Sedan Reviews

The best AMG from this hallowed performance house is the newest and the cheapest by as much as $75,000. This car is nothing less than an historic event.In almost literally reversing the paradigm of what an AMG has been, Benz and its tuning partner conspire to deliver not only the greatest hot hatch, but effectively future proof this line against the coming day when the V8 rear-drive autobahn stormer is, if not actually illegal, so socially abhorrent as to make no odds.That this partly all-wheel-drive, but mainly bum dragging, five door is the fastest car under $100,000 is to some extent only to be expected. AMG was hardly going to halve its cylinder count and swap its drive wheels in order to bring the world a superannuated Golf GTI. This is a game changer, a paradigm buster, an accomplishment to make any thinking performance car buyer reconsider every perception and prejudice they've ever held dear.With the next rung up C63 AMG starting at around $150K, the A45 not only opens AMG to punters who would never previously have considered this brand while sober, it makes a powerful case for being the best value car on sale.Alright, $74,900 is a few grand over BMW's comparable M135i auto, but the latter is not a full-fledged M car and the A45 shows that the A-Class was in no little part conceived with an eventual AMG incarnation at top of mind, as marketing types say. Indeed, it is the whole 10 metres, a literally fully blown AMG.That “entry” sum buys the whole package. Only nice paint, sun roof and a few fancy fiddly bits are optional. You get COMAND satnav, hugely grippy 19s on cool alloys, enough body kit to satisfy all but the irredeemably kitsch, fireworks exhaust and seven-speed twin clutch auto with an aggressive sport mode and neck-snapping launch control.Factor in the capability of smoking most anything this side of a Porsche 911 S, but with suburban compatible passenger and load capacity, and you have a package that asks questions of everything from WRX STI to HSV. To the latter, particularly, it says: “This is 2013.” Arriving soon at some $10K more is the decidedly more stylish but twin under the skin CLA 45 AMG.I wasn't overjoyed to discover this version of 4Matic all-wheel-drive is not only part-time but channels only 50 per cent of the available torque to rear. Visions of the dull-witted, insincere devices typically attached to compact SUVs are rapidly banished. You'll need to dial off the stability program (and find a track) before the Pirellis are tested. The world's most powerful four cylinder packs more kilowatts than the six pot turbo135i and equals its torque.If the basic A-Class makes even those dismissive of hatches look twice, they won't be able to take their eyes off this. She's pretty sick, mate, especially from the rear three quarters where the rising waistline is set off by haunches like an East German shotputter, full of 'roids and ready to rush. It's a great cabin, rich and dark with performance accents that allude to its ability. I'd prefer the gear shifter on the floor rather than the tree, but that arguments been lost.Stop me if you're hearing this a lot lately, but five star crash rating aside, the A45 is all about active safety. It is mightily competent even under levels of duress you won't chart in civilian surrounds.“You don't have to brake for this,” scoffs the bloke in the passenger seat, for the A45 does indeed, as he asserts, “Benz the law of physics”. That line'd be lame if the littlest AMG didn't so much take corners as dismiss them.If there's not the engagement that you'll have in a truly sorted rear-drive device (such as, yes, the 135i) I'll swap that for the exhilaration of carrying so much pace through low speed bends with complete surety and safety. Indeed, on public roads I get nowhere near the limit of this spectacular hatch's mechanical grip.Power down, even in launch mode, is stunning. Not so much as a twitch through the front or the always communicative steering; power transfer takes some infinitesimal, imperceptible fraction of a second and 100km/h is achieved in a claimed 4.6 seconds, though the Benz bloke says 4.4's been realised in unofficial testing. You're apt to believe it.A track is of the essence if one is to climb over some sixth-tents of this blazingly quick and capable device. We strongly suggest all AMG owners take the offer of professional lessons. Even in the hands of a middling driver like me, the cheapest AMG by half is going to be the quickest by some way on interesting roads. Its compact competence ensures that.If it out-dances its boofy V8 stablemates, the A45 can't sing like them. Still, the assault rifle crackle of the exhaust in sport mode enlivens any domestic drive. Sport flays hopes of realising the claimed fuel figure, even as it rides as decently as any focused five door could be expected.A caveat is the twin clutch auto. In drive it races up the ratios, in sport it holds on while overruling manual down shifts. The latter matters only a little with so much grunt so readily obtainable and its aptitude for intuiting your intentions.Addictive and delightful. A landmark.

