Sedan Reviews

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) 

It's easy to criticise the Camry, it doesn't do anything very special, but it's also easy to like it, as many Australian families appear to do if you go by its continuing strong sales.The bottom line is that it's an easy car for a family to live with. Sure, it's not exciting, it doesn't challenge the senses, and it's not in the least sporty, but it drives with ease, it's practical and it's reliable. What's not to like when it's got all of that going for it.NEWToyota launched the sixth generation Camry in 2006 and at the same time realigned it within its overall model range. Gone was the V6 engine and its associated models, the sixth generation Camry was an all-four model and you had to buy an Aurion if you wanted the pep of a V6 engine.The Camry has never been regarded as particularly stylish, but it has evolved into a more eye-appealing car with each new model and there's nothing about the sixth generation model that warrants criticism.Four main models made up the range, beginning with the Altise and climbing through the Atevo, Sportivo and Grande, which topped the tree. There were upgrades in 207 and 2009, and a Touring model appeared in 2009.There was also a hybrid, but that's a specialised model and deserves its own treatment. The Camry is perfect for a family; it seats four adults in comfort, will take five at a squeeze, and has a decent boot. Inside, the cabin is roomy, the seats are quite comfortable, but if there's a criticism to be made it's that it's a little bland.With the V6 gone the only engine choice was the 2.4-litre four-cylinder unit. It wasn't a neck-snapper, but it didn't need to be in the family car class. It performed perfectly satisfactorily and delivered acceptable fuel economy.The transmission choices were a five-speed manual and a five-speed auto, but most left the factory with the self-shifter under the bonnet.On the road the Camry was a rather benign device, it did everything that was called for without in any sense being sporty. The steering was light, but still accurate enough, and the lightness made it a comfortable drive around town.NOWDespite setbacks in recent times when it has had to recall some cars Toyota still has a reputation for building sound, reliable cars. It's well justified as the Camry has few faults, and nothing that are of a major concern.There has been only one recall in Australia involving the sixth generation Camry, and that was for a faulty electric window switch in 2012. The switch could feel sticky, and in the worst case could overheat and melt.Check the owner's manual on any car you're considering buying second-hand and make sure the recall repair has been carried out. While you're at it check the car's service record to make sure all servicing has been done according to the book.You might also like to check if your potential choice has been a renter or a fleet car in an earlier life. Camrys were a popular choice as company hacks and rental cars, and while that shouldn't exclude them from your consideration it's best to be wise when buying one of these cars. They sometimes have a hard life and can at times be driven by people who don't care about their welfare.SMITHY SAYSIt's hard to dislike the Camry, it does everything well enough to be your first choice family car.Toyota Camry 2006-2011Price new: $33,000 to $39,900Engine: 2.4-litre 4-cylinder, 117 kW/218 NmTransmission: 5-speed manual, 5-speed auto, FWDEconomy: 8.9 - 9.9 L/100 kmBody: 4-door sedanVariants: Altise, Ateva, Sportivo, GrandeSafety: 4-star ANCAPCOMING UPDo you own a Mercedes-Benz C-Class? If so tell us what you think of it by sending your comments to Graham Smith at grah.smith@bigpond.com or Carsguide, PO Box 4245, Sydney, NSW, 2010. 

