vinyl seats, power rear windows, sporty steering wheel and a rear spoiler that adds to the looks but has no practical reason to exist.The bodykit touches give it a perky and cheerful face, and behind that there's a lot of practical space.Concealed handles on the rear doors and a larger spoiler on the CDX help disguise the blunt lines of the tail. But that squared-off butt coupled with the high roofline means you can get five adults in there reasonably comfortably, although the three in the back won't thank you after a long trip.The cabin combines function and funky, with a lot of backlighting on the centre stack, and instrument clusters styled to resemble aftermarket tech additions. The coloured seat accents and saddle stitching liven them up, but the mock sports design isn't as comfortable as it looks.When they named it Spark, they weren't thinking of the engine. The 1.2-litre four-cylinder will give you an anaemic 59kW of power and 107Nm of torque. The low outputs are probably the main reason there's only a five-speed manual transmission - an automatic would risk making the engine even more apathetic.It's frugal, no doubt, with a claimed fuel consumption of 5.6L/100km that is never going to break the budget.But you can't help thinking that a slightly larger engine with a bit more oomph, coupled to even the simplest four-speed auto, would be a better bait to lure the city driver.We shouldn't quibble about it having a four-star ANCAP crash rating, which is pretty much par for cheaper end of the light car class. And the Spark gets applause for having that well-stacked list of safety features.But a stronger body and swapping the rear drums for disks would add more confidence.It's happy enough on the urban circuit where it can show off its tight turning circle and compact body by slipping into tiny parking spots and skipping through narrow back alleys. And doing it all on a mere whiff of petrol.In town, also, hills and fully-laden trips are bound to be short. The Spark will struggle with both those tasks on any longer-term demand, and the engine's buzzy fretting as you raise the revs will let you know it's unhappy.The vague and relaxed gearing is frustrating in city traffic, and on the highway it takes planning - and a bit of courage -- to tackle overtaking. You'll need to push it hard to build up jousting speed. And even then, it will take fair amount of fortitude to tackle getting past a semi, and the Spark's light body will have you wondering if you can break free of the 18-wheeler's vortex.Long trips are also where you'll start to feel the cheapness of the seat design and the lack of noise dampening. The Spark is a city dweller, and happiest there.It's a good town car. If Holden added substance rather than dubious style for the up-specced CDX, it could be a great one.

A billion dollars and five years in the making the VE Commodore was a make or break model for Holden, and in many ways it also represented the future of the traditional Aussie big family car.MODEL WATCHThere was heaps riding on the VE Commodore when Holden launched it, the company had gambled heavily on being able to keep the old style large car alive in a market that was moving towards smaller cars.With its carved curves, chiseled lines and pumped wheel arches it was a good looking car.  Compared to the previous model it was also longer, wider, taller with a larger footprint, with a similar cabin that could seat five adults, and larger boot.  At the same time it was heavier, and there was only a small improvement in fuel economy, an important consideration when buying a car at the time.The Omega's engine was a 3.6-litre all-alloy V6 with double overhead camshafts and variable valve timing that put out 180kW at 6000rpm and 330Nm at 2600rpm.  It was also offered with an Impco-developed vapour-injection dual-fuel (LPG) system. In that form it's peak performance was 175kW at 6000rpm and 325Nm at 2600rpm.There was just the one transmission on offer in the Omega, it was a solid four-speed that had been recalibrated in VE for improved smoothness and shifting. Final drive, as with all Commodores, was through the rear wheels.Underneath it had all-independent suspension front and back and larger disc brakes.  Inside, the Omega was roomy with a well laid-out, well-equipped cabin boasting quality fittings and comfortable seats.IN THE SHOPService intervals for the Omega was 15,000 km. Check for a service record, proper maintenance is the key to a long life for a car.  