Australians love an underdog whether it’s on the sporting field or in Hollywood. But when it comes to cars we have few opportunities to strut our stuff. The arrival of the new HSV GTS -- the fastest and most powerful production car ever designed, engineered and built in Australia -- is our best chance yet at hitting the big time. And not a moment too soon.As reported earlier the new HSV GTS is a fitting exclamation point for the Australian car industry. The 2017 ‘Commodore’ will likely be a globally-developed hum-drum front-drive sedan that’s about as Australian as a Toyota Camry.We’ve been blown away by the performance and refinement of the new supercharged HSV GTS but what we really wanted to know is how it compares on a global stage. With all due respect to the highly capable Ford Falcon GT -- in particular the limited edition R-Spec version released last year -- the new HSV GTS has moved beyond the decades-old Ford v Holden comparisons.Both local hero cars may have supercharged V8s but the hot Holden and all its technology (forward crash alert, heads-up display, blind-zone warning, self-parking and cross traffic alert when reversing) means it really is in another league these days.There really is only one rival, the twin-turbocharged Mercedes-Benz E63 S-AMG. It’s a bit of a tongue twister but the ‘S’ is important. It’s not just any E63 but the updated 2014 model with an optional Sports pack (standard in Australia) that delivers the same power as the HSV GTS (430kW) but an epic 800Nm of torque from its twin turbocharged 5.5-litre V8 (instead of the HSV’s also-considerable 740Nm from its supercharged 6.2-litre V8).With those numbers the Mercedes absolutely flattens the fast sedans from Audi and BMW; by comparison they look plain pedestrian. That only leaves the small matter of a rather large price difference, a pair of keys and an open road to explore. PERFORMANCEDon’t worry we won’t keep you in suspense. The HSV GTS is a fraction slower to the speed limit than the Mercedes-Benz E63 S-AMG. But the Mercedes’ 0.3-second advantage costs $150,000 -- or $50,000 for every 0.1 of a second if we use the manufacturer claims as the benchmark. HSV says the GTS can reach 100km/h in 4.4 seconds, Mercedes says its car in “launch mode” can achieve the same feat in 4.1 seconds. We didn’t get near either time in either car.We squeezed a 4.7-second time out of the manual HSV GTS and a 4.5-second time out of the automatic Mercedes-Benz. So a $75,000 difference per 0.1-second then. Both cars struggled to get grip off the line despite wearing identical Continental tyres (20-inch diameter on the HSV, 19-inch on the beastly Benz). They both used electronic wizardry to try to ration their power as gently as possible but it turns out you just can’t keep good engines down. And power really is nothing without control.A sidenote, we actually got a better time out of the GTS by launching it ourselves rather than in HSV’s launch mode (press a button, step off the clutch and hope for the best; we got repeatable 4.8-second times if you’re curious).We’re assured the automatic HSV GTS is slightly quicker than the manual version and we believe it, especially as the manual needs to grab second gear just before it eclipses the 100 mark. Can you feel the acceleration difference between the two? Can you #@*% what. The Mercedes’s twin turbo 5.5-litre V8 has much more oomph from lower revs and the adrenaline boost lasts longer.What the 0 to 100km/h times don't show is how the Mercedes in much more toey, more ready to launch at any moment from whatever speed you're doing with just the slightest dab of the throttle. Its in-gear acceleration is significantly quicker than the HSV.The only minor letdown with the Benz is the gearbox. Mercedes’ seven-speed multi-clutch auto can be a little sluggish between gears when it’s not being floored (even with four shift modes to choose from). The HSV is no slouch but the Mercedes-Benz E63 S-AMG snots it in the right conditions. The power is, quite simply, more readily available.PRICEWould a Mercedes customer ever consider a Commodore? Don’t scoff until you’ve sat in the new Holden. The HSV GTS has a much more upmarket feel to it. Sure, few potential buyers of either of these cars are going to cross-shop them. The only downside is that, inside, the GTS looks exactly the same as the HSV Clubsport R8. In the GTS you’re paying for an engine, a heavy-duty differential, a gaping front bumper, big yellow brakes and three years of engineering work. If you can comfortably afford a Mercedes-Benz E63 S-AMG then there really is no need to consider anything else -- from Germany or Australia. But if you simply can’t bring yourself to part with a quarter of a million dollars on a car that, unlike property, will ultimately go down in value, then the HSV GTS may be for you. It may even hold a little more value in the long run given that it’ll mark the end of an era in Australian muscle cars.In isolation the new HSV GTS seems expensive but when you consider it in this company the numbers start to add up. You could buy a manual and an automatic GTS and still have change from the purchase price of the Mercedes-Benz.The HSV GTS starts at $92,990 plus on-road costs. The price of the Mercedes-Benz has crept up $9500 to $249,900 but comes with the lot, including an AMG diff and the power upgrade (from 410kW/720Nm to 430kW/800Nm) that other countries must pay a hefty premium for.HANDLINGBoth of these cars can easily handle the daily grind or a race track. The HSV GTS rides on suspension technology shared with Ferrari; tiny magnetic particles adjust the amount of damping in milliseconds. The result is the most comfortable HSV to date despite riding on massive 20-inch wheels and tyres. The press of a button makes it switch from being suited to track work or city cruising.The Mercedes-Benz is just as comfortable and adjustable but without as many gadgets. The slightly lighter and lower body of the E63 means it doesn’t lean as much in corners as does the big Commodore. The Mercedes just feels lower and more agile.The biggest surprise, however, was the difference in braking performance. The HSV GTS has the biggest brakes ever fitted to an Australian production car (390mm discs up front, clamped by six-piston calipers, just in case such detail comes in handy on a trivia night) and they feel utterly superb.The brakes, sourced from AP Racing but wearing a HSV label, have a level of precision that makes the mighty GTS feel as lithe as one of those tiny hand-built club cars with frames that appear to be made out of old tube steel offcuts.The Benz has smaller brakes (360mm discs and six-piston