Sedan Reviews

I've just driven over a large speed hump at 40km/h and would not even have known it was there. Instead of braking a little, as normal, then allowing the suspension to rise as the front wheels hit to minimise the jolt, I just kept the speed steady and did not feel a thing. The car erased that hump from the roadscape. It did not exist.The car is the new Mercedes S-Class, the brand's flagship limousine, and Magic Body Control is its signature techno trick. Moments earlier I had driven over the hump with the feature turned off, and the difference is amazing. It immediately brought to mind how different I would feel about some of Sydney's roads that have become almost unusable. The S-Class snubs its nose at car-hating councils.It works using two cameras mounted high on the windscreen, which scan the road up to 15m ahead, then set a strategy for the suspension on each wheel. It functions up to 130km/h and the effect on the ride is dramatic. Perhaps it should be called Magic Carpet Control.It's an extension of a system called Adaptive Body Control, which is designed to reduce body roll and pitch and has been available on large Mercedes for some time. As usual, the three-pointed star has saved something special for its definitive statement of luxury. And, as usual, it claims to have made the best car in the world.DESIGNIn this class, unlike most others, it still has the edge on its rivals: BMW's 7 Series and Audi's A8. The previous generation, which debuted eight years ago, sold half a million. And you thought the large sedan was going out of fashion.Well of course it is, in most markets. But not the one that's expected to devour at least half the new version: China. It, and to a lesser extent the US and the Middle East, are the last redoubts of the large sedan. And this time it has meant a profound change of strategy for Mercedes.To begin with, I've never heard Mercedes talk so much about the back seat. Chinese buyers at this level, unlike in most other markets, prefer to be chauffeured. Their priorities involve a combination of lounge, office and first-class airline seating.The result is an S-Class developed from the back seat. In a reverse of the usual strategy, the long-wheelbase version came first. There are no fewer than five seat configurations, including one with a captain's chair that reclines generously and a massage menu that would put Bangkok to shame. Most of the car's functions can be controlled from the rear screens, so there's no doubt who's in charge, and of course you can send emails and do most of the other things you might do in an office.There's a big lift in interior ambience all round. All the seats are splendid, the materials first rate and the design more flowing and organic. Two large screens face the driver, one for the virtual dials and upgraded night-vision system. The other accesses audio, climate, internet and car set-up. It's a welcoming interior that does not overwhelm.There's a familiar logic to the control system even though it has been jazzed up a little, with mildly animated but classy graphics. As you delve, it's clear the whole experience is richer. One function, novel to me, is the ability to heat the arm rests in the doors. First class, then, and now free from turbulence.The S will also offer more body styles than before, with a coupe (now called CL), a convertible and several models pitched higher to replace the short-lived Maybach, which was supposedly a challenger to Rolls-Royce.Mercedes has a better chance this time although straddling Western and Eastern tastes has its challenges. Some of the interior fittings, particularly the aluminium grilles for the Burmester top-end audio, looked out of place to these Western eyes and the roundel vents are a copy of ones you find in a Bentley.FEATURESNormally, the headline features in a new S-Class are about safety rather than comfort. There are some advances here but Mercedes has already fitted them to its revised E-Class.Chief among them is Intelligent Drive, which uses the same cameras mentioned above plus an impressive array of radar, infra-red and sonar sensors to edge us closer to cars that can drive themselves. The E-Class showed that, for a few seconds at least, it could handle freeway traffic.The S-Class revealed the system can also follow a car in front at low speeds for much longer periods. In effect, a straight-line path through a city with slow-moving traffic requires little driver intervention at all. It can cope with stop-start conditions and also recognise imminent pedestrian or vehicle collisions and emergency brake. When it goes beyond its hazard parameters it alerts the driver to get back on the job. All the hardware is in place for self-driving vehicles; software and a lot of legislation are the remaining hurdles.ENGINESThe variants available were just a small sample of what will be offered eventually. The 3.0-litre diesel in the S350 and 4.7-litre V8 petrol in the S500 are familiar units and deliver assured, fuss-free progress. The diesel is likely to dominate among Australian buyers although there are fewer reasons to shun the V8 with fuel economy of 8.6 litres per 100km. These cars arrive in the last quarter.The S will also offer a turbocharged petrol V6 in the S400 and more powerful turbocharged V8 in the S63 AMG. Intriguingly, it