Overall the VE was well built and is generally reliable, although the early cars suffered by production gremlins that were ironed out quite quickly.IN A CRASHAt launch the Omega had ABS brakes, ESP stability control and traction control with electronic brake distribution and emergency brake assistance overlaid with dual front airbags. When tested by ANCAP it was given four stars out of five.  In October 2008 Holden added head and side airbags, which enabled it to achieve a 5-star ANCAP rating.Parents often opt for a Commodore when buying cars for their beginner driver offspring, believing its solid build and overall safety will keep their kids safe, but a powerful engine with rear drive can often bring inexperienced drivers undone. The addition of ESP as standard equipment on the VE makes it a much better choice for a young driver than earlier models that don't have the important safety feature.UNDER THE PUMPHolden's claim for the 3.6-litre V6 petrol Omega was 10.5L/100km, the company's claim for the dual-fuel (LPG) engine was 16.0L/100km.Carsguide reader Dave Markham's Series 1 Omega V6 averages 12.5 L/100   km around town and 7.0 L/100 km on the highway.HOLDEN OMEGAPrice new: $34,490Engine: 3.6-litre V6 petrol; 180 kW at 6000 rpm/330 Nm at 2600 rpm;   3.6-litre V6 dual-fuel; 175 kW at 6000 rpm/325 Nm at 2600 rpmTransmission: 4-speed auto; rear-wheel driveEconomy: 10.9 L/100 km (petrol), 16.0 L/100 km (LPG)Body: 4-door sedanSafety: 4 stars ANCAP before 2008; 5 stars after 2008Expect to pay: $11,500-$22,000 (petrol); $13,000-$23,500 (dual-fuel)VERDICTBig, roomy family car that performs, handles, and rides well. Hard to   beat if you need the space. ***1/2Price: $11,500 plusCOMING UPDo you own or have you owned a Nissan Murano? Share your experience   with other Carsguide readers by sending your comments via e-mail to   grah.smith@bigpond.com or write to Carsguide, PO Box 4245, Sydney,   NSW, 2010.WE DRIVE THEMFord fan Geoff Warham is on his third VE Commodore, he drives them in   the course of his work doing around 70,000 km per year. In that time   he has only had to have a windscreen washer bottle replaced under   warranty on one them; the dealer put it down to poor quality plastic.   His current car is a Series I VE with the 3.0-litre SIDI V6 and 6-  speed auto."There is definitely an improvement in fuel economy, I can now easily   get more than 840 km from a tank highway driving without fear of   running out where I could only get 750 km from the previous model."Dave Markham drives a 2006 VE Commodore Omega that he bought second   hand in 2008. While overall he's happy with it he has had to repair   leaking heater hoses, replace worn anti-roll bushes and update the   software in a faulty computer."Apart from the above issues my car has been trouble free and what I   mainly like is the handling and smooth ride."

The Ford Falcon wagon is dead. The Toyota Camry wagon is gone. Some like the Holden Sportswagon still survive, and there are loyal buyers in both the small-car and luxury classes, but the rising tide of SUVs has washed most station wagons out of showrooms.The distinction between the traditional sedan-based station wagons and Australia’s new favourite family freighter has become much more blurred in the past decade or so.However, there are still some important points of difference. And it's worth looking at some of the leading contenders on the rival teams to see what's happening and what works best for you.A sedan-based wagon is usually lighter than a similarly-sized SUV. This means better fuel economy and lower costs for servicing and tyres. It also sits closer to the bitumen, with a lower centre of gravity, so it’s more agile and stable, especially when cornering or in an emergency manoeuvre.However, you don’t enjoy the high-and-mighty driving position, with an unimpeded view of the road, that SUV drivers - and women in particular - cite as one of the breed’s major attractions.Who hasn’t sat in traffic, cursing the SUV blocking your vision? Booming SUV sales indicate more and more people are taking the view that, if I can’t beat ‘em, I may as well join ‘em.It’s a myth that SUVs are more space-efficient than wagons, however most mid-sized models - including the popular Holden Captiva and Ford's Territory - can come with a couple of extra seats in the back, a feature you no longer find in conventional wagons.Kids also love an SUV’s elevated seating position because they can enjoy the scenery, whereas many wagons have low seats and high side window sills, which, for nippers, can be like sitting in a hole.  