calipers up front) but has slightly less weight to pull up. As hard as this is to believe, however, especially for Euro-philes, the Benz brakes feel quite basic in comparison, lacking the bite and precision of millimetre perfect adjustment of the HSV.VERDICTPatriotic pride and price differences aside the Mercedes-Benz E63 S-AMG is a knockout winner -- not least of which is because it highlights the many strengths of the homegrown HSV GTS. This is the closest an Australian car has ever been to matching the world’s best sports sedan, which is all the more remarkable given the $150,000 price difference. If this were a World Cup soccer match, the score would be Germany 2, Australia 1. That we landed one in the net against a bigger team with a vastly bigger budget is a victory in its own.This reporter is on Twitter: @JoshuaDowling  HSV GTSPrice: $92,990 plus on-road costsEngine: Supercharged 6.2-litre V8Power: 430kW and 740NmTransmission: Six-speed manual or six-speed torque converter auto ($2500 option)Weight: 1881kg (manual), 1892.5kg (auto)Safety: Six airbags, five-star ANCAP rating0 to 100km/h: 4.4 seconds (claimed), 4.7 seconds (as tested)Consumption: 15.7L/100km (auto), 15.3 L/100km (manual)Warranty: 3 years, 100,000kmService intervals: 15,000km or 9 monthsSpare tyre: Full size (above boot floor)Mercedes-Benz E63 S-AMGPrice: $249,900 plus on-road costsEngine: Twin-turbo 5.5-litre V8Power: 430kW and 800NmTransmission: Seven-speed multi-clutch autoWeight: 1845kgSafety: Eight airbags, five-star Euro-NCAP rating0 to 100km/h: 4.1 seconds (claimed), 4.5 seconds (as tested)Consumption: 10L/100kmWarranty: 3 years, unlimited kmService intervals: 20,000km / 12 monthsSpare tyre: inflator kit

The re-appearance of a Nissan Pulsar in sedan and hatchback variants is welcome as it caters for a wide audience on a budget who want a reliable, practical, economical and well specified car.They call Pulsar a "small" car but the new model is dimensionally more towards medium size, especially in terms of rear seat legroom and boot space. It actually looks like a scaled down Nissan Maxima in sedan form right down to the profile, boot lid shape and front face.And you can get into one right now for $19,990 drive away for the car we drove — an ST manual sedan. That represents a lot of car for the money — a five seat sedan with a full safety suite and an engine that will sip minimal fuel while delivering respectable performance.Adequate power comes from a 96kW/174Nm, 1.8-litre, four-cylinder, long stroke, petrol engine. With variable valve timing in the inlet and exhaust sides, we've seen something similar to this for yonks. It's relatively simple and honest, improved no end with the Xtronic CVT transmission.Some clever technology finds it way inside the engine in the form of  'beehive' valve springs to reduce friction and inertial loss. Nissan says the CVT equipped Pulsar consumes as little as 6.7-litres/100km while the manual goes through a tad more.The new Pulsar's body/chassis is suitably strong and helps the car achieve a five star crash rating as do a range of secondary safety features - air bags, side reinforcements, child restraints and so forth.From the driver's seat, you look at a relatively standard dash with some wow factor in the backlighting and pleasing curves to break up the shape. The overall result looks  good and is easy to use.It's half a decent handling device, a bit roly-poly when pushed but capable of delivering comfort and control in mixed driving environemts. The front suspension is by strut, the rear is a simple torsion beam arrangement. Steering is electro-hydraulic. The strong chassis also cuts noise and vibration which both at low levels in the new Pulsar.Pity the six-speed manual version has what we call throttle flair — when the engine revs don't immediately drop when you change gears. It's an annoying trait that is becoming more prevalent and even plagues the new Toyota Corolla manual. Answer, get the CVT auto, it's a better drive anyway and just as economical.All Pulsar models come with a multi-function steering wheel adjustable for both reach and height as standard. Nissan says "Pulsar's comprehensive audio system remains one of the best in its segment." It's OK especially the peripherals like Bluetooth and multi-media connectivity.We don't mind the new Pulsar as an everyday hack. It's 'honest', not too bad to look at, roomy and very well specified. Only trouble is there's a new Mazda3 coming said to be a cracking good thing and the new Corolla is also a super strong contender... 

Most people understand what a hybrid is these days. It's a car with two engines, one of them an electric motor that helps to make it more environmentally friendly. Not only do they pump out less of the bad stuff, they're also more fuel efficient, especially around town where people do most of their driving. Until now, the main engine has been a petrol one and it begs the question, why didn't they start with a diesel which is more fuel efficient to start with?VALUEPriced from $108,900, exactly $10,000 more than a regular E250 CDI  the E300 BlueTEC is the answer to that question. It's the only diesel hybrid currently available in Australia (not counting buses or trucks) and features a 2.1-litre turbocharged diesel engine together with a 20kW electric motor.Apart from this it is basically the same as the E250 CDI on which it is based. Benz says it sets a new benchmark for fuel efficiency and engine emissions in the large car segment. Standard features include full LED headlights, Active Park Assist, reversing camera, PRE-SAFE Brake with active pedestrian protection, Distronic Plus with Steering Assist and the sports package with 19 inch alloys.TECHNOLOGYThe hybrid system adds about 100kg to the weight of the car. The diesel engine produces 150kW of power and 500Nm of torque while the electric motor delivers and additional 20kW/250Nm. That doesn't mean the total system output is the sum of these figures it's more complicated than that.The combined output we're told is 170kW and 590Nm, the latter from 1800 revs -- sufficient to push it from 0 to 100km/h in a brisk 7.5 seconds (same as E250 CDI). Drive is to the rear wheels through a seven-speed auto.Fuel consumption is a claimed 4.3 litres/100km compared with the E250 CDI that uses 4.9 -- an improvement of just over 12 per cent. Interestingly, that's less fuel than a tiny Smart uses. At the same time CO2 emissions are just 113g/km.DESIGNYou don't lose any boot space with this one, unlike other hybrids. The lithium-ion battery pack is located under the bonnet and the hybrid system or electric machine as it is called is integrated into