will cover all the bases on hybrids, too, with one petrol-electric, one plug-in petrol-electric and one diesel-electric. The last, briefly sampled, combines a 2.1-litre diesel with an electric motor.DRIVINGWe tested the S-Class over the roads north of Toronto -- which were dry, almost corner-free and heavily policed with $C10,000 fines. It was possible to get glimpses of the car's handling balance and reserves of dynamic ability, which defy the physics of a 5.2m length and 2 tonne weight. But what stood out was the impeccable quietness of the cabin. Tyre, wind and even engine noise are almost absent. Aerodynamic drag has been reduced and that has a pay-off beyond efficiency; it turns the cabin into a cone of silence. You can make those business calls in peace.There was also one surprising lapse in the detail: the door-lock buttons now disappear with a clunk, the same clunk you find on lesser Mercedes. On previous S-Class they were sucked slowly and silently into the doors. Parts commonality for the S-Class? Come on, Mercedes, did you think we wouldn't notice?Mercedes-Benz S-ClassPrice: TBA AustraliaOn sale: Fourth quarter (S350, S500), second quarter 2014 (S300 Hybrid)Engines: 2.1-litre four-cylinder turbocharged diesel plus electric motor (S300 Hybrid); 3.0-litre turbocharged V6 diesel (S350); 4.7-litre turbocharged V8 petrol (S500)Outputs: 150kW at 4200rpm and 500Nm at 1600rpm (S300 Hybrid); 190kW at 3600rpm and 620Nm at 1600rpm (S350); 335kW at 5250rpm and 700Nm at 1800rpm (S500)Transmission: 7-speed automatic, rear-wheel driveFuel: from 4.4 (S300 Hybrid) to 8.6 (S500) litres per 100km average

Opel Insignia OPC and Subaru Liberty GT go head-to-head in this comparative review.

With more than 3.5 million vehicles sold in the last 10 years the Mazda 3 is extremely important to the Japanese carmaker, no more so than in Australia where the ‘3 has been number one for the past tw

Twenty per cent more grunt than a Commodore SS is a "good first effort" as Walkinshaw Performance starts to unleash the potential of the new VF range. The W310 - yes, that'd be kiloWatts - is the first "W Series" pack but certainly won't be the last.  WP general manager Tony Harris won't be drawn on

It’s the fastest, most capable and most advanced car to ever wear a Commodore badge. The new SSV Redline is the highlight of the new Holden range -- this side of the epic supercharged HSV GTS. So imagine how frustrating it was to get tantalisingly close to driving it, only to have Ford drop its bombshell.On the media launch for the new Commodore I had my hand on the driver’s door-handle to the SSV Redline when Ford Australia announced it would shut its manufacturing facilities in 2016.At that moment I literally became a passenger -- along with every other journalist at the event, I worked my laptop sitting in the front passenger’s seat -- so I could cover the biggest automotive story of the decade.With the grim news behind us the media has been given another crack at Holden’s hero car, with some track driving added for good measure. Furthermore, this will give the clearest indication yet of what North Americans can expect when their export models arrive at the end of the year.At $51,490 plus on-road costs the SSV Redline sits at the top of the Commodore pecking order and is the most expensive of the line-up, even if the price has been slashed by $6300. The SSV Redline has everything the Calais comes with, and more.In addition to techno gadgets such as a forward crash alert and a heads-up display which reflects the car’s speed into the windscreen, the Redline gets massive race-bred Brembo front brakes and wider rear tyres (just like HSV has done since 2006).  It also gets sports seats and Holden’s lauded faux-suede material on the dash and doors.The only options: automatic transmission adds $2200, metallic paint adds $550 and a look-at-me boot spoiler adds $500. Fifty-plus grand is a lot of money for a Commodore but it’s still $10,000 cheaper than a new HSV Clubsport -- and, as we were to discover, every bit as good.In addition to the aforementioned technology, the big news on the Redline is the introduction of a launch control setting (for manual models only), two modes of stability control and two modes of steering feel (for track or street).The Redline is, in effect, exactly what North Americans will get except export models come with the 6.2-litre V8 reserved for HSV while Australian Redline editions make do with the still highly capable 6.0-litre V8.Power output from the 6.0-litre V8 is unchanged form before (and the auto still has less grunt than the manual). But the 43kg weight saving due to the lightweight aluminium boot and bonnet and other parts means the new model feels a little lighter on its feet.The only external visual clues to the Redline edition are the staggered 19-inch wheels (they’re wider at the rear than at the front, for better rear-end grip) which are available in chrome or gloss black.Inside there is a gaudy SSV logo embroidered on the the light-coloured dash and a matching thin strip in the centre of the seats. Black material without a logo would look better on all counts.Six airbags and a five star crash safety rating if things go awry -- and the best handling Holden V8 sedan ever built to avoid an incident in the first place. A