So they get unhappy. And we know what happens then...Whether you choose a sedan-based wagon or an SUV - an Americanism for Sports Utility Vehicle, incidentally - the good news is that affordable family transport, with five star safety, can now also be an enjoyable drive.Among the wagons, the Commodore VE Series ll Sportwagon, priced from $41,990 for the 190kW, 3.0-litre V6 Omega, is a standout. It looks sensational - which, it must be said, is still a rare thing in wagon world.Recent improvements to drivetrains, including E85 ethanol fuel compatibility, direct fuel inection and a six-speed automatic - plus a flash new dash with hands-free Bluetooth and audi streaming as standard - have re-written the Commodore's technical resume to 21st century standards.Around town, the 3.0-litre V6 averages 12.6L/100km in official tests.  A big serve of additional grunt in the 3.6-litre V6 SV6 Sportwagon, plus tighter suspension, sports seats and other extras, justifies its $45,790 ask, and with a city average of 13.3L/100km, you’re not savagely penalised at the pump.Despite the Commodore's appeal, Ford’s Mondeo and the little-known Skoda Superb are the kings of outright space. Behind the driver’s seat, both are as big as the MCG.  Given their size, the fuel economy from their 2.0-litre turbodiesel engines is amazing.  The 120kW, six-speed automated-manual Mondeo, from $36,840, pulls like a train and averages just 7.7L/100km in town.The Skoda is VW engineering with a Czech badge, making  luxury wagon for half the expected price. The 125kW six-speed automated-manual Superb Ambition is $43,990, with a city average of 8.3L/100km and the 118kW 1.8-litre petrol turbo Ambition, at $40,990, offers respectable performance too, averaging 9.7L/100km.In the SUV showroom, Ford’s Territory, from $39,890, is still one of the best size/price/performance packages available - especially with the inevitable big discount ahead of the facelifted model - but the all-wheel drive’s 17.6L/100km thirst in town is a major disincentive.Later this month, a 140kW 2.7-litre V6 turbodiesel engine, which averages 11.6L/100km, goes under the bonnet as part of a major upgrade. It will be worth a test drive.Kia’s Sorento, a classy, competent seven-seater with a brilliant 2.2-litre, 145kW turbodiesel, starts at $39,999, with a five-year/unlimited kilometre warranty. Around town, it averages 9.5L/100 kilometres. The five-seater Subaru Outback now has enough interior acreage to keep a family happy.  This blue-chip, made-in-Japan SUV starts at $38,490 for the 123kW 2.5-litre petrol (11.5-litres per 100 kilometres), or $40,490 for a 110kW 2.0-litre turbodiesel, in manual only, with a 7.7- litres per 100 kilometre average.Load Lugger ChecklistRear camera: All cars should have one as standard, especially wagons and SUVs. The Sorento’s is a brilliant design, integrated into the rearview mirror.Curtain airbags: Essential protection against a side impact. In a seven seater, they should extend to all three rows of seats. In the Territory, they don’t.Child restraint anchors: Should be on the back of the rear seat, not in the load floor, or the roof (as in the Outback), where the tether straps get in the wayCargo bay: Check that the extended floor is flat when you fold the back seat, and that you don’t have to push the driver’s seat too far forward.Row-three seats: In SUVs most are pretty small, suitable for little kids only, or short trips. Check access, which should be easiest from the kerb side.Protection: You need some way to secure gear, because in a prang even small objects behind the back seat become lethal missiles. Options include a solid load cover, a net, a roll out mesh barrier, that clips into the roof, or an aftermarket barrier.Want to go off road ... really off road?Try these:Jeep Grand Cherokee from $45,000. The new Laredo 3.6-litre V6 petrol is great value, but the diesel, due in June, will be a better drive. Hard-core off-roading made easy, and the all-new Grand Cherokee is much improved on the bitumen too.Mitsubishi Challenger from $45,000. Lots of Pajero bits in this, with lower starting prices and a competent, if rather coarse, 2.5 turbodiesel. Seven seats from $49,390, a huge cargo bay, and a locking rear differential.Toyota Landcruiser Prado from $55,990. It’s a Toyota 4WD, so it’s pricey, but you get bulletproof reliability, unbeatable resale values and smooth, but leisurely, performance from the 3.0-litre turbodiesel.

