Sedan Reviews

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.star {width:135px;}#article-corpus {width:100%; padding-right: 0;}Chrysler 300 SRT8 Core and Holden Commodore SS-V Redline go head-to-head on this comparative review. 

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This could well be the last Commodore the way the industry is going. Big one-size-fits-all cars have simply lost their relevance and with so many makes and models to chose from these days, the Commodore is never going to sell in the numbers required.It's been spruced up and gets more kit than ever before, but most of it is confined to the more expensive models. Hyundai has proved this is not the way to do business.VALUEThe new Commodore is priced from $34,990 with an auto. LPG takes this figure to $37,490 which means you won't see much change out of $40K by the time it's on the road. Standard equipment includes cloth trim, dual zone air, 16 inch alloys, electric parking brake, auto park assist, front and rear parking sensors and a rear view camera.The MyLink entertainment system is built around a huge 8 inch screen but apart from Pandora and Stitcher internet radio, both of which rely on your smartphone to work it's all a bit ho-hum really. The rest of the stuff like Siri only works if you have an iPhone (our iPod Classic refused to work properly by the way).TECHNOLOGY The LPG system is based on the larger 3.6-litre V6, paired with a 6-speed auto. It produces 180kW of power and 320Nm of torque and is a dedicated system which means the car won't run on petrol. To make room for the larger fuel tank the spare wheel has been replaced by a can of go to reinflate a flat tyre.DESIGNThe look is not as polarising as before. The flared front guards have been trimmed back and the nose is sleeker and more aerodynamic. To prune fuel consumption and to improve performance they have put the car on a diet, with some components replaced with lighter aluminium parts an aluminium bonnet, boot lid, suspension components and instrument panel beam. At 1704kg the LPG model weighs 82kg more than the petrol one.SAFETYFive stars -- but if you believe Holden it's even safer than this, with a swag of new safety systems. Mind you the car badged as a Chevrolet gets seven airbags in the United States, not the six that we get.DRIVINGTo be honest it doesn't feel much different from the previous Commodore. Maybe that's because it sits on the same chassis with the same running gear as before, although 60 per cent of components have been changed. The interior is completely different, but the seats are firm and not that comfortable, especially on a long run. The ride is not as compliant either, thumping where it would have absorbed bumps before.The window switches have been relocated to the doors but the driver's window does not get auto up which is a pain. Fuel consumption has been trimmed to 11.5 litres/100km for the LPG model compared to the 3.0-litre petrol Evoke's 8.3 litres/100km. At the time of going to press the price of LPG was 76.7 cents per litre, while the price of petrol was 152.9 cents a litre.At these prices it will cost you $8.82 to travel 100km on gas or $12.69 for petrol -- a 30 per cent saving. The tank holds 84 litres and we were getting 10.8 litres/100km after about 500km.VERDICTWe're not convinced. The interior feels cheap and the huge computer screen in this model offers Stitcher and Pandora apps - not sign of satnav or the cheaper BringGo system offered in other models.Holden Commodore Evoke LPGPrice: from $37,490Warranty: 3 years, 1 year or 100,000km roadside assistEngine: 3.6-litre 6-cylinder, 180kW/320NmTransmission: 5-speed auto, RWDThirst: 11.5L/100Km, CO2 185g/kmKerb weight: 1704kg

Perhaps I misjudged the lazy beachside parallel of Holden's new mid-size entrant. Maybe I was anaesthetised to Holden's previous attempts at this segment, particularly the mind-numbing nothingness and barely acceptable build quality of the Epica.Like the Epica - suitably nicknamed Epitaph - the Malibu is made in Korea. It has nothing to do with California's average beachfront but is similar to the equally average Chevrolet Malibu sedan. Thankfully, Holden has Australianised the Chevrolet with significant changes in cabin room, suspension tuning and drivetrain.It gets the powertrain from Opel and at this point, the Malibu is starting to look like a real mid-size contender. But then the body styling creeps up and warms you like an old cardigan, proving that Mitsubishi and Toyota don't hold the licence for bland.The $32,490 tag for the Malibu CD automatic diesel is line-ball with rival offerings. It buys a big car - only 82mm shorter than the Commodore - with relatively low ownership costs thanks to capped-price service, a 12-month roadside assist package and the frugal diesel consumption. But three-year resale is low at 40 per cent.Features rate well and aim at occupant convenience - touch screen, Bluetooth and Gracenote, smartphone integration - and economy. But the $34,990 Commodore Evoke auto may be a better buy.In profile and under certain light I'm reminded - scarred may be more accurate - by the 2008 Chrysler Sebring. There's function in the Malibu but it's no dance partner you'd be happy to twirl.At least it is roomy with excellent rear-seat leg and headroom, though the 545-litre boot is relatively small given there's no spare wheel (it's optional). Square-rimmed dash gauges and centre console look dated - and are shared with GM products including the GMC SUVs - but are easy to use. Touch screen is excellent but electric park button is hidden.Under the bonnet it's all Opel. The German-built engine is the same as the Opel Insignia as is the six-speed automatic transmission. Holden passed on the similarly-sized Cruze/Captiva 2-litre diesel-engine from Italy.The drivetrain and chassis stuff is conventional though the diesel has hydraulic-assist power steering where the petrol-fuelled Malibu gets electric assist. Better is the MyLink media unit with Pandora and Stitcher apps, Gracenote and Bluetooth that provide audio streaming and smart phone integration.Malibu follows the rivals with a five-star crash rating and all the necessary electronic brake and chassis nannies. There's rear park sensors, a reverse camera, six airbags, heated mirrors, auto headlights but no spare wheel.Getting the engine from Germany and the transmission from Japan sounds like the ingredients for a top-notch car. They aren't. The engine shows promise but is a bit apathetic and not as bubbly as the VM unit in the Cruze. Performance is adequate and - unusually for a diesel - feels weak at low revs and doesn't start any enthusiasm until 2000rpm.It performs well at 2000-3000rpm and will close in on the claimed 6.4 L/100km fuel use. The steering feels too light and overgeared but is positive and with the taut body and well-tuned suspension, even induced a smile from me.The manual shifter for the auto is on top of the gear knob - an unorthodox location that isn't worth the extra brain neurons to master, though it may benefit the petrol model. I liked the ride comfort and the space but the car feels a bit dated against some rivals.