From every angle the all-new Kia Cerato sedan displays a sleek, almost futuristic look, but the low sporty appearance belies the fact that there is more space inside the passenger cabin than in the previous model.Despite being lower, the new Cerato sedan (a hatch is due to arrive in Australia midway through August) is longer and wider and has a longer wheelbase.Even with the sporty roofline head room has been improved up front by lowering the seat hip line, there’s also more leg room and occupants can spread their wings into increased shoulder space. Overhangs front and back have been trimmed, yet the boot is bigger than before and takes up to 420 litres of cargo.Kia Cerato sedan comes in three specifications – S, Si and SLi – all with a choice of six-speed manual or six-speed automatic transmissions, the S hooked up to a 1.8-litre four-cylinder multi-point fuel injected (MPI) engine, while the Si and SLi enjoy the extra boost of a 2.0-litre gasoline direct injection (GDI) motor.Fuel consumption during our week’s test was in the high fives and low sixes on the open road, but 11 to 12 litres per hundred kilometres around town. A generous 50-litre fuel tank has the Cerato comfortably cruising more than 600 kilometres between fill-ups.The six-speed automatic transmission features fully automatic operation or Sport mode engaged by moving the lever towards the driver when in Drive. Not many drivers ever use this feature, but it’s there for those who like to have a say over what gear the car is in. The steering wheel has tilt-and-rake adjustment. Instruments and controls are purposefully directed at the driver.Active safety items include electronic stability control and vehicle stability management that works with the ESC to provide ‘corrective’ steering inputs to help the driver avoid loss of control, especially on mixed wet and dry road surfaces, front corner and rear parking sensors. Passive safety sees the car with are six airbags and the Cerato has been given a four-star Australian NCAP rating.All Cerato sedans have projector-style headlamps, powered front and rear windows, keyless entry, cruise control, trip computer with external temperature display, and front corner and rear parking sensors. Connectivity is by a USB/iPod compatible radio/CD player with six speakers and Bluetooth hands-freeCerato Si adds 16-inch alloy wheels, chrome exterior highlights, electric folding door mirrors, automatic headlights, rear seat air vents, a 4.3-inch touch-screen audio system with LCD display, push button start and smart key and a reversing camera.We were most impressed with the solid feel of the gen-three Kia Cerato. It’s almost as good as many European cars. The new Cerato, like all Kias of the latest models sold in Australia, had a considerable amount of local input in the suspension and steering. While some of the early Aussie-modified Kias can be on the firm side, this new Cerato is impressively smooth in its ride, even over badly corrugated roads.This added comfort may be due to the fact that the suspension guys have backed off a little on the sportiness of the Cerato. Resulting in handling that is safe rather than exciting. Which is what typical buyers expect from a car in this class.Noise, vibration and harshness have been minimised by a stiffer body shell and new vibration-damping front subframe mountings. The rear parcel shelf and cargo bay have insulating filling. In addition, the front side chassis members, A-pillar and side sills are filled with acoustic foam and there is a dynamic damper fitted to the shorter of the front drive shafts.The electric power steering has three settings to match customer preference with Normal, Sport and Comfort modes, the effort required to turn the wheel varies with mode, while the number of turns lock-to-lock remains the same. It’s hard to go past Comfort mode for day-to-day city driving.Storage is good, thanks to a glovebox that’s grown by 30 per cent, front door pockets capable of holding a 700-ml bottle and rear door holders for 500-ml bottles. The centre console incorporates a covered two-litre multi-box, ahead of the gear lever, twin cup holders, behind the gearshift and on the rear centre armrest a 5.6 litre box between the front seats. Soft-touch materials further enhance cabin surroundings.Though style is likely to be the big talking point in the new Kia Cerato sedan, there’s a lot more to be considered. It has decent handling that’s tuned for Australian drivers and roads, it’s well equipped and sells at a highly competitive price.

This Audi A6 is the new bad boy at the big end of town. With turbodiesel technology honed during Audi’s successful campaigns in the gruelling 24 Hours of Le Mans races, the A6 Biturbo packs solid punch into a car with refined design and fit-out.The test car took this further with an S line exterior package featuring: front and rear bumpers, side ventilation grilles, side sills in a sporty design, rear diffuser insert in platinum grey. S line badging on the front wings and chrome-plated exhaust tailpipe trims completed the dress-up.ENGINEDerived from the Le Mans winning diesel powerplant, the new Audi 3.0 TDI V6 powerplant puts out 230 kW between 3900 and 4500 rpm, plus peak torque of 650 Nm from 1450 to 2800 rpm.Amazingly, the engine is said by the maker to consume only 6.4 litres of fuel for every 100 kilometres driven on the combined urban / highway cycle. This fuel efficiency places this  A6 variant under the luxury car tax threshold of 7 litres per 100 kilometres. By ducking under