WE turn the spotlight on automotive's newest and brightest stars, as we ask the questions to which you want the answers. Ultimately, however, there is only one question that really needs answering would you buy one?Once again I take my hat off to Holden's designer Richard Ferlazzo for his work on the Sportwagon. Rich will be remembered for his fantastic EFIJY concept, but for me he be the man who put sex into station wagons. The Sportwagon is the best looking thing that Holden has done in a long time.The V8 is priced from $49,790, the SSV with all the trimmings from $57,290 and the Redline edition from $59,790. Among other things the Redline package adds Brembo and upgraded sports suspension in the case of the sedan.Well, none really. Ford no longer offers a wagon. The closest thing is probably Chrysler's 300C wagon. Maybe the Skoda Superb wagon at a stretch (nice car but completely different creature)6.0-litre V8. In manual forms it produces 270kW of power and 530Nm of torque. The auto has a slightly reduced output of 260kW/517Nm, making it easier on the transmission.Not bad. The manual requires some finesse to get a fast, clean start. Plenty of torque means you're not changing gears often. Even though it produces less power, we'd opt for the convenience of the auto which is better suited to the wagon.The manual is rated at 12.2 and the auto at 12.3 litres/100km. The auto has the benefit of AFM cylinder shutdown technology which could make a big difference depending on what sort of driving you do. We were getting 12.7 litres/100km from our manual test vehicle.Gets three out of five stars from the Government's Green Vehicle Guide, producing 288g/km CO2 (Prius gets five).Gets a full five stars for safety. Comes with six airbags and electronic traction and stability control.Holden has been making these cars for a long time and they know how to make them comfortable. Big comfy form-fitting seats are designed especially for the Aussie frame. You're either going to love or hate the red leather interior.Unlike the previous wagon, this one shares the same 2915mm wheelbase as the sedan which means it's going to handle pretty much the same as the sedan. Rear wheel drive gives it a sporty feel.Compared to say a Euro wagon it is. You get great looks, great performance and the backing of a locally produced product. We particularly liked the stunning 19 inch polished alloys.

A $2000 price cut is the new incentive for its seven-seater Captiva, which is updated today as part of a range overhaul with a range of improvements including full curtain airbags.The Captiva lineup still starts with the five-seater model from $27,990, but there is a new emphasis on the family fighter as Holden finally gets serious about its SUVs.  It admits it has only one car and is being forced to straddle classes with the Captiva, but plans to do the job with two body sizes, three engines and three equipment levels.The Captiva 7 now starts at $32,490, complete with ABS brakes, ESP stability control and six airbags.  "This is clearly the best SUV we've ever had," says Mike Devereaux, president of GM Holden.The company has done a lot of work on the Captiva, from massaging the styling through to a complete engine overhaul. The vehicle now comes with the locally-made 3.0-litre V6 - although it's first shipped to Korea - a new 2.2-litre petrol four made in New York state, and a 2.2- litre turbodiesel made in Korea under license from VM Motori in Italy.The engines bring fuel economy savings between three and six percent, while also giving more power and torque in each case.  There are both front and all-wheel drive models, with a manual six- speed gearbox only available in the five-seater and a new six-speed self-shifter across both bodies.Holden sharpened its price pencil by $2000 on the seven-seat Captiva 7 which now kicks off at $32,490 for the 2.4-litre four-cylinder petrol model.The pricing for the five-seat Captiva 5 remains at $27,990 for the 2.4-litre.  The Captiva 7 range starts off with the SX front-drive model at $32,990 for the 2.4 and $35,990 for the 2.2-litre diesel.  