the transmission housing. But there are two normal 12 volt batteries distributed to locations either side of the boot. The hybrid system is supplemented by other systems designed to reduce fuel consumption and engine emissions. The regenerative braking system feeds surplus energy to the battery when the vehicle is slowing down. The ECO start/stop function can switch the internal combustion engine off, for example when halted at traffic lights.SAFETYWe counted nine airbags along with numerous safety systems that make it a very safe car, with automatic braking, blind spot and lane departure assistance as standard.DRIVINGPerformance is generally strong and while the overall effect is impressive, it is not as smooth as a petrol engine. The car can travel about 1km in fully electric mode and with very light pressure on the throttle the driver can maintain motorway speeds using the electric motor only.In reality however this "sailing" mode is difficult to achieve on anything but flat or downhill stretches, because the diesel kicks back in as soon as there as is a load on the system is detected. During our short test drive we recorded 6.7 litres/100km.VERDICTIt's good, but purely from the point of view of economy or performance it is probably not worth the extra dough. But technology freaks are going to love it and we're not surprised to learn that Benz is now lobbying for a tax break that would be applied for vehicles that use less than 5.0 litres/100km (the threshold is currently 7.0).Mercedes-Benz E300 Bluetec hybridPrice: from $108,900Warranty: 3 years, unlimited kmWeight: 1845kgEngine: 2.1-litre 4-cylinder 150kW/500Nm turbodiesel/20kW250Nm electric (170kW/590Nm combined)Transmission: 7-speed-auto, RWDThirst: 4.3L/100Km, 113g/km CO2

The third-generation IS range is very good and will be causing quite a bit of worry at Mercedes-Benz, BMW and Audi. It is unfair to suggest that Lexus is simply a luxurious Toyota. The brand stands alone and apart from the Japanese giant but, despite this, badge snobs are reluctant to have a bar of the Lexus marque. However, to ignore the new IS is foolish.Sales of the new model are up by 6.5 per cent this year to 1437, behind the C-Class (3476), 3-Series (3284) and A4 (1610), all of which are down on this time last year. The IS 350, as tested, jumped 115 per cent last month and is up 14.5 per cent for the year. So the Germans should be anxious.The review car in metallic black was the IS 350 Luxury, which sells for $73,039 drive away. It sits at the bottom of the IS 350 range with the F Sport and the Sports Luxury higher up the ladder at about $80K and $92K a piece. There are also the smaller-engine IS 250 from about $61K and the hybrid IS 300 from $65K.There's nothing new in the engine department, apart from the hybrid-electric 300h. The third-gen model comes with the same 2.5- and 3.5-litre V6 units, which have been tickled but not given a big makeover. Still, they are smooth and, in the 350, relatively grunty.I like the look of the new IS. It's more aggressive than the previous model and looks wider, sleeker and even more aggro in F sport models, particularly in lighter colours and with the honeycomb grille. It gets a bit lost in dark colours, such as the metallic black of the review vehicle.The interior is a massive step up, more stylish and roomy. Lexus says the new IS has 170mm of clearance to the front seatbacks. There's far better rear knee and head space, thanks to a 70mm longer wheelbase, and much of the panache found in the larger GS.The cockpit has well laid-out instruments, nifty ventilation dials, a chunky steering wheel and the computer mouse-style remote-touch controller on the transmission tunnel.Standard equipment outstrips the Germans, including satellite navigation, reversing camera, smart entry with push-button start, heated and ventilated leather-accented front seats, a digital radio, eight airbags, dual-zone climate-control air, Bluetooth with audio streaming, bi-xenon headlights with daytime-running lights, a 7-inch colour media display and Drive Mode select.The base audio system has eight speakers, while two USB inputs are also standard: one for your USB thumb drive while you simultaneously charge your phone. Lexus says you would have to spend 20 to 30 per cent more to get the same levels in an Audi A4, BMW 3 Series or Benz C-Class. With the high level of gear, plus the Japanese brand's longer-than-average four-year warranty and its legendary high levels of service, it all makes for a remarkable value proposition.There's the expected suite of electronic driver aids, plus eight airbags, a reversing camera and tyre-pressure monitoring. The car also has a bonnet that pops up to minimise pedestrian injury. The downsides? The cruise control stalk on the steering column is straight out of a Toyota Corolla and the foot-operated parking brake is an ergonomic disaster. And there's no head-up display available, something you can now get on a VF Commodore and in the next Mazda3.With 233kw/378Nm on tap, the IS 350 is lively enough with the signature Lexus refinement and sound-deadening to make travel serene on all but coarse bitumen road surfaces. It still has a lovely, deep gurgling note and is smooth as butter with a delicious growl towards the redline. New to this variant is an eight-speed automatic with paddle shifters lifted from the old V8 IS F dynamo.This is smooth and slips virtually imperceptibly in most typical situations, with its only weak spot being the occasional annoying persistence to shift up - even while in manual mode. The IS 350 is composed and eager to corner with enthusiasm, although the ESP will easily intervene if you go over the top. It corners with balance, the steering is fast and accurate. It's the best-handling Lexus by far. The 350 easily devoured the mountain roads and was a lot of fun in the twisties.I was able to string a series of corners together well on the Targa Tasmania-like undulating and tightish corners, but it lost a bit of composure on the sections of second-rate surfaces. The ride can be a bit jittery around town and on the firmish side. Fuel consumption is not good, however. I recorded 13.5L/100km, when Lexus claims 9.7. Admittedly, there was some spirited driving during last weekend's tryout but on the highway stretches I stuck rigidly to 100km/h.The IS, particularly the 350, is now a true competitor to be measured against the Germans, such as Audi A4, BMW 3 Series and the Mercedes-Benz C-Class. It smashes them for equipment and warranty, the styling is distinctive and desirable and the quality top class. The cabin has stepped up to the mark and there's far more room inside.