the LCT threshold, Audi customers pay less tax on the fuel-efficient A6 3.0 TDI V6 Biturbo, enabling the sedan to hold down an extremely competitive manufacturer’s list price of $118,800.The mechanics of this engine’s performance are fascinating. As its name suggests, two water-cooled turbochargers are connected in series. A switchover valve directs intercooled air to a small turbo at low revs, with a large charger performing pre-compression. From around 2500 rpm, the valve begins to open and the small charger shifts most of its workload to the big blower. Between 3500 and 4000 rpm the valve opens fully, the large charger taking on all the work.During running, the common-rail fuel system develops up to 2000 bar of pressure and injects as many as eight different amounts of fuel into the cylinder. Fascinating, and the sort of thing that’s only possible due to intricate electronic sensors and controls.An eight-speed Tiptronic transmission and quattro all-wheel drive harness the prodigious power and torque to produce performance worthy of a very fast luxury vehicle.TECHNOLOGYStandard Drive select offers mastery of driving dynamics. Via a button on the centre console, the driver can call up one of three modes – comfort, auto or dynamic – ranging from limo-like to hard-line sport. Using the Multi-Media Interface the driver can construct an individual profile, tempting behaviour like a curious toddler with a Fisher-Price toy.At no extra cost comes a Technik Package which includes Audi top view camera system, xenon plus headlights with high beam assist, four-zone deluxe automatic air-conditioning and multifunctional sports steering wheel with shift paddles, and electric glass sunroof.Bose surround sound leads the way for a Bluetooth interface with music streaming, electric front seats are clothed in Milano leather and have driver memory function, MMI Navigation plus features retractable screen and touch pad.DRIVINGAt idle, the distinctive diesel rattle of the engine is all but absent, but stamp on the accelerator and, within seconds, the motor fires up a fierce growl that belies the saloon’s luxury status. The glorious aural experience is amplified by a sound actuator in a side channel of the exhaust. Essentially a loudspeaker, the instrument produces a sonorous accompaniment to engine revs rising all the way to 5200 rpm.Further menace is let into the passenger cabin via a windscreen vibrating to the deep-throated note of the motor being urged along. Onlookers have been known to stare in awe as the otherwise mild mannered A6 Biturbo takes off, leaving behind a wall of sound.However, the official fuel numbers aren’t easy to obtain in real life. During our time with the Audi A6 Biturbo sedan the best we got was an average of 5.6 litres per hundred kilometres on the motorway, rising sharply to between 11 and 13 litres per hundred in tight town traffic.Some buyers will judge this a small price to pay for a car that offers so great a mix of menace and comfort. Sports cars, even the more expensive ones, can sometimes be utilitarian. Not the big Audi A6 Biturbo, which enjoys all the accoutrements of a top-line executive sedan.VERDICTAn executive sedan of impeccable pedigree, with the bite of a junkyard dog.Audi A6 3.0 TDI V6 BiturboPrice: from $118,800Warranty: 3 years/unlimited kmEngine: 3.0-litre 6-cyl, 230kW/650NmTransmission: 8-speed auto, AWDBody: 4915mm (L); 1874mm (w); 1455mm (h)Weight: 1790kgThirst: 6.4L/100km 169g/km CO2 

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?Replaces the Tiida. Bigger than you might think, just like the Pulsar of old. The Ti is Nissan's top of the line Pulsar with all the bells and whistles.Prices for Pulsar start from $19,990, or $22,390 driveaway. This one goes for $28,990 before on road costs or from $31,660 driveaway.Plenty of them. Mazda3, Corolla, Lancer, Elantra, Cerato to name a few (all of them for around the same price).Nothing special. 1.8-litre four cylinder petrol engine. It delivers 96kW of power and 174Nm of torque. The engine in the Ti is paired with a seamless CVT auto  but unlike other CVTs does not offer a manual mode.The beauty of CVT is that it continuously optimises power versus economy. This means at 100km/h the engine is barely ticking over at 1700 revs, while at the other end of the gearing spectrum it delivers sharp acceleration off the line.Has a 52-litre tank and takes standard 91RON unleaded. It's rated at 6.7 litres/100km but we were getting closer to 6.2. Mind you the trip computer shows kilometres per litre.Produces 160g/km of CO2 and gets a four out of five star rating from the Green Vehicle Guide (Prius gets five).Gets the Australian stamp of approval with a five-star crashing rating from ANCAP. Comes with six airbags, reversing camera, four-wheel disc brakes, Traction and Vehicle Dynamic Control, ABS and Electronic Brake Distribution, with Brake Assist.Bigger than the Tiida that it replaces, it's quite roomy inside with large, comfortable seats and a huge boot.Easy and adequate, but largely uninspiring. This is a car to get you from A to B. The CVT auto is the pick and delivers better economy. If you want a manual you'll have to drop back a grade and deal with throttle flair.Ti gets partial leather and dual zone air and 17 inch alloys along with satellite navigation as standard. Comes with a full size spare and Bluetooth, but the latter is a right pain in the butt to hook up.It's all about value and for many people this car will represent the perfect solution to the value for money equation.