Next up is the CX all-wheel drive seven-seater at $38,490 for the 3.0-litre V6 petrol and $39,490 for the 2.2-litre diesel.Rounding off the seven-seater range is the all-wheel drive LX at $42,490 for the V6 and $43,490 for the diesel. All Captiva 7s have an automatic transmission as standard.The Captiva 5 front-drive fitted with the 2.4-litre petrol is $27,990, while an automatic option costs another $2000. An all-wheel drive Captiva 5 with the 2.2-litre diesel is $33,990All models comes standard with a full suite of safety gear including electronic stability control, anti-skid brakes and six airbags including side curtain airbags.Standard gear across all Captiva models includes 17 inch alloy wheels, airconditioning, cruise control, and a leather-wrapped steering wheel, with the level of equipment rising as you move up the model tree.The biggest technology story with the new Captiva can be found under the bonnet.  There are three substantially revised engines that offer more power and use less fuel.The entry level engine is a 2.4-four-cylinder petrol running direct injection and variable valve timing that is made in New York State. This produces a 123kW and 230Nm and uses an average of 9.1 litres per 100km.Next up is a 3.0-litre V6 with direct injection and variable valve timing that is produced in Melbourne and serves in some Commodore models. It replaces the old 3.2-litre unit and has a healthy 190kW but just 288Nm of torque. Fuel economy comes in at 11.3 L/100km.The Captiva runs a substantially improved VM Motori licensed 2.2-litre four-cylinder diesel that is made in South Korea. This is a common rail direct injection unit fitted with a variable geometry turbocharger for improved driveability. It uses a respectable 8.1L/100km of fuel.Only the base petrol engine, in the Captiva 5, is available with a six-speed manual transmission.  All other engines are bolted to new GM developed six-speed automatic.Most of the work for Captiva II has gone on under the bonnet or inside the cabin.  There are some new bumpers and headlights, but the new design is not radically different. Holden steered clear of introduced the brash Chevrolet front end used overseas, opting for a more subtle design.The Captiva 7 and Captiva 5 have different bodies and the 7 has rectangular headlights and flatter nose than the 5 which features more rounded lights.There have been some changes to the interior, with new surfaces and the deletion of the regular handbrake which is replaced by an electronic handbrake switch.Holden lead a drive to improve the quality of the South Korean made Captiva, which arrived in 2006.This model is better, significantly better. Some of the plastics feel a bit cheap and things like the sliding cup-holder panel feel flimsy. Some of the electronic displays look old and a few of the instruments are basic while the bad fake ‘carbon fibre’ trim in one model is not about to fool anyone. That said, it is better than before, and it should be noted that this is a quite a cheap SUV.Holden did a lot of work to improve the handling and it shows. No one is going to set a lap record around Phillip Island in a Captiva, but it certainly goes around corners with less fuss than before.  There is far less body roll in the corners which means the kids are far less likely to get car sick.The base engine is a smooth unit and works well for much of the drive. It is underwhelming when you call on it to get up a hill or accelerate hard, but will do an adequate job for a base model.There is always the V6 petrol engine although it is not a firecracker either. This engine does ok in the Commodore but always feels a bit under-done and it is the same in the Captiva.  It’s unfortunate that the 3.6-litre SIDI V6 from the Commodore wasn’t dropped in as that would have been a hoot.The pick of the engines is the 2.2-litre diesel which has more low down pulling power than any of the petrol units. It seems best equipped to pull the Captiva, which isn’t a light car, and a full pack of kids and their gear while also promising good fuel consumption.We only tested the automatic transmission and this is a good six-speed box that works well with the engines, unless put into Eco mode in which case it shifts early and often and becomes quite frustrating.You can still feel some vibration come through the floor with all three engines, which detracts from the experience.The practicality of the Captiva shouldn’t be overlooked and there is plenty of space to be used. The third row of seats are only for the little ones, but they are not bad for the class, while the ability to fold all seats, including the front passenger seat means you can carry some very long items too.