When Volvo announced in June that it would enter V8 Supercars next season, I couldn't help thinking about bowling hats sliding around on parcel shelves and wondering how to tie them down. What would the race regulations have to say about an unsecured piece of headgear?An absurd idea, of course. A case of reflex brand association.  But it's precisely the sort of connection we all make. It shows how much mental reorganisation is needed to put the two ideas in the same sentence. Volvo and racing? Come on.For those with longer memories, this will be less of a struggle. Volvo competed with its S40 in the 2.0 Litre Super Touring Cars series in the 1990s, winning at Bathurst in 1998 and taking the manufacturers' title a year later. It has kept its eye in with stints in overseas events, including the Scandinavian Touring Cars Championship.As the V8 Supercars rules have changed, but the general perception of Volvos has stayed broadly the same, it has come back for another go. This time the race car is an S60 powered by a V8, which is not a combination you can actually buy. Although that matters only if you think that, beyond the badge, V8 Supercars actually have something in common with their showroom equivalents.However, there is a link. Volvo's pet motorsport operation, Polestar, which prepares its track racers in Sweden for the STCC, has come up with a specially tuned version of the S60. It's called S60 Polestar, and it's Volvo's pitch for the performance sub-brand buyers who have a huge appetite for BMW M cars, Mercedes AMGs and Audi Quattros.The S60 Polestar trials the idea in an Australia-only limited edition of 50 cars that went on sale in June, as Volvo announced its V8 Supercars involvement.VALUEThe S60 Polestar is based on the regular performance flagship S60 T6 R-Design, the top-spec version of its mid-size junior exec, which comes with a turbocharged inline six-cylinder engine and body-hugging seats for $75,140. The S60 Polestar is almost half as much again; at $109,950 it is easily the most expensive Volvo you can buy.DESIGNThe S60’s Polestar package includes revised suspension, 19-inch wheels instead of 18s, and Polestar calipers for the brakes with performance pads. The transmission is the same six-speed automatic, although tuned by Polestar, and the car retains the electric steering system on the S60. Its quoted dry weight of 1684kg equals a T6 R-Design.On the outside, the Polestar gets a body kit including a rear wing and discreet badging with the tuner's square blue logo. The same blue is also available for the whole car, although red and white are alternatives.  Inside you'll find heated leather-faced seats, satin highlights, a soft dashtop and unusual metallic trim on the centre console that is reminiscent of Scanpan cookware, although that probably wasn't the goal. It's a typically excellent Volvo interior with just a few inherent issues, such as rear headrests that restrict vision. The dials are straightforward and include a helpful speed limit indicator but, as far as I could tell, no digital speedo. There's a counter-intuitive electric park brake that you pull for off.From a buyer's perspective it is not much of a lift over the donor car, with most of it unchanged from the R-Design treatment. The logo under the transparent gearshift cap is a nice touch but it could do with a bit more Polestar badging, since that's what you're paying for. The steering wheel is too large for the context and features a naff numbered inset showing which one of the 50 examples you're in. For the extra you could expect more nice textures and colours, more satin trim.The equipment level compensates a bit, with everything you get in a T6 R-Design plus some. So it includes intelligent lights, parking sensors, premium sound, sat nav, Bluetooth and adaptive cruise control. There's little to add except a sunroof, which is another $2650.For passengers, there's just as much room as a standard S60 but the boot is a different matter. A spare tyre sits on the cargo floor, getting in the way. In an Orwellian use of language, this is what's known as a “space-saver”. But it doesn't save any space at all, it occupies it.ENGINE AND TRANSMISSIONVolvo’s Polestar enhancement adds a bigger turbocharger, new intercooler and race exhaust to the S60’s 3.0 litre straight six. The result is 33kW more power, for 257kW, and 60Nm more torque, at 500Nm.  The 250km/h top speed is unchanged from the S60 T6, which is where most luxury brands set the limiter. Surprisingly, fuel use is unchanged at 10.2 litres per 100km average. The difference comes in acceleration; with launch control, the Polestar is more than a second quicker to 100km/h than the donor car, at 4.9 seconds. That's quick in anybody's language, Swedish or German.SAFETYVolvo is better known for safety than performance and the Polestar includes all the brand's safety software, such as auto-braking at low speeds if it detects an imminent collision with a car or human. However, the pedestrian airbag that debuted on the V40 hatchback recently has yet to be fitted to the S60 range.  Some of the driver alert systems are becoming obsessive in their coddling. I particularly liked the “rain sensor with tunnel detection”.DRIVINGThe S60 Polestar drives as well as any Volvo I've sampled although, like the cabin, it feels constrained by its starting point. The engine is mounted high and transversely under the bonnet, which is not ideal from a handling perspective, and with all-wheel drive it ends up feeling more like a performance Audi than a performance BMW or Mercedes.So there's plenty of grip, but the chassis feels a bit tall and doughy. Turn in could be crisper. There's no shortage of power or pace, and the engine has a pleasing snarly tone although it's a background soundtrack.  The combination of turbo lag -- the delay between throttle application and acceleration -- plus a transmission that isn't the quickest to shift means engine response from low revs requires patience.It's better when asked to deliver while already rolling. The transmission can hunt for gears a bit in D. Sport mode turns up the wick although there are no steering wheel paddles for manual shifting; you must use the lever, which operates counter-intuitively with a push for an upshift.There's a hard redline at 7000rpm, but left to its own devices the transmission changes up earlier regardless of mode. The steering, usually a Volvo weakness, is among the best I've encountered from the brand but it could be more engaging and the car's turning circle is a wide 11.9m. The 19-inch wheels also generate quite a lot of tyre noise and ride quality can be brittle.VERDICTOverall, the S60 Polestar moves the bar for Volvo but doesn't change its character. It's a corduroy car in running shoes and, while it delivers on outright pace, it lacks the sort of excitement dividend you should expect for a $34k premium. It nibbles at German performance territory rather taking a wholehearted bite.  That may be the fate of Volvo's race return too. This year's newcomers Nissan and Mercedes have been rolling chicanes for the Holdens at the front of the pack.Volvo S60 T6 PolestarPrice: from $109,950Engine: 3.0-litre in-line six-cylinder turboPower: 257kW and 500NmTransmission: Six-speed auto, all-wheel-driveThirst: 10.2L/100km0 to 100km/h: 4.9 seconds