In the midst of all the current gloom about the car industry – Ford shuttering the factory in 2016, the spectre of changes to FBT, Holden speculating it might have to close its operations if it doesn’t get more help -- it's difficult to believe the new VF Commodore has been in showrooms only a month.Before the FBT announcement Holden was convinced it had got off to a good start. It deserves to. From top to bottom the VF is a better car than VE, the previous Commodore.It has also been pitched aggressively to private buyers and none more so than the top trim level, Redline. This adds sports tuning to an SS V sedan, wagon or ute and is now a separate designation rather than an option. Among early orders for SS Vs, half are going for Redline.It’s priced from $48,990 for the manual ute to $55,690 for the automatic wagon, and the additional $6000 over a standard SS V buys a few extra features, such as heated front seats, premium Bose stereo, colour head-up display and two more driver assistance systems: collision alert and lane departure warning. But performance upgrades across the car are where most of the value lies.For the first time, Holden has gone with wider, lower-profile rubber at the rear with 275/35 tyres against 245/40 at the front. To any potential buyer, that says: "We're taking this seriously.''The engine is the same 6.0-litre V8 offered elsewhere on VF, either with a six-speed manual or an automatic transmission that handles slightly lower power and torque outputs. Usually Holden keeps 0-100km/h times to itself, but it broke with tradition to say "mid-5 seconds'' -- another strong claim.The Ute offers the best power-to-weight ratio and Holden dynamics specialist and part-time Nurburgring ace Rob Trubiani set a time of 8min 19.47sec in one during a lap of the famed 21km track. The video is well worth a look.Brembo performance brakes are fitted with stiffer calipers within the 19-inch alloys. The result is lower unsprung weight and a stopping distance from 100km/h reduced by more than 2m, to 38.6m, compared with the equivalent VE. A good sports car would do it in about 35m, so that's respectable for 1.8 tonne sedan.Redlines also get Holden's most aggressive suspension tune, coded FE3, revised with larger stabiliser bars and dampers. Holden says body roll has been reduced and the car can pull an impressive 0.93g in corners.There's also a unique Redline steering tune known as Competitive mode and a setting for the electronic stability control with a higher threshold for intervention.The test drive event also had a track focus. There was no road component at all, so it's impossible to say whether the Redline has a ride you could live with on the daily commute. Unless your route involves a lap of Phillip Island, that is.The first exercise, using the straight, aimed to demonstrate the launch control feature. Two cars line up side by side, in proper top fuel style. Put it in gear, press the right button and keep the clutch depressed while stabbing the throttle and holding it down.After a second or so the system drops from maximum revs to about 4000rpm, which is ideal for an efficient getaway. Wait for green, and drop the clutch. Actually, don't wait for green. As I quickly learned, as soon as the last of three yellows comes up, go. Or you'll record the reaction time of a sloth.The car's computer gets it off the line with minimum drama and maximum attack. Repeatedly. And there's still a satisfying reminder of its efforts on the tarmac. Next was a wet skid pan motorkhana course and a chance to explore the three-level stability control to see how it affects handling.Redlines resist the overwhelming understeer typical of large heavy sedans during tight exercises such as this and feels if not exactly nimble, at least quickly manoeuvrable. On the track, the VF is more at home than many other large sedans I've sampled here.The steering rewards with precision and a sense of how much grip the front wheels have got, while the body stays composed and remarkably flat for confidence through Phillip Island's fast turns. Compared with some of the performance imports, top speeds were lower but satisfaction greater.The VF just seems light on its feet and well rounded in its attributes: neither the chassis nor brakes are strained by the power. The front and rear of the car work together, so that neither wants to spoil the party and stray off line. I've enjoyed faster and much more expensive four-doors here less than this.Another plus are lighter and easier actions for the clutch and gearshift in the manual models, a welcome improvement despite their minority appeal. One surprise was how refined the car stays. Making the cabin quieter was a goal of the VF program and in the V8s, it's succeeded almost too well.From the outside, this V8 sounds delightfully fruity but from the driver's perspective the hardcore Redline could do with a bit more volume. Also from the driver's seat the problem of wide A-pillars obscuring vision through bends carries over from VE. That sort of fundamental structural issue is too expensive to fix.