On a tight budget, you had four options: unsafe cars, unreliable cars, really boring cars or cars that combined all three characteristics.  In the past decade, though, it's become easier to find a tidy, safe, cheap used car, for several reasons.Firstly, used cars don't hold their value like they once did. New cars have become cheaper in real terms, and sales have boomed, so there's a lot more used cars on the market.Cars are also much safer than they used to be. Government legislation and independent crash test programmes like NCAP, (which publicises the results of its tests, much to the annoyance of the industry) have forced car makers to improve safety. A 2005 car, no matter what make it is, will be safer than a 1995 car. At the minimum, you want two front airbags and anti-lock (ABS) brakes.Unless it's French or Italian, in which case a weekly dummy spit is part of the "ownership experience," most cars from the last 10 years will be pretty reliable, as long as servicing has been done by the book.We are talking about ordinary, everyday cars here, that haven't been thrashed. If you're looking at some dude's slammed, chipped Subaru WRX and the price seems too good to be true, chances are it will self-destruct before you make it home. You pay your money and you take your chances.Immaculate, low kilometre cars owned by little old ladies do exist, and they are gold. So is a complete service record, especially if it's from the dealer who sold the car new.  Let's see if we can find a few to recommend. Bottom dollar in our search is $5000.There's not much joy at this money, but the last of the Mitsubishi Magnas, from 2004-2005, are great value and reasonably plentiful. Many will be ex-renters. That's not necessarily a bad thing, because serving will have been done to schedule. The 3.5-litre V6-four speed auto ES has four airbags and ABS.Another Mitsubishi, the Lancer, is the best small car we can find at this price. Toyota Corollas are fine too, though they're more expensive.  The Lancer's as sexy as a can of baked beans and completely bulletproof. Pay about $7000-$8000 or so for a 2005 model. Find one with optional ABS and six airbags.If you've got around $10,000 to spend, you have much more choice.  In 2004, Mazda made six airbags and ABS available across its entire range, as options or standard, so any Mazda2 or Mazda3 from 2004 on will be worth checking out. Mazda does blue chip quality, and if you find a good one, with a service book, buy it. You'll pick up a 2 for less than $10,000; a 3 will be $10,000-$12,000.If you need something bigger, this sort of money will also get you into a 2004-2005 Subaru Liberty, another top car from Japan's A league. All wheel drive, excellent handling and Subaru's class leading NCAP scores are pluses. The 2.0-litre four won't rip your arms off, but it will do the job. Wagons cost a little more.You might prefer a small SUV wagon instead, so look for a 2004-2005 Subaru Forester, or Toyota RAV4, at $12,000-$15,000.  If you need a big car for a big country, the Aussie six is hard to go past.You'll pay $10,000-$13,000 for the first of the VE Commodores from 2006. The 3.6-litre V6 sounds like 1000 leaf blowers on maximum thrust, however it's durable enough. Holden got serious about safety with VE, so you get stability control as standard.  It might take a while to find the right car, but in the end, it pays to be fussy. Second hand doesn't have to mean second best.WHERE TO BUY?DealerPros: On cars under 10 years old, most states require a warranty, typically 3 months or 5000 kilometres. You also get guaranteed title. Franchised dealers (ie those who also sell new cars) usually have the best selection of used cars; the trade-ins they don't want are unloaded to non franchised dealers or auctions.Cons: Can be more expensive than a similar car bought privately. Beware of non-franchised dealers selling flood damaged or rebirthed (ie cars written off by insurance companies but then repaired) from Queensland.PrivatePros: The best way to find a bargain.Cons: You have to do plenty of legwork, and finding the right car, in a place that's close to where you live, can be a time consuming process. There's no guarantee of title or provenance, and no comebacks if it drops its guts on the way home. Buyer beware.AuctionsPros: Ex-government or fleet cars, usually properly serviced, with low kilometres. Guaranteed title. Many dealers buy cars at auction, take them to their car yard, and jack the price up by thousands of dollars. Buy it yourself, and pocket the difference.Cons: You can't test drive the car before you bid. It's also easy for an amateur to pay too much, so go to a couple before you buy to get an idea of prices and how it all works.