Remarkably the Jaguar name has maintained its traditional position as a leading prestige brand in the automotive business despite the ownership changes that have taken place in recent years.Indian interests now own the grand old British brand, but for a time it was part of the Ford empire, and it was during this period that it produced the compact X-Type.The X-Type was conceived to compete with the prestige models from other makers that ruled the luxury mid-sized market segment, cars like the 'Benz C-Class, BMW's 3-Series and the Audi A4.Traditionalists moaned that the X-Type wasn't a real Jaguar, that it was simply a dressed-up Ford Mondeo and owed little to the proud heritage of the brand.While that was true, Ford's stylists did quite a good job in making it look like a Jaguar with styling cues that clearly recalled the big cats that ruled the road in the 1960s and '70s.It had a low and heavily sculpted look that was reminiscent of the old XJ sedans, and plastic woodgrain highlights and leather trim in the cabin passed for the real thing. The cabin itself, however, was a little on the cramped side and the boot was rather small.The X-Type lobbed in local showrooms late in 2001 with 2.5-litre and 3.0-litre all-wheel drive V6 versions, to which a 2.1-litre model, this one a front-wheel driver, was added in 2002, followed by a turbo-diesel in 2008.There was a five-speed manual gearbox available, but most of the petrol models left the showrooms with the five-speed auto that was also offered. The turbo-diesel was equipped with a six-speed manual.When let loose on the road the small-engined cat was a comfy cruiser; it wasn't over-endowed with performance and you needed to work it hard to extract what zip it did have. The larger engine models offered more of the get up and go you'd expect of a Jaguar.For anyone lacking the funds to buy a new prestige model the lure of buying a second-hand one can be irresistible, but buying a used model can be a road to financial ruin. Just because a car costs more when it's sitting in a glitzy showroom doesn't mean it's any more reliable than the cheap-and-cheerful model at the budget car dealer down the road. Prestige models, like the Jaguar X-Type, can be a joy to drive, but they can also become a nightmare.For starters servicing can be expensive if you take it to the factory dealer to have the oil changed, and if it breaks down expect to pay plenty for the replacement parts needed to get it going again. Do your homework on whom you might get to service your car; an independent service mechanic with knowledge of Jaguars is highly recommended.As we've reported in this column before the prices charged by the factory dealers for prestige car parts can be outrageous, but savvy buyers and smart machines can source them for a lot less from overseas on the internet.The X-Type is a generally sound car, but it's still vitally important that you have your chosen cars checked by an expert before handing over your cash. As with any second-hand car check the service record to make sure your chosen car hasn't been neglected. Missed servicing will likely cause you considerable pain later on.There was one recall that affected the X-Type here in Australia. It was in 2012 and related to the cruise control in the diesel version. The problem could occur of there was an error in the electronics controlling the cruise, in which case the cruise would be disabled and a fault indicated on the dash, but if it happened while the cruise was engaged it is not possible to disengage the cruise using the cruise cancel button, the brakes or changing gear. Check the owner's manual for a record of the recall rework having been carried out.It's a cat, and that counts, but there are better used prestige buys.

Four door cats fly fast too. Especially big ones. As the F-Type, Jaguar's first sports car in half a century sears itself onto lists of the world's most desirable automobiles, the Indian-owned Brit marque feels the need to revisit its remit and remind us that its four-doors are capable of a bit more than touring grandly.You probably needn't go as far as the scenic roads and a race track of rural Washington, as we did, to see that the XJR is another blow to the decidedly first world dilemma of what weekend car to buy. The R badged version of Jag's flagship is a 24/7, all types of hardtop, proposition.VALUEAt near $300,000 plus on-roads (wonder what that good mate of carmakers, Tony Abbott, will do about the luxury car tax?), the fastest XJ to date sits south of the rival Benz S63 and Maserati Quattroporte.The R car is by any measure (not least length - 5.12 metres in the "short" wheelbase version) a lot of limo. The extra ask brings the full guts and glory version of Jaguar/LandRover's 5.0-litre supercharged V8, functional not merely visual go fast kit, smokey 20-inch alloys and bespoke interior.At a level where value is in the eye of a select few beholders, the Jaguar stands apart. Jaguars always have, but no longer at the cost of inconvenience. A marque that was until recently venerated more for its heritage than contemporary reality has retained its first place rating in JD Powers' customer satisfaction survey.TECHNOLOGYThe unexpurgated 404kW/680Nm tune of the blown aluminium V8 is enhanced here by powertrain and exhaust calibrations to deliver output hotter and sooner. It attains 100km/h from standing in 4.6 seconds, 80 to 120 in 2.46. A close ratio slightly bespoke version of ZF's eight speed auto is so quick, so intuitive, that piddling with the paddle shifters - even on a track - simply gets in the way. This godly box is way smarter and quicker than a mortal.Those 20-inch alloys provide both visual stimulation and a home to purpose made Pirellis - 265/30 and 295/30 front to rear. But such is the mechanical grip you'll not often stress the rubber. Adaptive Dynamics, an active electronic differential and very simpatico stability control curtail clumsiness and complement competence.Indeed on first world roads, as