rear camera and front and rear sensors are also standard, so it even gets a tick for driving safety.One blot: the driver’s side mirror is still too small. Luckily the car comes with blind spot alert. But I’d still prefer to see what’s over my shoulder than rely on a beep that might not work.Holden has for 25 years been trying to compete against its enemy from within -- the separately-owned HSV performance car division. But the VF Redline is the first time Holden has truly created a car that could give HSV a black eye.Holden has been successful in giving the Commodore SS plenty of styling sizzle but this is the first time it has had the performance and driving credentials to back up the tough talk.Sure, the Redline has a 6.0-litre V8 compared to the HSV’s 6.2-litre. And the power output of the Redline is lower (in part due to a slightly lower engine redline, ironically). But the actual performance is line-ball.Independent testing has shown there is just 0.1 of a second difference in the 0 to 100km/h dash (4.9 v 5.0 seconds). If you can pick that by the seat of your pants, you’re better than me.The suspension is well sorted, too. It’s incredibly supple over bumps despite the massive 19-inch wheels and tyres.The biggest improvements, though, are to the front brakes and rear-end grip. The brakes have much more bite than before (no doubt due to changes to the VF’s brake booster and bracket) and the overall grip is superb thanks to the same width rear tyres that HSVs have.All these changes make the VF Redline as much at home on a race track as it does in the daily grind.

After years of safe, sensible, but somewhat stodgy cars Volvo reinvigorated its offering with a series of smart, stylish and more appealing models. The popular S40 compact sedan was a major part of that transformation after replacing the 440 in the late 1990s.NEWAn all-new S40 appeared in 2004 and it was a big step forward in both style and substance, with an updated range of models, a responsive chassis, and a diesel engine option. Four models made up the range, starting with the entry level S, following came the luxury LE, the D5 diesel and the sporty T5.They were smartly laid-out inside, with practical controls, comfortable seats and ample cabin space, although those in the back seats might have felt a little cramped. Three engine options were offered, starting with the 2.4-litre five-cylinder petrol engine, with a 2.4-litre turbo-diesel engine and a sporty turbocharged 2.5-litre petrol engine as attractive alternatives.The base petrol engine delivered decent performance, while the diesel stretched the distance between fuel stops nicely and still offered good performance, but the sparkling performer of the range was the turbocharged petrol engine in the sporty T5. There was a choice of manual and automatic transmissions available, depending on the model.Most of the range was front-wheel drive, but the T5 boasted all-wheel drive. If the engines delivered the zip, it was the chassis that delivered the real enjoyment with its nimble, surefooted handling that was light years ahead of the lumbering old Volvo of the past.NOWLike all modern cars the S40 bristles with technology and as we see every day here at Carsguide that can mean trouble. That's not to suggest that every car will breakdown, but it's a fact of today's motoring life that the cars we drive are often struck down with maladies that are unexplainable and frustrating.It's important to approach the buying process with that in mind and thoroughly check any used car you might be thinking of buying. Even the most thorough check might not identify an underlying issue, but it's vital that a check is conducted.That might be a road test, and we don't mean a quick thrash around the block, but an extended road evaluation taking in as many varied road and driving conditions as possible. It should include highway speed as well as normal suburban speed, you should go to a car park and test it at walking speed, manoeuvre it as you would if parking it, drive it over speed humps, around roundabouts, over smooth, rough, even gravel roads.While you're doing this you should be listening for odd noises, clunks, rattles, vibrations, anything that seems out of the ordinary. But don't rest there, take it to a Volvo specialist and have them cast their expert eye over it. While you're at it check for a service record, one that's credible, and preferably from a mechanic who is familiar with the Volvo brand.Regular oil changes are critical to engine life, so it's important that the recommended service routine is maintained. Many S40s will have passed or fast approaching the time when the cam timing belt needs to be changed. The change on earlier models was scheduled at 120,000km or eight years, later ones went out to 150,000km or 10 years.SMITHY SAYSAn attractive mid-sized car that offers safety, features and good on-road performance at an affordable used price.Volvo S40 - 2006-2009Price new: $39,950 to $54,950Engine: 2.4-litre, 5-cylinder, 125 kW/230 Nm; 2.4-litre, 5-cylinder, turbo-diesel, 132 kW, 350 Nm; 2.5-litre 5-cylinder turbo, 162 kW/320 NmTransmission: 5-speed auto, 5-speed man, FWD, 6-speed man (T5), AWD (T5)Economy: 7.0L/100 km (TD), 8.7L/100 km (2.4), 10.1L/100 km (T5)Body: 4-door sedanVariants: S, LE, D5, T5Safety: 5-star ANCAP.