YOU wake up one morning and suddenly the world's a different place. When you try to go back to bed your wife has taken all the sheets out to wash and you're left there, standing alone in a strange new world. That's pretty much me each week but increasingly it's new car buyers who walk back into the vehicle market to find that everything has changed and they're lost.The station wagon that took the children on holidays and taught them to drive is almost extinct. Now it's SUVs (whatever!) and hatchbacks, crossovers (dressers?) and MPVs. But despite the newcomers and the demise almost a year ago of the Falcon wagon, there's comfort in the Holden Sportwagon that will appease the traditionalists.VALUEThe Berlina Sportwagon costs $45,490 plus on-road costs and extra for things like a spare wheel - whoa, was that the noise of you falling off your chair? Yes, it's all changed. It's a fair price for what you get - the equipment level is subtle but sufficient - but the Europeans, particularly VW and Skoda, are offering more bling.TECHNOLOGYEven though you clearly have been sitting on your hands while the world changed, Holden hasn't. The engine range includes the Berlina's 3-litre direct petrol injection V6 with an adequate 190kW/290Nm running through a six-speed automatic with the ability of the cogs to be manually changed.The engine is smaller than  before but just as powerful, lighter on petrol and can run quite happily on E85, an 85 per cent blend of sustainable oil from crop waste and 15 per cent petrol.STYLINGThe Sportwagon shares all the VE sedan's muscular torso features and adds a racy tail profile with narrowed side glass. It is smaller in length (by 136mm) and cargo space than its VZ wagon predecessor but the available room is excellent, the rear seats fold dead flat and the hatch is top-hinged so reduces swing length when opening.Better ergonomics inside and the latest touch-screen controller for most major functions is very welcome - but the buttons are small - though plastic fit isn't great.DRIVINGAny V6 is inherently imbalanced both in the odd pulsing of the exhaust and the awkward throw-weight of the three-a-side pistons. The Holden V6 doesn't disappoint with the 3-litre - like its 3.6-litre sister - being harsh in feel and noise when pressed. It settles nicely when cruising but the impression isn't great.The 3-litre is as enjoyable as the 3.6, with sufficient zing to get it away from the lights. Most of that is due to the six-speed auto that closes up the ratio gaps. The box also helps economy with the 11.2 litres/100km coming mainly from suburban driving.Handling is pretty good for such a big - relatively - car. The steering bites in nicely and there's always the sense that the wagon is confident. The ride is quiet and cushy with the Berlina seats notably streets ahead in comfort compared with the Omega model.It certainly is a wagon that could swing you back from alternative SUVs.FEATURESDual-zone climate airconditioning6-speaker CD/iPod/USB audio6 airbagsRear park sensorTrip computer.HOLDEN BERLINA SPORTWAGONOrigin: AustraliaPrice: $45,490Engine: 3-litre, V6Power: 190kW @ 6700rpmTorque: 290Nm @ 2900rpmFuel: Standard unleaded/E85Fuel tank: 71 litresEconomy (official): 9.2 litres/100kmEconomy (tested): 11.2 litres/100kmGreenhouse: 220g/km (Corolla: 174g/km)Transmission: 6-speed automatic, sequential; rear-driveBrakes: 4-wheel discs, ESC, ABS, EBD, brake assistTurning circle: 11.4mSuspension: MacPherson struts (front), multi-link, coils (rear)Wheels: 17-inch alloy, 225/55R17 tyres; aerosol kitDimensions: 4897mm (l), 1899mm (w), 1476mm (h)Wheelbase: 2915mmWeight: 1770kgTow (max): 1600kgBoot (seat up/down): 895/2000 litres (Corolla: 450/1121)Warranty: 3yr/100,000km, roadside assistService: 15,000km

The car of the (near) future is up and running in the USA, and heading for Australian showrooms early in 2012. The Chevrolet Volt is the world's first workable electric car, and one that ends the new-age fear of 'range anxiety' with a hybrid system that turns the Prius world upside-down.The Volt runs on battery power but has an onboard petrol engine that works as a generator, providing a potential range of more than 600 kilometres and ending the fear of a running 'dry' beyond a plug-in socket.Holden is an early adopter and plans to have the Volt in its range as soon as possible, although a pricetag estimated in the $60,000 range means it will not be for everyone.But 'range extender' technology could be a widespread hit, providing plug-in city driving and the chance for long-distance trips using gasoline top-ups along the way. "The Volt can be your one car, your only car," says Mark Reuss, former head of Holden and now leading Chevrolet in the USA.The Volt is only a Corolla-sized, four-seater small car but it is packed with technology and GM's engineers have even done an impressive job on driving dynamics. It's not a sports car but it's not as dull as a Prius. The Volt has gone from a great idea to a potential game-changer car in less than 18 months, with the first production cars about to be delivered in the USA.VALUEIt is impossible to rate the Volt without a showroom sticker. The