opposed to ours, dynamic mode is the preferred manual selection - damping is appreciably tightened but the ride is entirely compliant. Carmakers make much of using aluminium but it's not until you're at play in an 1800kg saloon that can dance with a much smaller four door that you begin to appreciate the ability and agility this material bestows.DESIGNAs one who stumbles over and confuses Jaguar's X designations, I wonder if the XJR isn't a candidate for another consonant, for a Q car it surely is. The standard XJ is almost too subtle and such embellishments as distinguish the R version are all about understatement -  a  ‘R’ spec side sills, bootlid spoiler, bonnet louvres, and chrome touches.Nor does the interior shouts luxury so much as assuming it. The fusty gentleman's club ambience of old isn't there in detail, but somehow survives in ambience - you could never imagine you're ensconced in German or Italian job. R logos and stitching in either red or tan distinguish it from the standard XJ.SAFETYCount the stars by all means, but active safety is the story here. There's no point in pushing output in you can't get it down and the electronic differential can apply full locking torque almost instantaneously and its calibrated to get the most out of the wide rear tyres in conjunction with output. It stops straight and true from more than 200kmh courtesy of the mighty hi-po braking system with ventilated 380mm and 376mm discs front to rear.DRIVINGCarsguide gets into the S63 AMG in a few weeks, so it'll be fascinating to see if our impression of the XJR is supplanted, because for now at least this has to be the most talented limo known to humanity.Crushing country kilometres at a  ridiculously relaxed lope one moment, then slicing cleanly between apexes of one of the most technical tracks we've encountered, you have to ask: "Can it be the same car?"It's convincing in either deployment, the always correct auto keeping that tidal wave of torque ever present. It makes for both eye blink overtaking exposures and withering straight runs. Refinement though is ever to the fore. It's quite possible for a front seat passenger to be lulled to sleep while the helmsman is fully engaged. That helm weights up almost imperceptibly but meaningfully with speed and fitness of bend.VERDICTThe world's most talented limo this month.Jaguar XJRPrice: from $298,000Engine: 5.0-litre supercharged V8; 404kW/680NmTransmission: 8-speed automatic; RWDThirst: 11.6L/100km0 to 100kmh: 4.6 secondsTop speed: 280km/h

Holden’s medium-large Epica wasn’t a sales success during its time on the new-car market that began in March 2007, with the car being quietly slipped off the new-car price list in February 2011.The Epica was relatively expensive and had a sedan body in a class that favours hatchbacks. Its South Korean heritage didn’t do it any favours either, though there was some Holden input in the design and mechanical setup. The result is poor resale value that makes the Holden Epica a real bargain on the used-car front.Epica has moderately good steering feel as it has some Aussie design input in the suspension and steering. However, it may be firmer in its ride on medium to rough roads than some owners like. On motorways it’s impressively smooth and quiet.Holden Epica’s interior space should be better for a car of this size that has the space saving layout offered by a transverse engine. Legroom in the rear is restricted unless those in the front are willing to give up a few notches of seat travel. Boot space is good, an advantage of the sedan body as it has a longer tail than hatchbacks’.Holden Epica has proven reliable to date and we see no reason why this won’t continue as, by the time it was designed, the Koreans had learnt a lot about build quality. As always, good cars can fall into bad hands so it still pays to have a professional inspection before forking out your hard-earned.The biggest feature of the Holden Epica is its straight-six petrol engine in a class of car that’s totally dominated by four-cylinder engines. The sixes are delightfully smooth and give Epica a real air of refinement.The six-cylinder petrols come with capacities of 2.0 litres and 2.5 litres. The former are offered only with a five-speed manual gearbox, the latter with an automatic transmission, also with five ratios. Performance is good without being outstanding as these are relatively small engines in a largish car. A slow seller, the 2.0-litre engine was pulled from the Australian market midway through 2008July 2008 saw the introduction of a turbo-diesel engine. This time with just four cylinders and a capacity of 2.0 litres, but with the advantage of a six-speed automatic transmission compared with the five-speed in the petrol autos. It has far too much turbo lag but once that has finally passed it works well when climbing hills, even with a load on board.Holden is well represented Australia wide, with dealers in even the smallest of towns. It’s unlikely country dealers will have spare parts of the Epica in stock, but bits can generally be delivered within a couple of business days. We have heard no real complaints about spare parts prices, or of shortages in the populated areas of Australia.Epica is easy to work on with a decent amount of underbonnet space. Good home mechanics can do most of their own work – but we advise they steer clear of any safety items.Insurance costs are generally low. As is sometimes the way with any car that’s a relatively small seller, there can be quite a variation in premium prices so it’s worth shopping around. Just be sure you are comparing apples with apples.WHAT TO LOOK FORBuild quality is generally good, but listen for squeaks and rattles when driving on rough roads, especially in the area behind the dashboard. This is unlikely to be a cause for breakdown, but can be irritating. Check under the bonnet for signs of weeping at the petrol pump.A petrol engine should start easily and idle very smoothly, anything else is a sign to be wary. Diesels that are overly noisy may be due for a major service, or an overhaul.Epicas with the 2.0-litre six-cylinder petrol engine are underpowered by Australian drivers’ standards and may have been thrashed. Get a professional to check it if there’s the slightest doubt.Upholstery that gets a lot of work may be showing signs of wear. Check the rear seats as bored kids can knock them around. Look for damage to the front wheels as the Epica is a bigger car than some drivers realise and the wheels may have skimmed the kerb more than once.CAR BUYING TIPCars that were unpopular when new sometimes pick up in value as they age - note the word ‘sometimes’, though. 