.star {width:135px;}#article-corpus {width:100%; padding-right: 0;}Honda Accord V6 and Toyota Aurion Presara go head-to-head in this comparative review. 

It is the fastest and most powerful car Australia has ever produced -- and likely ever will produce. And we’ve got the first one freshly minted off the production line.There really was only one place to take the new Holden Special Vehicles GTS: the high temple of horsepower, Mount Panorama Bathurst.We wouldn’t be allowed to cut loose like the late great Peter Brock or the myriad of modern-day Holden V8 Supercar heroes. Mount Panorama is, after all, a public road with a 60km/h speed limit when it’s not being used as a race track.But we weren’t complaining. Having sampled the new HSV GTS in all its glory at Phillip Island a month ago we have no doubt about the car’s giant-killing ability (see sidebar).Want the short version of this road test? The new HSV GTS is pin-your-ears-back awesome. In addition to the slingshot acceleration it has a level of grip not seen before on an Australian performance car, due in no small part to a clever electronic solution borrowed from Porsche that keeps the rear end glued to the pavement no matter what.A quick recap: until the updated $250,000 Mercedes-Benz E63 AMG arrives in Australian showrooms later this month the HSV GTS will briefly be the most powerful sedan of its size in the world.The car that starts life as a Commodore has borrowed the epic supercharged 6.2 litre V8 from North American racing versions of the Corvette and Camaro -- and a Cadillac.Installing the engine and all the other necessary hardware was the largest joint engineering effort by Holden and its performance partner HSV in their 25-year marriage. (The car starts life on Holden’s Adelaide production line before the finishing touches are added at HSV’s facility in the Melbourne suburb of Clayton).If you’re unclear what a supercharger is all you need to know is that it’s the equivalent of a massive pump that force-feeds more air into an already formidable engine. You need plenty of oxygen to burn plenty of petrol. And when you burn plenty of petrol you make plenty of power. And the HSV GTS has that in spades (430kW of power and 740Nm of torque for the tech heads -- or more grunt than a V8 Supercar race machine for the non-converted).For now I’m just trying to navigate Melbourne’s stop-start peak hour traffic and not scratch the first HSV GTS to leave Clayton without the supervision of the company’s engineers. The early signs are good: I haven’t stalled it. The first surprise is that despite the heavy-duty hardware, the manual gearbox and clutch are light and easy. Not quite like a Toyota Corolla, but not like a Kenworth either.TECHNOLOGYI quickly discover the dial in the middle of the console (borrowed from the new Corvette) that changes the exhaust note as if it were a volume knob. One turn of the noise dial won't quite wake up the neighbours, but those in the traffic around you will hear the extra bass from the mufflers.It’s just one part of a suite of technology that’s in the new HSV GTS. You can personalise settings for the suspension, steering, throttle and stability control at the tap of the touchscreen or a turn of the dial. In fact, the new HSV GTS has more computer gadgetry than the geek icon, the Nissan GT-R.The mapping for every race track in Australia is already preset -- and there is room for six others if and when they eventually get built (fingers crossed). In reality, though, after you’ve shown-off the system to a few mates you’re rarely likely to delve into its depths.ON THE ROADBut that’s not going to stop us. Heading north up the Hume towards Bathurst we’re effectively retracing the same path that Brock, Moffatt and co took when the racing legends drove their race cars to Bathurst in the golden era of the sport. The traffic is of course a lot worse these days -- but the roads are better, albeit dotted with speed cameras seemingly every few kilometres.On the northern outskirts of Melbourne we drive past the front door of the Broadmeadows head office and car assembly line of Ford, a formidable Holden rival for the past 65 years. Ford fans are hoping the Blue Oval brand will deliver one last hero car before the Falcon bows out in 2016. If it does, this HSV GTS is the car they will be trying to beat.As anyone who has travelled the Hume Highway knows, the road is achingly dull. But the new HSV GTS removes much of the boredom. As with the Holden Calais-V on which it is based it has a digital display of the vehicle’s speed reflected into the windscreen in the driver’s line of sight.It also has a