Japanese cars have a reputation for being boring. European cars typically take the kudos for styling flair.That means small-car buyers are usually faced with a choice between a dull and dependable car -- or a four-wheeled fashion statement that might conk out in the middle of an intersection.Mazda, made and designed in the land of the Rising Sun, has been trying to bridge that gap with the past two generations of its Mazda3 small car. With the new, third generation model, however, it may have cemented the great divide.The new Mazda3 looks like an Alfa Romeo from the outside, a BMW from the inside and has Audi-like instruments. It is possibly the most the most Eurasian car to date -- not just in the way it looks but the way it feels and drives.That’s because it is new from the ground up. Rarely is a car deserving of the description “all-new”. Customarily at least some of the parts or engines and transmissions are carried over, sometimes for decades. But every major component in the new Mazda3 is new. It means engineers got a rare chance to start with a clean sheet of paper.It’s the main reason the new version of the Mazda3 finally has the technology and fuel economy it has sorely lacked (which, incidentally, hasn’t affected its appeal among buyers who voted it Australia’s top-selling car for the past two years in a row).Nevertheless, the new model can’t arrive soon enough. The Mazda3 has been overtaken in the new-car sales race by the Toyota Corolla in the past two months. The new model has the makings of another top-seller, but will it have the price?“This car needs to be a winner for us and we believe it will be,” says Mazda Australia boss Martin Benders. “We are yet to confirm pricing, we are still on our hands and knees negotiating with Japan.” Mazda has foreshadowed a possible price rise from the current RRP of $20,500 plus on-road costs (however you can buy a runout model today for $19,990 drive-away).“Price is not a key issue for this car,” said Benders. “Plenty of people want it. You won’t see a $19,990 price on the new model. It is a step up and it will get the price it deserves. We think this car is going to reset the benchmark in the small car segment.”Mazda will announce price and equipment details closer the car’s on-sale date in late January. Our guess? Expect touch screen navigation, a rear view camera and social media connectivity to appear on all but the most affordable models.The new version of Australia’s favourite car will be able to read out email messages, Facebook and Twitter updates and tune into 40,000 internet radio stations via a new smartphone app called Aha.To combat the potential for driver distraction the new Mazda3 will also be available with a radar system that automatically slams the brakes in slow-moving traffic if the driver does not brake in time. Such technology has typically been exclusive to luxury cars but its availability on a mass-market vehicle will likely reignite debate driver distraction technology.However Mazda’s chief product planner says the new levels of connectivity will not distract drivers. “More and more people would like to enjoy while driving, but in the worse case they are looking at their smartphone,” said Ryuichi Umeshita. “In order to minimise that distraction we are showing that information in the car.”The email and social media functions are displayed on a screen in the centre of the dashboard. Mazda says it deliberately chose not to display “non-driving” information in the heads-up display that is reflected in the driver’s line of sight. “We believe it would be more dangerous to show that information all the time,” said Umeshita.Mazda says it has taken other safety measures, too. Most of the social media functions can only be controlled by voice when the car is on the move -- or via a touch screen on the dash when the car is stopped.The new super-efficient 2.0-litre and 2.5-litre engines slash fuel consumption by up to 30 per cent (from 8.2L/100km to 5.7L/100km for the 2.0-litre). But, as we would discover, the 2.0-litre is the more impressive and perkier engine.The heads-up display is rather rudimentary. Luxury cars reflect the speed into the windscreen but the Mazda3 reflects the image into a small plastic panel, similar to that used by Peugeot. It’s still effective, and a welcome feature on Australia’s strictly enforced roads.Other gadgets such as radar cruise control, blind zone warning, cross traffic alert and headlights that illuminate corners bring the Mazda3 up to par with some European rivals.The new Mazda3 might have a European flavour but it was