price is likely to be around $60,000 in Australia and that will be costly by any measure. But more and more people are turning to green power and an electric car that can also take a Sydney-to-Melbourne run makes a solid case, with the Prius now priced from $39,990.The Volt comes with a bundle of value-added stuff in the 'states, including roadside assistance and satnav, as well as a 160,000- kilometre, eight-year warranty on its lithium-ion battery pack.TECHNOLOGYThere is a vast amount of technology in the Volt but its foundations are all Cruze. The GM compact car provides the foundation and the engineers and futurists do the rest.The heart of the Volt is its heated-and-cooled, 198kg battery pack. It's so big that it's shaped in a tee and steals space between and around the cramped back seat. There is also a 1.4-litre petrol engine in the nose that's responsible for charging duties any time the battery gets severely depleted, or when there is a need for sustained heavy pulling power.GM originally denied the car ran on anything but electric power but now concedes there is one situation - overtaking under full power beyond 110km/h - when petrol power can briefly turn one wheel. A lot of work has gone into tiny details in the Volt, from its lightweight entertainment system to a horn that gives a polite 'toot- toot' if you nudge the turn indicator stalk.It's intended for warning work in parking lots and should be fitted to every car. The outcome is simple: GM says the Volt can hit 160km/h and has a 0-100km/h sprint time of less than 9.0 seconds, while happily running with similar range to a petrol-powered car.DESIGNThe Volt is designed for minimum drag and that means a relatively sharp-edged body that's not unlike a Prius. Stylists have tried to dress the shape but it's still no beauty.The interior is semi-futurist with a range of digital dash displays, including one that shows how you're driving on an efficiency scale, but with a conventional T-bar shifter to select forwards and reverse. The cabin also has some bright colour trim pieces and leather trim is available, but it is very cramped in the back seat and the hatchback roof glass needs a lot of sun protection to shield people in the rear.GM has two frontal treatments for the Volt - the Chevrolet corporate look and a much more adventurous design for the Volts sold as an Ampera in Europe - but otherwise it is fairly bland and sensible.SAFETYThe Volt comes with the usual stuff, including eight airbags, ABS brakes and stability control. GM says the location of the battery pack provides the best possible protection in a collision, with systems to prevent anything nasty escaping or causing a problem in a crash.In America the car is also protected by OnStar, which uses a back-to- base alarm system in the event of a crash, although this is not currently available through Holden in Australia.DRIVINGMy first drive in the Volt was exactly a year ago, and it was effectively just a lap of the block at GM's technical centre in Detroit. This time there is more than 90 minutes of driving, on freeways and city streets, with a much better chance to know the car. The Volt fires up easily and, despite an icy winter chill in Detroit, the cabin is soon warm without stealing much battery power.Heated seats help. Pulling into traffic the response is seamless and acceleration is good. The car easily matches or betters other cars in city conditions, and pulls out swiftly to merge onto a freeway.Cruising at 110km/h is easy and the car is quiet and relaxed. But the lack of engine and driveline noise means you hear other things, like squeaking trim pieces and some thumping and crashing from the rear suspension. The Volt rides as you would expect for a car in the Mazda3-Corolla class, although it takes time to adjust to the artificial brake feel and the steering is a bit over-keen at times.Generally, the car matches expectations or does a bit better. There are a number of different driving modes and switching to 'sport' sharpens things, as well as providing more regenerative braking. So you only have to lift the accelerator to get a significant slowing.To check the cut-in for the petrol generator engine I deliberately drain the battery by flicking to the 'mountain' mode, which boosts battery reserves. The cut-in is noticeable but the small four is quiet and there is far less noise than a normal car.All-in-all, the Volt makes a strong second impression. It drives nicely, delivers on its electric promises, and is far more than just a science experiment. When Holden gets the Volt it is going to change the hybrid game and make life very, very difficult for Toyota with its Prius and Camry. It also promises the sort of range and peace of mind that electric car shoppers already crave.VERDICTA hybrid hero that's surprisingly good to drive. 9/10WE LIKE: Electric drive, sporty(ish) handling, engine response WE DON'T LIKE: Cramped back seat, likely price, delivery delayCHEVROLET VOLTPRICE: Estimated $60,000ENGINE: Electric motor with 1.4-litre petrol generator engineOUTPUT: 111kW RANGE: 40-80km (electric), 600km (range extended)EMISSIONS: Zero (electric drive)