forward crash alert warning if you’re about to hit the car in front, and a lane departure warning if you cross white lines without indicating. Technophobes can turn these systems off. But I left the speed display on. It’s amazing how relaxing it is not having to avert your eyes to check the speedometer every few moments -- even if you are set in cruise control.The route to Bathurst from Melbourne is fairly straightforward, and not as winding as the trip from Sydney over the Blue Mountains. In effect, you turn left a little north of Albury on the NSW-Victoria border, zig-zag your way to the fringes of Wagga Wagga and then it’s almost a straight line coming into the back of Bathurst.Unlike the Hume, there aren’t service stations and fast food chains every half hour. And the road is not as well kept. Which was both good and bad, for it threw up some nasty potholes and bumpy bends that had us wondering at times if we may need the spare tyre, which is a space-filler as opposed to a space-saver.Because HSV needed extra room under the car for the massive heavy-duty differential (it’s about the size of an outboard boat motor) and its cooling equipment, the spare wheel is secured on top of the boot floor, not below it. But at least you get a spare. European performance sedans come with an inflator kit and the phone number of a tow truck service. Out here you’d be waiting a while.Finally we reach Australia’s motorsport mecca. It’s late in the afternoon and road workers are busy finishing yet more track upgrades before October’s Great Race. During a symbolic one-lap look-around we share the mountain pass with tourist coaches, local P-platers and fitness freaks on foot using the steep climb to get their hearts racing.No matter how many times I’ve been here, though, Mount Panorama never ceases to amaze. The steep incline, corners which seemingly fall away and sheer cliff faces mean that it wouldn’t pass modern regulations if it were built from scratch today. Yet it survives because it is a part of history -- and because of countless costly upgrades. Sadly, the homegrown Holden Commodore will soon be assigned to the history books. When this generation Holden Commodore bows out in 2016 it will be replaced by a front-drive sedan which may or may not be built in Australia.That leaves the new HSV GTS as a fitting exclamation point for the Australian car industry, and a future collector’s item. It is the result of every piece of Australian automotive knowhow in one car (albeit with a little help from a North American supercharged V8). No matter how you look at it, though, there will not ever be a homegrown car like this ever again. And that is a tragedy.ON THE TRACKThe new HSV GTS is epic on the road but you need a race track to explore its full potential. Thankfully HSV hired one for the day. HSV claims the new GTS can do the 0 to 100km/h dash in 4.4 seconds with automatic transmission (yes, it’s faster than the manual off the line, but the manual is faster once you’re already on the move). The best 0 to 100 times we could get out of the manual were a string of easily achievable 4.7-second runs. In launch control mode it did 4.8-second runs ad nauseum.Acceleration is only one part of the story, however. The handling has stepped up a notch. Finally, the magnetically-controlled particles in the suspension deliver on the promise of comfort and handling. The GTS now rides better over bumps than the HSV Clubsport.Best of all you can feel the computer magic dabbing the rear brakes to help control the rear end from sliding out. The electronic torque vectoring is the same type of technobabble that Porsche uses. At first you think your driving skills have improved. Then reality sets in.The highlight for me, though, apart from the obvious adrenalin from the acceleration, is the new brake package. They are the biggest brakes ever fitted to an Australian-made production car. And they are superb. They have a precise feel typically found on sports cars, not 1850kg sedans. There is no doubt the new GTS is the most complete package HSV or Holden has ever built. We don’t hand out such accolades lightly, but the team that created this machine should take a bow.HSV GTSPrice: $92,990 plus on-road costsEngine: 430kW/740Nm supercharged 6.2-litre petrol V8Transmission: six-speed manual or six-speed auto ($2500 option)Weight: 1881kg (manual), 1892.5kg (auto)Economy: TBASafety: six airbags, five-star ANCAP rating0 to 100km/h: 4.4 seconds (claimed)Service intervals: 15,000km or 9 monthsSpare tyre: Full size (above boot floor)

Kia Cerato S and Nissan Pulsar ST go head-to-head in this comparative review.