designed in Japan and then showcased to the world for approval. In non-technical terms, it got two thumbs up. The sleek shape is slightly lower and shorter than before -- and boot space in the sedan and hatch is slightly smaller -- but the interior roominess is unchanged.The aerodynamic lines help it slip through the air (0.255cD for the sedan and 0.275cD for the hatch, for the technically minded) at freeway speeds. The interior is particularly impressive, with good quality materials and a precise feel to the Audi-like dials.But it’s not perfect. The centre screen on the base model looks like a cheap remote control from the 1980s (according to the pictures, none were present at the media preview). And the door pockets only have enough room for one bottle of water each.Six airbags, stability control and a foreshadowed five-star safety rating. Mazda will build different strength bodies for different markets but the company says Australia will get Grade A versions. However, the variation in body strength does highlight the potential for anomalies when viewing overseas results for ANCAP crash test ratings.The new Mazda3 is predictably a big improvement on the current model, particularly in terms of refinement and presentation. But on first impressions it doesn’t challenge a Volkswagen Golf for overall feel, comfort, quietness and driving dynamics.The Mazda’s 2.0-litre petrol engine is surprisingly more impressive than the so-called sportier 2.5-litre petrol engine available in dearer models. The smaller engine feels perkier than the 2.5 from low revs. On first impressions I wouldn’t stump up the extra cash for the dearer and bigger-engined version.Unusually, the 16-inch Yokohama tyre package on the base model was more fidgety at low speeds on what appeared to be smooth roads. When we mentioned this Mazda was quick to point out that Australia will get different tyres to the ones we drove on.The sporty 18-inch Dunlop tyres on the 2.5-litre model tested felt more cushioned and compliant (typically low profile tyres are too firm). But we may not get these tyres either, so probably best to not put too much weight in handling impressions until we drive it locally.The engines might be a little underdone in order to achieve super-low fuel economy numbers, but the new Mazda3 will be a surefire sales hit regardless. It has the style, quality, technology and enough driving flair to distance itself from other Japanese and South Korean cars. Just not quite enough to topple Europe’s best.

A hybrid, running on electric power, with a throaty V8 growl? It’s one of a bagful of features in the Lexus IS 300h, the luxury brand’s first hybrid in its sports IS range, newly uprated to give its trio of Teutonic rivals some real trouble.The car is an attention-grabber with a bigger, three-dimensional spindle grille, wider stance and dramatically swoopy rear end styling. A 70mm longer wheelbase has given it greater interior space, the seating is lower and sportier and the driver-oriented cockpit is derived from the Lexus LFA supercar.The hybrid has 60/40 split-fold rear seats and its battery pack is mounted low, under the boot floor, so there’s 450litres of cargo space, just 30litres less than the petrol-powered models.The IS 300h joins the IS 250 and IS 350 models in the model’s just-launched third generation, with prices starting from $55,900. The 300h is quite a performer, with a combined output of 164kW from its 2.5litre four-cylinder petrol engine and electric motor. It runs just as well as the 153/252Nm V6 IS 250, and uses only about half the fuel.IS 250 Luxury is $55,900, the F Sport from $64,900 and Sports Luxury from $77,900. The IS 300 hybrid starts from $58,900 and the F Sport is from $67,900. IS 350 Luxury is $65,000, with the F Sport from $73,000 and Sports Luxury from $84,000.Despite being dubbed ‘all new’ the 250 and 350 have not altered their existing V6 motors. However, transmissions have changed in that the 233kW/378Nm 3.5litre V6 now has an eight-speed auto. The 250 retains its six-speed auto and the 300h gets a six-stepped CVT.The 300h is the first Lexus to use a Atkinson Cycle 2.5litre petrol electric/hybrid powertrain, which apart from lots of pep, makes it a sensation in the economy and clean air section, consuming and average 4.9litres/100km and emitting 113g of CO2/km. By comparison, the IS 250 data is 9.2litres/100km and 213g/km and the 350 uses 9.7litres and emits 225g/km.Lexus says the hybrid’s figures are unmatched by any rival petrol, diesel or hybrid vehicles in the segment, and expects growing awareness of fuel prices