Spend big bucks on a performance sedan, and it had better put a smile on your face, right? After driving the 2014 Jaguar XFR-S on mountain roads and on track, we can say that the fastest, most powerful Jaguar sedan — ever — never ceased to have us grinning.With an official 0-100km/h figure of 4.6 seconds and a top speed of 300km/h, the XFR-S pushes the performance envelope further upward from the XFR, but it isn't simply chasing German super-sedans. From the driver's seat, we found it more thrilling than some key rival models like BMW M5, Audi RS6, or Mercedes-Benz E63 AMG.Those each might have a slight edge on the XFR-S in straight-line performance, but the XFR-S is the wild child of the bunch, the one that keeps you close at heart. From the time you press the engine-start button and the big 5.0 litre supercharged V8 barks to life, it's clear that the attitude is a bit different behind the wheel of this one.DESIGNIt's probably best to start with what the XFR-S doesn't have. Thankfully there's no managing a slew of drive modes and steering heft levels and suspension rates. There's nothing complicated about the steering, either; it's merely a very good hydraulic system. And don't expect a dual-clutch gearbox or clutch packs in place of torque converters.What you do get is a raucous 405kW V8 that's not only full of character but fully fitting the character of the car, mated to a ZF eight-speed automatic transmission with Jaguar's new (F-Type-derived) Quickshift logic.Front and rear spring rates have been boosted 30 per cent over the XFR (which adds up to about 100 per cent over the base XF), and the XFR-S gets special front suspension knuckles that allow increased camber and castor stiffness (plus new wheel bearings), a new rear subframe, and a 'bespoke' staggered Pirelli P Zero tire setup—265/35R20 size in front and 295/30R20 in back. Special lightweight forged wheels and a high-performance braking system round out the improvements.In addition, there are a series of functional aerodynamic improvements, including carbon fibre front splitter and air intakes, plus a carbon fibre rear diffuser.And that big wing on the back? It plays a crucial part in reducing high-speed lift by 68 per cent. It makes a very meaningful contribution to stability at mid- and upper-triple-digit speeds; but because of the controversy over...um...the boy-racer stigma that tall, bold rear wings carry, it's optional on the XFR-S—and a hefty $3,500 extra. But if it's functional, you really must get it.The XFR-S also boasts special Varuna lightweight forged alloy wheels, and they can be finished in full gloss black or technical grey. In addition to the rear wing and central rear diffuser, there are five colours, including an especially eye-catching French Racing Blue. And inside, the XFR-S gets Warm Charcoal leather seat and door trim, in addition to carbon-effect leather on the seat bolsters and armrests. Contrast-colour micro-piping also accents the seats, and there's a Dark Aluminium dash fascia.ENGINE AND TRANSMISSIONOutput of this engine has been boosted to 405kW, with 680Nm of torque (versus the XFR's 375kW and 624Nm); and it's a difference you can feel. Through breathing improvements, Jaguar has boosted power delivery from the 3,000-rpm range on up. And on the torque side, it's essentially taken the torque plateau of the XFR's engine and allowed it to climb—together with the more aggressive throttle map, allowing that very sharp at-speed throttle response, and allowing increased rewards for revving the engine into its upper ranges.Revving this engine is something we couldn't resist. It's beautiful-sounding from the outside or the inside. Curiously, from the outside there's a strident, V10-like pulsation to the exhaust note that sounds sexy and different as it passes by at full wail; but inside, selectively ducted-in intake noise helps provide a deep, bellowy exhaust note that's unmistakably a V8. What you do hear from inside the cabin—especially if you tip into the throttle lightly and then back off—are a series of burbles and pops that seem so forceful at times you might think someone's kicking in the trunk.DRIVINGProvided you're not tapping into the engine's power too much, the cabin is remarkably quiet and luxury-car composed. Despite the much stiffer setup, very little harshness from the coarse road surfaces we had for much of our road drive route made it inside, and the XFR-S's active damping system (which has thirteen different inputs and can make adjustments 100 times per second) manages to filter out minor imperfections.Take the XFR-S through a series of corners, and the strength of this model's steering are exposed. It's a hydraulic system, and yes, it could be firmer during most normal driving (it feels disconcertingly light for a performance car at first), but just off centre, at speed, it's weighted nicely. Body control is far more in check than you might expect given the lack of fluster in the ride.On the XFR-S's rotary shifter, you simply have a choice between Drive and Sport (with some great steering-wheel paddle-shifters). Then there's a Dynamic mode that sharpens the powertrain response and firms up damper rates. It also affects the stability control behaviour, and the active electronic differential, which helps get power to the rear wheels in the most effective way possible out of corners.The XFR-S might not be an easy car to drive near its limits, but it's an easy car to drive fast—very fast. It's a natural understeerer at its limits, but there's no doubt that with more laps we would have been able to learn the ins and outs of finessing the tail out just right. But even in Dynamic mode, with the stability control in its less intrusive setting, you make modest corrections that leave it feeling remarkably neutral once you set it up on the inside line of a bend.VERDICTThe XFR-S is wicked fast and full of attitude, yet its luxury and comfort are seemingly uncompromised. And many will see it as a more charismatic choice than the top-performance sedans from Germany.www.motorauthority.comJaguar XFR-SPrice: $222,545Engine: 5-litre V8 supercharged petrol, 405kW/680NmTransmission: 8-spd auto; RWDPerformance: 0-100km/h; 4.6 seconds, top speed; 300km/h (limited)