The sporting prowess of BMW's mid-sized coupe is coming to the fore. The Bavarian carmaker has altered the nomenclature of its popular two-door range to 4 Series to differentiate it in price and performance from the 3 Series sedans and align it with the even-numbered naming convention already applied to the two-door 6 and 8 Series models.  Beyond the name, the ride and handling have been sharpened to match the coupe's edgier looks.VALUEThe 4 has more bang for the buck than the outgoing 3 Series Coupe, reflecting the changes in the market (read Mercedes-Benz's new C-Class). An eight-speed automatic is now standard (a six-speed manual is an option) in place of the six-cog self-shifter and the array of techno-toys is also up a couple of generations.BMW spokesman Scott Croaker says Australia is still determining final spec ahead of the local launch in mid-October. “It'll definitely be loaded with more standard features but I don't expect the price to be too far from the outgoing 3 coupe,” he says. Based on 3 Series Coupe costs, that points to a starting price in the low $70,000s for the 420d, rising to around $85,000 for the 428i and $110,000 for the 435i.TECHNOLOGYThe three engines available at launch are lifted from the 3 Series - a 2.0-litre turbodiesel four; 2.0-litre turbo petrol four and 3.0-litre turbo six. Outputs are unchanged and all engines are paired with auto stop-start and brake energy regeneration to minimise fuel use.The list of options is exhaustive, from Navigation System Pro, which uses a high-resolution display to project the satnav details on the 8.8-inch central display screen and is complemented by a touchpad on top of the iDrive controller that lets occupants write the letters of their destination with their finger. The system uses optical character recognition to read the result and copes well with abysmal handwriting.A Driving Assistant Plus pack adds forward collision and pedestrian warnings, adaptive cruise control, LED headlamps with auto-dipping function, head-up display and a surround-view camera are but a few of the options.DESIGNThis is the best-proportioned BMW in the range. Dropping a low, coupe body over a stretched 3 Series sedan chassis gives the 4 a meaner, leaner stance. The rear track is a full 80mm wider than the 3 Series but it avoids the flared-guard “boy racer” look by gradually extruding the entire rear quarter panel.That width is emphasised by the elongated rear tail lights and the front air intake that extends across the car's nose. The vents - officially known as Air Breathers - just behind the front wheel arches have a Jaguar-esque look that BMW says is the optimal design to lower drag around the wheel arches.The air intakes adorning the front apron are likewise reminiscent of the Benz “A-wing” and similarly reflect the latest aero efficiency, rather than being derivative. Inside, the regular 3 Series layout is lifted by a full leather interior. Rear legroom is more than adequate for lanky adults, though 180cm-up passengers will need to slouch to avoid their hair brushing against the tapering roofline.SAFETYNo one has crashed the 4 Series yet so it doesn't have an ANCAP rating. Given it is based on the 3 Series, it's safe to assume a five-star result. Six airbags are standard fare and the inherent safety of the brakes and suspension are reinforced by a range of optional software designed to protect the car, its occupants and other road users.DRIVINGThe 4 Series coupe is all the sedan aspires to be, minus a rear seat. The handling - on the 435i launch cars fitted with the adaptive suspension that can be set for comfort or sport - is as crisp as a fresh-cut chip. Put that down to revised suspension and an extra brace from the front suspension mounts to the body to help keep the wheels flat and on track.As the car rolls over the pockmarked cobbled roads of a Portugese village the most noticeable sensation is a muted thrum from the low profile 19-inch tyres. That level of insulation continues over a variety of road surfaces and while Australia's coarse-chip bitumen will be more demanding terrain, it shows refinement hasn't been sacrificed to achieve a sporty drive.There's no more power from the trio of engines it shares with the 3 Series but there doesn't need to be - even the 420d will hit 100km/h 7.3 seconds after launch, while the 435i does it in 5.1 seconds. All-wheel drive models will be sold overseas with BMW's xDrive moniker but Croaker says there is no plan to bring them to Australia “at this stage”.VERDICTThe coupe has the looks and the legs to be a stunningly good proposition.