and exhaust emissions to lift its hybrid sales  from their present 18per cent to close on 50 per cent.There’s the expected suite of electronic driver aids, plus eight airbags (10 of them in Sports Luxury models), a reversing camera and tyre pressure monitoring. Option packs add Automatic High Beam, Lane Departure Alert, Blind Spot Monitor and a Pre-Collision system. The cars also have a bonnet that pops up to minimise pedestrian injury. Lexus says it’s confident of a five-star safety rating.The standard Luxury models all have powered, ventilated front seats, keyless entry, satnav, dual-zone climate control, digital radio, Bluetooth with audio streaming, bi-xenon headlights with daytime running lights, reverse-view camera, 7-inch colour media display, and Drive Mode select.A telematics system called Enform, will be available late this year, offering a vast range of data, including customer care, internet search, fuel station finder with fuel prices, weather, plus downloadable destination guides.We were able to compare an existing IS 350 with the latest one on the famed Phillip Island racing circuit, and the improvement, especially in grip, was immediately evident.Smoother lines and a stiffer body gave the newie better balance and its fast-shifting gearbox, complete with auto-blipping, was a delight. The rear-wheel drive IS has super balance – close to 50:50 front to rear – and that translates to very sporty road manners.However there’s no masking the considerable weight of the vehicle, and that undermines both off-the-line acceleration and cornering. Doesn’t destroy it completely, but leaves you with the wish that it could just make that extra leap to true performance characteristics.But it’s not performance most Lexus IS buyers will be looking for – it’s luxury and refinement. They won’t be disappointed. Cruising on public roads in various models, every kilometre was a pleasure. As for the burbling engine sound from the hybrid, it’s from something called Active Sound Control, presumably to counter the comparative silence of hybrid power. It can be customised or switched off, but we thought it hilarious.Passengers would never know the snarl came from under the dash, and if they didn’t see the ‘h’ badge on the tail, they’d never know the car was a hybrid.Given that few Lexus owners will venture onto the race circuit, we’d make the 300h our pick. It has all the prestige and luxury of the others, with phenomenal savings in running costs. And switchable joy sound.

Kia Cerato and Mitsubishi Lancer LX go head-to-head in this comparative review.

In the same way real estate agents sum up the property game as location, location, location, the car industry knows the secret to success is product, product, product. Make something people want to buy.It used to be simple because we all wanted the same thing: a large sedan. A Ford Falcon or Holden Commodore, perhaps a Toyota Camry or Mitsubishi Magna. And if a four-door didn't do the job, then the ute or the wagon or the luxury version of the same car did.Once, our appetite for them was enough to keep four factories running. After Ford bows out in 2016, only Holden and Toyota will remain. Even so, demand for the traditional Aussie family car has fallen so dramatically there will not be enough demand to sustain even them.For Toyota, the answer has been exports. In fact, exports are its raison d'etre and local demand is the sideshow, accounting for just 30 per cent of output. However, to keep its Melbourne assembly line running it desperately needs to add another car, something that sells strongly in this market. Its best bet seems to be the RAV4, which at the moment comes here from Japan.Holden got burned by a reliance on exports when its parent, General Motors, abruptly killed Pontiac during its spell in bankruptcy four years ago. Commodores, rebadged as Pontiacs, were being shipped to the US in their thousands.Its answer was to refocus on domestic sales but make another model, the Cruze small car, alongside Commodore. Holden has been explicit about its volume target to keep Adelaide running: it needs to make two cars, both top-10 sellers, so that combined output approaches 90,000 a year. That plan is working, just.However, when the VF runs its course in a few years, simply making another one is no longer an option, even if demand holds up. Rather than Holden going its own way, as it did in the past, the new car, like the Cruze, will be selected from GM's global menu. Regardless of whether it actually has a Commodore badge on the back, it will be a GM model first and a Holden