Limousine operators are lucky people because they will be among the privileged few who will get to enjoy driving a car such as the BMW 750i. Second thoughts, they'd probably go for the diesel or the ActivHybrid model because of (marginally) less fuel use than the twin turbo petrol V8 750.So who gets to own and drive a 750i? Don't ask us. This is almost certainly a chauffeur car which is a pity because it's also a superb driver's car.ENGINE AND TECHNOLOGYThe 750i direct injection V8 was seriously reworked for more power and torque. It's good for an impressive 330kW/650Nm output while sipping a scant 8.6-litres/100km. The 0-100kmh sprint passes in 4.8 seconds. Drive goes to the rear wheels through an eight speed auto with paddle shift.The rear suspension has air springs and is adaptive and self-levelling. Efficient Dynamics helps the 750 achieve these excellent performance and economy figures through regenerative braking, auto stop/start and a range of driving modes including EcoPro that allows the big Bimmer to coast using no fuel at all when the throttle is on over-run.DRIVINGThe BMW 7-Series was upgraded earlier this year with more of everything -- luxury, technology, performance and an average of 25 per cent better fuel economy across the range. The drive experience is enhanced with a dizzying array of luxury and driver assist technology, much of it centred around what BMW calls Connected Drive which networks things like internet, phone, satnav, audio and the hard disc.The 750 is one tick down from the V12 760 which, in reality, is over the top. Who needs a turbo V12 when there's the twin turbo petrol V8 with just as much oomph and lower fuel use? Not only that, the 12 doesn't sound as good as the V8. So, put that extra hundred grand back in your wallet and cough up your $281,100 for the 750i and be a happy Vegemite.The driver also has five drive options selected by pushing a button - Comfort, Comfort+, Sport, Sport+ and EcoPro. What we really like are the new seats which offer heating, ventilation and electric adjustment. And we give a big tick to the large info screen and metres of luxury leather interspersed with real timber inlays.VERDICTMain Competitors are the Benz S-Class, Lexus LS460 and 600 and the Audi A8. The big Bimmer comfortably outpoints all of them.BMW 750iPrice: from $281,245Warranty: 3 years roadside assistEngine: 4.4-litre 8-cylinder, 330kW/650NmTransmission: 8-speed auto, RWDThirst: 8.6L/100Km, CO2 199g/km

The Honda Accord VTi marks the entry point to the larger Accord lineup, with its $31,490 list price sitting more than twenty thousand dollars under the top-spec $51,990 V6L.Not to be confused with the slightly smaller and more dynamic Accord Euro, the Accord VTi promises a bit more comfort to go with its more sedate styling.The big Accord’s boot is slightly smaller than the Euro’s because of its full-size spare wheel, which is accessed through a cleverly designed boot floor that holds itself in position – just when you need it to.The VTi’s relatively low price does come at some cost – if you will – as the VTi is the only Accord that doesn’t come with a leather steering wheel, and it misses out on many features available further up the range like LED headlights, adaptive cruise, and a suite of collision avoidance technologies.It still gets a few modern must haves like dual-zone climate control, LED running lights, Bluetooth phone and audio, and two big multimedia screens in the dash.Without satnav, Honda has spread the functions of these screens across both of them, which can be confusing, but their generous size makes them easy to read.One surprise feature is the three-mode reversing camera, offering the choice between normal, wide, and top down views, but if you want parking sensors, you’ll have to go for one of the dearer variants. Despite sharing its capacity with the 2.4 litre engine in the smaller and lighter Accord Euro, the Accord VTi’s 129kW/225Nm engine is a new Earth Dreams design, with reduced internal friction helping to deliver a combined fuel figure of 7.9L/100km – a full litre better than the Euro.Despite the Accord Euro being rated at five stars since 2008, the big Accord only scored a four star ANCAP rating when it launched in mid-2013.Nonetheless, it comes with dual front, side and full-length curtain airbags, ABS, EBD and stability control as standard.The 2.4-litre has no trouble moving the 1510kg VTi, and it’s only with a full boot and five aboard that you notice the lack of a V6.Despite being one ratio short of the norm, the five speed auto does a great job, delivering smooth and refined shifting, and making the most of the engine.The Accord’s drive experience is perhaps its greatest strength, delivering refinement and comfort levels to rival far more expensive models.The VTi spreads soft cloth fabric across many of its touch points, and the cabin uses noise cancelling technology to neutralise ambient sounds.It really is quiet to drive, and the ride comfort is also excellent, thanks in part to the tall sidewalls of the 16 inch tyres.The Honda Accord VTi is a sensible, good value sedan, that offers a surprising level of comfort for all aboard.