second.Holden's newest arrival, the Malibu, is almost certain to be that car. Its life cycle has a similar cadence to Commodore, so when the VF expires around 2018 the Malibu can move in. As a nameplate it has more heritage than Commodore, dating back to the mid-1960s.After years as a US model, in this generation it becomes GM's global large offering, sold in other markets as a Chevrolet and built in the US, China, Uzbekistan and South Korea, where our supplies come from. There is a larger car in the GM stable called Impala, but the Commodore and Malibu are closer on size.The Malibu is slightly shorter than the Commodore, by 8cm, also narrower and slightly lower. This is reflected in the cabin space. Headroom isn't an issue, although there's less legroom front and rear than in a Commodore. Malibu compensates with a 10 per cent larger boot and tighter turning circle, making it more manoeuvrable.However, the crucial differences are in the driveline. The VF continues with six or eight cylinder engines driving the rear wheels -- the traditional format for large cars and one favoured by the private buyers who form the most lucrative seam of demand. This audience is the focus for VF, with its richer cabin and hi-tech electronics.Malibu, by contrast, adopts GM's preferred front-wheel drive layout. It's preferred for several reasons but the crucial one here is efficiency. The extra weight involved in transferring power to the rear axle makes a front-drive car inherently more frugal.Malibu is classified here as a medium car but, in reality, it could go in the large category if that were Holden's preference. Being medium marks it out as a rival for Toyota's fleet favourite, the locally built Camry. This is the task it already tackles in other markets, particularly the US, where the Camry is one of the most popular nameplates year in, year out.Its weight advantage over a Commodore ranges from 40kg to almost 100kg, depending on the variant. Even the Malibu's least frugal fully loaded 2.4-litre petrol CDX trim has the edge over the most efficient Commodore.The Malibu is sold in the Middle East with a V6 but comes here only with four-cylinder engines, a 2.4-litre petrol or 2.0-litre diesel. Thanks to the cost-conscious strategies of business and government fleets, a four-cylinder is now essential to get on their shopping lists. Standard transmission is a six-speed automatic with an awkward gearchange button on top of the shifter.The Malibu starts from $28,490 (for the 2.4 CD) and goes to $35,990 (for 2.0 CDX) plus on-road costs. It ticks the boxes: five-star safety, six airbags and the recently approved Isofix fittings that more accurately locate child seats. For the driver, there are auto headlights, power seats, button start, a rear camera and park sensors. Electronics include Bluetooth, a colour control screen, USB and app compatibility for Pandora and more.Holden believes as a value proposition it's compelling and that may be the case for fleets. But some omissions -- such as sat-nav or voice recognition -- mean there are fewer lures for private buyers than in the Commodore.The suspension, with Macpherson struts at the front and a multi-link set-up at the rear, was locally tuned, but the result makes the best of ordinary ingredients. You don't leap at the chance to get behind the wheel and point it at a corner.It's adequate dynamically, but certainly not something you feel encouraged to explore. It jiggles and fidgets on country roads, so there are more comfortable touring cars. Adequate goes for the engines, too. The diesel is more driveable, especially up hills where the petrol needs to change down. But it's also noisier and less refined.From the outside, Chevrolet design cues such as the rear lights mark Malibu out as something different in the class. The shape achieves an impressively slippery coefficient of drag figure below 0.29.There are a mixture of finishes inside, with some shiny surfaces that would be better satin, and an unusual and not wholly successful dash feature that echoes the vent louvres. The dials are most appealing. Holden's previous offering in this sector, the Epica, is something even Holden would prefer to forget.The Malibu should do better although the goal -- Holden says -- isn't to beat Camry. That would be a tall order with Toyota's track record. When the Commodore disappears things get more serious and adequate will no longer be enough. Then the Malibu-Commodore (Malidore?) must straddle both private and fleet demand; it will need broader appeal. It must be a top-10 seller. It's product, product, product.